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4 WORLD AIRCRAFT SALES MAGAZINE – May 2014

05.14Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

The Global Aircraft Market Online

AIRBUSA318 Elite. . . . . . 93, 119, 120,A319CJ . . . . . . . . 71, 156,A320 VIP . . . . . . 34,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 28, 54, 55, 56,CRJ-200 ER . . . . 29, CRJ-200 LR . . . . 34, 156,Super727 200 VIP ..55,MD-DC-8 VIP. . . 55,MD-87 . . . . . . . . . 149,

BOMBARDIERGlobal 5000 . . . . 7, 10, 31, 34, 59, 83,. . . . . . . . . . . . . . . 156,Global 6000 . . . . 7, 156,Global Express . 10, 35, 54, 57, 71, 93,. . . . . . . . . . . . . . . 134, 156,Global Express XRS..21, 28, 35, 51, . . . . . . . . . . . . . . . 53, 156,Challenger300 . . . . . . . . . . . 11, 31, 34, 135, 144,. . . . . . . . . . . . . . . 151, 156,600 . . . . . . . . . . . 151,601-1A . . . . . . . . 49,601-3A . . . . . . . . 57,601-3A-ER . . . . . 95,601-3R . . . . . . . . 69, 151,604 . . . . . . . . . . . 11, 34, 55, 67, 69, 73,. . . . . . . . . . . . . . . 151,605 . . . . . . . . . . . 7, 23, 34, 53, 66, 71,. . . . . . . . . . . . . . . 95, 145, 156,850 . . . . . . . . . . 34,850ER . . . . . . . . 156,Learjet 31A . . . . . . . . . . . 63,31ER . . . . . . . . . . 43,35A . . . . . . . . . . . 43, 113,36A . . . . . . . . . . . 150,40 . . . . . . . . . . . . 66, 71,40XR . . . . . . . . . . 127,45 . . . . . . . . . . . . 69,45BR . . . . . . . . . . 113,45XR . . . . . . . . . . 69, 129,55 . . . . . . . . . . . . 49,60 . . . . . . . . . . . . 26, 57, 69,60SE . . . . . . . . . . 63,60XR . . . . . . . . . . 35, 63, 66, 69, 156,

CESSNACitationISP . . . . . . . . . . . 43,II. . . . . . . . . . . . . . 20, 42, 62, 81, 132,IISP . . . . . . . . . . . 148,III . . . . . . . . . . . . . 42, 49, 62, 95, 133,IV . . . . . . . . . . . . . 69, 113,IVSP . . . . . . . . . . 69,V. . . . . . . . . . . . . . 62, 69,X . . . . . . . . . . . . . 12, 69, 73, 149,XL . . . . . . . . . . . . 83,XLS . . . . . . . . . . . 81, 83, 148, 156,XLS+ . . . . . . . . . . 31, 142,CJ1. . . . . . . . . . . . 12, 31,

CJ2 . . . . . . . . . . . . . 12, 44, 62, 71, 81,CJ2+ . . . . . . . . . . 12,CJ3. . . . . . . . . . . . 26, 42, 45, 55, 71,M2 13,414A. . . . . . . . . . . 62,560 XLS+ . . . . . . 138,650 45,Bravo . . . . . . . . . 12, 33, 62, 128,Encore . . . . . . . . 13, 33,Encore +. . . . . . . 69,Mustang . . . . . . . 12, 62, 148,Sovereign. . . . . . 11, 20, 26, 42, 49, . . . . . . . . . . . . . . . 55, 59, 66, 83,T182T . . . . . . . . . . .81,T206H StationAir .81,Ultra . . . . . . . . . . 12, 147,ConquestI . . . . . . . . . . . . . . 81,Grand CaravanExecutive Caravan.55,

CIRRUSSR22 G3 GTS Turbo...81,

EMBRAEREMB-135LR . . . . 54,ERJ-145ER. . . . . 55,Legacy 500 . . . . 20,Legacy 600 . . . . 55, 73,Legacy 650 . . . . 93,Lineage. . . . . . . . 55,Phenom 100 . . . 13, 88, 113,Phenom 300 . . . 66,

FAIRCHILD DORNIER328 . . . . . . . . . . . 71, 81,

FALCON JET7X . . . . . . . . . . . . 3, 53, 59, 71, 154,10 . . . . . . . . . . . . 62,20F . . . . . . . . . . . 113, 155,50 . . . . . . . . . . . . 11, 42, 51, 59, 62, . . . . . . . . . . . . . . . 66, 71, 140, 152, . . . . . . . . . . . . . . . 154, 155,50-4 . . . . . . . . . . . 154,50EX . . . . . . . . . . 11, 23, 42, 154, 155,900B . . . . . . . . . . 3, 11, 20, 31, 55, 69,. . . . . . . . . . . . . . . 154, 155,900C . . . . . . . . . . 11, 39, 42, 154, 155,900EX . . . . . . . . . 29, 34, 154, 156,900EX EASy . . . 3, 34, 53, 154, 155,900LX . . . . . . . . . 3, 11, 139,2000 . . . . . . . . . . 3, 11, 21, 29, 53, 55,. . . . . . . . . . . . . . . 59, 62, 69, 71, 137,2000EX . . . . . . . . 93,2000EXEASy . . 21, 49, 59, 156,2000S . . . . . . . . 10,

FOKKER100 Executive Jet..152,

GULFSTREAMIISP . . . . . . . . . . . 155,IV . . . . . . . . . . . . . 10, 20, 57, 73, 156,IVSP . . . . . . . . . . 10, 21, 26, 36, 55,

. . . . . . . . . . . . . . . 73, 130,V. . . . . . . . . . . . . . 1, 10, 36, 37, 66, 73,. . . . . . . . . . . . . . . 155,100 . . . . . . . . . . . 49, 83,150 . . . . . . . . . . . 10, 36, 51, 83,200 . . . . . . . . . . . 7, 10, 21, 49, 62, 73,. . . . . . . . . . . . . . . 113, 137, 155, 156,280 . . . . . . . . . . . 36,450 . . . . . . . . . . . 7, 10, 20, 21, 37, 53,. . . . . . . . . . . . . . . 54, 83, 156,550 . . . . . . . . . . . 7, 31, 37, 53, 55, 83,. . . . . . . . . . . . . . . 136, 141, 146, 156,650 . . . . . . . . . . . 21,

HAWKER BEECHCRAFTBeechcraft RK-194 . . . . . . . . 33,400 . . . . . . . . . . . 62,400A . . . . . . . . . . 13, 33, 63,Premier 1A . . . . . 66, 113,King Air350 . . . . . . . . . . . 20, 51, 63, 71, 83,B200 . . . . . . . . . . 26, 33, 43, 69, 83, . . . . . . . . . . . . . . . 150,C90 . . . . . . . . . . . 43, 71, 83,C90B . . . . . . . . . . 13, 31, 33, 43,F90-1. . . . . . . . . . 93,Hawker400XP . . . . . . . . . 21, 66, 69, 83, 149,4000 . . . . . . . . . . 13, 69,750 . . . . . . . . . . . 83,800 . . . . . . . . . . . 149,800A . . . . . . . . . . 42, 51, 63, 73, 149,800XP . . . . . . . . . 7, 13, 20, 66, 69, 73,. . . . . . . . . . . . . . . 83, 131,850XP . . . . . . . . . 83,900XP . . . . . . . . . 13, 35, 83, 153, 156,1000A . . . . . . . . . 151,

IAIAstra . . . . . . . . . . 63,Astra SP . . . . . . . 49,Westwind II . . . . 152,

PIAGGIOAvanti . . . . . . . . . 41,Avanti II . . . . . . . 113,Avanti P180 . . . . 59, 69, 152,

PILATUSPC12NG . . . . . . . 21,PC12-45 . . . . . . . 88,

PIPERCheyenne II . . . . 71,Cheyenne IIXL . 62, 88,Meridian . . . . . . . 43,

PZLM28 Skytruck . . 88,

SABRELINER65 . . . . . . . . . . . . 62, 63,

SOCATATBM 700A . . . . . 88,TBM 700B . . . . . 62,TBM 850. . . . . . . 33, 69, 88, 143,TBM 900. . . . . . . 33,

HELICOPTERS

AGUSTAWESTLANDA109A II Plus . . 14,A109A Power . . 156,A109E Power. . . 14, 31,A109S Power . . 14,Koala. . . . . . . . . . 83,A119 KE . . . . . . . 71,AW 139 . . . . . . . . 55,

BELL206 L4 . . . . . . . . . 150,212 . . . . . . . . . . . 150,222 UT . . . . . . . . 14,230 . . . . . . . . . . . 14, 71,407 . . . . . . . . . . . 14, 69,412 EMS . . . . . . 150,429 . . . . . . . . . . . 14, 57,

EUROCOPTERAS 350 B3 . . . . . 71,AS 355 N . . . . . . 71,AS 355 F2 . . . . . 55,AS 365 N2 . . . . . 14,BK 117C1 . . . . . . 71,EC 120 . . . . . . . . 113,EC120B . . . . . . . 153,EC 130 B4 . . . . . 31,EC 135 P2+ . . . . 83,EC 135 P21 . . . . 14,EC 155 B . . . . . . 55,

MCDONNELL DOUGLASMD 600N . . . . . . 83,

SIKORSKYS-76C++ . . . . . . 29,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAvionics . . . . . . . . . . . . . . . . 99,Aircraft Engine /Support . 47, 118,Aircraft Perf & Specs . . . . . 109, 114,. . . . . . . . . . . . . . . . . . . . . . . . 118, 124,Aircraft Title/Registry . . . . 107,Ground Handling . . . . . . . . 97,Photography . . . . . . . . . . . . 97,

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

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EDITORIALDeputy Editor (London Office)

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

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Business Aviation & The Boardroom: pages 16 - 65

See pages 28 - 29 for further details

JSSI has been delivering superior service and resale value since 1989

and continues to lead the market in maintenance program innovation.

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· Global 6000 - 2014 and 2015 availability

· Global XRS - Seven to choose from

Jetcraft is pleased to present the following

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Panel may14 16/04/2014 11:23 Page 1

Contents

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

Other Features15 Wichita Insider78 Aircraft Performance & Specifications94 Aviation Leadership Roundtable98 The G650 Factor110 Introducing Your New Jet for Charter112 Stop the Clock: EU-ETS115 Market Indicators121 BizAv Aircraft

Next Month’s IssueBusiness Aviation and the BoardroomPlane Sense on Paperless CockpitsAircraft Comparative Analysis (Piper Meridian)

Featured Articles - Business Aviation and the Boardroom

16 Are Business Jets Boondoggles: Jack Olcott suggests that some Boards are abusing business aircraft at the expense of shareholders... Avoid this error.

18 Business Aviation - Investment Tools: Not taking advantage of what BizAv provides is an abuse. Maximise the company jet’s use as an investment tool.

22 Vision Unlimited: Pete Agur reflects on his responses to clients who seek theadvantages of operating business aircraft.

30 Special Interest or Special Tool…: How effectively is your business aircraft employed in the service of the company, asks David Wyndham…

38 Cause and Effect: Are aircraft valuations unduly impacted by external factors?Jay Mesinger explores the role of ‘non-technical factors’.

46 Contractor Pilots & Insurance: When you employ a pilot, whether to hire theaviator as an independent contractor or an employee should be made carefully…

50 Business Aircraft Ownership & Operations: The concluding part toour study of common mistakes boards make in connection with the acquisition andoperation of business aircraft.

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

Main Features64 Flight Dept. Management Skills – Leadership Styles: A review of managerial

styles, their merits and weaknesses when applied to the Flight Department.

68 Flight Dept. Management Skills – International Operators Conference:A review of the recent NBAA International Operators Conference held in Tampa, FL.

72 Aircraft Comparative Analysis – Falcon 900EX/EX EASy: How does the per-formance of the Falcon 900EX/EX EASy stand up against the G450/GIV-SP?

86 European Fleet Guide: Mike Chase analyses the current European Business Jet and Turboprop fleet trends, identifying the popular types on the continent at this time.

89 An Interview With Mark Winzar: JSSI’s VP, Technical Service Operations speakswith World Aircraft Sales Magazine about the company’s growing internationaloperations.

96 The Dope Debate: How does legalization of marijuana in certain states square with the Federal Aviation Administration’s goal for safety?

100 Safety Matters – Summer Flying: A collection of illustrations highlighting the perils of summer flying. Treat this season with every bit of care it demands.

104 Piston to Propjet: Dave Higdon looks at how a change in engine type can bring more power, more speed and more climb to certain piston airframes… for a price.

Volume 18, Issue 5 – May 2014

100

16

64

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900 BESTGATE ROAD SUITE 412 ANNAPOLIS, MARYLAND 21401 TEL 410-573-1515

GLOBAL 5000SERIAL NUMBER 9255

GULFSTREAM G450SERIAL NUMBER 4007

GULFSTREAM VSERIAL NUMBERS 525 & 584

GULFSTREAM IVSERIAL NUMBER 1141

GULFSTREAM IV-SPSERIAL NUMBER 1318

GLOBAL 5000 VISION2015 DELIVERY POSITION

GLOBAL EXPRESSSERIAL NUMBER 9100


GULFSTREAM IV-SPSERIAL NUMBER 1363

GULFSTREAM 150SERIAL NUMBER 258


FALCON 2000SSERIAL NUMBER 711

Avpro May 14/04/2014 12:42 Page 1

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

WWW.AVPROJETS.COM VIEW VIDEO OF OUR EXCLUSIVE LISTINGS!

FALCON 2000SERIAL NUMBER 105

FALCON 900CSERIAL NUMBER 195

FALCON 50EXSERIAL NUMBER 275



CHALLENGER 604SERIAL NUMBER 5373

FALCON 900LXSERIAL NUMBER 190

FALCON 900BSERIAL NUMBER 3

FALCON 50EXSERIAL NUMBER 320

FALCON 50 SERIAL NUMBER 159

CHALLENGER 300SERIAL NUMBER 20043

CITATION SOVEREIGNSERIAL NUMBER 278

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Avpro May 14/04/2014 12:43 Page 2


CITATION CJ2SERIAL NUMBER 15

CITATION BRAVOSERIAL NUMBER 895

CITATION CJ2+SERIAL NUMBER 332

CITATION CJ1SERIAL NUMBER 495

CITATION XSERIAL NUMBER 204

CITATION ULTRASERIAL NUMBER 439

CITATION MUSTANGSERIAL NUMBER 39



CITATION CJ1 SERIAL NUMBER 429

Avpro May 14/04/2014 12:43 Page 3

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

BEECHJET 400ASERIAL NUMBER RK-164

KING AIR C90BSERIAL NUMBER LJ-1453

HAWKER 4000SERIAL NUMBER RC-8

CITATION M2 POSITION4TH QUARTER 2014 DELIVERY

HAWKER 800XPSERIAL NUMBER 258293

EMBRAER PHENOM 100SERIAL NUMBER 61

HAWKER 900XPSERIAL NUMBER HA-49

CITATION ENCORESERIAL NUMBER 543

BEECHJET 400A SERIAL NUMBER RK-67

HAWKER 800XPSERIAL NUMBER 258414

VISIT WWW.AVPROJETS.COM VIEW VIDEO OF OUR EXCLUSIVE LISTINGS!

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Avpro May 14/04/2014 12:43 Page 4


AGUSTA A109E POWERSERIAL NUMBER 11831


AGUSTA A109S POWERSERIAL NUMBER 22077



AGUSTA A109A II PLUSSERIAL NUMBER 7436

BELL 429SERIAL NUMBER 57056



BELL 222UTSERIAL NUMBER 47567

EUROCOPTER EC135P2ISERIAL NUMBER 0691

EUROCOPTER AS-365N2SERIAL NUMBER 6650

Avpro May 14/04/2014 12:44 Page 5


ike the blades of a propeller ona radial engine (or a turboprop,for that matter) what goesaround, comes around with thepassage of time in Wichita’s avi-

ation history. In February of 1925, a Kansasfarmer with a mechanical bent, a barnstormerfrom Tennessee, and a Navy Reserve pilotwho had migrated from Kansas to Californiaand back again got together and formed acompany to make airplanes.

Nearly ninety years later, the companythey started is making a comeback, of sorts.You might say that Textron’s (Cessna’s parentcompany) recent acquisition of Beechcraft islike a software update: Textron Aviation isreally Travel Air 2.0!

In the middle of the Roaring 1920s, thethree aviation pioneers set up shop in a build-ing on West Douglas Avenue in Wichita andcalled their enterprise the Travel AirManufacturing Company. They built aircrafttogether until differing ideas on design andmarket focus took them in varied directions.The farmer, Clyde Cessna, decided to buildmonoplanes with cantilever wings. The barn-stormer, Walter Beech, focused on biplanesand high performance, and the NavalReservist, Lloyd Stearman, made his markwith sturdy trainers.

Stearman and Cessna left Travel Air inSeptember of 1927, starting their own compa-nies. Stearman’s operation eventually becamea subsidiary of Boeing in 1934. Cessna beganbuilding monoplanes at a newly constructedfactory on East Pawnee Road. Beech stayedon at Travel Air, which merged with Curtiss-Wright, until 1932 when he launched his firm.In the interim, he actually leased factoryspace from his former partner, Cessna, whoseproduction lines had virtually shut downwith the coming of the Great Depression.

Nearly 90 years later, the three airplanemakers might be surprised by what hasbecome of their former joint venture. Forstarters, they wouldn’t recognize the old

building. It’s not an airplane factory anymore. It has a new facade and it houses arental car agency and a beauty salon.

The operation Mr. Stearman left behind inthe early 1930s to become President ofLockheed Aircraft Corporation is, itself, leav-ing Wichita behind after more than eightdecades. What became Boeing-Wichita hasnow nearly completed its exodus from theAir Capital, leaving behind a heritage ofthousands of aircraft built, tens of thousandsof jobs provided, and an empty factory thatcovers acres of space. It’s safe to assume it’snot likely to end up as a home to Hertz and ahairdresser!

Clyde Cessna and Walter Beech createdgreat companies that became the dominantforces in General Aviation. Cessna’s mono-planes spawned dozens of single engine pis-ton models, an impressive line of twins, adurable Air Force jet trainer, and eventually,the Citation line, the world’s most prolificfamily of business jet.

Beech is actually best remembered for hissignature biplane, the Model 17 Staggerwing,outstanding piston singles and twins such asthe Bonanza and Baron, both of which arestill in production and, of course, the venera-ble King Air twin turboprop. Cessna andBeech built outstanding product portfolios,provided tens of thousands of jobs, and,along with Boeing, earned Wichita its ‘AirCapital of the World’ nickname, even beforeBill Lear and Learjet showed up in the early1960s.

It’s safe to say that Walter Beech, who diedin 1950, and Clyde Cessna, who passed awayin 1954, both realized that their namesakecompanies had become extraordinarily suc-cessful as separate entities competing directly,head-to-head, for the same customers. It’spretty unlikely, however that, were they toreturn today, they would expect to find theirairplane companies had come full circle--andare again part of the same family.

“Family” may be a bit of a stretch, in fair-

ness: The compet-itive juices thathave flowed onboth sides ofWichita for threegenerations prob-ably won’t dissi-pate overnight.There’s simplytoo much “com-pany pride”among formerand currentBeechcrafters and Cessnans to expect the cor-porate armistice to be instantaneous. But, thetwo companies, which at least in the shortterm, will remain separate brands, do offerGeneral Aviation some great synergies.

Plugging the twin engine King Air turbo-props into the product ladder between theCessna Caravan single engine turbopropsand the line of Citation business jets providesa logical progression and a broad range ofturbine-powered alternatives. The combina-tion of two diverse engineering and market-ing teams could also yield some fresh andeffective ideas in what remains a very com-petitive and challenging marketplace for pis-ton singles all the way to mid-size corporatejets.

The merged rivals should make for a for-midable competitor in Business and GeneralAviation. When all is said and done, hadClyde and Walter known it would work outthis way, they would probably be surprised…and justifiably proud, too.❯ Dave is a veteran communications executivewith more than 35-years’ experience in corporatemanagement and consulting roles. Former employ-ers include NBAA; AlliedSignal; Cessna; andBombardier Aerospace, and today he is Principal ofThe Franson Consulting Group, a PR and MarketingCommunications firm serving a variety of domesticand international clients, and is Executive Directorof the Wichita Aero Club. ❯ Contact Dave via [email protected]

WICHITA INSIDER

L

What goes around, comes around for Beech and Cessna. by Dave Franson

Travel Air To Textron Aviation

WichitaMay14_Gil WolinNov06 16/04/2014 16:55 Page 1

Are Business JetsBoondoggles?The answer depends on acompany’s usage.

BUSINESS AVIATION AND THE BOARDROOM

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

ll too often journalists are quick to accusecorporate aircraft owners of receivingunfair advantages through their use ofBusiness Aviation. For example, a well-respected Op Ed writer for a prominent

New York newspaper recently vilified “privatejets” because of what he felt were subsidies avail-able to “tycoons” who employ business aircraft fortransportation.

He referenced three areas: Accelerated write-offs for depreciating business aircraft, using ournation’s Air Traffic Control System “paid for bychumps flying commercial”, and reducing person-al taxes of aircraft owners by stating that companyleadership needed more security when traveling.With no acknowledgement that companies requireefficient and safe transportation for their personneland customers, he asserted that CEOs simplydesire a more comfortable way to travel—all at tax-payer’s expense.

Characterizing Business Aviation as a boondog-gle, he wrote “I worry about those tycoons spong-ing off government. Won’t our pampering damagetheir character?”

Aside from his pejorative generalizations, theOp Ed writer displayed a biased unfamiliaritywith the tax rules applicable to business use of air-craft, which require that an aviation asset (likeother assets subject to depreciation and deductionof related business expenses) must be proven to beordinary and necessary to the generation of a com-pany’s revenues. Failure to do so precludes anyasset, including business aircraft, from beingdepreciated.

Nor did he appreciate that owners of businessaircraft pay fuel taxes for their marginal use of ournation’s ATC system, which would exist to servethe country even if all “private jets” were ground-ed. Regarding security, no one would deny

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 A

Jack Olcott suggests that some Boards are abusing businessaircraft, at the expense of shareholders, by underutilizing thisvital business tool.

UNLOCK YOUR COMPANY AIRPLANE

TO ACHIEVE ITS FULL POTENTIAL

BG 1 May14_FinanceSept 15/04/2014 15:09 Page 1

President Obama access to Air Force One. Yet theCEO of a major company is many times moreexposed to kidnapping than the US president. Aquick search of the Internet shows that CEO kid-napping for ransom is a real concern and is hap-pening far too often - even in first-world areas ofthe globe.

A company-owned aircraft cannot be considereda business expense if its primary use is personal.Furthermore, carefully proscribed rules apply whenan executive flies for non-business reasons, and thefinancial benefits of such a privilege are taxed tothe passenger at the rate applicable to the execu-tive’s personal tax rate.

To avoid abuse as well as the specter of inappro-priate use, Boards establish and oversee policiesapplicable to personal use of company aircraft.Directors are well advised to review their compa-ny’s policy for personal use.

REAL ABUSEWithout appropriate oversight, any corporate assetcan be abused. A business aircraft is no exception.Transgressions are minimal, however, since fewcompany assets receive the detailed scrutiny frommany sources—IRS, shareholders and press—thatBusiness Aviation receives.

A company’s real abuse of business aircraft ismore likely to be failure to use this asset to itsfullest potential. Companies and their Boards trans-gress by omission rather than by commission. Thecorporation that limits access to the company air-craft to only executives on Mahogany Row fails toreturn all the benefits of Business Aviation to itsshareholders.

Owners should follow the best practices of theirpeers by opening the use of the company aircraft tomiddle managers, technical experts and service per-sonnel; e.g., to any employee with a need to serve

customers and cultivate clients. On average amongcompanies operating business aircraft, only about20 percent of passengers are top executives, accord-ing to data gathered by Harris Interactive, Inc. forthe National Business Aviation Association.

Examples of abusing Business Aviation arerefusing to use the company’s aviation assets toestablish stronger bonds with customers or to travelmore efficiently. Bringing clients to the home officefor factory tours and relationship building is a well-documented advantage. Yet a major Fortune 100corporation with which we are familiar waitedmore than four decades before it explored suchusage. The same company limited access to the topdozen or so of its corporate executives. Such a nar-row application of company resources is, in myopinion, real abuse of Business Aviation.

SPEAK OUT AND INFORMBusiness Aviation is not well understood. Had theOp Ed journalist referenced earlier in this articleknown more about the use of business aircraft, Idoubt he would have equated “private jets” toboondoggles and subsidies for wealthy “takers”.

Thus it is imperative that users of BusinessAviation stand tall and articulate the reasons whycompany aircraft, properly managed, are particu-larly beneficial applications of corporate assets.

If you would like to give testimony to howBusiness Aviation is used as a vital tool to the fur-therance of your business for inclusion in thesepages, we would be delighted to hear from you.Contact Jack via the email below.

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

Business Aviation and the Boardroom continues on Page 18

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

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

“Thecorporationthat limits

access to thecompany

aircraft to onlyexecutives on

Mahogany Rowfails to returnall the benefits

of BusinessAviation to itsshareholders.”


As with any good investment, business aircraft must beutilized to produce returns for investors. Not takingadvantage of what Business Aviation provides is an abuse,asserts Jack Olcott.

Business Aviation:Investment Tools



Travel$ense StudyTime savings of 11 companies traveling by business aircraft rather than by

Scheduled Airlines during a period of four months

• Reduced travel time - 5,939 hours• Business days not required for travel -1,530• Nights not required to be away from home - 2,640

eople and time are a company’s two mostimportant assets. Management has aresponsibility to shareholders to protectand amplify the productivity of employees

and to create a working culture where time is usedefficiently. Business aircraft are proven tools forobtaining the greatest benefits from people andtime.

Companies that use Business Aviation to addresstravel needs are more successful in generatingreturns for shareholders than non-users.Furthermore, the advantages of Business Aviationare available to all companies, not only to those thatown business aircraft.

Many reliable non-scheduled air carriers providesafe and cost-effective charter services. Business air-craft can be rented by the mile, by the hour, or for aset number of hours in a given period. Shared own-ership is available, as are programs for joint useamong two or more firms. Business Aviation is atool for generating the best returns from a compa-ny’s employees and their time working to achievecompany objectives.Travel$ense is a computerized travel analysis that

compares the time difference between trips utilizingbusiness aircraft and those flown on ScheduledAirlines. As shown below, the savings in time aredramatic. More significantly, such time savingshave a powerful impact on a company’s bottom-line performance.

Business aircraft are business tools. Utilizingthem effectively is good management.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 22

”Any problem that youhave in life that can besolved with money isreally not that big. Theonly thing in life that wecannot get back is time.”Robert Herjavec, Entrepreneur

”Humans are the scarceresource - not money - so you want themworking as productivelyas possible. Talent is tooscarce to deploy it in lessthan an optimal manner.”Warren Buffett, Investor

P ”Time is the scarcestresource and unless it is managed, nothing else can be managed.”Peter Drucker, Business Guru


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RECENTLY COMPLETED • SOLD

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Pete Agur reflects on his responses to clients who seek theadvantages of operating business aircraft.

Vision UnlimitedThe Revolution of Business Aviation


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.

�

’ve been introducing individuals and organi-zations to Business Aviation for over 40 years.It is a lot of fun for me because every time is afirst time. I get to watch as each new owner

discovers that the value of Business Aviation is fargreater, and much broader, than what they hadforeseen.

The launching point for most new owners iswhen they realize the Scheduled Airlines are toolimiting. Many test the waters with charter flights orfractional ownership programs. The ones who needmore of what Business Aviation offers considerwhole ownership. That is often when we get the callto conduct a Business Aviation needs analysis. Mostfrequently we are asked to do the study for one oftwo reasons:

1. There is no shortage of opinions from friends, Members of the Board, senior members of the organization and others. There is one common theme: Lots of recommendations and no consensus.

2. An expert third-party perspective can smooth the way to gaining that consensus as well as

starting the process in a more orderlyfashion.

EXAMINING NEEDSDuring the needs analysis we help the client definehow they will gain value using Business Aviation.The benefits fall into two buckets:

1. Growing the business;2. Saving money and time.

The first bucket is by far the largest – and thefocus of this article. The second bucket is muchsmaller, yet very rewarding, and will be the topicnext month.

When I first meet with top executives who areexploring the use of Business Aviation, often theyask if we have ever not recommended buying anaircraft. The answer is “yes, but rarely”. The reasonis simple. Most business leaders are very cautiousabout advocating the use of business aircraft for awide variety of reasons, public and private. By thetime they get to the point of examining the businesscase, however, they are wellbeyond the tipping point.

I“The launchingpoint for mostnew owners is

when they realizethe Scheduled

Airlines are too limiting.”


WHAT’S THE BIZAV ‘TIPPING POINT’ FOR BUSINESS LEADERS?


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“She now realizes that the value of

Business Aviationis limited only

by how she sees those

servicessupporting hercore business.”

The most basic benefit of Business Aviation is theability to do what the Airlines cannot do. Forinstance, a company may need to get a broad crosssection of employees to diverse locations. Harley-Davidson (H-D) has done this for years. Their head-quarters and many of their plants are not at hubcities.

Rather than have each plant replicate the entirestaff, H-D has identified certain skills (engineering,production, quality control, accounting, etc.) thatcan be shared among them effectively, thereby yield-ing wide-scale efficiency. Each year H-D movesthousands of employees throughout its companylocations to help deliver great bikes and accessoriesto avid bikers.

UNIQUE BENEFITSWe are currently in the midst of a single-aircraftstart-up. The US division of a closely held multi-national manufacturing company is being “gifted”with its first aircraft by its parent company. Theneeds analysis is a given. The division’s NorthAmerican headquarters is in a third tier Airline city,and the closest hub is a three-hour drive away. Itsplanned use of the aircraft is very traditional, and itexpects to fly its senior executives on the trips theAirlines cannot serve well. A quick examination ofthe division’s historic commercial travel shows itwill save over 40 days per year of executive timeusing the business aircraft.

But, that is only the start. During a meeting withthe executive responsible for aviation services, Iexplained that she will find much broader value asher company learns how and when to use theaircraft.

There is no question that leveraging thetime/place mobility of key people will be the breadand butter of their aircraft use. This is as fundamen-tal as getting a division president to more locationsmore often. But, as with H-D, the newly acquiredbusiness aircraft will allow timely visits by technical

specialists to various facilities more often, enablingthem to improve the company’s efficiency, produc-tivity and quality.

Being able to compete more effectively for, andkeep, top talent is another tremendously valuablebenefit associated with their aircraft. The companyis based in a desirable geographic region, it is a veryfamilial organization, and is known for being theleader in its industry. The company’s biggest draw-backs in attracting top talent are the demands andabuses associated with commercial travel. The air-plane turns that negative into a positive.

I asked the executive if the company ever hasimmediate-response requirements. “Yes, of course”was her reply. As a manufacturer of high-cost equip-ment, the company’s customers expect that equip-ment will be on line, all the time. When a disruptionoccurs, the quicker her company can respond theeasier it is to convert an operational failure into aservice success. Business Aviation can raise the com-pany’s customer care to a level its competitors willenvy.

Then I asked her if the company was planning touse the aircraft to facilitate customer visits to theirplants. Her eyes lit up with the realization that fac-tory visits will enhance the buyer’s appreciation forthe firm’s products. Even more importantly, theywill promote relationships that allow the customerto know, through eye-to-eye contact, that their serv-ice requests will be in great hands now and wellafter the deal is done.

She now realizes that the value of BusinessAviation is limited only by how she sees those serv-ices supporting her core business.

Some owners are only skimming the surface. Isyour vision sufficient to get the best return fromyour fully integrated Business Aviation services?Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 30




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hange is inevitable. Either through growth ordecay, change happens in nature and in busi-ness. The aviation department, if integratedwith the business structure of the company,

can adapt to change. But if Business Aviation is a side-line endeavor—a special interest outside of the day-to-day running of the company—the flight depart-ment may not be able to adapt and serve the interestsof shareholders.

We have seen some aviation departments thatwere formed by the CEO and frequently functionedfor his or her express use. That leader typically was adynamic force for growth, and the aircraft was put togood use. It also enhanced the CEO’s personal lifeand that of his or her family.

The business aircraft was identified emotionally

with that particular individual, and not with the cor-poration. When that CEO left, the incoming chiefexecutive did not see the value of the business aircraft.The corporation as a whole certainly did not.Depending on the nature of change, the new CEO andstaff approached the flight department as a reminderof the former CEO (good or bad). If change needed tooccur, the aircraft needed to go.

SERVICE DEPARTMENTThe corporate flight department is very adept at serv-ing its master. When that means a single individual, itcan be complacent in the aircraft’s special status andnot be involved with the corporation as a normalbusiness unit. Just as a corporation can have difficul-ties when its dynamic CEO-Founder leaves without

David Wyndham explores how a company transitions itsaviation assets from being the boss's special interest to thecorporation’s business tool.

�



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

“The businessaircraft wasidentified

emotionallywith thatparticular

individual, andnot with thecorporation.”

Special Interest orSpecial Tool?How effectively is your business aircraftemployed in the service of the company?

C


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


creating the corporate culture and knowledge neededfor continuing success, a flight department can disap-pear if it served an individual rather than the compa-ny as a whole.

How does a company make the emotional andadministrative transition from ‘boss's special interest’to ‘business tool’ that serves the whole company?How does it prevent from being eliminated when itsprincipal user moves on?

Even in the case of the company aircraft being aspecial interest of the CEO, the flight department canbe adding significant value to the corporation byallowing that CEO to utilize time effectively.Changing CEOs does not require selling the CEO’sspecial interest. But it does mean that Directors needto appreciate that a transition may be required whenpreparing for a leadership change.

What worked in the past when the flight depart-ment was small or the aircraft was underutilized maynot be best for shareholders going forward.Governing the use of Business Aviation requiresattention to how the flight department is organizedand managed within the corporate structure.

TRANSITIONStep one: The flight department needs to be integrat-ed into the corporate structure like any other businessunit. Except under extraordinary circumstances thatmay exist but are hard to envision, Business Aviationshould not be a "special ops unit" with a secret budgetthat is outside the normal corporate structure. Inaddition to tempting abuses, a stealth operation is notin the best interest of the corporation or its sharehold-ers. The flight department needs reporting and budg-eting rules and procedures as do other corporate busi-ness units. Its duties and responsibilities must be doc-umented, and metrics for measuring its success arenecessary.

The flight department’s mission must be in align-ment with the corporate mission. If the corporate mis-sion changes, aviation must be able to adapt to servethe corporation's shareholders. That transition maymean adding additional aircraft or downsizing whentimes get tough. The mission of the corporation drivesthe mission of the flight department, which drives therequirements of the aircraft. If this requirement is doc-umented and is transparent to the Board, the questionof why the company has an aircraft is self-evident.

Step two: The flight department needs to prepare forthe future. Not only is a budget required, but so is astrategic plan. The flight department needs to knowwhat the goals of the corporation are and have a planto support those goals.

The flight department needs to know that it servesthe needs of the corporation, not a special individual.It needs to be monitoring the appropriate perform-ance metrics, which may also involve external bench-marks. The flight department may need support forits incremental improvements aimed at being costeffective and mission effective.

Step three: Those managers within the aviationdepartment need to grow in their managerial skills.

As new aircraft come into aviation, it is clear that thepilots and maintenance team must be trained on theequipment. So it is with the aviation managementteam.

Running a single-aircraft operation dedicated to asingle person if vastly different than managing multi-ple aircraft with expanded corporate responsibilities.Most aviation managers come up the ranks as skilledpilots or maintenance technicians. As the responsibili-ties of the flight department change and grow, thesemanagers may need additional education andsupport.

SAME MEASURESWhen Directors are evaluating how best to utilize avi-ation assets, they must assure that those assets aremanaged with the same professionalism and meas-ures of success as other business units.

Effectively employed in service to the corporation,the business aircraft is a special tool adding measura-bly to the future success of the corporation.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 38


IS THE FIT FOR A FLIGHT DEPARTMENTOBVIOUS IN YOUR COMPANY?

“The mission ofthe corporation

drives the missionof the flightdepartment,

which drives therequirements of

the aircraft.”


Elliott Aviation May_Layout 1 14/04/2014 14:16 Page 1

Jay Mesinger explores how factors not directly relatedto equipment characteristics might impact the marketfor business aircraft.

A New View of Cause and Effect:Are valuations unduly impacted by external factors?

�


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


“Non-technicalfactors arethose world

events takingplace daily that createheadline news and affect thepsyche of

buyers andsellers.”

n the general view of valuation we tend tothink of technical items that impact the valueof business aircraft. By technical items I referto definitive, easily quantified measures such

as airframe time, whether the model is in produc-tion or out of production, capabilities of the air-craft’s avionics suite, and the newness of its paintand interior refurbishments.

All these items are important criteria for estab-lishing value of one aircraft or model over anoth-er. In fact, the two reporting books most used bythe resale community (Aircraft Bluebook andVref) list these criteria as definitive for adjusting

the value of aircraft. Basic valuations in thesebooks are based on actual sales in preceding quar-ters, adjusted for the technical factors.

This article will deal with different (and poten-tially greater) factors in valuation—ones thatcould affect the entire industry. For simplicity,let’s call them non-technical factors. They areitems that are not related to the specifics of anyindividual aircraft.

Non-technical factors are those world eventstaking place daily that create headline news andaffect the psyche of buyers and sellers. For exam-ple, they cause stock markets to surge or pull

I

BG5 May14_FinanceSept 15/04/2014 14:57 Page 1

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

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

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

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

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

Donath Aircraft [email protected]

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back, move 24/7 news programing into high gear,and before you know it may have changed dra-matically the direction of our valuation models.

TODAY’S CHANGING EVENTSAs the recovery in our industry gathers pace, weare all particularly sensitive to disruptions in mar-ketplace trajectory. Let us consider what non-tech-nical events, as I have defined them, mean to us.We have experience with the cause and effect oftechnical characteristics (e.g., Aircraft A has twicethe flight hours of the fleet average, or the cos-metics of Aircraft B are not as nice as the cosmet-ics of Aircraft C). Technical issues are easy tograsp.

The cause and effects of non-technical issuesare not so easy to discern. You might say they aresoft considerations with hard impacts.

Let’s take a closer look at non-technical issuessuch as global or regional military conflicts.Crimea is a perfect example. This geo-politicalpower-grab is unfolding a world away, but it maybe unsettling a buyer of business aircraft closer tohome. Russia flexes its muscles to exert influence;the G8 reacts; financial sanctions are imposed andthe Russian stock market is affected. Then stockmarkets around the world react, and the economyhits a speed bump. Is this a momentary distrac-tion or an economic game changer?

Malaysian flight MH370 goes missing, the lossof life seems unfathomable and questions ariseabout airline safety and the idea of criminal intentor ‘mere’ mechanical failure surfaces. Stock pricesof the companies involved with the aircraft, itssystems and its operation (and airlines in general)take a hit. Is this tragic event a distraction in theworld economic recovery or will it be a gamechanger as was the effect of 9/11? Could this non-

technical factor cause a buyer to pause in decid-ing whether to acquire an aircraft? Or could theopposite happen and demand be stimulatedamong entrepreneurs who want greater controlover their travel options?

IMPACT ON MARKET DYNAMICSThe idea of non-technical events having great impacton the valuation of our aircraft in a fragile recoverycould be real. How do we bracket the real impact andwork to shore up our recovery so as not to be so vul-nerable to these events? As an industry we inBusiness Aviation must assess events and quantifytheir impact. Are non-technical events distractions orreal game changers? Will they have a lasting andlarge affect compared to events that have short term,minimal impact on global economies? Each event hasto be analyzed and evaluated against many factors.

As strategists and economic leaders grapple withglobal events, it is critical that those of us involvedwith Business Aviation keep our wits about us. Ourreactions must be responsible, and as an industry wemust watch, listen and respond to inputs from thosewho really are capable of analyzing and shapingoutcome.

It is important to reflect on why our industry isrecovering. Business Aviation is vital to business. Infact, business could not be conducted as we know itwithout Business Aviation. We must react to non-technical events cautiously, keeping level heads andseparating distractions from game changers.

The value of Business Aviation is real. This recov-ery is real. Hold on to it and protect it. It is worthfighting for!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 46

“The causeand effects ofnon-technicalissues are not

so easy todiscern. Youmight say

they are softconsiderations

with hardimpacts.”

BG5 May14_FinanceSept 15/04/2014 14:59 Page 2

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ne of the company’s employee pilots hasrequested time off for vacation or sickleave. Your aviation manager has locateda qualified person who flies the same

make and model aircraft for another owner on thefield to fill in and take the trip. This arrangementappears to be a very convenient solution - madeall the better by hiring the pilot as an independentcontractor, thereby avoiding the administrativehassle of employment contracts, payroll deduc-tions, and other costs associated with making himor her an “employee”.

But this convenience comes with seriousdownsides—the most critical being exposure to a

lawsuit resulting from the bodily injury or wrong-ful death of the independent contractor pilot.

As independent business persons, contractorsare expected to provide their own liability insur-ance and workers’ compensation. For this reason,your insurance policy will not respond to anypilot injuries that should have been covered by aworkers’ compensation policy.

Second, as we have discussed in previous arti-cles, the independent contractor may be anapproved pilot (which validates only your cover-age) but he/she personally is not provided legalliability protection. In fact most independent con-tractor pilots do not carry any insurance, either

When your company employs a pilot, the decision onwhether to hire the aviator as an independentcontractor or an employee should be made only aftercareful consideration, warns Stuart Hope.


O


Insurance Decisions:Does Your Firm Use Contractor Pilots?

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]

“...your insurance policy will not

respond to any pilot

injuries thatshould have been

covered by a workers’compensation

policy.”

�


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“But things oftenaren’t logical,

and the fact thatyou are the onewith the deep

pockets puts yousquarely in the

cross-hairs afteran aircraftaccident.”



because they are not aware they should, or it iscost prohibitive. Who do you think is left“holding the bag”?

In the event the contract pilot who doesn’tcarry workers’ comp coverage is injured on thejob, a court is likely to rule that the contract pilotwas an employee by definition and should havebeen covered under your workers’ compensationinsurance. You could be faced with paying signifi-cant retroactive premiums, employment taxes andinterest.

If the pilot is ruled an independent contractor,then the protection generally granted an employerunder the workers’ comp bar (which in essenceprohibits an employee from suing their employerfor job-related injuries) is removed, thereby allow-ing the independent contractor or his estate to suethe aircraft owner for bodily injury.

Since greater than 85% of all aircraft accidentsare caused by pilot error, logically you wouldthink it unlikely the pilot or his/her estate wouldhave grounds to sue you or your company fortheir own negligence. But things often aren’t logi-cal, and the fact that you are the one with thedeep pockets puts you squarely in the cross-hairsafter an aircraft accident.

As you can quickly see, there’s a lot more thanmeets the eye when using independent contractorpilots. The distinction between who is an employ-ee and who is an independent contractor is no dif-ferent with pilots than with any other person youemploy. The situation remains one of the mostmisunderstood areas of employment law inbusiness today.

APPROPRIATE STRATEGYOption 1: Don’t use independent contractorpilots. This isn’t really a practical solution, how-ever, because finding a pilot to fill in on shortnotice is difficult. But beware—most supplemen-tal pilots available immediately are probably fly-ing for another aircraft operator on the field andare just trying to do your pilot a favor by fillingin. They aren’t going to purchase their own liabili-ty or workers’ compensation insurance for the fewflights they might make for your company.

Option 2: Use a well-known temporary pilotstaffing company that can issue proof it providesits pilots with workers’ compensation and ade-quate liability protection.

Option 3: Go through the pain of hiring the avia-tor as a part-time employee. This process is costly

and time consuming, but it eliminates the liabilityand workers’ compensation exposures, and at thesame time provides protection for the pilot fillingin. This option is probably the best solution.

Option 4: If you decide to continue using inde-pendent contractors, add them to your workers’compensation insurance and endorse your aircraftliability policy to properly protect them (and yourcompany!).

Operators must satisfy many masters in theaircraft ownership world (IRS, FAA, Insurance),which often is very complicated. I just touchedthe surface of the complexities in this article. Yourbest strategy is to seek professional help, and Imean that in the best way. When it comes toinsurance, your aviation insurance broker will beone of your most valuable allies. Use thatresource.

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 50

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ssues related to federal tax liabilities and theneed for adequate documentation are addressedin the following paragraphs.

TAX PLANNING AND FINANCIALREGULATORY COMPLIANCEA corporation’s Board must consider the federalincome tax and excise tax ramifications of an aircraftacquisition and the requirements of any financial reg-ulations that the company must follow in connectionwith ownership and operation of the aircraft. Inmany instances, a Board fails to adequately addressthese issues.

Business aircraft are depreciable businessassets that can provide a company with sub-stantial deductions from taxable incomeprovided that they are owned andoperated in a manner that allows a com-pany to take those deductions. The Boardmust ensure that myriad restrictions on theavailability of deductions relating to aircraft owner-ship and operations are analyzed and thoroughlyconsidered to ensure that a company gets the incometax benefits to which it is entitled, and on which anaircraft acquisition may be predicated.

These include basic issues such as whether thedeductions are ordinary, necessary and reasonable,and whether the correct depreciation schedule is uti-lized. However, there are far more complex and eso-teric issues that a Board must analyze, including limi-tations on deductibility of hobby losses and passiveactivity losses, listed property rules, at-risk loss limi-tations, and compliance with like-kind exchangerequirements.

There are also a host of income tax and financialregulation requirements that pertain specifically tonon-business employee use of company-providedaircraft. Knowledge of, and careful compliance with,these regulatory requirements is an essential element

Following last month’s article, Attorney Chris Younger describestwo additional mistakes that Boards make in connection withthe acquisition and operation of business aircraft.

I

Business Aircraft Ownership & Ops:Common Mistakes, and How to Avoid Them (Part 2).


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


�

“The Boardmust ensurethat myriad

restrictions onthe availabilityof deductions

relating toaircraft

ownership andoperations areanalyzed andthoroughly

considered...”

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of any aircraft owner’s acquisition plan.Another common mistake is the failure to consider

potential federal air transportation excise tax liability.This issue often arises when a company enters into apoorly structured aircraft management agreement,which can unknowingly subject the aircraft owner tofederal excise taxes.

Companies that own business aircraft often utilizethe services of a third party aircraft manager in lieu ofestablishing their own internal flight department. Themanager provides aircraft support services to theowner including items that are essential to the opera-tion of the aircraft such as crew, insurance and hangar.However, if the agreement between the company andthe manager is not properly structured, the companycould be held liable for federal excise tax of 7.5% of allamounts it pays to the manager.

The Board’s failure to adequately consider andaddress any of these issues can lead to severe financialconsequences to a company and to substantial tax lia-bilities and civil and criminal penalties imposed onthe company and/or its owners and officers.Examination of these issues ahead of time is thereforeimperative.

INCOMPLETE OR INSUFFICIENTDOCUMENTATIONDesigning and implementing a legally-compliant andtax-efficient business aircraft ownership and operatingstructure is just the tip of the iceberg. Much of the realwork in this area comes after a company acquires anaircraft. The Board must ensure that the company cre-ates and maintains adequate documentation to sup-port its tax planning objectives and to meet its ongo-ing legal obligations.

In many instances, the Board hires a BusinessAviation consultant who works with it to create a daz-zling aircraft ownership and operating structure thatis designed to minimize sales tax liability, maximizeincome tax benefits and ensure full compliance withall regulatory requirements. However, follow-throughis often lacking.

Specifically, the Board may not fully understand itsrecordkeeping and reporting obligations, whichinclude creating internal systems and hiring externaladvisors and consultants to provide and maintain therecords that provide the foundation to support theplan that was so carefully designed.

It is essential for the Board to understand that acompany needs adequate and thorough documenta-tion to support its position in the event of a sales orincome tax audit.

In many instances, because of the complexityinherent in the ownership and operating structurethat is utilized, the creation and continued mainte-nance of these records can be time consuming andexpensive. However, the failure to create and main-tain appropriate records will ultimately lead to highercosts and a more time consuming problem.

It is also essential that the Board gain a completeunderstanding of the company’s regulatory reportingobligations, and that the company file all reports thatare required of it with respect to its business aircraftownership and operations.

Note: This article should not be construed as legaladvice or legal opinion on any specific facts or circum-stances. The reader is urged to consult legal counsel orother advisors concerning his/her own situation andspecific legal questions.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 58


“Specifically, the Board may not fully understand its recordkeeping

and reporting obligations...”


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he average Large Cabin and Ultra-Long-Range airplanes share more in commonthan they differ, with similar cabin sizesand comparable cruise speeds rangingroughly between 450 and 500 ktas. For the

purpose of this month’s focus, we’ll categorise LargeCabin and Ultra-Long-Range jets under the genericcategory of ‘Large Cabin jets’, on the basis of theirshared characteristics, and MTOWs that generallyrange between 38,000 pounds and 100,000 pounds.

Large Cabin jets have much in their favor. Seats-full range capabilities typically go up to, and intothe 6,000-nautical mile range, making these effectivenon-stop continent and ocean-crossing machines.The fewer the stops, the shorter the overall triptime!

One disadvantage the Large Cabin jets have overtheir smaller Light and Medium jet kin is their needfor runways longer than 6,000ft, which restricts the

number of airports they can use by comparison.Nevertheless, for the transoceanic traveller, theadvantages offered by these airplanes far outweighthe negatives.

Where the Large Cabin airplanes really excel (asthe name would suggest) is in their cabin capacities.A cabin for this category of jet typically will stretchfrom 30-40 feet or more, enabling operators to enjoya wider array of finishing options and office capabil-ities than jets in the smaller segments can provide.Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity (dependingon configuration) of eight to eighteen is typical forthis category.

Naturally, the size and range capabilities of LargeCabin jets don’t come cheaply, and you’ll need alarger fuel budget, more hangar space, and a largermaintenance budget. Yet essentially, for the compa-ny with the need and budget, the Large Cabin busi-ness jet will rarely, if ever, prove too small - and willonly occasionally, be too large for an airport you’dprefer to access. In these situations, supplementalcharter is the answer.

LARGE CABIN JET PRICE GUIDEThe following Large Cabin Jets’ Average Retail PriceGuide represents current values published in theAircraft Bluebook – Price Digest. The study spansmodel years from 1995 through Spring 2014. Valuesreported are in US$ millions. Each reporting pointrepresents the current average retail value published inthe Aircraft Bluebook by its corresponding calendaryear. For example, the Bombardier Challenger 300 val-ues reported in the Spring 2014 edition of the Bluebookshow $15.5m US$ for a 2010 model, $19.0m US$ for a2012 model and so forth.

Aircraft are listed alphabetically. With the reader’sknowledge of aircraft, equipment, range and perform-ance, the following Guide allows the reader to deter-mine the best value aircraft for consideration.Note: We have included 36 aircraft models in the

following Large Cabin average price guide, however,for additional assistance and interest, Conklin & deDecker’s Performance and Specifications data for theseLarge Cabin models can be referred to, beginning onpage 78 of this issue.

There are occasions, when the mission dictates an aircraftof larger capacity. This month our value study focuses onour definition of Large Cabin business jets.

T

The Large Cabin Choice

�



“...for thetransoceanictraveller, theadvantagesoffered by

these airplanesfar outweigh

the negatives.”


General Aviation May_Layout 1 14/04/2014 15:03 Page 1



LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE SPRING 2014

BOMBARDIER CHALLENGER 850ER 30.0 21.5 19.0 18.0 17.0 16.0 15.0 14.0

BOMBARDIER CHALLENGER 605 29.0 21.5 19.0 17.5 16.5 15.5 14.5

BOMBARDIER CHALLENGER 604 12.0 11.0 10.0

BOMBARDIER CHALLENGER 601-3R

BOMBARDIER CHALLENGER 300 21.5 19.0 17.0 15.5 14.5 13.5 12.5 11.5 11.0

BOMBARDIER GLOBAL 6000 56.0 49.0

BOMBARDIER GLOBAL 5000 43.0 36.0 33.5 31.5 30.5 28.5 25.5 23.5 21.5

BOMBARDIER GLOBAL EXPRESS XRS 45.5 40.5 38.5 36.5 34.5 31.5 29.5 28.0

BOMBARDIER GLOBAL EXPRESS 24.5

DASSAULT FALCON 7X 52.8 49.0 44.0 41.0 37.0 35.0 33.0 31.0

DASSAULT FALCON 2000S 27.7 27.0

DASSAULT FALCON 2000LX 32.9 31.5 26.5 23.5 22.5 20.0 19.0 17.7

DASSAULT FALCON 2000DX EASy 17.5 15.5 14.5

DASSAULT FALCON 2000EX EASy 19.5 18.5 17.0 15.8 15.2

DASSAULT FALCON 2000EX

DASSAULT FALCON 2000 11.3 10.8 10.3

DASSAULT FALCON 900LX 42.2 39.0 34.0 32.0 30.0

DASSAULT FALCON 900EX EASy 28.0 26.5 24.0 23.0 22.0 21.0

DASSAULT FALCON 900EX

DASSAULT FALCON 900DX 21.0 20.0 19.0 18.0 17.0 16.0

DASSAULT FALCON 900C 15.0

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000 50.0 40.0 39.0 38.0 37.0

EMBRAER LEGACY 650-135BJ 30.5 23.0 22.0 20.0

EMBRAER LEGACY 600-135BJ 25.0 19.0 18.0 17.0 14.0 12.0 11.0

EMBRAER LEGACY 135BJ 10.0 9.5

GULFSTREAM G650 63.0 59.0

GULFSTREAM G550 53.0 47.0 43.0 41.0 39.0 37.0 35.0 33.0 32.0

GULFSTREAM G500 39.0 37.0 35.0 32.0 31.0 28.0 25.0 24.0

GULFSTREAM G450 38.0 33.0 28.0 26.0 25.0 24.0 21.0 19.0 18.0

GULFSTREAM G400

GULFSTREAM G350 26.0 23.0 21.0 20.0 19.0 16.0 14.0 13.0

GULFSTREAM G300

GULFSTREAM G280 22.0 20.0

GULFSTREAM GV

GULFSTREAM GIV-SP

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

MODEL

YEAR OF MANUFACTURE$

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

Retail Price Guide May14_RPG 16/04/2014 09:21 Page 1



What your money buys today

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

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

MODEL

YEAR OF MANUFACTURE$

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

9.1 8.1 7.4 6.7 6.4 5.9 5.7 5.4 5.0 BOMBARDIER CHALLENGER 604

3.8 3.7 BOMBARDIER CHALLENGER 601-3R

10.5 10.25 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000

BOMBARDIER GLOBAL 5000

BOMBARDIER GLOBAL EXPRESS XRS

21.5 20.0 18.5 17.0 16.5 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000S

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASy

14.3 DASSAULT FALCON 2000EX EASy

12.9 11.9 DASSAULT FALCON 2000EX

10.0 9.0 8.5 8.2 7.5 7.0 6.5 6.2 5.8 5.4 DASSAULT FALCON 2000

DASSAULT FALCON 900LX

20.0 19.0 DASSAULT FALCON 900EX EASy

16.250 15.5 14.750 14.0 13.250 12.5 11.750 11.0 11.0 DASSAULT FALCON 900EX

DASSAULT FALCON 900DX

14.0 13.5 13.0 12.250 11.5 11.0 10.0 DASSAULT FALCON 900C

12.0 11.0 10.5 10.0 9.5 9.0 DASSAULT FALCON 900B

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

EMBRAER LEGACY 600-135BJ

9.0 8.5 8.0 EMBRAER LEGACY 135BJ

GULFSTREAM G650

30.0 29.0 GULFSTREAM G550


17.0 GULFSTREAM G450


12.0 GULFSTREAM G350


GULFSTREAM G280

22.0 20.0 18.5 17.5 16.5 15.5 15.0 14.5 GULFSTREAM GV

11.5 10.5 9.9 9.1 8.6 8.2 7.8 7.3 GULFSTREAM GIV SP

Retail Price Guide May14_RPG 16/04/2014 09:22 Page 2

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

Asking $10,500,000.00

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

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

Available for Three-year Lease!

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

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

Asking $1,390,000.00

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

Asking $1,950,000.00

1993 Citation V, S/N 560-0232, 9686.6 TT, 2232.6/2595.6 SMOH, 780.6TSHS, TCAS II, Freon Air, Single Point Refueling, Fresh Phase 1-5,

Asking $1,395,000.00

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

Asking $1,225,000.00

Beechjet 400, S/N RJ-47

Citation CJ2, S/N 525A-0016

Citation II, S/N 550-0326

Citation II, S/N 550-0216

Falcon 2000, S/N 8

Falcon 10, S/N 54

Sabreliner 65, S/N 465-45

Cheyenne IIXL, S/N 31T-8166017

Cessna 414A RAM V, S/N 414A-0613

Also Available

JetBrokers May 14/04/2014 15:04 Page 1

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CHICAGO+1-630-377-6900 Phone

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1989 Astra, S/N 30, 10,223 TT, MSP, TCAS II, Astra SP Prototype withALL SP Mods, Fresh C & 10000 Hr Inspections, L/R Oxygen

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1980 Sabreliner 65, S/N 465-36, 10,644 TT, Engines on JSSI, Freon Air,TCAS I, St. Louis based most of its life!, On CAMP,

Asking $295,000.00

1992 Beechjet 400A, S/N RK-48, 5375.4 TT, 1825.0 SMOH, 41.4 TSHS,On JSSI Select, TCAS 2, AMS5000 w/ dual GPS, New Style Interior,

Asking $1,050,000.00

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

Asking $950,000.00

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

Asking $3,500,000.00

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

Asking $6,895,000.00

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

Asking $1,495,000.00

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

Asking $4,995,000.00

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

JetBrokers May 14/04/2014 15:05 Page 2

n aviator seeking to transitionfrom pilot or maintenance spe-cialist to departmental manag-er should be aware of funda-mental leadership styles, and

relate those styles to his or her understand-ing of what needs to be accomplished. Thisarticle will outline the most frequently citedstyles and relate them to typical scenariosfound within flight departments.

A word of caution, however: Rarely doesone style fit all situations.

AUTHORITARIANPerhaps the Authoritarian leadership styleis most aligned with an aviator’s experi-

ences. Many aspects of aviation are exact-ing. For example, an aircraft’s desiredapproach speed is a precise number deter-mined by weight, aircraft configuration,density altitude and wind conditions.

When the co-pilot is given the opportu-nity to fly the approach and the captain isacting as safety pilot or instructor, there islittle tolerance between what the captaindesires and what the co-pilot is expected toachieve. If there is any doubt regardingwhat the co-pilot is or should be doing, thecaptain makes his or her intentions crystalclear and intercedes as needed. The captainis exhibiting the characteristics of anauthoritarian leader.

An authoritarian leader maintains tightcontrol over those employees he or shemanages. Usually the relationship betweenleader and follower is strictly professional,often boarding on cold and impersonal.Supervision is very close, with little roomfor individualism on the part of thosebeing managed. The leader sets the goals;usually engages in one-way communica-tions when issuing directions; controls theconversation; and allows interaction bypermission, rather than encouraging two-way dialogue.

The leader needs to clearly communicatewhat is expected, since an authoritarianstyle often stifles feedback and questions.


FLIGHT DEPARTMENT MANAGEMENT SKILLS

A

Leadership Styles forAviation Managers

by Jack Olcott

Flight Dept Mng1 May_Finance 15/04/2014 14:29 Page 1


PATERNALISTICJust as the name implies, the Paternalisticleader influences the flight departmentthrough serving as a father (or mother) fig-ure. Those being lead follow as would loyalchildren, moved by the compassion andunselfish decisions of the team leader. Inreturn for such paternalism, the leaderexpects complete trust and loyalty.

Life in the workplace, however, is not thesame as the life at home that children experi-ence as they transition to adulthood.Furthermore, children eventually want theirown space and responsibility, just as employ-ees desire to be treated as adults. A leader-ship style that is based upon a parent/childrelationship has its own set of dynamics andlimitations, which may complicate the effec-tive leadership of highly motivated andskilled aviation personnel.

While it is appropriate that the leaderexhibit concern for his or her employees, caremust be taken not to foster an unrealisticenvironment.

DEMOCRATICWhen faced with decisions, the Democraticleader seeks participation from those beinglead. Such an approach is effective when theleader frames the discussion within thebounds of the flight department’s Vision,Mission and Guiding Principles. (If the flightdepartment lacks such governing materials,the conversation can quickly diverge into aninefficient and ineffective talkfest.)

The leader aligns the options being consid-ered with the interests of the corporation andthe flight department, always shaping thedirection of discussions and debate to moveconstructively toward a decision based uponconsensus.

Research by educators within the field ofmanagement indicate that the Democraticstyle of leadership can be very effectivewhen objectively practiced by an inspiringleader who is willing to encourage unbiaseddialogue, is fair-minded, and listens well.Flight department personnel who participatein problem-solving are more likely to imple-ment the solution that results from suchleadership.

It must be noted, however, that a demo-cratic approach still requires leadership andis not a license to abdicate the leader’sresponsibility for the decisions that resultfrom group participation.

LAISSEZ-FAIREThis form of leadership might be betterdescribed as ‘lack of leadership’. It is definedas a leadership style where the staff assumesall rights and powers for decision making. Inessence, the leader takes a “hands-off”approach, delegating all tasks to those he or

she is responsible for leading and providingvery little, if any, direction.

To preclude surprises and possible chaos,the leader must be aware of what the staffdecides as a result of his or her laissez-faireapproach.

Even with clear feedback from the staff tothe flight department manager, such a man-agement-style often results in low productiv-ity and lack of standardization. Rarely islaissez-faire leadership desirable for runninga corporate flight department.

TRANSACTIONALAppearing in literature within the last 50 orso years, most notably in the early 1980s,Transactional leadership relies upon motivat-ing others through a system of rewards andpunishments. The main elements of such asystem are “Contingent Rewards” and“Management-by-Exception”. The leaderprovides either physical or psychologicalrewards for performance that satisfies theneeds of those being lead.

Thus the aviator who is steadfast in fol-lowing Standard Operating Practices may dowell working with a Transactional leader.Existing rules are reinforced, while there isminimal motivation for changing the status

quo. Changes result from exceptions toestablished procedures rather than wholesalerevisions of existing operational methods.

TRANSFORMATIONALTransformational leaders bring fresh ideas tothe flight department by challenging andinspiring staff to examine what they do forthe company and how their services can bedelivered more successfully. In essence, suchleaders are change agents by installing with-in their staff a sense of renewed purpose andcommitment to their work.

Transformational flight department man-agers are willing to take risks and applyunusual strategies in the pursuit of achievingnewly defined goals. Communicating effec-tively and offering compelling concepts forchange are the key tools of transformationalleaders. They are generally charismatic, self-confident and authentic, exhibiting compre-hensive knowledge of Business Aviation aswell as personnel management.

Next month World Aircraft Sales Magazinewill address Douglas McGregor’s theories ofleadership and motivation.Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to [email protected] ■




NBAA InternationalOperators Conference

rue to a tradition that began inthe 1980s, the InternationalOperators Committee of theNational Business AviationAssociation (NBAA) convened

its comprehensive and highly informativeannual conference (known through the com-munity as simply the IOC) to discuss issuesof importance to crews flying business air-craft globally.

Nearly 600 aviators and aviation suppli-ers converged on Tampa, Florida on March17th for four days of seminars focused onworldwide activities affecting internationaloperations. Each presentation was conductedby an individual personally knowledgeablein the area under discussion, thereby differ-

entiating the IOC from other NBAA confer-ences that feature professional speakers andpublished authors associated with the topicsunder discussion.

Presentations by practitioners in the artand science of international operations creat-ed a program of great authenticity and value.Based upon their personal experiences andthose of their associates flying into areaswhere rules and norms differ from typicalU.S. operations, speakers provided insightfulperspectives and sound advice.

ICAO AND DIFFERENCESDay One’s agenda presented an overview ofbest practices, international regulations,operational protocols and safety. Of particu-

lar note was the presentation of KurtEdwards, Director General of theInternational Business Aviation Council(IBAC).

While U.S. operators are most familiarwith the Federal Aviation Regulations, manynations throughout the world use the stan-dards offered by the International CivilAviation Organization (ICAO). Edwardsgave an excellent overview of global stan-dards and practices recommended by ICAOregarding safety, air navigation, security, theenvironment and facilitation of aviationglobally.

He emphasized that the laws and regula-tions of the state responsible for the airspacebeing transited take precedence, regardless of

T

❯


Year Model Serial No.1995 Challenger 601-3R 51761995 Challenger 601-3R 51801999 Challenger 604 54212007 Citation Encore+ 560-07711997 Citation X 750-00161988 Falcon 900B 301998 Falcon 2000 752000 Gulfstream GIV/SP 14331987 Gulfstream GIV 10211998 Gulfstream GV 5452003 Hawker 400XP RK-3582005 Hawker 400XP RK-4072002 Hawker 800XP 2585622010 Hawker 4000 RC-451999 King Air B200 BB-16452008 King Air B200GT BY-392000 Learjet 45 0722000 Learjet 45 0792008 Learjet 45XR 3832000 Learjet 60 1981999 Learjet 60 1682007 Learjet 60XR 3202007 Learjet 60XR 3331990 Piaggio P180 10042014 Socata TBM-850 6731997 Bell 407 53121

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LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

BOSTON617.820.5268

Jeteffect Inventory May 15/04/2014 10:39 Page 1

■


the nationality of the aircraft entering, flyingin or departing the airspace. In practice,determining which regulations an operatormust follow is complicated, he said.

While ICAO Standards are intended tohave global application, individual countries(referred to as “States” in the nomenclatureof ICAO) are expected to transpose the inter-national body’s wording into its own nation-al law or regulation. If it chooses not to doso, the State files its “difference” with ICAO,and those differences between ICAO andState (i.e., national) regulations are publishedby ICAO and the State. In part because theU.S.A. has the world’s longest establishedand most active aviation system, it hasnumerous differences between ICAO stan-dards and FARs.

When flying within its national airspace,operators of aircraft registered within thatState must adhere to national regulations(e.g., N-registered aircraft use FARs whenoperating in the US). IBAC’s DirectorGeneral Edwards emphasized that when theoperator is flying internationally, “differ-ences” that apply when operating “at home”do not apply. “Differences cannot be export-ed”, he said, adding that “operators who [flyinternationally] are strongly advised to equiptheir aircraft in line with ICAO Standards.”

Continuing his explanation of how ICAOoversees international aviation, Edwards

described Supplementary Procedures (giventhe acronym SUPPS). He noted that SUPPS,which are established by regional groups(known as PIRGS) in coordination withICAO Headquarters and all of the “userStates” involved, have the authority of regu-lation. In essence, he noted, the use of theword “procedures” is a misnomer since aSUPPS is a regulation.

Capping his informative presentation,Edwards noted that international standardsfor aircraft equipage can be found in ICAOAnnex 6 Part 1 (International CommercialAir Transport Operations), ICAO Annex 6Part II (International General AviationOperations), ICAO Annex 10 (AeronauticalTelecommunications), ICAO RegionalSupplementary Procedures (Document 7030),Reports of Planning and ImplementationRegional Groups (PIRGS) and StateAeronautical Information Publications(AIPs). He recommended international oper-ators access websites offered by ICAO,Eurocontrol and the FAA.

DAYS 2, 3 AND 4NBAA’s International OperatorsCommittee, organizers of the IOC, structuretheir activities into eight subcommitteeseach focusing on eight regions globally.Steven K. Thorpe, Assistant Chief Pilot forMerck & Co., Inc., chairs the International

Operators Committee, and Amway’sChristian Strand is Regional LeadCoordinator. Following Day One’s coverageof subjects applicable to all internationaloperations, independent of the region offlight, subsequent days provided a venuefor operators who are intimately familiarwith regional conditions to describe theirexperiences and offer helpful suggestions.

Interspersed between presentations byoperators with local knowledge of the eightregions were relevant topics such as securi-ty uniquely applicable to internationaloperations, avionics mandates and imple-mentation strategies, medical issues fordomestic and international operators, cater-ing considerations, fatigue risk manage-ment, and international trip planning andexecution.

Each year the International OperatorsConference provides a wealth of essentialinformation as well as practical tools forconducting safe, efficient and successfuloperations throughout the globe. Withtoday’s expanding use of business aircraftfor international commerce, NBAA’s IOC isa “must attend” event.More from www.nbaa.org/events/ioc/2015

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



Boutsen May_Layout 1 14/04/2014 15:44 Page 1

n this month’s AircraftComparative Analysis, weprovide information on aselection of New/Pre-Ownedbusiness jets in the $12-42.2

million range for the purpose of valuing thepre-owned Dassault Falcon 900EX and900EX EASy.

We’ll consider the usual productivityparameters, including payload/range, speedand cabin size, and cover current and futuremarket values. The field in this study alsoincludes the Gulfstream GIV-SP and G450.

BRIEF HISTORYThe Dassault Falcon 900 series is producedby Dassault in France. First flight of the

original Falcon 900 took place on September21, 1984. Today, the Falcon 900 series, alongwith its smaller Falcon 50 sibling and Falcon7X stand alone in that they are the onlybusiness jets boasting three engines.

The Falcon 900 is derived from theFalcon 50, which itself was a developmenton the Falcon 20 aircraft. Developmentincluded computer-aided design and theincorporation of composite materials, andvarious subsequent updates and develop-ments on the original 900 model haveoccurred over the years. Improved modelsinclude the Falcon 900B, featuring improvedengines and increased range, and the Falcon900EX featuring further improvements inengines and range and an “all-glass” flight

deck. The Falcon 900C, meanwhile, is alower-cost companion to the Falcon 900EXand replaced the Falcon 900B.

In 2003, Dassault began offering its900EX with the new EASy (EnhancedAvionics System) digital cockpit based onthe Honeywell Primus Epic avionics system.

In 2005, the Falcon 900DX entered serv-ice. Both the Falcon 900EX EASy and Falcon900DX ended production in 2010. Prior tothis, at EBACE 2008, Dassault announcedanother development of the 900 series - theFalcon 900LX - incorporating High MachBlended Winglets designed by AviationPartners Inc. These same winglets are beingoffered for the entire Falcon 900 series todayas a retrofit kit.

by Michael Chase


❯

I

Dassault Falcon 900EX/EASy

AIRCRAFT COMPARATIVE ANALYSISDASSAULT FALCON 900EX/EX EASy

GULFSTREAM G450

AirCompAnalysisMay14_ACAn 16/04/2014 12:22 Page 1

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

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

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

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

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

2005 Gulfstream 200 s/n 12610 passenger, Engines on ESP, APU on MSP, Avionics onCASP Program, 8C inspection just completed,Autothrottle, Maintained Part 135

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

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

1999 Hawker 800XP s/n 258419Engines on MSP, Avionics on HAPP, New paint & refreshedinterior 2007, SATCOM, gear O/Hs, X-rays, 48 mo. & Ginsp. 6/2011., Operating Part 135

1990 Hawker 800A s/n 258182Engines on MSP, Universal UNS-1EW-FMS WAAS/LPV, CollinsRTA 858 Weather Radar & Panel, Wi-Fi & Internet,Honeywell MK VII EGPWS w/RAAS, SATCOM, DECS EngineUpgrade, Jetmap II Moving Map, Ship in excellent condition

Price $995,000

Price $5,495,000

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

Price $4,950,000

Price $7,800,000

LEAS Single May_LEAS 15/04/2014 17:28 Page 1


PAYLOAD AND RANGEThe data contained in Table A(left) is sourced from Conklin &de Decker and is also publishedin the May edition of B&CA. Aswe have mentioned in past arti-cles, a potential operator shouldfocus on payload capability. TheFalcon 900EX ‘Available payloadwith Maximum Fuel’ at 2,800pounds is eclipsed by the Falcon900EX EASy (3,500 pounds), butis greater than that of theGulfstream GIV-SP at 2,019 andG450 at 2,519 pounds.

Also, depicted in Table A, andsourced from Aircraft CostCalculator, the Falcon 900EX and900EX EASy each burn 282 gal-lons per hour (GPH) of JET A,which is 165 GPH – or 36.9% -less fuel than the GulfstreamGIV-SP and G450 (447 GPH).

CABIN DIMENSIONSAccording to Conklin & deDecker, the cabin volume of theFalcon 900EX and 900EX EASyat 1,264 cubic feet has 17.1% lesscabin volume than the GIV-SP/G450 at 1,525 cubic feet. TheGIV-SPIG450/G450 is almost 12feet longer than the Falcon900EX/EX EASy. As illustratedin Chart A (left) – sourced fromthe UPCAST JETBOOK, theFalcon 900EX/EX EASy interiordimension is slightly wider thanthe Gulfstream GIV-SP/G450with both aircraft offering thesame cabin height.

POWERPLANT DETAILSThe Falcon 900EX/EX EASy hasthree TFE731-60 engines eachoffering 5,000 pounds of thrust.By comparison, the GulfstreamGIV-SP and G450 each have twoTAY 611-8 and TAY 611-8C Rolls-Royce engines respectively,offering 13,850 pounds of thrust.

Using data published in theMay B&CA Planning andPurchasing Handbook and theAugust B&CA OperationsPlanning Guide we will com-pare our aircraft. The nation-wide average Jet-A fuel costused from the August 2013 edi-tion was $6.08 per gallon atpress time, so for the sake ofcomparison we’ll chart the num-bers as published.

Note: Fuel price used from


TABLE A – PAYLOAD & RANGE

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

48,300

49,000

74, 600

74,600

Max PayloadRange

(nm)

Model

Falcon 900EX

Falcon 900EX EASy

FuelUsage(GPH)

21,000

21,000

29,281

29,281

282

282

447

447

6,164

6,164

5,300

5,800

2,800

3,500

2,019

2,519

4,725

4,725

4,166

4,400

3,413

3,405

3,328

3,549

Gulfstream GIV-SP

Gulfstream G450

CHART A - CABIN CROSS-SECTION

US $ per nautical mile

$0.00 $5.00

Gulfstream G450

Falcon 900EX/EASy

$10.00

$7.00

$8.53

$5.63

Gulfstream GIV-SP

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER; B&CA PURCHASE PLANNING HANDBOOK; AIRCRAFT COST CALCULATOR (ACC)

CHART B - COST PER MILE

* 1,000 nm Mission Costs

SOURCE: UPCAST JETBOOK




this source does not represent anaverage price for the year.Chart B (left), which details “Costper Mile”, compares the Falcon900EX/EX EASy to its competi-tion factoring direct costs andwith all aircraft flying a 1,000nmmission with 800 pounds (fourpassengers) payload. TheGulfstream GIV-SP ($8.53) andG450 ($7.00) show the cost com-parisons are more expensive tooperate per mile than the Falcon900EX/EX EASy ($5.63 per mile).

VARIABLE COSTCOMPARISONSThe total ‘Variable Cost’ illustrat-ed in Chart C (right) - is definedas the cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Cost, andMiscellaneous Trip Expenses. Thetotal variable hourly cost for theGulfstream GIV-SP at $3,738 andthe G450 at $3,042 are consider-ably more expensive to operatethan the Falcon 900EX/EX EASyat $2,414 per hour.

PRODUCTIVITYCOMPARISONSThe points in Chart D (right) cen-ter on the same group of aircraft.Pricing used in the vertical axis isas published in the B&CAPurchase Planning Handbookand Vref. The productivity indexrequires further discussion in thatthe factors used can be somewhatarbitrary. Productivity can bedefined (and it is here) as themultiple of three factors:

1. Range with full payload and available fuel;

2. The average speed flown to achieve that range;

3. The cabin volume available for passengers and amenities.

The result is a very large num-ber so for the purpose of chart-ing, each result is divided by onebillion. The examples plotted areconfined to the aircraft in thisstudy. A computed curve fit onthis plot would not be very tight,but when all business jet aircraftare considered the “r” squaredfactor would equal a numberabove 0.9. Others may choosedifferent parameters, but seriousbusiness aircraft buyers are

Index

Pri

ce

(M

illio

ns)

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

1$5.0

$10.0

F900EX EASy ‘10

$25.0

1.5 2 3 4 2.5 3.5

G450 ‘14

GIV-SP ‘02

F900EX ‘03$15.0

$20.0

$30.0

$35.0

$40.0

$45.0

Model

Long RangeCruise Speed

CabinVolume(cu ft.)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Falcon 900EX

Falcon 900EX EASy

Gulfstream GIV-SP

Gulfstream G450

430

430

445

445

B&CA & VREFPrice $

(Model Year)

$16m USED 2003

Sold*

1,264

1,264

1,525

1,525

3,413

3,405

3,328

3,549

118

120

304

287

7.6%

8.3%

8.9%

6.6%

2

1

3

3

$10.4m USED 2002

$28.5m USED 2010

$42.2m NEW 2014

❯

US $ per hour

$0,00

Gulfstream G450

Falcon 900EX/EASy

$3,042

$3,738Gulfstream GIV-SP

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

$2,414

CHART C - VARIABLE COST

CHART D - PRODUCTIVITY

SOURCE: DATA COURTESY OF CONKLIN & DE DECKER;JETNET; OPERATIONS PLANNING GUIDE B&CA

* FULL SALES TRANSACTIONS PAST 12 MONTHS; SOURCE; JETNET STAR REPORTS

TABLE B - COMPARISON TABLE




usually impressed with Price,Range, Speed and Cabin Size.

After consideration of the Price,Range, Speed and Cabin Size, wecan conclude that the Falcon900EX/EX EASy on the Prod-uctivity Index are competitive.

Before the introduction of theFalcon 900EX, each Falcon 900series failed to close the produc-tivity advantage of theGulfstream GIV-SP/G450 aircraftthat were largely made up ofgreater range, speed and cabinvolume (at a higher retail price).However, although the Falcon900EX/EX EASy still offer asmaller overall cabin volume, they offer greater payload withfull fuel, and are considerablyless expensive to operate - with acompetitive retail price.

Table B (preceding page)depicts the retail prices from Vrefand from B&CA for each aircraft.The number of aircraft in-opera-tion, the percentage ‘For Sale’,and the average monthly number‘Sold’ over the past 12 months arefrom JETNET. Curiously, asshown, all of the aircraft in ourcomparative field represent a tra-ditional seller’s market (less than10% of the fleet ‘For Sale’).

ASKING PRICES vsAFTT & AGEChart E (left), sourced from theMulti-dimensional EconomicEvaluators (MEE) Inc., (www.meevaluators.com), shows aValue and Demand chart for theFalcon 900EX/EX EASy as wellas for the Gulfstream GIV-SP andG450. The current pre-ownedmarket for these business jetsshows 65 aircraft ‘For Sale’.Thirty Three of the 65 aircrafthave an asking price with theremaining 32 inviting offers. Wehave plotted the 33 with askingprices.

For demand, we grouped thepoints into five bins:1. Those priced less than or

equal to $18m;2. Those greater than $18m,

but less than or equal to $23m;3. Those greater than $23m, but

less than or equal to $25m;4. Those greater than $25m, but

less than or equal to $27m;5. Those priced greater than

$27m.

TABLE C – PART 91 & 135 MACRS SCHEDULE

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

7 8.93%8 4.46%

Following is the MACRS schedule for

PART 91:

Following is the MACRS schedule for

PART 135:

ered Quads

510

1525 20

Years Old

105

15 20 25Quantity

$5M

$10M

$15M

$20M

$25M

$30M

ValueDemand

CHART E - VALUE & DEMAND

Falcon 900EX/EASy (Cubes)GIV-SPs (Octahedrons)G450s (Spheres)

SOURCE: MEE INC.

TABLE C - PART 91 & 135 MACRS SCHEDULE

SOURCE: NBAA

TABLE D - MACRS DEPRECIATION SCHEDULE

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

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

2003 Falcon 900EX - Private (Part 91)

2003 Falcon 900EX - Charter (Part 135)

CHART F – RANGE MAPS

SOURCE: ACC - WWW.AIRCRAFTCOSTCALCULATOR.COM



Next month’s Comparative AnalysisPiper Meridian

By doing so, we obtained theunbiased Demand Equation,which reads: $14M = $43.6 *Quantity^-0.47. This equationhas an adjusted R^2 of 98.9%, anF-Statistic of 369 and a P-Valueof 0.03%, meaning that it is anexcellent predictor of demand.

For value, we found that wecould best predict price using 1)Years, and 2) Cubic Feet of CabinVolume per Passenger. In thisinstance, age in years and totaltime on the airframe were highlycross-correlated, preventing usfrom using them at the sametime.

We obtain this unbiasedValue Equation: $14M = 0.039853* Years^-0.612 * Vol/Pass^1.62.This equation has an adjustedR^2 of 94.1%, an F-Statistic of256 and P-Values for Years andVolume per Passenger of 5.30E-10 and 2.17E-07, respectively.This equation is an excellent pre-dictor of value.

The ‘Cubic Feet of Volumeper Passenger’ term is a metricthat separates out a ‘comfort fac-tor’. It is the Cabin Cubic Feetdivided by the passenger capaci-ty for any given airplane’s exec-utive configuration. We modeledthe dataset using other variablessuch as TTAF, etc. Volume perPassenger, however, had a strongpositive correlation and it madesense, so we used it.

DEPRECIATIONSCHEDULE FORBUSINESS AIRCRAFTAircraft that are used in a trade,business, or for the productionof income that are primarilyoperated domestically, and notused in common or contract car-riage may be depreciated over afive-year Modified AcceleratedCost Recovery System (MACRS)schedule. Aircraft used in com-mon or contract carriage (e.g.,Part 135) are depreciable underseven-year MACRS (see Table C,left).

Table D (left) shows an exam-ple of using the MACRS sched-ule for a 2003 model Falcon900EX in private (Part 91) andcharter (Part 135) operationsover five and seven-year peri-ods, assuming a Vref retail valueof $16.0 million.


CHART F - RANGE MAPS

Dassault Falcon 900EX 4545.000 Nm

Dassault Falcon 900EX EASy 4545.000 Nm

Gulfstream G450 4350.000 Nm

Gulfstream GIV SP 4049.000 Nm

SOURCE: AIRCRAFT COST CALCULATOR

RANGE COMPARISONFinally, Chart F (above) showsthe circle ranges from Geneva,Switzerland, for all the businessjets in this field of study, assourced from Aircraft CostCalculator. The Falcon 900EX/EXEASy shows greater range cover-age than the Gulfstream GIV-SPand G450.

Note: For jets and turboprops,‘Seats Full Range’ represents themaximum IFR range of the air-craft at Long-Range Cruise withall passenger seats occupied.ACC assumes NBAA IFR fuelreserve calculation for a 200 nau-tical mile alternate. The linesdepicted do not include windsaloft, or any other weather-relat-ed obstacles.

SUMMARYWithin the preceding paragraphswe have touched upon several ofthe attributes that business air-craft operators value. There areother qualities such as airportperformance, terminal area per-formance, and time to climb per-formance that might factor in abuying decision, too, however.

Using JETNET/AvData infor-mation, there are currently 61 or12.2% Falcon 900 series aircraft(incorporating the 900, 900C,900DX, 900EX, 900EX EASy,900LX) “For Sale”. The Falcon900EX and EX/EASy series ofaircraft fares well alongside itscompetition, so those operatorsin the market should find thepreceding comparison of value.

Our expectations are that theFalcon 900EX and EX EASy willcontinue to do well in the pre-owned market.

❯ For moreinformation:MichaelChase ispresident ofChase &Associates,and can becontactedat: 1628SnowmassPlace,Lewisville, TX 75077; Tel: 214-226-9882;

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



he World Aircraft SalesMagazine Guide toAircraft Performance andTechnical Specification

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

This month’s category of aircraft -Large Cabin Jets – appears opposite, tobe followed by Medium Jets nextmonth.

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

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

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

T

AIRCRAFT SPECIFICATIONS:LARGE CABIN JETS

Aircraft Performance& Specifications

JUNE ISSUE: Medium Jets

JULY ISSUE: Entry Level & Light Jets

AUGUST ISSUE: Turboprops

SEPTEMBER ISSUE: Large Cabin Jets

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroMay14_AC Specs Intronov06 15/04/2014 16:58 Page 1

❯

$3,311.16

6.08

7.17

28.6

860

6.22

2.5

106

-

2

8

40600

34150

24800

14150

1800

3400

3200

3600

4853

3850

-

-

470

459

459

2

HTF 7350

$4,383.45

6.1

8.2

28.3

1035

5.83

3

115

-

2

9

45100

36000

26250

17635

1365

4750

3380

3590

6500

4500

4259

1207

459

443

425

2

CF34-3A1

BOM

BARD

IER

CHAL

LENG

ER 6

01-3

R

$3,281.73

6.08

7.17

28.6

860

6.22

2.5

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3340

4810

3833

4240

474

470

459

459

2

HTF 7000

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$3,903.40

6.08

8.17

28.4

1150

5.83

3.08

115

-

2

10

48200

38000

27100

19850

1263

4815

3756

4119

5765

3833

4345

680

488

459

425

2

CF34-3B

$3,628.17

6.08

8.17

28.4

1150

5.83

3.08

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4123

5840

3833

4345

581

488

459

425

2

CF34-3B

BOM

BARD

IER

GLOB

AL E

XPRE

SS X

RS

BOM

BARD

IER

CHAL

LENG

ER 6

04

BOM

BARD

IER

CHAL

LENG

ER 6

05

BOM

BARD

IER

CHAL

LENG

ER 8

50

BOM

BARD

IER

GLOB

AL E

XPRE

SS

BOM

BARD

IER

CHAL

LENG

ER 3

00

BOM

BARD

IER

CHAL

LENG

ER 3

50

MEDIUM JETS

BOM

BARD

IER

GLOB

AL 5

000

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

$5,457.39

6.25

8.17

42.47

2022

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5350

5540

3667

3450

704

511

488

471

2

BR 710-A2-20

$5,690.67

6.25

8.17

48.35

2140

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6226

6170

3667

3300

474

511

488

471

2

BR 710-A2-20

GLOB

AL 6

000

$5,506.33

6.25

8.17

48.35

2140

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6080

6476

3667

3300

474

511

488

471

2

BR 710-A2-20

$3,855.07

6.08

8.17

48.4

1990

5.8

3.08

202

-

2

15

53000

47000

34618

18274

358

9382

2456

3096

6305

4120

3395

443

459

442

425

2

CF34-3B1

$5,718.91

6.25

8.17

48.35

2140

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6125

6170

3667

3450

522

505

488

459

2

BR 710-A2-20

LARGE CABIN JETS


AircraftPer&SpecMay14_PerfspecDecember06 15/04/2014 17:08 Page 1


$3,387.22

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

41000

39300

23190

14600

3410

6510

3378

3440

5300

4333

4575

490

482

459

442

2

PW308C

$3,483.69

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

DASS

AULT

FAL

CON

2000

EX

AIRCRAFT SPECIFICATIONS

$4,108.69

6.2

7.7

31

1024

5.6

2.6

134

-

2

10

35800

33000

22750

12155

1095

5910

2841

3130

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,353.13

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

4045

5585

4333

4375

490

482

459

442

2

PW308C

$3,298.15

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

24440

16660

1300

5260

3817

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,298.15

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

42200

39300

24440

16660

1300

5260

3817

4255

5850

4450

4350

490

482

459

442

2

PW308C

$3,369.32

6.2

7.7

31

1024

5.6

2.6

131

-

2

10

41000

39300

24750

14600

1850

4950

3613

3681

4652

4450

4350

490

482

459

442

2

PW308C

$4,314.33

6.2

7.7

33.2

1264

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C

DASS

AULT

FAL

CON

900B

DASS

AULT

FAL

CON

2000

EX E

ASy

DASS

AULT

FAL

CON

2000

LXDA

SSAU

LT F

ALCO

N 20

00LX

SDA

SSAU

LT F

ALCO

N 20

00S

DASS

AULT

FAL

CON

2000

DASS

AULT

FAL

CON

2000

DX

LARGE CABIN JETS

DASS

AULT

FAL

CON

900C


$4,119.65

6.2

7.7

33.2

1264

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4080

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C


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

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

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

1982 CITATION II, S/N 550-0343 2007 SR22 G3 GTS TURBO, S/N 2470

2010 TURBO T206H STATIONAIR, S/N T20608965 2006 TURBO T182T, S/N T18208523

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1981 CONQUEST I, S/N 425-0063

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1999 EXECUTIVE 328 JET, S/N 3121

Deal Pending

135 Engines

Eagle May 17/04/2014 09:45 Page 1

$4,111.87

6.2

7.7

33.2

1264

5.6

2.26

127

-

2

12

48300

44500

24700

21000

2800

6164

4500

4725

5215

3750

3880

755

482

459

430

3

TFE 731-60

$3,787.44

6.2

7.7

33.2

1264

5.6

2.6

127

-

2

12

49000

44500

24700

21000

3500

6164

4500

4725

5215

3750

3880

703

482

459

430

3

TFE 731-60

DASS

AULT

FAL

CON

900E

X EA

Sy

$3,857.39

6.2

7.7

33.2

1264

5.6

2.6

127

-

2

12

46700

42200

25800

18830

2270

5064

4100

4290

4890

3633

3880

796

482

459

430

3

TFE 731-60


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,734.94

6.2

7.7

33.2

1264

5.6

2.6

127

-

2

12

49000

44500

26400

21000

1800

4464

4800

5000

5215

3833

3880

703

482

459

430

3

TFE 731-60

$4,131.24

6.2

7.7

39.1

1552

5.6

2.6

140

-

2

12

70000

62400

36600

31940

1660

4400

5490

5870

5600

3583

-

615

-

488

459

3

PW307A

$3,999.90

6

7

49.8

1650

5.6

2.5

286

-

2

13

49604

40785

30081

18170

1507

5193

3091

3485

5614

3850

2639

761

455

447

424

2

AE 3007A1E

$4,143.21

6

6.9

49.8

1650

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1910

4939

3661

3980

5741

3927

3022

757

459

447

425

2

AE 3007A2

$3,246.54

6.25

7.2

32.25

935

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3387

3690

4750

5083

5000

844

482

470

459

2

HTF 7250G

GULF

STRE

AM G

280

DASS

AULT

FAL

CON

900L

XDA

SSAU

LT F

ALCO

N 7X

EMBR

AER

LEGA

CY 6

00EM

BRAE

R LE

GACY

650

DASS

AULT

FAL

CON

900D

XDA

SSAU

LT F

ALCO

N 90

0EX

LARGE CABIN JETS

GULF

STRE

AM G

300


$5,293.75

6.2

7.3

45.1

1525

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3820

4700

4417

3805

767

500

476

445

2

TAY 611-8 ❯




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Aradian April 20/03/2014 14:39 Page 1

$5,296.63

6.2

7.3

45.1

1525

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4417

3640

701

500

476

445

2

TAY 611-8

$5,138.92

6.2

7.3

45.1

1525

5

3

169

-

2

14

74600

66000

43200

29281

2519

5800

4100

4400

5770

4417

3760

712

500

476

445

2

TAY 611-8C

GULF

STRE

AM G

450


$5,125.00

6.2

7.3

45.1

1525

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3900

5065

4417

3960

736

500

476

445

2

TAY 611-8C


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$5,463.26

6.2

7.3

45.1

1525

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4166

5700

4458

3640

701

500

476

445

2

TAY 611-8

$4,947.92

6.2

7.3

50.1

1669

5

3

226

-

2

18

85100

75300

47900

34940

2660

6600

5620

5991

5385

3667

3950

707

508

488

459

2

BR 710-C4-11

$4,973.94

6.2

7.3

50.1

1669

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6490

6950

6200

3667

3650

594

508

488

459

2

BR 710-C4-11

$5,631.48

6.2

7.3

50.1

1669

5

3

226

-

2

13

90500

75300

48400

41000

1500

6100

6250

6675

6200

3750

3610

820

508

488

459

2

BR 710-A1-10

GULF

STRE

AM G

V

GULF

STRE

AM G

IV-S

PGU

LFST

REAM

G50

0

GULF

STRE

AM G

550

GULF

STRE

AM G

350

GULF

STRE

AM G

400

LARGE CABIN JETS

GULF

STRE

AM G

650


$5,364.27

6.4

8.5

53.6

2373

6.28

3

195

-

2

18

99600

83500

54000

44200

1800

6500

-

-

-

4167

-

-

516

-

488

2

BR 725 A1-12


■


ORGANISED ON BEHALF OF:

08 -10 DECEMBER 2014DUBAI WORLD CENTRAL, UAE

BUSINESS AVIATION IN THE PALM OF YOUR HAND

www.meba.aero

MEET US AT EBACE:

STAND 2243


EUROPEAN FLEET OVERVIEW

by Michael Chasehis month, eyes turn to Geneva,Switzerland for the EBACE2014event, jointly hosted each yearby the European Business Avia-tion Association (EBAA) and the

National Business Aviation Association(NBAA). With this in mind, we ask what is thehealth of the Business Aviation fleet in Europeat this time?

EU ECONOMY According to the European Commission Fore-cast, Winter 2014, within the EU economy, wel-come recent improvements point to a pathtowards recovery. GDP growth in the EU,which turned positive in the second quarter oflast year, is increasingly driven by domestic de-mand - as it is typical following deep financialcrises. However, the recovery remains fragile.EU GDP, which rose 0.1% in 2013, is now ex-pected to rise 1.5% in 2014, and 2.0% next year,while growth in the euro area, which was -0.4% for 2013 as a whole, is expected to be 1.2%in 2014 and 1.8% in 2015.

After two years of contraction, the Euro-pean Commission’s economic forecast is verygood news for Business Aviation in Europe.With that established, the focus of the follow-ing paragraphs is to report the current Euro-pean Business Jet and Turboprop fleet fromseveral views.

FLEET PERCENTAGESAt the end of March 2014, Europe accountedfor 2,526 (or 14%) of the global wholly-owned,in operation business jet fleet, and 1,236 (or 9%)of the total business turboprop fleet – see TableA (opposite). This was a decline of 65 fewer(-2.5%) business jets in Europe in 2014 com-pared to 2013. However, business turbopropsincreased by 29 aircraft (+2.4%) within Europein 2014, compared to 2013.

Europe ranked second for the total numberof business jets, behind North America, andthird for the total number of business turbo-props, behind both North and South America.

BY TOP 10 MODELSTable B shows that the Citation Mustang (94units) and King Air B200 (107 units) lead theTop 10 business jet and business turbopropmodels in Europe.

BUSINESS JETS (BY OEM)Cessna leads all manufacturers of businessjets in operation in Europe, as depicted inChart A, followed by Bombardier and Das-sault Falcon. These ‘Top Three’ manufactur-ers account for 75% of the over 2,500business jets in Europe.

BUSINESS TURBOPROPS (BY OEM)Of the Turboprop OEMs, Beechcraft leads theway in Europe with 414 units (33%) of thetotal 1,236 units in operation there. Cessna,Piper and Pilatus comprise the remainingmanufacturers that hold more than a 10%share of the business turboprops in operationin Europe. Combined, the ‘Top Four’ accountfor 65% of all the Turboprops in Europe, seeChart B.

TOP TEN OPERATING NATIONSAs depicted in Tables C and D, Germany hasthe largest number of business jets and busi-ness turboprops in Europe. (The total num-bers of aircraft that are wholly-owned, sharedand fractionally owned are also shown inboth tables, along with the numbers leased.)In fact, leased business jets make up 8% of thetotal fleet of over 2,500 business jets in opera-tion within Europe, and 9% of the more than1,200 business turboprops.❯ For more information:

Michael Chase ispresident of Chase &Associates, and can becontacted at 1628 Snow-mass Place, Lewisville, TX75077; Tel: 214-226-9882; Web: www.mdchase.com

T

The EuropeanBusiness Jet &

Turboprop Fleet.

European Fleet Guide_Pre-Owned Sales Jan06 15/04/2014 12:16 Page 1

EUROPEAN FLEET OVERVIEW

Source - JETNET

AUSTRALIA NORTH SOUTHOCEANIA AMERICA AMERICA

455 1,342 198 2,526 12,172 1,357 18,0503% 7% 1% 14% 67% 8% 100%

791 778 471 1,236 8,359 1,857 13,4926% 6% 3% 9% 62% 14% 100%

JETSPercentage

TURBOPROPSPercentage

Location of Aircraft by Continent - Based InWHOLLY OWNED - IN OPERATION

LATOTEPORUEAISAACIRFA4102 HCRAM

1 CITATION MUSTANG 94 428 1 KING AIR B200 107 1,0402 FALCON 7X 85 200 2 CARAVAN 208B 95 1,5783 GULFSTREAM G-550 70 410 3 PIPER MERIDIAN 73 4884 CHALLENGER 604 69 343 4 PIPER MALIBU JETPROP 64 2405 CITATION CJ2+ 66 208 5 PILATUS PC-12 NG 59 3855 CITATION CJ3 66 384 6 KING AIR 200 48 6596 CITATION 525 65 330 7 KING AIR 350 44 6807 CHALLENGER 300 61 385 8 PILATUS PC-12/45 43 5168 CITATION XLS 57 233 9 AVANTI II 42 999 CITATION CJ2 55 225 9 CHEYENNE II 42 340

10 CITATION II 54 551 10 AVANTI P180 41 77

RANK MAKE MODEL EUROPE Global TOTALRANK MAKE MODEL EUROPE Global TOTAL

Location of Aircraft by Contin criA fo noitacoLnI desaB - tne raft by Continent - Based InWNOITAREPO NI - DENWO YLLOHW HOLLY OWNED - IN OPERATION

LLA4102/13/3 fo sa STEJ LLA TURBOPROPS as of 3/31/2014

Total 2,526

Source: JETNET

Cessna 868 34%

Bombardier 573

23%

Falcon, 454

18%

Hawker 220 9%

Gulfstream

191

8%

Embraer 114 4%

Other 106 4%

CessnaBombardierFalconHawkerGulfstreamEmbraerOther

Beechcraft 414 33%

Cessna 140 11%

Piper 137 11%

Pilatus 123 10%

Socata 95 8%

Cheyenne 89 7%

Avanti 83

7%

Other 155 13% Beechcra�

CessnaPiperPilatusSocataCheyenneAvan�Other

Source: JETNET

Total 1,236


Top 10 Countries - Business Jets March 2014

Rank Country Total Wholly Owned Shared Fractional Leased

1 Germany 432 431 1 18 2 United Kingdom 376 374 2 10 3 Austria 226 225 1 18 4 France 216 211 5 44 5 Switzerland 197 195 2 15 6 Portugal 145 42 1 102 4 7 133 133 42 8 Spain 124 124 13 9 Russian Fed 124 124 5

10 Belgium 57 52 2 3 3

Source: JETNET

ltaly

Top 10 Countries - Business Turboprops March 2014

Rank Country Total Wholly Owned Shared Fractional Leased

1 Germany 231 230 1 6 2 France 188 174 11 3 27 3 United Kingdom 179 173 6 16 4 Switzerland 93 92 1 1 5 76 76 8 6 Russian Fed 50 50 7 Spain 42 42 3 8 Sweden 42 42 15 9 Belgium 41 40 1

10 Luxembourg 41 27 14 2

Source: JETNET

ltaly

TABLE A

CHART B - BUSINESS TURBOPROPS - EUROPE (MARCH 2014)

TABLE B

CHART A - BUSINESS JETS - EUROPE (MARCH 2014)

TABLE C TABLE D

European Fleet Guide_Pre-Owned Sales Jan06 15/04/2014 12:17 Page 2

2008 TBM 8502008 TBM 850 2004 PZL M28 SKYTRUCK2004 PZL M28 SKYTRUCK

2005 PILATUS PC-12/452005 PILATUS PC-12/452008 PHENOM 1002008 PHENOM 100

1983 PIPER CHEYENNE IIXL, HB-LNX1983 PIPER CHEYENNE IIXL, HB-LNX

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S/N 009 ONLY 600 HOURS TOTAL TIME SINCE NEW! Mint Condition. JSSI EngineProgram, EEC Standard, Flight Docs, Weather Radar, XM Satellite Radio, DME, Premium PaxDoor and more…AVAILABLE FOR LEASE OR PURCHASE.

S/N 635 One Corporate Owner Since New, FLOWN BY SAME PROFESSIONAL PILOT,MAINTAINED AT PILATUS SERVICE CENTER, RVSM EQUIPPED, Dual Garmin 530 withWAAS, INCREASED MAXIMUM TAKE-OFF WEIGHT 4,500 KG. (9,920 LBS.), No DamageHistory, Excellent Paint and Interior!

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CAI has used over 30 years of experience to complete hundreds of corporate jet and turboprop aircraft transactions. We specialize in Single Engine Turboprops such as the TBM,Pilatus PC-12 and Piper Meridian, and Light Jets such as the Citation, Learjet and Phenom.In addition, CAI is focused on providing our clients with the information they require todetermine which Aircraft best meets their mission profile – avoiding costly mistakes. CAIalso arranges Pilot Training, Insurance, and Financing. We invite you to give us a call.

FOR MORE INFORMATION, PLEASE VISIT WWW.CAIJETS.COM, OR CONTACT J.P. HANLEYDIRECTLY ON HIS MOBILE AT +1.561.289.3355.

J.P. HANLEYPRESIDENT, CAI

SalePENDING

S/N 90 Only Three Owners and 2,838 Hours TTSN, Garmin GNS-530W, Argus 7000Moving Map, 2-Tube EFIS, WX-1000E, No Damage History. Annual Inspection, LandingGear Actuators/Propeller Overhaul and 5-Year Structural Inspection complied with October2013 by RLAC.

S/N AJE-0305 No Runway? No Problem! Mfr by Polskie Zaklady Lotnicze Co.Ltd (PZL), a Sikorsky Company. Twin Turboprop Engs (P&W PT-6A-65B), Fixed Gearw/Steerable Nose Gear for Ops on Unpaved Airfields, Short Takeoffs & Landings (STOL).

CAI_WAS_MAY14_Layout 1 4/15/14 11:40 AM Page 1

AN INTERVIEW WITH MARK WINZAR

ost of us wouldn’t contemplatetravelling overseas withouthealth insurance: one phonecall will solve all your prob-lems and it’s vital to your peace

of mind. In the same way, Chicago-headquar-tered Jet Support Services, Inc. (JSSI) hasbeen offering peace of mind and much morefor business aircraft owners over the last 25years, and is the world’s largest independentprovider of hourly cost maintenance pro-grams for business aircraft engines, APUsand airframes.

When your aircraft goes ‘tech’ it’s nice to

know that just one call starts the JSSI rescueco-ordination process. The company offersflexible and affordable financial tools, man-aging the often unpredictable costs of operat-ing and maintaining nearly all types of tur-bine-powered aircraft - be they jets, turbo-props or helicopters. Worldwide, JSSI sup-ports customers in over 75 countries and isthe largest purchaser of business aircraftmaintenance services.

In 2010, JSSI opened its second BusinessAviation hub at TAG’s Farnborough Airportin England. This office is the core of opera-tions for Europe, the Middle East, Africa and

M

❯

JSSI’s Farnborough HubAn interview with

Mark Winzar.by Mike Vines

LEFT TO RIGHT: RICKI MUSKETT, OLIVER NEWTON, MARK WINZAR, KERRIE HARDING, ANGY WELLSTEAD.

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – May 2014 89

Mark Winzar_Edit 15/04/2014 15:34 Page 1

Asia, and JSSI continues to expand its inter-national network of key technical advisors tobe ever closer to clients.

In an exclusive interview with WorldAircraft Sales Magazine, Farnborough-basedMark Winzar, Vice President, TechnicalServices Operations, JSSI, explains the com-pany’s expansion strategy and trends, andhints at new offerings.

“We decided to make Farnborough ourinternational headquarters and Europeanhub; one of the real benefits is the continuedexpansion, growth and popularity of the air-port,” he explained. “Effectively, we’re whereour customers are, based, right in the passen-ger terminal.” [The company also has techni-cal and sales offices in Europe based in Basel,Frankfurt, Paris and Vienna.]

Aircraft not covered by any such hourlycost maintenance program are known as‘naked aircraft’. The programs offer far morethan just protection for unscheduled events.They provide budget security, protect assetsand limit financial risk, while making it easi-er for the owner or broker to eventually sellthe aircraft. “We say that if an aircraft is notunder an engine program as a minimum -it’s a naked aircraft,” Winzar outlines.

INTERNATIONAL EXPANSIONAside from its presence in Farnborough, JSSIhas a technical representative based in thefree zone near major FBOs at DubaiInternational Airport and has a sales repre-sentative there too. In Hong Kong, the com-pany’s technical support office is based in theInternational Airport’s Business Aviation cen-ter. In India, JSSI’s man is based at Mumbai;in South Africa at Johannesburg; in Malaysiaat Kuala Lumpur; and in New Zealand (alsocovering Australia) at Wellington.

“We have global presence and also have astrategic partner relationship in China withChina Business Aviation Group headed byJason Liao in Beijing,” Winzar added, whileindicating that JSSI is about to support anundisclosed Chinese fleet operator.

JSSI’s Farnborough hub will eventually bereplicated in the Middle East and Asia,according to Winzar. “We’ll put them wherewe see the growth. It’s vital for us to haveour people close to where the business islocated. This will help achieve the company’sgrowth ambitions worldwide within fiveyears.”

Winzar points out that globally JSSI hasover 3,000 aircraft engines covered on its pro-grams and a growing number of Tip-to-Tail®aircraft contracts. Around 35% of airframecontracts are from outside of the Americas,highlighting the global nature of its business.“In terms of new business contract values in2013, over 50% were generated outside of theUS. New business is coming from the emerg-ing markets of the Middle East, China, Africaand South America (the latter is the responsi-bility of JSSI’s Chicago HQ) and theseregions are contributing very heavily to oursuccess.”

CHANGING PORTFOLIOJSSI’s client portfolio is also changing dra-matically, moving from smaller twin turbo-prop and mid-sized business jets into cover-age for G550s, Challengers, Global Express,Global 5000 and 6000s, BBJs and ACJs.

“The BBJs and ACJs are all engine con-tracts currently, but we are planning tolaunch a BBJ airframe contract which willcover everything apart from the bespokeinterior,” Winzar elaborated. Tip-to-Tail® isnow available for the G650 and is the earliestin an aircraft’s lifecycle that a program hasever been made available by the company.The smallest aircraft types covered by Tip-to-Tail®, meanwhile, are the King Air familyand Phenom-line, and JSSI launched the pro-gram for the Gulfstream G280 in January.

JSSI’s new business in 2013 accounted fora 179% improvement over that of 2012. Thiscompany worldwide figure includes engine,APU and airframe programs. “Airframecontracts are a big chunk of this, it is ❯



“We say that

if an aircraft is

not under an

engine program

as a minimum -

it’s a naked

aircraft.”

- Mark Winzar


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

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2004 Falcon 2000EX s/n: 025

IAG May_Layout 1 28/04/2014 16:12 Page 1

becoming more popular and will continue toevolve in response to the market,” Winzaroutlined.

“I’m sure there’ll be some more Tip-to-Tail® news coming out shortly as to howthis will work,” he hinted. “Particularly inemerging markets, airframe contracts aremuch more popular simply, I think, becauseflight hourly budget stability is crucial.Support is also a major factor when selectinghourly cost maintenance contracts in emerg-ing markets as maintenance support infra-structure is in a fledgling state. There is lim-ited experience to deal with certain mainte-nance events and the workforce is probablynot as mature as it would be in the US andEurope.”

The company is focused on covering thelarger long range business jets as this seg-ment has been less affected by the recessionand has continued to grow. “We’ve done aninordinate amount of work creating pro-grams for brand new aircraft and are takingmore under our wing,” Winzar outlined.

“Historically, people with brand new air-craft haven’t taken our support programsbecause of the warranty. But ‘Warranty isnot Maintenance’ and one of our educatingarguments, especially in emerging markets,is that even if the aircraft is not flying much,you still have to maintain it in accordancewith the manual - and a warranty will not

cover that maintenance.“Warranty may help in the event of a

parts failure; it may help in getting costsback if defects are found as a result ofmaintenance - but effectively warranty isnot maintenance!”

Although a small part of the overall JSSIbusiness, helicopter contracts are predomi-nantly ‘engine only’ although include somethat are Tip-to-Tail®.

“The helicopter market is somethingthat, strategically, we intend to expandinto,” Winzar elaborated. “Helicopters tendto work in fleets…and these operators arebecoming far more educated on the benefitsof hourly programs. Tip-to-Tail® hasrecently become available for the EC135and EC145.”

As an illustration of the usefulness ofhaving your aircraft covered on an hourlyprogram, Winzar concluded with a case-study, giving an insight into how JSSI han-dled an AOG incident in China two yearsago during Chinese New Year when a TAGAsia-managed Global Express (which wason a JSSI engine program) had to land atChengdu with an engine problem. It wassubsequently found that an engine wouldhave to be removed.

“We were the first company to take aRolls-Royce BR710 rental engine into main-land China,” Winzar recalled. “The paper-work was endless with thousands of emailsgenerated. Even more import/exportpaperwork was required for the damagedengine and rental engine. We engagedRolls-Royce On-Wing Care to do the enginechange for us and we coordinated withTAG Asia.

“We had a meeting with the owner atABACE 2012 who at the time was prettyupset because the aircraft had been ground-ed whilst a rental was installed and theengine was in mid-repair. The engine wasrepaired but later that year the secondengine had an issue. That was also success-fully supported by JSSI so when we met upagain at ABACE 2013 the feedback receivedwas, ‘Last year I asked why I’d enrolledonto such a program. This year, I say ‘thankyou’ for the JSSI program!’ That speaks vol-umes for the benefits of an hourly costmaintenance program, especially in emerg-ing markets such as Asia.”

From a strategic point of view, one of theadvantages that JSSI offers is that it has awide range of products covering virtuallyevery type of turbine powered BusinessAviation airplane and engine across thespectrum – also offering transferability sothat owners can take the program from oneaircraft to another, regardless of whichOEM it comes from.❯ More from www.jetsupport.com



“‘Warranty is notMaintenance’ and

one of our educating arguments, especiallyin emerging markets,

is that even if theaircraft is not

flying much, you stillhave to maintain it in accordance with the manual - and

a warranty will not cover thatmaintenance.”

- Mark Winzar


2008 Airbus ACJ A318 Elite

Total time 2020 Hours

19 Seat VVIP aircraft

Price ‘Make Offer’

1985 King Air F90-1

Total time 3225 Hours

Price ‘Make Offer’

2002 Global Express

Off Market

2011 Dassault Falcon 2000LX

Off Market

2012 Embraer Legacy 650

Off Market

PremiAir March_Layout 1 17/02/2014 15:12 Page 1

t’s not the price; it’s not thesizzle; and it’s not the paintjob. In fact you could namejust about every facet of ourindustry and once you finish

that list, print it, neatly fold it, then crumpleit into a ball and throw it away! I assure youall those wonderful items you just spenttime thinking about, organizing by segmentand then writing down are nowhere near asimportant to a great industry as are thepeople.

I take the time to point this out every cou-ple of years. It never changes in order ofimportance. The people are the key to safety,customer service, great product develop-ment, and so on. There is no denying thepeople, and in fact one should never over-look them. Remember to say ‘great job’;remember to shout out the extra effort whenit’s noticed. Remember to acknowledgethose who may not get much acknowledge-ment day after day, such as the line-servicemen and women, the back shop teams, andthe people who are not out front but whoprovide the foundation of the service offer-ing of all of the industry segments.

Believe me, we all notice when people arenot providing the standards promised, buttoo often we forget those behind-the-scenespeople who care, and do make a differencein your ultimate experience.

Sure, we walk into an OEM facility andthe name on the side of the hangar exudesconfidence in what one should expect tofind inside - but I assure you if a customerhas one bad people experience in one ofthese facilities it can sour the experience andcreate an irreversible outcome. I am not nec-essarily talking about a safety of flight prob-lem, but an exchange between customer andemployee.

As we begin to really see and feel a recov-ery in our industry, the need will never begreater than now for people to work wellwith other people. As business loads start tocome back and extra hiring is beginning totake place and work hours increase, the tollon these facilities and their employees willnever have been greater during the past fiveyears.

I remember a time when I was staying ina Ritz Carlton, famed for being one of thefinest hotel chains in the world. One morn-ing I was coming down to the lobby in anelevator which stopped en route, and thedoors opened just as two personnel fromhousekeeping were passing each other.Neither noticed my presence as I watchedfrom the elevator - but one addressed theother as ‘Mister’, who responded to the for-mer as ‘Miss’. They both wished one anoth-er a good morning and a great day. That cul-ture of respecting not only the hotel patronbut each other, even as employees, is one ofthe reasons for the hotel’s renown. It’s thepeople!

The culture of these companies and theway they train and encourage their employ-ees will set the stage for a success far greaterthan a known manufacturer’s name abovethe hangar. People thrive on recognition fornot just work done well but also just being.So the idea that a pat on the back or a wordof encouragement can move mountains ifyou expect that mountain to be moved bypeople is exactly correct.

Back to the idea of the recovery and thepeople: I have been writing for months thatwe are on the cusp of a real recovery. It willbe slow and steady, but that providesgreater certainty of a sustained recovery. Itmay not always look like a recovery if youdo not stand back and take it all in. If youare only measuring it by a price recovery,don’t hold your breath. If you are measur-

ing it by transac-tions, first-timebuyers cominginto the market,or shop activityfor pre-buys,modifications andcosmetic improve-ments, you are nodoubt alreadypleased with whatyou are seeing.

There are otherareas that will follow and will look betterover time, such as the price of the airplanes- these will never get back to 2008 levels, butthey will stop going down. I do believe thatgiven the increase in transactions a broaderlending community will get interestedagain, and that will help stabilize ourrecovery.

In all of these areas that are enjoying theincrease in business, the people will benefitfirst: more jobs; better dependability; andstability in work hours – along with greateropportunity in our industry for employ-ment. Just remember it is a people business.Bravo for the recovery and its immediateeffect on the people. After all it is this dedi-cated group of men and women who makeour world go round.

Their skills and the desire to implementthem in their daily work life will continuethe growth, safety and enjoyment of not justthe recovery but the sustainability of ourindustry moving forward. So I say ‘ThankYou’ to you all for caring and lifting ourindustry back into blue skies.❯ Jay Mesinger is the CEO and Founder of MesingerJet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation AdvisoryBoards (BAAB). Jay is also a member of EBAA and theColorado Airport Business Association (CABA). If youwould like to join in on conversations relating totrends in Business Aviation, share your comments onJay’s blog www.jetsales.com/blog, Twitter andLinkedIn. For more information visit www.jetsales.com.Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


Just A Friendly Reminder...

THE AVIATION LEADERSHIP ROUNDTABLE

IBravo for the recovery

and its immediate effecton the people. After all it is this dedicated

group of men and women who make our

world go round.

JMesinger May14_JMesingerNov06 15/04/2014 11:28 Page 1

Please contact:Andrew Pearce - UK

Call: +44 (0) 7557 237 730 Email: [email protected]

Harald Maron - TorontoCall: +01 (905) 673 0800 Email: [email protected]

Ken Moon - VancouverCall: +01 (905) 604-273-8686 Email: [email protected]

1986 Citation III S/N 650-0104Motivated to sell. This aircraft has approximately 7,850hours Total Time, the engines have approximately 300hours since CZI and are enrolled on a MSP engine serviceplan. The 8 place interior is configured with a 2 placeforward divan, 4 place club and 2 aft forward facingseats. A 10” monitor is installed in the forward cabin.The avionics include dual Universal 1K FMS, TCAS II,TAWS and 406 ELT. Any reasonable offers areconsidered

2012 Challenger 605This year 2012 Challenger 605 offers an exceptionalopportunity having very low hours and landings, JSSI100% and very well appointed and high quality 12passenger interior

CL 601-3A/ER S/N 5069Innotech-Execaire is pleased to offer this 10 passengerChallenger 601-3A/ER for sale. The aircraft interior wasrefurbished in 2010 and includes a 4 place belted divanwith a forward lav and aft galley.

The aircraft currently has 7,522 hours and4,751 cycles

www.execairejetsales.com

Innotech May_Layout 1 16/04/2014 10:36 Page 1

THE DOPE DEBATE

ublic opinion appears to beturning in favor of legalizingrecreational use of marijuana,as evidenced by relatively newstatutes in Colorado andWashington where such use of

marijuana is now permitted. The New YorkTimes has predicted that Oregon and Alaskawill act next.

For Business Aviation, this shift in atti-tudes extends into and far beyond the statesthat have already decriminalized certainaspects of possession and/or permitted med-ical use of marijuana. It also touches the 5,000public-use airports used by thousands of pri-vate jets and other General Aviation aircraftall around the U.S., because those aircraftmay have transited states where such use isnow legal.

Despite trends toward legalization anddecriminalization, federal law, including theControlled Substances Act, makes it illegal tomanufacture, distribute, transport or dis-pense marijuana, and federal law takesprecedence over state law, even for medicaluse of marijuana permitted by state law. Onthe other hand, it might be tempting to brushoff the concern of federal law sanctions in

light of the 2013 issuance by the Departmentof Justice (DOJ) of its Guidance on MarijuanaEnforcement, where the Deputy AttorneyGeneral of DOJ says that it will stand downand look to the states to make and enforcethe laws about the production, distributionand possession of marijuana.

So where do these Federal actions leavethe Federal Aviation Administration (FAA),whose top mission is to “provide the safest,

most efficient aerospace system in theworld?”

Consistent with this mission, Section91.19(a) of the Federal Aviation Regulations(FAR) states: “[N]o person may operate acivil aircraft within the United States withknowledge that narcotic drugs,marijuana…are carried in the aircraft.” Yet,even this statute creates an “out” in FARSection 91.19(b), which provides that the reg-ulation “does not apply to any carriageof…marijuana…authorized by, or under anyFederal or State statute or by any Federal orState agency.”

How this affects Business Aviation is atbest cloudy.

Has the legal morass given you or yourguest – or your charter customer - a freeticket to fly with marijuana on the operator’sor the owner’s aircraft? The prudent, if notthe obvious, answer to this question is still“no.” The complex web of statutes and inter-action between state and Federal law makescompliance confusing and violationsperilous.

You could make a potentially seriousmistake to assume that no one will catch youor care about your carrying or consuming

P


So where do these Federal actions leave the Federal Aviation

Administration (FAA),whose top mission is to

“provide the safest, most efficient aerospacesystem in the world?”

Don’t Let Marijuana

Ground Your Jet.By David G. Mayer

Data Comm Feb14_Edit 16/04/2014 09:43 Page 1

small amounts of marijuana at any airport oron a private aircraft. Rather, take time to:• Know the rules and regulations of the

state, city and on any property where youmay possess or use marijuana. OnlyColorado and Washington have legalizedsmall amounts of marijuana for recreation-al use, but your risks become evident (ifnot obvious) in the details of the imple-mentation, licensing and restrictions intheir laws. If law enforcement, the DrugEnforcement Agency or the FAA elects tofind a criminal or civil violation on, or nearyour jet or airport, you may find that at aminimum it is expensive to “lawyer-up”and fight back.

• Review your various agreements affectingyour aircraft and its use. This should con-firm what may happen if you or yourcustomer is stopped, fined or jailed foralleged unlawful possession, consumption,use, display, transfer, distribution, sale ortransportation of marijuana on your jet orat any airport - even if in Colorado orWashington. Also, if you are the one thatneeds protection from an operator’s actionsin violation of the various laws and regula-tions (e.g., a private jet owner that charters

the aircraft), seek advice on how to strength-en and clarify the provisions in your agree-ments to allay your concerns and minimizeyour risks.

• Consider whether you may trigger a defaultor breach under your financing or othertransaction documents if your aircraft is sub-ject to any legal action, such as a confiscationand seizure, for criminal and civil lawmarijuana violations.

• Understand the potential to do serious (ifnot irreparable) damage to your organiza-tion’s reputation and/or the reputation of afinancier, manager, owner, charterer or lesseeor any other Part 135 operator associatedwith a marijuana incident or accident on,near or involving your aircraft or airport—even in Colorado or Washington.

• Appreciate that the pilot can ground youraircraft as a result of the unlawful use ofmarijuana. The choice of whether to do soputs the pilot between the proverbial “rockand a hard place”. He or she risks beingfired or suspended by the boss and, if con-victed on drugs charges, losing his or hercertificate, rating or authorization. The safestaction for the pilot, therefore, is to stopillegal marijuana use on board the aircraft.

The legalization and decriminalization ofmarijuana has generated huge press andpublic interest, but it remains to be seenwhether risk management regarding mari-juana gains traction in private aviation orsimply goes up in smoke. The FAA’s primemission is to ensure safety in aviation. It ishard to imagine anyone would crediblyendorse the idea that marijuana use orpossession on private jets or airport propertysupports that objective or is free of risk.

❯ David G. Mayer is apartner at the Dallas-based law firm ofShackelford, Melton,McKinley & Norton, LLP.He represents clients indomestic and internation-al private aircraft mat-ters, including buying,selling, financing, regula-tory compliance/structuring, risk management andtax issues. Mr. Mayer is a member of the NationalAircraft Finance Association, NBAA and theEquipment Leasing and Finance Association.

❯ He can be contacted [email protected] or (214) 780-1306.


THE DOPE DEBATE

8 0 0 - 5 3 5 - 8 7 6 7 / 5 0 3 - 8 6 1 - 2 2 8 8w w w. l e k t ro. co m / s a l e s @ l e k t ro. co m

Not just a tug.

It’s a .8700 Series

Data Comm Feb14_Edit 15/04/2014 16:07 Page 2

f you’ve worked in BusinessAviation as long as I have,you’ve seen the continuedroller-coaster over the past twoor three decades of economic

prosperity. Some of you who have been in theindustry longer have witnessed pretty mucheverything: from the oil embargo in the 1970s;the early-1980s recessions; the 1987 StockMarket crash; two Gulf wars; 9/11; and lastlythe global financial meltdown of 2008/2009.

With the exception of that last event, we’veemerged from adversity each time quitequickly and ramped back up to speed withbarely a glitch. The last crisis, however, hasproved to be stubbornly hard to ditch.

For the most part, inventories in the pre-owned markets are still battling significantover-supply, and prices on all but the newestaircraft have seen accelerated depreciationover the past two years. In some marketsprices are falling 10% or more per year, whilein other extreme cases the number is closer to20%. In past crises these types of numberscropped up occasionally, but only on aircrafttwenty to thirty years old and close to theirretirement age. Today we are seeing thesesorts of numbers on aircraft less than 15 yearsold.

New aircraft deliveries are steadily creep-ing up but are nowhere near the levels of pre-2008. For each of the past five years I canrecall renewed optimism at NBAA about theupcoming year only to be disappointed.While the pace of flight department shut-downs has abated, it has not totally disap-peared. Both at the corporate level and theflight department level, scrutiny prevails onevery aspect of business jet operation whetherstemming from internal shareholder-ledscrutiny, or public media perception. BusinessAviation has struggled to generate muchexcitement in recent years.

GAME CHANGER?There have been plenty of new aircraftbrought into service over the course of thepast few decades, but I can’t recall any of

them generating as much excitement asGulfstream’s new G650. Nor can I recall anyof the past new entrants in the market provid-ing a “shot in the arm,” so to speak, in termsof pulling our industry out of a prolongedslump.

In my opinion, Gulfstream’s new G650 is a“game changer” and in a time of globalexpansion is the ultimate business tool. Moreimportantly Gulfstream’s G650 entry intoservice in 2012 created a “buzz” in our indus-try I’ve never seen before. I must get a dozencalls a week from clients asking when the nextposition is available for a G650, and if one canbe purchased in the secondary market. Parkedon the ramp at our Burbank headquarters,each of our three G650s generates tremendousreaction from those nearby.

The oft-used term “game changer” soundslike a cliché but I believe the G650 truly is astate of the art “clean sheet” design that does-n’t build upon its predecessor’s airframe—which itself spawned multiple Gulfstreammodels over the past 35 years. The G650 is atotally new airframe, and its 7,000 nauticalmile range and performance that brushes upagainst the speed of sound make it the ulti-mate business jet in today’s market.

It’s not just what you experience on theoutside, however. The cabin truly allows youto stand up and stretch your arms and legswithout problem. I have noted that for thefirst time your iPhone, iPad and other elec-tronic devices will feel right at home in theG650 - Steve Jobs would definitely approve ofthe G650 were he around to try out his manymarvelous devices cruising at the speed ofsound. And when entering the cockpit for thefirst time, you’d be forgiven if you thoughtyou’d stepped into a space shuttle or an F18fighter jet. In some regards, the G650 fareclipses even those cockpits.

The feedback from our own pilots, mainte-nance personnel, and charter clients has beenoutstanding, and similar feedback has beenreceived from other operators - especiallypilots who cannot seem to help themselveswhen espousing the virtues of Gulfstream’s

flagship product. Yet, in many ways theexcitement of the G650 has to be balancedwith the fact that this aircraft takes us intouncharted territory with its new technologyand clean sheet design.

Sometimes we have to remind ourselvesthat Gulfstream is in the business of buildingthese aircraft, but has little experience operat-ing them – and that is where today’s opera-tors, Avjet included, who operate multipleG650s, will have an advantage in the G650marketplace.

So in closing, why have I devoted severalparagraphs to outline the virtues of the G650?I firmly believe that the G650 is the start ofsomething very positive for our industry andthat the continued strong demand for this air-craft is just what we need to finally break outof this five-year slump. I truly believe thatwhen we look back in ten, maybe twentyyears’ time we will see the introduction of theG650 as an inflection point in aviation history.

I was genuinely saddened a decade agowhen the Concorde went out of service. Evenmore disheartening was the fact that no viablereplacement was on the horizon to take avia-tion into the next one hundred years. I thinkthe G650 may just be the breakthrough prod-uct that will push aviation to exceed thebounds that the Concorde set almost fortyyears ago.

These types of developments couldn’t havecome at a better time to point us in the rightdirection.❯ Andrew C. Bradley isPresident, Global Sales &Acquisitions at AvjetCorporation, an interna-tional provider of aircraftcharter and managementsolutions. The company isheadquartered in Burbank,California, and maintainsa global presence inWashington D.C., Seoul,Dubai, Abu Dhabi, Moscow and other locations aroundthe globe. To learn more about the company, visitwww.avjet.com

I


Gulfstream G650:

THE G650 FACTOR

Could Gulfstream’s ultimate business jet end the industry’s longest slump?

by Andrew C. Bradley

Andrew Bradley May14_Bradley 15/04/2014 14:48 Page 1

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s the people south of theEquator approach fall andwinter, Business Aviationusers in the upper half of theplanet brace for their sum-mer. Already, weather

authorities claim, North America is off to aslow start – which could portend some sig-nificant catch-up disturbances as Natureseeks the impossible: Atmosphericequilibrium.

As pilots and meteorologists learn earlyin their training, Earth's weather originatesfrom uneven heating of the planet's surface.Hence the crews of high-flying turbine-powered aircraft deal with a dichotomy insummer weather, with temperatureextremes far greater than those of winter.

Plunging from more than 110 Fahrenheiton the ground to minus 60 at FL510 subjectsthe aircraft to a thermal swing of 170degrees – and back up again on descent andlanding. Beyond the creature discomforts,such extreme temperature swings stir theatmospheric stew into the range of weatherchallenges flight crews face every day.

The FAA says weather-related accidentsstruggle with a 25 percent fatality rate. Andweather is a top topic in this year's ‘MostWanted List’ posted annually by theNational Transportation Safety Board(NTSB). Add the reality that private aircraftoften cross multiple time-zones and possi-bilities increase that a given flight will alsotransit different weather systems. Considerthese the challenges of summer flying.

A


Hot Fun in Summer Skies:

Warm-season weather

imposes its own

considerations..

by Dave Higdon

SAFETY MATTERS: SUMMER FLYING

Safety Matters MAY14_Edit 16/04/2014 08:58 Page 1

ICING 1: NOT JUST A COLD-SEASON THREAT...The temperature at the departure airport tothe East of Kansas hovered in the mid-80-degree range. Sixty minutes later, westboundover the western Rocky Mountains at FL390the First Officer (F.O.) flipped on the light jet'slanding lights; the startled Captain sardonical-ly asked his junior: “You expect to see a run-way now?”

The F.O. first activated the jet's anti-ice sys-tem before again hitting the landing lightswitch and pointed forward at the instant theaircraft slipped into a cloud. Minimal ice hadaccumulated that time, but cloud topsstretched beyond the aircraft-light's reach.Now the captain understood what he hadmissed seeing. Cloud tops - and far higher

than forecast. Icing exists, anytime and any-where. Sub-zero temperatures exist withvisible moisture.

Anytime ice builds up on flying surfaces,their aerodynamic characteristics quicklybegin to change negatively. Frost, also, can sodeteriorate a wing's lifting ability to the pointthat it threatens flight itself. Most business-turbine aircraft deliver with anti-ice protectionapproved for flight into known icing condi-tions (FIKI), but these protective technologieshave limitations: they protect only a smallpart of an aircraft airframe. Consequently, sus-tained flight in all but the lightest icing expos-es the aircraft to the risk of ice accumulatingon the unprotected surfaces of the aircraft –the fuselage in particular.

While not the same aerodynamic issue as

lifting surfaces, every inch of ice increasesaircraft weight, which is another factor in icedeteriorating aircraft performance. An inch-thick square foot of ice weighs 4.9 pounds. Asmall jet that accumulates an inch over theentire upper half of its 300 square feet of fuse-lage gains about 735 pounds. It's unlikely thatonly the upper half of only the fuselagewould accumulate ice, making a real-worldnumber far higher.

And discerning ice accumulation becomesmore challenging at night – even when theaircraft sports ice lights to illuminate thewing.

With cloud tops able to soar high into theflight levels, climbing to remain clear of theclouds isn't always an option; aircraftapproved to FL410 may be able to climb high-er – but the clouds may still be a threat, aswe'll see in another weather story below. Buteven after staying ice free above the visiblemoisture, a business-turbine aircraft can facelong periods in the clouds on descent, addingice every minute until descending into above-freezing air.

Total avoidance remains the only iron-cladprotection. Diverting offers an option whenreaching the planned destination would meanspending too long in the ice. Standard safetyconsiderations when iced-up include flyingapproaches at higher speeds, but the standardpre-ice-protection escape maneuver remainsthe best response to the threat when durationis the issue: a 180-degree turn. ❯


Beyond the creaturediscomforts, suchextreme temperatureswings stir theatmospheric stew intothe range of weatherchallenges flight crewsface every day.


ICING 2: HIDE-AND-SEEKThe single pilot of the light jet happily cruisedalong with the Flight Management Systemhandling navigation and flight-controlchores...right up until the point that, unex-pectedly, the flight control system failed tomake a course turn programmed into theFMS. A few seconds later, the clutch for theautopilot's aileron servo released with a jerkas the system overcompensated whenattempting to get back to its planned course.

The pilot found the yoke resistant to return-ing to level, but he managed to muscle the air-plane back. A check later found evidence oficed pulleys in the roll circuit.

Another two-person crew experienced asimilar problem in pitch – and, again, evi-dence of frozen cables and pulleys under-pinned the explanation. In recent years,instances of unseen icing have threatened thecontrol of some aircraft. These incidents haveafflicted aircraft exposed to heavy rainsbecause water entered spaces not generally

visible during the pre-flight inspection.Ailerons, flaps and wingtips can accumu-

late water that freezes as the aircraft climbs.Leveling off from that climb can present theflight crew with frozen controls when cableruns or pulleys freeze up. Weight imbalancescan also result, leaving the flight crew ques-tioning the weight-and-balance calculationsthat guided their loading of people andequipment.

While performing the control-integritycheck – full-aileron deflections, completecheck of elevator range-of-travel and deploy-ing and retracting flaps – does not alwaysassure full draining of water. Individual air-craft should be checked for open drain holes,proper seals, and a check with mechanics orOEMs about the best way to assure removalof all trapped water before take-off.

But should the situation arise, remember,the airframe interior's only anti-ice protectionis warmer air – and lower altitudes almostalways takes an aircraft to warmer air.

POP-UP STORMS: SURPRISE!‘That storm wasn't there a few minutes ago’,the pilot thought as he broke out on the ILSapproach as planned: Ceiling at 800 feet, visi-bility six miles.

The break-out proved fortuitous, the pilotrecalled: “Thanks to that set-up, I could seeNature's little hide-and-seek game.” Now yousee the runway...now you don't.

Had the flight descended to DecisionHeight, the Missed Approach procedurewould have had him flying directly into aLevel 3 thunderstorm, likely swallowing theaircraft in mayhem while drenching the air-port in a down-pour. Instead, the pilot hadtime to break off, inform Approach of the situ-ation and head to the hold point.

On the way back in after the storm passed,the pilot nearly missed again because light-ning knocked out the Inner Marker Beacontransmitter...in the end, the airplane broke outwith 50 feet to spare.

Much like pilots fret about so-called “pop-up TFRs” the pop-up thunderstorm presentan immediate threat because of its surprisenature, visible on neither radar nor on theminutes-old in-cockpit Doppler weathergraphics. The last thing a pilot wants to see isthe airport ahead get enveloped by the blackblob of a thunderstorm that’s just unexpected-ly popped up during the approach.Surprise…!

THEY DON’T ALWAYS GET WHAT THEY WANT…Aviation's accident history is rife with exam-ples of pilots continuing an approach into thetumult of a downpour. Even scarier, lightningsometimes out of inertia - sometimes becausean ATIS or other weather broadcast said theceiling and visibility were better. They proba-bly were better twenty minutes earlier.

But the extreme convection that comes withthe uneven heating of the Earth's surface canrapidly send down water and turbulencewhen the pilot least wants it – close to theground. Many times these isolated pieces ofconvective weather move on, or dissipate asquickly as they form, so spending a few min-utes at the holding point for a missedapproach certainly beats the battering thataccompanies a rough landing.

One other caution: Such a storm can, in afraction of a second, damage important land-ing aids if lightning strikes the marker-beacontransmitters arrayed along the final-approachsegment to help the crew positively identifytheir proximity to the runway threshold.

THIN RED LINESThe line of thunderstorms stretched fromO'Hare Airport (ORD) in Chicago to Dallas-Ft.Worth (DFW) in northern Texas. The brieferwho answered the phone at the Flight Service




station drawled, “Son, I don't care if you'vegot radar, Stormscope, datalink or apipeline to the Almighty... I'm looking attops above Flight Level six-zero-zero... air-line pilots are looking for a place to hide...not even Concorde can clear those tops...Now, is there anything else I can do foryou?”

The briefer kindly gave the pilot recom-mendations for a pilot-friendly hotel intown, a nearby restaurant – and aMississippi River floating casino. “You'vealready won big today, you should putsome chips on a number and spin thewheel. If you'd continued past dark, youmay have never seen what killed you.”

Occasionally, you just can't get to whereyou want, wherever you are. Other times,you might be able to get there, with fueland time to make an end run... But wheneither scenario adds several hundred milesflying to the left or right - the simplestoption is to find a safe harbor. When FL600is too high, and the left and the right endtoo far, you should first find an airport -one with a hangar - and then find a hotel.

Break the ‘good news’ to the folks at yourdestination. Tell them about all the otherbusiness aircraft and jetliners crowding inbehind you – because when the businesspilots know it’s time to land, you know theairline pilots are close behind. With goodsense, you will still be intact to make thetrip...tomorrow.

WHEN THE WORLD'S A‘CORDUROY ROAD’The traffic on Denver Center that nightchattered with repeated entreaties fromhigh-flying pilots asking ‘for smoother’skies, and the helpful Center controllersaccommodating those requests as best astraffic conditions and separation standardswould allow. The controllers alternatedbetween “Climb to (requested altitude)approved,” and “Descent to (requested alti-tude) approved,” with an occasional“Unable at this time, maintain FlightLevel...”

The pilot of a twin turboprop started fret-ting. “Those airline guys know their stuff;maybe we should ask for higher...orlower...” The fact was, that twin prop wasalready flying in the smoothest air availableover Colorado and West Kansas that night.“Those captains are worried about passen-ger complaints about the ride...those cap-tains don't want a drop spilled.”

Who does? Business aircraft crew andowner pilots face the same sensitivities, butoften with a greater likelihood that theirpassengers understand that smoother isn'talways available.

But sometimes, even savvy Business

Aviation veteran users may not understandthe issue beyond the comfort level. The bot-tom line is that when the air turns roughenough to rattle teeth, turbulence movesbeyond a human-comfort issue and into thesafety realm. It's simpler to say than toexplain, but beyond a certain level, any air-frame risks damage if flown too fast ormaneuvered too abruptly.

The sources vary with the seasons andwith conditions: Mountains, deserts,extreme temperature differences, weatherfronts in conflict, all contribute to the phe-nomenon of rough air at different times,places and conditions. Flight crew train toobserve aircraft limitations, and they knowthat above a specific speed, dramatic con-trol-surface deflections can bend the air-frame – possibly breaking it.

Slowing is the first step, and escape is theother. Slowing may run counter to the mis-sion, but it cleaves to safety.

Windshear – turbulent air that is the

boundary layer between bodies of air mov-ing at high speed but in different directions– produces among flying's least-comfort-able air type. High up and below maneu-vering speed, human discomfort dominatesrisks; at pattern altitude or lower groundproximity the risk is raised significantly ofan out-of-control arrival.

So while the sun smiles down on you thissummer, and the world seems a sereneplace as you go about your pre-flight checkat ground level – don’t be lulled into a falsesense of security. Be as alert as ever – per-haps even more so remembering that thevery warmth you feel on your face can bethe cause of some stark contrasts as youclimb to higher altitudes.”

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





PISTON TO PROPJET

More Speed, More Climb, More CostsTurboprop conversions

from pistons: bigperformance - at a price.

by Dave Higdon

Piston to Propjet_Gil WolinNov06 16/04/2014 10:36 Page 1

here's no such thing as a freelunch. Whether you ascribe thatphrase to Robert Heinlein's 1966science-fiction novel The Moon isa Harsh Mistress or to economist

Milton Friedman – he made the phrase the titleof a book – the adage serves aviation well.

Do you want efficiency above speed?Piston airplanes and small aircraft deliverexcellent numbers in terms of miles per poundof fuel, and costs per knot. The trade-off is thatif you’re crossing the North American conti-nent, it’ll take a full day of flying - providingweather fluctuations don't waylay your plans.

Perhaps you want to speed along fasterthan 200 mph at between 10,000 to 25,000 feet(above ugly lower weather fronts). Plenty ofpiston-powered equipment can deliver – albeitat a higher price in terms of fuel cost. But ifyou want even more speed and space with theability to cross oceans, and with room to movearound the cabin, it’s going to cost you signifi-cantly more money; upfront and on a flyingbasis… Now you're into solid turboprop andjet territory, with the significantly higher coststhat accompany ownership and operation ofthese business-turbine aircraft. As the sayinggoes: ‘There's no free lunch’.

So for the light business piston aircraftoperator, the odds are that the airplane flownis the one the operation can afford. If you fallinto this category, did you know that a middleground exists that may allow you to keep theairplane you can afford, know and perhapseven love, while stepping up into turbopropperformance levels?

Have you ever considered converting a pis-ton airplane to propjet power? While it’s stillnot cheap – turbine engines just aren't inexpen-sive – conversions offer owners the benefitsthat are inherent to the powerplant, but atcosts that are closer to the piston airplane thatwas converted. This conversion route is signifi-cantly less expensive to finance (think mid-to-upper six figures for a package) compared tothe exposure from buying comparable per-formance for an added million or more.

Thanks to the distinct operating characteris-tics of turboprop powerplants, converted air-craft typically gain the ability to fly a milehigher, 50-60 knots faster, and still carry slight-ly more payload thanks to a lighter power-plant. Depending on the conversion, that extrapayload capability may go to tanking morefuel. With lower specific heat content in Jet Aversus Avgas, turboprop engines need morefuel per power unit – and more per mile – thangas engines. But thanks to the efficiency ❯

T



gained in high-altitude cruise, the airplane willfly faster and further, above the weather, andat its best efficiency on a full load of fuel.

In addition, thanks to their lighter weightper power unit, a turboprop engine may allowyou to carry more even after enabling a largerfuel supply.

A NEW SPIN ON POWERPLANTSPistons inside engines go up and down, upand down; the memory aid applied by genera-tions of student pilots puts it: ‘Suck, Squeeze,Bang, Blow’.

For every two turns of the engine crank-shaft the engine's pistons first draw in air onthe downward intake stroke, then squeezedown the air-fuel mixture on the compressionstroke. The power (or ignition stroke) comeswhen the fuel/air mixture explodes, pushingdown the piston as the rods connecting pistonto crankshaft transfer the pistons' verticalmotion into spinning motion by rotating a

crankshaft. Along the way cams must rotate toopen and close intake and exhaust valves andan ignition system must provide a preciselytimed jolt of electricity to spark plugs whichlight the fires in each cylinder to provide thepower making all this happen.

Any engine running at peak fuel-and-power efficiency uses some of its power tosustain itself. That applies to turbine engineswhich, in contrast, gain some efficiency byspinning their way to high-power perform-ance. Air must still flow into the engine andendure compression; a fuel must be flowinginto a fire produced to power the plane andthe power-making process. But everythinghappens on a continual, uninterrupted, non-reciprocating basis: air compressed by a linearor centrifugal compressor that squeezesatmospheric air into progressively smallerspaces until it enters a combustion chamberwhere a continual spray of fuel mist mixesconstant-flame combustion – the process that

pushes power turbines driving the compressorand accessories – including the propellers ofturboprop engines.

Piston engines enjoy benefits of beingsmall, relatively inexpensive, simple to buildand repair, and tolerant of some level of mis-management, even with their complex assem-bly of moving parts. Conversely, normallyaspirated piston engines suffer from hypoxiaas the airplane climbs higher, reducing poweroutput and air to cool the engine.

Turbocharging – forcing compressed airthrough the inlet system – improves enginebreathing to produce cruise power to far high-er altitudes. But turbocharging doesn't amelio-rate the cooling issue – even when combus-tion-air cooling is employed.

Turbine engines similarly suffer power lossfrom the effects of high-altitude flying, helpingthem maintain power up to their rated altitudelimit. And cooling is less of a challenge. Onhigh-bypass fanjet engines, their powered fansection provides enough air to feed the com-pressor section while between two and seventimes the volume of combustion air bypassesthe engine core for what's often labeled ‘freethrust’. Thus the total nature of turbineengines make them better performers at highaltitudes compared to even turbochargedengines.

Turboprop engines also enjoy the benefitsof lighter weight per horsepower and smallerfrontal area or form factor – so they can beinstalled more aerodynamically.

So why don't all pilots – particularly busi-ness pilots – fly behind turbine engines?Arguably their two biggest drawbacks involvethat most-finite of resources: money.Compared to piston aircraft engines, turbineengines cost significantly more per power unit– turboprops less so than jets, but still far morethan pistons. Similarly, turbines need morefuel per horsepower, mainly due to beingdesigned to use less-volatile, lower-energy-laden Jet A.

Finally, turbine engines tend to offer farlonger overhaul periods, with 3,500 hoursbetween visual hot-section inspections and the7,000 hours for suggested overhaul. Whiletheir longer lifespans help offset their per-houroverhaul costs, the mid-six-figure costs of tur-bine-engine overhauls, plus service andrentals, make for some serious planning beforegoing for overhaul.

So to recap: compared to piston-poweredbusiness aircraft, turbines let you climb higherto fly faster – but you'll spend more on fuel, byany measure, and more on overhaul when thetime comes. For many, the debate stops at“climb higher to fly faster”. But for others, theissue is more about time than money. For thesefrugal folks, a conversion to a turboprop froma piston need only gain them time withinacceptable limits for the costs.

PISTON TO PROPJET


While their longer lifespans help offset their per-hour overhaul costs, the mid-six-figure costs of turbine-engine overhauls, plus service and rentals, make for some serious planning

before going for overhaul.

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CONVERSION CANDIDATES O&N:SILVER EAGLE P210 UPGRADEArguably, no conversion better illustrates theweight differences between a piston andpropjet engine than the Silver Eagle. The pres-surized Cessna P210s left Wichita with a tur-bocharged piston-six of 310 horsepower thatprovided a maximum ceiling of FL230. Everyone of those 310 horsepower needed 1.65pounds of engine to produce – 510 poundsin all.

The Rolls-Royce (Allison) 250-B17F/2powerplant at the heart of O&N AircraftModification's package, however, produces450 shp from a package weighing 205 pounds.That calculates to 0.46 pounds per horsepower.Not all of that weight savings goes into pay-load, though, with some given back to systemimprovements and fuel-system upgrades(among them a 27-gallon header tank). Withthe standard 88 gallons of usable capacity, theheader tank gives the Silver Eagle 115 gallonsusable.

The fuel change and an increase in speedby nearly 50 knots combine to increase cruiserange beyond 1,000 nautical miles - to almost1,200 nautical if you pull power back a fewknots. We're talking about 20 GPH of Jet A tocruise at 215 knots, versus 168 knots and 18GPH of Avgas.

A new prop, refurbished airframe, in-housecrafted interior, avionics improvements andadded electrical-system redundancy contributeto a comprehensive package that yields an air-plane with operating economics at the top of

its class. You can also factor in better payload,shorter runway needs, higher cruise speed andfaster climb. The changes make the P210 agreatly improved option for the owner/pilotor small-business flight department.

Maybe, however, you prefer a non-pressur-ized option? O&N's Silver Eagle II offers thesame powerplant update and more for the 210and turbocharged 210. And if a twin-enginepiston is more what you were thinking, O&Noffers those same Rolls-Royce turboprops in apairing on the Cessna 340, converting the pis-ton twin into the turboprop-powered SilverEagle 340. In each case the same degrees ofpayload and performance improvementsresult from the package – along with reducedmaintenance demands of 3,500 hrs TBO.❯ More from www.onaircraft.com

AVIATION ALLIANCE: EXCALIBUR 421 CONVERSIONCessna's 400-series piston-twins all enjoy repu-tations as solid, hard-working business air-craft. The unpressurized, normally-aspirated402 was for years a darling of small regionalcharter companies and commuter airlines.Cessna's cabin-class 421 piston twin wonlegions of fans among business-owner/pilotsthanks to its good speed, efficiency, pressur-ized cabin, and decent pilot manners.

“All it really needs to be an ongoing con-tender is a pair of turboprop engines,” opinedone local commercial pilot. Thanks to AviationAlliance, that may well become reality.

Lead by a veteran managing director ofoperations – one Jack Pelton, former chairman

and CEO of Cessna Aircraft – the Paso Robles-based outfit is developing the Excalibur 421,and in doing so, is delivering “essentially abrand-new” aircraft, according to Pelton, witha completely remanufactured airframe. Theconversion employs Pratt & Whitney PT6A-135A turboprop engines, an extensive customGarmin avionics suite, a new-generation cabininterior, new tires, brakes, anti-icing,hydraulics and electrical systems.

The result: a propjet twin that is capable ofexceeding 300 knots in cruise at altitudes of upto FL300 – and covering more than 1,400 nau-tical miles (with IFR reserves).

The Aviation Alliance manages the pro-gram participation of Excalibur 421 LLC part-nering companies, which include CapitalAviation, Clay Lacey Aviation and OklahomaJet Center. An Excalibur prototype was alreadyflying under the engine-conversion STC at thetime of the program's launch in early 2013.❯ More from http://aviationalliancellc.com/

ROCKET ENGINEERING –BRIEF SUMMARYOne company particularly busy in the conver-sion of Pistons to Propjets is RocketEngineering, as pinpointed below:

• The number of JetPROP DL and DLX Mirage conversions is nearing 300; the 279th was delivered in February.

http://jetprop.com/

• Northwest Turbine, LLC employs Rocket to perform the conversion work on its Royal Turbine Duke, a pressur-ized B60 Beech Duke airframe fitted with a pair of Pratt & Whitney Canada PT6A propjets and new props.

http://royalturbine.com/

• West Pacific Air STC'd the conversion toPT6A engines of the venerable Beech Bonanza, with Rocket handling the work to deliver what it calls the TurbineAir Bonanza.

http://turbinebonanza.com/

• Cougar Baron LLC continues to work with Rocket to complete the newest of its engine-conversion STCs, switching B58P pressurized Barons to PT6As.

http://cougarbaron.com/

In each of the above cases, higher speed,better payload and range result from replacingthe high-stress, turbocharged piston engines oreven the naturally aspired piston mills. Andthese packages all offer far more in the way ofaircraft refurbishment than mere powerplant-and-prop upgrading.

❯ More from www.rocketengineering.com

PISTON TO PROPJET


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CDD general 2014 Was full page.indd 1 4/8/2014 2:36:58 Pm

n the March issue of WorldAircraft Sales Magazine, I lookedat the process of buying andcollecting a new business jet,up to the point when you bringthe aircraft home. So what hap-

pens next…? The aircraft is standing by onthe ramp, ready to fly in a charter operation,and you can sit back and watch all the eagercustomers form a queue, right?

Not a chance. You need to make thebusiness happen.

BROKERS & PRESSCOMMUNICATIONSAt LEA, brokers are effectively the marketingarm of our business, so naturally we need toensure they have all the information theyneed about the new aircraft to promote ourservices accurately. That information goes farbeyond basic pricing details. In order to dotheir jobs as productively as possible, brokersneed to understand thoroughly the capabili-ties, and indeed the limitations, of the air-craft. Availability details need to be clear too,

particularly if the aircraft is being managedon behalf of a third-party owner. When is theowner using the jet and when is the aircraftavailable for charter?

As a key part of the liaison process, wewant brokers to physically see and touch theaircraft, internally and externally. We willtherefore invite them to acquaint themselvesfully with the new jet on arrival on the ramp,which might involve one-on-one meetings, orperhaps a group ‘open day’.

Now is also the time to put public

I


By Patrick Margetson-Rushmore

Introducing Your New Jet for Charter

INTRODUCING YOUR NEW JET

Intro your new jet MR_Edit 15/04/2014 12:05 Page 1

Executed well, taking delivery of a new aircraft – and introducing that aircraft to the market – should be one of the most exciting experiences in aviation.


relations teams into top gear. Customersneed to be made aware of the opportunitiesopened up by the arrival of the new air-craft. Ensure journalists have all the inputthey need, formulating the information youdistribute according to the market beingaddressed. Remember that aviation indus-try journalists might, for example, be inter-ested in technical jet specifications, where-as regional newspapers may prefer toknow how the aircraft will help localbusinesses.

If introducing a new type of aircraft intothe market, a launch event can be an effec-tive means of educating many industryaudiences at once, from brokers to themedia. We have held such events withgreat success in the past for the Mustangand the Cessna Citation Excel. Not that oneday’s work will be sufficient: from pressreleases to carefully selected direct clientmarketing, you should be looking to heavi-ly promote your aircraft type to achievemarket awareness for at least 18 months.

TEAM COMMUNICATIONSIn your eagerness to communicate withbrokers, potential customers and themedia, don’t forget to communicate withyour own team too. Email all your staffwith the key operational, pricing and avail-

ability information that you are also shar-ing with brokers.

The personal service that is so vital toexecutive aviation means that your compa-ny representatives that handle customerenquiries and bookings should be well-informed and able to ‘challenge the brief’.Does this new aircraft, for example, actual-ly meet the customer’s requirements betterthan the aircraft the customer isrequesting?

COCKPIT AND CABINThe arrival of the aircraft at home basewill, in the case of a new type, allow you toput training into practice. Pilot and mainte-nance training should have been organisedand carried out in advance to coincide withthe arrival of the aircraft. As well as theappropriate simulator courses, your chosen‘ferry pilots’ will also have gathered valu-able hands-on experience flying the jetback to home base from Kansas or Brazil.

And with the aircraft safely home, intro-duce the interior accessories. In manyways, it is the attention to detail, from toi-letries and iPads to the best linens, that canset your operation apart from your com-petitors and make an impression in themind of a new, but soon-to-be-loyal,customer.

Don’t relent on those interior checks,either. Regular refurbishment of the cabininterior and commercial accessories willhelp ensure that even long-serving aircraftcontinue to offer the latest in passengerluxury. Sharp and clean interiors areessential, not optional.

Interior diversity is a selling point too.At LEA, for example, not only do we offereight types of business jet, but also,because of our hybrid mix of owned andmanaged aircraft, we have a range of cus-tomised interiors meeting each owner’sspecifications. We can therefore meet char-ter customer requirements and desires to avery specific degree.

Executed well, taking delivery of a newaircraft – and introducing that aircraft tothe market – should be one of the mostexciting experiences in aviation. If you planhard and work hard, it will be.❯ Patrick Margetson-Rushmore is a founding memberof LEA and is responsible for the overall strategicdevelopment and financial control of the company. Inthe 1980s and early 1990s he worked in the City ofLondon in corporate finance advising both private andpublic companies. Patrick is a board member ofAirClub, the world’s leading corporate jet alliance, andalso sits on various committees for the BBGA (BritishBusiness and General Aviation Association). ❯ More from www.flylea.com

Intro your new jet MR_Edit 15/04/2014 12:06 Page 2


he European Commission’s‘Stop-the-Clock’ regime for theEU Emissions Trading Scheme(ETS) has been extended to2016, but this suspension of

enforced obligations for EU-bound flights is“no blank check for the aviation community”according to European Business AviationAssociation CEO, Fabio Gamba.

The EU introduced ETS for all aircraftoperating in and out of Europe in 2008 andexpected to enforce it on January 1, 2012.However, with serious concerns raised byIndustry and EU Member States regardingthe practicalities of implementation andharmful double standards for commercialand non-commercial air carriers, and withinternational opposition escalating to a pointwhere trade wars threatened to be a possibili-ty, it was clear that an alternative solutionwas necessary.

The EU agreed to a one-year provision,dubbed “Stop-the-Clock”, to give theInternational Civil Aviation Organization(ICAO) time to devise a more effective sys-tem: a global market-based mechanism(MBM) to curb aviation emissions.

A SURPRISE BOTTLENECKIn March this year, as the EU considered pro-longing ‘Stop-the-Clock’, there was an unex-pected bottleneck. Despite endorsement bythe European Council, the Parliament’sEnvironment (ENVI) committee voted againstthe new ETS proposal. These representativeswere expecting stricter terms on ETS revenuespending by Member States and insisted oncatching all flights to and from Europe.

More pragmatic, and perhaps more risk-averse, their colleagues in plenary eventuallyaccepted the extension. Consequently, “Stop-the-Clock” continues until the ICAO GeneralAssembly in September 2016, with a clear sinequa non that if no agreement is reached, theETS Directive will revert to its original to-and-from-Europe scope.

“The flaws in the original ETS caused frus-tration in the Business Aviation community,”said Gamba. “Not only was the distinctionbetween commercial and non-commercialoperations seen as discriminatory, but the sys-tem’s cost effectiveness unfounded, and focuson punishment as opposed to encouragementlackluster.”

BENEFITS OF THE NEW PROPOSALAlong with prolongation of ‘Stop-the-Clock’,the Commission introduced some welcomeddevelopments with modifications for smalloperators emitting less than 25,000 tons ofCO2. The new non-commercial exemptionthreshold for those emitting less than 1,000tons CO2 was a partial-victory; as a directresult, more than 2,000 small operators whoshould never have been considered in thescheme are now exempt.

For now, all international flights to andfrom Europe are exempt from ETS. This com-promise lifts some pressure from internation-al operators, eases international opposition,and gives the International Civil AviationOrganization (ICAO) more time to devise theMBM. “Despite having no concrete measuresyet, our industry does not want, after all itshard work, to see a regression to the original

conditions, which it finds unfair andimpractical,” added Gamba.

THE FUTURE OF ETSThe ICAO Assembly in 2016 will have animpact on all parties involved as the EUresponds to the proposals, readjusts the scopeof ETS, and makes a final decision. “We haveachieved some semi-successes and I’m confi-dent that the outcome will be positive,” saidGamba.

“The danger, however, is in sitting on thesidelines and taking the viewpoint that ‘Stop-the-Clock’ will be definitive. This is not thecase. Non-EU operators are relieved, buteventually they will have to comply to anenvironmental scheme, whether limited inscope, like the EU-ETS, or international.”

As it stands, if the industry recognizes thisopportunity to express its side of the storyand puts forward a convincing scheme that ispalatable to ICAO, then the EU will accept it,replacing the ETS.

“We don’t want to be forced to implementa scheme that doesn’t fit, so we encouragecollaboration between stakeholders to devisea simple, non-discriminatory and effectiveproposal that will elaborate on the positivework already done,” concluded Gamba.❯ Ciel Jolley is an experiencedCommunications Consultantbased in Brussels. She is a for-mer Online Editor and Journalistfor a respected internationalBusiness Aviation publicationand has a background inbusiness and trade associationcommunications and events.

‘Stop-the-Clock’on EU-ETS:

STOP THE CLOCK: EU-ETS

T

It’s no blank check for aviation.by Ciel Jolley

FABIO GAMBA, CEO, EBAA

Stop the clock_Gil WolinNov06 12/05/2014 10:01 Page 1

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Market Indicators

Reviewing March flight activity month-over-month, flights increased from Febru-ary to finish the period up 11.4% overall,according to ARGUS TRAQPak.

All operational categories were up from theprevious month with fractional flight activityposting the biggest monthly increase, up17.1%. Meanwhile Part 135 and Part 91 flightactivity posted increases of 10.7% and 10.4%respectively.

Aircraft category results were also up withturboprops posting the largest monthly in-crease, up 12.0% from February. Small, mid-size and large cabin aircraft posted increases of11.0%, 11.9% and 9.7% in that order. Thelargest single month-over-month increase oc-curred in the fractional turboprop marketwhich finished the month up 29.0%.

Reviewing flight activity year-over-year(March 2014 vs. March 2013), TRAQPak dataindicates that March 2014 posted an increase

of 1.1% (TRAQPak analysts estimated a rise of0.9%). The results by operational categoryshowed an increase in the Part 135 segment,up 4.9% year-over-year. The Part 91 marketfinished the period flat from March 2013,while the fractional market finished the perioddown -3.1%.

Flight activity by aircraft category also fol-lowed the recent trend with large cabin activ-ity posting a 10.4% increase from March 2013.Mid-size and small cabin aircraft finished theperiod up 1.4% and 3.3% in that order. How-ever, the turboprop industry posted a year-over-year decrease of -4.4%.

The largest growth for an individual seg-ment occurred in the small cabin fractionalmarket, with an increase of 23.9%, marking thethird consecutive month that this segment hasseen the largest growth year-over-year.

MI www.argus.aero

BizAv Activity - US & CanadaRussia Sanctions & BizAvWill the US and EU sanctions somehow affectbusiness aircraft ownership, or flight activity inRussia? “I don’t think so - at least, not in theshort-term”, reasons Ivan Veretennikov, pub-lisher of Upcast AvBooks business aircraftcomparison apps…

Russians - especially the ultra-wealthy - havemuch to be taking care of at this time. Firstly,there is still economic momentum left from theWinter Olympics, and Sochi needs to be quicklyrestructured to avoid becoming a ghost town.While not at levels recorded during the Games,there is still plenty of Business Aviation activity inthat region, aided by the new infrastructure there.

Overall, Russian operators make many moreflights abroad than domestically, but there hasbeen an increasing trend for Russian aircraftowners to move within the country more - andthis is certainly true of the Crimea region; theSoviet’s Côte d’Azur. Money has already startedflowing here and hotels and restaurants need tobe built; airports restructured; and factories up-graded. Reports say that business jet movementson the peninsula have never been as high.

Purchasing ActivityWith no Russia-made alternatives, the existingRussian Business Aviation fleet (thought to num-ber approximately 500 jets) is expected to con-tinue to fly. Those directly affected by the currentsanctions won’t be buying replacement aircraftany time soon (no new Gulfstreams for Mr. Tim-chenko, Airfix Aviation, who at one time was con-sidering the acquisition of eleven aircraft for hisoperation). Others wait to see how things developbefore committing to a new acquisition – butnone of this stops them from flying what they dohave. As a matter of fact, to keep business mov-ing in these uncertain times, people are flyingeven more.

Some economists believe if pressure contin-ues to rise, Russia may go through a serious re-cession. On the other hand, further sanctions (anembargo on importing aircraft) could force thecountry to develop its own alternatives to Westerntechnology and partner with more “friendly”countries (in the case of Business Aviation, any-thing from revitalising the Sukhoi S-21 Super-sonic Business Jet program to buying onlyEmbraer jets).

What is certain is that there won’t be manywinners if the conflict continues. “Don’t Buy (in-sert country name here)” isn’t a slogan for 21stCentury Russia – and there are more than a fewUS and EU companies who wouldn’t like thesound of it either…MI www.upcast-media.com


MMarch 2014 vs February 2014 PPart 91 PPart 135 FFractional AAll TTurboprop 12.3% 10.2% 29.0% 12.0% SSmall Cabin Jet 10.9% 8.9% 18.6% 11.0% MMid-Size Jet 8.4% 13.5% 15.7% 11.9% LLarge Cabin Jet 8.4% 9.8% 15.6% 9.7% AAll Combined 10.4% 10.7% 17.1% 11.4% MMarch 2014 vs March 2013 PPart 91 PPart 135 FFractional AAll TTurboprop -4.6% 5.5% -52.7% -4.4% SSmall Cabin Jet 0.0% 3.0% 23.9% 3.3% MMid-Size Jet 0.9% 4.2% -1.1% 1.4% LLarge Cabin Jet 10.8% 9.0% 11.5% 10.4% AAll Combined 0.0% 4.9% -3.1% 1.1%

BizAv Activity - EuropeWINGX Advance recently released its Business Aviation Monitor for February 2014, provid-ing insights into important trends of Business Aircraft activity…

Among the highlights, February's 0.4% increase in Business Aviation flight hours registereda fourth consecutive month of activity growth in Europe. There were 43,524 flights, 0.6% morethan in February 2013.

The YOY February performance was,however, flattered by private flight activity- especially on business pistons and turbo-props. Charter flights fell 2.3% and flightson business jets were down 0.8% YOY.

Activity growth in Ukraine reflects thecrisis there, as it may also have done inRussia (along with Sochi). Significant flightgrowth in Germany may indicate a marketturnaround, although it mostly came inpiston aircraft.MI www.wingx-advance.com ▼

MarketIndicators Apr14_Layout 1 15/04/2014 16:46 Page 1

Maintenance status for the 77 fixed-wingmodels and 1,554 aircraft listed “for sale” re-searched on February 28th by Asset Insight,Inc. evidenced little change in asset qualitysince its January analysis (see Table A).• Maintenance Condition (ATC Score):

Technical Condition of assets listed ‘For Sale’ decreased a mere 2.0 AI2 basis points, to 5.388, thereby maintaining an ATC Score comfortably above the Mid-Time/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

• Financial Condition (ATFC Score): The Average Financial Condition (ATFC Score) decreased by only 5.3 AI2 basis points, falling a fraction below the Mid-Time/Mid-Life 5.000 level, at 4.991, on the zero to 10 ATFC Score scale.

• Financial Exposure (ATFE Value): AssetTechnical Financial Exposure Value (accumulated/future maintenance expense) improved by more than $55k, falling to just over $1.2 Million.

While the overall asset quality continuesto be good, this latest solid improvement inLarge and Medium Jet quality was offset bySmall Jet and Turboprop figures.

Exposure to Price Ratio (ETP Ratio)Spread in the ratio of maintenance FinancialExposure to aircraft Ask Price (ETP Ratio)widened this month (see Table B), while the

Overall Market average for the aircrafttracked by Asset Insight increased to 39.4%from 38.3% (see Table C).

We consider anything over 40% to be anexcessive ATFE Value in relation to the Air-craft Ask Price, and the ETP Ratio has beensteadily increasing since September, nega-tively affecting ‘value’ (asset quality com-pared to ask price). Of the models we track,27.3% of the aircraft listed ‘For Sale’ (versuslast month’s 27.0%) generated an ETP Ratioof 40% or more.

Market OutlookWith this month’s Financial Exposure reach-ing the lowest figure since September, theETP Ratio increase is attributed to a decreasein average Ask Price (see Table D). This is notpositive news for expectant sellers. However,if you are a buyer, there has probably neverbeen a better time to purchase an in-serviceaircraft – especially if you are pursuing aLarge or Medium Jet.

If you are seeking a Small Jet or Turbo-prop, your range of quality assets might be abit narrower, but the opportunity is readilyavailable to address an aircraft’s Mainte-nance Financial Exposure (ATFE Value)through a price adjustment. It might take abit of research, but some pre-purchase ana-lytics could create true value going forward.

MI www.assetinsightinc.com


China’s “Top-Heavy”FleetPundits long assumed that smaller jets wouldeventually play a larger role in the next wave ofChina's Business Aviation market. According toconsultant and market observer Brian Foley,fulfilment of that prediction may be a very longtime coming (if at all).

Foley contends that China's preference forlarger, heavier, longer-range jets will remain inplace for the foreseeable future – as has happenedin the Middle East. Mainland China's current busi-ness jet population of 198 aircraft can be brokendown into 63% heavy, 25% medium and 12% lightaircraft according to aircraft database providerAMSTAT. Having nearly two-thirds of the fleetconcentrated in large aircraft seems lopsidedcompared to the worldwide average of 26% heavy,34% medium and 40% light.

Foley finds it interesting that China's fleet profileclosely mirrors the Middle East's heavy, mediumand light fleet mix of 68%, 22% and 9% respec-tively. "Like the Middle East, China is faced withlong internal distances and a heavy internationalrequirement, both favoring larger and more capa-ble aircraft…the present mix will [likely] remainrelatively constant even as the total fleet sizeincreases."

And where is China's fleet growth headed?Mainland China's fleet more than doubled in threeyears and grew 23% in just the last year alone. ButFoley estimates its next market doubling may nowtake five years. "We're already seeing China's mar-ket normalizing to a more sustainable pace. Con-trary to industry perception there's a finite pool ofcapable buyers, whose numbers have been cut asthe economy continues to moderate."MI www.brifo.com

2 Market Indicators

In-Service Aircraft TechnicalCondition & Price

▼


AIC Title May_Layout 1 14/04/2014 16:28 Page 1

Middle Eastern Flight Trends In the UAE, the average number of hours aUAE businessman flies on a private jet isbetween 100-150 hours per year, whereas inthe Kingdom of Saudi Arabia, this figurerises to between 150-200 hours, according toPrivate Jet Charter.

By comparison, Private Jet Charter (PJC),which has a sizable market share in Europeand the Middle East, says that Europeanbusinessmen fly a lot less (barely between 50-100 hours) on private jets due to the eco-nomic downturn in Europe.

The benchmarking study reveals thatSaudi businessmen travel the most in theMiddle East due to the country’s vibranteconomy and vast size, and according toHugh Courtenay, Founder and Chief Execu-tive, PJC, “They tend to fly more on domesticroutes by private jet. The availability of com-mercial options on domestic routes is limitedcountrywide, so the private jet option is themost practical solution.”

Ross Kelly, Managing Director for MiddleEast, PJC added: “There is a growing marketfor air charters in the Gulf compared to other

developed markets such as the UK. Also,Gulf businessmen are more attuned to theconcept of using a charter instead of buyinga jet as they consider it financially morefeasible.”

He elaborated that Gulf businessmen pre-fer having a private charter to commercialflights as they appreciate the luxury and thehassle-free environment that comes with aprivate charter. The notion of a private jetcharter being more expensive than a com-mercial flight is not valid if a small group istraveling, he explains.

“It is an established fact now that charteris generally the least expensive form of busi-ness jet travel, especially if there are lots ofround-trip flights in compressed time peri-ods,” Kelly comments. “Private Jet Charterprides itself on its access to the largest andmost comprehensive fleet of private jets any-where in the world.”

The average business jet flies about 400hours per year, according to statistics com-piled by the National Business Aviation As-sociation. Kelly concludes that Gulf

businessmen are well-versed with the jetmodels available in the market, however,many of them have realized that buying a jetmeans locking money up, as opposed to theoption of chartering.MI www.privatejetcharter.com

3 Market Indicators

■



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BizAv AircraftBoeing launched the Boeing Business Jet(BBJ) MAX family of airplanes after receiv-ing the first order from an undisclosed cus-tomer. The order is for a BBJ MAX 8,based on the 737 MAX 8 and the newestbusiness jet to join the BBJ family.

The new BBJ family also will include theBBJ MAX 9, based on the 737 MAX 9,which is expected to offer a 6,255 nauticalmile (11,584 km) range with an even largercabin than the BBJ MAX 8. Plans for a BBJMAX 7 are still being studied.

Boeing Business Jet (BBJ) More from www.newairplane.com

The Learjet 85 has successfully completedits first flight marking the start of the air-craft's flight test program leading up to thefirst customer delivery. With a customer-dri-ven clean-sheet design, the Learjet 85 air-craft will be the largest, fastest and most

capable Learjet aircraft yet.Powered by two PW307B engines,

each boasting 6,100 lbst, the aircraft tar-gets a high-speed cruise of Mach 0.82 anda transcontinental range of approximately3,000 nautical miles.

Bombardier More from www.bombardier.com

Cessna announced an upgrade programfor its Citation CJ2+. The new Alpine Edi-tion CJ2+ modification package includesthe installation of a Garmin G3000 avion-ics suite, making the jet compliant withNext Generation (NextGen) requirements.Also featured are new pressurization andenvironmental systems, the latest diagnos-

tics systems and a redesigned cockpit.The Alpine Edition includes increased

access to the cockpit with the removal ofseven inches from the legacy pedestal, andmuch more. Cessna is collaborating withDuncan Aviation to obtain the necessarySTC from the FAA for the G3000component of this new upgrade.

Cessna More from www.cessna.com

The new CJ3+ will include a state-of-the-artfully integrated Garmin G3000 avionicssuite, all-new interiors with a redesignedcabin and cockpit, new pressurization, andnew diagnostics systems. Additional fea-tures of the CJ3+’s new G3000 avionicsinclude improved turbulence detectingweather radar, TCAS II, advanced TAWS, awireless media server, Garmin integrated

cockpit and Iridium cabin phone/highspeed internet capabilities.

The CJ3+ includes the installation ofADS-B capabilities, bringing the aircraft incompliance with this aspect of Next Gener-ation (NextGen) requirements.

Cessna’s CJ3+ is expected to receiveFAA certification during the second half ofthe year.


The milestone delivery of the 100th GrandCaravan EX has taken place. The aircrafthas been supplied to Hussain Ali RashidAlmoalla for use at his aviation club in theUnited Arab Emirates. The first 100 units ofthe Grand Caravan EX have been deliveredaround the world for diverse missions.

The Grand Caravan EX, announced in2012, is powered by a PT6A-140 engine,and boasts a 38 percent improvement inrate of climb over the Grand Caravan; a350-foot reduction in takeoff roll; and a 10-12 knot cruise speed improvement.



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BusAviationNewsNEW_Layout 1 15/04/2014 18:23 Page 1


BizAv Aircraft

Cirrus announced the successful first flightof certification Vision SF50 aircraft ‘C-Zero’(C0). The SF-50 is a seven seat, pressur-ized, single engine jet and the newest air-plane in Cirrus’ line of composite highperformance personal aircraft.

Designed to be a straightforwardtransition for pilots of high-performance

piston/turboprop aircraft, the Vision SF50features a high-end cruise speed of 300KTAS, advanced avionics, the Cirrus Air-frame Parachute System (CAPS) and anall-carbon fiber structure. With a list priceof $1.96 million, the jet seats up to fiveadults and two smaller passengers in anexpansive cabin.

Cirrus Aircraft More from www.cirrusaircraft.com/vision

In partnership with ASI Innovation of Reims,France, Continental Motors acquired frominsolvency the Type Certificate, inventoryand manufacturing rights for the twin en-gine turboprop formerly produced byReims Aviation.

The F406 is a twin engine, unpressur-ized, 14 passenger turboprop aircraft first

introduced in 1983, and this acquisition of-fers the partners a rugged, respected air-craft that can be configured to fill manymissions and roles worldwide. The airframecan be powered by either PT6 powerplantsor Continental Motors' piston engine, usingany of the company's geared, FADEC anddiesel engine technology.

Continental Motors More from www.continentalmotors.aero

The Falcon 2000S and 2000LXS twin jetsrecently received approval to operate atone of the world’s most challenging air-ports, London City, located in the heart ofEurope’s financial hub. Dassault is the onlybusiness jet manufacturer to have its entirecurrent production fleet certified to operateat London City. “The ability to operate at

London City gives operators an addedmeasure of flexibility and a distinct advan-tage in day-to-day operations,” Dassaultoutlined.

In other news there is a high degree ofspeculation that a stretch version of theFalcon 7X will be announced at EBACEthis month.

Dassault More from www.falconjet.com

EAI announced the first customer deliveryof its Eclipse 550 Twin-Engine Jet in Albu-querque, N.M. following Federal AviationAdministration certification.

Eclipse announced the start of produc-tion of the 550 at its Albuquerque facility inJune of 2012. The aircraft can fly at alti-

tudes up to 41,000 feet for up to 1,125nautical miles, with a maximum speed of375 knots. In cruise, the Eclipse 550 con-sumes only 59 gallons of fuel per hour,making it the most fuel-efficient twin-enginejet in production today, according to thecompany.

Eclipse Aerospace, Inc. (EAI) More from www.eclipse.aero

Embraer has delivered the 300th Phenom100 (the first being delivered back in De-cember 2008), and the current fleet is nowoperating in over 25 countries. A clean-sheet-design jet announced in 2005, thePhenom 100E is the most spacious entry-level jet with a cabin that delivers amplespace.

The aircraft is also the fastest in itsclass, according to Embraer, with an oper-ating cost comparable to that of leadingturboprop aircraft, and features typicallyseen in larger aircraft, such as an inte-grated air stair, a private rear lavatory, andthe largest baggage compartment in itsclass.

Embraer Executive Jets More from www.embraerexecutivejets.com

2


Gulfstream recently delivered its 300thG450. The milestone comes nine yearsafter the aircraft entered service in May2005. The G450 has a range of 4,350nautical miles at its normal cruise speed ofMach 0.80.

Equipped with the GulfstreamPlaneView flight deck and Head-Up Dis-

play, Gulfstream continues to upgrade thePlaneView system to meet the latest regu-lations around the world and now includesController Pilot Data Link Communicationsand Automatic Dependent Surveillance-Broadcast Out (DO-260A) as standardequipment.

Gulfstream More from www.gulfstream.com

Piper delivered its 550th new Meridian to aSwedish customer who purchased the firstnew Meridian to enter service in that North-ern European country. Håkan Svensson,CEO, Aston Harald AB, located in Öckerö,Sweden, accepted delivery of his first air-craft in ceremonies at Piper’s Vero Beachheadquarters.

The Piper Meridian with its PT6A-42Aturboprop engine allows for notable speedand agility, with 500 horses pulling passen-gers to altitude with ease. Holding the titleof both lowest fuel burn and lowest acqui-sition cost in its class, the company main-tains that the Piper Meridian is anunmatched value.

Piper Aircraft More from www.piper.com

The “Spring Breakfor Pilots” attractedowners and pilotsof some 11,000aircraft and thou-sands more repre-senting everysegment of avia-tion, noted Sun 'nFun president John“Lites” Leenhouts.He pointed to busi-ness aircraft displaysas indicative of the event's success.Consider the following Business Aviationinventory:

• Daher-Socata: Debuted its new TBM900, weeks ahead of EBACE;

• Eclipse Aerospace: Marked the recent certification of the 550 VLJ by display-ing the sixth delivered;

• Epic Aircraft: Showed a conformal fuselage mock-up of the developmental

E1000 propjet single, along with two ofthe original 2004 kit aircraft;

• Piaggio Aero: Drew crowds to the latest iteration of the P-180 twin turboprop;

• Pilatus: The PC-12 draws pilots interested in comfort, speed, short-field utility and friendly single-pilot flying;

• Piper Aircraft: Celebrated the delivery of the 550th Meridian single-engine propjet and exhibited the 549th;

• Textron Aviation: Exhibited three Beechcraft King Airs – the 350i, 250 and C90GTx – in celebration of the line's 50th anniversary, while Cessna showed its latest Grand Caravan, and Bell Helicopter brought a full-size mock-up of its new value-leader 505 Jet Ranger X;

• Quest Aircraft: Highlighted the new “Summit Executive Interior” option for the propject-single Kodiak, already well-established in utility and back-country roles.

Beyond the business aircraft displays,NBAA president and CEO Ed Bolen partic-ipated in a panel discussion of associationleaders on ‘Building Interest in the Future ofAviation’. Bolen stressed the “essential na-ture of Business Aviation,” urging the audi-ence to emphasize GA’s role in transportingvital organs for transplants, reuniting com-bat veterans with families, and respondingto natural disasters – flying supported byNBAA members beyond increasing theefficiency of operators' businesses.

Sun 'n Fun Round-Up More from www.sun-n-fun.org


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Aircraft Electronics Association recently promoted two long-timestaff members: Linda Adams, was promoted to vice president ofmember services, where she works with AEA-member companies toimplement a variety of membership benefits and programs. LaurenMcFarland, was promoted to director of advertising, where she isresponsible for advertising sales of Avionics News magazine, theannual Pilot’s Guide to Avionics publication and online advertising onthe AEA’s website.

Brian Andrews has been added to Duncan Aviation’s airframeservice sales team, where he will provide technical sales and quotesupport for airframe maintenance projects.

Keith Marshall is the new CEO at PremiAir International Group.Marshall’s appointment signals a drive to bolster PremiAir’s capabili-ties in aerospace systems markets.

Mike Moore has been promoted to VP of aviation sales for MeridianAir Charter. Moore has been with Meridian since 2008 in the role ofselling aircraft management.

Jason Miller has joined Sierra Industries, Ltd. to serve in the capacityof president. Miller will lead Sierra Industries’ growing aircraft MRO(Maintenance, Repair & Overhaul) organization.

Bob Sanchez has been appointed to the newly created position ofprogram development manager, Military and Government, on behalf

of Universal Avionics. Sanchez comes to Universal with over eightyears of experience at BAE Systems.

Textron Aviation recently announced leadership movements follow-ing the $1.4 billion merger of Cessna and Beechcraft under thenewly created Textron Aviation, there have been various senior man-agement changes, including: Scott Ernest formerly president andCEO, Cessna becoming head of Textron Aviation as CEO. BillBoisture, who had been CEO at Beechcraft, has left. Shawn Vick,former executive vice president, sales and marketing, also departs.The new Textron Aviation leadership team comprises mainly Cessnaexecutives with three leaders coming from Beechcraft: Christi Tan-nahill, former senior vice president of global customer support forBeechcraft, becomes senior vice president, turboprop aircraft; Russ Bartlett, president of Beechcraft Defense Company, becomessenior vice president, defense; and Dave Rosenberg, vice presidentof strategic planning and programs for Beechcraft, becomes vicepresident of integration and strategy forTextron Aviation.

Matt Wing has been appointed VP of sales & marketing atTeledyne Controls. Previously the director of business developmentprograms at Boeing, Wing joined Teledyne Controls in 1991.

Paul Young is the new director of operations at Jet Source. His du-ties will include safety operations of all Jet Source managed aircraft,including oversight of flight operations, flight standards and chartermaintenance departments.

Linda Adams Bill Boisture Scott Ernest Bob Sanchez Christi Tannahill Shawn Vick

BizAv People

BizAv Events 2014If you would like your event included in our calendar email: [email protected]

Certificate in BizAv Management May 6 - 9 Goodwood, UK ■ www.miuevents.comNARA Spring Meeting May 7 - 9 Dana Point, CA, USA ■ www.nara-dealers.com Reg Airline Assoc., Convention & Trade Show May 13 – 15 St. Louis, MO, USA ■ www.raa.orgEBACE: (European Business Aviation Convention) May 20 – 22 Geneva, Switzerland ■ www.nbaa.org/www.ebace.aeroILA – Berlin Air Show May 20 – 25 Berlin, Germany ■ www.ila-berlin.comHeliRussia 2014 May 22 – 24 Crocus Expo Moscow, Russia ■ www.helirussia.ru AeroExpo UK May 30 - June 1 Sywell, Northants, UK ■ www.expo.aero/ukAOPA Fly – In May 31 Indianapolis, IN, USA ■ www.aopa.orgHELI UK June 3 - 4 Sywell, Northants, UK ■ www.heliukexpo.comJETNET iQ Global Business Aviation Summit June 3 - 4 New York, NY, USA ■ www.jetnetiq.comMiddle East Corporate Aviation Summit June 12 Abu Dhabi, UAE ■ www.aeropodium.comCannes AirShow June 12 - 14 Cannes, France ■ www.cannesairshow.comNATA Air Charter Summit June 16 - 18 Dulles, VA, USA ■ www.nata.aeroAviationExpo Europe June 19 - 21 Hradec Kralove, Czech Rep ■ www.expo.aero/europeEuropean Heli Show June 19 - 21 Hradec Kralove, Czech Rep ■ www.eurohelishow.com NBAA: Flight Attendants/Technicians Conf June 20 - 21 West Palm Beach, FL, USA ■ www.nbaa.orgBaltic Business Aviation June 26 Tallinn, Estonia ■ www. aeropodium.comNBAA: Business Aviation Regional Forum June 26 Van Nuys, CA, USA ■ www.nbaa.org

4


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SHOWCASE


• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,133Landings: 2,527

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,146 / Right Engine 3,138MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight

• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities

• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

InteriorFire-blocked Six passenger executive interior in acenter club configuration with an aft belted seatfor a seventh passenger. Two Left and one Rightexecutive tables with Imbuia gloss inlays in thecenter club. Seating is finished in Almond Crunchleather with Surfside lower sidewalls and finishedImbuia wood gloss laminate

Optional Equipment• Freon Air Conditioner• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable• Airshow Cabin Audio/Video System• XM Satellite Radio• Extended Range Fuel

Aircraft management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 462 7709 Tel: +1 616 336 4737Cell: +1 616 648 2656Fax: +1 616 336 [email protected]

Northern Jet Lear 40XR May 16/04/2014 14:40 Page 1

Serial Number: 550-1134Registration: N412BTAirframe TT: 4888Landings: 3922

EnginesLeft Engine 674 SOH @ P&WRight Engine 674 SOH @ P&WPhase 1 - 5 completed January 2014

Avionics• Honeywell Primus 1000 IntegratedFlight Director & Autopilot System

• 3-tube 8x7” EFIS• Dual 196B Comm radios with 8.33 Capabilities• Dual Nav• ADF• Dual RMI• Dual Mode S Transponders• Dual DME• Universal UNS1 L FMS• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency Locator Transmitter• Cockpit Voice Recorder• N1 Computer Indicator• Radio Altimeter

ExteriorOverall Snow White with Black Metallic, Silver PlatMet, and Coral Red Pearl stripes

Interiorexecutive interior in a center club configurationwith an aft belted seat for an eighth passenger.Left and Right executive tables with Siennaleather inlays in the center club. Seating isfinished in Willow leather with Mink lowersidewalls, and finished Topaz Kayawood glosslaminate

Optional Equipment• Freon Air Conditioner• Ski Tube• AOA w/Indexer• Iridium Satellite Flight Phone• Cabin/Cockpit Fire Extinguishers• Interior 110V AC• Lead Acid Battery• Tail Cone Flood Lights• RVSM Capable

Aircraft management Services Available

SHOWCASE


2006 Citation Bravo




Northern Jet Citation Bravo May 16/04/2014 14:41 Page 1

SHOWCASE


Airframe TT: 2164Landings: 1685

Northern Air Inc is pleased to offer this2006 Lear 45XR to the marketplace forimmediate sale

• MSP and Smart Parts

EnginesLeft Engine 2164Right Engine 2164

Avionics• Second Universal UNS-1E FMS• Enhanced Mode S Transponders• Dual KHF-1050 Communication with SELCAL• Steep Approach Capability• Second Automatic Direction Finder (ADF)• Cockpit Voice Recorder• Digital Flight Data Recorder• Electronic Flight Bag (EFB)

Entertainment• Airshow 410• Forward monitors• DVD system• Cabin audio• XM Radio

ExteriorOff White with Sandalwood Tan Stripes

InteriorEight passenger seats in a double clubconfiguration with a belted lav seat certified fortakeoff and landing. Interior is finished in tantones and satin nickel plating.

Optional Equipment• Concorde Batteries-38 Ampere-Hour(Exchange)

• Tail Illumination Package• Exterior Lighting Package• Lighted Control Wheel Chart Holders• Pulsating Recognition Lights• Aircraft Locking Package• Foreign Certification

2009 Learjet 45XR




Northern Jet Lear45XR May 16/04/2014 14:45 Page 1

SHOWCASE


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061

Tel: +1 (713) 649-6100Fax: +1 (713) 649-8417Email: [email protected]

1999 Gulfstream IVSPSerial Number: 1337Registration: N52MKAirframe TT: 4561Landings: 2602

Airframe & EnginesRolls-Royce Tay 611-8 Engines: Mid-LifeInspection C/W at Rolls-Royce Canada:17/Sep/2007L/H Engine S/N: 16795 Mid-life done at 3061TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741,on JSSI

AvionicsFLIGHT DIRECTORS HONEYWELL SPZ 84006-TUBE EFIS

COMMS TRIPLE COLLINS VHF 422 W/AFISNAVS DUAL COLLINS VIR 432 W/FM IMMUNITYDME DUAL COLLINS DME 442ADF DUAL COLLINS ADF 462TRANSPONDERS DUAL COLLINS TDR 94DWITH FLIGHT ID

RADAR HONEYWELL PRIMUS 880RADAR ALTIMETER DUAL HONEYWELL AA300EGPWS HONEYWELL MARKVW/WINDSHEAR ALERT &RAAS

FLIGHT MANAGEMENT SYSTEM DUAL NZ 2000HF COMMS DUAL COLLINS HF 9000 W/SELCALIRS TRIPLE HONEYWELL LASEREFGPS DUAL HONEYWELL GNSSU 12CHANNEL GPS SENSORS

FLIGHT PHONE MAGNASTAR C-2000 &SATCOM 6000

FLIGHT RECORDER FAIRCHILDCOCKPIT VOICE RECORDER FAIRCHILD A-100A

Features & EquipmentAirshow 400 Moving Map/InfoFour External Video CamerasDual Hi-Def/Blue Ray DVD PlayersAudio System with iPod Dock and Remote ControlGame Port Connections and LAN ConnectionsThroughout

Eight Rosen Video Monitors;VCR/DVD/Camera/Game and Airshow Available

Six Club Seat Rosen Monitors Updated to 6500Series in March 2007

Maintenance72/144 Month inspection done 2010 196 Month completed 2013

ExteriorMatterhorn White base with Super Jet Blackunderside, Coral, Cashmere and Gray striping.New April 2012

InteriorThe 13 passenger executive interior wasdesigned for functionality and flexibility with threeseparate seating areas making it ideal forentertaining or conducting business. The aircraftis configured with a forward crew lav as well as anaft passenger lavatory. The forward cabincontains four single seats in a double-clubconfiguration with two pull out writing tables andfour 5.6 inch video monitors

AeroSmith Penny Gulfstream IVSP May 14/04/2014 17:19 Page 1

Serial Number: 258289Registration: N881AFAirframe TT: 10,001.6Landings: 6291

• Aviation Partners Winglets• Interior new 2012 standard eight place• Exterior, 2012 Overall White Blue andwhite with blue stripes

• MSP

Airframe & EnginesTFE731-5BR ENROLLED IN HONEYWELLMSP

APUGTCP35-150W 4513 APU HRS 6048 APUS

AvionicsFMS: DUAL HONEYWELL NZ2000’SRADIO SYSTEM: HONEYWELL PRIMUS IIINTEGRATED

COMMS: DUAL HONEYWELLRCZ-851w/8.33spacing

NAVS: DUAL HONEYWELL RNZ-850RMS: DUAL HONEYWELL RM-850TRANSPONDER: DUAL HONEYWELLRCZ-833k

HF: DUAL BENDIX/KING KHF-950R/ALT: HONEYWELL RT-300AHRS: DUAL AHZ-600RADAR: HONEYWELL PRIMUS 870ADC: DUAL HONEYWELL AZ-810

AFCS: DUAL HONEYWELL DFZ-800EFB: SINGLE FG7000 Adv. Data ResearchTCAS: HONEYWELL ACSS TCAS II W/CH.7CVR: UNIVERSAL CVR-30BEGPWS: ALLIED SIGNAL

ExtrasAVIATION PARTNERS WINGLETSCAMP MAINTENANCE PROGRAMDUAL HONEYWELL PRIMUS II SRZ-850 DATALOADER

LSZ-850 LIGHTNING SENSORARTEX C406-1 ELTHONEYWELL N1 DEECS

InteriorNew 2012 STANDARD EIGHT PLACEINTERIOR

Exterior2012 Overall White Blue and white with bluestripes


AeroSmith Penny II LLC8031 Airport Blvd., Suite 224, Houston,

TX 77061


1996 Hawker 800XP

SHOWCASE

Aerosmith Penny Hawker 800XP February 14/04/2014 17:21 Page 1

Serial Number: 550-0098Registration: N211JSAirframe TT: 9,067Landings: 1308

Engines JT15D-4Engine 1: Engine 2:8,223.3 Total Time. 8,972.9 Total Time.2,016.7 HRS SOH 2,696.7 HRS SOH210.7 HRS SHI 901.7 HRS SHI

AvionicsADF: Dual Honeywell DF-850Autopilot: Honeywell SPZ-500 IFCS W/AP switchingCOMMs: Dual Honeywell Primus IIDME: Dual Honeywell FMS: Universal UNS-1K w/GPSRadar Alt: Sperry RT-300TAWS: SandelTransponder: Dual Honeywell Mode SAHRS: Dual Collins AHC-300CVR: Fairchild CVREFIS: Honeywell EDZ-805 5-tubeNAVS: Dual Honeywell Primus IIStormscope: Honeywell LSZ-850TCAD: RyanWX Radar: Honeywell Primus 800 color w/checklist

AdditionalCitation V Avionics Package!!!Single Pilot IFRKeith Freon Air ConditioningRosen VisorsRear Baggage Compartment

Interior1999 Interior consisting of a 7 passenger, Beigeleather seating, mid-cabin club configuration.GREAT CONDITION!

Exterior1999 Paint, Overall White with light blue & Gold andMetallic. ALWAYS HANGARED!

Cessna Citation II

Eugenio GonzalezTel: +1 (210)667-8180, +1 210.805.3141E-mail: [email protected]

Sun Jet International Inc1770 SkyPlace Blvd,

San Antonio, TX 78216


SHOWCASE

Sun Jet International Citation II April 14/04/2014 17:22 Page 1

SHOWCASE

Serial Number: 650-0099Registration: XA-AEBAirframe TT: 10,447

Engines TFE731-3C-100SEngine 1: Engine 2:10,196 Total Time 10,196 Total Time3,449 HRS SOH 3,449 HRS SOH

AvionicsADF: Collins ADF-60AAutopilot: Sperry PSZ-650COMMs: Dual Collins VHF-22ACVR: Fairchild GA100EFIS: Sperry ED-600 2-tubeFlight Phone: MaganStar C-2000NAV: Dual Collins VIR-32RMI: Collins RMI-30TCAS: AlliedSignal CAS-67A w/Change 7Weather Radar: Honeywell Primus 800 w/WA800 Antenna & WI-800 IndicatorAFIS: AFISCompass: Sperry C-14DDME: Collins DME-42Flight Director: Sperry ED-600 2-TubeFMS: Dual Global GNS-XLS w/GPSRadar Alt: Collins ALT-50ATAWS: Sandel ST3400 Class BTransponder: Dual Bendiz/King MST-67A

AdditionalRohr Thrust ReversersTailcone Baggage ModWemac CoolingDC Flap ModGross Weight Increase ModZero Fuel Weight ModLarge Oxygen System

Interior2011 Interior Consisting of a 7 PassengerExecutive configuration. Airshow with LCDMonitors and Aft. Potty

Exterior2001 Paint by Duncan Aviation. Matternhorn Whitew/Stripes re-designed in 2011

1985 Cessna Citation III

Eugenio GonzalezTel: +1 (210)667-8180, +1 210.805.3141E-mail: [email protected]

Sun Jet International Inc1770 SkyPlace Blvd,

San Antonio, TX 78216


Sun Jet International Citation III April 14/04/2014 17:24 Page 1

Serial Number: 9145Registration: HB-JEXAirframe TT: 3741Landings: 1308

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches

• 4C inspection performed at Jet Aviation Basel in July 2010

• 8C inspection due in July 2015• No damage history

Engines (under RR Corporate Care)Rolls Royce Deutschland BR 700-710A2-20• LH: S/N 12405 - 3659 TSN, 1265 CSN• RH: S/N 12406 - 3741 TSN, 1308 CSNAPU (under JSSI)Honeywell RE 220 (GX) S/N P-264Time: 2845 TSN / 3405 CSNAvionics• Communications Triple Honeywell RCZ 833E• Navigation Dual Honeywell RNZ 851• ADF Dual Honeywell P2000XP• RMU Dual Honeywell RM 855• Transponder Dual Honeywell P2000XP, Mode S• Radar Honeywell WU 880• IRS Triple Honeywell Laser Ref III• HF Dual Collins HF 9031A with Selcal• GPS Dual Honeywell HG2021 & GNSSU• FDR Honeywell SS FDR QAR• CVR Honeywell SS CVR• Triple Honeywell Flight System ManagementW/CD 820 CDU

Special Features• Aircraft under CAMP maintenance tracking

service• Aircraft under Bombardier Smart Parts Plus

coverage• Cabin Altitude Reduction for Passenger Comfort(4’500 Feet)

• Honeywell RT 950 TCAS II, Version 7.0• Honeywell Mark V Enhanced GPWS• Honeywell MCS 7000 SATCOM (6 Channel)/2Channel Iridium

• RVSM, 8.33 MHz Spacing and FM ImmunityCertified

• Heads Up Display (HUD), EVS, RAAS• BATCH 3, WAAS (SBAS-LPV), FANS 1/Aperformed in December 2013

• Artex ELT 110-406 Emergency Locator Beacon• Teledyne Datalink SystemInterior (refurbished in February 2011)• Twelve passenger configuration and a three-

place divan 9G certified in beige leather andbrown nubuck

• Forward lavatory and crew rest area• Fully equipped galley and annex• Aft private lavatory, storage closet and baggage

compartment• Cabin entertainment system with flat screenvideo monitors, satellite TV for Europe and USA,WLAN Internet, DVD and an airshow

• Electric window shades• EMTEQ system lighting retrofit• AIMS soundproofing systemExteriorWhite top, light beige bottom with gold accent stripes

2005 Bombardier Global Express

Stefano AlbinatiTel: +41 (0) 22 306 1060E-mail: [email protected]: www.albinati.aero

ALBINATI AERONAUTICS SAP.O. BOX 44

1215 GENEVA 15 AIRPORTSWITZERLAND


Asking price: USD19,750,000

SHOWCASE

Albinati Global Express April 15/04/2014 17:53 Page 1

SHOWCASE

Serial Number: 20272Airframe TT: 849Landings: 6232010 in Service - Double Club Cabin for 8Passengers - Lufthansa NICEview Cabin System- Inmarsat and Iridium SATCOM - DeLuxe Galley- Collins ProLine 21 - EASA OPS 1 Equipped -RVSM - MNPS - RNP 5 / RNP 1 / RNP 0.3 -Fresh 48 Months LUMP Inspection 12/2013 -38,850 lbs MTOW - No Damage History

Engines2 Honeywell AS907-1-1A (MSP)L/H: S/N P118687 R/H: S/N P118686TSN: 849 hrs TSN: 849 hrsCSN: 623 CSN: 623APUHoneywell GTCP-36-150(BD) (On MSP)Avionics and Other FeaturesCollins Integrated Digital ProLine 21 Avionics Suite

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

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

LandingLufthansa NICEview Cabin SystemAirshow 410 Cabin Entertainment with DVD/CD

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

2009 Challenger 300

Aero-Dienst GmbH & Co. KG,Flughafenstrasse 100

90411 NuernbergGermany

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


Price: Make Offer

Aero-Dienst May_Heeren Cit Ultra sep 15/04/2014 12:05 Page 1

SHOWCASE

Serial Number: 5033Registration: VP-BNRAirframe TT: 1750Landings: 870

• One owner since new• One of a kind designer interior in like newcondition

• Enhanced Navigation Upgrade & TCAS 7.1• RVSM/RNP-1, 4, 5 & 10. MNPS. CPDLC.ADS-C

• Securaplane 450 Security System• Airshow 4000 System• Four 5.6” Monitors, one 12” and one 20.0”Monitor

• Single 5-Disc Audio CD Player / Controller• Two Multi-Region DVD Players• Miltope Cockpit Printer & Cabin LaserPrinter

• SATCOM and Ethernet:- Wireless LAN- One (1) Honeywell MCS-7000+ SatcomSystem

- One (1) Honeywell AIRSAT 1 SatcomSystem

- One (1) MagnaStar C2000 Radiotelephone(Functions also as a PBX connecting allhandsets to each other and to theHoneywell MCS-7000 INMARSAT System.

• JSSI “Platinum” (pro-rated)

EnginesRR BR-710 Engines: 1750 hrs (as of January 23,2014) Enrolled in JSSI Platinum HoneywellRE220 (G550) APU: 2053 Hours

AvionicsCertification “Foxtrot” basic completed August2011, Navigation upgrade “Enhanced” c/w June2013 (ASC 84B & ASC 96), Runway AwarenessAdvisory System (RAAS), Four (4) HoneywellDU-1310 Flat Panel Display Units, Two (2)Honeywell DC-884 Display Controllers, One (1)Honeywell DP-884 Display Brightness Panel,One (1) Honeywell/Kollsman Visual GuidanceSystem (VGS), Three (3) Honeywell MAU-913Modular Avionics Units, One (1) HoneywellGP-500 Flight Guidance Panel, Three (3)Honeywell MC-850 Multifunction Control DisplayUnits, Three (3) Honeywell AZ-200 Air DataModules, One (1) Honeywell WU-880 WeatherRadar Receiver/Transmitter Antenna, Two (2)Honeywell WC-884 Weather Radar Controllers,Three (3) Honeywell IR-500 LASEREF V MicroInertial Reference Units, Two (2) HoneywellMRC-855A Modular Radio Cabinets, Three (3)Honeywell AV-900 Audio Panels, One (1)Honeywell MT-860 Third Navigation/Communication Cabinet Two, (2) HoneywellRT-300 Radio Altimeters, One (1) L3 CockpitVoice Recorder (CVR), One (1) Cockpit VoiceRecorder (CVR) Control Panel, One (1) L3 FlightData Recorder (FDR), Two (2) Davtron Digital

Clocks, One (1) Goodrich EBDI-4000 RadioMagnetic Indicator (RMI), One (1) GoodrichMagnetometer, One (1) Goodrich GH-3100Standby Attitude/Airspeed/Altitude Indicator,One (1) Honeywell RT-951 (TCAS 2000) 7.1(ASC 103), Two (2) Mason Cursor ControlDevices, One (1) Thales Satcom antenna, One (1)Honeywell LP-860 processor, One (1) HoneywellLU-860 controller, One (1) Honeywell AT-855brick antenna, One (1) Honeywell LSZ-860Lightning Sensor System (LSS)

Interior18 Passenger custom designer interior w/ fwdgalley including convection oven & microwave.Flight attendant seat. Fwd & aft vacuumlavatories. Fwd cabin: Six individual seats of whichtwo are berthable. Mid-cabin: Four-place clubarrangement. Aft-cabin: Two four-place divans.Interior is in excellent like new condition

Asking Price: Call!

Aircraft can be viewed by appointmentduring EBACE (not on static display).Please call +1-512-619-1552 to scheduleyour visit


Aviation Advisors International Inc8191 N. Tamiami Trail, Sarasota, Florida,

34243-2032

Tel: +1 (941) 351-5400Tel: +1 (210) 490 1883 - San Antonio officeEmail: [email protected]


Aviation Advisors May 14/04/2014 17:25 Page 1

SHOWCASE


Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001

2009 Gulfstream G200 Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

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

Serial Number: 38Registration: N710ETAirframe TT: 5197.8 Landings: 2775EnginesCFE738-1-1B On ESP GoldLeft: S/N 105193, 4948.4 Hours, Cycles: 2599Right: S/N 105190, 4948.4 Hours, Cycles: 2599APUHoneywell GTCP35-150 On MSPS/N P-139, 2817.7 Hours, Cycles: 3770AvionicsCollins Pro Line 4 w/ 6.1 upgradeDual Honeywell Laseref III / Dual Collins FMS-6100Dual Collins FCC-4002 Flight DirectorDual Collins GPS 4000ADual Collins APS-4000 IFCS / Autopilot

Dual Collins ADF-462Dual Collins VHF-422C w/ 8.33 spacingCollins TCAS-94 TCAS II w/change 7Honeywell Mark V EGPWSDual Portable EFB System w/ Bluetooth GPSAdditional FeaturesRVSM Certified / Collins AHS-85E AHRSAllied Signal SSCVR / Allied Signal AFISAirshow 400 / 14.2” forward cabin monitorAircell ST-4200 telephone / Aircell WIFI SystemRVSM Compliant / 115V AC Power outletsThird Crew - Jump Seat / Dual Davtron DigitalClocks

MaintenanceCAMP Systems Tracking / High service bulletin levelcompliance. 3C Due Jan 2015

InteriorBeautiful eight passenger executive interior featuring aforward four-place club arrangement with foldout tables.The spacious aft cabin boasts another four-placeconference or dining arrangement with adjacent credenzawith ample storage. Seating is tastefully finished in lightearthy leathers. Interior is complemented with matchingearth tone carpeting found throughout the cabin. Thecabinetry is high gloss stained veneers; the rose goldplating completes the interior. Forward full service 46”galley, 18” galley annex, private aft lavatoryExteriorThe single tone base Matterhorn White paint iscomplemented by a, Cabernet Red, and Regiment Bluestriping. It was fully repainted by Dassault Little Rock inSeptember 2006. Touched up March 2014

1997 Falcon 2000 Mark PayneCell: +1 (972) 897-3246E-mail: [email protected]

Serial Number: 230Registration: N331BNAirframe TT: 1821.4 Landings: 1060

EnginesESP GOLD P&W306AEngine 1: PCE-DF0103 1821.4 SNEWEngine 2: PCE-DF0104 1821.4 SNEWAuxiliary Power UnitHONEYWELL 36-150IAI SN: P-339 982 Total Time1187 Total CyclesAvionics5 Tube EDS / COLLINS PROLINE 42 COLLINS VHF-422D COMMS2 COLLINS VIR-432 NAVS1 COLLINS ADF-4500 ADF

2 COLLINS DME-4000 DME2 TDR-94D MODE S W/ FLT ID TDR1 COLLINS TWR-850 RADAR2 COLLINS FMC-6000 FMS2 COLLINS GPS-4000A GPS1 HNYWL KTR-653 W/SELCAL HFCOLLINS TTR-4000 W/CHG 7 TCASHNYWL DMU-AFIS AFISICG IRIDIUM ICS-200 SAT/COMARTEX 406 W/NAV INTERFACE ELTHNYWL MARK V W/ WS & RAAS EGPWSUNIVERSAL CVR -120 CVRCOLLINS FCC-4005 CAT II AUTOPILOTSpecial FeaturesIN SERVICE 12/22/2009. RNP-5/-10 / MNPSRVSM/8.33/FM IMMUNITY. EMERGENCY LIGHTINGAIRCELL AXXESS II. ATG 4000

InteriorWell appointed, nine (9) passenger interior featuresforward four place club seating and aft three(3) placedivan opposite two (2) place club. Upon entering thisbeautiful aircraft, you notice the well-appointed forwardgalley, including TIA Wavejet Microwave, two (2) hot liquiddispensers, wine storage, large serving area, and generousice drawer and trash receptacle. The medium toned, highgloss, wood veneers are accentuated by mushroom leatherseating and a brown fabric divan. The intricately woven,100% wool carpet shows little wear and compliments theinterior perfectly. Passenger will be entertained with anAirshow 410 system as well as forward and aft 17” LCDmonitors and a multi-region dual DVD playerExteriorOverall, White with Zephyr Orange and Black AccentStripes

Mente 2009 Gulfstream G200 & Falcon 2000 May 14/04/2014 17:41 Page 1

SHOWCASE

Serial Number: 560-6024Airframe TT: 610Landings: 550

• EU OPS 1 APPROVEDNo damage history, always Hangared,Aircraft on CESCOM, EASA Compliant.Annual Inspection completed April 2014

Engine TypePratt & Whitney PW545C, with FADEC &4,119lbs of thrust

Serial Number: PCE-DF0047 PCE-DF0048Engine Time Since New: 610 hours 610 hoursCycles Since New: 550 cycles 550 cyclesAPUHoneywell RE100 (XL) 200 hours since newAdditional EquipmentCollins Proline 21 w/4 Tube EFIS, Dual CollinsFMS, RVSM compliant, 8.33 kHz space radios.Satellite Phone (3 hadsets)• Collins ProLine 21 EFIS System with Four 8x 10 inch (20 x 25cm) Screens

• Collins Flight Guidance System withEmergency Descent Mode

• Collins FMS Performance Database• Wide Area Augmentation System (WAAS)• Electronic Charts• XM Satellite Weather• Collins TWR-850 Turbulence DopplerWeather Radar

• L-3 Communications WX-1000 LighteningDetection Stormscope

• Collins TCAS-4000 (TCASII)• Mark V EGPWS

• Collins HF-9031S with SELCAL• L-3 Communications FA2100 CVR• FDR Quick Access Recorder• Aircell AXXESS II Irridium Satcom w/ThreeHandsets

Additional Equipment• Forward LH Refreshment Center• Forward RH 33.53” Cabinet with Storage forEntertainment

• Forward RH Single Side Facing Seat• Stereo Speakers • Airshow 410• Rosen Flight View Moving Map SystemInteriorThe Cabin is configured with standard centerclub seating, with RH forward closet andRHforward side-facing seat, standard floortracking on seats 5 & 6, standard 180 degreeswivel and full recline on all seats. LH forwardRefreshment Center with general storage, 2hot liquid dispensers, cup dispensers, icedrawer, food tray storage, pop storage andtrash drawer, 110 volt Universal outlets arelocated in RH forward closet and lowersidewalls at seats 6 & 7, Axxess II handsets arelocated in lower sidewall at seats 6 & 7 andthe flight deck overhead.Interior has executivetables and slim line tables in wood veneer, amagazine rack, standard aft dividers withsliding doors. RH externally serviceable toiletand LH jumpseat with fold down backrest. Thacabin is equipped with dual disc DVD player,Airshow 410 system with four plug-in RosenScreens with Receptacles in Sideledge at eachPedestal Seat, stereo speakers

ExteriorOverall white with light blue and dark bluestripes

2009 Cessna Citation 560 XLS+


Jet Alliance International2 Rue Honoré Labande

98000 Monaco

Tel: +377 93 25 36 03Fax: +377 93 50 02 90www.jetallianceinternational.com

Factory Warranty until March 31st, 2015!

Jet Alliance International May 16/04/2014 10:39 Page 1

SHOWCASE

2011 Falcon 900LX


Mark Verdesco: Director, Pre-owned Aircraft SalesUSA Tel: + (1) (201) 541-4556

Tel: + (1) (201)-541-4620E-mail: [email protected]

www.falconjet.com/preowned

Serial Number: 254Registration: N264CAirframe Total Time: 1436Landings: 543APU (s/n P611)Honeywell GTCP36-150(F) (on MSP)MaintenanceCAMP. Inspections Due: B at 1600 hours; ZMay 25, 2015; 1C May 25, 2017.EASy II – baseline Service Bulletin 414 Rev. 2complied with. ADS-B Out S. B. 402 FSBAinstalled March 2014ExteriorWhite over Blue lower fuselage with EnglishBlue and Yellow accent stripes (Original)InteriorLight Beige leather seats, Tan leather lowersidewalls, Ivory headliner, Beige with Blueaccents designer wool carpet, Hi-Gloss FigureCut Marbled Walnut veneer, blue custom fabricdivan, brushed aluminum plating (Original)Seating12 passengers; 4 forward club seats, 4 mid-cabin club seats, aft 3-place divan withopposing executive seat, forward and aftlavatory, third crewmember seatAvionicsHoneywell Primus Epic System (EASy II – Cert. I)Flight Display System Honeywell EASyFlight Management System triple Honeywell EASyGlobal Positioning System dual HoneywellVHF Communication Systems triple HoneywellTR-866B

VOR/ILS/Marker Navigation System dual

Honeywell NV-875BDME Systems dual Honeywell DM-855ADF Systems dual Honeywell DF-855Transponder System dual Honeywell XS-857ATCAS II System ACSS TCAS-3000Color Weather Radar System HoneywellPrimus 880

Head-Up Guidance System Rockwell CollinsHGS-4860

Enhanced Flight Vision System RockwellCollins EFVS-4860

Electronic Flight Bag (EFB) dual CMC CMA-1100 “Pilot View”

HF Communication Systems dual CollinsHF-9000

Micro Inertial Reference System tripleHoneywell Laseref V

Enhanced Ground Proximity Warning SystemHoneywell EASy

Radio Altimeter System dual Honeywell RT-300SATCOM Honeywell MCS-7120Cockpit Voice Recorder Honeywell SSCVR(120 minutes)

Flight Data Recorder Honeywell SSFDRAdditional EquipmentRockwell Collins FCMS: 17 & 21.3 inch LCDmonitor, dual DVD player. Airshow 4000(non-interactive). Honeywell: (3) AV-900 FlightDeck Audio, Selcal, LSS-860 Lightning SensorSystem. Honeywell EASy: Electronic JeppesenCharts, Uplink Weather capability. Meggitt MK2Secondary Flight Display, ELTA ADT-406(tri-frequency) ELT with NAV interface, 115cubic foot oxygen bottle

Dassault Falcon 900LX May 17/04/2014 15:07 Page 1

SHOWCASE

Serial Number: 223Registration: N451CLAirframe TT: 7,442Landings: 5,055

EnginesTFE 731-3-1C ENGINES ENROLLED ON MSPEngine #1: Engine #2: Engine #3:S/N: P76811 S/N: P76812 S/N: P76810TT: 7241 TT: 7221 TT: 7275CSN: 4893 CSN: 4126 CSN: 4947SHSI: 252 SHSI: 251 SHSI: 219SMOH: 3115 SMOH: 3095 SMOH:3149

APUGARRETT GCTP 36-100A S/N P333TT 2990 HOURS/1501 HOURS SHSI

Avionics• DUAL COLLINS FLT DIR.• COLLINS APS 85 AUTOPILOT• DUAL COLLINS EFIS 86-C-14B SYSTEM• DUAL COLLINS VHF22 COM• DUAL COLLINS VIR 32 NAV• DUAL BENDIX MST-67A XPNDR• DUAL COLLINS ADF60• DUAL COLLINS DME42• DUAL UNIVERSAL UNS 1-F FMS• HONEYWELL AFIS SYSTEM• DUAL KING KHF950 HF COM• FREDRICKSON SELCAL• AIRCELL ST3100 FLITE FONE

Navigation ComplianceRVSM, FM IMMUNITY, RNP5, 8.33 COM, MNPS& RNP10

ExteriorPAINTED JANUARY, 2007 - DUNCANAVIATION, SHOWS LIKE NEW

InteriorCOMPLETED JANUARY, 2007 - DUNCANAVIATIONTHIS ABSOLUTELY GORGEOUS ANDMETICULOUSLY MAINTAINED FALCON 50HAS A DESIGNER INSPIRED INTERIOR INEARTH TONE COLORS AND A CUSTOM PAINTSCHEME. CUSTOM FABRICS, SUPPLE BEIGELEATHER UPHOLSTERED CHAIRS, ANDMEDIUM HIGH GLOSS CABINETRYCOMPLIMENT THE 9 PASSENGEREXECUTIVE INTERIOR WITH THE FOLLOWINGFEATURES:• DUNCAN 50EX STYLE INTERIOR• AIRSHOW 410 PASSENGER INFORMATIONSYSTEM

• HONEYWELL CABIN ENTERTAINMENTSYSTEM

• ONE 15” MONITOR • DVD PLAYER• HONEYWELL PRONTO CABINENTERTAINMENT REMOTE

• AIRCELLAXXESS IRIDIUM PHONE SYSTEMW/2 HANDSETS

• LED READING AND WASH LIGHTING SYSTEM• TIA MICROWAVE • TIA COFFEE MAKER• 9 PASSENGER CONFIGURATION INCLUDES6 CHAIRS AND A 3 PLACE DIVAN

• SIDE FACING JUMPSEAT • AFT LAV


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406


1991 Falcon 50

Florida Jet Falcon 50 April 14/04/2014 17:32 Page 1

SHOWCASE


AXIOM AVIATION Inc.26380 Curtiss Wright Parkway Suite 106

Richmond Heights, Ohio 44143

Tel: +1 216-269-3631Email: [email protected]

2010 Gulfstream G550Serial Number: 5294Registration: VT-TMSAirframe TT: 1218Landings: 445

• One owner since new• Low time, well maintained• BBML Hi Speed Internet• SAT TV• Custom Interior• Enhanced Nav• Synthetic Vision• Forward Galley• Forward Crew Comm Area• Forward Crew Lavatory

EnginesRolls Royce BR 710C4-11 Enrolled on RollsRoyce Corporate CareSerial Numbers: LH: 15687 RH: 15676Hours/Cycles: 1218/445 1218/445APUHoneywell GRT RE 220 Enrolled on MSPSerial Number: P-627Total Time Since New: 884 hoursAvionicsHoneywell PlaneView™ Avionics Suite withCertification Foxtrot including:Four (4) 13x10-inch LCD Electronic Display SystemDual AutothrottleTriple Honeywell AV-900 Audio PanelsKollsman Enhanced Vision System IITriple Honeywell AZ-200 Air Data ModulesHoneywell Primus 880 Color Weather Radar w/Turbulence Detection

Dual Honeywell RT-300 Radio AltimetersHoneywell Enhanced Ground Proximity WarningSystem (EGPWS) -w/ Windshear Detection

Honeywell MT-860 Third Nav/Comm CabinetTriple Honeywell Navs with FM ImmnunityHoneywell ADFsTriple Honeywell Epic Planeview Flight ManagementSystems (FMSs)

Triple Honeywell LASEREF V Micro-InertialReference Systems (IRSs)

L3 Radio Magnetic Indicator (RMI)L3 Standby Attitude/Altitude/Airspeed IndicatorDual Mason Cursor Control DevicesInteriorVestibule: Forward full size RH galley withMicrowave, Warming oven, Cooling compartment,Ice drawers, Aerolux Espresso/Coffee maker. LHCrew Communication Compartment with sidewallmounted phone and berthing capability. LH CrewLavatory with fold down sink, 7” monitorForward Cabin: Four place club seating with twofold out tables, master entertainment, lighting andheating controls at RH # 2 seat. Remote controlstorage, HDMI port, 7” monitor at each seat, RHand LH 20” LCD monitors on FWD bulkheadsMid-Cabin: Four place club seating with two foldout tables, 7” monitor at each seatAft Cabin: RH Four place Divan, LH single seatwith fold out table and 7” monitor, 20” LCDmonitor on Aft LH BulkheadAft Lavatory: Full size lav, RH and LH storageclosets, Bidet sprayerOptionsCabin Customization. Recliner Type leg rests.Manual/electric lumbar support

Axiom Aviation March 15/04/2014 17:58 Page 1

Serial Number: 560-6019Registration: N193SBAirframe TT: 2400Landings: 2130

EnginesEngine Cycles Since New 1819/1819APU Since New 500Cessna Power Advantage+Cessna ProPartsAvionicsCollins Pro Line 21 Avionics 4 Tube EFISDual Collis AHC-3000 AHRSDual Collins ADC-3000 Air Data ComputersDual Collins CCP-3310 Cursor Control PanelsCollins IFIS-5000 (Weather & Charts)Collins TTR-4000 TCAS IIDual Collins FMS-3000Collins FMS Performance DatabaseWAAS w/ FMS 4.0 Software & V SpeedsDual Collins GPS-4000S (12 Channel)Dual Collins RTU-4000 Radio Tuning UnitsDual Collins NAV-4500 Navigation ReceiversDual Collins TDR-94D Mode S TranspondersCollins DME-4000Collins AALT-4000 Radio AltimeterXM Satellite WeatherL3 Communications FA2100 CVRDual FSU 5010Mark V EGPWS w/RAASCollins WXR-850 Turbulence Doppler Weather RadarJeppesen Electronic Charts

EquipmentLead Acid Battery77 Cu. Ft. Oxygen BottleFour (4) 110VAC Cabin OutletsTwo (2) 110VAC Cockpit OutletsFwd LH Refreshment Center w/ Tambour Doors,Additional Soda Storage & Pull-out PolyStoneWork Surface

Aft Vanity & Baggage Smoke DetectorsMonorail SunvisorsExternal Serviceable Lav10.4" Video Monitor mounted in RH Fwd Cabinet2 Executive Tables & 2 Slimline Tables w/LeatherInserts

Airshow 4000 Plus w/ Rosen Flight View MovingMap System

Removable Aft Belted LH Side Facing SeatAft RH Magazine RackExteriorSnow White with Platinum Metallic, Tibetan GoldMetallic & Ming Blue II Metallic Accent StripesInteriorSeating / Layout: 2+9 Center Club Configurationfeaturing Two Forward-Facing Aft Seats, aForward Two-Place Divan located across from theentry way, and a Left-Hand, Side-Facing Seat(located across from the Potty) serves as theninth seat. Materials / Colors: Seats are coveredin island sand beige leather with matching carpet,headliner and window reveals; crew seats featuresheepskin covers; the cabinetry, side ledges andtables are finished in a high-gloss wood veneer;the aft divider is completed in mirror bronze(upper) and high gloss veneer (lower); allhardware is finished in satin champagne gold

SHOWCASE


Tel: +1 (0) 336.793.8451Fax: +1 (0) 336.722.7585Cell: +1 (0) 336.971.2134Email: [email protected]

2009 Cessna Citation XLS+

Carolina Jets May 16/04/2014 14:46 Page 1

SHOWCASE

Serial Number: 435Airframe TT: 675

• Only One Owner and 675 Hours Since New• Garmin G-1000 Flight Deck• RVSM Equipped• Garmin GDL-69A data-link XM/WXweather

• On new Socata Maintenance Program• Annual Inspection complied with bySocata Aircraft April 2014

EnginesPRATT & WHITNEY PT6A-66D (3000 HOUR TBO)Propeller ModelHARTZELL 4-BladedAvionics• 2 GMA 1347C Dual digital audio controller withintegrated marker beacon receiver, intercom andpublic address capability on outer side for pilotand co-pilot side

• 1 Sennheiser HMEC25 noise attenuatingheadset with ship-power connection

• 2 GDU 1040A, 10'' PFD display with three axisflight dynamics, air speed, altitude, vertical speed,HSI w/ perspective modes, turn, bank side slip,NAV/COM frequencies indication and APannunciation

• 1 GDU 1500 15'' multi-function display withengine (w/ optimum TRQ setting display),pressurization, electrical, fuel, flaps and trimsindication, Crew Alerting System (CAS),checklist, aircraft synoptic and super largenavigation mapping system

• 2 GIA 63W Nav/Com/ILS/WAAS GPS• 2 GEA 71 Engine and airframe interface unit• 2 GRS 77 Attitude and Heading ReferenceSystem (AHRS)

Advanced Position and Traffic AwarenessPackage• RVSM data package• GTX 33 Mode S transponder (#2)• KRA 405 B Radar Altimeter displayed onGDU 1040As

• TAWS-B, class B TAWS worldwide database• KTA 810 Traffic Advisory System (TAS)• KN 63 DME displayed on GDU 1040As• Electric pitch and rudder trims on co-pilotcontrol wheel

• Co-pilot side map light and approach plate holderOnboard Weather Package• WX 500 Storm-scope displayed on G1000 displays• GWX 68 digital four color weather radar - 10''antenna

Deluxe Leather Package• 6 genuine leather seats with adjustable backrestsand folding armrests

• Genuine leather upper side panels• Satin-brass trimming of individual fresh-air vents andreading light ring

Miscellaneous• GDL 69 A data-link XM/WX weatherinformation and XM audio infotainment(US Coverage Only)

• Chart view option for GDUs• Pulse light anti-collision system

2008 TBM 850


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

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

CAI TBM 850 May 14/04/2014 17:36 Page 1

Serial Number: 20138Registration: TC-ISRAirframe TT: 3493Landings: 1410

• Camp Systems Maintenance Tracking Program• Engines on MSP• Rockwell Collins/VHF4000• 8.33 COM• MNPS• RNP5• RNP10• FM Imunity

Airframe & Engines3493 hours, 1410 Cycles. Camp SystemsMaintenance Tracking Program. Engines: MSPMaintenance Program. Left Engine: # P118393 -AS907, 3400 TT, 1376 Cycles. Right Engine: #P118396- AS907, 3493 TT, 1410 Cycles.APU - MSP Maintenance Program, GTCP36-150BD, P-246, 2180 hours

AvionicsFLT DIR., Auto Pilot, EFIS AFD-5220 4, VHFCOM ROCKWELL COLLINS / VHF4000 3, NAVROCKWELL COLLINS / NAV 4000 1, XPNDRROCKWELL COLLINS / ATC MODE S 2, ADFROCKWELL COLLINS / NAV 4000 1, DMEROCKWELL COLLINS / DME 2, FMSROCKWELL COLLINS / FMC 5000 2, GPSROCKWELL COLLINS / GPS 4000A 2, AFIS,SATCOM ICS-200 1, HF COM ROCKWELLCOLLINS / HF-9031A 2, SELCAL RIU-4000 2,FFONE, RADAR XMWR-1000 1, RAD ALT

ALT-4000 1, TCAS I or TCAS II or TTR-4000 1,TCAS II Chg7, GWPS or EGWPS, LR-NAV, FDRA145, CVR A129 (120M) 1, ELT ARTEX ELTC406-N 1

Additional EquipmentNavigation ComplianceRVSM8.33 COMFM ImunityMNPSRNP5RNP10

Interior9 seats certified for occupancy during taxi, takeoffand landing

Price: $10,900,000 ~ BEST OPPORTUNITY!

SHOWCASE

2007 Challenger 300


Global Jet MonacoFlorian Van Der Cruyssen, Aircraft Sales Director,L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@

globaljetmonaco.comwww.globaljetconcept.com

Global Jet Challenger 300 May 16/04/2014 10:41 Page 1

SHOWCASE

Serial Number: 5733Registration: G-MACOAirframe TT: 1772Landings: 676

• Camp Systems Maintenance Tracking Program• Collins Pro-Line 21 Avionics Suite• Dual Collins VHF 4000 with 8.33 Spacing Radios• Dual Collins Nav 4000 with FM immunity• RVSM Capable• Collins HF 9000 with Coltech Selcal• Collins TCAS 4000 system TCAS II withchange 7

• No Damage History

Airframe & Engines1772 TT, 676 Cycles. General Electric CF34-3B.Engine#1: 1586.45 hrs/617 cycles.Engine#2: 1586.45 hrs/617 cycles.APU: Honeywell GTC-36-150(CL) 1541 hrsAvionicsCollins Pro-Line 21 Avionics Suite, Dual CollinsVHF 4000 w/8.33 spacing radios, Dual CollinsNav 4000 w/FM immunity, Dual Collins FGC 3000Flight Guidance Computers: single A/P systemautopilot, Dual Collins TDR 94D w/enhancedsurveillance txps, Dual Collins DME 4000, DualCollins ADC 3000 RVSM Capable, Dual CollinsFMS 6000 w/dual GPS 4000A receivers, CollinsHF 9000 w/Coltech Selcal, Collins TWR 850Turbulence Weather Radar, Collins Alt 4000 RadAlt, Collins TCAS 4000 system TCAS II withchange 7, Honeywell Mark V EGPWS w/windshear detection, Solid State two hour CVR,Fairchild FA 2100 FDR, Artex C406-2 ELT

Additional EquipmentIridium Satcom with dual handsets, WiFi, AirshowASX, Microwave Oven, Personal monitors, LEDcabin lighting with lighting assistant, Sleeps up to5 (1 double bed & 3 single beds)

Interior9 seats certified for occupancy during taxi, takeoffand landing. Appointed in the classic Challengernine passenger seating arrangement, anddelivering incomparable style and comfort, thisaircraft features seating in glove soft tan leathers,complemented with matte birds eye veneers andtaupe carpet.Passengers enjoy a four place clubconfiguration forward and a two place clubopposite a three place divan aft. Productivity ismaximized in flight with fold out executive writingtables, iridium Satcom and electrical outlets.Fixtures in satin nickel plating and beige sidewallsall enhance the passenger experience.Entertainment and relaxation is provided throughthe forward and aft mounted 18” flat screenmonitors, Airshow ASX and dual CD/DVDcombination players. An efficient forward galleyincludes hot pot, microwave oven, ice drawer andabundant storage. The externally serviced, private,aft lavatory features a vanity mirror, sink, storagecabinet and drawers. AFT Cabin: A 3 seats, fullybreathing divan & opposite of 2 club seats

ExteriorWhite Exterior

Asking price $15,500,000VERY GOOD OPPORTUNITY!


2008 Challenger 605




Global Jet Challenger 605 May 16/04/2014 10:46 Page 1

SHOWCASE

Serial Number: 5018Registration: N818RFAirframe TT: 3375Landings: 1021

• Beautiful G550 in a good condition• Extended cabin without crew rest• Automatic Flight Guidance System• Visual Guidance System• Triple VHF Communications 8.33 kHz• Fwd cabin club 4 seats• 18 seats Certified for Taxi, Take-Off and Landing

Airframe & Engines3375 Hrs & 1021 Cycles. Rolls-Royce:BR710C4-11. S/N: 15139/15138,3375/3375 Hrs, 1021/1021 Cycles.Next major check: 4000 hrs. APU: HoneywellRE220GV, S/N: P-328, on MSP, 3430 hrs,Next major check: 2014. Last major check: Dec.2013, Next major check: Dec. 2014

AvionicsAutomatic Flight Guidance System, Triple InertialReference System, Two 24-channel GlobalPositioning System (GPS), Visual Guidance System- Heads-up Display (HUD), Enhanced VisionSystem (EVS) - Forward Looking Infrared Camera,Data Transmission and Auto-Calling: FacsimileSystem, MCS-7000 SATCOM system, DualEnhanced Ground Proximity Warning System(EGPWS), 60 Hertz Power System, Dual HFTransceivers, Triple VHF Communications 8.33kHz, Dual ATC transpondeurs / TCAS 2000, TrafficCollision Avoidance System / TCAS 2000,

Color Weather Radar, MagnaStar C-2000 radiotelephone system, Flight Management System -FMS, Flight Data Recorder System and CockpitVoice Recorder

Additional EquipmentOne main galley/bar that includes a coffee maker,micro-wave oven, thermal oven and hot cup. Aforward L/H coat closet and entertainmentcabinet. Fwd cabin club 4 seats. Mid cabin club 2seats and a 4 place divan. A dining area with 2double seats. 3 Place divan in aft cabin with asingle seat and console table. Vanity and toiletlavatories, with sink, soap dispenser, shelves andmirror. 17», 14» and 5.6» LCD monitors, DVD &CD player, Cabin Stereo Equipment, Display cabin- Airshow 400, Wireless LAN network systemwith shared network printer

InteriorOnce again, the cabin atmosphere created byGulfstream Aerospace shows the main aim of itsconception: the permanent consideration of thepassenger and his comfort. Great care have beentaken in selecting and matching finishes andcolors to highlight the interior. Soft forms havebeen used to increase the feeling of warmnessproduced by the mix of beige colors of seats andthe wood

ExteriorWhite with a black belly and several stripes on thefuselage

Price: $29,500,000






Global Jet Gulfstream G550 May 16/04/2014 10:47 Page 1

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

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

[email protected]

Cessna CitationUltras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMSSystem

Honeywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

INTERIORSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

EXTERIORRecently completed Permaguardsealed Exterior

MAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

J Hopkinson 2 October 18/02/2014 12:07 Page 1

Bromma Air Sales presents following aircraft for sale. Please do not hesitate to contact us if you need more information about these objects or visit www.bamsales.aero

ONE STOP – ONE SHOP

2007 Citation Mustang sn 49, Pwr Adv+ and Pro Parts. EU Ops 1979 Citation IISP, 2.550 SMOH. Very high Maintenance Status!

Bromma Air Sales ABHangar 4, Stockholm Bromma Airport, 168 67 Bromma, Sweden. Phone: +46 8 566 190 00, fax: +46 8 566 190 90Direct phone; Gunnar Samuelsson: +46 708 80 44 77, Jonas Sundberg: +46 708 19 64 62. Web: www.bamsales.aero

BAM SALES – SCANDINAVIA’S PREMIER VIP HANDLING COMPANY!

Please visitwww.bamsales.aerofor more details!

2008 Citation XLS sn 5807. Pwr Adv+ and Pro Parts. EU Ops

FALCON7X

WANTED!


Marketplace

Capital Jet GroupPrice: $1,950,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5875

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors

Hawker 800A Tel: +1 703-917-9000 E-mail: [email protected]

Capital Jet GroupPrice: $3,950,000 USD

Year: 2005

S/N: 258723

Reg: M-YCEF

TTAF: 4,219

Location: USA

Hawker 850 performance for 8 passengers in a turn-keypackage. HBC Winglets. Dual File-servers. 2012 paintand interior. MSP for engines and APU. Fresh 8 year/48month inspections at Duncan Aviation. Fresh Engine CoreOverhauls. No Excuses, no projects. Make an offer soon.

Reduced to $3,950,000 USD

Hawker 800XPi Tel: +1 703-917-9000 E-mail: [email protected]

Premier AviaPrice: Please Call

Year: 1987

S/N: 49412

Reg: P4-AIR

TTAF: 45683

Location: Switzerland

Nineteen seats. Aft owner’s private stateroom with a doublebed and private lavatory. 2 forward crew rest areas. Galleywith three refrigerators. Three 42”, two 32”, two 20”, two 15”video monitors. Maximum range 7000km(3780nm).Additional Fuel Tanks System, composed of eleven auxiliaryfuel tanks (2200 gal or 6680 kg). One original aft auxiliaryfuel tank (784 gal or 2374 kg). AC meets requirements forRVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16Vol1 Ch4. Iridium ICS-200 Satcom.

McDonnell Douglas MD-87 Tel: +7 985 762 9787Email: [email protected]

Sapphire InternationalPrice: Please call

Year: 2002

S/N: 750-185

Reg: N750DD

TTAF: 2832

Location: USA, FL

Honeywell Primus 2000 Avionics, CAMP Systems, All SBsand ADs up to date on ProParts. Engines: Left /Right Description: Rolls-Royce AE3007C1/Rolls-RoyceAE3007C1,Engine Program:Corporate Care,Total TimeSince New: 2832 Hours,Total Cycles Since New: 1885Cycles ,Engine Program, Corporate Care, 8 Passengerinterior plus Belted Lav. Leather seats Reduced Price!

Cessna Citation X Tel: +1 (561) 753 5353 E-mail: [email protected]

Cooper/T. SmithPrice: $1,450,000 USD

Year: 1988

S/N: 258139

Reg: N218AD

TTAF: 8150.2

Location: USA

Landings 5687, Honeywell avionics, 5 Tube EFIS, AFIS,SPZ 8000 DIFCS, Primus 870 Weather Radar with LightningSensor, DUAL LASEREF ll Inertial Reference Units, Interior:Leather seats in neutral colors with Berber carpet, Rear 4place club, Forward 3 place couch on the left, Paint: ByDuncan Aviation Battle Creek MI. completed on 01-FEB-2005, Matterhorn White, Astro Blue, English Blue

Hawker 800 Tel: +1 251-454-2161E-mail: [email protected]

P149-153 16/04/2014 14:37 Page 2


Marketplace

Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF:

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

Keystone AviationPrice: Please Call

Year: 2001

S/N: BB-1767

Reg: N441AL

TTAF: 2,592

Location: USA

Aircraft is excellent condition, w/ no known damage history.Equipment includes: Collins EFIS-84/ Pro Line II, TAWS,TCAS, ADF, BLR Winglets w/ Extended Boots, Raisebeck 4-Blade Quiet Turbofan Props, Ram Air Recovery, EnhancePerformance Leading Edges, Nacelle Wing Lockers, CatSoft Touch Tires, Heated Brakes, Auto Feather, Prop Synch,Frakes Stacks, Stainless Steel Fasteners, Dual DoorCables, Electric Cabin Heat, Aft Blower. Hots JAN 2013,Gear June 2013

King Air B200 Tel: +1 801-933-7509 E-mail: [email protected]

P149-153 17/04/2014 12:58 Page 3


Marketplace

BAS GmbHPrice: US$ 8,495,000

Year: 07/2004

S/N: 20004

Reg: D-BFJE

TTAF: 5,991

Location: Germany

New Paint and Interior Dec 12, 96 mths. done 12/2012;Airframe and Engines on MSP and Smart Plus; No DamageHistory; only one Owner since new; CVR/FDR; SATCOM,Airshow with DVD; Microwave, Coffee Maker; 8 Pax ClubSeat Config; belted Toilet Seat; CAT II; MNPS; In and Outlike new

Challenger 300 Tel: +49 7403 914 04 66E-mail: [email protected]

www.basjets.com

BAS GmbHPrice: US$ 700,000

Year: 1982

S/N: 1066

Reg: D-BSNA

TTAF: 10,392

Location: Germany

Interior + Exterior new in 2009, 11 Pax Club Seat andConference Configuration; Airshow; Cabin EntertainmentSystem; dual FMS; CVR/FDR; dual Collins TDR (Mode S);Triple Collins VHF; Coffee Maker; Oven; MSP; CAMP;RVSM; No Damage History

Challenger 600 Tel: +49 7403 914 04 66E-mail: [email protected]

www.basjets.com

BAS GmbHPrice: US$ 3,150,000

Year: 1995

S/N: 5173

Reg: D-AKUE

TTAF: 7,596

Location: Germany

Exterior 2008; 11 Pax Club Seat and ConferenceConfiguration and Divan; Airshow; RVSM, B-RNAV; TailTank; CAMP; dual FMS; CVR/FDR; HF/SELCAL; ELT; dualCollins TDR (Mode S); No Damage History; Fresh6/12/24/48/60 /120 Months Inspection Package (due11/2014)

Challenger 601-3R Tel: +49 7403 914 04 66E-mail: [email protected]

www.basjets.com

International Jet Markets, Inc.Price: Make Offer

Year: 1992

S/N: 259010

Reg: N52SM

TTAF: 5400

Location: USA

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9Pax Interior, Well maintained, 2 Corporate Owners,Replaced & excess to needs

$2,450,000.00 but Make Offer

Contact: Bill PilkerMobile 1-770-330-2691

Hawker 1000A Tel: 1-850-213-3218 E-mail: [email protected]

Asia Corporate Jet Pte., LtdPrice: Make offer

Year: 2005

S/N: 5626

Reg: N787LG

TTAF: 2569

Location: Singapore

Low time CL604, GE On-Point, SmartParts and MSP. 12 paxconfiguration with dual aft divans. Fresh Gear and 96MInspection

Bombardier Challenger 604 Tel: +65 97 335 058 E-mail: [email protected]

P149-153 17/04/2014 10:17 Page 4


Marketplace

Thomas Jets LLCPrice: $495,000 USD

Year: 1984

S/N: 409

Reg: N629WH

TTAF: 5102

Location: USA

This no damage, RVSM compliant aircraft, is an excellent,late model Westwind II, Flight Director: Collins FDS-85, AutoPilot: Collins APS-80, Comms: Dual Collins VHF-20B, ADF:Collins ADF-60A, Keith Freon Air, Airshow 200, WirelessHeadsets, The cabin is equipped with five individualexecutive seats and a forward three place couch. The fullyenclosed lavatory, located in the rear of the cabin, has abelted flushing potty and sink. Seats and couch wasrecovered 2013. Good condition. Feb 2005

Westwind II Tel: +1 (613) 991 2935 E-mail: [email protected]

www.thomasjets.com

Thomas Jets LLCPrice: $2,895,000 USD

Year: 1986

S/N: 168

Reg: N514MB

TTAF: 5750

Location: USA

Landings: 3268, This is an exceptional, low time Falcon 50with excellent maintenance status and history. 4C &Corrosion Protection Control Program (CPCP) compliedwith August, 2013, New Paint, MPI’s (Weststar Alton, IL),Gear Overhaul August, 2011. New paint August, 2013(Weststar Alton, IL) Excellent Condition. Six Individual GreyLeather Seats With a Three Place Divan and Jump Seat,Keurig Coffee Maker, Sony DVD Player, CD and Pull OutWide Screen LCD Monitora

Dassault Falcon 50 Tel: +1 (613) 991 2935 E-mail: [email protected]

www.thomasjets.com

Thomas Jets LLCPrice: $550,000 USD

Year: 1981

S/N: 345

Reg: N345TR

TTAF: 10,190

Location: USA

This no damage, RVSM compliant aircraft, is an excellent,late model Westwind II. 35 hours since “C” Check Oct, 2013Trimec Aviation, 800 hour structural “B” complied with,Keith Freon Air, Titanium Tail Hinge, B & D Cabin Display,Davtron Clock M 811-B, The cabin is equipped with fourindividual executive seats and a forward three place couch.There is a forward refreshment center with ample storagespace

Westwind II Tel: +1 (613) 991 2935 E-mail: [email protected]

www.thomasjets.com

MJET GmbHPrice: Make offer

Year: 1992

S/N: 11403

Reg: OE-IIB

TTAF: 30935

Location: Austria

Retrofitted to Executive/V.I.P. configuration - first quarter of2007; 28 passenger seats;- AFTS (additional fuel tank system) - 4,800 km(~ 2,600 nm) range;

- CAMP Maintenance Management System; - Honeywell Entertainment & Environment ManagementSystem (DVD, VCR, CD players, LCD Displays, cabintemperature & lighting controllers);

- Satellite Phone System (Aircell)

Fokker 100 Executive Jet Tel: +43 (0) 1 706 2700 720 E-mail: [email protected]

GCSurplus.caPrice: USD$2,500,000

Year: 2003

S/N: 1065

Reg: C-GFOX

TTAF: 4927.8

Location: Canada

Available via Online Sealed Bid Auction. - GCSurplus <br>Minimum Bid: $2,500,000 CDN. End date May 1st,2014<br>Full specs available contact: Adam Clarke <br>+1 613-991-2935 / +1 613-854-9769

Piaggio Avanti P180 Tel: +1 (613) 991 2935 E-mail: [email protected]

P149-153 16/04/2014 14:45 Page 5

Advertiser’s Index21st Century Jet Corporation ...............................154Aero-Dienst ...............................................................135AeroSmith/Penny............................................130-131AIC Title Services ....................................................117Albinati Aeronautics............................................... 134AMSTAT .....................................................................124Aradian Aviation..........................................................83Aviation Advisors .....................................................136Aviatrade...........................................................119-120Avjet Corporation.................................................56-57 Avpro ......................................................................10-14Axiom Aviation ..........................................................141BAM............................................................................148Bell Aviation...........................................................42-43Bombardier..................................................................25Boutsen Aviation ........................................................71Carolina Jets .............................................................142Central Business Jets .............................................155Charlie Bravo ..............................................................31Conklin & de Decker ...............................................109Corporate Aircraft Photography..............................97

Corporate AirSearch Int’l................................88, 143 Corporate Concepts...........................................54-55Dassault Falcon Jet Europe..........................2-3, 139Donath Aircraft Services ..........................................39Duncan Aviation..........................................................49Eagle Aviation..............................................................81Elliott Aviation..............................................................33Florida Jet Sales ......................................................140Freestream Aircraft USA....................................28-29 General Aviation Services........................................59Global Jet .........................................................144-146Gulfstream Pre-Owned ......................................36-37Innotech-Execaire.......................................................95Intellijet International .................................................6-7Intercontinental A/C Group .....................................91Jet Alliance ................................................................138Jet Support Services (JSSI) .......................................5JetBrokers..............................................................62-63 Jetcraft Corporation....................................34-35, BCJeteffect ........................................................................69JETNET......................................................................114John Hopkinson & Associates ........................51,147

Leading Edge Aviation Solutions...........................73Lektro ............................................................................97MEBA ...........................................................................85Mente Group....................................................... 137Mesinger Jet Sales........................................FC,19-21NBAA Corporate .....................................................126Northern Jet Management.............................127-129OGARAJETS........................................................26-27Par Avion................................................................44-45PremiAir Global Aircraft Sales ................................93Rolls-Royce..................................................................47Sojourn Aviation ...................................................66-67Southern Cross Aviation ........................................113Sun Jet International.......................................132-133Survival Products.....................................................118Tempus Jets.................................................................23The Jet Business ........................................................53The Jet Collection ......................................................41Universal Avionics ......................................................99VREF Aircraft Values ..............................................118Wright Brothers Aircraft Title ................................107

World Aircraft Sales (USPS 014-911), May 2014, Vol 18, Issue No 5 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.


Marketplace

Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Darren WilliamsPrice: £615,000 excl VAT

Year: 2001

S/N: 1236

Reg: G-ISSY

TTAF: 2615

Location: United Kingdom

UK delivered, one owner from new. Eurcopter UK VIP spec,flotation equipment. Sold with fresh 12yr check & new paintof choice. Engine has 12yr calendar life remaining

Eurocopter EC 120B Tel: +44 (0) 7921 949 147 E-mail: [email protected]

Beechcraft GmbHPrice: Please Call

Year: 2012

S/N:

Reg:

TTAF: 892

Location: Europe

N-Reg, Pro Line21, 2xHF-9000, 2xFMS-6000, 2xTDR-94DXPDR, TCAS II, RVSM capable, SSFDR, Aircell &Highspeed Internet, on JSSI, with several Warranties –Aircraft like new!

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

P149-153 16/04/2014 17:20 Page 6

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values thanthe competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

21st Century March 19/02/2014 17:14 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Gulfstream IISP SN210 * 2000 Gulfstream V w/ 5800 TT on RRCC* Falcon 900EXy SN238 (Lease Only)

FALCON 900B SN 155Always US Owned, 6400 TT, MSP Gold, Forward

& Aft Lavs, Dual Aft Couches

FALCON 900C SN 194Single Owner, 3850 Total Hours, 2060 Cycles,

MSP Gold, Standard Interior w/ Dual AftCouches, FWD & AFT Lavs.

FALCON 20F SN 470 - FALCON 900CENGINES & APU MOD

7827 TT / 5009 Landings, MSP Gold, Collins Proline IIEFIS Cockpit, Dual Collins Radio Tuning Units,

Dual Universal 1L’s w/WAAS, ETC

GULFSTREAM G200 SN 1991960 TT / 1040 Landings, ESP Gold, Meets all EASA /

JAR OPS Requirements, Impressive List of Optionsincluding Aerial View Camera

www.cbjets.com

FALCON 50EX SN 2552 Midwestern Owners Since New, MSP Gold, Dual

Laseref, Dual NZ2000's, Satcom

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,

Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EXInterior New 2010

Celebrating 30 Years!

2000 GULFSTREAM V SN N33MOf fered by Original Fortune 100 Corporation, Over40+ Year History as a Fleet Operator of GulfstreamAircraft, Honeywell Satcom with Wifi, Immaculate

Maintenance, RRCC Engine Program

FALCON 900EXy SN 121Single Owner, Former Falcon Demonstrator, MostSystems are Triple, 2529 Total Hours, FWD & AFT

Lavs, AFT Cabin Divider, MSP Gold

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique CBJets.com

CBJ May_CBJ November06 15/04/2014 10:30 Page 1

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

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around.

As anyone in aviation knows,

is an art.

AVOIDINGTURBULENCE

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2010 Agusta A109 Power2001 Airbus A319CJ2010 Challenger 3002007 Challenger 850ER2006 Citation XLS2002 CRJ 200LR2004 Falcon 2000EX EASy2009 Global 50002015 Global 5000

2015 Global 60002005 Global Express2009 Global XRS2001 Gulfstream G2002008 Gulfstream G4502011 Gulfstream G5501990 Gulfstream IV2008 Hawker 900XP2008 Lear 60XR

2011 ChALLENGER 605 - SN 58551,274 Hours; 531 Cycles - 12 Passenger Configuration Engines Enrolled on GE OnPoint

2007 FALCON 900DX - SN 614C Check Currently in Progress in TAG Aviation Geneva Engines and APU on Honeywell MSP Gold

2007 GLOBAL XRS - SN 9234New to Market - Unique Highly Optioned Cabin Bombardier Gold Interior Edition

2007 GLOBAL 5000 - SN 9226Engines & APU Enrolled on JSSI Airframe on Bombardier Smart Parts Plus

2007 ChALLENGER 300 - SN 20135Immediately Available - Fully Programmed 2,042 Hours; 1,494 Cycles

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