AvBuyer Magazine January 2016

AVBUYERB U S I N E S S A V I A T I O N I N T E L L I G E N C E

January 2016

™

Aircraft Comparative Analysis –Gulfstream G550

Avionics Connectivity(New Series)

Pre-Purchase Inspections

THIS MONTH

www.AVBUYER.com

Aircraft Registration Services forPrivate & Commercial Operations.

Compliance. Safety. Service.See pages 18 - 19 for further details

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n mid-December, about two weeks priorto this issue of AvBuyer reaching its glob-al readership, representatives from 195countries met in Paris, France and agreed

emphatically to lower greenhouse emissions toslow global warming. That unprecedentedaccord may be the most significant game-changer since the Industrial Revolution! Itsimpact on Business Aviation should not beoverlooked.

Aside from acknowledging that energysources must transition from fossil fuels such ascoal and oil to renewables such as solar, windand possibly nuclear power generation, theParis pronouncements represented a monu-mental change in world attitudes on the needto address climate change. All participatingnations, including China and other emergingnations, accepted the real threat caused by ris-ing average temperatures and the relationshipbetween global warming and use of petrole-um products.

The negotiators in Paris were particularlywise; well in advance of the conference theydid their homework and developed positionssupporting positive action. They also struc-tured the deal around voluntary alignment thatembraced measures designed to empowerpeer pressure, rather than legislative regula-tions from countries such as the USA wheresome in Congress oppose rulings that mightimpact the activities of favored constituents.This climate deal is different—it prepares theway to monumental change.

Until some yet-to-be-designed means ofnuclear or electric propulsion is devised, avia-tion will be dependent on oil. Furthermore, ascompanies expand commerce throughout theglobe, the demand for air transportation willgrow—including the need for corporationsand entrepreneurs to develop new marketsusing Business Aviation. Finding a balancebetween facilitating aviation and respondingto widespread cries to cut the use of petrole-um will be challenging. Acceptance ofBusiness Aviation as a necessary form of trans-portation will be impacted by public percep-tion and misunderstanding about the value of

business aircraft. In addition to hearing calls forless use of fossil fuels, our community will bepressured by policy-makers who would like torestructure the air traffic control system, (espe-cially in the USA) in ways that appear to favorScheduled Airlines while discounting (if notignoring) the role of Business Aviation. Theneed to communicate the value of BusinessAviation has never been greater.

Today’s aircraft, airliners as well as businessjets, are efficient users of fuel. Aviation in all itsforms is essential for global and domesticcommerce. Spread the word—BusinessAviation is an enabling technology for eco-nomic expansion and constructive growth.

In This IssueAvBuyer launches the New Year with its com-prehensive coverage of Need-to-KnowIntelligence for active participants in theBusiness Aviation community. Our authorsaddress key market indicators that surfacedduring the waning months of 2015 and offertheir insights going forward, and Jay Mesingerlooks at the near future from the perspectiveof the Great Recession.

Considering recent news, Stuart Hope’sBoardroom primer on Terrorism Risk Insuranceis particularly relevant.

For Flight Department Managers, KenElliott’s examination of aircraft connectivity andhow best to capitalize on the rapidly-changingtechnology of ‘Connected Aircraft’ providesinsights that shape expectation for the ‘Officethat Moves’. And the January issue of AvBuyercontinues its coverage of operator case stud-ies, while Mario Pierobon reviews ground han-dling safety and Robert Drover outlines thePre-Purchase Inspection process.

Bjorn Naberhuis examines the activities ofEuropean BizAv within our Community sectionthat contains a variety of other industry newsand updates.

Jack OlcottEditorial Director & PublisherAvBuyer -Your source for Business Aviation Intelligence

IThe Earth Moved

4 AVBUYER MAGAZINE – January 2016 Aircraft Index see Page 145www.AVBUYER.com

WelcomeEditor’s EDITORIALEditorial Director / Publisher

J.W. (Jack) Olcott1- 201 572 9284

[email protected]

Commissioning & Online EditorMatthew Harris1- 800 620 8801

+44 (0)208391 6777 [email protected]

Editorial Contributor (USA Office)Dave Higdon

[email protected]

Consulting Editor Sean O’Farrell

1- 800 620 8801+44 (0)20 8391 6779

[email protected]

ADVERTISINGLinda Blackburn (USA Sales)

1- 614 418 [email protected]

Lise Margin (USA Sales)1-703 818 1024

[email protected]

Maria Brabec (European Sales)+420 604 224 828

[email protected]

Karen Price1- 800 620 8801

+44 (0) 208391 [email protected]

STUDIO/PRODUCTIONHelen Cavalli / Mark Williams

1- 800 620 8801+44 (0)208391 [email protected]@avbuyer.com

CIRCULATIONBarry Carter

1- 800 620 8801+44 (0)208391 [email protected]

AVBUYER.COMMichael Myburgh

[email protected]

Emma Davey [email protected]

MANAGING DIRECTORJohn Brennan

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The Team at AvBuyer wishes you all a Peaceful & Prosperous New Year!

Editor Welcome Final.qxp_JMesingerNov06 16/12/2015 11:52 Page 1

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Editorial Focus

Flight in the Slow Lane: What is the state of play for used aircraft

sales as we enter 2016? What are the goodand the bad spots? Dave Higdon summarizes.

40


Living the Dream:Building communities with the aid of

BizAv, Roberts Resorts & Communities has enjoyed a successful expansion -

thanks to its PC-12.

54

100

76Pre-Purchase Inspections: How can you anticipate and navigate

the complex process of the pre-purchase inspection successfully? Find out here...

Comparative Analysis – Gulfstream G550

How does Gulfstream’s G550 square up against Dassault’s

Falcon 7X? Read on…

Contents Layout Jan16.qxp 16/12/2015 12:09 Page 1

ContentsVolume 20, Issue 1January2016

January 2016 – AVBUYER MAGAZINE 9Advertising Enquiries see Page 4 www.AVBUYER.com

B U S I N E S S A V I A T I O N I N T E L L I G E N C E

❚ BizAv Intelligence24 Business Aviation Market

Analysis: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent

46 Used Aircraft Sales Trends: Vref’s Fletcher Aldredge discusses adjusting to a ‘darn-near’ mutated marketplace moving into 2016

48 An Industry Perspective of2016: What lies ahead for theused business aircraft market in2016? Jay Mesinger offerssome thoughts…

❚ Boardroom56 Flight Department

Management: Goals must be set for all business units. What are the KPIs to establish for your company’s flight department?

60 Right-Sizing: It seems to be taking hold in many sectors including aviation, but what is the right reason for right-sizing,and what are mere knee-jerk reactions?

64 Planning for Section 179 Uncertainties: What will happento equipment expenses and deductions for 2015? Attorney Chris Younger reviews…

66 BizAv and TRIA: Business aircraft owners face a dilemma when it comes to insurance against terrorism. Is TRIA a good bet to purchase? Stuart Hope considers…

❚ Flight Department70 Avionics Connectivity (Part 1):

An introduction and overview –Ken Elliott’s series unpacks thetechnology, integration and ad-vances in aircraft connectivity

80 Creating a Flight Department (Part 8): Today, security planning within BizAv is more important than ever… but where do you start?

82 Aviation Safety from theGround Up: Mario Pierobonhighlights how operators canassess third-party ground-handling services

84 Retail Price Guide: 20-yearLarge Cabin & Ultra-Long-Range Jets price guide fromThe Aircraft Bluebook

88 Specifications: Large Cabin &Ultra-Long-Range Jets performance and specificationscomparisons

❚ Community108 BizAv Review: European Flying -

Global Jet interview, SSBJ,HondaJet, OEM Bites, Arrivals& Events

Next Month- Aircraft Comparative Analysis- Business Aircraft Finance

Update

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We Know the WayWhen you’re buying or selling a plane, the path to a successful

transaction can seem daunting. But with a smart, agile team, what

can seem like a complex maze will feel like a walk in the park.

MESINGER JET SALES

BROKERAGE & ACQUISITIONS +1 303-444-6766 JETSALES.COM

1994 Falcon 900B

• Engines enrolled on Honeywell MSP Gold

• APU enrolled on Honeywell MSP

• Two Owners,Excellent Pedigree

• Professionally Maintained and Operated

• Low Time/Cyclesfor Model-Year

• WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1

Serial Number: 134 Now Asking: $6,290,000Hours: 5,071 TTAF Landings: 2,426

FOR SALE: PRICE REDUCED

MESINGERMARKETPLACE Brokerage & Acquisitions

Read our industry blog at jetsales.com/blog

Follow us on twitter @jmesinger

Watch videos at jetsales.com/inventory

2000 Falcon 900EX

• Engines enrolled onJSSI Premium Plus

• APU enrolled on JSSI• Excellent Pedigree

• Wing Tank Modifi cation• TCAS 7.1• Gogo Biz

Broadband Internet

Serial Number: 74 Asking Price: $10,950,000Hours: 5,743 TTAF Landings: 2,226

FOR SALE

2013 Gulfstream G280Serial Number: 2027 Asking Price: Make Offer Hours: 1,358 TTAF Landings: 896

FOR SALE: NEW TO MARKET

• One U.S. OwnerSince New

• Engines Enrolled on Honeywell MSP Gold

• FANS 1/A, ADS-B Out, WAAS/LPV, TCAS 7.1

• HUD/EVS

• No.3 FMS & No.3VHF COM

• Aircell Gogo Biz Infl ight Internet System

2002 Citation CJ2Serial Number: 134 Asking Price: $2,895,000Hours: 2,134 TTAF Landings: 1,747

FOR SALE

• Engines Enrolled On Williams TAPAdvantage Blue

• Two Operational Owners • Part 91 Professionally Maintained & Operated• WAAS/LPV Capable UNS-1Lw FMS

• Three (3) Rockwell Collins Adaptive Flight Displays• Garmin GNS 530 & GNS 430• SkyWatch HP TCAS I• Garmin GDL 69 SiriusXM Satellite Weather

2014 Citation X+Serial Number: 513 Now Asking: $19,300,000Hours: 137 TTAF Landings: 94

FOR SALE: PRICE REDUCED

• Engines enrolled on Rolls Royce Corporate Care

• ADS-B Out, TCAS 7.1• Lightning Sensor System• Dual HF

• Aircell Aviator 300 high speed internet

• Aircell Axess IISatellite Telephone

• FDR

2008 Gulfstream G550Serial Number: 5180 Asking Price: $29,995,000Hours: 3,860 TTAF Landings: 1,412

FOR SALE

• Engines enrolled on Rolls Royce Corporate Care

• APU enrolled on Honeywell MSP Gold

• Enhanced Navigation• TCAS 7.1, ADS-B Out, FANS

1/A, CPDLC Capabilities

• ADS-B Out version 2• 88 Parameter FDR• BBML high speed internet• Aft Galley with Fwd

Crew Rest

1999 Boeing BBJSerial Number: 29865 Asking Price: $23,750,000Hours: 11,415 TTAF Landings: 3665

FOR SALE: NEW TO MARKET

• Based in the U.A.E. • Operated on a

commercial certifi cate• VVIP Confi guration

• 32 seats• 5 auxiliary fuel tanks• Empty Weight: 93,447.3 lbs• Fwd Airstair system

1998 Boeing BBJSerial Number: 29024 Asking Price: $28,500,000Hours: 3,326 TTAF Landings: 1,308

FOR SALE

• One U.S. Owner Since New• Garrett/Jet Center

Completion• 7 Auxiliary Fuel Tanks• Empty Weight: 95,112 lbs• 12 certifi ed passenger

seats/ sleeps 8

• Three zone Raytheon heating/Air Conditioning

• Exo-grid isolated headliner

• C1 Check completedApril 2015

• Operated Part 91

2007 Global 5000

• Batch 3 SoftwareUpgrade w/ FANS 1/A+ CPDLC and SBAS w/LPV Approach capability

• Triple FMS• HUD & EVS

• Triple CD-820 Control Display Units

• Autopilot Emergency Descent Mode

• Honeywell AIS-2000 Satellite TV

Serial Number: 9158 Now Asking: $16,250,000Hours: 1,821 TTAF Landings: 725

FOR SALE: MAJOR PRICE REDUCTION

1997 Falcon 50EX

• Engines enrolled on Honeywell MSP Gold

• APU enrolled on MSP• One Owner Since New• Very low total time to

cycle ratio

• Complied with the 3C check and Wing Tank Modifi cation (SB 496R2)in May, 2015

Serial Number: 260 Hours: 4,747 TTAF Landings: 1,903

UNDER CONTRACT

2011 Gulfstream G550

• Engines enrolled onRolls-Royce Corporate Care

• APU enrolled onHoneywell MSP

• ASC 910 w/Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities

• Gogo Biz Broadband Internet and SwiftBroadband

Serial Number: 5316 Asking Price: $34,995,000Hours: 2,710 TTAF Landings: 834

FOR SALE

Mesinger Jet Sales +1 303 444 6766 Fax: + 1 303 444 6866 jetsales.com


• Engines enrolled on Pratt & Whitney ESP Gold

• Enrolled on Rockwell Collins CASP

• TCAS 7.1• Gogo Biz ATG 5000

Broadband Internet

with Wi-Fi• Gogo Vision UCS-5000

On-demand In-fl ight Entertainment System

• Dual Collins FMS 6100• 12C (144mo) Inspection

complied with 10/28/14

Serial Number: 58 Asking Price: $5,250,000Hours: 3,661 TTAF Landings: 1,892

FOR SALE

2015 Gulfstream G280Serial Number: 2079 Asking Price: $21,500,000 Hours: 36 TTAF Landings: 10

FOR SALE

• Delivered October 9, 2015• G280 FlightSafety Courses

for 2 Pilot Initial and 2 Maintenance Initial included

• 9 Passenger Interior• Engines Enrolled on

Honeywell MSP Gold

• HUD/EVS• WAAS/LPV, FANS 1/A,

RNP 4, ADS-B Out, TCAS 7.1

• Gogo Biz Broadband Internet

WANTED AIRCRAFT • Immediate buyers - exclusive clients• Our clients pay our commission• Sellers will contract directly with our clients

Falcon 2000LX

WANTED

Falcon 2000EX EASy

WANTED

Challenger 300

WANTED

2009 Challenger 605

SOLD: DECEMBER 2015

1998 Lear 45

SOLD: OCTOBER 2015

Falcon 2000EX EASy

ACQUIRED: NOVEMBER 2015

FILE PHOTO

Challenger 300

ACQUIRED: OCTOBER 2015

FILE PHOTO

2001 Gulfstream V

SOLD: NOVEMBER 2015


SOLD: OCTOBER 2015

2010 Pilatus PC-12 NG (47E)Serial Number: 1240 Asking Price: $3,625,000Hours: 1,371 TTAF Landings: 943

FOR SALE

• Now based in OpaLocka, FL with Fresh Annual Inspection

• RVSM Capable, Coupled VNAV, and GPS WAAS/LPV Functionality

• Avionics Premium Package

• Build 8.8 Apex Operational Software (SB 46-012)

• Connected Flight Deck with Wireless Fast Load Option

• Satellite Graphical Weather (XM Weather)

FILE PHOTO

2011 Gulfstream G200Serial Number: 245Hours: 862 TTAF Landings: 508

DEAL PENDING

• Engines Enrolled on Pratt & Whitney ESP Gold

• APU Enrolled on Honeywell MSP Gold

• Dual HF• 88 Parameter FDR• RAAS

• Dual EnhancedMode S Transponders

• Thrane & Thrane Aero SB Lite Swift Broadband high speed internet

• 10 passenger confi guration

FILE PHOTO FILE PHOTO


The Republic of San Marino is an enclavedsovereign microstate located in the north-easternpart of the Italian peninsula. The Aircraft Registry isgoverned by the Civil Aviation Authority (CAA),which is a Signatory to the Chicago Conventionsince 1988, complying with international standardsin providing safety oversight of its registeredaircraft with prefix ‘T7’.

In December 2012, the CAA launched its AircraftRegistry to foreign aircraft owners operating private,corporate jets and turbine helicopters. Twelvemonths after operating, the Registry opened its doorto commercial air transportation following the highdemand of airlines and business jet charteroperators. An organisation or enterprise that wishesto operate an aircraft for the purpose of CommercialAir Transport must obtain an Air OperatorCertificate (AOC) from the CAA and have their prin-cipal place of business in San Marino where theprincipal financial functions and operational controlof the activities are exercised. Subsequently, theCAA has certified and granted two (2) Air OperatorCertificates, first to ACASS Europe Srl and secondly,to Empire Aviation San Marino Srl.

Alternately, such organisations or enterprises canchoose to operate commercially under a foreign AOCutilising an ICAO Article 83bis agreement. Today,the CAA has signed an ICAO Article 83bis agreementwith the Republic of Lebanon, Republic of Nigeriaand Kingdom of Saudi Arabia.

People tend to ask themselves how the Registryhas been able to obtain a successful position in acompetitive market in such a short period of timebecoming a leading jurisdiction for aircraft owners,lessors and operators. Basically it is theprofessionalism and work ethic of the CAA withthe assistance of very dedicated and experiencedRegistry personnel.

The CAA consists of a group of professionals andexperienced regulators, aviation consultants,registration and licensing officers that focus on theregulatory and safety requirements, who workhand in hand with a Registry that understandsthe different needs that aircraft owners, operatorsor lessors expect.

The CAA and its Registry is becoming recognized forit’s pragmatic and efficient approach in civil aviationservices, customized solutions, compliance andsafety. The Registry provides assistance to aircraftowners, lessors and operators for the minimizationof tax, reduction in bureaucratic red tape as well asproviding a more efficient, responsive and friendlycustomer service. They specialize in VVIP Aircraftregistration services, providing a neutral and lowprofile registration mark and political stability. TheSan Marino CAA is a signatory to the Cape TownConvention that protects your assets, rights andinterests. The Cape Town Convention is intended togive parties involved in such transactions greaterconfidence and predictability, principally throughthe establishment of a uniform set of rules guidingthe constitution, protection, prioritization, andenforcement of certain rights in aircraft and aircraftengines. The Registry offers it all and more, as theyembrace innovation.

Tax efficiency is an important driver in thedecisions of owners and operators when consideringwhere to register their aircraft. All aircraft registeredin San Marino shall be exempted from the paymentof a single-stage import tax provided the foreigncitizen or company owns the aircraft. Moreover, theRegistry continues to remain a tax-efficient aircraftRegistry by offering Corporate Jet aircraft owners afreedom to choose a jurisdiction of choice whenstructuring ownership and operation without theneed to incorporate a new San Marino company. Astreamlined and innovative legal framework wastherefore created to allow foreign individuals andcompanies of another State to qualify for registrationand maintain the registration of their own aircraft inthe Registry once they have elected a representativeresiding in the Republic of San Marino. Therepresentative will act as an address for service withthe only responsibility to transmit to the owner anyrelevant official transmission of notices andnotifications from the CAA. The legal framework allows a smoother and speedtransition to T7 registration, offers more costeffective fees, and contributes greatly in creating astreamlined and very simple straightforwardregistration process that can be accomplished in 1

The Republic of San MarinoVia Consiglio dei Sessanta, 99 47891 Dogana, Repubblica di San Marino

Tel: +378 (0549) 941539 General Inquiries please reach us at: [email protected], www.smar.aero

SanMarino January.qxp_Finance 16/12/2015 12:32 Page 1

to 3 business days following the airworthinessinspection of the aircraft, a review of its records andthe completion of any action if required.

The CAA is more flexible in its approach tointernationally recognized standards and a TypeCertificate (TC) and the associated Type CertificateData Sheets (TCDS) issued by the Federal AviationAdministration (FAA) of the United States, TransportCanada, or the European Aviation Safety Agency(EASA) would be acceptable to the CAA. In the mat-ter of STCs embodied on an aircraft, the CAA willaccept without further review any STC that has beenpreviously approved by the above National AviationAuthorities when the CAA first issues the aircraftwith a Certificate of Airworthiness (CofA).

In recognition of those States (e.g. EASA, UAEGCAA) that have demonstrated the highestregulatory standards, the Registry will permitPrivate/Corporate aircraft owners/operators thatestablish a suitable contract with an appropriatelyapproved continuing airworthiness managementorganization, to apply for a CofA validity for aperiod of twenty-four (24) months. A personacceptable to the CAA, known as the AirworthinessCoordinator, must be appointed to ensure thatappropriate arrangements for continuedairworthiness management are in place. Inanticipation to the new EASA NCC requirements,this feature will be of great advantage to thoseoperators with an aircraft that is registered in anon-EASA State but where the operator isestablished or residing in an EASA State.

Our corporate objectives are to meet and surpassyour expectations and to ensure your completesatisfaction in the process to get your T7 registeredaircraft flying. An added value to the Registry is theCAA’s utilization of designated and highlyexperienced flight operation inspectors andairworthiness inspectors. The CAA has inspectors tocover North and South America, Africa, Europe,Middle East, Asia and Australia.

The CAA has the flexibility to allocate the mostconvenient located inspector to travel to your

aircraft location to carry out the required inspectionfor the issuance or renewal of a Certificateof Airworthiness, approval of a Maintenanceorganization or to perform flight operationinspections as part of the Air Operator Certificationprocess and oversight for commercial airtransportation.

Moreover, the CAA recognises appropriatelyapproved maintenance organisations by EASA,UAE GCAA and Singapore CAAS as meeting theequivalent standards of CAR 145 regulations withinthe scope of work as stated in their approval. Theseorganisations can perform maintenance on T7registered aircraft without requiring a formalapproval, allowing aircraft owners and operators toselect from a greater selection of maintenanceorganisations mostly convenient located.

Following an ICAO Universal Safety OversightAudit Programme (USOAP) Continuous MonitoringApproach (CMA) audit of the San Marino CAAcarried out from 29 June to 6th July 2015, the CAAis proud to inform that the Effective Implementation(EI) by area for the eight Critical Elements positionsthe CAA achieved an above global average as one ofthe Top 20 compliant CAAs. ICAO representativesstated “The professionalism and enthusiasm of allpersonnel who interacted with the audit teamcontributed greatly to the success of the auditmission.” An owner, operator or lessor can beconfident that the regulations, documentationand processes comply with the highestinternational standards.

The Registry continues to be more innovative,competitive, and focused to offer our clientsthe highest level of service and support for youroperation from day one.


SanMarino January.qxp_Finance 16/12/2015 12:32 Page 2

1998 Boeing BBJ S/N: 29273• Price reduced• Total Time Airframe: 3814.54 Hours• Landings: 938• APU TT: 3552• Delivered with a Fresh A2 Check • C1 check completed 2014• HUD (Heads Up Display)• SATCOM• Pats 9 Tank Fuel System• Basic Operating Weight: 95,096 Lbs• SFR88 Mod• CVR/FDR• Airshow Network• 18 Place Interior• One Owner Since New

2008 Gulfstream G550 S/N: 5176• Price reduced• Total Time: 3466.5 hrs• Landings: 953• Engines on RRCC• APU on MSP• Honeywell APP & Parts Programs• BBML• Securaplane External Camera System• Airshow 4000• 18 passenger interior• Forward crew rest• Available for viewing in Bridgeport, Connecticut

2007/2009 Boeing BBJ S/N: 36714• Reg: VP-BFT• $56,950,000• Into Service 2009• Total Time Airframe: 2849 Hours• Landings: 741• Fresh out of 6 year 2C check• Basic Operating Weight: 101,611 Lbs• Pat’s 6 Tanks, 5 aft, 1 fwd• Airshow Network- Aero H+ Satcom –

Swiftbroadband- Iridium• 5 external cameras - EFB• 18 Passenger Interior/ Andrew Winch Design

FREESTREAM AIRCRAFT LIMITED

London+44 207 584 [email protected]

FREESTREAM AIRCRAFT (BERMUDA)LIMITED

Hamilton, Bermuda+441 505 [email protected]

FREESTREAM AIRCRAFT (H.K.)LIMITED

Hong Kong+852 2724 [email protected]

FREESTREAM AIRCRAFT USA LIMITED

New York+1 201 365 [email protected]

2009 Gulfstream G550 S/N: 5231• Registration: Currently undergoing FAA • $32,950,000• 1338.2 AFTT• 545 Cycles• Engines: Rolls-Royce Corporate Care• APU: Honeywell RE-220. APU on MSP. 1760 hours• Enhanced Nav w/Synthetic Vision• Honeywell Planeview Cert ‘F’• Head-Up Guidance System• Forward Galley• 18 passenger configuration• Maintenance: Gulfstream CMP

Freestream January.qxp 17/12/2015 10:36 Page 1

2010 Gulfstream G450 S/N: 4190• Price USD $21,950,000• Total Time: 954 hrs• Landings: 435• Engines Enrolled on RRCC• Synthetic Vision• Broadband High Speed Data System• Forward Galley• 14 Passenger Interior

2011 Gulfstream G450• Price: Make Offer• Total Time: 849 hrs• Landings: 455• Engines on RRCC• SV-PFD (Synthetic Vision – Primary Flight Display) 2.0• Honeywell HD-710 High Speed Data System• Part 135 Compliance (Up to 10 hours)• Aft Galley• 14 Passenger Interior

2009 Gulfstream G450 S/N: 4170• Price: Make Offer• Into Service 2010• TTAF: 1402• Landings: 668• Engines on RRCC• Part 135 Compliance• Aft Galley• Crew Area• Fwd and Aft Lavs• 14 Passenger Configuration










2001 Falcon 900EX S/N: 87• New Asking Price $10,950,000• Aircraft to be delivered with engines on 100% JSSI• TTAF: 5,345.16• Landings: 2,922• Honeywell Avionics Protection Plan (HAPP)• Engines & APU: JSSI• All three Engines: 3000/6000• Fresh MPI Eng No. 2• New 3rd Stage high pressure turbine ENG No. 2• Fresh 2A, Fresh 2A+• Dual GPS Honeywell HG2021GD02• Airshow 400/Genesis• Securaplane Back up Batteries

2009 Challenger 605 S/N: 5824

• Reg: N304KR• Asking Price $13,950,000• Total Time: 1616 Hours• Landings: 664• Engines on GE OnPoint• Rockwell Collins Pro Line 21• Dual FMC-6000 flight management system

w/ 3DMAP and long range cruise• MNPS and RNP-5 navigation compliance• Aircell ATG 5000 Aircell GoGo Biz wifi• 11 Passenger Interior

2006/2007 Global Express XRS• S/N: 9223• $23,950,000• JSSI Tip-to-Tail has $2.4M• Total Time: 3658:07 hrs• Landings: 1177• Engines on 100% JSSI• Enrolled on JSSI Tip-to-Tail• Triple FMS• FANS 1/A+ and RNP 4• SBAS with LPV APRH• Batch 3• ADS-B• Forward and Aft lavs• Fresh paint September 2015


2001 Learjet 45 S/N: 167• Make Offer• AFTT: 6589 hours. Landings: 5271• Engines on MSP Gold• Smart Parts Plus• APU on MSP• Honeywell Primus 1000• TCAS II with Change 7• EGPWS• Airshow 400• Forward and Aft Monitors

2009 Sikorsky S-76C++ S/N: 760757

• Price reduced• TTAF: 211.54 hours• Lowest Time Pre-Owned S76C++ on the market• Excellent Condition• Single Pilot IFR• EGPWS• CVR & MPFR• Emergency Float System

2000 Eurocopter EC 135P2• S/N: 0193• Reg: ZK-HLH • $2,295,000 USD• Manufactured in 2000 and delivered in 2001• TTAF • 527.4• Very Low Time 2000 EC-135P2• No Damage History• Pop-out Floats• Air Conditioning• Dual Controls

1999 Challenger 604 S/N: 5426• $6,495,000• Total Time: 6329:55 hours• Landings: 3397• Engines enrolled on GE On Point• APU Enrolled on Honeywell APU MSP Gold• Enrolled on Bombardier Smart Parts Plus• Safe Flight Enhanced Auto Throttles• EMS High Speed Data 128 Stand Alone• EGPWS• TCAS II with Change 7• 12 Passenger Interior • Fresh Out of a 192/96 Month Inspection










BIZAV INTELLIGENCE ❚ MARKET INDICATORS


ecently released forecasts of newbusiness jet deliveries from Honeywell,Embraer and JETNET iQ point to arelatively slow growth period in the next

year, as several new models begin to ramp up inproduction – most notably, the Citation Latitude,Legacy 450/500, and the just-certified HondaJet.Meanwhile older models enter a more maturestage of their production lifecycles.

We note a discernible shift in the mix of modelsunder consideration by buyers – away somewhatfrom the large cabin, ultra-long range jet segmentand more focused on super-mid-size aircraft,including the Challenger 350, Gulfstream G280,Latitude and Legacy models.

Pre-owned inventory levels appear to be on therise once again, led by the large cabin segment, inwhat is no doubt a reaction to the slowdown inemerging market demand. Like migratory birdsthat return home, many business jets produced,completed, and exported from the US in the past

5-10 years are coming on-shore in search of a morewelcoming market environment – and new owners.

Well-maintained, low-time large cabin aircraftwith good pedigrees are compelling alternatives toa new aircraft purchase, and are certainlycompeting with new production aircraft for theattention (and wallets) of buyers. With inventorylevels up significantly in some cases on a year-over-year basis – for example, Falcon 7X pre-ownedinventory for sale has doubled since late 2014 toabout 20 units – well-informed buyers know thatthey have a plethora of choice to consider. Some,of course, are eagerly awaiting new offerings suchas the Falcon 8X, which is expected to certify andenter in to service in 2016.

Soft Prices, Buyer’s MarketThroughout 2015, transaction prices for new andpre-owned turbine business aircraft remained soft,classic evidence of an oversupplied ‘buyer’smarket’. With average annual utilization rates well

With 2015 now closed and the New Year upon us, Rolland Vincent, Editor, Market Indicators, takes stock of the Business Aviation markets as the industry readies itself for what looks to be a fairly flat year to come…

RRollie Vincent is President of Rolland VincentAssociates. His aviationmarket analysis is second tonone, and he is thecreator/director of theJETNET iQ program. With a solid background in marketresearch, economics andstatistics, he has more than30 years of experience inbusiness, regional andinternational aviation,including positions withBombardier, Cessna, Learjet,Flexjet, and ICAO. Contacthim [email protected]

What Lays Ahead for BizAv in 2016?

A Medley of Industry Trends, Analyses, Reports and Data

MarketIndicators Jan16.qxp_Layout 1 15/12/2015 09:58 Page 1

below their pre-2008 levels, we estimate that theequivalent of more than 25% of the US business jetfleet is effectively idled even as the fleet grows.

According to JETNET iQ surveys in 2015, thisovercapacity is the primary factor dissuading ownersand operators from purchasing another aircraft.Additional factors contributing to a sluggish salesenvironment include owner/operator uncertaintyregarding regulatory and economic developments,particularly in the 2016 US Presidential election year.Owners and operators are clearly having difficultyselling their aircraft at prices they find acceptable.

About 25% of those most recently polled indicatethat they have delayed a purchase of a new or pre-owned aircraft in the past 24 months because theywere concerned about residual values.

Recent research conducted by JETNET iQsuggests that 70% of business aircraft owners andoperators prefer to finance their aircraft acquisitions,in stark contrast to what some believe is a ‘Cash isKing’ marketplace. In contrast to ‘too-easy-money’ inthe pre-2009 era, credit markets have necessarilytightened at the same time as residual values haveslid.

Public Perception…Less discussed but naggingly ever-present, theimage of Business Aviation within the general publicis another factor that is discouraging the use and

purchase of business aircraft (see Chart B). The Q32015 JETNET iQ Survey found that almost half ofrespondents sampled felt that public opinion wasadversely affecting how often their aircraft werebeing flown.

Similarly, about 40% of owner/operators in the Q32015 survey felt that public image issues surroundingBusiness Aviation were adversely impacting theiraircraft purchase decisions. Although we do not havesurvey data for other time periods to compareagainst these results, it appears that industryadvocacy efforts such as NBAA/GAMA’s ‘No Plane,No Gain’ need to be bolstered to help stem the tideof reduced flying and lower sales.

The Bottom Line?In 2016, we expect transaction prices to remain soft,both for new and pre-owned aircraft sales, althoughthe long-expected increase in interest rates shouldprovide some firmness. The oversupply of aircraft inthe market will continue, as we forecast 725-750 newbusiness jet deliveries in 2016, and pre-ownedinventory levels to increase at a modest rate.

Business aircraft utilization rates should continueto rise modestly (measured in the low single-digitpercentages) on a year-over-year basis, led by higheractivity in the US (home to 57% of the fixed-wingturbine fleet).MI www.rollandvincent.com !


CHART A: JETNET iQ Q3 2015 GLOBAL BUSINESS AVIATION SURVEYInhibitors to Aircraft Purchase over the Next 12 Months

CHART B: Business Aviation’s Image is Impacting Operations & SalesQ3 2015 JETNET iQ Survey

“In 2016,we expect

transactionprices to

remain soft,both fornew and

pre-ownedaircraftsales...”




Global Jet Capital research indicates that 28% of the Mid-to Large private jets in the US are over 20 years old, and15% are more than 30 years old. The average age of abusiness jet in the country is 16 years…As the US economy continues to improve, more private jetowners will be considering upgrading their aircraft,predicts Global Jet Capital. Mid- to Large private jetstypically cost between $25m-75m each, and up to 80% ofthe funding used to purchase these is sourced throughexternal financing.

The research also reveals that of the ten States with thelargest fleets of Mid- to Large private jets, Michigan hasthe highest average age of 22 years, followed by Florida(20 years) and Texas (18 years) – see Table A.

Shawn Vick, Executive Director of Global Jet Capitalnotes, “A significant proportion of the private jet fleet inthe US is old, and as the economy improves we expectmore owners to consider upgrading to newer aircraft. Witharound $1 billion to lend, we’re well positioned tocapitalize on this.”

Delivery Values2,731 Mid- to Large private jets were delivered to USowners/operators between 2005-2014, notes Global JetCapital. These had a combined value estimated at over$136.5bn.

Table B shows that the largest number of deliveries wasto Texas (303) accounting for just over one in ten (11%) ofall Mid-sized to Large jet deliveries to the US market overthe past decade. This was followed by California (215),Florida (194) and Illinois (114).

For Sale NumbersThere are around 821 Mid- to Large private jets ‘For Sale’in the US, notes Global Jet Capital, with an estimatedcombined value of $5bn. Within this segment, 164 aircraftare registered in Florida, while 128 are listed ‘For Sale’ inTexas, and 87 in California (see Table C).

With 7,526 Mid- to Large sized private jets in the US,approximately 11% of the fleet is currently on the market‘For Sale’. The global average is currently 10%. “The USrepresents around 52% of the global fleet of Mid- to Largesized business jets,” Vick summarizes. “The US is the mostdeveloped and stable private jet market in the world, andwith a growing economy and expanding population ofUHNWIs, it is well positioned for long-term growth”.

MI www.globaljetcapital.com

US Ageing Mid- to Large Aircraft Fleet

Table A - Top US Mid- to Large Jet Fleets/Average Age

Table B - Top US States by Deliveries of Mid- to Large Jets,2005 - 2014

Table C - Top US States for Number of Mid- to Large Jets“For Sale”

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BizAv Activity - US & CanadaBusiness jet flying pushed October’shighest activity levels since 2007, notesARGUS. Business Aviation flight activity inOctober 2015 finished up 4.8% overSeptember 2015.

Results by operational category werepositive across the board, with Part 135operators recording the largest month-over-month increase, up 5.2%. The Part 91market recorded a monthly rise of at least3.0% in every aircraft category to finishthe month up 4.6%, while the Fractionalmarket saw an increase of 4.4%.

Looking at the aircraft categories, themid-size cabin market posted the biggestincrease from September, up 7.5%, whilelarge cabin aircraft posted a gain of 6.0%.The turboprop and small cabin marketsposted increases of 2.8% and 3.8%respectively. The largest monthly gainoccurred in the Part 135 mid-size cabinsegment, up 9.2% from September.

Year over YearReviewing YoY flight activity (October2015 vs. October 2014), TRAQPak data

indicate that October 2015 posted anincrease of 0.2%; this missed TRAQPak’sforecasted yearly rise of 2.7%. The resultsby operational category continue to showgrowth on top of growth in the Part 135industry, with a YoY increase of 3.2%. ThePart 91 market recorded a slight declinefrom 2014, down -0.4%, while theFractional market continued its run in thered for the third consecutive month, down-5.1%.

Flight activity by aircraft category waspositive at the top and bottom of theindustry, with the turboprop marketposting its eighth consecutive YoYincrease to lead the way, up 2.2%. Largecabin aircraft posted another yearlyincrease in flight activity, up 1.2%. Smalland mid-size cabin aircraft posted yearlyflight activity drops of 1.0% and 1.5%respectively. The largest YoY gain for anindividual segment occurred in the Part135 turboprop segment, which saw anincrease of 8.8%.

MI www.argus.aero

There were 56,200 Business Aviationdepartures in Europe in November2015, a -2.5% decline YoY, notesWingX. With one month of the yearto go, 2015 activity is down -0.8% on2014 (equivalent to 5,700 fewerflights).Russia saw the largest decline thismonth, with 442 fewer flights, 30%less activity YoY. So far in 2015,flights from Russia into Europe havedeclined -23%. Flights from Europeto the CIS region have fallen -27%during 2015.

Europe’s four busiest markets—France, Germany, UK and Italy—weredown in November, while activity inSwitzerland was slightly up andflights from Spain picked up 8%. YTDactivity is still up in four of the top sixcountries in Europe.

A substantial fall in flight activity inItaly during November was mainly inAOC flights. AOC activity was upslightly in France, UK, Switzerland,well up in Spain, and grew more than20% in Belgium, Netherlands, Polandand Sweden.

Private flights fell the most forNovember, down -4% overall and-7% for business jets. There was aslight decline in private activity in alltop-five markets; double digitdeclines in Sweden, Netherlands andTurkey, and -30% fall in private flightsfrom Russia.

Turboprop activity was up thismonth, due to a 4% increase inTurboprop charter flights. InGermany, Switzerland and Austria,Turboprop flights were up between7-12%. Piston activity fell -1%, butPiston AOC sectors were up by 1.4%.MI www.wingx-advance.com

BizAv Activity - Europe

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In-Service AircraftMaintenanceCondition & PriceAn Asset Insight Index analysis conductedon November 30, covering 91 fixed-wingmodels and 1,921 aircraft listed for salerevealed an ‘Excellent’ overall AssetInsight Quality Rating (see ‘All Turbines’Table, opposite).

Asset Insight Quality Rating (AIQ Rating):The Asset Insight Quality Rating(computed by averaging surveyed aircraftMaintenance and Financial Ratings) wasvirtually unchanged over the past 30 daysat 5.283, compared to last month’s 5.284,on the AIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value):Asset Technical Financial Exposure Value(an aircraft’s accumulated maintenancefinancial exposure) worsened 0.9% inOctober, increasing by $12k to $1.414m.By aircraft group, asset quality was asfollows:• Large Jets: ‘Excellent’ asset quality –

yet again the best among the fourgroups – but slightly lower than lastmonth’s figure; Maintenance Exposureincreased/worsened by $57k but, atapproximately $3.1m, still posted thegroup’s second best figure for the past12 months.

• Medium Jets: ‘Excellent’ asset quality,virtually unchanged for the past threemonths and, once again, registeringthe second highest rating among thefour groups at 5.304; MaintenanceExposure has remained near thegroup’s 12 month low for the past fourmonths, currently registering $0.764m.

• Small Jets: ‘Excellent’ asset quality,and a 1.5 AI2 basis point improvementover October’s figure; MaintenanceExposure decreased/improved aminimal amount to $762k, remainingbetter than the group’s 12-month$902k average.

• Turboprops: ‘Very Good’ asset quality,with the group posting a 3.3 AI2 basispoint increase this month; MaintenanceExposure decreased for the thirdmonth in a row to register a $16kimprovement and a 12-month lowfigure of $556k.

Maintenance ETP RatioSpread in the ETP Ratio (the aircraft’sMaintenance Exposure divided by its Ask

Q3 BizAv Transaction AnalysisAccording to AMSTAT, Business Jets ResaleRetail Transactions were flat in Q3 versusQ2 2015 with 2.5% of the active fleetturning over, down from 2.7% a year ago.The Q3 activity was below the 20-YearQuarterly Average and the year-to-date(YTD) performance through Q3 was thelowest of the last three years, with only7.2% turnover versus 7.8% in 2014 and7.3% in 2013.

At a Segment level, the Medium Jetmarket performed the best with 3.0% ofthe fleet turning over in Q3 versus 2.7%in Q2 and 2.8% in Q3 2014. Activity wasabove the 20-year Quarterly Average forthe segment and YTD performancethrough Q3 was the best of the last fiveyears with 8.27% turnover, versus 8.26%in 2014 and 6.8% in 2013.

By contrast the Heavy Jet segmentsaw Resale Retail Transaction activitydown both QoQ and YoY. Just 1.8% ofthe Heavy Jet fleet turned over in Q32015, below the 20-year QuarterlyAverage for the segment. The YTDperformance was the lowest of the last 5years, with only 5.4% turnover versus 6%in 2014 and 5.8% in 2013.

The Light Jet segment saw ResaleRetail Transactions flat both QoQ andYoY. Within this fleet, 2.6% oftransactions occurred in Q3, below the20-year Quarterly Average. The Q1through Q3 performance was also downat 7.7% versus 8.6% and 8.8% in 2014and 2013 respectively.

Transaction activity in the resalemarket for Turboprops was up in Q3 to2.0% from 1.8% in Q2 2015. As withHeavy and Light Jets, performance wasbelow the 20-year Quarterly Average forthis segment and the Q1 through Q3performance was the lowest of the lastfive years, with only 5.6% turnover versus6% in 2014 and 6.9% in 2013.

Inventory Levels Trend UpIn general, business jet and turboprop

inventories have been trending upwards.By the end of Q3 2015, the inventory ofBusiness Jets for sale as a percentage ofactive fleet was up QoQ to 11.3% from10.8% but was flat year-on-year. Thispercentage remains below the 20-yearQuarterly Average of 12.6%, but thetrend has been moving upwards sinceearly 2014.

Heavy Jet inventories in Q3 2015were flat QoQ but up YoY to 10.4% from10.1%. Medium Jet inventories were alsoup QoQ in Q3 and YoY to 11.4% from11.2%. Light Jet inventories were also upQoQ, but flat YoY.

Turboprop Inventories were up in Q3,meanwhile, to 8.7% from 8.4% in Q22015 and YoY from 7.9%. These levelsremain below this segment’s 20-yearQuarterly Average. Turbopropinventories have been slowly increasingsince early 2015.

Ask Price TrendsAsking prices remain a mixed bag. HeavyJet Average Asking Prices have beentrending upwards since mid-2011,though perhaps reflecting recenttransaction softness and an increasedinventory since around the start of 2015the trend has reversed - down QoQby -2.4% and YoY by -1.3%.

Medium Jet Average Asking Pricespeaked around the start of 2015 andthen contracted through the summer.They were up marginally by 0.4% in Q3over Q2 2015 and by 0.3% YoY. Light JetAverage Asking Prices have beentrending upwards since the start of 2015.They were up by 7.8% in Q3 over Q22015, and by 5% YoY – a trend at oddswith weaker transaction activity andincreased Light Jet inventory.

Turboprop Average Asking Priceshave been trending downwards sincemid-2013, and were down by -0.3% inQ3 from Q2 2015 and by -3.3% YoY.

MI www.amstat.aero



Price) for the aircraft tracked by AssetInsight widened by over 55%, while theaverage ETP Ratio worsened by 1.3% to52.1%. We consider any figure above 40%to represent excessive Asset Exposure inrelation to Ask Price, and the industryaverage has continually exceeded the 40%level since March 2014.

Average Ask Price decreased only 0.8%during November to $5.5m, but that was arecord low figure for the three years wehave been compiling these statistics. WithAsset Quality remaining relativelyunchanged, the ETP Ratio could not helpbut worsen. Our analysis by aircraft grouprevealed the following:

Large Jets: 7.2% degradation in ETP Ratio(35.8% versus October’s 33.4%), but stillthe lowest/best Ratio among all groups.The large jets also suffered a 1.2% AskPrice decrease, from $15.53m to $15.34m.While the Asset Quality figure may beslightly below average, MaintenanceExposure is very close to the best it hasbeen during the past 12 months and, withAsk Prices below the group’s 12-monthaverage, serious Buyers should be activelypursuing candidate aircraft.

Medium Jets: ETP Ratio worsened for thefirst time in four months, increasing to54.0% from last month’s 53.1%. Thegroup’s average Ask Price decreased forthe fourth consecutive month, this time4.9% to $3.41m – another record lowfigure. At these prices, higher qualityMedium Jets should transact steadilythrough the year’s final month of trading.

Small Jets: While the ETP Ratio figureimproved for the third consecutive month,Small Jets still posted the worst ETP Ratioamong the four groups, 69.6%. However,with excellent Asset Quality, and a 2.4%average Ask Price increase to a recordhigh $2.14m, transaction momentumshould be on the side of many Sellers.

Turboprops: The group’s 43.4% ETP Ratio,second best among all sectors, wasunchanged from last month, while AskPrice fell 1.7% to reflect the group’s 12-month average, $1.57m. With AssetQuality registering above, andMaintenance Exposure below the group’s12-month average, the stage is set forBuyers and Sellers to structure win-wintransactions.

Market SummaryCurrent asset quality and pricing shouldbe generating quite a bit of market

activity. However, many Sellers are hopingto secure unrealistic prices, while all-too-many Buyers continue to wait on thesidelines, so as not to overpay for aircraftwhose values may continue to decrease.Sellers need to accept that their aircraftare depreciating assets, and that Buyerswill pay what a Seller seeks only if theycannot obtain a similar asset for less.

Buyers, on the other hand, need torealize that if they wish to acquire anaircraft at today’s lowest price, it is up to

them to create the lowest pricedtransaction by locating a desperate Seller.Both sides need to do their homework.

Plenty of Sellers fail to capitalize ontheir aircraft’s Maintenance Equity, whilemany Buyers purchase on pure emotionrather than quantitatively evaluating anaircraft’s greatest “wild card” – itsMaintenance Exposure. Asset optimizationservices are available to both Buyers andSellers, and at a cost can far outweigh amistake in terms of investment dollars.

ALL TURBINES

LARGE JETS

MEDIUM JETS

SMALL JETS

TURBOPROPS

! continued on page 36


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There was a measure of disappointment asHoneywell unveiled its new BusinessAviation forecast on the eve of the annualNBAA Convention in Las Vegas, reportsMike Potts. Instead of predicting theupturn hoped for over the immediatemonths and years ahead, Honeywell scaledback its estimate of business jet deliveries.

Honeywell predicts 2016 will be a weakeryear for jet deliveries than 2015, and that2017 isn’t likely to be a whole lot better.Back in 2012 Honeywell told us withdismal accuracy that ‘flat is the newnormal’. Last year it said we were comingout of flat, with each coming yearexpected to be better than the last. Inthis latest forecast, however, it is tellingus that ‘flat’ – or perhaps even a little lessthan flat – is going to continue for a yearor two longer than expected last year.

And when things do get better, theywon’t be quite as good as we thoughtthey would be last year.

Ultimately, Honeywell’s recent forecastis for 9,200 new business jet deliveriesworth $270bn in the 10-year periodbetween now and 2025. Last year’sforecast predicted 9,450 jets worth$280bn for the comparable period. That’snot such a steep downturn – only 250units worth $10bn – but last yearHoneywell thought deliveries could pushabove the 800 unit level as early as 2017.Now it doesn’t think jet sales will reach800 units annually before 2019.

After 2019 things should be better,with deliveries rising well above 800 unitsannually, and continuing on an upwardtrend that approaches, but doesn’t reach,1,000 by 2025. In last year’s forecast, the1,000-unit mark was expected to betopped in 2023 and 2024.

Supporting this more-sober outlook isHoneywell’s finding that just 22% ofoperators are planning to purchase newjets in the next five years (counting bothreplacements and fleet additions). Whilein Honeywell’s own words this is “roughlyin line with the prior year” when theforecast predicted purchases from 23% ofthe respondents, that 22% figure is thelowest Honeywell’s reported foroperators planning new purchases sincethe year 2000. It’s sharply down from2013 when it was 28%, and in each ofthe three prior years that number camein at 30%.

Planning a Purchase?Of those planning purchases in the nextfive years, 19% reported they’d bebuying before the end of 2016, 17% in2017, and 20% in 2018 with theremaining 44% expecting to make theirbuys in the following two years.

Enthusiasm for large-cabin airplanes isstronger than ever. In last year’s forecastHoneywell found that 48% of new aircraftbuyers favored large cabin models. Thisyear’s forecast raises that total to 52%.Big-cabin, incidentally, begins in theSuper-Mid-Size category with aircraftsuch as the Bombardier Challenger 350.This preference for bigger airplanesmeans that 81% of the dollars spent inthe market will go for these models,compared with 75% predicted inHoneywell’s 2014 forecast.

Honeywell blames the lackadaisicalmarket on a slow-growth economicenvironment it says is taking hold overmany global markets. Better sales willcome, Honeywell says, when new aircraftmodels inspire owners to sell their olderaircraft.North America: Looking around theworld, Honeywell expects 61 percent ofthe new aircraft purchases in the next five

years to come from the North Americanmarket - an increase of 2% over a yearago, essentially owing to reduceddemand in the international marketrather than any growing North Americandemand. About 22 percent of NorthAmerican operators are expected to bebuyers over the next five years.Latin America: Forecast to be the secondbiggest market, Latin America isexpected to represent about 18% sales.A year ago Latin America trailed Europeat 17%. Changing economic fortuneshave accounted for most of the shift.Latin American customers are expectedto be the most front-loaded among theworld’s business jet customers, with 48%of their purchases expected to comebefore 2018.Europe: Accounting for about 14% of theupcoming market, purchase expectationsin Europe run in the 24% range. Bothnumbers are below historic averages as aresult of slow economic growth in theregion and increased political tensionsrelated to refugees and migrants as wellas devalued currencies.Asia-Pacific: Expected to constituteabout 3% of the world market, morerobust growth is being inhibited by the


Honeywell Market Outlook: 2016-2025

© 2015 by Honeywell International Inc. All rights reserved.

© 2015 by Honeywell International Inc. All rights reserved.

2015 Business Jet Delivery Forecast in Units

~9,200 Aircraft from 2015 - 2025

0

200

400

600

800

1000

1200

Air

craf

t U

nit

s

Very High Speed - Ultra Long Range

Ultra Long Range Long Range

Large

Medium-Large

Medium

Light-Medium

Light

Very Light


disappointing performance of several major Asia-Pacificeconomies as well as government austerity measures in somecountries. Only about 14% of the customers here plan newpurchases in the next five years, but are expected to act quicklywith 40% of the purchases expected to come in the first twoyears.

Middle East & Africa: Historically these have accounted forbetween 4-7% of the world’s market, but for the second straightyear Honeywell is expecting them to lag at about 3%, due to

political conflict in portions of theregion and low oil prices. Unlike LatinAmerica and the Asia-Pacific,customers in the Middle East & Africaare more likely to defer purchases, withonly about 18% of those planningpurchases expected to act before2018.

A Valid Alternative OutlookIf the results of Honeywell’s researchdon’t please you, there are alternatives.The closest comparable forecast toHoneywell’s is the JETNET iQ ‘State ofthe Market’ briefing, which thecompany updated at NBAA.

This year’s JETNET iQ NBAAbriefing includes segments on theeconomy, the state of the industry,detailed survey methodology and itsforecast. JETNET shares much more ofthe background that makes up itsforecast, unlike Honeywell whichmostly alludes to its research. JETNETderives much of its forecast from aquarterly series of surveys with morethan 500 operators representing morethan 50 countries, so that at the end of

a year JETNET has surveyed more than 2,000 operators.This year’s JETNET iQ forecast predicts a bigger numerical

market than Honeywell, foreseeing 9,365 units over the 10-yearperiod from the beginning of 2015 until the end of 2024.Despite expecting a higher number of airplane deliveries,JETNET believes total billings will top at $255bn. Onedifference is that JETNET predicts a new market for personaljets emerging in late 2016 and growing to as much as 100 unitsannually by 2020/21.MI www.honeywell.com or www.jetnet.com

Embraer Ten-Year MarketOutlookEmbraer Executive Jets released its 10-year market outlook for Business Aviationat NBAA and forecasts global demand of9,100 new business jets, worthUS$259bn.The analysis foresees demand likely toexceed the last decade’s deliveries andmarket value, when approximately 8,190business jets were delivered, worthUS$198bn. The new delivery forecastreflects a higher potential demandcoming from the US market as well as a

reduction in the demand from emergingmarkets.

The small and medium jet segmentsare expected to represent the majority ofthe market, with nearly two thirds of the

total deliveries, benefiting mostly fromthe opportunities out of the NorthAmerican and European markets.

MI www.embraerexecutivejets.com ❚





hile we await a final tally, the pre-vailing signs point toward a yearthat weakened by the quarter in2015 – with the traditional year-

end spike in transaction closings expected tohave little impact on the downward trend inpre-owned aircraft sales.

For what it's worth, new aircraft sales faredmuch the same – though, again, the crush ofyear-end transactions remains to be announced.

Bright Spots, Blight Spots...The bright spots appear out on the horizon, withforecasts pointing toward a slow reversal in new

aircraft deliveries in some regions of the world –offset by declines in regions previously experi-encing steady growth. The expectations forgrowth in pre-owned transactions emerge frompockets of the world facing the logistical obsta-cles of poor or non-existent roads and far-flungneeds. Flight activity in 2015 sets up theseexpectations.

For example, according to the JSSI Index,worldwide business jet flight hours grew by 4.3%in the third quarter, but still fell nearly 20% shortof the worldwide peak reached in 2008. Thelight- and midsize-jet segments experiencedgains – up 8.2% and 3.7%, respectively – while

Flight In The Slow Lane


W

Looking back on 2015, transactions of pre-owned business turbine aircraft could have fared far worse, notes Dave Higdon. By the same token they could

have been better. So what is the state of play as we enter 2016? What are the good and bad spots in used aircraft sales at this time?

BIZAV INTELLIGENCE ❚ BUYING & SELLING

2015 Used Aircraft Sales Sluggish

Dealer Broker Market Jan16.qxp_Finance 16/12/2015 11:14 Page 1

large-cabin jets saw use decline by 5%. At thesame time, business-use of helicopters droppeda steep 15%.

The fallout in helicopter utilization stemmed,to some extent, from declines in crude oil pricesand reduced production and exploration efforts.“Flight activity is, on the whole, indicative ofvolatility in the global Business Aviation mar-kets,” said Neil Book, JSSI President & CEO.“The decline in oil prices has had a negativeeffect on the helicopter sector, which supportsoffshore operations and flight hours in theMiddle East.”

Conversely, “Stable economic conditions inNorth America and Europe are reflected in flight-hour growth,” he notes.

That growth notwithstanding, however, busi-ness aircraft use remains well behind 2008 levels,and similarly demand for aircraft continues tolag while business growth remains steady,albeit modest.

Making Do or Fixing-Up...Part and parcel of tepid aircraft sales is a senseamong some operators that many of the attrac-tions of a replacement aircraft (new or pre-owned) can be met by upgrading existing equip-ment. Upgrades in avionics and refurbishment ofinterior and paint continue to keep maintenanceshops busy, according to a number of dealersand brokers surveyed for this story.

The Aircraft Electronics Association's Q3 2015report of avionics sales revealed something of adichotomy between forward-fit sales for new air-craft and retrofit sales for existing aircraft:Retrofit sales improved for the third straight peri-od, while forward-fit sales declined in the firstand third quarters of last year. Avionics sales –both forward-fit and retrofit – were trailing 2014levels at the same point of the year with retrofitincreasing each quarter, but still not matching2014’s levels.

And that, say brokers, dealers and analysts,tracks with a pre-owned Business Aviation mar-ket that is essentially flat-to-slightly-declining.

“In the first 10 months of the year, wholeretail transactions of pre-owned business jetswere pretty much flat – actually, down about 1%year-over-year, according to JETNET records,”Business Aviation analyst Rolland Vincentexplains. “The data are still moving around quitea bit for the November 2015 period as paper-work gets filed, so it is not very helpful toinclude those data in any comparisons, at leastnot yet.

“Prices have been hard hit,” Vincent adds.“We heard that recent mark-to-market adjust-ments of 7-9% were taken in one swoop some-time between Q2 and Q3 2015. This is a generalnumber, averaging across a bunch of airframesthat lenders have in their portfolios.”

The news was unpleasant for sellers and forOEMs taking in aircraft on trade. “This waspainful and unexpected - generally speaking,prices are soft and declining,” Vincent observes.“This is 'normal' as the fleet and an individualairframe ages, of course, but the recent steep-ness of the drop in overall residual value seemsto have caught asset managers by surprise.”

And it's not apt to improve without clearingout some inventory. Vincent explained, “This is aclassic oversupply indicator - too many sellerschasing too few buyers.”

With the backlog many manufacturers enjoy,they may be contributing to the softness impact-ing their trades. “New products coming on-stream are only exacerbating the deflationarytrend,” Vincent notes. “This can be challengingfor the owners of these assets, who appear to beholding on to their aircraft either in hope of a


Dave Higdon is a highly respectedaviation journalist whohas covered all aspects ofcivil aviation over thepast 35 years. Based inWichita, he has severalthousand flight hours,and has piloted prettymuch everything fromfoot-launched wings tocombat jets. Contact himvia [email protected]

“And that,say brokers,dealers and

analysts,tracks witha pre-owned

BusinessAviation

market thatis essentially

flat-to-slightly-

declining.”

!




“NorthAmericaappears

poised tocontinue toprovide themajority ofcustomers

for new, andin particularpre-ownedbusinessturbine

aircraft. ”

stronger pricing environment, or - havingbecome resigned to the new valuations - arecontent to just ride for as many years/hours theycan before a major maintenance or regulatoryevent grounds them.”

It's Not a Uniform IssueAs many brokers and dealers predicted, thebloom faded in the large-cabin jet market.Interest in large-cabin business jets started todiminish just as demand for the light- and mid-size jets began to increase, a turn predictedmonths ago by Brian Foley, of Brian FoleyAssociates. He made the point in an Augustmissive.

“If you look at the last press release fromAugust on brifo.com, I made the argument thatnew big cabin jets would slow down whilesmall/medium [jets] pick up,” he said. “Maybeyou saw that Gulfstream just shed (about) 1,000people, so I guess that's starting to play outnow.”

Vincent echoes Foley and several dealers andbrokers. “We’re seeing lots of weakness in bigcabin valuations. Inventory-for-sale has spiked inseveral models (e.g. G550, Falcon 7X) driven byweak emerging market demand, lower commodi-ty prices, and buyer interest in in-developmentaircraft such as the G500/600 and Falcon 8X.”

The causes are familiar – and, what hits newjet sales often is reflected in the pre-owned mar-ket. “The same reasons that are affecting newsales also translate to pre-owned, with big cab-ins not being such a sure thing going forwardwhile medium and small jet prices and transac-tions finally begin to firm and strengthen,”Foley said.

The Chaos of the MarketWithin the past five years the business aircraft markethas seen what one broker called “boomlets of busi-ness,” (i.e. bursts in aviation growth in emerging mar-kets, including Africa; South America; the MiddleEast; India and, in particular, China). But in the pastyear various influences have slowed all those spots.

China's market is enduring a significant and long-running downturn that's put a damper on sales, evenas the country attempts to stay on track for buildingnew airports to connect the far reaches of its massivepopulation. Russia, South America and the MiddleEast all struggle to maintain their economies in theface of the plunge in crude-oil prices – even asOPEC members and the United States continue toproduce crude at levels exceeding demand.

With a strong stock market, profitable commodityprices, cheap credit and a growing economy andwork force, North America appears poised to contin-ue to provide the majority of customers for new, andin particular pre-owned business turbine aircraft.Foley expects the most-robust market will continueto be the traditional leader. “The hot spot will be theUS, which is not only the world's largest market [forbusiness aircraft], but has one of the strongesteconomies relative to overseas,” Foley qualifies.

And with OEMs continuing to develop new, more-efficient models, the churn in trades, upgrades andreplacements appears ready to continue – albeit at apace only the market can sort out.

With most forecasts for new jet sales lookingconsistent, a return to the robust market of the pre-recession may take more help from overseasmarkets, as brokers and dealers both concede thatthe best thing that can happen to the pre-ownedmarket is a stabilizing world economy and strongereconomic growth. ❚


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

2861 Aviation Way, West Columbia, SC 29170

The Citation Specialist since 1967...

2007 CESSNA CITATION CJ3, S/N 525B-0162

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COMING SOON

Eagle January.qxp 17/12/2015 09:52 Page 1

Elliott January.qxp_Layout 1 14/12/2015 15:02 Page 1

Elliott January.qxp_Layout 1 14/12/2015 15:02 Page 2

n the past few years we’ve tucked awaymarket realities toward the end of thesereports. This time let’s put them front andcenter: There will be no more river in

Africa called ‘De Nile’ for us. There really hasbeen a sea change - darn near a mutation. Thereare two extremely important things that hap-

pened in 2008 which changed this industry andthis market, possibly forever.• First: Banks and other financial institutions

were required to change their lending prac-tices. My Golden Retriever can no longerqualify for an aircraft loan.

• Second: The industry went global.

Pre-Owned Aircraft Sales Trends


I

There are so many over-/mis-used phrases in the pre-owned aircraft market, notes Vref’sFletcher Aldredge. ‘New Economy’, ‘New Reality’ and ‘Stabilization’ are tired attempts to

describe the marketplace. It’s time to be more descriptive – starting here…


Adjusting to a ‘Darn-Near’ Mutated Marketplace

Pre-owned AC Sales.qxp_Finance 15/12/2015 10:29 Page 1

This globalization intensified in the yearsfollowing the US Recession with emerging mar-kets such as BRIC. Globalization has provenboth a blessing and a curse. Activity blos-somed but prices - then and now - continuetheir slide. Remember that old ‘10% Rule’,where if above 10% of a fleet was ‘for sale’prices would drop, and below 10% pricesclimbed? That rule no longer applies to thisworld.

Why is this? Initially all that newly-createdwealth outside the US produced new cus-tomers for everyone. Every large jet brokerand some smaller dealers opened offices inEurope, Asia, the Middle East and SouthAmerica. New aircraft brokers moved in tomeet the demand. No longer does one need aroll of quarters to be an aircraft dealer. It onlytakes a cell phone.

More customers, more demand in morecountries, what could possibly be wrong withthat? Nothing, really. However, all the newplayers, brokers and bankers, selling an ever-increasing number of airplanes (they don’twear out or go away) meant no group ororganization had, or has any influence whatso-ever on prices…

Airplanes and helicopters sell for what themarket will bear. And, with so many belea-guered economies around the world, it’s abuyers’ market almost everywhere. We’ll allhave to get used to that… the most successfullenders and brokers have.

It’s a Wrap…In our year-end wrap-up (right), you mightnotice a pattern. Nine of the top ten aircraft inthe list only have one engine. Furthermore, sixof the top ten are pistons. The bottom ten arecomprised entirely of twin engine turbine air-craft. (We are not saying you should go outand buy a piston-single for your transatlanticcrossing, by the way, although it did work out OKfor a guy named Lindbergh.)

The table includes only 2008 model year aircraft. Asalways, it is important to remember each serial number isunique. The variables are many. For example, a non-standardinterior in a large cabin jet can make a difficult market seemimpossible. The ‘Percentage of New’ column is a comparisonof the original new, MSRP in 2008 to today’s used Retailprice.

The Pilatus PC-12 leads the entire study, retaining 88% ofits value, while bringing up the rear the average 2008 Learjet60XR is worth just 28% of its original new price after onlyeight years.

It always come down to this: We all want to know what weare least likely to know…the future. In a few rare cases muta-tions can be good. The current market, this new way of buy-ing and selling airplanes and helicopters, will ultimately provea good thing, although right now it’s painful to watch large

jets constantly adjusting to the free market.Eventually everyone will see aircraft for what they are –

highly specialized business tools, not investments. Quit wor-rying about when or if your airplane will go up in value. Justutilize it fully. After all, when was the last time a businessbought a truck or a forklift as an investment? ❚More information from www.vrefonline.com


*THE TABLE ABOVE CONTAINS ONLY 2008 YEAR MODEL AIRCRAFT. SEE VREFONLINE FOR CURRENT, AVERAGEVALUES AS WELL AS THE % OF NEW FOR EVERY YEAR MODEL. EACH SERIAL NUMBER IS UNIQUE. TIMES ANDCONDITION WILL CAUSE GREAT VARIATIONS IN PRICE. **% OF NEW IS A COMPARISON OF THE ORGINAL NEWPRICE IN 2008, AND TODAY’S USED RETAIL PRICE

Fletcher Aldredge is publisher of the industry-respected Vref Aircraft Value ReferenceGuide. Vref is the industry’s modern priceguide, designed especially for professionalsoperating in today’s challenging marketplace.Contact Fletcher via [email protected]

Pre-owned AC Sales.qxp_Finance 15/12/2015 15:57 Page 2

BIZAV INTELLIGENCE ❚ AVIATION LEADERSHIP ROUNDTABLE

ooking in the rear-view mirror, one will observe that forthe most part the North American market was active in2015. Many dealers and brokers considered the pastyear one of their best. My associates all report that busi-

ness was good, although friends in other countries do not havethe same enthusiasm as they relate the activity for 2015.

Emerging markets such as Asia, China, the Middle East andRussia experienced greatly reduced activity. In fact in Chinaalmost all transactions consisted of aircraft selling from Chinarather than being sold into China. This situation is absolutely areversal of fortune compared with a few years ago.

The change in economic dynamics has shifted once again.Available inventory of business jets is moving in a direction, vol-ume-wise, that is reminiscent to the 2008/2009 period, with mostcategories seeing their numbers increase. But there is a differ-ence from six or seven years ago: Sales activity now is primarily inNorth America.

This shift from the recent past means an oversupply of aircraft,many coming from international operators placing added pres-sure on price recovery. As good as the North American salesactivity is today, it cannot bear the weight of the entire globalrecovery.

What happened in the past will affect the view going forwardinto 2016. My expectation for the New Year is continued pressureon pricing. The trend for large body long range aircraft will bedown. Demand has declined significantly as Multi-National com-panies are traveling less internationally. The shift in economicwinds, I believe, is due to the lower price of energy and thestronger dollar; these two factors are playing havoc on themarket for business aircraft in areas of the globe that had beenbullish for Business Aviation.

HeadwindsIn the beginning of 2015 when these economic factors began toappear, many large companies declared that all capital expendi-tures would be stopped for the year. I am hearing that numerouscorporations have ceased capital expenditures through 2016 aswell. This is very discouraging and will have a significant impact,not just on the effected flight departments but also on the OEMsas well as downline vendors.

Aside from causing a delay in purchasing new aircraft, thisslowdown could mean fewer expenditures for modernization andrefurbishments. Shops that provide avionic upgrades or paint andinterior work will be impacted, which depresses jobs! That is thelast thing our industry needs again.

TailwindsFortunately, not all the 2016 outlook is dim. Buyers that are in ourmarket continue to win, and win big as they find good aircraft.First-time buyers will participate, probably in record numbers inNorth America. High-net-worth individuals rather than large cor-porations will spur growth and add jobs in North America.

One misconception is that when buyers win, sellers lose. I saythis is simply not the case. When buyers win it means that sellersare selling. I promise you that this continued instability in pricing,although not good for long-term asset valuation, is only part ofthe story. The positive part is the counter balance. Aircraft areselling.

What’s Next?How do we as sales professionals help our clients manage 2016? • Bring solid market information to the table.• Work diligently to provide data points that shape the real

market.• Use the increased inventory globally to accurately affect

pricing.

Buyers and sellers have never needed these tools more thannow. In 2008/2009 nothing was selling, thus pinning down avalue was less important because no one had confidence inthe market. No one knew how far or how fast the marketwas crumbling.

Today it is different. Buyers have confidence in the market.They believe that annual residual loss rate is quantified. Theywill buy if they feel an aircraft is priced correctly.

For the seller, do not lose sight of the fact that inventory levelsare high. Realize that buyers really are aware of correct values.Everyone must understand market conditions. Choose a greatpartner to assist with your transaction, and be willing to dissectthe individual aircraft under consideration.

You might be wise to pay more for a great aircraft, since allmachines are not equal. Be smart and be open to the market.The year ahead will be difficult, but it will not be impossible.Happy New Year! ❚

L

An Industry Perspective of 2016What Lies Ahead for the Used Aircraft Market?

Sometimes before you look ahead, you have to look behind to get a full picture of what is around you, cautions Jay Mesinger. A preview of the year ahead for pre-owned aircraft sales follows...

Jay Mesinger is the CEO and Founder of MesingerJet Sales. With 40 years’ experience in the aircraftresale market, Jay also serves on the Jet AviationCustomer and Airbus Corporate Jets BusinessAviation Advisory Boards (BAAB). Contact him at [email protected]


JMesinger Jan16.qxp_JMesingerNov06 17/12/2015 09:27 Page 1

2008 Hawker 900XPS/N: HA-21. Reg: N889QS4,823 Hours since NewAirshow 410AirCell ATG5000 High Speed InternetEnrolled on MSPPartial Interior Refurbishment May-2015Paint Touch up in 2014

2006 Gulfstream G200S/N: 0150. Reg: EC-KCA1,978.5 Hours since NewPowered by two Pratt & Whitney

306A EnginesIridium Communications SystemHoneywell Laserref V IRSAirshow 4000

2004 Hawker 400XPS/N: RK-374. Reg: N109NT1,485 Hours since New

Collins HF-9000 High FrequencyCommunication System

Airshow 400StormscopeA / B / C inspections cw. October 2014

New Company, Same Trusted Resource

2010 Hawker 4000S/N: RC-43 / N2KL822 Hours since New

Lump Inspection cw. Nov. 2014Engines Enrolled on ESPAmendment 102 completed

Hatt & Associates: Unique in Experience, Global in Scope.Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

Scottsdale | Denver | Breckenridge | Wichita | San Jose | Dubai

1-720-477-1204hattaviation.com

Hatt & Associates January.qxp_Layout 1 14/12/2015 15:03 Page 1

Aircraft Sales & Acquisitions

member of

803.822.4114South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1991 Learjet 31ER • 31-0332004 Learjet 40 • 45-2010

1991 Citation V • 560-01432013 Phenom 300 • 50500137

2000 Citation CJ2 • 525A-00071996 Citation Jet • 525-0170

member of

Aircraft Sales & Acquisitions

803.822.4114South Carolina (CAE)

Colorado (GJT) • Texas

[email protected]

1983 King Air F90-1 • LA-205

1978 Conquest II • 441-0037

2006 Piper Meridian • 4697229

1980 King Air E90 • LW-339

1985 Citation SII • S550-0036

2005 Pilatus PC-12/45 • 640

Jack Olcott was Presidentof the NBAA from 1992through 2003, and todayJack’s network and per-sonal knowledge of Busi-ness Aviation uniquelyqualifies him as EditorialDirector and Publisher,[email protected].

cott Roberts is the second generation offamily management to guide the progressof Roberts Resorts & Communities, a devel-oper of properties and dwellings for families

seeking the benefits of home ownership. Foundednearly 50 years ago by his father, the firm was con-ceived to offer affordable homes for families of anyage, with emphasis on those nearing or in retirement.

The goal was facilitating “The American Dream”to a broad segment of society. From its initial effort inCalifornia focusing on parks for recreational vehiclesas well as RVs for those locations, Roberts Resorts ex-panded its business model to include locations in Ari-zona, Alabama, Colorado and Texas with parkmodels (i.e., RVs) and manufactured homes.

The market for manufactured homes is well estab-lished, but many developers in that business concen-trate on locations they can access via the ScheduledAirlines since prospecting for new sites and manag-ing facilities requires active involvement by manage-ment. “My parents were licensed pilots, and the useof Business Aviation was an integral part of their ap-proach to market expansion,” notes Scott.

“They started with a Cessna 340 and progressedthrough a series of twin-engine piston aircraft from aCessna 414 to a 421. I am second generation man-agement and an active pilot, and I fly a pressurizedCessna 210.

“Utilizing the company aircraft, my parents grewRoberts Resorts into four locations in Arizona, several

Living The Dream


S

Roberts Resorts & Communities is expanding successfully with hands-on managementable to find locations outside the limited sphere of cities served by Scheduled Airlines,

observes Jack Olcott… And it’s all thanks to a Pilatus PC-12.

BOARDROOM ❚ CASE STUDY

Building Communities withthe aid of Business Aviation

BG 1 Jan16.qxp_Layout 1 15/12/2015 10:48 Page 1

more in Texas, an Alabama development and an-other near Colorado Springs, Colorado. Now wehave 14 communities, and at least once per monthwe visit them to assure quality control and to supportour customers.

“With our goal being responsible developmentand pursuit of new opportunities such as Florida loca-tions, we considered our need for greater speed andcarrying capacity than the Cessna 421 provided,” hecontinues. “We knew we required more capability,but we did not wish to move into a business jet at thistime or grow our aviation effort beyond the owner-flown system that had worked so well for us inthe past.”

Enter the PC-12With the assistance of Tempus Aircraft Sales & Serv-ice, a Colorado-based aviation service organizationwith facilities in Arizona and California, RobertsHomes was introduced to the Pilatus PC-12 single-engine turboprop. “We found the PC-12 suited ourneeds particularly well,” Scott explains.

“The aircraft provides more interior volume thatwe had previously, and it has sufficient speed to fulfillthe marketing and management missions of ourcompany. With its ability to use smaller airportscoupled with its load capacity and speed, the PC-12fits right in.

“We can leave the company’s home base inScottsdale, Arizona and do business in Austin, Texaswithin about three hours; then fly to Daytona Beach,Florida in another three hours, accomplishing two sitevisits within just a few days. Considering our mission,we feel the cost-benefits of our PC-12 solution are su-perior to what we would obtain from a business jet.”

Scott Roberts recently transitioned from hisCessna P210 to the Pilatus turboprop. A 2,800-hourowner-pilot with 18 years’ experience in single-

engine aircraft, Scott finds the PC-12 quite stable andeasy to fly. In particular, he feels the cockpit layoutand avionics are particularly easy to manage as anon-professional pilot. FlightSafety International pro-vided his 11-day transition training, utilizing its LevelD simulator for the Pilatus. Sixty hours of mentor fly-ing followed his checkout.

Scott says that obtaining insurance for his opera-tion of the PC-12 did not present a problem. Whilehiring a professional pilot dedicated to the aircraftmight still be an option, he is pleased that he cancontinue his use of Business Aviation as an owner-pilot to manage existing properties and expand intonew markets beyond the current reach of RobertsResorts & Communities.

Expansion“With the PC-12 we plan to travel further and grow,particularly into the Florida region. The Southeastrepresents great opportunities for our manufacturedhomes and managed communities,” Scott adds.“The Pilatus allows us to use our time quite efficiently.Although the Cessna P210 was a great aircraft, I didnot feel it offered the capability we needed to capi-talize on growth opportunities. The PC-12 does.”

Many entrepreneurial companies such as RobertsResorts & Communities find that Business Aviation inall forms, from professionally flown corporate jets toowner-operated singles, provides a competitiveedge. Throughout the USA as well as in many areasof Europe, business aircraft are able to access morelocations than can be reached quickly and efficientlyby Scheduled Airlines.

Companies serving customers and shareholdersunderstand that maximizing profits is facilitated byBusiness Aviation. ❚

More on Roberts Resorts & Communities at www.robertsresorts.com

SCOTT ROBERTS WITH HISWIFE, LAUREN AND

DAUGHTER BRIGHTON

“We canleave thecompany’s

home base inScottsdale,

Arizona anddo businessin Austin,

Texas withinabout three

hours...”


THE SPACIOUSINTERIOROF THE PC-12

BG 1 Jan16.qxp_Layout 1 15/12/2015 10:50 Page 2

ne very important part of leading acompany as well as managing an indi-vidual business unit is setting andachieving goals. Visionary goals such

as ‘being a product leader’ in a certain field or pro-viding the industry’s ‘best customer service’ shouldbe matched by key performance indicators (KPIs).These measurement tools are critical to thesuccess of the organization.

They also need to be applicable to each busi-ness unit. For example, if a retailer’s strategic goalis doubling the number of retail locations in theNortheast US, a KPI for sales would be very differ-

ent than a KPI for Legal or HR, although sales andother business units would be aligned to supportthe retailer’s overall program.

For a KPI to be valuable, it must be understand-able, meaningful and measurable. It also musthelp determine progress for the overall success ofthe company as well as establish measures ofeffectiveness for business units or teams support-ing the program.

KPI fulfillment also needs to be (mostly) withinthe control of the business unit using the indicator.A good idea is for the KPI approach to follow theS.M.A.R.T. criteria...


O

Goals must be set for all business units within a corporation, including the Flight Department. To be effective, however, your aviation manager must be prepared to embrace the

need for KPIs, notes David Wyndham.

BOARDROOM ❚ OWNERSHIP

David Wyndham isco-owner & presidentof Conklin & deDecker where his ex-pertise in cost and per-formance analyses, fleetplanning and life cyclecosting are invaluable.He’s formerly an in-structor pilot with theUS Air Force. Contact him via [email protected]

Flight DepartmentManagement

The Benefits of Establishing & Tracking KeyPerformance Indicators (KPIs)

!

Ownership JAN16.qxp_Layout 1 15/12/2015 12:27 Page 1

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• Specific: The KPI should be specifically related tothe business purpose being pursued and not justa general data point.

• Measurable: The KPI must have a clearly as-signed value.

• Achievable: KPIs relate to achievements theorganization thinks it can meet. They can’t be tooeasy, but also they cannot rely on perfectconditions to fulfill.

• Relevancy: This characteristic is often over-looked. As mentioned above, a KPI that worksfor Sales won’t work for the Legal department.

• Timelines: KPIs should be time-based, with adefined period of performance.

Having ‘aviation’ KPIs attached to goals is neces-sary for the aviation department to be managed ef-fectively. For the Flight Department (FD) tocontribute to the corporation’s success, it must havethe measures in place to support corporate as wellas departmental activities. Regarding the exampleabove of a company expanding its retail outlets, theFD manager must decide where the department canprovide the most effective support.

Supporting Corporate ExpansionTransportation of development and specialty teams,such as engineering, sales, marketing and HR, typi-cally is a necessity for companies expanding intonew locations. Relevant KPIs for the Flight Depart-ment may be passengers transported or trips flownto the Northeast in support of the expansion effort.Another KPI can be the ratio of travel time to ‘pro-ductive’ time.

With the Northeast Expansion goal, productivetime is the time spent on site or meeting with the en-tities needed to launch the new operation. Using thecompany’s business aircraft reduces travel time andallows for more time on-site for face-to-facemeetings.

A 12-hour travel day probably results in anovernight stay to accommodate an 8-hour meeting,followed by another 12-hours returning home, whichis far less productive than a five-hour trip each wayduring the same day utilizing the aviation depart-ment. Flight Department KPIs have a specific valueto the company and are within the control of the avi-ation department. For our example of regional ex-pansion, they are easily measured, achievable,relevant and timely.

In addition to facilitating more productive busi-ness hours, the Flight Department Manager in ourexample can assign values to the time saved. An en-gineer may be valued to the company at one salarywhile a senior executive may be valued much higher.This metric is intrinsic when discussing who has ac-cess to the business aircraft, but putting measurablevalues on time can be a difficult exercise.

Furthermore, value of a person’s time is above theFlight Department Manager’s pay grade. Neverthe-less, an attempt at valuation is worthwhile.

CautionBe wary of unintended consequences with KPIs. Foraviation, focusing on a cost per hour KPI can lead toignoring productivity of the aircraft. It can also leadto measures being taken to underutilize the aircraftin order to delay major maintenance into another fis-cal year. Cost per hour can also avoid looking at air-craft productivity per se.

If aircraft A costs $6,000 per hour and Aircraft Bcosts $5,000, the cost per hour clearly favors AircraftB. But what if Aircraft A cruses at 460 knots while Air-craft B flies at 400 knots (see Table A, below)? ThusAircraft A costs $13.04 per mile while Aircraft B costs$12.50 per mile. Let’s assume Aircraft A carries ninepassengers and Aircraft B carries seven, the true costper passenger, per mile for Aircraft A is $1.45 and$1.79 for Aircraft B. Clearly, Aircraft A is about 20%more efficient to operate than Aircraft B, assumingall seats are occupied.

SummaryPeople are a company’s most valuable asset. Time isa non-renewable resource. Thus, the company air-craft transports the firm’s most valued asset and al-lows the most productive use of their limitingresource, time. The use of time needs to be directedto areas that create value and support the strategicgoals of the company.

KPIs are useful in keeping the focus on planexecution. Aviation needs useful KPIs that canhelp managers achieve superior results forthe corporation. ❚

Are you looking for more Business AviationOwnership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

“ Foraviation,

focusing ona cost perhour KPI

can lead toignoring

productivityof the

aircraft.”

BOARDROOM ❚ OWNERSHIP


Ownership JAN16.qxp_Layout 1 15/12/2015 16:00 Page 2

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omething suddenly seems ‘too big’ somunicipalities, city and localgovernments work to fix the problem by‘right-sizing’ it. Sometimes it feels as

though they’re trying to fit a square peg into around hole – all in the name of creating budgetary,space or density solutions.

Right-sizing isn’t a bad idea, of course, unlessthe solution hasn’t been thought-out and the aim ofright-sizing is merely to create the right optics, or toplay around with a problem and call it a solution.

What does this have to do with our industry? Atthe beginning of 2015 I wrote in an article that weneed to be careful what we wish for. We as acountry wished for lower fuel prices, more energyindependence and a stronger dollar. Lo-and-

behold! We got them all on the same day and theentire world shuttered! The fulfillment of thosewishes has wreaked havoc on the major oil-producing countries, oil-producing companies,companies that provide ancillary goods andservices to oil-producing countries, and companiesin the US that export products to EU countries.

Just as we all thought that 2015 would continueto grow in global aviation activity it came to a haltin the emerging markets. Between the regulatorycrackdown in China (based on anti-corruption lawsand weakening economy) and the effect in theMiddle East and Russia of the price of oil, wesuddenly found our global industry coming hometo its roots. North America is bearing the weight ofthe majority of aircraft activity.

The term ‘Right-Sizing’ seems to be taking hold in many sectors of oureconomy, notes Jay Mesinger. It’s rife in Business Aviation, too, but whatare the right reasons, and what are the flawed reasons for right-sizing?


S

!

Jay Mesinger is theCEO and Founder ofMesinger Jet Sales. Jayserves on the JetAviation Customer andAirbus Corporate JetsBusiness AviationAdvisory Boards(BAAB). Contact Jay [email protected]

BOARDROOM ❚ BUYING & SELLING

Right-Sizing:The Right Reason or Knee-Jerk Reaction?

Buying&Selling Jan16.qxp_Layout 1 16/12/2015 12:18 Page 1


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The reaction to this sudden shift…? Right Sizing!For our industry that means an evaluation ofproduction numbers among the airplanemanufacturers, which then knocks the next dominoover on the OEM suppliers (including engineOEMs, avionic OEMs), and on, and on… Next,North American flight departments start havingserious discussions about the size and mix of theirfleets, which causes management to rethink theirlong-range needs versus back-to-basic domesticneeds. Discussions result that involve canceling orpostponing new aircraft orders as well as otherimportant capital expenditures like modernizingexisting fleets.

Thus we come to the crux of this article: thecorrect reasons for right-sizing and the moredangerous knee-jerk reactions.

Let me give you an example from living inBoulder, Colorado. Several months ago our CityCouncil selected several major streets in town,deciding to right-size them to accommodatededicated multiple lanes for bicycles sharing thestreets with cars. It turned out they made knee-jerkplans based on what proved to be flawed, one-sided input. One day the city’s residents woke tofind what was once a two-lane street in eachdirection now had a wide bike path on both sidesof the street, and one car lane in each direction…Business- and home-owners along the street wereoutraged. Traffic became congested (although thebicycles blew through).

This was the first of four or five major arteries inthe city scheduled to be converted. The backlashwas quick and fierce. It turned out the city was onlylooking at the petitions of the bikers. Theyimmediately began to undo these lane changesand life returned to normal.

When it first decided to do this, the councilapplauded itself. The eventual back-down was anembarrassment to the council and a significant costto the city for the re-painting of lanes.

This corrective action to highway lanes was mucheasier to fix than serious fleet changes in flightdepartments or manufacturing production changesfrom OEMs. Thus, right-sizing for the correct reasonis important and critical to continue to meet theneeds of the constituency. And good planning,foresight and budgeting around change is vital tothe success of an outcome.

Making quick changes that are often more basedaround optics than the need for change (based onlong-range planning) can never have a happyoutcome. The OEMs need to carefully look atgrowth and constriction trends. Momentary hiccups

should be carefully analyzed to be sure that thechanges that are being planned for are long-termrather than just blips.

Flight departments that are shedding aircraftand changing mix significantly may find themselveswith an outcome of fleets that will not besustainable if the winds shift again. It is too early toforecast the long-term effect - or frankly the long-term reliability - of the cost of oil or the strength ofthe dollar.

My fear is that what is meant to be right-sizedwill be wrong-sized and that we would be trying toput our collective foot into a shoe that’s too small. ❚

Are you looking for more Business AviationOwnership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership/

BOARDROOM ❚ BUYING & SELLING



Buying&Selling Jan16.qxp_Layout 1 17/12/2015 09:34 Page 2


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BOARDROOM ❚ TAX

s millions of dollars of aircraft were on staticdisplay last month at the 2015 NBAA BACE inLas Vegas, businesses remained without answersregarding reinstatement of higher Section 179

expensing limits and 50% bonus depreciation for the 2015tax year.

Although it looked likely at the time of writing (earlyDecember 2015) that retroactive extension of these taxincentives will be part of the tax extenders package thatCongress will pass and send to the President to be signed intolaw by the end of 2015, there is certainly no guarantee that this

will be the case. Therefore, a Board must be mindful of thepossibility that these tax incentives will not be available whenmaking decisions regarding the timing and amount of businessaircraft capital expenditures.

Furthermore, even if Congress approves the Section 179 taxprovision for the 2015 tax year desired by industry, the conceptof decision-making in anticipation of legislative action shouldbe handled with caution, going forward.

Higher expensing levels under IRS Section 179, for the pasttwo years, have allowed some business aircraft owners to takethe full depreciation deduction of aircraft and items installed in

A

Planning for Section 179Uncertainties:

What Will Happen to Equipment Expenses and Deductions for 2015?

Chris Younger explores the difficulties that Congress imposes on US businesses by continuing its practice of delaying revisions to IRS Section 179 and depreciation allowances until the 11th hour.

Tax Jan16.qxp_Layout 1 15/12/2015 11:31 Page 1

“The Boardwill therefore

need toweigh the

necessity forsuch an

expenditurein the

absence ofthe

anticipatedor hoped fortax savings.”


Chris Younger is apartner at GKG Law,P.C. practicing in thefirm’s Business Air-craft Group. He fo-cuses his legal practiceon business aircrafttransactions as well asissues relating to fed-eral and state taxationand regulation of busi-ness aircraft owner-ship and operations.Mr. Younger can becontacted [email protected]

them in the current tax year. While Section 179 is apowerful incentive, Congress has placed limits onthe amount that a business can deduct in anygiven year.

For tax year 2014, the maximum total amountwas $500,000 (up from $25,000 in previous years),and the Section 179 deduction was limited totaxpayers who purchased less than $2,500,000 incapital assets. The Section 179 deduction beginsto phase out, dollar-for-dollar, once the purchaseprice of the equipment exceeds $2,000,000. Thus,Section 179 expensing is only beneficial on aircraftpurchases or upgrades less than $2,500,000 invalue. Without the higher levels, Section 179 isscheduled to fall to $25,000 with a $200,000phase-out.

HistoryIn early 2015, the Senate Finance Committeepassed a tax extenders package covering Section179, but the full Senate did not consider it. TheHouse Ways and Means Committee passed itsown provisions to approve higher Section 179levels in February 2015, followed closely by fullHouse approval. Further, Congress passed taxextenders to cover tax year 2014 in December2014, leaving little time for business aircraftowners to make purchasing decisions based onthe higher Section 179 limits.

Typically linked together with extension ofhigher Section 179 expensing limits is theextension of 50% bonus depreciation for newequipment purchases. In prior years, bonusdepreciation would be taken after the Section

179 Spending Cap is reached. Bonusdepreciation is a special tax deduction granted totaxpayers who place certain “qualified property”in service in the tax year in which it has beenmade available.

For most qualified property, the allowance is50% of the adjusted basis of the qualifiedproperty (i.e., after adjustments under othersections of the Internal Revenue Code (IRC)(e.g., Section 179)). This allowance was increasedfrom 50% to 100% for Qualified Property placedin service after September 8, 2010 and beforeJanuary 1, 2013 for qualifying aircraft. At the timethis article was written, bonus depreciationremained unavailable for 2015 and Congress hadnot decided whether to extend the bonusdepreciation provisions.

In the absence of an extension of increasedSection 179 limits and 50% bonus depreciation,Board Members must decide whether to take therisk of purchasing business aircraft or make otherexpensive capital improvements to their businessaircraft without the certainty that thoseexpenditures will be fully deductible in thecurrent tax year.

As with all business decisions, conventionalwisdom dictates that it is imprudent to make adecision whether or not to make a large capitalpurchase based solely on the tax consequencesresulting from such an expenditure. The Boardwill therefore need to weigh the necessity forsuch an expenditure in the absence of theanticipated or hoped for tax savings.

Impact of UncertaintyConsidering the uncertainty of Congressionalaction, a Board’s conservative course of action isto consider whether the business would makesuch a purchase decision in the absence of a taxwrite-off and to view the potential tax savings asa windfall if they come to fruition. If the Boarddoes not view its decision in such a manner andinstead factors into its analysis the anticipatedbut potentially unavailable tax savings, it couldfind itself in the unenviable position of needingto explain a large budget shortfall to itsshareholders.

Nevertheless, history has shown that taxconsiderations often have a profound impact ona company’s purchase decisions. Therefore,business leaders should urge their electedrepresentatives to resolve important tax issues,such as the provisions of IRS Section 179 andBonus Depreciation, early in the calendar year. ❚

Are you looking for more Business Aviation Tax articles? Visitwww.avbuyer.com/articles/category/business-aviation-tax/

Tax Jan16.qxp_Layout 1 15/12/2015 11:31 Page 2

ith the exception of a fewchanges, TRIA continues to pro-vide a Federal backstop for do-mestic insurers required to offerterrorism coverage on specified

lines of Commercial insurance. But what are itsorigins?

In the wake of 9/11, insurance companies whowere already providing terrorism coverage to air-craft owners under the War Risk Perils endorsementimmediately cancelled that coverage per the can-cellation provisions of the endorsement. Other in-surers who wrote commercial insurance for buildingdevelopers, construction companies and related in-dustries ceased providing terrorism coverage forth-

with. Meanwhile the banks stopped offering loanswhere they could not get terrorism insurance toprotect their investments.

Within a few weeks of 9/11, the War Risk marketagain offered the coverage but at greatly increasedpremiums. Most aircraft owners had to purchase thecoverage due to the contractual insurance require-ments contained in the loan agreements on theiraircraft.

In late November 2002, Congress signed intolaw the Terrorism Risk Insurance Act of 2002 whichrequired domestic insurers to offer terrorism cover-age to Commercial clients. In return the FederalGovernment would provide a financial backstop(similar to reinsurance) for any terrorism losses


BizAv And TRIA

With passage of the Terrorism Risk Insurance Program ReauthorizationAct of 2015 (TRIA), the Act is now extended to expire December 21, 2020. Stuart Hope examines the dilemma this act creates for the aircraft owner

and examines whether it’s a good bet to purchase it.

BOARDROOM ❚ INSURANCE

Stuart Hope, co-ownerof Hope Aviation, is alicensed Airline Transport Pilot and afrequent NBAA speakerand industry authority oninsuranceand risk managementtopics. Contact him [email protected]

W

A Primer on the Terrorism Risk InsuranceProgram Reauthorization Act of 2015

Insurance JAN16.qxp_Layout 1 15/12/2015 11:11 Page 1

incurred that exceeded a certain threshold.This coverage must be offered to this specified

class of Commercial clients (which included aircraftowners) every year and the client has to accept orreject it.

DilemmaAs mentioned above, most aircraft owners al-ready carried coverage for terrorism which is anincluded ‘peril’ under the War Risk Perils en-dorsement. With subsequent passage of the TRIAact, aircraft owners were met with a dilemma…

Since they already had terrorism coverageunder the War Risk Perils endorsement, itappeared to be an easy decision to decline theTRIA coverage every year since it would appar-ently amount to double coverage for the sameperil, and therefore not be needed. However,there are some differences in the coverage whichcomplicates the decision.

Aggregate vs OccurrenceTerrorism coverage provided under the War RiskPerils endorsement provides the same liabilitylimit carried on the aircraft policy, but is providedon an aggregate basis. This means regardless ofthe number of claims submitted during a policyterm, once the policy limit has been paid cumula-tively, the coverage is exhausted and the ownerwould have to re-load its limit by purchasing ad-ditional liability coverage limits.

Terrorism coverage provided under TRIA iswritten on an occurrence basis, meaning eachseparate occurrence during a policy term is pro-vided the full policy limit. In addition, if the air-craft owner carries a liability limit of $300m, theWar Risk Perils carries a sub-limit of $50m for allbodily injury and property damage claims – ex-cept bodily injury to passengers. You can pur-chase excess third party war coverage to amendto an occurrence basis and delete the $50m sub-limit if desired.

Coverage TriggerThe War Risk perils coverage trigger is governed bythe insurance policy contract language. If the claim isdetermined to be Terrorism per the policy and thereare no applicable exclusions, then the policy will re-spond. In order for coverage to be triggered underTRIA, the loss must be certified by the Secretary ofthe Treasury — in consultation with the AttorneyGeneral and the Secretary of Homeland Security —to:

1. Be an act of terrorism; 2. Be a violent act or an act that is dangerous to

human life, property, or infrastructure; 3. Have resulted in damage within the US, to an air

carrier, US-flagged vessel, or the premises of aUS mission; and

4. Have been committed by an individual(s) as partof an effort to coerce the civilian population ofthe US or to influence the policy or affect theconduct of the US Government by coercion.

The take-away is the trigger for TRIA is not con-trolled by contract language but rather by threeindividuals.

CancellationTerrorism coverage provided under the War Risk Per-ils endorsement has numerous cancellation options.TRIA coverage cannot be cancelled except by theUS Government.

Should You Buy Both?If you don’t already have it, buying the War Risk Per-ils coverage is a no-brainer. You pick up coverage forroughly 25 excluded war perils for a small premium.If the premium to also include TRIA coverage is notexpensive, I would certainly recommend buying itfor the advantages it offers (occurrence basis, cover-age trigger, and cancellation provisions).

In any case, you should speak to your aviationinsurance broker about your particular situation. ❚

“ ...TRIA is not controlled

by contractlanguage but

rather bythree

individuals.”


Insurance JAN16.qxp_Layout 1 17/12/2015 10:07 Page 2

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Avionics Connectivity (Part 1)

Introduction & Overview


!

Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott begins a five-part series on aircraft connectivity,

starting with an introduction and overview of this vast subject.

FLIGHT DEPARTMENT ❚ CONNECTIVITY

Ken Elliott is a highly-respected industryauthority on avionics asa member of theNextGen AdvisoryCouncil sub-committeeand Technical Director,Avionics at Jetcraft.Contact him [email protected] www.jetcraft.com

or the last several years, designers,developers, providers and integratorshave each contributed enormously to arevolution in aircraft connectivity, both

internal to the fuselage and externally to destina-tions throughout the world. We are:• Less reliant on voice communication;• More able to monitor other aircraft and receive

detailed performance of our own machine; and• We can operate offices in the sky using high

speed data, watch HD videos, track real timemovement over distant oceans and send socialmedia messages to our loved ones from allcorners of the planet.

Over the next five articles, AvBuyer will reviewhow we accomplish these marvels of our time,addressing both Networks and Providers, and theservices they offer. We will cover equipment, inte-gration and options available to business aircraftoperators. Above all, we’ll attempt to demonstratethe wider aircraft connectivity of today and tomor-row, enabling operators to see the benefits of inte-grated systems and make wise economic choicesfor their investments going forward.

Note that connectivity is used in place of com-munication. Communication, by definition, impliesvoice and data streams but connectivity goesmuch further, as will be revealed.

A High Level Introduction & OverviewAn aircraft connects externally to the outside worldand internally to its onboard systems. The com-plexity of this connectivity is so vast that Figure 1(above) can only represent a simplistic overview.This overall series, however, will mirror this func-tional block representation and the sub-sections ofthis introduction will do the same.

Satellite NetworksGround-based facilities are adequate for mostexternal connectivity, providing an aircraft is wellwithin range, and the technology bandwidth andfrequency are appropriate for the task. More sig-nificantly satellite networks have evolved toreplace the old High Frequency (HF) services, fill-ing in the oceanic and polar airspaces. They alsosupplant some of the ground VHF-based servicesand are on the way to doing more.

F

Satellites

HOW ANAIRCRAFT

CONNECTS TO THE OUTSIDE

WORLD AND TOITS ONBOARD

SYSTEMS

AIRCRAFT CONNECT EXTERNAL AIRCRAFT CONNECT INTERNAL

GroundFacilities

ServiceProviders

Trip Plan(Sub-tier)

Data(Sub-tier)

Satellite &Ground Services

Trip Plan& Data

Services

ExternalTransfer

Platforms

OnboardPlatforms

OnboardServices

ConvertOnboardPlatforms

OnboardConvertServices

Audio &Display

Platforms

Avionics Jan16.qxp_Finance 15/12/2015 16:02 Page 1

Boutsen January.qxp_Layout 1 14/12/2015 16:36 Page 1



Aviation today is very dependent on satellites thatprovide voice, text, data, internet and video services tofleets of aircraft or single operators via Service Providers.

Inmarsat offers operator, passenger and safety servicesvia its legacy Aero, Swift 64 and Broadband programs.During 2015, it commenced Ka Band platform coveragewith the launch of a new range of satellites, and in part-nership with Cisco, for gateway applications, offering50Mb per second.

Ka band, branded as Global Express (Aviation), usesInmarsat I-5 supplied satellites, of which there will bethree, while L band is available from three earlier genera-tion I-4 satellites, offering 3G service, and five legacy I-3satellites also providing L band service.

Iridium also offers operator, passenger and safety serv-ices from its 66 low earth orbit (LEO) satellites. It enablesbroadband services for laptops and tablets. In 2016, asnew satellites come on line, Iridium will begin to offerfaster broadband with speeds of 1.4Mb per second. Bothsatellite networks offer smartphone capability, includingoptimized applications that may be used on board thebusiness aircraft.

A third network, ViaSat, offers Business Aviation in-flight Ka and Ku band internet. Services include videoteleconferencing and this year speeds will double andcoverage will increase up to seven times using a newsecond satellite. ViaSat has made significant inroads intoBusiness Aviation, where existing aircraft OEM standard-ized platforms are not the only option. Their recentcollaboration with Jet Aviation, on a 2016 Global Expressprogram, is an example of this development.

Ground-Based FacilitiesStill very much a part of the aviation infrastructure,ground-based services include voice, text and data,mostly over VHF. Aircraft communicate with Air TrafficControl Centers (ATCC), Terminal Radar ApproachControllers (TRACONs), and Air Route Control Centers(ARCC).

Very High Frequency (VHF) sits further along in the fre-quency spectrum than its longer range companion, HF. Itis, primarily, a continental land-based communication sys-tem. VHF, as line-of-sight communication, has limitedrange. It uses a carrier modulated at much lower fre-quency rates with voice or data.

Still using VHF, but as a short-range capability, dataservices are also provided in different regions throughoutthe world. VDL Mode 2 (VDLM2), used for digitaldatalink, is 10 times faster than traditional VHF analoguedatalink (VDL Mode 0). Traditional aircraft equipment canbe replaced or upgraded to include VDLM2 capability.

VDLM2 supports the Controller Pilot DataLinkCommunications (CPDLC) requirement of Data Command is required for European and ICAO mandates. Forthe US, initial applications of datalink use both VDLM2and allow continued use of VDL Mode 0. These form partof the overall adoption of FANS 1/A, extending toinclude North Atlantic Tracks System (NATS) that eventu-ally will evolve into a wider data capability under thebanner of ATN-B2.

At a lower frequency and using repeater ground

Figure 2: Most of the Satellite Providers

Figure 3: Sub-Tier Trip Plan Service Providers

Figure 4: Sub-Tier Data Service Providers (inc. flight tracking)


stations, polar coverage of data can still be served byHigh Frequency Data Link (HFDL). Although Iridium satel-lite polar coverage (part of FANS over Iridium – FOI) isnow available, HFDL remains an integral capability in theFANS 1/A toolkit.

Data shared between users includes operational,weather and engine reporting. Clearances, runway condi-tions and text messages are part of ATC data that willincrease under NextGen/SES2+/ICAO Block programs asthey move away from voice methods of communication.

Service ProvidersWhile satellite networks and ground facilities provide thelink between users, service providers offer the method touse those links. Providers support multiple applicationsand aggressively compete for the business (see Figure 2top left).

Ground facility providers are primarily ARINC (a divi-sion of Rockwell Collins) and SITA (a consortium ownedby European airlines). Other VHF datalink servicesinclude ADCC China, DECEA Brazil, AVICOM Japan andAero Thai.

These service providers and others that specialize at asub-tier level, offer a potpourri of satellite- and ground-based tools for pilots and operators. Most servicesinvolving the use of data can be grouped into two pri-mary categories. One is trip plan and the other flightdata, and these include aircraft performance and flighttracking.

Beyond the satellite and ground facility serviceproviders are sub-tier suppliers of specialized data toolsthat support the provider platforms. These data tools,however, are also offered or bundled by the primary serv-ice providers themselves.

Figures 3 and 4 (left) provide comprehensive but notcomplete groupings of these sub-tier providers. Bear inmind that all service providers have multiple capabilities.It would therefore be prudent to contact each directly,including researching their websites. Lists in this articleshow where service providers tend to focus theirresources.

Within each data grouping are the types of servicesbeing offered. Figures 5 and 6 (right) begin with servicesprovided from satellite and ground facility providers.

Figures 7 and 8 (right & overleaf) represent the special-ized operation services from sub-tier service providers.These tools can be tabled under two major groups, tripplanning and flight data. It is worth mentioning thatincluded in the services provided are several additionaltools. These are acceleration and filtering of data, mobileapplications, medical aids and member services such asNBAA Air Traffic Services (NBAA ATS).

Connecting Onboard with External Transfer PlatformsThink of external transfer platforms as the means of mov-ing internal voice and digital data to satellite networksand ground facilities, via service providers. Also theseplatforms receive and process data from outside. Theseplatforms are on-board aircraft equipment transformingand transferring external and internal derived electronic !


Figure 5: Services Offered by Satellite Providers

Figure 6: Services Provided by Ground Facility Providers

Figure 7: Examples of Trip Planning Tools

!




information, in and out of the aircraft. External transferplatforms include complex Satcom and VHF equipmentfrom avionics suppliers.

Connecting Internally via Onboard PlatformsExternal transfer platforms process and pass on voice,video and data to onboard cabin system platforms hav-ing topical brand names such as Smart Link, Venue andOvation Select.

Connecting Internally with Onboard ServicesFrom video to text messages, passenger address to light-ing control, aircraft onboard services are as broad in theirability to control anything in the cabin as they are com-plex. Subsequent articles in this series will address theseand other topics in much greater detail, informing read-ers of capabilities and choices available to operators.

Fully integrated platforms provide many servicesthroughout both the cockpit and the cabin. Figures 10(bottom left) and 11 (top, right) offer just some of theplatforms and associated services.

One such internal service on Figure 11 – ‘ProviderServices’ – offers a wealth of information to both thecabin and the cockpit, including weather, moving maps,flight plans and company message transfer.

Converting OnboardThink of these onboard platforms as a means of trans-posing physical things into digital things. Later these dig-ital things are transformed into terabytes of data sentonward, via external transfer platforms, over superhigh-ways forming an oceanic-capable internet.

Deep within an aircraft are sensors and converters thatprovide masses of data to both onboard and externaltransfer platforms. Most sensors are an integral part ofthe aircraft build, unless part of an aftermarket modifica-tion. On the other hand, many converters are added tofacilitate the conversion of one kind of data to another.Examples include analogue-to-digital conversions androuter-to-Wi-Fi connections, used when complex cockpitor cabin systems are added.

Aircraft manufacturers with the luxury of designingfully integrated avionics from scratch, can largely avoidconversion of signals and data. So expect to see conver-sion more in aftermarket solutions. Note that proposalsfrom MROs focusing on aftermarket upgrades will ofteninclude conversion equipment, so do not be surprisedwhen it appears on bids and proposals.

A common and emerging need for both sensors andconverters is to enable the transfer of aircraft perform-ance data to on-board tablets and devices or to externaltransfer systems for sending real-time data to theground.

Displaying OnboardSpecifically, displaying of data and video onboard aircrafthas become something of a separate area of connectivi-ty. We listen to voice either in real time or animated, butthe reliance on sound is becoming less for flight crews.

Figure 8: Examples of Flight Data Tools

Figure 9: Suppliers with a Far Reach in the IndustryNote: Rockwell Collins now has both its long-standing, Inmarsat-based,and the recently acquired ICG Iridium-based range of equipment. Honeywellalready has Inmarsat- and Iridium-based equipment (the Iridium Aspire originating from ICG in 2013).

Figure 10: Aircraft Onboard Platforms


The BEST AIRCRAFT FOR SALE SEARCHanywhere, everywhere -

on pc, smartphone and tablet.B U S I N E S S A V I A T I O N I N T E L L I G E N C E

With broadband, display methods are critical topassengers.

Data as imagery, and data as visual script, are presentedto flight crews on primary and multifunction flight displays,back up displays, FMS control display units, electronic flightbags, tablets and so many other forms of image presenta-tion, such as HUDs with EVS.

Data as imagery, visual script and video are presented topassengers on seat controls, seat monitors, group monitorsand via cabin Wi-Fi on tablets, smart phones and otherdevices. There is even now the product that covers sidewallsand bulkheads, thereby allowing full size display of imagesfor the benefit (or possibly dread) of passengers.

It’s worth noting that many displays are hosted and brand-ed by big name avionics manufacturers, forming subparts ofcomplex systems, but the displays themselves are oftenmade by other specialized suppliers, such as Barco.

A Future VisionAircraft devices connect and convert physical things into dig-ital things. Onboard platforms scale and combine digitalthings, as data streams, to external reaching platforms. Later,terabytes of data are transmitted externally.

As aviation integrates into the Internet of Things (IoT) withits vast future ‘data lakes’, the road ahead offers endlesspossibilities, restricted only by the availability of storage andtransfer technology, and the security of data, protected fromboth intentional and unintended consequences.

In 2016, Bombardier launches its new Inmarsat-basedWAVE (Wireless Access Virtually Everywhere). With suchsmart branding alone, the smell of future possibilities alreadypermeates the airspace in which we fly. ❚

Are you looking for more articles on Avionics?Visit www.avbuyer.com/articles/category/business-aviation-avionics

Figure 11: Aircraft Onboard Services Figure 12: Some Aircraft Converter Supplies

Figure 13: Conversion Methods Onboard Aircraft Today



Pre-Purchase Aircraft Inspections


The pre-purchase inspection: It’s an essential part of any used aircraft transaction,meaning it’s vital to understand both from the perspective of the buyer and

the seller, says Lufthansa Bombardier Aircraft Services’ Robert Drover...

FLIGHT DEPARTMENT ❚ BUYING & SELLING

hen considering the Pre-PurchaseInspection (PPI) it makes sense tobegin early, preferably at theAircraft Purchase Agreement (APA)

stage of the transaction. After all, it is the APA thatwill specify the scope of the PPI, as well as theconditions under which the buyer can cancel thetransaction if discrepancies are revealed as a resultof the PPI.

There are various matters to resolve betweenbuyer and seller before a successful PPI can takeplace. For example, they must agree on a facilityto conduct the inspection.

To avoid a conflict of interest, the aircraft buyershould always select a neutral facility that has notundertaken the regular, scheduled maintenance forthe aircraft previously or had any other pre-existingrelationship with the seller. The reason for this is

W

Anticipating and Navigating a Complex Process Successfully

PrePurchase Insp.qxp_Finance 15/12/2015 12:14 Page 1

simple - an ‘independent’ facility is best-placed toprovide an independent, non-biased inspectionreport.

It is also important that the independent facilityis able to demonstrate experience with the aircrafttype being inspected. The buyer should be able toobtain previous customer references to confirmthe experience, and offer insight on the quality ofthe work previously undertaken.

Furthermore, beware the price that seems toogood to be true! Never choose a less experiencedfacility because its price is lower. Remember, youare dealing with a multi-million dollar transactionin most cases, and you can be sure you will ulti-mately get what you pay for! The PPI is not some-thing that should be shortchanged.

Other Bones of ContentionAn additional area that occasionally arises, andneeds resolving at the APA stage of the transac-tion is the scope of the inspection. Perhaps the air-craft buyer wants more inspection tasks to be

undertaken than the seller is happy to include inthe PPI.

For example, a buyer might require a highlycomprehensive inspection on an older aircraft(common practice), or one that has been exposedto more adverse climates (salt air or dusty environ-ment). Perhaps the aircraft in question has damagehistory that the buyer wants checked carefully, orwas operated in a part of the world whose infra-structure does not support the same standard ofmaintenance as is common in the buyer’s region.

While the seller may be concerned that any cor-rective action required as a result of the morecomprehensive inspection would eat into the valueof the transaction to them, the buyer naturallydoes not want to pay for an unseen airworthinessissue that could have been identified by a morethorough inspection.

A good inspection shop will help clarify thescope of inspection available to both buyer andseller. For example, LBAS offers its inspections atLevels 1-3 - Level 3 being the most detailedinspection - but with each level being clearlydefined and based on the MRO’s experience withthe specific aircraft type.

The buyer and seller, together with their repre-sentatives, must work together to iron out their dif-ferences and mutually agree on the scope that thechosen shop will perform. Once an agreement isreached, the APA can then define the delivery con-ditions between the aircraft buyer and seller, andthe PPI can proceed.

What Happens in a PPI?PPIs are a complex business with the various inter-ests involved. An experienced facility will help man-age the complexities, and LBAS aims to be a piv-otal point in the transaction, seeking to help man-age the process and ensure that both buyer andseller are happy with the outcome. But what, typi-cally, can each party expect from the PPI process?

Typically at LBAS, once the aircraft buyer has ini-tiated the process and requested a PPI, they willreceive a proposal from the facility with the optionsavailable (Level 1-3 in LBAS’ case), with each levelbeing clearly defined.

Alternatively, the buyer may choose to definetheir own inspection scope in addition to the facili-ty’s recommendations. Once selected, the scope ofthe PPI will be clearly defined, leaving no room formisunderstanding from any of the parties, andwhen the seller agrees to the scope and nature ofthe PPI, the buyer will pay for the inspectionup-front.

The buyer, seller and facility should then seek toexecute a three-party agreement that governs indi-vidual responsibilities, and establishes the lines ofcommunication for the duration of the PPI – all ofwhich are essential to prevent the process frombecoming more complicated than it needs to be.

“A good

inspection

shop will

help clarify

the scope of

inspection

available...”

!


Robert Drover isDirector Sales &Marketing atLufthansa BombardierAviation Services(LBAS) in Berlin,with 25+ years ofexperience in BusinessAviation. LBAS uni-fies the know-how ofthree industry leaders,Lufthansa-Technik,Bombardier Aerospaceand ExecuJet, andtoday offers more than210 MRO specialists,all experts in theirfield. Visitwww.lbas.de


The aircraft and its records are then delivered tothe facility and the inspection can begin. Ideally,both buyer and seller will have representatives onsite throughout the inspection process.

In most instances, the PPI will be completedbefore any discrepancies are rectified. In any caseall discrepancies found are communicated to bothbuyer and seller for them to agree and approvebefore any action is taken. Furthermore, at LBAS,no action to rectify a discrepancy will ensuewithout individual snag approval.

A final report will be generated, providing asummary of the aircraft condition and status of air-worthiness related items – this is provided initiallyto the buyer and (if the buyer agrees) also to theseller upon request.

PPI Over, What Next?Typically a PPI will identify two categories ofdiscrepancy: airworthiness limiting and non-airworthiness-limiting.

• As a matter of course, the seller will always payfor the airworthiness-limiting items as they’reobliged to deliver a fully airworthy aircraft tothe buyer.

• Other, non-airworthiness items are presentedto both buyer and seller for them to agreebetween themselves regarding cost ofcorrective actions.

Once one of the two parties approves the indi-vidual items, the facility will proceed with rectifica-tion. If neither party agrees to take responsibilityfor an item, that item remains ‘open’. Once allapproved items are corrected, the work order isclosed, the respective invoices are billed, and thetransaction can move towards completion.

Thus you can see that close lines of communi-cation are required for an aircraft transactionbefore, during and after the pre-purchase inspec-tion. This is no time to try and cut costs, and bothparties will need a full complement of aviation pro-fessionals and a knowledgeable, experienced PPIfacility to help them navigate the process andcome away from the transaction feeling as thoughthey each got a great deal! ❚

Are you looking for more articles on Ownership?Visit www.avbuyer.com/articles/category/business-aircraft-ownership

“In most

instances,

the PPI will

be completed

before any

discrepancies

are rectified.”


FLIGHT DEPARTMENT ❚ BUYING & SELLING


Year Model Serial No.2000 Astra SPX 130

1990 Challenger 601-3A 5066

1991 Challenger 601-3A/ER 5086

2002 Challenger 604 5549



1996 Citation X 750-0011

2006 Global 5000 9176

1987 Gulfstream GIV 1008

2002 Gulfstream GIVSP 1495

1993 Gulfstream GIVSP 1192

2009 Gulfstream G150 255






1998 Learjet 31A 165

2000 Learjet 45 079

2005 Learjet 45XR 282

2001 Learjet 60 211

2011 Phenom 100 50000223

2010 Bell 427 56080

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LOS ANGELES562.989.8800

DALLAS214.451.6953

ATLANTA334.502.0500

PALM BEACH561.747.2223

WASHINGTON DC571.933.7393

Jeteffect Inventory January.qxp 16/12/2015 12:56 Page 1

Developing the Security Plan


The tragic events of 9/11 in the USA as well as current headlines from around the globe elevated the need for comprehensive security

planning within Business Aviation, observe Fred Haap and Jack Olcott in this first of a two-part treatment for Fight Departments…

FLIGHT DEPARTMENT ❚ MANAGEMENT

afe and secure operations have alwaysbeen attributes of transportation viabusiness aircraft. Business Aviation hasan overall safety record comparable

with the most sophisticated Scheduled Airlines andin some years even better in terms of accidents andfatalities.

A similar statement can be made about securitywithin Business Aviation. Safety and security, in fact,are complementary qualities; some languages usethe same word for safety and security, so close arethe two characteristics.

Prior to the terrorist attacks on September 11,2001, flight department security programs focusedprimarily on protecting passengers and the companyowning or operating the business aircraft from twothreats: unauthorized dissemination of proprietaryinformation (i.e., industrial security), and disruptionscaused by troubled individuals or reactionary share-

holders with a grievance. (Avoiding media with theirseeming insidious appetite for gossip and indignantfault-finding also was addressed.)

Flight Departments operating internationallydeveloped procedures for dealing with threats frompolitically active groups. For the most part, however,the risk of terrorist activity against domestic flightwas considered to be low.

Since 9/11, however, the specter of radicals inter-rupting a flight created a ‘new normal’ for all formsof air transportation, even Business Aviation.Consequently, today’s Flight Department must havea comprehensive security plan.

Security BasicsTwo underlying concepts for establishing and imple-menting security procedures are identical for allthreats. The first is having secure areas, usually iden-tified as concentric rings surrounding the aircraft

S

Creating a FlightDepartment

(Part 8)

Maintenance Jan16.qxp_Finance 15/12/2015 16:04 Page 1

whether in the hangar or parked on the ramp await-ing crew and passengers. The second is identifyingwho is allowed to transverse a security ring.

Using the aircraft as the center of each securityring, the first perimeter where passengers, servicepersonnel and/or flight crews must be identified typ-ically is the line between areas of public access andthe demarcation of restricted locations at the FBO orcompany waiting area were only people with a needfor access are allowed to enter.

In some cases, the first security circle might beaccess to the airport property (e.g., a private airportsolely for the use of company personnel). For themost part, however, this first perimeter is designedto preclude access by persons with no mal-intent aswell as providing the initial warning that a securearea is being breached by nefarious characters.

Typically, FBO or company employees vetted forthe purpose of determining who is allowed to crossthat first level of security, serve as ‘gatekeepers’. Ifsomeone trespasses into the secured area, the gate-keeper challenges the individual and if unsuccessfulin correcting the situation, alerts appropriateauthorities.

Surrounding the aircraft itself is a second securitycircle, established sufficiently distant from the vehicleto prevent any tampering or mischief. Typically, thesecurity plan specifies that a crew member escortspassenger and service personnel across that secondsecurity perimeter. In essence, no person comeswithin close proximity of the aircraft unless accompa-nied by a vetted crewmember.

Depending upon local circumstances, vetted FBOpersonnel might be allowed access to the aircraft atlocations well known to the crew, but to be fullysecure delegation of security functions isunacceptable.

The third security level is the aircraft itself. Noone should be allowed entrance into the aircraftwithout first being identified by the aircraft captainor lead passenger (provided the lead passenger isknown to the captain). Facial identity is an axiom ofsecurity. IDs can be forged. Driver licenses with pho-tos can be misused or simply bogus. But recogniz-ing a business associate or friend is essentially thegold standard of security.

ImplementationNo one must be allowed to enter the aircraft withouta clear reason to being there and without beingknown to the captain or lead passenger—Period! Noexceptions!

Many corporations require that a passenger mani-fest be set well in advance of an aircraft’s estimatedtime of departure, so that appropriate vetting canbe accomplished. If any questions arise, it is recom-mended that the aircraft captain check with thecompany’s head of corporate security, or with the FDscheduler if a corporate security department doesnot exist.

The Flight Department’s Security Plan shouldspecify how passenger manifests will be addressed.The flight crew should be encouraged to communi-cate with corporate security or responsible top man-agement regarding passenger wellbeing, prior toboarding a flight or post flight if a passenger’s ongo-ing behavior seems suspicious or possibly unstable.

If the lead passenger wants to bring a strangeronboard, the captain must be authorized to chal-lenge that person for his or her identification andthe reason why the individual is accompanying theflight. FDs should have a procedure in place (such asa code word or phrase) that alerts the captain to apotential threat to security. Furthermore, subsequentactions following the utterance of that security wordor phrase must be documented in the department’sSecurity Plan.

When AirborneFlight Department policy should state what isallowed in the passenger cabin as well as in thecockpit. Many companies prohibit the carrying offirearms in areas accessible in flight. The SecurityPlan should specify how firearms will be handled ifthere is passageway between the cabin and bag-gage area. For example, gun locks are available andthe crew can carry the keys.

Similar to all aspects of flight, the crew shouldpractice “what if” exercises, imagining possiblesecurity scenarios. What if a passenger disrupts theflight? What if ATC requests that airspace becleared? Just as with other emergencies, it is best toknow what to do before being called upon to act.

Remember, especially when flying internationally,some airspace overlays hostile areas. Unfortunately,terrorists have some sophisticated missiles. Also, theFD’s Security Plan must specify the recommendedprocedures for using one or more of the specializedflight planning services available to operators. Thoseservices are a FD’s best means of avoiding hot spots.

Next StepsThe Flight Department’s Security Plan is a requireddocument and should be presented as a componentof the overall Business Plan for providing aviationservices. Based upon basic security practices andspecial conditions related to the company’s antici-pated areas of operation, procedure must be estab-lished, implemented and practiced just as othersafety functions are addressed in the department’sOps Plan.

Next month we will relate the security basicspresented herein to specific steps that should beconsidered when creating a Flight Department. ❚

Are you looking for more articles on Flight DepartmentManagement? Visit www.avbuyer.com/articles/flight-department-management/

“If the lead

passenger wants

to bring

a stranger

onboard, the

captain must be

authorized to

challenge that

person for his

or her

identification...”

Fred Haap is anIS-BAO accreditedauditor and pastChairman of NBAA.During his distin-guished career in avia-tion, Mr. Haap alsospent nearly 30 yearsas a corporate aviationdepartment manager &pilot, logging more than13,000 flight hours ina variety of aircraft.Contact him [email protected]


Maintenance Jan16.qxp_Finance 15/12/2015 12:03 Page 2

usiness Aviation hubs normally do not have the samelevel of traffic as the large international airports used bythe Scheduled Airlines. Denser activity naturally posesa higher risk of collision between ground support

equipment and aircraft. Nevertheless, even on quieter ramps thesafety of flight can be compromised when ground serviceproviders operate with a limited focus on the quality and safety ofthe service they render.

This mind-set can especially be a problem for business aircraftoperating into developing countries with relatively undevelopedoversight regimes.

It’s actually a regulatory requirement for air operatorsthemselves to verify that contracted activities conform toapplicable law – e.g. EASA’s AIR OPS organizational requirements[ORO.GEN.205] call for operators to ensure that when contractingor purchasing any part of their activity, the contracted orpurchased service or product conforms to the applicablerequirement.

Further, when an operator contracts any part of its activity to anorganization that is not itself certified or authorized in accordancewith EASA to carry out that activity, the contracted organization isrequired to work under the approval of the operator. Thus, the airoperator must also ensure that the competent authority is givenaccess to the contracted organization, to determine continuedcompliance with the applicable requirements.

Ground handling and ground de-icing/anti-icing arespecifically detailed in regulatory guidance materials toORO.GEN.205 as activities that operators may decide to contractto external organizations and thus subject to scrutiny by the airoperator as contracted activities.

The key point to understand is that the ultimate responsibilityfor aircraft ground handling services provided by externalorganizations remains with the air operator.

Under its safety management system the air operator isresponsible for ensuring all contracted activities, including groundhandling services, are subject to hazard identification, risk


B

FLIGHT DEPARTMENT ❚ SAFETY

Ground handling is often overlooked within Business Aviation, notes Mario Pierobon, even though ultimate responsibility for contracted

services rests with the operator. What are the basic checks you can make to ensure your service provider complies with the requirements?

Aviation Safety from the Ground Up

How Can an Operator Assess Third-PartyGround-Handling Services?

Safety 1 Jan16.qxp_Finance 15/12/2015 12:20 Page 1

Mario Pierobon is asafety managementconsultant and contentproducer. He currentlyis working on a researchproject investigating air-craft ground handlingsafety. Contact him [email protected]

management and compliance monitoring. In thecase of a contracted organization itself beingcertified or authorized to carry out the contractedactivities (e.g. when an air operator flies to adestination where the ground handling companycontracted operates under the AOC of an airoperator based at the given destination), theoperator’s compliance monitoring function should atleast check that the approval effectively covers thecontracted activities and that it’s still valid.

In addition to legal considerations, best practicescall for the air operator, regardless of the regulatoryenvironment, to provide sufficient oversight toensure safety.

Ascertaining Safety StandardsAn IS-BAH registration is one way for air operators toascertain that the ground handling services theypurchase are of a safe standard. The InternationalStandard for Business Aircraft Handling (IS-BAH) is aset of global industry best practices for BusinessAviation ground handlers featuring at its core asafety management system (SMS), and is meant toprovide standardization to handlers and operatorsaround the world to meet SMS requirements.

An IS-BAH registration provides evidence that thehandling company has an SMS in place (i.e. that itactively manages safety hazards, and that it meetsselective quality and safety standards). The IS-BAHregistration should simplify audit redundancy andspecifically the need for operators to continuouslyaudit third-party ground service providers.

It should be noted, however, that for the timebeing there are only a limited number oforganizations providing business aircraft handlingservices with an IS-BAH registration.

It will take time before the IS-BAH programachieves the critical mass whereby a significantnetwork of IS-BAH-registered business aircrafthandling companies is developed.

In the meantime the only option is for operatorsto continue to subject third parties to compliancemonitoring. While it may be impractical to audit anorganization whose services are needed onlyoccasionally, an effort should be made to monitorthe agents whose services are known to be neededon a recurrent basis.

Aircraft ground handling is notorious for havinglimited prescriptive regulatory requirements.Nevertheless an air operator should expect that itsthird-party handlers perform hazard identificationand safety risk assessments and that the results ofthese are incorporated into operating procedures.

The compliance monitoring function should lookinto operating practices and training programs(which must be documented) and verify that they aresubject to continuous improvements covering thewhole scope of aircraft handling; that they aredocumented to a sufficient extent to beunequivocally interpreted by the personnel whoimplement them; and that they lend themselves tobe tailored to the air operator’s request should theair operator need peculiar ground servicespecifications. ❚

“In the

meantime the

only option

is for operators

to continue

to subject

third parties

to compliance

monitoring...”

January 2016 - AVBUYER MAGAZINE 83Advertising Enquiries see Page 4 www.AVBUYER.com

Safety 1 Jan16.qxp_Finance 15/12/2015 16:06 Page 2

he average Large Cabin and Ultra-Long-Range jetsshare more in common than they differ, with similarcabin sizes and comparable cruise speeds rangingroughly between 450-500kts. For the purpose ofthis month’s focus, we’ll categorise Large Cabin and

Ultra-Long-Range jets under the generic category of ‘LargeCabin jets’, on the basis of their shared characteristics, andMTOWs that generally range between 38,000-100,000pounds.

Large Cabin jets have much in their favor. Seats-full rangecapabilities typically go up to, and into the 6,000nm range,making these effective non-stop continent and ocean-crossingmachines. The fewer the stops, the shorter the overall triptime!

One disadvantage the Large Cabin jets have over theirSmall and Medium jet kin is their need for runways longer than6,000ft, which restricts the number of airports they can use bycomparison. Nevertheless, for the trans-oceanic traveller, theadvantages offered by these airplanes far outweigh the nega-tives.

Where the Large Cabin airplanes really excel (as the namewould suggest) is in their cabin capacities. A cabin will typicallystretch from 30-40 feet or more, enabling operators to enjoy awider array of finishing options and office capabilities than jetsin the smaller segments can provide. Cabin heights in excessof six feet guarantees stand-up cabin comfort, while seatingcapacity of 8-18 is typical.

Naturally, the size and range capabilities of Large Cabin jetsdon’t come cheaply, and you’ll need a larger fuel budget,more hangar space and a larger maintenance budget. Yet forthe company with the need, the Large Cabin jet will rarelyprove too small, and only occasionally be too large for an air-port you’d prefer to access. In these situations, supplementalcharter is the answer.

Large Cabin Jet Price GuideThe following Large Cabin jets’ Average Retail Price Guiderepresents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 1996 throughWinter 2015. Each reporting point represents the currentaverage retail value published in the Aircraft Bluebook by itscorresponding calendar year.

For example, the Dassault Falcon 900LX values reported inthe Winter 2015 edition of the Bluebook show $30.0m for a2012 model, $28.0m for a 2011 model and so forth. Aircraft arelisted alphabetically. With the reader’s knowledge of aircraft,equipment, range and performance, the following Guide allowsthe reader to determine the best value aircraft for consideration.

Note: We have included 41 aircraft models in the followingLarge Cabin average price guide, and for additional assistance,Conklin & de Decker’s Performance and Specifications data forthese models can be referred to, beginning on page 88.

continued on page 86

Business Aircraft Values: The Large Cabin Choice

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE


T

There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.

!

Values Intro.qxp_Finance 15/12/2015 12:36 Page 1

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CCI's Search and Acquisition Services and Completion Management are custom designed to the client’sspecific needs. Each project includes a comprehensive list of services along with our performanceguarantee. We would be pleased to develop and send you an individualized list of advisory andmanagement services upon your request. CCI knows the services we provide is as much of a relationshipbusiness as it is a technical advisory business. CCI provides the highest level of individualizedcommitment designed to achieve all your objectives and guarantees the client’s full satisfactions.

CCI’s experience and expertise will make the Difference. Give us a call to discuss what we can do for you.Visit www.flycci.com to read and hear comments from recent CCI clients the relevant and diverseadvantages that CCI delivers. CCI takes it commitment to each client seriously and the only opinion of ourservices that counts is the client's. We offer our clients a 100% performance guarantee.

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Corporate Concepts 1 December.qxp 19/11/2015 14:53 Page 1

Large Cabin Jets Average Retail Price Guide

BOMBARDIER CHALLENGER 850ER 27.0 14.5 13.5 12.5 11.5 10.5 9.5 8.5

BOMBARDIER CHALLENGER 605 24.0 20.0 17.0 16.0 15.0 14.0 13.0 12.0 11.0

BOMBARDIER CHALLENGER 604 10.0 9.5

BOMBARDIER CHALLENGER 350 23.0 20.0

BOMBARDIER CHALLENGER 300 18.5 16.5 15.5 14.5 13.5 12.5 11.5 10.5 10.0

BOMBARDIER GLOBAL 6000 55.0 47.0 44.0 40.0

BOMBARDIER GLOBAL 5000 48.0 36.0 33.0 30.0 27.0 25.0 23.0 21.0 19.0 17.0

BOMBARDIER GLOBAL EXPRESS XRS 33.0 32.0 30.0 28.0 26.0 24.0 22.5

BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X 53.0 45.0 40.0 35.0 34.0 31.0 29.0 27.0 24.0

DASSAULT FALCON 2000LXS 31.0 29.0 27.0

DASSAULT FALCON 2000S 27.0 24.0 22.5

DASSAULT FALCON 2000LX 23.0 20.0 19.0 17.0 16.5 15.5

DASSAULT FALCON 2000DX EASY 15.0 13.0 12.0

DASSAULT FALCON 2000EX EASY 16.0 15.0 14.0 13.0

DASSAULT FALCON 2000EX

DASSAULT FALCON 2000 10.0 9.5

DASSAULT FALCON 900LX 43.0 37.0 32.0 30.0 28.0 26.0

DASSAULT FALCON 900DX 19.5 18.5 17.5 16.5 15.5

DASSAULT FALCON 900EX EASY 24.0 22.0 21.0 20.0 19.0

DASSAULT FALCON 900EX

DASSAULT FALCON 900C

DASSAULT FALCON 900B

EMBRAER LINEAGE 1000E 45.0 41.0

EMBRAER LINEAGE 1000 38.0 37.0 36.0 35.0 34.0

EMBRAER LEGACY 650-135BJ 31.6 25.0 22.0 19.0 17.5 15.5

EMBRAER LEGACY 600-135BJ 26.0 20.0 18.0 16.0 13.0 11.5 9.5 9.0

EMBRAER LEGACY 135BJ 8.0

EMBRAER LEGACY 500 19.0 18.0

EMBRAER LEGACY 450 16.0

GULFSTREAM G650ER 70.0 68.0

GULFSTREAM G650 67.0 65.0

GULFSTREAM G550 55.0 46.0 44.0 40.0 38.0 37.0 33.0 29.5 28.0 27.0

GULFSTREAM G500 31.0 30.0 28.0 26.0 24.0 23.0 20.0

GULFSTREAM G450 36.0 28.0 27.0 25.0 24.0 23.0 22.0 21.0 18.5 15.5

GULFSTREAM G400

GULFSTREAM G350 21.0 18.0 16.5 15.5 14.5 11.5 9.5

GULFSTREAM G300

GULFSTREAM G280 22.5 21.5 20.5 19.5

GULFSTREAM GV

GULFSTREAM GIV SP

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

MODEL

YEAR OF MANUFACTURE$

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE


Retail Values.qxp_RPG 15/12/2015 12:40 Page 1

Winter 2015 What your money buys today2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

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

MODEL

YEAR OF MANUFACTURE$

BOMBARDIER CHALLENGER 850ER

BOMBARDIER CHALLENGER 605

8.5 7.7 7.0 6.4 5.7 5.5 5.0 4.8 4.7 4.2 BOMBARDIER CHALLENGER 604

BOMBARDIER CHALLENGER 350

9.5 9.0 8.750 BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL 6000

15.0 BOMBARDIER GLOBAL 5000

20.0 BOMBARDIER GLOBAL EXPRESS XRS

18.250 16.2 15.7 15.0 14.0 13.3 12.5 BOMBARDIER GLOBAL EXPRESS

DASSAULT FALCON 7X

DASSAULT FALCON 2000LXS

DASSAULT FALCON 2000S

DASSAULT FALCON 2000LX

DASSAULT FALCON 2000DX EASY

12.0 11.0 DASSAULT FALCON 2000EX EASY

10.0 9.0 DASSAULT FALCON 2000EX

9.0 8.5 7.5 6.9 6.6 6.1 5.4 4.9 4.6 4.3 DASSAULT FALCON 2000

DASSAULT FALCON 900LX

14.5 DASSAULT FALCON 900DX

18.0 17.0 16.5 DASSAULT FALCON 900EX EASY

12.5 12.0 11.5 11.0 10.5 10.0 9.5 9.0 DASSAULT FALCON 900EX

11.8 10.8 10.0 9.7 9.0 8.8 8.5 7.7 DASSAULT FALCON 900C

8.5 8.3 7.5 7.0 6.6 DASSAULT FALCON 900B

EMBRAER LINEAGE 1000E

EMBRAER LINEAGE 1000

EMBRAER LEGACY 650-135BJ

EMBRAER LEGACY 600-135BJ

7.5 7.0 6.5 6.2 EMBRAER LEGACY 135BJ

EMBRAER LEGACY 500

EMBRAER LEGACY 450

GULFSTREAM G650ER

GULFSTREAM G650

24.0 23.0 22.0 GULFSTREAM G550

19.0 18.0 17.0 GULFSTREAM G500

14.5 GULFSTREAM G450

10.0 9.0 GULFSTREAM G400

8.5 GULFSTREAM G350

6.5 5.5 GULFSTREAM G300

GULFSTREAM G280

15.5 14.5 13.5 12.5 12.0 11.5 10.9 GULFSTREAM GV

8.2 7.7 7.2 6.8 6.3 5.8 5.5 GULFSTREAM GIV SP

RETAIL PRICE GUIDE ❚ FLIGHT DEPARTMENT


Retail Values.qxp_RPG 15/12/2015 12:41 Page 2

The following describes the content of eachcost element used in The Aircraft CostEvaluator. There are no sales taxes included inthese costs.

VARIABLE COST PER HOUR Includes fuel,maintenance reserves for routine mainte-nance, engine/ propeller/APU reserves, andmiscellaneous expenses.

Specifications - GeneralCABIN DIMENSIONS Cabin Height, Width,and Length are based on a completed interior.On “cabin-class” aircraft, the length is meas-ured from the cockpit divider to the aft pres-sure bulkhead (or aft cabin bulkhead if unpres-surized). For small cabin aircraft, the distanceis from the cockpit firewall to the aft bulkhead.Height and width are the maximum within that

cabin space. Cabin Volume is the interiorvolume, with headliner in place, without chairsor other furnishings. Cabin Door Height andWidth are the measurements of the mainpassenger cabin entry door.

BAGGAGE Internal baggage volume is thebaggage volume that is accessible in flight bythe passenger. This amount may vary with theinterior layout. External baggage volume isthe baggage volume not accessible in flight(nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is thetypical crew and passenger seating commonlyused on the aircraft. This is not the maximumcertificated seats of the aircraft. These num-bers may vary for different operations(Corporate, Commercial, EMS, etc.).

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

• Basic Operating Weight is the emptyweight, typically equipped, plus unusablefuel and liquids, flight crew @ 200 poundseach and their supplies.

• Useable fuel is the useable fuel in gallonsx 6.7 pounds per gallon (Jet fuel) or 6pounds per gallon (AVGAS).

• Payload with Full Fuel is the useful loadminus the useable fuel. The useful load isbased on the maximum ramp weightminus the basic operating weight.

• Maximum Payload is the maximum zerofuel weight minus the basic operatingweight.

SpecificationsPerformance Range:• Range (4 Pax) - The maximum IFR range

of the aircraft with four passenger seatsoccupied. This uses the NBAA IFR alter-nate fuel reserve calculation for a 200N.Mi. alternate. This is used for jet andturboprop aircraft.

• Ferry Range - is the maximum IFR rangeof the aircraft with the maximum fuel onboard and no passenger seats occupied.This uses the NBAA IFR alternate fuelreserve calculation for a 200 N.Mi.alternate. This is used for jet andturboprop aircraft.

• VFR Range - Seats Full is the maximum

VFR range of the aircraft with all passen-ger seats occupied. This is used for allhelicopters and piston fixed-wing aircraft.

• VFR Ferry Range - is the maximum VFRrange of the aircraft with the maximumfuel on board and no passenger seatsoccupied. This is used for all helicoptersand piston fixed-wing aircraft.

Balanced Field LengthBFL is the distance obtained by determiningthe decision speed (V1) at which the take-offdistance and the accelerate-stop distance areequal (fixed-wing multi-engine aircraft only).This is based on four passengers and maxi-mum fuel on board (turbine aircraft). Forsingle-engine and all piston fixed-wing aircraft,this distance represents the take-off fieldlength at Maximum Take-off Weight (MTOW).

Landing Distance (Factored)For fixed-wing turbine aircraft, landing dis-tance is computed using FAR 121 criteria. Thistakes the landing distance from 50/35 feet(depends on certification criteria) and multi-plies that by a factor of 1.667. No credit isgiven for thrust reversers. Configuration is withfour passengers and NBAA IFR Fuel Reserveon board. For fixed-wing piston aircraft, thisfigure is the landing distance over a 50 footobstacle.

Rate of Climb (Ft/Min)The rate of climb, given in feet per minute,is for all engines operating, at MTOW, ISAconditions. One Engine Out rate of climb isfor one engine inoperative rate of climb atMTOW, ISA.

Cruise Speed (Knots True Air Speed - KTAS)Max Cruise Speed - is the maximum cruisespeed at maximum continuous power. This mayalso be commonly referred to as High SpeedCruise. Normal cruise speed is the recommend-ed cruise speed established by the manufactur-er. This speed may also be the same asMaximum Cruise Speed. Long Range Cruise isthe manufacturer’s recommended cruise speedfor maximum range.

EnginesThe number of engines, manufacturer andmodel are shown.

he AvBuyer Magazine Guide toAircraft Performance andTechnical Specification Data isupdated by Conklin & de Deckeron a regular basis. The Guide is

much more comprehensive and informative,providing more aircraft types and models andincluding variable cost numbers for all models.

This month’s category of aircraft - Large Cabin& Ultra-Long-Range Jets – appears overleaf, tobe followed by Medium Jets next month.

Please note that this data should be used asa guide only, and not as the basis on whichbuying decisions are taken. The data presentsaircraft aged below 20 years of age only, butConklin & de Decker provides details of olderairplanes too.

If there are any other ways in which we canimprove the content or presentation of thisinformation, please let us know.

Tel: +44 (0) 20 8391 6770;Email: [email protected]. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts,02653, Tel. 508-255-5975, www.conklindd.com

Aircraft Performance& Specifications

Large Cabin & Ultra-Long-Range Jets

Description of Cost Elements


FLIGHT DEPARTMENT ❚ SPECIFICATIONS

T

!

ACSpecs Intro.qxp_AC Specs Intronov06 15/12/2015 12:46 Page 1

General Aviation January.qxp_Layout 1 14/12/2015 17:05 Page 1

BOM

BARD

IER

CHAL

LENG

ER 3

00

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.

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. (4 PAX)

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

$3,135.88

6.08

7.17

23.7

930

6.22

2.5

106

-

2

8

38850

33750

23850

14045

1105

3350

3065

3220

4810

3951

4240

474

470

459

459

2

HTF 7000

$3,152.10

6.08

7.17

23.7

1002

6.22

2.5

106

-

2

8

40600

34150

24800

14150

1800

3400

3200

-

4853

3850

-

-

470

459

459

2

HTF 7350

$3,640.78

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27100

19850

1263

4815

3756

4033

5765

4050

4345

680

488

459

425

2

CF34-3B

$3,388.42

6.08

8.17

28.4

1146

5.83

3.08

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4063

5840

3833

4345

581

488

459

425

2

CF34-3B

$3,384.82

6.08

8.17

28.4

1146

-

-

115

-

2

10

48200

38000

27150

19852

1298

4850

3756

4063

5665

3833

4345

581

488

459

425

2

CF34-3B MTO

$3,544.71

6.08

8.17

48.42

1964

5.8

3.08

202

-

2

15

53000

47000

34618

18274

358

9382

2456

2946

6305

4120

3395

443

459

442

425

2

CF34-3B1

$5,347.34

6.25

8.17

48.35

2002

6.16

3

190

-

2

13

95000

78600

50300

43158

1792

5700

5940

6460

6170

3667

3450

522

505

488

459

2

BR 710-A2-20

$5,321.30

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

98000

78600

51200

44642

2408

4800

6055

6390

6170

3667

3300

474

511

488

471

2

BR 710-A2-20

$5,093.92

6.25

8.17

42.47

1889

6.17

3

195

-

2

13

92500

78600

50861

38959

2930

7139

5200

5137

5540

3667

3450

704

511

488

471

2

BR 710-A2-20

BOM

BARD

IER

CHAL

LENG

ER 3

50BO

MBA

RDIE

R CH

ALLE

NGER

604

BOM

BARD

IER

CHAL

LENG

ER 6

05BO

MBA

RDIE

R CH

ALLE

NGER

650

BOM

BARD

IER

CHAL

LENG

ER 8

50BO

MBA

RDIE

R GL

OBAL

EXP

RESS

BOM

BARD

IER

GLOB

AL 5

000

BOM

BARD

IER

GLOB

AL E

XPRE

SS X

RS



!

AircraftPer&SpecJan16.qxp_PerfspecDecember06 15/12/2015 17:01 Page 1

100 Bull Street, Suite 200 - Savannah, Georgia 31401 - +1.912.236.8500 - hagertyjetgroup.com - THE GULFSTREAM® EXPERTS

“In founding Hagerty Jet Group, we set out to build an independent

.”

Gulfstream®

READY FOR OFFERS

IMMACULATE

SALE PENDING

Fresh 24 Month

• ASC 059B Enhanced Navigation Upgrade• ATG-5000 GoGo WiFi with Talk & Text• Synthetic Vision System II (SVS2)• ASC 079 ADS-B Out• One US Owner since new • Part 135 Capable

• 16 Pax FWD Galley w/ Crew Rest Area• Enhanced Nav, ADS-B Out, TCAS 7.1• HD-710 Swift Broadband• Engines on RRCC• One Owner since new • Part 135 Capable

• 13 Pax Aft Galley w/ Fwd & Aft Lavs• GoGo WiFi & HD-710 SBB• Triple FMS 6.1 / TCAS 7.1 / ADS-B Out• New Interior in 2013• Part 135 Capable • NY Area Based • Turn Key Airplane

• Fresh Engine Overhauls – August 2014• Very Low Total Time• Two US Owners Since New• Aft Galley/Forward and Aft Lav• APU on MSP

• Engines and APU on MSP Gold • Avionics enrolled on CASP• One U.S. Corporate Owner Since New• 8 Place Universal Interior w/ FWD Divan & Belted LAV Seat• Dual IFIS Servers with Jeppesen Charts & XM Weather• RosenView Passenger Information System

• Transferable Warranties Starting May 2014• Swift Broadband MSC-7120 SATCOM w/ HD-710• 14 Passenger Cabin w/ Forward and Aft Lav• EU-OPS1 Subpart K & L Compliant• CPDLC FANS 1/A & ATN

2009 Gulfstream G550Serial Number: 5230 Asking Price: $34,500,000Hours: 2,135

2008 Gulfstream G450 Serial Number: 4141 Asking Price: Make OfferHours: 2,541

2000 Gulfstream IV-SPSerial Number: 1411 Asking Price: $7,950,000Hours: 5,542

1994 Gulfstream IV-SP Serial Number: 1242 Asking Price: $5,950,000Hours: 4,171

2008 Gulfstream G150 Serial Number: 250 Asking Price: $6,495,000Hours: 1,905

2014 Falcon 900LX Serial Number: 276 Asking Price: $32,000,000Hours: 302

SALE PENDING

READY FOR OFFERS

Hagerty Jet Group January.qxp_Layout 1 15/12/2015 12:41 Page 1

BOM

BARD

IER

GLOB

AL 6

000



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










ENGINES #

ENGINE MODEL

$5,149.70

6.25

8.17

48.35

2002

6.17

3

195

-

2

13

99500

78600

52230

44716

2804

5770

5890

6390

6476

3667

3300

474

511

488

471

2

BR 710-A2-20

$3,888.61

6.2

7.7

31.2

1028

5.64

2.63

134

-

2

10

35800

33000

22750

12155

1095

5910

2841

3213

5440

4333

3730

377

475

459

430

2

CFE 738-1-1B

$3,273.92

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

3912

5585

4333

4375

490

482

459

442

2

PW308C

$3,170.38

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

41000

39300

23190

14600

3410

6510

3378

3425

5300

4333

4575

490

482

459

442

2

PW308C

$3,150.95

6.2

7.7

31.2

1028

5.64

2.64

131

-

2

10

42200

39300

23190

16660

2550

6510

3878

3912

5585

4333

4375

490

482

459

442

2

PW308C

$3,089.71

6.2

7.7

31.2

1028

5.63

2.64

131

-

2

10

42800

39300

24750

16660

1590

4950

3970

4095

6050

4484

4350

490

482

453

441

2

PW308C

$3,089.71

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

42800

39300

24750

16660

1590

4950

3970

4065

4920

3384

4310

565

482

453

441

2

PW308C

$3,149.57

6.2

7.7

31.2

1028

5.64

2.63

131

-

2

10

41000

39300

24750

14600

1850

4950

3385

3601

4535

3834

4535

625

482

453

437

2

PW308C

DASS

AULT

FAL

CON

2000

DASS

AULT

FAL

CON

2000

DXDA

SSAU

LT F

ALCO

N 20

00EX

DASS

AULT

FAL

CON

2000

EX E

ASy

DASS

AULT

FAL

CON

2000

LX

DASS

AULT

FAL

CON

2000

LXS

DASS

AULT

FAL

CON

2000

S



!


Charlie Bravo December.qxp_Layout 1 16/11/2015 16:15 Page 1



!

DASS

AULT

FAL

CON

900B


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










ENGINES #

ENGINE MODEL

$4,239.02

6.2

7.7

33.2

1270

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4000

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C

$4,037.92

6.2

7.7

33.2

1270

5.7

2.7

127

-

2

12

45500

42000

25275

19165

1260

2945

3450

4000

5144

3633

3755

645

500

466

428

3

TFE 731-5BR-1C

$4,073.03

6.2

7.7

33.2

1270

5.6

2.6

127

-

2

12

48300

44500

24700

21000

2800

6164

4500

4630

5215

3750

3880

755

482

459

430

3

TFE 731-60

$3,796.69

6.2

7.7

33.2

1270

5.6

2.6

127

-

2

12

46700

42200

25800

18830

2270

5064

4100

4050

4890

3633

3880

796

482

459

430

3

TFE 731-60

$3,745.32

6.2

7.7

33.2

1270

5.6

2.6

127

-

2

12

49000

44500

24700

21000

3500

6164

4500

4630

5215

3750

3880

703

482

459

430

3

TFE 731-60

$3,587.50

6.2

7.7

33.2

1270

5.6

2.6

127

-

2

12

49000

44500

26400

21000

1800

4464

4800

4750

5215

3833

3880

703

482

459

430

3

TFE 731-60

$3,849.79

6.2

7.7

39.1

1506

5.64

2.63

140

-

2

12

70000

62400

36600

31940

1660

4400

5490

5803

5600

3591

-

615

-

488

459

3

PW307A

$3,803.75

6.2

7.7

42.7

1695

5.64

2.63

140

-

2

12

73000

62400

36100

34900

2200

4900

6290

6450

5820

3591

-

-

-

488

459

3

PW307D

DASS

AULT

FAL

CON

900C

DASS

AULT

FAL

CON

900D

XDA

SSAU

LT F

ALCO

N 90

0EX

DASS

AULT

FAL

CON

900E

X EA

SyDA

SSAU

LT F

ALCO

N 90

0LX

DASS

AULT

FAL

CON

7X

DASS

AULT

FAL

CON

8X



2002 Lear 45 #183 & #199 2000 Hawker 800XP #258459 2012 Falcon 7x

Gulfstream G550 – ‘03, ‘08, ‘12

1999 BBJ

2AVAILABLE

3AVAILABLE

$2,100,000



EMBR

AER

LEGA

CY 5

00


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










ENGINES #

ENGINE MODEL

$3,179.78

6

6.83

27.5

823

5.22

1.91

29

126

2

8

37919

34127

23437

13058

1600

3062

3027

3125

4084

2114

3866

891

467

447

440

2

HTF7500E

$3,739.73

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

49604

40785

30419

18170

1169

4855

3091

3429

5440

3835

2639

761

455

447

424

2

AE 3007A1E

$5,827.15

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

70844

48217

1530

9625

4198

4554

6076

3402

2464

720

472

459

455

2

CF34-10E7-B

$3,860.49

6

6.92

49.8

1656

5.6

2.5

286

-

2

13

53572

44092

31217

20600

1909

4938

3661

3919

5840

3910

3022

757

459

447

425

2

AE 3007A2

$5,827.32

6.58

8.75

84.32

3914

5.97

2.46

323

120

2

19

120152

100972

70548

48217

1826

9921

4242

4602

6076

3402

2464

720

471

459

-

2

CF34-10E7-B

$3,162.73

6.25

7.2

32.25

888

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3590

3400

4800

5083

5000

844

482

470

459

2

HTF 7250G

$4,851.87

6.2

7.3

45.1

1658

5

3

169

-

2

13

72000

66000

43700

26700

2000

5300

3486

3774

4700

4417

3805

767

500

476

445

2

TAY 611-8

EMBR

AER

LEGA

CY 6

00

EMBR

AER

LEGA

CY 6

50

EMBR

AER

LINEA

GE 1

000

EMBR

AER

LINEA

GE 1

000E

GULF

STRE

AM G

280

GULF

STRE

AM G

300


!

GULF

STRE

AM G

350

$4,749.21

6.2

7.3

45.1

1658

5

3

169

-

2

14

70900

66000

43000

25807

2493

6000

3680

3846

5065

4417

3960

736

500

476

445

2

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ACS November.qxp_Layout 1 20/10/2015 15:11 Page 1

❚



GULF

STRE

AM G

400


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










ENGINES #

ENGINE MODEL

$4,854.96

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4136

5700

4417

3640

701

500

476

445

2

TAY 611-8

$5,040.31

6.2

7.3

45.1

1658

5

3

169

-

2

13

74600

66000

43700

29281

2019

5300

3880

4136

5700

4458

3640

701

500

476

445

2

TAY 611-8

$5,310.14

6.2

7.3

50.1

1595

5

3

226

-

2

13

90500

75300

48400

41000

1500

6100

6250

6500

6200

3750

3610

820

508

488

459

2

BR 710-A1-10

$4,747.16

6.2

7.3

45.1

1658

5

3

169

-

2

14

74600

66000

43000

29281

2719

6000

4070

4363

5615

4417

3760

712

500

476

445

2

TAY 611-8C

$4,697.23

6.2

7.3

50.1

1812

5

3

226

-

2

18

85100

75300

47900

34940

2660

6600

5620

5910

5385

3667

3950

707

508

488

459

2

BR 710-C4-11

$4,731.05

6.2

7.3

50.1

1812

5

3

226

-

2

18

91000

75300

47900

41000

2500

6600

6360

6820

6170

3667

3650

594

508

488

459

2

BR 710-C4-11

$4,843.16

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

99600

83500

54000

44200

1800

6500

6520

7000

6285

4167

3570

467

516

-

488

2

BR 725 A1-12

GULF

STRE

AM G

IV S

P

GULF

STRE

AM G

450

GULF

STRE

AM G

V

GULF

STRE

AM G

500

GULF

STRE

AM G

550

GULF

STRE

AM G

650


GULF

STRE

AM G

650E

R

-

6.4

8.5

53.6

2421

6.28

3

195

-

2

18

103600

83500

54000

48200

1800

6500

7095

7488

6765

4167

-

-

516

-

488

2

BR 725 A1-12


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ver the following paragraphs, we’ll considerproductivity parameters (payload/range,speed and cabin size) and cover current andfuture market values for the Gulfstream

G550. According to Vref, a 2015 G550 has a list priceof $52m.

The Gulfstream G550 traces its roots to theGulfstream GV, which was the first ultra-long-range large-cabin business jet produced at the time of its first deliv-ery to customers in 1995. Most notable about the GV isits 6,500nm range, made possible (in part) by theBR710A1-10 engines that power it. The GV’s rangemakes it capable of non-stop flight from New York toTokyo.

Features on the GV include enhanced weather radar,autopilot and head-up display for the pilot. Safety fea-tures included the first Enhanced Vision Systems (EVS),which allow increased visibility in adverse environments.

The aircraft is also fitted with commercial and militarycommunications equipment to provide secure voice anddata capability.

Two new aircraft followed the GV, the GulfstreamG550 in 2003 and the G500 in 2004. The G550 relin-quished its title as the top-end of Gulfstream’s in-serviceproduct line with Gulfstream G650 deliveries that beganat the end of 2012.

Today there are 480 wholly-owned Gulfstream G550aircraft in operation worldwide, an additional eightG550s in shared ownership and 14 in fractional owner-ship (combined total of 502 units). About one-fifth (102units totalling 20.3%) of the G550s in operation areleased, according to JETNET.

The G550 fleet is widely spread around the globe.North America has the largest fleet percentage at 58%,followed by Asia (23%) and Europe (13%), for a com-bined total of 94%.

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

O

!

Aircraft Comparative Analysis: Gulfstream G550


Mike Chase’s analyticaland consultancy servicesare highly valued withinthe Business Aviationindustry. He is founderand president of Chase& Associates, and worksclosely with severalrespected sources to com-pile his unique AircraftComparative Analysisfeature. Contact Mike [email protected]

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on twopopular business jets for the purpose of valuing the Gulfstream G550. The field in this

comparative study includes Dassault’s Falcon 7X business jet.

AirCompAnalysis Jan16.qxp_ACAn 15/12/2015 14:43 Page 1

Payload & RangeData contained in Table A (left)are sourced from Conklin & deDecker, and also published in theMay 2015 issue of B/CA. As wehave mentioned in past articles, apotential operator should focuson payload capability as a keyfactor. The G550’s ‘Available pay-load with Maximum Fuel’ (2,500lbs) is more than the Falcon 7X’s(1,660 lbs).

In addition, Table A shows thefuel usage by each aircraft in thisfield of study. The GulfstreamG550 burns more at 402 gallonsper hour (GPH) than the Falcon7X (347 GPH) according to datasourced from Aircraft CostCalculator.

Cabin Cross-SectionsAccording to Conklin & deDecker, the G550 cabin volume is1,812 cubic feet and its cabinlength is 50.1 ft. The Falcon 7X issmaller in cabin volume (1,506 cu.ft.) and shorter in length at 39.1ft. The Layout of PassengerAccommodations (LOPA) compar-ison can be viewed in the onlineversion of this article atwww.avbuyer.com.

Chart A, left (courtesy ofUPCAST JETBOOK), shows theside-by-side comparisons. Thetwo aircraft share cabin heightdimensions (6.2ft), while theFalcon 7X is wider at 7.7ft versusa 7.3ft width for the G550.

Range ComparisonAs depicted by Chart B (left) andusing Wichita, Kansas as the ori-gin point, the G550 shows con-siderably more range coveragethan the Falcon 7X, as sourcedfrom Aircraft Cost Calculator(ACC).

Note: For jets and turboprops,‘Seats-Full Range’ represents themaximum IFR range of the aircraftat Long-Range Cruise with all pas-senger seats occupied. ACCassumes NBAA IFR fuel reservecalculation for a 200nm alternate.The lines depicted do not includewinds aloft or any other weather-related obstacles.

Powerplant DetailsThe G550 is powered by twoRolls-Royce BR710-C4-11

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm) 4 Pax

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Gulfstream G550

Falcon 7X

41,000

31,940

402

347

6,600

4,400

2,500

1,660

6,820

5,803

6,328

5,353

91,000

70,000

Chart A - Cabin Cross-Sections

Table A - Payload & Range



Gulfstream G550 6327.75 NmDassault Falcon 7X 5352.75 Nm

Source: UPCAST JETBOOK

Chart B - Range Comparison

Source: Aircraft CostCalculator

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator;B&CA May 2015 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide


engines, each with a thrust ratingof 15,385 pounds. The Falcon 7Xbusiness jet is powered by threePratt & Whitney Canada PW307Aengines each offering 6,402pounds thrust.

Cost Per MileUsing data published in the May2015 B&CA Planning andPurchasing Handbook and theAugust 2015 B&CA OperationsPlanning Guide, we will compareour aircraft. The nationwide aver-age Jet-A fuel cost used from theAugust 2015 edition was $5.25per gallon at press time, so forthe sake of comparison we’llchart the numbers as published.

Note: Fuel price used fromthis source does not represent anaverage price for the year.

Chart C (top, right) details‘Cost per Mile’ and compares theG550 to its competition, factor-ing direct costs with each aircraftflying a 1,000nm mission with a1,600 pound (eight passengers)payload. The G550 shows thehighest cost per nautical mile at$6.04 compared to $5.33 for theFalcon 7X. This is a difference of71 cents, or 13.3% cost pernautical mile.

Total Variable CostThe ‘Total Variable Cost’ illustrat-ed in Chart D (right) is defined asthe Cost of Fuel Expense,Maintenance Labor Expense,Scheduled Parts Expense andMiscellaneous Trip Expense. TheTotal Variable Cost for the G550computes at $2,737 per hour,which is 17.2% more than theFalcon 7X at $2,336 per hour tooperate.

Aircraft Comparison TableTable B (right) contains the pre-owned 2008-model prices fromVref Pricing Guide for each air-craft. The average speed, cabinvolume and maximum payloadvalues are from Conklin & deDecker and Aircraft CostCalculator, while the number ofaircraft in-operation and percent-age ‘For Sale’ are as reported byJETNET.

The G550 has 6.2% of its fleetcurrently ‘For Sale’ and theFalcon 7X has 8.5% for sale.

Chart C - Cost Per Mile

*Avg Pre-owned Full Sales Transactions in the past 12 months; Data courtesy of Conklin & de Decker; JETNET; Vref

Chart D - Variable Cost

$0Gulfstream G550

Falcon 7X

US $ per hour

$2,737 $2,336QQ

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

* 1,000nm Mission costs, 1,600lbs Payload

!


$0.00Gulfstream G550

Falcon 7X

US $ per nautical mile

$6.04

QQ

$2.00 $4.00

Q $5.33

$6.00

Table B - Comparison Tables

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Gulfstream GV

Falcon 7X

459

459

1595

1506

5,416

5,000

191

236

12.0%

9.3%

20

36

$16.5 ‘02

$25.0 ‘07


CabinVolume(cu ft.)

Used Vref

Price US$m 2008


Pre-owned Sold*

ModelMax


Gulfstream G550

Falcon 7X

459

459

1,812

1,506

6,328

5,353

502

246

6.2%

8.5%

6.9

2.3

$30.250

$23.000


The average number of newdeliveries and pre-owned trans-actions per month is higher at 6.9per month for the G550 than theFalcon 7X (2.3 per month), asshown in the last column ofthe table.

Depreciation ScheduleAircraft that are owned and oper-ated by businesses are oftendepreciable for income tax pur-poses under the ModifiedAccelerated Cost RecoverySystem (MACRS). Under MACRS,taxpayers are allowed to acceler-ate the depreciation of assets by

taking a greater percentage ofthe deductions during the firstfew years of the applicablerecovery period (see Table C,above).

In certain cases, aircraft maynot qualify under the MACRS sys-tem and must be depreciatedunder the less favorableAlternative Depreciation System(ADS) where depreciation isbased on a straight-line method,meaning that equal deductionsare taken during each year of theapplicable recovery period. Inmost cases, recovery periodsunder ADS are longer than recov-

ery periods available underMACRS.

There are a variety of factorsthat taxpayers must consider indetermining if an aircraft may bedepreciated, and if so, the correctdepreciation method and recov-ery period that should be utilized.For example, aircraft used in char-ter service (i.e. Part 135) are nor-mally depreciated under MACRSover a seven year recovery periodor under ADS using a twelve yearrecovery period.

Aircraft used for qualifiedbusiness purposes, such as Part91 business-use flights, are gen-

Table C - MACRS Depreciation Schedule erally depreciated under MACRSover a period of five years or byusing ADS with a six year recov-ery period. There are certain usesof the aircraft, such as non-busi-ness flights, that may have animpact on the allowable depreci-ation deduction available in agiven year.

Table D (middle, left) depictsan example of using the MACRSschedule for a 2015 G550 aircraftin private (Part 91) and charter(Part 135) operations over fiveand seven-year periods, assum-ing a used retail value of $52m,per Vref’s Pricing guide.

Asking Prices vs Age,Airframe Total Time &QuantityChart E (top, right), sourced fromthe Multi-dimensional EconomicEvaluators Inc. (www.meevaluators.com), showsa Value and Demand chart forthe pre-owned Gulfstream G550.The current pre-owned marketfor the G550 aircraft shows atotal of 31 aircraft ‘For Sale’ with17 displaying an asking price,thus we have plotted them.

We also added the pre-ownedFalcon 7X business jet in ourstudy group with asking pricesranging from $23m-43m. Theequation that we derived fromthese asking prices and other cri-teria used should enable sellersand buyers to compare, andperhaps adjust their offerings, ifnecessary.

While each serial number isunique, the Airframe time/hours(AFTT) and age/condition willcause great variations in price.For example, in Table E (middleright) are four 2003-model G550slisted ’For Sale’ with AFTT hoursranging from 1,392-6,686. Twohave ‘asking prices’ and twoencourage prospective buyers to‘make offer’.

Here, we aim to determinehow to use the demand curve fora) the two G550s with askingprices, and b) the two G550s withthe ‘make offer’ label to gain auseful predictive asking price.

Productivity ComparisonsThe points in Chart F (bottom,right) are centered on the same

Source: NBAA



MACRS SCHEDULE FOR PART 91Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %

Source: Vref

Table D - Part 91 & 135 MACRS Schedule

2015 GULFSTREAM G550 - PRIVATE (PART 91)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$52

1

20.00 %

$10.4

$41.6

$10.4

2

32.00 %

16.6

25.0

27.0

3

19.2 %

10.0

15.0

37.0

4

11.5 %

6.0

9.0

43.0

5

11.5 %

6.0

3.0

49.0

6

5.8 %

3.0

0

52.0

2015 GULFSTREAM G550 - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$52

1

14.3 %

$7.43

$44.57

$7.4

2

24.5 %

12.73

31.83

20.2

3

17.5 %

9.09

22.74

29.3

4

12.5 %

6.49

16.24

35.8

5

8.9 %

4.64

11.60

40.4

6

8.9 %

4.64

6.96

45.0

7

8.9 %

4.64

2.32

49.7

8

4.5 %

2.32

0.00

52.0


aircraft. Pricing used in the verti-cal axis is as published in the VrefPricing Guide. The productivityindex requires further discussionin that the factors used can besomewhat arbitrary. Productivitycan be defined (as done here) asthe multiple of three factors:1. Range with full payload and

available fuel;2. The long range cruise speed

flown to achieve that range;3. The cabin volume available

for passengers and amenities.

Others may choose differentparameters, but serious businessaircraft buyers are usuallyimpressed with Price, Range,Speed and Cabin Size. After con-sideration of the Price, Range,Speed and Cabin Size, we canconclude that the G550 displays ahigh level of productivity.

Popular attributes of the G550are a larger cabin volume com-pared to the Falcon 7X. It also hasgreater payload capability andrange, however price and costsper mile and per hour are higherfor the G550. Operators shouldweigh their mission requirementsprecisely when picking the optionthat is the best for them.

SummaryWithin the preceding paragraphswe have touched upon several ofthe attributes that business air-craft operators value. There areother qualities such as airport per-formance, terminal area perform-ance, and time to climb thatmight factor in a buying decision,however.

The Gulfstream G550 contin-ues to be very popular today.Those operators in the marketshould find the preceding com-parison useful. Our expectationsare that the Gulfstream G550,which started delivering in 2003,will continue to do very well inthe pre-owned markets for theforeseeable future.

Nevertheless, we recommendbuyers and sellers pay closeattention to the market, and inparticular any market displace-ment of the G550 as a knock-oneffect of the Gulfstream G500and G600 with are expected todeliver in 2018 and 2019respectively. ❚

Index

Pric

e (M

illio

ns)

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

3.00

$45.0

$30.0

$15.0

$0.0 3.75 4.50 5.25

2008Gulfstream

G550

6.00 6.75

2008Falcon 7X

Chart F - Productivity


Chart E - Value & DemandA Study of Pre-owned Gulfstream G550 Compared to the Falcon 7X Business Jet


CabinVolume(cu ft.)

UsedVref

Price $m


Pre-owned Sold*

ModelMax


Gulfstream GV

Falcon 7X

459

459

1595

1506

5,416

5,000

191

236

12.0%

9.3%

20

36

$16.5 ‘02

$25.0 ‘07

Year ofManufacture

AFTTHours Listed

PredictedPrice ($m) CommentsModel Ask Price

G550

G550

G550

G550

2003

2003

2003

2003

1,392

4,948

2,834

6,686

Make Offer

Make Offer

$24.95m

$28.00m

$28.40m

$24.00m

$25.90m

$23.00m

* See Footnote

* See Footnote

Underpriced by ~$1m

Overpriced by ~$5m

05/18/15

07/21/15

09/17/15

07/07/15

* Footnote: Prices are plus or minus $1.4m (1/2 standard deviation)D

Table E - Predictive Ask Prices

1

5

1

1

2

‘02

$ ‘07

Y C

1

M

$

* See Footnote

* See Footnote

Underpriced by ~$1m

Overpriced by ~$5m

0

* Demand and Value are on opposite sides of the same price axis. Thus, the market for a used G550/ Falcon 7Xresponds to a least four features: Years, Airframe Total Time (AFTT), Quantity and Asking Prices.


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eadquartered in Geneva and with offices in Luxem-bourg, Vienna, Paris, Monaco, Moscow, Beijing andHong Kong, Global Jet is well positioned to offer in-sight into the flying habits of Business Aviation userswithin Europe as we leave 2015 behind and look

ahead at a New Year.European Business Aviation has been fairly flat regardinghours flown by owners and operators in 2015. What are thehotspots – what types of destinations are still drawing themost traffic at the moment?

Bjorn: There are a number of fundamental statistics that canshow the actual movement numbers, but mainly the flights tendto go from the large metropoles - the financial hearts of Europe,as well as the popular holiday destinations.

London, Paris, Nice, Berlin, Geneva, Zurich and Milan are stillthe places where the most traffic occurs. Overall Europe is prov-ing a popular continent for many visitors including those flyingin from the Middle East, Africa and Asia.

What are the key reasons that Europeans are usingBusiness Aviation at this time?

Hardy: There is actually a large availability of low-cost airlineswithin Europe at the moment, but the larger airports have becomemore ‘time’ consuming to pass through, less flexible and lessreliable.

Private jet travel will continue to be the most efficient way totravel for a group of executives flying in Europe, with easy accessto dedicated, small, personalized airports that are investing in ad-vanced facilities catering specifically for passenger needs, and amantra that says ‘no schedule, just your schedule’.

Bjorn: Key drivers of Business Aviation, when compared to com-mercial airlines, include a combination of flexibility, privacy and theability to personalize your space to a detailed level.

Politically connected individuals or large corporations require ahigh level of privacy whilst discussing business. Even business classon the airlines does not equate to complete privacy for travellers.

H

!

The European Business Aviation scene is complex at this time. Rani Singh speaks with Bjorn Naberhuis, VP Business Development

and Hardy Sohanpal, Sales Director, Middle East/Africa at Global Jet to discuss the flying habits of European users entering 2016…

High-Flyer’s Interview

An Insight into the Flying Habits of European Operators and Users

COMMUNITY NEWS ❚ BIZAV REVIEW

Community News 1 Jan16.qxp_Layout 1 15/12/2015 16:54 Page 1

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2013 Gulfstream 4501900TT. Beige leather. Satcom. MSP Gold

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Gulfstream 550

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

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!

Security is a big advantage ofusing Business Aviation. What, ifany, impact did the terror attacksin Europe have on EuropeanBusiness Aviation?

Bjorn: The recent security threats havehad several impacts. First of all, airportsecurity was raised at key locations -planning flights has become more opera-tionally-intensive and a high level of in-house expertise is required to ensureclients’ requests are met.

It was noticeable in the past (for in-stance) for flights to military airports orany airport in the UK, that a passengermanifest was required ahead of theflight. Now we see France stepping upits requirements. Other countries willsurely follow.

Flight routes have also been impactedwith certain regions becoming more re-strictive - for example, overflying placessuch as Ukraine, Syria, volcanic ash areasand northern parts of Africa. The limita-tions have a negative impact on flighttimes as well as adding to the overall tripcost. From an operator’s perspective,safety has always been priority numberone, and goes hand-in-hand withsecurity.

Any negative aviation-related eventcould have an impact on the overall in-dustry. So we continuously adapt to themarket in every way possible - not onlyfrom a security or economic perspective,but any situation that occurs around theworld.

How has Business Aviationchanged over the years in Europe?

Hardy: Historically, there used to be asimple correlation between GDP growthand aircraft utilization. Over the past fewyears this has slightly shifted as devel-oped economies have had to adapt tothe long-term impact of the financialcrisis.

The fundamentals now seem to pointto a correlation between the state-con-trolled global Quantitative Easing (QE)programs and the steady growth of long-range wide-body aircraft. In other words,

the top-end of the market has grown andmay continue to do so globally as wealthis accumulated at a faster pace.

Generally in Europe supply outstripsdemand and this is expected tocontinue. In Europe some operators withlight aircraft have created businesses thatappeal to a new segment that we call the‘convertible’ market (i.e. those normallytravelling First- or Business-Class on thecommercial airlines now find it morecost-efficient or financially justifiable touse so called ‘air taxi’ services).

The air taxi segment is likely to growas commercial airports continue to be-come busier. Overall, Europeans are gen-erally conservative when it comes toflying large jets, since it is likely to be in-terpreted negatively by the general pub-lic, whereas in other places in the world,large aircraft are a necessity if you are al-ways travelling in a large group.

So with this in mind I believe the de-mand for small and midsize aircraft couldincrease slightly in the near-term, re-sponding to the various fragmentedglobal economies. The heavy jet seg-ment will remain stable globally.

Bjorn: There are many different cases wecould use to show how private aviationhas offered the most efficient option forthe user - particularly in the case of theair-taxi solutions and empty leg platformsavailable to European clients.

I recall one client who had three busi-ness meetings in Europe a few times permonth. These meetings – predominantlywith Stock Exchange-listed companies—required face-to-face interaction.

Commercial airlines just couldn’t haveaccommodated the client’s timetable. Itmade sense to hold all the meetings inone day, to save time and make thedeals. That was the flexibility offered byBusiness Aviation. Instead of having aHigh-Net-Worth CEO spending severaldays traveling around airline schedules,Business Aviation enabled him to travelmore efficiently from an economicperspective as well as from a timeperspective.

More information from www.globaljetconcept.com

BJORN NABERHUIS

Rani Singh writes about aviation. A soughtafter Journalist andauthor she also reportson news, foreign affairs,politics and business withthe world’s largest newsorganization.


Global Jet at a Glance

1. Number and location of Global JetAOCs: 3 (Luxembourg, Austria &China);

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P111.qxp_Layout 1 16/12/2015 11:31 Page 1

Aerion announced its first firm order for the AS2 at the recentNBAA Convention, bringing the supersonic business jet closer toreality. Now, some experts think the supersonic age is set to takeoff.“This time, what we have is real – I believe we will see a super-sonic business jet by 2023,” says Oscar Garcia, chairman of Inter-Flight Global Corporation, estimating 40 to 100 letters of intentfor the AS2 have been received, including the 20-unit order fromFlexjet announced at NBAA.

Off and on for 20 years, manufacturers such as Gulfstream,Sukhoi and Dassault have attempted to move supersonic aircraftpast the design stage, but none have taken over from the Con-corde since 2003. Today, Garcia and the engineers at Aerion, withtheir partners at Airbus, are bullish because of developments inlaminar flow wings and ramjet engines.

Shrinking the WorldWith today’s fastest, ultra-long-range business aircraft a flight fromLos Angeles to Tokyo takes 12 hours. Those airplanes could coverthe world in four days. “So, the size of the world is four days,”says Garcia.

As the Honeywell Global Business Aviation Outlook (analysedon p36) revealed, demand for ultra-high-speed, ultra-long-rangeaircraft continues to outpace other categories. “What buyers wantis minimal time on the aircraft and more time at their destination,”notes Garcia.

At supersonic speeds, approaching Mach 2, an aircraft could

cover the world in 17 hours with one or two stops, “so the size ofthe world is two days,” said Garcia. For supersonic business air-craft to find a market, though, they have to meet several chal-lenges. They must:

• Be capable of long range and ultra-long-range missions;• Take off and land with conventional engines below 60,000 ft;• Produce no noticeable sonic boom over land;• Receive certification from the FAA and other civil aviation

authorities; and• Produce an environmental footprint not too different from the

latest business aircraft.

The environmental footprint is key, explains Garcia, especiallyin terms of noise and emissions. “We cannot have a breakthroughwith speed at the expense of all the other breakthroughs we, asan industry, have worked so hard to achieve.” Supersonic aircraftwill have to be compliant with Stage 4 noise standards.

Hypersonic/The Edge of SpaceWhile supersonic business airplanes may be a reality soon, there’snothing today that achieves hypersonic speeds, of Mach 2 to 5,although Garcia predicts that in 10 to 15 years, there might be.

The challenges for hypersonic travel are greater, with no en-gine yet invented, except those used by the military, to powerthose speeds. Such an aircraft would fly at the edge of space, in“airspace that no civil aviation authority yet understands,” andhave serious cabin pressure issues.

Garcia also predicted that by 2050, a sub-orbital businessaircraft might be feasible, possibly modelled on Virgin Galactic’sSpace Ship Two or the EADS Space Plane, that could travelanywhere on earth in two hours.

“Supersonic, hypersonic and suborbital commercial air travelwill begin with business aircraft,” said Garcia. It makes sense.Many users say a business airplane is like a time machine, and“people can buy anything but time”.

More from www.interflightglobal.com

A Glance into theFuture of BizAvHow far off is the SupersonicBusiness Jet?

!





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The $4.5 million seven-seat HondaJet re-ceived type certification from the FederalAviation Administration (FAA) on Decem-ber 8th. The company was in celebratorymood ahead of first deliveries...“Achieving FAA type certification for theHondaJet is a monumental milestone forHonda, said President and CEO Michi-masa Fujino. “We established Honda Air-craft as a new aerospace company andintroduced our first product, an advancedlight jet with technologies developed from

serious research activities. We designed,tested, and have now certified this clean-sheet design aircraft, an unprecedentedchallenge for Honda.”

Honda Aircraft Company validated theHondaJet’s performance, safety, functionand reliability through rigorous groundand flight tests with the FAA. Total flighthours exceeded 3,000, with testing con-ducted at more than 70 locations acrossthe United States.

The HondaJet’s innovative Over-The-Wing Engine Mount configuration, natural-laminar flow wing and composite fuselagemake it a higher performance, more fuel-efficient and more spacious light jet. TheHondaJet is the fastest in its class at 420knots (483 mph), and Honda is marketingits aircraft as being lighter, faster, andmore fuel-efficient than aircraft in the samecategory.

With HondaJet FAA type certificationachieved, Honda is now ramping up pro-duction and 25 aircraft are on the final as-sembly line, as the company prepares fordeliveries, pilot training and after-salescustomer service and support. Some mar-ket sources suggest that the order bookexceeds 100 for the aircraft.More information fromwww.HondaJet.com

HondaJet Makes HistoryNextant has received FAA certification ap-proval for its G90XT remanufacture of theC90 series Beechcraft King Air. The twinturboprop features a number of improve-ments including GE H75-100 engines, theRegent integrated digital flight deck basedon the Garmin G1000 flight deck, a newinterior with a new acoustics package, digi-tal pressurization control and new environ-mental control with 300 percent bettercooling. www.nextantaerospace.com

One Aviation received an order for 20 ofits Eclipse 550 very light jets worth roughly$60m as part of a recent dealership agree-ment with Jinggong General Aviation inChina. Deliveries will extend over severalyears as One Aviation and Jinggong workto obtain Chinese certification and buildup sales, training and support networks inChina. www.oneaviation.aero

Pilatus announced the first flight of itssecond PC-24 jet prototype from thecompany's headquarters in Stans, Switzer-land. P02 is one of three test aircraft thatwill be used in the new jet’s certificationprogram that is expected to last into2017. The first test aircraft flew in May. Athird test aircraft will be used for functionand reliability testing and will join theprogram shortly. www.pilatus-aircraft.com


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Jetbed August.qxp_Layout 1 20/07/2015 17:22 Page 1


NBAA: Schedulers & Dispatchers Conference Jan 19 - 22 Tampa, FL, USA www.nbaa.orgUS Sport Aviation Expo Jan 20 – 23 Sebring, FL, USA www.sportaviationexpo.comAEA Connect Europe Jan. 26 - 27 Cologne, Germany www.aea.netNBAA: Regional Forum Jan 28 West Palm Beach, FL, USA www.nbaa.orgCorporate Jet & Helicopter Investor London 2016 Feb 1 - 4 London, UK www.corporatejetinvestor.comNBAA: BizAv Finance Reg & Legal Conference Feb 10 – 12 Boca Raton, FL, USA www. nbaa.orgSingapore Airshow Feb 16 – 21 Changi Center, Singapore www.singaporeairshow.com.sgNBAA: Leadership Conference Feb 22 – 24 San Antonio, TX, USA www.nbaa.orgHAI HELI-EXPO 2016 Mar 1 – 3 Louisville, Ky, USA www.heliexpo.rotor.orgAbu Dhabi Air Expo Mar 8 – 10 Abu Dhabi, UAE www.abudhabiairexpo.comEuropean Corporate Aviation Summit Mar 9 London, UK www. aeropodium.comInt’l Women in Aviation Conference Mar 10 – 12 Nashville, TN, USA www.wai.orgIndia Aviation 2016 Mar 16 – 20 Hyderabad, India www.india-aviation.inCorporate Jet & Helicopter Investor Dubai 2016 Mar 21 – 22 Dubai, UAE www.corporatejetinvestor.comNBAA: International Operators Conference Mar 21 – 24 San Diego, CA, USA www.nbaa.orgNigerian Business Aviation Conference 2016 Mar 24 – 25 Lagos, Nigeria www.nbac.com.ngFIDAE Mar 29 – Apr 3 Santiago, Chile www.fidae.clSun ‘n’ Fun Fly-In Apr 5 – 10 Lakeland, FL, USA www.sun-n-fun.orgABACE 2016 Apr 12 – 14 Shanghai, China www.abace.aeroAviation Electronics Europe Apr 20 – 21 Munich, Germany www.ae-expo.euNARA Annual Spring Meeting Apr 20 - 22 Scottsdale, AZ, USA www.naraaircraft.comAero Friedrichshafen Apr 20 – 23 Friedrichshafen, Germany www.messe-Friedrichshafen.deAEA (Aircraft Electronics Association Convention) Apr 27 - 30 Orlando, FL, USA www.aea.netNBAA: Maintenance Management Conference May 3 – 5 Kansas City, MO, USA www.nbaa.orgNBAA: Business Aviation Taxes Seminar May 6 Washington, DC, USA www.nbaa.orgNAFA: Conf. & Aircraft Education Seminar May 11 – 13 Fort Lauderdale, FL, USA www.nafa.aeroHeliRussia 2016 May 19 – 21 Crocus Expo Moscow, Russia www.helirussia.ru EBACE: (European Business Aviation Convention) May 24 – 26 Geneva, Switzerland www.nbaa.org/www.ebace.aero

BizAv Events 2016

Doug Alleman is named vice president,customer service and Mike Minchow vicepresident, sales at Duncan Aviation.

Julio Casas has been appointed by Air BP asits new North America General Aviationdirector and will be based at the company’sAmerican headquarters in Chicago, IL.

Carlos Gomez is the new managing director ofTAG Aviation España.

Ken Goodman joined Jet Support Services,Inc. (JSSI) as its new chief financial officerrecently.

Aaron Hilkemann, Duncan Aviation’s presidentand CEO has been named chairman of theGeneral Aviation Manufacturers Association(GAMA), taking over from Hartzell presidentJoe Brown.

Aoife O'Sullivan left Kennedys law firmrecently to set up The Air Law Firm, an enter-prise, dedicated to the aviation industry. Based

in Mayfair, London, The Air Law Firm iscurrently building an international network oftrusted legal aviation experts whose coreinterests will be to support the industry in acollaborative way.

Bill Ross is named VP, Product Support atSuperior Air Parts, a leading provider ofoutstanding products and service to GeneralAviation.

Keith Ruggirello has joined ExcelAire as seniorvice president, sales and marketing. He previ-ously served as vice president of managementsales at Priester Aviation.

Tom Schmutz has been named CEO at FLYHTAerospace Solutions, replacing Bill Tempany who has retired from his role as CEO, but willremain as chairman of the board.

Michelle Stone is the new director, marketingat Aerospace Technologies Group. She previ-ously spent 17 years with B/E Aerospace,including as director, corporate marketing. ❚

People In AviationCarlos

Gomez

KenGoodman

AoifeO’Sullivan

KeithRuggirello



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Jetnet January.qxp_Layout 1 15/12/2015 12:52 Page 1

SHOWCASE

Serial Number: 20149Registration: N377RAAirframe TT: 2,002Landings: 1,006

2007 Challenger 300. World Ready, 2000TTAF, MSP Gold, ATG-5000 WiFi, 3rdGeneration Interior! Fresh 96/m and GearInspection at Flying Colours in St. Louis.New striping change - new owner still hastime to pick out scheme.Aggressively priced at $10,995,000

EnginesHoneywell AS907 HTF7000L SN: P118392. TT: 2002 - MSP Gold.Cycles: 1006R SN: P118391. TT: 2002 - MSP Gold.Cycles: 1006

APUHoneywell GTCP36-150 (BD). Hours - 1477. -MSP Gold

Avionics! COMM: Dual VFH! NAVS: 3D Navigation Map! RADAR: Solid State Weather Radar

w/ Turbulence Indication! FMS: Dual FMS 5000 Flight Management

Systems! A/P: Autopilot / Dual Flight Directors! TCAS: TCAS II

! HF Radio: Dual HF w/SELCAL! EICAS: Engine indication and crew alerting

system w/ diagnosis! IFIS: Four 12 x 10-inch adaptive flight displays! IRS: Dual Inertial Reference System! ADF: Dual ADF! CVR: Universal CVR-120 Cockpit Voice

Recorder! DME: Dual Collins DME-442! ELT: Artex C406-2 MHz ELT w/Nav Interface

Features! 1 Owner Since New! MSP Gold Engines! 3rd Generation Interior! RVSM Capable! Low Time! Belted Lav! JAR/OPSInteriorThis aircraft has the optioned 3rd GenerationInterior which features Premium Plating,Signature Series Premium Carpet and RealWood Veneer and upgraded entertainmentsystem. Seats 9 passenger with double clubconfiguration. Belted lav for 9th passenger.Interior is in Excellent condition. 9/10 Aircraftwas always hangaredExteriorOverall white with blue & tan stripe. Paint is inexcellent condition, overall 8/10

MaintenanceDelivered with with a Fresh 96/m and GearOH at Flying Colours in St. Louis. All previousmaintenance done by Jet Aviation Basel,AeroDienst and Ruag

2007 Challenger 300


Jet Sense Aviation, LLCContact: Brett Forrester

550 N. Rand Road, Lake Zurich, Illinois 60047

Tel: +1 (847) 550 4660Email: [email protected]

Jet Sense Aviation, LLC Challenger 300 January.qxp_Empyrean 17/12/2015 11:05 Page 1

SHOWCASE

Serial Number: 45-2071Registration: N550VTAirframe TT: 1,603Landings: 1,606

EnginesHoneywell TFE 731-20BR-1BLeft Engine Hours: 1,603 - MSP GOLDCycles: 1,606Right Engine Hours: 1,603 - MSP GOLDCycles: 1,606

AvionicsTCAS: TCAS IIFMS: Dual Universal UNS 1EHF: Honeywell KHF 950 W/SELCALAir Date Computers: Dual AZ-850AHRS Computers: Dual AHZ-800Auto Pilot Computers: Dual IC-600Navigation Units: Dual Honeywell RNZ-851Communications Units: Dual Honeywell RCZ-833Digital Acquisition Units: Dual Honeywell 800EFIS: Four-Tube DU-870

EFIS/MFD with 7"x8" DisplaysEICAS: YesRadar: Honeywell Primus WU- 660 w/ ColorAltimeter: RT-300EGPWS: Honeywell Mark VCockpit Voice Recorder: Honeywell CVRELT: Artex C406-2 MHz w/ Nav Interface

FeaturesSMART PARTS +Dual UNS 1E'sridium ICS-100 SATCOM PhoneBelted LavR.V.S.M. CapableFwd and Aft 10.4" Monitors (LCD)Airshow 410Cabin Entertainment System (10 disc CD

changer, DVD Player)

InteriorSix (6) passenger seats and one (1) beltedlavatory seat. Cabin features six executive clubseats with four executive fold-out tables. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

ExteriorNEW 2015

MaintenancePhase A,B,C,D and 96/m c/w May 2015

Price of $2,950,000

2007 Lear 40XR

January 2016 – AVBUYER MAGAZINE 121Advertising Enquiries see Page 4 www.AvBuyer.com




Jet Sense Aviation, LLC Lear 40XR December.qxp_Empyrean 17/12/2015 11:07 Page 1

SHOWCASE

Serial Number: 0014Registration: N862PAAirframe TT: 7,915Landings: 5,297

This early model Lear 60 comes with somerecent upgrades -ATG-5000 Wi-Fi [$130,000], Dual UNS 1E's,Engines on ESP Gold. Recent A,B,CInspections - Recent Paint and Interior.Asking $1,595,000

EnginesSerial No.: PCE-305134 PCE-305135TSN: 7749 7880Engines Enrolled On ESP GOLD

Avionics! TCAS II: ALLIED SIGNAL! EGPWS: BENDIX/KING KGP 860! FMS: 2 UNS 1E's! HF: KHF 950/SELCAL! ADF: 2 COL ADF 462! COMMS: 2 COL VHF 422A! DME: 2 COL DME 442! TXPR: COLLINS TDR 94D! RADAR: COL TWR 850! ALT: COL ALT 55! GPS: 2 GPS 4000

Features! ATG-5000! Wi-Fi [$130,000]! Dual UNS 1E's! Refurbished interior items 2013! New Paint 2012! Part 135! 3 owners always US

InteriorNew 2012 - Very good condition. Fwd 2 Pl Divan,5 Executive Chairs, Lav, Expanded BaggageArea, Built-in Liquor Cabinet, 10.4 Monitor, DVD,Airshow 200, Map Package, 110 Volt Outlet,Fireblocked

ExteriorNew 2012. White, Red, Grey Stripes

MaintenanceFresh A,B,C Complied With - Precision JetFlorida. 12 Year Due 11/17

1993 Bombardier Lear 60





Jet Sense Aviation, LLC 1993 Lear 60 January.qxp_Empyrean 17/12/2015 11:37 Page 1

SHOWCASE

Serial Number: 319Registration: N814TSAirframe TT: 4,925Landings: 3,434

EnginesLEFT ENGINE: P & WC 305A. S/N: CA0497Hours: 4835. Cycles: 3367RIGHT ENGINE: P & WC 305A. S/N: CA0496Hours: 4835. Cycles: 3367Engines are covered under the P & WC ESPGold Program. Engine contract number is 1490-01

APUSundstrand T-20G-10C3A APU, S/N SP-E050459, 1305 APU hours / 2427 APU events

AvionicsCollins Proline 21 Avionics System includes:! Dual Collins ADC-850D Air Data Computers! Dual Collins AHC-85E Attitude Heading

Computers! Dual Collins FMC-5000 Flight

ManagementSystem! Dual Collins FCC-850A Flight Control

Computers! Dual Collins VIR-432 Nav Units! Dual Collins VHF-422AComm Units! Four Tube Collins AFD-301 0 with 7” X 8” Displays! Electronic Flight Instrumentation System (EFIS)! Collins WXR-840 Color Weather Radar System

InteriorBombardier Completion Center, Wichita, KansasSeptember 2007. Fireblocked, XR Executive Floorplan A (Eight passengers) (7) passenger seatsand one (1) belted lavatory seat. The cabinfeatures four-place executive club chairs with twoexecutive fold-out tables and a forward three-place divan. Forward galley and the standardlavatory is located aft of the main cabin. Externalbaggage compartment. The headliner andsidewalls are Milkweed Ultraleather. The chairsare covered in Heritage Mink and HeritageBramble leather from Townsend Leather

ExteriorBombardier Completion Center, Wichita, Kansas,September 2007. Top fuselage is Matterhornwhite. Bottom fuselage is Royal blue. Accentstripes are red and blue

Additional Equipment! R.V.S.M. Capable! Honeywell Mark V EGPWS with Windshear Alert! Universal CVR-120 Cockpit Voice Recorder! TCAS-94D TCAS II with change 7! TIA microwave oven! Artex C406-2 MHz ELT w/Nav Interface! Pulselights! Dual Concorde lead acid batteries! Fwd and Aft Monitors (L.C.D.)! Airshow 410! SONY cabin entertainment system (10 disc

C.D. changer, Dual Sony DVD player)

2007 Lear 60XR





Price Reduced to $3,875,000

Jet Sense Aviation, LLC Lear 60XR sn 60-319 January.qxp_Empyrean 17/12/2015 11:08 Page 1

SHOWCASE

Serial Number: 348Registration: N550DGAirframe TT: 3,915Landings: 2,676

• Bombardier maintained• New Paint Striping 2015

EnginesP&WC305ALeft Engine: Hours: 3915- ESP GOLDCycles: 2628Right Engine: Hours: 3915 - ESP GOLDCycles: 2622

APUSundstrand T-20G-10C3A APU. Hours - 1190

AvionicsCOLLINS PROLINE 21 AVIONICS SYSTEMTraffic Alert Collision Avoidance System:

TCAS-94D TCAS II with change 7HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS with

Windshear AlertEFIS: Four Tube Collins AFD-3010 with 7" X 8"

DisplaysAir Data Computer: Dual Collins ADC-850D Air

Data ComputersFMS: Dual Collins FMS 5000 Flight Management

SystemsAutomatic Direction Finder: Dual Collins ADF-462Cockpit Voice Recorder: Universal CVR-120

Cockpit Voice RecorderCommunications: Dual Collins VHF 422C

Distance Measuring Equipment: Dual CollinsNavigation:DME-442

Navigation: Dual Collins VIR-432 Nav UnitsTransponder: Dual Collins TDR-94DRadar: Collins WXR-840 Color Weather Radar

SystemELT: Artex C406-2 MHz ELT w/Nav Interface

FeaturesEnrolled on SMART PARTS. ICG ICS-100 IridiumSATCOM. Airshow 410. Emergency LightingSystem. Enrolled in CAMP. R.V.S.M. Capable.Fwd and Aft Monitors (L.C.D.). SONY cabinEntertainment system - DVD system

InteriorFireblocked, XR Executive Floor plan A (Eightpassengers) 7 passenger seats and 1 beltedlavatory seat. The cabin features four-placeexecutive club chairs with two executive fold-outtables and a forward three-place divan. Forwardgalley and the standard lavatory is located aft ofthe main cabin. External baggage compartment

ExteriorTop Fuselage is Matterhorn white. Bottomfuselage is Royal blue, Silver accept stripes

MaintenanceRecent A - D inspections

2008 Lear 60XR





Price Reduced to $3,895,000

Jet Sense Aviation, LLC Lear 60XR-348 January.qxp_Empyrean 17/12/2015 11:10 Page 1

SHOWCASE

Serial Number: RB-166Registration: N36866Airframe TT: 2,573Landings: 2,676

• On TAP ELITE• $2,095,000

Factory Optional EquipmentTCAS 4000 TCAS II Collins Traffic Alert and

Collision Avoidance System with Dual Collins(Mode S) TDR-94D’s Transponders

Collins XM Satellite Graphical WeatherCollins ECH-5000 electronic charts

softwareSidewall Armrest: Laminate covered with woodtrim

AvionicsCollins Proline 21 w/ 3-Tube 10x8 Inch

EFIS DisplaysDual VHF-4000 digital VHF Comm transceiversSingle Nav-4500 Nav ReceiverDual TDR-94D Mode S transponderALT-4000 Radio AltimeterFlight Guidance System FGC-3000 autopilotDME-4000MD-3110 Maintenance Diagnostic ComputerSingle Nav-4000 VHF Nav ReceiverHoneywell Mark V EGPWSFMS-3000 w/ GPS 4000A

WXR-800 RadarDual CDU-3000 Control Display UnitsWXR-800 RadarCVR- L3-Communications FA2100RJ-45 FMS and file server access jack

InteriorBeautiful Six Passenger InteriorHigh Gloss laminate cabinetryLight Tan leather seats, sidewalls and carpetAged Brass Plating

ExteriorOverall white with Red and Green Accent striping

Notes**No Damage History**Always Beech maintained

2007 Beechcraft Premier 1A





Jet Sense Aviation, LLC Premier 1A January.qxp_Empyrean 17/12/2015 11:11 Page 1

Global Jet MonacoFlorian Van Der Cruyssen, Aircraft Sales Director,L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco


SHOWCASE

Serial Number: 32777Registration: OE-ILX

Airframe TT: 4221Landings: 1704

· This EU-OPS 1 certified aircraft will meet all ofyour expectations and beyond.

· This business jet is a unique product on themarket. It features 6 auxiliary fuel tanks (1 fwd + 5 aft) for a capacity of 30t, which give it the bestrange in its category.

· It also offers a great cargo space, with nearly900ft3 of storage available.

· Last Major maintenance: The 9 years C Check aswell as the landing gears overhaul were performedin June 2012. The airplane has been maintained tothe highest standard of the industry and allmaintenances are up to date.

Boeing 737-800 / BBJ2ASKING PRICE: $37,5M

3 Global Jet dps January.qxp 16/12/2015 10:35 Page 1

SHOWCASE

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@

globaljetmonaco.comwww.globaljetconcept.com


· This exclusive interior manufactured by a Germancompletion centre is truly comfortable andsophisticated and is able to accommodate 19passengers.

· The aircraft was fully refurbished (interior) in April2009 and constantly groomed by the owner duringall the past years.

· It features internet access, Ipod stations, Ipads, 2lounge areas, a bedroom and a bathroom with aVIP shower.

· The cabin of this Boeing BBJ2 can be turned into asleeping configuration of 14 beds and is certifiedfor commercial operations.

3 Global Jet dps January.qxp 16/12/2015 10:35 Page 2

SHOWCASE

Serial Number: HA-32Registration: N762JPAirframe TT: 3,500Landings: 3,267

• MSP Gold on Engines and APU• Fresh 12 to 96 Month Inspections 11/15

by HBC-ICT• Buyer may pick stripe colors for a limited

time.• Trades welcome. Priced aggressively.

EnginesHoneywell TFE731-50R-1H (4,660 lbs of thrusteach) – Enrolled on Honeywell’s MSP GoldLeft: P122169 3,500 Total Time 3,267 CyclesRight: P122168 3,500 Total Time 3,267 Cycles

APUAHoneywell GTCP36-150(W): 5,120 Total Hourson Honeywell’s MSP Gold

AvionicsCollins Proline 21 Avionics System includes:Four Tube Collins AFD-3010 with 7” X 8”Dual Collins FMC-6000 Flight Mgmt. SystemDual Collins CDU-6200 Control Display UnitsDual Collins FGC-3000 Flight GuidanceComputersDual CollinsVHF-4000 Com Units w/8.33 MHzDual Collins VIR-432 Nav Units w/FM ImmuneDual Collins ADF-462 ADF ReceiversDual Collins TDR-94D Mode S TranspondersDual Collins DME-422 ReceiversDual IFIS-5000 File Servers

XM Satellite WeatherDual Collins GPS-400AIntegrated Digital Engine IndicationCollins WXR-850 Color Weather Radar SystemDisplays Dual Collins ADC-3000 ADCDual Collins AHC-3000 ATT/HDG ComputersCollins ALT-4000 Radio AltimeterCollins HF-9000 HF Radio System with SELCALHoneywell Mark V EGPWS w/Windshear AlertUniversal CVR-30B Cockpit Voice RecorderHoneywell SSFDRAFISCollins TTR-4000 TCAS II with change 7.1Dual db Systems Digital Audio Control Panels

InteriorFactory fireblocked nine passenger layout with aforward four place club arrangement and aftthree place divan opposite a single chair andcabin storage closet. Cabin seating is Caressa“Parchment” traditional grain patterned leatherwith Castel “Lauranne Burn” dark bronze coloredfabric and “China Sea” handmade loop pile woolcarpet rounds out the extraordinary soft goodscompletion. Privacy is provided by dual panelcockpit doors. All woodwork is finished in flat cutEtimoe veneer in a cathedral grain pattern. TheGalley / Vanity countertops are completed inPearl Mica with complimentary pearlescent / ivoryFormica. Plating is a rich brushed Pewter

ExteriorMatterhorn White with re-colored stripes tocustomer specifications for a limited time

2008 Hawker Beechcraft 900XP

Please contact:Don and Sam Starling

Tel: +1 (254) 848 9192Mob: +1 (254) 716 2981E-mail: [email protected]


Price $5,199,000

JetPro Texas Beechcraft 900XP January.qxp_Heeren Cit Ultra sep 17/12/2015 09:44 Page 1

SHOWCASE

Serial Number: 261Registration: G-MCMCAirframe TT: 920

• Two Private Owners Since New!• Aircraft Acquired By Current Owner in2006

• Only 920 Hours Total Time Since New!• Excellent Condition and Equipped with:

2-Tube EFIS-40Dual Garmin 530W’sHoneywell IHAS-8000 with TAS & TAWSHoneywell KMD-850 MFDBF WX-500 StormscopeArtex 406 ELT

• Freon Air Conditioning• No Damage History• Excellent Maintenance Performed byDaher-Socata

A+ and 10 Year Inspection Compliedwith at 885.4 hoursAnnual Inspection and C+ InspectionComplied with at 915.9 hours

Engine• Pratt & Whitney PT6A-64 (3,500 Hour TBO)

920 Hours TTSN (2,580 hours until engineoverhaul due)

Avionics• 2-Tube Color EFIS (EHSI/EADI)• 1 KFC 325 A/P (Auto-Pilot)

• 2 Garmin GNS 530 (IFR Com/Nav GPS)• 1 Radar Altimeter KRA 405B• 1 Multi-Function Display Honeywell KMD 850• 2 Transponder Garmin GTX 327/330• 1 Weather Radar Honeywell RDR 2000• Honeywell IAHS including:• KMH 880 (TAS Traffic Alert System &Terrain Warning System)

• WX 500 Stormscope displayed on HoneywellKMD 850

• 2 Airspeed Indicator• 2 Vertical Speed Indicator• 1 Electrical Attitude Indicator• 1 Vacuum Stand-By Attitude Indicator• Engine Control Gauges• Electric Pitch and Rudder Trim• Gas Generator Tachometer• Shadin ETM 700 Engine Trent MonitoringSystem

InteriorSix place VIP interior with comfortable beigeleather seats, burr walnut panelling andcontrasting “Ultrasuede” headlining with beigecarpeting

Aircraft Available Immediately andbased in Tarbes, France OwnerMotivated to sell before end of Year

2003 TBM 700C2

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 700C2 December.qxp 15/12/2015 15:11 Page 1

Serial Number: 258369Registration: N621WHAirframe TT: 6274.6 Landings: 5400

EnginesHoneywell TFE731-5BR-1H Engine Program: MSP GoldLeft Engine s/n P107350 Current Time: 6162 hrs,5292 cycles- MPI c/w 4191 hours (07/08) next due 6291 hours- CZI c/w 4191 hours (07/08) next due 8391 hoursRight Engine s/n P107311 Current Time: 6078 hours,5249 cycles- MPI c/w 4226 hours (11/08) next due 6232 hours- CZI c/w 4226 hours (11/08) next due 8400 hoursAPUHoneywell GTCP36-150 (W) APU Program : MSP4290 Hours 5400 Cycles

AvionicsAvionics Program Collins CASPADF Collins ADF-462Air Data Computer Dual Collins ADC-850DAvionics Package Collins EFIS-86E 5-tube / Pro Line 4Comm Radios Dual Collins VHF-422C w/ 8.33 spacingCVR Universal CVR-30BDME Dual Collins DME-442FMS Dual Universal UNS-1D w GPSFlightphone Magnastar C-2000 w Dual Handset (service off)GPS Dual Collins GPS-4000Hi-Frequency Collins HF-9000 w SELCALNav Radios Dual Collins VIR-432 w FM ImmunityRadar Altimeter Collins ALT-55BAdditional Features- Airshow 400- Wired for Wi-Fi- Long Range Oxygen

- Dee Howard Thrust Reversers- Precise Pulselights- CAMP Maint. Tracking- DeVore Tel-Tail LightingInteriorInterior 2006, 8 pax (5 beige leather seats with a 3 placenavy fabric divan) plus belted lav. Forward galley withCorian work surface, ice drawer, lighted crystal display,microwave, hot coffee, and china storage.Mar 2015 updates include re-dyed seats, new carpet /padding, new headliner, lower sidewalls recovered;new Flightfloor in galley, cockpit, and on steps; LEDlighting on lower sidewalls and headliner, new soundinsulation, new DVD/CD player with Bluetooth control,new stereo speakersExteriorPaint 2002, touched up in 2015. New LH & RHWindshield 03/15

1998 Hawker 800XP Delray Dobbins, Cell: +1 (214) 551-5151Tel: +1 (214) 351-9595E-mail: [email protected]

SHOWCASE


Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001Tel: +1 214 351 9595www.mentegroup.com

www.mentegroup.com T E C H N O L O G Y S O L U T I O N S

Smart Solutions for Private Aviation

Mente 1/2 January.qxp 16/12/2015 15:32 Page 1

SHOWCASE


Serial Number: 750-505Airframe TT: 164Landings: 140

Aircraft Highlight! Enrolled on Rolls Royce Corporate Care! Factory warranties through 2019! Forward and aft 4 place club seating

(Double Club)! Extended Refreshment Center! Light grey interior with rich wood accents! LED Cabin Lighting! Garmin G5000 Avionics Suite with

Touch-Screen Control Panels! Garmin Synthetic Vision Technology! Autothrottles

AvionicsGarmin 5000 Avionics Suite TCAS IIGWX 70 Weather RadarDual GTX-3000 TranspondersDual RVSM Air Data ComputersGRA 5500 Radio AltimeterStormscopeGDL 59 Data LinkGDR 66 VHF Data Link

Interior4-place forward and aft club seating withlight grey interior and rich wood accents

ExteriorOverall white with blue and maroon separatingstrips

2014 Citation X

Reed AviationRandall Mize & Chad Beaulieu

Tel: +1 (888) 685 0320E-mail: [email protected]

+

Reed Aviation January.qxp 17/12/2015 09:47 Page 1

SHOWCASE

Serial Number: 4245Registration: N7777NAirframe TT: 1070Landings: 350

• Engines Enrolled on Rolls-RoyceCorporate Care Program

• APU Enrolled on Honeywell MSP contract• Honeywell HD-710 High Speed Data• PlaneView Enhanced Navigation Package• Synthetic Vision 2.0• Runway Awareness Advisory System (RAAS)• Digital Flight Data Recorder• High Speed Data System• Enhanced sound proofing

EnginesEngines Enrolled on Rolls-Royce Corporate

Care ProgramL/H Engine TAY MK 611-8CSerial Number: 85478Actual engine hours: 1070R/H Engine TAY MK 611-8CSerial Number: 85487Actual engine hours: 1070APUAPU Enrolled on Honeywell MSP contractAircraft Enrolled on Gulfstream PlaneParts ProgramGTCP36-150(GIV)Serial Number: P-360Actual APU hours: 1030Avionics• Four (4) Honeywell DU-1310 Flat PanelDisplay Units

• Two (2) Honeywell DC-884 Display Controllers

• One (1) Honeywell DP-884 Display BrightnessPanel

• One (1) Honeywell / Kollsman Visual GuidanceSystem

• Triple (3) Honeywell MAU-913 Modular AvionicsUnits

• One (1) Honeywell GP-500 Flight Guidance Panel• Triple (3) Honeywell MC-850 Control Display Units• Triple (3) Honeywell AZ-200 Air Data Modules• One (1) Honeywell WU-880 Weather Radar

Receiver / Transmitter Antenna• Two (2) Honeywell WC-884 Weather Radar

Controllers• Triple (3) Honeywell IR-500 LASEREF V Micro

Inertial Reference Units• Dual (2) Honeywell MRC-855A Modular Radio

CabinetsInterior• Fourteen (14) passenger executive interior. Theforward cabin features a forward four (4) placeclub with pull out tables, galley as well as forwardcrew vacuum lavatory.• The mid cabin area offers a four (4) place leftside conference group opposite a credenza whichincorporates the Cabin Entertainment System,facsimile machine and miscellaneous storage. Theaft cabin beings at a hard partition divider andfeatures a right side four (4) place divan oppositea two (2) place club arrangement. Aft passengervacuum lavatory. The forward galley features bothHigh- Temp and Microwave ovens as well as bothCoffee & Espresso makers. The cabinEntertainment System features an Airshow 4000System.



Tel: +43 (664) 430-12-27Email: [email protected]

Sorens Group Ltd1 1\2 Miles Northern Highway,

Belize City, Belize

Sorens Group January.qxp 15/12/2015 15:37 Page 1

SHOWCASE

Serial Number: 258158Registration: N800AFAirframe TT: 10,032Landings: 5,699

FeaturesCURRENTLY AT WEST STAR AVIATION

COMPLYING WITH 48 MONTH (E,F,G),10,000 HOUR INSPECTIONS, 4 & 8 YEARX-RAY’S AND GEAR OVERHAUL

AVIATION PARTNERS WINGLETSDUAL UNIVERSAL FMS UNS-1 LW (WAAS)

WITH LPVFMS ARE CAPABLE OF NEXTGEN

UPGRADES FOR CDLP, ADS-B out ANDFAN 1A

800XP STYLE INTERIOR800XP AIR CYCLE MACHINEAirframeGARRETT TFE-731-5R-1H on MSP GOLD ENGINE LEFT: S/N P91406 10792 TTENGINE RIGHT: S/N P 91474 9270 TTAPUHAMILTON SUNDSTRAND T-62T-40C8D1AvionicsCOMM: DUAL COLLINS VHF-422D w/22C

CTL. HEADSNAV: DUAL COLLINS VIR-32 w/8.33 KHZ

SPACINGAP: COLLINS APS-85 AUTOPILOTRADAR: COLLINS WXP-85C WEATHER XM: XM WEATHER ANTENNA WITH

BARON WiFi CONNECTION TO IPAD(FOREFLIGHT APP)

AHARS: DUAL COLLINS AHC-85 IRS: HONEYWELL LASEREF

ADF: COLLINS ADF-60A TDR: DUAL COLLINS TDR-94D W/MODE S DME: DUAL COLLINS DME-42 EFIS: COLLINS 5 TUBE/MFD DISPLAYADC: DUAL COLLINS 82A AIR DATA

SYSTEMR/ALT: COLLINS ALT-55B RADIO ALT.

SYSTEM HF: COLLINS HF-9000 W/SELCALTCAS: COLLINS TCAS 4000 VERSION 7.0TAWS: UNIVERSAL CLASS AAdditionalFAIRCHILD F1000 FLIGHT DATA RECORDERCOCKPIT VOICE RECORDER – 100AIRIDIUM BASED AIRCELL ST-3100TELEPHONE SYSTEM

ELT – DORNE – MARGOLIN 8.1 W/NAVRVSM CERTIFIEDBAGGAGE COMPARTMENT AFT OF LAVGROUND POWER CONTACTORBUSS TIE CONTACTOR115 VAC 60 HZ INVERTERSAUTOMATIC POWER RESERVE (APR)LEAR-SIEGLER STARTER GENERATORSCONCORDE SEALED LEAD ACID BATTERIESEROS QUICK DONNING OXYGEN MASKSRADIO MASTER SWITCHFUEL TOTALIZERInteriorCOMPLETE INTERIOR INSTALLED IN 2004,INCLUDING ALL NEW SEATS, CABINETS,CABIN SHELL, HEADLINER, SIDE LEDGES,AIRDUCTS, NEW INTERIOR WIRING WITH LEDREADING AND UP WASH LIGHING.CONFIRGURED IN FORWARD FOUR PLACECLUB, AFT CLUB SEAT ON LEFT SIDE AND

RIGHT THREE PLACE DIVAN IN BEIGELEATHER, FIREBLOCKED PACKAGE TO MEETFAR PART 135 REQUIREMENTS, FWD GALLEYw/MICROWAVE AND MAPCO, THREEENFLITE MAIN CABIN TABLES, FWD AND AFTBAGGAGE. BEIGE WOOL CARPET, WOODHIGH GLOSS CHERRY VENEER ON ALLCABINETS, GALLEY, LAV AND ENTRANCE.FLIGHT ENTERTAINMENT SYSTEM WITHDVD/CD, MOVING MAP DISPLAY, WIRELESSCABIN HEADSETSExteriorWHITE WITH MULTI BLUE STRIPES NEW 2012

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

TX 77061

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

1990 Hawker 125-800A


AeroSmith Penny Hawker 125 January.qxp 16/12/2015 15:30 Page 1

SHOWCASE

Serial Number: 258494Airframe TT: 3,138 Landings: 1,497CAAP is pleased to offer Hawker 800XP2, N55LB, tothe market. This meticulously maintained aircraftrepresents a true turn-key airplane for a discerningbuyer. This aircraft is enrolled on Honeywell MSPGold and features an outstanding interior.The aircraft is equipped with Aviation Partnersscimitar tip Blended Winglets

AirframeCAMP Systems maintenance trackingAviation Partners, Inc. scimitar tip Blended Winglets

installed in June 2014EnginesHoneywell TFE731-5BR-1HEngines enrolled in MSP Gold

(current rate $277.98/hr per engine)Engine #1: S/N P-107259, TSN 3027,

CSN 1450, TSMPI 935Engine #2: S/N P-107533, TSN 3097,CSN 1480, TSMPI 1300

Auxiliary Power UnitGarrett GTCP36-150WAPU enrolled in Honeywell MSP Gold

(current rate $89.48/hr)APU TSN 2068

AvionicsHoneywell ED-800 Five-tube / Primus II avionicspackage

FMS: Dual Honeywell NZ-2000 with dual-channel GPS

ADC: Dual Honeywell ADZ-810AP: Honeywell DFZ-800NAV: Dual Honeywell RNZ-850

COMM: Dual Honeywell RCZ-850 with 8.33kHz spacing

Dual HF RadiosRTU: Dual Honeywell RM-855AHRS: Dual Honeywell AH-600Radio Altimeter: Honeywell AA-300Stormscope: LSZ-850EGPWSCVR: Universal CVR-30B. TCAS 2000Interior8-passenger executive interior with forward 4-place clubgroup, aft LH single seat opposite RH 3-place divanThree pull-out tablesRemovable jumpseat for flight crewmember use onlyForward LH galley with microwave ovenInteriorOverall white with royal blue, fighter blue and gold stripes,repainted in 2008, restriped in 2013

2000 Hawker 800XP2


Corporate Aviation Analysis &Planning Inc

97 Village Lane, Suite 100,Colleyville, TX 76034, USA

Tel: +1 817 428 9200Fax: +1 817 428 9201

Serial Number: 2052Registration: N386RWAirframe TT: 55 Landings: 15CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplane hasproduction test and delivery time only and isavailable for immediate sale.G280 S/N 2052 is loaded with over $2 million ofthe most desirable factory options. This airplanealso includes new aircraft training entitlements(two pilots and two technicians at FlightSafety).

AvionicsAircraft equipped with G280 “Intercontinental Package”EVS & HUDLaseref VI IRS

Third FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic Charts

Interior10-passenger Gulfstream “Hallmark” interior

configurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data

(pending certification)Aircell Gogo Biz high-speed internet

New Gulfstream G280

Price Reduced to $21.5 million

CAAP x2 January.qxp 15/12/2015 15:43 Page 1

SHOWCASE

Serial Number: 14501181Airframe TT: 750

• Embraer Executive Care Enhanced• All major maintenance done by Embraer

Service Centers• Fresh 24 month inspection 10/15• High Speed Sat data and independent

GoGo Biz• 13 passenger interior with forward and aft

lavatory• Galley includes microwave, convection

oven, refrigerator, coffee maker

EnginesEngines on Rolls Royce Corporate Care

APUAPU covered by EEC

AvionicsHoneywell Primus Elite 6.1 with latest updatesLPV/WAAS, RNPFANS 1/A CPDLC, Datalink, ADS-B out2 EFB’s with Electronic Charts

Interior13 passenger interior with forward and aftlavatory

Galley includes microwave, convection oven,refrigerator, coffee maker

InspectionAll major maintenance done by Embraer Service

CentersFresh 24 month inspection 10/15

Additional FeaturesHoneywell Ovation Cabin entertainment system2 HD Monitors, 2 Blue Ray DVD’sSat phone Irridium and ImarsatHigh Speed Sat data and independent GoGo Biz

Hawkeye Aircraft Acquisitions LLCMike McCracken, President

P.O. Box 345Safety Harbor, Florida 34695, USA

Tel: +1 727.796.0903Email: [email protected]

2013 Legacy 650


Best equipped on market - Competitively priced

Hawkeye Aircraft Acquisitions December.qxp 15/12/2015 15:45 Page 1

SA_TVAF35_AvBuyer_205x270mm.pdf 1 10/12/2015 3:50:34 PM

PRODUCTS & SERVICES

The major Jet-card provider, has launched a Corporate Membershipprogram. Companies committing to more than 100 flight hours peryear are guaranteed aircraft availability with six hours' notice,compared with eight hours for individual members, and no peak-dayrestrictions, surcharges or blackout dates. More benefits of Corpo-rate Membership include use of aircraft that on average are 10 yearsold or newer; ability to push back departure times by up to twohours; $100 million minimum liability insurance for all aircraft categories; catering at no extra charge; Wi-Fi on all midsize andlarger aircraft; 15 percent credit for roundtrip flights; and 5 percentcredit on legs of more than four hours. www.magellanjets.com

Magellan Jets

Recently announced it has added a dedicated aircraft tosupport customers throughout Europe, further strengtheningits service network there. Based at the company’s DüsseldorfService Center, the Cessna Citation CJ3 jet provides fast andreliable service and support for Textron Aviation customersduring maintenance events by transporting technicians andparts to the customer’s location. The dedicated aircraft servingthe European region has a two-hour reach to most customers,and it is available seven days a week, including most holidays.The aircraft is part of Textron Aviation’s mobile service support,which includes three dedicated aircraft and a fleet of mobileservice units, trucks equipped to perform a variety ofmaintenance or repair functions when customers prefer serviceat their own facility, based in North America and Europe.www.textron.com

Textron Aviation

Is rolling out an app that enables pilots to order and pay for fuelingservices directly through their phones. MSA Pay, which U.S. Bankbelieves is the first complete order-through-payment “cardless”mobile fueling app for general aviation, is designed to save itscustomers time by eliminating receipt and invoice tracking. In theworks for about eight months, the app will be available for AppleiOS devices this year and for Google Android systems early nextyear. www.usbpayment.com/aviation-solutions

U.S. Bank Multi Service Aviation

First business aviation customer to adopt Inmarsat’s JetConneX providing the fastest broadband connectivity availableis VistaJet. Rockwell Collins is a value added reseller of the JetConneX service as part of its ARINCDirectSM offering. JetConneX is expected to be available globally in early 2016. Itwill support both voice and high-speed internet via Inmarsat’snext generation of satellites, the Inmarsat-5s (I-5) over theKa-band, which have more capacity, are globally available andare highly efficient in the use of bandwidth.www.rockwellcollins.com

Rockwell Collins

Has been awarded, for the second year in a row, ‘Best HandlingAgent/FBO’ at the Baltic Air Charter Association (BACA)Autumn Lunch & Excellence Awards. BACA is a worldwideorganization for air charter professionals, representing theinterests of 200 member companies, including brokers, charterairlines, airports, business aircraft operators and consultants.The winners of BACA’s Annual Awards are chosen by itsmembership. Earlier this year, TAG Farnborough Airport wasnamed ‘International FBO of the Year’ in the AviationInternational News (AIN) International FBO Survey 2015 forthe ninth consecutive year and ‘Best European FBO’ in the2015 Pro Pilot PRASE Survey for the tenth year in a row.www.tagfarnborough.com

TAG Farnborough Airport

Has completed its first certified ADS-B solution for a Falcon 50aircraft at the company’s Augusta, Georgia MRO facility. Thesystem incorporates CMD Flight Solutions’ ADS-B DO260Bupgrade and Supplemental Type Certificate (STC). As a result,this Falcon 50 aircraft is now in full compliance with the FederalAviation Administration’s 2020 mandate for ADS-B capabilities.Benefits from this system will provide increased fuel efficiencythrough better aircraft routing along with increased safety andsituational awareness for business aviation pilots.StandardAero provides a variety of avionics, cabinmanagement and connectivity capabilities via its network ofservice providers. The company is factory authorized by themajority of avionics manufacturers and provides in-house engi-neering design, system integration and installation capabilitiesalong with an Organizational Design Authority (ODA) authoriza-tion. www.standardaero.com

StandardAero


Sean advertorial - Products & Services January.qxp_Layout 1 17/12/2015 12:01 Page 1

PRODUCTS & SERVICES

Pro Line Fusion integrated avionics system played a key role in thesuccessful first flight of the Mitsubishi Regional Jet, which took placeNov. 10 in Toyoyama-cho, Aichi Prefecture, Japan. It also introducednew Corporate Aircraft Service Program offerings that provideaircraft customers with more flexibility for maintenance and service.And, in a move to address the growing demand for abundant,easy-to-load onboard entertainment and information, RockwellCollins introduced Stage content service--an airworthy,subscription-based media streaming solution for corporate andprivate aircraft.www.rockwellcollins.com

Rockwell Collins

New Touch CDU app for the Flight Management SystemTrainer desktop software is now available.The companyunveiled the UniLink Desktop Training Software for Future AirNavigation System (FANS) environment familiarization.Universal Avionics also introduced Software Control Number31.0, for the UniLink UL-800/801 CommunicationsManagement Unit (CMU) and, Universal Avionics named FieldAviation as its 2015 Top Dealer North America, andScandinavian Avionics A/S as its 2015 Top Dealer International.www.uasc.com

Universal Avionics Systems

Welcomed new customer Icelandair to Hahn Airport for the firstof several nose-to-tail B757 C-Checks. Iceland has become asignificant and strategic growth market for HAITEC as the MROprovides maintenance services to the three major airlines AirAtlanta Icelandic, WOW Air and now Icelandair. Iceland’sunique geographical location midway between NorthernEurope and the Eastern coast of the USA is the basis forIcelandair’s strategy. With a growing fleet of currently 24x B757and 2x B767 aircraft, Icelandair continues to record double-digit growth in number of passengers. “Their progress is simplyquite astonishing,” states Frank Rott, CEO at HAITEC. ”Ourlong-term ambition is to be part of the ongoing Icelandairsuccess story.” www.haitec.aero

Haitec

International business aircraft brokerage firms Par Avion Ltd. andMexico City-Based Performance Air have formalized a strategicmarketing partnership for buying and selling business aircraft in aneffort to facilitate a broader reach between the Americas. Par Avionand Performance Air each occupy important strategic bases.Through combined efforts, each firm is now able to provide a moreimmediate and personal reach to prospects located within theirrespective geographical regions

While both companies have a strong presence in the internationalarena, the focus of this agreement will be on Latin America andbuilding stronger pathways to facilitate the sale of business aircraftto the global marketplace. Both firms have extensive experiencewith various models of purpose built business aircraft, chief amongwhich are from Bombardier, Cessna, Dassault, Embraer, andGulfstream. www.paravionltd.com

Par Avion

Innovative Solutions & Support announce that its Air Data andHeading Reference System replaces DG/VG's, AHRS and airdata computers in a single, compact, lightweight unit. Thecompany also introduced its Future Generation Flight Deckfeaturing its PT6 Autothrottle (patent pending) for retrofit in thePC-12. It also states that its RNP/LPV Navigator is designed toallow for RNP operations without having to modify the existingFMS in older aircraft, which saves many operators fromperforming costly FMS and MMR upgrades.www.innovative-ss.com

Innovative Solutions & Support

Bombardier Business Aircraft and GlobalParts.aero haveentered into a strategic collaboration for all inventory of theLearjet 20, Learjet 30, and Learjet 50 series aircraft.GlobalParts.aero, a Kansas-based aviation parts supplier, willtake over the primary responsibility for all planning, stockingand distribution of aircraft parts of these Learjet series aircraft.Approximately 2,000 Learjet 20, Learjet 30, and Learjet 50series aircraft were produced from the 1960s into the early2000s, with the majority still in service.www.bombardier.com

Bombardier


Sean advertorial - Products & Services January.qxp_Layout 1 16/12/2015 16:52 Page 2

The best aircraft for sale searchanywhere, everywhere – onpc, smartphone and tablet.

Introducing The NewAvBuyer.com

Avbuyer_Layout 1 22/01/2015 14:34 Page 1

Marketplace

www.aircraftsales.com


Skyservice Jet SalesPrice: $3,900,000 USD

Year: 2004

S/N: 45-239

Reg: C-GJCY

TTAF: 3310

Location: Canada

Well-maintained 2004 Learjet 45XR. 3244.4 total flight timeon aircraft. Always professionally flown. This aircraft isequipped with Honeywell Primus avionics, Airshow, CAMPmaintenance tracking, and much more.Engines: Honeywell TFE-731-20BR-1B. Additional Features:CAMP Enrolled Maintenance Tracking. Reduced VerticalSeparation Minima (RVSM) Certified. ARTEX C406-2Emergency Locator Transmitter (ELT). Iridium ICS-100SATCOM System. Airshow 400 Network

Bombardier Learjet 45XR Tel: +1 (403) 592-3715 E-mail: [email protected]

Skyservice Jet SalesPrice: $15,800,000 USD

Year: 2009

S/N: 5786

Reg: C-FLMK

TTAF: 1365.4

Location: Canada

Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior paintedin 2014, 10 Passengers, VIP floor plan, 6 single seats in double-clubarrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jump-seat, Large full-service beverage and food galley, High-temp convectionoven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory withvanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forwardwardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, CollinsADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver,Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, CollinsDME-4000 Transceiver, Collins CDU-6200, Collins RDC-4002, Collins DBU-5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC-6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM)certified

Bombardier Challenger 605 Tel: +1 (403) 592-3715 E-mail: [email protected]

Rayfield Investments LLCPrice: $2,600,000 USD

Year: 1998

S/N: 258356

Reg: N55BA

TTAF: 4437

Location: USA- FL

Impeccably maintained low time 800XP. Equipped withWi-Fi, Airshow 4000, LED lighting, engines on MSP Gold,APU on MSP, HAPP program paid through 10/2016.Beautiful condition inside and out. For sale by owner. Noleases. Asking $2,600,000. Broker inquiries are welcomebut broker listings are not desired. Seller will pay onenegotiated broker transaction fee upon successful salestransaction if buyer is represented by broker

Hawker Beechcraft 800XP Tel: +1 (231) 633-0522 [email protected]

International Jet MarketsPrice: $850,000.00

Year: 1987

S/N: 626

Reg: N21BK

TTAF: 10771.6

Location: USA

12 Year/12000 hour/3000 Landing C/W May 2011*

Engines enrolled on Honeywell MSP & Fully Funded, DualCollins FIS 84 Flight Directors, Fire Blocked- EightPassenger Mid Cabin Configuration with 3 place Aft Divanacross from two aft facing seats

Landings: 9562 Cycles

Bombardier Learjet 35A Tel: + 1-850-213-3218 Email: [email protected]

Smart Motion AviationPrice: $12,750,000 USD

Year: 2009

S/N: 20250

Reg: N999ND

TTAF: 1732.6

Location: USA- TX

AVAILABLE APRIL 2016! 2009 Challenger 300 SN 20250Registration N999ND. May 2009 Completed Delivery.Currently maintained under Part 135. Smart Parts AND MSPCoverage.Premium Interior Package - 8 passenger cabinaccommodation plus a 16G belted Lav seat -giving a 9 paxoption. Configuration features a forward and aft 4 placeclub (recliner leg rests). Premium Interior Package.Equipped with the Rockwell Collins Pro Line 21 avionicssuite

Bombardier Challenger 300 Tel: +1 (972) 971-1938 [email protected]

P140-142.qxp 17/12/2015 12:04 Page 1

Marketplace


Capital Jet GroupPrice: $11,895,000

Year: 2008

S/N: 20202

Reg: N360PA

TTAF: 3098

Location: USA

2 U.S. corporate owners since new, MSP engines & APU,2011 Bombardier paint. Over $1 Million in upgrades.ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAASGPS/LPV FMS, LINKS 2000+, ADS-B out, EmergencyHydraulic Generator, Universal Weather, TCAS II Change7.1, IMS 3500 Aircraft Information Manager, CVR/FDR,Dual HF w/Selcal, Dual AFIS, Iridium Satphone.9 pax fireblocked double club interior

Challenger 300 Tel: +1 (703) 917 9000 E-mail: [email protected]

Capital Jet GroupPrice: $3,950,000

Year: 2007

S/N: 560-0758

Reg: N83WA

TTAF: 2738

Location: USA

One U.S. owner since new, recent HSI, no damage history.Start with FADEC, Trailing Link Gear, great runway & cruiseperformance , great DOC’s, and single pilot capability. Addin WAAS/LPV, Mark VIII EGPWS, TCAS 4000 with Change 7,IFIS 5000 with 6.0 upgrade with XM WX, E-Charts, &Enhanced Map Overlays. Top it off with HID lighting,Stormscope, Aircell Iridium phone, & too many extras tomention. Maintained by a top Citation facility

Citation Encore+ Tel: +1 (703) 917 9000 E-mail: [email protected]

ComluxPrice: Please call

Year: 2001

S/N: 32954

Reg: P4-CLA

TTAF: 3689

Location: Switzerland

Range of the aircraft is 6400 nm – 14 hours non-stopComplete maintenance records. Airframe: Total Time: 3689hrs. Total Landings: 947 ldgs. Engines: Engine Model: CF6-80C2B6F (General Electric). Engine 1 S/N: 706393TSN/CSN: 3689 hrs. / 947 cycles. Engine 2 S/N: 706394TSN/CSN: 3689 hrs. / 947 cycles. APU: APU Status:APU Model: GTCP331-200ER (PN: 3800298-1). APU S/N: P-2854 (TSN: 5071 hrs., 2806 cycles). Inspection:Maintenance tracking program: FAME. Completemaintenance records

Boeing 767 2DXER Tel: +41 (0) 44 205 50 70 Email: [email protected]

ComluxPrice: Please call

Year: 2006

S/N: 2550

Reg: G-NMAK

TTAF: 4441:19

Location: Switzerland

Cabin certificated for 34 pax: Ideal for Head of State orCorporations. One owner since delivery. 4500 nm of rangenon-stop. Available for viewings in UK. Total Landings:1372. Engines: Model: CFM 56-5B7. Engine 1 S/N: 577345TSN/CSN: 4441:19 hrs. / 1372 cycl. Engine 2 S/N: 577346TSN/CSN: 4441:19 hrs. / 1372 cycl. APU: Model: APICAPS3200. APU S/N: R2236 TSN/CSN: 4893:00 hrs. / 3169cycl. ACJ319 is configured for Head of State or Corporationoperations. It can accommodate up to 34 passengers (28sleeping positions).

Airbus A319 Tel: +41 (0) 44 205 50 70 Email: [email protected]

David FitzgeraldPrice: $1,875,000 USD

Year: 2007

S/N: 1135

Reg: N165SL

TTAF: 6317

Location: USA- MA

Engine Specs: Left Engine PCE- -RK0218, Time Since New6286, Time Since Major Overhaul 2309, Since HSI 310,Right Engine PCE- -RK0217, Time Since New 6292, TimeSince Major Overhaul 2303, Since HSI 305, Prop(s): LeftPropeller KU94, Time Since Overhaul 2548, Next Due:January 2017, Right Propeller HF233, Time Since Overhaul418, Next Due: February 2019, Avionics: Collins Pro Line21, Interior: 8 Pax interior

Piaggio P-180 Avanti II Tel: +1 (727) 366-4832 E-mail: [email protected]

P140-142.qxp 17/12/2015 12:04 Page 2

Marketplace

Leonard Hudson DrillingPrice: US $1,375,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

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 US $1,375,000, may take tradeon a King Air or a helicopter

Bombardier 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. 1700 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]


Henry Liddell-GraingerPrice: $4,100,000 USD

Year: 2000

S/N: 760506

Reg: M- AKAR

TTAF: 1481

Location: United Kingdom

Annual Inspection: Due 18 Dec 2015, #1 Engine:TBO 3000/Time470.24 TSN/Remaining 2529.36, #2 Engine: TBO 3000/Time 475.19TSN/Remaining 2524.41, Main Gear Box: TBO 3250/Time 84.20TSN/Remaining 3165.40, Intermediate Gear Box: TBO 4500/Time1481.00 TSN/Remaining 3019.00, Tail Gear Box: TBO 4000/Time1481.00 TSN/Remaining 2519.00, Avionics: Honeywell SPZ-7600DAFCS, Honeywell Primus 440 Radar, Bendix/King KTR-908,Honeywell EDZ-705 EFIS, Bendix/King KNR-634A NavigationSystem, Paint: New December 2000. Overall Gun Grey. Interior: NewDecember 2000. Beige Carpeting, Forward facing Bench Seatingplus 2 Captain chairs configuration in Tan leather

Sikorsky S-76C++ Tel: +44 (0) 788 466 7702 E-mail: [email protected]

P140-142.qxp 17/12/2015 12:04 Page 3

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/AeroExpoUK @AeroExpo

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21st Century Jet Corporation......................................146Abu Dhabi Air Expo........................................................117ABACE .............................................................................118AeroExpo 2016 ..............................................................143AeroSmith/Penny ...........................................................133Air Charter Service ...........................................................97Aircraft Guaranty Corporation.....................................113AMAC..................................................................................61American Aircraft Sales...................................................95Aradian Aviation..............................................................109AvBuyer ............................................................................139Avjet Corporation.....................................................68 - 69Avpro...........................................................................10 - 14Bell Aviation...............................................................52 - 53Bombardier.........................................................................27Boutsen Aviation...............................................................71CAAP ................................................................................134Central Business Jets....................................................147Charlie Bravo .....................................................................93Conklin & de Decker ........................................................63

Corporate AirSearch Int’l..............................................129Corporate Concepts.................................................85, 99Dassault Falcon Jet .....................................................2 - 3 Duncan Aviation ................................................................29Eagle Aviation ....................................................................43Elliott Jets ..................................................................44 - 45Freestream Aircraft USA ........................................20 - 23 Gamit ................................................................................111General Aviation Services ..............................................89GKG Law.........................................................................144Global Jet Monaco..............................................126 - 127Hagerty Jet Group ............................................................91Hatt & Associates.............................................................49Hawkeye Aviation ...........................................................135Intellijet International .....................................................6 - 7Jet Bed..............................................................................115Jet Sense Aviation...............................................120 - 125Jet Support Services (JSSI) ...........................................59JetBrokers..................................................................50 - 51Jetcraft Corporation.......................................38 - 39, 148

Jeteffect...............................................................................79JETNET.............................................................................119JetPro Texas.....................................................................128Kaiser Air ...............................................................................5Lufthansa Bombardier Aviation Services .............61, 63 Lektro ................................................................................144Mente Group...................................................................130Mesinger Jet Sales...................................................15 - 17OGARAJETS............................................................30 - 31Par Avion ..........................................................................111Reed Aviation ..................................................................131Rolls-Royce ........................................................................57San Marino Aircraft Registry..............................1, 18 -19Singapore Airshow ........................................................136Sorens ..............................................................................132Tempus Jets .....................................................................101The Elite London ............................................................106The Jet Business ......................................................34 - 35VREF ...................................................................................63Wright Brothers Aircraft Title.......................................107

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AvBuyer (USPS 014-911), January 2016, Vol 20, Issue No 1 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporateaviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517.Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannotaccept responsibility for claims made by manufacturers, advertisers or contributors. The views 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 any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced,stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.


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P144.qxp 17/12/2015 12:05 Page 1

AIRBUSA319 . . . . . . . . . . 141,

AVIATHusky A-1C . . . . 51,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 16, 20, 38, 39, 68,. . . . . . . . . . . . . . . 95, 99, 148,BBJ2 . . . . . . . . . . 126, 127,767-DXER . . . . . 141,737-300 . . . . . . . 68, 757 . . . . . . . . . . . 68,

BOMBARDIERGlobal 5000 . . . . 10, 16, 38, 39, 71, . . . . . . . . . . . . . . . ,79, 99, 111, 148,Global 6000 . . . . 7, 39, 148,Global 7000 . . . . 34,Global Express . 39, 69, 99, 148,Global Express XRS 7, 22, 27, 34, 39. . . . . . . . . . . . . . . 69, 93, 148,Challenger300 . . . . . . . . . . . 38, 71, 120, 140,600 . . . . . . . . . . . 30, 89, 141,601-1A . . . . . . . . 93,,601-1A-3AER . . 38,601-3R . . . . . . . . 38,601-3A . . . . . . . . 79,601-3A/ER . . . . 79,604 . . . . . . . . . . . 11, 12, 23, 29, 38, . . . . . . . . . . . . . . . 39, 79, 148,605 . . . . . . . . . . . 22, 34, 39, 79, 140,. . . . . . . . . . . . . . . 148,850 . . . . . . . . . . . 27, 38, 39, 148,Learjet 31A . . . . . . . . . . . 29, 50, 52, 79,35A . . . . . . . . . . . 50, 140,36A . . . . . . . . . . . 142,40 . . . . . . . . . . . . 50, 52,45 . . . . . . . . . . . . 12, 23, 29, 50, 79, . . . . . . . . . . . . . . . 95, 111,45XR . . . . . . . . . . 27, 39, 44, 69, 79, . . . . . . . . . . . . . . . 121, 140, 148,55 . . . . . . . . . . . . 50,60 . . . . . . . . . . . . 12, 79, 93, 121,60XR . . . . . . . . . . 101, 123, 124,

CESSNACitationII . . . . . . . . . . . . . 51,V. . . . . . . . . . . . . . 45, 52, 93,X . . . . . . . . . . . . . 79, 93, 95, 147,X Elite . . . . . . . . . 44,X+ . . . . . . . . . . . . 16, 131,

XLS . . . . . . . . . . . 12, 44, 93, 109,CJ1. . . . . . . . . . . . 43, 71,CJ1+ . . . . . . . . . . 12,CJ2+ . . . . . . . . . . 45,CJ2 . . . . . . . . . . . . . 12, 16, 52,CJ3. . . . . . . . . . . . 43, 111,CJ4. . . . . . . . . . . . 45,Bravo . . . . . . . . . 44, 45, 50, 51,Conquest I . . . . . 43,Conquest II . . . . 53,Excel . . . . . . . . . . 95, 109,Encore + . . . . . . 45, 50, 141,Jet . . . . . . . . . . . . 51, 52, 71,M2 . . . . . . . . . . . . 43,Sovereign 39, 99, 109, 148,SII . . . . . . . . . . . . 53,T206H . . . . . . . . . 50,Ultra . . . . . . . . . . 51,Mustang . . . . . . . 29, 109,180 . . . . . . . . . . . 50,421B . . . . . . . . . . 50,421C . . . . . . . . . . 43, 50,

DORNIER328 JET. . . . . . . . 71, 89,

EMBRAEREMB-135 LR . . . 99,EMB-145 EP . . . 99,Legacy 600 . . . . 34, 39, 50, 111, 148,Legacy 650 . . . . 34, 135,Phenom 100 . . . 79,Phenom 300 . . . 52,

FALCON JET7X . . . . . . . . . . . . 3, 10, 11, 34, 71, 89,. . . . . . . . . . . . . . . 95, 146, 147,10 . . . . . . . . . . . . 50,20F . . . . . . . . . . . 51,50 . . . . . . . . . . . . 30, 146,50EX . . . . . . . . . . 11, 146,900 . . . . . . . . . . . 146,900B . . . . . . . . . . 11, 16, 50, 146,900C . . . . . . . . . . 146, 147,900EX . . . . . . . . . 16, 22, 29, 30, 111,. . . . . . . . . . . . . . . 146,900EX EASy . . . 3, 11, 34, 146, 147,900LX . . . . . . . . . 3, 11, 39, 91, 93, . . . . . . . . . . . . . . . 146, 148,2000 . . . . . . . . . . 11, 71,2000LX . . . . . . . . 3, 7, 39, 91, 99, 111,. . . . . . . . . . . . . . . 148,2000S . . . . . . . . . 3, ,

FOLLANDGnatt . . . . . . . . . . 50,

GULFSTREAMIV . . . . . . . . . . . . . 79, 111,IVSP . . . . . . . . . . 10, 29, 79, 91, 147,V. . . . . . . . . . . . . . 34, 68, 71,100 . . . . . . . . . . . 109, 147,150 . . . . . . . . . . . 79, 91, 109, 148,200 . . . . . . . . . . . 10, 17, 30, 49, 69,. . . . . . . . . . . . . . . 109,280 . . . . . . . . . . . 16, 17, 69, 134,450 . . . . . . . . . . . . 10, 21, 34, 39, 50, . . . . . . . . . . . . . . . 79, 91, 109, 132, . . . . . . . . . . . . . . . 148,550 . . . . . . . . . . . 7, 10, 16, 17, 20, 34,. . . . . . . . . . . . . . . 35, 68, 71, 79, 95, . . . . . . . . . . . . . . . 101, 109,650 . . . . . . . . . . . 35, 99, 148,650ER . . . . . . . . . 35,

HAWKER BEECHCRAFTKing Air200 . . . . . . . . . . . 50,B200 . . . . . . . . . 44, 45, 71, 89, 109,350 . . . . . . . . . . . 13, 45, 109,C90 . . . . . . . . . . . 109,C90A . . . . . . . . . . 71,C90 GT . . . . . . . . 109,E90 . . . . . . . . . . . 53,F90-1 . . . . . . . . . 53,BeechcraftDuke A60 . . . . . . 50,Premier I . . . . . . 125,Hawker400A . . . . . . . . . . 12, 93,400XP . . . . . . . . . 49, 109,750 . . . . . . . . . . . 109,800A . . . . . . . . . . 133,800XP . . . . . . . . . 12, 44, 50, 69, 95,. . . . . . . . . . . . . . . 109, 130, 134,850XP . . . . . . . . . 109,900XP . . . . . . . . . 49, 71, 109, 128,4000 . . . . . . . . . . 49,

IAIAstra SPX. . . . . . 79,

PIAGGIOP-180 Avanti II. . 141,

PILATUSPC12 NG . . . . . . 17,PC12/45 . . . . . . . 53,

PIPERMeridian . . . . . . . 53,

ROCKWELLTurbo Commander 690B. . .51,

SABRELINER65 . . . . . . . . . . . . 50,

SOCATATBM 700B . . . . . 51,TBM 700C2 . . . . 129

HELICOPTERSAGUSTAWESTLANDA109 Power . . . . 39, 148,A109 E Power . . 13,AW109SP . . . . . . 71,A119 KE . . . . . . . 71,AW139 . . . . . . . . 13,Koala . . . . . . . . . . 109,

BELL206L4 . . . . . . . . . 142,212 . . . . . . . . . . . 142,412 EMS . . . . . . 142,427 . . . . . . . . . . . 79,

EUROCOPTER/AIRBUSAS350 B-2 . . . . . 14,AS355-F-2 . . . . . 13, 14,AS355N . . . . . . . 71,AS365N3 . . . . . . 14,EC 130 B4 . . . . . 13, 71,EC 135 P2 . . . . . 23,EC 135 P2+ . . . . 109,EC 135 T1 CDS . 71,EC 135 T2i . . . . . 13,EC 145 . . . . . . . . 14,EC 155 B1 . . . . . 14,

MCDONNELL DOUGLASMD900 . . . . . . . . 109,

SIKORSKYS-76C+ . . . . . . . . 14, 39, 148,S-76C++ . . . . . . 14, 23, 142,

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P145.qxp 17/12/2015 11:58 Page 1

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.

AVAILABLE: FALCON 900B

21st Century October.qxp 22/09/2015 14:51 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Now Actively For Sale2011 FALCON 7X SN 120

Less than 1000 Hours TT, ESP Gold, SingleOwner with Long Standing Falcon History

LIKE NEW CITATION X SN 207Over $1.8M just spent in Cockpit and refurbishment

Upgrades, Rolls Royce Corporate Care, CessnaCescom, Single Midwestern Fortune 500 Owner

www.cbjets.com

GIVSP SN 1487One of the last ever to be built, Averages less than300 Hours per year, Rolls Royce Corporate Care,

Gulfstream PlaneParts, MSP Gold, etc…., ExtremelyRecent 12-Year Heavy Check

1999 CITATION X SN N750GMOriginal Midwestern Fortune 500 owner, Rolls RoyceCorporate Care, Cessna Cescom, No Damage History

2013 Falcon 7X SN 213 Has Been Sold

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

CHALLENGER 300 SN 20264February 2010 In Service Date, 48-Month c/w 02/14by Bombardier, MSP Gold Engine Program, ATG-5000Gogo Biz w/ WIFI, Premium Interior Package, Single

Midwestern US Owner

GIVSP SN 1453Single Midwestern US Owner, Only 4600 Hours TT,

Aft Galley, 16 PAX, External view Camera

2002 FALCON 900C SN 1944300 TT, Recent 2C, 12 Year and Gear Overhaul,Brand New Paint, Refurbished Interior, MSP Gold,

Equipped for European Operations

New Paint

SOLD

CBJ January.qxp_CBJ November06 16/12/2015 13:00 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2013 BOMBARDIER GLOBAL 6000 S/N 9515

• Rockwell Collins Pro Line Fusion “Vision” Flight Deck

• Increased MTOW to 99,500 lbs

• 16 Passenger with Crew Rest

2013 GULFSTREAM G650 S/N 6004

• December 2013 Entry into Service

• Universal Forward Galley with Crew Rest Compartment

• Rolls-Royce CorporateCare on Engines

2008 CESSNA CITATION SOVEREIGN S/N 680-0250

• 1,653 Hours; 1,023 Cycles• Airframe on ProParts; Engines

on Power Advantage Plus, APU on AUX Advantage

• 9 Passengers in VIP Configuration

2015 BOMBARDIER GLOBAL 6000S/N 9678

• Q4 2015 December Position• Jet Aviation (STL) Completion• 14 Passenger Configuration

with Mid Cabin Credenza• Full Factory Warranty &

Training Provisions

2012 GULFSTREAM G150 S/N 0299

• 1,678.9 Hours; 623 Landings• Engines & APU

Enrolled on MSP• Single IFIS with Dual FSU-5010

2007 BOMBARDIER LEARJET 45XR S/N 322

• One U.S. Owner Since New • Engines/APU Enrolled on MSP • Aircraft Enrolled on

Smart Parts Plus

Landing Connections Around The World.

ALSO AVAILABLE2010 AGUSTA A109 POWER2002 BOEING BBJ 2003 CHALLENGER 6042010 CHALLENGER 6052007 CHALLENGER 8502008 GLOBAL 50002003 GLOBAL EXPRESS2010 GLOBAL XRS2007 LEARJET 45XR2008 CITATION SOVEREIGN2011 FALCON 2000LX2010 FALCON 900LX2005 GULFSTREAM G4502006 LEGACY 6002005 SIKORSKY S-76C+

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