World Aircraft Sales Magazine April 2013

The global marketplace for business aviation April 2013

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 22 - 69

FC Jetcraft April 2013_FC December 06 17/04/2013 14:45 Page 1

Project1_Layout 1 26/03/2013 11:15 Page 1


4 WORLD AIRCRAFT SALES MAGAZINE – April 2013

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

AIRBUSA310-304. . . . . . 1, 156,A319 . . . . . . . . . . 89,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 10, 11, 27, 36, 52, . . . . . . . . . . . . . . . 58, 59,737. . . . . . . . . . . . 148,737-500 VIP . . . . 148,757-200 Exec . . . 67,MD 87 VIP . . . . . 27,S27-200 . . . . . . . 67,

BOMBARDIERGlobal 5000 . . . . 1, 39, 41, 53, 156,Global 6000 . . . . 1,Global Express . 1, 18, 24, 25, 59, 81,. . . . . . . . . . . . . . . 89, 123, 156,Global Express XRS.. 1, 13, 18, 25,. . . . . . . . . . . . . . . 36, 39, 81, 123, 156,Challenger300 . . . . . . . . . . . 1, 19, 28, 41, 113, . . . . . . . . . . . . . . . 115, 155, 156,600 . . . . . . . . . . . 27,601-1A . . . . . . . . 76,601-1A/3A . . . . . 47,601-3A . . . . . . . . 1, 20, 24, 31,601-3R . . . . . . . . 1, 20, 39, 140, 156,

601-3A ER . . . . . 20, 47, 150,601 w/3A . . . . . . 155,604 . . . . . . . . . . . 1, 20, 24, 41, 43, 45,. . . . . . . . . . . . . . . 60, 155, 156,605 . . . . . . . . . . . 1, 7, 12, 24, 36, 41,. . . . . . . . . . . . . . . 89, 148, 156,850ER . . . . . . . . . 1, 12, 156,Learjet 31A . . . . . . . . . . . 5, 60, 77, 113,31ER . . . . . . . . . . 45,35A . . . . . . . . . . . 113,40 . . . . . . . . . . . . 89,40XR . . . . . . . . . . 60, 139,45 . . . . . . . . . . . . 75,45XR . . . . . . . . . . 45, 57,60 . . . . . . . . . . . . 1, 21, 25, 59,60SE . . . . . . . . . . 60,60XR . . . . . . . . . . 15, 21, 37, 47,85 . . . . . . . . . . . . 36,

CESSNACitationISP . . . . . . . . . . . 33, 76,II. . . . . . . . . . . . . . 60, 61, 76, 145,IISP . . . . . . . . . . . 60,III . . . . . . . . . . . . . 21, 61, 63, 76,VI . . . . . . . . . . . . . 1, 24,VII . . . . . . . . . . . . 5,X . . . . . . . . . . . . . 1, 21, 24, 115, 141,

. . . . . . . . . . . . . . . 156,XLS . . . . . . . . . . . 71, 76, 148, 152,XLS+ . . . . . . . . . . 76,650 . . . . . . . . . . . 5,CJ1. . . . . . . . . . . . 20, 151,CJ1+ . . . . . . . . . . 20, 31,CJ2. . . . . . . . . . . . 21, 33, 47, 60,CJ2+ . . . . . . . . . . 60,CJ3. . . . . . . . . . . . 21, 27, 33, 39, 76, 89,Bravo . . . . . . . . . 75, 138, 151,Columbia 300 . . 77,Encore. . . . . . . . . 43, 67, 89,Encore +. . . . . . . 30,Excel . . . . . . . . . . 71, 76, 155,Jet . . . . . . . . . . . . 60,Mustang . . . . . . . 20, 76,R-182 Skylane. . 151,SII . . . . . . . . . . . . 75,Sovereign. . . . . . 21, 27, 29, 30, 33, 37,. . . . . . . . . . . . . . . 57, 60, 63, 71, 75,Ultra . . . . . . . . . . 33, 76, 142,ConquestI . . . . . . . . . . . . . . 77,II . . . . . . . . . . . . . . 77,Grand Caravan208B. . .. . . . . . . . 150,

DORNIERDornier 328 . . . . 21,

EMBRAERLegacy 500 . . . . 1,Legacy 600 . . . . 7, 18, 27, 61, 89,

FALCON JET7X . . . . . . . . . . . . 1, 3, 7, 28, 57, 154,. . . . . . . . . . . . . . . 156,20F-5BR . . . . . . . 60,50 . . . . . . . . . . . . 1, 19, 24, 30, 43, 60,. . . . . . . . . . . . . . . 146, 154,50-3D . . . . . . . . . 137,50EX . . . . . . . . . . 30, 39, 60, 154, 155,50-4 . . . . . . . . . . . 154,900B . . . . . . . . . . 27, 57, 71, 89, 136,. . . . . . . . . . . . . . . 154, 155,900C . . . . . . . . . . 19, 154,900EX . . . . . . . . . 5, 7, 19, 28, 39, 45,. . . . . . . . . . . . . . . 67, 154,900EX EASy . . . 19, 154,2000 . . . . . . . . . . 13, 29, 30, 31, 60,2000EX . . . . . . . . 3, 7,2000EX EASy . . 1, 3, 156,2000LX . . . . . . . . 3, 19, 156,

GULFSTREAMIISP . . . . . . . . . . . 60,III . . . . . . . . . . . . . 147,IV . . . . . . . . . . . . . 1, 19, 27, 45, 59,156IVSP . . . . . . . . . . 1, 14, 18, 27, 28, 29,

AC Index April13 21/03/2013 13:15 Page 1

WORLD AIRCRAFT SALES MAGAZINE – April 2013 5

04.13

- IN THIS ISSUE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

. . . . . . . . . . . . . . . 80, 156,V. . . . . . . . . . . . . . 1, 18, 25, 115,100 . . . . . . . . . . . 71, 123,150 . . . . . . . . . . . 45, 71, 75, 101, 113,200 . . . . . . . . . . . 7, 39, 43, 45, 113,400 . . . . . . . . . . . 143,450 . . . . . . . . . . . 14, 15, 18, 28, 43,. . . . . . . . . . . . . . . 59, 71, 81,550 . . . . . . . . . . . 1, 7, 25, 47, 71, 80, . . . . . . . . . . . . . . . 81, 135, 150,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . 60,400A . . . . . . . . . . 37, 57, 77, 101,Premier 1A . . . . . 71, 101,King Air200 . . . . . . . . . . . 77,200XPR . . . . . . . 60,350 . . . . . . . . . . . 61, 71, 77, 89, 113,B200 . . . . . . . . . . 71, 77,C90 . . . . . . . . . . . . . 60, 61, 71, 89,C90B . . . . . . . . . . 89, 151,Hawker400XP . . . . . . . . . 60,700A . . . . . . . . . . 45,750 . . . . . . . . . . . 1, 25,800A . . . . . . . . . . 47,800B . . . . . . . . . . 41, 149,

800XP . . . . . . . . . 1, 41, 71, 115, 156,850XP . . . . . . . . . 1, 25, 71,900XP . . . . . . . . . 1, 25, 45, 71, 89,1000B . . . . . . . . . 41,1900D . . . . . . . . . 149,1900D . . . . . . . . . 77,4000 . . . . . . . . . . 20,

IAIAstra . . . . . . . . . . 60,Astra 1125SP . . 155,Astra SPX. . . . . . 39, 43,

PIAGGIOAvanti II . . . . . . . 89, 113,Avanti P180 . . . . 41, 57,

PIPERMalibu . . . . . . . . . 33,Navajo CR . . . . . 77,Seneca . . . . . . . . 33,Seneca V . . . . . . 89,

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

SOCATATBM 700A . . . . . 101,TBM 700B . . . . . 61, 101,

TBM 850. . . . . . . 47, 101, 144, 150,

HELICOPTERSAGUSTAWESTLANDA109 Power . . . . 41,AW 109E. . . . . . . 127,AW 109S Grand. 37, 127,AW 109SP . . . . . 89,AW139 . . . . . . . . 29,Koala. . . . . . . . . . 71,

BELL206L4 . . . . . . . . . 149,212 . . . . . . . . . . . 149,230 . . . . . . . . . . . 89,407 . . . . . . . . . . . 37,412EMS . . . . . . . 149,

EUROCOPTERAS 350 B3 . . . . . 89, 152,AS 355 F1 . . . . . 151,AS 355 F2 . . . . . 152,AS 355 N . . . . . . 89,EC 130-B4 . . . . . 71,EC 135 P2i . . . . . 127, 152,EC135T2 . . . . . . 21,EC 135T2i . . . . . 89,EC155B1 . . . . . . 127,

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

SIKORSKYS-76C+ . . . . . . . . 31, 37,S-92 . . . . . . . . . . 21,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 79, 103,Aircraft Perf & Specs . . . . . 4, 123, . . . . . . . . . . . . . . . . . . . . . . . . 131,Aircraft Title/Registry . . . . 99, 111,Avionics . . . . . . . . . . . . . . . . 95,Ground Handling . . . . . . . . 123,Photography . . . . . . . . . . . . 4,

The Global Aircraft Market Online

AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

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

[email protected]

Security. Trust. Confidence.

1997 - 2013

PAR AVION LTD.

YearsYearsasas

1985 CITATION 650 | S/N 00796770 TSN, –3C, MSP GOLD

UNIVERSAL EFIS 890R, SYNTHETIC VISIONGARMIN 430AW, PATS INFLIGHT APU

DOC 8 c/w APRIL /2010, NEW INTERIOR/IFE MAY/2010

1997 FALCON 900EX S/N 0085917 TSN, MSP

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

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

1997 FALCON 900EX | S/N 0128003 TSN, 2773 TL

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

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

1994 CITATION VII S/N 70445419 TSN, MSP GOLD

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

EXCELLENT PAINT/ INTERIOR

LEAR 31A S/N 1246617 TSN, 2416 SCORE, 252 SH

-2C MODED ENGINES, JSSI PREMIUM N1 DEECS, TCAS II, KEITH FREON

12 YR c/w BY LEARJET-TUCSON NOV/2008RAISBECK AFT FUSELAGE LOCKER, ZR LITE MOD

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

Also Available: C650 S/N 059

AC Index April13 21/03/2013 13:25 Page 2



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

World Aircraft SalesEDITORIAL

Deputy Editor (London Office) Matthew Harris

1- 800 620 8801 [email protected]

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

[email protected]

Editorial Contributor (USA Office)Dave Higdon

[email protected]

Consulting Editor Sean O’Farrell

+44 (0)20 8255 [email protected]

ADVERTISINGKaren Price

1- 800 620 8801 [email protected]

STUDIO/PRODUCTIONHelen Cavalli/ Mark Williams

1- 800 620 [email protected]@avbuyer.com

CIRCULATIONLynne Jones

1- 800 620 [email protected]

AVBUYER.COMNick Barron

[email protected]

Emma Davey [email protected]

PUBLISHERJohn Brennan

1- 800 620 [email protected]

USA OFFICE1210 West 11th Street,

Wichita, KS 67203-3517

EUROPEAN OFFICECowleaze House, 39 Cowleaze Rd,

Kingston, Surrey, KT2 6DZ, UK+44 (0)20 8255 4000

PRINTED BYFry Communications, Inc.

800 West Church Road, Mechanicsburg, PA 17055

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

British Helicopter Association (BHA) - European Business Aviation Association (EBAA)Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA)

National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA)

Subscribe OnlineNow you can subscribe to

the print edition of World Aircraft Sales Magazine online!

www.avbuyer.com/worldaircraftsales/print.asp

The global marketplace for business aviationNews - Aircraft listings - Editorial

IntelliJet Marketing: By Invitation OnlyHow and Why It WorksSee Pages 6 - 7

The global marketplace for business aviation

January 2013

www.AvBuyer.com

WORLD

™



February 2013

www.AvBuyer.com

WORLD

™


Falcon Flight Deck Transformed

See page 5 for further details


March 2013

www.AvBuyer.com

WORLD

™


proudly presents1998 Gulfstream IV-SP

Serial Number 1338See page 27 for further details

Panel March13 19/03/2013 15:46 Page 1

Contents

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

Regular Features16 Viewpoint74 Aviation Leadership Roundtable78 Pre-Owned Aircraft Sales Trends82 Aircraft Performance & Specifications116 JETNET >>KNOW MORE124 Market Indicators130 BizAv Round-Up

Next Month’s IssueBusiness Aviation & The Boardroom

European Aviation Focus

Featured Articles - Business Aviation and the Boardroom22 Sequestration, Governance & Corporate Jets: Sequestration

indicates a lack of insightful governance - yet in the midst of such uncertainty, the value of Business Aviation rings true…

26 Governments Also Need Business Aviation: Government and industry have similar needs: public sector employees have the need to be efficient, productive and effective too.

32 A Saga of Success (2 of 3): Featuring a company at a crossroads, this trilogy of articles continues with the company’s initial use of Business Aviation.

40 Entry-Level Business Aviation: For some it provides a first experience with Business Aviation. For others, it’s a means of obtaining supplemental lift. We take a closer look at aircraft charter.

46 Still Stuck in a Down Market: Having previously identified several factors that define market conditions, this month we expand to looking at how Buyers and Sellers can best respond.

54 Broker of Record Letters: The Broker of Record (BOR) letter is one of the most powerful and abused documents in the insurance industry. We look at why you must handle it with care!

62 Tax-Free Like-Kind Exchanges (1 of 2): U.S. Tax Code allows for the disposal of a business aircraft, and the acquisition of its replacement without generating a current tax liability. This month we consider ‘Forward Like-Kind Exchanges’…

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

Main Features70 Aircraft Comparative Analysis – Gulfstream G550: How does the

performance of Gulfstream’s G550 stand up against Bombardier’s Global 6000?

86 Safety Matters – Upset Training: Imagine flying inverted, on a knife-edge, in weightless free-fall or through clouds… Could you recover the jet? Here’s one training solution that can prepare you for just such a nightmare scenario.

Plane Sense On Cabin Avionics:92 Just Log In: Brian Wilson considers the way that Wi-Fi is changing the way

we fly.

100 Forward Planning: Ken Elliott maps out the cabin considerations an operator needs to make.

104 The IFE Screening Process: Steve Watkins considers the cabin display options and their impact on your budget.

106 Embraer Product Overview: From Regional Turboprops and Jets to an impressive array of products for the Business Aviation market. We follow the growth and development of Embraer Executive Jets.

110 Revenue Flights: Some people find great benefit in generating revenue from their aircraft, but it’s not the right option for everyone. We look in greater detail at some of the considerations to make in this area.

118 G550 – The King is Dead?: Are the G550’s days numbered? Andrew Bradleydraws his conclusions in light of the newly-delivering G650 and the pre-owned market trends for the Ultra-Long-Range jets generally.

Volume 17, Issue 4 – April 2013

22

40

62

Panel March13 19/03/2013 17:45 Page 2

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

FREESTREAM AIRCRAFT LIMITED

London+44 207.584.3800 [email protected]

FREESTREAM AIRCRAFT USA LTD

New York201.365.6080 [email protected]

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda+441.505.1062 [email protected]

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714

Gulfstream G550/5025

Gulfstream G450 2Q 2012

Hawker 850XP/258812

Boeing BBJSerial Number: 29273

Registration: VP-BBJ• 18 Passenger

• One Owner Since New

• Pats 9 Tank Configuration

• CVR/FDR

• SATCOM

• Heads Up Display (HUD)

• Airshow Network

• SFAR88 modification requirements c/w

3/12

• Basic Operating Weight: 95,096 lbs

• US$31,950,000

Boeing BBJSerial Number: 36714

Registration: VP-BFT• 18 Passenger - Andrew Winch Interior

Design

• Full Factory Warranties

• Very low hours

• Pats 6 tank Configuration (5 aft 1 fwd)

• Aft state room with private lavatory

and shower

• Airshow Network

• Five external cameras

• Make Offer

Freestream 1 March 21/02/2013 09:46 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Boeing BBJSerial Number: 28579Registration: N920DS

• 17 Passenger

• 2008 Paint & Interior

• Both aft stateroom's have private

lavatory & shower

• Six fuel tanks installed (one in storage)

• SFAR 88 tank mod c/w 4/09

• Flight Dynamics Heads Up Display

(HUD)

• CMC EFB's with XM Weather

• High Speed wireless internet access

• Engines on GE MCPH

• Fresh 36 Month/2000 Hour Inspections

• US$36,950,000

Boeing BBJSerial Number: 30076Registration: VP-BBW

• 19 Passenger

• Interior Refurbishment 2010

• Pats 8 Tank Configuration

• Recent A1, B1, C1 Checks and

SFR88 Mod

• Airshow Network

• Basic Operating Weight: 95,096 lbs

• Make Offer










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Challenger 850ERSerial Number: 8051Registration: VP-BSD

• 1260 Hours Total Time

• APU: Time Since New 1861 Hours

• Engines enrolled in JSSI/VEST

Complete Plus Engine Maintenance

Program

• Airshow 410

• Two fuel tanks (PATS System)

• AERO-H SATCOM

• 15 Passenger

• US$15,950,000

Challenger 605Serial Number 5704Registration: M-FBVZ

• Total Time: 1616 Hours

• Total Cycles: 993

• Proline 21

• Collins SRT 2100 Inmarsat SATCOM

• Airshow 410

• 10 passenger

• Make Offer










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Global XRSSerial Number: 9195

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

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

Measuring System• High Speed Data• 13 Passenger Interior• In Service May 31, 2007• US$ 33,950,000

Falcon 2000Serial Number: 1

Registration: G-YUMN• Total Time: 6289.27 hrs• Landings: 5614• Engines and APU on Honeywell MSP Gold• B-RNAV/RVSM/RNP10/RNP5 Compliant• CVR/FDR• Honeywell Mark V EGPWS• Collins TTR 920 TCAS II• Aero M SCM1000 Honeywell SATCOM• Airshow Genesys 400• Elegant 10 Passenger Fireblocked Interior• New Paint in April 2007• US$5,950,000










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Gulfstream IVSPSerial Number: 1468

• TTAF: 4827

• Landings: 2692

• Engines on RRCC

• CMP MSG-3 Maintenance Tracking

• Honeywell TCAS II w/Change 7

• EGPWS

• 13 Passenger

• RVSM Compliant

• US$13,950,000

2007 Gulfstream 450• TTAF: 2480

• Landings: 881

• On JSSI Tip to Tail Maintenance Program

• Airshow 4000 System

• Honeywell AIS-2000 Direct TV

• Honeywell High-speed data system

• Securaplane 500 Aircraft security system

• Forward Galley

• 14 Passenger Interior

• Make Offer

Freestream 3 April 21/03/2013 10:00 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

2008 Gulfstream 450• Total Time: 976

• Landings: 410

• Airshow 4000 System

• Honeywell PRIMUS EPIC II

• External Camera System

• Forward Galley

• 14 Passenger

• Available for Showings

• Make Offer

Lear 60XRSerial Number: 328

• Total Time: 1486 hours

• Landings: 674

• Collins ProLine 21 with Dual PFD's and

MFD's

• Dual Fully Electronic Flight Chart System

• Airshow 410 with Worldwide Moving

Maps

• ICS-100 Iridium Single Channel

Telephone

• Pulsating Recognition and Landing

Lights

• Forward Cockpit Pocket Doors

• US$6,950,000

Freestream 3 April 21/03/2013 10:06 Page 2

16 WORLD AIRCRAFT SALES MAGAZINE – April 2013 Aircraft Index see Page 4www.AvBuyer.com

by Gil Wolinack in our school days Econ101 first introduced a basic the-ory of macroeconomics, theallocation of a nation’s scarceresources. But the simplistic

“guns or butter” model used to illustrate anation’s decisions as how best to allocatespending between defense and food cameback sharply into focus last month, thanks toa relatively new, but now-ubiquitous macro-economic term: “sequestration”.

Sounds like a painful operation lam-pooned in “Carry On, Nurse”, doesn’t it?But that was satire in the 1950s – this is seri-ous business in 2013 and painful for some –even if the automatic budget cuts are only2.2% of a $3.7 trillion budget. Half of themandatory cuts will be taken from militaryand defense spending, leaving 1.1%, orabout $42.7 billion, to come from the discre-tionary portion of the civilian budget,including the FAA.

A bit more than 1% doesn’t sound likemuch of a cut, unless it’s your budget beingcut. And just whose budget gets the brunt ofthe mandatory cuts was one hot topic lastmonth on Facebook. According to a viralpost on that omnipresent app, tax “loop-holes” for Business Aviation could now pushhundreds of thousands of Americans to thebrink of starvation, according to theCenter for American Progress(www.americanprogress.org):

By eliminating a loophole that gives specialtreatment to corporate jets, Congress could avertcuts that would cost thousands of jobs, hurt mil-lions of disadvantaged students, and force hun-dreds of thousands of vulnerable families to losecritical nutrition and housing supports this year.

Congress has some key choices to make in thecoming weeks. If they don't close the loophole forcorporate jets:• 600,000 women and children will lose

the critical nutrition assistance they need• 125,000 families will lose their perma-

nent housing• More than 100,000 formerly homeless

people, including veterans, will be at risk to go back on the streets

• Students with disabilities will lose critical instruction and support from more than 7,400 teachers and staff

• 1 million disadvantaged students will lose critical education funding and 10,500 teachers and staff will be at risk for losing their jobs

• 70,000 poor children will lose their Head Start and Early Head Start slots as the jobs of 14,000 teachers and other staff are put at risk

Huh? The Center seems to be saying thatchanging the tax laws on one industry – ours– will offset the $42.7 billion cut from socialprogram budgets. That’s pretty amazing,considering that $42.7 billion representsalmost a third of our industry’s total annualcontribution to the US GDP.

While the Center’s assumptions andmath might be suspect, their methods ofcommunicating are not. They are usingsocial media to great effect – Facebook hasmore than 1 billion regular users worldwide,and it’s hard to say how many read andbelieved their propaganda without bother-ing to verify it. Fortunately, one Facebookposter had the knowledge – and the goodsense – to counter this direct attack in thesame medium with facts (reprinted herewith permission):

Agreed, cuts need to be made from wastefulgovernment spending. However, corporate avia-tion contributes $150 billion each year to the USeconomy and supports the families of the 1.2 mil-lion workers who fly, maintain, refuel, inspect,insure, finance, clean, and manufacture aircraft,and who otherwise serve this industry. Don'tbelieve me? Just ask the # 1 user of corporateaviation in the US: our president, who usedcorporate aviation for NON-presidential duties(campaigning) more than 400 hours last year, ata cost to American taxpayers of more than $68million (again, that figure does not include oursubsidy of Air Force One for duties or even vaca-tions connected to the office of president.) In con-trast, the average user of corporate aviation fliesabout 200 hours/year, conducting business. Andyes, I voted for our president. But the hypocrisy

promoted by hisoffice in making cor-porate aviation asymbol of waste isspecious at best;harmful to the econ-omy at worst. Let'snot trash Americanjobs. Those 1.2 mil-lion American fami-lies, including ours,depend on them.Thanks for reading.

As you might have expected, theFacebook silence that ensued was deafening.And that’s a good thing. Such was not thecase with a later post on this thread, pulledfrom a Daily Edge Tweet:

The Sequester means that 775,000 poor fami-lies will lose access to food and baby formula. Butgood news! They can still get a subsidy forbuying a jet!

Social media is a wonderful tool in thehands of modern day propagandists, provid-ing an international echo chamber wheremisinformation spreads faster than a rumorin an FBO pilot lounge, and reverberatesamong the likeminded. NBAA, GAMA,AOPA and other trade associations canrespond to national and international mediaattacks, but it’s up to all of us to keep socialmedia posters honest, and to post the factswhenever and wherever we can.

This race for the truth is not a sprint – it’sa marathon – and the finish line is in theHalls of Honest Government.❯ Gil Wolin draws on forty years of aviation market-ing and management experience as a consultant tothe corporate aviation industry. His aviation careerincorporates aircraft management, charter and FBOmanagement experience (with TAG Aviation amongothers), and he is a frequent speaker at aviation,travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA, andcurrently serves on the Advisory Board for CorporateAngel Network and GE Capital Solutions-CorporateAviation. Gil can be contacted at [email protected]

Guns or Butter?VIEWPOINT

B

The world’s finest Business Jets, Turboprops & Helicopters for sale at

www.AvBuyer.com

Gil WolinApril2013_Gil WolinNov06 19/03/2013 12:28 Page 1

Over 20 Years of Excellence.

Performance.

Reputation.

Integrity.

Avpro 5th page branding April_Layout 1 19/03/2013 11:05 Page 1

Avpro April 18/03/2013 14:58 Page 1




Sequestration,Governance and Corporate Jets.Sequestration was yet another sign that dysfunction and alack of insightful governance prevail in our nation’s capitol.In the midst of such an atmosphere of uncertainty, thevalue of Business Aviation rings true, observes Jack Olcott.

BUSINESS AVIATION AND THE BOARDROOM


resident Obama’s favorite whipping boy isthe ‘corporate jet’. He uses that term when-ever he reflects on income unbalance or theneed to revise our nation’s tax code. For

example, often he alludes to the advantage that pri-vate owners of business aircraft have because theycan fully depreciate such capital equipment in fiveyears as opposed to seven years for aircraft ownedby Airlines, charter companies or other providers ofair transportation for hire.

Advocates of Business Aviation are incensed, andrightly so. When examining means for reducing ournation’s Gross National Debt of over$15,000,000,000,000, even the most objectiveobservers see more significant measures to consider.If depreciation were extended to seven years for allowners of business aircraft, the additional tax rev-enue ranges from about $300 million annually to

considerably less than that figure.To put in perspective the relationship

between our Gross National Debt and chang-ing depreciation schedules for business air-

craft, the time required to wipe out thenation’s debt at $300 million per year ismore than 50,000 years. Senate MinorityLeader Mitch McConnell observed that ifenacted, “[Lengthening the depreciationschedule] would take 10 years to raiseenough money to replace one week’sworth of the sequester.”

Clearly the federal governmentwould like another $300 million annu-ally to spend somewhere, but hittingon Business Aviation is very counter-productive. Business aircraft are toolsthat enable companies to generatemore revenues and employ moreworkers, thereby contributing to thefederal treasury.

Furthermore, casting doubt on

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

BG 1 Jack_FinanceSept 19/03/2013 12:31 Page 1

depreciation schedules has a negative effect on busi-ness investment, and bashing Business Aviationmay cause some companies—about 20 percent ofthose surveyed—to hesitate investing in the advan-tages of this form of transportation.

HYPOCRISY“Do as I say, not as I do,” is a common refrain inWashington. The federal government, regardless ofwhich party occupies the White House, is an exten-sive user of Business Aviation. The President travelsin Air Force One, with a second Boeing 747 at theready should it be required. Several CabinetMembers are mandated by law to use governmentaircraft rather than the scheduled Airlines, and lead-ers of Congress have access to transportation inpublic-use (i.e., government-owned) aircraft.

More to the point, traveling on the government’s“corporate jets” is most appropriate for our nation’sleaders. President Obama needs the efficiency andsecurity of a traveling Oval Office that is providedby Air Force One. Maintaining the efficiency andsecurity of our nation’s leaders is essential, just as itis vital that the leaders of private industry use theirtravel time efficiently, without compromising per-sonal or industrial security. The demonstrated valueof Business Aviation clearly is the best argumentagainst negative rhetoric.

Users of Business Aviation know the significantvalue of their company aircraft, thus they seem notto be dissuaded by the attempts of the ObamaAdministration to vilify “corporate jets” in its cam-paign to cast our nation’s economic challenges as aclash between classes. Class warfare may be thestuff of politics, but it is poor leadership.

SEQUESTRATION—LATIN FOR POOR GOVERNANCE?Sequestration was included in the Budget ControlAct of 2011 as a means of forcing legislators to

address the nation’s growing debt. Its intended pur-pose was to be so draconian that the Congress andthe Administration would compromise on a reason-able approach. In other words, legislators intention-ally placed themselves in a box that they felt left nooption other than to act, which they have failed todo in the nearly 20 months since President Obamasigned the bill into law on August 2, 2011.

In the absence of responsible governance by allour elected officials, we entered into a period ofautomatic budget cuts on March 1, 2013. The imme-diate question for readers of World Aircraft SalesMagazine is ‘What effect will such abdication ofresponsibility have on Business Aviation?’

It may be too early to tell, since we can hope thatCongress and the Administration will arrive at areasonable compromise before automatic budgetcuts do too much damage to the nation’s economy.But we can rest assured that the flexibility ofBusiness Aviation will enable operators to adapt tochanging conditions, such as cutbacks in FAAservices.

Hours of operation at many of the control towersused by business aircraft may be curtailed, as willbe the availability of custom services at airportsused primarily for non-Airline activities. Processingof new applications for design changes to aircraftand letters of authorization for operational proce-dures could be slowed significantly. But safety willnot be compromised.

Good governance by crews and managers, wherethe focus is accepting the responsibility of providingsafe and efficient service in the pursuit of economicgrowth, is the essence of Business Aviation.

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

Business Aviation and the Boardroom continues on Page 26

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – April 2013 23Advertising Enquiries see Page 8

“But we canrest assured

that theflexibility of

BusinessAviation will

enableoperators to

adapt tochanging

conditions,such as

cutbacks inFAA services.”

BG 1 Jack_FinanceSept 19/03/2013 12:34 Page 2



ccording to a study completed in 2012 byNexa Advisors, a Washington, DC consult-ing firm, the number of aircraft engaged ingovernment operations at federal, state and

local levels totals approximately 2,000 (see chartbelow). Clearly the most visible is Air Force One, aBoeing 747 Jumbo Jet used as a flying White Housefor the U.S. President. (A standby Boeing 747 also isavailable in the rare event that a back-up aircraft isrequired.) Other Airline-sized aircraft as well as cor-porate jets are used by Cabinet Members and lead-ers in the Senate and House of Representatives.

Most of the ‘public-use aircraft’ (the official namefor aircraft owned by various levels of government)are special purpose machines such a helicopters forlaw enforcement, medevac and patrol function, andsmaller business aircraft for special surveillance.

Aircraft used by government are similar in func-tion to their counterparts in Business Aviation. Theyare essential tools that enable public servants dotheir job efficiently and effectively. Nexa Advisors

concluded its report, Government Use of Aircraft: ATaxpayer Value Perspective, with three mainfindings:

• “Numerous uses were identified that clearly prove that government aircraft are the best tools for the job.”

• “There are financial and non-financial benefits provided by government aircraft.”

• “Government use of aircraft clearly improves taxpayer value.”

Next time you hear the words “Corporate Jets”,think about how useful they are to all levels ofgovernment.

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


Government and industry have similar needs, outlines JackOlcott. Like their counterparts in the private sector, publicsector employees have the need to be efficient, productive andeffective. Thus it is understandable that for certain duties,government at all levels employs business aircraft.

A

Governments AlsoNeed Business Aviation.



1337

263

213189

Federal

State

County

City/Local

GOVERNMENT OPERATORS OF BUSINESS AIRCRAFT

”Next time you hear the

words“CorporateJets”, thinkabout howuseful they are to all levels of

government.”

SOURCE: JETNET 2001, GSA 2010

Total 2,002 including Jets, Turboprops,Helicopters & Large Piston

BG 2April13_FinanceSept 20/03/2013 14:01 Page 1

Dennis Blackburn

+1 832 647 7581

Fernando GarciaLatin & S. America

+52 55 54077686

Chris Zarnik+96 65 33316842+1 919 264 6212

Geoff Kaufman

+1 203 733 4390

LarryWright

+1 704 906 3755

Austin • Ft. Lauderdale • Charlotte • Winnipeg • New York • Mexico City • Middle East-Northern Africa

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

PremiumAircraftWithMajor Price Reductions

(2) Immediately Available BBJs

1 Like New – 1 GreenSOVEREIGN

New Reduced PriceMD-87 VIP

New Interior, State Room, 19 seats

CHALLENGER 600Must See Exceptional Value

LEGACY 600

New Reduced PriceGULFSTREAM IV -

Sale/Lease

CITATION CJ-3

For Sale or Lease

GULFSTREAM IV-SP

Forward galley - 16 seats

OFF MARKET

FALCON 900B

PURCHASING A JET IN 2013? TAKE ADVANTAGE OF OUR COMPREHENSIVEAIRCRAFT SEARCH & ACQUSITION SERVICES. TALK TO SOME OF OUR CURRENT

CLIENTS AND LEARN HOW WE SAVE YOU MONEY, TIME, AND GURANTEE THE RESULTS.SEE www.flycci.com or contact us for details.

File photo

Corporate Concepts April 20/03/2013 10:24 Page 1

AIRCRAFT FOR SALEFOR MORE INFO VISIT WWW.GUARDIANJET.COM

OR CALL 203-453-0800

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

2005 Bombardier Challenger 300 SN 20059Airframe TT - 1786.7$12,800,000

* One Owner Since New* Operated Part 135* Engines and APU enrolled in Honeywell MSP* Gogo Biz ATG-5000 HS Internet with Wi-Fi* XM Weather w/Enhanced Maps* Airshow 4000

2009 Dassault Falcon 7X SN 35Airframe TT - 1397.9 $35,995,000

* One Fortune 100 Owner Since New* Engines enrolled in ESP Gold* Honeywell Primus Epic Avionics System* Triple FMS* Rockwell Collins Enhanced Flight Vision System* Airshow 4000* Thrane & Thrane Aero HAD+ Swift Broadband

2005 Gulfstream G450 SN 4036Airframe TT - 3377.2

$21,495,000

* One Fortune 100 Owner Since New* Honeywell Primus Epic PlaneView* Honeywell SATCOM & Swift Broadband* Iridium Satellite Phone System* Enhanced Vision System* Heads Up Display

2002 Falcon 900EX SN 110Airframe TT - 6256.3$17,250,000

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

2001 Gulfstream GIVSP SN 1439Airframe TT - 3920.7

Price: Make Offer

* One Fortune Owner Since New* Honeywelll MCS 6000 SATCOM* Airshow Network* Magnastar C-2000* Projected calendar maintenance items completed through 2013* Triple Honeywell Laseref II

Photos by FGL & Associates





Guardian Jet 4 page April 18/03/2013 15:07 Page 1


OR CALL 203-453-0800


2005 Citation Sovereign SN 680-0046Airframe TT - 3618$8,295,000

* One Fortune Owner Since New* Airshow 400 & XM Radio 400* GoGo Biz ATG-4000 High Speed Data* Engines enrolled in P&W ESP Gold* Honeywell WU-880 radar receiver/transmitter* Dual Honeywell GPS modules for Epic System

1996 Gulfstream G-IVSP SN 1301Airframe TT - 7971.5 $9,400,000

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

2004 Falcon 2000 SN 218Airframe TT - 1638.4

$10,950,000

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

* Third Flightdeck Seat* Airshow Genesys

1996 Gulfstream GIVSP SN 1283Airframe TT - 9777.4$9,995,000

* MSG-3 192 Month Inspection Accomplished September 2012* Forward Crew Lav* Collins SAT-906 SATCOM* 88 Parameter FDR* EVAS* Honeywell SPZ-8400 Six Tube EFIS Avionics System

2006 Agusta AW139 SN 31061Airframe TT - 517.4

$8,495,000

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




Photo by Charles Tack




OR CALL 203-453-0800


1982 Dassault Falcon 50 SN 127Airframe TT - 9823.4$3,250,000

* ProLine 21 Avionics System w/4-Tube EFIS* IFIS: Dual File Servers* XM Weather Radar* Aircell ST-3100 SatCom* Maintenance Tracking by AVTRAK* Aircraft is operated under OCIP

2005 Citation Sovereign SN 680-0054Airframe TT - 3623.6$8,295,000

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

1999 Falcon 2000 SN 86Airframe TT - 6528.6

$8,200,000

* Engines enrolled in CSP* Collins EFIS-4000/ Pro Line 4/ Version 6.1* Collins TWR-850 Weather Radar System* HUD* Wireless Broadband (GoGo Biz) – ATG-4000

2001 Dassault Falcon 50EX SN 313Airframe TT - 4145.12 $6,995,000

* Engines enrolled on MSP* 2C Check and Gear Overhaul Completed December 2012* WX-1000E Stormscope* Airshow 400* Aircell ST-3100 Phone System* Honeywell Flight Data Recorder

2010 Citation Encore+ SN 815Airframe TT - 899

$5,995,000

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








OR CALL 203-453-0800


2006 Cessna CJ1+ SN 0610Airframe TT - 678 $2,850,000

* Collins Pro Line 21 Avionics System* Engines enrolled in Williams TAP Elite* WX-1000E Lightning Detection* Mode S Diversity Transponders with Enhanced Surveillancecapability

* One Owner Since New

1999 Sikorsky S76C+ SN 760499Airframe TT - 2865

$3,495,000

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



1991 Challenger 601 3A SN 5084Airframe TT - 8158.4$2,295,000

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


1999 Dassault Falcon 2000 SN 96Airframe TT - 4427.1

Price: For LEASE

* Engines enrolled in JSSI 100% Engine Program* APU enrolled in JSSI 100%* Increased Gross Takeoff Mod accomplished* Collins EFIS-4000 / Pro Line 4* Airshow Genesys* Meggitt Secondary Flight Display System



his is the second in a series of three articleschronicling the real results of one compa-ny’s use of Business Aviation from launch18 years ago to today. The topics covered

include the company’s decision to embrace BusinessAviation, its early activities as it started to use busi-ness aircraft, and the results they have achieved.The case is de-identified to maintain privacy.

CASE STATUSTo recap from last month’s article, the Board

has tendered its decision to approve theacquisition of a light jet in support of the

business plan of their new CEO, Phil.They hired him to transform the

company from a mid-level playerto an industry leader with rev-

enues in the multiples of its his-toric highs.

Traditionally, the quickestway to grow any business is

to acquire competitors. ButPhil knew such a strategy

would be culturallydamaging.

Furthermore,profits of the

combined companies routinely failed to achieveexpectations. Instead, he intended to implement adifferent strategy: grow the business by enteringnew territories. That is where the airplane came in.Small teams of corporate executives and sales folkcould conduct concentrated and highly effectiveroadshows in first- and second-tier markets.

POLICYSeveral Board Members voiced concerns about safe-ty—specifically the risk of carrying too many toppeople in the same aircraft, and the real and per-ceived costs of a company jet. Phil asked our firm torecommend a set of approaches and policies toaddress these issues. He provided the followingparameters:• The aircraft must be pre-owned to reduce the

capital costs but sufficiently new to include the latest technology and have some remaining manufacturer’s warranty.

Pete Agur continues a three-part series that tracks acompany’s use of Business Aviation.

T

A Saga Of Success:A company implements its useof Business Aviation. (Part 2 of 3)

�



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

BG 3 April13_FinanceSept 19/03/2013 12:38 Page 1

Eagle Aviation, Inc.

2861 Aviation Way, West Columbia, SC 29170

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

After hours contact • Jet Sales: Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526Matt Fullerton +1 316 722-4375 • Piston Sales: Ralph Lacomba +1 803 822-5578

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

2005 SOVEREIGN, S/N 680-0019 1998 CITATION ULTRA, S/N 560-0463

2007 CITATION CJ3, S/N 525B-0162 2002 CITATION CJ2, S/N 525A-0064

1983 CITATION ISP, S/N 501-0322 1982 CITATION I/SP, S/N 501-0242

1992 PIPER MALIBU, S/N 4622124 1976 PIPER SENECA, S/N 34-7670073

Price Reduced

New Paint & Interior

Since 1967 Aircraft Sales,Brokerage, & Acquisitions

Want Your Aircraft Sold?Put It Here.Call Today!Citation Specialist

Citation Specialist

Eagle April 20/03/2013 10:26 Page 1


“Business Aviationhas a superbsafety record that parallels that of the

major Airlines. To match orexceed that

level ofperformance,

we madenumerous

recommendations.”

• The aircraft should be placed on a charter certificate, which would create three benefits:

o Outside charter revenue will defray some of the costs of the operation.

o Additionally, charter revenue would alter the perception that the aircraft was strictly an expense.

o Commercial standards are perceived to be higher than those of private aviation.

• It was not realistic to restrict who could fly with whom. The risk to the company must be miti -gated by raising operational safety standards.

Business Aviation has a superb safety record thatparallels that of the major Airlines. To match orexceed that level of performance, we made numer-ous recommendations. (Note: To assure one highstandard of performance, all flights (internal andoutside charter flights) were to adhere to a single setof policies.) The following were among the mostimportant recommendations we made:• Aviation services should report to someone in

the C-Suite to provide the authority needed. That reporting point should not be the CEO so that there would be sufficient executive time for effective oversight. This also assures a point of appeal - the CEO - for critical impasses between the aviation manager and the responsible executive.

• The aircraft must contain current safetytechnology. This included the latest anti-collision and terrain avoidance devices.

• The aircraft must have at least two turbine engines.

• All flights must be flown by two qualified cap-tains. Each pilot must have over 4,000 hours totalflight experience, at least half of that time in jets, and at least 500 hours in that type of jet. This assured at least eight years of flight experience and exposure to all seasonal conditions in that type of aircraft. (Note: The accident rate for pilotsduring the first 100 hours in a new aircraft is dramatically higher than after that period of experience.)

• Training for the pilots must be done as a crew in a full-motion simulator every six months to enhance the development of teamwork.

• Frequent passengers must attend cabin safety training annually. This training goes far beyond anormal pre-departure safety briefing.

• The aircraft will be maintained to commercial standards.

• The first passenger trip would not be undertakenuntil the crew had completed a series of familiar-ization flights to assure complete readiness to go “prime time”.

IMPLEMENTATIONPhil and the Board signed off on the aircraft opera-tional policies. The next question was whether avia-tion services would be internal or outsourced. Ouranalysis showed there was little economic advan-tage to either (less than 4% of the annual budget).Of greatest importance to the company was a desire

for confidentiality and operational control.Therefore, they opted for an internal aviationdepartment.

With that decision made, the Board assigned theaviation start-up project to the executive to whomthe department would report. He put a team inmotion to tackle various parallel activities whichincluded:• An aviation consulting firm (ours) to assist with:o Identification and selection of the staff.o Search for the aircraft, negotiation for the terms

and conditions of purchase.o Oversight of the pre-purchase inspection.o Development of the operational and business

processes and systems for the department (business management, financial, scheduling/ dispatch, maintenance and flight operations).

• An aviation attorney with specific expertise to support:

o Aircraft purchase agreementso Hangar and office leases.• Corporate managers to support the process,

including:o Human Resourceso Finance.o Accounting.o Legal.

The project was given high priority and was exe-cuted at all deliberate speed. Even so, due to thecomplexity of the effort it was about four monthsfrom the time the company made the commitmentto proceed until their first flight.

And so it went. 18 years ago they began the useof Business Aviation in pursuit of their goals. Nextmonth I will chronicle the remainder of the saga. Iwill describe the evolution of their flight operationsas well as the corporate impact of Phil’s strategicchoices, as they were supported by BusinessAviation.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]




TM

TM

The World’s Best Massage Chair

Experience the perfect escape every day, any time, in your own home or office. The Inada Sogno DreamWave™

massage chair combines centuries of shiatsu healing techniques with decades of innovation in massage chair

technology. The result is a transcendent massage experience that melts away stress and promotes deep

relaxation. Unrivaled in quality craftsmanship and therapeutic effects, the Sogno DreamWave by Inada is the

best full-body massage chair in the world.

Call for an information kit, and ask about a special offer for World Aircraft Sales readers: Free Delivery and

White Glove Installation—A $450 Value + 3 Year In-Home Warranty and 30-Day Home Trial.

888.835.8847

The World’s Best Massage Chair™

REACH YOUR LUXURY DESTINATION (PRIVATE JET OPTIONAL)

www.DreamWaveChair.comOffer Code: WAS0413 • Expiration: April 30, 2013

The Jet Collection April_Layout 1 18/03/2013 15:37 Page 1

The Jet Collection April_Layout 1 18/03/2013 15:37 Page 2



hartering is a highly advanta-geous and multi-dimensionalform of Business Aviation. It isa way to access the benefits ofbusiness air travel withoutany long-term commitments.Booking a charter flight can be

done with a single phone call, or by visiting a website specializing in booking on-demand air travel.Charter is safe, efficient, and when used appropri-ately, is cost-effective. Let’s take a closer look…

Traditionally, the user pays for the charter air-craft on a per-flight or per-trip basis. This form ofBusiness Aviation may also be pre-paid via a con-tract for a given number of flight hours with a spe-cific provider, or by purchasing a jet card (which isin fact a variety of pre-paid charter). Jet card pro-grams have set prices, a set number of hours (usual-ly 25), and a set category of aircraft such as a mid-size business jet.

CHARTER IS SAFE Charter operators are licensed by the FAA in the USunder a regulation referred to as FAR Part 135,which covers on-demand charter for aircraft thatgenerally have 30 or fewer passenger seats. Part 135governs how chartered aircraft are operated, main-tained and staffed. Crew duty and rest time andother safety-of-flight items that range from book-keeping to weather are also addressed in govern-ment regulations. Charter operators can be licensedfor a specific region, such as the US, Canada,Europe, etc., and some have worldwide operatingauthority.

In addition, many charter operators, especiallythose with turbine-powered aircraft, have independ-ent safety audits performed periodically. While theFAA (or other aviation regulatory authority) sets theminimum standards, external safety audits by non-government specialists encourage a higher standardof safety. Many of these programs offer varying lev-els of certification. Some of the best-known commer-cial firms doing these audit surveys are ARG/USand Wyvern. A designation of ‘Platinum’ is thehighest level of audit by the former, whereasWyvern’s highest level is called Wingman. Severalnot-for-profit associations such as the Flight SafetyFoundation and the Air Charter Safety Foundationcertify safety audit companies.

For many companies, chartering a business aircraft is their firstexperience with Business Aviation. For experienced flight departments, charter is also a means for obtaining supplementallift, explains David Wyndham.

C

Aircraft Charter:Entry-level Business Aviation,and so much more.

�



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


SN: 5548; Year: 2002; Total Time: 2,952 Hrs; Cycles: 1,019; Programs: GE On Point at delivery; Location: Dallas, USAPrice: $11,300,000

CHALLENGER 604

SN: 258439; Year: 1999; Total Time: 7,617 Hrs; Cycles: 5,074; Programs: Honeywell MSP Gold;Location: Moscow, RussiaPrice: Make Offer

HAWKER 800XP

SN: 258130; Year: 1989; Total Time: 6,535 Hrs; Cycles: 5,306; Programs: MSP Gold; Location: Palma De MallorcaPrice: Make Offer

HAWKER 800B

SN: 9186; Year: 2006; Total Time: 2,465 Hrs; Cycles: 858; Programs: SmartParts, Rolls Royce Corporate Care; Location: Roskilde, DenmarkPrice: Make Offer

GLOBAL 5000

SN: TBA; Year: 2007; Total Time: 1,031 Hrs; Cycles: 836; Programs: CAMP, Jet Care Program; Location: EuropePrice: $14,750,000

CHALLENGER 300

SN: 5781; Year: 2009; Total Time: 896 Hrs; Cycles: 511; Programs: SmartParts; Location: Cannes, FrancePrice: $18,950,000

CHALLENGER 605

SN: 20295; Year: 2010; Total Time: 2,109 Hrs; Cycles: 1,048; Programs: SmartParts; Honeywell MSP; Location: PolandPrice: Make Offer

CHALLENGER 300SN: 5318; Year: 1996; Total Time: 7,632 Hrs; Cycles: 3,273; Programs: CAMP, JSSI; Location: South AfricaPrice: Make Offer

dEALPENdiNG

CHALLENGER 604

SN: 259004; Year: 1991; Total Time: 3,988 Hrs; Cycles: 2,353; Programs: Pratt & Whitney ESP Silver; Location: Biggin HillPrice: Make Offer

HAWKER 1000B

ExecuJet Aircraft Trading’s dedicated sales directors are global, local, impartial, professional and transparent offering new and pre-owned aircraft across all manufacturers to clients world wide. With an inventory of mandated aircraft and acquisition agreements from qualified buyers, ExecuJet is your answer should you wish to market your aircraft for sale or consider an acquisition. ExecuJet is also a member of the National Aircraft Resale Association.

SN: TBA; Year: 2002; Total Time: 2,923 Hrs; Programs: CAMP, ESP Gold; Location: SwitzerlandPrice: Make Offer

PiAGGiO AVANTi P-180SN: 11780; Year: 2010; Total Time: 142 Hrs; Programs: TBA; Location: SwitzerlandPrice: Make Offer

AGUSTA A109 POWER

CHALLENGER 605SN: 5865; Year: 2011; Total Time: 330 Hrs; Cycles: 159; Programs: CAMP, SmartParts, MSP; Location: Paris, FrancePrice: Make Offer


The International Business Aviation Council, Ltd.(IBAC) promotes its International Standard forBusiness Aircraft Operations (IS-BAO), which is acode of best practices designed to help flight depart-ments worldwide achieve a high level of safety andprofessionalism. Many air charter operators alsoconform to this standard.

CHARTER IS EFFICIENT With charter, you have the flexibility to tailor thebusiness aircraft to each mission. Whether you needto carry two people 300 miles or 12 people 4,000miles, there is a charter aircraft suited to your trip.The ability to right-size the aircraft means that com-panies requiring shorter trips with few people donot need to pay the higher cost for the larger, long-range aircraft.

Charter trips are flown to your schedule frompublic-use airports that are likely within 30 minutesof your ground destination. The number of such air-ports exceeds by a factor of 10 the number of loca-tions with scheduled Airline flights, and by nearly100 times the number of airports with convenientAirline departures. The time spent at the airport isminimized, too, using private air terminals. Thecrew knows who the passengers are in advance, sosecurity is assured with a minimum of fuss and noembarrassment.

Within the confines of the crew duty and restregulations, a trip that might take two or three daysvia the Airlines can often be accomplished withoutan overnight stay. When adding up the time spentnot traveling via the Airlines (and the money savedby not spending nights in hotels, plus the fact thatas many passengers as the aircraft can carry may betransported for the price of the charter), the totalcost of travel can be particularly attractive.

CHARTER IS COST EFFECTIVE To elaborate, a trip for four people via the sched-uled Airlines might cost $3,200 for airfare, plus anadditional $1,000 for lodging, ground transportfrom Airline airport to ultimate destination, andmeals. Chartering a twin-engine turboprop for fourhours costs about the same amount, which is a fairtrade when considering the reduced wear and tearon your business executives, as well as the moreproductive use of their time while traveling (e.g.,holding company-sensitive conversations or work-ing on proprietary documents without concern forwho is sitting in the next seat).

Charter is also a cost-effective means of addingan aircraft to your existing business aircraft opera-tion. There may be times when your own aircraft isunavailable due to maintenance, or it is alreadyscheduled for a trip. The charter option can addanother aircraft to your flight schedule without hav-ing to add another aircraft in your hangar.

CHARTER AIRCRAFT BEST PRACTICES There needs to be clear guidance regarding the useof charter aircraft. In general, a company’s charterpolicy should cover the following major areas:

• When is charter justified? There is no denying that Business Aviation is a preferred method of travel. Even if you don’t own an aircraft, you still need clear direction regarding who is authorized to use air charter and when it may be authorized. The rationale for authorization may be a combination of cost, travel time avoid-ed, and urgency of the trip.

• Who needs to schedule the service? If you havean in-house flight department, then the depart-ment’s leadership is the best means for manag-ing the charter. If there is an in-house travel group, then they may be tasked with this duty. Regardless, the persons scheduling air charter must be familiar with the corporate rules and requirements for using the service.

• What are the safety requirements? The charter operator should exceed the FAA’s minimum regulatory requirements. This is best confirmed by the operator providing proof of a third-party safety audit and proof of insurance. Your in-house risk management may have specific lia-bility coverage requirements as well. Levels of training and experience of the crews should be available, and letters of recommendation are a big plus. The latter also can help to confirm that the advertised level of service matches the provider’s documented experience.

Charter is an excellent way to experience the bene-fits of Business Aviation. There are thousands ofnon-airline airports in the US, thousands moreacross the globe. Business aircraft, chartered accord-ing to your company’s needs, enables an efficientuse of your executives’ time.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 46

“Chartering atwin-engine

turboprop forfour hours

costs about thesame amount(as flying the

Airlines), whichis a fair trade

whenconsidering thereduced wearand tear on

your businessexecutives...”


THE PAY-BACK FROM CHARTER CAN BE VERY MEASURABLE


2 0 0 8 G u l f s t r e a m 2 0 0 s /n 1 8 2

A IRCR A FT SAL ES & ACQUIS IT IO NS

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

Low Total Time. Excellently Equipped. Beautiful Interior Cosmetics. Meticulous Care. Iridium SATCOM Phone. Airshow 4000. Two 17-inch Monitors. Two DVD Players. Espresso Maker. Microwave Oven.

1 9 9 6 C h a l l e n g e r 6 0 4 s / n 5 3 0 7

7,500 Total Time. 3,400 Landings. Excellent Paint and Interior by Duncan Aviation.

1 9 8 5 F a l c o n 5 0 s / n 1 4 5

9,225 Total Time. MSP. 3D Engines. Collins EFIS 86. Dual UNS-1K.

2 0 0 2 C i t a t i o n E n c o r e s / n 5 9 3

2,344 Total Time. Honeywell Primus 1000 EFIS System. Paint by Duncan Aviation 2011.

1 9 8 5 F a l c o n 5 0 s / n 1 5 3

13,196 Total Time. Two U.S. Corporate Owners Since New. JSSI Engine Program.

2 0 0 1 A s t r a S P X s / n 1 3 5

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

2 0 0 8 G u l f s t r e a m G 4 5 0 s / n 4 1 1 6

1,406 Total Time. 675 Landings. Honeywell Primus Epic Avionics Suite. HUD/EVS.

World Aircraft Sales Ad 2_13_13.indd 2 2/13/2013 12:32:58 PM

O’Gara Aviation Company—a name synonymous with expertise and professionalism—is now OGARAJETS.

While the name is new, the mission endures.

We continue to prove time and again that the most important elements in any aircraft transaction are integrity and trust.

As the company enters its 33rd year under the leadership of the second generation of the Foster family, we invite you to learn more about the competitive advantages aircraft buyers and sellers enjoy as our clients.

OGARAJETS is uniquely structured to deliver highly personalized service experiences augmented by our renowned technical knowledge and market insight.

A pioneer in the collection and analysis of aircraft market data, the OGARAJETS team offers investment grade advice, stemming not only from buying and selling aircraft, but owning and operating them as well.

Interested in learning more? Contact us today at +1 770 955 3554 or [email protected].

FOSTERING CONFIDENCE IN AIRCRAFT TRANSACTIONS

O'Gara April 18/03/2013 15:44 Page 1

.com

F E A T U R E D I N V E N T O R Y

+1 770 955 3554 [email protected]

www.

S/N 265

2008 GULFSTREAM G150

S/N 10

1989 LEARJET 31ER

S/N 5587

2005 CHALLENGER 604

S/N HA-12

2008 HAWKER 900XP

S/N 289

2006 LEARJET 45XR

S/N 257208

1984 HAWKER 700A

S/N 25

1998 FALCON 900EX

S/N 22

1998 FALCON 900EX

S/N 1062

1988 GULFSTREAM IV

2009 GULFSTREAM G200, S/N 221FRESH ARCS INSPECTION

5-YEAR FACTORY WARRANTIES REMAIN

ESP ENGINE SERVICE PLAN - GULFSTREAM PLANEPARTS - APU MSP

LOW TIME - LATE VINTAGE

‘LIKE NEW’ INTERIOR AND EXTERIOR CONDITION

F E A T U R

E D I N V E N

YO RT

2009 GCSFRESH AR

F E A T U R

ULFSTREAM G200CTIONS INSPE

E D I N V E N

0, S/N 221

YO RT

ACTYEAR F5-

ESP ENGINE

W TIME - OL

‘LIKE NEW’

ARRANTIES REMAINY WORT

TREASAN - GULFVICE PLE SER

AGEATE VINTTAL

INTERIOR AND EXTERIOR CO

S - APU MSPTARANEPAM PL

ONDITION

ALCON 9001998 FFA

0EX 19

ALCON 900EX998 FFA

1988 GULFSTREAM

M IV

2008 GULFSTREAM

1989 LEARJET 31

G150

1ER

200

20

05 CHALLENGER 604

WKER 900XP008 HAAW

2006 LEARJET 45

WKER 701984 HAAW

5XR

00A

O'Gara April 18/03/2013 15:46 Page 2

Last month Jay Mesinger identified several factors thatdefine market conditions and outlined that recovery wasstill sluggish. This month he expands upon that thesis.

Still Stuck In A Down Market

�


Jay Mesinger is the CEO andFounder of J. Mesinger CorporateJet Sales, Inc. Additionally, Jay isa Member of the Board of theNational Business AviationAssociation (NBAA), and theChairman of the AssociateMember Advisory Council(AMAC). He also sits on the JetAviation Customer and the AirbusCorporate Jets Business AviationAdvisory Boards. Mr. Mesingercan be contacted at [email protected]


istorically, market recovery is characterizedby several trends. In down-markets, thebest aircraft sell and what remains are theless-than-perfect offerings. In fact, during

downturns there is typically no difference in the priceof a great aircraft versus one that is less than great.They are all cheap. Differentiation between aircraft

based on airframe time, cosmetics, damage and extraequipment occurs only when the market becomesmore balanced. As recovery emerges, subtly thecream gets sold first. Prices remain down but choiceis dramatically reduced. As new aircraft enter themarket, the price of better offerings firm and theninch upward.

The next phenomenon that occurs in arecovering market is the sheer number

of aircraft within each segmentbecomes less, so there is less choiceas well as a clear delineation inprice between the great ones andthe mediocre. More demandleads to less supply, which leadsto the recovery we are all antici-pating so vigorously. But as Icautioned last month, not eventhe most subtle signs of therecovery are occurring.

The latest editions of AircraftBluebook and VREF, two popu-lar guides for reporting industryvaluations, were updated recent-ly. Both respected sources ofinformation continue to show amajority of aircraft trending

down in retail and wholesaleprice. Both continue to characterize

the current conditions with veryguarded outlooks, such as “While

activity is good in most segments,prices continue to slide,” and

“Incredibly, after more than twentyquarters of eroding prices, we see yet

another downward correction.” Thesequotes came directly from one of the books’

quarterly newsletter while the other usedwords like, “Prices for pre-owned aircraft con-

tinue to decrease quarter-to-quarter in the jet andturboprop category.”

H

GOING NOWHERE FAST

BG5 April13_FinanceSept 19/03/2013 12:45 Page 1

Aviation Advisors April_Layout 1 18/03/2013 15:56 Page 1


“ If there isnot much

room betweenthe “ask” price and the “take”price, thebuyer may

treatnegotiations

less as a sport andmore like a

business deal.”


TIMELY ADVICETo the Seller, never before has it been more importantto listen to your aircraft sales professionals. Those ofus who talk daily to sellers, buyers and fellow salesprofessionals, tracking activity, following prices andembracing realities of the markets, are instructing ourclients to set “ask” prices far closer to the expected“take” price. No longer is it wise to leave big gapsbetween the two.

By setting a realistic “ask” price, buyers perceivethat we are realistic sellers. Since there are so fewsales compared to available inventory, we must notdiscourage any buyer in their quest to discuss an air-craft in which they may be interested. The secondoutcome of the closer numbers is less clear cut. Ifthere is not much room between the “ask” price andthe “take” price, the buyer may treat negotiations lessas a sport and more like a business deal. The rightprice will generate more calls and open the dialogueto work through the process with less sport involved.

The end to our sluggish market is not yet aroundthe corner. In fact, from this observer’s perspective, itis not even in view. Given the lack of financing avail-ability on a grand level and the sheer supply ofinventory, as well as a still shaky global economy, Ithink it could be another 24 to 36 months before thismarket levels out across the board. So if you want tosell, price right and be open to offers!

BUYING OPPORTUNITYAs a buyer the current and future market conditions

play right into your hands, with the caveat thatfinancing may not be readily available. This situationkeeps many well-intentioned buyers sidelined. If youcan get a loan on an aircraft or can generate the fundsfrom other credit facilities, you have a wonderfulpath ahead of you. Just remember not to be blindedby price. Even as a buyer, it is imperative to workclosely with your aircraft sales professional to be surethat you do not buy a cheap aircraft cheap. Rather,you want to buy a great aircraft cheap, which is afully attainable goal.

From my perspective our business is strong, albeitwith low and continuing falling and unstabilizedpricing. We are seeing more players coming into themarket to buy—not in the numbers of yesteryear andnot enough to turn this market around, but at leastthere are buyers today who will step up if the price isright. We are also beginning to see an emergence offirst-time buyers again, still not in big numbers but apositive trend nonetheless.

The notion of negative optics is less apparent,replaced by a greater understanding that BusinessAviation is a powerful business tool. Using this toolto get out ahead of the competition and in front ofcustomers are benefits that more companies nowappreciate.


Compare aircraft performance using our

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

THIS IS AN IMPORTANT TIME TO LISTEN TO THE SALES PROFESSIONALS

BG5 April13_FinanceSept 19/03/2013 12:47 Page 2

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

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

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

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

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

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

WE GIVE AIRPLANES A SECOND CHANCE TO MAKE A FIRST IMPRESSION

AVAILABLE CUSTOM UPGRADES FACTORY RE-DELIVERY

WARRANTY • REFURBISHMENT • TRAINING • CARBON OFFSET

SMART PARTS • PLUS ADDITIONAL REQUIRED INSPECTIONS

World Aircraft Sales | Second Chance Ad | Full page bleed 276mm H x 211mm W | Trims to 270mm H x 205mm W



OFFICE 805 . 484 . 6605 | USA 800 . 848 . 6600 | E-MAIL: [email protected]

www.bloomerdevere.com

BOEING BUSINESS JET

Fresh 12 Year Inspection & Fresh Gear Overhaul at BizJet Tulsa, OK • Partial Interior Soft-goods Refurb • 18Passenger Executive Configuration • 42-inch Plasma in Forward Lounge • Two Lavatories with Showers, plusForward Crew Lavatory • 331 cu. ft. (9.37 cu. m.) of Cargo Space

S/N 30327

Bloomer deVere April_Layout 1 18/03/2013 16:19 Page 1

OFFICE 805 . 484 . 6605 | USA 800 . 848 . 6600 | E-MAIL: [email protected]

www.bloomerdevere.com

GLOBAL 5000

LONG RANGE FUEL TANK • 15 Pax Configuration • Fresh 1C, 2C & 4C Inspections • Wireless High Speed Data• SATCOM • Smart Parts Plus • Soundproofing • Enhanced Vision System • Batch 3 Avionics upgrade: HUD,LNAV, VNAV, FMS, IAC, FANS 1A, RNP4 30/30, Windshear, Cockpit Voice Recorder • TCAS upgraded to 7.1

S/N 9245

Bloomer deVere April_Layout 1 18/03/2013 16:20 Page 2

The Broker of Record (BOR) letter is one of the mostpowerful and abused documents in the insurance industry.Unfortunately, many less-than-scrupulous brokers convincelay insurance buyers to sign this document without explain-ing exactly what it accomplishes, cautions Stuart Hope.

Broker Of Record Letters:Handle them with care!

�



Stuart Hope is a co-owner ofHope Aviation Insurance. Hiscareer as an aviation insurancebroker began in 1979, and todayhe is a frequent speaker/authoron insurance & risk managementtopics. He also serves on theNBAA Tax, Insurance and RiskManagement Committee. Mr.Hope can be contacted at [email protected] et’s look at a typical

scenario where theBOR letter mightcome into play. Your

insurance policy is due forrenewal and you decided

to seek a competing pro-posal from another

insurance broker.You provide the

competing brokerwith all the per-

tinent under-writing

informa-tion andthen waittoreceive

his or herquote at a

later date.Instead the

competing bro-ker calls you back

and complains thatcompeting quotes are

unattainable becauseyour current broker has

already contacted all avail-able insurance markets,

therefore blocking any furtherquotes. This seems unfair; even

anti- competitive.The competing broker then sug-

gests a way to “fix it”. Simply sign aBOR letter appointing him or her asbroker, which allows access to theinsurance market to obtain a quote.The fact the competing broker isasking you to sign an ominous look-

ing letter should be a huge red flag! Be careful andgive thoughtful evaluation before signing!

The Broker of Record letter is a very powerful doc-ument. Here is what is going to happen as soon asyou sign it.

• The competing broker will forward it to the insur-ance companies that were “blocked”, informing them you have fired your current broker and hired the competing broker to represent you in the market.

• The insurance company will then notify your cur-rent broker by sending a copy of the signed BOR letter confirming same.

• The insurer will give your current broker five days to obtain a rescinding BOR letter.

• Your current broker is going to contact you and ask why they have been fired.

A call from your broker can be uncomfortable ifyou don’t know it is coming. To ensure that there areno surprises, a responsible broker will have carefullyexplained exactly what will happen if you sign a BORletter. If it is not explained, the broker is beingunscrupulous and you should run, not walk, awayfrom dealing with them. Keep in mind if the compet-ing broker cannot contact any markets it means yourcurrent broker already has made inquiries on yourbehalf, which is proof positive (in most cases) that theagent is doing his or her job.

WHAT EXACTLY IS A BOR LETTER,AND WHY IS IT NECESSARY? Insurance companies rely on insurance brokers tobring accounts to them for evaluation. There are asmall number of aviation insurance companies, eachwith limited staff, and they do not want to tie up theirunderwriters by quoting the same risk to numerousdifferent brokers. Therefore, each will recognize onlyone broker on any given risk on a first-come, first-served basis.

L


Charlie Bravo April_Layout 1 18/03/2013 16:40 Page 1


The first broker who submits a risk to an aviationinsurance underwriter is the official "broker (or agent)of record", and the insurance carrier will assume thisperson is the customer’s first choice. The choice ofbroker belongs entirely to you, the customer, so thebroker can be changed later if that is the wish of thecustomer via a Broker of Record Letter. It is a seriousdocument that accomplishes the following:

• Terminates the relationship between you and yourcurrent broker.

• Suspends your current broker's ability to negoti-ate on your behalf with the insurance company.

• Affirms the appointment of a new broker, giving that broker the sole ability to negotiate with the insurance company for you.

• Grants access to any underwriting information or proposals that are currently "on the table". (Without a significant change in the basic under-writing information, if the insurance company hasalready made a firm commitment to the first bro-ker to either decline or provide a quote, the new broker "inherits" that decision – whether it is a declination or a specific premium proposal.)

• Provides a relief mechanism or transition period from one broker to another, expressed in number of days, to allow full disclosure of the letter to all parties involved, thereby granting the former bro-ker the opportunity to review the implications of the letter with you and to confirm your desire to change brokers.

REASONS FOR SIGNING YOUR BOR LETTER• You are simply unhappy with the service or per-

formance of your current agent/broker.• The competing broker convinces you he or she

brings more benefits to the table including possi-ble expertise in areas such as experience in your class of business, claims, or loss control unique to your risk.

• You want to assign a competing broker access to aparticular insurance company while leaving the other insurers open for your current broker to work with.

IN CLOSING...Be certain you understand the ramifications of thisdocument. Have your broker (either your current bro-ker or the candidate broker) explain its intent beforeyou sign it! You are generally best served by selecting,up front, one competent aviation insurance brokerwho has access to all the markets and will consultwith you on the resulting proposals.



THE WORLD’S FINEST

BUSINESS JETS, TURBOPROPS & HELICOPTERSFOR SALE AT www.AvBuyer.com

UNDERSTAND THOROUGHLY THE BOR LETTER BEFORE SIGNING IT


General Aviation April_Layout 1 18/03/2013 16:45 Page 1

Avjet April_Layout 1 18/03/2013 16:50 Page 1

Avjet is pleased to offer these unique aircraft on behalf of its clients. We invite inquiries from serious buyers looking to invest in an aviation asset of great beauty and enduring value.

2000 Global Express, S/N 9010

2006 Gulfstream G450, S/N 4044


1987 Gulfstream GIV, S/N 1029


2009 Green Boeing Business Jet, S/N 37700

1999 Learjet 60, S/N 172

AIRCRAFT FOR SALE

EXCLUSIVELY OFFERED BY AVJET CORPORATION

1987 Gulfstream GIV, S/N 1022

+1 (410) 626-6162 | [email protected] | avjet.com

Avjet April_Layout 1 18/03/2013 16:51 Page 2

2009 Citation Sovereign, S/N 680-0276, 604 TT, Pro Parts, AircellAxxess II, JAR Ops, Airshow 4000, Ten Passenger Interior,

Make Offer!

1980 Falcon 50, S/N 010, 8179 TT, JSSI, Collins FDS-2000 EFIS, TCASII, Dual UNS-1F w/ WAAS, C&CPCP c/w 3/09, Gear O/H in 2/12,

Asking $1,995,000.00

1980 Sabreliner 65, S/N 465-36, 10639 TT, Engines in JSSI Premium,TCAS I, Freon Air, Garmin GNS-430, RVSM,

Asking $550,000.00

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

Asking $3,995,000.00

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

1992 Falcon 50, S/N 227, 7072.6 TT, Engines on MSP, C Check c/w 9/10,Gear O/Hed 12/03, Aft Lav, TCAS 2, Nice Paint and Interior,

Asking $2,995,000.00

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

Asking $4,400,000.00

Astra S/N 030Beechjet 400, S/N RJ-47Challenger 604, S/N 5422Citation CJ2+, S/N 525A-0365Citation CJ2, S/N 525A-0016Citation Jet, S/N 525-0301Citation Jet, S/N 525-0016

Citation II/SP, S/N 551-0039Citation II, S/N 550-0326Citation II, S/N 550-0216Citation II, S/N 550-0127Citation II, S/N 550-0082Falcon 2000, S/N 8

Falcon 50EX, S/N 268Falcon 20F-5BR, S/N 430Gulfstream GIISP, S/N 206Hawker 400XP, S/N RK-411King Air 200XPR, S/N BB-226King Air C90, S/N LJ-869

1980 Sabreliner 65, S/N 465-45, 10229 TT, MSP Gold, RVSM, FreonAir, Garmin 530/430’s, Honeywell KMD850,

Asking $625,000.00

Also Available

JetBrokers April 18/03/2013 16:54 Page 1

Email: [email protected] Web: www.jetbrokers.com

CHICAGO+1-630-377-6900 Phone

FARNBOROUGH+44 (0)1252 52 62 72 Phone

AUSTIN+1-512-530-6900 Phone

DETROIT+1-248-666-9800 Phone

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

DENVER+1-303-494-6900 Phone

1999 Socata TBM700B, S/N 151, 2380 TT, 583 TSHS, Dual Garmin530’s, GMX200 MFD, Skywatch, Freon, US Based,

Asking $1,325,000.00

1979 Citation II, S/N 550-0082, 10283TT, 3003/2579 SMOH, TR’s,Garmin 530/430, Freon, RVSM, Exc Paint and Interior, Current 135,

Asking $595,000.00

1981 Citation II, S/N 550-0295, 8441 TT, 1891/2146 SMOH, 87/361TSHS, TR’s, Freon, Garmin GNS-530/430’s, Skywatch, Phase 5 c/w12/12, Asking $575,000.00

1989 Citation III, S/N 650-0169, 5920 TT, MSP Gold, TCAS 2, PATSIn-Flight APU, UNS-1K, Document 8 c/w 12/12, Excellent Records,

Asking $1,295,000.00

2008 King Air C90GTi, S/N LJ-1902, 1356 TT, Pro-line 21 w/ IFIS, OneOwner, Engine Fire Ext., Skywatch,

Price Reduced to $2,200,000.00

2010 King Air 350i, S/N FL-689, 450 TT, Venue Cabin Mgmt – AircellAxxess II, TCAS 2, Hi-def Video Displays, L3 ESIS,

Asking $5,900,000.00

2005 Embraer Legacy 600, S/N 1450-0873, 4400 TT, On Corp Care andEEC Enhanced, Satcom /w WIFI, 13 Pax, Steep Appr.,

Asking $10,995,000.00

2009 Embraer Legacy 600, S/N 145-1109, 2200 TT, On Corp Care, JAROps, Steep Approach, 13 Pax, Premium Sound, Expresso Maker,

Make Offer!

JetBrokers April 18/03/2013 16:56 Page 2

hen a company upgrades from one air-craft to another, the Board must con-sider whether or not to engage in atax-free like-kind exchange of theasset. The key benefit to engaging in a

like-kind exchange is the deferral of gain recogni-tion and concomitant income tax liability arisingfrom the sale of the relinquished aircraft.

Even in an economy where aircraft values arestatic or declining, the recapture of this depreciationcan result in a significant income tax liability to thecompany and its shareholders. There are, however,many issues - both legal and financial - that a Boardmust analyze when determining whether to struc-ture the company’s aircraft upgrade as a like-kindexchange.

This article is the first in a series of two that willprovide a brief primer on (i) the key issues a Boardmust consider when determining whether to engagein a like-kind exchange, (ii) the basic requirementsfor implementing a like-kind exchange and the fac-

tors influencing the structure of the exchange,and (iii) ancillary issues that a Board must con-

sider when determining whether to imple-ment a like-kind exchange.

FORWARD LIKE-KIND EXCHANGEA direct exchange of aircraft between two owners isthe simplest form of like-kind exchange. However,because a direct exchange of aircraft is not normallypractical, the Internal Revenue Service has sanc-tioned several methods of utilizing a like-kindexchange that allow an aircraft owner to accomplishthe exchange and defer its tax gain when the pur-chaser of a relinquished aircraft and the seller of areplacement aircraft are not identical.

Selling an existing aircraft before purchasing itsreplacement may utilize a forward like-kindexchange structure. In this situation the companycreates a fictional aircraft purchaser/seller, referredto in tax parlance as a Qualified Intermediary (QI),who takes title to the aircraft being sold and trans-fers that title to the purchaser of that aircraft.Thereafter, the QI takes title to the newly acquiredaircraft from its seller and transfers it to thecompany.

The direct exchange of aircraftbetween the company andthe QI occurs, therebyallowing thecompany todefer

U.S. Tax Code allows for the disposal of an asset, such as abusiness aircraft, and the acquisition of its replacement withoutgenerating a current tax liability associated with capital gainsfrom selling the first asset. Attorney Chris Younger summarizesthe procedures as they apply in practice to Business Aviation.

W

Aircraft Transactions:Tax-Free Like-Kind Exchanges of Aircraft (Part 1)


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


�


2007 Sovereign. S/N 680-0120, N621CS. Total Time 3,210 Landings 2,138. Aircraft is enrolled on Pro-Parts, ESP Gold andAux Advantage. One Owner Aircraft, Impeccably Maintained

1984 Citation III. S/N 650-0054, N47AN. Total Time7,994 Landings 5,646. Engines are enrolled on MSP Gold.Three Owner Aircraft, Impeccably Maintained. Paint done by Duncan 2009. Interior Enhancements by Duncan 2009.

About Us...Charleston Aviation Partners was established to promote a betterunderstanding of the overall needs and requirements of aircraftowners. The services we offer go well beyond the basic conceptsof marketing and selling your aircraft or helicopter

William J. Quinn, Managing DirectorCharleston Aviation Partners LLC, 103 PalmBoulevard, Suite 2-B, Isle of Palms, SC 29451+1 843 886-3313 (office)+1 843 743-6500 (mobile)+1 843 410-5698 (Fax)[email protected]

Business Aircraft Transaction Specialists

Photography by Jay Davis

CAP April 20/03/2013 16:46 Page 1


recognition of gain on the sale of the relinquishedaircraft. However, the company must follow specificsafe-harbor procedures set forth by the IRS to takeadvantage of a forward like-kind exchangestructure.

First, prior to selling the relinquished aircraft, thecompany must engage a QI. The company and theQI enter into an exchange agreement that sets fortheach party's rights and responsibilities as they relateto the exchange process. The exchange agreementalso provides a roadmap for the implementation ofthe like-kind exchange. A well drafted exchangeagreement will contain provisions ensuring that:

• The QI is properly qualified to act as a qualified intermediary (i.e., that QI is not considered the company’s agent or its “alter ego”);

• The QI holds proceeds received from the sale of the relinquished aircraft in a qualified escrow until they are used to purchase the replacement aircraft (because the company may not have actual or constructive receipt of the sales proceeds during this period);

• The company correctly identifies replacement aircraft within 45 days of the sale of the relin-quished aircraft and purchases the replacement aircraft within 180 days of the sale of the relin-quished aircraft; and

• Title to both the relinquished aircraft and the replacement aircraft is correctly transferred between the company and the QI and such transfers are documented adequately.

Since the potential tax liability resulting from theincorrect implementation of a like-kind exchangethat fails to meet IRS requirements could be large, itis always advisable for the Board to engage aviationtax counsel to review the exchange agreement onbehalf of the company. This procedure will give the

company maximum assurance of its rights andresponsibilities as well as those of the QI withrespect to the implementation and completion of thelike-kind exchange.

REVERSE LIKE-KIND EXCHANGEIf a company must acquire its replacement aircraftbefore it is able to sell its existing aircraft, it willneed to engage in a reverse like-kind exchange ofaircraft. This is typically the case when the companypurchases a used aircraft and takes delivery prior toclosing on the sale of its existing aircraft. The com-pany may also want to ensure that it has no gap inaircraft availability by acquiring its replacement air-craft before it sells the relinquished aircraft.

As is the case with a forward like-kind exchangeof aircraft, the company must comply with a set ofvery specific IRS procedures. It must be noted, how-ever, that these procedures are substantially morecomplicated than the steps to be followed in a for-ward like-kind exchange.

Next month, we will describe the nature ofreverse like-kind exchanges.

Note: This article should not be construed as legaladvice or legal opinion on any specific facts or circum-stances. The reader is urged to consult legal counsel orother advisors concerning his/her own situation and spe-cific legal questions. Please be advised that, to ensurecompliance with requirements imposed by the IRS, anyU.S. tax advice contained in this communication is notintended or written to be used, and cannot be used, forthe purpose of (i) avoiding penalties under the InternalRevenue Code or (ii) promoting, marketing or recom-mending to another party any transaction or matteraddressed herein.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 66


THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one today www.AvBuyer.com

“It is alwaysadvisable forthe Board to

engage aviationtax counsel to

review theexchange

agreement onbehalf of the

company.”


Listed. Sold.and Every SMART MOVE in Between.

Long Beach Dallas Savannah Palm Beach562.989.8800 214.451.6953 912.330.8797 561.747.2223

Astra 1125-015*Astra 1125-018*Astra 1125-024Astra 1125-032Astra 1125-034*Astra 1125-041Astra SP 1125-052Astra SP 1125-056Astra SP 1125-067Astra SPX 1125-082Astra SPX 1125-083Astra SPX 1125-102Astra SPX 1125-124Astra SPX 1125-125Astra SPX 1125-128Astra SPX 1125-132*Astra SPX 1125-136*Beechjet 400A RK-152Beechjet 400A RK-174Beechjet 400A RK-281Beechjet 400A RK-287Beechcraft Premier I RB-008Beechcraft Premier I RB-046Beechcraft Premier I RB-100Beechcraft Premier I A RB-157Challenger 300 20028*Challenger 300 20184Challenger 600 1020Challenger 601-1A 3007Challenger 601-1A 3044Challenger 601-1A 3050*Challenger 601-3A 5076Challenger 601-3A/ER 5100Challenger 601-3A/ER 5108*Challenger 601-3A/ER 5126Challenger 601-3R 5169Challenger 604 5360Challenger 604 5451Challenger 604 5547Challenger 604 5635Citation 500 SP 500-0259Citation Bravo 550-0809*Citation Bravo 550-0823Citation Bravo 550-0858Citation Bravo 550-0991Citation Bravo 550-1000Citation Bravo 550-1087Citation CJ 525-0019Citation CJ 525-0023Citation CJ 525-0026Citation CJ 525-0027Citation CJ 525-0028Citation CJ 525-0047Citation CJ 525-0048Citation CJ 525-0049Citation CJ 525-0075*Citation CJ 525-0076Citation CJ 525-0087Citation CJ 525-0092Citation CJ 525-0099*Citation CJ 525-0107Citation CJ 525-0111Citation CJ 525-0116Citation CJ 525-0122*Citation CJ 525-0137Citation CJ 525-0159Citation CJ 525-0169Citation CJ 525-0190Citation CJ 525-0230Citation CJ 525-0275Citation CJ 525-0276Citation CJ 525-0306*Citation CJ 525-0385Citation CJ1 525-0364Citation CJ1 525-0365Citation CJ1 525-0367Citation CJ1 525-0372Citation CJ1 525-0385*Citation CJ1 525-0489Citation CJ1 525-0513

Citation CJ1+ 525-0617*Citation CJ1+ 525-0635Citation CJ1+ 525-0678Citation CJ2 525A-0006*Citation CJ2 525A-0047Citation CJ2 525A-0065Citation CJ2 525A-0099Citation CJ2 525A-0101Citation CJ2 525A-0120Citation CJ2 525A-0149*Citation CJ2 525A-0177Citation CJ2+ 525A-0314*Citation CJ2+ 525A-0325Citation CJ3 525B-0009Citation CJ3 525B-0013*Citation CJ3 525B-0023Citation CJ3 525B-0170Citation CJ3 525B-0250Citation CJ3 525B-0251Citation Encore 560-0541Citation Encore 560-0593*Citation Encore 560-0639Citation Excel 560-5021Citation Excel 560-5023Citation Excel 560-5062Citation Excel 560-5077*Citation Excel 560-5080Citation Excel 560-5095Citation Excel 560-5114Citation Excel 560-5180Citation Excel 560-5186Citation Excel 560-5235Citation Excel 560-5325Citation XLS 560-5560Citation XLS 560-5570Citation I/SP 501-0076Citation I/SP 501-0225Citation II/SP 550-0555Citation II 550-0205Citation II 550-0364Citation II 550-0407Citation II 550-0646*Citation II 550-0719Citation III 650-0017Citation III 650-0058Citation III 650-0076Citation III 650-0077Citation III 650-0084Citation III 650-0088Citation III 650-0116*Citation III 650-0119*Citation III 650-0139Citation III 650-0168*Citation III 650-0175Citation III 650-0184Citation Mustang 510-0103Citation Mustang 510-0226Citation Mustang 510-0233Citation Mustang 510-TBD*Citation Sovereign 680-0009Citation Sovereign 680-0015Citation Sovereign 680-0017Citation Sovereign 680-0076Citation Ultra 560-0285Citation Ultra 560-0492Citation V 560-0032*Citation V 560-0036Citation V 560-0057*Citation V 560-0168Citation V 560-0206Citation VI 650-0211*Citation VI 650-0232Citation VII 650-7014Citation VII 650-7031*Citation VII 650-7034*Citation VII 650-7036*Citation VII 650-7056Citation VII 650-7101Citation X 750-0021Citation X 750-0025

Citation X 750-0094Citation X 750-0097Citation X 750-0104Citation X 750-0121Citation X 750-0185Citation X 750-0246Citation X 750-0248Citation XLS+ TBDCitation XLS+ TBDEclipse 500 EA500-00111Eclipse 500 EA500-00174Falcon 10 049Falcon 10 090Falcon 10 144Falcon 20F 404Falcon 20E-5 267*Falcon 20F-5 281Falcon 20F-5 324Falcon 20F-5 357Falcon 50 046Falcon 50 079Falcon 50 081Falcon 50 093Falcon 50 139Falcon 50 170Falcon 50 196Falcon 50 205Falcon 50 236Falcon 50EX 254Falcon 50EX 276Falcon 50EX 308Falcon 50EX 309Falcon 50EX 331Falcon 50EX 348Falcon 50EX 349Falcon 900 010Falcon 900B 012Falcon 900B 046*Falcon 900B 088Falcon 900EX EASy 167Falcon 2000 044Falcon 2000 052Falcon 2000 075Falcon 2000 163Falcon 2000EX EASy 045Falcon 2000EX EASy 053Falcon 2000EX EASy 101Global Express 9085Gulfstream G100 145Gulfstream G100 146*Gulfstream G150 205*Gulfstream G150 214Gulfstream G150 227*Gulfstream G150 TBDGulfstream G200 010*Gulfstream G200 014Gulfstream G200 024Gulfstream G200 029Gulfstream G200 043Gulfstream G200 044Gulfstream G200 054Gulfstream G200 067*Gulfstream G200 084Gulfstream G200 094Gulfstream G200 110Gulfstream G200 173*Gulfstream G200 186Gulfstream G200 190Gulfstream G300 1508Gulfstream G300 1510*Gulfstream G400 1516Gulfstream G450 4034Gulfstream G450 4147Gulfstream G450 TBD*Gulfstream G-IITT 238Gulfstream GIV 1007*Gulfstream GIV 1018Gulfstream GIV 1034Gulfstream GIV 1050Gulfstream GIV 1104

Gulfstream GIV 1171Gulfstream GIV 1192Gulfstream GIV 1204Gulfstream GIV/SP 1259Gulfstream GIV/SP 1279Gulfstream GIV/SP 1337Gulfstream GIVSP 1354Gulfstream GIVSP 1387Gulfstream GIVSP 1442Gulfstream GIVSP 1473Gulfstream GIVSP 1475Gulfstream G550 5085Gulfstream GV 660Gulfstream GV 692Hawker 400XP RK-363Hawker 400XP RK-409Hawker 700A NA0336Hawker 800A NA0419Hawker 800A 258238Hawker 800XP 258283*Hawker 800XP 258293Hawker 800XP 258313Hawker 800XP 258327Hawker 800XP 258336*Hawker 800XP 258369Hawker 800XP 258386Hawker 800XP 258414Hawker 800XP 258531Hawker 800XP 258591*Hawker 850XP 258861King Air C90B LJ-1641King Air 350 FL-393Learjet 25D 280Learjet 25D 291Learjet 31 33DLearjet 31A 105Learjet 31A 106Learjet 31A 131Learjet 31A 143Learjet 31A 149*Learjet 31A 228Learjet 31A 229Learjet 35A 395Learjet 35A 670Learjet 40XR 2057Learjet 45 015Learjet 45 052Learjet 45 087Learjet 45 094*Learjet 45 137Learjet 45 150Learjet 45 203Learjet 45 211Learjet 45 216Learjet 45 227Learjet 55 021Learjet 55 055Learjet 55 106Learjet 60 014Learjet 60 015Learjet 60 017Learjet 60 208Learjet 60 226Learjet 60 271Learjet 60SE 314Legacy 145-699Legacy 600 14500965MD-500E 0180EPhenom 100 50000165Westwind 1 1124-0416*Westwind 2 1124A-0351

*Multiple Transactions

the power to produce resultsjeteffect.com

Jeteffect Inventory March 18/03/2013 16:58 Page 1

hile exceptions exist anywhere, gener-ally turboprop airplanes offer a com-mon set of attractive attributes. Forexample, Turboprop engines benefittoday from propeller designs far more

sophisticated than only a decade ago resulting inlower maintenance costs, longer overhaul cycles,improved climb and cruise performance, and in turnthis contributes to reduced noise levels in the cabin.In addition, specific fuel consumption numbers con-tinue to improve, with the practical effect of allow-ing the use of higher-power levels without sufferinga proportionate increase in fuel consumption/costs.That, in turn, contributes to improvements in take-off, climb and cruise speed.

Another advantage is the single-pilot operationalsimplicity engineered into even the multi-engineturboprops. The only exceptions to the sum total ofthese benefits exist among the unpressurized mod-els that are available, and form a small, importantand dynamic segment of the turboprop market.Today’s turboprops offer a broad range of perform-ance, with cabin and cockpit accoutrements thatrival the best of the jet strata.

In terms of 2012 turboprop deliveries, Cessnawas the leader by a wide margin with 107 deliver-ies. Hawker Beechcraft was a somewhat distant sec-ond with 85, down seven units from the year before.In its press conference at the NBAA Convention lastfall, Hawker Beechcraft announced plans to re-

invent itself when it emerges from bankruptcy as aturboprop and piston manufacturer. It will be inter-esting to see if it can reclaim its historical pole posi-tion in the turboprop segment.

Third in turboprop sales in 2012 was Pilatus with67 units, down from 69 the year before. Socata (with38) and Piper (with 32) both equalled their deliver-ies from the year before. A comprehensive analysisof all airplane deliveries for 2012 can be found in theMarch issue of World Aircraft Sales Magazine.

TURBOPROP PRICE GUIDEThe following Turboprop Retail Price Guide repre-sents current average values published in TheAircraft Bluebook – Price Digest. The study spansmodel years from 1994 through Spring 2013 (20 yearperiod). Values reported are in US$ millions, witheach reporting point representing the current aver-age retail value published in the Bluebook by itscorresponding calendar year. For example, theSocata TBM 850 reported in the Spring 2013 editionof the Bluebook show $1.9 million for a 2006 model,$2.0 million for a 2007 model and so forth. Aircraftare listed alphabetically. Aircraft specifications forthe following models can be found in the Conklin &de Decker section of this issue beginning at page 82.

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

Why do turboprops seem to periodically enjoy better timesthan the jet and piston aircraft market segments? Perhapsit has something to do with owner-flying...

W

Turbo Deliveries:Flat, but encouraging.

�



“Today’sturboprops

offer a broadrange of

performance,with cabin and

cockpitaccoutrementsthat rival thebest of the jet strata.”

THE WORLD’S FINESTBusiness Jets,

Turboprops and Helicopters www.AvBuyer.com for sale at

and lots more...

continues on Page 68


B OEING 757-200 EXEC S/N 24923 MOTIVATED SELLER! The Lowest Timed 757 in the World! Recent C, 7302H / 2363C, Rolls Royce Engines, Winglets, Forward Airstair, 40-Passenger Interior, Exceptional Flight Department, Prestigious Pedigree.

B OEING S27-200 S/N 22825 O UTRIGHT SALE, L EASE, OR L EASE/PURCHASE Super 27 Valsan –217 Modification. Only 5500 Hours / 3300 Cycles Since New, Winglets, Recent Landing Gear Overhaul, MSG-3 Maintenance Upgrade, Boeing Aux Tanks, VIP SNEW. Beautiful New Exterior and Interior Designed by Prominent South African Designer in 2008. Currently Undergoing Heavy C Inspection. TRADES CONSIDERED.

C ITATION ENCORE S/N 579 REPLACEMENT A IRCRAFT ON THE WAY. O WNER WANTS IT SOLD! One of the Lowest Timed Encores on the Market with Only 1338 Hours / 681 Cycles, Universal UNS-1Csp with GPS, Center Club Interior, TCAS-II, Freon, Hangared Since New.

F ALCON 900EX S/N 91 WITH WINGLETS! Millions of Dollars Spent at Duncan Aviation in 2012 on Avionic and Cosmetic Upgrades including Full New Designer Interior, Beautiful New Paint Scheme, Primus Elite Upgrade with EVS 1500, Aviator Swift Broadband, and Much, Much More. SCHEDULED FOR A C CHECK AND GEAR OVERHAUL IN APRIL. AN IDEAL TIME FOR A PRE-PURCHASE INSPECTION.

Wentworth April 18/03/2013 17:02 Page 1



TURBOPROPS AVERAGE RETAIL PRICE GUIDE SPRING 2013

BEECH KING AIR 350I 7.275 6.3 5.5 4.8

BEECH KING AIR 350 4.1 3.7 3.5 3.4 3.3 3.2

BEECH KING AIR 300LW

BEECH KING AIR 250 6.015 5.8 5.1

BEECH KING AIR B200 5.0 2.9 2.7 2.6 2.5

BEECH KING AIR B200GT 4.7 4.0 3.5 3.1

BEECH KING AIR C90GTX 3.834 3.2 2.8 2.6

BEECH KING AIR C90GTI 2.4 2.2

BEECH KING AIR C90GT 2.0 1.9

BEECH KING AIR C90B 1.650 1.6

BEECH KING AIR C90SE

CESSNA 208B SCM–W/G1000 1.9 1.750 1.650 1.550 1.450

CESSNA 208B SCM 1.4 1.350 1.3 1.250 1.2

CESSNA 208 CARAVAN-675–W/G1000 2.0 1.725 1.625 1.525 1.425

CESSNA 208 CARAVAN 1.375 1.275 1.225 1.125 1.1

CESSNA 208 G/CARAVAN–W/G1000 2.1 1.825 1.725 1.625 1.525

CESSNA 208B G/CARAVAN 1.475 1.375 1.3 1.175 1.125

PIAGGIO AVANTI P180 6.8 5.8 5.4 4.850 4.050 3.950 3.550 3.150 3.050

PILATUS PC-12NG 4.3 3.6 3.3 3.1 2.8

PILATUS PC-12 2.6 2.5 2.4 2.3 2.2

PIPER MERIDIAN 2.0 1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0

QUEST KODIAK 100 2.030 1.850 1.650 1.550 1.350

SOCATA TBM 850 3.415 3.1 2.8 2.6 2.5 2.4 2.0 1.9

SOCATA TBM 700C2 1.8 1.750 1.7

SOCATA TBM 700B

SOCATA TBM 700

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

MODEL

YEAR OF MANUFACTURE$

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

2004US$M

Retail Price Guide April13_PerfspecDecember06 19/03/2013 15:29 Page 1



What your money buys today

BEECH KING AIR 350I

2.750 2.650 2.550 2.450 2.350 2.250 2.150 2.050 1.950 1.850 BEECH KING AIR 350

1.650 BEECH KING AIR 300LW

BEECH KING AIR 250

2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.450 1.350 BEECH KING AIR B200

BEECH KING AIR B200GT

BEECH KING AIR C90GTX

BEECH KING AIR C90GTI

BEECH KING AIR C90GT

1.550 1.5 1.450 1.4 1.350 1.3 1.250 1.2 1.150 1.1 BEECH KING AIR C90B

0.925 0.875 0.850 0.825 0.800 0.775 BEECH KING AIR C90SE

CESSNA 208B SCM–W/G1000

1.150 1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 0.825 CESSNA 208B SCM

CESSNA 208 CARAVAN-675–W/G1000

1.050 1.0 0.950 0.900 0.875 0.850 0.825 0.800 0.775 0.750 CESSNA 208 CARAVAN

CESSNA 208 G/CARAVAN-W/G1000

1.1 1.050 1.0 0.950 0.925 0.900 0.875 0.850 0.825 0.800 CESSNA 208B G/CARAVAN

2.950 2.850 2.750 2.650 2.450 2.350 2.150 PIAGGIO AVANTI P180

PILATUS PC-12NG

2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 1.3 PILATUS PC-12

0.900 0.800 0.700 PIPER MERIDIAN

QUEST KODIAK 100

SOCATA TBM 850

1.650 SOCATA TBM 700C2

1.6 1.550 1.5 1.450 SOCATA TBM 700B

1.4 1.350 1.3 1.250 1.2 SOCATA TBM 700

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

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

MODEL

YEAR OF MANUFACTURE$

Retail Price Guide April13_PerfspecDecember06 19/03/2013 15:30 Page 2

n this month’s AircraftComparative Analysis, we willprovide information on thepre-owned large cabin busi-ness jets in the $50m-plus price

range for the purposes of valuing theGulfstream G550 aircraft. The G550 hasrecently relinquished its title as the top-endof Gulfstream’s in-service product line as theG650 has entered service.

As of this writing there are nine G650sthat have entered service. One of the keyquestions regularly asked is, “Will the G650consume demand from the G550?” This willbe one question that we will seek to address.

The current New/Used percentage split

for the Gulfstream G550 aircraft is 56%‘New’ and 44% ‘Used’, according to JETNETrecords. There are 384 G550 aircraft in opera-tion around the world. The majority, 363units, are wholly-owned, 15 are fractionallyowned and six are in shared-ownership.

Over the following paragraphs we’ll con-sider some of the usual productivity param-eters - payload/range, speed, and cabin size– and cover current and future market val-ues. The field of study also includesBombardier’s Global 6000.

BRIEF HISTORYThe Gulfstream G550 traces its roots to theGulfstream GV which was the first ultra-

long-range large cabin business jet pro-duced. The GV started delivering to cus-tomers in 1995.

Most notable about the GV is its 6,500nmrange, made possible (in part) by theBR710A1-10 engines powering it. The GV’srange makes it capable of non-stop flightfrom New York to Tokyo.

Features on the GV include enhancedweather radar, autopilot and head-up dis-play for the pilot. Safety features include theFirst Enhanced Vision Systems (EVS) thatallows increased visibility in adverse envi-ronments. Two new aircraft followed the GV- the Gulfstream G550 in 2003 and the G500in 2004.

by Michael Chase


❯

I

Gulfstream G550

AIRCRAFT COMPARATIVE ANALYSISGULFSTREAM G550

GULFSTREAM G550GLOBAL 6000

AirCompAnalysisApril13_ACAn 19/03/2013 15:10 Page 1

www.aradian.com

2007. 1200TT2008. 540TT. TAP Elite

2007 Beech Premier 1A

1600TT EU Ops compliant

2008 Citation XLS

2013 Gulfstream 450

1290TT. MSP. Tan leather interior. Satcom

2007 Hawker 850XP

9800TT 12 pax interior in Beige. Satcom.EU Ops compliant. MSP Gold

1992 Falcon 900B

Several aircraft including 2013

Gulfstream 550

650TT Red leather interior

2006 EC130B4

Three MD600N available

McDonnell Douglas MD 600N

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

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

Call/Email For Details

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

[email protected]

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

[email protected]

US office: AtlantaTel. +1 770 331 [email protected]

File photo

Aradian April 18/03/2013 17:08 Page 1


PAYLOAD AND RANGEThe data contained in Table A (left) is pub-lished in the B&CA May 2012 issue, but isalso sourced from Conklin & de Decker. Aswe regularly state, a potential operator shouldfocus on payload capability as a key factor.The Gulfstream G550 ‘Available payload withMaximum Fuel’ at 2,500 pounds offers less byway of payload capability than the Global6000 (2,804 lbs).

According to Conklin & de Decker, thecabin volume of the G550 at 1,669 cubic feet isalso less than the Global 6000 (2,140 cubicfeet) as represented in Chart A (left).

POWERPLANT DETAILSThe G550 is powered by two Rolls-RoyceBR710-C4-11 engines, each offering 15,385pounds of thrust. The Global 6000 is alsopowered by a pair of Rolls-Royce engines,offering 14,750 pounds of thrust each.

COST PER MILE COMPARISONSUsing data published in the May 2012 B&CAPlanning and Purchasing Handbook and theAugust 2012 B&CA Operations PlanningGuide we will compare our aircraft. Thenationwide average Jet-A fuel cost in theAugust 2012 edition was $6.30 per gallon atpress time, so for the sake of comparison we’llchart the numbers as published.

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

Chart B (left) details ‘Cost per Mile’ andcompares the G550 to the Global 6000 factor-ing direct costs, and with each aircraft flying a6,000nm mission with 1,600 pounds (eightpassengers) payload. The G550, at $6.59 costper mile, is lower by 18.4% compared to theGlobal 6000 ($8.08 cost per mile).

TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’ as shown in Chart C(right) is defined as the cost of Fuel Expense,Maintenance Labor Expense, Scheduled PartsExpense and Miscellaneous Trip Expense. Thetotal variable cost for the G550 at $2,984 islower by 22.9% compared to the Global 6000.

PRODUCTIVITY COMPARISONSThe points in Chart D (right) center on theGulfstream G550 aircraft. Pricing used in thevertical axis is as published in Vref. The pro-ductivity index requires further discussion inthat the factors used can be somewhat arbi-trary. Productivity can be defined (and it ishere) as the multiple of three factors.

1. Range with full payload and available fuel;

2. The long-range cruise speed flown to

Cubic Feet

Gulfstream G550

2,140

100 2,100

Global 6000

1,100 600 1,600

1,669


* 1,600 LBS PAYLOAD, 6,000NM MISSION

TABLE A - PAYLOAD & RANGE

Global 6000

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

91,000

99,500

Gulfstream G550 41,000

44,716

6,600

5,770

2,500

2,804

6,950

6,080

5,767

5,876

Max P/Lw/avail fuelIFR Range

(nm)

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

CHART B - COST PER MILE*

US $ per nautical mile

Gulfstream G550

$8.08

$0.00

Global 6000

$6.59

$2.00 $4.00 $6.00 $8.00 $10.00

CHART A - CABIN VOLUME

SOURCE: CONKLIN & de DECKER




achieve that range;3. The cabin volume available for

passengers and amenities.

The result is a very large number so for thepurpose of charting, each result is divided byone billion. The examples plotted are confinedto the aircraft in this study. A computed curvefit on this plot would not be very tight, butwhen all business jets are considered the “r”squared factor would equal a number above0.9.

Others may choose different parameters,but serious business jet buyers are usuallyimpressed with Price, Range, Speed and CabinSize.

After consideration of the Price, Range,Speed, and Cabin Size, we can conclude thatthe G550, as shown in our productivity index, iscompetitive with the Global 6000 largely thanksto its longer mission reach and lower operatingcosts. In various other aspects shown above, theGlobal 6000 edges its comparison.

Table B (right) contains the averageequipped price from Vref for each aircraft. Theaverage speed, cabin volume and maximumpayload values are from Conklin & de Decker.The number of aircraft in-operation and per-centage ‘For Sale’ are as reported by JETNET.

SUMMARYWithin the preceding paragraphs we havetouched upon several of the key attributesthat business jet operators value. However,there are often other qualities such as serviceand support that factor in a buying decision,but which are beyond the scope of this arti-cle.

And so we are left with the question ofthe effect the G650 will have on the G550.Gulfstream told World Aircraft Sales Magazinethat it intends to keep selling the G550. Thenext available position on the G650 is wayout into 2017. This is a long wait for ownersand operators with more immediate need foran ultra-long-range, large cabin jet, and thereexists a significant price and performancedifference between the two models. Forexample, according to B&CA EquippedPrices for May 2012, the G550 is priced at$56.250 million compared to the G650 at$64.5 million, a difference of $8.250 millionor 14.7% more in current-year dollars.

We’ll keep watch on what happens withthe G550 line, but the jet has its clear advan-tages and is very popular among privateindividuals, companies, and charter opera-tors and aircraft management companiesalike. Our expectations are that theGulfstream G550 will continue to do well inthe new and pre-owned markets as furtherdeliveries of the G650 aircraft are made.

US $ per hour

Gulfstream G550

$3,872

$0

Global 6000

$2,984

$2,000 $4,000 $6,000

CHART C - VARIABLE COST

Index

Pri

ce

(M

illio

ns)

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

2.0

$55.0

$45.0

$40.0

Global 6000

$60.0

$50.0

5.0 6.0 7.0 8.04.03.0

Gulfstream G550

CHART D - PRODUCTIVITY

TABLE B - COMPARISON TABLE

Model

LongRangeSpeed(Kts)

CabinVolume(Cu Ft)

MaxPayload

w/avail fuelrange(nm)

%For Sale

In -Operation

Gulfstream G550

Global 6000

459

471

Vref RetailPrices $m

2012

1,669

2,140

5,767

5,876

$51m 384

39

4.7%

None

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; 2012 Operations Planning Guide B&CA Aug. 2012.

$50m

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


oth Aircraft Bluebook and Vrefhave published new findingsfor the quarter. The books differslightly in many areas, howeverthey do not differ in their near-

term outlook, continuing to trend down inalmost all categories. In those remaining cate-gories that are not trending down, book-by-book the answer as to why could lie in differ-ent places, depending on the category.

In some cases one book or the other mayhave just felt that a prior period adjustmentwas too drastic and thus leave the trend-lineflat with no adjustment. I doubt in most areasthat the contemplation around a level trend isabout stabilizing prices. I believe that the bestinterpretation around the reports is that weare still in for a downward trajectory. One ofthe publications’ newsletters spoke of 20 con-secutive quarters of downward pricing, andthat now we are showing yet another down-ward correction. The other spoke of continu-ing price sliding for jets and turboprops. Sorather than plan for a recovery, let’s plan for areality of the current market.

As aircraft sales professionals we have thegreatest access to the buyers and sellers. Weare the ones who listen daily to the heartbeatof the market; we’re the ones most likely tohelp our clients and prospects use the data totheir best advantage. If we were going to helpshape a game-plan we would of course haveto divide it between the offensive game and adefensive game. As there are turnovers as towho has the ball at any given time we mustcreate a game-plan that assumes today’soffense will be tomorrow’s defense. Buyersand sellers will switch positions over thelong-game.

Let’s start with the view from the seller’sposition: The seller is trying to sell their air-craft and struggling to determine what priceit will sell for. Will prices go up in the near-term? What would holding it for better pric-ing mean? How should the seller price theoffering? Is ‘Make Offer’ a better strategy,given what could be a continuing decliningmarket or the uncertainty of a rebounding

market? Bottom line: “Help!”First things first: There are so few sales in

so many categories it may seem impossible toshow good sales comparisons to derive whatthe real price of the airplane should be. Sincethere are so few transactions, it is critical toalso look carefully at good, current marketresearch of the other like-kind offerings. Don’tsimply rely on the listings around the market.There are too many listings with no real inputas to the motivation of the seller, the actualasking price and other critical aircraft datalike complete logs or damage history.

Far more in-depth research is required.Like many other of our fellow sales profes-sionals, we call daily into the markets, talkingregularly with the sellers or their representa-tives. We gain an understanding of the realcondition of the aircraft, the motivation of thesellers, and determine if there is an impend-ing 1031 exchange date or delivery of areplacement plane (or other near-term moti-vation to sell). This input helps shape the ulti-mate ‘take’ prices of sellers.

Next, work must be done to bring askingprices of the aircraft ‘for sale’ much more inline with the ultimate ‘take’ price. In such acrowded marketplace buyers watch closely toidentify real sellers using techniques as sim-ple as correct asking prices.

The bottom line is that there are buyerstoday and they are very focused on price. As Ihave said during past downturns, when abuyer can create certainty around an offer,don’t think of them as “bottom feeders” orsomeone trying to “steal” your airplane, justthink of them as buyers.

And what of the buyers in the markettoday? I give the same advice that I give tothe seller: It will all be about price.

Remember, buyers have never had thecombination of as much inventory to choosefrom combined with such attractive pricing.No longer do buyers just look at the manufac-turer they would like to buy into; they alsolook to the left and right of their desired cate-gory to see if there are other products that candeliver the same mission fulfillment.

Often times thetraditional productloyalties fly out thewindow andprice/value becomethe only driver. Soas a buyer, alwaysbe sure to shop bymission-fulfillmentand not just byproduct loyalty. It isnever too late to cre-ate new loyalties.

If you think about my suggestion to theseller to look for certainty in a buyer, be sureto supply your aircraft sales professionalswith as much information to enable them tohelp the seller identify you as a real buyer.Usually price is secondary to a seller if theyfeel confident in a transaction reaching thefinish line. It is not unusual for sellers to haveexperienced more than one failed deal afterencountering buyers who were just not asthey described themselves to be.

Therefore, regardless of the side you areon, play to win. Listen to the market, beproactive and don’t miss a great deal as abuyer or a seller. There is an over-supply ofinventory and an under-supply of buyers.This will keep markets unstable and anxietyhigh for the time being.

❯ Jay Mesinger is the CEO and Founder of J.Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman ofAMAC. He now serves on the Jet Aviation Customerand Airbus Corporate Jets Business AviationAdvisory Board (BAAB). Jay is also a member ofEBAA and the Colorado Airport BusinessAssociation (CABA). If you would like to join in onconversations relating to trends in BusinessAviation, share your comments on Jay’s blogwww.jetsales.com/blog, Twitter and LinkedIn. Moreinformation visit www.jetsales.comDo you have any questions or opinions on theabove topic? Get them answered/published inWorld Aircraft Sales Magazine. Email feedback to: [email protected]


Interpreting the UpdatedValuation Guides...

THE AVIATION LEADERSHIP ROUNDTABLE

B

JMesingerApril13_JMesingerNov06 19/03/2013 12:20 Page 1

Citation SovereignSN 680-0157, Great Corporate Pedigree,One Owner Since New, Power Advantage +,Aux Advantage, Pro Parts, Over $1Maccrued in programs, Motivated Owner,Replacement Aircraft has Arrived

Gulfstream G150AFTT 423hrs, Long Range Oxygen Bottle,Part 135 Certification, 7 Passenger, NewPaint & Interior soft-goods in 2012

Learjet 453889 TTAF, Engines Enrolled on MSP,EGPWS, TCAS II, 9 Passenger-Double ClubConfiguration

Citation Bravo4191 AFTT, Zero Time Engines, TCAS-1,GNS-XLS FMS, ProParts

Citation S/IISN S550-0036, 8576 TTAF, 6755 Cycles,1304 SMOH, Cosmetics Refreshed &Perma-guarded (08/2011), GNS-XLS, GPWS,New Windows 2007, RVSMBring all offers

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

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

[email protected]

follow us on twitter@HopkinsonAssoc

J Hopkinson April 18/03/2013 17:10 Page 1

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

1993 Citation Ultra | 560-0366Also Available: 560-0208 (V)

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

2002 Citation Excel | 560-5288

Citation ExcelCitation Excel

ChallengerChallenger

Citation Ultra / VCitation Ultra / V

1981 Citation II | 550-0286

Citation 11Citation 11

1985 Challenger 601-1A | 3044

2006 Citation CJ3 | 525B-0073

Citation CJ3Citation CJ3

1982 Citation ISP | 501-0255

Citation 1SPCitation 1SP

1985 Citation III | 650-0080

Citation 111Citation 111

2009 Citation XLS+ | 560-6050

Citation XLS+Citation XLS+

2006 Citation XLS | 560-5631

Citation XLSCitation XLS

2009 Citation Mustang | 510-0204

Citation MustangCitation Mustang

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

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

King Air B200King Air B200

1983 King Air B200 | BB-1140

1980 Conquest II | 441-0116

ConquestConquest

Columbia 300Columbia 300

2003 Columbia 300 | 40064

King Air 350King Air 350

1998 King Air 350 | FL-199

Navajo CRNavajo CR

1979 Navajo CR | 31-7912049

Beech 1900DBeech 1900D

1992 Beech 1900D | UE-5

BeechjetBeechjet

1992 Beechjet 400A | RK-36

LearjetLearjet

1992 Learjet 31A | 31A-051

1983 Conquest I | 425-0133

ConquestConquest

King Air 200King Air 200

1979 King Air 200 | BB-545

epending on the day of theweek, the general economicnews can be positive, “HousingPrices Rebound,” or, forebod-ing, “Jobless Claims Point to

Slow Hiring”. And, that’s without openingPandora’s budget box – aka, the sequester.

On this day of the week, in GeneralAviation, there is no such disparity. Whileactivity is good in most segments, prices con-tinue to slide — how much depends on con-dition, times and whether that type is still inproduction. Some of the older aircraft are get-ting close to salvage value, or as some say‘nearly-free’. If you can start it up, come pickit up.

Fortunately, this buyers’ market continuesto attract deal hunters on every budget. If youare willing to take on a project, a $30k PiperCherokee might be about right. Starting anew flight department? Many light jets, andsome not-so-light, can be bought for wellunder $1m.

PISTON SINGLES AND TWINSConsidering the fact some dealers reportnearly half of the airplanes on tie-down attheir local airports are for sale and/or havenot flown in a year, this segment is prettygood. Virtually any perceived downtrend isrelated to needy airplanes.

There are many airplanes so neglectedeven MacGyver would have difficulty bring-ing them back. The up side is what we don’toften see. There are a few airplanes, hangaredand pampered, that are in demand. Whenpriced right, they sell quickly. There is noupward pressure on prices, but these pristineand lavishly updated airplanes continue tocommand a premium.

HELICOPTERSWhile not as volatile as their fixed-wing tur-bine counterparts, the helicopter segment isbound by the same rules of supply anddemand. Supply in this small market remainsunder control, but demand fluctuates

depending on government contracts and spe-cial transportation needs. Little change inaverage price shows the Vref HelicopterIndex falling less than 1%. Component timesrule. If no scary, expensive event is on thehorizon, and it’s priced right, it sells.

TURBOPROPSAfter more than a year of relative stability, theaverage turboprop value dropped 3% in therecent quarter. Year-end discounting of left-over new airplanes tended to drive late-model turboprops down. Dealers in this mar-ket attribute the drop to overly-motivatedsellers or substandard airplanes. Many areoptimistic, since most of the deals are gone,that prices should firm up for future sales. Wecan all hope.

JETSIncredibly, after more than twenty quarters oferoding prices, we see yet another downwardcorrection. Valiant attempts to hold the lineand sell on quality or pedigree can bringactivity almost to a standstill. It seems the pri-mary thing that moves buyers from the side-lines and back into the market is price.

Price changes might be smaller than inpast quarters, but the direction is clear. TheVref Light Jet and Mid-Size Indices shedanother 4% during the recent quarter. TheLarge Jet Index fell 6% in value (seeVrefOnline.com).

There is a huge difference in the way thecurrent marketplace is perceived. Those atone extreme are representing aircraft that are‘seriously for sale.’ Owners have instructedbrokers to quit chasing the market and getout ahead of it (that means below it). Recenthistory has taught us the best airplane maynot be the next to sell; it’s usually the best-priced airplane.

At the other extreme, a shrinking minorityclings to the idea that all the cheap, raggedyairplanes are sold and the market is poised tocome back soon. No one can cast a stone atthis optimism because many of us thought

this in 2010, then again in 2011, and yet againin 2012.

The typical buyer is smarter than at anyother time in history. Some are willing to paymore for an airplane that is ready to fly today.They want to avoid the hassles of chaperon-ing a paint shop, or any shop, if possible.However, since 2008 a more common refrainhas been price, “Would you take...?” or, “I’mlooking for a deal…!”

KICKING THE CAN DOWN THE ROADWe are not the first to notice the industry haschanged. Saying, “It’s gone global,” is a bit ofan understatement. Not that long ago, in thespan of less than a lifetime, selling a Learjetfrom the Midwest to the Texas oil patchdefined much of that market — or, maybe itwas a Bonanza from Wichita to a doctor inTopeka.

Now, new Skyhawks are crated or ferriedto places that weren’t even countries whenCessna conceived the 172 back in the early1950s. The most you could spend on a newLear 23 was about $600k. Now $65mGulfstreams routinely leave Savannah fornew owners in Beijing or Dubai almost 7,000miles away.

At points, there and in between, scores oflenders, brokers and maintenance facilitiesserve the industry. Each one of these vendorshas his or her take on the world economy aswell as the aviation marketplace. No person,group or organization has any control of theaircraft market. Prices are only what themarket will bear.

One thing we have learned from the pastfew years is that we cannot predict the future.No one can. In our vast market, predictingthe future requires predicting the future ofEurope, China, South America and on, andon. It can’t be done. All we can do at thispoint is kick the recovery can down the roada bit further. We remain optimistic for thelong-term. The marketplace will eventuallytell us when it is getting better.❯ More information from www.vrefonline.com


Kicking The Can Down The Road.

PRE-OWNED AIRCRAFT SALES TRENDS

Dby Fletcher Aldredge

PreOwned April13_JMesingerNov06 19/03/2013 10:00 Page 1

Delivering the highest quality engine care and service is our

business, and has made CorporateCare® the world leader of business

jet engine maintenance programs. A fact recognised in more than

just words. Aircraft enrolled in CorporateCare have higher asset

values, so while you are enjoying peace of mind today, you are also

investing in tomorrow. For more on CorporateCare, contact Steve

Friedrich, Vice President – Sales & Marketing, at +1 (703) 834-1700,

[email protected]. Trusted to deliver excellence

www.rolls-royce.com

A clearreflectionof valuewith CorporateCare®

Rolls Royce October 18/03/2013 17:13 Page 1




he World Aircraft SalesMagazine Guide toAircraft Performance andTechnical Specification

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

This month’s category of aircraft -Turboprops – appears opposite, to befollowed by Large Cabin Jets nextmonth.

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

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

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

T

AIRCRAFT SPECIFICATIONS:TURBOPROPS

Aircraft Performance& Specifications

MAY ISSUE: Large Cabin Jets

JUNE ISSUE: Medium Jets

JULY ISSUE: Light Jets

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroApril13_AC Specs Intronov06 19/03/2013 14:34 Page 1

$640.93

4.5

5.3

12.8

254

4.2

4.08

32

84

1

9

8000

7800

5120

2224

691

2680

100

768

2260

2508

1175

-

186

175

147

1

PT6A-114A

$648.58

4.5

5.3

16.4

340

4.2

4.08

32

112

1

9

8750

8500

5440

2224

1121

3060

465

731

2500

2625

925

-

186

182

156

1

PT6A-114A

CESS

NA 2

08B

GND

CARA

VAN/

CARG

POD

$634.08

4.5

5.3

12.8

254

4.2

4.08

32

-

1

9

8000

7800

4940

2224

871

2860

325

835

2055

2508

1234

-

186

175

147

1

PT6A-114A

VARIABLE COST PER HOUR $

CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS

PAYLOAD WITH FULL FUEL LBS

MAX. PAYLOAD LBS

RANGE - SEATS FULL N.M.

MAX. RANGE N.M.

BALANCED FIELD LENGTH FT.

LANDING DIST. (FACTORED) FT.

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

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

MAX. CRUISE SPEED KTAS

NORMAL CRUISE SPEED KTAS

L/RANGE CRUISE SPEED KTAS

ENGINES #

ENGINE MODEL

$641.73

4.5

5.3

16.4

340

4.2

4.08

32

-

1

9

8750

8500

5270

2224

1291

3230

529

789

2420

2625

975

-

184

182

156

1

PT6A-114A

$765.73

4.1

4

10

120

3.9

3.5

30

5

1

5

7394

7024

4889

1887

654

1143

1000

1200

3100

3750

1570

-

292

290

255

1

PT6A-64

$891.80

4.1

4

10

120

3.9

3.5

30

5

1

5

7394

7024

4589

1910

931

1443

1102

1214

3100

3750

2005

-

320

316

255

1

PT6A-66D

$1,071.25

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7210

2573

377

2950

640

940

4519

3692

2010

495

250

234

195

2

PT6A-21

HAW

KER

BEEC

HCRA

FT K

ING

AIR

C90B

CESS

NA 2

08B

GRAN

D CA

RAVA

NDA

HER-

SOCA

TA TB

M 7

00C2

DAHE

R-SO

CATA

TBM

850

CESS

NA 2

08 C

ARAV

ANCE

SSNA

208

CAR

AVAN

/CAR

GO P

OD

TURBOPROPS

KING

AIR

C90

GT

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

$1,216.81

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A �


AircraftPer&SpecApril13_PerfspecDecember06 19/03/2013 14:40 Page 1

$1,198.96

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10485

9700

7235

2573

737

2143

903

1152

3888

4002

1953

474

274

274

204

2

PT6A-135A

$1,100.13

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

6625

2573

902

3205

640

940

4519

3692

2000

554

250

234

195

2

PT6A-21

KING

AIR

C90

SE

AIRCRAFT SPECIFICATIONS

$1,200.06

4.8

4.5

12.4

227

4.3

2.25

48

-

2

5

10100

9600

7200

2573

387

2306

-

981

4519

4007

1953

474

270

-

206

2

PT6A-135A


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$1,347.91

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8820

3645

125

2180

920

1580

5300

4417

2448

745

290

283

226

2

PT6A-42

$1,481.74

4.8

4.5

16.7

303

4.3

2.25

55

-

2

6

12500

12500

8760

3645

185

2240

960

1650

3640

4437

2450

745

305

298

226

2

PT6A-52

$1,500.21

4.8

4.5

16.7

303

4.3

2.23

55

-

2

7

12500

12500

8980

3645

-35

2020

636

1575

3925

4625

2437

682

292

282

232

2

PT6A-52

$1,650.64

4.8

4.5

16.7

303

4.3

2.25

54

-

2

6

12500

12500

8950

3611

39

2550

1480

1570

3950

4133

3277

1074

320

312

231

2

PT6A-60A

KING

AIR

300

LW

KING

AIR

B20

0

KING

AIR

B20

0GT

KING

AIR

250

KING

AIR

C90

GTi

KING

AIR

C90

GTx

TURBOPROPS

KING

AIR

350


$1,508.41

4.8

4.5

19.2

355

4.3

2.25

56

16

2

8

15000

15000

9885

3611

1604

2615

1440

1550

3300

4140

2700

622

320

310

234

2

PT6A-60A


�


$1,611.02

5.8

6.1

14.9

375

4.4

2

16

44

2

6

11550

10945

8000

2802

798

1800

980

1440

3100

4550

2950

756

390

354

310

2

PT6A-66

$1,448.00

5.8

6.1

17.5

375

4.4

2

16

44

2

6

12100

11500

8000

2802

1348

1800

1370

1500

5750

5470

2950

670

402

365

318

2

PT6A-66B

PIAGG

IO A

VANT

I P18

0 II

$1,505.82

4.8

4.5

19.2

355

4.3

2.25

56

16

2

8

15000

15000

10000

3611

1489

2500

1440

1550

3300

4143

2700

622

320

310

234

2

PT6A-60A


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$901.63

4.75

5

16.9

326

4.5

2

34

-

1

7

10450

9920

6565

2704

1226

2475

1340

1660

2450

2783

1680

-

261

261

209

1

PT6A-67B

$608.56

3.9

4.2

12.3

120

3.8

2

20

-

1

5

5092

4850

3663

1140

331

1187

489

1091

2000

1950

1556

-

267

262

225

1

PT6A-42A

$610.18

4.5

4.8

15.5

248

4.1

4.1

38

-

1

5

7255

6690

3975

2110

1220

2515

524

845

1720

1933

1338

-

180

154

133

1

PT6A-34

$902.29

4.83

5

16.92

330

4.42

2

40

-

1

7

10450

9921

6782

2704

1009

2257

1309

1635

2450

2783

1920

-

280

268

209

1

PT6A-67P

PIPER

MER

IDIA

N PA

46T

P

PILAT

US PC

-12

PILAT

US P

C-12

NG

KING

AIR

350i

PIAGG

IO A

VANT

I P18

0

TURBOPROPS

QUES

T AIR

CRAF

T KOD

IAK


�



SAFETY MATTERS: UPSET RECOVERY

Tales FromMiddle Air

From Topsy to Turvy and back again...

by Dave Higdon

he continual pursuit of air-safe-ty improvements can some-times seem a bit like the arcadegame, ‘Whac-A-Mole’. Succeedin dropping the hammer on

one leading problem and another problempops up tauntingly in another area. TheWhac-A-Mole analogy reflects the success ofaviation community efforts to dramaticallydrive down one type of pernicious accidentonly to see another insidious scenario pop upinto dominance.

Where 15 years ago concerns focused onControlled Flight Into Terrain (CFIT), betterpilot awareness and especially the prolifera-tion of various terrain-awareness technolo-gies helped render CFIT to lower-tier status.

Naturally, in today’s atmosphere of find-ing and tackling leading-edge safety chal-lenges it stands to reason that another acci-dent causal-factor would rise to the top - butfew expected Loss-of-Control (LOC) acci-dents to actually grow in numbers as they

seem to have done in recent years. SadlyLOC accidents’ emergence as the new domi-nant accident cause because of their increas-ing frequency. And turbine pilots seem to beexperiencing more than their share of LOCaccidents.

Last month we addressed the FAA’srecent safety bulletin urging pilots of highlyautomated airplanes to add hand-flying prac-tice to their training and daily-flight scenar-ios. The FAA’s wise move recognized a cho-rus of safety voices sounding the alarm overthe atrophy of hand-flying skills accompany-ing the increased automation and sophistica-tion of modern cockpits.

Learning anew how to avoid flying intobad situations is a fundamental flying skillour instructors start stressing on day one offlight training, but staying sharp withregards to hand-flying alone does nothingspecific to help right an airplane inverted byturbulence or departing from controlledflight to a degree that “aerobatic” would

accurately describe the extremity of the air-craft’s attitude.

Pitch acts in reverse of normal in invertedflight, putting the aircraft at risk should thepilot respond solely from normal-attitudemuscle memory. Inverted, a pull on the yokepitches the airplane down when the pilotactually wanted to pitch up. Combining mus-cle-memory rudder movements may alsobring on unhappy results in an airplane gonetopsy-turvy.

CONFUSED? CONFUSING?CONTRADICTORY?Imagine you’re flying inverted; on a knife-edge; in weightless free-fall; or throughclouds. The best hedge against making thewrong moves in a crisis situation is the sameas for other forms of unusual situations:knowledge, training and - more importantlyhere than anywhere else - practice.

Today’s finest FAA Level D simulatorspossess the ability to mimic rain and snow,

T


UAT’S L-39 ALBATROS TRAINER

ALL PHOTOS BY PAUL BOWEN

Safety Matters March13_Gil WolinNov06 19/03/2013 10:40 Page 1

clouds and fog, turbulence and wind shear.The views on the screens improve with eachgeneration of simulators, and the contribu-tion of multiple-axis motion and near-photo-realistic moving graphics with accurate con-trol-input programming regularly sendspilots on to their next learning session withpalms damp and shirt-backs soaked.

A couple of pilots of our acquaintancewill even admit to the indignity of needing aflight-deck tradition in real aircraft: an airsicksack. They lost their lunches thanks to therealistic sensations their minds experiencedunder the combined sensory assault of thesim’s sights, sounds and movements. Sadly,however, even today’s best-in-class multi-motion flight-simulator platforms fall shortin the ability to reproduce aerobatic flight –particularly inverted and full rolls.

Training in aerobatic piston-powered air-planes approved for the necessary maneu-vers beats no exposure to the disorientingaspects of upset recovery, but for more reali-

ty, nothing beats upset-recovery-training inan aerobatic jet with characteristics and per-formance comparable to a modern businessjet.

For maximum relevance, however, thetraining needs to come in a turbine-poweredaerobatic aircraft equipped with a glass paneland capable of completely isolating thetrainee from the outside world. After all,upset situations occur in all forms of weather– from the severe clear of a CAVU day to thezero-zero challenge of flying inside theeggshell.

When the opportunity exists to train forexactly the type of scenarios in play – in a jetaircraft equipped with a glass panel, take it.Unusual Attitude Training (UAT) ofKissimmee, Florida, offers such a trainingprogram tailored specifically to educatingaircrew flying business turbine aircraft withglass cockpits. And drilling for workdaysafety in the corporate cockpit may also letsome pilots fulfill many an aviator’s fantasy

flight: time spent in a P-51 Mustang.“We set out to provide the corporate pilot

with the most realistic training possible, toprepare that pilot to recognize and recoverfrom the worst upsets at the worst possibletimes,” explained Lee Lauderback, head ofUAT, and the head instructor for theprogram.

SPECIALTY SKILLS FORSPECIALTY TRAININGLauderback is a veteran of the airshow cir-cuit and a veteran of the world of CorporateAviation who credits his career to an escapefrom the routine of Airline flying. Thousandsof pilots have fulfilled their fighter-flyingfantasies Through Lauderback’s Stallion 51Corporation and its modified, two-placemachines: a pair of TF-51 Mustang fighterveterans originally built by North AmericanAviation.

In their roles with UAT the dual-controlTF-51 Mustangs provide student pilots (all ❯

Advertising Enquiries see Page 8 www.AvBuyer.com WORLD AIRCRAFT SALES MAGAZINE – April 2013 87




❯

veteran corporate aviators) with their initialtraining in aerobatics and recovery fromunusual attitudes, all in VFR conditions. Thethird training platform also hails from themilitary world – a Warsaw Pact-era L-39Albatross trainer from the Czech Republic.

It’s in this aircraft that the corporate pilotsenrolled in the upset training programbecome experienced in recovering fromupsets in an aircraft closest to the jets thecandidates fly. Fitted with Garmin G500screens fed by aerobatic-capable AHRS sen-sors, the L-39 closely mimics the panels dom-inant in today’s modern business jets.

“The aerobatic AHRS was crucial to theability to provide this training in an accurateand meaningful way,” Lauderbackexplained. “We had to have something thatwould function accurately throughout the L-39’s flight envelop.” That flight envelop is asbroad and deep as they come: inverted flight,full rolls, spins and loops are within itsapproved-flight envelop assuring pilot andinstructor of seeing on the screen an exactreflection of the aircraft’s attitude, speed, alti-tude and motion.

“We can put the student into attitudes nosimulator can match and let them experiencethe realities of recovery,” explainedLauderback. “The main point of the trainingis to de-mystify flight at unusual attitudes;show the student how to recover; and givethem the opportunities they need to success-fully apply the skills they learn here.”

COME RAIN OR SNOWThe corporate pilot’s mantra often seems aclose relative of the U.S. Postal Service’smotto. Thanks to the most-weather capabili-ties of modern business-turbine aircraft acorporate pilot is as likely to suffer an upset

in Instrument Meteorological Conditions asin Visual Meteorological Conditions.

Upsets experienced in-the-clear leave thepilot with a horizon for reference – even ifthe pilot needs a few seconds to find thathorizon…it can be elusive, depending on theaircraft’s attitude. But in IMC? There can beno getting around the reality that without avisual reference, aerobatics take on a more-dangerous dimension.

UAT’s L-39 Albatross prepares pilots forupsets in IMC with a full-length cockpitshield that completely blocks the pilot’s out-side view, forcing the pilot to fly recoverymaneuvering solely by the gauges. This isdesigned to provide an added level of train-ing to help the student pilot develop skills,abilities and knowledge to de-mystify IMCupsets, and demonstrate that recoveries arenot only possible but are indeed likely for thepilot who follows the training.

LEARNING & APPLYING: DAY 1Starting with the Day 1 Ground School, UATstudents begin an immersion in unusual atti-tudes and how to handle them – startingwith a focus on the human factors in play.UAT’s Dr. William T. Busch leads an intro-duction into the physical attributes of specialdisorientation in-flight, along with how torecognize and overcome sensations enduredwhile disoriented.

“It’s critical for the pilot to recognize theproblem in order to correctly react,”Lauderback explained. Busch comes to thesubject with more than the average back-ground as a U.S. Navy Flight Surgeon andboard-certified ophthalmologist, who alsoserves as an FAA Senior Aviation Medical

We can put the student into attitudes nosimulator can match andlet them experience therealities of recovery...

- Lee Lauderback, UAT

UAT’S TF-51


Boutsen April_Layout 1 18/03/2013 17:31 Page 1


Examiner. He’s been teaching many of these fundamentals to Stallion51 pilots for many years.

Following Busch’s presentation the rest of the Day 1 brings stu-dents under the tutelage of Lauderback and his instruction team whowork with students on an in-depth study of aerodynamics as theyapply to unusual attitudes, upset recovery and, just as important,upset prevention.

GROUND, THEN FLIGHT: DAYS 2 & 3Among the topics are UAT’s program definitions, flight envelops ofthe training aircraft, V-G diagrams and the benefits of zero-G states,engine and power management in dealing with unusual-attitude andthe recovery techniques themselves.

The second and third days are split between the ground-basedclassroom and the learning environment of the cockpit, where thestudents go deeper than theoretical details on a wide array of topicssuch as asymmetrical loading and power management, full- and par-tial-panel attitude reference, stall recognition and recovery.

The Day 2 VFR flying segment includes exercises in eyes-closedunusual attitude recognition in preparation for Day 3’s IFR training inthe L-39 hooded cockpit – with no outside references visible.

“It’s as close to being inside the clouds as we could make it,”Lauderback explained of the special hood built specifically for thetrainer. “For someone flying business turbine aircraft there’s no train-ing closer to the actual business jet.”

Given the sign-up rate when we visited the Kissimmee base lastfall, it seems apparent that many a savvy pilot and operator sees thewisdom of learning unusual-attitude and upset-flight recovery skillsin the most realistic environment possible.

When you’re upside-down and falling, experience will certainlyhelp you establish which way is really up. It is training like this thatwill help pilots better understand how to ‘whack’ one safety molecurrently rearing its ugly head back into its hole.❯ Find out more about UAT at www.jetuat.com


tempus

I. In general: time

A division, section of time.

A space, period, moment of time.

[Latin ]

A.

B.

There is a reason our name means time.

With Tempus Aircraft Sales and Service

spend your time on what you want,

don’t just watch it fly by.

www.TEMPUSAIRCRAFT.com

PANELS DESIGNED TO CLOSELY MIMIC THOSE OF THE MODERN JET


B E T H E R ET O C H E E R H I M

Tempus Aircraft Sales and Service will help you investin the assets that guarantee you will not miss those special moments.

W E K N O W T I M E . I T ’ S I N O U R N A M E . 3 0 3 . 7 9 9 . 9 9 9 9

w w w .T E M P U S A I R C R A F T. c o mP I L A T U S D E A L E R S H I P • P R E - O W N E D J E T S A L E S • T U R B O P R O P S A L E S

H O M E

Tempus Aircraft Sales and Service will help you investin the assets that guarantee you will not miss those special moments.

n a recent flight to Las Vegas I wasoverwhelmed with advertise-ments offering Wi-Fi onboard theaircraft. While purchasing myticket I encountered a pop-up box

informing me that “this aircraft is Wi-Fiequipped”, followed by a link to purchase theservice.

Standing in the boarding area, the gateagent announced the Wi-Fi service severaltimes and as I entered the cabin door therewas a Wi-Fi decal on the fuselage. Arriving atmy seat, I found a Wi-Fi brochure in the seat


Plane Sen

se on

Cab

in A

vion

ics

Wi-Fi is changing the way we fly.

by Brian J. Wilson

Just Log In!

Just Log In: Wi-Fi is changing the way we fly.

O

92

100

104

Forward Planning: Some cabin considerations for operators.

The IFE Screening Process:In-Flight entertainment in a Wi-Fi world.

Plane Sense April_FinanceNov 19/03/2013 16:43 Page 1

▲


pocket, and while the stewardess repeatedher normal repertoire, she augmented her rit-ual by reminding passengers that the aircraftwas Wi-Fi equipped.

The final and most intrusive remindershocked me a bit; located right next to thestandard illuminated icon of the no smokingand fasten your seatbelts signs was a Wi-Fisymbol. I pondered whether to read the safe-ty briefing or purchase this Wi-Fi servicebecause it must be very important to haveduring this flight!

Having Wi-Fi on board a commercial air-

liner or corporate jet is nothing new, ofcourse; but the renewed interest and fascina-tion to offer such services has grabbed theindustry by storm. Charter companies markettheir fleets as Wi-Fi equipped and aircraftbrokers advertise the same to gain a competi-tive advantage. I assume of this readership abasic understanding of how a Wireless AccessPoint (WAP) operates, and what it provides.But beyond the basics, a WAP provides muchmore than a “connection” for which PortableElectronic Devices (PEDs) can access theiremail or surf the Internet. Having a WAP

onboard is changing the game for both theflight crew and the passengers.

This article will break down the differentareas of the aircraft to give you a betterunderstanding of how having a WAPonboard makes life easier for everyone.

In its simplest form a WAP onboard anaircraft is no different than someone goingdown to the coffee shop, ordering theirfavorite Latte and logging their PED on tothe coffee shop ‘hotspot’. The basic technolo-gy is the same; there is access to the Internet,which is then connected to a router, which

PHOTO COURTESY OF CESSNA


▲

then communicates to your PED via a WAP.The difference starts when explaining howthe internet gets to the aircraft as opposed toyour home.

In your home or business the internetenters through the existing phone and/orcable (TV) infrastructure. Cabling is then runfrom room to room and you connect yourcomputer to the network by plugging anEthernet line into the Local Area Network(LAN) jacks. To create a wireless hotspot yousimply plug a WAP to a jack and your familyor colleagues can use their PEDs.

There are some similarities with how anaircraft gets its internet where the place ofbusiness or domicile is remotely located andyou have to use a ‘dish’ that is strategicallypositioned on your home or building. Theinternet is then ‘piped’ in via a network ofSatellites hovering over the earth and that arestrategically positioned for maximum cover-age. In most cases that is how an aircraft -both airline and corporate - receives internet.An antenna is mounted on top of the aircraftthat communicates with a Satellite and sendsthe information to a router which then con-nects to a WAP. So a passenger onboard anaircraft would access the internet in the sameway they do at their coffee shop.

The technology that makes this happen inan aircraft traveling 560 MPH at an altitudeof 37,000 feet makes this truly amazing, but isentirely invisible to the passenger who sim-

ply puts their PED on airplane-mode, thusactivating the Wi-Fi function, connecting tothe service, and enabling email and internetbrowsing just as would be available on theground.

WI-FI IN THE CABINWi-Fi was first introduced into the Cabinwhen traditional Satellite voice communica-tions known as “SatCom” transitioned frombeing voice-only to include data services. Thefirst installations required passengers to plugtheir laptops into LAN jacks which then con-nected them to a router. What started theinterest in wireless communications was theintroduction of the first Wi-Fi enabled smart-phone with email capability. The immensepopularity with the new smartphone led toan explosion of new devices that offeredwireless communications.

The public was then exposed to Wi-Fihotspots which evolved in both retail andcommunal areas. The public’s fascination toalways have access to their email and theinternet while on-the-go launched a wholenew paradigm of how we communicate.

Passengers flying on corporate jets natu-rally wanted the same freedom to roam thecabin or change seats without having to pluginto a jack. Most PEDs didn’t allow for anytype of physical connection which created anopportunity for companies to design the firstWi-Fi enabled routers for aviation. Originally

designed to allow access to email and web-browsing using PEDs; Wi-Fi; and make avail-able many applications, this has evolved intoan array of additional functionality including:

• Control of the Cabin Lighting;• Setting the Cabin Air Temperature;• Selection and control of the In-Flight

Entertainment (IFE);• Online shopping;• Streaming of Movies;• Streaming of Moving Maps;• Streaming and sharing content stored on

your PED;• Wireless Handsets;• VOIP voice calling.

Streaming content to a PED is anothertechnology the public has been exposed toand it’s only natural that passengers willwant the same experience when they are fly-ing. Streaming movies, sporting events andtelevision shows to a PED via a wireless serv-ice is quite common, whether you are in ahome, a business or just walking through thepark - but in an aircraft there are limitations.

This starts with the data speed accessonboard the aircraft (versus what you get atyour home or office). Most people are famil-iar with the leading online video streamingcompanies where you sign up for a monthlyrate and have access to unlimited movies.These companies allow you to “stream” the


1. Remote-mount Transceiver2. Aircell High Speed Internet Antenna3. Handsets4. Wi-Fi Cabin

5. Iridium satellite Antenna6. Laptop Computer7. PDA8. Inmarsat Antenna

“ An antenna is mounted on top of the aircraft that communicates with a Satellite and sends the

information to a router which then connects to a WAP.”

WI-FI THROUGHOUT THE AIRPLANE


Banyan April_Layout 1 19/03/2013 14:49 Page 1

data over the internet to view either on astandard TV, computer or PED; hence, thecontent is technically stored “in the cloud”.Airliners and large-sized corporate aircraftthat can afford to purchase a Ku-Band inter-net service will have some level of ‘cloud’content access, but for the vast majority ofcorporate aircraft using the popularSwiftBroadband (SBB) or Air-to-Ground serv-ice, the speed of the connection will prohibitany downloading of movies. (I am not sayingit’s impossible to do, it’s just not cost-effective.)

On the other hand, the wireless deviceonboard an aircraft is technically the same asthe one used at the home or office. The new802.11(n) Wi-Fi models are capable of han-dling up to 600Mb/s of bandwidth whichallows for streaming HD quality shows andmovies. Audio Video on Demand (AVOD)media storage units are an excellent, cost-effective solution for onboard entertainmentsystems. These media devices store the con-tent and stream them to your PED as thoughyou were on the ground. Having the contentstored onboard the aircraft eliminates thedeficiency in the data-rates and precludes anasty surprise in your monthly bill because apassenger tried to download a movie.

Wi-Fi enabled smartphones and handsetsallow Voice over Internet Protocol (VOIP)

calls to be made to and from the aircraft. Theability to make a voice call using the band-width available over the internet connectiongives you the advantage of saving money ifyou plan your next upgrade correctly.

Let’s imagine you have a Gulfstream GIVwith the standard Magnastar phone system:although a reliable voice and fax solution, ithas many limitations and its end-of-life cycleis fast approaching… Your company has amaintenance inspection coming up soon andthe goal is to upgrade the cabin for connectiv-ity. By installing a hybrid system that pro-vides both connectivity and VOIP calling youcan eliminate the existing voice-only system.Now your passengers can roam around thecabin with their portable handsets instead ofbeing attached to a retractable reel.Additionally, by selecting the right serviceprovider, all your voice and data charges willbe on one bill.

COCKPIT AND CREWIn 2011, the Federal Aviation Administration(FAA) approved the use of the Apple iPadtablet in the cockpit. Airliners and Chartercompanies followed with requests to replacethe current bulky and heavy flight bags withthe paperless tablets. Although many opera-tors use flight applications that can be updat-ed with a touch of the icon and don’t neces-

sarily require Wi-Fi, flight crews can gain awealth of information to help increase situa-tion awareness and safety while in flight.

A good example would be the weather:Although many of the larger airframes havethe technology to allow the crew to view theweather while in flight; the majority of thesmall to mid-sized aircraft don’t have thatcapability. Even those aircraft outfitted withthe technology are limited by the size anddetail of the displays in the cockpit. Any pilotwill tell you that most cockpit displays take aback-seat to tablets when it comes to resolu-tion, brightness and viewing angle. Now air-craft of all sizes can view the current weatherand other flight critical data utilizing a tablet,application, Wi-Fi and an internet connection.In the case where weather prohibits the crewfrom reaching their scheduled airport, theycan use the internet to assist them on whichFBO to use, based on services and fuel prices.

Most pilots and technicians can rememberthe days when they had to take upwards ofan hour to load five or six floppy disks intotheir Flight Management System (FMS) every28 days in order to update the Database. Howabout situations where your aircraft was onan extended trip, far from the home base, andthe crew is reporting the FMS and IFIS data-bases are soon overdue along with a re-occur-ring intermittent problem with the Avionics?


CAPTION

“ Now your passengers can roam around the cabin with their portable handsets instead of being attached to a retractable reel. Additionally, by selecting the right service provider, all

your voice and data charges will be on one bill.”

▲


Experience. Unlike any other.

When it’s late in the evening on a Saturday and you need a part, who can you call? Duncan Aviation has team members who answer calls 24/7/365. They also use their decades-long experience and plethora of connections to get the essential part delivered, regardless of obstacles.

When a customer in Spain had to be up and running in less than 24 hours, her experience led her to believe customs might cause a delay. So she opted to have a courier hand-carry the part to ensure all customs requirements were addressed along the way, reducing the AOG time from days to just hours.

For the rest of the story visit www.DuncanAviation.aero/experience.

+1 402.475.4125 | 800.228.1836

Planesense Cabin Avionics Ad 3_13_13.indd 1 2/26/2013 11:33:07 AM


In the past this could be a very frustratingtime for both the crew and the maintenancepersonnel. Imagine the convenience of know-ing that once the aircraft is on the ground, anonboard device makes a secure connection toa Wi-Fi network and automatically transfersall the information. The crew and technicianeven receive an email or text message that thecontent was successfully installed onto theaircraft.

The possibilities are endless to where thisnew technology can take today’s modern air-craft. Envision the case where the onboardsystems are working normally and the crewsee no anomalies in the cockpit; but theMaintenance Diagnostic Computer (MDC)sent a message via the Wi-Fi network that acomputer is starting to malfunction. The mes-sage could be routed to the manufacturer’stechnical operations department who concura fault is imminent. An email could then besent to the crew and the home-base identify-ing the problem with a corrective action planattached. Parts could be ordered and shippedto the aircraft’s next destination before it evenarrives. That would be customer service!

THE WI-FI ROADMAPGiven the information outlined above youcan start to picture what lies ahead for all the

players in our industry. Staying connectedhas made the transition from email and webbrowsing, to maintenance diagnostics anddatabase upgrades.

• Fixed Based Operators will have to enhance their Wi-Fi systems with both bandwidth and security measures to entice aircraft operators to use their facili-ties over their competitors.

• Charter companies will outfit their fleets with Wi-Fi networks so passengers can get email and internet access, giving thema competitive advantage.

• Avionics, Maintenance and Engine manu-facturers will design their equipment to communicate with onboard routers and terminals so their systems can be moni-tored at all times.

• Aircraft OEMs will certify their new aircraft to be Wi-Fi compliant; external antenna’s will transmit and receive infor-mation via a wireless network.

• New job titles and positions will be created to monitor, decode and transfer information sent over the network.

• Information technology (IT) specialists and consultants will be needed to ensure proper encryption is used preventing the network from being hacked into.

• Technical schools will change their cur-riculum to include IT training, and more troubleshooting will be done remotely over the Wi-Fi network.

One thing is certain moving forwards: Wi-Fi is here to stay. It is the central nervous sys-tem of In-Flight Entertainment andConnectivity (IFEC) and its relationship withother onboard systems continues to grow.Ground-based operations will have to adaptso that they, too, can “stay connected”.

❯ Brian Wilson oversees all activities related toBanyan Air Services’ avionics department - includingsales promotions, aircraft avionics installations,bench and line troubleshooting, engineering and usedavionics component sales. His avionics career started30 years ago, when he joined the U.S. Navy as anAvionics Technician. Wilson has also worked atMidcoast Aviation, Raytheon, Bombardier/Learjet andJet Aviation in West PalmBeach where he headedthe Avionics, Engineeringand Interior departments.He also serves on theRockwell Collins DealerBoard. He can be reachedat 954-232-3606 oremail [email protected]

“ One thing is certain moving forwards: Wi-Fi is here to stay. It is the central nervous system of In-Flight Entertainment and Connectivity (IFEC)...”


Title Search

Title Clearing

Escrow Services

Registration Services

Accident / Incident searches

Preparation of Documents

Domestic and International Services

Wright Brothers Aircraft Title is a provider ofaircraft title management and escrow services

for all types of aircraft. Doing business bothdomestically and around the globe, Wright

Brothers offers quick, personalized servicefrom Debbie Mercer, always with the utmost of

confidentiality. Available 24.7.365

Wright Brothers Aircraft Title9075 Harmony Drive

Oklahoma City, Oklahoma 73130Telephone: (405) 680-9289

Toll-Free (within the US): (866) 217-5700Fax: (405) 732-7457

e-mail: [email protected]

Wright Brothers November 22/10/2012 17:18 Page 1

▲

nyone who has traveled in a busi-ness jet knows cabin layout anddesign are almost as critical for oper-ations as the cockpit and aircraft per-

formance. When evaluating an aircraft forpurchase or for lease, a lack of capability or anunsuitable configuration within the passengercompartment can quickly rule a specificmodel or serial number off the shortlist.

Aircraft manufacturers go to great lengthsto provide up-to-date cabins. However theycan quickly fall behind the trends of style andthe ability to stay connected in a way that

today’s passengers expect. Many service bul-letins and software upgrades have circulatedthe world of OEMs and MROs in order to tryand stay abreast of change. Map A (overleaf)shows some necessary considerations forcabin outfitting and upgrades.

While not exhaustive the decision maphighlights the diversity of interrelated factorsin cabin options. ‘Management’ pertains tocabin features that are controlled either manu-ally or automatically and often by remotemeans. Each area of management in itself hasmany sub parts; for example, environment


Plane Sen

se on

Cab

in A

vion

ics

Some cabin

considerations for

operators.

by Ken Elliott

Forward PlanningA

Plane Sense 2 April_FinanceNov 19/03/2013 14:19 Page 1

OFFICE: +1(561) 433-3510 | CELL: +1(561) 289-3355

2006 TBM 8502006 TBM 850

2001 TBM 700B2001 TBM 700B

2008 PREMIER 1A2008 PREMIER 1A

1991 TBM 700A1991 TBM 700A

2008 GULFSTREAM G1502008 GULFSTREAM G150 1991 BEECHJET 400A1991 BEECHJET 400A

www.caijets.com

LIST YOUR AIRCRAFT WITH CAICALL US FOR MORE INFORMATION ABOUT OUR PROVEN SUCCESS RECORD.

CONTACT J.P. HANLEYPRESIDENT, CORPORATE AIRSEARCHINTERNATIONAL

[email protected] BEACH, FLORIDA

S/N 351 Only 750 Hours TTSN. Equipped with RVSM, 2-Tube Bendix EFIS, DualGarmin 530’s with WAAS, Garmin GMX-200 MFD with Chartview, TAS/TAWS, WX-500,Garmin GDL-69A Real Time Weather, and Garmin GTX-327 & GTX-330 Transponders.

1,250 TTSN, Collins Proline 21 Avionics, Fresh 1,200 Hour Inspection, ECH-5000 ElectronicCharts, TCAS II Change 7, Rosenview LX Passenger Information System with 8.4” SlideMount LCD Display, RVSM Equipped, Paint & Interior in Excellent Condition and NDH.

S/N RK-19 9,604 Hours TTSN, 2,728/1,770 SMOH, “0” SHS, Collins Proline IVAvionics, Freon Air, Thrust Reversers, RVSM, New Pant & Interior 2006, On CAMP and NoDamage History. Owner is requesting offers.

This Gulfstream G150 has only 375 Hours TTSN. Offers a Wide Cabin with Maximum Rangeof 2,950 nm with 4 Passengers, 2 Crew, NBAA IFR Reserves at 430 KTAS (Mach .75) orNormal Cruise of 459 KTAS (Mach .80). Universal 7 Passenger Interior.

S/N 200 1,875 Hours TTSN, 1,126 SHS, EFIS, Dual Garmin 530's, KMD-850 MFD,EGPWS, Skywatch TCAD, Landing Gear enrolled on Long Life Program, 10-Year Inspectioncomplied with 2012, Freon Air, and No Damage History. Annual Inspection complied withMarch 2013.

S/N 003 Only Two Owners and 3,534 Hours TTSN, 464 Hours SMOH, Garmin530/430, Sandel EHSI, Gear on Long Life Program, NEW Windshields and De-ice BootsFitted March 2012, Gear Actuators Overhauled March 2012, Always Hangared, and NoDamage History.

CORPORATE AIRSEARCH INTERNATIONAL, INC. 1983–201

3

PHONE: +1 (561) 433-3510 | www.caijets.com

CAI_WAS_APRIL13_Layout 1 3/15/13 1:21 PM Page 1

relates to soundproofing, temperature, air-flow and humidity control.

‘Configuration’ pertains to what you see,the arrangement, and the level of comfort,access and safety. Each area of configurationin itself has subparts; for example Access &Mobility can have different concerns for in-the-air and on-the-ground.

The input side to the cabin options maprepresents the expectations of the operatorwho could be an individual owner, a corpo-rate team, a management company and any-thing in between. Together, it’s a complicatedprocess and one that can greatly benefit bytaking a higher level perspective. So let’s takethe 30,000 ft. view, and look at the aspects ofaircraft cabins that really matter to owners,buyers and sellers.

OBSOLESCENCEJust like renovating a home in bold colors orcustomizing a car with a rear spoiler it maysuit your own taste but would limit resalepotential to a niche market. Choosingneutral blended designs and following theguidelines of aircraft interior design will limitobsolescence.

The configuration of the cabin should fol-low what is standard for the aircraft, or atleast what buyers would expect for themodel. Most importantly stay at least to theminimum seating capacity, and preferably,provide the ability to seat to the maximumfor the type certificate by providing a fullybelted couch, for example.

The cabin electronics and IT are the mostsusceptible to obsolescence. Think modular inyour equipment to allow easy upgrades later.Provide easy access to audio visual items forsoftware revisions and adjustments.Manufacturers of these technologies are now‘future proofing’ in an effort to be adaptableto changes as they occur.

‘Commercial off the shelf’ (COTS) prod-ucts are renewed almost as often as seasonalclothing and appear dated quicker than youcould imagine. Bear in mind support forCOTS products is not what you have come toexpect with equipment specifically designedand developed for aircraft. If an aircraft hasany COTS cabin equipment it is recommend-ed to purchase back-up units.

BUYER AND SELLER EXPECTATIONSJetcraft Corporation, trades corporate jets asits core business. When asked what today’sbuyers and sellers mostly focused on regard-ing the cabin, Sales Director Chris Brennersaid that external communication and connec-tivity in general were key expectations. “Mostof today’s business jet transactions are of aninternational nature and many aircraft mustbe able to perform across different geographicregions including land, sea and polar.”


“The cabin electronics and IT are the most susceptible to obsolescence. Think modular in your equipment to allow easy upgrades later.

Provide easy access to audio visual items for software revisions and adjustments.”

DIAGRAM A: POTENTIAL SPAN OF CMS FUNCTIONALITY

MAP A: DECISION MAP OF CABIN OPTIONS


Connectivity involves voice, data and videowith a service provider to enable your link tosatellites. In-Flight Entertainment (IFE) and‘office in the sky’ are the two big hits for initialconfiguration and upgrade costs, so there is atendency to look for ways to save. Technologythat uses Iridium satellites and is globalizedfor full international and polar coverage willtypically cost less in both initial equipage andoperating costs. Inmarsat satellites howeverhave good data capability for internationaluse.

Make sure that cockpit needs such asFANS, weather and other operational servicesare considered when it comes to the selectionof external communication equipment. Boththe cabin and the cockpit may be using thesame system(s).

Regarding the cabin appearance, ChrisBrenner pointed out that, as with any depreci-ating asset, the return on investment for anupgrade may appear negative to both a sellerand a buyer of a business jet. However theneed to add, generate or ‘clean up’ an interiorin order to sell may be necessary. Sales profes-sionals can advise on the need to make cabinchanges in order to sell. Buyers may negotiatepricing on aircraft to offset their own cost toadd necessary or desired cabin changes as analternative approach.

CABIN MANAGEMENTBusiness jet cabin management varies from

single seat manual control of lights with amonitor to icon-based individual remotes con-trolling a host of cabin variables. Diagram A(bottom left) shows the potential span of cabinmanagement functionality.

A FEW LAST MINUTE CABIN TIPSWith so many factors to consider regardingcabin design, it helps to have a few goodplaces to start:

• When working on connectivity for initial and upgrade cabin design, be sure to involve the company IT department. Have the IT representative work closely with the aircraft technology OEM and the MRO to test communications proto-col, especially where secure IP and fire-wall protections are involved.

• Dedicate a laptop and tablet computer for aircraft use to secure set up, capabili-ty, reliability and protection from unse-cure internet use out of the aircraft. Make sure the CEO and other leaders are familiar with them. Whether you have one or multiple aircraft, use only one Service Set ID (SSID) or network name forthe whole fleet, by design.

• Think closets, storage and access during cabin selection. Where does the CEO sit?

• Use neutral and coordinated colors and tones during cabin design. You may regret bold choices, especially when it

comes to selling the aircraft.• Interview those who will be flying in the

cabin before finalizing interior designs. You may have thought they needed an office when they only wanted an ‘in-flight playroom’ for the teens and those new additions to the family!

Perhaps the most important steps are tofind a trusted aircraft interior designer andthen an IT service provider who has the mostexperience with your communications, dataand media configuration. This combinationwill more than pay for itself, ensuring yoursatisfaction and reliable continuous connectiv-ity as you circumnavigate the world.

� Ken Elliott is an avionicsveteran of 40 years and morerecently focused on NextGen.His work within the NextGenAdvisory Council sub-commit-tees brings him close tocurrent and intended develop-ment effort. Equally, hisspecialization in low-visionoperations provides a deeper insight into one of thepillars of NextGen. Ken has served the aviation indus-try on three continents from light GA to large corpo-rate aircraft. His current employer Jetcraft is a leadingaircraft brokerage company with worldwide presence.More from www.jetcraft.com, email: [email protected] ■



t seems that almost every week there issome new entertainment technologythat is created for the aircraft cabin.Twenty years ago, In-Flight

Entertainment (IFE) consisted of a stereo sys-tem playing cassettes for audio, and if youwere ‘high-class’ you might have a screenshowing the outline of an airplane movingawkwardly over a roadmap on a TV screen.Off to the side was a little box with red let-ters and numbers informing the passengersof the airspeed and altitude.

If you are looking for new IFE equipmenttoday, everything is high-tech – and comesfrom many different manufacturers. A widevariety of specific equipment exists, designedfor particular aircraft makes and models andoffering a range of different capabilities. The

biggest question that comes to mind regard-ing your own IFE needs is, “How deep areyour pockets?” Let’s take a look at a few ofthe options available, and how they affect themaintenance cost and value of your aircraft.

The introduction of Flat Screen Monitorsfor ultimate visual enjoyment continues tochange rapidly. Whatever you have in yourhome nowadays, you can also have in youraircraft. From six-inch individual seat screensand headrest - mounted screens, to screensup to 60-inches, the initial cost of monitorsvaries with the amount of DPI, HD, LED,LCD and more.

MONITORING THE COSTDeciphering the best value for your ‘monitor-dollar’ and what it will add to the value of


Plane Sen

se on

Cab

in A

vion

ics

IThe IFE ‘Screening’ Process

In-Flight

Entertainment

in a Wi-Fi world.

by Steve Watkins

Plane Sense 3 March_FinanceNov 19/03/2013 14:31 Page 1

the aircraft when you sell it later is extremelydifficult, if not almost impossible to know inadvance. The price of the monitor is just partof your initial cost however…

If you have 10 seats and decide to installswing-up small seat screens, you will have tofactor the cost of not only the monitors, butalso of the engineering needed to get thescreens into the seat; the cost of the system toprovide data to the multiple screens; and allof the associated wiring that will be required.The nice thing about these systems is thatyou can provide different viewing optionsfor each screen – but, as outlined, there areextra costs involved.

The cost of monitors comes down withlarger quantity purchases. It may also beworth considering buying a couple of extraunits so you can have replacements on handto install while one is sent out for repair,rather than buying an exchange unit at ahigher price later.

If you decide to utilize the larger, cabin-size screens, these will naturally be morecostly to procure per unit, but you won’t

purchase as many which may save on instal-lation costs. This lower-cost entertainmentsystem option can work well, but do bear inmind that passengers then have to view thesame screen, and the larger screens usuallyrequire a bulkhead for installation, whichtakes up floor space in the cabin. The bulk-head weight, all of the structure required toproperly support the screen, and the weightof the screen itself may affect your aircraft’scapacity and range, so do your homeworkregarding the selection of such a unit.

In addition, replacement of these largescreens can also be costly, owing to the workinvolved in gaining access to the unit. Andwhereas having a few spare seat monitorsmight be practical, having a spare 60-inchmonitor is not something most operators willwant to inventory. Therefore the need toexchange units when yours stops workingwill come at a higher price.

VIEWING THE FUTUREThe future trend for entertainment monitorsin aircraft is to not install any at all! It could

be simpler to have an entertainment systemthat utilizes multiple Wi-Fi channels – there-by simply providing an iPad or tablet to pas-sengers when they board the aircraft. A quickpre-flight briefing and demonstration for theless technologically savvy would enableeveryone to access a personalized entertain-ment unit for the flight.

Having a Wi-Fi system utilizing iPadswould allow for streaming TV, Video, or theAirshow, and also provide games, apps,work programs, and books that could bedownloaded easily. This option may becomevery attractive as there would be no need tobuy monitors, and you would also save onengineering, installation and maintenanceinspection costs; replacement costs, trou-bleshooting costs and also loss of cabin space(due to bulkheads). Furthermore, the weightof the monitors and related installationstructure is eliminated.

A further advantage is that when the iPadtechnology changes, you can simply putyour old ones on eBay, recoup some of theinitial outlay, and buy the newer model withall of its upgrades and capabilities. Your air-craft may no longer offer the ‘Home TheaterExperience’, but in today’s world, who wantsto watch what the other guy is watchinganyway?

I have to admit that the personal enter-tainment technology option is a big step intothe future that makes sense and can savebusiness jet operators substantial costs incabin IFE, as well as the upgrade costs tokeep up with technology. Obviously, thereisn’t anything added to the aircraft’s valueby using these tablets, but there also is nodetriment to its value that a big heavy bulk-head and screen might present.

This writer now needs to catch up on hisTweeting, so plans to load his Beach Boys 8track of surfer music into his Quad 8 trackplayer, grab his iPad and get to it. He’llreturn in the June edition when PaperlessCockpits becomes the focus of his attention.� Steve Watkins isTechnical ServicesManager, Western Regionfor Jet Support Services,Inc. (JSSI). Steve has beenan A&P mechanic, IA andPrivate Pilot for over 35years and was aDesignated MechanicsExaminer in Wichita, KSand Long Beach, CA. Hehas also spent time as Director of Maintenance andChief Inspector for various FAR 135 and FAR 145operations, owned his own maintenance shop as wellas instructed at an A&P technical school and is anactive member of the AMT Society.

� Contact Steve at: [email protected] ■


Plane Sense 3 March_FinanceNov 20/03/2013 13:00 Page 2

Embraer:

EMBRAER PRODUCT OUTLINE

t was December, 1986 and wehad just arrived after 1,200miles of flying along theAmazon River from its mainport city, Belem, on the south-

ern shore of the mouth of the great river.This trip had a distinctive aspect to it: Ithad eight stops in 1,200 miles, and only twoof them were on paved runways – theremainder tended to be runways of gravelstrewn across clearings carved from theAmazon jungle along the river’s northshore.

In flight, one could - peering forwardfrom a seat behind the First Officer – see

the Amazon jungle stretched seamlessly tothe western horizon, awakening with softgold light that etched soft shadow shapesshifting eastward as the summer sun rosebehind the EMB-110 Embraer Bandeirante.

Each approach and landing was likelanding on an aircraft carrier; each depar-ture ended with jungle passing only feetbelow the gear as we climbed steeply fromthe 2,000 and 2,500-foot airstrips.

It is the aircraft’s success in this environ-ment that helped win the Bandeirante a sig-nificant market in a growing U.S. regionalairline market – and opened the way formarketing staff that followed, offering the

EMB-120 Brasilia, a 300-knot airplane in the30-seat segment (and later, larger airlinersand a growing share of the world’sbusiness jet dollars).

In 1986, however, the aviation world hadbarely started becoming aware of a seriousnew contender from South America. At thattime, the company - founded in 1969 - wasonly in its teen years, and was founded onthe licensed manufacture of NorthAmerican designs – although it was alreadywell into designing its own machines too.The Bandeirante, for example, was earningrespect around the world in a realm previ-ously dominated by workhorse airplanes


I

From Regional Mainstay To WorldPower Player in Three Decades.

by Dave Higdon

Embraer April12_Gil WolinNov06 19/03/2013 10:50 Page 1

“But while ATR struggled to survive and de Havilland survived via absorption by Bombardier Aerospace, Embraer is still a fiercely independent OEM making inroads in business jets to degrees the doubters believed could never happen.”


❯

like de Havilland’s DHC-6 Twin Otter.The appeal of these sturdy, simple air-

planes was that they were designed to workin harsh, remote and challenging environ-ments – a description that encompasses asmuch of Brazil as it does of Canada. Boththe Bandeirante and the Twin Otter are twinturboprops, both are powered by Pratt &Whitney Canada PT6A engines, both seatabout 17 to 21 (depending on the configura-tion), and both offer excellent payload num-bers and outstanding runway performance.In essence, both have traits necessary foroperating in parts of the world where run-ways are seldom paved. The biggest differ-

ence between the two is in the Brazilian air-plane’s low-wing design.

At about the same time Embraer and deHavilland moved further into the airlineworld with the EMB-120 Brasilia and theDash-8 respectively - once again low-wingand high-wing designs.

But the EMB-120 moved Embraer intonew technologies with pressurized passen-ger airplanes, built from scratch, with speedand comfort getting an equal billing to utili-ty and durability. Although the Brasilia bet-tered its competition for speed, it fell out offavor for the same reasons as its competingcontemporaries (excepting the Dash-8 and

the ATR niche airplanes), namely: theregional jetliner.

Introduction of the jets brought about theend of all the 19-seat regional airliners, the35-seat and 50- and 70-seaters – absent thetwo niche players. But while ATR struggledto survive and de Havilland survived viaabsorption by Bombardier Aerospace,Embraer is still a fiercely independent OEMmaking inroads in business jets to degreesthe doubters believed could never happen.

More than 43 years after formation, morethan 5,000 aircraft bearing the name“Embraer” fly in more than 80 countriesaround the world.

Embraer Legacy 650


FROM VARIANTS TO ORIGINALSEmbraer’s early airline roots helped preparethe company for its ultimate move into jets.Initially Embraer built American designsunder license before expanding into thedesign of original General Aviation modelsfor the domestic market.

The late 1970s move into the regional air-liner field and some measured success build-ing a military trainer for the home air forceimproved the company’s reputation andwon it broader respect too. Today the com-pany’s ERJ regional airliners and E-seriestwin-jets cover markets from about 35 to 120seats - and that link to the regional airlinebusiness brought the company to the edge ofthe corporate aircraft market by 2000.

The ERJ-135 Regional Airliner under-pinned Embraer’s earliest venture into thebusiness jet market – the Legacy 600, a pur-pose-built variant of the company’s smallestRegional Airliners. From that modest begin-ning, Embraer began to look further into theBusiness Aviation market and a second

Legacy model (the Legacy 650) joined thebusiness jet line in 2009.

That was not before the 2005 formation ofEmbraer Executive Jets and the launch of itsfirst two clean-sheet business jet models: thePhenom 100 and 300. Today Embraer boastsseven business jets in three distinct modellines: the Legacy models (450, 500, 600 and650); a single Lineage 1000 model (which,like the Legacy line, has its roots in an airlin-er – in this case the E-190); and the Phenom100 and 300 – Embraer’s small-jet line. Let’stake a little time to meet the Embraerbusiness jets.

THE PHENOMSIt is staggering how quickly Embraer builtup deliveries of the Phenom 100 andPhenom 300, the two smallest of its businessjets. The Entry-Level category Phenom 100and the Light Jet-sized Phenom 300 bothstand out in their segments.

The Phenom 100 boasts the best cruisespeed in its class (390 knots) with range that

covers almost 1,200 nautical miles. ThePhenom 300, meanwhile, more than holds itsown in the Light Jet segment with a 453-knothigh-speed cruise and ability to cover morethan 1,950 nautical miles non-stop. It alsosports some features that are more commonon larger jets - such as an airstair door andsingle-point refueling/defueling.

Runway performance for Embraer’s twosmallest jets is at the shorter end of the scale,and is a key to operational flexibility.

THE LEGACY FAMILYAs outlined above, Embraer is the source ofan excellent line of regional airliners fromwhich the company spun an all-new line ofMedium and Large-Cabin business jetsunder the “Legacy” banner. Ranging fromthe original Legacy 600, its larger sibling, theLegacy 650, and two newer Legacy 500 andLegacy 450 models that are in development,Embraer has spawned a line that challengesBusiness Aviation’s largest and most-estab-lished names.


Embraer Phenom 300

Embraer Phenom 100



The Legacy 650 boasts a maximum rangeof 3,900 nautical miles, while the Legacy 600weighs in at 3,400 nautical. The newest mod-els are no slouches, either, at 3,000 nauticalmiles for the Legacy 500 and 2,300 for theLegacy 450.

Size is the most-obvious differentiatorbetween the four Legacy models. TheLegacy 650 and 600 boast main cabins stand-ing 6 feet tall and spanning 6 feet, 11 incheswide; the Legacy 500 and 450 also boaststand-up cabins and plenty of amenities –lavatories and galley facilities among them.

Avionics panels differ: The Legacy 650and 600 come equipped with Honeywell’ssophisticated Primus Elite integrated flightdeck system, while Embraer endowed theLegacy 500 and 450 with the latest fromRockwell Collins; the ProLine Fusion inte-grated cockpit system with three screens inthe panel and a fourth in the pedestal.

These two also boast full fly-by-wireflight controls, side stick controllers, andsupport full paperless-cockpit flying.

LINEAGE 1000Embraer’s new flagship business jet is aspin-off from its E-190 twin-engine jet airlin-er and offers an enviable performance enve-lope and class-leading features and perform-ance. For example, the Lineage boasts amaximum range of 4,500 nautical miles anda high-speed cruise of about 470 knots. Witha maximum operating altitude of 41,000 msl,the Lineage can overfly the vast majority ofweather challenges en route to its far-flungdestinations.

Standing 6 feet, 7 inches tall, the Lineage1000’s cabin boasts a full-length flat floorthat ends aft at the door to an in-flight acces-sible luggage compartment. At 8 feet, 10inches wide the Lineage 1000 providesample space for arranging the cabin to suitthe operator’s needs. Ultimately, the Lineage1000 boast a cabin spacious enough to breakup into five separate zones of work orrelaxation.

Up front, the flight crew enjoys thesophistication of Honeywell’s advanced

Primus Epic avionics suite and a fly-by-wirecontrol system rare among business jetstoday. Indeed, Embraer claims the Lineageoffers “one of the roomiest cockpits inBusiness Aviation”.

MORE TO COME…If past practice is any indication of futureefforts, don’t expect Embraer’s creative teamin San Jose dos Campos, Brazil, to be restingon their well-earned laurels. From its modestbeginnings of building American airplanesunder license the Brazilian planemaker nowoccupies the slot as one of the globe’s topaircraft OEMs, and a growing contender inBusiness Aviation, with its variety of modelscompeting at nearly every level.

If the company managed to make thismuch progress into Business Aviation in justa dozen years, it’s enticing to imagine wherethe company will be when it turns 50 (andits Business Aviation line turns 20).❯ More information from www.embraerexecutivejets.com


Embraer Legacy 500

Embraer Lineage 1000




evenue generation with thecompany airplane is a source ofaggravation for some, while forothers it’s a salvation. For thoseable to afford going without

their company airplane from time to time, it’san option to be embraced for the financialbenefits it brings.

Whether or not it’s the right option for youcan be a tough call, and demands detailedexamination and analysis.

THE GOOD, THE BAD AND THE WORSTNot all partnerships, leaseback or aircraftmanagement situations work equally well for

all operators. Each has its benefits and chal-lenges. For example, when the economyturned south, one owner/operator we knowfound himself in an untenable financialsituation.

Only six months before he had confirmeda delivery date for a new light jet after waitingseveral years for his delivery position to comeup. He committed to financial obligationsthat, post-downturn, strained his company’scash-flow. After four months of vacillatingover a solution he accepted an offer to enterinto a limited leaseback agreement with asmall aircraft management firm.

“This wasn’t in the plan,” he explained,“but there was no exit available that didn’t

cost more than taking delivery. So we decidedto stick with the purchase plan and then finda way to offset the demands on our budget –demands we had covered, pre-downturn.”

In this case, the deal made the differencebetween losing the jet or keeping, using,enjoying, and partly covering the aircraft. It isa solution that is working out for this particu-lar operator, under these specific circum-stances. After three years his arrangement pre-serves most of the flexibility he enjoyed as anowner/operator – with some unavoidableand necessary “accommodations”.

“We generate enough revenue to keep useven,” the owner/operator explainedrecently. In addition, the arrangement helps

R

❯

BIZJETS & REVENUEGENERATION

Revenue FlightsUnderstand theimplications and be sure it’s right

for you.

Revenue April13_Gil WolinNov06 19/03/2013 10:07 Page 1

AIC March_Layout 1 18/02/2013 16:12 Page 1

❯


cover some of the added expenses that factorinto the use of an aircraft for-hire by a third-party operator – and that’s one of the hurdlesoperators face in such arrangements. “Thosecosts kept me out of a lease-back arrangementwith the last airplane – that and the higherutilization the operators always insisted theyneeded,” he explained.

Among the give-backs, ‘scheduling’ topsthe list. “Before we decided to fly a trip, wecalled the FBO, told them when we woulddepart and left for the airport. Now we firsthave to check with the management companyto make sure they have not booked a charterand, if they have, find out how firm the char-ter clients’ dates are. Sometimes we cansqueeze in our trip between the charter’sdrop-off and pick-up times and sometimes wecan’t.”

Sometimes, other arrangements need to bemade - whereby the jet owner must also char-ter; his contract with his operating partnermakes that easy and, usually, affordable whenviewed in context.

OTHER CONSIDERATIONSMore considerations are needed than schedul-ing issues. “There are insurance considera-tions, which my partnering organization helpsto offset,” our jet owner said. “There also aremaintenance considerations, additionalinspections and, more wear-and-tear.”

Against such issues he negotiated his con-tract to help minimize the impact. “We limithow much the management company can usethe jet for charter,” he explained.

“We also have mutually-agreed limits forhow long the aircraft can be gone on any onetrip. And they’re chartering only to their con-tract-client base – there are no unknown par-ties or spot charters to first-time users, whichhelps limit the chance of getting ‘sloppy peo-ple’ who don’t appreciate the value of the air-craft.”

He calls it an “aircraft sharing” arrange-ment that maximizes his use options, helpsbalance his books and limits the added wearand tear and maintenance and inspectioncosts.

So would he do it again, given the chance?“Well, it does change the equation and addssome complications that don’t exist when youare the sole operator. But if you are askingwhether I would rather do without, or keepthe airplane and the complications, threeyears down the line I’d opt to keep theairplane.”

THE ADDED CONSIDERATIONSThere is no question the “arrangement” isn’tsomething that would work for all operators.Costs in insurance, maintenance, wear-and-tear on the aircraft, complications in schedul-ing, the possibility of added downtime or for

the aircraft to get weathered on a charterflight can all kill the advantages of the optionfor other operators.

Consider all the factors. First, FAA inspec-tion requirement changes for aircraft engagedin commercial operations. In place of theannual inspections of a Part 91 airplane, thecommercial airplane now faces 100-hourinspections, in addition to any routine itemsrequired by the OEM. For our jet owner theadded inspection requirement factored intothe contract with the operating partner. “Myown use ran close to 300 hours a year, beforethe downturn, but it still needed only anannual inspection.”

After the downturn – and with the partner– use stabilized at about 200 hours annually.“We forecast our contract based on 200 hours,so we agreed to a split arrangement – theycover the first 100-hour inspection, I cover thesecond when it comes up. If utilization hits300 hours, we split it – unless the recordsshow that one of us logged more than 65 ofthat added 100 hours.”

Insurance costs changed – even though thesingle-pilot jet flies with two pilots on all itsfor-hire charters, and those pilots engage insix-month recurrent training paid for by theaircraft management firm. The owner flieswith an instructor pilot several hours once ayear (about six months out of sync with hisannual participation in his own recurrent sim-ulator training once yearly).

TAX-MAN CONSIDERATIONSAs with any business engaged in a revenue-generating arrangement with another busi-ness, finances are an important consideration– and this “aircraft-sharing” arrangement hasits own, as explained by an accountant witha large base of aircraft-operating clients.“Revenue is revenue, and you’ve got toaccount for it all if you don’t want the IRSlooking at you for failure to report income.”

Thus, every penny generated by the lease-back arrangement is counted as income tothe aircraft owner’s business. Fortunately, thebusiness also gets to account for all of theadded expenses generated by the “arrange-ment”, and it all helps.

Every one of those 100-hour inspectionsmentioned above is deductible, as are thehigher insurance costs, and the cost of char-tering replacement lift when the airplane isbeing used elsewhere. Additionally, in thecase of our Light Jet operator, there are thedeductions on interest payments on the air-craft loan; fuel; routine and unplanned main-tenance.

“At the end of the year the goal is to haveenough added revenue to cover the costs –and enough added expenses to deduct tohelp offset the higher tax obligations,” theowner said.


“More considerationsneed making thanscheduling issues.”


OFFICESWORLDWIDE

FT. LAUDERDALE(Invoicing/Contracting Address)

1120 NW 51st CourtFt. Lauderdale, FL 33309 USA

Tel: +1 (954) 377-0320Fax: +1 (954) 377-0300

CHARLOTTE

17718 King’s Point Dr., Ste. ACornelius, NC 28031 USA

Tel: +1 (704) 990-7090Fax: +1 (704) 990-7094

SÃO PAULO

AV Copacabana 177-Alphaville06453-041-São Paulo-Brazil

Tel: +55 (11) 3588-0311

LONDON

Conway House - CranfieldMK43 0FQ - United Kingdom

Tel: +44 (1234) 817-770

2007 Gulfstream G150s/n 227

2003 G200

s/n 202191992 Learjet 31A

s/n 56

B R O KE R AG E | AC Q U I S I T I O N S | SA L E S | M A N AG E M E N T

Visit our website: www.scross.comEmail: [email protected]

www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

GLOBALLY INTIMATE.

ALSO AVAILABLE:1993 Learjet 35A, s/n 674

ALLOBGL

E.TY INTIMAATLLY

O KB R

w

G E E R AK | Q U I S I T I OC A

ebsiteVisit our w: acsaEmailviatisAAvsoom/SCr.c.twitterwww

O N S | A L E S S | M A N A

:e o.csos.scrww.w wom.cssoes@scral

on soom/SCr.cokoebac.fww w

E N TG E MA

omviationsAAv

FFICESOEWIDORLDW

ALEERDUD. LAFTs)esddrtracting Aonoicing/Cv(In

ourtt C1120 NW 51sA, FL 33309 USedalt. LauderF

el: +1 (954) 377-0320TTex: +1 (954) 377-0300aF

ETTOCHARL

. Ate., St Drr17718 King’s PoinA, NC 28031 USeliusornC

el: +1 (704) 990-7090TTex: +1 (704) 990-7094aF

ÃS

VAAV064

el:TTe

OLAU PÃO

evillopacabana 177-AlphaC-Brazilo453-041-São Paul

: +55 (11) 3588-0311

OONDL

y awonCMK43 0F

el: +44 TTe

ON

dHouse - CranfieldomQ - United KingF

(1234) 817-770

Southern Cross April 19/03/2013 15:01 Page 1

MORE WAYS TO SKIN THIS CATOf course, this is just one fairly commonapproach to offsetting aircraft costs with air-craft revenue generation. A more-common,and in some ways simpler approach is to putthe airplane wholly in the hands of an aircraftmanagement operation and become a clientwho - as it happens - sometimes gets to char-ter the owned aircraft.

Many an operator creates a separate entityor sub-corporation to own the airplane andcontract with the aircraft management compa-ny. Then all the revenue is income, the loanpayments and insurance are expenses, and thecharter costs are fully deductible. Even whenit’s the owned airplane being chartered.

“Some operators do this as a way toreduce their main company’s liability expo-sure – as well as to generate an end-of-yearprofit on their asset,” our accountantexplained. “But that means the airplane is nolonger under your control – and it’s flying alot more than it would otherwise.”

Then 100-hour inspections and mainte-nance and upkeep are, usually by contract,expenses the management firm carries. Thisform of arrangement may also mean that theaircraft owner can’t count on always flyingtheir own aircraft on their own charter flights.If, for example, the owner’s aircraft is alreadyscheduled to go on another flight when theowner calls to book a flight the chartering air-craft management firm works on supplyingalternative lift.

THE DIY APPROACHThe least-desirable, perhaps riskiest approachis for an owner to try self-chartering the air-plane. “The opportunity to run afoul the FARsis enormous here,” explained an aviationattorney who had recently represented anoperator investigated for supplying chartersoff-the-books. “The guy didn’t have a Part 135certificate, the pilots weren’t commerciallyrated to fly for-hire, and the operator didn’tseem to understand that he couldn’t simplyfly the airplane with others on board and getpaid by them ‘under the table’ but ‘on thebooks’ for tax purposes.

“He also didn’t seem to understand thehigher maintenance requirements… fortunate-ly, the case wasn’t strong and it went away -the guy avoided the worst that couldhappen.”

But he came close, according to the attor-ney, who also warned that “there are numer-ous people with ‘theories’ about what theysay the FARs mean - but when the rubber hitsthe runway it’s the FAA’s interpretations thatcount.”

Ways to run afoul of he FARs includedissues of control, as well as lack of approvals,operating manuals, maintenance manuals,

crew training requirements – all of which fac-tor in operating a commercial charter flightbusiness. “And when an owner/operator triesto slip income into the equation while alsoclaiming to fly under Part 91, the potential fora damaging outcome runs high. The FAAtakes that kind of violation extremely serious-ly, and the penalties can have an impact foryears beyond the actual event.”

The free take-away advice of this attorneyis clear. “Don’t try to play the system basedon some other operator’s message or claimsthat he knows someone that is doing this ‘just

fine and making lots of money’ without everhaving an issue with the FAA. Do it rightfrom the start; work with a legitimate charterpartner, aircraft management firm or a lawyerwho knows what hoops you need to jumpthrough… It’s cheaper and easier in the longrun. And you just may make the money youneed to keep the airplane affordable.”

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




AVIATION SOLUTIONS AS GLOBAL AS YOUR BUSINESS.

For more aircraft listings, visit SojournAviation.com or call 316.733.6500.

Capitalize on a world of opportunity with Sojourn Aviation. Our acquisition, sales and consulting services – as well as a broad selection of aircraft – will guide you to the ideal solution. We can also help you fi nance your acquisition at terms that fi t your needs. And our international distribution network gives you broader exposure whether you’re buying or selling. No matter where your travels lead, we’ll be with you from start to fi nish.

2004 Hawker 800XP$3,950,000

2000 Gulfstream GV$21,000,000

2000 Citation XCall for Pricing

2008 Gulfstream G550Call for Pricing

VIATION SOLUTIONS AS GLOBAL AS YOUR BUSINESS.

n Aviation. Our acquisition, sales and consulting services – asu to the ideal solution. We can also help you finance your

ou broader exposurerom start to fi nish.

2000 Citation X 2000 Gulfstream GV 2004 Hawker 800XP 2010 Challenger 300

Sojourn Aviation April_Layout 1 19/03/2013 15:03 Page 1

t this year’s Heli-Expo in LasVegas, record attendees andmore than 230 sales, orders andLetters of Intent reflect an activemarket. In this column we will

review the current climate of the Helicopterindustry and update our readers on 2012‘New’ and ‘Pre-Owned’ transactions andmarket conditions.

NEW TURBINE/PISTON HELISThe Heli-Expo mood was upbeat and busythis year as the OEMs were very active, anddisplayed reasons to be optimistic. NewTurbine and Piston Helicopter Shipments andBillings were reported for the first time byGAMA in February for the year 2012, com-pared to 2011, and are shown in Table A (topright).

In total, both shipments and billingsincreased by 21.5% and 21% respectively inthe year-over-year comparison. The single-engine turbine market showed the highestpercentage growth (23.3%). However, all seg-ments enjoyed double-digit growthpercentages.

Interestingly, Robinson HelicopterCompany had the largest civil shipments at517 (turbine and piston), followed closely byEurocopter at 475, and Bell (a distant thirdwith 247 total shipments). While this is allvery favorable for the helicopter industry,GAMA’s report did not include new ship-ments and billings from AgustaWestland, MDand Sikorsky’s from the turbine market, norSchweizer in the piston market.

Another observation concerns Robinson’ssuccessful introduction of the R66 - its firstturbine-engined model. A five-place helicop-ter with increased reserve power, increasedaltitude performance, and a large baggagecompartment as compared to its predecessor(the R44), FAA certification for the R66 wasreceived in October 2010. In 2012 there were191 new R66 shipments which led all ‘New’turbine helicopter shipments, and was onlythree units fewer than the 194 shipments ofthe new R44 Raven II piston powered helicop-ter. These two models were the market-lead-ers with the most shipments of all the OEM

models delivered in 2012 as reported byGAMA.

PRE-OWNED TURBINE/PISTON HELISTable B (above) shows the Pre-Owned world-wide trends for December 2012 and YTD com-parison of 2012 to 2011. The ‘For-Sale’ marketfor Turbine and Piston helicopters finished2012 with the exact same percentage (6.1%).However, the number of turbine helicopters‘For Sale’ were at 1,145, doubling the numberof piston helicopters ‘For Sale’ at 571.Reviewing the number of Full Retail SaleTransactions in 2012 compared to 2011, boththe turbine and piston markets declined. Thepre-owned turbine helicopter market declined

by -1.2% (there was an increase of 7.3% in theaverage asking prices), and the pre-ownedpiston helicopter market saw a decline of -6.1% in Full Retail Sale Transactions, and-0.9% in average asking prices. Both the pre-owned turbine and piston helicopter marketsremained on the market for a longer period ofdays before they sold in 2012 compared to2011.

FULL SALE TRANSACTIONS BY MONTHThe Year-to-Date analysis shows that overallthe Pre-Owned turbine helicopter marketdeclined by -1.2% in Full Retail SaleTransactions from 2012, compared to 2011.Examining each month, only February had no

Helicopter MarketContinues To Grow

by Michael Chase & Marj Rose


JETNET >>KNOW MORE

A

22011 22012 CCHANGE PPiston 268 328 22.4% SSingle-Engine Turbine 407 502 23.3% MMulti-Engine Turbine 184 214 16.3% TTotal Shipments 8859 11,044 221.5% TTotal Bil l ings $$2.8B $$3.4B 221.0%

Year-End Shipments of Civil Helicopters Manufactured Worldwide

DDECEMBER HHelicopters

TTurbine PPiston For Sale 1,145 571 % of Fleet For Sale 2012 6.1% 6.1% % of Fleet For Sale 2011 6.6% 6.1% Change - % For Sale ((-0.5) pt Same

JJANUARY to DECEMBER 2012 Full Sale Transactions 1,287 931 Average Days on Market 433 350 Avg. Asking Prices - $USD mil $1.411 $226

JJANUARY to DECEMBER 2012 vs 2011 (YTD) % Change - Sale Transactions --1.2% --6.1% Change - Avg. Days on Market 23 37 % Change - Avg. Asking Prices 7.3% --0.9%

Source: JETNET iQ

Worldwide ‘Pre-Owned’ Helicopter Trends

TABLE A

TABLE BSource: GAMA

Source: JETNET iQ

JetNet April13_PAMA interview November06 19/03/2013 15:27 Page 1

JETNET >>KNOW MORE

change. However, six months showedincreases in 2012 month-over-month (vs2011), and five months showed decreases (seeChart A (right)).

The Year-to-Date analysis shows that over-all the Pre-owned piston helicopter marketdeclined by -6.1% in Full Retail SaleTransactions from 2012 compared with 2011.Examining each month, only four months(January, May, September and October)showed increases in 2012 month-over-month,compared against 2011 (Chart B, right).

WORLDWIDE CIVIL HELICOPTERMARKET BY CONTINENT – 2012As illustrated in Chart C (right), at year-end2012 there were 18,228 turbine helicoptersand 8,969 piston helicopters in operation.North America’s New and Pre-ownedTurbine helicopters market accounts for 44%of all the Turbine helicopters and 41% of allthe Piston helicopters in operation. (Here,North America includes Canada and Mexico.)Next, Europe accounted for 23% of theWorldwide total of Turbine helicopters and25% of the Piston helicopters.

Incidentally, there are more Piston helicop-ters in Australia/Oceania (1,372) than thereare turbine helicopters – 1,080.

SUMMARY2012 was a success for our industry in manyways, and as we have shared with you in thisarticle, the Pre-Owned Helicopter market con-tinues to be very active. Now that 2013 is hereand there is renewed optimism, we hope thistrend for the Pre-Owned market, along withimprovements in the world economy willcontinue to push more new helicopter pur-chases. For now, it continues to be a seller’smarket environment, with Pre-OwnedHelicopter ‘For Sale’ inventories running ataround 6.1% of the worldwide fleet.

❯ For more information: • Michael Chase is president ofChase & Associates, and can becontacted at 1628 SnowmassPlace, Lewisville, TX 75077; Tel: 214-226-9882; Web: www.mdchase.com• Marj Rose is president ofMarketLift, Inc. and can be con-tacted at P.O. Box 595036Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com

• JETNET can be contacted at101 First Street, Utica, NY13501; Tel: 800-400-2298; Web: www.jetnet.com or www.avdatainc.com * You can now follow JETNET on Twitter at www.twitter.com /JETNETLLC

6 7

-7

-21-12 -15 -18 -16

311

28

1,2871,303-1.2%

2011 Jan Feb

2May July Aug Oct Nov 2012

0

YTD Change by Month

Full Retail Sale Transactions

Source: JETNET; Whole and Lease Transactions; Analysis and Presentation by Chase & Associates

Mar Apr Jun Sep Dec Total

CHART A - YEAR TO DATE ANALYSISPRE-OWNED TURBINE HELICOPTERS

4 7

-10

-19

-11 -8

-26

12

931991-6.1%

2011 Jan

39

May

July

Sept Oct

Nov

2012

YTD Change by Month

Full Retail Sale Transactions

Source: JETNET; Whole and Lease Transactions; Analysis and Presentation by Chase & Associates

-60

-26

-2Feb Aug Dec TotalJuneMarch April

-20

CHART B - YEAR TO DATE ANALYSISPRE-OWNED TURBINE HELICOPTERS

North America US,Canada & Mexico

Turbine 8,020

Piston 3,655

South America Turbine 1,814Piston 764

AfricaTurbine 812 Piston 524

Europe

Turbine 4,124 Piston 2,213

Asia (includes Middle East )

Turbine 2,378 Piston 441

Australia/Oceania Turbine 1,080 Piston 1,37 2

Worldwide *

Turbine 18,228 Piston 8,969

Source: JETNET/AvData Star Report – Based at; Presentation and Analysis by Chase & Associates

* In operation wholly owned / Leased

(excludes fractional and shared aircraft)

CHART C - WORLDWIDE CIVIL HELICOPTER MARKET BY CONTINENT - 2012


JetNet April13_PAMA interview November06 19/03/2013 11:28 Page 2


ver the past ten years, webelieve that the GulfstreamG550 has reigned supreme atthe top of the Business Aviationpyramid. With the recent intro-

duction and delivery of its successor the G650,however, the fate of Gulfstream’s G550 comesinto question even as demand remains robust,with deliveries lifting off Savannah’s airportdaily. “The king is dead, long live the king”?

As we prepare for ABACE2013 inShanghai during April, the success of theG550 and the Asia-Pacific region appear tohave run parallel. Over the past decade, theAsia-Pacific region has emerged to play anincreasingly important role in the global econ-omy, and nowhere has this vital leadershiprole been more pronounced as in the BusinessAviation sector. When the G550 went into pro-duction (coincidentally 10 years ago) it setnew benchmarks within the Business Aviationindustry which today still stand.

The seemingly timeless G550 has enjoyedsuch a substantial, largely unchallenged run.Most models fade out long before the ten-yearmark as newer technology aircraft nip at theirheels - even Gulfstream’s prior industry lead-ers (the GV and the time-tested GIV and GIV-SP) never quite made it past the ten-year mark

without requiring significant updates anddesign alterations. The significance of theG550’s commercial endurance is even morenoteworthy when considered in the context ofthe macro-environment of the last severalyears. Even in the grip of the worst globalfinancial meltdown in 80 years, the G550 has-n’t missed a beat in sales or popularity.

As a matter of fact, much of this post-financial ‘tsunami’ success is attributable tothe emergence of demand in Asia-Pacific,most notably from China, which not onlyhelped Gulfstream’s G550 weather the stormbut by some economists’ calculations wasinstrumental in helping the world economyescape a Depression.

Growth in the Pacific Rim rebounded morestrongly in 2010 and 2011 than any other geo-graphic region. From smartphones to businessaircraft, strong demand from Asia, and partic-ularly China was instrumental in keeping afragile world economy from severe collapse.

RETAINED DEMANDThe G550 and other large cabin jets saw ahuge downturn in 2009, but almost as quicklyas these markets plunged they rebounded.2010 and 2011 proved to be fruitful periods forsales of G550s with very scarce pre-owned

inventories and mostly stable prices—espe-cially for delivery positions.

Up until very recently and to the amaze-ment of many industry pundits who had fore-cast a flood of used G550s hitting the marketin early 2012, the king remains untouched,with demand as brisk as ever last year. In fact,pre-owned G550 sales eclipsed all other com-petitors over the course of 2012, and invento-ries of G550s confounded the critics whocalled for “skyrocketing inventories”. The pre-vailing theme was that the G550, both pre-owned and new, represented exceptionalvalue in the marketplace, handsomely sup-ported by the sales data that appeared toleave all other high-end aircraft in the dust. Inthe fourth quarter of 2012, four G550s tradedwhen most competitors showed few, or notrades.

The G550s enduring recent success is inex-tricably linked to the rise of Asia, specificallyChina. The characteristics of the Chinesebuyer are unique in Business Aviation, largelydue to the impressive explosion of massivewealth creation that defies comparison in themodern day world. This sudden, yet exceed-ingly powerful wealth effect precipitated theneed (and desire) for business aircraft forpowerful first-time owners of corporations,

Has The King Been Dethroned?

G550: THE KING IS DEAD?

O

Assessing the state of the Gulfstream G550 market in 2013.by Andrew C. Bradley

Andrew Bradley_Gil WolinNov06 19/03/2013 10:23 Page 1

government officials and heads of state, alongwith ultra-wealthy private individuals. Theprevailing theme among all OEMs regardingChina and other Asian countries remains thesame: They want new, large-cabin jets - andGulfstream is very much in demand.

The numbers are staggering. Nearly 75%of the 300+ business jets sold into China overthe past few years were large cabin jets.Gulfstream’s G550 paved the way, outsellingcompetitors by nearly five-to-one and com-manding nearly two thirds overall market-share in China. Last year, twenty-three G550swere added to China’s young fleet duringwhat clearly represented a slowdown inChina from the fevered pitch of 2011. Thegrowth in business jets exceeded 40% for 2012with large cabin jets up nearly 90%.Gulfstream and its G550 all but dominate thisregion.

TRICKLE-DOWN EFFECTWith regard to the unique characteristics ofthe Asian market, I can vividly remember inearly 2010 inquiries from Chinese buyers whowould only consider a new G550. When theorder backlog with Gulfstream started toswell due to this demand, buyers relented andloosened their requirement for “new”, reach-ing across to “nearly-new” G550s (1-2 yearsold with less than 500 hours operating time).To these buyers, a 2005 model G550 with 1,500hours might as well have been a 1980s vin-tage-era GIII with 11,000 hours.

Slowly as inventory of late-models driedup, those views again relaxed slightly, albeitbegrudgingly – and so did the requirementfor a Gulfstream as other OEMs made theirinroads. The G550s and G450s had significant-ly saturated demand in China and Asia,however.

THE KING IS DEAD?The two most pressing questions over the pastyear have centered on the expected flood ofG550s that never came to market, and the‘cannibalization’ of the existing G550s salesfrom prospects, many of whom plan to moveup to the G650.

Both concerns have proven inaccurate. As

already outlined above, the “flood” of G550snever materialized last year; with inventoriesgoing so far as to contract by over 50% mid-year 2012 while many other large cabin jetsstagnated or doubled in supply.

Part of the reason for the initial concernwas the inaccurate, yet widely-held belief thatthe majority of the G650 order book was com-prised of current G550 owners. As a matter offact, many of the initial G650 deliveries slatedfor this year have gone to Bombardier opera-tors, and all-told nearly 60% of Gulfstream’sG650 order book is comprised of currentBombardier operators.

There has now been a nearly 100% rise inGlobal XRS, Global 5000, Falcon 7X, and G450aircraft inventory over the past twelve monthsand a near-50% increase in inventory for“classic” Global Expresses that have seenprices drop nearly 25% over the past sixmonths. Slowly, but surely, some G550s haveindeed trickled onto the market - but thus farthe anticipated torrent has not materialized,and frankly any G550 inventory growth in thepast quarter or two appears to be driven moreby a dearth of buyers in any market segmentrather than the expected G650 delivery effect.It will eventually take hold but the effect hasbeen delayed.

The debate about G650 cannibalization ofG550s has not been truly answered yet. It’ssimply too early to know and there’s notenough data to anticipate the extent ofclient/mission overlap. I would argue thestringent “non-assignability” clauses imple-mented to prevent G650 positions being bid-up before they deliver; the large price deltabetween the two models; and the four-yearwait for a new position should collectivelyconspire to minimize cannibalization of G550sales for the time being.

It may very well emerge that G650 salesspur sales of more G550s. Gulfstream canoffer a prospective client a new G550 as inter-im lift until their G650 delivers in four years’time. Further, in a time of extreme financialconstraints and shareholder focus, a $10 mil-lion or $15 million premium is a large stretchto gain added cabin space, increased speed,slightly newer technology and 250 nautical

miles additional range. And once used G650shit the market, that delta could swell to $20million between a new G550 and ‘nearly-new’G650. These days, flight departments mustrationalize every dollar spent.

HUNGER SATISFIED?Getting back to Asia’s—particularly China’s—appetite for the G550 model, 2012 proved tobe a challenging year as many Asian coun-tries’ pace of economic expansion dropped offsignificantly. China’s GDP slowed from nearly10% annually in 2010 to around 7% last year,and many economists peg the unofficialgrowth number below 7%.

While struggling western economies envysuch numbers, for China this represented asignificant setback and sparked some fears ofa bubble collapse. Sales of Gulfstream inChina duly lagged last year, especially G550s,but recent data out of China this month sug-gest a recovery in economic growth may bebrewing. Almost simultaneously with thesereports, I’ve personally watched re-emerginginterest from the Pacific Rim.

While sales of G550s hit a speed bump inChina during 2012, sales of the model pickedup significantly in the United States – true tes-timony to the diversity of the model.

Today, early model G550s can now be pur-chased for around $30 million, with late-model G550s trading just above $40 million.In my opinion, nothing else at these price lev-els can compete. So while today’s reigningking may be on the verge of ceding the throneto the next generation G650, right now, theG550 remains regal, undiminished and farfrom dead.❯ Andrew C. Bradley is seniorvice president, Global Sales &Acquisitions at AvjetCorporation, an internationalprovider of aircraft charter andmanagement solutions. Thecompany is headquartered inBurbank, California, and main-tains a global presence inWashington D.C., Seoul, Dubai, Abu Dhabi, Moscowand other locations around the globe. To learn moreabout the company, visit www.avjet.com

LARGE CABIN INVENTORY – 12 MONTH TRENDS

XXRS GG5000 GGEX 77X GGV GG450 BBBJ GG550 Mar 12 9 8 17 7 13 8 15 16 10 8 16 8 16 9 16 15 11 8 17 9 18 9 16 13 14 10 18 9 17 10 18 11 14 11 18 11 17 10 17 10 Aug 12 14 12 18 11 17 10 19 11 15 15 19 10 18 11 19 9 14 19 21 13 18 12 16 7 16 18 23 13 20 12 14 7 Dec 12 17 19 23 12 20 15 16 14 17 17 21 14 19 15 16 14 19 19 24 12 19 16 16 18 Mar 13 19 21 25 14 20 17 16 19

0

5

10

15

20

25

30

March2012

Aug.2012

Dec.2012

March2013

LARGE CABIN INVENTORY - 12 MONTH TRENDS

SOURCE - JETNET


G550: THE KING IS DEAD?

XRS

G5000

GEX

7X

GV

G450

BBJ

G550

Andrew Bradley_Gil WolinNov06 19/03/2013 15:21 Page 2

DEDICATED TO HELPING BUSINESS ACHIEVE ITS HIGHEST GOALS.

Thursday, February 28AirFlite

Long Beach, CA

Thursday, June 6Panorama Flying

ServiceWhite Plains, NY

Thursday, July 11TAC Air

Denver, CO

Thursday, September 12Landmark Aviation

Chicago/Waukegan, IL

2013 BUSINESS AVIATION

rEGIONAL fOrUmS

Static Display, Exhibits and Education Sessions – One Day Only, In Your Backyard!

www.nbaa.org/forums

NBAA FORUMS/WORLD AIRCRAFT SALES.indd 1 12/18/12 12:34 PM

Listed. Sold.Aircraft Sales, Acquisitions, Consulting, Leasing

AT JETBLACK AVIATION

Exclusive Listings cutting edge

SARASOTA 941.201.1211 | LOS ANGELES [email protected]

www.jetblackaviation.com

JetBlack April 19/03/2013 15:11 Page 1

TUESDAY, MAY 21; WEDNESDAY, MAY 22;& THURSDAY, MAY 23, 2013Palexpo and Geneva International AirportGeneva, Switzerland

BUSINESS AVIATION ––MAKING THE DIFFERENCE

IN EUROPENearly 500 Exhibits • 60 Aircraft on Static Display • Over 12,000 Attendees

www.ebace.aero


Tel: +34 (0) 618 637 666Email: [email protected]

www.aeromarformula.com

S/N: 9016. Reg: EC-KVU. EU-OPS1, Part 21,and Eurocontrol. Airworthiness ReviewCertificate issued by ES.MG.070.RA.001,next due December 04th 2012. TAG AviationEspaña has capability to issue the ARC ofany Bombardier Global Express. Aircraft notinvolved in operational incidents or majorrepairs. Honeywell Primus 2000 6-Tube.Triple IC-800 Integrated Avionics Computers.Triple NZ-2000 FMS. DL-950 Data Loader.

SELLER MOTIVATED

Bombardier Global Express MAKE OFFER

S/N: 9208. Reg: EC-XXX. TTAF: 1,750.50Date of Completion: June 2007, TTSN:1.758:50 Hrs, Landings: 731, Fresh 1A; 2A;1C; 2C & 4C (May 2012), Both ETSN:1.758:50 Hrs, Both ECSN: 731 Cy. RollsRoyce Corporate Care Enrolled, APU TSN:1.769 Hrs, CSN: 1.735 Cycles, HoneywellMSP Enrolled, Fresh 500 hrs. inspection(May 2012) Thales-Sextant Head-Up DisplaySystem, Bombardier 2nd gen. EnhancedVision System as per SB 700-34-002/700-34,Six exterior video cameras connected toAirshow Securaplane 500 Option

SELLER MOTIVATED

Bombardier Express XRS MAKE OFFER

S/N: 158. Low timed aircraft in the market.Latest G100 manufactured. Dedicatedmaintenance programs Engines & APU.Honeywell 5-tube EFIS. Full dual & tripleCollins Avionics. 8 passengers immaculatefactory interior. Iridium ICS 200 Satcom.Carefully maintained by Jet AviationHannover. RVSM & MNPS Compliant.EASA EU Ops1 Certified

SELLER MOTIVATED

2006 Gulfstream G-100 MAKE OFFER

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

Not just a tug.

It’s a .8800 Series

THE WORLD’S FINEST

Business Jets, Turboprops and Helicopters

www.AvBuyer.com

for sale at

and lots more...

P123_JMesingerNov06 20/03/2013 13:28 Page 1

JETNET has released January 2013 results forthe pre-owned business jet, business turbo-prop, and helicopter markets. Highlighted inthe table (opposite) are the ‘For Sale’ world-wide trends across all aircraft marketsegments.

Comparing January 2013 to January 2012all market sector percentages of fleet ‘For Sale’were down in the January comparisons, ex-cept piston helicopters. Business turbopropsmoved still lower, well below the 10% mark,clearly moving it into a seller’s market. Busi-ness jets are the only market sector showinggreater than a 10% ‘For Sale’ percentage.

In January 2013:• The business jet sector decreased by

1.8% - only the second time since January 2009 that it showed a decline in full retail sale transactions (Chart A).

• The business turboprop sector was the only one to show an increase (5.7%) in January 2013 compared to 2012 (Chart B).

• Compared to January 2012, Turbine Helicopter full retail sale transactions fell from 100 to 67, or 33%. This is the lowest number of transactions since January 2007 (Chart C).

• Full Retail Sale Transactions for piston helicopters also showed its largest decline since 2007 in the number of transactions, to 51 (Chart D).

WORLDWIDE TRENDS Business Aircraft Helicopters

JANUARY

13.2%

13.7%

(-0.5) pt

7.9%

9.3%

(-1.4) pt

6.1%

6.4%

(-0.3) pt

6.1%

6.0%

(0.1) pt

Jets Turbos Turbine Piston

Fleet % For Sale 2013

Fleet % For Sale 2012

% Change For Sale


Market Indicators

▼

JETNET View

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

Foley ViewBusiness jets seem to get all the headlines.After all, they accounted for close to $18 bil-lion of the $22 billion total value of GA deliv-eries last year. By contrast, civil rotorcraftcame in a distant second contributing $3 bil-lion. Fixed-wing turboprops and pistonsmade up the remaining sliver.

“This may lead some to conclude that hel-icopters are less significant than business jetsin the overall scheme of things,” noted avia-

tion analyst Brian Foley. “That is, until theytake the defense component of the rotorcraftmarket into consideration. By adding thevalue of military helicopters, a diversifica-tion that corporate jets by and large don’thave, the yearly delivery value of rotorcraftis comparable to business jets. From this per-spective, helicopters are just as economicallyrelevant.

“With business jets there are really only

two primary buyers; corporations and indi-viduals. Civil rotorcraft share that same cus-tomer base, but with the added benefit ofother buyer segments such as EmergencyMedical Services (EMS), police, utility, Searchand Rescue (SAR) and offshore oil-and-gas.As a bonus to manufacturers, the same heli-copter platform that’s used as a heavilyarmed scout for the Army can be cross-mar-keted to the civil side in EMS configuration.”

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

CHART A - JANUARY TRANSACTIONS CHART B - JANUARY TRANSACTIONS

CHART C - JANUARY TRANSACTIONS CHART D - JANUARY TRANSACTIONS

MarketIndicators Feb13_Layout 1 19/03/2013 15:12 Page 1



Market Indicators 2

▼

JP Morgan View

ARGUS View

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

TRAQPak data shows that February 2013flight activity levels decreased from January,finishing the month down 2.3% overall. Theresults by operational category were mostlynegative with the exception of fractional ac-tivity (up 0.8%) over January. Aircraft cate-gory results were also negative for the monthwith the exception of large cabin aircraft

posting the only month-over-month increase,up 2.8%.

Reviewing year-over-year activity (Febru-ary 2013 vs. February 2012), TRAQPak dataindicates an overall decrease of 4.4%. Adjust-ing the total to account for the 2012 leap-year, TRAQPak saw an overall decrease of1.0%.

Results by operational category weremostly negative for the period with the ex-ception of Part 135 activity which posted ayear-over-year increase of 5.5%. Looking atthe activity by aircraft category, the turbo-prop segment posted the largest year-over-year decrease, down 9.3%.

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

JP Morgan reports mixed data points so farfrom 2012 Q4 earnings. Demand remainsdepressed, but there have been a fewbright spots in Q4 results and 2013 guid-ance. ERJ guided to 25-30 large aircraft de-liveries this year, representing solidimprovement off a slightly better than ex-pected end to 2012. Bombardier’s Q4 book-to-bill of 1.13x (excluding VistaJet) wasanother positive sign, and JP Morgan ex-pected more colour with Q4 earnings.

Not all Q4 news has been positive. Gulf-stream’s backlog declined, and Cessna re-sults were largely in line, while a pick-upin Cessna’s deliveries this year is depend-ent upon the pace of orders. Used marketdevelopments were mixed, flight opsgrowth remains anaemic, and JP Morgancharacterizes overall commentary as cau-tious, although it still sees potential for a

pick-up in orders this year (which, com-bined with deliveries of new aircraft types,could make 2014 the first year of materialdelivery growth since 2008.)

Used inventories fell 20 bps in January2013. Used inventory of in-productionmodels was 10.3%, showing some improve-ment but remaining within the 10.2-10.8%range exhibited throughout 2012. Heavy jetinventories fell 30 bps (a welcome develop-ment after the sharp upward trend exhib-ited in 2H12). Bombardier Challenger 600smay be starting to look better, while inven-tories of Globals remain near their highs.Medium jets rose 30 bps and Light jets fell40 bps. “Toddler and pre-K” fleet invento-ries (0-5 years) fell 20 bps to an estimated7.7% in December – high, but also the firstdecline since April 2012.

Average asking price declined 2.7% in

January 2013. After signs of stabilization in2012, used prices continue to trend down,dropping below $10m on average, a newlow in this cycle after remaining in themid-$10m range for much of last year.Year-over-Year, average asking prices fell9%. Heavy jet prices fell 4.2% sequentiallyand Light jet prices fell 0.5%, whileMedium jet prices held up, with a 0.6%gain.

US flight ops were flattish in December2012 after showing signs of modest im-provement in October and November. Forall of 2012, US flight ops grew less than 1%.Sustained improvement should require amore definitive pick-up in activity. Euro-pean flight ops remain under pressure,starting off the year with a 2.6% year-over-year decline in January 2013 following a3.4% decline for all of 2012.

MONTH-OVER-MONTH RESULTS

OPERATIONAL CATEGORIES AIRCRAFT CATEGORIES

• Fractional 0.8%

• Part 91 1.7%

• Part 135 4.5%

UP

DOWN

• Large Cabin 2.8%

UP

DOWN

• Turboprops 5.3%

• Small Cabin 1.9%

• Mid-size 1.5%

YEAR-OVER-YEAR RESULTS

OPERATIONAL CATEGORIES AIRCRAFT CATEGORIES

• Part 135 5.5%

• Part 91 8.0%

• Fractional 10.4%

UP

DOWN

• Large Cabin 2.4%

UP

DOWN

• Turboprops 9.3%

• Small Cabin 1.7%

• Mid-size 4.1%


Heliasset_FullPage-205x270_WAS0313_print.pdf 1 19/03/13 14:56


Market Indicators 3

FAA View

The recently released Honeywell deliveriesforecast of new civilian-use helicopters in-creases from 4,900 to 5,600 over the five-year period, 2013 to 2017, and showsimproved purchase plans for new helicop-ters in every region of the world. Overallpurchase plans for new helicopters for thisthree-year timeframe are 35 percent higherthan last year’s survey.

Global five-year demand for new tur-bine-powered helicopters is split almost 50-50 between the Americas and the rest of theworld. Latin America and Asia continue tohave the highest fleet replacement and ex-pansion expectations among the regions.

Drivers for new purchase expectationswere aircraft age and condition, contractualrequirements, change in operational re-quirements, expiring warranties, and regu-lations requiring Twin engines. LightSingle-Engine helicopters continue to be themost popular product class for five-year

fleet replacement and expansion. The mostfrequently mentioned light-single modelswere Eurocopter EC130/AS350 series, Bell407 and Robinson R66.

Intermediate/Medium Twin-Engine heli-copters tied for the second most popularproduct class mentioned for purchase dur-ing the next five years, holding roughly thesame market share as in the 2012 Outlook.The Light Twin-Engine helicopter class alsogarnered 25 percent total operator purchaseplans in the 2013 survey. Overall, HeavyMulti-Engine helicopters declined slightlyfrom 2012 levels. This class of helicoptertypically garners a small share of overallpurchase plans due to the cost and special-ized nature of the aircraft.

The vast majority of global civil helicop-ter mentions were concentrated in productsmanufactured by three OEMs includingEurocopter, Bell Helicopter andAgustaWestland.

.

Market Indicators - April 2013 / More from www.honeywell.com

Market Indicators - April 2013 / More from www.FAA.gov

Honeywell View

The FAA General Aviation activity forecastsspans the years between 2013 and 2033, andsome of its findings indicate that the activeGA fleet is projected to increase at an averageannual rate of 0.5 percent over the 21-yearforecast period, growing from an estimated220,670 in 2012 to 246,375 aircraft by 2033.

The more expensive and sophisticated tur-bine-powered fleet (including rotorcraft) isprojected to grow at an average of 2.8 per-cent a year over the forecast period, with theturbine jet portion increasing at 3.5 percent a

year, reaching a total of 24,620 by 2033.The number of active piston-powered air-

craft (including rotorcraft) is projected to de-crease from the 2010 total of 159,007 to146,615 through 2028, with declines in bothsingle and multi-engine fixed-wing aircraft,but with the smaller category of piston-pow-ered rotorcraft growing. Beyond 2028, newdeliveries are expected to exceed retirements,and so active piston-powered aircraft shouldincrease to 148,660 by 2033.

Hours flown by turbine aircraft (including

rotorcraft) are forecast to increase 3.3 percentyearly over the forecast period, comparedwith a slight decline of 0.2 percent for piston-powered aircraft. Jet aircraft are forecast toaccount for most of the increase, with hoursflown increasing at an average annual rate of4.3 percent over the forecast period. Thelarge increases in jet hours result mainlyfrom the increasing size of the business jetfleet, along with a measured recovery inutilization rates from recession inducedrecord lows.

WINGX View

Market Indicators - April 2013 / More from www.wingx-advance.com

According to WINGX’s latest monthly Busi-ness Aviation Monitor, European BusinessAviation flight departures in February 2013declined 0.1% year-on-year (YOY) markingthe 11th consecutive monthly YOY declineand extending the sector’s double dip reces-sion since 2011. However, the decline wassmaller than in previous months, and interms of hours flown, February showed a

YOY improvement in activity. The majornegative was France, where demand fell 4%YOY. The positive elements came from ex-ceptional growth in Ukraine and Turkey,strong growth in Scandinavia, and solidgrowth in Germany and the UK, comparedto February 2012.

Ultra Long Range jets extended their runof 14 consecutive months of YOY growth in

activity - notably, charter flights which grew19% YOY.

Comparing Europe to the US with onemonth’s hindsight, WINGX illustrates theformer’s January 1.4% decline and the lat-ter´s 1.7% growth in terms of much betterperformance in the VLJ, super-mid andsuper-light jet segments in the US.


BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI —MAKE PLANS TO

BE THERE

� MORE THAN 150 EXHIBITORS � OVER 6,500 ATTENDEES

� OVER 30 AIRCRAFT ON STATIC DISPLAY

� REPRESENTATION BY ALL MAJOR AIRCRAFT MANUFACTURERS

� EDUCATION SESSIONS FOCUSING ON SAFETY AND OWNING,

OPERATING AND MAINTAINING BUSINESS AIRCRAFT

� PARTICIPATION BY HIGH-LEVEL GOVERNMENT OFFICIALS FROM FROM CHINA AND THE U.S.

Shanghai Hongqiao International Airport atShanghai Hawker Pacific Business Aviation Service Centre

In Partnership With Shanghai Airport Authority (SAA) and Co-hosted by NBAA, the Asian Business Aviation Association (AsBAA) and the Shanghai Exhibition Centre (SEC)

WWW.ABACE.AERO


AgustaWestland has appointedRotortrade Services Pte Ltd., as its exclusivedistributor for used Helicopters Worldwide,further expanding the range of distributor-ship agreements AgustaWestland has inplace globally. Headquartered in Singapore,Rotortrade Services is a global helicopterbrokerage, working closely with all the majormanufacturers and vendors, and specializingsolely in helicopters./ More from www.agustawestland.com

Cessna’s New Citation Sovereign, rolledoff the production line last month. The air-craft, announced at the National BusinessAviation Association show in Orlando lastyear, is one of six new Cessna aircraftexpected to hit the market this year. TheCitation Sovereign has been in service since2004, featuring one of the longest cabinsfor its class and has a typical seating con-figuration for nine passengers. Type certifi-cation and entry into service for the NewCitation Sovereign is slated for the thirdquarter 2013./ More from www.cessna.com

DAHER-SOCATA’s 2013 version of itsTBM 850 Elite was unveiled recently forcustomers in the United States. Comparedto last year’s model, a cockpit enhancementinvolving the integration of L-3 Avionics’ Tril-ogy ESI-2000 Electronic Standby Instru-ment (ESI) replaces the previouselectro-mechanical instrument version. Theadvanced solid-state Trilogy ESI-2000 hasan internal battery and easy-to-read 4 X 3-inch active matrix liquid crystal display. Addi-tional safety options in the Elite package area GPS-linked emergency locator transmit-ter, and a pulsed light system that alter-nately flashes the landing, taxi andrecognition lights 45 times-per-minute toincrease the aircraft’s visibility./ More from www.tbm850.com

Flying Colours Corp continues to bol-ster its position in the Asian market. SinceABACE 2012 it has delivered a further fourBombardier Challenger 850s to the regionand has a further five of the same model inthe pipeline with completion and delivery toChina planned within the next twelvemonths. In addition, the company has com-pleted two major refurbishments of GlobalExpress models for Chinese-based clientsin the last year. By year-end Flying Colours ▼

The first flight of theground breaking Das-sault Falcon 2000 busi-ness jet took place inMarch 1993 in Bordeaux-Mérignac (France). Sinceits certification, Dassaulthas delivered nearly 500Falcon 2000s worldwideand the global fleet hasachieved close to twomillion flying hours,making it one of theworld’s most popularand widely used busi-

ness jets in operation.The original Falcon

2000 was the first busi-ness jet in the world tobe designed using a fullydigital mock-up, itsrange was a perfect fitfor the U.S. ‘coast-to-coast’ market. Since theoriginal design, therehave been six versionsof the Falcon 2000, in-cluding the 2000LXS in-troduced last October,which inherits the same

qualities as its siblings,including outstandingperformance and effi-ciency, cutting edgetechnology and excep-tional flexibility.

According to Das-sault, no other aircraft inthe 4,000nm range seg-ment can offer the samecombination of airportperformance, cabin sizeand efficiency./ More information fromwww.dassaultfalcon.com

FALCON 2000 ANNIVERSARY20 YEARS AND SIX VERSIONS ALONG THE ROAD...

NEWS IN BRIEF

will have delivered a total of 15 Challenger850s to China. All of the aircraft headed forChina were delivered to corporate owners orprivate high-net-worth individuals who haveplaced them with members of the growingAsia-based aircraft management fraternity./ More from www.flyingcolourscorp.com

Global Aerospace announced lastmonth that its cumulative financial invest-ment in aviation safety programs since2010 now totals more than $1.5 million. Thecompany has long been a leading player inthe insurance industry in supporting aviationsafety initiatives - many funded on behalf ofits clients as well as for the aviation industryat large. The company’s financial investmentand educational support of aviation safety isadministered primarily through two pro-grams - the Vista Elite Program for qualify-ing Global Aerospace customers and theSM4 Safety Program, offered to the entireaviation community./ More from www.global-aero.com

BizAv Round-Up 04.13

BusAviationNewsApril12_Layout 1 19/03/2013 15:09 Page 1

VISIT THE JETNET EXHIBIT AT THE ABACE CONVENTION, APRIL 16-18 IN SHANGHAI, CHINA, BOOTH #H214

[ unearth ]

The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com

]unearth[

VISI ABAT THE XHIBIT AEEXETNETIT THE J

viatorld Leader in AThe WWo

SN, APRIL 16-18 INTIONENVVEOCECA

tion Market Intelligence | 800.553.863

#H214BOOTHA, NNAHICGHAI, NHAS

jetnet.com38 | +1.315.797.4420 |

JetNet April_Layout 1 19/03/2013 15:24 Page 1

Pilatus Aircraft has added Million AirHouston and Grand Rapids, Micigan-basedNorthern Air to its roster of authorized serv-ice facilities for the PC-12 business turbo-prop. Million Air Houston will operate as aSatellite Service Center under the sales andservice region managed by Tempus AircraftSales and Service./ More from www.pilatus-aircraft.com

The Jet Collection is stretching itswings with office openings in Dallas, Tampaand San Francisco, with more openingsplanned (including several abroad). The JetCollection’s Dallas office will be headed upby J. Michael Zabkar, Jr., a seasoned Busi-ness Aviation executive. David Stone will runthe Tampa office, and will focus on helicop-ter sales, as well as corporate jets and tur-boprops. The San Francisco office will beled by Bruce Shinneman./ More from www.thejetcollection.com

Tastefully Yours has launched a rangeof Short-Flight Catering Boxes in responseto the changing demands of executive pas-sengers and crew. The new service offerslighter fare and smaller servings that requireno onboard preparation or reheating, andthat can be served in a single, specificallydesigned box. Each menu choice has beenplanned by award winning Atlanta ChefDominique Fallings in conjunction with theTastefully Yours dedicated in-housenutritionist Heather Hibben./ More from www.ty-catering.com


Gulfstream’s G650 recently set anothercity-pair speed record, this time betweenMelbourne and Abu Dhabi, becoming theflagship aircraft’s sixth potential record thisyear. Carrying five crew and two passengersthe G650 landed 13 hours and 5 minuteslater at Abu Dhabi Al Bateen Executive Air-port. The G650 cruised at an average speedof Mach 0.87 for the 6,329nm flight./ More from www.gulfstream.com

Heli-Expo closed last month with recordnumbers of attendees, exhibit space and ex-hibitors, according to Helicopter AssociationInternational. There were 736 exhibitors, oc-cupying nearly one million square feet at theLas Vegas Convention Center. Heli-Expo2013 also saw 20,105 attendees walkthrough the doors, marking the sixth con-secutive year of growth in attendance./ More from www.rotor.com

Jet Support Services, Inc. (JSSI) will conduct the annual Aircraft EducationSeminar for business aircraft during the42nd National Aircraft Finance Associa-tion’s (NAFA) Conference (April 24-26) inMiami, Florida. JSSI will provide an in-depthlook at critical maintenance issues for bothairframe and engines and how they directlyaffect valuation. The program will includetopics such as hard-time verses on-condi-tion, low-utilization inspections, chapter fiveand customized maintenance inspectionprograms. Potential problems caused by lowutilization will be identified, and the types ofcorrosion found on airframes and enginesas a result. Louis C. Seno will preside overthe seminar./ More from www.nafa.aero

Marshall Aerospace and DefenceGroup – recently announced the acquisitionof 100% of the share capital of FlairJet Ltd,the London Oxford Airport-based aircraftmanagement and charter company. Effectiveimmediately, FlairJet will become part of theGroup’s newly formed Aviation Services busi-ness unit and will continue to be led by Man-aging Director and founder, David Fletcher./ More from www.marshalladg.com or www.flair-jet.com

▼

Nextant Aerospace hasmarked the delivery of itsfirst aircraft into theSwiss market, and itsthird into Europe. The air-craft will be operated byTAG Aviation. Since itslaunch in 2007, the Nex-tant Aerospace valueproposition has provenhugely attractive to themarket and the companyhas secured sales ofover $100 million sincelate 2011. It currently hasa sales backlog valued inexcess of $175 million.

The Nextant 400XTboasts an impressive

2,003 nautical mile (3,709km) range, which meanscustomers can fly fromGeneva to nearly any-where in Europe or NorthAfrica without refueling.With brand new engines,avionics, wiring, interiorsand improved aerody-namics, the aircraft sellsfor roughly half the priceof comparative new air-craft with 30% loweroperating costs.

The remanufacturingprocess for the Nextant400XT results in a funda-mentally new aircraft at aprice point closer to that

of a pre-owned aircraft,creating the pre-eminentvalue proposition for pur-chasers of light jets. Cus-tomers have control ofthe interior completion oftheir 400XT, and are ableto visit Nextant’s state-of-the-art design centerto collaborate on everydetail. Nextant also offersa two-year, full aircraftwarranty on the 400XTthat is assured to behonored by its constantlyexpanding global productsupport network./ More information from www.nextantaerospace.com

NEXTANT 400XT FOR SWITZERLANDTAG AVIATION TO OPERATE REMANUFACTURED AIRPLANE

BizAv Round-Up 2

DAVID FLETCHER,FLAIRJET



Jeffrey Carrithers - president and CEO of Globalair.com hasbeen appointed to the board of the Kentucky Institute for Aero-space Education (KIAE). The KIAE program caters to high-schoolstudents who wish to pursue careers in the aviation industry.

Guillaume Faury – replaces Lutz Bertling as CEO ofEurocopter. Faury joins Eurocopter from Peugeot S.A., where he hasserved as executive vice president for Research & Development.Bertling is joining Bombardier’s rail car division as CEO and will bebased in Germany.

Craig Fuller - AOPA President has notified the Board of Trusteesof his intent to step down from his position and from the board. Heplans to remain in his current role until a successor is ready to as-sume the position.

BizAv Arrivals & Events 3

BizAv Events 2013

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

Steve Jones - takes on a broader role at Marshall Aerospace asthe newly-appointed managing director of a new all-encompassingAviation Services unit which brings together the management ofCambridge Airport, Business Aviation and the newly-launched ‘onecall, one team’ JETability business.

Philippe Liénard - has been elected chairman, Central EuropeanPrivate Aviation for 2013. Liénard, who took up the position in March,continues the annual rotation of the chairmanship, with BrendanLodge of JetBrokers Europe staying on as deputy chairman.

Colin Mahoney - has succeeded Greg Churchill, as execu-tive vice president, International and Service Solutions, at RockwellCollins. Churchill retired at the end of March after more than 30years of service with the company. Mahoney, 47, joined RockwellCollins in 1987. A native of the United Kingdom, he previouslyserved as vice president of sales, marketing and support inCommercial Systems.

Jason Weiss – is the new vice president of operations at Flexjet.Weiss replaces David Gross, who is retiring after 13 years in therole.

Sandy Wirtz – NBAA’s director of seminars retired last month.NBAA has not yet named her successor.

Steve Zinda – has been promoted to the position of vice presi-dent, Sales, Marketing & Customer Service at Quest Aircraft.

GuillaumeFaury

NARA SPRING MEETING Apr 3 - 5 Amelia Island, FL, USA / www.nara-dealers.comNBAA: EMERGENCY RESPONSE PLANNING WORKSHOP Apr 8 - 9 Montreal, Canada / www.nbaa.org AIRCRAFT INTERIORS EXPO Apr 9 – 11 Hamburg, Germany / www.reedexpo.co.uk SUN ‘N FUN FLY-IN Apr 9 – 14 Lakeland, FL, USA / www.sun-n-fun.orgNBAA: BUSINESS AVIATION SAFETY SEMINAR Apr 10 – 11 Montreal, Canada / www.nbaa.orgBALTIC BUSINESS AVIATION Apr 11 Tallinn, Estonia / www.aeropodium.comSINGAPORE PRIVATE A/C CONFERENCE & EXPO Apr 16 - 17 Singapore / www.miuevents.comBOMBARDIER SAFETY STANDDOWN Apr 15 Shanghai, China / www.safetystanddown.comABACE: ASIAN BUSINESS AVIATION CONF. & EX. Apr 16 – 18 Shanghai, China / www.abace.aeroAEROEXPO 2013 Apr 18 – 20 Toluca, Mexico / www.aeroexpo.com.mxNAFA: (NATIONAL AIRCRAFT FINANCE ASSOC. CONFERENCE Apr 24 - 26 Miami Beach, FL, USA / www.nafa.aeroAERO FRIEDRICHSHAFEN Apr 24 – 27 Friedrichshafen, Germany / www.aero-expo.com.deAEA (AIRCRAFT ELECTRONICS ASSOCIATION MEETING) Apr 29 - 30 Munich, Germany / www.aea.netNBAA: MAINTENANCE MANAGEMENT CONFERENCE Apr 30 – May 2 Fort Worth, TX, USA / www.nbaa.orgNBAA: BUSINESS AVIATION TAXES SEMINAR May 3 Washington, DC, USA / www.nbaa.orgREG AIRLINE ASSOC., CONVENTION & TRADE SHOW May 6 - 9 Montreal, Canada / www.raa.org EUROPEAN HELICOPTER SHOW May 9 – 11 Hradec Kralove, Czech Republic / www.eurohelishow.comEXPLORING AIRCRAFT OPERATING COSTS SEMINAR May 14 - 15 Dallas, TX, USA / www.conklindd.comHELIRUSSIA 2013 May 16 – 18 Crocus Expo Moscow, Russia / www.helirussia.ruEBACE: (EUROPEAN BUSINESS AVIATION CONVENTION) May 21 – 23 Geneva, Switzerland / www.nbaa.org/www.ebace.aero AIRCRAFT REPOSSESSION CONFERENCE May 31 London, UK / www.aeropodium.comAEROEXPO UK May 31 – Jun 2 Sywell, Northants, UK / www.expo.aero/ukNBAA: BUSINESS AVIATION REGIONAL FORUM Jun 6 White Plains, NY, USA / www.nbaa.org

PhilippeLiénard

ColinMahoney

SteveJones

COMPARE AIRCRAFT FOR SALE USING OUR

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


Serial Number: 5129Airframe TT: 1920Landings: 682

• One owner since new• Always operated privately• Maintained by Gulfstream since new• Very low times and cycles

Engine TypeBMW ROLLS-ROYCE ENGINES BR710C4-11. Serial Numbers 15360 and 15361

LEFT RIGHTTime Since New 1920 1920Time to overhaul On Condition On ConditionAvionicsHoneywell Planeview Avionics Suite Four Honeywell DU-1310 Flat Panel UnitsTwo Honeywell DC-884 Display controllersOne Honeywell DP-884 Display BrightnessPanel

One Honeywell Visual Guidance SystemThree Honeywell MAU-913 Modular AvionicsUnits

Three Honeywell AZ-200 Air Data ModulesOne Honeywell WU-880 Weather RadarThree Honeywell IR-500 LASEREF VThree Honeywell AV-900 Audio PanelsOne Honeywell GP-500 Flight Guidance PanelThree Honeywell MC-850 Multi FunctionControl Display UnitsOne Honeywell MT-860 Third Nav/ComCabinet

Two Honeywell RT-300 Radio AltimetersOne L3 Cockpit Voice Recorder

One L3 Flight Data Recorder (88 parameters)Two Davtron Digital ClocksAdditional EquipmentEnhanced Sound ProofingFull FANS 1 / A Complient 3 external camera systemCert F (Basic) + CPDLCEASA OPS 1 / Part 135 readyAirshow 4000InteriorCabin Layout: Fwd Cabin: Four Single Club SeatsMid Cabin: Four Pax Conference Group,opposite a Credenza

Aft Cabin: Two Berthable Four Place Divanswith Aft Cabin veneer bulkhead

Galley and Lavatory: Aft Galley. Aft LavatoryThis 16 passenger, Part-135 compliant interiorfeatures a Forward Crew rest area and crewlavatory and an Aft service galley and galleyannex The forward cabin has 4 singleexecutive chairs with integral headrests andfootrests. The mid cabin area features a Fourplace Conference group (with berthable doublebed) opposite a cherry wood credenza. Behinda veneer bulkhead, the aft cabin has two fourplace divans both of which are berthable,providing for a private sleeping area. The aftand mid cabin areas meet the requirements forPart-135 compliance. The passenger lavatoryis aft.ExteriorThe exterior was completely stripped andrepainted in February 2013 and is overall

White with Burgundy and Silver stripes alongthe fuselage and tail. A protective Tefloncoating has been applied.

SHOWCASE

2007 Gulfstream G550


Jet Alliance International2 Rue Honoré Labande

98000 Monaco

Tel: +377 93 25 36 03Fax: +377 93 50 02 90www.jetallianceinternational.com

Make Offer

Jet Alliance International April 20/03/2013 10:59 Page 1

SHOWCASE

Serial Number: 140Registration: N140FJAirframe TT: 6628.7Landings: 3078

Engines & APUGarrett TFE 731-5BR-1CEngines enrolled on MSP Gold with DEEC’s

Engine 1: Engine 2: Engine 3:S/N: P101218 P101222 P101220Hours: 6508 5938 6508Cycles 2998 2736 2998APUGarrett GTCP 36-150F S/N: P257Hours: 3370 TTMSPAvionicsAutopilot Dual Honeywell SPZ-8000 IFCSComm Triple Collins VHF22C with 8.33

spacingNavs Dual Collins VIR 32 with FM immunityADF Dual Collins ADF 60DME Dual Collins DME 42Transponder Dual Collins TDR 94D w/mode S &

Enhanced Flight IDHF Dual King KHF 953 with SELCALEFIS Honeywell EDZ 820 5 tubeIRS Triple Honeywell LASEREF IIRAD ALT Honeywell RT-300WX Radar Collins WXR 870 w/2 RCU’sTAWS Allied Signal MK V w/Windshear &

Terrain Display Phone Dual Line Aircell Access Iridium

Satphone TCAS Collins TTR-920 w/Change 7

FDR Fairchild F-800CVR Universal CVR-30AFMS Dual Honeywell NZ 2000 with 5.0

softwareData Loader DL-950ELT Airtex C406-1GPS Dual 12 ChannelWiFi GoGo High Speed InternetInterior/ExteriorInterior refurbished – Completion Date: April 2013A 14 passenger interior features a forward fourplace club, mid cabin four place conference groupwith Hi/Lo table w/extension opposite thecredenza with a kibitzer, and aft dual three placeberthable divans with a privacy bulkhead. Forwardgalley with bulkhead pocket door, a forward andaft lavatory. The interior was refurbished with newsoft goods, wood veneer, and plating, as well as anew single cup coffee maker. In addition, newMCCI switch panels. A state-of-the-artentertainment system includes a 17” HD monitorin the aft cabin and 17” HD monitor in theforward cabin, with a Blue Ray DVD/CD player foreach monitor, new speakers and amplifiers, iPoddocking station, and audio switches, Airshow 400Moving Map System. New up wash, down wash,lav indirect, and galley LED Lighting. The iCABINin-flight entertainment and cabin managementsystem allows you to simultaneously streammovies to up to 16 iPads. A new dual line AircellAccess Iridium satellite phone system with GoGohigh speed internet installed to help you get moredone in the sky. Exterior paint is in like new condition, repainted byStandard Aero SPI


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

1995 Falcon 900B

Florida Jet Falcon 900B April 19/03/2013 15:50 Page 1

SHOWCASE

Serial Number: 196Registration: N56CLAirframe TT: 6758.6Landings: 6157

Engines & APU3D ENGINES: TFE 731-3D-1C W/DEEC ENGINES ENROLLED ON MSP GOLDAvionics• COLLINS APS 85 AUTOPILOT• COLLINS EFIS 86 SYSTEM 5 TUBE• DUAL UNS 1K PLUS• COLLINS TCAS II W/ CHANGE 7 W/ FLT EH ID• DUAL COLLINS RTU 4200 SERIES RADIOTUNING UNITS

• HONEYWELL MK V EHGPWS• XM WEATHER PROVISIONS FOR COCKPIT• DUAL HONEYWELL KHF950 SYSTEMS• COLLINS TWR 850 WEATHER RADAR WITHDUAL CONTROL

• DUAL COLLINS VHF 22 COMMS 8.33 SPACING• DUAL VIR 32 NAVS FM IMMUNITY• DUAL ADF 60A ADF• DUAL COLLINS DME 42• DUAL AHC 85 AHRS• GLOBAL AFIS SYSTEM WITH SATCOM UNIT• HONEYWELL LASERTRAK INS WITH CDI• COLLINS ALT 55B RADAR ALTIMETER• ARTEX 406 ELT W/ NAV INTERFACE• FREDRICKSON SELCAL UNIT• FAIRCHILD A100A CVR• FAIRCHILD F1000FDR• RVSM COMPLIANTExteriorBY STANDARD AERO, SPRINGFIELD, IL.

OVERALL – MATTERHORN WHITE TRIM –RED BARON, BLACK DEVORE RECOGNITIONLIGHTS (UPPER & LOWER)InteriorBY STANDARD AERO, SPRINGFIELD, IL.THIS ABSOLUTELY GORGEOUS ANDMETICULOUSLY MAINTAINED FALCON 50 SN196 HAS A DESIGNER INSPIRED INTERIORIN EARTH TONE COLORS AND A CUSTOMPAINT SCHEME. CUSTOM FABRICS, SUPPLEBEIGE LEATHER UPHOLSTERED CHAIRS,AND DARK HIGH GLOSS CABINETRYCOMPLIMENT THE 9 PASSENGEREXECUTIVE INTERIOR WITH THE FOLLOWINGFEATURES: • EMS WI-FI WIRELESS NETWORK SYSTEM• iPOD DOCKING STATION• AIRSHOW 4000 PASSENGER INFORMATIONSYSTEM

• HONEYWELL CABIN MANAGEMENT ANDENTERTAINMENT SYSTEM

• ONE 15” MONITOR AND FOUR 8.4” MONITORS • TWO DVD PLAYERS• ONE 10 DISC CD PLAYER• HONEYWELL PRONTO CABINENTERTAINMENT REMOTE

• EMS HIGH SPEED DATA 4 CHANNELSATCOM SYSTEM

• AIRCELL AXXESS IRIDIUM PHONE SYSTEMW/2 HANDSETS

• LED READING AND WASH LIGHTING SYSTEMOwnership HistorySONY CORPORATION. SHELL OILCORPORATION. SEM GROUP. JET SALES OFFLORIDA, INC. AIH II, LLC.


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406


Falcon 50-3D

Florida Jet Falcon 50-3D March 19/03/2013 15:54 Page 1

SHOWCASE


Northern Air, Inc.Mark Serbenski

Gerald R. Ford International Airport5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 262 4953 Tel: +1 616.336 4737Cell: +1 616 648 2656Fax: +1 616 988 [email protected]

Serial Number: 550-1134Registration: N412BTAirframe TT: 4091Landings: 3319

EnginesLeft Engine 3885Right Engine 3885Both engines 0 since overhaul at Pratt

Avionics• Honeywell Primus 1000 Integrated FlightDirector & Autopilot System• 3-tube 8x7” EFIS• Dual 196B Comm radios with 8.33 Capabilities• Dual Nav• ADF• Dual RMI• Dual Mode S Transponders• Dual DME• Universal UNS1 L FMS• Honeywell TCAS II• Honeywell Mark VIII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency Locator Transmitter• Cockpit Voice Recorder• N1 Computer Indicator• Radio Altimeter

ExteriorOverall Snow White with Black Metallic, Silver PlatMet

InteriorFire-blocked Seven passenger executive interiorin a center club configuration with an aft beltedseat for an eighth passenger. Left and Rightexecutive tables with Sienna leather inlays in thecenter club. Seating is finished in Willow leatherwith Mink lower sidewalls, and finished TopazKayawood gloss laminate.

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

2006 Citation Bravo

Northern Air N412ET December 19/03/2013 16:26 Page 1

SHOWCASE


Northern Air, Inc.Mark Serbenski

Gerald R. Ford International Airport5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 262 4953 Tel: +1 616.336 4737Cell: +1 616 648 2656Fax: +1 616 988 [email protected]

• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 2408Landings: 1949

• Extended Range Fuel• Fresh A-D check at Bombardier Wichita

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 1907 / Right Engine 1899 MSPGold

Avionics• Honeywell Primus 1000 IntegratedFlight

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

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

• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

2008 Learjet 40XR

Northern Air N959RP February 19/03/2013 16:29 Page 1

SHOWCASE

Serial Number: 5172Registration: N777YGAirframe TT: 5150Landings: 2965

EnginesGE CF34-3AIJSSI Coverage - proratedEngine 1 (S/N: 807221)5140 TTSN. 2955 CyclesEngine 2 (S/N: 807220)5140 TTSN. 2955 CyclesAPUGarrett GTCP36 - 100E5570 Hours SNEW100% JSSI CoverageAPU Maintenance PlanExteriorWhite over light sand with tan, taupe and maroonaccent stripesNew paint 2007Shows rating 9 out of 10InteriorHigh gloss Burlwood accents with Mother ofPearl inserts

Gray leather headliners/sidewalls, mirrorbulkheads and bright gold fixtures

Comfortable seating for ten (10) passengers plusjumpseat in an executive interior featuring:• One (1) four (4) place divan completed inearthtone fabrics

• Six (6) single club chairs upholstered inoverstuffed light gray leather

Divan pulls out into bed

Storage under divan for two (2) life raftsEntertainment system• Airshow 400• Dual 18” flat screen monitor• Two (2) remote monitors• Stereo• CD / DVD playerForward galley with:• Convection / Microwave oven• China storage• Hot water plus hot cup• Coffee makerAvionicsHoneywell SPZ-8000 EFISDual Collins VHF 22B Comms (8.33 MHZspacing)

Dual Collins ADF 462Dual digital air data computersDual Honeywell 12 channel GPSHoneywell MCS 300 SatcomHoneywell EDZ 5 tube EFIS/MFDSelcalHoneywell TCZ 810/Change 7 TCASTriple Honeywell Lasertrak III LRNAV’sHoneywell Lasertrak (NDU)Additional EquipmentLong range fuel tankThrust reversersSteer-by-wireCockpit refuelling panelIncreased gross weight modRemote engine oilRemote nose door activated switchingSAT/COM - Triple handset with Fax wiringExternal logo lights


DMB Aviation Associates, LLC Tel: 1-702-592-2843Fax: 1-928-649-0373Email: [email protected]

1995 Challenger 601-3R

Priced to Sell Now - $3,495,000 or make offer

DMB Aviation March 19/03/2013 16:34 Page 1

SHOWCASE

Serial Number: 750-0167Registration: N721VTAirframe TT: 1,775Engine Cycles: 1,491

1,775 hours total time! Maintained exclusivelyat the Wichita Citation Service Center.Two owners, the original owner sold it fourmonths after taking delivery.Excellent condition inside and out.Always hangared, no damage history.

ExteriorMatterhorn White with Artic Blue, Titanium andNordic Gray Stripes

Equipment• Dual four-place club seating in Heron Gray,Townsend Leather, and Quilted Walnut, woodveneer cabinetry.

• Magnastar C-2000 Digital Telephonewith cockpit handset and headsetinterface panel

• Espresso machine• Sheepskin cockpit seat slipcovers• Extended range oxygen• Airshow 400 with cockpit controller, cabinaudio briefing option, and swing down LCDcockpit headliner monitor

• Dual DVD unit with remote control, and four(4) 5.6 inch plug-in monitors

• Interchangeable microwave oven and shelves• Sliding door cockpit divider• Locking fuel caps

Avionics• Honeywell Primus 2000 with 5-tube EFIS• Honeywell CD-810 FMS• Honeywell LASEREF IV Inertial Nav System• Honeywell GN-SSU GPS Receiver• Dual Honeywell HF with SELCAL• Honeywell RNZ-850 Nav/VOR, ILS, G/S, DME• Honeywell RCZ-833E Integrated Com• Honeywell CD-850 Clearance Delivery Unit• Angle-of-Attack Indicator/Indexer• Honeywell Satellite Com System (Global)• Honeywell TCAS 2000 RT-941• Honeywell EGPWS• Primus 880 Color Radar• Honeywell Radar Altimeter• RVSM / TAWS-B Certified• DL-900 Data Loader• Honeywell AZ-840 Air Data Computer• Sundstrand FDR (provisions)• Litton ELT• Airshow Cockpit Control

Call for price

2001 Cessna Citation X


Hangar Ten Aircraft Sales1001 NW Lou Holland Drive,Kansas City, Missouri 64116

Charles B. Wheeler Downtown Airport (KMKC)

Contact: Larry PeetTel: +1 816-949-8811Fax: +1 603-828-8522E-mail: [email protected]

Hangar 10 April 19/03/2013 16:36 Page 1

SHOWCASE


AvionicsHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMS SystemHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

InteriorSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd.1441 Aviation Park NE, 2nd Floor,

Box 560, Calgary, Alberta, T2E 8M7

Tel: (403) 291 9027Fax: (403) 637 [email protected]

Cessna Citation Ultras

John Hopkinson Ultras April 19/03/2013 16:39 Page 1

SHOWCASE


CHUCK COLLINS & ASSOCIATES, INC.Premier Jet Complex * McClellan-Palomar Airport,

2100 Palomar Airport Road,Suite 214 Carlsbad, California 92011

Tel: +1 760-929-0302Cell: +1 760-420-7400Email: [email protected]://www.chuckcollinsassociates.com

2003 Gulfstream G 400Serial Number: 1504Registration: N902LAirframe TT: 3,220.4Landings: 1,381

EnginesEng #1: 3.220.4 since New. 18 since Midlife-Jan. 2013Eng #2: 3,220.4 since New. 18 since Midlife-Jan. 2013AvionicsCollins Pro Line IV Avionics Suite with HoneywellSPZ 8400 Flight Control

System w/6-Tube EFIS system, Altitude Alert andPreselect, Dual Honeywell

AZ-810 Digital Air Data ComputerTriple Collins Pro Line IV VHF 422Communication Transceivers with 8.33 MHz

Dual Collins Pro Line IV VIR 432VOR/LOC/GLS/MKR Receivers w/FM immunity

Triple Honeywell FMZ-2000 FMS w/dual GPSand triple LaserRef II IRU

Dual Collins Pro Line IV TDR 94D XpdrDual Collins Pro Line IV ADF 462Dual Collins Pro Line IV DME-442Dual Honeywell HF-9000 HF SystemsDual Collins AA-300RadioAltimetersFairchild A-100 Cockpit Voice RecorderFairchild 1000 FDR Flight Data RecorderHoneywell Primus 880 Radar w/TurbulenceHoneywell MCS 7000 SATCOMHoneywell TCAS 2000 TCAS IIHoneywell HUD-2020 Heads Up DisplayAlliedSignal (AFIS)BF Goodrich ADI-335 Attitude IndicatorSATCOM MCS 7000

EVS Enhanced Visual SystemHoneywell Heads up Display

ExteriorOverall Matterhorn White with Gold, Orange andBlue with factory horizontal Stripes, Painted inOctober 2008 by Gulfstream Aerospace, Paint isExcellentInteriorGulfstream Aerospace best selling Executive 14passenger floor plan. This FAR Part 135fireblocked interior’s main cabin features forward4 place club, mid-cabin 4 place divan opposite 2captain chairs in club and aft 4- place conferencegroup with Hi/Lo table w/extension oppositecredenza. All oversized swiveling captain chairswere used in the club arrangements thorough outand are appointed in buckskin glove leather. The4 – place conference group is appointed withchamois leather chairs. The berthing 4 placedivan is finished in a designer walnut fabric. Thepilot and copilot seats are gray leather with graysheepskin.• Forward and aft Lavatories?• Large Aft Cabin Galley• Airshow w/personal monitors a Dual CoffeeMakers

• Two 17” Video monitors a Microwave Oven• Three 110 V electrical outlets a High TempConvection Oven

• Fax and Printer a Cold Storage Compartment• Jump Seat

The interior is exceptionally clean, in excellentcondition and shows as new with no defects

Chuck Collins Gulfstream G400 April 19/03/2013 16:41 Page 1

SHOWCASE

Serial Number: 351Registration: N351CKAirframe TT: 725

• Will be delivered with:• Fresh Annual Inspection• Propeller Overhauled• On Long Life Gear Program• Landing Gear Actuators Overhauled

EnginePratt & Whitney PT6A-66D (3,000 Hr. TBO)725 TTSNPropellerHartzell 4-Bladed. 725 TTSNAvionicsGarmin/KingNAV/COMM: Dual Garmin GNS-530s w/WAASAP/FD: King KFC-325 w/altitude preselectXPNDR: Garmin GTX-327 & GTX-330ALTIMETER: Dual AM 250 Encoding (RVSM)DME: King KN-63 w/output to EHSIR/ALT: King KRA-405BAUDIO: Garmin GMA-340EFIS: King EFS-40 TWO-TUBEGPS: Dual Garmin GNS-530s w/WAASRADAR: King RDR-2000 displayed on

GMX-200MFD: Garmin GMX-200 w/ChartviewTAS/TAWS: King KMH-880 displays on GMX-200S/SCOPE: WX-500 displayed on GMX-200Wx: Garmin GDL-69A XM Wx/Radio

FeaturesRVSM Data Package – Certified to FL 310Advanced Position and Traffic PackageElectric pitch and rudder trims on co-pilot yokePulse light anti-collision systemShadin ETM 700 Engine MonitorFull Co-Pilot InstrumentsFreon Air ConditioningJeppesen Chart view - Electronic Approach ChartsGaseous oxygen systemXM Satellite Entertainment Package Known IcingCo-pilot side map light & approach plate holderInteriorPlatinum EditionSix Leather Chairs in Beige LeatherAdjustable backrests & Folding ArmrestsFront and rear 24V DC power outletsUpper cabin panels in ultra-suedeLower cabin panels in in leatherWool carpetingIndividual fresh-air vents & reading lightsPilot and Co-pilot sunvisorsBose X ship-powered headset jacksBaggage compartment behind aft seats 220 lbs.Executive Writing Table and Storage CabinetExteriorOverall White Over Platinum Bottom withBurgundy and Metallic Gold Accent StripesMaintenanceAnnual Inspection Complied with March 2012 byImage Air

ControlsDual flight controlsElectrical pitch and rudder trims on pilot control wheelElevator, rudder, and aileronelectric trimElectrical pre-select flaps with integratedasymmetry detection system

2006 Daher Socata TBM 850


J.P. HanleyCorporate AirSearch Int'l Inc.

Palm Beach, South Florida

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

CAI Socata TBM 850 April 20/03/2013 11:01 Page 1

SHOWCASE

Serial Number: 550-0636Registration: N50NFAirframe TT: 6343Landings: 4898

AirframeCESCOM Fresh Phase 1-5 and 10 - July 2011

EnginesPratt & Whitney JT15D-4Eng. 1: 2659 SMOH 711 SHOTEng. 2: 2659 SMOH 711 SHOT

AvionicsSperry 3 tube EDS-603 3 Tube EFISSperry SPZ 500 AutopilotGlobal GNS XLS w/ GPSKGP 860 MFDHoneywell Primus 650 Color RadarDual Collins 32A Navs 8.33 SpacingDual Collins 22A CommsDual Collins TDR 90 TranspondersDual Collins ADF – 462Collins ALT-55BFlightphone Honeywell Mark VIII TAWS406 ELT

Additional FeaturesRVSMThrust ReverseFairchild A100 CVRAFT BaggageFreon Air ConditioningNo Damage HistoryGross Take Off Weight Increase

ExteriorOverall Matterhorn White with blue stripes. Newpaint in June 1997

InteriorInterior has seven passenger center clubconfiguration. Also included is a left hand deluxerefreshment center. Seat belted flushing potty.New leather seats and carpet 2009


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

TX 77061


1990 Citation II

Price Reduced

AeroSmith Penny February 19/03/2013 17:39 Page 1

For details contact:

Edward Veselyphone: 713-644-5100Email: [email protected]

Specifications Subject to Verification Upon Inspection

FEATURES: -3D ENGINES, RVSM, GTOW MOD, LEAD ACIDBATTERY, LIFE VESTS/RAFTS, EMBELLISHERMOD, EAR INSULATION PACKAGE, PART 91CERTIFICATION, FAIRCHILD FLIGHT DATARECORDER, UNIVERSAL 30 COCKPIT VOICERECORDER, UNIVERSAL TT-3000 AIRBORNE PHONE

MAINTENANCE: 2A, 4A, 2A+, 4A+ INSPECTIONS AUGUST 2012NOSE LANDING GEAR INSPECTION AUGUST 2012MAIN LANDING GEAR OVERHAUL DUE MAY 2019C CHECK JUNE 2008 BY DUNCAN AVIATION

EXTERIOR: DUNCAN AVIATION CUSTOM PAINT 2007.OVERALL WHITE WITH RED AND GOLD TRIM

INTERIOR: 10 PASSENGER EXECUTIVE SEATING REFURBISHED2005. 4 ERDA CAPTAIN’S CHAIRS IN CLUBCONFIGURATION FORWARD, AFT 6 PLACECONFERENCE AREA WITH TABLE. FORWARDPRIVATE LAVATORY. CUSTOM GALLEY. DVD/VHSPLAYERS, AIRSHOW MAPS, XM RADIO, BULKHEADMONITOR. LED LIGHTING. NEW CARPET 2007

AIRFRAME:11392 HOURS SINCE NEWLANDINGS: 7742 CAMP MAINTENANCE TRACKING PROGRAM

APU:HONEYWELL GTCP 36-100A

ENGINES:HONEYWELL TFE-731-3D-1CTIME SINCE NEW: 11134/11047/11187 HOURSTIME SINCE MPI: 413/216/216 HOURSJSSI ENGINE PROGRAM

1984 Falcon 50 S/N 138, N903CS

New York Washington DC Texas Georgia

AVIONICS:COLLINS PROLINE 21 FDSDUAL COLLINS NAV 4000DUAL COLLINS DME 4000DUAL COLLINS 4000 WAAS 12 CHANNEL GPSHONEYWELL LASEREF VDUAL COLLINS 618U HFCOLLINS WX 1000 STORMSCOPEHONEYWELL MARK V EGPWSFM IMMUNITYMNPSDUAL COLLINS FMS 6100DUAL COLLINS ADF 462

COLLINS TDR 950 TRANSPONDERDUAL COLLINS ADC 3000 AIR DATA COMPUTERAIRCELL ST-3100 SATCOMCOLLINS TWR 850 WEATHER RADARTCAS 40008.33 COMMSRNP 5/10

REMARKS:OWNER WILL CONSIDER TRADE FOR FALCON50EX,FALCON 900B/C OR FALCON 900EX.

OWNER FINANCING IS AVAILABLE FORQUALIFIED BUYERS.

Welsch Aviation Falcon 50 April 19/03/2013 17:40 Page 1

For details contact:

Edward Veselyphone: 713-644-5100Email: [email protected]

Specifications Subject to Verification Upon Inspection

FEATURES: FAIRCHILD F100A COCKPIT VOICE RECORDERLONG RANGE OXYGENDUAL ARTEX 406 ELT WITH NAV INTERFACETAIL LOGO LIGHT SYSTEMDUAL FUJITSU 5110 TABLETS WITH WSI-AV300LIFE RAFTSFAIRCHILD F1000 FLIGHT DATA RECORDERSINGLE WATER FIRE EXTINGUISHERMOTOROLA 9505 SATCOM IN COCKPIT

MAINTENANCE: 72 MONTH INSPECTION JULY 2012MIDLIFE INSPECTIONS DUE MARCH 2015

EXTERIOR: PAINT BY DUNCAN AVIATION DECEMBER 2002.OVERALL MATTERHORN WHITE WITH CHARCOALGREY AND TIBETAN GOLD STRIPES

INTERIOR: BEAUTIFUL 11 PASSENGER FIREBLOCKED EXECUTIVE INTERIOR TASTEFULLY REFURBISHED2012 IN TAN LEATHERS. 4 PLACE FORWARD CLUB,2 SINGLE CHAIRS MIDCABIN, AFT 3 PLACE DIVANOPPOSITE 2 SINGLE CHAIRS. FORWARD/AFT JUMPSEATS. FORWARD LAV AND GALLEY. FULL SIZED AFT LAV WITH CHANGING ROOM. GOLD PLATEDFIXTURES, WALNUT CABINETRY. AIRSHOW 400

AIRFRAME:6073 HOURS SINCE NEW2897 LANDINGS

ENGINES:TIME SINCE NEW: 5944/5944 HOURSTIME SINCE OVERHAUL: 1309/1309 HOURSCORE SINCE OVERHAUL: 652/652 HOURSCORE SINCE NEW: 2856/2856 HOURS

APU:GARRETT GTCP-36-100G5855 HOURS SINCE NEW418 HOURS SINCE HOT SECTION

1984 Gulfstream III S/N 450, N36DA

New York Washington DC Texas Georgia

AVIONICS:HONEYWELL EPIC FLIGHT DISPLAY SYSTEMDUAL COLLINS FD-109 FLIGHT DIRECTORSDUAL COLLINS VIR-32 NAVSCOLLINS VHF-20 COMMDUAL COLLINS DME-42DUAL MST-67A (ELS/EHS) TRANSPONDERSHONEYWELL WXR-880 RADARDUAL COLLINS ALT-55B RADAR ALTIMETERSDUAL UNIVERSAL UNS-1C+ FMSDUAL AXXESS SATCOM (2 HANDSETS)DUAL HONEYWELL AZ-800 AIR DATA COMPUTERSDUAL MOTOROLA SELCALRVSM, FM IMMUNITY, RNP 5/10, 8.33, MNPS

HONEYWELL PRIMUS EPIC EFISHONEYWELL MULTI-FUNCTION DISPLAYDUAL COLLINS VHF-21D COMMSDUAL COLLINS ADF-60LITTON LTN-72 IRS SYSTEMBENDIX/KING TCAS II WITH CHANGE 7HONEYWELL MARK-VII GPWS WITH RAASSPERRY SPZ-800 AUTOPILOT

REMARKS:HONEYWELL PRIMUS EPIC GLASS COCKPITQT STAGE III HUSH KITS (VAN NUYS CERTIFIED)GULFSTREAM COMPUTERIZED MAINTENANCEPART 135 CERTIFICATION/EXCELLENT RECORDS

Welsch Aviation GIII April 20/03/2013 16:37 Page 1


Marketplace

Evgeny TikhomirovPrice: Make offer

Year: 2011

S/N: 5838

Reg: OE-IDV

TTAF: 86

Location: Austria

BOMBARDIER COMPLETION. 86 Hours 48 Cycles. InService Date – March 2011. AVIONICS: Rockwell Collins ProLine 21 with four 10” x 12” LCD screens and integrated minucontrol. EFIS/IECAS with synoptic. Dual FMS 6000 withcoupled lateral and vertical nav & performance calculation.Integrated Flight Information System (IFIS). 3D Map andLong Range Cruise. Lightning Detection System (LDS).Enhanced Maps on MFD. 3rd Inertial ReferenceSystem. 2nd Radio Altimeter. Datalink with Iridium interface

Bombardier Challenger 605 Tel: +43 (0) 676 887 00845Email: [email protected]

European Skybus Ltd. Price: Please call

Year: 1995

S/N: 27425

Reg: N463AC

TTAF: 31,908

Location: United Kingdom

40 Passenger corporate interior. This aircraft has recentlyundergone a passenger to VIP conversion in October 2011 byEuropean Aviation. Refurbished to the highest standards, this 1995example is now available for sale or lease. The Cabin area is dividedinto two sections, the forward section is arranged into a ‘Club 4’configuration around 4 HI-LO folding tables, which can beconverted into 8 sleeping positions. The aft section of the cabin isconfigured with a further 24 forward facing lie flat business classseats.Contact: Stefan Kondak

Boeing 737 500 VIP Tel: +44 (0) 1202 581 111Email: [email protected]

European Skybus Ltd.Price: $4,250,000

Year: 1992

S/N: 24648

Reg: VPCAJ

TTAF: 35,418


40 Passenger corporate interior. This aircraft has recentlyundergone a passenger to VIP conversion in October 2010by European Aviation. Refurbished to the higheststandards, this 1992 example has been operated byourselves as a corporate aircraft and is now available forsale or lease. The Cabin area is divided into two sections,the forward section is arranged into a ‘Club 4’configuration around 4 HI-LO folding tables, which can beconverted into 8 sleeping positions.

Boeing 737 500 VIP Tel: +44 (0) 1202 581 111Email: [email protected]

SCI Asia LimitedPrice: Please call

Year: -

S/N: TBC

Reg: TBC

TTAF: TBC

Location: Asia

Boeing 737 Luxury VIP Private Jet available under 10 MillionUSD - Versatile Interior - 29 pax standard configuration -Superb Entertainment and Communications Facilities: incl. 2iPod docks & 4 40 - Flat TVs - Rockwell-Collins Air Show4000 - 4 Distinct seating areas & 1 8-person Conference Table- Spacious cabin & Massive storage - Fwd & Aft Galley - AftVIP Lav & Fwd Crew Lav - State of the Art Engineering - NewPersonalized Exterior Paint - Customization Available.More details: www.EdenJETglobal.com

Boeing 737 Tel: +852 39 75 29 59Email: [email protected]

www.EdenJETglobal.com

AvionMarPrice: $6.4M USD

Year: 2008

S/N: 560-5756

Reg: OE-GSP

TTAF: 2260

Location: Austria

1 owner, 1 operator since new. Airframe on ProParts,Engines & APU on JSSI Complete. 8+1 seats. Manyoptions including oven and Espresso maker. Financingoption possible in Europe. Please call for details +43 (0) 660 655 6370

Cessna Citation XLS Tel: +43 (0) 660 655 6370Email: [email protected]

P148-153 21/03/2013 13:18 Page 3


Leonard Hudson DrillingPrice: US $3,975,000

Year: 1995

S/N: 258273

Reg: N337WR

TTAF: 6615.3

Location: USA

Exceptional Hawker 800A "Built for the speed ofbusiness". Full true worldwide capability withNAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950w/SELCAL onboard Magnastar fax option, and galley. Allthis with a 2,600 nautical mile range, offered at US$3,375,000 or consider trades for Citation CJ1, CJ2, orBell 212, 412 or 407.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg:

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50%remaining. Both engines are fresh Pratt and Whitneyoverhauled. Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: Call for details

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Seven, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all seven.

BELL 212 (Seven Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace

SVV Lombrail Price: Please call

Year: 1991

S/N: UC-168

Reg: F-GVLC

TTAF:

Location: France

PUBLIC AUCTION ON THURSDAY 18 APRIL 2013 AT 12:10 AM.Airframe inspection and documentation on site 09:00 a.m to 12:00a.m. RAYTHEON AIRCRAFT 1900 C IN MEDEVACCONFIGURATION 4 stretchers installed. Technical documentationsavailagble since new. Airplane to be sold "AS IS, WHERE IS"Currently located LYON BRON AIRPORT FRANCE.Auction house : SVV LOMBRAIL TEUCQAM +33 (0) 143 97 13 24 - [email protected] technical information : Franck TESTARD +33(0) 686 558 626 - [email protected]

Beechcraft 1900C Tel: +33 (0) 143 971 324Email: [email protected]

P148-153 20/03/2013 14:51 Page 4


Marketplace

CAAD Inc.Price: $1,150,000 USD

Year: 1999

S/N: 208B0781

Reg: YN-CGS

TTAF: 20,419.65

Location: Nicaragua

For delivery in April 2013 with 0 SMOH engine and prop,Total cycles: 19,444, Configuration: PASSENGER,Aircraft status: OPERATIONAL, King IFR, A/P and FD,MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS+. EGPWS, Rosen Visors, 14 seats, Large Tires

Cessna Caravan 208B Tel: +1 (305) 593 9929Email: [email protected]

www.caadinc.com

CAAD Inc.Price: $1,100,000 USD

Year: 1997

S/N: 208B0607

Reg: YN-CGU

TTAF: 17,538.03

Location: Nicaragua

For delivery in April 2013 with 0 SMOH engine and prop,Cycles: 23,358, Configuration: PASSENGER, AircraftStatus: OPERATIONAL, King IFR, A/P and FD, MFD, APEIII, POD, A/C, P&W C. SB 1669 Blades, ADAS +.EGPWS, Rosen Visors, 14 seats, Large Tires

Cessna Caravan 208B Tel: +1 (305) 593 9929Email: [email protected]

www.caadinc.com

Aviation Advisors Int’l, Inc Price: Please Call

Year: 1992

S/N: 5121

Reg: N328AM

TTAF: 9,025

Location: USA

A "no excuses" airplane. With all major inspections justaccomplished. Fresh 6/12/24/60 /120 & 240 Monthinspection c/w in 2011. Fresh HSI on left engine.Fresh gear overhaul and interior refurbishment

Tel: +1 (941) 351 5400Email: [email protected]

Bombardier/Challenger 601-3A/ER

Aviation Advisors Int’l, IncPrice: Please Call

Year: 2006

S/N: 360

Reg: N874CA

TTAF: 1,542

Location: USA

Jet speeds with single engine turboprop economy. That is whatyou get with this superbly maintained TBM 850. Climb to 31,000in 5 minutes and fly 1585 NM in economy cruise. Slip into 2100foot strips. That is the versatility of this marvelous plane. Thepanel and maintenance history of this aircraft is proof ofexceptional pride of ownership. The panel includes the IHAS8000 TCAS/TAWS and the WX500 stormscope and RDR Radardisplayed on the KMD 850 MFD for utmost safety and comfort.Maintenance has been performed by the book and only byfactory authorized technicians.

Socata TBM 850 Tel: +1 (941) 351 5400Email: [email protected]

Aviation Advisors Int’l, Inc Price: Please Call

Year: 2004

S/N: 5033

Reg: VP-BNR

TTAF: 1448

Location: USA

Only 1448 hours,One owner since new,Certification Foxtrot "Basic" System upgrade,Recent 12,24 & 96 Month Inspections,72 Month Inspection c/w August 2010,18 passenger custom designer interior in like newcondition

Tel: +1 (941) 351 5400Email: [email protected]

Gulfstream G550

P148-153 20/03/2013 10:39 Page 5


Marketplace

BAS GmbHPrice: US$ 850.000

Year: 1993

S/N: LJ-1325

Reg: D-IHMV

TTAF: 3.505

Location: Stuttgart Germany

AC will be delivered with Engines enrolled on MOREProgram (HSI on Cond. TBO Interval 8.000 hrs); noDamage History, only one Owner since new; all timeshangared; 6 Yr Inspection of Gear and Propellersperformed Dec/2011; FMS Modification (Garmin/AvydineGPS/MFD); Maintenance done at German BeechcraftService Center

King Air C90B Tel: +49 (0) 7403 914 04 66Email: [email protected]

www.basjets.com

BAS GmbHPrice: US$ 2.130.000

Year: 2000

S/N: 550B-0916

Reg: N555BK

TTAF: 3.951

Location: Germany

Fresh Engine Overhaul (only 1 hr SMOH); Airframe andEngines on Power Advantage Program; No DamageHistory; only one Owner since new; all times hangared;Bravo Steps; EGPWS Mark VIII; TCAS II; Stormscope;UNS FMS with DTU, sliding Toilet Door, CVR, allmaintenance performed in Citation Service Center

Citation Bravo Tel: +49 (0) 7403 914 04 66Email: [email protected]

www.basjets.com

Wanda GrahamPrice: USD 95,000

Year: 1997

S/N: 18280269

Reg: N9696F

TTAF: 921

Location: USA, IL

921 HOURS TOTAL TIME SINCE NEW, COMPLETELOGBOOKS SINCE NEW, ALWAYS CESSNA SERVICECENTER MAINTAINED, TWO OWNER, NO DAMAGEHISTORY AIRCRAFT. 180 SPOH (2009) 3 BLADEMACCAULEY, 180 HOURS SINCE CRANK A.D. COMPLIEDWITH WITH NEW CRANKSHAFT, CAMSHAFT, RINGS ETC.(2009) 04/2013 ANNUAL -09/2014 IFRCERTIFICATION.FULL KING DIGITAL NAV-II PANEL, WITHDUAL KING KX-155A NAV/COMS, KMA 26 AUDIO PANELWITH 3 LMB AND FOUR PLACE STEREO INTERCOM.

Cessna R-182 Skylane Tel: +1 (405) 293 8149Email: [email protected]

Don KentPrice: USD 1,650,000

Year: 1998

S/N: TBD

Reg:

TTAF: 1470

Location: United States

Only 1470 TT, TAP Elite and Best avionics! VAT PAID-you save$300,000 on VAT!USA FAA Registered but hangared in Europe. Dual Garmin530s, Electronic Charts, FMS, Dual Mode S Mint condition. TheBest factory installed avionics on any CJ 525! Amazingversatility and the satisfaction of a like new Jet with advancedtechnology. Obviously not low priced, for the buyer who wantsthe very best quality he can find, and can afford what he wants.Principles please contact: [email protected]

Cessna Citation CJ1Email: [email protected]

HFS Aviation Ltd.Price: £320,000 excl VAT

Year: 1982

S/N: 5194

Reg: G-OHMS

TTAF: 14059


Lightweight VFR Utility on high skids. Cargo swing, HISL.Priced to sell.

Eurocopter AS 355F-1 Tel: +44 (0)1895 833365Email: [email protected]

P148-153 20/03/2013 13:32 Page 6


Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Beechcraft Vertrieb & Service GmbHPrice:

Year: 2007

S/N:

Reg:

TTAF: 3,041

Location:

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+,Aircell ST-3100, EASA German commerc. certif.,CAMO+, fresh HSI 08/2012!

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

EIDISEIS NTOT COM SAPrice: Please call

Year: 2000

S/N: TBD

Reg: D-IHMV

TTAF: 2220

Location: Greece

The helicopter is well equiped and is used for VFR PAXtransport, and ENG missions in Greece.NO accident history.Always hangared and just completed 12y inspection. It isoffered with valid C of A and is immediately available. REMTIME OF MAIN COMPONENTS,MR Blades:16420/17733/17638, STARFLEX: 338, BEVEL RED Gear: 778,Combined GB: 778, Epicyclic: 778, TRGB: 778, TRBlades:1778,MR Servo Control:778/778/2896, TR ServoControl: 1153, ENGINE No I: HSI 1102, Overhaul 1277ENGINE No II: HSI 438, Overhaul 1277.

Eurocopter AS 355F-2 Tel: +30 (0) 210 6207069Email: [email protected]

Europavia (Suisse) SAPrice: Euro 4,900,000 excl VAT

Year: 2011

S/N: 0938

Reg: HB-ZTJ

TTAF: 10 FH

Location: Switzerland

BRAND NEW EC135P2i Executive Only 10FH Ferry Flight,Immediately available by Eurocopter Distribution, Firstcome,first served, Exceptional Fix Price Euro 4,900,000 ex work Switzerland WWW.EUROPAVIA.CH Contact Direct George Tsilalidis [email protected], [email protected]

Eurocopter EC 135P2i-Executive Tel: +41 (0) 31 310 41 13Email: [email protected]

www.europavia.ch

David PeelPrice: Please call

Year: 1999

S/N: 3178

Reg: ZK-IDQ

TTAF: 1581

Location: New Zealand

All sensible offers will be considered so please tell us whatit is worth in the current market , Avionics: 2x KINGKY196A, KING KN53, KING KR87 ADF, KING KLN89 GPS,GARMIN KMA 24 / NAT AA80, CELLPHONE Bluetooth Kit,ELT KANNAD 406 AF-H, KING KT76A Transponder,Optional listing: Float FP (FP installed by ECF),Aero Aire Airconditioning (Original ECF)

Eurocopter AS 350B-3 Tel: +64 (0) 274 888 431Email: [email protected]

Marketplace

P148-153 20/03/2013 13:33 Page 7


Next Issue copy deadline: Wednesday 17th April 2013

World Aircraft Sales (USPS 014-911), April 2013, Vol 17, Issue No 4 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation todecision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World AircraftSales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is madeto ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept anyresponsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index

21st Century Jet Corporation ...............................154

ABACE-Asian Business Aviation ........................129

Aeromar .....................................................................123

AeroSmith/Penny.....................................................145

AIC Title Services....................................................111

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

Aviation Advisors ........................................................47

Avjet Corporation.................................................58-59

Avpro.......................................................................17-21

Banyan Air Service ....................................................95

Bell Aviation ...........................................................76-77

Bloomer deVere ..................................................52-53

Bombardier..................................................................49

Boutsen Aviation ........................................................89

Central Business Jets .............................................155

Charleston Aviation Partners ...................................63

Charlie Bravo Aviation...............................................55

Chuck Collins ...........................................................143

Conklin & de Decker ....................................................4

Corporate Aircraft Photography................................4

Corporate AirSearch Int’l .............................101, 144

Corporate Concepts .................................................27

Dassault Falcon Jet Europe....................................2-3

DMB Aviation Associates......................................140

Duncan Aviation....................................................43,97

Eagle Aviation..............................................................33

EBACE-European Business Aviation..................122

EMBRAER Pre-Flown ........................................50-51

European Helicopter Show...................................133

ExecuJet Aviation........................................................41

Florida Jets .......................................................136-137

Freestream Aircraft USA....................................10-15

General Aviation Services ........................................57

Guardian Jet..........................................................28-31

Gulfstream Pre-Owned ......................................80-81

Hangar 10 .................................................................141

HELI UK Expo ..........................................................125

Heliasset.com...........................................................127

INADA...........................................................................35

Intellijet International .................................................6-7

J. Mesinger Corporate Jet Sales ......................38-39

Jet Alliance International.........................................135

Jet Support Services (JSSI)..................................103

JetBlack Aviation......................................................121

JetBrokers..............................................................60-61

Jetcraft Corporation ............................FC, 24-25, BC

Jeteffect ........................................................................65

JETNET......................................................................131

John Hopkinson & Associates.......................75, 142

Lektro..........................................................................123

NBAA Regional Forums.........................................120

Northern Air......................................................138-139

O’Gara Aviation Company.................................44-45

Par Avion.........................................................................5

Rolls-Royce..................................................................79

Soujourn Aviation ....................................................115

Southern Cross Aviation ........................................113

Tempus Jets ..........................................................90-91

The Jet Collection ................................................36-37

VREF Aircraft Values ..............................................123

Welsch Aviation...............................................146-147

Wentworth & Affiliates...............................................67

Wright Brothers Aircraft Title...................................99

To receive your copy of World Aircraft Sales Magazine every month. Please complete this form and fax or send it to us. (Please PRINT clearly)

• Three Years $120 or g100 or £70 • Two Years $95 or g80 or £55 • One Year $70 or g60 or £40

Name Job Title:

Company Name Type of Business:

Company Address Email:

Tel No:

Postcode/Zipcode: Fax No:

State: Country: Web:

METHOD OF PAYMENTI Would like to subscribe to World Aircraft Sales Magazine for: ❏ 3 Years ❏ 2 Years ❏ 1 Year

Please charge my: ❏ VISA ❏ MASTERCARD ❏ AMERICAN EXPRESS

Name of Cardholder Expiry Date

Card Account No

Date Signature

Please return to: World Aircraft Sales Magazine, Email: [email protected]

• US Office: US Office: 1210 West 11th Street, Wichita, KS 67203-3517• European Office: Cowleaze House, 39 Cowleaze Road, Kingston upon Thames, Surrey KT2 6DZ, United Kingdom

Fax: +44 (0) 20 8255 4300 Tel: +44 (0) 20 8255 4000

Subscription Order Form

Security No.

April 2013

P148-153 20/03/2013 14:29 Page 8

When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal AviationAdminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthyhandling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. Inaddition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than theGulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a morebeneficial 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 2technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

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.

Copyright of Leor Yudelowitz

21st Century May 24/10/2012 11:01 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

1125 ASTRA SP S/N 493597.9 TT; Fresh C Check, new paint & refurbished interior by Astra

Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMSw/ GPS, Increased Weight Mod

Mexico office

Enrique A. Ortega Lapham

TEL: +52.55.5211.1505

CELL: +52.55.3901.1055

WEB: www.cbjets.com

E-MAIL: [email protected]

CHALLENGER 604 S/N 5577Aircraft at Duncan Aviation Now for its 96-Month Inspection andLanding Gear Overhaul, 2000 Hours TT, On Smart Parts Plus and

MSP Gold Engine Programs, Spectacular Terence Disdale Designed10 Place Interior

CHALLENGER 601w/3A ENGINES SN/3024Less than 12-months Since Wallet Numbing 30-Year Heavy Check; JSSIEngines w/ less than 100 Hours Since Mid-Life, Less than 100 Hourson -150 APU, Landing Gear Overhauled, New Paint, Refurbished 12Place Interior including Airshow 4000 System, EFIS, LaserRef’s, etc

2009 CHALLENGER 300 S/N 202641185 TT, Iridium SAT Phone w/ Swift Broadband, MSP GOLD, 2nd IFIS

FSU (Paperless Cockpit), Sliding cabin/galley Pocket Door, DeluxeGalley w/ sink, Maintained to Part 135 Standards

FALCON 900B SN/65Will be Delivered w/ Fresh 4C and Landing Gear OH, MSP Gold Engine

Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav;Impeccable US Ownership History

FALCON 900B SN/60Will be Delivered w/ Fresh 4C and Landing Gear OH, JSSI Engine Package,

Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable USOwnership History

FALCON 50 RETROFITTED TO FALCON 50EX (SB280) S/N 171MSP Gold on -40 Engines, Completely New Proline IV Avionics

Package, 4C Heavy Check and Landing Gear OH 09/10

CITATION EXCEL S/N 5248Power Advantage Engine Program, w/ Fresh Engine Overhauls,

Pro-Parts Airframe Program and on Cescom Since New; Dual UniversalUNS-1ESP FMS; Aircraft can be delivered anywhere in the world

Deal

PendingDeal

Pending Deal

PendingDeal

Pending

Initial

Offerin

gInitial

Offerin

gInitia

l

Offerin

gInitial

Offerin

g

CBJ March_CBJ November06 18/02/2013 16:50 Page 1

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

I

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

II

FEATURED INVENTORY

www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

Buying and selling aircraft can be a bumpy business. But for over 50 years, we’ve earned a reputation for delivering the smoothest ride, as well as the best deal. We did it by building our business entirely around our customers’ needs. With transaction specialists who really know aircraft and markets, and an unmatched global network of partners. The result? Faster, easier transactions and lots of repeat clients. So call us and relax. You’ve got the best navigator around.

As anyone in aviation knows,

is an art.

AVOIDINGTURBULENCE

1995 ChALLENGER 601-3R - SN 5178Reasonably Priced - 6,400 Hours Total Time Dual FMS, FDR/CVR, Satcom

2007 GLOBAL 5000 - SN 921413 Passenger Attractively Completed InteriorAirframe Enrolled in Bombardier SmartParts

2004 FALCON 2000EX EAsy - SN 0029Engines Enrolled on ESP GoldAPU Enrolled on MSP - JAR-OPS Capable

2006 GLOBAL XRs - SN 9181Recent Multi Million Dollar Price Reduction One Corporate FAA Part Owner Since New

2003 hAwkER 800Xp - SN 258626Low Hours - 2,230 TTAFEngines and APU on MSP Gold

Download theJetcraft App- Search aircraft listings- Sort listings by manufacturer- Download a listing brochure

that includes specs and photos

- Read about recent Jetcraft news- View the Jetcraft upcoming

event schedule- Notifications about new listings

Scan this QR code to download to your Apple

or Android device.

1988 AIRBUs A310-3042007 ChALLENGER 3002002 ChALLENGER 604 2005 ChALLENGER 604 2010 ChALLENGER 605 2012 ChALLENGER 605 2007 ChALLENGER 850ER 2005 CITATION X 2009 FALCON 2000LX

2010 FALCON 7X2011 GLOBAL 50002013 GLOBAL 5000 2002 GLOBAL EXpREss2005 GLOBAL EXpREss 2010 GLOBAL XRs 1997 GULFsTREAm GIVsp 1998 GULFsTREAm GIVsp1988 GULFsTREAm IV

WAS turbulence back 3-26.indd 1 3/12/13 9:50 AM