AvBuyer Magazine July 2015

BOMBARDIERYOUR FIRST CHOICE FOR HIGH END PRE-OWNED GLOBAL, CHALLENGER AND LEARJET AIRCRAFT.

SEE PAGE 21 TO DISCOVER OUTSTANDING PRE-OWNED AIRCRAFT LIKE THIS GLOBAL XRS 2012

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

July 2015

™

Aircraft Comparative Analysis –Gulfstream GV

Dealer Broker Market Update –Q2 2015

Dassault History – Building aBizJet Family

Economic & FunctionalObsolescence in BizAv

THIS MONTH

www.AVBUYER.com

Bombardier FC July 2015.qxp_FC December 06 18/06/2015 09:59 Page 1

Project2_Layout 1 24/06/2015 14:59 Page 1


AIRBUSA318 Elite . . . . . 31,A319 . . . . . . . . . . 31,A320 VIP . . . . . . 75, 148,

AVIATHusky A-1C . . . . 95,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 36, 74, 83, 95,DC- 8-62 VIP . . . 95,DC-8-72 . . . . . . . 29,737-800 . . . . . . . 133,

BOMBARDIERGlobal 5000 . . . . 10, 31, 74, 75, 105,. . . . . . . . . . . . . . . 148,Global 6000 . . . . 74, 75, 148,Global Express . 16, 74, 75, 77, 148,Global Express XRS.. 1, 21, 29, 37, 75,. . . . . . . . . . . . . . . 115, 148,Challenger300 . . . . . . . . . . . 14, 29, 74, 75, 95,. . . . . . . . . . . . . . . 105, 147, 148,600 . . . . . . . . . . . 62, 67,601-1A . . . . . . . . 93, 601-3A . . . . . . . . 67, 601-3A-ER . . . . . 89,601-3R . . . . . . . . 12, 91,604 . . . . . . . . . . . 12, 31, 36, 45, 62, 67,. . . . . . . . . . . . . . . 75, 91, 105, 143, . . . . . . . . . . . . . . . 147, 148,605 . . . . . . . . . . . 7, 74, 75, 89, 105,. . . . . . . . . . . . . . . 148,650 . . . . . . . . . . . 23, 850 . . . . . . . . . . . 21, 74, 111,Learjet 31A . . . . . . . . . . . 76, 111,31ER . . . . . . . . . . 85,35A . . . . . . . . . . . 76, 143,36A . . . . . . . . . . . 144,40 . . . . . . . . . . . . 77,40XR . . . . . . . . . . 89, 135,45 . . . . . . . . . . . . 13, 23, 37, 77, 89, . . . . . . . . . . . . . . . 109, 132,45XR . . . . . . . . . . 13, 67, 75, 89, 95, . . . . . . . . . . . . . . . 107, 148,55 . . . . . . . . . . . . 76,55C . . . . . . . . . . . 138,60 . . . . . . . . . . . . 67, 71, 83, 89, 93,60XR . . . . . . . . . . 21, 29, 75, 75, 89,. . . . . . . . . . . . . . . 111, 131, 148,

CESSNACitationISP . . . . . . . . . . . 61,

II . . . . . . . . . . . . . 76, 134,V. . . . . . . . . . . . . . 61,X . . . . . . . . . . . . . 12, 62, 77, 83, 89, 93,. . . . . . . . . . . . . . . 115, 147,XLS . . . . . . . . . . . 81,XLS+ . . . . . . . . . . 16,CJ . . . . . . . . . . . . . 93,CJ1. . . . . . . . . . . . 61, 105,CJ1+ . . . . . . . . . . 12, 13, 93,CJ2 . . . . . . . . . . . . . 12, 61,CJ1. . . . . . . . . . . . 61, 105, 107,CJ2+ . . . . . . . . . . 107,CJ3. . . . . . . . . . . . 23, 61, 75, 89,Bravo . . . . . . . . . 77, 89, 93, 107,Conquest I . . . . . 85,Conquest II . . . . 85,Grand Caravan . 95,Excel . . . . . . . . . . 61, 81, 84, 109, 145,Encore . . . . . . . . 12,Encore + . . . . . . 12,Jet . . . . . . . . . . . . 77, 105,Mustang . . . . . . . 81,M2 . . . . . . . . . . . . 61,Sovereign . . . . . . 12, 75, 81, 148,SII . . . . . . . . . . . . 84,Ultra . . . . . . . . . . 107, 140,400 . . . . . . . . . . . 61,

DORNIER328-310 . . . . . . . 75,

EMBRAEREMB-135 LR . . . 95,EMB-145 EP . . . 95,Legacy 600 . . . . 77, 95, 148,Phenom 100 . . . 76, 89,Phenom 300 . . . 71, 89,

FALCON JET7X . . . . . . . . . . . . 3, 11, 30, 65, 84, . . . . . . . . . . . . . . . 109, 146, 147,10 . . . . . . . . . . . . 76,20E . . . . . . . . . . . 105,50 . . . . . . . . . . . . 11, 16, 62, 91, 146,50-40 . . . . . . . . . 147,50EX . . . . . . . . . . 11, 16, 23, 30, 111,. . . . . . . . . . . . . . . 127, 146,900B . . . . . . . . . . 11, 16, 75, 76, 89, . . . . . . . . . . . . . . . 95, 105, 109, 139,. . . . . . . . . . . . . . . 146, 148,900C . . . . . . . . . . 3, 84, 146,900EX . . . . . . . . . 16, 23, 37, 137,900EX EASy . . . 3, 11, 115, 146, 147,. . . . . . . . . . . . . . . 148,900LX . . . . . . . . . 3, 73, 75, 146,2000 . . . . . . . . . . 11, 30, 76, 84, 95,. . . . . . . . . . . . . . . 109,2000EX . . . . . . . . 75, 148,

2000LX . . . . . . . . 3, 23, 62, 75, 93, . . . . . . . . . . . . . . . 111, 148,

FOLLANDGnatt . . . . . . . . . . 76,

GULFSTREAMIV . . . . . . . . . . . . . 10, 75, 89,IVSP . . . . . . . . . . 10, 35, 73, 115, 147,V. . . . . . . . . . . . . . 16, 89, 105, 115, . . . . . . . . . . . . . . . 134, 143,100 . . . . . . . . . . . 81, 147,150 . . . . . . . . . . . 81,200 . . . . . . . . . . . 10, 67, 71, 77, 81, 83,. . . . . . . . . . . . . . . 147,280 . . . . . . . . . . . 130,450 . . . . . . . . . . . 7, 10, 30, 35, 64, 73,. . . . . . . . . . . . . . . 75, 77, 81, 128,550 . . . . . . . . . . . 7, 10, 16, 30, 36, 65,. . . . . . . . . . . . . . . 73, 75, 81, 83, 89, . . . . . . . . . . . . . . . 113, 129, 148,650 . . . . . . . . . . . 16, 62, 64, 73, 82, . . . . . . . . . . . . . . . 148,

HAWKER BEECHCRAFTBeechcraft Premier I . . . . . . 107,King Air200 . . . . . . . . . . . 76,300 . . . . . . . . . . . 107,350 . . . . . . . . . . . 13, 61, 81, 93,B200 . . . . . . . . . . 81, 93, 105, 107,C90 . . . . . . . . . . . 81,C90A . . . . . . . . . . 105,F90-1 . . . . . . . . . 85,Hawker400XP . . . . . . . . . 81,750 . . . . . . . . . . . 81,800A . . . . . . . . . . 84,800B . . . . . . . . . . 76,800SP . . . . . . . . . 143,800XP . . . . . . . . . 71, 81, 91, 139,850XP . . . . . . . . . 81, 89,900XP . . . . . . . . . 7, 62, 81,4000 . . . . . . . . . . 111,

IAIAstra SP . . . . . . . 91,Astra SPX. . . . . . 89, 109,

PIAGGIOAvanti II . . . . . . . 143,

PIPERCheyenne II . . . . 105,Meridian . . . . . . . 13, 85,

ROCKWELLTurbo Commander 690B. . . . .76,

SABRELINER65 . . . . . . . . . . . . 76,

SOCATATBM 700B . . . . . 76,TBM 700 C2. . . . 109,

HELICOPTERSAGUSTAWESTLANDA109 . . . . . . . . . 95,A109 Power . . . . 75, 148,A109C . . . . . . . . 111,A109E Power . . 13,AW109SP . . . . . . 105,A119 KE . . . . . . . 105,AW139 . . . . . . . . 13,Koala. . . . . . . . . . 81,

BELL206 L4. . . . . . . . . 144,212 . . . . . . . . . . . 144,407 . . . . . . . . . . . . . 136,412 EMS . . . . . . 144,427 . . . . . . . . . . . 89,

EUROCOPTERAS355F-2 . . . . . . 95,BK 117C1 . . . . . . 105,EC 120 B . . . . . . 144,EC 130 B4 . . . . . 93, 145,EC 135 P2+ . . . . 81,EC 135 OB . . . . . 13,EC 135 T21 . . . . 13,

MCDONNELL DOUGLASMD900 . . . . . . . . 81,

SIKORSKYS-76C++ . . . . . . 13, 37, 115,S-76D . . . . . . . . . 37,

Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS

THE WORLD’S LEADINGAIRCRAFT DEALERS & BROKERS

find one todaywww.AvBuyer.com

4 AVBUYER MAGAZINE – July 2015

P004 AC Index July15.qxp 18/06/2015 12:38 Page 1

n this era of instant communications, mar-kets have become global and the pace ofcommerce has quickened. Rather thanreducing the need to travel, the marvels

of our Internet Age have simply quickened thepace of business and generated more reasonsto be face-to-face with clients before being out-paced by the competition.In spite of the business community’s need to

travel, the airlines have adjusted their businessmodels to generate higher load factors on eachflight rather than provide more service. In astrategy known by some as “capacity disci-pline”, airlines have reduced the number offlights along traditional routes served before theeconomic downturn in 2008. Departures fromthe major hubs in the USA have been cut byover eight percent and flights between secondand third tier cities by as much as 20 percent.The scheduled airlines are not particularly

responsive to the business traveler who needsto reach clients with minimum time spent in air-line terminals or linking with a network of com-muter flights. Don’t expect a change from theairlines—their new business model is on targetto generate over $28bn in worldwide returnsthis year, which is a far cry from a decade agowhen a typical airline experienced red inkeach year.It is no wonder that corporations and entre-

preneurs need Business Aviation. Business air-craft can access 10 times the airports served byScheduled Airlines and 100 times the locationsthat are served efficiently. Time and talent aretoo important to waste.As a reader of AvBuyer, you know first-hand

why Business Aviation is an integral and impor-tant component of a nation’s air transportationsystem. Outfitted with today’s satellite commu-nication system, business aircraft are literally“offices that move”, allowing a business man orwoman to conduct business in a secure,

productive environment as they travel to seeclients or evaluate new opportunities anywhereon the globe. Manufacturers of business aircrafthave responded to such travel needs withdesigns that can reach any destination world-wide with just one refueling stop.As Business Aviation embraces its increasingly

essential role in domestic and global transporta-tion, the need for relevant information also isexpanding. AvBuyer is dedicated to providingyou and other aviation professionals with suchmaterial and intelligence. Please tell us how wellwe are addressing your informational needs andwhat we can do to serve you better.

In This Issue...For Aviation Department managers, we offer asuite of features that focus on managementchallenges ranging from equipage for low visi-bility operations to decisions regarding when toreplace existing equipment with a new or neweraircraft. Jodie Brown offers insights on how tocommunicate effectively, a basic requirement forall managers including those who deal withBusiness Aviation. Not to be overlooked are thearticles covering trends that reflect the characterof the Business Aviation marketplace, and afocus this month on buying, selling, operatingand disposing of older aircraft affectively.

AvBuyer—we serve the informational needsof professionals in Business Aviation.

Jack OlcottEditorial Director & Publisher,AvBuyer - your source for Business AviationIntelligence

I

Needed Now,More than Ever

WelcomeEditor’s

July 2015 – AVBUYER MAGAZINE 5Advertising Enquiries see Page 5 www.AVBUYER.com

EDITORIALEditorial Director / Publisher

J.W. (Jack) Olcott1- 201 572 [email protected]

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Probably the world’s most recognized expert on thevalue of Business Aviation, Jack Olcott was Presidentof the NBAA from 1992 through 2003, and todayJack’s network and personal knowledge of BusinessAviation uniquely qualifies him as Editorial Directorand Publisher, AvBuyer. [email protected]

Editor Welcome Final.qxp_JMesingerNov06 15/06/2015 16:29 Page 1



Editorial Focus

Dealer Broker Market Update - Q2 2015

According to the selection of dealers and brokers we spoke with this month, used aircraftsales action is ‘heartening’. Discover why here…

26

8 AVBUYER MAGAZINE – July 2015 Aircraft Index see Page 4www.AVBUYER.com

High Flyers Interview

Victor Girgenti, owner/operator of an Eclipse 500 TE, tells how BizAv is essential to his one-man high-end deli products business.

Economic & Functional Obsolescence

What’s involved in a decision to upgrade or scrap an older aircraft? There are more than the usual aspects to consider where

economic worth’s concerned.

Aircraft Comparative Analysis – Gulfstream GV

How does Gulfstream’s GV square up against the Falcon 7X and Global 5000? Find out in this month’s Aircraft Comparative Analysis!

40

78

114

Contents Layout June15.qxp 17/06/2015 11:18 Page 1

ContentsVolume 19, Issue 7 July2015

� BizAv Intelligence18 Market Indicators: Analysis,

Reflections, Trends and Comment

32 Pre-Owned Aircraft Sales Trends:If the price is right…?

34 High-Time Aircraft: Who buys them and why?

� Boardroom44 Why Business Aviation? Why

Not…: There’s no need to justifythe benefits of BizAv!

48 Maintaining Aircraft Capability:Should you upgrade or replaceyour airplane?

52 Upgrading to Sell: How muchshould you invest before sellingyour aircraft?

56 New Normal for BizAv Insurance:Exploring the future of aviationinsurance…

58 Dassault (Part 3 of 4): We profilea century of innovation from oneof BizAv’s leading OEMs…

� Flight Department66 Avionics Mandates (Part 7): A

focus on Enhanced Low VisibilityOperations

86 End-Stage Care for Aircraft:Recoup best value from a retiredairplane…

90 Effective Flight DepartmentManagement: Be a believablecommunicator

94 Creating a Flight Department:Writing a business plan for theproposed department

98 Fatigue Management Tips: Manage fatigue better in theflight department

100 Retail Price Guide: 20-year Small& Entry Level Jet price guidefrom The Aircraft Bluebook

104 Specifications: Small & EntryLevel Jet performance & specifi-cations comparisons

� Community120 BizAv Review: Falcon 5X

Roll-Out, News, Appointments& Events

Next Month• Completions & Refurbishments

• Comparative Analysis: Falcon 900LX

• Latin American Fleet Review


Contents Layout June15.qxp 17/06/2015 11:18 Page 2

Avpro July.qxp_Layout 1 15/06/2015 16:14 Page 1




CL300SN-20216_WorldA OUTLINE.indd 1 6/10/15 2:13 PM

Owning your own aircraft is the ultimate way toexperience the world. The destinations of yourdreams are literally at your fingertips.Let our wisdom and over 40 yearsof experience ensure a successful transaction so you canget on with livingyour dreams.

Make the WorldYour Oyster.

MESINGER JET SALES

BROKERAGE & ACQUISITIONS

+1 303-444-6766 JETSALES.COM

MESINGERMARKETPLACE Brokerage & Acquisitions

Read our industry blog at jetsales.com/blog

Follow us on twitter @jmesinger

Watch videos at jetsales.com/inventory

2013 Citation XLS+

• Cessna Maintained,

Fresh Inspections

• Single Channel

SwiftBroadband

• IFIS, XM Weather, Jepp

Charts, TCAS-4000

Change 7.1

• ProParts,

PowerAdvantage+ &

AuxAdvantage

• Dual FMS-3000 (FMS

4.0), WAAS/LPV & Dual

SBAS GPS Receivers

Serial Number: 6138 Asking Price: $8,500,000

Hours: 317 TTAF Landings: 283

FOR SALE: NEW TO MARKET

1997 Falcon 50EX

• Engines enrolled on

Honeywell MSP Gold,

APU enrolled on MSP

• One Owner Since New

• Very low total time to

cycle ratio

• Complied with the 3C

ceck and Wing Tank

Modifi cation (SB 496)

in June, 2015


Hours: 4,739 TTAF Landings: 1,887

FOR SALE

1994 Falcon 50


Honeywell MSP Gold,

APU enrolled on MSP

• Professionally

Maintained & Operated

• Wing Tank Modifi cation

(SB 496) Accomplished

• Gogo Biz Broadband

Internet w/ Wi-Fi

• Duncan interior

with LED lighting



FOR SALE

1994 Falcon 900B


Honeywell MSP Gold,

APU enrolled on

Honeywell MSP

• Two Owners,

Excellent Pedigree

• Professionally Maintained

and Operated

• Low Time/Cycles

for Model-Year

• WAAS/LPV Capable with

(3) FMZ-2010 ver. 6.1



FOR SALE

2000 Falcon 900EX

• Engines on JSSI Premium

Plus, APU on JSSI

• Excellent Pedigree

• Wing Tank Modifi cation

• TCAS 7.1

• Gogo Biz

Broadband Internet



FOR SALE

2001 Gulfstream V

• Engines enrolled on Rolls-

Royce Corporate Care, APU

enrolled on Honeywell MSP

• Two Owners Since New

• FAR Part 91 Professionally

Operated and Maintained

• Honeywell Avionics

Protection Plan (HAPP)

Serial Number: 642 Now Asking: $11,900,00


FOR SALE: PRICE REDUCED

2011 Gulfstream G550


Rolls-Royce Corporate

Care, APU enrolled on

Honeywell MSP

• ASC 910 w/ Enhanced

Navigation

• TCAS 7.1, ADS-B Out, FANS

1/A, CPDLC Capabilities

• Gogo Biz Broadband

Internet, SwiftBroadband


Hours: 2,557 TTAF Landings: 793


2014 Gulfstream G650

• Delivered

September 25, 2014

• Factory Warranty

• Block Point 1 (ASC-901 &

ASC-18A) complied with

• Predictive Windshear,

SwiftBroadband & More

• Fwd Galley, Fwd &

Aft Lavs, 4 Seating

Sections — 17 Passenger

Confi guration


Hours: 49 TTAF Landings: 22


2000 Global Express




Honeywell MSP, Smart

Parts Plus

• Batch 3 Software Upgrade

w/ FANS 1A+ CPDLC and

SBAS w/ LPV Approach,

ADS-B Out

• SwiftBroadband

Serial Number: 9026 Hours: 5,772 TTAF

Landings: 2,133

FOR SALE

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

2010 Global XRS




Honeywell MSP, HAAP

• Batch 3 Software

Upgrade w/ FANS 1A+

CPDLC, ADS-B Out, TCAS

7.1 and SBAS w/ LPV

Approach Capability

• Dual SwiftBroadband,

Gogo Biz with Text & Talk

Serial Number: 9320 Under Contract

Hours: 2,570 TTAF Landings: 750

UNDER CONTRACT: SELLING

JETSALES.COMVisit jetsales.com for full listings,

blog posts, industry insight & more!

SEE ALL OFOUR LISTINGS

Gulfstream G550

UNDER CONTRACT: ACQUISITION

FILE PHOTO

2 Gulfstream G100s

DEAL PENDING: ACQUISITIONS

FILE PHOTO

2 Global 6000s

DEAL PENDING: ACQUISITIONS

FILE PHOTO

Falcon 900EX

SOLD: JUNE 2015

FILE PHOTO

Global 5000

ACQUIRED: JUNE 2015

FILE PHOTO

Gulfstream G650

DEAL PENDING: ACQUISITION

FILE PHOTO

BIZAV INTELLIGENCE � MARKET INDICATORS


ew aircraft orders and deliveries, pre-owned sales, inventory for sale, askingand transaction prices, and flightoperations indicators are mixed at

best. Despite the apparent gloom, however, themajority of business aircraft owners and operatorsbelieve that the industry has passed the low pointin the current business cycle.

Downside IndicatorsWorldwide, whole retail transactions of pre-ownedbusiness jets were down 7% Year-over-Year (YOY) inthe January–May 2015 period according toJETNET databases. Through the end of May 2015,four of the five months year-to-date haveregistered lower transaction volumes versus thesame month last year.As reported last month, shipments of new

single-aisle business jets in GAMA’s Q1 2015 reportwere down 21 units (or -14%) YOY, as industry

observers anxiously await Q2 numbers due forrelease in late July.

Mixed IndicatorsPre-owned business jet inventory representedabout 11% of the worldwide fleet in Q2 2015,similar to pre-recession conditions in 2007, andabout 7% of the fleet aged 10 years or less,according to JETNET records. Generally speaking,the older the aircraft, the more likely it is to be asmall jet and one that is on the market. Fully 42%of lights jets in the world fleet are more than 20years old, in stark contrast to the heavy jetcategory where 46% are 10 years old or younger(see accompanying Chart A, top right).As noted in the adjoining Asset Insight Index

analysis (p24), prospective buyers – particularly ofolder aircraft - would be wise to obtain a clearunderstanding of maintenance and repair costexposure before being too swayed by what

Midway through 2015, much of the evidence throughout the industry suggests that we are mired in a sluggish market, although we’re past

the worst summarizes Rollie Vincent, Editor, Market Indicators.

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

We’re Over the Worst!

MarketIndicators .qxp_Layout 1 16/06/2015 16:08 Page 1


appears to be an attractive asking price.As always, we recommend that buyersbeware, and that they engage theservices of a reputable business aircraftbroker/dealer before stepping into thesewaters.Pre-owned aircraft prices appear to be

stabilizing across the market, althoughthere is wide divergence depending onspecific models, aircraft age,maintenance condition, currentproduction status, inventory availability,and operational pedigree. Residual valuecurves have noticeably steepened overthe past several years, with five-yearvalues retaining no more than 65% of thefactory new price for many models.

Positive IndicatorsLastly, some indicators that are trendingpositively: FAA business jet flight cycles(one take-off and landing) through April2015 were up 3% YOY on a trailing 12-months basis, primarily driven by US

domestic flights; three of the first fourmonths of 2015 registered lower YOYcycles in international flight operations.On the product development front, a

number of new aircraft are indevelopment that will support new salesat the OEMs, but also put downwardpressure on residual values of aircraftthey replace or displace. Textron Aviationachieved FAA type certification of the$16.25m Citation Latitude on June 5,2015 with entry-into-service scheduledfor Q3.In a page from a well-used playbook

at Cessna, the Latitude boasts a numberof improvements in performance versusoriginal promises, including rangeextensions to 2,700nm at high-speedcruise, opening up a spectrum of non-stop US transcontinental city-pairs thatshould appeal to a large number ofCitation Excel/XLS and Hawker 800/900owners and operators.Dassault remains on track to certify its

Falcon 8X ultra-long-range jet by mid-2016, with three aircraft in flight tests; italso rolled out the Falcon 5X inBordeaux, France in June, an aircraft thatsets a new high-water mark for cabindesign and comfort, smartly packaged ina Mach 0.90 design that we believe willbe the basis for an entire family ofFalcons. First flight is scheduled for mid-2015, with entry-into-service expected inmid-2017 pending a review of the impactof the recently announced SnecmaSilvercrest engine program delay.Embraer, coming off of a slow Q1

2015 (when it delivered just 12 newbusiness jets, versus 20 in Q1 2014)brought its soon-to-be-certified Legacy450 to EBACE2015 in May. Newproduction and completions facilities forthe Legacy 500/450 in Melbourne, FL areexpected to come on-line in 2016, with abuild capacity of six aircraft per month.Elsewhere, the HondaJet has completedcertification flight testing, and receivedprovisional FAA type certification onMarch 27, 2015. A production HondaJetparticipated in the static display atEBACE2015 and is now on a globaldemonstration tour.On the whole, business aircraft

owner/operator sentiment is the highestyet measured in quarterly JETNET iQSurveys, which reach every corner of themarket with respondents in 125 countriesto date. The overall optimism of themarket is largely driven by steadilyimproving conditions in the US, home tomore than 60% of the business jet fleet,where optimists outnumber pessimists bymore than 5 to 1.Despite what you may read in the

news headlines, European marketconditions appear to have largelystabilized for Business Aviation, withabout half of all European-based ownersand operators polled indicating thatcurrent conditions are past the low-pointin the business cycle. In Germany,unemployment is at an all-time low sincethe 1990 reunification as itsmanufacturing and export-driveneconomy spool up. In the UK, annualizedGDP growth has hovered in arespectable range between 2.4% and3.0% for the past six quarters. China’sbusiness jet fleet, meanwhile, grew at arate of 15.5% in 2014 (see Asian SkyGroup’s report, overleaf).As always, opportunities will present

themselves, especially to those whoknow where to look and what tolook for…MI www.rollandvincent.com

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Research from Gama Aviation reveals thatthe increase in business flights in Europeover the past five years has been drivenby the fast growth of flights emanatingfrom emerging European economies…Last year there were 358,978 businessflight departures across Europe – 5.6%more than there were in 2009. “What isclear from looking at this research is thatmany of the countries that haveexperienced the highest increase inbusiness flights over the past five yearshave also conducted a lot of businesstogether,” observed Marwan Khalek,CEO, Gama Aviation. “Germany, forexample, is the biggest export partnerfor the Czech Republic, Hungary andTurkey, and the rapid economic growth inthese countries has allowed them toexpand their international businessdealings, which has in turn necessitated

the use of frequent business travel.“Over the past five years, Europe has

seen an increase in the number ofbusiness flights, with an average of 52more departures every day in 2014 thanin 2009,” Khalek added.

Further analysis by Gama intoEurope’s busiest business airports revealsthat the major hubs are still majoreconomic centers, with Paris Le Bourget(65 business flights per day in 2014),Geneva Cointrin (46), London Luton (35)and Moscow Vnukovo (30) all featuring inthe top 10. However, significant growthin business flight departures has beenrecorded in Istanbul Sabiha Gökçen(191%), Ankara Esenboğa (80%) andSheremetyevo International (35%) overthe past five years.

MI www.gamaaviation.com

European Flight Expansions Dissected


BizAv Activity -EuropeThere were 73,436 Business Aviationflight departures in Europe in May 2015,according to WingX. That’s 493 morethan in May 2014 (0.7% YOY growth).The declining trend in 2015 has narrowedto 1.9% for the year to date.

The Eurozone area clearly recoveredduring May with its five largest markets,comprising 56% of total activity, allgrowing. Other important markets such asSpain and Turkey also increased activity.Particularly strong growth in Germany,France and Italy was nevertheless partlyoffset by declines in Switzerland, Austria,Netherlands and the still-fast subsidingdemand for Business Aviation from Russia.

Overall, this represents the first positiveMay since 2011. The aggregate result wasboosted by growth in turboprop andparticularly piston flights (total business jetactivity actually decreased, by -1.7%).Most of the business jet decline came inAOC activity, which fell -2%, and wasapparent on many of the busiest chartercity-pairs.MI www.wingx-advance.com

Steady GulfstreamMarketsWhile deliveries dipped slightly in thefirst quarter, Gulfstream executives arenot seeing an appreciable difference inthe market for its products at thistime…“Some deals are taking a little longerto get done but it was still a very goodquarter,” explained Mark Burns, whosucceeded Larry Flynn as president ofGulfstream on July 1. The companyexpects deliveries to remain relativelyflat this year.

Scott Neal, senior vice president ofsales and marketing, added Gulfstreamis seeing fairly solid activity on most ofits product line, particularly theG650/650ER, attributing the salesstrength to the extended-range variantas well as the shrinking wait time -down to about three years. And whilethe new G500 and G600 captureattention, Neal maintains the G450and G550 are still selling.

Key to these jets' success isavailability, with backlogs extending toabout a year while the G500 and G600are several years from entry intoservice. Additionally, the G450 andG550 “are very different airplanes”from the new models in development,notes Neal.

The mid-cabin jets had languishedleading up to entry into service of theG280, which boosted deliveries lastyear by about 10 units. The market forthe G150, however, remains “veryslow,” Burns said, adding that therehad been some activity during EBACEon this model.

MI www.gulfstream.com

BizAv Activity -Europe


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May Business Aviation flight activityposted an increase from April to finishthe month up 0.7%, according to ArgusTRAQPak. Results by operationalcategory were mixed, with Part 135 andPart 91 activity posting increases of 0.9%and 0.8% respectively, but Fractionalposting a monthly decline of -0.6%.

Looking at the aircraft categories, withthe exception of turboprops (whichposted an increase of 2.8%, all three jetcategories were down for the secondmonth in row. Large cabin posted adecline of -0.3%, followed by mid-sizecabin, down -0.4% and small cabin, down-0.3%. The Fractional and Part 135turboprop markets recorded the largestmonthly gains for an individual segment,up 5.0% respectively.

Year-Over-YearReviewing year-over-year flight activity

(May 2015 vs. May 2014), TRAQPak dataindicates that May 2015 posted anincrease of 1.1%. The results byoperational category continue to bestrong for the Part 91 and Part 135markets, up 1.0% and 3.2% in that order.The Fractional market finished the perioddown -3.5%.

Flight activity by aircraft category waspositive for most categories, with largecabin aircraft posting the largest gains, up4.7% from May 2014. The small cabin andturboprop markets posted gains of 1.0%and 1.7% respectively (flight activity forWheels-Up accounted for 90% of theincrease in turboprop flight activity overlast May). The mid-size cabin market wasoff -1.1% from last year. The largest year-over-year gain for an individual segmentoccurred in the small cabin Fractionalmarket, which saw an increase of 9.4%.MI www.argus.aero

BizAv Activity - US & Canada



Chinese leasing companies are this yearreceiving about 30 business aircraft thatdo not yet have operators, notes AsianSky Group.Perhaps the truest indication of the stateof demand in Greater China last year wasthe near halving of arrivals in themainland, Hong Kong, Macau and Taiwanof second-hand aircraft, from 50 in 2013to 26 last year. More used aircraft leftGreater China than transferred into itin 2014.

Deliveries of aircraft to financialleasing companies will alone providemost of the forecast 2015 growth. AsianSky estimates that “between the fivemain Chinese business jet leasingcompanies, there exist roughly 30 newaircraft either delivered and unsold, ordue to be delivered in 2015 hanging overthe market”. Everything that was wrongwith the market in 2014 is still wrong: asevere anti-corruption campaign andassociated drive for governmentausterity; a slowing economy; the closingof loopholes on aircraft taxes; andincreasingly difficult access to the busyHong Kong International Airport.

Overall, the number of businessaircraft based in Greater China grew15.5% last year, to 439 aircraft, comparedwith 34% average annual growth in theprevious six years, and Asian Skyforecasts about 10% growth for 2015.

While fleet growth is down,operations activity is still up. There are,after all, still more aircraft in the country.Probably the most up-to-date index ofthat is traffic at Shanghai Hawker Pacific,the busiest FBO, which handled 18%more movements in Q1 2015 thanQ1 2014.MI www.asianskygroup.com

Further Drop InChinese Growth

Hawker 800XP/850XP/900XPMarketsAre you thinking of buying or selling a used Hawker 800XP,850XP or 900XP? Then you’ll need to know how they’retrending on the market right now… In his latest online blog at AvBuyer.com, Elliott Aviation’s senioraircraft appraiser Jim Becker notes that after declines of up to70% from their peak price in 2008, the ProLine 21-equippedHawker 800XP market is showing signs of greater stability while the Hawker 900XP market has even demonstrated some

isolated cased of price appreciation.Analysing recent transactions, units for sale trends and other

contributing factors, Mr. Becker believes the worst could be overfor these Hawker markets.

MI Read the full analysis via Jim’s blog at http://www.avbuyer.com/articles/category/the-biz-av-bloggers/, or email [email protected] toobtain a direct link.


African BizAv Growth ForecastThe African Business Aircraft Association(AfBAA) has released its first data-drivenreport describing the state of BusinessAviation in Africa.The report, compiled by JETNET, includedan online survey in which 84 respondentsparticipated. There are close to 450business jets and nearly 800 turbopropsbased in Africa. The average age of theAfrican business aircraft fleet is 19.5 years -the oldest of any region monitoredby JETNET.

“We looked at operators’ origins anddestinations,” noted Tarek Ragheb, AfBAAfounding chairman. “We found that 72% ofoperations are inside Africa, 18% arebetween Africa and the Middle East and6% are between Africa and Europe.”

While Africa currently has a relativelysmall number of high net worth individuals,JETNET research indicates that virtually thesame percentage use business aircraft as inNorth America. This and forecastedeconomic growth bode well for the futuregrowth of the business aircraft fleet there.

GDP grew 5.1% per year in Africa from

2004-2013, according to JETNET, thelargest rate of growth of any region in theworld. And GDP is forecast to grow at thesame 5.1% rate during the next decade.“South Africa is booming; there are richmineral deposits in DRC [DemocraticRepublic of the Congo] and southwestnations; Nigeria, Zaire and Tanzania havehydrocarbons; and Rwanda is developingits human potential,” Ragheb summarized.Regarding fleet upgrades, Raghebbelieves that Pilatus PC-24, EmbraerLegacy 500, used Gulfstream GV andnew Gulfstream G650 aircraft will sell wellin Africa.MI www.http://afbaa.org

Bombardier CallsFor 9,000 JetsA new forecast by BombardierAerospace projects 9,000 light,medium and large business jets valuedat $267bn will be delivered over thenext 10 years.Expansion of economic activity;globalization of trade; growth in theworld’s developing markets; newaircraft programs; aircraft retirementsand alternatives to full aircraftownership, such as fractionalownership, card programs and charterwill fuel the demand, accordingto Bombardier.

The forecast projects deliveries of3,400 light jets valued at $39bn overthe next 10 years with growth of about2.4% year-over-year, and deliveries of3,100 medium jets valued at $91bnwith growth of about 3.8%. Thegreatest growth is expected to comefrom the large business jet category,with 2,500 deliveris of large jets valuedat $137bn.MI www.bombardier.com



In-Service Aircraft Technical Condition & PriceAn Asset Insight Index analysis conductedon May 29 covering 80 fixed-wing modelsand 1,631 aircraft listed for sale revealed“Very Good” asset quality.Maintenance Rating (ATC Score): AssetTechnical Condition Score (an aircraft’srating relative to its Optimal MaintenanceCondition – achieved the day it came offthe production line) decreased 8.6 AI2 basispoints, registering 5.345 from March’s5.431. The figure remained comfortablyabove the Mid-Time/Mid-Life 5.000 level –on the ATC Score scale of -5 to 10, butrepresented the lowest/worst ratingachieved during the past twelve months.

Financial Rating (ATFC Score): AssetTechnical Financial Condition Score(evaluating scheduled maintenance eventcost based on the aircraft MaintenanceRating) improved slightly – 2.6 AI2 basispoints, based on the 0-10 ATFC Scorescale, registering 5.113 versus March’s5.087.

Asset Exposure (ATFE Value): AssetTechnical Financial Exposure Value (anaircraft’s accumulated maintenance financialexposure) improved since March, droppingby $128k to register $1.785m, thelowest/best figure of 2015. By aircraftgroup, asset quality was as follows…• Large Jets: Excellent quality, but below

the group’s 12-month average; AskPrice marginally above April’s 12-monthlow; lowest year-to-date AssetExposure; best Exposure to Price Ratio(ETP Ratio) generated in 2015, andamong all groups.

• Medium Jets: Excellent asset quality;lowest Ask Price since July 2014;second worst Asset Exposuregenerated in 2015; worst recorded ETPRatio for this group.

• Small Jets: Very good overall quality;12-month-high Ask Price; very highAsset Exposure; worst ETP Ratio amongall groups.

• Turboprops: VVery good asset quality;record Ask Price for this group; recordworst/high Asset Exposure; improvingETP Ratio and best during 2015.

Exposure To Price (ETP) Ratio: Spread inthe ratio of maintenance Exposure to AskPrice (ETP Ratio) narrowed by 23.6percentage points over the past twomonths, while the average Ratio for aircrafttracked by Asset Insight registered itslowest figure for 2015. While the 57.8%

industry average represents improvement,the average Ratio is still higher/worse thanthe industry’s 12-month average.

We consider an ETP Ratio over 40% torepresent excessive Asset Exposure inrelation to Ask Price, and the industryaverage has been above 40% sinceFebruary of 2014. Average prices increasedapproximately $242k over the past twomonths, with Medium Jets the only groupto lose ground over the past month. Acloser examination of each market segmentfollows…• Large Jets: The group’s Ratio improved,

falling below the 40% level andregistering 37.2% versus April’s 41.7%.Large Jet average Ask Price improvedto $15.03m and, while hardly “the stuffof legend” it did help achieve the bestETP Ratio among all groups andongoing dominance of asset quality.

• Medium Jets: This sector retainedsecond place relative to asset quality.While the $3.52m Ask Price is close tothe lowest recorded figure of $3.42m,the group has traded in the narrowband of $3.44m-$3.81m for the pastyear. The opportunity to capitalize onasset quality and reasonable priceappear to be there for buyers tobenefit.

• Small Jets: Asset quality allowed thissector to maintain third place. While theETP Ratio of 88.8% marked animprovement over January’s recordworst 101.1%, the figure remains onethat only scientists might be able torationalize given that average Ask Price,at $1.97m, reflected a 12-month recordhigh. While Sellers might view higherAsk Prices as acting in their favor,knowledgeable Buyers will likely factorAsset Exposure into their offer price.Still, if price negotiations find a startingpoint, a sale is always possible.

• Turboprops: A 46.0% ETP Ratio wassecond-best among all sectors, andregistered at just about the 12-monthaverage. Like Small Jets, Turboprop AskPrices reached a record high figure at$1.97m. However, taking into accountthe group’s substantively lower ETPRatio, Turboprops may presentlyrepresent better value than Small Jets.

Summary Overall asset quality dropped from“Excellent” to “Very Good” this month, butthat is not to suggest high quality assets arenot available. The challenge for buyers is in

understanding the real Asset Exposurethey’re accepting with respect to anyaircraft.

With approximately 50% of trackedmodels averaging an ETP Ratio in excess of40%, buyers must be careful not tounintentionally acquire a ‘disposableaircraft’. If they already own such an asset,Sellers need to be realistic about theiravailable options – which are likely to befew and not inexpensive. MI www.assetinsightinc.com �



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JSSI June.qxp_Layout 1 20/05/2015 15:54 Page 1


BIZAV INTELLIGENCE � AIRCRAFT SALES TRENDS

Used Aircraft Sales Action

is “Heartening”

Dealer Broker MarketUpdate - Q2 2015

Aircraft Sales Trends 1 new.qxp_Layout 1 15/06/2015 16:58 Page 1

he first quarter downturn was somethingof a surprise given the strong, record-set-ting performance of pre-owned business-turbine sales in 2014. But according to

GAMA's Q1 2015 report, total airplane shipmentsdeclined from 520 during Q1 2014 to 441. Similarly,billings dropped 12.6 percent from Q1 2014 to$4.5bn. Rotorcraft shipments also declined, by 18.3percent to 188 units in Q1 2015, and billings de-clined 17.9 percent to $0.8bn.

But it’s not all bad news. In mid-May JETNET iQ’sRolland Vincent cited the continued slow economicgrowth as a positive indicator, helping sales domes-tically even as currency exchange issues in Europehandicaps US OEMs while making the US a ripermarket for new European-made and pre-ownedEurope-based business aircraft.

So far this year, flying activity has gained year-over-year in March and April, and early reports onMay activity indicate a continuation of that strength.A significant percentage of operators continue topredict an increase in their 2015 flying over 2014levels – and a continued interest in improving theirfleets by replacing older aircraft with newer aircraft.

That interest in newer aircraft is a driver in pre-owned sales, according to the dealers and brokersfocused on that market segment. Meanwhile, the in-ventory and asking prices in April and May didsomething that would make Adam Smith smile: theyworked in opposite directions...

Inventories continued to decline – slightly,steadily, say dealers and brokers from across thespectrum – and jets, in particular continued a slightdecline while prices continued a gradual increase.

The Double-Edged DollarThe tighter inventories of pre-owned business air-craft in the US, and Europe's disproportionatelyhigh rate of business aircraft growth in recent years,make searching Europe for a deal more attractivefor American prospects and their representatives.

But the competition can be a little tilted towardthe medium- and large-cabin models, a particularfavorite of many European operators. Slower grossdomestic product growth in Europe may make buy-ing new less attractive, but the uneven GDP growthlevel of the US should still translate to more newand pre-owned sales.

“We found the medium jet that a client wantedacross ‘the pond' when it became apparent that a

better deal was available there,” explained an EastCoast broker. “Unfortunately, a sale of the old air-plane to a European prospect fell through becausethe current exchange rate drove up the costs; thesame strong Euro that originally made themedium jet such a good buy had faded in favorof the dollar."

The US dollar grew 20% against the value of theEuro during the past year, making exports more ex-pensive. In fact, exports were down approximately3%, year-over-year, as of March, while deliveries ofGeneral Aviation aircraft to European customers ac-counted for just 16.4% of the 2014 total – downfrom highs of more than one-third posted inrecent years.

Still, Europe remained second only to the 53.2percent delivered to customers in North America.Europe may also attract attention from other USbuyers as a shopping pool because of the contin-ued escalation of asking prices for business aircraftwithin the North American pool. And that pool isn’tbeing refreshed as fast as in recent years with fewerjets populating the used fleet.

One West Coast dealer noted that someprospects are looking deeper into the ongoingcosts of the older fleet and not understanding thatmaintenance costs don't always linearly increasewith age. “They've read about 'increased mainte-nance burdens' but don't appreciate how mainte-nance programs help owners manage and controltheir costs.

“One prospect we worked with was drawn toan 11-year-old light jet with low hours (for its age).He pulled back after reading something aboutmaintenance costs for jets older than 10 years. Wesaved that deal by sitting him down with thebooks, the logs, the spreadsheets and explainingthe ongoing coverage of an hourly-basedmaintenance program.”

The prospect misunderstood the program'scosts as an addition to the hourly cost predictionsof his accountant – who failed to grasp thedealer's explanation of the maintenance programand how aging costs had already been included.“Once he stopped trying to count that per-hourcharge a second time, he was much happier. But ittaught us that some buyers are taking the time tolearn more – without always understanding whatthey've learned. It’s frustrating, but it makes uswork smarter.”

Dave Higdon has coveredall aspects of civil avia-tion over the past 35years. Based in Wichita,he’s a renowned journal-ist, and an active instru-ment-rated pilot withmore than 5,000 flighthours in everything fromfoot-launched wings tocombat jets. Contact himvia [email protected]

“Unfortunately,

a sale of the

old airplane

to a European

prospect fell

through because

the current

exchange rate

drove up

the costs.”


T

After the market throttled back on used and new

aircraft sales in Q1 2015, signs point to sales strengthening

in Q2 2015, notes Dave Higdon after discussing the market

with a selection of dealers and brokers.


Smaller vs LargerThere's a type of prospective buyer with someknowledge of business aircraft use who believesthat larger is automatically better; i.e., larger alwaysmeans the aircraft can carry more...right?“That's one of the myths we hear from first-time

prospects, and a few who should be experiencedenough to know better,” explained a Midwest bro-ker. Dialing back expectations and toning downsome common myths are a daily part of the dealers'and brokers' work. “If you can do this successfully,the bright buyers quickly come to realize they don'tneed all that space 90% of the time, so they canspend less on something smaller while still accom-plishing 90% of their transportation needs.”With the markets at their tightest in the medium-

and large-cabin business jet categories at the mo-ment, helping a prospect understand that the smalljet can still do what is needed opens up options forthe buyer... “by an entire segment,” the Midwestbroker noted. “Right now that's a good thing interms of availability, even if it's not necessarily abuyer's market anymore.”A Northwest broker noted that it helps to start

working with a prospect on the basis of the missionsthe aircraft will fly most. “One buyer was seducedby a smaller medium jet's range and wanted to re-ject a better candidate because it went only two-thirds as far on full fuel,” he noted.After explaining that the jet would seldom, if

ever, fly max-range legs with the loads expected,the small jet's lower operating and ownership costsswayed the buyer back. “We made that sale afterexplaining the limitations of fuel versus payload,how such trade-offs work, and the fact that the per-ceived mission trips seldom exceed 50 percent ofthe light jet's range.”That owner also learned that a chartered flight

can cover the need if the occasional trip exceedsthe light jet’s range. “We told her that if her busi-ness started needing bigger and longer legs on aregular basis, we'd help her dispose of the old jetwhile helping her find the replacement. That soldthe aircraft.”

The End GameSo many moving aspects make definitive marketforecasting something many analysts and aircraftsellers hesitant to do...but they see at least as manypositive signs as negatives. For example, the eco-nomic slowdown in Europe and in China bode badlyfor the growth that so many expected a couple ofyears ago. But many prospects remain (though lessinterested) in the market for new rather than pre-owned.The dollar's strength against other currencies

helps on one end and hurts on another. Today'slower crude-oil prices had put a noticeable dent inthe price of both Jet A and AvGas – which, in turn,is helping flying activity levels. Capital abounds,with many companies holding large positive cash

balances; and financing is much easier today.The toughest element facing pre-owned sales,

according to virtually all the sources we queried, isthe ongoing decline in the available pool of pre-owned business aircraft, placing upward pressure onprices and increasing the difficulty in finding amatch between a prospect and an available aircraft.“That situation won't be getting any easier anytimesoon,” the East Coast consultant concluded. �

Are you looking for more articles onVisit www.avbuyer.com/articles/category/business-aviation-market-insight.


28 AVBUYER MAGAZINE –July 2015 Aircraft Index see Page 4www.AVBUYER.com


CONTACT

Florian van der Cruyssen

fl [email protected]

M +33 6 12 44 2916

T +377 97 77 0104

G E N E V A L U X E M B O U R G L O N D O N P A R I S M O N A C O M O S C O W B E I J I N G H O N G K O N G

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BOMBARDIER CL300 - SN 20079ASKING: $9.8M

BOMBARDIER LEARJET 60XR - SN 347ASKING: $4.9M!!!

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GJ_exclusif_inventory_205x270_JUIN_15.indd 1 10.06.15 08:47



e can talk about robust activity andshrinking inventory, but that wouldbe ignoring ‘the elephant in theroom’, namely the continued ero-

sion of prices, especially in the large cabin busi-ness jet market. Little did we know just howquickly we would become reliant on a worldwidemarketplace.Several years ago when we touted the emer-

gence of BRIC (Brazil, Russia, India and China),we credited those economies (and others) withhelping to pull General Aviation out of the quag-mire called ‘The Great Recession’. Some of usquietly thought global demand practically savedthe industry, or at the very least gave it a neces-sary transfusion. What we didn’t know was justhow quickly and easily we would become relianton a worldwide marketplace.

Piston Singles & Twin IndicesA check of the Vref Market Indices for the recentquarter shows only nominal change. Tiny bumpsin late model F33A Bonanzas, Cardinal RGs andCessna 182s moved the Complex Single Index up

+0.1%. We’re talking 25-year-old machineryhere! Pilots have never been ones to quit on anairplane just because it’s got a little age on it…Average pressurized piston twin values lost an-

other 1.9% in the recent quarter. They are still asmart choice and far cheaper to operate than thenearest turbine, but the down-trend is clear.

Turboprop IndicesRegarding the Turboprops, generally speaking it’s“not too bad, not too remarkable” – except for thePilatus. While most turboprops seem to be cloakedin stability, (the Vref Turboprop Index was basicallyflat for five consecutive quarters) PC-12s havesteadily appreciated.In the last two years the average PC-12 has

gained more than 13% in value. Not remarkableyou say? In an industry still feeling the aftershock of2008, an uptrend of any kind is quite unique!

Jet IndicesThis might be a good time for some readers to lookaway... The market is not pretty. This might also bea good time to respond to the individual who asked


W


General Aviation’s pre-owned market has been stuck in a kind of stop and gocycle since 2009, notes Vref’s Fletcher Aldredge. Prices drop, activity flares up,prices freeze, activity stops. To paraphrase Ronald Reagan, “Here we go again.”

If the Price is Right...?

Pre-Owned AircraftSales Trends

Fletcher Aldredge ispublisher of the industry-respected Vref AircraftValue Reference Guide.Vref is the industry’smodern price guide,designed especially forprofessionals operatingin today’s challengingmarketplace. ContactFletcher [email protected]

Aircraft Sales Trends 2new.qxp_Layout 1 16/06/2015 11:51 Page 1

us not to tell anyone prices are still trending down. Really?!There is not a credible buyer anywhere on Planet Earth whodoesn’t already know the market has dropped to a new level…

While the Light Jet segment is steady or nearly flat, Mid-Sizeand Large Jets had another off quarter. The table to the rightgives some of the particulars.

The takeaway is this: If last year was a good time to buy, thisyear is even better!

It Always Comes Down to ThisWhy is this happening and what will happen next quarter, nextyear? The ‘why’ is the easy part of the question. While many ofus consider the US economic recovery to be anaemic, it mightstand alone…as a recovery. 2014 was a disappointing year forgrowth in Europe, BRIC, and other business jet-consumingregions. According to The World Bank, some of the tepidgrowth forecasts for many countries have actually been revised

downward. The convenience and safety of private air transporta-tion is, and will remain unparalleled. So, what will happen?

The fact that we’ve spoken so many times of the convenienceand safety of GA, should tell us there will always be buyers innearly every country with a runway. Will it take a fair price –some would say a discounted price – to attract these buyers?Maybe… Indeed, probably!

One great advantage General Aviation has now (as com-pared to a decade ago) is the widespread realization we are op-erating in a free market, practicing free trade. The mostencouraging statement we’ve heard in a long time was from amajor manufacturer. Last quarter, while discussing the ‘cratering’of the large jet market, he said, “The market is what the marketis.” We say, “Whatever the market is, demand will be there nextquarter and next year — if the price is right.” �

More information www.vrefonline.com


Aircraft Sales Trends 2new.qxp_Layout 1 16/06/2015 11:52 Page 2

BIZAV INTELLIGENCE � AVIATION LEADERSHIP ROUNDTABLE

he manager of a leading aircraft valuation guideasked what I thought about adding a category foraircraft previously owned and operated in fractionalprograms. Essentially, these aircraft were going to

have higher cycles and times. Shouldn’t they be viewed andvalued differently to other aircraft?

When fractional ownership programs began, no one reallyknew if hours flown by fractionals would match the expecta-tion at that time, which was about 800 hours annually –approximately twice the typical annual usage for a wholly-owned business jet. We concluded thatit would be wise to wait and see if thefractional idea even caught on first.Imagine that!

With the benefit of hindsight, it prob-ably would have been a good idea toadd that category. It’s clear now that theidea certainly caught on, and in factthere are a tremendous amount ofaircraft that have been used in theseprograms now sitting on the market with two or three timesthe number of hours on their airframe and engines versus acomparable non-fractional airplane.

Perception Vs. RealitySince aircraft typically used in fractional programs do nothave airframe life-cycle restrictions, there’s no reason not toconsider them a viable proposition to sell and buy, but verylittle guidance is given – even today – as to how they shouldbe valued. The valuation guides do report an average air-frame time for each model year, and they give a calculationto use for additional hours over that, so that a prospectivebuyer can correct the valuation above or below the averagetime calculated for a given year. That works for small vari-ances but not for significant changes.

As an example, let’s assume an airplane for a given yearhas an average airframe time of 5,000 hours. A comparableone that has been in several years of fractional service has10,000 or more hours on the airframe. The difference has var-ious implications for the buyer. First, it elicits questions fromthe less experienced buyer regarding safety. The experiencedbuyer, on the other hand, will focus on cost of operation andresale. These are both legitimate questions, and are notunlike the discussions that arise from buyers with respect todamage history in an aircraft.

The outcome is usually a smaller pool of prospective buy-ers - sometimes significantly smaller. The smaller the pool ofprospects, the longer it could take to find a buyer. Many who

discount the aircraft do so because they cannot overcomethe perception that the airplane may not be as safe as alower-time model. In my opinion, this is probably unfoundedprovided the aircraft has been maintained properly. Thuswe find perception, rather than reality, becomes thecentral focus.

The idea of a higher-cost to operate is based more in reali-ty than perception. The higher the time and cycles of the air-plane, the closer one gets to the expiration of many life-limit-ed components. Even those without life-limits become more

liable to develop faults or simply wearout. While these conditions do notmake the airplane unsafe, they do makeit a more costly prospect.

As regards to that high-time airplanebecoming harder to sell, it takes anintelligent, experienced buyer who real-izes at a certain price (one less than thelower-time airplane) the value out-weighs the cost.

So as we get to a fleet age that is on an upward trajectory,and then segment those airplanes into average airframe timeversus higher airframe time, we arrive at a reality of segmen-tation that will not change.

Another problem with pegging the value of the high-timeaircraft is that there are far fewer transactions that occur tocreate real comparisons for valuation. So if there is not anindustry-recognized calculation that accurately depicts theimpact of high-time, it unfortunately becomes a ‘What areyou willing to pay me?’ scenario when selling to the smallerbuying population that would accept the aircraft.

As a seller of a high-time airplane, you should be veryopen to buyers that express an interest in your aircraft, andrefrain from using terms like ‘bottom feeder’.

To answer the question in the title of this article, the ‘Who’is the knowledgeable buyer, and the ‘Why’ is price of theaircraft. I chose the words to answer that question thoughtful-ly. If someone makes you an offer on a high-time aircraft,consider it carefully. Work to get a good contract and haveit include realistic pre-buy protocols. Bottom line, makethe deal! �

T

High-Time AircraftWho Buys Them, and Why?

Jay Mesinger considers buyer concerns regarding high-time aircraft, and outlines how sellers of such aircraft can help remove barriers to a deal.

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


“ Thus we find perception, rather than reality,

becomes the central focus.”

JMesinger JULY15.qxp_JMesingerNov06 18/06/2015 10:06 Page 1

1996 Gulfstream GIVSP• Price Reduced• Total Time: 9842 hrs• Landings: 4220• APU on MSP• Honeywell Avionics covered through HoneywellHAPP

• MSG-3 Maintenance Program with CMP• No Damage History• Collins SAT-906 SATCOM• Secure-A-Plane• 13 Passenger Interior

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

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

2010 Gulfstream G450• Price USD $24,900,000• Total Time: 954 hrs• Landings: 435• Engines Enrolled on RRCC• Synthetic Vision• Broadband High Speed Data System• Forward Galley• 14 Passenger Interior

2007 Gulfstream G450• Price: Make Offer• Total Time: 1850 hrs• Landings: 775• Engines Enrolled on RRCC• HUD/EVS• SecuraPlane External Camera System• Airshow 4000• Honeywell MCS 7000 SATCOM• 14 Passenger Interior• Aft Galley• Forward Crew Lavatory

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Challenger 604 S/N: 5426• $6.495M• Total Time: 6329:55 hours• Landings: 3397• Engines enrolled on GE On Point• APU Enrolled on Honeywell APU MSP Gold• Enrolled on Bombardier Smart Parts Plus• Safe Flight Enhanced Auto Throttles• EMS High Speed Data 128 Stand Alone• EGPWS• TCAS II with Change 7• 12 Passenger Interior

2009 Gulfstream G550 S/N: 5231• Price: Make Offer• 1236 AFTT• 511 Cycles• Engines on RRCC• APU on MSP• Enhanced Nav w/Synthetic Vision• Honeywell Planeview Cert ‘F’• Head-Up Guidance System• Fwd Galley• 18 passenger configuration

Boeing BBJ S/N: 36714. Reg: VP-BFT• $58,950,000• Into Service 2009• Total Time Airframe: 2849 Hours• Landings: 741• Basic Operating Weight: 101,611 Lbs• Pat’s 6 Tanks, 5 aft, 1 fwd• Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium• 5 external cameras - EFB• 18 Passenger Interior/ Andrew Winch Design

1998 Boeing BBJ S/N: 29273• Price reduced• Total Time Airframe: 3743:34 Hours• Landings: 917• Delivered with Fresh C1• HUD (Heads Up Display)• SATCOM• Pats 9 Tank Fuel System• Basic Operating Weight: 95,096 Lbs• SFR88 Mod• CVR/FDR• Airshow Network• 18 Place Interior• One Owner Since New

2008 Gulfstream G550 S/N: 5176• Price : US$29,950,000• Total Time: 3466.5 hrs• Landings: 953• Engines on RRCC• APU on MSP• Honeywell APP & Parts Programs• BBML• Securaplane External Camera System• Airshow 4000• 18 passenger interior• Fwd Crew Rest• Available for viewing Immediately in Bridgeport,Connecticut


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

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2006/2007 Global Express XRS• Make offer• Total Time: 3658:07 hrs• Landings: 1177• Engines on 100% JSSI• Enrolled on JSSI Tip-to-Tail• Triple FMS• FANS 1/A+ and RNP 4• SBAS with LPV APRH• Batch 3• ADS-B• Forward and Aft lavs


Jet Expo Russia July.qxp_Layout 1 16/06/2015 17:02 Page 1

BOARDROOM � JULY 2015

Business Aviation and The BoardroomWhat The Boardroom Needs To Know

Project2.qxp_BOARDROOM COVER 16/06/2015 14:41 Page 1

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

ictor Girgenti, 58, is an engaging indi-vidual who responds to requests andquestions at lightning speed. He man-ages to do this while flying privately and

running his successful food empire daily, single-handed. His business supplies the finest supermar-kets with very high quality cold cuts, deli cheesesand deli salads with their customer’s name onthe label.

“For years most retailers would place the worstquality product in their label,” Victor highlights. “Istarted my business over twenty years ago – andchanging the mindset of the deli world has been anexperience!” The products Longview manufactureshave the lowest sodium levels in the industry. “Nofillers or extenders are ever used. MSG is not in anyproduct we produce. No artificial flavoring,” henotes.

All meat is from the US, and Victor processes itin a variety of different plants across the nation,keeping each species in separate plants to avoidcross contamination.

A decade ago, Victor’s business was doing well,so he started to make more use of his winter homein West Palm Beach, Florida (he lives in SandsPoint, New York, a wonderful harbor town just out-side New York City).

“The reason I started to take flying lessons wasthat when we used to charter a jet before I was ableto fly, I would watch the pilots and worry that if theyhad eaten, let’s say a bad fish for dinner and had anattack of food poisoning, it might be helpful toknow how to yell ‘HELP’ on the radio,” (Victorwould charter a private jet to take his wife and twoLabradors, Callie and Hobbie, to Florida).

“After the first lesson, and since my golf game

High Flyers Interview High-Level Food Provider Flies Privately


V

If you run your business as a one-man band, how can Business Aviation work for you? Rani Singh asks Victor Girgenti, whose Longview Trading, Inc.

deals in high-end deli products for supermarkets’ private-label programs...

BOARDROOM � CASE STUDY

BG 1 July.qxp_Layout 1 16/06/2015 11:49 Page 1

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had not improved for 20 years, I decided to keeptaking flying lessons,” Victor recalls. “Of course hadit not been for Callie and Hobbie, I never wouldhave chartered a jet to begin with. Thanks to thosetwo most wonderful dogs I came to realize that pri-vate flying would also change my life and business. Inow do animal rescue missions with the Eclipse 500I own, bringing dogs from kill shelters in the southto sanctuaries in the northeastern states.”

Victor never dreamt he would one day fly himselfto Florida. But he stayed the course working his wayfrom a Cessna T182T, to a Columba 400, to a PiperMeridian and for the last two years has owned anEclipse 500 TE (Total Eclipse). Today, he flies to hisclients along the eastern seaboard of the US, fromFlorida to Pittsburgh, Pennsylvania.

Victor doesn’t mass produce, and is happy trad-ing with those who appreciate his level of quality.“Being able to jump into the Eclipse, go, and returnquickly makes optimum efficiency possible.”

Out and Home in a DayPreviously, Victor was flying commercially on a regu-lar basis to one customer in Jacksonville, Florida. “Iwas flying too much. You would think from NYC toJacksonville there would be many flights daily. That’snot the case, and most trips there required a depar-ture the day before the meeting. If the meeting ranlate, I had to spend another night in Jacksonville be-fore flying home on the airlines.

“Now I wake up in my own bed, enjoy a workout,check the stock markets, check emails and drive tomy local airport,” he smiles. “I put my car into myhangar and fly off to Jacksonville. Two hours later Iam there in plenty of time for the meeting. After-wards, I’m back home in another two hours and hav-ing dinner with my wife. Flying yourself is worthevery penny.”

Working from home, every hour counts for Victor.As we spoke, he was preparing to fly to Atlanta,Georgia for a convention, offering a ride to one ofhis larger customers. “They get so excited to seethe airplane and can't believe I’m the pilot. They’reamazed that we walk onto the aircraft and go. Notaking-off shoes or metaldetectors.

The flight starts when we are ready. This blows themaway!”

Highlighting the sheer flexibility afforded him byhis business jet, Victor recalls, “Last year I needed toattend the same convention when it was in Denver,Colorado. I flew in on Saturday, dined with cus-tomers, attended the convention on Sunday, and

quickly realized I had

“Being ableto jump intothe Eclipse,

go, andreturnquicklymakes

optimumefficiencypossible.”


BOARDROOM � CASE STUDY


seen enough. While originally I was planning to stayand attend the convention a few more days, be-cause I have my own aircraft I got up Monday morn-ing, called the airport and asked that my airplane befueled and ready for departure within 30 minutes.

“If I was on an airline, the effort and added costto do something like that would be huge. Whileeveryone else was still in Denver, I was back at mydesk doing important business.”

Why the Eclipse?Victor feels that the Eclipse is his perfect vehicle. “Itis fast at 375 knots, and able to fly way above theweather with a ceiling of 41,000’,” he enthuses. “Itis comfortable, and very quiet - normal volume con-versation is not a problem, and in fact no headsetsare offered to the passengers.

“Best of all is the lack of fuel burn - trips fromNew York City to West Palm Beach, Florida onlyburn 190 gallons,” he adds.

Victor’s business philosophy is built on the beliefthat every call, email or text needs to be answeredwithin minutes. Delaying an hour is not an option –thus he has taken care to select an aircraft with suffi-cient in-flight connectivity so that he can be produc-tive while flying. “Being in touch in the air is amust,” he concludes. “Customers don't care whereyou are, as long as you respond quickly. Being ableto do so, and the time savings made possible by fly-ing to your schedule, are the ultimate advantages ofBusiness Aviation.”

For more information on Longview Trading & itsproducts, visit www.longviewtrading.comAre you looking for more Business Aviation CaseStudies? Visit www.avbuyer.com/articles/categories/business-aviation-interview-case-studies �


Giving Back To AviationVictor has a simple, but effective sidelinebusiness that he feels gives back to theindustry that has helped him so much.“Manufacturers such as Piper build aircraftthat use the same airframe for both piston(gas burning) and turbine (jet fuel burning)airplanes,” he notes. “The folks that fill theairplanes with fuel at the airports don'talways know which engine is installed - andif they make a mistake and place the wrongfuel-type in an aircraft the results canbe deadly.

A simple warning system was needed toalert these line-people as to what type offuel was needed in an aircraft. “I inventedand market a product called FuelTape - aroll of tape that states the type of fuel thatthe aircraft needs, or should not be fueledwith. The pilot, after landing, tears off apiece of this tape and places it over the fuelcap so the line people need to remove itbefore fueling.

“Today with diesel engines burning JetA, FuelTape will be needed more than ever.Check out www.fueltape.com to learn more.”

“Whileeveryone else

was still in Denver, Iwas back at

my deskdoing

importantbusiness.”

MR GIRGENTI WITH HIS ECLIPSE 500 TE, AND (BELOW, LEFT) AN EXAMPLE OF LONGVIEW’S DELI PRODUCTS


Peter Agur is Chairman& Founder of VanAllen -a leading Business Avia-tion consultancy firm.He is a member of theFlight Safety Founda-tion’s Advisory Commit-tee, NBAA’s SafetyCommittee and NBAA’sCAM Committee (emeri-tus). Contact him [email protected].

ustifying the acquisition of a business aircraftis the same as justifying ownership of a pri-vate vehicle. You either need, want, and canafford a car… or you don’t want it. Lackingany one of those key ingredients would sug-

gest not owning a car. I have a friend, Eileen, in DCwho does not even know how to drive. She grew upin New York City where owning a car is an extrava-gance. She now chooses to live in another city wherethe Metro and Uber meet all her local travel needs.So why use Business Aviation? That was the chal-

lenge one of our clients faced a few years ago: Mr. B.called to ask if we could help him with a problem. Heis the Chairman of the Board for a company that hadrecently hired a new CEO, Tom. He was hired to triplethe revenues of the company within the comingdecade. Like many CEOs, Tom is a brilliant, type-Akind of person.And that was the problem. Mr. B. was concerned

Tom was wearing himself out flying on the airlines.The future of the company relied on not only Tom’s ef-fectiveness but also on his tenure. Tom was at risk ofburning himself out after only a few years. If that hap-pened, the company would not succeed.The Board agreed Mr. B. should meet with Tom to

discuss his need for a company aircraft. During thatmeeting, Mr. B. was surprised by Tom’s reaction. Tomacknowledged all the benefits of a private jet. But inlight of the company’s profit goals, he had a big con-cern: the costs. Mr. B asked Tom to use a neutral thirdparty in his discovery and decision process. He gaveTom my number.

Our AnalysisTom called me the following Monday. We agreed,after a twenty minute conversation, that our firmshould conduct an Air Travel Needs and ServicesAnalysis. Not only would Tom gain clarity around the


J

Why Business Aviation?Why not!

The benefits of BizAv are clear to those who use it…

How do you justify using Business Aviation? Pete Agur has a novel approach—you don’t!

BOARDROOM � OWNERSHIP

Ownership July15.qxp_Layout 1 16/06/2015 11:34 Page 1

Rolf SmithDirector of International Sales& Acquisitions.Located in the prestigiousregion of Beverly Hills(90210) in the United Satesrecently worked at ViationLtd. UAE where he headedup the International SalesDepartment having joined thecompany from Aero Toy Storewhere he achieved recordpricing sales. With 20 years

experience in the corporate market, Rolf is wellknown amongst international customers.

He began his career in 1994 managing the RollsRoyce, Bentley, Aston Martin and Lamborghini

dealerships for his aviation mentor, GulfstreamChairman Alan Paulson.

Rolf developed his career with Pacific Coast Lease,TWC Aviation, PrivatAir, Cerretani Aviation, Aero ToyStore and Viation Ltd UAE and his client’s rangefrom the entertainment moguls to Fortune 100corporations. Offering highly personalized service,Rolf’s unassuming yet sophisticated style quicklyearned him the trust and respect of clients he stillsupports today. In his various positions, Rolf hascontributed and developed a global market presencein the new and pre-owned business jet market fromthe US to Asia, Africa, Middle East, Latin Americaand other. Other areas of his expertise relate tolarge size Boeing BBJ, 747, Airbus VVIP model’s,and the executive VIP helicopter arena, leasingand finance structure.

1997 Bombardier Challenger 604

Beverly Hills Office +1-310-285-0902 • Las Vegas Office +1-702-260-3333

www.aircraftmarketing.com [email protected]

Aircraft Marketing July.qxp_Layout 1 18/06/2015 09:19 Page 1

company’s air travel needs, but he would receive an analysis ofeach of his current and potential travel services’ costs and benefits.

This process went well beyond a basic time-cost study. It wasconducted within the context of the company’s strategic intent aswell as its culture. After a few weeks we sat down with Tom to shareour results:

• The company’s strategic intent was for dramatic growth overthe next decade. That growth was to come primarily from theacquisition of competitors and the establishment of operationsin new domestic geographic regions.

• This massive undertaking was to be led by Tom and a verysmall cadre of highly capable young executives; Tom’sExecutive Team (ET).

• Tom and the ET had to travel aggressively, together and inde-pendently. Face-to-face was their only option for the progressand pace they needed to maintain.

• They were headquartered in a major airline hub city. That hubwas dominated by an airline with a history of having a verypoor on-time record. This was a major point of angst for Tomand the ET because their time was so tightly scheduled.

• Tom averaged two trips per week, 40 weeks out of the year.The projected time savings for using a business jet was morethan three hours per leg. That meant Tom was losing at least480 hours per year in door-to-door travel time using the air-lines. That does not count the dramatic difference in the qual-ity of work and rest enroute. In other words, Tom was losingabout 20% of his productive time to the inefficiencies of airlinetravel. The rest of the ET was equally travel-time challenged,even though everyone was putting in over 60 hours a week.

Tom’s ResponseAfter Tom had read our report he asked the Board to approve thecapital budget for an aircraft. He gave three reasons:

1. He realized he and his team could achieve more in lesstime. This would create revenues and profits well abovetheir targets.

2. Tom determined the ET’s added efficiencies would allow himto forego hiring another senior executive, saving the costs notonly of that person but the staff it takes to support him or her.

3. Some of the time saved would be reinvested as time with fam-ily. Tom is a huge proponent of work/life balance. He knew heand his ET needed down-time to be able to maintain the gru-eling pace the job required. Business Aviation services wouldbe a big plus in this area.

In the end, Tom explained the impact of Business Aviation serv-ices would create revenues, savings and benefits that would faroutstrip their added costs, as compared to the airlines.

Did Tom’s commitment to Business Aviation services pay off?Tom’s company got its jet prior to the dramatic economic down-turn of 2008. Today, Tom, his team and his company have flour-ished while many of their competitors have struggled. They wereable to do more, with less. Today Tom is a strong advocate for hiscompany’s Business Aviation services. When others ask him why hehas a company jet, he responds, “Why not?” �

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



“Today, Tom, his team and his company have flourished while many of their competitors have struggled.”

Ownership July15.qxp_Layout 1 16/06/2015 11:35 Page 2

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David Wyndham isco-owner & president ofConklin & de Deckerwhere his expertise incost and performanceanalyses, fleet planningand life cycle costing areinvaluable. He’s formerlyan instructor pilot withthe US Air Force. Contact him via [email protected]

he owners of a 10-year old light jet werefacing the possibility of a significantavionics upgrade in the next few years.They were also considering replacing the

aircraft during the same timeframe. While the up-grade would add value to the aircraft and mightmake it easier to sell, what path was best?

There are many types of upgrades available forpopular aircraft that can change them from unac-ceptable burdens to mission-capable assets whilereducing their costs of operation. When does it

work to do the upgrade, and when doesn't it?Certain avionics upgrades may be required just

to keep an aircraft flying. The FAA NextGen naviga-tion system is requiring new avionics equipment beinstalled by 2020 to allow aircraft to use the air navi-gation system. Modifying the aircraft can be costly,especially for older models with low values. Someaircraft may require even more avionics upgrades tooperate globally, especially in Europe.

Do you do only the FAA-required upgrade andavoid trips to Europe? Do you acquire a new


T

Maintaining Aircraft Capability

David Wyndham examines when upgrading or replacement of the company airplane is appropriate.


Making the Upgrade/Replace Decision

Ownership 2 July15.qxp_Layout 1 15/06/2015 17:04 Page 1

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Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email [email protected].

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aircraft? Your flight department must consider several options toevaluate the upgrade/replace decision.

When to Do the UpgradeUpgrades fall into two categories: adding new safety featuresand adding new capabilities. Certain upgrades associated withthe FAA’s NextGen program will be required by 2020 just tomaintain the aircraft’s operational viability. Either you spend themoney or sell the aircraft for parts. If you require new avionicsbut don't need the advantages of a new aircraft, such as morerange, speed or cabin volume, the upgrade path may work.

Possibly you seek to add performance, such as better fuel ef-ficiency or range. Companies like Aviation Partners, Raisbeckand Blackhawk have been quite popular for many years. They,and others, have aerodynamic and engine upgrades that allowyour current aircraft to fly faster, further, or both. Sierra Indus-tries offers Williams engine upgrades for older Citations thatadd speed and range.

Nextant Aerospace is remanufacturing older Beechjets intoNextant 400XTi's - complete with new engines, new avionicsand a new interior. Nextant is being joined by an engine up-grade from Textron. Other companies offer engine modifica-tions as well.

There are a number of avionic upgrades available from Avi-dyne, Garmin, Honeywell, Rockwell Collins and others. Thirdparty specialists are also doing modifications that range fromupdated navigation gear to a full (glass) panel replacement.When looking at new systems, consider what the current variantof your aircraft (or closest relative) has for its avionic system.Done right, these systems enhance both safety and reliability.

For the passenger cabin, interior specialists offer all sorts ofoptions for in-flight entertainment and airborne Internet as wellas new seat designs and modern materials.

It’s PersonalBefore you undertake such a major project, however, there aresome things to consider:• If you need "more" (as in seats, payload or room), your only

true alternative is acquiring a larger aircraft.• Aircraft age is also an issue. Older aircraft cost more to

maintain than newer ones. Wear and tear items, aging air-craft issues, and engine overhauls all drive costs up. Youraircraft must be in excellent mechanical condition andessentially free of corrosion, otherwise don't considerthe upgrades.

• Some upgrades add value to your aircraft while others addvalue only to you. With today's market, do the upgrade if ithas value to you. If it has value in the market place, so muchthe better but do it primarily for you.

• Unique is great with art, not with aircraft. Stick with estab-lished programs with a successful track record. Do equip-ment upgrades that mirror the new models or closestequivalents. Those will tend to have the best impact onresale value and also maintenance supportability.

There is a trade-off between putting money into an existingaircraft and replacing it. A decade or two ago, you could alwaysavoid the upgrade analysis and sell the aircraft to a buyer out-side the US. That is not so easy anymore. Countries in SouthAmerica, Africa and Asia are upgrading their air traffic and navi-gation systems. Many of them are looking toward Europe's

airspace as their model. In today's economic conditions, spend-ing money on an upgrade may not result in a 100% return onthe investment, especially on older turbine-powered airplanes.

For example: upgrading the engines on a King Air C90 canrun to over $700,000. A 20-year old C90B sells for just over $1million. Looking at today's market, it’s doubtful that the up-graded C90B can recoup 100% of the upgrade at resale. Theengine upgrade will add to the aircraft’s value, but don't do itjust to resell the King Air after the retrofit. The likelihood of re-covering all your money is very low. Do it because it adds valueto you.

If you are upgrading just for a specific mission, but that mis-sion is infrequent, consider the alternative. It might be morecost effective to charter an aircraft for the occasional Europeantrip rather than upgrade your company's existing aircraft.

Budget carefully and talk to other operators who have donethe same upgrades. Ask your accountant to run the numbers, in-cluding all tax considerations as well as your cost of borrowingthe funds needed to upgrade or replace.

As long as your current aircraft is in excellent mechanical con-dition and you plan to keep it for the next few years, the addedutility and flexibility of the upgrade may add all the valueyou need. �Are you looking for more Business Aviation Ownership articles?Visit www.avbuyer.com/articles/category/business-aviation-ownership



Ownership 2 July15.qxp_Layout 1 15/06/2015 17:08 Page 2

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Wright Brothers May.qxp 22/04/2015 11:33 Page 1

s anyone who owns and operates anaircraft knows, there are numerous waysto spend funds. While direct operatingcosts are ongoing, there are expenses

that can be and often are deferred, such a stripingand repainting or re-ragging the interior. Whatshould be the timing of such discretionary items,particularly when you are considering the sale orreplacement of the company aircraft? Shouldupgrades be done to enhance the ownershipexperience or to facilitate the sale at the time ofreplacement?

I discourage sellers from spending money thatthey do not get to enjoy. In other words, thereshould be a direct benefit from investing funds inyour current aircraft. If you postponed painting andnow realize that the aircraft’s cosmetics will be a real

deterrent for a buyer, painting immediately prior toselling without enjoying the pride that comes fromoperating a handsome steed is a real shame.

The same goes for interior work. Worse yet, let’ssay you do invest in paint and interior work but thefirst thing a potential buyer says is, “I wish it whereblue, not green”!

Other factors (such as price) being equal,cosmetics do make a measurable difference in theaircraft’s appeal at the time of sale. Do notmisunderstand; your aircraft does not need to lookbrand new to be appealing to a buyer of pre-owned equipment. But a very clean aircraft is moredesirable than one that the prospective buyerwould be embarrassed to operate without investingin refurbishments, which means down time,additional cost and effort for the new buyer.

Jay Mesinger addresses an often asked and appropriate question, but one that entails a complex answer.

Upgrading to Sell?How much should you invest to sell your aircraft?


A

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

BOARDROOM � BUYING & SELLING

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(Incidentally, cost and timing of refurb impactcurrent owners as well as prospective buyers.)During your ownership life you may find a

predictable time to have cosmetic upgrades done inconjunction with other scheduled maintenance orshop visits. You should take advantage of suchopportunities to bundle work. But if you haven’t andit is time to sell, consider discounting the aircraft bythe cost of the paint job or cabin re-rag. Thatapproach may work with some buyers. Remember,however, that you are asking the buyer to acquirethe aircraft and take it out of service for two to threemonths before they get to enjoy the benefits ofownership, which is a lot to ask. It is better to bringa very nice looking, not necessarily pristine aircraftto market.Bottom line, don’t bring an aircraft to market that

is in desperate need of cosmetics. Also, avoid asizeable investment just to sell. Find the balance.

Other CostsConsider other expenditures—major airframeinspections, for example. Often sellers ask aboutselling their aircraft right before a majormaintenance event such as a “C” check, 72 or 96month inspection. Again, buyers expect heavydiscounting for near-term scheduled maintenance.Typically, buyers want at least 25-35% of service liferemaining before a major inspection is due.Otherwise they may be unwilling to buy, or theymay demand the inspection be completedby the current owner.Spending funds on avionic upgrades

requires careful thought, in partbecause various options may beavailable. When I help someonebuy, I seek an aircraft thatmeets regulatory mandatesand has suitableconnectivity (high-speedinternet) to satisfymission needs.When the currentowner/seller hasmade the investment,my buyer probably will not beinvesting 100-cent dollars to get themodifications. However, if the sellerhas not done the upgrades, the pricefor avionics modifications essentially isset and not likely to escalate due tosurprises that often happen whendealing with cosmetic or maintenanceevents.

Worst-Case Scenario?Consider the worst-case scenario: youown an aircraft that is facingsignificant maintenance work, has verypoor cosmetics, no connectivity andmandatory regulatory upgrades. Whatdo you do?

You have not made those investments in theaircraft (thus should have money in the bank), but itis unrealistic to expect that the potential buyer willview your aircraft as similar to one that requires littleor no work. The buyer probably will discount youraircraft by an amount greater than the cost ofrequired refurbishments. It also is important to understand that some

buyers want nothing to do with a “rehab project”—which is what some people call an aircraft thatneeds lots of work—regardless of price. The smalluniverse of buyers willing to take on rehab projectsis hard to find, often adding considerable time tothe selling period. Thus, I advise clients to pursueevery offer; think each through from a personalperspective; and I try to put the seller in the buyer’sshoes.More importantly, if time is on your side, make

long-range transition plans so that you can benefitfrom investments in upgrades during yourownership experience rather than spend funds thata total stranger will enjoy! �

Are you looking for more Business Aviation Ownership

articles? Visit www.avbuyer.com/

articles/category/business-aviation-ownership/

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BOARDROOM � BUYING & SELLING

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P055.qxp_Heeren Cit Ultra sep 16/06/2015 17:23 Page 1


New Normal for BizAv

Insurance? Assessing Past and Present Trends to Project the Future

Stuart Hope reviews what haschanged within aviation

insurance and considers whatwe might expect in the future...

BOARDROOM � INSURANCE

Insurance July15.qxp_Layout 1 16/06/2015 11:20 Page 1


Stuart Hope, co-owner of HopeAviation, is a licensed AirlineTransport Pilot and a frequentNBAA speaker and industry authority oninsurance and riskmanagement topics. Contact himvia [email protected]

e all worry about the unknowns thatlurk in the future—in our lives, our ca-reers, our businesses. To calm ourfears, it is often comforting to identifypast trends. Let’s add the aviation

insurance industry to the mix. Our community has seen a number of changes

over the past 10 years. We’ll take a look back and re-view what changed and why, then consider possiblefuture changes or trends.

PastAs anyone who owned an aircraft post 9/11 knows,aviation insurance rates tripled shortly after that hor-rendous deed, and only seven companies in the UScontinued to write aviation policies. Other insurersdeclined any risk that had the word ‘aviation’ in it. Wewere in what is known within the insurance industry asa ‘hard’ market, which was characterized by increas-ing premium rates, a restriction of available coverageand strict underwriting with few exceptions.

Lessening fear of another aviation terrorist eventplus several years of good claims experience eventu-ally resulted in superior underwriting profits for the in-surance companies covering aviation. Theseattractive returns did not go unnoticed by other in-surance carriers looking to diversify their portfolios.One by one, new suppliers of aviation insurance en-tered the market at the retail level.

Allianz Aviation, CV Starr, QBE, Travelers (who en-tered then exited the market after three years), andSwiss Re all began writing aviation coverage. Otherinsurance companies have followed suit. The law ofsupply and demand made its presence felt immedi-ately as rates began declining, ancillary coverage of-ferings were expanded, and previously hard-to-placerisks had options. We returned to a ‘soft’ market.

PresentSince 2005 and continuing today, the aviation insur-ance industry remains in the softest market in its his-tory. There are now over 20 domestic insurancecompanies writing aviation policies in the US. It is afull-out buyer’s market. All aircraft owners are gettinga great deal on their insurance coverage.

Post 9/11, the premium for a liability limit of$100m on a corporate aircraft was $27,000, with noexceptions regardless of which insurer was quotingthe risk. Keep in mind, this was for the liability com-ponent of the overall policy premium and did not in-clude the premium for the physical damage hullcoverage on the aircraft. The same premium today isapproximately $9,500.

Even in the recent wake of several disastrous yearsof losses in the airline world, premiums remain levelyear-to-year as rates have literally bottomed out, withsome considered below the ‘burn rate’ - generallydefined as the rate below which the insurer is losingmoney. Insurers have been willing to increase existingancillary coverage limits and add/create new ancillarycoverage offerings in an effort to capture more

market share. To further differentiate themselves,many insurers have invested large sums of moneyinto safety offerings to their clients that are in myopinion exceptional.

Unfortunately many clients fail to take advantageof these free safety offerings, possibly because of theperceived time demands, or a failure to understandwhat is being made available. There is a trending ef-fort by most insurance companies to further auto-mate their processes, continue to push for acomplete paperless environment, and use outsourc-ing of clerical tasks to companies in India and thePhilippines, among others.

FutureMany of the gurus of the aviation insurance worldfeel the current market is the “new normal”. With ex-cess reinsurance capacity in abundance and a seem-ingly bottomless attraction of capital to the aviationinsurance market, short of another 9/11-type event,the future seems to favor the status quo.

There may be some markets that will attempt tooffer their product on a retail basis direct to the air-craft owner via a website that bypasses the insur-ance broker. As many of you have read, Google hasbeen getting approval to sell insurance on theircompare site through different insurance partners.Although I don’t think this will be a threat to theaviation insurance industry due to the complexity ofthe differing policy language from company tocompany (aircraft owners will need the expertise ofa good aviation insurance broker to negotiate ontheir behalf), it would be a fool’s deed to count thiscompletely out.

Emerging technology, if not embraced, couldfind some insurers not only losing their competitiveedge but possibly losing their relevance. Mergersand acquisitions in the insurance brokerage com-munity have been on the rise, so expectconsolidation there.

Last ConsiderationWill we see an effort by insurers to reduce ambigu-ity in their policy language? Will we one day havean exclusionless policy for some insureds? Staytuned. Better yet, consider the words of a wise butunknown philosopher who said, “Today is theTomorrow we worried about Yesterday.” �Are you looking for more Business Aviation Insurancearticles? Visit www.avbuyer.com/articles/category/business-aviation-insurance

W

“With excessreinsurancecapacity inabundance

and aseeminglybottomless

attraction ofcapital to the

aviationinsurancemarket...the futureseems tofavor the

status quo.”

Insurance July15.qxp_Layout 1 16/06/2015 11:21 Page 2

ollowing the visit of Charles Lindbergh to Bordeaux inMay 1963, Avions Marcel Dassault joined forces withPan Am to form the airline’s Business Jets Division. InJuly, 1963 Pan Am placed its first order for 40 Mystère

20s with options for a further 120, and two years later the aircraftwas certificated with the first green airframe already sitting atBurbank, California for outfitting. Directed by James B. Taylor, Pan Am Business Jets marketed

the aircraft, initially as the Fan Jet Falcon and subsequently as theFalcon 20. Orders rolled in from US Corporations and other enti-ties throughout the aviation world. Several air forces, includingthe Royal Canadian Air Force and the Royal Australian Air Force,ordered the Falcon 20, and early deliveries went to Fortune 500companies such as FMC Corporation, Johns-Manville, Atlantic


BOARDROOM � OEM PROFILE

F

Dassault Builds the Falcon Family:

In our look back at the rich history ofAvions Marcel Dassault, Rod Simpson

explored the company’s progress following the war years, including

its first steps into Business Aviation.How would Dassault build on its

entry into the BizAv arena?

Technology and passion join forces to serve the needs ofBusiness Aviation (Part 3 of 4)

OEM June15.qxp_Layout 1 16/06/2015 15:51 Page 1


Richfield, Bechtel and Pepsico together with private owners suchas Winthrop Rockefeller and the Aga Khan.

If the Falcon was the right size for corporate aviation, it wasalso the right size for FedEx whose founder, Frederick W. Smith,had a solution for an American banking problem. In the 1960s,long before computer networks facilitated instant transactions,the banks faced a week-long truck journey between New Yorkand Los Angeles before their checks and other documents couldbe “cleared” for financial value. For the banks, time was money,and Fred Smith’s plan for a fleet of fast jet freighters, which couldreduce delivery time by several days and significantly reducetransaction “float”, was compelling.

He chose the Fan Jet Falcon as the freighter and placed ordersfor 33 aircraft, engaging Product Design Group, a small firm

based in Rose Hill, Kansas, run by Gomer Jones and WillardBashaw, to engineer the large port-side freight door. Soon thepurple and orange Falcons became a familiar sight across theUSA.

Federal Express, with its huge distribution center in Memphis,Tennessee, would go on to outgrow the Falcons - but these air-craft proved the small package concept copied by UPS, DHL andmany others, and also brought unique visibility for the new jet.

Building on SuccessIn the late 1960s, back in Bordeaux, Dassault engineers werebusy on several fronts. They developed prototypes of the twinengined Spirale for ground attack roles and the elegant Hiron-delle twin-turboprop business aircraft. In 1971 Dassault launched


into the airliner market with the Mercure 150-passenger transport,eleven of which were built for Air France’s domestic airline, AirInter, fitted with advanced features such as a head-up display.

Dassault also added to its fighter line with the Mirage F.1, over650 of which were built for eleven countries and, in the late1970s, the very successful Mirage III delta-winged jet fighter grewinto the Mirage 2000 that has been built in large numbers at Bor-deaux-Merignac and exported to countries such as India, theUAE, Peru and Brazil. All these aircraft are noted for their preciseand reliable designs, and Marcel Dassault insisted systems shouldbe engineered within the company, rather than outsourced.

Dassault’s Equipment Division, based at Argonay in EasternFrance, was formed for this purpose. Dassault also merged withAvions Louis Bréguet in 1968, which brought aircraft such as theAlizé and Atlantique patrol aircraft and the Alpha Jet and Jaguarinto the company family.

Meanwhile, Dassault engineers were also working on new ver-sions of the Falcon. First to emerge was the “Mini-Falcon” (laterknown as the Falcon 10) which was a smaller business jet forseven passengers, with two Garrett AiResearch TFE731-2 turbo-fans, the first production example of which flew in April 1973. Itsexcellent performance, which attracted many corporate cus-tomers, was thanks to pioneering work by Dassault engineerswho were the first to incorporate supercritical airfoils in businessaircraft.

The Falcon 10 was later upgraded with a new flight deck, extracabin windows and a higher gross weight as the Falcon 100; over-all 229 having been built when production of the Falcon 10/100series ceased in 1990.

The Falcon theme then took on a much larger variant dubbedthe Falcon 30, which was a 29-passenger commuter airliner withFalcon 20 wings and an enlarged fuselage. It first flew in 1973,but the ALF502 engines available at the time could not give therequired performance and Dassault reluctantly abandoned furtherdevelopment.

Nevertheless, many Falcon 20 customers wanted more rangeand speed, so Dassault moved on to a new aircraft with a 3,470mile intercontinental range using a stretched Falcon 20 fuselageand three Garrett TFE731 turbofans. The new 8-9 passenger Fal-con 50, which featured an area-ruled rear fuselage profile, flew inNovember 1976 and went into production less than three yearslater. Once again, it was a major success in North America andproduction continued with various improvements until 2007, bywhich time 352 had been produced.

Second Generation FalconsBy the early 1980s, a second generation of Falcons was on thedrawing board to meet customer demand for more internal spaceand more range, the first being the three-engined Falcon 900,which flew in September 1984. Its development was a product ofthe CATIA (Computer-Aided Three-dimensional Interactive Appli-cation) system that was created by Dassault Systèmes during the1970s. The use of this outstanding computer design methodol-ogy has allowed Dassault to create highly efficient Falcon air-frames with light structural weight and advanced aerodynamics.

The Falcon 900 was intended as an inter-continental 3,800nmalternative to the Falcon 50, with more powerful TFE731 turbo-fans and a substantially larger 13-passenger cabin. Progressiveimprovements have seen the Falcon 900 grow with upgrades ingross weight, engine power, fuel capacity and range. The latestFalcon 900LX, which can fly 4,750nm, has Dassault’s advanced

EASy flight deck incorporating a HUD, Synthetic Vision andsophisticated crew management systems.

The other second generation Falcon, developed in the late1980s, was a replacement for the venerable Falcon 20 as the air-craft neared the end of its production run. Dassault’s new modelwould, like the Falcon 900, have a larger cabin and a 3,000nmrange but be powered by two turbofan engines. First flown inMarch 1993, the twin-engined Falcon 2000 has proved to be oneof the most popular of the Falcon family and nearly 400 had beendelivered by the end of 2014.

The initial version used a pair of rear-mounted 6,000 lbstCFE738 engines and gained its type certificate in February 1995,with later versions having more power, longer legs and increas-ingly more modern equipment. The current variants are the4,000nm Falcon 2000LXS and the 3,350nm Falcon 2000S, whichfeatures improvements to its wing devices to provide much en-hanced short field performance.

In our September edition, we’ll continue our Dassault profileseries with the fourth and final part: ‘Generation Three - The X-Planes’… Stay tuned! �Are you looking for more Business Aviation Profile articles? Visitwww.avbuyer.com/articles/category/business-aviation- interviews-case-studies/


BOARDROOM � OEM PROFILE

THE 1963 MYSTERE 20 INTERIOR (ABOVE) AND TODAY’S SPACIOUS, TECH-SAVVY, COMFORTABLE FALCON 2000LXS CABIN (BELOW)


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Eagle July.qxp 17/06/2015 16:36 Page 1

O'Gara July.qxp_Layout 1 16/06/2015 15:58 Page 1

O'Gara July.qxp_Layout 1 16/06/2015 15:58 Page 2



Avionics Mandates (Part 7): Enhanced Low Visibility Operations


Helping you understand avionics advances and related requirements for equipage, Ken Elliott reviews aviation

technologies within the NextGen/SESAR architecture, this month focusing on Enhanced Low Visibility Operations.

FLIGHT DEPARTMENT � AVIONICS MANDATES

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

ost improvements in aviation areincremental (and rightly so), withsafety and performance being para-mount. However, once in a while

there arises a paradigm shift where the improve-ment opportunity becomes a game changer andthe uptake is driven by competition, or by mandate.

One such major shift is the recent advance thatenables enhanced low vision operations. In a veryunlikely scenario, the FAA is providing a certification

path for operators to equip and be approved forsomething never before accomplished. In the realmof low vision and under a pillar of NextGen, theHoly Grail of all-weather operations is finally withinreach for owners and their pilots.

Aircraft OEM competition fuels necessaryequipage as mandates are not yet forthcoming,unless you are an air carrier based in China wherenew rules require Head-Up Displays for air carriersand others.

M

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Avionics Mandate July15.qxp_Finance 16/06/2015 15:21 Page 1

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Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

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ILSLet’s start at the beginning - in 1941 tobe precise. In that year the world wasintroduced to Instrument LandingSystems (ILS), which in turn developedinto different categories (as shown inTable A, left).

The critical aspect of ILS, that hasnever changed, is the need for groundinfrastructure at each runway where anILS approach exists. Once the operatorneeds to fly the approach underCategory II or III rules the increasedground infrastructure is matched by a cor-responding increase in duplicate aircraftequipage, recurrent pilot training and fre-quent equipment testing.

Both FAA and owners alike have longsought a solution to this one problem,best explained as ‘a means to operatebelow non-precision approach (NPA) min-ima at any runway end without the needfor expensive ground and air equipage,including all the related operating costs’.

GNSSThen along came the Global NavigationSatellite System (GNSS) using GPS, whichis a satellite solution and a means to pro-vide an accurate lateral and vertical guid-ance path as precise as ILS, more or less.While GPS provided amazing opportuni-ties for enroute and terminal operations,it never quite met the accuracy require-ments to do better than a Cat I ILS.

Aircraft-based augmentation system(ABAS) improved the reliability andintegrity of airborne GPS systems.Satellite-based augmentation system(SBAS) with terrestrial based error moni-toring stations, has enabled 923approaches (as of April 2015) equivalentto Category I ILS. Ground-based aug-mentation system (GBAS) promises tobreak the 200ft HAT/DH barrier currentlyset for Cat I ILS.

So is GBAS the Holy Grail? Unfortunately not. GBAS requires a ter-restrial-based error monitoring and cor-rection station at each airport, and is onlyinstalled in a few locations. GBAS is alsoa focus for air carriers, meaning that high-volume Metroplex airports will be the firstequipped and wide-body jets the firstapproved for GBAS operations, a similarsituation that has occurred with RNP-AR.

Significantly, all of these satellite-basedtechnologies, as with ILS, are extendingthe instrument segment of an approach.


However, at some point in every flightthere needs to be a transition to thevisual segment.

Unless an aircraft and crew have all thegizmos, training and approval for Cat II orIII, and the corresponding runway is suit-ably equipped and approved, there hasbeen no change to the visual transitionpoint since 1941. The rule is still ‘see withthe human eye at the visual transitionpoint or you must begin the missedapproach procedure’!

Synthetic VisionApart from some tweaking with a limitednumber of approaches and specialauthorization to enable lower than CAT Iwhen equipped and operating withHUDs, the only way forward today is withsynthetic vision. To repeat and also toreinforce the point, for extending theinstrument portion of any straight-inapproach to ‘lower than current CAT Iminimums’ at any non ILS runway, whileavoiding airport equipage, the only wayforward is with Synthetic Vision: To bemore accurate, with a Synthetic VisionGuidance System (SVGS).

Competitive aircraft OEMs understandthis fact, but they also understand thatwhile SVGS presses the instrument seg-ment barrier closer toward the ground (atbest 150ft HAT/DH with 1400 RVR), it stillleaves the visual segment itself unre-solved, such that an operator can planand always fly the trip as filed during lowvisibility. Note that the visual segment ofan approach is from 200ft height abovethe ground touchdown point (HAT) ordecision height (DH).

Instruments can guide an aircraft tothat point without the human eye as longas a full operational ILS exists at the run-way. This is referred to as ILS CAT I. Thelower instrument barrier for SVGS referredto here is intended for runways with orwithout ILS as long as an approved alter-native low approach, such as WAAS-LPV,exists.

Enhanced Flight VisionAs they say, ‘seeing is believing’, and nodatabase with GPS technology can evermatch what you see in real time. But whatif you have a real time device that sees asif it were a human eye, and more impor-tantly at frequencies outside the visiblespectrum of light? Enter the enhancedvision system (EVS).

Currently there are a few ‘sweet spot’

frequencies that can see what the eyecannot and with signal processing, pro-vide a pretty decent picture. Certainbands of infrared (IR) can create windowsin fog, haze, snow, rain, smog and dust,but not pure cloud. Some active radars invarious bands can see through most visi-bility blockers found at airports, but theyhave poor image quality or are notmature enough in their technology to ‘cutthe mustard’.

Highly sensitive and expensive(cooled) IR-based cameras are widelypopulated in Gulfstream and Bombardiermodel long range jets. Their sensitivity iskey toward providing the operator withan ability to use lower landing minimums.

Evaluations of active radar devices arealso underway, and understandably underwraps until proven commercially viable.However, Rockwell Collins has announceda version of its X band radar that may beused to facilitate synthetic vision with realtime data, due to its ability to ‘pick out’visual cues in the runway environment.

Cleverly lower cost and uncooled,multi-spectral cameras tease out essentialvisual cues both on the approach andduring the landing phase. While not yetcertified, two systems are in developmentand undergoing aircraft certification:Rockwell Collins EVS-3000 on theEmbraer Legacy 500/450; and Elbit’sClearView on Dassault’s Falcon 5X/8X.Both systems utilize several different sen-sors encapsulated into a single cameraunit, to catch the various cues at an air-

port including LED lighting. GPS technol-ogy is used to confirm the expected posi-tion of these cues in relation to the air-craft position.

New vision-based technologies areemerging all the time as competitors seekthe Holy Grail. With so many ways toachieve low visibility performance, therehas arisen confusion around the use ofEVS and the misuse of the term by manypotential operators. EVS in itself is a greatsituational awareness tool, with low costuncooled devices migrating into all typesof aircraft and helicopters. These havegood enough sensitivity to be useful forpilots. For any reduction in landing mini-ma, however, an EVS today must becooled (an internal maintenance-freefunction), and have a sensitivity much bet-ter than 35mK (milli-Kelvin).

Because certification is dependent onthe pilot’s ability to maintain visibilitywithin the airport approach and landingenvironment at all times, the EVS can onlyearn credit when displayed on a Head-UpDisplay (HUD), and it must be sufficientlysensitive and possess adequate resolutionto be equivalent to the human eye.

Critically, human eye equivalency iswhat it is all about. The reason for this isthe rule for landing an aircraft has neverchanged. FAR 91.175 simply added twosections (l) and (m) to allow for EnhancedFlight Vision System (EFVS meaning EVSdisplayed on HUD) to be used in lieu ofnatural vision (the human eye). To replacenatural vision, the system must be





equivalent as demonstrated by a complexseries of flight testing during aircraftcertification.

A HUD displaying EVS and approvedfor credit, such as lower minima, is knownonly by the FAA as EFVS. Confusingly, itis still known anywhere else as EVS.

Instrument and Visual SegmentsHere is where the philosophies of flightdo battle and the outcome is not yetdecided. Synthetic vision (SV) proponentsbelieve that with sufficient instrumenta-tion guidance (and perhaps a small EVS-filled window in the Primary FlightDisplay), head down approach and land-ing can be achieved. Honeywell hasopenly promoted this position.

HUD proponents such as Rockwell andcurrently supported by the FAA position,display SV on a HUD. The SV is switch-able with EVS. EVS, displayed on theHUD, is then operationally approved asan EVS-HUD combination (EFVS in theUS), for landing credit that currently goesto 100ft height above the terrain and thedecision height for continuing to land.The decision height for ILS CAT I stillstands at 200ft, so the EVS rule equatesto ILS CAT II, but may not be calledas such.

Note: For Europe the EVS credit is tiedto RVR where a one-third RVR credit forany specific runway may be received.

Because synthetic vision does not seein real time, any lower minima gained byits use as a complex guidance systempushes the instrument segment lower tothe ground (see Figure 1, top left). ForEVS however, because it is real time visu-alization, it may be used (if displayed ona HUD) for visual credit in the visualsegment.

So next we arrive at the method bywhich an operator may attain the HolyGrail…

The FAA has essentially taken the oldlanding rule FAR 91.175 and returned itto its existing status with no EFVS provi-sions. It has created a new landing rulejust for EFVS operators. The rule is stillunder Notice of Proposed Rulemaking(NPRM), but is due for final release in2015. If granted, this FAR changes thegame as a true paradigm shift. Why sosignificant? Here an aviation authority hascreated a rule that is ahead of a technolo-gy able to perform and meet its fullestintent!

In essence the FAA has created a pathwith an end goal where all OEMs and

FIGURE 2: Extending the Visual Segment of the Approach with EFVS in Lieu of Natural Vision

FIGURE 1: Visual & Instrument Segments of the Approach; What Technology May Apply; and Where

NPRM FAR 91.176 (a)


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their customers operating under Part 91,91K, 135 and 121 can plan their longterm equipage, comfortable in the knowl-edge there will be no major operationalroadblocks ahead.

This rule FAR 91.176(a) describes thesteps to attain 0/0 approach and landingoperations including approach ban clear-ance for Part 121 operators. Interestinglythe FAA proposes also to move the exist-ing FAR 91.175 section (l) and (m) into anew FAR 91.176(b), where the 100ftHAT/DH limit still applies.

By extending the visual segment allthe way to touchdown and rollout, with-out the intervention of the human eye atany point, the means to the Holy Grailhas been determined.

So the yellow brick road has been con-structed to the Emerald City, but on thisroad just as in the Wizard of Oz novel,there are difficult spots to navigate: every-one is looking for the technology that willovercome the opaque visibility barrier.

The FAA has added two new visualcues to FAR 91.176(a); namely runway

threshold or runway touchdown zonelanding surface. Wisely the FAA proposesto implement the new rule in phasesbeginning with 1,000, then 300 and then0 RVR, along with the corresponding alti-tude limitations.

The most important and fundamentalchallenge for the aviation technologist ishow to overcome the opaque visual barri-er by designing a product that can con-tinuously see the runway threshold or therunway touchdown zone landing surface,from 200ft or greater (the point at whichthe instrument approach being flowntransitions to visual). To be truly revolu-tionary, the technology needs to see in alllow visibility conditions, a situation unat-tainable today.

While this landing ‘predictability solu-tion’ does not take care of runwaysclosed due to thunderstorms, ice orNOTAM events, it certainly ups the antefor many operators. As with all gamechangers, the new capability does comewith certain requirements and limitations— additional training and OpSpec/MSpec

or LOA for example. Takeoff credits mayfollow where methods exist today toobtain lower takeoff RVR approvals, suchas for air carriers.

SummaryIn summary, low visibility landings are stillan immature area of flight operations, butsince the early 2000s tremendous strideshave occurred. Aircraft OEMs are liningup for various forms of low visibility oper-ations (LVO) technology as the enablingrules expand gradually across the world.

As technology slims down in size andprices reach affordability, smaller GA willtake an interest. Because of its complexityhowever, expect LVO equipage for creditto be mostly an aircraft OEM venture, atleast for the near future. �Are you looking for more articles on Avionics?Visit www.avbuyer.com/articles/category/business-aviation-avionics




Hagerty July.qxp_Layout 1 17/06/2015 14:14 Page 1



n aircraft has both a physical life andan economically useful life. Generallydefined, the physical life is the numberof years or hours that the aircraft can

be operated before functional or economic obsoles-cence is considered. The economically useful life isthe number of hours or years that the aircraft maybe profitably operated for the purpose intended.

These two definitions may present different cir-cumstances for operators of older aircraft.

As defined, economic obsolescence is a form ofdepreciation where the loss in value of a property iscaused by factors external to the property, and mayinclude passage of new legislation; changes in ordi-nances; and reduced demand for the product.

Functional obsolescence, on the other hand, is aform of depreciation in which the loss of value orusefulness of a property is caused by inefficienciesor inadequacies of the property itself, when com-pared to a more efficient or less costly replacementproperty that new technology has developed. Someof the symptoms suggesting the presence of func-

tional obsolescence are excess operating cost andlack of utility.

It is easy to imagine how these two definitionswould affect a piece of equipment such as a copymachine or a tractor. But how does it affect ouraging corporate aircraft fleet?

Keep in mind that the peak production year forcorporate aircraft was in 1981 and there are thou-sands of 30+ year-old aircraft still in operation.Obviously, just because an aircraft is old doesn’tmean that it can’t be operated safely but in somecases, it cannot be operated economically. There areseveral issues that will affect the continued opera-tion of these older aircraft.

Investment IssuesAre there times when it makes economic sense toinvest an amount in your aircraft that exceeds itsactual market value?

Although the values of older aircraft have plum-meted, cost of operation tends to go up the olderan aircraft gets - and in some cases, can be double

Economic &Functional Obsolescence


A

What is involved in a decision to upgrade or scrap an older aircraft? Aircraft appraiser Jim Becker notes there are more than the usual aspects of avionics, equipment, records and condition to consider where deciding

on an older aircraft’s economic worth is concerned…

FLIGHT DEPARTMENT � OWNERSHIP

Jim Becker is a valued and respected AccreditedSenior Appraiser with theAmerican Society ofAppraisers. He also holdsan FAA Airframe & PowerPlant Mechanic license.With nearly 25 years in the aviation industry, 20 of those years have beenwith Elliott Aviation in the capacity of valuing aircraft. Contact him via [email protected]

Should you scrap or upgrade your older aircraft?

AC Obsolescence July15.qxp_Finance 16/06/2015 12:30 Page 1

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or triple the cost per hour of a younger aircraft. Forsome aircraft, a major maintenance inspection cancost upwards of $250,000, with engine overhaulsnearing $500,000+, per engine. Considering that thevalue of the aircraft may be a half to a third of thatamount, it is a difficult decision to decide whether toinvest two or three times the aircraft’s market valuejust to keep it operational.

In many cases, making upgrades can still be bene-ficial to you by extending the life of an aircraft thatmay already fit your mission profile. For instance, ifyou are going to spend over a million dollars on anaircraft that is worth $700,000, it still may be lessthan finding a replacement aircraft of equal utility. Inaddition, you do not have to spend the time andmoney in finding a suitable replacement aircraft;training crew members; understanding new mainte-nance programs; and potentially finding a newmaintenance facility.

Regulatory IssuesNext, what are the regulatory matters that may affectolder aircraft? As an example, there is a December

2015 deadline for aircraft to be Stage 3 noise-com-pliant in order to be operated in the US. This affectsthe older generation of turbojet engines (such asthose powering the Learjet 24/25 series; Hawker600 and Gulfstream GII/GIII). The key question forthese operators is, do they want to invest in anoise suppression system (hush kit) to becomecompliant, or does it make more sense not toinvest? The answer will vary for each individualflight department.

An even larger upcoming regulatory issue is theAutomatic Dependent Surveillance – Broadcast(ADS-B) Out mandate, which takes effect in 2020.Part of the FAA’s NextGen System, this will affect allaircraft operated in the US for flight in most con-trolled airspace. Even though ADS-B is only fiveyears away from being mandated, there is still a lotof uncertainty regarding when particular, less-popu-lar legacy aircraft will have a solution and what theactual cost will be. As with most avionics upgrades,the older aircraft can be expensive to modify.

Something else to consider is the functional obso-lescence of the Cathode Ray Tube (CRT) typeElectronic Flight Instrument Systems (EFIS). Thisaffects not only some older aircraft but many that areas new as ten years old. The problem is that the CRTEFIS tubes have a finite service life. Although thereare still replacement tubes to be had, there are nocompanies manufacturing new tubes anymore.

When the inventory currently in the suppliers’hands is depleted, there will be no more replace-ments. As of today, many models do not have aLCD panel replacement option and those that dowill be forced to upgrade.

Cocktail of FactorsFor those who still operate older aircraft, justbecause some element of functional or economicobsolescence affects you doesn’t mean that youraircraft is necessarily ready for the scrap yard. Therereally isn’t any one issue that will render an aircraftobsolete. Many factors will ultimately determinewhether you will still be able to, or even desire tooperate your aircraft ongoing.

Each flight department must weigh the pros andcons of replacing a legacy aircraft, giving considera-tion to their flight budget and specific flight mis-sions. As long as parts are still available and the air-craft can be made compliant to the upcoming regu-latory mandates, there is no reason that an olderaircraft can not be operated safely for the foresee-able future, although it may not always make eco-nomic sense to do so.

Next month, we will continue our discussion ofolder aircraft and the issue of economic obsoles-cence by considering the typical owner/operatorwho may be in the market to buy an older jet. �

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



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End-Stage Care forBusiness Aircraft:

Recyclers Offer Safe, Legal, Profitable Disposal

Aircraft Disposal.qxp_Finance 15/06/2015 16:44 Page 1

n acquaintance flies older business jetsas a matter of routine practice. He buysknowing the airplane is with its finalowner. Operating the aircraft until

engines need overhaul – or other six-figure mainte-nance is required - he then disposes of the old jetand buys another older airplane.

A local broker supports the same approach,advising first-time business aircraft buyers to gocheap until they're sure an airplane works with thebusiness. Then they can look to buy a long-termsolution.

In each case the metrics are simple: When thecost of overhauling engines exceeds the value of theairplane, the airplane goes to salvage. Every yearscores of near, or over-retirement-age aircraft aresnapped up by experienced operators and usersnew to Business Aviation because they can beacquired for relatively little. And when those air-planes wear out, those same operators look to shipthe airplane off to parts dealers and salvagecompanies.

“There is some gold in each of these old air-planes,” the low-cost operator acquaintanceexplained. “The gold is in the systems, airframehardware - even the run-out engines. So we get anice price from a salvager, who either ferries the air-plane to its last airport or sends a truck to pull thewings and ship everything back to his salvageoperation.”

This pilot thinks of the routine as an “airframeorgan-donation program”, providing transplantcomponents to other, still-viable airframes. As newairplane sales go these days, so goes the aircraftrecycling business. It's not booming as it was a fewyears ago, but it's still solid and a viable option foranyone with an older aircraft edging nearer itsretirement.

The salvage approach offers some notableappeal as opposed to simply parking the airplaneand walking away. Undertaken properly, by knowl-edgeable, reputable salvage operations, the itemsthat can be recycled from an old business jet orpropjet amounts to more than 90% of what's in theairframe.

The key to maximizing the return for aircraft sal-vage is finding a salvager who understands theprocess, and applies best practices for protectingthe environment and ‘extracting the gold fromthe old’.

These companies can also assess a value of thecomponents and pay a reasonable price for an air-craft no longer worth the investment to keep aloft.

Multiple Systems Flying in Close FormationTo highlight the complexity and potential for partingout an end-of-life airplane, consider these areas inwhich an entire system operates, from theground up:• Landing Gear System: Main gear legs; trun-

nions; wheels; brakes; down-locks; up-locks;gear doors; and the associated hardware need-ed to reposition the gear between down-and-locked and up-and-clean.

• Cabin Pressurization System: Plumbing to takebleed air off turbine-engine compressor sec-tions; plumbing to route that air through anintercooler to the cabin; and an outflow valve tomodulate the pressurization level in the aircraft.

• Cabin Amenities: Seats; tables; lights; fresh-airvents; galley and lavatory parts. In-flight enter-tainment equipment, and any cabin electronics(phones, Internet routers, and the like).

• Cockpit Systems: Flight crew seats (and in somecases jump seats); avionics systems; powerplantcontrols; flight and air-data instruments, radiosand intercoms.

• Powerplants, Control Linkages & AssociatedHardware: Even engines due an overhaul canhave viable components – all of them expensiveto buy, but less expensive to check against lifelimits for possible use in other engines.

• Trim & Fabrics: Aside from the furniture, thecabin also yields plastic or composite side pan-els, foam from seats...even the cabin windowscan be salvaged.

• The Airframe: There’s lots of valuable metals in amodern business-turbine aircraft, most of itexpensive aluminum, but also various kinds ofsteel, titanium and other exotic metals.

A salvager finds plenty of ‘gold’ after strippingthe aircraft down to its shell. Depending on the air-craft the yield of aluminum alone can run into tensof thousands of pounds; copper wire, stainless steeltubing, and other metals all add up to help the sal-vager recoup the cost. Engine nacelles, flaps,ailerons, leading-edge cuffs, landing gear and morehave value. As one active salvage-to-parts operatorexplained, “the value can vary with the number ofthat type still flying and the pool of similar partsavailable in the market.”

Meanwhile, the practice of stripping out aircraftfor recyclable materials and viable componentsinvolves handling materials considered toxic to theenvironment, which tends to be highly regulated.Failing to comply can pose significant penalties.

“...the items

that can

be recycled

from an old

business jet

or propjet

amounts

to more

than 90%

of what’s

in the

airframe...”

Recoup as much capital from a retired business aircraft as possible, asserts Dave Higdon. Don’t just park and abandon it.

There’s ‘gold in the old’!Dave Higdon is a highly respectedaviation journalistwho has covered allaspects of civilaviation over thepast 35 years. Basedin Wichita, he hasseveral thousandflight hours, and haspiloted pretty mucheverything fromfoot-launched wingsto combat jets.Contact him [email protected]

A



Hydraulic fluids, fuels, oils and lubricants requirespecial handling and disposal practices. And if anaircraft sports an installed lavatory, that means han-dling biological waste materials.

Some owners may not realize the complexity andresponsibilities of handling these should they opt totry stripping out the airpane themselves. Others, notrecognizing the potential value of the salvageablematerials, may simply abandon the airplane farfrom view.

Ensuring a Sound SalvageScrapping a modern aircraft can involve regulatoryissues similar to maintaining the aircraft in an airwor-thy condition. The FAA still has oversight of partsdeemed worth returning to service, but it's the EPAand state environmental rules instead of the FAAthat make the salvage business one that’s best leftto the pros.

In some parts of the world finding the salvageoperation may be as easy as looking up a used-partspurveyor; the chances are that much of their inven-tory came from run-out aircraft they purchased andprocessed for their re-usable parts and components.Elsewhere it may be necessary to look further afield.One good place to start is the Aircraft FleetRecycling Association (AFRA), which sets accredita-tion standards, provides guides to responsible sal-vaging and a connection between its members andpeople in need of their services.

AFRA members are global leaders in the man-agement of aging aircraft fleets, providing an inter-national perspective and promoting greater cooper-ation among governments and industries. AFRAtouts its membership as representative of every sec-tor of the aviation industry, from manufacturing tomaterials recycling. “Leaders from every part of thevalue-chain have joined AFRA to develop end-of-life

solutions,” the association says. The associationestablished and maintains the only industry-devel-oped best practices guide for aircraft disassembly—its ‘AFRA Best Management Practices (BMP) Guidefor Disassembly.’

Another source of information on aircraft salvageservices is your aircraft insurance company that mustpay-off “totaled” aircraft. Totaled aircraft aredeemed unworthy of the costs of repairing to airwor-thy condition. When an insurer totals an aircraft –writing the owner a check for the insured amount –that insurer takes ownership of the aircraft and turnsto aircraft salvage companies to buy it, oftenthrough an auction.

That process helps the insurer recoup some ofthe funds paid to the old owner and helps feed thepool of aircraft parts for either reuse or sale to thescrap yard.

Don’t Just Abandon!As several companies noted, abandoning an aircraftthat's worn out may still leave the owner liable forstorage charges and any environmental issues stem-ming from fluids leaking onto the tarmac. In somecases, airports have sought out former owners ofabandoned aircraft and served them with papersdemanding payment for parking, storage, environ-mental damage and, occasionally, property taxesnow due because the aircraft can no longer beclaimed as a business tool.

The way to avoid that happening to you wouldbe to find a salvager that works with your aircrafttype and ask them to make an offer. You'll get backmore that way than just walking away – and you’llalso avoid a pile of possible legal and regulatoryhassles. �

More information from http://www.afraassociation.org/



“ Others,not

recognizingthe

potentialvalue of thesalvageablematerials,

may simplyabandon theairplane...”


Year Model Serial No.1998 Astra SPX 91

1991 Challenger 601-3A/ER 5086

2008 Challenger 605 5754

2008 Citation CJ3 525B-0263

1998 Citation Bravo 550-0858

2002 Citation X 750-0178

1999 Falcon 900B 174

1987 Gulfstream GIV 1008

1987 Gulfstream GIV 1021

1999 Gulfstream GV 576

2007 Gulfstream G550 5149

2006 Hawker 850XP 258787

2005 Learjet 40XR 45-2028

2000 Learjet 45 079

2005 Learjet 45XR 282


2001 Learjet 60 229


2011 Phenom 100 50000223

2015 Phenom 300 505-TBD

2010 Bell 427 56080

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Jeteffect Inventory July.qxp 15/06/2015 14:27 Page 1

Effective Flight

DepartmentManagement:

Be a BelievableCommunicator


Jodie Brown reveals the simple secrets behind successful communicators,relating their skills to everyday management of the Flight Department.

FLIGHT DEPARTMENT � MANAGEMENT

he Director of Aviation was asked bythe corporate Board to make a formalpresentation with recommendations forthree options: purchase a new aircraft,

upgrade the current model, or look into a fraction-al service. After describing his well-researchedpossibilities, the Director’s own conclusion was toupgrade their current model.

Once the meeting was over the CFO had thesad task to inform the Aviation Director that theBoard had decided to sell the corporate aircraft,close the department and move entirely into frac-tional. When asked for feedback, the CFO said,“You looked nervous. The Board didn’t feel confi-dent giving you or your department the funds tomanage a larger investment.”

This experience was a tough and important les-son. It showed the power of personal impact in allcommunications both formal and informal. Havingthe best research, the best idea or the best plan issimply not enough if you can’t “sell” your idea.

When managers are faced with getting theirteam to buy into a new process, they want all par-ties to be instrumental in making the program suc-cessful. It’s imperative to be persuasive. When aleader has to confront an employee about poorperformance, the communication has to be pre-sented effectively to achieve a positive outcome.When the captain has to inform the executive pas-sengers that their international flight is going to bere-routed, he or she must be calm and confidentenough to convey the facts believably.

TJodie Brown has over 20years’ Business Aviationexperience, and more than25 years of leadership andteaching experience. She isfounder and president ofSummit Solutions.Contact Jodie [email protected]

Management 1 July15 final.qxp_Finance 16/06/2015 10:48 Page 1

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J Hopkinson 1 May.qxp 22/04/2015 12:08 Page 1

Acquiring Necessary SkillsSome people are born with the “gift of the gab”.Others must work hard at it. The happy truth is thatregardless of your natural tendency and energy,you can learn the qualities that are most oftenfound in successful communicators. All it takes is aconscious effort to apply effective communicationskills on a consistent basis, with some honest feed-back and self-reflection.The key ingredient

to effective commu-nication is believabili-ty. If the speaker isn’tcredible, nothingthat’s said will makemuch difference inthe mind of the lis-tener. There can beno action wherethere is no belief. It’seasy to rememberthe three elementsthat are present everytime we speak. It’s theconsistency amongthese three that buildbelievability:

• Body Language• Tone of Voice• Word Selection.

If you give aninconsistent messagewhen you’re speak-ing, your listenerrefers first and fore-most to your bodylanguage. If webelieve what we see,the visual aspect isthe most credible.This feature is followed by the tone of your voice.Finally there is your word selection. When all theelements support each other, your messagesounds credible and believable.When you are speaking, people tend to look at

your face. Your most prominent features are youreyes and mouth. Listeners judge you based onwhat they observe – irritation, excitement, anger,anxiety, seriousness and frustration. It is importantto reflect on how you come across to people asyou speak. Study your features in a mirror as youpractice your communication. Be cognizant of yourposture and hand movements. Are they consistentwith your tone and words? Observe the listener’sreactions.In situations when we are nervous or feel under

pressure, we tend to give an inconsistent message.Our best intention can become clouded by unsup-

portive vocal tones and gestures. For example, amanager who looks downward, speaks in a haltingvoice, clears his throat, twists his ring isn’t crediblewhen he says, “This is all going to be for the best.”

Get feedbackThe simplest way is to ask others. “How did I comeacross?” If you are open and forthright by asking,

you will gainvaluable per-spective onyourself.Become con-scious of sup-porting yourwords withappropriate toneand behavior.Listen to your

voice—the trans-port that carriesyour message. Isit an old enginethat chugs alongsounding tired?Or it is finelytuned andsmooth. Bothget you to yourdestination, butthe quality of theride is muchmore pleasant.When youspeak, end yoursentences with aperiod not aquestion.Mentally cre-

ate a clear inten-tion for the inter-action. Then payattention to

what you say and do. Write out your key pointsand present your thoughts in order of importance.People recall the first and last things you say. If youfocus on these facts, you will expend less effort toachieve a greater result.Whether communicating to the Board, a col-

league or your aviation team, your ability toexpress a thought is as important as the thoughtitself. �

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

“ When youare speaking,people tend to look atyour face.Your mostprominentfeatures areyour eyes

and mouth.”




Charlie Bravo July.qxp_Layout 1 15/06/2015 16:31 Page 1

Creating aFlight

Department:Writing a business

plan for yourproposed FlightDepartment


Regardless of size, a flight department should be structured as a businessunit supporting the overall purpose of the organization. The starting pointfor such structuring is a business plan, note Fred Haap and Jack Olcott.


ost organizations considering theformation of an in-house flightdepartment are relatively smallenterprises, often led by a dynamic

entrepreneur. Thus it’s understandable why far toomany efforts to add a business aircraft to the orga-nization's list of available tools lack sufficient plan-ning. As long as the boss wants an aircraft, littleelse is required, so goes the near-sightedreasoning.

Relying solely (or even mostly) on the desires ofthe CEO/Boss to use a business aircraft is buildingyour flight department on a weak premise and anunstable foundation. The obvious fallacy of suchreasoning is the high risk that the aircraft will besold if there is a change of top management, own-ers or if shareholders seek quick solutions to dis-appointing quarterly financial results for a publiccorporation.

More significantly, however, failure to integratethe use of a company aircraft into the overall pur-pose of the organization significantly diminishes

the value that Business Aviation can providestakeholders.

A flight department should be aligned to theorganization's objectives just as other businessunits are so structured. Its role is to serve the orga-nization's transportation needs while maximizingproductivity of personnel and time. Thinking of theentity aircraft as existing only to make travel morecomfortable for the CEO, Boss or his favored col-leagues is truly limiting the scope of what BusinessAviation can do to facilitate organizational success.

The Business PlanManagement 101 calls for a Business Plan preced-ing the launch of any enterprise. The same reason-ing applies to the enterprise’s components, suchas the Flight Department. Your objective is topresent a compelling argument to the enterprise'sdecision makers that they should authorize theacquisition of a business aircraft as well as forma-tion and on-going support of a Flight Department.

Each dimension of that decision needs to be

M

Fred Haap is an IS-BAO accredited auditorand past Chairman ofNBAA. During his dis-tinguished career in avi-ation, Mr. Haap alsospent nearly 30 years asa corporate aviationdepartment manager &pilot, logging more than13,000 flight hours in avariety of aircraft.Contact him [email protected]


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Corporate Concepts July.qxp 16/06/2015 16:36 Page 1

explored and resolved. Not unlike anyinvestment in equipment and personnel,the case for a Flight Department requiresrational thought and articulatepresentation.

A Flight Department Business Plan(FDBP) clearly presents the reasons foroperating business aircraft and specifieswhy the enterprise should invest in, anduse Business Aviation. It stipulates the FD’sintegration into the enterprise anddescribes how departmental outputs alignwith organizational objectives. As withother business units, metrics are estab-lished to track the FD’s output againstanticipated results.

While the content of a FDBP may differfrom that of a plan for the organization'sfinance department, for example, thegeneral format is consistent with a classicBusiness Plan. Basic paragraph headingsare as follows:

• Table of Contents;• Executive Summary;• General Description of the Department;• Departmental Organization, Assets &

Personnel;• Department Deliverables & their Value;• Measurement of Deliverables & their

Value;• Users of Aircraft (executives, employees, customers, guests);• Communications with Users;• Operational Plan & Use of Established Industry Standards

(i.e., NBAA Management Guide, IS-BAO);• Management Plan (including reporting format and frequen-

cy to superiors within the organization as well as with regu-latory authorities);

• Safety & Security Discipline (including Risk Management);• Financials Plan (including startup costs, operating costs and

tax considerations);• Launch Plan & Periodic Performance Audits of the Flight

Department;• Appendices & Supporting Documentation.

A successful Business Plan for a Flight Department leavesno doubt in the reader’s mind that the activity is well con-ceived and will be well implemented.

Writing the PlanExecutive Summary: As tempting as it might be to generatethe Executive Summary first, that element of the FDBP shouldbe the last to be completed since it is a concise summary ofthe basic purpose of the Flight Department and why that pur-pose benefits stakeholders. As the name implies, the sectionsummarizes the points you make in the FDBP, and does so intwo pages or less. If you feel more than two pages are neces-sary for the Executive Summary, you need to refine the argu-ments you make in the subsequent sections.

The Executive Summary is the place to unabashedly assert

that Business Aviation can support the overall purpose of thecompany, and that the Flight Department should be includedwithin the organization's matrix of business units.

General Description: The case for forming a Flight Departmentis made in the section labeled General Description of theDepartment, which immediately follows the ExecutiveSummary. Lead this section with a concise Vision Statement—namely what you and your associates believe will be the over-all achievement of the Flight Department when it is fully func-tional. Perhaps your department’s Vision is “To provide trans-portation by organization aircraft that minimizes travel timeand maximizes productivity of personnel interfacing withclients and business partners.”

Most likely your Department’s Vision Statement will read dif-ferently since each department has its unique idea of how itcan best serve the organization as it matures. One size doesnot fit all.

Vision Statement: Pay particular attention to crafting a VisionStatement that is embraced by all departmental and enterprisepersonnel. When there is genuine buy-in by all participants,everyone is looking in the same direction and visualizing whatis possible. Much hassle and misunderstanding will be avoidedwhen all parties have a common Vision for the FlightDepartment. Such buy-in requires that all relevant partiesparticipate in the creation of the Vision Statement.




Mission Statement: The General Description of the Departmentshould also include a Mission Statement, which is more focusedand less conceptual that a Vision Statement, but nevertheless isdirective. An example of a Mission Statement might be…”Usingthe organization's aircraft, provide safe transportation that meetsthe specific needs of organization personnel, clients and busi-ness partners”. Like Vision, it should be constructed by thosewho implement the Department’s activities.

Governing Principles: A declaration of Departmental Values orGoverning Principles rounds out the key concepts that formthe Flight Department’s foundation. For example, a depart-ment might believe safe operations, effective use of time,responsiveness to passenger needs, versatile use of aviationassets, and efficiency are governing principles. Instilling suchValues or Governing Principles within the description of theFlight Department adds context to what is being presented.

Like statements of Vision, statements of Mission andGoverning Principles (or Values) each should be expressedconcisely in a declarative sentence of as few words as possible.Departmental personnel should be able to recall these govern-ing concepts easily and apply them to their daily activities asFlight Department Staff.

General Description: A general description of who the FlightDepartment will serve, why the use of the organization aircraftshould be available to all personnel with a compelling business

purpose, and how the department will be structured within theframework of the overall organization rounds out this section.Specifics such as departmental organization and personnel,destinations to be served, measures of value delivered by theFlight Department, how the benefits of Business Aviation willbe communicated to potential passengers, and how thedepartment will be managed are addressed in subsequentsections of the FDBP.

A well-crafted General Description of the Department is apowerful component within the FDBP for selling managementon why your organization should form and maintain a FlightDepartment. And it sets the stage for subsequent sectionswithin the Business Plan.

Next month, we address Departmental Organization, Assetsand Personnel; Department Deliverables and their Value; andhow best to measure the department’s contributions to thecorporation. �

Are you looking for more articles on Flight Department Management? Visitwww.avbuyer.com/articles/flight-department-management/




Fatigue Management TipsManaging Fatigue Better in the

BizAv Flight Department

FLIGHT DEPARTMENT � SAFETY

Considerable efforts are being made to tackle aircrew fatigue both by individual business aircraft operators and by organizations

representing the industry as a whole, notes Mario Pierobon.

Safety 1 July.qxp_Finance 15/06/2015 16:53 Page 1


Mario Pierobon works as a Safety ManagementConsultant and ContentProducer. He is current-ly involved in a majorairside safety researchproject at CranfieldUniversity in the UK. Contact him via [email protected]

Are you looking for more articles on Safety? Visitwww.avbuyer.com/articles-guides/business-aviation-safety

arge operators of business aircraft areimplementing sophisticated tools such asbio-mathematical models to monitorfatigue of its aircrews, while the

International Business Aviation Council (IBAC) hasco-authored ICAO Document 10033, ‘FatigueManagement Guidance Manual for General AviationOperators’, to be jointly released by theInternational Civil Aviation Organization (ICAO),IBAC and the Flight Safety Foundation (FSF).

Unlike the larger organizations, smaller flightdepartments tend to have less sophisticatedorganizational structures for managing crew fatigue,even though the fatigue risk is perhaps higher withintheir operational context. For example, there is likelyto be less redundancy in replacing a fatigued pilotat relatively short notice.

Thus, some short guidelines on managing fatiguerisk in Business Aviation may be of help to considerways to implement a simplified fatigue managementsystem.

A fatigue management system (FMS) is simply asubset of a safety management system (SMS)focussing on the management of fatigue hazards. Assuch an organizational system for managing fatigueis characterised by the same components andelements as the overarching SMS of the flightdepartment.

Safety Policy & ObjectivesFatigue risk management ultimately needs to be atop-down initiative led by company management.With regard to fatigue there needs to berecognition that it is a hazard worthy ofmanagement’s attention as well as employee action.

This can be difficult to achieve due to the verynature of the business, and admitting to fatigue canimply additional operational complexities. Forexample, a standby crew may not be available in thecase of a smaller operation. Unlike the commercialairlines that consider an admission of fatigue to be aresponsible and professional approach, BusinessAviation might regard concerns about fatigue withsuspicion and perceptions of laziness.

A ‘just’ culture, which also recognizes thedamaging potential of fatigue on the safety of anoperation, should serve to draw the line betweenthe professional, safety-conscious way to recognizeoneself as fatigued and acceptance ofunacceptable, lazy behaviours.

Safety Risk ManagementThe risk management part of fatigue management ismeant to assess and mitigate the consequences offatigue, which include impaired performance on theflight deck and subsequent impact to safety offlight. Risk levels depend very much on thecompany and its operational context. Factorsinclude staffing levels and the types of operationsperformed (short-haul, night operations, long-haul).

In developing mitigation actions, safetypractitioners should take into account what is most

likely to cause fatigue in air operations. A summaryof identified work-related fatigue causes (derivedfrom NASA field studies 18) is contained in the draftversion of ICAO’s Document 10033.

Although the list is not exhaustive, NASA hasidentified the following causes of fatigue:

• Restricted sleep due to short rest periods;• Restricted sleep due to early duty report times;• Multiple high workload periods across the duty

day;• Multiple sectors;• High-density airspace;• Long duty days;• Extended wakefulness on duty days;• High workload during low sleep periods;• Circadian disruption (due to night work and/or

crossing multiple time zones);• Split sleep patterns and short sleep episodes on

layovers;• Circadian drift following extended patterns.

Safety AssuranceThe draft of Doc 10033 reports that for assessingthe effectiveness of implemented mitigations there’sa need to set safety performance indicators. Thedocument recommends schedule-related indicatorsand proactive/reactive fatigue indicators. Examplesof the former are the number of crew duty dayexceedances including into allowable excesses (asdetermined through risk assessment – i.e., longerthan 14 hours), and the number of reduced restbreaks between duties (by more than a specifiednumber of minutes).

According to Doc 10033 proactive/reactivefatigue indicators could be the number and severityof fatigue reports, the number of fatigue-relatedincidents, flight operations quality assurance(FOQA) indications of reduced pilot performancepossibly due to fatigue, measured data onsleepiness ratings, sleep diaries, or inadequatelayover sleep duration and fatigue calls.

Safety PromotionOn top of training and communication on theoverall fatigue management system, which mayconsist of instructions to line-employees on how tosubmit fatigue reports and develop sensitivity tofatigue as a safety hazard, safety promotion shouldalso include instructions to develop habits toprevent the risk of fatigue emerging.

Education should be given on the importance ofsleep, on respecting the circadian body clock as wellas on the strategic use of caffeine.

Education on fatigue has the effect of improvingindividual performance and safety, but it is also anopportunity for a company to demonstrate itscommitment and genuine interest to the well-beingof its people. �

“...safetypromotionshould also

includeinstructionsto develophabits to

prevent therisk offatigue

emerging.”

L

Safety 1 July.qxp_Finance 15/06/2015 16:54 Page 2

s business jets increase in size fromEntry-Level & Small jets to the low endof the Large Cabin models, six to eightseats generally remains the standard

configuration across size-category lines. And whilecabins increase in volume generally (enabling moreproductive workspace for those traveling longerdistances), full-fuel payload doesn’t seem to growproportionally in most cases.

As jets get bigger and heavier their runwayneeds increase, with no appreciable gain in howmany people or equipment can fly – and thus wetouch upon the key advantages of the Entry-Level &Small jet category - the value and flexibility offeredto those who typically fly shorter legs.

Fully-fuelled, an Entry-Level or Small jet canoften barely carry the typical passenger load ofthree persons, unless one or two of them doublesas a crew member. Nevertheless, with the averagemission length below 750 miles and the nominalmaximum-range of Small jets around 1,200 miles,the crew enjoys the option of flying lighter andsaving fuel. Fueling for the mission with NBAAreserves allows larger cabin loads, making three orfour - plus crew - possible.

The time difference between Entry-Level & Smalljets and Large jets to fly a typical 750nm mission isminimal (about 10 to 12 minutes, overall) and is nota large time-saving for costs that may beconsiderably higher for the larger aircraft. Further,beyond these speed-range-payload operationalbasics, the Small jet crew will have the option of farmore airports, often closer, more convenient andless expensive than what’s needed for the Mediumand Large jets. Thus, it’s hard to escape theheavyweight value of the Entry-Level & Small jet.

So what exactly is a Small jet? Today we considera jet “small” when its MTOW falls between 10,000

and 20,000 pounds. About a decade ago the Smallsegment represented the bottom rung of thebusiness jet ladder. That was before the Entry-LevelJets entered the market, differentiated by weightsbelow almost everything ever built at less than10,000 pounds.

Entry-Level & Small Jet Price GuideThe following Entry-Level & Small Jets Retail PriceGuide represents current average values publishedin The Aircraft Bluebook – Price Digest. The studyspans a twenty year period, from 1996 throughsummer 2015, and covers 31 models. Valuesreported are in US$m, with each reporting pointrepresenting the current average retail valuepublished in the Bluebook by its correspondingcalendar year. For example, the Beechcraft Premier1A average value reported in the summer 2015edition of Bluebook shows $2.3 million for a 2010model, $2.0 million for a 2009 model and so forth.

Entry-Level & Small Jets Are you Seeking Flexibility

at a Lower Cost Level?

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


A

Note: For additionalassistance and interest,Conklin & de Decker

Performance andSpecification data for

these Entry-Level & Small Jet models can be referred to,

beginning on page 104of this issue.

Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight

about the value and flexibility of the Entry-Level & Small Jets.

Values Intro.qxp_Finance 16/06/2015 17:17 Page 1

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Elliott Jets June.qxp_Layout 1 20/05/2015 15:43 Page 1

Small/Entry Level Jets Average Retail Price Guide

BEECHCRAFT PREMIER 1A 2.9 2.6 2.3 2.0 1.8 1.7 1.6

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR 7.2 6.8 6.3 5.7 5.1 4.4 4.1

BOMBARDIER LEARJET 45 4.2 3.9

BOMBARDIER LEARJET 40XR 6.0 5.2 4.6 3.9 3.6 3.4 3.0

BOMBARDIER LEARJET 40 3.2 2.8

BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560 13.165 11.0 9.0 8.5 7.8 7.3 6.8 6.8

CESSNA CITATION XLS 560 5.8 5.0 5.2 4.7

CESSNA CITATION ENCORE+ 560 4.8 4.4 4.1

CESSNA CITATION V ENCORE 560 3.9

CESSNA CITATION EXCEL 560-XL

CESSNA CITATION V ULTRA 560

CESSNA CITATION BRAVO 550 2.7

CESSNA CITATION CJ4 525C 9.414 8.6 7.7 7.3 6.9 6.5

CESSNA CITATION CJ3+ 525C 8.430

CESSNA CITATION CJ3 525B 8.345 7.5 6.4 6.0 5.6 5.3 5.0 4.8 4.6 4.3

CESSNA CITATION CJ2+ 525A 7.198 6.5 5.9 5.5 5.2 4.7 4.4 4.2 3.9 3.5

CESSNA CITATION CJ2 525A 3.0

CESSNA CITATION M2 525 4.718 4.4 4.0

CESSNA CITATION CJ1+ 525 3.4 3.1 2.9 2.7 2.5 2.3

CESSNA CITATION CJ1 525

CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510 3.480 3.0 2.5 2.2 2.1 2.0 1.9 1.8 1.7 1.6

ECLIPSE 500 1.8 0.850 0.800 0.750

EMBRAER PHENOM 300 8.995 8.7 8.1 7.6 7.3 6.8 6.7

EMBRAER PHENOM 100E 4.161 3.8

EMBRAER PHENOM 100 3.5 3.3 3.0 2.7 2.4 2.2

HAWKER 400XP 2.6 2.4 2.2 2.1 1.9

HAWKER BEECHJET 400A

NEXTANT 400XTI 4.7 4.0 3.4 3.2

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

MODEL

YEAR OF MANUFACTURE$

2015US$M

2014US$M

2013US$M

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

FLIGHT DEPARTMENT � RETAIL PRICE GUIDE


Retail Values.qxp_RPG 16/06/2015 16:56 Page 1

SUMMER 2015 What your money buys today2005US$M

2004US$M

2003US$M

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

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

MODEL

YEAR OF MANUFACTURE$

BEECHCRAFT PREMIER 1A

1.5 1.4 1.3 1.2 1.I BEECHCRAFT PREMIER 1

3.8 3.6 3.3 BOMBARDIER LEARJET 45XR

3.6 3.4 3.0 2.8 2.7 2.6 2.5 2.4 BOMBARDIER LEARJET 45

2.6 BOMBARDIER LEARJET 40XR

2.4 2.2 BOMBARDIER LEARJET 40

1.650 1.550 1.450 1.350 1.250 1.150 1.1 1.050 BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560

3.9 3.7 CESSNA CITATION XLS 560

CESSNA CITATION ENCORE+ 560

3.7 3.5 3.2 2.9 2.7 2.6 CESSNA CITATION V ENCORE 560

3.6 3.5 3.4 3.2 2.9 2.7 2.5 CESSNA CITATION EXCEL 560-XL

1.7 1.6 1.5 1.4 CESSNA CITATION V ULTRA 560

2.5 2.3 2.1 1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION BRAVO 550

CESSNA CITATION CJ4 525C

CESSNA CITATION CJ3+ 525C

4.1 3.9 CESSNA CITATION CJ3 525B

3.3 CESSNA CITATION CJ2+ 525A

2.9 2.8 2.7 2.6 2.5 2.4 CESSNA CITATION CJ2 525A

CESSNA CITATION M2 525

2.1 CESSNA CITATION CJ1+ 525

1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION CJ1 525

1.3 1.250 1.2 1.150 CESSNA CITATIONJET 525

CESSNA CITATION MUSTANG 510

ECLIPSE 500

EMBRAER PHENOM 300

EMBRAER PHENOM 100E

EMBRAER PHENOM 100

1.7 1.5 HAWKER 400XP

1.350 1.250 1.150 1.050 1.000 0.950 0.900 0.850 HAWKER BEECHJET 400A

NEXTANT 400XTI

RETAIL PRICE GUIDE � FLIGHT DEPARTMENT


Retail Values.qxp_RPG 16/06/2015 17:13 Page 2

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

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

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

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

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

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

Weights:• Maximum Take-Off Weight and Maximum

Landing Weight are specified during air-craft certification.

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

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

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

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

SpecificationsPerformance Range:• Range - Seats Full is the maximum IFR

range of the aircraft with all passengerseats occupied. This uses the NBAA IFRalternate fuel reserve calculation for a 200N.Mi. alternate. This is used for jet andturboprop aircraft.

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

• VFR Range - Seats Full is the maximum

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

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

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

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

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

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

EnginesThe number of engines, manufacturer andmodel are shown.

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

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

This month’s category of aircraft -Small &Entry Level Jets – appears overleaf, to befollowed by Turboprops next month.

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

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

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

Aircraft Performance& Specifications

Small & Entry Level Jets

Description of Cost Elements


FLIGHT DEPARTMENT � SPECIFICATIONS

T

ACSpecs IntroJuly.qxp_AC Specs Intronov06 16/06/2015 14:33 Page 1

Boutsen July.qxp_Layout 1 15/06/2015 16:38 Page 1


BEECHCRAFT BEECHJET 400A

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.

BEECHCRAFT HAWKER 400XP

BEECHCRAFT HAWKER 400XPR

BEECHCRAFT PREMIER I

BEECHCRAFT PREMIER IA

BOMBARDIER LEARJET 31A

BOMBARDIER LEARJET 31A/ER

BOMBARDIER LEARJET 40

BOMBARDIER LEARJET 40XR

BOMBARDIER LEARJET 45

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

$2,234.20

4.8

4.9

15.6

305

4.16

2.41

30

26

2

7

16100

15700

10915

4912

473

2085

1180

1519

4600

5083

4020

560

458

449

410

2

JT15D-5

$2,202.81

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10985

4912

603

2015

1180

1519

4600

5025

4020

560

450

450

410

2

JT15D-5R

$1,742.33

4.75

4.92

15.5

305

4.2

2.4

31

25

2

8

16300

15700

10900

4912

688

2100

1243

1974

4030

5237

5000

620

450

450

425

2

FJ44-4A-32

$1,634.45

5.4

5.5

13.6

285

4.16

2.125

23

55

2

6

12500

11600

8565

3611

414

1435

850

1340

4650

5208

4000

948

461

426

370

2

FJ44-2A

$1,621.43

5.4

5.5

13.6

285

4.167

2.125

23

55

2

6

12500

11600

8600

3670

320

1400

850

1340

4650

5208

4000

948

454

426

370

2

FJ44-2A

$2,310.29

4.35

4.95

12.9

281

4.16

3

40

-

2

6

17200

16000

11203

4124

1873

2297

1211

1337

3800

4200

5110

1610

462

441

417

2

TFE 731-2

$2,310.88

4.35

4.95

12.9

281

3.75

3

30

-

2

6

17700

16000

11247

4653

2000

2253

1480

1600

3800

4200

4890

1515

462

441

417

2

TFE 731-2

$2,185.18

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

20350

19200

13718

5375

1507

2282

1573

1707

4330

4033

2820

710

465

436

428

2

TFE 731-20AR

$2,234.47

4.92

5.12

17.67

369

4.8

2.5

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1960

4680

4060

2820

394

465

436

432

2

TFE 731-20BR

$2,223.41

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

20500

19200

13890

6062

798

2110

1423

1968

4350

4063

2800

590

465

436

416

2

TFE 731-20AR

SMALL & ENTRYLEVEL JETS


AircraftPer&SpecJune15.qxp_PerfspecDecember06 16/06/2015 16:40 Page 1

Elliott July.qxp_Layout 1 15/06/2015 16:52 Page 1


BOMBARDIER LEARJET 45XR


CESSNA CITATION BRAVO

CESSNA CITATIONJET

CESSNA CITATION CJ1

CESSNA CITATION CJ1+

CESSNA CITATION CJ2


CESSNA CITATION CJ3


CESSNA CITATION CJ4


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$2,301.13

4.92

5.12

19.75

415

4.8

2.5

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1937

5040

4105

2630

589

465

436

432

2

TFE 731-20BR

$1,744.78

4.7

4.8

15.75

292

4.25

2

28

46

2

7

14800

13500

9375

4824

801

1925

1290

1720

4160

4295

3190

845

405

405

335

2

PW530A

$1,530.86

4.8

4.83

11

205

4.25

2

4

51

2

5

10400

9700

6950

3220

330

1450

750

1130

4010

4333

3311

868

377

364

302

2

FJ44-1A

$1,434.23

4.75

4.83

11

201

4.25

2

8

51

2

5

10600

9800

7050

3220

430

1350

775

1161

4220

4407

3230

850

381

381

307

2

FJ44-1A

$1,456.95

4.75

4.83

11

201

4.25

2

-

45

2

5

10700

9900

7035

3220

545

1365

895

1245

3990

4135

3290

906

389

389

307

2

FJ44-1AP

$1,518.48

4.75

4.83

13.58

248

4.25

2

4

70

2

6

12375

11500

7900

3932

668

1400

1075

1530

3820

4628

3870

1160

413

413

344

2

FJ44-2C

$1,601.24

4.75

4.83

13.58

248

4.25

2

-

65

2

6

12500

11525

7980

3930

715

1720

1194

1626

3810

4645

4120

1004

413

413

351

2

FJ44-3A-24

$1,701.38

4.75

4.83

15.67

286

4.25

2

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1891

3440

4203

4478

1090

417

417

348

2

FJ44-3A

$1,681.04

4.75

4.83

15.67

286

4.25

2

-

65

2

6

13870

12750

8585

4710

775

1925

1374

1891

3440

4203

4478

1090

417

417

348

2

FJ44-3A

$1,972.41

4.75

4.83

17.3

293

4

2

6

71

2

7

17110

15660

10350

5828

1052

2150

1667

1991

3500

3978

3858

1248

454

454

380

2

FJ44-4A




General Aviation July.qxp_Layout 1 15/06/2015 16:59 Page 1

CESS

NA C

ITATI

ON E

NCOR

E




CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$2,074.31

4.75

4.83

17.33

314

4.25

2

28

43

2

7

16630

15200

10525

5400

905

2075

1410

1736

3920

4195

4740

1440

430

430

372

2

PW535A

$2,029.22

4.75

4.83

17.33

314

4.25

2

28

43

2

7

16830

15200

10460

5400

1170

2390

1494

1792

3920

4182

4620

1400

430

430

372

2

PW535B

$2,418.85

5.7

5.5

18.5

422

4.54

2

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545A

$2,345.30

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3910

4738

3500

800

433

433

373

2

PW545B

$2,305.60

5.7

5.5

18.5

422

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3910

4738

3500

800

440

440

373

2

PW545C

$1,395.04

4.75

4.83

11

201

4.25

2

-

43.1

2

6

10700

9900

7000

3296

504

1400

694

1380

3250

4125

3698

1075

404

379

331

2

FJ44-1AP

$1,018.35

4.5

4.58

9.8

163

3.8

2

6

57

1

4

8645

8000

5550

2580

600

1200

718

1070

3380

3683

3010

870

340

340

319

2

PW615F

$2,300.46

4.8

4.83

17.33

310

4.25

2

26

41

2

7

15900

15200

9400

5770

930

1800

1220

1644

3740

3750

3684

1139

397

397

350

2

JT15D-5A

$657.95

4.07

5.08

11.48

170

4.12

2.05

-

23.5

1

4

6000

5550

3730

1980

330

1170

747

1169

-

-

2000

-

300

295

210

1

FJ33-5A

CESS

NA C

ITATI

ON E

NCOR

E+CE

SSNA

CITA

TION

EXC

ELCE

SSNA

CITA

TION

XLS

CESS

NA C

ITATI

ON X

LS+

CESS

NA C

ITATI

ON M

2

CESS

NA C

ITATI

ON M

USTA

NG

CIRR

US V

ISIO

N SF

50

CESS

NA C

ITATI

ON V




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

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

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AIRCRAFT WANTED • SCA is seeking the following aircraft: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered • Challenger 605 - 2008-2010, full programs, good opportunity • Learjet 45XR - 2008 or later, under 3,000 TT,

full programs • Citation Jet - on TAP Elite, under 1.4M, USA based • King Air C90B - with Blackhawk conversion, USA based • Hawker 800XP - Pro Line 21, at least 2 years until 48 month • Hawker 800XP - under 2M, under 5,000 TT, MSP • Lear 60 - w APU, ESP, Under 2.5M • Challenger 601-3A - good cosmetics, good opportunity • CJ1 - w TAP or early model CJ2 w TAP, Europe based and Jar Ops

Only 1,875 TT • Smartparts Plus / MSP- Long Range PATS Fuel System • Jar Ops Compliant • 15 Pax VIP Configuration • Very Well Equipped

2007 Challenger 850 • s/n 8056 • OE-ISF

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD

2009 Falcon 2000LX • s/n 0157

Only 2807 TT since new • MSP Gold • Reisbeck storage locker • New Interior and paint in 2010

2000 Lear 31A • s/n 203 • N595SA

Only 4,500 TT, No Damage • Excellent Cosmetics • Engines on MSP GoldRaisbeck Lockers, Dee Howard TR’s, Big Door • UNS-1E FMS

• Fresh A-C Inspections c/w in 2015

Lear 31A • s/n 106 • N531TS

2000 TTSN • engines have 1050 since midlife and –C20R+ upgrade • IFR • Aux Fuel • NDH

1990 Agusta 109C • s/n 7613

1580 TT • Engines on ESP Gold • Fresh A-B-C Inspections • NDH

2008 Lear 60XR • s/n 343 • N343EC

API Winglets • 4450 TT Since NewJSSI for Engines & APU

C, 2C & Gear OH by Dassault/Paris in 2011

2000 Falcon 50EX • s/n 286 • N286ZT

All Block Point Upgrades c/w • Only 440 TT / 280 TC • Engine, APU, and Avionics Programs

• 72 month inspection currently underway at Hawker Beechcraft, Tampa

2009 Hawker 4000 • s/n RC-14

06-15_scross.indd 1 6/9/15 4:09 PM

ECLIPSE AEROSPACE ECLIPSE 500




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

$926.14

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$929.32

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$891.02

4.16

4.66

7.6

109

3.9

1.96

16

-

1

3

6000

5600

3834

1698

502

1088

574

964

2898

5173

2575

780

371

369

330

2

PW610F-A

$1,156.13

4.92

5.08

11

212

4.86

2.04

10

60

1

5

10472

9766

7132

2804

580

1312

915

1242

3040

4068

3061

702

390

371

333

2

PW617F-E

$1,156.26

4.94

5.08

11

212

4.86

2.04

10

60

1

5

10582

9877

7220

2804

602

1334

917

1233

3479

4110

3061

702

390

371

333

2

PW617F-E

$1,764.87

4.92

5.08

17.17

324

4.86

2.42

19

66

2

7

17968

16865

11783

5353

942

2216

1811

2077

3138

3700

3335

1044

444

430

383

2

PW535E

$1,134.00

4.94

5

12

-

-

-

-

66

1

5

9963

-

-

-

-

-

1035

1304

-

-

3990

-

420

420

-

2

HF120

$1,678.40

4.75

4.92

15.5

305

4.2

2.4

31

25

2

7

16300

15700

10531

4912

1057

2469

1852

2108

4600

4045

5000

995

471

460

405

2

FJ44-3AP

$1,674.23

4.75

4.92

15.5

305

4.2

2.4

31

25

2

7

16300

15700

10531

4912

1057

2469

1852

2108

4600

4045

5000

995

471

460

405

2

FJ44-3AP

ECLIPSE AEROSPACE TOTAL ECLIPSE 500

ECLIPSE AEROSPACE ECLIPSE 550

EMBRAER PHENOM 100

EMBRAER PHENOM 100E

EMBRAER PHENOM 300

HONDA AIRCRAFT HA-420 HONDAJET

NEXTANT AEROSPACE 400XTi

NEXTANT AEROSPACE 400XT




Tempus Jets June.qxp_Layout 1 21/05/2015 12:28 Page 1

ithin the following review, we’ll considerthe productivity parameters (payload/range, speed and cabin size) of threecompetitive business aircraft and cover

current and future market values. The field in thisstudy includes Dassault’s Falcon 7X andBombardier’s Global 5000.

Brief HistoryThe Gulfstream GV, initially delivered in 1995, wasthe first purpose-built, ultra-long-range, large cabinbusiness jet. Its 6,500nm range—sufficient to flynon-stop between New York and Tokyo—is madepossible (in part) by the aircraft’s two Rolls-RoyceBR710-A1-10 engines.

Production of the GV marked the first time thatGulfstream decided to build more than one aircraftwhile another model was being manufactured.Previously, Gulfstream had always ended productionof one model (GI to GIV) before delivering anew aircraft.

Features on the GV include enhanced weatherradar, head-up display for the pilot, and EnhancedVision System (EVS) allowing increased visibility forapproach and landing in adverse weather. The air-craft is also available with commercial and militarycommunications equipment to provide secure voiceand data capability. The GV is the only ultra long-range aircraft that provides a forward and/or an aftgalley as an option.

Two new aircraft followed the GV; the GulfstreamG550 in 2003 with greater range, and the G500in 2004.

Worldwide AppealThere are 183 wholly owned GV models in opera-tion worldwide, plus six in shared-ownership andfour in fractional ownership, according to JETNET.By continent, North America has the largest per-centage of the fleet (80%), followed by Asia (11%)for a combined total of 91%. Leased GVs accountfor 14.8% of the worldwide fleet.

FLIGHT DEPARTMENT � AIRCRAFT COMPARATIVE

W

Aircraft Comparative Analysis: Gulfstream GV


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

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on aselection of pre-owned business jets for the purpose of valuing the Gulfstream GV.

AirCompAnalysis June15.qxp_ACAn 16/06/2015 15:32 Page 1

L EAD ING EDGE AV IAT ION SOLUT IONS , L LC WWW.LEAS .COM

1995 Gulfstream IVSP s/n 126916 pax. Engine O/H 4/2013, Eligible for Corporate Care,APU Upgrade to GTCP36-150G On MSP Gold, Avionicson HAPP, Operating Part 135, Partial Interior Refurb.9/2014 & 1/2012, Triple IRS, Axxess II Iridium Satphone

1995 Gulfstream IVSP s/n 126213 pax. Engines on RR Corporate Care, APU on MSP,Avionics on HAPP, Aircell ATG-4000 GoGoBiz Wi-Fi,Aircell Axxess II Iridium Satphone, APU EnclosureVentilation Mod, Currently Operated Part 135

1994 Gulfstream IVSP s/n 123616 pax. Engines Eligible for Corporate Care-475 HrsTSOH, Aircell ATG 4000 w/GogoBiz Internet/Wi-Fi, AircellAxxess II Iridium Satphone, ADS-B Out, SBAS/lLPV GPSApproaches, -150 APU Upgrade, 2 US Owners Since New

2000 Citation X s/n 1228 pax. Engines On Corporate Care, APU on AUX Advantage,9 Yr. Airframe 9/2011, 4500 Hr. 8/2008, Doc. 3,4,7,16,27,294/2014, Single Point Refuel, Improved TR’s, MaintainedPart 135

2004 Falcon 900EX EASy s/n 13712 pax. Engines & APU on MSP Gold, New Paint & Interior9/2014, Enhanced Avionics Suite EASy II, Synthetic Vision,Enhanced Navigation, ADS-B Out, TCAS 7.1, Domestic &Int’l Wi-Fi, GoGoBiz Text & Talk, CPDLX Wiring

1997 Gulfstream V s/n 50415 pax. Engines on Condition Eligible Corporate Care,Satellite TV, Inmarsat SATCOM w/7 ch. Wi-Fi Router (SwiftBroadband), True North Phone, ADS-B-Out, TCAS IIw/Chg. 7.1, 24-48-CMP Codes 5/2014. Soft Goods 2012

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

2007 Sikorsky S-76C++ s/n 7606958 pax. Low time, Only 580 Hrs., Beautiful Custom VIPInterior, 500 Hr. insp. c/w 9/2012, Emergency Flotation Sys.,Avionics on HAPP, Excellent Dispatch Reliability, OneOwner, Always Hangared

2007 Global Express XRS s/n 919113 pax. Many upgrades-IAC Batch 3 Software Upgrade,FMS Mod to FANS 1/A+ & RNP4 capability, GPS Mod &Intro of SBAS/LPV Approach, ADS-B Out, TCAS 7.1,Domestic & Int’l Wi-Fi, Satellite TV, Operating Part 135

Price $6,295,000

Price $5,600,000

LEAS Single July.qxp_LEAS 18/06/2015 09:25 Page 1

Payload & RangeThe data contained in Table A(left) are sourced from Conklin& de Decker and B&CA’s May2015 issue. The ‘AvailablePayload with Maximum Fuel’for the GV is 1,500 lbs, whichis less than the Falcon 7X(1,660 pounds), and signifi-cantly less than theBombardier Global 5000(2,930 pounds).

Additionally, Table A showsthe fuel usage of each aircraftin this field of study, as statedby Aircraft Cost Calculator.The GV at 453 gallons perhour (GPH) and the Global5000 at 455 GPH are nearlythe same. The Falcon 7X isthe most frugal of the field at347 GPH.

Cabin Cross SectionsAccording to Conklin & deDecker, the GV cabin volumeis 1,595 cubic feet and cabinlength is 50.1ft, the longest inthis field of study. The Falcon7X has the smallest cabin vol-ume (1,506 cubic ft.) and theshortest cabin length (39.1ft),and the Global 5000 has thelargest cabin volume at1,889ft (18.4% greater thanGV) although the cabin lengthis 42.47ft (15.2% less than theGV). The respective cabincross-sections are represent-ed, courtesy of UPCASTJETBOOK in Chart A (left).

Range ComparisonAs depicted by Chart B (left),using Teterboro Airport, NewJersey as a starting point,according to Aircraft CostCalculator (ACC), the GVshows more range coveragethan the Global 5000 and the Falcon 7X.

Note: For jets and turbo-props, ‘Seats-Full Range’ rep-resents the maximum IFRrange of the aircraft at Long-Range Cruise with all passen-ger seats occupied. ACCassumes NBAA IFR fuelreserve calculation for a200nm alternate. The linesdepicted do not include windsaloft or any other weather-related obstacles.

MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

Max P/Lw/Avail fuelIFR Range

(nm)

ModelFuel

Usage(GPH)

Gulfstream GV

Falcon 7X

Global 5000

90,500

70,000

92,500

41,000

31,940

38,959

453

347

455

6,100

4,400

7,139

1,500

1,660

2,930

6,675

5,870

5,350

5,416

5,000

4,958

6.25

ft

8.17 ft

6.

2 ft

7.7 ft7.3 ft

6.2

ft

S

Chart B - Range Comparison

Table A - Payload & Range

Chart A - Cabin Cross-Sections

Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator;B&CA May 2015 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide



Bombardier Global 5000 5070.000 NmDassault Falcon 7X 5352.750 NmGulfstream GV 6093.750 Nm

Souce: UPCAST JETBOOK

Gulfstream GV

Source: Aircraft Cost Calculator

Dassault Falcon 7X Bombardier Global 5000


Powerplant DetailsThe Gulfstream GV is poweredby two Rolls-Royce BR710-A1-10 engines, each offering14,750 pounds of thrust (lbst).The Global 5000 also uses twoRolls-Royce BR710-A2-20engines, each offering theexact same thrust at 14,750 asthat of the GV. Meanwhile, theFalcon 7X is powered by threePratt & Whitney CanadaPW307A engines, each offer-ing 6,402 lbst.

Cost Per MileUsing data published in theMay 2015 B&CA Planning andPurchasing Handbook and theAugust 2014 B&CAOperations Planning Guide,we will compare our aircraft.The nationwide average Jet-Afuel cost used from theAugust 2014 edition was$6.18 per gallon at press time,so for the sake of comparisonwe’ll chart the numbers aspublished.

Note: Fuel price used fromthis source does not representan average price for the year.

Chart C (top, right) details‘Cost per Mile’ and comparesthe Gulfstream GV to its com-petition, factoring direct costsand with all aircraft flying a1,000nm mission with 1,600pound (eight passengers) pay-load. The Gulfstream GVshows the highest cost pernautical mile at $7.96 com-pared to the Global 5000 at$7.68 and the Falcon 7X at$5.60.

Total Variable CostThe ‘Total Variable Cost’ illus-trated in Chart D (center,right) is defined as the Cost ofFuel, Maintenance Labor,Scheduled Parts andMiscellaneous Trip Expenses.The Total Variable Cost for theGulfstream GV equates to$3,602, which is higher thanthe Global 5000 at $3,466 andthe Falcon 7X at $2,452.

Aircraft Comparison TableTable B (right) contains theused retail prices from Vref foreach aircraft. The average

Chart D - Variable Cost

*New & Pre-owned Full Sales Transactions in the past 12 months; Source: JETNETData courtesy of Conklin & de Decker; JETNET; Vref; ACC

Chart C - Cost per Mile*

Table B - Comparison Table

Long RangeSpeed(kts)

CabinVolume(cu ft.)

UsedVref

Price $m

In-Operation % For SaleNew &

Pre-owned Sold*

ModelMax

Payloadw/avail fuelrange (nm)

Gulfstream GV

Falcon 7X

Global 5000

459

459

471

1595

1506

1889

5,416

5,000

4,958

191

236

184

12.0%

9.3%

7.6%

20

36

37

$16.5 ‘02

$25.0 ‘07

$17.0 ‘05


$0Gulfstream GV

Global 5000

Falcon 7X

US $ per hour

$3,602 $3,466QQ

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

Q $2,452

$0.00Gulfstream GV

Global 5000

Falcon 7X

US $ per nautical mile

$7.96 $7.68QQ

*1,000nm, 1,600lbs payload mission costs

$3.00 $6.00

Q $5.60


speed, cabin volume and max-imum payload values are fromConklin & de Decker, whilethe number of aircraft in-oper-ation and percentage ‘ForSale’ are as reported byJETNET.

The Falcon 7X and Global5000 have less than 10 per-cent of their respective fleetscurrently ‘For Sale’ – theFalcon 7X selling approxi-mately 3.0 units per month,and the Global 5000 selling at

a rate of 3.1 per month.However, the Gulfstream GVcurrently sees a slightly higher12% of the fleet for sale,although over the past 12months, an average 1.67 unitshave sold monthly.

Depreciation ScheduleAircraft that are owned andoperated by businesses areoften depreciable for incometax purposes under theModified Accelerated Cost

Recovery System (MACRS).Under MACRS, taxpayers areallowed to accelerate thedepreciation of assets by tak-ing a greater percentage ofthe deductions during the firstfew years of the applicablerecovery period (see Table C,above).

In certain cases, aircraftmay not qualify under theMACRS system and must bedepreciated under the lessfavorable Alternative

MACRS SCHEDULE FOR PART 91Year

Deduction

1

20.00 %

2

32.00 %

3

19.20 %

4

11.52 %

5

11.52 %

6

5.76 %

-

-

-

-

MACRS SCHEDULE FOR PART 135Year

Deduction

1

14.29 %

2

24.49 %

3

17.49 %

4

12.49 %

5

8.93 %

6

8.92 %

7

8.93 %

8

4.46 %

TABLE C - Part 91 & 135 MACRS Schedule

TABLE D - MACRS Depreciation Schedule

Depreciation System (ADS)where depreciation is basedon a straight-line method(meaning that equal deduc-tions are taken during eachyear of the applicable recov-ery period). In most cases,recovery periods under ADSare longer than recovery peri-ods available under MACRS.

There are a variety of fac-tors that taxpayers must con-sider in determining if an air-craft may be depreciated, andif so, the correct depreciationmethod and recovery periodthat should be utilized. Forexample, aircraft used in busi-ness aircraft charter service(i.e. Part 135) are normallydepreciated under MACRSover a seven year recoveryperiod or under ADS using atwelve year recovery period.

Aircraft used for qualifiedbusiness purposes, such asPart 91 business use flights,are generally depreciatedunder MACRS over a periodof five years or by using ADSwith a six year recovery peri-od. There are certain uses ofthe aircraft, such as non-busi-ness flights, that may have animpact on the allowabledepreciation deduction avail-able in a given year.

Table D (left) depicts anexample of using the MACRSschedule for a 2002 modelGulfstream GV aircraft in pri-vate (Part 91) and charter (Part135) operations over five andseven-year periods, assuminga used retail value of $16.5mas sourced from Vref Pricingguide.

Asking Prices vs Age,Quantity and EnginesChart E (top, right), sourcedfrom the Multi-dimensionalEconomic Evaluators Inc.(www.meevaluators.com),shows a Value and Demandchart for the pre-ownedGulfstream GV and includesthe Falcon 7X and Global5000. The current pre-ownedmarket for Gulfstream GV air-craft shows a total of 23 air-craft ‘For Sale’ with nine dis-playing an asking price, thus

Source: NBAA



2002 GULFSTREAM GV - PRIVATE (PART 91)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$16.5

1

20.00 %

$3.3

$13.2

$3.3

2

32.00 %

5.3

7.9

8.6

3

19.2 %

3.2

4.8

11.7

4

11.5 %

1.9

2.9

13.6

5

11.5 %

1.9

1.0

15.5

6

5.8 %

1.0

0

16.5

2002 GULFSTREAM GV - CHARTER (PART 135)Full Retail Price - MillionYearRate (%)Depreciation ($M)Depreciation Value ($M)Cum. Depreciation ($M)

$16.5

1

14.3 %

$2.36

$14.14

$2.4

2

24.5 %

4.04

10.10

6.4

3

17.5 %

2.89

7.22

9.3

4

12.5 %

2.06

5.15

11.3

5

8.9 %

1.47

3.68

12.8

6

8.9 %

1.47

2.21

14.3

7

8.9 %

1.47

0.74

15.8

8

4.5 %

0.74

0.00

16.5

Source: Vref


we have plotted those nine.We also added to the mixother ultra-long-range pre-owned business jets of similarilk with asking prices rangingfrom $17m-$25m.

The equation that wederived from these askingprices and other criteria usedshould enable sellers and buy-ers to compare, and perhapsadjust their offerings, ifnecessary.

Demand and Value are onopposite sides of the samePrice axis. Thus, the marketfor used Gulfstream GVresponds to at least four fea-tures: Years, Engines, Quantityand Price.

Productivity ComparisonsThe points in Chart F (right)are centered on the samegroup of aircraft. Pricing usedin the vertical axis is as pub-lished in the AircraftBluebook. The productivityindex requires further discus-sion since the factors used canbe somewhat arbitrary.Productivity can be defined(and it is here) as the multipleof three factors:

1. Range with full payload andavailable fuel;

2. The long range cruisespeed flown to achieve thatrange;

3. The cabin volume availablefor passengers andamenities.

Others may choose differ-ent parameters, but seriousbusiness aircraft buyers areusually impressed with Price,Range, Speed and Cabin Size.After consideration of thePrice, Range, Speed andCabin Size, we can concludethat the Gulfstream GV ishighly productive.

Operators should weightheir mission requirementsprecisely when picking whichoption is the best for them,however.

SummaryWithin the preceding para-graphs we have touched upon

several of the attributes thatbusiness aircraft operators findvaluable. There are otherqualities such as airportperformance, terminal areaperformance, and time-to-climb performance that mightfactor in a buying decision,however.

The Gulfstream GV contin-ues to be very popular in thepre-owned market today. Weanticipate that the GulfstreamGV aircraft, which starteddelivering 20 years ago, willcontinue to do very well in thepre-owned market for theforeseeable future. �

Index

Pric

e (M

illio

ns)

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

0.0000

$30.0

$20.0

$10.0

$0.0 2.0000 4.0000 6.0000 8.0000 10.0000 12.0000

2002 Gulfstream GV

2007 Falcon 7X

2005 Global 5000

Chart F - Productivity


Chart E - Value & DemandA Study of Pre-owned Gulfstream GV Compared to the Falcon 7X and Global 5000 Ultra-Long-Range and Large Cabin Business Jets



Rod Simpson is anexperienced journalistand aircraft historianwho specialises in Busi-ness Aviation. He is theauthor of more than adozen aviation booksand has worked as aconsultant in the USGeneral Aviation indus-try and contributed tomany journals on bothsides of the Atlantic.Contact him [email protected]

ork on the new twin-engined Fal-con 5X, first announced at the 2013NBAA Convention in Las Vegas,has advanced very rapidly and the

first development aircraft was rolled out at Das-sault’s Bordeaux factory on June 2nd, 2015. TheFalcon 5X prototype will take to the air this summerwith a further three aircraft also to be used in theflight test program. Certification is targeted for theend of 2016 with entry into service early in 2017.

The arrival of the Falcon 5X takes the Dassaultproduct line up to six models (the Falcon 900LX,2000LXS, 2000S, 5X, 7X and 8X) offering range ca-pability from 3,350nm to 6,450nm.

The Falcon 5X fits into the middle of this rangeprofile and, according to Dassault’s Chairman andCEO Eric Trappier, “is designed to answer an oper-ators demand for an aircraft in the 5,000-mile range

segment that could provide more space and com-fort than existing large body jets while combiningthe handling qualities; the low-speed performance;and operating economies that are the hallmarks ofFalcons.”

Light, Roomy CabinThe result is an aircraft with a 39ft long cabin, simi-lar in length to that of the Falcon 7X, but with 6ft6in headroom and 8ft 6in width giving a 14% in-crease in cabin volume compared with the 7X. Infact, Dassault claims it has the largest cabin cross-section in the market, taller and wider, even, thanthe Gulfstream G650.

The cabin will be very bright with 28 windows –30% more window area than on the Falcon 900LX –while the forward galley has a skylight in the roof togive natural light for the cabin crew.

The pace of change at Dassault is breathtaking, reports Rod Simpson. The Falcon 8X was rolled out last December and now it

is the turn of the Falcon 5X.

W

Pace Steps Up At DassaultDassault’s New Falcon 5X Rolled-Out

COMMUNITY NEWS � BIZAV REVIEW

Community News.qxp_Layout 1 16/06/2015 12:35 Page 1

www.mebaamorocco.aero

01 - 02 SEPTEMBER 2015MOHAMMED V INTERNATIONAL AIRPORT CASABLANCA, MOROCCO

Organised by: On behalf of:

THE

NEW DESTINATIONFOR BUSINESS AVIATION

COMMUNITY NEWS � BIZAV REVIEW


EBACE 2015Summary

Visitors to the 2015 edition ofEBACE, held in Geneva, 19-21May, found more than 450 ex-hibitors and a static display of57 business aircraft.Several aircraft were makingtheir European debuts - includ-ing the HondaJet HF420 thatwas due to embark on a two-week European tour after theshow and arrived fresh from asix-city visit to Japan. Provi-sional FAA certification hasbeen achieved, and final ap-proval is expected imminentlyas of this writing.

Also appearing for the firsttime was Textron’s Cessna Cita-tion Latitude, which was alsowithin weeks of certification(now received), along with thenew Bombardier Challenger350 and Embraer Legacy 450mid-size jets.

Significant announcementsincluded the first flight of Gulf-stream’s G500, which tookplace on the day before theshow, and launch of the newgeneration Airbus ACJ320neo,with the first order placed byFarnborough-based AcropolisAviation.

Other notable orders an-nounced at Geneva includedanother ten Gulfstreams to addto Qatar Executive’s existing20-aircraft order, and the saleof a Global 7000 to Formula 1guru, Nikki Lauda.

More information:www.airbus.comwww.bombardier.comhttp://cessna.txtav.comwww.embraerexecutivejets.comwww.gulfstream.comwww.hondajet.com

Several internal layouts will be possible foranywhere up to 16 passengers, but the stan-dard 12-passenger interior has three zoneswith a forward club-seating section, a centraldining and meeting area and a rear loungewith four or five seats. Pressurisation is set fora cabin altitude of 3,900ft at 41,000ft andDassault has paid particular attention to cabinair quality.

Optimal PerformanceThe Falcon 5X may have the same family ap-pearance as its sisters, but it’s a completelynew design incorporating the latest technol-ogy. Dassault’s engineers kept an all-metalstructure rather than moving to compositesbecause Falcons are already famous for theirlight-weight airframes that contribute to theirhigh-performance on less power than theircompetitors (resulting in lower operatingcosts).

The wing of the 5X is a new ultra-efficientdesign with the highest lift-drag ratio of any ofthe Falcon series. With a 33-degree sweepangle and a curved trailing edge accommo-dating ailerons, airbrakes, flaps and a flaperon,each wing also has three leading edge slatsand a winglet. The additional flaperon is par-ticularly innovative, and is positioned at themiddle of each wing’s trailing edge. Derivedfrom Dassault’s fighter jet experience, this isan active high-speed surface capable of beingused both as a flap and aileron. These will alsoprovide assistance during steep approachesinto airports such as London City.

As with the 7X and 8X, the Falcon 5X is afly-by-wire aircraft using an advanced DigitalFlight Control System (DFS) that commands allthe control surfaces and allows them to bemulti-functional.

The flight deck itself incorporates Dassault’slatest EASy III interactive cockpit based on theHoneywell Primus Epic package (includingflight management system, a GraphicalDatalink for communications using a point-and-click cursor and the ADS-B capableSmartTraffic TPA-100C TCAS system). Also in-cluded are dual HUDs (Head-Up Displays)from Elbit Systems that are larger than normalwith a wider field of view and are able to dis-play enhanced vision SVS and EVS displays.

Power for the Falcon 5X comes from two11,450 lbst Safran-Snecma Silvercrest turbo-fans, which promise to be very environmen-tally friendly and have a specific fuelconsumption which is 10% less than existingengines. Dassault says that the aircraft will bemore efficient than its competitors, with fuelforming only 45% of hourly flying costs, and itwill be able to reach Moscow from Genevawith a 10,000 lb fuel load (not possible in aGulfstream G450 or Global 5000).

When it comes to operating range, the5,200-mile Falcon 5X will be able to fly fromBeijing to Paris, New York to Buenos Aires, orLondon to Los Angeles. The maximum takeoffweight will be 69,600 lbs (31,570kg) which is5,000 lbs less than the competing GulfstreamG450.

Service SupportIn such a competitive market, service supportand despatch reliability are of key importance,and Dassault has paid particular attention tothe airframe’s maintenance and ergonomicfactors. Using an interactive 3D studio, Das-sault applied the skills of experienced aircraftmechanics to achieve optimum positioning ofinternal components. This should ensure thatkey parts can be rapidly removed and re-placed with minimal effort.

The same design system has been em-ployed in the cockpit to ensure that switchesand other controls are in easy reach of the pi-lots, and there are other thoughtful touchessuch as the convenient bulkhead compart-ments to contain headsets.

The Falcon 5X is also equipped with a newon-board self diagnosis system called Falcon-Scan that monitors all aircraft systems and col-lects and stores around 10,000 parameters inreal time. This means that every fault can bedownloaded in flight to the central controlteam and preparations for remedial action canbe made prior to landing.

One can only be impressed by the amountof thought that has gone into design of theFalcon 5X, and Dassault deserves to be verysuccessful with this new state-of-the-artbusiness jet.

More from www.dassaultfalcon.com


NBAA: Flight Attendants/Flight Technicians Conf. Jun 30–Jul 2 Tucson, AZ, USA www.nbaa.orgEAA AirVenture Oshkosh Jul 20 – 26 Oshkosh, WI, USA www.eaa.orgLABACE 2015 Aug 10 – 22 Sao Paulo, Brazil www.labace.org.brAEA (Aircraft Electronics Association Regional) Aug 14 Sao Paulo, Brazil www.aea.netAEA (Aircraft Electronics Association Regional) Aug 18 - 19 Bogota, Colombia www.aea.netAOPA Fly – In Aug 22 Anoka Airport, MN, USA www.aopa.orgBusiness Aviation in Latin America (BALA) Aug 11 Sao Paulo, Brazil www.aeropodium.comMEBAA Sep 1 – 2 Casablanca, Morocco www.mebaa.aeroAEA (Aircraft Electronics Association Regional) Sep 10 - 11 Kansas City, MO, USA www.aea.netJet Expo Sep 10 – 12 Moscow, Russia www.jetexpo.ruMediterranean Business Aviation Sep 11 Sliema, Malta www.aeropodium.comThe annual Business & General Aviation Day (BGAD) Sep 15 London Biggin Hill, UK www.bgad.aeroAviation Expo/China 2015 Sep 16 – 19 Beijing, China www.beijingaviation.com NBAA: Regional Forum Sep 17 St. Louis, MO, USA www.nbaa.orgAEA (Aircraft Electronics Association Regional) Sep 21 - 22 Reno, NV, USA www.aea.netThe African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 Addis Ababa, Ethiopa www.afbaa.orgAOPA Fly – In Sep 26 Col Springs Airport, CO, USA www.aopa.orgAEA (Aircraft Electronics Association Regional) Oct 1 - 2 Toronto, Canada www.aea.net

BizAv Events 2015

Robert Boman moves to director/sitemanager at Airbus Helicopters’ Colum-bus, Missouri assembly plant.

David M. Coleal was appointed presi-dent, Bombardier Business Aircraft, ef-fective June 15, succeeding Éric Martel,who leaves to pursue other careeropportunities.

Bruno Cousin has been appointed headof sales & marketing at Airbus Corpo-rate Jet Centre (ACJC). In this role, hemanages the cabin outfitting contractsteam and the services sales team, cover-ing ACJ cabins, airframes and engines.

Stan Dixon recently was named vicepresident, G650 Continuous Improve-ment, at Gulfstream Aerospace. In hisnew role, Dixon is responsible for ensur-ing the continued success, reliability, quality and availability of the G650and G650ER.

Derek Freeman has been appointedavionics sales manager at Western Air-craft. Freeman has more than 30 yearsof aviation experience, most recentlyserving as a senior avionics engineer forKelowna Flightcraft.

Andrew Hoy, formerly with ExecuJet Avia-tion Group and Jetcraft, launched the Affin-ity Aviation Group with the aim of providingservices including aircraft sales & acquisi-tion, and the eventual operation of FBOsand charter operations.

Janus Kamradt was named by ExecutiveJet Management Europe (EJME) as the newregional sales vice president.

Timothée Marcie is the latest addition tothe sales team at Monaco-based, BoutsenAviation. Timothée joins Boutsen from Das-sault Falcon Jet where he was responsiblefor new aircraft sales for Northern China. Inother news, the company recently cele-brated its 300th aircraft sale.

David Melcher, former Exelis CEO and re-tired three-star general, has been named asthe new president of Aerospace IndustriesAssociation (AIA).

John Murphy is the new director of paintand interior at Elliott Aviation. Most recentlyhe held the position of senior director ofcompletions with Jet Aviation St. Louis.

John Ortega replaced Randy Brownas vice president & general manager of

Gulfstream’s manufacturing facility inMexicali, Mexico. Ortega, reports to GregCollett, vice president, Initial & Final PhaseOperations. Brown is now director ofAdvanced Aircraft Programs Operationsin Savannah.

Jay Reeder becomes turboprop sales ac-count manager at Western Aircraft. Reederpreviously was material operations coordi-nator for EuroTec Vertical Flight Solutions.

John Watret is named interim president atEmbry-Riddle Aeronautical University. Thisappointment follows the retirement an-nouncement from president & CEO JohnJohnson.

Derek Zimmerman vice president, Cus-tomer Support and Materials, succeedsMark Burns as president of Gulfstream’sProduct Support organization. �

David Coleal Bruno Cousin


ARRIVALS � COMMUNITY NEWS

Timothée Marcie Derek ZimmermanStan Dixon Andrew Hoy

Esterline CMC Electronics named four new vice presidents: PatrickChampagne, VP, products, display solu-tions; Marc Gagne, VP, operations; BenHendsbee, VP, commercial services; andKristof Vierin, VP, sales.


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PRODUCTS & SERVICES

Recently announced that the company’s Prague facility has beguninstallation on the first Bell 429 to be outfitted with Mecaer Aviation Group’s(MAG) VVIP luxury interior branded the “MAGnificent”. Customers cancustomize the cabin interior to a variety of seating configurations, andchoose from a wide range of fabrics, colors and amenities. Macaer’sspecialty custom interior incorporates a noise abatement called SILENS™,and an In-Flight Entertainment Enhanced Lounge (I-FEEL), that provides afully customized interactive touch screen based entertainmentmanagement system. www.bellhelicopter.com

Bell Helicopter

Named Executive Flight Training of Beaufort, SC, as an authorizedpilot training center for all twin-engine aircraft models for whichBlackhawk provides higher performance, new PT6A engineupgrades. Executive Flight Training will teach pilots how to get themost from their new PT6A engine upgrades. Instruction will beavailable for Blackhawk upgraded King Air 90, King Air 200, PiperCheyenne and Cessna Conquest I aircraft models.www.blackhawk.aero

Blackhawk Modifications

Is now offering business aviation operators along the Gulf Coast ofFlorida from Naples to Tampa, more convenient access to itsmobile engine services that include AOG support, most scheduledand unscheduled events, as well as engine R&Rs. Duncan Aviationis not new to this area. For many years, customers have beensupported through the Engine Rapid Response Team located inFort Lauderdale.www.duncanaviation.com

Duncan Aviation

Plans to increase its fleet of advanced helicopter simulators by over40 percent. “Since building the first Level D qualified helicoptersimulator more than 20 years ago, FlightSafety has continuouslyinvested in new programs and facilities designed specifically toserve and support the helicopter industry,” said David Davenport,Executive Vice President. “We offer the most extensive range ofhelicopter training programs using advanced technologysimulators.www.flightsafety.com

FlightSafety International

The North Americas-based completions, refurbishment andmaintenance specialists, has recently refurbished its first SikorskyS-92 helicopter. The helicopter, which is a VIP variant, features aunique and eye-catching electric blue themed interior, and, in afirst for the helicopter industry, the laying of a LIST granite flooringfinish in the lavatory and helicopter entrance.www.flyingcolourscorp.com

Flying Colours Corp

If you are new to the In-Flight Entertainment & Connectivity (IFEC)industry, thinking about venturing in, just curious, or have evenbeen around for a couple of decades, there will be something inthis book for you to learn and enjoy. Learn about the history,certification challenges and synergy between hardware/softwarecomponents and content in the ever changing IFEC landscape incommercial aircraft and executive jets.www.BriskiConsulting.com

Briski Consulting, LLC

In-Flight Entertainment &Connectivity

Has received certification for the engines that will power Gulf-stream’s two newest business jets unveiled last October. TransportCanada certificated the PW814GA and PW815GA engines for the5,000nm-range G500 and 6,200nm-range G600. Both typecertificates “represent major achievements for P&WC”, says JohnSaabas, president of the Mirabel, Canada-based enginemanufacturer. The PW800 engine is derived from the core of thePW1000G series of geared turbofans.www.pwc.ca

Pratt & Whitney Canada

Has been awarded a five-year contract to maintain, repair andoverhaul Royal Jet’s CFM56-7B engine fleet, currently in serviceon six BBJs. The work on the engines will be carried out atSR Technics’ facilities at Zurich Airport, Switzerland.The maintenance, repair and overhaul of the first of the twelveRoyal Jet CFM engines began in the second week of February,2015. Royal Jet is recognized globally for its standard of luxury,reliability, confidentiality and safety in the private aviation industry.www.srtechnics.com

SR Technics


Sean advertorial - Products & Services July.qxp_Layout 1 15/06/2015 16:45 Page 1

GlobalJet showcase.qxp_Layout 1 15/06/2015 12:53 Page 1



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Serial Number: 2052Registration: N386RWAirframe TT: 55Landings: 15

CAAP is pleased to offer this brand-newGulfstream G280 to the market. This airplanehas production test and delivery time only andis available for immediate sale.

G280 S/N 2052 is loaded with over $2 millionof the most desirable factory options. Thisairplane also includes new aircraft trainingentitlements (two pilots and two techniciansat FlightSafety).AvionicsAircraft equipped with G280“Intercontinental Package”EVS & HUDLaseref VI IRSThird FMS, Triple VHF NAVDual ADF & Dual HFDual Flight Data Recorders & CVRADS-B Out capability, CPDLC, RVSMMicro QAR for FOQA capabilityXM Weather & Dual Electronic ChartsInterior10-passenger Gulfstream “Hallmark” interiorconfigurationForward 4-place club groupAft LH 4-place conference/dining groupAft RH 2-place divanForward galleySwift Broadband high-speed data (pendingcertification)Aircell Gogo Biz high-speed internet

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Serial Number: 334Registration: N263FXAirframe TT: 4,800Landings: 3,300

EnginesP&WC305ALeft Engine Hrs: 4563 - ESP GOLD Cycles: 3183Right Engine Hrs: 4543 - ESP GOLD Cycles: 3183

APUSundstrand T-20G-10C3A APU. Hours - 1682

AvionicsCOLLINS PROLINE 21 AVIONICS SYSTEMTraffic Alert Collision Avoidance System:TCAS-94D TCAS II with change 7HF Radio: Honeywell KHF-950 HF w/SELCALEGPWS: Honeywell Mark V EGPWS withWindshear AlertEFIS: Four Tube Collins AFD-3010 with 7" X 8"DisplaysAir Data Computer: Dual Collins ADC-850D AirData ComputersFMS: Dual Collins FMS 5000 Flight Management SystemsAutomatic Direction Finder: Dual Collins ADF-462Cockpit Voice Recorder: Universal CVR-120Cockpit Voice RecorderCommunications: Dual Collins VHF 422CDistance Measuring Equipment: Dual CollinsDME-442

Navigation: Dual Collins VIR-432 Nav UnitsTransponder: Dual Collins TDR-94DRadar: Collins WXR-840 Color Weather RadarSystemELT: Artex C406-2 MHz ELT w/Nav Interface

FeaturesEnrolled on SMART PARTSICG ICS-100 Iridium SATCOMAirshow 410Emergency Lighting SystemEnrolled in CAMPR.V.S.M. CapableFwd and Aft Monitors (L.C.D.)SONY cabin Entertainment system - DVD system

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

ExteriorNew 2014

MaintenanceFresh A & B inspection c/w. All maintenance duewithin 120 days and 150 hours c/w

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2008 Lear 60XR


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Gantt Aviation, Inc.Contact: Jay Gantt221 Stearman Drive, Georgetown TX 78628Tel Office: +1 512 863 5537Email: [email protected]

Jet Sense Aviation, LLC Lear 60XR June.qxp_Empyrean 16/06/2015 14:42 Page 1

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Serial Number: 280Registration: N145JPAirframe TT: 3,620Landings: 2,763AirframeOn CAMP and enrolled on Bombardier’sSmartParts+ program EnginesHoneywell TFE731-20AR-1B Engines with3,500 lbs of thrust eachEnrolled on Honeywell’s MSP GoldEngine 1 s/n P-116634 3,620 SNEW 2,763CSN 701 SMPIEngine 2 s/n P-116632 3,620 SNEW 2,763CSN 701 SMPIAPU: Honeywell RE100 s/n P-311: TTSN 1,626Enrolled On Honeywell’s MSP GoldAvionics4 Tube HONEYWELL PRIMUS 1000 EFISDual Universal UNS-1E FMSDual Honeywell RCZ-851 Comm UnitsDual Honeywell RNZ-851 Nav UnitsHoneywell PRIMUS 660 RADARHoneywell PRIMUS 1000 AutopilotHoneywell TCAS II w/Change 7.0Honeywell CD-850 CLRNC DEL UNITArtex C-406-2 ELTHoneywell Mk V EGPWS with WindshearHoneywell CVR-30 CVRL3 Communications FA2100 SSFDRHoneywell KTR-953 HF w/SELCALHoneywell RT-300 Radar Altimeter

Special FeaturesEU OPS CompliantSteep ApproachRVSM, MNPS, P-RNAV & RNP-10 CapableCollins Airshow 400 w/ Dual ScreensAudio International DVD Player110v Inverter and outletsFlip Down Galley SeatExteriorOverall DeSoto Matterhorn White with ColumbiaBlue Metallic, Flight Red and Cumulus GrayMetallic stripes. Refurbished 3/2014InteriorThe eight passenger interior is arranged in adouble club with an additional 9th belted lavatoryseat. Seats are finished in steel blue leather withnew gray Kalogridis carpet, and Ultra Leatherheadliner. Amenities include a forward right-handgalley with dry storage and hot coffee dispenser,ice drawer with overboard drain. Cabinentertainment and outfitting includes Airshow400 with forward and aft bulkhead monitors withDVD Player and 110v Outlets in the cabin. Thereis a private aft flushing lavatory with vanity withhot and cold running water, hard partitions andadditional baggage storage. Interior refurbished,new crew seats and new carpet 3/2014MaintenanceFull Prepurchase Survey c/w 12/2013 by BAS-AMSPhase A c/w 1/2016 at 3,608 by BAS next due 1/2016Phase B c/w 5/2015 at 3,620 by BAS next due 5/2017Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017Phase D c/w 9/2009 at 2,378 next due 9/2017

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JetPro Texas 2005 Lear 45 July.qxp_Heeren Cit Ultra sep 17/06/2015 15:54 Page 1

SHOWCASE

EnginesConfiguration 186YCargo 1,555 cu ft (44 cu m)Engines (maximum thrust) CFMI CFM56-727,300 lbMaximum Range 3,115 nautical miles (5,765 km)[2-class with winglets]Typical Cruise Speed (at 35,000 feet) 0.785 MachManufacturer CFM CFMType CFM56-7 CFM56-7Thrust 27,300 lb 27,300 lbTotal Hours Since New TSN 0 TSN 0Total Cycles Since New TCN 0 TCN 0TSLSV N/A N/ABasic DimensionsWing Span with Winglets 117 ft 5 in (35.8 m)Winglets YesOverall Length 129 ft 6 in (39.5 m)Tail Height 41 ft 2 in (12.5 m)Interior cabin Width 11 ft 7 in (3.53 m)Technical DataNoise Abatement Compliance Stage III iaw ICAOAnnex 16Approach Category Cat III BLavatory 3Galleys (with chiller): G1, G2, G4B, G7 (Britax Sell)Weight & Fuel DataMaximum Taxi Weight 168,051 lbsMaximum Take-Off Weight 159,834 lbsMaximum Landing Weight 144,000 lbsMaximum Zero Fuel Weight 136,000 lbsOperational EmptyWeight TBD

Maximum Usable Fuel Capacity 6,875 U.S. gal(26,020 L)

AvionicsATA 22 - Automatic Flight ControlsFlight Control Computer 2 Rockwell Collins822-1604-151ATA 23 - CommunicationHF Transceiver 1 Allied Signal 964-0452-011Transceiver VHF/COMM 3 Allied Signal064-50000-2000SELCAL Decoder 1 Motorola NA138-714CPRAM 1 Panasonic RD-AX7360-01ACARS, CMU MK III 1 Honeywell 7519200-921Cockpit Door Surveillance System (CDSS) 1Goodrich 8400K2ATA 23 - Passenger Entertainment System - AudioVideo System - LCD 10,4" LH 10 PanasonicRD-AA902705-01Video System - LCD 10,4" RH 10 PanasonicRD-AA902704-01Video Service Control Unit (VSCU) 1 PanasonicRD-AV3007-05Video Reproducer HI8 1 Panasonic RD-AV1217-01CD Reproducer, Audio 1 Panasonic RD-AX7095-01Air Track 1 TBD TBDATA 27 - Flight ControlsStall Management Computer 2 CAS 285A1010-9ATA 31 - Indication and Recording SystemFlight Data Recorder 1 Allied Signal 980-4700-042Cockpit Voice Recorder 1 Allied Signal980-6022-001DFDAU, ARINC 717 1 Allied Signal 967-0212-050

Printer Multi-Port FANS 1 Allied Signal8055515-4507Common Display Sys. 2 Honeywell4081600-940Common Display DU 6 HoneywellS242A801-2100

Airbourne Auxiliary Power UnitManufacturer Alllied SignalModel 131-9BTotal APU Hours 0 APU HoursTotal APU Cycles 0 APU CyclesPart Number 3800702-1Last Shop Visit: N/A

2015 Boeing 737-800

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 Boeing-737-800 June.qxp 17/06/2015 11:32 Page 1

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Kaiser AirOakland Jet Center

Otto Wright

1980 Cessna Citation II One owner, loaded with options, first run engine

Tel: +1 (510) 553-84381-(800) JET-2OAKE-mail: [email protected]

Serial Number: 550Airframe TT: 7039 Landings: 3,120

Aircraft fuselage is overall Matterhorn White and isconservatively accented with Aristo Blue and MediumGray striping. Three crew, 16 passenger with AFT galleyconfiguration. Entryway crew rest area with two place (75inch) divan and crew lavatory. Forward cabin consists ofleft and right hand club seating. The center sectionfeatures a left side conference group seating for fouracross from a large credenza with ample storage. Theconference group berths to a two person sleeping area.The AFT cabin area includes left side club seating acrossfrom a berth-able four place divan. The galley features awater heater, coffee maker, a cold storage compartment,high temp oven and a microwave oven.

EnginesRolls-Royce BR710A1-10• Serial Numbers(L/R) 11211/11212• Hours Since New: 6751/6751• Cycles Since New 3098/3098• OH (Remaining) 1249/1249• Program JSSIAPUHoneywell RE220. • Serial Number P-155• Hours Since New 4130 • Program JSSIAircraft Programs: Honeywell HAPP & Honeywell MPPAdditional Highlights/Options• Excellent Pedigree• RVSM, RNP-1, RNP-5, RNP-10• FM Immunity• 110V Outlets throughout• Pulse Lights• Certified for FAR Part 91/135 Operations

• ASC-173 Ribbon Heat Tape Completed• Interior Refreshed 2011Cockpit Avionics• Honeywell SPZ-8500 6-Tube EFIS/Autopilot• Dual Honeywell NZ2000 FMS’s (5.2 Software)• Single Lasertrak INS • Dual Honeywell GPS’s• Dual Collins RTU-4280 Radio Tuning Units• Dual Collins VHF-422D Comm’s (8.33MHz)• Dual Collins HF-9000 Comm’s• Triple Honeywell Laser IRU’s• CPDLC EQUIPPED • ADS B EQUIPPEDCabin Avionics•Aircell Axxcess Iridium Phone with 4 Handsets•Aircell Gogo Biz Broadband (6 Dataports and STC’d Wifi)•EMS-400 Swift Broadband•Collins iPod/iPhone Interface•FDS Charging Station•Airshow Gensys

1998 Gulfstream V

Serial Number: 550-149Airframe TT: 8924.8 Landings: 1909

EnginesLEFT RIGHT

TSN 692.6 112.7TSHSI 1136.1 N/AS/N JF0036 JF0021

InteriorRefurbished 07/17/04

ExteriorNew Paint 2014• 7 PAX CONFIGURATION• WHITE WITH BLUE, TEAL, BLACK STRIPES• LEATHER SEATS

• BEVERAGE BAR• GRAY WOOD DRINK RAILS• 8TH SEAT AVAILABLE CHANGE OUTAdditional Features• FLIGHT ENVIRONMENTS• STROBE LIGHTS• AIR CONDITIONER• SUPER SOUNDPROOFING• DUAL RMI• COCKPIT VOICE RECORDER• INCREASED GROSS WEIGHT• SIERRA GLARE SHIELD• FLUSHING AFT LAV 13,500 TO 14,700• INSTR PANEL MODIFICATION• 20 CELL BATT• DUAL DAVTRON 811B CLOCKS• NAVCOM PACKAGE 11/04

Avionics• DUAL COLLINS FD 109 (ADI• DUAL ENCODING• WULFSBERG FF IV• DUAL COLLINS 329B-8Y HIS• GARMIN 500 GPS W/TAWS B• COLLINS COMPARATOR• DUAL COLLINS VHF-20A• ROSEMOUNT PROBE• TELEDYNE ANGLE ATTACK SYS.• DUAL COLLINS VIR-30A• DUAL VG-14A VERTICAL• AUTOPILOT SP 200 WITH• DUAL COLLINS DME-40• GYRO SWITCHING LEFT TO RIGHT• DUAL COLLINS TDR-90• FRESH PHASE 1-4 AT CESSNA SACRAMENTO

Price Reduced

Price Reduced

Kaiser Air July.qxp 17/06/2015 15:59 Page 1

SHOWCASE

• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 3,733Landings: 3,007

• Smart Parts

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 3,745 / Right Engine 3,738MSP Gold

Avionics• Honeywell Primus 1000 IntegratedFlight• Director & Autopilot System• 4-tube 8x7” EFIS• Dual Universal UNS1 L FMS• Dual Comm radios with 8.33Capabilities• Honeywell HF 1050 Comm• Dual Nav and RMI• Dual Mode S Transponders• Dual DME• Single ADF• Honeywell TCAS II• Honeywell Mark VII EGPWS• Honeywell Primus Radar 660• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

Aircraft Management Services Available

2008 Learjet 40XR

Northern Jet ManagementGerald R. Ford International Airport

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

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


Northern Jet Lear 40XR March.qxp 16/06/2015 14:49 Page 1

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Serial Number: 53875Registration: N523PCAirframe TT: 713.8Landings: 1598EnginesAllison Rolls-Royce 250-C47B Starts: 1305One U.S. Corporate Owner Since NewAvionicsChelton synthetic EFIS w/ Chelton AHRS, GPS,TAWS and TAS interfaceGarmin GDL-69A w/ XM WeatherGarmin SL-40 Comm. #2Garmin GTX-330 Mode S TransponderAvionics Cooling Fans (two each)Avidyn/Ryan TAS610 TCAD-w- Mutable AudioInterfaced to GNS-530WArtex C406-NHM /3 Freq-w- GPS InterfaceGarmin GNS-530W GPS/COM/NAV/GSAvionics Master SwitchPS Engineering PAV-80 AM/CD/DVD w/ IPODinterfacePS Engineering PMA 7000B Audio PanelParrot Bluetooth Cell Phone Interface12 VDC Receptacle in CockpitAdditional Factory EquipmentHi-Viz Rotor BladesRotor BrakeWhelen 2 position strobesMax Gross Weight Kit28 Amp BatteryStandard Headliner W/ A/C ductsDual controlsAux Fuel Tank Provisions

InteriorCompleted in 2009Beautifully appointed 6 passenger corporateinterior, seats, armrest and soundproofing. Theseats are covered in 2 tone Spinneybeck leatherwith coordinated pipingExteriorCompleted in 2009See photos for exterior paint. Inside of CowlingsPainted White / Top of Engine Cowling BehindStack Painted BlackEdwards & Associates, Inc.Completion EquipmentCustom Passenger Assist Handles (2)High Visibility Crew Doors with Snap VentsDual Control Safety KitFuel Filler ProtectorBaggage Floor ProtectorRubber Mounted Chin Bubbles WindowsButterfly DZUS fasteners on battery compartmentGround Handling Wheels (Brackett)Automatic Door opener Kits, Cabin-BaggageCarbide Technologies AFT only Skid shoesFolding Maintenance StepsCustom Black Instrument PanelSheepskin Covers on Crew SeatsWired for Bose Headsets (7)Wire Strike Protection SystemCrew Wedge WindowsSuper Night Scanner Belly Search LightTwo Double Blisters Wrapped in Cabin RoofFabric added to Cabin Containing OriginalFlood light & Pivoting Reading Light

LED Position LightsIBF Filter w/ Access Door (in lieu of particleseparator)Cabin Floor Protector KitPre-Flight Kit (steps)Map PocketsCollective Safety CoverPassenger Wedge Windows W/SlideCustom Assist Handles in Cockpit (2)

Florida Jet Sales, Inc.1516 Perimeter Road, Suite 201Palm Beach International AirportWest Palm Beach, FL 33406

Tel: +1 (561) 615-8231Fax: +1 (561) 615-8232Email: [email protected]

2008 Bell 407


Asking price $2,295,000

Florida Jet 2008 Bell 407 June.qxp 16/06/2015 14:51 Page 1

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Serial Number: 18Registration: N166FBAirframe TT: 4365.7Landings: 1542

• Low Time - Less than 250 hours per yearaverage utilization• Excellent Pedigree - No known damage• US Registered - Two owners since new• Forward Crew Lavatory• 13 Passenger Configuration• Engines on MSP

EnginesEngine #1 Engine #2 Engine #3

Serial Number P112162 P112163 P112161TSN (HRS) 4343 4295.5 4294CSN 1534 1519 1525MPI Last 4282.9 2272.2 2421.1MPI Next 6782.9 4772.2 4992.8CZI Last 4282.9 n/a n/aCZI Next 9282.9 5000 5000MPI/CZIIntervals (HRS) 2500/5000 2500/5000 2500/5000Auxiliary Power UnitAPU Plan MSPType GTCP 36-150Serial Number P-300Time Since New (HRS) 2292.7Time Since Hot Section (HRS) n/aHot Section Due (HRS) 4500HS Interval (HRS) 4500MaintenanceMaintenance Tracking CAMPMaintenance Schedule 91.403 (f) (3)

AvionicsAir Data Systems (ADS) 2 HoneywellAirborne Flight Information (AFIS) 1 Allied SignalSATAFIS (Satcom Direct)Audio System 3 Baker/Honeywell B1045Automatic Direction Finder (ADF) 2 CollinsADF-462Autopilot/Flight Director (AP/FD) 2 HoneywellPrimus 2000 IFCSAutothrottle 1 HoneywellAvionics Suite/EFIS 1 Honeywell Primus 2000Clocks 2 Davtron M-877Cockpit Voice Recorder (CVR) 1 Allied Signal980-6020-011Control Display Unit (CDU) 3 Honeywell CDU-810Data Loader (DL) 1 Gables DL-950Distance Measuring Equipment (DME) 2 CollinsDME-442EFIS Displays 4 Honeywell DU-870Emergency Locator (ELT) 1 COSPAS ADT406 AF/APFlight Data Recorder 1 Allied Signal 980-4700-017Satcom 1 Collins SAT-906 6 ChannelAdditional EquipmentAerial View Systems Flightdeck Video CameraSystemProvisions for Magnastar 2000 Digital TelephoneSystem w/5 Handsets InstalledExteriorWhite top, emerald jade green bottom, separatedby gold striping

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

1997 Dassault Falcon 900EX

ManhattanSeattle

Silicon Valley


IAG Dassault Falcon 900EX May.qxp 16/06/2015 14:52 Page 1

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Serial Number: 55-142Registration: N755VTAirframe TT: 5309.1EnginesTFE731-3AR-3B. On MSPLeft: 5237.7, CYC: 2869Right: 5197.7, CYC: 2846AvionicsCOMM DUAL COLLINS VHF-22ANAV DUAL COLLINS VIR-32DME DUAL COLLINS DME-42ADF COLLINS ADF-60ADC DUAL COLLINS ADC-85L AIR DATACOMPUTERSTRANSPONDER DUAL COLLINS TDR-90MODE C **STC CERTIFIED FOR RVSMOPERATIONS**RADAR COLLINS WXR-350RADAR ALTIMETER COLLINS ALT-55BHF KING KHF-950TCAS ALLIED SIGNAL CAS-66A TCAS 1LONG RANGE NAV. DUAL UNS-1D FLIGHTMANAGEMENT SYSTEMSEGPWS/TAWS KING KGP 860 ENHANCEDGRND PROX. WARNING SYSTEM

InteriorFORWARD TWO PLACE DIVAN, TAN LEATHER.HEADLINER AND SIDEWALLS IN LIGHT TANLEATHER, WITH LOWER SIDEWALLS ACOMBINATION OF FABRIC AND TEXTUREDTAN CARPET TO FLOOR. CONFIGURED FOR7 PASSENGER SEATING WITH 2 FOLDOUTDESKS/WORKSTATIONS CENTRALLYLOCATED. AFT FULL LAVATORY AREA WITH

PRIVACY SLIDING DOOR. FULL AFT GALLEYAREA CONTAINING 2 DRAWERREFRESHEMENT CENTER, PORTABLECOFFEE CONTAINER, LARGE DRINKCOOLER. FULL HOT/COLD SINK ANDVANITY AREA WITH OVERHEADFLOURESCENT LIGHTING FOR VANITY ANDMIRRORED CABINETS. 110 VOLTACCESSORY CHARGING RECEPTACLELOCATED AT VANITYExteriorPainted 7/17/2014 WHITE WITH Red, Black,and Grey stripesAutopilot/Flight DirectorCOLLINS APS-85 AUTOPILOT WITH AC-585AUTOPILOT CONTROLLERCOLLINS 85L 5 TUBE EFIS FLIGHTDIRECTOR DISPLAY SUITE

Additional Equipment2 BOTTLE OXYGEN SYSTEM WITH EROSQUICK DON MASKS

ARTEX C406-2 ELT COLLINS PRE-80L ALTITUDE PRESELECTSPPR SINGLE POINT REFUELING SYSTEMAERONCA THRUST REVERSERS500# BAGGAGE COMPARTMENTINTERVOX II INTERCOM SYSTEML55-RPASSENGER BRIEFING SYSTEMSELCAL 5 SELCAL DECODERCABIN MOUNTED AIRSHOW DISPLAY FLITEFONE WITH 2 HANDSETS (COCKPIT,CABIN)MANUALLY ADJUSTABLE WINDOW SHADINGSYSTEM

1990 Learjet 55C

Tel: +1 602-738-9440Fax: +1 480-948-5336


Aerohead AviationRandall G. Corson, Aviation Department Manager

1550 E Missouri, Suite 300Phoenix, AZ 85014

Aerohead Aviation June.qxp_Heeren Cit Ultra sep 16/06/2015 14:53 Page 1

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Mente Group, LLC15301 North Dallas Parkway,Suite 1010 Addison, TX 75001

1998 Falcon 900B Brian ProctorTel: +1 (214) 351-9595E-mail: [email protected]

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

Serial Number: 258641Registration: N513MLAirframe TT: 4337.3 Landings: 3624

EnginesTFE 731-5BR-1H – 100% JSSI-Premium Plus ProgramLeft: S/N P107839 4337.3 Hours 3624 CyclesRight: S/N P107840 4337.3 Hours 3624 CyclesAPUGarrett GTCP 36-150W - 100% JSSIS/N P-748 3422 HoursCollins Proline 21 Avionics SuiteADF: Dual Collins ADF-462Autopilot: Collins FGC-3000 IFCSCommunication Radios: Dual Collins VHF-422C w/8.33spacingDME: Dual Collins DME-442

Flight Director: Collins FGC-3000 IFCSFMS: Collins FMS-6000 w/dual GPSNavigation Radios: Dual Collins VIR-432TCAS: Collins TCAS-4000Stormscope: Honeywell LSZ-850 lightening sensorAFIS: Honeywell AFISAvionics Package: Collins FGC-3000 IFCS / Pro Line 4CVR: Universal CVR-120FDR: Honeywell DFDR full rack & wiring provisionsSATCOM: AirCell w/four handsetsHi Frequency: Collins HF-9000 w/SELCAL (provisionsfor 2nd)Radar Altimeter: Collins ALT-4000TAWS: Honeywell Mark V EGPWS w/windshearTransponder: Dual Collins TDR-94D Mode SInteriorOriginal Installation 2003 by Hawker Beechcraft.Beautiful nine passenger executive interior, featuring a

well appointed, spacious forward galley. A forward four-place club arrangement with foldout tables. The spaciousmid cabin boasts another single seat across from a sidefacing three-placed divan.Seating is tastefully finished in light earth-tone leathers.Interior is complemented by luxurious carpeting foundthroughout the cabin. Forward galley poses ample storageand a microwave oven.Cabin Entertainment includes: Worldwide Airshow 400,and Airshow briefing system, forward and aft 14inchcomputer display capable LCD monitors, DVD, CD. Theaircraft also has power outlets for laptops and otherelectronic devices.ExteriorOriginal Paint 2003 By Hawker BeechcraftMatterhorn white and dark blue base coat with dark andlight blue stripes.Winglets installed November 2010

2003 Hawker 800XP Brian ProctorTel: +1 (214) 351-9595E-mail: [email protected]

Serial Number: 170 Airframe TT: 3606.5 Landings: 1909

EnginesAlliedSignal TFE731-5BR-1C. On MSP GoldEngine #1: 3606.5 HRS TSN, 1940 CyclesEngine #2: 3606.5 HRS TSN, 1940 CyclesEngine #3: 3575.9 HRS TSN, 1922 CyclesAPUGarrett GTCP36-150F. On MSP 2649 HRS TSNAvionicsDual Honeywell EDZ-820EFIS. Honeywell DFZ-800Dual Honeywell NZ-2000 w/DL-950 Data LoaderDual Honeywell GNSSU (12 Channel)Dual Collins VHF-22A. Dual Collins VIR-32

Dual Collins ADF-60BDual Collins Dual Collins DME-42Dual Collins TDR-94D Mode S/Enhanced SurveillanceHoneywell Primus 880 w/2 RCU’sCollins TCAS-94 (change 7)Honeywell AA-300Dual King KHF-950 w/Selcal (2 channel)Honeywell MCS-3000 (3 channel)Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice RecorderAllied Signal Flight Data Recorder ELT 97A-406MaintenanceAVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FMimmunity, RNP-5/-10

Inspections“B” and “2B” Insp C/W February 2010 (2,869 Hours)“C” and “2C” Insp C/W May 2010 (2,903 Hours)Wing Dry Bay Modification C/W May 2010 (2,903 Hours)Landing Gear Overhaul C/W May 2010 (2,903 Hours)InteriorRefurbished November 20078 beige leather seats (forward and mid-cabin)2 beige leather seats (aft cabin)3-seat divan in beige leather (aft cabin)Custom beige carpet. Forward closet. Forward galleyFireblocked for Part 135 OperationsExteriorWhite upper and Royal Blue lower fuselage with Gold andBurgundy accent stripesOptionsAirshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”


Mente June.qxp 16/06/2015 15:18 Page 1

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

[email protected]

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Cessna Citation Ultras

AVIONICSHoneywell Primus 1000 3 - Tube EFISHoneywell Primus GNS-XL FMSSystem

Honeywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

INTERIORSeven Passenger Interior & Belted Lav Seat Aft Tailcone

Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

EXTERIORRecently completed Permaguard

sealed ExteriorMAINTENANCEFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on

20 Sold 5 Remaining that Must Be Sold!

J Hopkinson 2 May.qxp 22/04/2015 14:52 Page 1

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Join today at www.nbaa.org/join/avb or call 1-866-363-4650.

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Avbuyer_Layout 1 22/01/2015 14:34 Page 1

Marketplace


International Jet MarketsPrice: $ 995,000

Year: 1987

S/N: 626

Reg: N21BK

TTAF: 10771.6

Location: USA

12 Year/12000 hour/3000 Landing C/W May 2011*

Engines enrolled on Honeywell MSP & Fully Funded, DualCollins FIS 84 Flight Directors, Fire Blocked- EightPassenger Mid Cabin Configuration with 3 place Aft Divanacross from two aft facing seats

Landings: 9562 Cycles

Bombardier Learjet 35A Tel: +1 (770) 971 5401 Email: [email protected]

Capital Jet GroupPrice: $ 16,700,000

Year: 2001

S/N: 640

Reg: N600JD

TTAF: 6331.7

Location: USA

2 U.S. corporate owners since new, RR CorporateCare,PlaneDeck cockpit upgrade w/FMS 6.1 software, electroniccharts, WAAS, ADS-B out, & XM-WX. Dual lavs, forwardcrew rest area, HUD/EVS, DFDR, 2010 paint & 13 paxfireblocked interior

Gulfstream V Tel: +1 (703) 917 9000 E-mail: [email protected]

Capital Jet GroupPrice: $1,550,000

Year: 1993

S/N: 258241

Reg: XA-CHA

TTAF: 5997

Location: USA

MSP GOLD for engines. API winglets for added range andperformance. 2011 paint. 2013 48 month inspection.Global AFIS. Aircell Iridium satphone. Dual GPS. DigitalFDR. HF. TCAS 2000 8 passenger interior withDVD/CD/Airshow system with dual monitors.Landings: 5154

Hawker 800SP Tel: +1 (703) 917 9000 Email: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 2000

S/N: 5458

Reg: C-GZPX

TTAF: 4513.6

Location: Canada

GE ONPOINT, -150 APU on MSP Gold, Smart Parts PlusProgram, Collins Proline 4 w/ 6 EFIS Displays, CollinsAPS-4000, Dual Collins VHF-422D, Dual Collins VIR 432, DualCollins ADF 462, Dual Collins DME 442, Collins TWR-850,Collins ALT 55B,406 ELT, Medivac 02, 36-150 APU upgrade,Collins SRT 2000 Satcom, Securaplane Security System, DualWinslow rafts w/ ELT, L-Shaped cargo area, Tow bar & ladder,Over-sized water tank, 6 club seats w/ tables, 4-place birthingdivan, Tia oven, Microwave, Espresso machine, Coffee maker,60HZ outlet, Hot/cold water, Airshow 400, LCD monitors, DVD,Factory installed FWD & AFT vacuum toilets, Forbes 500 Owner

Bombardier Challenger 604 Tel: +1 (877) 759-7598 Email: [email protected]

Skyservices Jet SalesPrice: Please Call

Year: 2006

S/N: 1117

Reg: C-GCOM

TTAF: 3232

Location: Canada (CYUL)

Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube withAFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500,Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, DualCollins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), DualCollins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer,Dual Collins CSU-3100, Dual Collins IOC-3100 Input/OutputConcentrators, Collins CDU-3000 Control Display Unit,VIP floor plan(7-Place +1),4 single passenger seats in club arrangement, 2-placedivan, 1 single forward-facing passenger seat, Aft fully enclosedlavatory with seat-belt, Aft coat closet,Charcoal leather seats with oakwood trim throughout cabin, Dual executive tables, Pyramid with icechest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.

Piaggio Avanti II Tel: +1 (877) 759-7598 Email: [email protected]

P143-145.qxp 17/06/2015 16:16 Page 1

Marketplace


www.aircraftsales.com

Leonard Hudson DrillingPrice: US $1,695,000

Year: 1977

S/N: 36A-030

Reg: N160GC

TTAF: 15,600

Location: USA

Learjet 36A, Long range capability, as configured 2,400nautical miles. Can be upgraded to 2,600 mile range.Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade onhelicopter

Bombardier Learjet 36A Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 2002

S/N: 52265

Reg: N339MG

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1700 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: US $3,875,000

Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Full EMS Medical 4 patient and 4 attendant interior.Recent ‘no expense spared’ airframe refurbishment atAcro Helipro within the last 100 hours.Both engines are fresh Pratt and Whitney overhauled.Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provideFresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: 1991-1996

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD.

Serial numbers: 35034, 35048, 35060, 35088 and35096

BELL 212 (Five Available) Tel: +1 (806) 662 5823Email: [email protected]

SkyWay Aero, Inc.Price: $795,000

Year: 1999

S/N: 1080

Reg: N517SS

TTAF: 6,061

Location: Texas, USA

Enjoy speed and style in this capable and cost-effectiveColibri. Advanced ergonomic cockpit with Garmin GTN-750GPS/Nav/Com, Ryan 9900 BX TCAD. Fresh IRANinspections from 12 year down. Beautiful new interior, newcustom paint, new smoked Plexiglas. 1,937 SMOH onengine, includes Air Conditioning, Artex ELT, FDC sandfilter, lots more. Available immediately. Trades welcome.

Eurocopter EC-120B “Colibri” Tel: +1 (210) 262-4000 Email: [email protected]

P143-145.qxp 17/06/2015 14:09 Page 2

21st Century Jet Corporation ...............................146Aerohead Aviation ...................................................138Aircraft Guaranty Corporation.................................47Aircraft Marketing.......................................................45AMAC ...........................................................................53Aradian Aviation..........................................................81AvBuyer .............................................................124,142Avjet Corporation.................................................82-83 Avpro ......................................................................10-13Bell Aviation ..........................................................84-85Bombardier ..........................................................FC, 21Boutsen Aviation......................................................105CAAP .........................................................................130Central Business Jets .............................................147Charlie Bravo ..............................................................93Conklin & de Decker..................................................97Corporate AirSearch Int’l .......................................133Corporate Concepts .................................................95Dassault Falcon Jet ...........................................2-3,41Donath Aviation ..........................................................14

Duncan Aviation..........................................................67Eagle Aviation .............................................................61Elliott Jets .........................................................101,107Florida Jet Sales ......................................................136Freestream Aircraft USA....................................35-37 Gamit ............................................................................55General Aviation Services .....................................109Global Jet Monaco .............................29-31,127-129Hagerty Jet Group......................................................73Hatt & Associates ......................................................71Hubbard Aviation........................................................79IAG..............................................................................137Intellijet International .................................................6-7Jet Sense Aviation/Gantt Aviation .......................131Jet Support Services (JSSI) ....................................25JetBrokers ..............................................................76-77 Jetcraft Corporation ..................................74-75, 148Jeteffect ........................................................................89JetExpo ........................................................................38JETNET......................................................................125

JetPro Texas ..............................................................132John Hopkinson & Associates........................91,140Kaiser Air ...................................................................134Leading Edge Aviation Solutions .........................115Lektro ............................................................................55MEBAA Morocco ....................................................121Mente Group ...................................................... 139Mesinger Jet Sales ..............................................15-17NBAA Corporate .....................................................141Northern Jet Management .....................................135OGARAJETS........................................................62-63 Par Avion ......................................................................23Rolls-Royce .................................................................49Southern Cross Aviation ........................................111Survival Products .......................................................97Tempus Jets ..............................................................113The Jet Business..................................................64-65VREF Aircraft Values.................................................55Wright Brothers Aircraft Title...................................51

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


Advertiser’s Index

AvBuyer (USPS 014-911), July 2015, Vol 19, Issue No 7 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within businessand corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street,Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Althoughall reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine -Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise,without prior written permission of the publishers.

Air Commander AerospacePrice: Make offer

Year: 2009

S/N: 4626

Reg: PP-DMN

TTAF: 650

Location: Brazil

2009 EUROCOPTER EC130B4 - GREAT OPPORTUNITY!

ALL AD & SB UP TO DATE.

NO DAMAGE OR INCIDENT HISTORY.

LOCATED IN BRAZIL. EASY TO BE EXPORTED!

Corporate Owner Since New, Always Hangared, AirConditioning, Emergency Floats, VIP Executive LeatherInterior.

Airbus/Eurocopter EC 130B4 Tel: +1 (954) 603-3330 E-mail: [email protected]

Lance O'DonnellPrice: $2,390,000 USD

Year: 2000

S/N: 560-5101

Reg: N81SH

TTAF: 4213

Location: USA- IL

No Damage history, on CESCOM/Proparts, no engineprogram or APU, externally serviced LAV, cabin 110v outletsand remote temp control, cabin soft goods redone 18months ago.

Cycles: 3783

Full details @ www.2000citationexcel.com

Cessna Citation Excel Tel: +1 (312) 953-7937 E-mail: [email protected]

www.2000citationexcel.com

Marketplace

P143-145.qxp 17/06/2015 16:22 Page 3

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than

the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV.

These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the

Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and

Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call

21st Century Jet Corporation today for details before making a decision.

AVAILABLE: FALCON 900BWANTED: FALCON 50 WITH

-3D-1D ENGINE UPGRADE

21st Century May 22/04/2015 15:58 Page 1

General OfficesMinneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

EMAIL: [email protected]

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

2013 Dassault Falcon 7X "LimitedEdition" SN 213

Only 325 Hours Since New, Single Owner with LongStanding Falcon History, All Programs and Tip to Tail

Warranties thru 12/15

CITATION X SN 275Winglets, Primus Elite 875 LCD Flight Deck Upgrade,Aircell ATG-4000 Gogo Biz w/ Wifi, RRCC, Cescom

Also available Citation X SN66 andCitation Sovereign SN156

www.cbjets.com

GIVSP SN 1487One of the last ever to be built, Averages less than300 Hours per year, Rolls Royce Corporate Care,Gulfstream PlaneParts, MSP Gold, etc…., ExtremelyRecent 12-Year Heavy Check. Also available GIVSP

SN 1453 Single Midwestern US Owner

2000 CHALLENGER 604 SN 54584500 Hours, 2100 Landings, GE ONPOINT, -150 APU

on MSP Gold, Smart Parts Plus Program, FactoryInstalled FWD and AFT Vacuum Toilets, Forbes

500 Owner

Since 1983……

Mexico officeTEL: 52.55.5211.1505

CELL: 52.55.3901.1055

E-MAIL: Enrique�CBJets.com

2003 GULFSTREAM G100 SN 1503600 Hours TT w/ Long Range Fuel Option, Engineshave been upgraded to 6000 TBO, Dual Universal

1C+, Collins Proline IV Cockpit

CHALLENGER 300 SN 20264February 2010 In Service Date, 48-Month c/w 02/14 byBombardier, MSP Gold Engine Program, ATG-5000 Gogo

Biz w/ WIFI, Premium Interior Package, Single MidwesternUS Owner

FALCON 50-40 SN 25Last Falcon 50 Ever to be Multi-million Dollar Converted,Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX

Interior New 2010

2008 GULFSTREAM G200 SN 1992248 TT / 1212 Landings, ESP Gold, Meets all EASA /JAR OPS Requirements, Impressive List of Options

including Aerial View Camera

CBJ June.qxp_CBJ November06 20/05/2015 12:09 Page 1

[email protected] + 1 919 941 8400 JETCRAFT.COM

2013 BOMBARDIER GLOBAL 6000 S/N 9515

• 906 Hours; 357 Landings• Airframe, Engines & APU

Enrolled on Programs• 16 Passenger Configuration

with Crew Rest

2013 GULFSTREAM G650 S/N 6004

• 16 December 2013 Entry into Service

• Universal Forward Galley with Crew Rest Compartment

• Rolls-Royce CorporateCare on Engines

2008 EMBRAER LEGACY 600 S/N 14501058

• Upgraded Honeywell Primus Elite Avionics Suite

• Airframe/Avionics/APU Enrolled on EEC (Enhanced)

• Engines Enrolled on RRCC• No Damage History

2003 BOMBARDIER GLOBAL EXPRESS S/N 9069

• Airframe Enrolled on Smart Parts• Engines Enrolled on RRCC• Swift Broadband Wifi• Office-in-the-Sky

2010 GULFSTREAM G550 S/N 5265

• 1,334.4 Hours; 586 Cycles• Engines Enroll on Rolls-Royce

CorporateCare, APU is on Honeywell MSP

• 17 Passenger Configuration

2004 DASSAULT FALCON 900EX EASy S/N 138

• Easy II Upgrade with CPDLC, ADS-B & FANS 1/A

• HUD Installed• Engines & APU Enrolled

on MSP Gold

Landing

Connections

Around The World.

ALSO AVAILABLE2010 AGUSTA A109 POWER2002 AIRBUS A320VIP2007 CHALLENGER 3002003 CHALLENGER 6042010 CHALLENGER 6052014 GLOBAL 50002012 GLOBAL 60002002 GLOBAL EXPRESS2007 GLOBAL XRS2005 LEARJET 45XR2008 LEARJET 60XR2008 CITATION SOVEREIGN2003 FALCON 2000EX2011 FALCON 2000LX1987 FALCON 900B

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A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services. With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

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