world aircraft sales magazine february 2013

The global marketplace for business aviation February 2013

www.AvBuyer.comWORLD™

Business Aviation & The Boardroom: pages 28 - 71

Falcon Flight Deck TransformedSee page 5 for further details

2 FC February 2013_FC December 06 23/01/2013 16:38

Project2_Layout 1 29/01/2013 11:04 Page 1

4 WORLD AIRCRAFT SALES MAGAZINE – February 2013

02.13Aircraft For SaleAIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE AIRCRAFT PAGE

• AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS

AIRBUSA318 Elite. . . . . . 20,

AVIOCARCasa 212-400. . . 115, 151,

BOEING/MCDONNELLDOUGLASBBJ . . . . . . . . . . . 10, 11, 40, 43, 46, 47BBJ3 . . . . . . . . . . 83,737. . . . . . . . . . . . 147,737-300-VIP. . . . 147,737-500 . . . . . . . 147,MD 87 VIP . . . . . 43,S27-200 . . . . . . . 83,Super 727-200 . 43,

BOMBARDIERGlobal 5000 . . . . 19, 39, 93, 138,. . . . . . . . . . . . . . . 156,Global 5000-Q4.156,Global 6000 . . . . 156,Global Express . 7, 20, 46, 65, 69, . . . . . . . . . . . . . . . 156,Global Express XRS.. 13, 40, 65, 156, Challenger300 . . . . . . . . . . . 22, 25, 39, 155, 156,600 . . . . . . . . . . . 43, 148,601-1A . . . . . . . . 58, 69,601-3A . . . . . . . . 18, 22, 64, 156,601-3R . . . . . . . . 64, 137,601-3A ER . . . . . 149,604 . . . . . . . . . . . 22, 39, 43, 45, 52,. . . . . . . . . . . . . . . 61, 64, 156,604 EASy . . . . . . 35,605 . . . . . . . . . . . 7, 12, 39, 40, 147,. . . . . . . . . . . . . . . 156,850ER . . . . . . . . . 12,850 . . . . . . . . . . . 64, 113,Learjet 31A . . . . . . . . . . . 52, 59, 69, 93, 101,. . . . . . . . . . . . . . . 103, 150,35A . . . . . . . . . . . 103,40 . . . . . . . . . . . . 61, 93,40XR . . . . . . . . . . 23, 93, 136,45 . . . . . . . . . . . . 39, 61,45XR . . . . . . . . . . 23, 35, 51,60 . . . . . . . . . . . . 23, 69,60SE . . . . . . . . . . 23, 52,60XR . . . . . . . . . . 15, 23, 41, 51, 69,85 . . . . . . . . . . . . 40,

CESSNACitationISP . . . . . . . . . . . 37, 58, 149,II. . . . . . . . . . . . . . 52, 53, 58, 140,IISP . . . . . . . . . . . 52,III . . . . . . . . . . . . . 23, 58,V. . . . . . . . . . . . . . 58,VI . . . . . . . . . . . . . 64,VII . . . . . . . . . . . . 69, 101, 155,X . . . . . . . . . . . . . 55, 64, 67,XL . . . . . . . . . . . . 63,

XLS . . . . . . . . . . . 58, 63, 150, 151,XLS+ . . . . . . . . . . 58, 64,500 Eagle . . . . . . 49,650 . . . . . . . . . . . 101,CJ1. . . . . . . . . . . . 27, 49, 93, 132,CJ1+ . . . . . . . . . . 27, 49,CJ2. . . . . . . . . . . . 23, 37, 52, 93, 101,. . . . . . . . . . . . . . . 156,CJ2+ . . . . . . . . . . 23,CJ3. . . . . . . . . . . . 22, 37, 43, 58, 69, 73,. . . . . . . . . . . . . . . 93, 139,CJ4. . . . . . . . . . . . 26,Columbia 300 . . 59,Encore . . . . . . . . 83, 93,Encore +. . . . . . . 26,Excel . . . . . . . . . . 52, 58, 69, 139, 155,Jet . . . . . . . . . . . . 49, 53, 69,Mustang . . . . . . . 22, 58,Super SII . . . . . . 69,SII . . . . . . . . . . . . 85,Sovereign. . . . . . 23, 37, 43, 51, 57,. . . . . . . . . . . . . . . 63, 85,Stallion . . . . . . . . 52,Ultra . . . . . . . . . . 37, 142,ConquestI . . . . . . . . . . . . . . 59,II . . . . . . . . . . . . . . 85,Grand Caravan208B. . .. . . . . . . . 151,

DORNIERDornier 328 . . . . 23,

EMBRAERLegacy 600 . . . . 20, 39, 49, 93, 156,Lineage 1000. . . 20,Phenom 100 . . . 49, 52, 73,

FALCON JET7X . . . . . . . . . . . . 3, 7, 24, 51, 152, . . . . . . . . . . . . . . . 154, 156,20F-5BR . . . . . . . 52,50 . . . . . . . . . . . . 18, 21, 27, 45, 52,. . . . . . . . . . . . . . . 64, 154, 156,50EX . . . . . . . . . . 18, 26, 52, 154, 155,50-4 . . . . . . . . . . . 154,900B . . . . . . . . . . 51, 63, 69, 93, 154,. . . . . . . . . . . . . . . 155,900C . . . . . . . . . . 154,900EX . . . . . . . . . 18, 21, 24, 83, 101, . . . . . . . . . . . . . . . 154,900EX EASy . . . 3, 13, 21, 35, 93, 1542000 . . . . . . . . . . 25, 26, 52, 61, 134,2000 DX EASy . . 64,2000 EX . . . . . . . 3,2000EX EASy . . 3, 156,2000LX . . . . . . . . 3, 21, 24, 147, 156,

GULFSTREAMIISP . . . . . . . . . . . 52,III . . . . . . . . . . . . . 49,IV . . . . . . . . . . . . . 21, 31, 34, 43, 69,. . . . . . . . . . . . . . . 156,

IVSP . . . . . . . . . . 14, 20, 21, 25, 46,. . . . . . . . . . . . . . . 69, 131, 156,V. . . . . . . . . . . . . . 15, 20, 31, 65, 67, . . . . . . . . . . . . . . . 156,100 . . . . . . . . . . . 63,150 . . . . . . . . . . . 63, 103, 107,200 . . . . . . . . . . . 7, 18, 30, 61, 69, . . . . . . . . . . . . . . . 103, 135, 143,200 EASy . . . . . . 35,400 . . . . . . . . . . . 30,450 . . . . . . . . . . . 7, 14, 20, 24, 31, 45,. . . . . . . . . . . . . . . 46, 63,550 . . . . . . . . . . . 20, 31, 63, 67, 69,. . . . . . . . . . . . . . . 149, 156,Twin Commander 900...73,Twin Commander 980...73,Twin Commander 1000..73,

HAWKER BEECHCRAFTBeechcraft 400 . . . . . . . . . . . 52, 150,400A . . . . . . . . . . 41, 51, 59, 107,Premier 1A . . . . . 63, 69, 107, 141,King Air200 . . . . . . . . . . . 85,200XPR . . . . . . . 53,300 . . . . . . . . . . . 49,350 . . . . . . . . . . . 53, 59, 63, 69, 93,. . . . . . . . . . . . . . . 103,B200 . . . . . . . . . . 49, 59, 63,C90 52, 53, 63, 93,C90A . . . . . . . . . . 59,C90B . . . . . . . . . . 93,Hawker400XP . . . . . . . . . 52, 63, 69, 150,750 . . . . . . . . . . . 65,800A . . . . . . . . . . 148,800B . . . . . . . . . . 39,800XP . . . . . . . . . 22, 63, 65, 67,850XP . . . . . . . . . 63, 63, 65,900XP . . . . . . . . . 61, 63, 65, 155,1000B . . . . . . . . . 39,1900D . . . . . . . . . 59,4000 . . . . . . . . . . 22, 103,

IAIAstra . . . . . . . . . . 52,Astra 1125 . . . . . 69, 155,Astra SPX. . . . . . 18, 45, 85,

LOCKHEEDJetstar II . . . . . . . 149,

MITSUBISHIMU-2N . . . . . . . . 45,

PIAGGIOAvanti II . . . . . . . 93, 103,P180 Avanti . . . 69,

PILATUSPC12 . . . . . . . . . . 133,

PIPERMalibu . . . . . . . . . 37,Meridian . . . . . . 59,Navajo. . . . . . . . . 59,PA31-Navajo . . . 150,Seneca . . . . . . . . 37,

SABRELINER65 . . . . . . . . . . . . 52,

SOCATATBM 700A . . . . . 107,TBM 700B . . . . . 52, 107, 151,TBM 700C1 . . . . 52,TBM 850. . . . . . . 53, 73, 107, 149,

HELICOPTERSAGUSTAWESTLANDAW 109E. . . . . . . 111,AW 109S Grand. 111,AW 109SP . . . . . 93,AW139 . . . . . . . . 26,Koala. . . . . . . . . . 63,

BELL206L4 . . . . . . . . . 148,212 . . . . . . . . . . . 148,230 . . . . . . . . . . . 93,407 . . . . . . . . . . . 41,412EMS . . . . . . . 148,412EP . . . . . . . . . 152,

EUROCOPTERAS 355 N . . . . . . 93,EC120B . . . . . . . 152,EC 130 . . . . . . . . 63,EC 130-B4 . . . . . 41,EC 135 P2i . . . . . 111,EC135T2i . . . . . . 93,EC155B1 . . . . . . 111,

MCDONNELL DOUGLASMD 600N . . . . . . 63,

SIKORSKYS-76B . . . . . . . . . 43, 69, 155,S-76C+ . . . . . . . . 27, 41,

CORPORATE AVIATIONPRODUCTS & SERVICESPROVIDERSAircraft Engine /Support . 33, 89, 95,. . . . . . . . . . . . . . . . . . . . . . . . 101,Aircraft Perf & Specs . . . . . 145,,Aircraft Title/Registry . . . . 87, 99,Avionics . . . . . . . . . . . . . . . . 1, 5,Ground Handling . . . . . . . . 115,Photography . . . . . . . . . . . . 115,

Find an Aircraft DealerThe World’s leading aircraft dealers and brokers - find one today AvBuyer.com/dealers

AC Index Feb13 24/01/2013 13:03 Page 1

www.uasc.com (800) 321-5253 (520) 295-2300

Falcon 900B TransformedA newly architected flight deck for your FalconYour Falcon 900B is an incredible aircraft, transform it to fly everywhere with the new Falcon 900B flight deck modernization program from Universal Avionics and Duncan Aviation. Offering advanced capabilities like WAAS-LPV and FANS 1/A+, this upgrade program is constructed to ensure your Falcon is approved to fly free in all airspace, and gain compliance with emerging mandates.

• Hi-res LED backlit LCD displays with Electronic Engine Indication and data recording • Dual WAAS/LPV FMSs • Electronic charts, graphical weather, video and checklists • Vision-1® Synthetic Vision on both pilot and copilot side • FANS-capable UniLink® UL-800 datalink system

Transform Your Falcon. Contact Universal Avionics or Duncan Aviation to learn more. www.DuncanAviation.aero

UASC February World Aircraft Falcon900B Ad v7.indd 1 1/17/13 9:34 AM

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

World Aircraft SalesEDITORIAL

Deputy Editor (London Office) Matthew Harris

1- 800 620 8801 [email protected]

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

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Editorial Contributor (USA Office)Dave Higdon

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+44 (0)20 8255 [email protected]

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THE RETROFIT MARKET

THROUGH THIS HIGHLY VISIBLE SERIES, PLANE SENSE.

Three articles focused on Engines

■ Engine Appraisals

■ All-Power Utility

■ Reliability & Maintenance (Plans & Warranties).

Copy required by 13th February

For advertising in Plane Sense features

please contact: Karen [email protected]

+1-386-767-8460

Plane Sense

on Refurbishments

August 2012

UPGRADES

RETROFITS

REFURBISHMENTS

MROBUSINESS AIRCRAFT

World Aircraft Sales/AvBuyer

For advertising contact:

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Plane Sense

on Cockpit Avionics

Septem

ber 2012

UPGRADES

RETROFITS

REFURBISHMENTS

MRO

BUSINESS AIRCRAFT



[email protected] Plane Sense on Engines

March 2012

UPGRADES

RETROFITS

REFURBISHMENTS

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Panel FEB13 23/01/2013 12:03 Page 1

Contents

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

Regular Features16 Viewpoint78 Aircraft Performance & Specifications82 Aviation Leadership Roundtable102 JETNET >>KNOW MORE120 Market Indicators124 BizAv Round-Up

Next Month’s IssuePlane Sense on Engines

Dealer Broker Market Update

GAMA 2012 Year-End Report & Analysis

Featured Articles - Business Aviation and the Boardroom28 Access Enabled: Who should have access to the company airplane? Any

one in the company whose ‘Presence/Time’ dynamic produces benefits for shareholders, asserts Jack Olcott.

32 Offices That Move: Business Aviation is a valuable tool for using time wisely, positioning the right employee at the right location quickly, and allowing better control over the working environment in-travel.

36 Business Aviation Publicity: Have you noticed how few companies talk publicly about their use of Business Aviation? Such secrecy may put the wrong impression across…

42 Making Business Aviation Efficient: To measure the effectiveness of Business Aviation, policies must be in place; but how can the Board craft such policies?

48 Risks and Rewards: Is tactical aggression in today’s resale market advisable? Prompt action tempered by a modicum of caution is a winning strategy, and here’s why…

54 Bonus Depreciation Extended: After being retained in recent legislationto avoid the fiscal ‘cliff’ in 2013, we consider who can benefit from the extension of Bonus Depreciation.

60 Very High Liability Limits: Over-insurance or a smart move? We consider with reference to the potential consequences that the “nightmare loss” could present an aircraft owner.

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

Main Features72 Aircraft Comparative Analysis – Premier IA: How does the performance of

the Premier IA stand up against the Citation CJ2+?

84 Bombardier Product Outline: A reflection of the ripple effect that Bill Lear began in 1963 that sparked the extensive aircraft line-up you see from Bombardier today.

90 Selling Your Jet Abroad: U.S. business aircraft sellers wanting access to foreign buyers need to show patience, given the added legal steps required, and the time/culture differences.

96 Matching the Need to Travel: Does your use of Business Aviation make the best financial sense? Or would a combination of ownership options help make it pay its way better? Read more within…

106 Composites in Aviation: People have been building airplanes using compositesfor years – but our overview shows how the slow acceptance has yielded to new progress in airplane building.

114 Developing Markets – Asia Pacific: A summary of some of the key news stories to emerge predominantly from China, but also Asia Pacific as a whole.

Volume 17, Issue 2 – February 2013

28

42

60

Panel FEB13 23/01/2013 12:07 Page 2

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

FREESTREAM AIRCRAFT LIMITED

London+44 207.584.3800 [email protected]

FREESTREAM AIRCRAFT USA LTD

New York201.365.6080 [email protected]

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda+441.505.1062 [email protected]

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS

www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714

Gulfstream G550/5025

Gulfstream G450 2Q 2012

Hawker 850XP/258812

Boeing BBJSerial Number: 29273

Registration: VP-BBJ• 18 Passenger

• One Owner Since New

• Pats 9 Tank Configuration

• CVR/FDR

• SATCOM

• Heads Up Display (HUD)

• Airshow Network

• SFAR88 modification requirements c/w

3/12

• Basic Operating Weight: 95,096 lbs

• US$35,950,000

Boeing BBJSerial Number: 36714

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

Design

• Full Factory Warranties

• Very low hours

• Pats 6 tank Configuration (5 aft 1 fwd)

• Aft state room with private lavatory

and shower

• Airshow Network

• Five external cameras

• Make Offer

Freestream 1 February 24/01/2013 12:51 Page 1









www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Boeing BBJSerial Number: 28579Registration: N920DS

• 17 Passenger

• 2008 Paint & Interior

• Both aft stateroom's have private

lavatory & shower

• Six fuel tanks installed (one in storage)

• SFAR 88 tank mod c/w 4/09

• Flight Dynamics Heads Up Display

(HUD)

• CMC EFB's with XM Weather

• High Speed wireless internet access

• Engines on GE MCPH

• Fresh 36 Month/2000 Hour Inspections

• US$38,950,000

Boeing BBJSerial Number: 30076Registration: VP-BBW

• 19 Passenger

• Interior Refurbishment 2010

• Pats 8 Tank Configuration

• Recent A1, B1, C1 Checks and

SFR88 Mod

• Airshow Network

• Basic Operating Weight: 95,096 lbs

• US$42,950,000










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Challenger 850ERSerial Number: 8051Registration: VP-BSD

• 1260 Hours Total Time

• APU: Time Since New 1861 Hours

• Engines enrolled in JSSI/VEST

Complete Plus Engine Maintenance

Program

• Airshow 410

• Two fuel tanks (PATS System)

• AERO-H SATCOM

• 15 Passenger

• US$15,950,000

Challenger 605Serial Number 5704Registration: M-FBVZ

• Total Time: 1616 Hours

• Total Cycles: 993

• Proline 21

• Collins SRT 2100 Inmarsat SATCOM

• Airshow 410

• 10 passenger

• Make Offer










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Global XRSSerial Number: 9195

Registration: N4T• Total Time: 3119.4 hrs

• Landings: 1023

• Aircraft Maintenance Tracking

Program: CAMP SYSTEMS

• Engines are on Condition

• Second GPS (Honeywell GPS550)

• Cabin Humidification System

• FDR Upgrade – Crew Force

Measuring System

• High Speed Data

• 13 Passenger Interior

• In Service May 31, 2007

• US$ 33,950,000

Falcon 900EX EASySerial Number: 181Registration: N13JS

• Airframe: 2490.3 hrs / Landings: 949 • Engines on Honeywell MSP Gold Program• Fresh Engine MPI's• APU on Honeywell MSP Gold Program• Triple Honeywell FMS• EGPWS w/Windshear • Thrane & Thrane Aero HSD+

SATCOM w/EMS Antenna • Airshow 410 Cabin Display System • 14 passenger interior with forward

& aft lavatories• 1A, 2A and 4A+ inspection completed

July 2012• US$24,950,000










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Gulfstream 450• 2nd Quarter 2012

• Delivery Position

• PlaneView Enhanced Navigation

Package

• Forward Galley

• 16 passenger Floorplan

• Honeywell Swift Broadband High

Speed data System EVAS - Emergency

Vision Assurance System

• Make Offer

Gulfstream IVSPSerial Number: 1385

Registration: N4818C• Total Time: 4266 Hours

• Landings: 2701

• APU on MSP

• Honeywell MCS-6000 SATCOM

• Securaplane 500 security system

• CVR/FDR

• Honeywell TCAS 2000

• Aft galley

• 14 Passenger

• Make Offer










www.freestream.com

Boeing BBJ/28579

Boeing BBJ/30076

Global XRS/9195

Hawker 850XP/258812

Gulfstream GV/512

Boeing BBJ/29273

Boeing BBJ/36714



Hawker 850XP/258812

Gulfstream VSerial Number: 512

Registration: N838MF• Total Time: 4102.8 Hours

• Landings: 1670

• MCS7000 7-channel SATCOM

• Airshow Genesys

• RVSM/RNP-10

• Aft Galley

• 16 Passengers

• Interior Refurbished Oct 2005

• US$ 17,950,000

Lear 60XRSerial Number: 328

• Total Time: 1486 hours

• Landings: 674

• Collins ProLine 21 with Dual PFD's and

MFD's

• Dual Fully Electronic Flight Chart System

• Airshow 410 with Worldwide Moving

Maps

• ICS-100 Iridium Single Channel

Telephone

• Pulsating Recognition and Landing

Lights

• Forward Cockpit Pocket Doors

• US$6,950,000


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

Putting your energy to work. by Gil Wolinhat’s the difference betweenjet engines and jet pilots? Youknow. The punch line to theold joke: one stops whiningwhen it gets to the gate. But

in 1992, it wasn’t about whining – it wasabout crying.

In 1992 the film A League of Their Ownfeatured Tom Hanks as Jimmy Dugan,manager of the Rockford Peaches’ wartimewomen’s softball team. The former majorleague player treated this distaff collectionof amateur athletes as he did his formerprofessional teammates. Suffice to say, hewas not a “sensitive, New Age” kind ofguy.

Dugan: “Are you crying? Are you crying? ARE YOU CRYING? There's no crying! THERE'S NO CRYING IN BASEBALL!”

Maybe aviation should be more likeDugan’s baseball – no crying – and nowhining. Though granted, we certainlyhave enough to whine – or cry – about…

The White House has been silent of lateregarding Business Aviation. But thePresident has been a bit preoccupied withdebt ceilings, budget concerns and guncontrol legislation. We have yet to seewhether he’ll continue his attacks on business jet owners.

And while 2013 will not see new busi-ness jet deliveries return to last decade’speaks, the January JP Morgan NorthAmerica Equity Research forecast does atleast indicate a 5% increase in business jetdeliveries, with 627 business jets (notcounting VLJs) delivered this year, versusjust under 600 in 2012.

JETNET’s latest data, throughNovember, indicate that the fleet-for-salepercentages fell for 2012 – but not by much.They were down 0.4%, to 13.6% for busi-ness jets, and 1.4% to 8.5% for turboprops.But the number of business jet transactionswas up markedly, by 5.7%, from 1,869 to1,976. That may be due to a decline inprices, according to JP Morgan, by 9% year-over-year. With the minimal decrease inaircraft for sale, that means that additionalaircraft were being put up for sale almost

as fast as the already-listed ones sold.Flight activity data send even more

mixed signals. Where JP Morgan’s reportshows US flight operations up in two con-secutive months, 2.65% in October and1.4% in November compared with 2012,Argus’ TRAQPak data indicate thatDecember activity decreased both month-over-month and year-over-year, by 6.9%and 2.0% respectively, the latter driven bydeclines in Part 91 (down 5.7 % from 2011)and fractional flying (down by 9.2%, due inpart to the temporary grounding of theAvantair P180 fleet). That is more in linewith JP Morgan’s 2012 year-to-date data,which shows US flight activity up less than1%, and European operations down 3.1%.

The one notable exception was Part 135charter activity. That, according toTRAQPak, was up with a year-over-yearincrease of 8.8% in December, the thirdconsecutive monthly increase for charter.But then this may well tie back to the con-tinued sluggishness in new and pre-ownedaircraft sales. Those who really need totravel by business aircraft are continuing todo so – but by chartered aircraft, ratherthan owned or fractional. That’s a trendthat CitationAir acknowledged in 2012 byswitching from fractional to an exclusively-charter aircraft operation.

We’ve got a way to go before we can domore than whisper “industry recovery.”

Speaking of recovery, that’s whatmandatory pilot rest periods are intendedto accomplish, in the name of safety. Andwhen we count the reasons to whine, weneed to include the questionable decisionby the FAA to exclude cargo operationsfrom the revised Part 121 flight time andduty time NPRM. That new rule will man-date at least 10 hours of rest before eachflight duty period, up from 8 hours, as wellas other limits on aggregated weekly andmonthly flight times.

We all understand the concern for pas-senger safety, and that “people” carry morevalue than “things”.

But pilots are “people” too (no cracksfrom the peanut gallery, please), and acargo accident creates as big a smoking

hole in the terrainas does a passen-ger aircraft. Ifflight duty andrest times are asafety issue, thenthe rule shouldapply to all pilotson all Part 121commercial carriers.

Increased resttime will requiremore pilots, if thecurrent flight schedules are to be main-tained. Add to that the FAA’s proposedrequirement that first officers must have anATP rather than just a commercial license,which raises the required total flight timefor the position to 1,500 hours, and wehave yet another driver for a potential pilotshortage as the Baby Boom pilot generationhits mandatory retirement age.

Let’s not whine to each other. Let’s putthat energy to work, by supporting indus-try efforts to improve safety, for pilots aswell as for passengers. Participate inregional and national industry activitiesthat give voice to our legitimate concerns.If you are fortunate enough to reside in ademocratic country, contact your electedrepresentatives, and let them know howyou feel.

It isn’t easy, but as Jimmy Dugan said tohis charges, “It's supposed to be hard. If itwasn't hard, everyone would do it. Thehard...is what makes it great.”

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

Gil can be contacted at [email protected]

There’s No Crying in Baseball!

VIEWPOINT

W

Gil Wolin Jan13_Gil WolinNov06 21/01/2013 16:20 Page 1

Avpro Febryuary 21/01/2013 14:54 Page 1

AIRCRAFT FOR SALEFOR MORE INFO VISIT WWW.GUARDIANJET.COM

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

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Guardian Jet 4 page February 21/01/2013 14:59 Page 1


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

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

2001 Gulfstream GIVSP SN 1439Airframe TT - 3975 Price: Make Offer

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

2005 Bombardier Challenger 300 SN 20059Airframe TT - 1786.7

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2010 Citation Encore+ SN 815Airframe TT - 893$5,995,000

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2006 Agusta AW139 SN 31061Airframe TT - 517.4$8,995,000

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1999 Falcon 2000 SN 86Airframe TT - 6528.6

$8,400,000

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

2011 Cessna CJ4 SN 525C-0045Airframe TT - 288.7$7,695,000

* Engines enrolled in Williams TAP Elite* One owner since new* Proline 21 Avionics* XM Weather* Rockwell Collins Venue System* Axxess II Iridium Satcom Telephone

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2000 Cessna CJ1 SN 525-0373Airframe TT - 3134.1$1,595,000

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1993 Dassault Falcon 50 SN 242Airframe TT - 8450.7$3,295,000

* Engines enrolled in MSP Gold* Collins TWR-850 Turbulence Weather Radar Sensor System* Honeywell Baker MH Series Audio/Video Cabin EntertainmentSystem

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

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

Photo by Bibb Gault






ravel might well be described as thecrabgrass of business. Like the numbingchore of keeping a lawn free from thatpesky weed, business travel is a boring

task that is essential tomaintaining a successfulcompany. Rarelyfun, but alwaysnecessary.

Gone are the days when a flight on an airlinerwas novel or pleasant. Spending another night ineven the best hotel is hardly compensation formissing an evening at home with the family.

Certainly the convenience of setting one’s ownschedule, eliminating connecting flights andavoiding the hassle associated with a busy Airlineterminal tilts the tolerance scale in favor of busi-ness aircraft. Given a choice between the Airlinesand Business Aviation, many travelers wouldchoose the latter. But the allure of business jetsquickly wears thin. Traveling hundreds of hoursin the typical business jet—a mid-sized machinewith barely sufficient room to stand—is not initself a thing of luxury. The company aircraft issimply a salve that sooths the harsh rub of routinetravel.

When considering the relative desirability offulfilling the necessity of travel via Airlines com-pared with Business Aviation, however, the choiceis clear. Business Aviation wins hands down forall who have spent time “on the road” on behalfof the firm. And that reality begs the question—who should have access to Business Aviation?

CONVENIENCE IS NOT THE ISSUEFor no other reason than convenience (and a myr-iad of other issues) business men and womenwith a modicum of travel experience would selectBusiness Aviation as the desired mode of trans-port if cost were not an issue. But cost is an issue.Business aircraft, whether owned by a companyor chartered, are expensive to acquire and oper-ate. Thus the necessity for a metric by which adecision to use or not to use a business aircraftcan be made objectively.

Frankly, I think it is poor governance—and aquestionable use of the corporations funds—tolimit aircraft use to just the President/CEO andhis or her top people. Everyone likes convenience,but the purpose of a corporation is maximizing

T

Access Enabled?Who’s Entitled to Use Business Aviation?The correct answer to the subheading above is: ‘anyone inthe company whose “Presence/Time” dynamic producesbenefits for shareholders’, asserts Jack Olcott.

Possibly the world’s most recog-nized expert on the value ofBusiness Aviation, Jack Olcott is aformer Editor and Publisher ofBusiness & Commercial Aviationmagazine and Vice President with-in McGraw-Hill’s Aviation WeekGroup. He was President of theNational Business AviationAssociation from 1992 through2003, and today Jack’s networkand personal knowledge ofBusiness Aviation uniquely quali-fies him to oversee BusinessAviation and the Boardroom. More information from www.generalaerocompany.com

BUSINESS AVIATION AND THE BOARDROOM


BG 1 Jack_FinanceSept 21/01/2013 16:25 Page 1

shareholder equity in an ethical and socially-acceptable fashion—not simply providing the toppeople with the convenience of Business Aviation.

BUSINESS SUCCESS IS THE ISSUEBusiness aircraft are very effective tools for plac-ing the right person in the right place preciselywhen he or she is needed—the “Presence” ele-ment. Furthermore, business aircraft provide asecure and productive environment in which towork while traveling—the “Time” element. Hencethe need to evaluate the “Presence/Time” dynam-ic when determining who should have access toBusiness Aviation.

In certain situations, the “Presence” element isgoverning; in others, the “Time” spent travelingdominates. In most situations, however, bothPresence and Time combine to clearly identifywho should have access to Business Aviation.Security—both personal security and industrialsecurity—may enter the equation. The bottom-line question, however, remains the same. What isthe value of having the passenger travel in a time-ly and productive fashion to a location importantto the company’s success?

While such is not always the case, an employ-ee’s title should have no bearing on access to thecorporate jet.

A very successful manufacturer of automatedproduction equipment used its corporate jet totransport technicians to customers who experi-enced interruptions on their continuously operat-ing assembly lines. By assuring clients that thesupplier would have a qualified problem solver at

their doorstep within hours of a breakdown, busi-ness was enhanced. The company aircraft provid-ed value by its ability to position a skilled techni-cian at the trouble site quickly, thus minimizinglosses due to a breakdown in the customer’sproduction line.

With significant opportunities in remote areasof the globe, many successful firms use their com-pany aircraft as a traveling office as they pursueunique opportunities. It is not atypical for compa-nies with dealings in Asia to spend 40 hours perweek traveling—time that must be used produc-tively while in transit to remote sites.

A contrary example is a former Fortune 100firm that limited the use of its corporate aircraftto about a dozen “Mahogany Row” executives.That company no longer exists, taken over by arival with apparently a different attitude towardits use of business aircraft.

POLICY BEGETS PROFITSBoards are obliged to resolve the question ofaccess to Business Aviation by focusing on returnsto shareholders. Positioning rainmakers, problemsolvers and customer specialists—regardless oftitle—promptly where they are needed most, andenabling them to use their travel time productive-ly, is the appropriate policy for maximizingprofits.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]

Business Aviation and the Boardroom continues on Page 32

www.AvBuyer.com

What the Boardroom needs to know about Business Aviation

WORLD AIRCRAFT SALES MAGAZINE – February 2013 29Advertising Enquiries see Page 8

“In mostsituations,

however, bothPresence andTime combine

to clearlyidentify whoshould have

access toBusinessAviation.”

BG 1 Jack_FinanceSept 21/01/2013 16:26 Page 2

hen queried by Harris Interactive, Inc.(and as presented in the chart below),passengers on business aircraft report-ed that the majority of their time

aboard was consumed with work-related tasks.Approximately 36 percent of hours aloft were spenteither meeting and discussing business plans withemployees or interacting with clients. By compari-son, survey participants reported that only threepercent of their time while traveling via airlinerinvolved business meetings with employees orclients.

In today’s competitive world, few if any travelerswant to discuss meaningful business in the proximi-ty of strangers. Even when limiting their businessactivities to individual activities, such as readingcompany reports, executives favor the controlledenvironment of a business aircraft over the publicnature of an Airline flight, according to the HarrisInteractive survey.

Use of time traveling on an airliner is more often

associated with non-business activities, such asreading the latest novel from a popular author. Butin the presence of fellow employees sharing thecabin of a business aircraft, travelers are reluctant tobe seen as using company time for non-companyactivities, such as discretionary reading or sleeping.

Passengers frequently comment that the cabin ofa business aircraft is noticeably more conducive toworking productively than the employee’s office.When traveling at Mach 0.80 high above the hassleof terrestrial hubbub, there is no risk of an unsched-uled drop-in interrupting one’s concentration.

In addition to using a business aircraft to posi-tion the most appropriate person for the task athand, an employee’s time spent traveling can be themost productive time of the day.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 36

Business Aviation is a valuable tool for using time wisely, notesJack Olcott. No other form of transportation positions the rightemployee at the right location more quickly, or allows anemployee more control over his or her working environmentwhile traveling.

W

Offices That Move:Making the most of travel time.



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businessaircraft isnoticeably

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office.”

BG 2Feb13_FinanceSept 22/01/2013 09:16 Page 1

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O'Gara February 22/01/2013 12:53 Page 1

O'Gara February 22/01/2013 12:54 Page 2

hy is it that some companies are reluc-tant to discuss their use of BusinessAviation? I can think of three verygood reasons:

1. A core value of corporate privacy.2. A concern that any publicity about their use of

Business Aviation will be a distraction from the core business.

3. A fear that perceived inappropriate use of Business Aviation services will lead to public embarrassment, or worse.

PRIVACYMany companies have a core value of privacy. Thatvalue may be sourced from their corporate cultureor from their competitive environment. How theytravel, via public transportation or via BusinessAviation, is encompassed within a veil of discretion.These companies are consistent in their position onprivacy across the expanse of their businessactivities.

On the other hand, companies that are inconsis-tent in their position on privacy are the ones thatare easy targets for gadflies and their exposes. A sit-uational privacy policy (pay no attention to the air-plane behind the curtain) is a magnet for scrutiny.

DISTRACTIONAny prolonged defense of Business Aviation is adistraction from the normal course of the enter-prise. That defense is often a reaction to a challengeor threat. If it is pre-empted proactively, the needto invest time and effort into justifying yourBusiness Aviation use is often avoided or greatlydiminished.

Business Aviation services are part of your com-pany’s infrastructure. No more, no less. You don’thide your investment in your company campus.You don’t hide your investment in information sys-tems. So, don’t hide your investment and use ofBusiness Aviation. Acknowledge Business Aviationas a company resource that is essential, like facili-ties and information systems, with clear policiesand practices governing their application. Don’tmake excuses.

NOTHING TO FEAR OR EXCUSEIf you are not going to make excuses, you shouldalso have nothing to excuse or fear. Some companiesavoid public discussion about their BusinessAviation services because their use practices (or lackthereof) invite criticism. Any public or internal dis-cussion is likely to be embarrassing, so they say.

Have you noticed how few companies talk publicly abouttheir use of Business Aviation? Pete Agur discusses whysuch secrecy exists and suggests the practice needsexamination.

W

Publicity:Have No Excuses and Nothing to Excuse.

�


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


DON’T HIDE YOUR INVESTMENT AND USE OF BUSINESS AVIATION

BG 3 Feb13_FinanceSept 21/01/2013 16:30 Page 1

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Eagle February 23/01/2013 11:07 Page 1


“...close anygaps you havebetween yourintended andyour actualOperational

Standards andPractices.”

The countermeasure to this risk is to stay on thewhiter side of gray. There are two arenas to focus onto assure you are on the whiter side of gray:

1. Operational Standards and Practices; 2. Governance.

OPERATIONAL STANDARDS AND PRACTICESEarly in my career as a consultant I had the chair-man of a FORTUNE 500 company explain in veryclear terms what he expected in the performance ofBusiness Aviation services. He wanted Standardsand Practices that were the equivalent of the majorDomestic Airlines (at that time the leaders in safety)or better. He went on to say that high standardsshould be universal in application for all of his com-pany’s Business Aviation travelers.

I knew he was sincere, but I also knew his com-pany had some aerial survey flight operations thatwere high-risk activities. When I asked him if thoseoperations were an exception, he did not hesitate.He said they either had to meet that standard orthey would have to be done another way. There wasno gap between his mouth and his movement.

His example points the way: close any gaps youhave between your intended and your actualOperational Standards and Practices. For instance, ifyou require two turbine engines and two highlyqualified and experienced pilots for your BusinessAviation operations, don’t allow that standard todiminish when your people travel on charter air-craft. Specify that the charter operators provide onlytwin-turbine aircraft with two highly qualified andexperienced pilots on all your trips. There will be acost for doing this. But it is the normal cost of meet-ing your standards, not an “added” cost.

GOVERNANCEIf your use of your Business Aviation services is onthe darker side of gray, it may only be a matter oftime before it becomes a public embarrassment. Forinstance, you become vulnerable when BusinessAviation services are used to carry passengers forpersonal travel or when non-business travelers(spouses and significant others) are added to themanifest.

Who uses the company aircraft should not be thesource of embarrassment. You can define how theaircraft are used for business purposes. It is a tacti-cal decision as to whether Business Aviation servic-es are used to carry customers, any member of thecompany or only the top executives of the company.There may be appropriate reasons why a spousemust accompany an executive on a business trip. Toavoid undue criticism, however, aircraft use shouldsupport company objectives.

The whiter side of gray can be achieved by hav-ing very clear policies that closely govern how

Business Aviation services may be used and whothey may carry. For instance, one chairman negotiat-ed the continued use of company aircraft for a yearafter his retirement. This created a conflict with theneeds of the enterprise on two levels. First, the air-craft would clearly be used for the retiring chair-man’s personal transportation. Second, when theaircraft was carrying the retiring chairman it wouldnot be available for its intended purpose; furtheringthe success of the enterprise.

The answer was relatively painless. The chair-man was “given” a fractional debit card to cover hisanticipated travel. This elegant solution separatedpersonal versus business use, and it made it easy tofinancially account for the settlement.

There is no need to hide Business Aviation serv-ices in a dark closet or make excuses for selectingthis form of transportation. Establish policies, prac-tices and governance that embrace the value ofBusiness Aviation.

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



Find an Aircraft DealerThe World’s leading aircraft dealers and brokers - find one today www.AvBuyer.com/dealers


Please allow us to match you with the perfect

aircraft for your needs and budget. We look

forward to your phone call or email inquiry.

www.thejetcollection.com

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

DALLASMike Zabkar

P: [email protected]

TAMPADavid Stone

P: [email protected]

2011 Global Express XRS S/N 9354

Engines on RRCC

Direct TV

High speed internet

2014 BBJ S/N TBD 2013-14 LEARJET 85 S/N TBD

2011 CHALLENGER 605 S/N 5865

Tahsin San

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The Jet Collection February 21/01/2013 15:12 Page 1

2008 LEARJET 60XR S/N 60-342 1998 BELL 407 S/N 53196

2002 EC130-B4 S/N 3515 1999 SIKORSKY S-76C+ S/N 760501

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

2001 BEECHJET 400A S/N RK-3032001 BEECHJET 4400A S/N RK-303

2008 LEARJET 60XXR S/N 60-342 1998 BELL 407 S/N 53196

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Specifications and/or desentations or warranr

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The Jet Collection February 21/01/2013 15:13 Page 2

hen developing policies regardingmeasurement of the effectiveness ofyour business aircraft, first there needsto be a document stating how BusinessAviation supports the company’s

Vision, Mission and Guiding Principles. Ideally, thisis part of an overall air transportation plan for thecompany that not only offers a rationale for an air-craft, but also offers the analysis for what type(s) ofaircraft are being used. Ask yourself the followingbasic questions (adding the answers to your Missiondocument):

• What is your company's Mission?• How does the use of the business aircraft

support that Mission?

Second, your company should have a writtencorporate travel policy that includes BusinessAviation. It should state who is authorized to use

the aircraft and who is authorized to make the air-craft available to those without direct authorizationprivileges. This document should be copied toeveryone who has a need to travel. For example, ifthe Senior VP of Engineering is authorized to usethe business aircraft, he or she needs to know theparameters that apply to exercising that authority.With one client of ours, any C-level executive canauthorize the aircraft use by any employee, but theymust provide written justification for anyone belowSenior VP level. Thus, the corporate travel policyalso stresses accountability.

OTHER CONSIDERATIONSCorporate travel policy should address who has pri-ority for use of the aircraft. While not a recommend-ed standard, some travel policies state that the air-craft's primary user is the President/CEO. If he orshe is not using the aircraft, then it can be scheduledby any other C-Level executive. In a few other

Business aircraft are valuable tools for advancing the goals ofthe enterprise. To measure effectiveness and provide oversight,however, there must be policies in place. David Wyndhamoffers some perspectives for the board to consider whencrafting those policies.

W

BizAv Efficiency:Board policies for efficient useof business aircraft.

�


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


“Corporate

travel policy

should address

who has priority

for use of the

aircraft.”

BG 4 FEB13_FinanceSept 21/01/2013 16:34 Page 1

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instances, the corporate travel policy states "firstcome first served" among the authorized users.

Another type of policy that I have seen requiresa Senior VP (or higher) to be on board. Once the air-craft is scheduled, however, any employee with alegitimate business travel need can book a seatunless the aircraft trip is specifically blocked by theapproving person. Each of these usage policies wasdeveloped with supporting the corporate Mission inmind.

Corporate travel policy should also addressrestrictions related to senior executives traveling ingroups. Do you want the top four executives inyour company all traveling in the same "vehicle" atthe same time? I used the word vehicle because I'vefound that travel policies rarely extend to vehiclesother than an aircraft, even though business aircrafthave a significantly lower accident record thanother means of transportation, such as automobiles.

In 2012, we did a survey of corporate flightdepartments, asking about senior travel restrictions.Among the results:

• 83% of “Fortune 500” respondents (with business aircraft) have some sort of senior executive travel restriction.

• Only one in five of the travel restrictions involved surface vehicles.

• An overwhelming percentage (96%) of those respondents with restrictions, limit the number of senior executives traveling together on the same vehicle. (Note: If such a travel restriction isto be waived, who can do it? A "self-release" may not be the wisest alternative. I also recom-mend that the policy address all vehicles, not just aircraft.)

I have found that pilots are very "missionfocused" and getting the job done is very much intheir DNA. But safety is priority Number One. Istrongly recommend a section in the aircraft usepolicy stating that safety of personnel is primary,and that any decision by the pilot in commandregarding safety must be accepted by passengers,without exception, and that such policy is backed100% by the President/CEO.

To further strengthen accountability, policyregarding the use of the corporate aircraft musthave the President/CEO’s signature.

REVIEW AND ADAPTABILITYLastly, there needs to be tracking and review of air-craft use on a regular basis. Markets and competi-tive position change, forcing business to adapt andchange. One of our clients in the tech industry wasawarded a very valuable, long-term contract outsidethe US. The Board decided that the businessarrangement and the opportunity for more businessin that region were sufficiently important to justifyacquiring an aircraft dedicated to that long-rangetrip. The company updated its corporate travel poli-cy to address the use of this new aircraft.

Having a documented rationale for aircraftacquisition and use, (supported by a clear corporatetravel policy with regard to the business aircraft),and tracking and reviewing that guidance on a reg-ular basis, are all essential elements of Board gover-nance for Business Aviation.

Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 48

“Each of

these usage

policies was

developed with

supporting

the corporate

Mission

in mind.”


BG 4 FEB13_FinanceSept 21/01/2013 16:35 Page 2

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

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Avjet January 23/01/2013 14:18 Page 1

his month’s title deals with two veryimportant concepts. First is the idea ofbeing aggressive in a quickly changingmarket. Second is the concept of being

tactical.Some participants see markets that are in flux

and try to find opportunities for advancement. Ifwe could always operate with hindsight we wouldnever make a false step. Unfortunately we mustmove forward without the benefits of seeing pre-cisely what lies ahead. This reality means that con-stantly gathering “intel” to be able to move withconfidence and making sound business decisionsare required.

To me, moving deliberately is a much betterprinciple to employ when makingdecisions, especially in today’s mar-ketplace that is in so much flux.

Moving aggressively, how-ever, can blind you toobstacles that could yieldhugely negative out-comes. Moving deliber-

ately and methodically is much more prudent andis likely to be more successful. (Note: Moving delib-erately does not mean you cannot move rapidlyonce a great opportunity clearly presents itself.)

ANALOGY WITH A DIFFERENCE“Tactical” is a battlefield term that conjures up theidea of first strikes or small scale actions serving alarger purpose. Adding the element of aggressionmay be appropriate when seeking to overpower an

enemy, but the battle analogy maybe dangerous when dealing witha commercial endeavor.

First, do not think of theother side of a business trans-action as ‘the enemy’. Your

counterparty must ultimatelybe a partner in a transac-

tion. On the battlefield youwant to keep yourself

From his perspective of decades evaluating the resalemarket for business aircraft, Jay Mesinger sees promptaction tempered by a modicum of caution as a winningstrategy for today’s rapidly changing environment.

T

Risks and Rewards:Tactical Aggression in Today’sResale Market.

�


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



ALSO AVAILABLE FROM CHARLIE BRAVO

2003 CITATION CJ11990 KING AIR B2001983 GULFSTREAM III

1984 KING AIR 3001974 CITATION 500 EAGLE

2010 Phenom 100 2007 Legacy 600

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Charlie Bravo February 23/01/2013 15:39 Page 1


“ Mix thattactical inputinto the bigpicture and

then build theplan,

step-by-stepto capture theopportunity.”


from being surrounded and overpowered. In themarketplace you just want to be sure you are thebest informed player. Once armed with qualityintelligence, one must be nimble and capable ofmoving rapidly when an opportunity arises.

Employing the finest in aviation professionals iskey—no different than having the best fighting tal-ent around you when facing battle. These profes-sionals should include tax, legal as well as marketresources. Aviation brings about some very particu-lar skill sets, so in-house general counsel and taxstrategists can be wonderful team leaders. Theirskills, however, should be augmented by specialistswith knowledge of Business Aviation. While suchteam resources may seem like an extra layer of pro-fessional expertise, not understanding or overlook-ing important nuances can be hugely expensive.The aviation market specialist is absolutely critical.There would be no way to identify the real opportu-nity in a market without his or her layer of skill.

Back to the battlefield analogy, you may mis-judge the landscape if you cannot recognize enemyfire from friendly fire, and the consequences couldprove disastrous. Frequently people tell me theybought the cheapest deal. I congratulate them onthat outcome and ask the follow-up question: “Didyou buy the best plane cheap or just the cheapest

plane”. There could be a huge difference.Whether considering a first time acquisition,

adding to your fleet or capitalizing on marketdynamics to restructure your flight department,how should you proceed? My advice is:

• Pick the right ‘troops’ • Pull them in close• Be very clear about the outcome you

desire• Trust the troops you assemble• March ahead.

Once an opportunity has been identified, haveyour tax and legal group review the deal and givetheir input. Mix that tactical input into the big pic-ture and then build the plan, step-by-step to capturethe opportunity.

Today’s market can be ripe with opportunitiesand can yield favorable outcomes. The Board andkey internal players can structure a deliverable planconceived on reality and founded on good businessprinciples.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected] Aviation and the Boardroom continues on Page 54

Compare aircraft performance using our

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


General Aviation Services February_Layout 1 22/01/2013 10:35 Page 1

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

Asking $2,995,000.00

1998 Falcon 50EX, S/N 268, 4078TT, MSP, Dual UNS-1C’s, EU Ops,2C and Gear c/w 4/10, Dual Laserefs, TCAS 2, TAWS-A,

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

Asking $625,000.00

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


2005 Learjet 60SE, S/N 289, 2203 TT, ESP Gold, 8.33/FM Immunity,UNS-1E, Enh Mode S, On CAMP, Asking $4,400,000.00

1995 Falcon 2000, S/N 008, 6608TT, Dual FMS6100’s, Airshow 4000,9 Pax, Thales EIED, SATCOM,

Asking $6,400,000.00

1999 Challenger 604, S/N 5422, 5612 TT, GE Onpoint, EU-Ops Ready,Heads-up Display, 48 Month c/w 3/12, Excellent Paint and Interior,

Asking $7,250,000.00

Astra S/N 030Beechjet 400, S/N RJ-47Citation Excel, S/N 5137Citation II/SP, S/N 551-0039Citation II, S/N 550-0216Citation II, S/N 550-0082

Citation CJ2, S/N 525A-0016Citation Stallion, S/N 501-0317Embraer Phenom 100, S/N 500-00091Embraer Phenom 100 positionsdelivering 5/13

Falcon 20F-5BR, S/N 430Gulfstream GIISP, S/N 206Hawker 400XP, S/N RK-411King Air C90, S/N LJ-869Socata TBM700C1, S/N 244Socata TBM700B, S/N 232

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

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Also Available

JetBrokers February 22/01/2013 17:07 Page 1

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1980 Citation II, S/N 550-0127, 12,881 TT, 1730/1941 SMOH, TR’s,Freon Air, TCAS 2, KMD-850, 8.33/FM Immunity,

Price Reduced to $475,000.00

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

1999 Citation Jet, S/N 525-0301, 4361 TT, On TAP Elite, XM Wx,Iridium Phone, UNS-1K, TCAS 1, Doc 10 c/w 1/13,, Asking $1,595,000.00

1993 Citation Jet, S/N 525-0016, 6793 TT, on TAP Elite, GNS-XLS,RVSM, Elem Surv& Flight ID TXPR’s, On Cescom,

Asking $1,150,000.00

2008 Socata TBM850, S/N 440, 1007 TT, Garmin Glass Cockpit,TCAS, TAWS, Delivered with Fresh 1200 Hr,

Asking $2,495,000.00

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

Asking $5,900,000.00

1977 King Air 200XPR Blackhawk, S/N BB-226, 7678 TT, 1193 TSNon -61 Engines!, Dual Garmin 430W, Skywatch, Raisbeck PerformanceMods, Asking $1,295,000.00

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


JetBrokers February 22/01/2013 17:08 Page 2

he American Taxpayer Relief Act of 2012,which prevented the nation from goingover the so-called fiscal cliff, includes aone-year extension of the popular Bonus

Depreciation provisions contained in Section168(k) of the Internal Revenue Code.Taxpayers who place “QualifiedProperty” in use before the endof 2013, or in some casesbefore the end of2014, canwrite off

50%of the

adjusted basisof the asset in the

year the QualifiedProperty is placed in serv-

ice. The 2012 Act did not, how-ever, extend the period during

which certain Qualified Property was eli-gible for Bonus Depreciation at the 100%

level.Bonus Depreciation, a term used to denote

write-off of an asset at a faster pace than typicallyallowed, was written into the U.S. tax code in 2001as a short-term stimulus measure to help boost thenation’s economy and has subsequently beenrevived several times by the Congress. In its pres-ent form, Bonus Depreciation typically grants a50% tax depreciation allowance during the firstyear of use for taxpayers who place certain“Qualified Property” in service by 2013, or insome cases 2014.

Bonus Depreciation does not increase or changethe total amount of depreciation (typically 100 per-cent of the asset’s value) that a taxpayer is entitledto claim over the depreciable life of an asset.Rather, it allows taxpayers to deduct a larger por-tion of the cost basis of an asset in the year thatthe asset is placed in service than would otherwisebe allowed.

WHAT IS ‘QUALIFIED PROPERTY’?To be deemed “Qualified,” property must meet thefollowing requirements:(1) Have a tax recovery period of 20 years or less; (2) Be placed in service by the taxpayer after

December 31, 2007; (3) Be acquired by the taxpayer after December 31,

2007, and before January 1, 2014, but (a) only ifno “Written Binding Contract” for the acquisi-tion was in effect before January 1, 2008, or (b) must be acquired by the taxpayer pursuant to a Written Binding Contract that was entered into after December 31, 2007 and before January 1, 2014; and

(4) Be placed in service by the taxpayer before January 1, 2014, or, in the case of “Certain Aircraft” or “Property Having Long Production Periods”, before January 1, 2015.

In addition, the property must be depreciableunder the Modified Accelerated Cost RecoverySystem (MACRS) - property that is not eligible forMACRS is not eligible for Bonus Depreciation.

OTHER REQUIREMENTSThe deadline for placing in service “CertainAircraft” and “Property Having Long ProductionTimes” is December 31, 2014. Depending on cer-tain circumstances, a business aircraft could quali-fy under either the “Certain Aircraft” provision, orthe provision governing “Property Having LongProduction Times,” or neither provision.

The following definitions are relevant only toproperty placed in service in calendar 2014.“Certain Aircraft” refers to:(1) aircraft that are not “Transportation Property”;(2) at the time of the purchase contract, the

purchaser having made a nonrefundable deposit of the lesser of 10% of the purchase price, or $100,000;

(3) an aircraft that has an estimated production period exceeding 4 months; and

(4) an aircraft that costs more than $200,000.

Some aspects of Bonus Depreciation were retained in recentlegislation to avoid the fiscal cliff, observes attorney TroyRolf.

Bonus Depreciation:Extended for Another Year.

�


Troy A. Rolf, a business aviationand tax attorney, manages theMinnesota office of GKG Law,P.C. Contact him via email [email protected].


T


Tel +44 (0)1258 818181 www.timleacockaircraft.com Email [email protected]

Aircraft Offered Subject to Availability. Specifi cation to be Verifi ed by Purchaser.

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The statute defines “Transportation Property”simply as tangible personal property used in thetrade or business of transporting persons or prop-erty. This probably includes business jet aircraftthat are used in on-demand charter operations. Nodefinitive guidance yet exists to determinewhether a specific aircraft is or is not“Transportation Property.”

Property Having Long Production Times isproperty that satisfies each of the following fourtests:(1) The property must meet all the requirements

of “Qualified Property” discussed above; (2) The property must either have a recovery peri-

od of at least 10 years or be “Transportation Property;”

(3) The property must be subject to IRC Section 263(A) (which applies to real or tangible personal property produced by the taxpayer);

(4) And the property must meet certain require-ments of clause (iii) of 263A(f)(1)(B) which requires property have a cost exceeding $1,000,000, and an estimated production period exceeding 1 year.

This last requirement eliminates many corpo-rate-class jets from qualifying for BonusDepreciation under the “Property Having LongProduction Times” provision, because only largecabin corporate jets actually have production peri-ods exceeding a year. For “Property Having Long

Production Times”, only that portion of the costbasis of the aircraft that is attributable to produc-tion before January 1, 2014 qualifies for BonusDepreciation.

RESTRICTIONS FOR USED AIRCRAFTUsed aircraft, including rebuilt and reconditionedaircraft, do not qualify for Bonus Depreciation.However, the cost of new upgrades and improve-ments (e.g., new engines and new avionics) pur-chased by a taxpayer for an aircraft the taxpayeralready owns can qualify. If the taxpayer purchas-es a used aircraft after the upgrades and improve-ments have been made, however, the aircraft willbe considered rebuilt or reconditioned and no partof the total acquisition cost will qualify.

New aircraft used by an OEM or dealer fordemonstrator purposes prior to sale to a customershould qualify for Bonus Depreciation. In such sit-uations, the Original Use of the aircraft is consid-ered to be by the taxpayer and not by the dealer ormanufacturer. As this article suggests, rulesinvolving Bonus Depreciation are complex.Readers are cautioned to seek additional informa-tion from counsel knowledgeable in relevant taxissues.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]



“Used aircraft,

including

rebuilt and

reconditioned

aircraft, do not

qualify for

Bonus

Depreciation.”


FAR 135 Ready/Management Options Available•2007 Sovereign S/N 680-0120 •Dual Disc DVD Player

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CAP February 22/01/2013 17:43 Page 1

Aircraft Sales & Acquisitions

Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

970.243.9192 / 970.260.4667 cell

Bell Aviation TexasDallas, Texas

214.904.9800 / 214.952.1050 cell

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

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2002 Citation Excel | 560-5288

Citation ExcelCitation Excel

ChallengerChallenger

Citation Ultra / VCitation Ultra / V

1981 Citation II | 550-0286

Citation 11Citation 11

1985 Challenger 601-1A | 3044

2006 Citation CJ3 | 525B-0073

Citation CJ3Citation CJ3

1982 Citation ISP | 501-0255

Citation 1SPCitation 1SP

1985 Citation III | 650-0080

Citation 111Citation 111

2009 Citation XLS+ | 560-6050

Citation XLS+Citation XLS+

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Main OfficeSouth Carolina (CAE)[email protected]

Bell Aviation WestColorado (GJT)

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Bell Aviation TexasDallas, Texas

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King Air B200 / 200King Air B200 / 200

1983 King Air B200 | BB-1140Also Available: BB-545 (200)

1983 Conquest I | 425-0133Also Available: 441-0116 (II)

ConquestConquest MeridianMeridian

2008 Piper Meridian | 4697324Also Available: 4697247

Columbia 300Columbia 300

2003 Columbia 300 | 40064

King Air 350King Air 350

1998 King Air 350 | FL-199

Navajo CRNavajo CR

1979 Navajo CR | 31-7912049

Beech 1900DBeech 1900D

1992 Beech 1900D | UE-5King Air C90King Air C90

1991 King Air C90A | LJ-1274

BeechjetBeechjet

1995 Beechjet 400A | RK-107Also Available: RK-36

LearjetLearjet

1992 Learjet 31A | 31A-051

Stuart Hope once again examines the potential consequences that the “nightmare loss” presents for an aircraft owner, and he recommends caution.

Very High Liability Limits:Over-insurance or smart move?

�



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

catastrophic loss, the discussion began withdescribing an actual accident in the hopes ofgetting your attention. One of those losses was

the Challenger 600 that overran the departure runwayat Teterboro, NJ during an aborted take-off, wentthrough a perimeter fence, crossed a four lane high-way and impacted a building. There were eightinvestment bankers on board the aircraft.

Another example was the Falcon 900 accident atSanta Barbara, CA. Again, the aircraft aborted take-off, skidded off the end of the runway and impacted aberm, causing major damage to the aircraft. Therewere 15 passengers on board. Miraculously in bothcases, there were no fatalities.

For purposes of this month’s discussion, let’sassume that the above accidents both resulted in “thenightmare loss,” and all passengers and crew per-ished. The lawsuits brought on behalf of the passen-

gers by their families would come fast and furious.Attorneys know how to work this game. There

would be alleged negligence on the part of theaircraft owner, the aircraft manufacturer,

the last facility to pump fuel or repairthe aircraft, etc. However, since

roughly 85% of accidentsare caused by pilot

error, the most proba-ble target would be

the owner.

WALLET-BUSTINGAWARDS

When these cases reached thecourts the potential amount of economic

and non-economic damages to be awarded by a“jury of your peers” for a wrongful death claimwould be determined. First, the economic value ofeach deceased would be established based on theindividual’s age at the time of death, his or her proba-ble retirement age, and annual compensation adjustedfor potential career moves up the ladder (think risingstar). Then non-economic value, such as loss of con-sortium, etc. would be decided.

Summing both economic and non-economic val-ues, the jury would arrive at a dollar figure. Giveninvestment bankers routinely make annual salariesplus bonuses in the one to ten million dollar range,you can quickly see that for each passenger the

I


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EC february 2012.indd 1 14/01/2013 18:26:14


amount of the potential verdict could be extremelylarge.

There is no joy in purchasing insurance. Most buy-ers don’t really understand what they are purchasing.Fewer ever take the time to actually read the policy, soit is no wonder many make the disastrous decision toexert a minimal amount of “due diligence” whenrenewing or placing their insurance.

Further, there is a misperception that $25m or$50m is a large amount of coverage, which I assureyou is not the case when considering aircraft. Being amillionaire today is nothing like what it was whenHoward Hughes was a young entrepreneur. Today abillionaire is the millionaire of an earlier time.

FACING REALITYIf you or your company own or operate a businessaircraft, you or the passengers riding in your aircraftrepresent the top 1% of wage earners in the USA. Youare nominally high-net-worth or ultra-high-net-worthindividuals often carrying friends, partners or ven-dors who are in the same category. Your successplaces you in ‘rare air’, and along with that success

comes the responsibility to protect all that you havegained.

In a word, liability insurance is your biggest friend.Coverage limits from $50m to $500m can easily bepurchased for corporate aircraft flown by professionalpilots. The marginal cost difference to increase yourliability coverage limit in today’s soft insurance mar-ket is truly nominal.

You honestly need the highest liability limit youcan reasonably afford. Verdicts are not getting smaller;quite to the contrary, they are increasing every year.Sure the odds of the above losses happening to youare small, but that’s what the owners of those aircraftthought also. Mistakes happen, and we never knowwhen our number will be called.

Is your protection sufficient? You’d better lookagain if you are in doubt. Now is the time to takeaction. Send yourself an email reminder now.Do you have any questions or opinions on the above topic?Get them answered/published in World Aircraft SalesMagazine. Email feedback to: [email protected]



“Your success

places you

in ‘rare air’,

and along with

that success

comes the

responsibility

to protect all

that you have

gained.”

Find an Aircraft DealerThe World’s leading aircraft dealers and brokers - find one today AvBuyer.com/dealers


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2007. 1200TT. Support Plus2008. 540TT. TAP Elite. Support Plus

2007 Beech Premier 1A

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

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Aradian January 19/12/2012 14:33 Page 1

rom Entry Level Jets, through Light Jetsand on to the heady realm of the VIP-configured airliners, an airplane exists thatwill accommodate your requirement forspeed, range and capacity; especially

for capacity.Of all the business jet categories, none does more

to balance capability with utility than the MediumJet segment (loosely defined by aircraft with a maxi-mum take-off weight between 20,001-40,000 lbs); nosegment provides more options, either.

Medium Jets, as their label indicates, fall betweenthe Light Jet and Large-Cabin Jet segments innumerous ways, while leaning closer to the Large-Cabin segment in several specific areas. This class isnot too big, not too small, and not too expensive,however.

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

Medium Jets also tend to cruise at the upper-endof the private jet speed range – between Mach 0.78and Mach 0.85.

If there’s a contest to identify a give-back elementto the Medium Jet segment, most would opt for run-way flexibility. And that’s only fair. Runway require-ments for Medium Jets are generally longer than theaverage length needed by a Light Jet. But MediumJets typically can use a significant percentage of thesecondary airports serving most of the 150 largestmetropolitan areas in the U.S.

In general the average Medium Jet can reach

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

F

Medium Jet Value:Not too big, not too small - Medium Jets can be just right.

�



“...Medium Jetstypically can

use asignificant

percentage ofthe secondary

airports servingmost of the150 largest

metropolitanareas in the U.S.”

BG 8 JAN13_FinanceSept 22/01/2013 10:15 Page 1

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most of the U.S. non-stop from almost anywhere inthe U.S., thanks to their range capability. MediumJets typically can fly from several hundred miles tomore than 1,000 miles farther than the Light Jetaverage.

That range capability also gives the crew the flex-ibility to string together a sequence of stops thattotal the same distance. Using the latter approachmakes it possible for a Medium Jet to cover multiplestops and get home at the days’ end, without buy-ing fuel along the way.

CONSIDER A MEDIUM JET IF…This capability to avoid refueling on a multi-leg tripis called “tankering”, and it makes the Medium Jet amore-suitable solution than a Light Jet for the opera-tor who regularly needs to fly 2,000 nautical milesor more on a leg – or who may cover that much in aday or two flying multiple legs.

While on average faster than the regular LightJet, a Medium Jet’s superior speed generally pro-vides only a few minutes of gain on the typicalBusiness Aviation trip of 350 to 500 miles, but thedifference will be noticeable on legs as long as theaverage Light Jet’s typical maximum range.

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

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

It is little wonder that the Medium Jet segment isthe biggest selling, deepest segment across the busi-ness aircraft market.

MEDIUM JET PRICE GUIDEThe following Medium Jets Retail Price Guide repre-sents current values published in the AircraftBluebook – Price Digest. The study spans modelyears from 1993 through Winter 2012 (20 yearperiod). Values reported are in USD millions, with

each reporting point representing the current aver-age retail value as published the Bluebook by itscorresponding calendar year. For example, theBombardier Learjet 40XR values reported in theWinter 2012 edition of Bluebook shows $4.25 millionfor a 2007 model, $4.85 for a 2008 model and soforth. Aircraft are listed alphabetically.

Aircraft specifications for the following modelscan be found in the Specifications and Performancesection in this issue (page 78).Do you have any questions or opinions on the above topic?Get it answered/published in World Aircraft Sales Magazine.Email feedback to [email protected]


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BG 8 JAN13_FinanceSept 22/01/2013 10:15 Page 2

Year Model Serial No.1988 Astra 1125 012

1983 Challenger 601-1A 3010

1995 Citation Jet 525-0092

1998 Citation Jet 525-0243

2008 Citation CJ3 525B-0263

1985 Citation Super SII S550-0046

2003 Citation Excel 560-5325

1995 Citation VII 650-7050

1995 Falcon 900B 153

2001 Global Express 9029

2003 Global Express 9085

2001 Gulfstream G200 015

2004 Gulfstream G550 5029

1988 Gulfstream GIV 1057

1989 Gulfstream GIV 1107

2000 Gulfstream GIV/SP 1433

2003 Hawker 400XP RK-358

2005 Hawker 400XP RK-407

1999 King Air 350 FL-226

1997 Learjet 31A 147

2002 Learjet 31A 239

1996 Learjet 60 085

2002 Learjet 60 244

2007 Learjet 60XR 320

2002 Piaggio Avanti P180 1050

2008 Premier 1A RB-242

1994 Sikorsky S-76B 760416

EXCLUSIVELY OFFERED

LOS ANGELES562.989.8800

DALLAS214.451.6953

PALM BEACH561.747.2223

Jeteffect Inventory February 21/01/2013 15:29 Page 1



MEDIUM JETS AVERAGE RETAIL PRICE GUIDEWINTER 2012

BOMBARDIER LEARJET 60XR 13.7 9.3 8.0 7.0 6.2 5.9

BOMBARDIER LEARJET 60SE 5.9 4.8 4.2 3.8

BOMBARDIER LEARJET 60 3.6

BOMBARDIER LEARJET 45XR 13.2 11.0 8.7 7.5 6.7 6.2 5.5 5.3 4.8 4.2

BOMBARDIER LEARJET 45 5.2 4.7 4.4 4.1 3.7

BOMBARDIER LEARJET 40XR 10.83 8.8 6.9 5.35 4.85 4.25 3.9 3.5

BOMBARDIER LEARJET 40 3.8 3.5 3.1 2.8

CESSNA CITATION V1 650

CESSNA CITATION V11 650

CESSNA CITATION SOVEREIGN 680 17.658 15.0 13.5 12.0 10.0 9.7 9.0 8.5 7.9

CESSNA CITATION XLS+ 560 12.714 11.0 9.9 9.1 8.1

CESSNA CITATION XLS 560 7.3 6.4 5.75 5.55 5.15

CESSNA CITATION EXCEL 560 4.3 4.1

GULFSTREAM G280 24.0

GULFSTREAM G200 15.0 13.0 10.3 9.5 9.0 8.5 8.0 7.5 7.0

GULFSTREAM G150 16.550 11.5 10.5 9.0 8.0 7.5 7.2

GULFSTREAM G100 5.0 4.5 4.2 4.1

GULFSTREAM/ ASTRA 1125 SPX

GULFSTREAM /ASTRA 1125 SP

HAWKER 4000 22.908 18.0 16.5 15.0 13.0

HAWKER 1000

HAWKER 900XP 16.067 11.5 9.0 8.5 7.5

HAWKER 850XP PRO LINE 7.8 6.7 5.8 5.1 4.4

HAWKER 800XP PRO LINE 4.4

HAWKER 800XP 4.2 3.8

HAWKER 800

HAWKER 750 10.0 8.2 7.2 6.2

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

MODEL

YEAR OF MANUFACTURE$

2012US$M

2011US$M

2010US$M

2009US$M

2008US$M

2007US$M

2006US$M

2005US$M

2004US$M

2003US$M

Retail Price Guide Feb13_PerfspecDecember06 22/01/2013 10:18 Page 1



E What your money buys today

BOMBARDIER LEARJET 60XR

BOMBARDIER LEARJET 60SE

3.4 3.2 3.0 2.9 2.7 2.6 2.5 2.4 2.2 2.1 BOMBARDIER LEARJET 60


3.3 3.1 3.0 2.9 2.8 BOMBARDIER LEARJET 45


BOMBARDIER LEARJET 40

1.9 1.8 1.7 CESSNA CITATION V1 650

3.3 3.1 2.9 2.8 2.6 2.4 2.2 2.0 CESSNA CITATION V11 650

CESSNA CITATION SOVEREIGN 680

CESSNA CITATION XLS+ 560

CESSNA CITATION XLS 560

3.9 3.6 3.3 3.0 2.7 CESSNA CITATION EXCEL 560

GULFSTREAM G280

6.5 6.0 5.6 5.2 GULFSTREAM G200

GULFSTREAM G150

4.0 3.6 GULFSTREAM G100

3.6 3.2 3.1 3.0 2.9 2.8 GULFSTREAM/ ASTRA 1125 SPX

2.2 2.1 2.0 GULFSTREAM/ ASTRA 1125 SP

HAWKER 4000

3.3 3.2 3.1 3.0 HAWKER 1000

HAWKER 900XP

HAWKER 850XP PRO LINE

HAWKER 800XP PRO LINE

3.3 3.1 2.9 2.7 2.6 2.5 2.4 2.2 HAWKER 800XP

2.1 2.0 1.9 HAWKER 800

HAWKER 750

2002US$M

2001US$M

2000US$M

1999US$M

1998US$M

1997US$M

1996US$M

1995US$M

1994US$M

1993US$M

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

MODEL

YEAR OF MANUFACTURE$

Retail Price Guide Feb13_PerfspecDecember06 22/01/2013 10:19 Page 2

n this month’s AircraftComparative Analysis, we willprovide information on theHawker Beechcraft Premier IAwhich falls within the light

business jet category. We’ll consider some ofthe productivity parameters including pay-load, range, speed and cabin size, along withits current market value. The field of studyalso includes the Cessna Citation CJ2+ for comparative purposes.

The history of Hawker Beechcraft origi-nates to 1994 when Raytheon merged itsBeech Aircraft Corporation and RaytheonCorporate Jets units. The company headquar-ters is in Wichita, with maintenance and man-ufacturing locations worldwide.

In 2006, Raytheon sold the company to aconsortium of Goldman Sachs and OnexCorporation and named the companyHawker Beechcraft Corporation (HBC). 2007marked the 75th anniversary of Beechcraftand the 60th anniversary of the BeechcraftBonanza, which represents the longest run-ning production of an aircraft model of alltime.

In April 2012 the company defaulted on

interest payments and was in breach of bank-ing covenants, and on May 3, 2012, the compa-ny entered bankruptcy, filing voluntary peti-tions under Chapter 11. On October 18, 2012negotiations with a potential buyer failed andthe company has now committed to exitingbankruptcy on its own and under a new name,Beechcraft Corporation, while ceasing jetproduction.

Raytheon started the design of the PremierI in 1994, and the jet completed its first flight in1998 and received FAA certification in 1999.The aircraft entered the market in 2001. ThePremier I light business jet was the first all-new jet built by Raytheon Aircraft from anoriginal design and is the first in a family ofbusiness jets which is constructed with high-strength composite, carbon fiber/epoxy hon-eycomb fuselage and swept aluminum wingdesign.

The Premier I business jet is equipped withtwo Williams FJ44-2A turbofan engines deliv-ering 2,300 lbs of thrust each. There are 126units currently in operation. On September 22,2005, the Premier IA was certified with newcabin interior and improved systems. Today,160 Premier IAs are currently in operation.

MARKET SHAREChart A (below) represents the in-operationaircraft Market Share as of December 2012 forthe Premier IA (44%) and the Citation CJ2+(56%). There are currently 361 aircraft in oper-ation for these two models combined.

by Michael Chase


❯

I

Hawker Beechcraft Premier IA

AIRCRAFT COMPARATIVE ANALYSISHAWKER BEECHCRAFT PREMIER IA

CESSNA CITATION CJ2+

56%44%

Citation CJ2+Premier IA

CHART A - MARKET SHARE %

TOTAL 361 AIRCRAFT (DECEMBER 2012)

SOURCE: JETNET

AirCompAnalysisFeb13_ACAn 22/01/2013 10:01 Page 1

Dash Ten PowereD Twin CommanDer 900N544GA, S/N 15015, Dash Ten Engines with Only 161 Hours Since Overhaul. Dual Garmin G600 Panel with GNS 530AW and GNS 530W WAAS Units. Beautiful Paint and Interior Completed in 2011

2010 embraer Phenom 100M-YTOY, S/N 112, Still Under Factory Warranty with Only 470 Hours Since New, EEC Enhanced and ESP Gold. DME, ADF, 2nd Transponder, ChartView, and Premium Passenger Door

Twin CommanDer 1000N695EE, S/N 96205, Special 695B Model, Fresh HSI’s by Eagle Creek with 2581 SMOH on Dash Ten Engines, Collins APS-65 Autopilot, Garmin GNS 530, Freon Air, Wide Chord Q-Tip Props

2006 soCaTa Tbm 850N63DL, S/N 409, Only 356 Hours Since New, Pilot Door, Dual Garmin GNS 530 GPS with WAAS, Garmin GDL-69 XM Weather, 600 Hour Inspection/Annual and 60 Month Landing Gear Inspection C/W June 2012

Twin CommanDer 980N126M, S/N 95033, Dual Garmin G600 Panel with Garmin GNS 530 and 430 with WAAS, Cobham Intelliflight 2100 Digital Flight Control System and Wide Chord Q-Tip Props

2009 embraer Phenom 100N353SB, S/N 38, 889 Hours Since New, TCAS I, DME, 2nd Transponder, ChartView, Garmin GWX-68 Weather Radar, In-Flight Entertainment System with Cabin

Speakers and VIP Control Panel Including Cabin Light and Temperature Controls, Enhanced Take Off Package

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2008 Cessna CiTaTion CJ3N711BE, S/N 525B-0212, Only 625 Hours and One Owner Since New, TAP Elite, Collins TCAS-4000 TCAS II, Collins HF, Honeywell Mark VIII EGPWS, AirCell ST-3100 Iridium Phone and Jeppesen Electronic Charts


PAYLOAD & RANGEThe data contained in Table A (left) is pub-lished in the B&CA May 2012 issue, but isalso sourced from Conklin & de Decker. Aswe regularly state, a potential operatorshould focus on payload capability as a keyfactor. The Premier IA ‘Available payloadwith Maximum Fuel’ at 320 pounds has lesspayload capability than the Citation CJ2+(715 lbs).

CABIN VOLUMEIn spite of its lower available payload withmaximum fuel weight, according toConklin & de Decker, the cabin volume ofthe Premier IA at 315 cubic feet is 27 per-cent larger than that of the Citation CJ2+aircraft (248 cubic feet), as shown in Chart B (left).

POWERPLANT DETAILSEach of the Premier IAs Williams FJ44-2Aengines offer a thrust rating of 2,300pounds. The Citation CJ2+ is also poweredby a pair of Williams powerplants, eachwith a thrust rating of 2,400 pounds. Table B (left), sourced from the AircraftCost Calculator, shows the fuel usage ofeach aircraft in our field of study. ThePremier IA - at 164 gallons per hour (GPH)- uses 26 gallons per hour (or 18.8%) morefuel than the Citation CJ2+ at 138 GPH.

Using data published in the May 2012B&CA Planning and Purchasing Handbookand the August 2012 B&CA OperationsPlanning Guide we will compare our air-craft. The nationwide average Jet-A fuelcost in the August 2012 edition was $6.30per gallon at press time, so for the sake ofcomparison we’ll chart the numbers as published.

Note: Fuel price used from this sourcedoes not represent an average price for theyear.

Chart C (left) details ‘Cost per Mile’, andcompares the Premier IA to the CJ2+ factor-ing direct costs, and with each aircraft fly-ing a 300nm mission with 800 pounds (fourpassengers) payload. The Premier IA cost at$3.63 per nautical mile is lower by 7 centscompared to the CJ2+ at $3.70.

TOTAL VARIABLE COSTCOMPARISONSThe ‘Total Variable Cost’, illustrated inChart D (top right), is defined as the cost ofFuel Expense, Maintenance Labor Expense,Scheduled Parts Expense and Miscellaneoustrip expense. The total variable cost for thePremier IA at $1,173 is less than the CJ2+ at$1,190 by 1.4%.

Cessna Citation CJ2+

Model Fuel Usage (GPH)

Hawker Beechcraft Premier IA 164

138

Source ACC - www.aircraftcostcalculator.com


CHART B - CABIN VOLUME

Cubic Feet

200 100

Premier IA 315

Citation CJ2+

300 400

248

CHART C - COST PER MILE *

US $ per nautical mile

$1.00 $2.00 $0.00

Citation CJ2+

$3.00

Premier IA

*300 nm mission costs, 800lbs payload

$4.00

$3.70

$3.63

TABLE B - FUEL USAGE

Citation CJ2+

Model MTOW(lb)

Max Fuel(lb)

Max Payload

(lb)

Avail Payload

w/Max Fuel(lb)

Max Fuel

Range(nm)

12,500

12,500

Premier IA 3,670

3,930

1,400

1,720

320

715

1,340

1,626

787

993

Max P/Lw/avail fuelIFR Range

(nm)

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

TABLE A - PAYLOAD & RANGE



❯


PRODUCTIVITY COMPARISONSThe points in Chart E (middle) center onthe Premier IA and Citation CJ2+, and drawin their preceding models, the Premier Iand the CJ2 aircraft for perspective. Pricingused in the vertical axis is as published inVref. The productivity index requires fur-ther discussion in that the factors used canbe somewhat arbitrary. Productivity can bedefined (and it is here) as the multiple ofthree factors.1. Range with full payload and available

fuel;2. The long-range cruise speed flown to

achieve that range;3. The cabin volume available for

passengers and amenities.

The result is a very large number so forthe purpose of charting, each result is divid-ed by one billion. The examples plotted areconfined to the aircraft in this study. A com-puted curve fit on this plot would not bevery tight, but when all business jets are con-sidered the “r” squared factor would equal anumber above 0.9. Others may choose differ-ent parameters, but serious business jet buy-ers are usually impressed with price, range,speed and cabin size.

After consideration of the Price, Range,Speed and Cabin Size, we can conclude thatthe Premier IA aircraft, as shown in the pro-ductivity index Chart D (right), is productivealongside the Citation CJ2+. The Premier IAhas a larger cabin volume which many oper-ators will value. According to Vref, a new2012 model Premier IA is priced at $6.6m,whereas a Citation CJ2+ for the same yearretails for $6.7m (as represented in ourProductivity Chart). The cost per mile forboth aircraft is virtually the same, whereasthe variable costs are 1.4% lower for thePremier IA, although its fuel usage is 18.8%greater than for the CJ2+.

Also included in Chart E are the 2005Premier I and 2005 Citation CJ2 price (for lastyear of manufacture) and productivity indexvalues. There were no changes in the produc-tivity index for the Premier I to the IA, butthere were slight index improvements fromthe CJ2 to the CJ2+ (speed and range).

Table C (right) represents the average pre-owned retail price from Vref for each aircraft.The last two columns of information showthe number of aircraft in-operation, and thepercentage “For Sale”, as per JETNET. It isinteresting to note that with 160 aircraft in-operation today only 8.7% (or 32) of thePremier IA fleet is currently for sale (tradi-tionally a seller’s market). The Citation CJ2+is also a seller’s market with 9.9% of the fleetfor sale.

US $ per hour

$500 $0

Citation CJ2+ $1,190

Premier IA

$1,000

$1,173

$1,500

TABLE D - AIRPORT PERFORMANCE CRITERIA (FT)

Citation CJ2+

Model TOFL*

Premier IA 3,792

3,360

* SL Elev. ISA Temp. ** 5,000ft. @25 degrees CSource: B&CA magazine. Conklin & de Decker

6,888

5,180

5,208

4,645

TOFL** Landing

CHART D - VARIABLE COST

Index

Pri

ce

(M

illio

ns)

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

$3.0

0.040 0.1200.080 0.160

$7.0

$9.0

Premier I ‘05

$5.0

$1.0

Citation CJ2+

Premier IA

Citation CJ2 ‘05

CHART E - PRODUCTIVITY

TABLE C - COMPARISON TABLE

Model

LongRangeSpeed

CabinVolume(Cu Ft)

Max P/Lw/avail

Fuel Range (nm)

%For Sale

In -Operation

Premier IA

Citation CJ2+

370

351

Vref RetailPrice $m

315

248

787

993

$6.6m 160

201

8.7%

9.9%

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; Vref:

2012 Operations Planning Guide B&CA Aug. 2012.

$6.7m




AIRPORT PERFORMANCEThe Citation CJ2+ has the advantage for both take-off field length ata shorter distance (3,360 ft.) and landing distance (4,645 ft) over thePremier IA (TOFL - 3,792 ft and landing - 5,208 ft).

LOCATION BY CONTINENTTable E (above), meanwhile, offers a breakdown of the location bycontinent for the wholly-owned Premier IA fleet. North America ishome to the majority of the fleet (97 jets, or 61%), followed byEurope with 21% (34 jets). Currently, one Premier IA aircraft is in ashared ownership, and none are in a fractional-ownershiparrangement.

SUMMARYWithin the preceding paragraphs we have touched upon several ofthe key attributes that business jet operators value. However, thereare often other qualities such as service and support that factor in abuying decision, but which are beyond the scope of this article.

The Premier IA business jet has its advantages - so those opera-tors in the market should find the preceding comparison of value.The aircraft is very popular and is operated by private individuals,companies, and charter operators and aircraft management compa-nies. Our expectations are that the Premier IA will continue to dowell in the pre-owned market as we await further reports of HBCexiting bankruptcy and their plan to cease jet production.

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

TABLE E - LOCATION BY CONTINENT

Asia

Europe

10

97

2%

3%

21%

Source: JETNET STAR Reports

4

61%

7%11

6%

3

34

159 100%

Location of Aircraft By Continent (Wholly Owned)

Fleet Percentage

Fleet NumbersPREMIER IA

Africa

Australia/Oceania

North America

South America

Total

tempus

I. In general: time

A division, section of time.

A space, period, moment of time.

[Latin ]

A.

B.

There is a reason our name means time.

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he World Aircraft SalesMagazine Guide toAircraft Performance andTechnical Specification

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

This month’s category of aircraft -Medium Jets – appears opposite, to befollowed by Light Jets next month.

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

If there are any other ways in whichwe can improve the content or presen-tation of this information, please let usknow.❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: [email protected]. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

T

AIRCRAFT SPECIFICATIONS:MEDIUM JETS

Aircraft Performance& Specifications

MARCH ISSUE: Light Jets

APRIL ISSUE: Turboprops

MAY ISSUE: Large Cabin Jets

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

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

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

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

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

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

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

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

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

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

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

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

ENGINESThe number of engines, manufacturer and model are shown.

Description of Cost Elements

ACSpecs IntroFeb13_AC Specs Intronov06 21/01/2013 15:23 Page 1

$2,089.91

4.92

5.12

17.67

363

4.8

2.5

15

50

2

6

21000

19200

13949

6062

1239

2051

1778

1960

4680

4060

2820

394

465

436

433

2

TFE 731-20BR

$2,225.65

4.92

5.12

19.75

410

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

BOM

BARD

IER

LEAR

JET 4

5

$2,171.20

4.92

5.12

17.67

368

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

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

$2,137.90

4.92

5.12

19.75

410

4.8

2.5

15

50

2

8

21500

19200

14125

6062

1563

1875

1685

1937

5040

4105

2630

589

465

436

436

2

TFE 731-20BR

$2,360.34

5.71

5.92

17.67

453

5.3

2

24

24

2

7

23500

19500

14772

7910

1068

2228

2186

2418

5450

5208

4500

714

465

436

423

2

PW305A

$2,343.70

5.71

5.92

17.67

453

5.3

2

24

24

2

7

23500

19500

14896

7910

944

2104

2044

2398

5450

5317

4500

718

465

436

423

2

PW305A

$3,208.54

5.7

5.5

18.4

438

5

2

-

61

2

7

22000

20000

13800

7329

1071

1600

1770

2000

5630

4208

3699

805

427

427

418

2

TFE 731-3B

$3,244.61

5.7

5.5

18.4

438

5

2

-

54

2

7

23000

20000

14250

7330

1620

2250

1693

1824

5170

4500

4315

510

452

452

417

2

TFE 731-4R-2

CESS

NA C

ITATIO

N VI

I

BOM

BARD

IER

LEAR

JET 4

5XR

BOM

BARD

IER

LEAR

JET 6

0BO

MBA

RDIE

R LE

ARJE

T 60X

RCE

SSNA

CITA

TION

VI

BOM

BARD

IER

LEAR

JET 4

0BO

MBA

RDIE

R LE

ARJE

T 40X

R

MEDIUM JETS

CESS

NA C

ITATIO

N EX

CEL

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

$2,488.57

5.7

5.5

18.5

461

4.54

2

10

80

2

7

20000

18700

12500

6740

960

2500

1449

1839

4060

4917

3790

699

433

433

373

2

PW545A �


AircraftPer&SpecFeb13_PerfspecDecember06 24/01/2013 11:53 Page 1

$2,407.84

5.7

5.5

18.5

461

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1539

1989

3910

4738

3500

800

433

433

373

2

PW545B

$2,377.03

5.7

5.5

18.5

461

4.5

2

10

80

2

8

20200

18700

12800

6740

860

2300

1528

1976

3910

4738

3500

800

440

440

373

2

PW545C

CESS

NA C

ITATIO

N XL

S+

AIRCRAFT SPECIFICATIONS

$3,785.17

5.7

5.5

23.92

593

4.5

2.1

-

82

2

8

36100

31800

22025

12931

1444

2375

2890

3125

5480

4693

3650

1120

525

525

470

2

AE 3007C


CABIN HEIGHT FT.

CABIN WIDTH FT.

CABIN LENGTH FT.

CABIN VOLUME CU.FT.

DOOR HEIGHT FT.

DOOR WIDTH FT.



CREW #

SEATS - EXECUTIVE #

MTOW LBS

MLW LBS

B.O.W. W/CREW LBS

USEABLE FUEL LBS


MAX. PAYLOAD LBS


MAX. RANGE N.M.








ENGINES #

ENGINE MODEL

$3,867.83

5.7

5.5

25.2

620

4.5

2.1

-

82

2

8

36600

32000

22464

12931

1505

2514

3229

3380

5320

4702

3650

1120

527

527

470

2

AE 3007C2

$2,867.27

5.7

5.5

25.25

620

4.58

2.5

35

100

2

9

30300

27100

18150

11223

1177

2650

2620

3010

3810

3867

4016

1237

459

459

388

2

PW306C

$2,512.63

5.6

4.75

17.1

375

4.3

2.08

9

55

2

7

24650

20700

14365

9365

920

2635

2550

2910

6000

4362

3400

493

474

459

430

2

TFE 731-40R

$2,371.88

5.75

5.75

17.7

465

4.33

2.1

25

55

2

7

26100

21700

15100

10300

850

2400

2760

3130

5640

4050

3340

606

470

459

430

2

TFE 731-40AR

GULF

STRE

AM G

150

CESS

NA C

ITATIO

N X

(NEW

)CE

SSNA

CITA

TION

SOVE

REIG

NGU

LFST

REAM

G10

0

CESS

NA C

ITATIO

N X

CESS

NA C

ITATIO

N XL

S

MEDIUM JETS

GULF

STRE

AM G

200


$3,088.10

6.25

7.2

24.5

868

6

2.75

25

125

2

8

35450

30000

19950

15000

650

4050

3130

3530

6600

4352

3700

395

470

459

430

2

PW306A



$2,896.76

5.75

6

21.3

604

4.3

2.25

47

32

2

8

27000

23350

16250

8500

2200

2200

2050

2200

4900

3803

3500

530

447

430

402

2

TFE 731-5BR

$2,971.82

5.75

6

21.3

604

4.3

2.25

48

-

2

8

27400

23350

16000

10000

1520

2000

2390

2570

6300

3787

3500

532

442

429

389

2

TFE 731-5R

HAW

KER

BEEC

HCRA

FT H

AWKE

R 80

0

$3,133.03

6.25

7.2

32.25

935

6

2.75

34

120

2

8

39600

32700

24150

14600

1000

4050

3387

3690

4750

5083

5000

844

482

470

459

2

HTF 7250G


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

$2,983.22

5.75

6

21.3

604

4.3

2.25

48

-

2

8

28000

23350

16250

10000

1750

2050

2470

2620

5640

3803

3415

470

449

430

402

2

TFE 731-5BR

$2,973.92

5.75

6

21.3

604

4.3

2.25

49

-

2

8

28000

23350

16250

10000

1750

2050

2470

2620

5640

3803

3415

470

449

430

402

2

TFE 731-5BR

$2,708.02

5.75

6

21.3

604

4.3

2.25

50

-

2

8

28000

23350

16500

10000

1620

1950

2733

2929

5258

3805

3415

570

452

430

402

2

TFE 731-50R

$2,984.98

5.75

6

21.3

604

4.3

2.25

50

-

2

8

28000

23350

16330

10000

1790

2120

2525

2710

5641

3810

3415

470

452

430

402

2

TFE 731-5BR

HAW

KER

850X

P

HAW

KER

800X

P

HAW

KER

800X

Pi

HAW

KER

800X

PR

GULF

STRE

AM G

280

HAW

KER

BEEC

HCRA

FT H

AWKE

R 75

0

MEDIUM JETS

HAW

KER

900X

P


$2,683.00

5.75

6

21.3

604

4.3

2.25

50

-

2

8

28000

23350

16500

10000

1620

1950

2733

2929

5258

3805

3415

570

452

430

402

2

TFE 731-50R �



t is well worth discussion ofsome of the market descriptionoddities that a buyer should beaware of. For example, I see adsor receive calls all the time stat-

ing that the airplane being advertised is a“pocket listing”, an “off market” offering, a“non-exclusive listing”, or promising thebuyer “limited exposure”. I am always puz-zled in this supply-rich environment aboutwhat it is really hoped can be accomplishedwith these strategies.

Are these terms representing a seller wish-ing to maintain their anonymity? Is the pitchcoming from a broker that may not reallyhave a clear mandate to sell, but is on a mis-sion to fish around a market to see if theremay be a buyer who is not really aware ofreal market conditions? In reality, I do not seethis “Off Market” designation as servingeither purpose. In fact that is the very reasonreal sellers hire brokers to represent their air-craft. They want to seek qualified buyers byallowing a buyer to know for certain that theyare engaging with a real seller. Anonymitycan easily be attained with the added layer ofprofessional representation.

The institution of brokering is not easy ona good day: When there was a much morerobust segment of dealers, rather than bro-kers, the dealer who actually owned the air-craft (rather than having a listing to sell it)had much more control of at least one side ofthe transaction. In the world of brokering, sooften the broker with the listing may not havethe control to create a transaction with a satis-factory conclusion. Adding the mystery ele-ment of the “Off Market” may be even moreconfusing and make a buyer more cautiousthan an already complicated transaction canreally withstand.

One of my other favorites is the promise of“limited exposure”, which is essentially usedto announce that an aircraft is being promot-ed to a select group of people. If only I knewhow to find just the right buyer to talk to forany one airplane, it would make this processso simple! One thing this process is not issimple. To say it is simple would be like mesaying that if we sell around 25 to 30 air-planes per year I only need to work 25 or 30days per year. We would of course work 365days a year to find that group of buyers andsellers to make our annual numbers. There is

just no magic to bypassing the incrediblycomplex job of finding and then putting qual-ified buyers and sellers together.

Buying aircraft that are on foreign reg-istries is another very complex process. Notmany registries worldwide provide the clarityto lien status or ownership as our FAA does.Many foreign registries do not record owner-ship, they merely record operators. Others donot comment on lien status, so unlike ourFAA when an aircraft is deregistered therecording country or jurisdiction will notguarantee that the aircraft is free of encum-brances. Therefore there is no opportunity toprovide certainty of a contract with the ulti-mate owner and no way to know if it is lienfree, and this pushes the buyer into contem-plating the need for Title Insurance. This isnowhere near as good a solution as buyingfrom a country that provides certainty inthese two critical areas.

Another area of complexity is broughtabout by the idea of a “non-exclusive listing”,which is almost an oxymoron. Either there isa listing or there is not. Either a seller orbuyer has hired someone to lead this chargeor they did not. Worse is the question of ‘isthere a real seller or a real buyer?’

If one removes for a moment all the guffsurrounding market description, real buyersand real sellers will find a marketplace that isactually netting real transactions. 2012 wasnot a bad year for transactions. Actually, letme qualify that by saying it was a good yearfor those market segments that have resettheir price expectations. Those segments thathave not adjusted their expectations are stilllanguishing, and are not moving. It takes areal trust in the numbers that are available tous all to be able to lead the parade and adjustand reset your pricing as a seller. Onceaccomplished, the aircraft you have for salewill sell.

• Don’t be afraid to shout the opportunity from the rooftops.

• Don’t be afraid to put your aircraft front and center into a market.

• Let your broker list it with a serial numberand registration number.

• Don’t be afraid to have the market buzzing about your airplane.

Without the buzz and the chatter it willnever sell. It will almost always lag behind

those listings thatare priced correctlyand advertised in allthe usual places.There is nothingwrong with adver-tising in publicationsand websites whereall the other air-planes are listed. Infact if I were a buyerof any type of prod-uct I would first go to the resource where themost products are listed. There I can begin todifferentiate between the real offerings and theopportunistic offerings. I can begin to buildmy shortlist without the fear that I havemissed an obscure, quiet listing.

2013 will be a good year for buyers andsellers. I think pricing will remain down, andthat is good for buyers. And sellers who arereally ready to sell will find buyers. The secretfor selling in 2013 is the same secret that hasbeen around for years. Price!

❯ Jay Mesinger is the CEO and Founder of J.Mesinger Corporate Jet Sales, Inc. Jay is on theNBAA Board of Directors and is Chairman of AMAC.He served on the Duncan Aviation Customer AdvisoryBoard for two terms and is now on the Jet AviationCustomer and Airbus Corporate Jets Advisory Boards.Jay is also a member of EBAA and the ColoradoAirport Business Association (CABA). If you wouldlike to join in on conversations relating to trends inBusiness Aviation, share your comments on Jay’sblog www.jetsales.com/blog, Twitter and LinkedIn.More information visit www.jetsales.comDo you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


Oddities In Nomenclature

THE AVIATION LEADERSHIP ROUNDTABLE

I

If one removes for a moment all the guffsurrounding market

description, real buyers andreal sellers will find a

marketplace that is actuallynetting real transactions.

JMesingerFeb13_JMesingerNov06 22/01/2013 09:31 Page 1

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college professor inadvertentlyparaphrased Scott Adams, thefamous ‘Dilbert’ cartoonistwhile making an observationinto “creativity”. He said,

“There’s no such thing as a small act of

creation. Every creation ripples through theworld widening its influence the furtheraway it travels from its initial splash.”

That message came back to me recentlywhen visiting with a former test pilot andaircraft certification engineer. Discussing thecity of Wichita, we reflected on the roots ofthe city’s enormous influence on the world ofGeneral Aviation – and, more specifically, itspivotal role in building Business Aviationinto today’s air-transportation powerhouse.

“You know, you can trace the influence ofso many people so far beyond their Wichitaroots,” my friend intoned. “And their prod-ucts spawned spin-off product developmentat other companies. Just look at what BillLear alone did, despite only a relatively shorttime leading aircraft companies…”

Of course, the first instinct jumped to theinfluence of the Learjet 23 as the influentialbreakthrough that it was. “No, he did muchmore…his fingerprints didn’t even start inWichita but came through town and went allthe way to Montreal.”


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(He also invented car radios, a radio-direction finder for aircraft navigation, evenan autopilot, long before he tackled a privatejet concept and arrived in Wichita.)

Wait… Montreal…? “Of course…after hefathered the Learjet he later created the pre-liminary design and performance parametersof the original Canadair Challenger.Bombardier moved into aerospace on thefoundations of Canadair and de HavillandCanada, so by extension, BombardierAerospace moved ahead on the foundationof Bill Lear’s design work.”

You can’t look at the extensive jet line oftoday’s Bombardier Aerospace without rec-ognizing that in some ways Bill Lear was anaerospace Thomas Edison. The familyBombardier spawned today stands as a pow-erhouse in Business Aviation that is so influ-ential that the industry would not look thesame without it.

FROM A TINY SEED…The Learjet of 1963 spawned a revolution inprivate jets built on unheard-of speed andutility – and available at a level that attractedhundreds of entertainment celebrities, sportsfigures, business icons and royalty fromaround the globe.

In 1967 Bill Lear sold the controlling stakeof his company, within a few years of win-ning certification of the original Learjet 23,but the company bearing his name contin-ued, producing the 24, 25, the 30 and 35series, the 55 and 60, and arguably the mostattractive of all of them: the Learjet 31A.

Sporting the Learjet 35’s fuselage and theLearjet 55’s wing and winglets, the svelte31A boasted Mach 0.80 cruise capabilityacross 1,395 nautical miles (maximum cruisespeed is Mach 0.81) while carrying nearlythree-quarters of a ton (1,526 pounds) on topof full fuel! It’s speed and frugal fuel con-

sumption won it laurels as the most fuel-effi-cient jet in Business Aviation – and at normalcruise speed. Today’s four models continuethose traditions with even more efficiencyand utility, as outlined below.

THE CHALLENGERIn 1976, several years after leaving Learjet’sboard, Lear sold his own independent design– the LearStar 600 – to Canadair, a crown cor-poration of Canada’s government based inMontreal. Although the final design took lit-tle from Lear’s initial design work, much ofits proportions and aerodynamic touchesgrew out of the LearStar and emerged as theCanadair Challenger 600.

While it shared a general configurationwith the Learjet and other of Lear's previousdesigns, Canadair made several changes todistinguish the new aircraft from Learjets –most notably a taller, wider fuselage that


❯

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GLOBAL 5000


allowed a stand-up cabin. That feature wasnot at that time shared by any other businessaircraft. The Challenger 600 entered servicein late 1980, and the line continues todaywith the Challenger 605 and Challenger 300mid-size jets.

GOING GLOBALLate in 1991, Bombardier created an all-newdesign built on the Challenger’s fuselagedimensions but with all-new powerplantsand advanced supercritical wing. With its 35-degree sweep, new winglets and a new T-tail, the first of-its-kind Global Express wasdesigned to go to far-away places as distantas 6,010 nautical miles away. Not until afterits formal launch in 1993 did the Global facea competitor, Gulfstream’s GV.

Once again Bill Lear’s line influenced anadvanced new aircraft. And the Global line

evolved from one into several models thattoday numbers four. We’ll address all ofthem briefly below.

The important detail to remember is thatthe Global, while the youngest of the trio,helped Bombardier grow into a major globalaerospace player, and move beyond even itsregional airliner roots into territory long heldby the world’s only two larger players -Airbus and Boeing. The Bill Lear ripple thuscontinued.

THE LEARJETS TODAYA “line in transition” aptly describes today’slineup of Learjets. The long-running 60-seriesmid-cabin model is about to become secondlargest upon the arrival of the in-develop-ment Learjet 85, a carbon-fiber advanced jetthat breathes new technological life into themid-size realm. Boasting more cabin volume,

better fuel efficiency, more space and longerrange to go with its legendary Learjet speedand cruise-altitude capabilities, the Learjet 85puts Bombardier squarely on the cuttingedge of business jet design.

The Learjet 85 will be the first FAA Part25-certified business jet with primarily com-posite materials making up the fuselage andwings. Using carbon fiber/honeycomb inplace of aluminum allows for increased pas-senger comfort through the use of complexcurves in the aircraft cross-section, thinnerwalls to maximize cabin volume, and opti-mized placement of windows and othercutouts.

With space for two more passengers and600 miles additional range (3,000 nauticaltotal) than the Learjet 60, the Learjet 85 holdsgreat promise to help Bombardier fill aproduct-line gap between the Learjet 60 and


LEARJET 85 CHALLENGER 300

GLOBAL 8000


the Challenger 300.The company also is developing follow-

on models to the long-running Learjet40XR and 45XR. The Learjet 45 was thefirst all-new, clean-sheet Learjet designsince the original 23 of the early 1960s, andwas followed by the Learjet 40 which offersa cabin 24 inches shorter.

Looking ahead, the Learjet 70 and 75 arepoised to pick up the market niches theLearjet 40 and 45 have successfully filled.The seven-seat Learjet 70 and nine-placeLearjet 75 share the same approximaterange (just under 2,100 nautical miles) andalso cabin dimensions (essentially thecross-section is the same as that of theLearjet 60 line).

Beyond their spaciousness, however, theLearjet 70 and 75 improve on most of theperformance and efficiency traits of theirpredecessors – with speed being the small-est gain to about Mach 0.81 maximumcruise. Runway need, fuel efficiency, climband range are all measurably better in thenew models.

TODAY’S CHALLENGERSToday three models wear the proud name“Challenger”: the Challenger 605 (the evo-lution of the original Challenger 600model); the high-density shuttle model, the

Challenger 850; and the shorter-rangesuper mid-size Challenger 300.

The Challenger 605 and 300 both boastMach 0.82 maximum cruise speeds; the for-mer can fly 4,000 nautical miles, and thelater 3,065. Meanwhile, the Challenger 850can cover 2,800 nautical miles and fly asfast as a still-speedy Mach 0.80. All threemodels sport stand-up cabins and modernflight decks. The Rockwell Collins ProLine21 flight deck features in the Challenger300 and 605, and the ProLine 4 system isutilized in the Challenger 850.

BOMBARDIER’S GLOBAL FAMILYThe Global 5000, 6000, 7000 and 8000: themodel numbers actually hint quite closelyat the specific aircraft’s maximum range.For the Global 5000 that’s 5,200 nauticalmiles; for the 6000 it’s 6,000 nautical; forthe 7000 it’s 7,300 nautical; and for the 8000its 7,900 nautical miles.

The Global 7000 and 8000 can traveltheir enormous distance potential at 0.85Mach, but the Global 5000 and 6000 areeven quicker, with a top cruise speed of0.89 Mach (590 mph). The Global 7000 andGlobal 8000 are expected to boast maxi-mum cruise speeds of Mach 0.90 whiletheir typical cruise speeds will be Mach0.85. Meanwhile the Global 5000 and the

Global 6000 have maximum cruise speedsof Mach 0.89 and typical cruise of Mach0.85

The four models all share in theirBombardier Vision flight decks, which is amarketing moniker that Bombardier usesto describe what it calls the perfect blendof aesthetics and functionality. The Globalfamily features Rockwell Collins’ advancedProLine Fusion avionics suite that has four15.1-inch displays, Heads-Up GuidanceSystem (HGS) and enhanced vision-systemcapabilities, these four are capable of oper-ating at minimums below standard.

Thus, with three distinct families of jetscovering a wide spectrum of today’s busi-ness traveler requirements, and the prom-ise of expansions and improvements on thecurrent market offerings it is clear thatBombardier remains as in tune with itscustomer base as it ever was.

❯ More information from www.businessaircraft.bombardier.com

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




SELLING YOUR JET ABROAD

When Patience Is A Virtue:US Business AircraftOwners Selling toForeign Buyers. by Greg Cirillo &Gary Horowitz

Selling your jet abroad_FinanceSept 22/01/2013 10:33 Page 1

ircraft sellers are in a great rushto close on their aircraft saletransactions, and for good rea-son: time kills deals. However,U.S. private aircraft sellers

wanting access to foreign buyers will need to show some patience, given the addedlegal steps required and the time/culture differences.

Private aircraft ownership in Asia, theMiddle East and India is rising and will con-tinue to grow for the foreseeable future.These foreign buyers are (and will be) pur-chasing aircraft that are registered and basedin the United States, due to the large U.S.business aircraft market and the perceivedhigh U.S. standards for aircraft maintenance.Many foreign buyers plan to import the air-craft into their own country, but before theydo, they need to export the aircraft out of theUnited States.

Neither the U.S. seller nor the foreignbuyer will enjoy it, but there are some U.S.laws that the parties will need to sufferthrough in order to complete their aircrafttransaction. These U.S. laws may be unfamil-iar to the foreign buyer, and possibly inva-sive, so the U.S. seller must get these issueson the table early, and show some patience.Below is a summary of the main U.S. lawsthat a U.S. seller should be aware of whenselling an aircraft to a foreign buyer thatplans to export the aircraft out of the UnitedStates.

DE-REGISTRATIONIn order to export an aircraft from the UnitedStates, the aircraft’s U.S. registration must becanceled by filing a registration cancellationrequest with the Federal AviationAdministration (FAA). The request may bemade by the aircraft’s last registered owner,the last owner of record, the foreign purchas-

er (when supported by evidence of owner-ship), or by the authorized party under anIrrevocable De-Registration and ExportRequest Authorization (IDERA).

Requests to cancel a U.S. aircraft registra-tion for export must include:• A complete description of the aircraft;• The reason for cancellation (export to

foreign country); • The name of the country to which the

aircraft is being exported;• The signature and appropriate title of

the requester;• Releases, discharges, or consents to

export for all outstanding interests, security instruments and unexpired leases; and

• A copy of the International Registry Search Certificate if the aircraft is subject to the Cape Town Treaty.

If the foreign buyer is going to finance theaircraft purchase, the de-registration of theaircraft from the United States and re-regis-tration in the buyer’s country must be wellcoordinated. The lending bank will require aperfected lien (mortgage) on the aircraft, andthis cannot occur until after the aircraft is de-registered in the United States and re-regis-tered in the buyer’s country.

A U.S. seller will not usually agree toallow its aircraft to be de-registered until theseller first receives payment for the aircraft,but the lender will not want to release thosefunds until after it files a lien on the aircraftunder the buyer’s home country registry. Inmany cases, the time difference between theselling and buying locations precludes asmooth, continuous de-registration and re-registration of the aircraft. In these cases, thecareful use of independent escrows of moneyand registration documents is the best optionfor protecting the parties’ interests.


❯


A

These U.S. laws may be

unfamiliar to the foreign buyer,

and possibly invasive, so the U.S. seller

must get these issues on the table early,

and show some patience.



As discussed in the “Closing” section(below), the conduct of these transactionsrequires the use of an experienced escrowagent, coordinating filings in the U.S. and thenation of subsequent registration in order toaddress the concerns of buyer, seller andlender(s).

In addition to U.S. registration with theFAA, some states require that aircraft basedin their state be registered or licensed in thestate. State de-registration of aircraft is aminor concern, but a U.S. aircraft seller maybe required to collect state sales tax from thebuyer on the aircraft’s sale unless there is astate sales tax exemption, which many stateshave.

CERTIFICATE OF AIRWORTHINESS FOR EXPORTUnder U.S. law, ‘registration’ and ‘airworthi-ness’ are separate issues administered by theFAA, and both need to be addressed to

export an aircraft. Assuming the buyer fol-lows the above procedure on de-registration,the buyer must also pursue airworthinessauthority in the jurisdiction where the air-craft will be registered.

The new nation of registry must be com-fortable that the aircraft is safe and suitablefor use. The foreign buyer needs to engagethe services of its equivalent of a “DAR” orDesignated Airworthiness Representative,who will examine the aircraft and records onbehalf of the buyer’s aviation regulator. Foran aircraft being exported from the U.S., aU.S. seller must normally obtain for thebuyer a “Certificate of Airworthiness forExport” from the FAA. This document tellsthe subsequent nation of registration that theFAA finds the aircraft airworthy (conformingto the specific type certificate issued by theFAA).

In most cases, this FAA document will besufficient for the issuance of a Certificate of

Airworthiness in the resulting nation of reg-istration. It is in the U.S. seller’s interest tosupport the buyer’s foreign registrationactivity by obtaining the “Certificate ofAirworthiness for Export” from the FAA asquickly as possible.

CLOSINGIt is important for a U.S. seller to establish,early in a transaction, where the aircraft willbe when the various steps take place, and theorder of steps. This may require coordinationwith the seller and buyer’s banks, if applica-ble, and use of an experienced escrow agent.The escrow agent (as directed by the transac-tion documents) will govern the release ofdocuments and funds, and the filing of lienreleases, de-registration, re-registration andnew liens.

It is not unusual for the entire transactionto occur while the aircraft remains in theU.S., in which case the purchaser wouldneed to have a representative of the newnation of registration in the U.S. to performany technical inspections required to issuethe applicable Certificate of Airworthiness.

Transactions all vary, but a typical closingsequence, which is undertaken by jointinstruction of seller, purchaser, lenders andother interested parties, and completed with-out interruption, is as follows:• U.S. liens/leases terminated• International Registry liens/leases

terminated• Title documents released• U.S. de-registration• New national registration• New national liens/leases established• New International Registry liens

established• Physical possession and control

transferred to purchaser.

ANTI-MONEY-LAUNDERING LAWSThe U.S. seller of a private aircraft may haveto perform a due diligence investigation ofthe foreign buyer of a U.S. aircraft in order tocomply with U.S. anti-money-laundering(AML) laws and regulations. This could be asensitive issue with the foreign buyer thatthe U.S. seller must carefully navigate.

The U.S. government is concerned aboutmoney-laundering (parties engaging in trans-actions with money obtained by illicitmeans). Therefore, U.S. AML controls requireU.S. financial institutions to prevent, detectand report money-laundering activities byrequiring financial institutions to identifytheir customers, establish risk-based controls,keep records, and report suspicious activities.

Under The USA PATRIOT Act, U.S. busi-nesses engaged in aircraft sales are consid-ered “financial institutions” that are subjectto AML compliance. Therefore, any U.S. ❯


For an aircraft being exported from the U.S., a U.S. seller must normally obtain for the buyer a

“Certificate of Airworthiness for Export” from the FAA.


Boutsen February_Layout 1 21/01/2013 16:40 Page 1


persons or entities engaged in the regular orrecurring sale of aircraft will have some levelof due diligence to comply with AML(“Know Your Customer”). At a minimum,the U.S. seller of an aircraft may evaluateeach buyer (including entities known to beaffiliated with the buyer) on a scale of low,medium or high risk for money-launderingabuse.

As part of AML compliance, the U.S. sell-er may check the “Specially DesignatedNationals List” of the Office of Foreign AssetControl – Department of the Treasury(OFAC) and other U.S. Government lists.OFAC administers economic sanctions pro-grams that apply to all U.S. persons, wherev-er located. OFAC’s programs are either list-based or country-based. Country-based pro-grams target a particular government andinclude complete trade embargos. Such pro-grams include sanctions against Cuba, Iranand Sudan. List-based programs target per-sons (individuals or entities) involved inactivities that threaten the national security,foreign policy or economy of the UnitedStates. Examples include sanctions targetingglobal terrorists and narcotics traffickers.

OFAC regulations do not require a U.S.person to maintain a compliance program –

but OFAC’s regulations are strict liability.OFAC will take into account certain mitigat-ing factors (including the presence of a com-pliance program) when determining whetherto impose penalties for a breach of the sanc-tions program. Additionally, although OFACdoes not formally require U.S. persons tomaintain a compliance program, OFAC hasadopted the U.S. Bank Secrecy Act riskmatrix. This matrix provides that a U.S.financial institution will gauge the potentialfor money-laundering abuse for each cus-tomer, product, service and geographic loca-tion – and establish corresponding policiesand procedures to mitigate each such risk.

Accordingly, U.S. sellers of aircraft mayhave to evaluate and check-up on the foreignbuyer for AML compliance. U.S. sellersshould explain these U.S. legal requirementsto their foreign buyers as an unavoidableconsequence of purchasing a U.S. registeredaircraft, and not an effort by the U.S. seller toinvestigate the buyer more than is necessaryto complete the transaction.

EXPORT CONTROL LAWSAs mentioned, U.S. export control lawsadministered by the U.S. Department ofCommerce (DOC) and U.S. Department of

State (DOS) prevent the sale of certain tech-nologies to certain foreign countries and end-users. Under these laws, U.S. sellers cannotsell aircraft to individuals or companies fromprohibited nations (e.g. Cuba or Iran).Therefore, U.S. sellers will likely need to per-form a “Know Your Customer” investigationof the foreign buyer for U.S. export controllaw compliance. If the buyer of the aircraftplans to resell the aircraft in a back-to-backtransaction, U.S. export laws may treat thisas a sale by the U.S. person directly to theaircraft’s end-user. For example, if a U.S. per-son sells an aircraft to an Indian citizen whothen sells the aircraft to an Iranian citizen,U.S. export laws may treat this as a sale bythe U.S. person directly to the Iranian citizen.Therefore, the U.S. seller will want to investi-gate both the intermediate buyer and theend-user buyer to comply with U.S. exportcontrol and AML laws.

CONCLUSIONA U.S. owner selling an aircraft for exportinto a foreign country must comply with abevy of U.S. laws and the requirements ofseveral U.S. Governmental agencies. U.S.sellers just want to sell their aircraft, and donot particularly want to deal with all of theseU.S. legal obligations, but nonetheless theymust manage these matters or risk U.S.penalties and fines for non-compliance onthe sale and export of aircraft. U.S. sellersmust also manage their foreign buyers forwhom these U.S. legal requirements are “for-eign” and intrusive. For a U.S. seller in thissituation, patience is the key.❯ Greg Cirillo is a Partner and Gary I. Horowitz isSpecial Counsel with the Washington, D.C. law firmWiley Rein LLP, representing private and commercialoperators, owners, lessors and financiers in structur-ing the sale, acquisition, ownership and operation ofaircraft, and providing federal tax and state salesand use tax planning services. Greg can be reachedat Tel: +1 703-905-2808, [email protected]. Gary can be reached at Tel:+1 703-905-2845, email: [email protected].



GREG CIRILLO GARY HOROWITZ


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Rolls Royce October 20/08/2012 17:54 Page 1

s your company’s financialmavens examine the books on2012, the issue of business travelonce again shifts into sharp fore-

ground focus – as it should have back in theThird Quarter, when time remained to planfor this year. Once again, the executives whowere too busy to listen last quarter want youto explain why the company spends so muchon staff travel. The answer will vary, ofcourse, from company to company.

For some firms, the staff travels to gener-ate business; for others, staff travel focuseson support; and still others bridge the twowith travel aimed at satisfying an existingcustomer so that they never think ofapproaching another company for their next

purchase of goods or services.“Why are we spending money on an

owned airplane that we don’t need to fly allthe time?” one CFO asks while another firm’shead of finance may look at data and ask“Wouldn’t owning the airplane save usmoney compared to the high costs of on-demand charters?”

Perhaps that first question’s answer willaffirm the second question: yes, ownershipdoes beat charters and leases… some of thetime, for some companies. For others, how-ever, infrequency of need or use may tilt thetotal cost number toward the charter solu-tion, albeit at higher per-hour (and per-per-son, per-trip) cost. Some constants do exist,despite all these differences, however.


MATCHING THE TRAVEL NEED

Business OperationOptions

ASo many factors, somany choices, so few

clear answers. by Dave Higdon

Matching the travel need_FinanceSept 23/01/2013 10:41 Page 1

1. When properly assessed, the best solutions are what works best for the individual company/mission.

2. Use of a private aircraft should first always be a money or time (or both) saving solution.

3. No single solution fits all companies for all missions, all of the time. The best you can hope for is finding a solution, or a combination of solutions, that benefit the company with (a) the best outcomes for (b) the lowest total costs – yes, total costs.

Mission-by-mission comparisons may begood for shopping; but for assessing the totalvalue it’s the total costs that must weighagainst the total benefits. And this brings us

back to that early concern: What solutionbest fits us most of the time?

The choices aren’t that many, but the fac-tors can be numerous. Among the choices:Full ownership; Fractional ownership; Lease(long- or short-term); Jet card; and PureCharter. The other choice is the best mix ofthe above combination to cater to yourunique travel needs.

HELP AT HANDAs manifold as the options are, consultantsranging from for-profit firms and individualsto the guidance documents of membershipgroups concur the most on one sole aspect ofassessing business aircraft travel needs -namely, the depth of diverse input needed to

make an informed judgment.How many people must regularly travel?

How many irregularly travel? How often dothese staffers go; how far; for how manydays; and with how many overnight stays?

How much of this travel is via theAirlines, and at what costs (tickets, meals,hotel costs)? What was the total travel expen-diture for the past year, three years, and fiveyears? How many people (total), and forhow many nights (total)? With some deepresearch each of those recurrent trips can beestimated as a charter; with more, as frac-tional share owners; and more, as straight-upjet ownership.

At some point, calculations require identi-fying an airplane and factoring in its nominalcosts – with crew, bulk-fuel discounts andmore. And then you can begin to examinethat aircraft’s capabilities against the timesneeded to travel between common points viacommercial carrier. If your company is likemost, you’ll find some interesting answers.

DOLLARS AND SENSEEvery time you find a trip that unassailablyfavors an Airline flight, cross that trip off thelist – unless, that is, it’s an overnight tripsolely because of the Airlines’ schedule.

When you start to find one, two, eventhree days’ of savings in trips to destinationsvia Business Aviation (versus via theAirlines), savings on hotel and meal costs oneach person begin to accrue. That’s animportant distinction.

But beyond the operational cost calcula-tions come the human factors. Withoutweighing the human factors of business trav-el, far fewer companies would buy, charter,share or lease a business airplane. When youfind circuits that the privately operated air-plane can complete in fewer hours, stops anddays, the people involved get a break –which can help them tackle other importantthings.

Every day saved by the private airplane ismoney saved from hotels and meals not pur-chased – because the passengers got homefaster where they can attend to other press-ing issues, both at work and home, which inturn ensures happier, more productive, andmore fulfilled employees.


❯




BIG CONCEPTSReturning to the initial question of how youcan tell the operational approach best foryour business and its answer (that more thanone approach may well be needed to craftthe optimal solution), to help you weigh andassess each of the options and gain a betteridea of the blend that would work for youwe outline some of the key considerations foreach.

Whole Ownership: Total control brings totalcost responsibility; access is at your fingertips– as are all the tax benefits of buying anddepreciating.

In essence, there is nothing particularlycomplicated about this approach; it’s similarto owning a car or truck for your business:The company or individual owns the air-plane and must provide for its care, feeding,crewing, stowage, fuel and maintenance.

The airplane is ready when, and whereveryou want. The only restrictions will be thecapacity, the runway performance of the air-craft, and the inevitable times the airplanewill be grounded for key maintenanceevents… For example, if you have the occa-sional business trip that will require efficienttransportation of more passengers than yourairplane can accommodate, or if the destina-

tion airport’s runway is too short for thecompany airplane, you will need to considersome additional lift that can supplementthese occasions. Whether that is sourced viafractional ownership or charter will dependon how frequently the supplemental lift isneeded.

Fractional Ownership: As aviation analystBrian Foley puts it, Fractional Ownershipworks rather like a condo timeshare: clientsbuy a ‘fraction’ of an aircraft in the (fractionalprovider’s) fleet and then pay hourly andmonthly fees for the provider to crew, fly andmaintain it; clients owning larger shares canfly more hours.

Fractional Providers make up-frontmoney by buying in bulk from business jetmanufacturers at a discount and then sellingthe fractions at full retail. Fractional share-owners get the same tax benefits (proportion-al to their share holdings) as full aircraftowners, and they pay reduced hourly costswhen compared to those that charter.

Charter: ‘You call, they haul’. Charter is simi-lar to calling for a cab, and is charged by thehour. The chartered airplane comes whenyou call, picks you up where you ask, takesyou to your destination, waits for your ❯


For example, if you have the occasional

business trip that will require efficient

transportation of morepassengers than your

airplane can accommodate,or if the destination

airport’s runway is too short for the companyairplane, you will need

to consider some additionallift that can supplement

these occasions.


AIC Title February_Layout 1 21/01/2013 16:46 Page 1


return, and flies you back to the startingpoint, or wherever you want to go on anon-bound journey.

The charter provider bills for the airplaneon a structured basis, based on the aircraftsize, and the client pays by the hour, withlower additional costs for positioning orpick-up legs. 100% of the charter costs aredeductible just like ownership; but the char-ter client has no responsibility for crew,insurance or maintenance.

Jet Card: Similar to a discount card at restau-rants, if you agree to pre-purchase blocks oftime from a charter company, the providerdiscounts hourly costs. Once again, 100 per-cent of the charter costs are deductible andthe charter client has no responsibility forcrew, insurance or maintenance. Theadvance-purchased hours may expire, how-ever, depending on the card service provider.Additionally, the cardholder may be requiredto allow a higher minimum advance noticefor provision of the aircraft.

You can get jet cards via several differentprogram types: fractional providers, charteroutfits, and even aircraft managementgroups.

WHICH IS BEST FOR ME?What’s best for you is ultimately best deter-mined by you working with a consultant oroperational expert.

As we have hinted at - in many cases,operators find their best results with a

combination of solutions: Owning an aircraftoutright can be supplemented with a jet cardfor a similar or a different size aircraft fortimes when the main aircraft isn’t available,or is too large or too small to fit the trip.

Between 80 and 100 hours per year is aminimum one should identify a need for abusiness airplane before considering a frac-tional share. If the annual requirement is less,but a block charter purchase is justifiable,then consider a jet card for discounted char-ter time. Available for different categories ofaircraft, and priced in increments of 25hours, the jet card may also work to save

fractional hours for other needs as much as itaugments the fractional availability.

Do remember that Fractional aircraft pro-grams typically have an annual and programlimit. Added hours will likely incur addedcosts.

Even wholly-owned aircraft imposenotice limitations on their owners. Unless theoperator can afford to have crew standing by24-7, there will always be time needed tonotify the crew, let them get to the airportand check and prepare the aircraft for thetrip, to file flight plans and arrange anyaccommodations or facilities at the destina-tion that will be required.

We leave you with one last thought: Noownership or operation structure ever gavethe person paying the bills one scintilla ofinfluence over Mother Nature. Your besthedge against Mother Nature is a good crew,using great resources, before flying their out-standing boss on that fantastic airplane.Mother Nature always reigns supreme – andthose who try to buck her will always paythe costs.

So now is an excellent time to take on arealignment of how your company handlesits business travel needs – and it’s an evenbetter time to enlighten the financial types tothe work they need to do so that you don’tface those same questions again in December.Happy flying!❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]






TELEPHONE +44 (0)1279 818 800FACSIMILE +44 (0)1279 818 801 EMAIL [email protected] WEB www.gamit.co.uk

TECHNICAL CONSULTANCYGamits consultants and qualifi ed engineering staff offer pre purchase inspections, aircraft modifi cations, refi ts and completion projects advice, full maintenance management and on site representation. TECHNICAL SERVICES SUPPORTAs approved by EASA Gamit offer CAMO engineering services including on-going engineering planning. Full back offi ce technical support to ensure your aircraft is safe and airworthy. SPARE PARTS AND LOGISTICS SUPPORTGamit is an aircraft spare parts stockist holding relationships with major OEM parts manufacturers and repair & overhaul workshops. Offering global supply chain including AOG support.

P101_JMesingerNov06 23/01/2013 10:04 Page 1

n this month’s column, we ana-lyze the 2012 Pre-owned mar-ket and focus on the aircraft‘For Sale’, and the Full RetailSale Transactions. We’ll consid-

er what changes occurred in the inventory aswell as where the buyers came from duringlast year.

As we have observed previously, new air-craft orders are based on the successful saleof existing aircraft in the pre-owned market.Someone wanting to purchase a new aircraftusually needs to sell their existing one first,so we have been watching this segment ofthe market closely.

‘FOR SALE’: A HISTORICAL REVIEWSeveral significant events have occurredsince 2005 in the Business Jet ‘For Sale’inventory (see Chart A):• For the past eight years the market has

consistently been a ‘Buyer’s Market’ (based on 10% or greater percentage of the in-operation business jet fleet ‘For Sale’).

• After several years of record sales and rising aircraft values the bubble finally burst in 2008 amid a world economic col-lapse and banking crisis of historic pro-portions. There was a large increase of 973(or 60%) additional business jets for sale in 2008, and 1,147 (or 70%) in 2009 com-pared to 2007. This increase peaked in 2009.

• The year-end For Sale inventory began todecline in 2010 and has remained rela-tively unchanged for the past three years.The percentage of business jets for sale

has declined more as a result of the growth of the in-operation fleet numbers,which have increased from 17,118 in 2009to 18,897 in 2012. By the close of 2012, the‘For Sale’ inventory level stood at 2,539, or 13.4% - down 0.4% over close of 2011.

‘FOR SALE’ BY AGEThere were 904 (or 55%) more business jetsfor sale in 2012 compared with 2007. Chart B(overleaf) represents this change by age, andshows that the greater change came from the

0-15 year old group (60%) compared to the16 to 26-plus year old group (40%). These areinteresting statistics as there have been manyreports in the industry pointing toward thelimited sales opportunities of business jetsover 15 years old.

THE PRE-OWNED BUSINESS JETMARKET ‘FULL RETAIL SALETRANSACTIONS’ New Business Jet sales are essentially drivenby strong economic activity, corporate

2012 Pre-owned Market Summary:‘For Sale’ and ‘Full Retail Sale Transactions’ analysis

by Michael Chase & Marj Rose


JETNET >>KNOW MORE

I

1,585 1,653 1,635

2,608 2,782 2,650 2,533 2,539

0500

1,0001,5002,0002,5003,0003,500

2005

2006

2007

2008

2009

2010

2011

2012

Num

ber

For S

ale

Year

Source: JETNET Star Reports; Analysis and presenta�on by Chase & Associates

11.9%

16.3% 13.4%

% = For Sale/In-operation fleet

10.8%

16.1%

11.7%

14.8% 13.8%

+973 to +1,147 to +904

CHART A - PRE-OWNED BUSINESS JETS ‘FOR SALE’2005 TO 2012 - YEAR END INVENTORY

❯

JetNet FEB13_PAMA interview November06 21/01/2013 17:20 Page 1

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JETNET >>KNOW MORE

profitability, wealth creation and businessinvestment. It is important to understand thatBusiness Jet markets tend to be bifurcated,and purchasers tend to be either new aircraftbuyers or pre-owned aircraft buyers.

GOOD NEWS! 2012 set a new record forthe number of Pre-owned ‘Full Retail SaleTransactions’. Chart C (left) shows the previ-ous peak in the Pre-Owned sale transactionsin 2007 along with the recovery trend fromthe subsequent drop. The recovery started in2010 and led to the new record in 2012. Thedata depicted is ‘as of January 11’. JETNET’sstaff continues to post the 2012 year-end fullretail sale transactions for the month ofDecember from the various worldwide reg-istries. The “final” transactions numbers forDecember and 2012 will be released inJETNET’s Market Information press release.

In 2012 there were 2,182 ‘Full Retail SaleTransactions’ (as of January 11), representinga third year of increase from the low of 1,539transactions that were recorded in 2009. The2012 worldwide pre-owned full retail saletransactions broke the 2007 record peak of2,181 sale transactions.

2012 TRANSACTIONS DISSECTEDFollowing, we break down the 2012 Pre-owned Full Retail Sale Transactions by weightclass, by country (US v International), by Yearof Manufacture, and by OEM.

Table A (left) shows that the mediumweight class was the only one to show adecline (of 35 or 6% fewer business jets) whencomparing 2012 with 2011. The other classesall showed increases – and the heavy classlead the way with 69 (or 12%) more pre-owned business jets sold in 2012 compared to2011.

Table B (top, right) breaks the 2012 FullRetail Sale transactions into year of manufac-ture. 1,152 (or 53%) of the transactions were inthe 1 to 15 years group. All seven of the agegroups – broken into 5-year periods - sawsales in 2012. The age group 11-15 years andthe 31 years-plus had the most transactionsat 435 (or 20%) each, followed closely by the6-10 years group at 434. This distribution pro-vides clear evidence that the pre-owned busi-ness jets in 2012 are selling across all agegroups, perhaps reducing the premise thatolder aircraft (older than 15 years) are notselling.

Of course, there are many factors to con-sider in analyzing the dynamic pre-ownedmarket, such as length of time to sell; averageasking prices; and cost of maintenance andservice (among others). We also learned fromthe preceding Chart B (top, left) that neweraircraft (1 to 15 years) have accounted for alarger percentage of the ‘For Sale’ aircraft.

Table C (middle, right) is a break out of2012 transactions by country. The U.S still

20 2%

263 or 29%6 to 10 yrs.

259 or 29%11 to 15 yrs.

130 or 15%16 to 20 yrs.

0%

228 or 25%26 plus yrs.

1 to 5 yrs

6 to 10 yrs

11 to 15 yrs

16 to 20 yrs

21 to 25 yrs

26-Plus yrs

40%

Change from2007 to 2012 = +904

60%

Source: JETNET STAR reports; Analysis and Presentation by Chase & Associates

CHART B - CHANGE IN ‘FOR SALE’ FLEET 2007-2012 BY AGE GROUP

2005

2006

2007

2008

2009

2010

2011

2012

0200400600800

10001200140016001800200022002400

Number of Worldwide Full Retail

Sale Transactions

Year

Pre-owned Business Jets

2005 to 2012

Source: GAMA – New; JETNET – Pre-owned Whole & Leases Presentation and Analysis by Chase & Associates

2,182* ’12

2,181 ‘07 1,888

’05 1,539 ‘09

NEW RECORD

* As of Jan. 11, 2013

CHART C - PRE-OWNED BUSINESS JETS FULL RETAIL SALE TRANSACTIONS

WWEIGHT CLASS

## OF RETAIL SALE TRANSACTIONS

22012 22011 DDiff. %% HHeavy 623 554 669 112% HHeavy (35,001+ lbs)

MMedium 577 612 --35 --6% MMedium (20,001 to 35,000 lbs)

LLight 878 823 555 77% LLight (10,001 to 20,000 lbs)

VVLJ 104 100 44 44% VVLJ (-10,001 lbs) TTotal 22,182 22,089 993 44%

Source: JETNET ( As of January 11, 2013 )

TABLE A - TRANSACTIONS (BY WEIGHT CLASS)


JETNET >>KNOW MORE

dominates the world in Pre-Owned transac-tions with 1,384 (or 63%) of the 2012 totaltransactions. This stands to reason with themajority of Pre-Owned business jets residingin the U.S. Also of interest is that the US (plusthe next 14 highest ranked countries for trans-actions accounted for 80% of the full retail saletransactions recorded in 2012.

Finally, Table D (bottom, right) combinesthe For Sale and Full Retail Sale Transactionsby OEM. Of the six OEMs featured, Cessna,Bombardier and Hawker Beechcraft modelsare above the average of 13.4% percent of thetotal fleet ‘For Sale’, and Gulfstream, Falconand Embraer are all below. Further, of the sixleading manufacturers HBC (currently inbankruptcy) is the only OEM showing adecrease in Full Retail Sale Transactions(-5.7%) in 2012 compared to 2011.

SUMMARY 2012 was a success for our industry in manyways, and as we have shared with you in thisarticle the Pre-Owned market continues to bevery active. Now that 2013 is upon us there isrenewed optimism. We hope this trend for thePre-Owned market along with improvementsin the world economy will continue to pushmore new aircraft purchases for 2013.

For now, we continue to observe a buyer’smarket environment with Pre-Owned ‘ForSale’ inventories running at around 13% ofthe total fleet. We will continue to monitor theindustry’s progress and report back in thenext JETNET >>Know More column.

❯ For more information: • Michael Chase is presi-dent of Chase &Associates, and can becontacted at 1628Snowmass Place, Lewisville,TX 75077; Tel: 214-226-9882; Web: www.mdchase.com

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

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


YYear Manufactured AAge

22012 Full Retail Sale

Transactions * %% of Total

1965 - 1982 31 Plus 435 20.0% 1983 -1987 30 yrs. 189 8.7% 1988 -1992 25 Yrs. 175 8.0% 1,030 1993 - 1997 20 Yrs. 231 10.5% 447% 1998 - 2002 15 Yrs. 435 20.0% 553% 2003 - 2007 10 Yrs. 434 19.9% 1,152 2008 - 2012 5 Yrs. 283 12.9%

TOTAL 2,182 100.0%


TABLE B - TRANSACTIONS (BY YEAR OF MANUFACTURE)

WORLD AIRCRAFT SALES MAGAZINE – February 2013 105Advertising Enquiries see Page 8

TABLE C - TRANSACTIONS (BY COUNTRY)

Rank Country Full Retail Sale Transactions

Total

1 United States 1,384 2

Brazil 43 3

Canada

43

4

United Kingdom

42

5

Mexico

38 6

Germany

33 7

Switzerland

32 8

France

23

9

Australia

20

10

Austria

18

11

Venezuela

15

12

Russian Federation

14

13

Italy

13

14

South Africa

13

15 United Arab Emirates

13

Other

TOTAL 1,744

438 20%

2,182 100%

1,384 63%

1,744 80%

Percent of ALL

Transactions


TABLE D - TRANSACTIONS (BY MANUFACTURER)

Manufacturer (OEM)

In Operation Aircraft Full Retail Sale Transactions

Number Total Percent Transactions *

For Sale Aircraft For Sale 2012 2011 Change %

CESSNA 880 6,289 14.0% 756 742 14 1.9%

BOMBARDIER 586 4,152 14.1% 478 435 43 9.9%

HBC 348 2,497 13.9% 329 349 -20 -5.7%

GULFSTREAM 283 2,465 11.5% 278 240 38 15.8%

FALCON 247 2,013 12.3% 213 194 19 9.8%

EMBRAER 61 593 10.3% 53 39 14 35.9%

OTHER 134 888 15.1% 76 90 -14 -15.6%

Total Business Jets 2,539 18,897 13.4% 2,182 2,089 93 4.5%


omposites – plastics, at theirbasic - claim a long and pro-ductive history in aviation.Manufacturers used an earlyPlastic (Bakelite) decades ago,

and the earliest fiberglass compositesshowed up in production aircraft by the late1930s.

Fiberglass/resin composite structuresfirst came into use in the production of air-vent inlets and exits, in the airflow tubing,and in some fairings – parts that benefitedfrom the material’s flexibility, light weight,tensile and bending strength. The path into

primary structures has been a long, ardu-ous, sometimes fractured process.

The first primary composite structurethat history recorded came in the form of acomposite of Phenolic-reinforced paperwhich strengthened and lightened the box-beam main spar for wings for the U.S. ArmyAir Corps’ PT-19 primary trainer back in the1930s. Under an Air Force contract duringthe early war years, planemakers madeplastic aircraft seats from combed and card-ed cotton fibers hardened by impregnatingthe fibers with a blend of urea and poly-ester. But even the most-promising materials

generally start their move into mainstreamalong more-humble positions.

Fairings and streamlining parts, air ventsand gear-door panels – anywhere the mis-sion can be met by lighter materials, com-posites made inroads. But composites as allprimary, secondary and tertiary structureshad to wait for the early 1980s to find theirplace at the table.

Since then the benefits have onlyimproved with each successive generationof composite materials and production tech-nologies. And those advantages underpinthe enduring appeal of composites.


COMPOSITES IN AVIATION

Composites In AviationSlow Acceptance Yields to New Progress.

by Dave Higdon

C

❯

Composites in Aircraft_FinanceSept 22/01/2013 12:11 Page 1

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HOW DO COMPOSITES HELP?The OEM’s interest in applying compositesto their production needs comes as part of anindustry’s long-running tendency to developits own improvements. Beyond the previous-ly noted advantages – the superior strength-to-weight traits – come others.

None work, however, unless compositestructures are designed and manufacturedaccording to their true properties – and noton the basis of comparisons with aluminum(as happened to the Starship). Compared tothe industry’s standard-production alu-minum alloys, composites offer multipleadvantages, including:

• Lighter weight per cubic foot of fuselage space;

• Thanks to the above, more interior spacethan aircraft of the same external dimension made of aluminum;

• Vastly reduced corrosion worries and reduced maintenance;

• Faster repair times when parts are readily available;

• Reduced powerplant requirements for like-size composite airframes (thanks to

their lighter weight);• Lower fuel consumption thanks to those

smaller powerplants relative to the size of the aircraft.

Exotica or other ideas about using com-posites have no bearing on an engineerincreasing application of carbon and otherfibers used in composite materials. Long-term engineers and inventors remain hope-ful for even greater manufacturing efficien-cies than are now available.

THE DOWNSIDE OF COMPOSITESManufacturing aircraft using compositematerials requires equipment, tools andprocesses unneeded by the relativelystraightforward processes of bending,forming and riveting metal parts into fin-ished structures. The chemistry of curingresins and resin-impregnated cloth requiresgreater temperature and climate control,usually that autoclave mentioned earlier,and some form of mold or mandrel overwhich the cloth, honeycomb stiffeningmaterials, and more cloth are placed forcuring in the autoclave.

Structural sections are typicallywrapped in a heat-resistant bag so that theair can be evacuated from the bag beforecuring in the autoclave – that big oven thatcooks parts under added air pressure.

Depending on the type of compositestructure, significant metal may still berequired to bridge certain needs. Landinggears, for example, may mount to load-bearing composite structures while thegear components themselves are all-metalto no-metal used in some fixed-gearaircraft.

Technology like Beech’s Viper machinehelps automate production with the robot’sarm placing resin-impregnated ribbons ofcarbon-fiber tape over a metal mandrel;honeycomb pieces cut and formed specifi-cally for the part come next, by hand, fol-lowed by another layer of robot-placed car-bon tape. Then it’s off the mandrel, bagvacuuming, and into the curing process.

Lacking the Viper technology puts mostcomposite-part making back on the footingof hand-placing cloth pieces cut by a laserknife for its specific position; but otherwinding processes have been developed. ❯


“Compared to the industry’sstandard-production aluminum

alloys, composites offer multiple advantages”


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The result is larger, lighter interiors car-rying passengers more fuel-efficiently, withreduced maintenance needs and a longerlife expectancy. Indeed, Boeing boasts of a20 percent improvement in passenger-milefuel efficiency for its 787 model, thanksmostly to the carbon-fiber airframe – bothits weight benefits and the gains of aerody-namics more readily executed in “plastics.”

THE PROBLEM OF THE STARSHIPThe Starship 2000 still seems somewhatadvanced after all of these years... If ever a

game fell victim to a stacked deck, BeechAircraft Corp’s Starship was one expensivehand to play.

The concept was a novel, but well-con-ceived canard-and-delta-wing planformdesigned to make the Starship a true pilots’aircraft. It would be roomy, quiet, smooth,and offer a cockpit adorned with nearly adozen computer screens. This truly was anairplane for the future. Yet the cascading ofits hurdles doomed the airplane with delayafter delay – and each delay seemed to rein-troduce a problem previously resolved.

The issues circled repeatedly: FAA doubts

about structures? Beef up the structures.Beefing up structures increases weight, cut-ting into range… so increase fuel supply.Increased fuel supply cuts into useful load,climb and speed… And thus the tail-chasecontinued. Each step required more structurethat added more weight, needing more fuelto offset and more power to overcome - andwith every addition more hand labor wasneeded. The carbon-fiber cloths were placedby hand inside female molds before beingbrushed with the hardening resin, vacuumbagged and baked in an autoclave.

In the end, Beech won certification but notuntil it lost years of lead-time to a new gener-ation of competitively priced light jets thatflew faster on comparable fuel. Costs grew,orders vanished – but the airplane won ravereviews from pilots and passengers alike.

In the end, Beech built only 50 units beforenot only ending the program but ending sup-port and then aggressively pursuing owner-ship of all 50 airplanes. The actual numberstill flying is disputed, but at its highest nomore than four are still out there. Theremainder of the fleet was quite literallyscrapped…

DOWNSCALE THEN UPSCALEThe Starship experience landed far short ofan ideal threshold for introduction into cer-tificated composite airframes. Still the avia-tion industry remained enamored of (if notwedded to) making composites the materialof choice. As Beech closed its Starship chap-ter it was already designing a pair of air-frames with composite fuselages – with awholesale makeover of the manufacturingprocess.

Elsewhere in the aviation strata a newdesign vied to become the composite

groundbreaker in the piston-airplane market,widely seen as the segment with the greatestsales potential in units, if not in dollars. Alanand Dale Klapmeier at Cirrus Aircraft shiftedtheir sights toward manufacturing a certifi-cated piston single, the Cirrus SR20, whileanother kit-maker followed that lead andLancair refocused its efforts on the Lancair350 (today, the Cessna Corvalis).

When Raytheon Aircraft succeeded Beech,it resumed composite-aircraft manufacturingwith the Premier I and Hawker Horizon.Both models employed equipment originallyacquired to produce the futuristic propjet - ❯


“It would be roomy, quiet,smooth, and offer a cockpitadorned with nearly a dozencomputer screens. This trulywas an airplane for the future.” BEECH STARSHIP


Heliasset_FullPage-205x270_WAS0213_print.pdf 1 18/01/13 17:23


most importantly the re-tasked plant build-ing and its huge autoclave. Those facilitiessupported a new manufacturing technologyknown as “tow winding” in the fuselage pro-duction nearby that autoclave installed in theoriginal Starship plant.

Again, for reasons related less to thematerials than other issues, none of thesefour came to market on-time or on-budget.Cessna acquired a bankrupt Columbia in2009 and relocated production to Kansas;Cirrus successfully launched the SR20, thenthe SR22 and enjoyed strong sales, but it stillstruggled with business and financial issuesthat ultimately led to the company’s refi-nance by a Middle East firm, Arcapita, whichin turn sold out to Government of thePeople's Republic of China through itsAviation Industry Corporation of China(AVIC), with CAIGA the managing sub-sidiary. Neither of the new Raytheon jets sur-

vived the aftermath of the bankruptcyHawker Beechcraft Corp. filed for.

OF BOEINGS, AND FALCONS, ANDLEARJETS, AND…In the intervening years more mainstreamplanemakers have continued to embrace thismost-flexible of building materials for com-mercial and business aircraft. Today, howev-er, the question more frequently arises: Part-composite, or all-composite?

For its part, Dassault started incorporat-ing composites into its business jets back in1979. In the 1980s, Dassault engineers intro-duced a new carbon composite/cast titaniumstructure for the horizontal stabilizer on allFalcon models, an innovation that uses one-tenth of the parts and one third of the quanti-ty of fasteners but produces an assemblythat’s stronger, lighter and less expensive to produce, and easier to maintain than a

conventional aluminum airfoil.Consider the advances since then, and

since the Starship: The Airbus A380; Boeing787; HondaJet; Learjet 85 – and more to come,Cirrus’ SJ50 and Diamond’s D-Jet included.The A380 and 787 both sport majority-com-posite airframes, fuselages and wings, andditto for the Learjet 85 which is due for firstflight and possible delivery this year.

The HondaJet sports a composite fuselagewhich, with the help of its novel above-the-wing strut-mounted engines, delivers signifi-cantly more passenger space than any otherdesign in its class of light jets. The Spectrumjets are also designed around the best ofcomposite traits. The trend toward morecomposites only seems set to continue.❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


“The trend toward more composites only seems set to continue.”




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Jet Affiliates January_Layout 1 17/12/2012 15:30 Page 1


❯

Asia Pacific Overview

DEVELOPING MARKETS - ASIA PACIFIC

CESSNA WAS HIGHLY ACTIVE IN CHINA DURING 2012

by Mike Vines

usiness Aviation news fromChina continues to grab theheadlines. Over the last fewmonths western OEMs havebeen inking significant partner-

ships with China-owned aviation entities,not only in supporting existing aircraft, butsetting up new business assembly lines inChina.

The Cessna Aircraft Company was themost active in 2012 with announcements thatit plans to assemble four of its aircraft typesin China. Stemming from strategic partner-

ship agreements signed last year, Cessna hashooked up with China Aviation IndustryGeneral Aircraft Company Ltd. (CAIGA) toconduct final assembly of Cessna Caravanutility turboprop aircraft there for theChinese market.

“As the largest General Aviation companyin the world, Cessna’s relationship withCAIGA taps into what is expected to be thehighest growth aviation market during thecoming decade,” said Cessna. The joint ven-ture contract also contemplates the possibili-ty of designing and assembling new models

of utility turboprop aircraft in the future.Cessna’s Wichita operation will provide

components, parts manufacturing and sub-assemblies. The Shijiazhuang facility willconduct final assembly, painting, testing,interior installation, customization, flighttesting and delivery to in-country customers.The plant will have a capacity of 30 aircraftper year with assembly starting this year.

Cessna’s Citation XLS+ will be assembledin Zhuhai with first delivery penciled for late2013/early 2014 for Chinese customers. TheCitation Latitude (due for certification in

B

Asia Pacific Overview

Global Markets Feb13_Gil WolinNov06 22/01/2013 11:17 Page 1


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The extremely remote nature of Skytraders’ operation in Antarctica,cause an unusual level of focus on engineering integrity andoperational reliability.

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2015) and Sovereign will be produced inChengdu in partnership with the ChengduCity Government and AVIC AviationTechniques (AAT). The aspiration is to devel-op the AAT relationship further to includethe joint development and production of anew and larger business jet in the nearfuture.

OTHER FIXED-WING IN CHINADassault Falcon has established a new sub-sidiary, Dassault Falcon Business Services(Beijing) Co. Ltd. which will establish aregional customer service headquarters,starting early this year. It will be staffed bylocal specialists experienced in receiving andprocessing spare part orders, warranty andFalconCare claims. The office will also over-see four field technical representatives basedin Greater China. At least two type-ratedFalcon pilots will be based there to providejump-seat support to new and existingFalcon customers.

Further, CAIGA has selected GEAviation’s new H85 turboprop engine topower its Primus 150 five-seat light single-engine pressurized turboprop business air-craft with a carbon fiber composite airframe.This is the first application for the H85 turbo-prop engine which is awaiting certificationfrom EASA. CAIGA acquired US-basedCirrus and possesses a world-class generalaircraft industry chain, with five majorindustry bases in Zhuhai, Guizhou,

Shijiazhuang, Jingmen and Shenzhen.Elsewhere, Embraer Executive Jets has

booked 28 firm orders and five options for itsjets from Chinese customers. Its latestBusiness Aviation market outlook predicts atotal demand for 650 business aircraft by theyear 2022, with a total value of $24 billion,representing 9% of the world deliveries’value. Today China has a fleet of 267 execu-tive jets, 77% of which are super mid-size toultra-large jets.

Further data shows the annual growthrate of China’s high net worth individuals(with investable assets over 10 million RMB)stayed at 25% over the past five years. Inaddition the latest Hurun Report, the authori-ty monitoring the wealthy in China, indicatesbillionaires (in RMB) in China increased by87% in 2012 year-on-year.

ExecuJet Haite Aviation Services ChinaCo. Ltd. has become an Embraer AuthorizedService Centre covering the Asia region.ExecuJet Haite will offer maintenance sup-port for Legacy 600/650 and Lineage 1000aircraft. ExecuJet Haite has also become aline maintenance facility withinBombardier’s Authorized Service Facilitynetwork.

Piaggio Aero has delivered its first P.180Avanti II to a Chinese customer through itsexclusive dealer for China, CAEA (Beijing)Aviation Investment Co., Ltd. This first air-craft was ordered by Free Sky Aviation ofBeijing and was joined by a second inDecember. Free Sky Aviation is offering anexclusive private aircraft club program forthese aircraft.

And Germany’s Hahn Air has signed anMoU with China’s (and Asia’s) largest busi-ness jet operator Deer Jet. The agreementconnects Deer Jet’s 80+ owned and managedbusiness jet fleet with Hahn Air’s worldwidetravel booking network. This operation isdue to start in either late 2013 or early 2014.Hahn Air currently provides travel on 260major scheduled airlines through 90,000 trav-el agents in 190 countries. The advantage forcustomers will be a single integrated ticket

which incorporates commercial airline fares,business jet connection as well as hotel limopick-up.

HELIS IN CHINAWestern helicopter OEMs are also veryactive, mainly in supplying offshore supportaircraft and law enforcement machines - butwith the promise of freeing-up more lowerairspace for civil helicopters, a flood of VIPand tourist site-seeing is expected to growthe current fleet of 300 to over 1,000 by 2020.

Bell Helicopter is investing heavily withChinese partners to meet the growingdemand. “According to recent forecasts,China is poised to become one of the largestrotorcraft markets in the world,” JohnGarrison, President and CEO of BellHelicopter observed. “Our focus in China isto expand our infrastructure and supportnetwork as the infrastructure, needs and regulatory environment evolve.” (In the last12 months alone Bell Helicopter has doubledits Chinese fleet to 48 helicopters.)

Accordingly, Bell has appointed ShanghaiKingwing General Aviation Co. Ltd. andH&P General Aviation Services Co. Ltd. asauthorized customer service facilities.Kingwing provides charter, training, leasing

JEAN MICHEL JACOB, GENERAL MANAGER, DASSAULTFALCON BUSINESS SERVICES (BEIJING)

PIAGGIO AVANTI GALLOPS INTO CHINA

❯

...with the promise of freeing-up more

lower airspace for civil helicopters, a flood of VIP and tourist

site-seeing is expected to grow the current fleet of 300 to over

1,000 by 2020.


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AvBuyer 205x270_Mise en page 1 18/01/13 08:56 Page1


overhaul and operational management fromfive bases in Eastern China and is approvedto perform field maintenance on the Bell 429.“It is our hope that, long-term, we can pro-vide maintenance services for all Bell heli-copters operating in China,” outlined ZouJian Gou, Chairman of Kingwing. H&PGeneral Aviation Service Co. Ltd. ofGuangzhou can perform field maintenanceon Bell 407s, and is located at the GuangzhouCivil Aviation College which was recentlyappointed a Bell Helicopter authorized main-tenance training facility.

Eurocopter, the largest supplier of civilhelicopters to the Chinese market, forecaststhat the number of aircraft in this categorywill more than triple by 2020. The currentfleet stands at around 300 of which 140 havebeen supplied by Eurocopter over the years.It already has seven customer support cen-ters in Mainland China, and one of its threeglobal logistics bases is in Hong Kong, whileits new completion facility at Tianjin will fitout single and twin-engine Ecureuils.

Another OEM that has strengthenedChinese interests is Enstrom. ChongqingHelicopter Investment Co., Ltd (CQHIC),located in Chongqing, China has acquiredEnstrom. CQHIC is focused on helpingEnstrom expand its reach into China and therest of the world. “This is a major step inmoving Enstrom to a new level,” announcedEnstrom President Jerry Mullins. “It will pro-vide Enstrom with the needed resources toenhance marketing efforts in China andaround the world. This strong ownershipwill allow further growth of our business inMenominee, Michigan to meet the demandsof the increasing markets around the world,especially Asia.”

Meanwhile, the Zhuhai HelicopterCompany has ordered two more Sikorsky S-

92s (delivery this year) bringing its total tofive of the type, while the Ruili JingchengGroup of China has ordered one S-92 heli-copter and one S-76D helicopter, markingSikorsky’s first S-92 helicopter sale to a pri-vate Chinese operator and the first everSikorsky S-76D helicopter sale into China.Sikorsky Aircraft and Avion Pacific Ltd. (thesole independent representative for Sikorskyhelicopters in China) have sold around 40helicopters into China over the last 15 years.

Finally, AgustaWestland has deliveredtwo VIP configured AW139s to China’sQuinghai Province. One is fitted with aunique mixed VIP-utility configuration (to beoperated in Gulmud, Qinghai province,Western China), and the second will be oper-ated in Chengdu, Sichuan province,Southwest China.

AROUND THE REGIONHongkong Jet has added a fourth ACJ toits managed aircraft fleet, and claims to bethe largest operator of Airbus CorporateJets in the region. The company’s remark-able expansion has seen 12 aircraft addedto its operation within the last year. Thecompany has also rapidly developed itsmaintenance capabilities and AOG sup-port, covering maintenance on aircraft reg-istered in Mainland China, Hong Kong,Macau, the Cayman Islands, Bermuda,Singapore and Canada.

In Singapore Bell Helicopter has deliv-ered the first Bell 429 from its newSingapore facility at Seletar Airport. Thecorporate-configured 429 was delivered toPT Whitesky Aviation in Jakarta,Indonesia. This takes PT WhiteskyAviation’s fleet to five - two 429s and three407s. The 429 is equipped with a 7,500increased gross weight (IGW) kit in antici-pation of pending IGW approval inIndonesia which essentially doubles therange and permits operators to equip theaircraft with safety enhancements such asthe Helicopter Terrain Awareness WarningSystem (HTAWS).

In Japan AgustaWestland has appointedMitsui Bussan Aerospace (MBA) as its offi-cial distributor for AW169 helicoptersthere. The agreement includes a commit-ment to sell 20 AW169s into the Japanesemarket. With three prototypes already fly-ing and a fourth planned in 2013, theAW169 is on schedule to achieve certifica-tion in 2014.❯ Do you have any questions or opinions on the abovetopic? Get them answered/published in World AircraftSales Magazine. Email feedback to: [email protected]


AGUSTAWESTLAND AW139

BELL 429


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The tables (right) reflect business aircraft ac-tivity data for December 1-31, 2012 vs. No-vember 1-30, 2012 and December 1-31, 2012vs. December 1-31, 2011 respectively. Afterposting a -2.3% loss in November, businessaircraft flying decreased again last monthversus a year ago – this time by -2% accord-ing to TRAQPak data.

These results again were partiallyweighed down by the temporary shutdownof Avantair’s turboprop flight operationsduring the fourth quarter. Results by opera-tional category were mostly negative inDecember with the exception of Part 135 ac-tivity, “finishing strong” with a year-over-year increase of 8.8%. Notably, this marksthe third consecutive monthly increase forthe charter segment, which took the biggesthit of all operational categories since 2010.

Part 91 flying last month was down-5.7% from a year ago and fractional flyingfell by -9.2%. By aircraft categories, only

large-cabin jet activityposted a gain, risingby a mere 0.3% year-over-year. Midsize jetflying remained un-changed from a yearago, while light jetsand turboprops postedlosses of -1.4% and-4.8%, respectively.

Among market seg-ments, Part 135 mid-size jets posted thebiggest year-over-yearincrease, climbing13.9%. Fractional tur-boprops recorded thelargest decline, falling-16.1% from a yearago, driven down bythe after-effects of thegrounding at Avantair.

Business Aircraft ActivityDecember 2012 vs. November 2012

-12.3%

-11.3%

-10.3%

-9.2%

-11.2%

2.6%

-5.2%

-2.0%

-9.3%

-2.2%

37.4%

-7.4%

-6.2%

8.1%

0.1%

-5.3%

-8.8%

-6.8%

-7.3%

-6.9%

Part 91 Part 135 Fractional All

Turbo Prop

Small Cabin Jet

Mid-Size Cabin Jet

Large Cabin Jet

All Aircraft Combined

Source: TRAQPak © 2013 ARGUS International, Inc +1 513.852.1010

Business Aircraft ActivityDecember 2012 vs. December 2011

-8.9%

-6.4%

-1.5%

-1.6%

-5.7%

6.3%

8.8%

13.9%

5.6%

8.8%

-16.1%

-4.7%

-9.7%

-2.3%

-9.2%

-4.8%

-1.4%

0.0%

0.3%

-2.0%

Part 91 Part 135 Fractional All

Turbo Prop

Small Cabin Jet

Mid-Size Cabin Jet

Large Cabin Jet

All Aircraft Combined

Source: TRAQPak © 2013 ARGUS International, Inc +1 513.852.1010

TRAQPak

TRAQPak

A 5% increase in business jet deliveries for2013 is predicted in JP Morgan’s latestmonthly business jet report, which predictsthat 627 business jets (excluding very light jets)will be shipped this year, compared with anestimated 596 deliveries for 2012.

An accurate total for 2012 will only beknown when all the manufacturers reporttheir figures over the coming weeks. If Q4sales intake at Bombardier is any indication,2013 could be a good sales year for business jetmanufacturers, JP Morgan outlines. Bom-bardier “generated strong order volume in thefourth quarter,” reporting orders for 124 busi-ness jets, boosted by 56 Globals from VistaJet.“But the book-to-bill ratio was 1.13:1, evenafter netting these [VistaJet orders] out.

“We believe Learjet orders perked up andwill be eager to see whether the fourth quartershored up the near-term outlook for Chal-lengers,” JP Morgan added. Bombardier willreport its earnings shortly.

Used inventories fell 20 bps in December.Used inventory of in-production models was10.6%. Inventories have moved in a tightrange this year and finished 2012 down only20 bps from 2011. Heavy jets stabilised in De-cember after a weak November, falling 10 bps,and Medium jet performance was strongestwith a 70 bp decline, while Light jets were up10 bps. ‘Toddler and pre-K’ fleet inventories(aircraft 0-5 years old) increased 20 bps to anestimated 7.9% in November, which was a 100bp year-over-year increase and a negative sig-nal for new jet demand.

Among JP Morgan’s key observations werethe following:

• Average asking price was flattish month-over-month in November.

• Prices were down 9% year-over-year, however, and fell sequentially in eight of 12 months last year.

• Heavy jet prices were up 0.5%

sequentially, while Medium jet prices fell 2.0% and Light jet prices were down -0.2%.

Ultimately, JP Morgan concludes that usedpricing is a key indicator of new jet demand,and believes it will be a more coincident indi-cator of a recovery than inventory.


Market Indicators

▼

.

.

ARGUS View

Market Indicators - February 2013 / More from www.argus.aero

JP Morgan View

Market Indicators - February 2013 / More from www.jpmorgan.com

MarketIndicators Feb13_Layout 1 22/01/2013 11:53 Page 1

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JetNet February 21/01/2013 17:45 Page 1


Market Indicators 2

JETNET View

/ More from www.jetnet.comMarket Indicators - February 2013

JETNET has released November 2012 versusNovember 2011, and November 2012 and2011 year-to-date (YTD) results for the pre-owned business jet, business turboprop andhelicopter markets. Highlighted in the Tableare key worldwide trends across all pre-owned aircraft market sectors, comparingNovember 2012 to November 2011 as well asNovember 2012 YTD numbers. The Fleet ‘ForSale’ percentages for all market sectors weredown in the November comparisons, withthe largest drop in business turboprops, to8.5% from 9.9% in November 2011.

For Sale inventories continue to decline:• Business jets for sale were at 13.6%

(down 0.4 from 14.0%)• Business turboprops for sale were at

8.5% (down 1.4 from 9.9%)• Turbine helicopters for sale were at 6.2%

(down 0.6 from 6.8%)• Piston helicopters for sale were at 6.1%

(down 0.2 from 6.3%)

Full Sale Transactions had mixed results:• Business jets were up (5.7%)• Business turboprops were down (-4.4%)• Both turbine (-1.6%) and piston (-4.9%)

helicopters were down

Average Days on Market at very high levels:• All market sectors have shown increases

in Average Days on Market YTD throughNovember 2012, except business jets which took the same number of days on average to sell. Piston helicopters took more than a month (37 days) longer to sell than a year ago

Average Asking Prices showed mixed results:• Business jets (+1.8%), business

turboprops (+1.5%), and turbine helicop-ters (+12.0%) increased

• Piston helicopters (-0.4%) decreased

November 2012 YTD SummaryBusiness jets are on a positive pace in 2012,with 5.7% growth YTD in November 2012 inthe pre-owned full retail sale transactionsand a 1.8% increase in average asking pricecompared to the same period in 2011. How-ever, other market sectors are not showingsimilar results.

Other pre-owned aircraft are showing de-creasing sale transactions, are taking longerto sell on average, and are at much greateraverage asking prices compared to the same2011 period.

Significant is the double-digit increase inturbine helicopter average asking price.While price increases were evident across theboard for all models in this segment in 2012,there were also several models sold withvery high asking prices (asking prices ex-

ceedingly higher than those of the typicalhelicopter on the market).

GOOD NEWSReal gross domestic product, the output ofgoods and services produced by labor andproperty located in the United States in-creased at an annual rate of 3.1% in the thirdquarter of 2012 (that is, from the secondquarter to the third quarter), according to the"third" estimate released by the Bureau ofEconomic Analysis. In the second quarter of2012, real GDP increased 1.3% and matchedthe exact same percentage, 1.3%, reported inthe 3rd quarter 2011. The “third” estimate ofthe U.S. GDP is welcome news, and the firsttime in 2012 that the GDP has exceeded the3.0% growth mark (when Business Aviationdoes well).

WORLDWIDE TRENDS Business Aircraft Helicopters

NOVEMBER

2,561

13.6%

14.0%

(-0.4)pt

1,976

373

$4.548

5.7%

0

1.8%

1,171

8.5%

9.9%

(-1.4)pt

1,217

343

$1.325

-4.4%

13

1.5%

1,165

6.2%

6.8%

(-0.6)pt

1,167

435

$1.427

-1.6%

21

12.0%

573

6.1%

6.3%

(-0.2)pt

870

349

$225

-4.9%

37

-0.4%

Jets Turbos Turbine Piston

For Sale

Fleet % For Sale 2012

Fleet % For Sale 2011

% Change For Sale

January to November 2012

Full Sale Transactions

Avg. Days on Market

Avg. Asking Price - $USD M

YTD January to November 2012 vs 2011

Change - Transactions

Change - Days on Market

Change - Asking Price

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MarketIndicators Feb13_Layout 1 22/01/2013 11:54 Page 2

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328 Group is expanding its service offer-ing with the purchase of the UK Biggin HillMaintenance Service Centre formerly ownedby Jet Aviation. The new company will benamed JETS (Biggin Hill) Ltd. 328 Group in-cludes the Germany-based company 328Support Services GmbH (the Type Certifi-cate owner for the Dornier 328), locatednear Munich and Jet Engineering TechnicalSupport Ltd at Bournemouth airport./ More from www.328.eu

Banyan Air Service based at Fort Laud-erdale Executive Airport recently completedthe second of two Bombardier Challenger604 aircraft with the Aircell AGT-4000Gogo inflight internet system. One of theinstallations included the Aircell Axxess twochannel Iridium system, while both aircraftwere certified for Wi-Fi in the cabin. Theavionics installation was done at the cus-tomer’s maintenance base during a mini-mum maintenance inspection.

“Connectivity continues to be the hottestproduct in the avionics industry,” said BrianWilson, Banyan’s director of avionics. “Todaypassengers are demanding Wi-Fi in thecabin and while some charter operatorswere quick to see the competitive edge ofhaving Wi-Fi onboard; others are now racing to catch up so that their aircraft arenot left sitting on the tarmac.”/ More from www.banyanair.com/avionics

Embraer’s Legacy 600/650 programrecently reached a significant milestone withthe delivery of the 200th aircraft of theLegacy family, a Legacy 650 large executivejet, to China’s Minsheng Financial LeasingCo., Ltd. This was one of the 13 Legacy650s ordered by MSFL in October 2011,and will be used by an anonymous Chinesecustomer. As one of the largest financial in-stitutions providing executive jet leasingservices in China, MSFL ordered three Line-age 1000 ultra-large executive jets as well./ More from www.embraerexecutivejets.com

Gama Aviation has announced major en-hancements to its safety and security capabilities with the introduction of its newSMS initiative. Pre-empting Business Avia-tion regulatory requirements, Gama’s invest-ment in its SMS initiative is aimed at furtherenhancing the levels of both safety and service delivery. ▼

Cessna’s Citation M2has commenced its ini-tial production run in thecompany's Independ-ence, Kansas facility.The front and aft cabinassemblies for the lightbusiness jet are built atCessna's Wichita,Kansas facility and arethen transported to In-dependence for final as-sembly and delivery.

Unit 800 is slated fordemonstrator purposes,and is expected to rolloff the assembly linethis April. Lily English,General Manager ofCessna's IndependencePlant, says the produc-tion start is a rewardingmoment that possessesits own challenges andbenefits. "It's great tosee production begin,and see a product takeshape. The team-mem-bers are ready, andthey're thrilled to be apart of bringing the M2to customers."

The M2 is on track forcertification in the sec-ond quarter of 2013, andit features the GarminG3000 avionics suite,and has space for sixpassengers and a pri-

vate lavatory. The com-pany claims the M2 isfaster than many com-parable airplanes. It hasbeen designed with afaster climb-rate inmind, along with theoffer of strong value atthe entry segment.

Meanwhile, the GrandCaravan EX has earnedFAA Type Certificationand has outperformedinitial targets. Poweredby the new Pratt & Whit-ney Canada PT6A-140engine, today's GrandCaravan EX boasts a 38percent improvement inthe rate of climb of theGrand Caravan - a figurewhich exceeds the origi-nal 20 percent improve-ment projection. The

Caravan EX is the latestexample of Cessna's ef-forts to bring new prod-ucts to customers.

Overseas, CessnaAircraft has entered intoa joint venture contractwith China Aviation In-dustry General AircraftCompany Ltd., (CAIGA(through CAIGA SouthChina Aircraft IndustryCo., Ltd.)), in accordancewith their previously an-nounced strategicagreement, for the for-mation of a joint venturecompany to conductfinal assembly ofCessna Citation XLS+aircraft in China for theChinese market./ More information fromwww.cessna.com

CESSNA CITATION M2 IN PRODUCTION

NEWS IN BRIEF

Meanwhile, Gama announced that itsBombardier Challenger aircraft fleet are thefirst corporate jet aircraft worldwide to beequipped with the fully certified Gama InfantSafety Seat. The seats will be available free ofcharge for use by charter clients. The SafetySeat which is manufactured by Gama Engi-neering Ltd (Fairoaks, UK) is already in serv-ice with long-haul airlines Virgin Atlantic andCathay Pacific. The Seat is the world’s firstchild seat certificated for taxi, take-offs andlandings on numerous business jet marques./ More from www.gamagroup.com

CESSNA CITATION M2

BizAv Round-Up 02.13

GAMA INFANT SAFETY SEAT

BusAviationNewsFeb12_Layout 1 23/01/2013 10:38 Page 1

NBAA Air Traffic Services will soonunveil a new web-based educational initiativedesigned to improve the timeliness and accu-racy of flight plans filed by aircraft operators.The new FileSmart campaign will highlight for operators the ways they can reduce theimpact of air traffic delays to their operations by modifying their flight planning processes,while providing air traffic controllers with more timely and accurate flight plan "intent"information./ More from (email) [email protected]; orwww.nbaa.org

Sierra Industries, long-time South Texasaircraft center, is poised to support HBC cus-tomers across the south central UnitedStates. In November, Sierra added a newmaintenance facility at San Antonio Interna-tional Airport (KSAT). The company says “forregional HBC aircraft owners, the proximity ofan experienced maintenance and upgradeshop like Sierra provides an attractive, afford-

able alternative to the few remaining HBCfactory service centers”./ More from www.sijet.com

Universal Avionics’ Dan Reida, Vice President of Sales, Market-ing and Support, has announced that thecompany will open a new satellite office inSingapore, slated to open during the firstquarter of 2013.

The Asia Pacific office will further sup-port Universal’s significant customer base inareas including Thailand, Japan and Aus-tralia, where numerous flight deck retrofitprojects are in work. Additionally, the AsiaPacific Office will be a dedicated sales andsupport base with local representatives thatcan provide faster onsite assistance for cus-tomers and partners in the region. This of-fice will support the numerous flight deckretrofit and OEM projects in work in theregion./ More from www.uasc.com


Gulfstream plans to increase employmentat its Appleton, Wisconsin, facility by approxi-mately 100 positions in the next year to sup-port growing volume in completions work forGulfstream large-cabin aircraft, including therecently certified G650. The site currently hasapproximately 725 employees, includingnearly 425 technicians./ More from www.gulfstream.com

Jeppesen upgraded its Mobile FliteDeckiPad app, which now allows route planningdata to be seamlessly transferred betweenmobile devices and installed avionics. Thenew route planning solution synchronizes aniPad running Mobile FliteDeck with certifiedpanel-mount avionics through the AspenAvionics Connected Panel communicationnetwork. GPS-derived own-ship position datacan also be transferred through the AspenAvionics gateway to Mobile FliteDeck on aniPad to show positioning on Jeppesen airportdiagrams and en route charts./ More from www.jeppesen.com

NasJet signed a deal with FlightSafety toprovide NasJet pilots with the latest in state-of-the-art aviation training. Headquartered inRiyadh, Saudia Arabia, NasJet is the luxuryprivate aviation carrier operated by NAS Hold-ings, with a managed fleet of 65 aircraft. Nas-Jet is the only operator in the Middle Eastoffering a complete range of services includ-ing aircraft sales, completions, management,flight support, fractional and charter. Flying anelite group of clients to destinations acrossthe globe, on demand, NasJet currently em-ploys over 300 aviation experts of which 120are full-time pilots./ More from www.nasjet.com.sa

▼

Innotech-Execaire Avia-tion Group, part of theI.M.P Group of Canadahas opened its first Inter-national Sales Office atLondon Stansted Airport,UK. The office, located inthe new FBO facility ofInflite – The Jet Centre,

will promote and developthe current Innotech-Exe-caire Aviation Group ac-tivities of aircraft salesand acquisitions, aircraftmanagement and GlobalExpress aircraft seriescompletions, Maintenanceand Refurbishment.

Andrew Pearce, Regionaldirector aircraft sales,commented, “Our inter-national business is already well establishedand is showing contin-ued, steady growth”./ More information from www.innotech-execaire.com

INNOTECH SPREADSWINGS TO STANSTED

BizAv Round-Up 2

Left to Right: S. Sabry FlightSafety Regional Marketing Man-ager, Bruce N. Whitman FlightSafety President & CEO, JamesDailey NasJet Chief Operating Officer and David DavenportFlightSafety Senior Vice President.


TUESDAY, MAY 21; WEDNESDAY, MAY 22;& THURSDAY, MAY 23, 2013Palexpo and Geneva International AirportGeneva, Switzerland

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Paul Adams - Effective immediately, Adams is the new COO atPratt & Whitney. As COO, Adams will lead a unified operationsstrategy across all Pratt & Whitney business units to ensure thereadiness of the company's global supply chain.

Steve Cass - Gulfstream recently named Cass vice president,Communications. He will oversee internal and external communica-tions at Gulfstream, reporting to Scott Neal, senior vice president,Sales and Marketing. Cass originally joined Gulfstream in 1992.

Jim Christiansen - Joined FlightSafety International as vicepresident, International Business Development. Christiansen willlead FlightSafety’s on-going efforts to increase the support it pro-vides to customers who live outside of the United States.

Michael DiGeorge – Is appointed managing director of theAsia Pacific Division of ARINC. Based in Singapore, DiGeorge wasformerly senior director for E-enabled Programs based in ARINC’sHong Kong office.

David Elam - West Star Aviation recently announced the hiringof David Elam as Northeast Regional sales manager.

James Funk – Was appointed vice president of operations atPiper Aircraft. His responsibilities cover aircraft manufacturing op-erations, production engineering, logistics and quality.

Richard W. Hildenbrand - Avjet Corporation, a leading inter-national provider of aircraft charter, sales and management solu-tions, has promoted Hildenbrand to the office of president. Hejoined Avjet in 1995 as director of aircraft management and waspromoted in 2006 to executive vice president.

Eric Hinson - Has been named president of Florida-based pri-vately owned company SimCom. Most recently, Hinson was execu-tive vice president at training provider FlightSafety International.

BizAv Arrivals & Events 3

BizAv Events 2013

Events in RED indicate Business Aviation related. If you would like your event included in our calendar email: [email protected]

Mark H. Lefever - Moves to the Chief Operating Officer posi-tion at Avjet Corporation, a leading international provider of aircraftcharter, sales and management solutions. Lefever was hired in1989 as Avjet's executive vice president and became a partner inthe company.

Sean McGeough – Is now president of Business Aviation re-manufacturer Nextant Aerospace. McGeough most recently servedas president, Europe, Middle East, Africa and Asia Pacific forHawker Beechcraft, overseeing the company’s sales activities in theregion.

Doug Meador – Was named president of BBA Aviation sub-sidiary Dallas Airmotive. The eight-year company veteran has beenCFO there since June 2005.

Doug Nichols – Previously COO of Aerodynamic technologycompany Aerion Corporation, will now serve as CEO, joining theboard of directors with immediate effect.

Joan Pompa – Is the new Interior Refurbishment sales managerat West Star Aviation’s Grand Junction (GJT) location. In her newposition, Pompa will be responsible for providing design and salessupport to West Star customers who are interested in upgrading orredesigning their aircraft interiors.

Craig Smith – Was appointed manager of aircraft sales forBlackhawk Modification’s newly formed aircraft sales department.Blackhawk will be offering brokerage services to owners of allCessna Caravan, Piper Cheyenne, Cessna Conquest andBeechcraft King Air aircraft.

Eric Trappier – is the new chairman and CEO at Dassault Aviation. He succeeds Charles Edelstenne who retired recently.Trappier joined Dassault in 1984 and spent most of his career onthe military side of its business.

Steve Cass Michael DiGeorge David Elam Sean McGeough Joan Pompa Craig Smith Eric Trappier

NBAA: AIRCRAFT REGISTRATION CONFERENCE Feb 7 – 8 Bonita Springs, FL, USA / www.nbaa.orgNBAA: LEADERSHIP CONFERENCE Feb 12 – 13 Austin, TX, USA / www.nbaa.orgINDIAN BUSINESS AVIATION EXPO Feb 19 – 20 Delhi, India / www.miuevents.comAVIONICS EUROPE Feb 20 - 21 Munich, Germany / www.avionics-event.comAUSTRALIAN INT’L AIRSHOW – AVALON Feb 26 – Mar 3 Geelong, Victoria, Australia / www.airshow.net.auNBAA: BUSINESS AVIATION REG FORUM Feb 28 Long Beach, CA, USA / www.nbaa.orgOPPORTUNITIES IN BUSINESS JETS Mar 4 Malta / www.quaynote.comHAI HELI-EXPO Mar 4 - 7 Las Vegas, NV, USA / www.rotor.com/heliexpoNBAA: INTERNATIONAL OPERATORS CONF Mar 4 – 7 San Diego, CA, USA / www.nbaa.orgABU DHABI AIR EXPO Mar 5 - 7 Abu Dhabi, UAE / www.adairexpo.comINT’L GENERAL AVIATION INDIA Mar 7 - 10 Ahmedabad, India / www.biztradeshows.comBBGA ANNUAL CONFERENCE Mar 12 St. Albans, Herts, UK / www.bbga.aeroCYGNUS AVIATION EXPO Mar 12 - 14 Las Vegas, NV, USA / www.cygnusaviationexpo.com


WE HELP AVIATION SALES PROFESSIONALS

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1998 Gulfstream IVSP1998 Gulfstream IVSP1998 Gulfstream IVSP

Tel: +1 805-548-1310Cell: +1 805-801-5047Fax: +1 805-888-2818E-mail: [email protected]

www.acijet.com

1998 Gulfstream IVSP

TTAF: 5913.4 hrsLandings Since New: 2809Engine: Left RightTotal Time Since New: 5618.7 5530.5Total Cycles Since New: 2721 2685Hours Since Mid-Life: 2200.6 2112.6

APU:Total Time Since New: 3557.0 Hours Since Hot Section: 230.0Landing Gear Inspection Completed on 11/11/2011

by Gulfstream Aerospace4/23/3008, Dallas Airmotive, Dallas, TXRolls-Royce Corporate CareOn MSG-3 Maintenance PlanHoneywell GTCP36-100 APU on MSP Maintenance PlanWiFi equippedForward and Aft lavatoriesTriple Honeywell Laseref II IRSTriple Honeywell NZ-2000 FMS Flight Management

Systems with Dual 12-Channel GPSHoneywell GEC-2020 HUDHoneywell SAT-AFIS Satellite Airborne Flight Information

System with Cockpit PrinterExterior, 2005, Gulfstream Aerospace, Appleton, WisconsinInterior, 2007, Gulfstream Aerospace, Appleton, Wisconsin

Aviation Consultants, Inc. William R. Borgsmiller, President. 945 Airport Drive San Luis Obispo, CA 93401

Fully Equipped GIVSP with Corporate Care Price: Make Offer

ACI February_Guardian Jet Chall 1076 oct 22/01/2013 16:01 Page 1

Serial Number: 525-0528Registration: N716SNAirframe TT: 1982.3Landings: 1656

• Collins ProLine 3 Display• Dual Garman 530s• Cessna ProParts• TAP Elite• Low Time!

Beautiful aircraftNo damage history

EnginesWilliams International FJ—44-1ALeft Engine: 1982.3 TTRight Engine: 1982.3 TT

AvionicsCollins Proline 3 DisplayGarmin Dual GNS 530sGarmin Dual GTX 330 TranspondersBFG Skywatch TrafficHonywell EGPWSBendix/King KR87 ADFDMEArtex 406 ELTCVR SystemPilot/Co-pilot Bose headset jacks

Interior6 passenger seating in natural linen leatherLeft and righthand executive tablesLefthand refreshment centerRighthand side facing seatAft flushing belted lavs

ExteriorOverall Snow White with Platinum Cayenne RedPearl and Black Metallic Stripes

Owner has next aircraft identified.Ready to accept offers.

SHOWCASE


OK3 AIRNadim AbuHaidar1980 Airport Road

Heber City, UT 84032

Toll Free: +1 800 388 4445Cell: +1 435 602 0213Email: [email protected]

2004 Cessna Citation CJ1

OK3 Air 2004 Citation CJ1 Feb 22/01/2013 15:34 Page 1

SHOWCASE

Serial Number: 828Registration: N144MFAirframe TT: 1310Cycles: 858

• Beautiful 2007 Glass Cockpit (Dual IS&S)• 2 + 8 Platinum BMW Interior• Custom Paint• NDH• Maintained in Pilatus Service network

EnginesPT6A-67BHours: 1310

Avionics/RadiosIS&S Dual 15 Flat Panel displaysWX-500 StormscopeGarmin GMX 200 MFDJeppViewGarmin GDL 69A SatelliteWeather Data Link w/XM RadioGarmin GNS 430Garmin GNS 530Garmin GMA 347 Audio PanelGarmin GTX 330 Transponder406 MhzELTKing KMH-980 Multi-Hazardsystem (TCAS 1,EGPWS)Additional AHRS LCR-92 /93No

Additional EquipmentSupplemental Air ConditioningPulseliteRecognition LightsBMW Platinum interior package8 PaxSeating (2 Removable)AC Inverter 110V/500WCabin Entertainment SystemPilot/ Co pilot quick donning masksEmergency Power System

Inspection StatusSeptember 2012 Annual


OK3 AIRNadim AbuHaidar1980 Airport Road

Heber City, UT 84032

Toll Free: +1 800 388 4445Cell: +1 435 602 0213Email: [email protected]

2007 Pilatus PC-12 Turboprop

2007 Pilatus PC-12 Turboprop Feb 22/01/2013 15:36 Page 1

SHOWCASE

Serial Number: 63Registration: N302JCAirframe TT: 3263Landings: 2102

Engines & APUEngine Model: CFE738-1-1B. Engines will beenrolled on CSP at time of delivery

Engine #1: Engine #2:TSN: 3146 3146Cycles: 2026 2026

APU Model: GRT GTCP36-150F2MS/N: 169 TSN: 2063

Maintenance3A and Z inspections c/w 01-20132C, C, 4A+, 3A+, 2A+, A+, A, 2B, B, andLanding Gear OH c/w 12-2010

Additional Equipment• RVSM Capable / MNPS Capable • TAWS Compliant • RNP 5 & 10 Capable • 8.33 Spacing Compliant • FM Immunity Compliant • P RNAV Compliant• Dee Howard Thrust Reversers • Dual Inverter System • Avtex ELT C406-1 w/ Nav Interface• Triple Baker B-1 045 Crew Audio Panels

Avionics• Collins Pro Line 4 Avionics System• COM: Dual Collins VHP 422

• NAV: Dual Collins VIR 432• A/P: Collins APS 4000• XPNDR: Dual Collins TDR 94D with Enhanced Mode S • ADF: Dual Collins ADF 462• DME: Dual Collins DME 442• ADC: Dual Collins ADC 850C• FMS: Dual Collins FMS 6100• GPS: Dual Collins FMS 6100• AFIS: Allied Signal AFIS• SATPHONE: Aircell Iridium ST-3100. SATPHONE (3) separate handsets w/VIPStation cordless Receiver

• Flight Dynamics HGS-2000 HUD• HFCOM: Dual Collins HP-9000

Interior8 pax cabin features custom "rounded look"cabinetry, fwd four place club, aft four placeconference group opposite a two place couch(belted, not certified for takeoff and landing), andone legal jump seat. Fwd custom 46" galley/barfeatures a dual TIA hi-temp oven and a Lacobucciespresso/cappuccino machine. Entertainmentsystem features Airshow Genesys I, CD changer,DVD player, two 14” LCD monitors, 5.6” swing-arm LCD Monitor. Aft cabin has telephone (2)handsets and Fax/Copier. Tan leather covers theseats, patterned carpet is tan, polished bronzemetal plating, headliner lighting system, customwood veneer, side ledges and Corian countertopsin light tan. Aft Lav.

ExteriorOverall White with Blue and Silver Stripes


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406

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

1998 Falcon 2000

Florida Jet F2000 sn 63 Feb 22/01/2013 15:43 Page 1

SHOWCASE

Serial Number: 19Registration: N612MHAirframe TT: 5785Landings: 3355

Aircraft InformationOps Package MSG-3 Compliance Part 1352C, 4C, 6C inspections c/w 01-2013

EnginesPratt & Whitney PW306AEnrolled on Pratt & Whitney ESP

APUHoneywell GTCP36-150 Enrolled on MSPS/N: P-116 TT: 3548

AvionicsThese Avionics have been recently upgraded:• Installation of a Flight Display FDIPD-MD• Installation of new SSDTY that features flashmemory technology• Installation of new Collins Airshow 410• INMRSAT System upgrade

Collins Proline IV 5 Tube EFD-4077Dual Collins FCC 4005 AutopilotDual Collins AHC-85EDual Collins ADC-850C Air Data SystemDual Collins VHF-422D VHF COMMDual Collins VIR-432 NAVSDual Collins ADF-462Dual Collins DME-442Dual Collins TDR-94D TranspondersDual Collins RTU-4200 Radio TuningCollins ICC-4005 IAPS

RVSM CompliantCollins MDC-4000King HF-950 HF COMMDual Honeywell WXP 4220 WCPUniversal UL601 UnilinkCVR 120 Cockpit Voice RecorderAllied Signal EGPWSArtex ELTUniversal Aero-I SATCOM ”Three Channels”Motorola SELCALSecond King KHF 950Honeywell TCAS II with Chg7

InteriorInterior refurbished in Sept. 2012 - A 9 pax cabinfeatures a fwd galley and fwd four (4) single seatsin club configuration with executive tables. Aftcabin has two (2) single seats on R/H side with athree (3) place divan on L/H side. The divan andseats were recovered, all veneer was replaced,and the window and lower side panels wererecovered. Headliners and PSUs wererefurbished, carpet was replaced, and the crewseats were refashioned in leather and sheepskin.Countertops were replaced in the galley and lav.

ExteriorCompleted in Sept. 2012 - Overall MatterhornWhite with Black and Bronze stripping

Special FeaturesUniversal Univision System. Fwd and Aft CabinMonitors. Eight 110 AC Outlets in Cabin.iPod 4G. Warming Oven. Two Coffee Makers77 Cu Ft. O2 Bottle. Cockpit Printer


Florida Jet1516 Perimeter Road, Suite 201Palm Beach International Airport

West Palm Beach, FL 33406


2000 Gulfstream G200

Florida Jet GIV G-200 sn 19 Feb 22/01/2013 15:44 Page 1

SHOWCASE


Northern Air, Inc.Mark Serbenski

Gerald R. Ford International Airport5500 - 44th Street, SE • Grand Rapids, MI 49512

Tel: 800 262 4953 Tel: +1 616.336 4737Cell: +1 616 648 2656Fax: +1 616 988 [email protected]

• Extended Range Fuel

Serial Number: 40-2100Registration: N959RPAirframe TT: 2408Landings: 1949

• Extended Range Fuel• Fresh A-D check at Bombardier Wichita

AirframeFactory Warranty Smart Parts

EnginesLeft Engine 1907 / Right Engine 1899 MSPGold

Avionics• Honeywell Primus 1000 IntegratedFlight

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

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

• ARTEX 406 Emergency LocatorTransmitter

• Cockpit Voice Recorder• Radio Altimeter• XM Satellite Weather

ExteriorOverall Matterhorn White with Blue and YellowStripes

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

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

2008 Learjet 40XR

Northern Air N959RP February 22/01/2013 15:50 Page 1

SHOWCASE

Serial Number: 5172Registration: N777YGAirframe TT: 5150Landings: 2965

EnginesGE CF34-3AIJSSI Coverage - proratedEngine 1 (S/N: 807221)5140 TTSN. 2955 CyclesEngine 2 (S/N: 807220)5140 TTSN. 2955 CyclesAPUGarrett GTCP36 - 100E5570 Hours SNEW100% JSSI CoverageAPU Maintenance PlanExteriorWhite over light sand with tan, taupe and maroonaccent stripesNew paint 2007Shows rating 9 out of 10InteriorHigh gloss Burlwood accents with Mother ofPearl inserts

Gray leather headliners/sidewalls, mirrorbulkheads and bright gold fixtures

Comfortable seating for ten (10) passengers plusjumpseat in an executive interior featuring:• One (1) four (4) place divan completed inearthtone fabrics

• Six (6) single club chairs upholstered inoverstuffed light gray leather

Divan pulls out into bed

Storage under divan for two (2) life raftsEntertainment system• Airshow 400• Dual 18” flat screen monitor• Two (2) remote monitors• Stereo• CD / DVD playerForward galley with:• Convection / Microwave oven• China storage• Hot water plus hot cup• Coffee makerAvionicsHoneywell SPZ-8000 EFISDual Collins VHF 22B Comms (8.33 MHZspacing)

Dual Collins ADF 462Dual digital air data computersDual Honeywell 12 channel GPSHoneywell MCS 300 SatcomHoneywell EDZ 5 tube EFIS/MFDSelcalHoneywell TCZ 810/Change 7 TCASTriple Honeywell Lasertrak III LRNAV’sHoneywell Lasertrak (NDU)Additional EquipmentLong range fuel tankThrust reversersSteer-by-wireCockpit refuelling panelIncreased gross weight modRemote engine oilRemote nose door activated switchingSAT/COM - Triple handset with Fax wiringExternal logo lights


DMB Aviation Associates, LLC Tel: 1-702-592-2843Fax: 1-928-649-0373Email: [email protected]

1995 Challenger 601-3R

DMB Aviation February 22/01/2013 16:03 Page 1

SHOWCASE

Privately Owned & OperatedFAA & EASA

EnginesRolls Royce BR710-A2-20

APU1524 hrs. Last revision 5C – March 2012

Avionics/RadiosAutopilot Emergency Decent Mode (AEDM)Enhanced Vision System (EVS)Crew Emergency Vision Assurance System(EVAS)Honeywell LSZ-860 Lightning Sensor System (LSS)Airborne Data Link System (ADLS)Runway Awareness and Advisory (RAAS)Airshow with World Explorer GuideWide Area Augmentation System / LateralGuidance with Precision Vertical (WAAS/LPVElectronic Pilot Checklist (OBDS)Airshow: Day-Night Map with Time Zones

Additional EquipmentExternal Camera System and Color Glareshield Zoom Camera (Securaplane)

18.1 Inch Pop Up Monitors (Credenza) FlightCompartment Printer

SATCOM System and High Speed Link(SAT-6100)

IRIDIUM Telephone SystemUpgrade of Bulkhead Monitors from 21.3 to24 inches

Integrated iPodEICAS Door Open Annunciation "SMALL

SERV DOOR"Common Key PanelsUpgrade for bulkhead monitor from 21.3 inchto 24 inch (each)

Additional Wireless Telephone HandsetFloor Mat Heaters (Entrance Area & SingleClub Zone 1A & 1B)(Qty.6)

Power Converter Replacement (115V to 230V)- (price delta from standard 115V to 230V)

Laptop Imagery Displayed on BulkheadMonitor (Qty.2)

Addition of Ice Filter Assemblies at Mix ManifoldAircraft Identification Plate Qty 3LH Entrance Jespersen Manual (10max)Storage Drawer

Sunshield (Cockpit)Main Entry Door, Aft Handrail ExtensionIncreased MTOW from 88,700 to 89,700 lbsSpare Nose Wheel Mounting Provisions in AftEquipment Bay (includes one spare nose wheel)Winglet Viewing Mirrors (Cockpit)Passenger Filter Breathing Unit (Smoke Hood)Qty 13

Spare Nose Wheel Mounting Provisions

ExteriorPaint - Inside Engine CowlingsPolish Engine Cowling LatchesPolish Cockpit Windshield FramePolish Rear Bay Door HandlePolish Surround of Main Door HandleAdditional Forward Cabin Windows

Make Offer

2010 Global 5000 Limited Edition


WAKED JAYYOUSIGreece

Tel: +306947379572E-mail: [email protected]

Waked December 24/01/2013 09:33 Page 1

SHOWCASE


Serial Number: 560-5036Registration: N317MLAirframe TT: 5,050 Landings: 3,475

EXCEPTIONAL CORPORATE OWNERSHIPHISTORY

Engines Pratt & Whitney PW545A

Left RightSerial Number: DB0095 DB0089Total Engine Hours: 5,050 5,018Engines enrolled on ESP SilverAPUHoneywell RE100(XL)Serial Number: P-796Time Since Overhaul: 388.2

AvionicsThis Citation Excel is comprehensively equipped with afully integrated Honeywell P-1000 Avionics suite generally summarized as follows:• Universal Navigation Corporation UNS-1Csp+ FMSw/provisions for 2nd FMS

• Honeywell P-1000 Integrated FD/Autopilot/3-TubeEFIS Avionics System w/ 3.0

• Upgrade• Dual Honeywell RNZ 850 Navs• 406 ELT w/NAV Interface• Dual Honeywell RCZ 833E Integrated Comms• Dual Honeywell RM 825 Radio Management Units• Dual Air Data Computers• Provisions for King HF 950 High Frequency Comm• Dual Honeywell DME• Collins Radar Altimeter• Dual Honeywell Transponders with Mode S

Additional Highlights/Options• Airshow 400 w/ Forward Bulkhead• Rosen Display Monitor• Dual Honeywell AHRS• Ram Air Temperature Display• Angle of Attack Indicator• Pulse Light System• Externally Serviceable Right Hand• Cabin Speaker Mute Switch• N1 ITT Indicator• EROS Oxygen Mask Box• Monorail Sunvisor Installation• Freon Air Conditioning• Battery Temp IndicatorExteriorNew paint in 2010 by Elliott Aviation InteriorNew interior in 2010 by Aero Toy Store

1999 Cessna Citation Excel

2009 Citation CJ3

Two Corporate Owners Since New

Serial Number: 294Registration: N294CCAirframe TT: 1,647.4Landings: 1178

Engines Engines on TAP Elite#1 S/N 1,647.4 Hours Cycles 1,178#2 S/N 1,647.4 Hours Cycles 1,178

APUHours TBD

AvionicsCollins Pro Line 21 IFCSConfiguration Deviation List (CDL)Dual Collins Pro Line 21 Communication Radios

FA2100 CVRCollins Pro Line DMECollins IFIS-5000Honeywell Mark VIII EGPWSCollins TDR-94(D) Enhanced Mode S TransponderCockpit Speaker Audio Inhibit SwitchAutomatic Pulselite SystemAvionics Dispatch SwitchCollins FMS-3000 w/ WAAS (Single or Dual)Garmin GPS-500WDual Collins Pro Line 21 Navigation RadiosAirCell ST-3100Citation Performance CalculatorCollins TCAS-4000Reduced Vertical Separation MinimumL3 Communications WX-1000E StormscopeAirplanes Certified For Steep Approaches

MaintenanceCESCOMProPartsMaintained and operated under Part 135Warranty start date February 2009InteriorMarch 2009. This former Cessna demonstrator, sevenpassenger executive interior is completed in earth-tonedfabrics and leathers, including Glacier leather seating withcomplimenting headliner and sidewalls, and TipshearPebble carpeting. The Windsor Mahogany cabinetry,side-ledges, and tables complete the impressive interior.100V outlets in cabin. Extended Galley. Flushing lavatoryExteriorMarch 2009. Snow White base paint with aggressivethree stripe pattern in dark blue, silver blue and platinum

Mark PayneTel: +1 972-897-3246E-mail: [email protected]

Mente Group, LLC15301 North Dallas Parkway,

Suite 1010 Addison, TX 75001Tel: 1 214 351 9595www.mentegroup.com

Mente XLS & CJ3 February 22/01/2013 16:06 Page 1

SHOWCASE

Serial Number: 550-0636Registration: N50NFAirframe TT: 6343Landings: 4898

AirframeCESCOM Fresh Phase 1-5 and 10 - July 2011

EnginesPratt & Whitney JT15D-4Eng. 1: 2659 SMOH 711 SHOTEng. 2: 2659 SMOH 711 SHOT

AvionicsSperry 3 tube EDS-603 3 Tube EFISSperry SPZ 500 AutopilotGlobal GNS XLS w/ GPSKGP 860 MFDHoneywell Primus 650 Color RadarDual Collins 32A Navs 8.33 SpacingDual Collins 22A CommsDual Collins TDR 90 TranspondersDual Collins ADF – 462Collins ALT-55BFlightphone Honeywell Mark VIII TAWS406 ELT

Additional FeaturesRVSMThrust ReverseFairchild A100 CVRAFT BaggageFreon Air ConditioningNo Damage HistoryGross Take Off Weight Increase

ExteriorOverall Matterhorn White with blue stripes. Newpaint in June 1997

InteriorInterior has seven passenger center clubconfiguration. Also included is a left hand deluxerefreshment center. Seat belted flushing potty.New leather seats and carpet 2009


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

TX 77061


1990 Citation II

Price Reduced

AeroSmith Penny February 23/01/2013 11:17 Page 1

SHOWCASE

Airframe TT: 1,200Landings: 819

AirframeRVSM approved (Reduced Vertical SeparationMinima)

EnginesWilliams-Rolls FJ44-2A (2300 pounds of thrust each)3500 hour overhaul/ core zone inspection interval (TBO)1750 hour hot section inspection/ majorprogressive inspection interval.Left Right1,200 HSN 1,200 HSN 867 CSN 867 CSN S/N :105391 S/N: 105392

AvionicsCollins Pro Line 21 Avionics SystemCollins Three-Tube AFD-3010 EFIS ElectronicFlight Information SystemCollins FGC-3000 Autopilot/Flight DirectorSystemCollins XMWR-1000 Color Weather RadarDual Collins VHF-4000 CommunicationTransceiversDual Collins Nav-4000 / Nav-4500 NavigationReceiversCollins Nav 4000 Automatic Direction FinderCollins DME-4000 Distance Measuring EquipmentDual Collins TDR-94D TranspondersDual Collins ADC-3000 Air Data ComputersDual Collins AHC-3000 AHRS Altitude HeadingReference System

Dual Collins DB-438 Audio PanelsCollins ALT-4000 Radar AltimeterCollins GPS-4000ACollins TTR-4000 Traffic Collision AdvisorySystem with Change 7Collins FMS-3000 Flight Management Systemwith GPS Global Positioning System

InteriorNew in 2008 by RaytheonSeating for two crew members and up to sixpassengers in a forward Club seatingarrangement with two additional forward-facingchairs in the aft cabin.Beige/tan leather upholstery is complemented bybeige carpeting and burlwood gloss cabinetry.The forward refreshment centre features coffeeservice, trash receptacle and storage drawers. Other cabin amenities include two executivewriting/dining tables. The aft lavatory features an airline-style flushingtoilet.Fire blocked

ExteriorNew in 2008 by the Raytheon Factory! OverallMatterhorn White with Metallic Platinum, MetallicMing Blue and Umber Stripes

MaintenanceON CAMP

2008 Beech Premier IA


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 Premier 1A February 22/01/2013 16:11 Page 1

SHOWCASE


AvionicsHoneywell Primus 1000 3 - Tube EFISHoneywell GNS-XLS FMSHoneywell MKVII EGPWSHoneywell TCAS II w/Change 7L3 Cockpit Voice RecorderGlobal-Wulfsberg AFIS

InteriorSeven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior

ExteriorRecently completed Permaguardsealed Exterior

MaintenanceFresh Phase 1 - 5 completed byLandmark, ScottsdaleZero Engine Option

follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd.1441 Aviation Park NE, 2nd Floor,

Box 560, Calgary, Alberta, T2E 8M7

Tel: (403) 291 9027Fax: (403) 637 [email protected]

Cessna Citation Ultras

John Hopkinson Ultras July 22/01/2013 16:13 Page 1

SHOWCASE

Serial Number: 150Registration: EC-KCAAirframe TT: 1497Landings: 1110

EnginesEngines on Pratt & Wittney Eagle Service Plan(Gold). No damage historyLeft Engine: Model PWC-306ARight Engine: Model PWC-306A

APU1524 hrs. Last revision 5C – March 2012

Avionics• Avionics: Rockwell Collins Pro Line 4• Iridium Comunications System 200(ICS- 200) SATCOM

• Runway Awarness Advisory System• Air Traffic Controller transponder TDR-94D• Honeywell Laseref V IRS• L-3 Lighting storm detection system• Autothrottle system• Data Loader DBU-5000 (USB)• 2 x VHF Collins VHF-4000E• 2 x HF Collins KHF-1050• ELT ARTEX 110-406 NAV• 2 x FMS 6100• Radio Altimeter Collins ALT-4000• Radar Collins TWR-850• 2 x DME Collins DME-4000• 2 x ADF Collins 462• TCAS Collins TTR-4000

Additional Equipment• Airshow 4000• Stormscope WX 1000E• Emergency Lightning System• Installation of 60Hz• Autopower Throttle C34135-1• EGPWS RAAS• 2 x LCD 17 Rosen Aviation

Interior• Forward Galley• 8 Passengers• Audio Intl. Dual video disk player• 2 x Rosen 17” LCD monitors

Compliance / CertificationsEASA, RVSM, 8.33 COM, FM IMM, MNPS,EU OPS 1

Recent MaintenanceA & C checks, minor engine inspection.Next maintenance due 3A & 1500 hrs engine

Gulfstream G200


Frank DavidsonNew Jet International

Tel: +377 97 70 10 20E-mail: [email protected]

New Jet International January 22/01/2013 16:17 Page 1

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Marketplace

European Skybus LtdPrice: $4,250,000

Year: 1992

S/N: 24648

Reg: VPCAJ

TTAF: 35,418

Location: United Kingdom

40 Passenger corporate interior. This aircraft has recentlyundergone a passenger to VIP conversion in October2010 by European Aviation. Refurbished to the higheststandards, this 1992 example has been operated byourselves as a corporate aircraft and is now available forsale or lease. The Cabin area is divided into two sections,the forward section is arranged into a ‘Club 4’configuration around 4 HI-LO folding tables, which canbe converted into 8 sleeping positions

Boeing 737-300 VIP Tel: +44 (0) 1202 581 111Email: [email protected]

European Skybus LtdPrice: Please Call

Year: 1995

S/N: 27425

Reg: N463AC

TTAF: 31,908


40 Passenger corporate interior. This aircraft has recentlyundergone a passenger to VIP conversion in Oct 2011 byEuropean Aviation. Refurbished to the highest standards,this 1995 example is now available for sale or lease. TheCabin area is divided into two sections, the forward sectionis arranged into a ‘Club 4’ configuration around 4 HI-LOfolding tables, which can be converted into 8 sleepingpositions. The aft section of the cabin is configured with afurther 24 forward facing lie flat business class seats.

Boeing 737-500 VIP Tel: +44 (0) 1202 581 111Email: [email protected]

SCI Asia LimitedPrice: Please Call

Year: N/A

S/N: TBC

Reg: TBC

TTAF: 86

Location: USA

Boeing 737 Luxury VIP Private Jet, Versatile Interior, 29pax standard configuration, Superb Entertainment andCommunications Facilities: incl. 2 iPod docks & 4 40, FlatTVs, Rockwell-Collins Air Show 4000, 4 Distinct seatingareas & one 8-person Conference Table, Spacious cabin& Massive storage, Fwd & Aft Galley, Aft VIP Lav & FwdCrew Lav, State of the Art Engineering, New PersonalizedExterior Paint, Customization Available.More details: www.EdenJETglobal.com

Boeing 737 Tel: +852 397 52959Email: [email protected]

www.EdenJETglobal.com

Evgeny TikhomirovPrice: Make Offer

Year: 2011

S/N: 5838

Reg: OE-IDV

TTAF: 86

Location: Austria

48 Cycles. In Service Date – March 2011,AVIONICS: Rockwell Collins Pro Line 21 with four 10” x 12” LCD screens and integrated menu control.EFIS/IECAS with synoptic. Dual FMS 6000 with coupledlateral and vertical nav & performance calculation.Integrated Flight Information System (IFIS). 3D Map andLong Range Cruise. Lightning Detection System (LDS).Enhanced Maps on MFD. 3rd Inertial Reference System.2nd Radio Altimeter. Datalink with Iridium interface.

Bombardier Challenger 605 Tel: +43 (0) 676 887 00845Email: [email protected]

FortAero Business Aviation CorpPrice: USD 23,500,00 no VAT

Year: 2009

S/N: 160

Reg: OY-CKH

TTAF: 2220

Location: Denmark

EASA Ops compliant, JAR OPS1 Regulation. Up to datemaintenance service, Airshow 4000. The crew and theoperator are ready to continue the operation of the aircraft.A simple change transaction of business jet ownership.

Contact Vadim Opryshko for further information

Dassault Falcon 2000LX Tel: +44 (0) 208 144 2471Email: [email protected]

Marketplace Feb13 23/01/2013 09:40 Page 2


Leonard Hudson DrillingPrice: US $3,975,000

Year: 1995

S/N: 258273

Reg: N337WR

TTAF: 6615.3

Location: USA

Exceptional Hawker 800A "Built for the speed ofbusiness". Full true worldwide capability withNAT/MNPS, RNP-10 Approval, 8.33MHz, dual KHF-950w/SELCAL onboard Magnastar fax option, and galley. Allthis with a 2,600 nautical mile range, offered at US$3,975,000.

Hawker 800A Tel: +1 (806) 662 5823Email: [email protected]


Year: 2002

S/N: TBD

Reg:

TTAF: 1700

Location: USA

We are offfering our 2002 Bell 206 L4. Pictures do notdo justice to the helicopter, and the colors are veryvibrant, it is ready for immediate work. It has hadboth a Bell/Edwards completion and maintenancewith immaculate records, of course no damage ofincidents. 1695 TTSN, Two corporate owners.

BELL 206L4 Tel: +1 (806) 662 5823Email: [email protected]


Year: 1981

S/N: 33017

Reg: N554AL

TTAF: 15265

Location: USA

Recent ‘no expense spared’ ($800,000) airframerefurbishment at Acro Helipro within the last 100 hours15,265 total time, most components over 50%remaining. Both engines are fresh Pratt and Whitneyoverhauled. Immediate delivery, Meticulous records.Current with medical interior and 13 passenger utilityinterior are included, aircraft is ‘turn-key’.Fresh annual /Export C of A

BELL 412EMS Tel: +1 (806) 662 5823Email: [email protected]

Leonard Hudson DrillingPrice: Please Call

Year: Call for details

S/N: Call for details

Reg: Call for details

TTAF: Call for details

Location: USA

Seven, Late Model, Bell 212s In 'Off ShoreConfiguration' Now Available.Ask for pricing for one or all seven.

BELL 212 (Seven Available) Tel: +1 (806) 662 5823Email: [email protected]

Marketplace

Inflite Engineering Services LtdPrice: Please Call

Year: 1982

S/N: 1067

Reg: M-IFES

TTAF: 8,390


Fine and very well equipped example. Privately operatedand in prestine condition. Engines & APU enrolled onMSP Gold. Gear overhauled 2009 and exteror paintrenewed in 2007, along with new Interior. Aircraft alwaysparked inside and maintained by UK based Part 145Organisation. Record set in first class order.Aircraftavailable for immedaite viewing and sale. 1 of only 6aircraft w/ EFIS avionics installation at build.Contact Alan Barnes for further information

Bombardier/Challenger 600 Tel: +44 (0) 1279 837 919Email: [email protected]



Marketplace

Aviation Advisors Int’l, Inc Price: Please Call

Year: 1992

S/N: 5121

Reg: N328AM

TTAF: 8,949

Location: USA

A "no excuses" airplane. With all major inspections justaccomplished. Fresh 6/12/24/60 /120 & 240 Monthinspection c/w in 2011. Fresh HSI on left engine.Fresh gear overhaul and interior refurbishment

Tel: +1 (941) 351 5400Email: [email protected]

Bombardier/Challenger 601-3A/ER

Aviation Advisors Int’l, IncPrice:

Year: 2006

S/N: 360

Reg: N874CA

TTAF: 1,475

Location:

Jet speeds with single engine turboprop economy. That is whatyou get with this superbly maintained TBM 850. Climb to 31,000in 5 minutes and fly 1585 NM in economy cruise. Slip into 2100foot strips. That is the versatility of this marvelous plane. Thepanel and maintenance history of this aircraft is proof ofexceptional pride of ownership. The panel includes the IHAS8000 TCAS/TAWS and the WX500 stormscope and RDR Radardisplayed on the KMD 850 MFD for utmost safety and comfort.Maintenance has been performed by the book and only byfactory authorized technicians.

Socata TBM 850 Tel: +1 (941) 351 5400Email: [email protected]

Genel Havacilik A.S.Price: Please Call

Year: 1978

S/N: 5226

Reg: TC-SSS

TTAF: 8446,1

Location: Turkey

No Damage History, Complete Original Log Books,Computerized Maintenance System. Currently Under AnnualInspection. by GENEL HAVACILIK A.Ş Istanbul.Tank&Plank Inspection complied with at 2008.Installed newly overhauled Pitch Trim Actuator. Allmaintenance is being carried out at GENEL HAVACILIK A.S.at Istanbul under EASA/JAA Regulations. EASA.145.0527 &SHY/JAR-≠‐145 approval Ref. No:TR 00060 GenelHavacılık can offer complete maintenance &parts support.

Lockheed Jetstar II Tel: +90 530 568 2483Email: [email protected]

SIUS AviationPrice: Please Call

Year: 1979

S/N: 0067

Reg: HB-VJB

TTAF: 7301

Location: Switzerland

Engines L/R 44 / 269 SMOH - 3456 / 3231 to MOH, increasedMTOW 12'500 ramp 12650, increased fuel 4550, empty7'140, RVSM, maintenance CESCOM + EASA - AMP, nextphase 5 due 31.05.2015, next annual by FOCA (Swiss FAA)due 20.06.2013, 2 owners since new, interior/exterior in goodcondition, aircraft kept in hangar, no damage, seats 2+6 +1belted potty, 2 FD Honeywell + Sperry, Garmin GNS 430COM1/GPS - GPSS, Dittel COM2, 2 Collins VOR/ILS, CollinsDME, 2 ADF Collins, 2 XPonder: S Garmin + C Collins.

Cessna Citation ISP Tel: +41 (0) 52 354 60 61Email: [email protected]

Aviation Advisors Int’l, Inc Price: Please Call

Year: 2004

S/N: 5033

Reg: VP-BNR

TTAF: 1448

Location: USA

Only 1448 hours,One owner since new,Certification Foxtrot "Basic" System upgrade,Recent 12,24 & 96 Month Inspections,72 Month Inspection c/w August 2010,18 passenger custom designer interior in like newcondition

Tel: +1 (941) 351 5400Email: [email protected]

Gulfstream G550



Marketplace

James LovettPrice: 925,000 $ USD

Year: 1974

S/N: 31P-7400227

Reg: N900TB

TTAF: 8,499

Location: UK

Pratt and Whitney PT6A-135 750hp engines flat rated to620hpStandard Airworthiness Certificate in normal category22nd may 2012Dual purpose aircraft passenger or aerial survey withdual camera ports

8,499hrs TT, Engine TSO 877.5/117.7

Piper PA31-P Navajo Commanchero Tel: +44 (0) 7747 011 642 Email: [email protected]

James LovettPrice: 795,000 $ USD

Year: 1989

S/N: RJ-59

Reg: ZS-MHN

TTAF: 3,997.7

Location: South Africa

Rohr thrust reverser systemBranson long range tankRVSM compliantPainted 2009

3997.7hrs TT, Engine TSO 1590.6/512.2

Beechcraft Beech Jet 400 Tel: +44 (0) 7747 011 642 Email: [email protected]

James LovettPrice: 1.495 M $ USD

Year: 1996

S/N: 31A-115

Reg: ZS-NYV

TTAF: 1,937.7

Location: South Africa

1937.7hrs TT, Engine TSO 1937.7/1834.6RVSM Compliant

Learjet 31A Tel: +44 (0) 7747 011 642 Email: [email protected]

Beechcraft Vertrieb & Service GmbHPrice:

Year: 2007

S/N:

Reg:

TTAF: 2,730

Location:

EU Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+,Aircell ST-3100, EASA German commerc. certif.,CAMO+, fresh HSI 08/2012!

Cessna Citation XLS Tel: +49 (0) 821 7003 100/145Email: [email protected]

BMC Aviation, Inc.Price: USD 2,250,000

Year: 2006

S/N: RK-455

Reg: N915TB

TTAF: 1845

Location: USA, SC

REDUCED! Hot Sections Done 8/12, A/B Inspection Done 8/12

Contact Tony Harris for further information

Hawker Beechcraft 400XP Tel: +1 (843) 452 5591Email: [email protected]



Marketplace

Beechcraft Vertrieb & Service GmbHPrice:

Year: 1990

S/N:

Reg:

TTAF: 6.165

Location:

EU Reg, TSHSI 982 hrs (Engines), 9 Pax (opt.) HF-9000, GPS-4000A, 2x FMC-5000, TWR-850, 2x TDR-94D XPDR (ID), Rohr Thrust Reversers, RVSM + Incr.Weight Modification - Top Deal !

Cessna Citation XLS Tel: +49 (0) 821 7003 100/145Email: [email protected]

Avia Source, IncPrice: Make Offer

Year: N/A

S/N: 212

Reg: LX-JFF

TTAF: 3716

Location: Geneva, Switzerland

VERY LOW ENGINE TSOH: 190hrs, Serial number 212has been professionally maintained since new and is invery good condition. It is a top value on the TBM 700Bmarket with very low engine time since overhaul andexcellent maintenance.Take a close look at this low cost and high value TBM700B..

Socata TBM 700B Tel: +(626)-584-8170Email: [email protected]

CAAD Inc.Price: $1,150,000 USD

Year: 1999

S/N: 208B0781

Reg: YN-CGS

TTAF: 20,419.65

Location: Nicaragua

For delivery in April 2013 with 0 SMOH engine and prop,Total cycles: 19,444, Configuration: PASSENGER,Aircraft status: OPERATIONAL, King IFR, A/P and FD,MFD, APE III, POD, A/C, P&W C. SB 1669 Blades, ADAS+. EGPWS, Rosen Visors, 14 seats, Large Tires

Cessna Caravan 208B Tel: +1 (305) 593 9929Email: [email protected]

www.caadinc.com

CAAD Inc.Price: $1,100,000 USD

Year: 1997

S/N: 208B0607

Reg: YN-CGU

TTAF: 17,538.03

Location: Nicaragua

For delivery in April 2013 with 0 SMOH engine and prop,Cycles: 23,358, Configuration: PASSENGER, AircraftStatus: OPERATIONAL, King IFR, A/P and FD, MFD, APEIII, POD, A/C, P&W C. SB 1669 Blades, ADAS +.EGPWS, Rosen Visors, 14 seats, Large Tires

Cessna Caravan 208B Tel: +1 (305) 593 9929Email: [email protected]

www.caadinc.com

SkytradersPrice: Please Call

Year: 2004

S/N: 474 & 475

Reg: VH-VHA & VHB

TTAF: 1487 & 2112

Location: Australia

Two CASA 212-400 Aircraft are for sale due the expansionof operational requirements in Antarctica and the need tomove to larger aircraft to meet the future needs of theAntarctic Community. The Aircraft have been meticulouslymaintained and incorporate every AD applicable to type.The aircraft have a proven record in Antarctica and alsoin the provision of survey capability to the oil and gasindustry. The aircraft are offered for sale along with theirAustralian STC ski kit and ferry tanks.

Casa 212400 Tel: +61 417 144 178Email: [email protected]



Spare Par ts•BUY •SELL •TRADECESSNA LEARJET HAWKER

WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Alberth Air Parts

Fax: +1 832 934 0011

+1 832 934 0055Par Avion Ltd

FALCONS • HAWKERS • LEARS

www.paravionltd.com

SALES • ACQUISITIONS • CONSULTING

Marketplace

Normal Piotr JafernikPrice: 580,000 Euro

Year: 2001

S/N: 1264

Reg: SP-KKR

TTAF: 2101

Location: Poland

EC 120B with turbine Turbomeca Arrius 2F engine. Goodcondition, as you see at photo. Airworthy, Ready to fly,All amintenance history - since 2006 maintain andmanagement at Certifying Maintenance Station Part 145/MG, Under polish registry, all maintenance done,

If you have question feel free to callAngelika Szewczyk +48 (0) 33 811 37 50

[email protected] Jafernik (mobile) +48 501 59 50 50

Eurocopter EC 120B Tel: +48 (0) 501 595 050Email: [email protected]

Hawker Pacific Pty. Ltd. Price: USD $5,950,000

Year: 1999

S/N: 36246

Reg: N412HP

TTAF: 5,244.4

Location: ASIA

A rare opportunity to acquire a competitively priced, low time,offshore equipped 1999 Bell 412EP. This aircraft is presentlybeing fully refurbished at Hawker Pacific’s Gold BellCustomer Support Facility. Included in the refurbishment area fresh 3000 Hr / 5 Yr Inspection, installation of the BLRFastFin & Strake System and a full strip and repaint in allover white. All major dynamic components are zero timehaving been overhauled at Bell Helicopters Piney Flatsfacility in the USA. All were converted from 3D to 3DF andcompleted by H+S in the UK.

Bell 412 EP-Offshore EquippedTel: +9714 886 0470

Email: [email protected]

Price: Please Call

Year: 2009

S/N: 52

Reg:

TTAF: 1200

Location: Switzerland

NEW Low Time Falcon 7x for sale - One Owner - Over 3mUSD of Options. Go for nothing less than the fighter-like-feelof this Fly-by-Wire Tri Jet! One Owner, No Damage History,Number of Seats 14, Completed in Little Rock,Custom RareWood Elm Burl, Specific Marquetry Inlay in Console Tables,Metal Inlays plated with 24 K Polished Gold, Forward DoubleClub, Mid Cabin Double Club, and 2 Aft electrically operatedThree-place Divans, Light Beige Interior.Contact Jean-Louis for further information

Dassault Falcon 7X Tel: +377 99 99 49 13Email: [email protected]



Next Issue copy deadline: Wednesday 13th February 2013

World Aircraft Sales (USPS 014-911), February 2013, Vol 17, Issue No 2 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulationto decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World AircraftSales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is madeto ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. Theviews expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept anyresponsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in anyother form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Marketplace

Advertiser’s Index

21st Century Jet Corporation ...............................154ABACE-Asian Business Aviation ........................119Abu Dhabi Air Expo .................................................117AeroExpo UK............................................................146AeroSmith/Penny ....................................................140AIC Title Services ......................................................99AMSTAT .....................................................................129Aradian Aviation..........................................................63Aviation Consultants ...............................................131Avjet Corporation.................................................46-47 Avpro ......................................................................20-23Bell Aviation ..........................................................58-59Bombardier..................................................................33Boutsen Aviation ........................................................93 Central Business Jets .............................................155Charleston Aviation Partners ...................................57Charlie Bravo Aviation...............................................49Conklin & de Decker ...............................................145Corporate Aircraft Photography...........................115Corporate AirSearch Int’l ...............................107,141 Corporate Concepts .................................................43Dassault Falcon Jet Europe....................................2-3DMB Aviation Associates ......................................137

Duncan Aviation..........................................................45Eagle Aviation..............................................................37Eagle Creek Aviation .................................................73EBACE-European Business Aviation..................127European Helicopter Show...................................125ExecuJet Aviation........................................................39Florida Jets .......................................................134-135Freestream Aircraft USA....................................10-15 Gamit..........................................................................101General Aviation Services ........................................51Guardian Jet..........................................................24-27Gulfstream Pre-Owned ......................................30-31Heliasset.com...........................................................111Int’l General Aviation-India Expo ..........................130Intellijet International .................................................6-7J. Mesinger Corporate Jet Sales.......................17-19Jet Affiliates International .......................................113Jet Support Services (JSSI) ....................................89JetBlack Aviation......................................................109JetBrokers..............................................................52-53 Jetcraft Corporation.....................................64-65,BCJeteffect ........................................................................69

JETNET......................................................................121John Hopkinson & Associates ........................85,142Lektro..........................................................................115Mente Group ...........................................................139NBAA Corporate .....................................................144NBAA Regional Forums.........................................123New Jet International ........................................61,143Northern Air ..............................................................136O’Gara Aviation Company.................................34-35OK3 Air .............................................................132-133Par Avion ...................................................................101 Rolls-Royce .................................................................95Skytraders .................................................................115Soujourn Aviation .......................................................67Southern Cross Aviation ........................................103Tempus Jets ...........................................................76-77The Jet Collection ................................................40-41Tim Leacock Aircraft Sales ......................................55Universal Avionics ..................................................FC,5VREF Aircraft Values ..............................................145Waked Jayyousi........................................................138Wentworth & Affiliates...............................................83Wright Brothers Aircraft Title...................................87

Find an Aircraft DealerBusiness Aviation

The World’s leading aircraft dealers and brokers - find one today

www.AvBuyer.com/dealers

Whether buying or selling an aircraft ourdirectory can help you find a dedicatedsales professional with a global networkof relationships and resources to secureyou the best deal.


When you own one of the Tri-Jets, you own the best built business jet In the sky; and the Federal AviationAdminstration has certified them with no life limits for any part of the airframe structure. They exhibit noteworthyhandling manners, superb poise throughout the operating envelope, and light but not oversensitive control feel. Inaddition, Tri-Jets have set world and national records for distance, speed, time to climb and sustained altitude.

With efficient space management the Falcon 900 Series aircraft have a larger passenger seating area than theGulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter than the Gulfstream IV and provide a morebeneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than theGulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans andAnchorage to Seoul at 0.75 IMN, with eight passengers and NBAA IFR reserves.

Revolutionary and the world’s first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2technology. FBW enables a MMO of .90 and enhanced low-speed handling, pitch and roll stability characteristics.The 7X can climb directly to FL 410 at ISA + 10° conditions.

Two Hundred (200)+ very high speed, ultra long range Falcon 7X business jets have been ordered!

TEL: 1.775.833.3223 INTERNET: WWW.TRI-JETS.COM E-MAIL: [email protected]

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989

If you are considering the sale or acquisition of your business jet, call21st Century Jet Corporation today for details before making a decision.

Copyright of Leor Yudelowitz

21st Century May 24/10/2012 11:01 Page 1

General Offices

Minneapolis / St. Paul

TEL: (952) 894-8559

FAX: (952) 894-8569

WEB: WWW.CBJETS.COM

EMAIL: [email protected]

FALCON 50 RETROFITTED TO FALCON 50EX (SB280) S/N 171MSP Gold on -40 Engines, Completely New Proline IV Avionics

Package, 4C Heavy Check and Landing Gear OH 09/10

FALCON 900B SN/65Will be Delivered w/ Fresh 4C and Landing Gear OH, MSP Gold Engine

Package, Preferred 13 PAX Configuration w/ FWD & AFT Lav;Impeccable US Ownership History

FALCON 900B SN/60Will be Delivered w/ Fresh 4C and Landing Gear OH, JSSI Engine Package,

Preferred 13 PAX Configuration w/ FWD & AFT Lav; Impeccable USOwnership History

2008 HAWKER 900XP S/N 033853.31 Hours, MSP Gold, EASA / JAR Ops / FAA Certified, Standard 8 Place

Interior, Dual FMS, Dual GPS, Dual AHRS, Etc…

CITATION VII S/N 7048Two Fortune 500, Midwestern, United States Owners Since New,

Impeccable Maintenance by Both Factory Service Centers and in-houseFactory Trained Personnel. Below Market Priced

CITATION EXCEL S/N 5248Power Advantage Engine Program, Pro-Parts Airframe Program and on

Cescom Since New; Dual Universal UNS-1ESP FMS; Aircraft can bedelivered anywhere in the world

1125 ASTRA SP S/N 493597.9 TT; Fresh C Check, new paint & refurbished interior by Astra

Service Center 08/11, MSP, CAMS, Dual Universal UNS-1E FMSw/ GPS, Increased Weight Mod

2009 CHALLENGER 300 S/N 202641185 TT, Iridium SAT Phone w/ Swift Broadband, MSP GOLD, 2nd IFIS

FSU (Paperless Cockpit), Sliding cabin/galley Pocket Door, DeluxeGalley w/ sink, Maintained to Part 135 Standards

SIKORSKY 76B S/N 344Fortune 100 Owned, 8 Place Executive, Fully Loaded EFIS Cockpit, Freon

Air-conditioning

CITATION VII S/N 7004Two Fortune 500, Midwestern, United States Owners Since New,

Impeccable Maintenance by Both Factory Service Centers and in-houseFactory Trained Personnel. Below Market Priced

Deal

PendingDeal

PendingDeal

PendingDeal

Pending

Mexico office

Enrique A. Ortega Lapham

TEL: +52.55.5211.1505

CELL: +52.55.3901.1055

WEB: www.cbjets.com

E-MAIL: [email protected]

CBJ January_CBJ November06 18/12/2012 15:28 Page 1

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FEATURED INVENTORY

2007 Challenger 300 1988 Challenger 601-3A 2002 Challenger 604 2005 Challenger 604 2010 Challenger 605 2011 Challenger 605 2005 Citation CJ2 1987 Falcon 50 2009 Falcon 2000LX 2010 Falcon 7X 2005 Global 5000

2013 Global 5000 - Q4 2002 Global Express 2007 Global XRS 2010 Global XRS 1998 Gulfstream GIVSP 1988 Gulfstream IV 2000 Gulfstream V 2007 Legacy 600 2006 Global 5000 2013 Global 6000 2007 Global XRS

2003 GUlFsTREAm 550 - SN 500414 Passenger Forward Galley with Forward Crew Rest Configuration

2004 FAlcon 2000EX EAsy - SN 029Engines Enrolled on ESP Gold APU Enrolled on MSP - JAR-OPS Capable

2005 chAllEnGER 604 - SN 560614 Passenger Interior - Fully ProgrammedTriple IRS and FMS

2007 GlobAl 5000 - SN 9214Bombardier SmartParts Airframe CoverageGold Edition - Warranty Remaining

2013 chAllEnGER 605 - SN 5895JAA Requirements Package I - RVSM CertificationPreferred 12 Pax Configuration

Be one of the first to download theNew Jetcraft App- Search aircraft listings- Sort listings by manufacturer- Download a listing brochure

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Scan this QR code to download to your Apple device.

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This being the aviation industry, you’d think more companies would share our

foot view.

51,000Up here, the air and the competition are rare. Our birds-eye view of the aircraft brokerage market comes from our unmatched combination of over 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. Better perspective on market trends. And worldwide connections that put a tailwind on your transaction. Call us and see. You’ll love the view.

www.jetcraft.com I [email protected] I Headquarters +1 919-941-8400

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