JSSI FC March 2017.

qxp_FC December 06 21/02/2017 10:14 Page 1

March 2017

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

THIS MONTH Aircraft Comparative Analysis:

Bell 407
Should you Consider a
Corporate Helicopter?
www.AVBUYER.com
Aircraft Registration
Considerations
Project3_Layout 1 27/02/2017 16:32 Page 1

Falcon 7X
2013 s/n 194 2,608 hrs. total time
15 passengers with Forward and Aft lavatories
EASA / EU-OPS1 compliant
EASy II (Baseline, LPV, ADS-B Out, SVS, ADM,
Dual Jeppesen Charts, XM Weather, CPDLC
ATN-B1 & FANS 1/A+)
3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom
MCS-7120
Engines on ESP Gold and APU on MSP Gold
FalconCare enrolled, 1C due May 2021

Falcon 7X
2012 s/n 143 3,218 hrs. total time
13 passengers with Forward & Aft lavatories
EASA / EU-OPS1 compliant
EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual
Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+)
3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom
MCS-7120
Engines on ESP Platinum and APU on MSP
FalconCare enrolled, 1C due February 2020

Falcon F900LX
2013 s/n 270 1,055 hrs. total time
14 passengers with Forward and Aft lavatories
EASA / EU-OPS1 compliant
EASy II (Baseline, SVS, CPDLC ATN-B1)
3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 2 EFBs
Engines and APU on MSP Gold
FalconCare enrolled, 1C due July 2019

Falcon 2000LX
2011 s/n 234 782 hrs. total time
8 passengers
EASA / EU-OPS1 compliant
EASy II (Baseline, LPV, ADS-B out, CPDLC
ATN-B1 & FANS 1/A+)
3 FMS, 3 IRS, 3 VHF, HUD, Satcom MCS-7120,
EFB
Engines on ESP Gold and APU on MSP Gold
1C due December 2017

Falcon 2000LX
2008 s/n 136 2,227 hrs. total time
8 passengers
EASA / EU-OPS1 compliant
EASy II (Baseline, LPV, ADS-B out, CPDLC
ATN-B1 & FANS 1/A+)
2 FMS, 2 IRS, 3 VHF, Satcom Aviator 700D,
2 EFBs
Engines on ESP Gold and APU on MSP Gold
FalconCare enrolled, 2C due March 2020

Falcon 50EX
2006 s/n 347 5,404 hrs. total time
10 passengers
EASA / EU-OPS1 compliant
2 FMS, 2 VHF, Iridium Satcom Aircell RT3100
Engines and APU on MSP Gold
2C due October 2018

17:21
Editor Welcome March17.qxp_JMesingerNov06 20/02/2017 16:33 Page 1

Editors Welcome EDITORIAL

Editorial Director
J.W. (Jack) Olcott
1- 201 572 9284
Jack@avbuyer.com
Commissioning Editor

President Trump and

Matthew Harris
1- 800 620 8801
+44 (0)20 8939 7722

ATC Privatization
Editorial@avbuyer.com
Editorial Contributor
(USA Office)
Dave Higdon

T
o say that US President Donald J. Trump
faces a full agenda is a huge
understatement. Adding to his long to-
do list is the question of whether or not
the nations Air Traffic Control (ATC) system
should be privatized, possibly following the
example of Canada or the UK.
At a meeting with Airlines For America (A4A)
Mr. Trump asserted that improvements in the US
aviation system were needed. Without giving
specifics, he said I hear were spending billions
and billions of dollars, its a system totally out
of whack.
Not everyone in or out of government shares
the Presidents grim view of the system. Delta,
the only major airline to oppose privatization,
notes that ATC costs have increased more in
Canada and the UK since they were privatized.
Other knowledgeable parties point out that the
US handles considerably more aircraft movements
than either of those countries with privatized
systems and that the safety record of US ATC
is excellent.
In its report to the Committee on
Transportation and Infrastructure of the US House
of Representatives about a year ago, the
Government Accountability Office stated that
it is important to identify what problem or
problems separating ATC services out of FAA is
intended to solve, before proceeding with a
solution. The New York Times Editorial Board
characterized the Republican plan to privatize
ATC as a solution in search of a problem.
As proposed by Representative Bill Shuster,
Chairman of the House Transportation and
Infrastructure Committee and a member of the
Republican Party (as is Mr. Trump), a private,
not-for-profit corporation lead by an 11-person
Board of Directors would be given governance of
the US ATC System.
Three Directors would represent Business and
General Aviation, one position would be for an
aerospace OEM, and the remaining seven seats
would be reserved for the airline management,
unions such as the Airline Pilots Association and
appointees of the Department of Transportation.
Congressional oversight as it now exists would be
eliminated. Clearly, the potential for airline
domination of Board decisions would be real.
Mr. Trumps style is characterized by bold,
attention-getting assertions and sweeping
generalizations. He prides himself on being a
4 AVBUYER MAGAZINE March 2017
successful negotiator whose opening salvo is Dave@avbuyer.com
always big and filled with confidence, thus giving Consulting Editor
him latitude to settle eventually on a more Sean OFarrell
moderate and pragmatic solution. Furthermore, 1- 800 620 8801
his agenda appears to have far more pressing +44 (0)20 8939 7728
issues than ATC. Thus it is too early to know the Sean@avbuyer.com
Presidents final position on Privatization. ADVERTISING
But it is not too early to take seriously the Linda Blackburn (USA Sales)
possibility that Business Aviation could be at risk. 1- 614 418 7064
With informal programs such as Capacity Linda@avbuyer.com
Discipline, the Scheduled Airlines have Lise Margin (USA Sales)
demonstrated a focus on profitability at the 1-703 818 1024
expense of passenger service, particularly Lise@avbuyer.com
between smaller cities. Airline interests have Maria Brabec (European Sales)
called for shifting their costs to non-airline users. +420 604 224 828
An ATC system governed by scheduled air Maria@avbuyer.com
carriers would have a bias damaging to business Karen Price
aircraft flying through US airspace, regardless of 1- 800 620 8801
country of registry. Stay tuned +44 (0)20 8255 4700
Karen@avbuyer.com
In This Issue STUDIO/PRODUCTION
Within this months AvBuyer, youll find market Helen Cavalli / Mark Williams
trends analysis, courtesy of Rollie Vincent, while 1- 800 620 8801
Eagle Aviation are profiled as it celebrates 50 +44 (0)20 8939 7722/7726
years in Business Aviation in 2017. Helen@avbuyer.com
Safety and Security is a focus area of our Flight Mark@avbuyer.com
Department Section and Mario Pierobon draws CIRCULATION
lessons in flight crew currency from a July 2015 1- 800 620 8801
fatal crash, while Checklist Discipline is +44 (0)20 8255 4229
spotlighted via another case study involving a John@avbuyer.com
tragic outcome. Aviation Director Andre Fodor AVBUYER.COM
discusses tightening security practices of his Jayne Jackson
Flight Department. Jayne@avbuyer.com
Ken Elliott continues his stage-by-stage outline Emma Davey
of Upgrading an Aircraft, and the Bell 407 is our Emma@avbuyer.com
focal aircraft in this months Comparative Analysis.
Dave Higdon considers the Mysteries and Myths MANAGING DIRECTOR
of Modern Rotorcraft, while Entry-Level and Light John Brennan
1- 800 620 8801
Jet values and specifications are published within +44 (0)20 8255 4229
this edition. John@avbuyer.com
For the Boardroom, Rani Singh interviews
PlaneSenses George Antoniadis about his USA OFFICE
Fractional Ownership companys long, happy 1210 West 11th Street,
Wichita, KS 67203-3517
relationship with the PC-12. David Wyndham
ponders aspects of safety for the flight EUROPEAN OFFICE
department. Jeremy Cox considers current values AvBuyer House, 34A High Street,
of Gulfstream aircraft, and Jet Tolbert discusses Thames Ditton, Surrey KT7 0RY, UK
how buyers and sellers can leverage aircraft +44 (0)20 8255 4000
registration to bag a great deal. PRINTED BY
We trust youll find the content within of Fry Communications, Inc.
great value. 800 West Church Road,
Jack Olcott - Editorial Director, AvBuyer Mechanicsburg, PA 17055
Mechanicsburg, PA 17055
www.AVBUYER.com Aircraft Index see Page 153
Contents Layout March17.qxp 22/02/2017 11:29 Page 1
Contents
T BizAv Intelligence
16 Business Aviation Market Summary:
Market trends, indicators, assess-
ments and forecasts, introduced by
Rollie Vincent
30 Eagle Aviation at 50: Dave Higdon
catches up with Eagle Aviations
David Lipski and Lee Thomas to
reflect on 50 years of success for
the company
T Flight Department
36 Upgrading Your Aircraft (Part 4): Ken
Elliott continues his series on the
common sense approach to
upgrading your aircraft
46 Should You Consider a Corporate
Helicopter: A discussion of the myths
and mysteries of the modern
rotorcraft
54 What are Your BizAv Security
Procedures: Discover why an online
post prompted one Aviation Director
to call a staff security meeting
58 A Lesson in Flight Crew Currency:
Mario Pierobon highlights the
importance of anticipation and
adaptability in pilot currency
62 The Need for Checklist Discipline:
The loss of an owner-flown Phenom
100 emphasizes the need for good
checklist use
64 Retail Price Guide: 20-year Entry
Level & Light jet price guide from
The Aircraft Bluebook
72 Specifications: Entry Level & Light jet
performance and specifications
comparisons
82 Aircraft Comparative Analysis Bell
407: How does Bell Helicopters Bell
407 square-up against the Airbus
H125? Find out here
8 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
Volume 21, Issue 3
March2017
T Boardroom
90 High-Flyers Interview: Rani Singh
speaks with PlaneSenses George
Antoniadis to discover more about
how the PC-12 provides for a diverse
client base
94 How Should Management Assess
their Flight Department (2 of 4): A
short series, this month examining
aspects of safety
98 Whats Your Business Aircraft Worth
Today: Jeremy Cox discusses points
of value specific to used Gulfstreams
For Sale
102 International Used Jet Transactions:
Jet Tolbert asks why more buyers
and sellers dont consider the
registration process?
T Community News
108 BizAv Review: OEM News and
Events from around the BizAv
Community
Next Month
Aircraft Comparative Analysis:
Citation Latitude
Cabin Avionics in Focus
Turboprop Values &
Specifications Data
The best aircraft for sale search
anywhere, everywhere -
on pc, smartphone and tablet.
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Aircraft Index see Page 153
MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:41 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary

With apologies to our good friends south of the Equator, signs of Spring are in
the air, notes Rollie Vincent. Whether evident in the early budding of trees and
flowers, or the smiles on the faces of consumers and business leaders, the cold
grip of winter is starting to succumb to the warmer days ahead

ith politicians doing what they are sometimes

W known to do jumping on their horses and

galloping off in all directions at once the
business of Business Aviation is preparing for
what could be some smoother skies ahead.
Consumer confidence in the US was near a 13-year high as
we went to press, and business confidence is also up since
November 2014. The Trump Administration has inherited a
national economy that has grown more or less steadily for an
impressive 28 quarters, while the Euro Area economy has
expanded for 15 consecutive quarters on a Year-over-Year
(YoY) comparative basis. This sets the stage for what could
be a nice uptick in economic performance in 2017,
especially Stateside.
With talk of corporate tax cuts and massive infrastructure
spending, legislators on both sides of the American political
fence have come together in a strong showing of bipartisan
support for new US DOT Secretary Elaine Chow. This bodes
well for investment in airports, runways and taxiways, public
and private terminals, hangars, ATC services, access roads
and other aviation enablers.
With lots of excitement and anticipation in the air, the
table is being prepared for what looks like a rather hearty
Springtime feast that is almost certain to warm the motors of
Business Aviation.

Owner Sentiment Rising

In the latest JETNET iQ Survey of business aircraft
owner/operator sentiment, optimism in Q4 2016 was on the
rise worldwide after a sharp downturn throughout most of last
year. Peeling back the onion, respondents in Europe are
feeling the most optimistic (perhaps somewhat surprising
giving the Brexit challenge), followed by North America.
Market sentiment scores in Latin America remain
discouragingly low after a sharp downturn in 2016, while Asia
Pacific, Middle East and Africa have begun to rebound. In imagined) are recipes for conflict, not improved business
many ways, business aircraft owners and operators appear to aircraft utilization, stronger pricing and higher sales.
be content that 2016 is a year for the history books, after a
steep decline in sentiment that we believe is linked to slower Buyers Set to Return to the Table?
BRIC economies, low commodity prices and weak local In what may be another sign of thawing after a long, dark
currencies relative to the US Dollar. winter for Business Aviation, prospective buyers of light jet
While the Spring may have sprung in some parts of the aircraft appear to be poised to come back to the aircraft
world, however, we would caution aircraft sellers trying to transaction table, at least based on results of the Q4 2016
convince folks in Latin America, Africa, Middle East and Asia JETNET iQ Survey. For the first time in 24 quarters (since
Pacific that all is well. Sabre-rattling and finger pointing these surveys were initiated), there has been a significant
between nations and across border frontiers (real or uptick in the 12-month outlook for light jet purchases.

16 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:42 Page 2
With turboprop markets exhibiting many signs of being
fully recovered in the aftermath of the 2008 financial crisis,
stakeholders have been long awaiting the thaw in light
jet markets.
While one quarter does not necessarily indicate a trend,
the Q4 2016 purchase intention signal from JETNET iQ was
strong enough to warrant a high watch for other signs of
clear and warmer skies ahead for light jets and for Business
Aviation in general.
In the Large Cabin jet segment, conditions remain a little
frosty with the late arrival of a pretty harsh winter. This market
didnt slow down until late 2014 and early 2015 as
commodity prices weakened, emerging and developing
economies shuddered, and aircraft residual values strapped
on the skis for the slippery slopes ahead.
We are optimistic that the actions taken at the OEMs to
slow new production rates will be part of a cocktail of
medicines that will begin to heal the markets and set the
industry on a safer trail.
Increasing Retirements Going Forwards?
The average business jet is now more than 16 years old, and
turboprops are older yet (averaging almost 22 years). With
most financiers hesitant to get involved in transactions for
assets older than even 10-12 years, many buyers and
sellers are literally on their own when it comes to getting
deals closed.
With a pile-up of older inventory to clear, will there be an
increase in the rate of aircraft retirements going forward?
We think so, and it will be driven by regulatory mandated
deadlines for example, ADS-B Out by January 1, 2020 in
the US as well as big-ticket gotcha items like an
Advertising Enquiries see Page 4 www.AVBUYER.com
engine or landing gear overhaul.
What to do? Aircraft owners who think they may need to
fly, sell, or trade their airplane in the United States - home
base for about 60% of the fleet - should already be
scheduled for an ADS-B upgrade. If not, we suggest they call
their friendly neighborhood MRO (maintenance, repair, and
overhaul) facility to take advantage of the time still left to
be compliant.
These facilities are already busy, and with a regulation that
seems as immovable as a borderline wall, time for action is
getting short. For aircraft owners and prospective sellers, the
2020 ADS-B implementation deadline looms ever larger in
their collective ski gogglesbest to think of these as tree
trunks to suddenly stop even the most capable skier.
In Summary
With the Spring thaw come the first signs of Natures
splendor early crocus and tulip blooms to remind us that
life is good, airplanes are fast, and that if we work really hard,
we may be able to even afford to fly in our own airplane
one day
For others who find that whole aircraft ownership is
not their cup of tea, perhaps a call to one of the many
excellent fractional programs, charter, or ride sharing service
providers would be just the medicine that the good doctor
would prescribe.
Amongst the many privileges available to the successful
and fortunate, there is nothing that quite compares to having
access to private flying experiences to soothe the aches,
pains, hassles and empty legs of life.
MI www.rollandvincent.com continued on page 20
Rollie Vincent is President of
Rolland Vincent Associates. His
aviation market analysis is second to
none, and he is the creator/director
of the JETNET iQ program. With a
solid background in market research,
economics and statistics, he has more
than 30 years of experience in
business, regional and international
aviation, including positions with
Bombardier, Cessna, Learjet, Flexjet,
and ICAO. Contact him via
rvincent@rollandvincent.com
March 2017 AVBUYER MAGAZINE 17
MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:43 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America BizAv Activity -

January Business Aviation flight activity for North America jumped 2.0% Year-
over-Year with Part 135, Fractional and large cabin flight activity leading the way,
says ARGUS TRAQPak
Business Aviation flight activity posted a
slight Month-over-Month (MoM) decrease
from December, which is the normal
historic trend. By operational category,
results were mixed for the month with
Part 91 posting the only increase (see
Table A).
Januarys MoM flight activity by aircraft
category was also mixed, with Large
Cabin Jets and Mid-Size Jets posting
a monthly increase. Turboprops and
Light Jets, however, finished down
from December.
Year-Over-Year
Reviewing Year-over-Year (YoY) flight
activity January 2017 vs. January 2016
TRAQPak data for January 2017 posted
an increase of 2.0% (Table B). The results
by operational category were all positive
with Part 135 activity and Fractional
activity leading the way.
The aircraft categories were mixed
with Large Cabin Jets leading once
again, with a substantial increase over last
January.
February Forecast
Looking ahead to February, TRAQPak
analysts estimate there will be a -0.5%
decrease in overall flight activity YoY. Will
this materialize? Check in next month to
find out
MI www.argus.aero
Europe
According to WINGX, 2017 got off to a
strong start with 50,335 Business Aviation
departures in Europe in January 2017.
Thats a 4.4% growth in activity compared
to a very weak January 2016
Business jets operated 64% of flights in
January, with a steady 2% growth in
Private flights and a notable 11% increase
in AOC sectors. Turboprop and Piston
Business Aviation activity was flat YoY,
extending a negative trend over the last
12-months.
Especially strong growth in flight
activity was seen in Western and Southern
Europe during January, with flights from
France up 6% (adding almost 500
departures YoY). Flight activity in the UK,
Germany and Switzerland gained 3%,
while Spain and Austria were both up
more than 10%.
Intra-European flight activity was up 5%
YoY, well ahead of the 0.5% trend last year.
Arrivals into Europe from Russia declined
7%, and inbound from North America fell
1%, although flights from Europe to North
America were up 6% YoY.
The main growth in January came from
AOC activity, with charter flights out of
Switzerland and Spain up 13%. Overall
AOC activity growth was 8%, the largest
YoY jump in the last 12 months, and came

continued
mainly from the business jet segment.
MI www.wingx-advance.com
on page 22

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MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:43 Page 4
BIZAV INTELLIGENCE T MARKET INDICATORS
JETNET 2016
Used Aircraft Sales Summary
Comparing December 2016 to December 2015, as well as 2016 year-
end with 2015 year-end, most market sectors show lower inventory
for sale, with fewer full-sale transactions in 2016 compared to 2015,
says JETNET...
The fleet For Sale percentages for all
market sectors except Piston
Helicopters, were lower in the December
comparisons, with Business Jets and
Business Turboprops down the most
(see Table A).
Across all market sectors, JETNET
reports 8,278 Full Retail Sale
Transactions in 2016, including leases, a
decrease of 7% compared to 2015.
Business Jet and Commercial Jet Airliner
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22 AVBUYER MAGAZINE March 2017
Sharpwings
Bizjet Market
Insight
The recently published Sharpwings
Market Insight Report provides some
stimulating analysis of the current and
projected state of the Super Mid-Size,
Long-Range & Ultra-Long-Range Business
Jet markets
transactions accounted for 52% of the
Whilst overall the annual shipment of
total transactions recorded in 2016.
Super Mid-Size, Long-Range and Ultra-
Business Jets and Business
Long-Range business jets by OEMs has
Turboprops are taking less time to sell
remained roughly constant between 2008
than last year. While there was a
and 2016, the number of models offered
significant decrease in average asking
by the OEMs in these segments has
price for Business Jets in 2016, there was
increased by 50% over this period, from
a very slight increase in asking prices for
12 to 18 models. By 2020, it will have
Business Turboprops.
increased by 75%.
The business jet market has spent the
MI www.jetnet.com
last eight years seeking renewed growth
through these segments, but with limited
success. What OEMs now need is demand
for new aircraft in these segments to pick-
up again. What matters most with regards
to this is the macroeconomic climate.
Donald Trumps election brings with it a
great deal of uncertainty. So, despite
some positive factors (a pro-Business
Aviation President and a warming of
relations between Russia and the US for
instance), a rebound in demand for the
top categories of business jets is anything
but guaranteed.
These top segments enjoyed
unprecedented growth rates in the last
decade, but along different trajectories.
Theyve now entered a new cycle where
demand is slower and competition
greater.
Until there are some more robust
signals that this can change in the right
direction, Sharpwings expects values of
used jets in these categories to remain
under pressure and therefore, for certain
models, some further correction in values
continued
and depreciation rates will be evident.
MI www.thesharpwings.com
on page 24
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MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:44 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

'Trump Effect To Boost Jet Markets?

New research from Corporate Jet Investor (CJI) reveals 25% think its because of new membership programs
that nine out of 10 industry professionals expect the market building a bigger base of clients.
to grow this year, and this will be partly fueled by the
When it comes to which regions are the most attractive for the
Trump effect...
private jet sector:
In terms of sales of business aircraft, CJIs research reveals
overwhelmingly that Mid- to Heavy private jets will be the
58% of survey respondents said North America;
best sellers in 2017. A survey of 232 senior Business Aviation
36% said Asia-Pacific;
executives reveals:
20% believe Europe.
33% of respondents believe the election of Donald Trump
Donald Trump is the first President of the US to own
will have a very positive impact on Business Aviation
business jets before becoming elected, noted Alasdair Whyte,
because he is closely aligned with the business benefits of
Editor, CJI. He may split opinions, but our research shows the
using private jets;
majority of people in the industry think this will have a positive
47% think he will have a slightly positive impact;
impact on market growth and there have been increased
3% believe it will be negative because critics will use his
enquiries from aircraft buyers since the election, particularly for
private jets usage against him.
pre-owned aircraft.
Despite the high level of uncertainty in the world regarding
In terms of why the Business Aviation market will grow
both politics and economics, their findings also reveal that the
this year:
sector is optimistic about growth this year.
There are a lot of exciting developments going on to make
36% of industry executives believe it will be fueled by
Business Aviation more affordable and more accessible,
global economic growth;
Whyte summarized.
32% say new innovation and technology will make it
easier to charter aircraft;

27% believe its partly because of a growing acceptance
of corporations using Business Aviation; MI www.corporatejetinvestor.com continued on page 26

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MarketIndicators MARCH17.qxp_Layout 1 22/02/2017 09:35 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition

An Asset Insight market analysis conducted on January 31, 2017 covering 91
fixed-wing models, and 1,873 aircraft listed for sale, revealed some important
Table A
trends on aircraft values and maintenance condition
Ask Prices for tracked models receded an additional 1.3%, following their previous $1.5
5.40 $1.45
months 1.5% decline. That makes a total decline of 10.7% over the past twelve
months. Medium Jets and Turboprops were actually up 0.6% and 0.8%, 5.35 5.336
respectively, but those nominal gains were offset by -2.3% and -2.8% decreases in $1.4
5.30
Large and Small Jet values respectively.
5.25
Inventory Fleet Maintenance Condition
Overall Asset Quality decreased but maintained an Excellent rating. The Quality 5.20 $1.3
Rating Trendline remained positive, and Maintenance Exposure improved 1.8% F M A M J J A S O N D J
Quality Rating Maintenance Exposure Quality Rating Trendline
(see Table A). Specifically:
Quality Rating posted a 12-month low figure, decreasing 5.7 AI2 basis points,
to 5.336, from last months 5.393 on Asset Insights scale of -2.5 to 10.
The tracked fleets average Maintenance Exposure (an aircrafts
accumulated/embedded maintenance expense) decreased (improved) to
Table B
$1.454m from Decembers $1.482m.

Maintenance Exposure to Ask Price (ETP) Ratio LOW RISK AIRCRAFT HIGH RISK AIRCRAFT
Our tracked fleets ETP Ratio (an aircrafts Maintenance Exposure divided by its Ask
Price) rose slightly to 52.8% after two consecutive months at 52.4%. We consider MODEL ETP RATIO MODEL ETP RATIO
any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price,
and the tracked fleets average has been above 40% for the past 25 months. CL-604 40.4%
G650 2.0% Citation Excel 560XL
Large Jets posted the best/lowest figure this month at 44.5%, followed by BOEING BBJ 5.0%
42.0%
Turboprops at 46.3%, Small Jets at 57.3%, and Medium Jets at 59.2%. Citation CJ4 525C 5.9% Hawker Beechjet 400A 42.2%
6.4% Learjet 45XR 43.0%
F900LX
Market Summary Phenom 300 8.0% Premier 1 48.3%
Large Jets: Retaining their Outstanding Quality Rating for the third consecutive F2000LX 10.6%
GV 45.9%
month, Financial Exposure also improved over 2.7%. This group offers good value King Air B-200 (Pre 2001) 47.8%
Citation CJ2+ 525A 13.5%
for buyers, while the problem for sellers revolves around the number of assets G-150 14.0% Learjet 45 w/APU 50.7%
listed For Sale and competitive pressure from new aircraft that OEMs need to sell. Citation Sovereign 680 14.2% Citation V Ultra 51.0%
Combined, these factors have negatively impacted the groups Ask Price by more Learjet 45 53.1%
G 450 15.1% Hawker 800XP 55.2%
than 15% during the past 12 months and 2.3% over just the past 30 days. Not CL-605 15.5% Citation V 560 55.4%
surprisingly, the groups ETP Ratio was negatively impacted, increasing for the fifth F900EX EASy 15.9% 55.7%
GIV-SP
consecutive month to reach 44.5%, a 12-month high/worst figure. Citation CJ3 16.2%
Global Express 60.0%
Medium Jets: Purchasers took advantage of record low Ask Prices over the past Falcon 2000EX Easy 16.6%
Falcon 2000 61.5%
thirty days. Curiously, many buyers focused on aircraft of a lower Quality Rating Citation Encore 16.7% Hawker Beechjet 400 69.2%
and higher Maintenance Exposure, perhaps addressing such costs in the actual F900C 17.4%
Pilatus PC-12 19.8% Hawker 1000A 70.7%
Transaction Price. Consequently, average Quality Rating has improved for the Piaggio P-180 74.5%
inventory fleet, as has Maintenance Exposure (posting its lowest/best 12-month Challenger 300 21.3% GIV-SP (MSG3) 74.5%
figure). While average Ask Prices increased a bit, they still sit only $20k above their Hawker 900XP 22.4% Citation VI 81.1%
12-month low point. The groups ETP Ratio is the best it has been during the past Piper Meridian 22.8% Learjet 31 82.9%
six months. In a surprising turnaround, Medium Jets suddenly pose good value. G550 23.4% Falcon 50 83.6%
Serious buyers are encouraged to act! King Air B-200 (Post-2000) 23.7% Learjet 60 85.8%
Small Jets: Quality Rating receded to Excellent over the past thirty days, Citation XLS 24.3% Citation II 89.5%
primarily due to buyers taking advantage of the value created by high asset quality, Citation Mustang 510 24.5% Hawker 800A 100.1%
low Maintenance Exposure, and below average prices. While the ETP Ratio Citation CJ2 24.8% King Air C90 100.6%
increased for the third consecutive month, the figure was still below the groups 12- King Air 350 (Post 2000) 24.9% CL-601-3R 107.9%
month average. With good values remaining available, we anticipate actual Global 5000 Citation ISP 109.8%
27.8%
Transaction Prices to continue experiencing the narrowest differential from Ask F900EX 28.6% Beech B-1900C 113.4%
Global XRS 28.7% Learjet 55C 114.2%
Prices among the four groups.
GIV 122.6%
Turboprops: Buyers focused on acquiring higher quality assets last month, King Air 350 (Pre 2001) 28.8%
PHENOM 100 29.4% Learjet 35A 164.6%
thereby creating a 12-month low Quality Rating for the remaining inventory, along
with a 12-month high/worst Maintenance Exposure figure. Ask Prices reflect the Hawker 400XP 30.6% CL-601-3A 177.2%
Piaggio P-180 II 30.6% 186.3%
12-month average, but the groups high Maintenance Exposure figure has pushed Falcon 50EX 31.6%
Falcon 20-5
the ETP Ratio to its highest/worst figure of the past eight months. Learjet 60XR 31.8%
Learjet 55 194.2%
Embraer Legacy 600 33.0%
While it is important for prospective buyers to examine the maintenance quality Citation X (MSG3) 33.2%
of any aircraft under consideration, we believe detailed analytics are imperative with Premier 1A 35.0%
respect to the current inventory fleet. Conversely, sellers need to objectively identify Citation Bravo 35.7%
Citation CJ1+ 36.7%
their aircrafts strengths if they wish to justify the desired price for their asset. G-200 36.9%
The ability to do so is readily available to both parties. The winner in any F900B 37.6%
transaction will be the one that has invested the time to understand and act on Source: AMSTAT
such analytics. T Maintenance Exposure to Ask (www.amstatcorp.com)
Price Ratio (ETP Ratio) Asset Insight, Inc
MI www.assetinsightinc.com As of Jan 31, 2017 (www.assetinsightinc.com)

26 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
MarketIndicators MARCH17.qxp_Layout 1 21/02/2017 14:45 Page 7

Ask Price vs. Maintenance Exposure * Asset Quality Rating

$ Millions Scale -2.500 to 10.000
Large Jets
Medium Jets
Small Jets
Turboprops

Ask Price Source: Amstat (www.amstatcorp.com)

* The accured cost of future scheduled maintenance

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 27

 +41 22 787 08 77
trading@sparfell-partners.com
www.sparfell-partners.com

2002 BBJ 737-700 IGW 2009 GULFSTREAM G450 S/N 4161

1028 TT, 6200 NM Range, 18 Passengers 4075 TT, RRCC, HAPP, MPP, 16 Passengers
Make Offer Deal Pending

1997 DASSAULT FALCON 900EX S/N 12 2000 DASSAULT FALCON 50EX S/N 297
8920 TT, MSP, HAPP, CAMP, CPDLC, 14 Passengers 3715 TT, CAMP, MSP, Fresh Inspections, 8 Passengers
Make Offer Make Offer

2014 CHALLENGER 350 S/N 20530 2006 CHALLENGER 300 S/N 20097
920 TT, Smart Parts Plus, MSP, CAMP, CPDLC, 9 Pax. 6320 TT, Smart Parts Plus, JSSI, CPDLC, 9 Passengers
$17,000,000 Deal Pending
 2007 EMBRAER LEGACY 600 S/N 979 2013 EMBRAER LEGACY 600 S/N 1166
1660 TT, CAMP, Wi-Fi, New Interior & Paint, 13 Passengers 3847 TT, JSSI Platinum Program, 13 Passengers
New Price, Please Call $12,750,000

2012 EMBRAER PHENOM 300 S/N 87 2010 EMBRAER PHENOM 100 S/N 147
920 TT, EASA, JSSI & EEC Programs, 7 Passengers 1340 TT, EASA, ESP & EEC Programs, 4 Passengers
$6,390,000 $2,350,000

2000 BOMBARDIER LEARJET 45 S/N 112 1997 SIKORSKY S76C+ VVIP

8610 TT, MSP & CAMP Programs, 8 Passengers 4030 TT, Engines, Gear Box & Avionics Programs, 6 Pax.
$1,590,000 Priced to Sell

1994 EUROCOPTER AS 355N 1991 EUROCOPTER AS 350B-2

9200 TT, SBH, PBH, EMS 9800 TT, SBH, PBH
Make Offer Make Offer
Interview March17.qxp_Finance 20/02/2017 15:53 Page 1

BIZAV INTELLIGENCE T INTERVIEW

Eagle Aviation at 50!

South Carolina's Home-Grown

Business Aviation Specialists

There are hundreds of FBOs strung along the Eastern Seaboard between
Portland, Maine and Key West, Florida. Few lay claim to a half-century in
Business Aviation - but Eagle Aviation does. Dave Higdon catches up with
David Lipski and Lee Thomas to reflect on 50 years of success

B
ased in Columbia, South Carolina, Eagle
enjoys a reputation far beyond being a local
FBO and service provider. Aircraft sales are
our largest profit center and the focus of
our business, long-time president David A. Lipski
tells AvBuyer. After that comes line service, then
maintenance and paint, and interior completions.
We focus our aircraft sales efforts internationally
as well as locally, he adds. Over five decades in
Business Aviation, Eagle's sales force has moved
aircraft into and out of many countries. It's up
around 50 countries, confirms Lee Thomas, Eagle's
aircraft sales manager.
A quick overview of the companys activities
shows that it serves as the main FBO and contract
fuel supplier for air carriers at Columbia Metropolitan
Airport (KCAE), where Eagle also operates a full-
service maint enance center, a paint and interior
completions operation, charter operations, and a
flight support shop. We do have (FBO) competition
on the field and another sales organization, notes
Lipski, but as outlined, our sales are not only local,
they're worldwide.
A few miles east of Columbia Metropolitan, Eagle
Aviation also serves as the contract FBO operator at
county-owned Jim Hamilton L.B. Owens Airp ort
(KCUB), Columbia's near-downtown aviation facility.
In addition to FBO, tie-down and hangar services,
KCUB is the base for Eagle's Part 61 flight-training
operation.
Specifically, Eagle Aviation is a Cessna Citation
and Beechcraft King Air specialist and a service
center for Textron Caravans and Piston Powered
aircraft, including Barons and Bonanzas and Cirrus

30 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Interview March17.qxp_Finance 20/02/2017 15:54 Page 2

Dave Higdon is a
highly respected
aviation journalist who
has covered all aspects of
civil aviation over the
past 35 years. Based in
Wichita, he has several
thousand flight hours,
and has piloted pretty
much everything from
foot-launched wings to
combat jets. Contact him
via Dave@avbuyer.com

Aircraft, which is beginning to deliver its SF50 Vision
single-engine jet.
These points all contribute to Eagle Aviation's half
century of success in Columbia. But aside from a
great location, Eagle's success also rests on three
other crucial words in aviation: Service, Quality and
Connections.
50 years at KCAE
Columbia serves as the capital of South Carolina
and the city is home to the University of South
Carolina. In a basketball- and football-loving region
like the Carolinas, college game days attract large
crowds.
With the university's football stadium capable of
seating about 80,000 spectators, home games make
for busy days at both airports Eagle Aviation serves.
We fill up at both airports when there's a game at
the stadium because the downtown airport is almost
walking distance from the game, Lip ski explains.
The Masters golf tournament (running 3-9 April) is
an hour away from Columbia in Augusta, Georgia
and draws large numbers of aircraft flown by golf
fans. We get a lot of people flying in because hotels
and restaurants are available at the last minute, and
flying into Augusta itself. We dont have the traffic
and ground delays often seen in Augusta, Thomas
adds. We'll have full ramps at both airports.
The company has grown significantly since it The
opened with five employees in the late 1960s. Today
the depth of services offered helps keep 116 company
employees busy year-round.
Our owner is the original owner of the has grown
company, Lipski expounds. He bought a small
business in 1967. It was basically a single, small
hangar offering a little gas sales, a little flight
significantly
training, a little of this and that. That owner
expanded it and grew it from its inception to where
since it
we are today. And business aircraft sales quickly
became the major focus it remains today.
opened
The non-sales growth was all concentrated at
KCAE until Eagle Aviation took over the lease at with five
KCUB, an uncontrolled, non-towered field with a
single runway a nd about 120 based-aircraft. A major employees
appeal is KCUBs proximity to downtown, the state
capitol, and the university that helps keep it busy. in the late
The county has an airport manager who runs the
field and we provide the services, Lipski explained. 1960s.
Flight training is a smaller part of our business, and
it's handy because the downtown airport doesn't

in addition we have US Customs and some hangar have the traffic from the airlines and overnight
space available and we're less expensive than shippers that we have at Metro.

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 31

Interview March17.qxp_Finance 20/02/2017 15:55 Page 3
BIZAV INTELLIGENCE T INTERVIEW
DAVID LIPSKI, PRESIDENT, EAGLE AVIATION
Thomas and Lipski noted that KCUB boasts an
historic Curtiss-Wright hangar, currently undergoing a
conversion into a micro-brewery and restaurant called
The Hunter-Gatherer Brewery at Owens Field. It will
feature a taproom and an observation deck
overlooking the airport.
Even through tough times, Eagle Aviation continued
to offer flight training something missing at many
busy FBOs. The reason we stay in the business is we
feel an obligation to pay back, to help grow the pilot
population, Lipski explains.
Growing Metro, Growing Sales
According to Lipski, Eagle Aviation's future holds
more of the same successes it enjoyed in the past
through a continued focus on service and client
satisfaction.
Aircraft sales in 2016 totaled about 25, Thomas
reveals. Thats a bit lower than the previous year (a
common report among dealers and brokers).
Meanwhile, the company's avionics shop, which took
a hit during the Great Recession, is the focus of
efforts to rebuild business. Currently, light
maintenance and installations are the main focus
and Lipski wants to revive and revitalize that
component of Eagle's business.
That plan parallels other plans to continue to grow
Eagle Aviation's full-service, in-house completions
center, where craftsmen and tradesmen handle
upholstery, cabinetry, carpeting, bright-work
upgrades and pai nt (all focused at Metro).
However, both Lipski and Thomas voiced
confidence in the aircraft sales market. Our phones
have been ringing more like usual since the start of
32 AVBUYER MAGAZINE March 2017
LEE THOMAS, AIRCRAFT SALES MANAGER, EAGLE AVIATION
the year, Thomas explained. Along with an
expectation of growth in sales, Lipski sounded an
optimistic note about the company's service
operation.
With the new products coming out of Cessna and
Beech, Lipski expects to expand the mainte nance
I see the staff and avionics, this year. We're in the hunt for
good people, Lipski adds.
next few
Forward-Looking
years very Lee Thomas took over sales two years ago, with a
positively, staff of five. His predecessor passed away after a long
career at Eagle Aviation. We're like family here,
Lipski Lipski explains. We are growing continually there is
no end. We've just been a solid, steady grower as the
concludes. years have rolled past.
We're never satisfied with where we are,
The economy Thomas emphasizes. We've made a lot of good
friends and repeat customers, and we value them.
has improved. You come into the office and you can sit down with
We've moved Dave or me, and chat; go to lunch. We know our
customers. I'm optimistic about the business in the
in the right US and worldwide, but particularly in the US.
I see the next few years very positively, Lipski
direction in the concludes. The economy has improved. We've
moved in the right direction in the past couple of
past couple years, and there are greater things on the horizon.
of years... We're very, very optimistic.
It appears that after a half-century cultivation,
Eagle Aviations approach to the business of aviation
positions it very well indeed for its second half
century in the industry. T
More information from www.eagle-aviation.com
www.AVBUYER.com Aircraft Index see Page 153
Avionics March17.qxp_Finance 21/02/2017 14:23 Page 1

FLIGHT DEPARTMENT T AVIONICS

Upgrading Your Aircraft

(Part 4)
Ken Elliott identifies and explains the details of upgrading your aircraft to meet
mandates or to improve its navigational and communications capabilities.

Ken Elliott is a highly-
respected industry authori-
ty on avionics as a member
of the NextGen Advisory
Council sub-committee and
Technical Director,
Avionics at Jetcraft.
Contact him via
ken.elliott@jetcraft.com
or www.jetcraft.com
36 AVBUYER MAGAZINE March 2017
I
n previous articles we addressed the general
approach, pre-planning and selection of a
completion facility so your aircraft can be
upgraded to meet upcoming mandates and
operational requirements. Here, we discuss the
bundling of work tasks and what should happen
when the aircraft arrives at the facilitys ramp.
The facility arrival experience and subsequent
work process will vary dramatically depending
upon where you take your aircraft. When you
consider the vast difference in capability offered by
service providers, this variance is normal since
shops tend to specialize in certain skillsets focusing
on different parts of an aircraft.
Table A (right) breaks out the various specialties
an operator can expect to find at different facilities.
www.AVBUYER.com
Note: certain facilities advertise expertise in a
range of specializations but will focus on one or
two core areas they see as important. Sometimes
they will subcontract specific skills, even when
listed as part of their capability.
History tends to play a role in specialization to
some extent. An example of three highly respected
and fully capable MROs is illustrative:
Duncan Aviation began with avionics and
although today accomplishes much more, it is
still renowned as perhaps the worlds leading
independent, non-OEM, avionics company.
Standard Aero, on the other hand, began its
life as an engine facility but further expanded
its engine capability after acquiring the legacy
Aircraft Index see Page 153
Avionics March17.qxp_Finance 21/02/2017 14:28 Page 2
Garrett engine shops and tapping into the
wide-ranging skillsets of the associated
Garrett/Landmark facilities.
WestStar Aviation combined its existing
turboprop experience with Premier Air
Centers jet experience and has steadily
established itself as a major player with
excellent all-round skillsets to offer.
In the cases of these three companies, their
ability to support engines, avionics and other
specialties is not diminished by their history. But as
background, there is no doubt that specific
historical reputations follow each organization.
It should be noted that the support of modern
aircraft involves a degree of trade overlap,
especially with respect to airframe/electrical and
avionics, because electronic sensing and control
has migrated across many aircraft sub-systems.
For an upgrade, the arriving operator probably
has scheduled tasks to be completed that will
utilize several of the skills mentioned in Table A.
However, it is common for an operator to set
priorities and essential items that must be
completed by the scheduled-out date.
Even though an upgrade can be extensive and
complex, operators often assume it is a sub-part of
an inspection, and MROs sometimes promote it
that way. For example, a C-Check, 96/180 month
or MSG 3 involving heavy maintenance will be the
Advertising Enquiries see Page 4 www.AVBUYER.com
primary reason for pulling the aircraft out of service
but understandably, for convenience and cost
saving, an upgrade will be scheduled at the same
time.
It is also not uncommon for an MRO to accept
additional upgrade work (outside of their core
skillset capability or for which they may not have
adequate time to complete) to attract the core
business of engines and/or airframe. If the
downtime for the inspection is four weeks, then it
is just assumed there is plenty of time for the
upgrade. Unfortunately, this assumption may be far
from reality.
For some operators, the selection of a single-
discipline facility is the right approach. There are
hundreds of capable avionics shops ready to
undertake an upgrade, but they will usually lack
the in-house capability for heavy maintenance,
given that each model of aircraft requires the use
of special ground support equipment, trained
personnel and access to factory data and parts.
The facilitys technicians will be the only folks
working on your aircraft and will be very
enthusiastic about the project(s) in hand. There are
swings and roundabouts to this approach,
however, given the difficulty of finding support
when an unforeseen maintenance issue occurs.
Completion facilities specializing in interior and
paint can be ideal places for certain upgrades, Continued
such as ADS-B with FANS. They are likely to have a on page 40
March 2017 AVBUYER MAGAZINE 37
Avionics March17.qxp_Finance 21/02/2017 14:29 Page 3
FLIGHT DEPARTMENT T AVIONICS
range of skills in-house and yet be able to fully
focus on the primary task of the upgrade and not
be distracted by engine or airframe maintenance
concerns.
Bear in mind that some MROs have in-house
completion capability, so it is possible to schedule
upgrades without the maintenance, especially if it
includes interior and paint. MROs think carefully
about giving up their valuable hangar spaces for
just avionics installations, especially when the
economy is thriving.
Table B (above) shows the scale of an upgrade
against its corresponding non-upgrade activity.
Primary risks are shown, but there are many risks
and the dynamics vary from facility-to-facility, or
task-to-task. Sometimes upgrades can include
engines or airframe modifications.
Sometimes engines, for example, can be
overhauled during the upgrade, stretching out the
time for completion and saving the operator
exchange or loaner fees. Also assume other
upgrades, such as winglets or LED lights, carry
similar risks.
Because they specialize on only one brand,
aircraft OEMs are generally in a better position to
adjust and deal with complex or multiple work
tasks. Even they are not immune to the risks,
however, given that they will often accept a variety
of manufactured aircraft in their factory-owned or
authorized service centers.
Arrival at the Ramp
The arrival experience can be much like taking your
car to the auto shop. Lobbies are lobbies, and they
40 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
come in all shapes and sizes. Service center
lobbies can be sparse but some, when doubled
with FBO functionality, will offer the full
complement of pilot and other services.
An MRO or upgrade facility that treats its
customers the same as if they are buying a new
aircraft hits the right mark and knows that first
impressions are key.
Facilities that offer multiple skillsets will allocate
a Customer Service Representative (CSR) for a
group of customers, typically by model of aircraft
or engine. The CSR becomes the point person,
and will not know everything but will call in
specialists as needed.
For this article series, we are walking through an
ADS-B Out upgrade for a legacy business jet. With
33 months to go, scheduling now means the
upgrade will not be squeezed into an existing
hangar schedule. For sure, as time progresses,
more shops will be pressured by anxious operators
to provide non-existent hangar slots for ADS-B Out
installations.
Kick-Off Meeting & Customer Engagement
If there is one thing an operator can do to set the
tone for the whole visit, it is to insist on, and
engage in a face-to-face meeting with all the
skillset leads who will be working on and
responsible for the aircraft. This meeting should be
held shortly after the aircrafts arrival. While it is
common to have incoming kick-off meetings, all
too often they are only partially representative of
the full work scope, given that the ADS-B upgrade
may have been perceived as a subset of a major
Aircraft Index see Page 153
Avionics March17.qxp_Finance 21/02/2017 14:30 Page 4

inspection (or at best, an add-on). Some of the consultants are often former flight department
better shops provide customer offices and allow mechanics or OEM/MRO leads and typically are
customers access to the hangar throughout the very knowledgeable on specific makes of aircraft.
project. Be engaged and ask questions. Do not Many aviators remember Bob Emery. His keen
wait to be called upon. Very often customers can eye never missed a thing when it came to
be instrumental in resolving difficult issues as they Gulfstream aircraft. Bob was one of aviations
arise simply by being there, by being informed and greatest mentors and a perfect example of the
being within easy reach. Customers who engage in maintenance consultant.
the process understand the issues shops face and
will be more forgiving if something does not go Working On Your Aircraft
as planned. Each aircraft owner wants to see their aircraft
An ADS-B Out upgrade can be complex, disrupt receiving full attention throughout the process.
an inspection work plan and involve significant Each facility working on your aircraft wants to
interior access. Due to involved certification achieve that too. However, it does not always work
requirements, it also may cause unplanned delays. that way. Completing an upgrade and working an
Satisfied customers will be those who feel the inspection involves a delicate dance of dependent
pulse of the task and are able to react quickly when tasks.
a delay is likely to occur. Given sufficient time and Each task may be dependent on another, and
the comfort of a heads up, operation schedules there will always be times when different trades will
can be rearranged and solutions sought. Being at be placed on hold. Facilities will use that hold time
the facility or remotely tracking the aircraft on a to work on another project, or for the upgrade they
regular basis mitigates surprises. may be busy on your new wiring harness in the
Avoid the element of surprise by staying close wiring room.
to the project underway on your aircraft. This situation is another reason why having
The importance of a kick-off meeting to review representation close to the activity is very useful. It
the work scope on your aircraft cannot be stressed is not uncommon, for example, to find your aircraft
enough. Beyond the aircraft and equipment, leads
include the engineer, certification and quality
control/inspection representatives. They are the Avoid the element of surprise
folks who will raise the red flags. Because they are
somewhat independent of the reporting by staying close to the project
responsibility within an MRO, they will find it easier
to be the bearer of bad news! underway on your aircraft.
Use the initial meeting to flush out issues and
concerns. Learn to read the signs of uneasiness in
the room when topics are likely to impact the
schedule, add to the work scope or concern
technicians working in the same place at the same
time. Often the warning signs of delays and issues
are already there long before they emerge as
reality.
Another common occurrence between the
operator and the facility is a misunderstanding of
expectations. This usually occurs between
individuals (for example chief pilot and a
department lead). The lead walks away assuming
Task X was being discussed while the chief pilot
really meant Task Y. This situation often occurs
when participants fail to listen or adequately reflect
on what was said/read back a request.
The problem is exacerbated when pilots or
department leads are in a hurry, or when their
attention is diverted elsewhere. It can result in
costly time and money overruns, so prompt and
candid communications are vital.
Note that for the operator it is not necessary to
have a pilot or even the company mechanic
babysit the project. Some flight departments hire
trusted consultants who have experience in
monitoring aircraft through completions,
inspections, pre-buys and modifications. These

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 41

Avionics March17.qxp_Finance 21/02/2017 14:31 Page 5
FLIGHT DEPARTMENT T AVIONICS
out on the ramp and another in your bay. This is
perfectly acceptable, providing the work scope is on
track and there are no weather issues or other
mitigations.
Larger MROs have specific hangars or groups of
bays in a hangar for each of the aircraft types they
maintain. Each aircraft type has a Crew Chief and a
team of dedicated mechanics. Being qualified to
work on the aircraft is both a company and individual
certification requirement. Each aircraft type will also
have an Inspector and the CSR mentioned earlier.
Avionics, Interior and Accessories will not have
specialists by aircraft type and are instead grouped
by department.
Engines will have specialists by engine model who
may work across different typ es of aircraft.
Understanding this structure is key to setting your
expectations. Smaller facilities, such as avionics
shops, do not require the complex structure of an
MRO but should have, at a minimum, quality,
inspection, fabrication (sheet metal), engineering and
certification, over and above their avionics
specialists.
Do not hesitate to ask how these functions are
achieved before you sign up for the work. Clues to a
facilitys scope of capability can be gleaned from an
understanding of its structure. For example, a person
wearing multiple hats may be a red flag (but not
always so).
For our ADS-B Out upgrade, the aircraft will likely
be assigned a particular bay. Because there may be a
simultaneous engine and airframe inspection/repairs,
it may first be taken for ground runs and other
outside tasks bef ore being placed in the hangar.
Once inside, the aircraft should be immediately
42 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
protected. Wherever the mechanics will be working
and transiting, the aircraft will need some form of
protection, including openings such as engines and
pitot static ports. How a facility takes care of your
aircraft is a clear indication of the quality of work you
may expect for the ADS-B effort.
ADS-B Out
There are many versions of ADS-B upgrades, but for
the typical legacy turbine aircraft it is likely the
transponder and GPS source will need upgrading.
However, remember there are at least two of each on
every aircraft. There is a total of 7,169 and counting
entries on the FAA ADS-B Out compliant equipment
website location. While many of these solutions are
for light GA or air carrier applications, a significant
number are fo r turboprop and turbine aircraft used
by corporations and others.
Because ADS-B Out broadcasts aircraft
performance and position data, the upgrade requires
the integration of aircraft data from different sources
that may not exist where needed. The information,
along with position and flight ID, is provided to each
transponder for rebroadcast to the outside world.
The ADS-B Out must also warn pilots, via
a nnunciation, if it fails in any way.
Some integrations require a digital adapter or bus
concentrator module. Also, in some integrations the
GPS receiver will be embedded in a new or updated
Flight Management Computer that also functions as
the display for flight management data, typically
mounted in the pedestal. Finally, some ADS-B Out
solutions require a different GPS with a higher signal
integrity ante nna. The antenna installation or change
out can be a significant impact to the customer.
Aircraft Index see Page 153
Avionics March17.qxp_Finance 21/02/2017 14:31 Page 6

Security. Trust. Confidence.

CJ3 S/N 156
2494 TSN, TAP ADV ELITE, DUAL FMS,
DUAL GPS-4000A, TCAS II, DFDR, CVR, PROV FOR HF
BRAVO/ENCORE STYLE ENTRY STEPS,
SATCOM, BELTED LAV, PROPARTS
FALCON 50EX | S/N 320
6071 TTAF, MSP GOLD
PROLINE 21 AVIONIC UPGRADE FEB/2015
WAAS/LPV, EVS, SATPHONE
HOUSTON: NEW PAINT/COMPLETE NEW INTERIOR FEB/2015
PHONE 1 . 713 . 681 . 0075 2C/DRY BAY MOD/GEAR OVH AUGUST/2014
F50EX, S/N 320 IS REPRESENTED IN A JOINT
FAX 1 . 713 . 681 . 0035 MARKETING COLLABORATION WITH ALBINATI AERONAUTICS
sales@paravionltd.com GLOBAL 5000 | S/N 9174
paravionltd.com 4711 TSN, RRCC, APU ON MSP
SMART PARTS+, BATCH 3, FANS 1/1A, WAAS/LPV
DU-875, INCREASED GTOW, 120M c/w FEB/16
12 PAX, FWD CREW LAV, ONE OWNER

20
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Access veteran, however, going through a major integration

This brings us to access. Having the aircraft and most
of its inside pieces and parts comfortably intact while
parked in the hangar, is one thing. Having a gutted
interior, even if only partial, is quite another - and is
scary to many operators. If interior access is required
and particularly if that removal involves a one-piece
headliner and/or bulkhead, then expect there to be
a lot of disruptive activity early as well as later in
the project.
The integration facility should have foreseen the
challenge and estimated an interior Removal and
Reinstallation (R&R) time, with cost. Make sure the
time is sufficient, and ensure there will be no other
major activity ongoing during the actual R&R (unless
off the aircraft or well away from the cabin).
Depending on the model of aircraft and the ADS-
B Out in tegration, access should be in the cockpit,
avionics bay and some places in between. Access in
most cases should not be a major project.
Summary
Many operators have years of experience going
through maintenance and upgrade cycles. They will
have established MRO relationships and sometimes
will not be exclusive to any one facility, using healthy
competition as a leverage. Even for the seasoned
project such as ADS-B Out (particularly when
combined with other upgrades) can be stressful. The
key take-aways are:
Make sure you understand the accepted work
estimate, including all terms and conditions;
Establish one-on-one relationships with team
leads from all trades who will be working on your
aircraft;
Insist on a proper kick-off meeting, attended by
all th e team leads;
Review your log books and paperwork with
everyone who will be touching them;
Have on-site representation such as flight
department mechanic or reliable consultant
mechanic with sufficient hands-on experience on
your aircraft platform. Providing a pilot is helpful,
but may not be ideal;
Fully understand the work scope and how it will
be tracked to stay on schedule;
Stay engaged and look for signs of delays or cost
overruns avoid surprises.
Next, we will transition through the integration of
the ADS-B Out, including the checkout of the
system Stay tuned! T

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Helicopters March17.qxp_Finance 20/02/2017 16:43 Page 1
FLIGHT DEPARTMENT T ROTORCRAFT
Should You
Consider a
Corporate
Helicopter?
The Mysteries & Myths
of the Modern Rotorcraft
Cutting through the myths of helicopter
operations, Dave Higdon discusses some of
the questions operators should tackle and
understand when considering a rotorcraft for
the flight department
pilot acquaintance recently shared a
A concern that his company was
considering adding a helicopter to its
flight operation, or possibly even
replacing the current propjet twin
with a helicopter.
Truth be told, neither option excited him since
both would require new training. He had added a
helicopter rating to his license many years ago, but
after a short time flying EMS helicopters he landed
his current job operating the propjet twin.
Now the pilot was fielding daily questions from
his boss and his supervisor, many of them rooted in
the myths and misinformation denigrating
helicopters - and many of them undoubtedly heard
over years of flying.
Those questions were in addition to the
46 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
predictable enquiries about differences in costs,
maintenance and other operational issues.
Disposing of some of the myths proved relatively
easy. Answers to the fact-based questions helped
his boss continue to consider the idea.
The differences between helicopters and fixed-
wing aircraft are substantial. Hover here as we
delve into some of those differences, first
addressing the myths and then the solid facts...
Myth 1: Engine Failure = Unavoidable Crash
People generally understand that without engine
power fixed-wing aircraft retain their ability to
glide, allowing them to retain some capacity for
controlled flight.
Helicopters, however, depend on the main
rotor-blade rotating at a speed capable of
generating lift. They do not beat the air into
submission (as one common line describes),
however. And since rotors don't instantly stop
upon an engine failure occurring, helicopters also
continue to fly under control after the powerplant
cuts out.
Thus, helicopters don't automatically drop like a
Aircraft Index see Page 153
Helicopters March17.qxp_Finance 20/02/2017 16:43 Page 2
rock upon powerplant failure. By decreasing the
pitch of the helicopters rotor blades (using the
aircrafts collective control) and descending, the
pilot can achieve the rotorcraft equivalent of
gliding, which is called autorotation. The pilot's
collective control input preserves rotor-blade
rotation and converts the potential energy of the
helicopters altitude into rotational energy of the
whirling rotor blades.
While descent rate is high, the aircraft is
maneuverable. Helicopter pitch attitude, and thus
airspeed, is controlled conventionally with the
pilots joystick, which in helicopter parlance is
called the cyclic control.
At the appropriate altitude for arresting the
helicopters descent, a coordinated application of
cyclic control for flare and collective control for
converting the rotors rotational energy into lift
results in a soft touchdown even when no engine
power is available.
Autorotation is a maneuver practiced over and
over in helicopter flight training, and it works well.
Similar to fixed-wing aircraft, however, without
power there are no go-arounds.
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Gravity always wins regardless of aircraft
category. So practice, timing and the control
movements play large roles in preparing for the
rare possibility of engine failure in a helicopter.
Myth 2: Helicopters are More Dangerous
Overall, according to the safety statistics of various
institutions, the risks of traveling by helicopter run Dave Higdon has
at about the same level as flying fixed-wing. covered all aspects of
Just like in fixed-wing aircraft, most helicopter civil aviation over the
past 35 years. Based
accidents stem from operator error as opposed to in Wichita, hes a
mechanical failure. Leading the lists of operator- renowned journalist,
error accidents are: and an active instru-
ment-rated pilot with
Controlled Flight Into Terrain (CFIT); more than 5,000 flight
hours in everything
Wire Strikes;
from foot-launched
Fuel Exhaustion; and wings to combat jets.
Weather mistakes. Contact him via
Dave@avbuyer.com
Of the list above, modern technology offers an
increasing array of tools to help pilots avoid CFIT,
wire strikes and weather encounters.
It also bears noting that many types of
helicopter operation put them in close proximity
to obstructions and obstacles in their missions
that few fixed-wing aircraft would encounter
using airports.
Myth 3: Helicopter Flying is more Difficult
One popular line compares flying a helicopter
to trying to balance one-legged atop a beach
ball while simultaneously rubbing your stomach. But like
Hogwash!
Aviators experienced in both fixed-and rotary- much of
wing aircraft stress that flying a helicopter is really
no more difficult than flying an airplane, though its Business
obviously different.
Practice is the key component of success in both Aviation,
types. And many a person became a pilot starting
out in helicopters. some of these
Myth 4: Helicopters are comparisons
Exorbitantly Expensive
Admittedly, the per-seat costs of business turbine are relative.
helicopters can run higher than comparable
turboprops and jets. And learning to fly helicopters
runs at a higher per-hour cost than fixed-wing. But
like much of Business Aviation, some of these
comparisons are relative.
Fuel expenses tend to run higher per flight hour
on a horsepower-to-horsepower basis because
helicopters are not as aerodynamically efficient as
airplanes. Maintenance costs can be higher simply
because of the complexity of the powerplant, rotor
and control systems, and because inspection
intervals typically are more frequent.
But in mission-focused terms, helicopters
o ffer capabilities unavailable from fixed-wing
aircraft and that should be the only basis
for comparison.
www.AVBUYER.com March 2017 AVBUYER MAGAZINE 47
Helicopters March17.qxp_Finance 20/02/2017 16:44 Page 3
FLIGHT DEPARTMENT T ROTORCRAFT
Myth 5: You Can Land
Helicopters Anywhere...
Airspace and local zoning ordinances have a say in
where airports are built, helipads constructed, and
where one can legally land a helicopter. More than
one property owner learned the hard way that
owning a large plot with room to land a helicopter
didnt make actually doing so OK with their local
authorities, with the FAA and (especially) with
neighbors.
That said, the flexibility of helicopters make
them ideal for off-airport missions. Theyre also very
good for travel from legally-established heliports
and helipads to airports or other legal landing sites.
And they can access remote locations (where
legal) with no runway. All they need is sufficient
space to handle the vehicles approach and
departure profile and to prevent rotor strikes. (Only
appropriately certified multi-engine helicopters are
authorized to conduct vertical takeoffs and
landings.)
Myth 6: Helicopters are all the Same
Helicopters vary in sizes, in types, in powerplants
and, consequently, in mission capabilities. One size,
one version, absolutely does not fit all. Selecting a
helicopter for a business use should parallel the
process of choosing a fixed-wing aircraft.
48 AVBUYER MAGAZINE March 2017
The first step in the process involves identifying
how the machine will be used. What's its primary
mission the majority of the time?
For example, if your envisioned use mainly
involves cross-country flights of more than 350
miles or more, a helicopter may not be your best
Selecting a option unless, that is, the destination frequently
requires landing in a remote location far from
helicopter for airports (oil sites, mines, farms and ranches, for
example).
a business use For making short hops between heliports 100-
200 miles away, a helicopter may be the suitable
should option.
Do you need to carry a lot of people or
parallel the equipment to remote locales? There are helicopters
suitable for that, just like there are utility fixed-wing
process of aircraft capable of using short, unimproved strips.
Speed wise, they may be closely matched.
choosing a Perhaps you need to pick up from an urban
heliport and fly to a nearby airport. The helicopter
fixed-wing beats all alternatives for this scenario, particularly
when there is dense traffic between that office
aircraft. building and the airport.
Depending on the territory to be transversed, a
multi-engine helicopter may be the smart option;
particularly for missions over unimproved
landscape. Ditto for equipping with floats when
flying over-water missions.
www.AVBUYER.com Aircraft Index see Page 153
Helicopters March17.qxp_Finance 20/02/2017 16:45 Page 4
FLIGHT DEPARTMENT T ROTORCRAFT
Of course, cabins finished for executive transport
are an option in almost any size of helicopter but
some larger, multi-engine helicopters are better
suited to heavy executive transport than smaller 3-4
seat rotorcraft. These executive helicopters can
accept the weight of being outfitted with many of the
amenities common in executive jets and turboprops.
Turbine-powered helicopters deliver ride
qualities and mission capabilities at a higher level
than piston-engine helicopters. Turbine
powerplants have operating characteristics, such as
higher levels of reliability and lower levels of
vibration that are more suitable to rotorcraft than
piston powerplants. Beyond mission considerations,
it becomes a matter of budget.
The Cost Equation
Nothing about helicopters competes cost-wise with
most fixed-wing aircraft of similar size and power.
That applies to purchase, operating and
maintenance costs.
This isn't to say a helicopter can't match or
exceed the time savings of a fixed-wing competitor.
Depending on how and where it's used, a
helicopter may be a better time-saver simply by its
ability to pick-up and drop-off in locations no fixed-
wing aircraft can access. For getting people to the
airport fast, few options can beat a helicopter with
50 AVBUYER MAGAZINE March 2017
an office-district landing option.
Purchasing a turbine-powered executive
helicopter may be price competitive with an
airplane depending on how many seats are
needed. But maintenance costs reflect the greater
This isn't to complexity of the helicopter itself. The vehicles
engine drives the main rotor and tail rotor through
say a a gearbox with a long drive shaft between that
transmission and the tail rotor.
helicopter Helicopters have more bearings, more actuators,
more-complex pilot controls, rotor blades that are
can't match more complicated than propellers, tail-rotor blades,
more vibration, and consequently more
or exceed the maintenance costs per flight hour, than airplanes.
You can begin to see the picture.
time savings But for operators with the need for what
helicopters do best, fulfilling the mission is the
of a goal. Then it's a matter of picking a helicopter to
meet those needs.
fixed-wing
Where to Find the Right Helicopter
competitor. Many dealers and brokers focus on helicopters, and
the Helicopter Association International (HAI) in
Alexandria, Va., can be a good starting point for
researching helicopters and their use.
As it approaches its 70th birthday, HAI offers
tremendous resources for operators and would-be
helicopter users. Visit them via www.rotor.org. T
www.AVBUYER.com Aircraft Index see Page 153
Management March17.qxp_Finance 20/02/2017 16:11 Page 1
FLIGHT DEPARTMENT T MANAGEMENT
What are your
Business Aviation
Security Procedures?
Tips for Identifying and Extinguishing Security
Breaches in your Flight Department
After reading a Facebook post
by one of his companys pilots,
Aviation Director Andre Fodor
was prompted to call a friendly
staff meeting regarding
corporate and personal
security. Heres why
54 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
he social media post that prompted our
T Flight Department meeting contained a
detailed chronology of upcoming trips,
and (without any intention of doing so)
could have exposed our companys
strategic growth plan, or worse, compromised our
principals privacy and security. Thus the focus was
a review of safety and security practices.
With particular reference to security, social
media postings risk inadvertent sharing of
potentially sensitive information in public forums.
Short of forbidding it, I suggested the use of
broad strokes.
To illustrate, a curious ramp worker at an FBO
we once visited once enquired about our
destination. Dissatisfied when told Europe, he
probed for more information. I responded that we
were going to France, but he insisted on
Aircraft Index see Page 153
Management March17.qxp_Finance 20/02/2017 16:12 Page 2
pinpointing our final destination. He finally seemed
satisfied when told that we filed for Nice in the
South of France. In reality, we were headed to
Inverness, Scotland.
While not naturally paranoid, I lived abroad for
many years and have flown High Net-Worth
Individuals throughout the globe. Corporate pilots
are keenly aware that too much information can
lead to loss of business revenue to competitors - or
worse, make their passengers the target of robbery
or kidnapping.
Now that I had everyones attention, we were
primed for a discussion of security within our
corporate Flight Department.
Risk Assessment
A major concern of Flight Department managers is
the wellbeing of the principal and the flight
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professionals who transport company personnel.
Before accepting a flight, I always conduct a safety
assessment. My first action is using a search engine
to learn whats going on at the intended
destination. Local and major news agencies are a
good way to obtain a feel for the situation, and the
US State Department travel website is a valuable
source for travel restrictions or warnings.
Pilot colleagues, one of whom may have With a focused approach
on global excellence and
recently visited the destination, often provide
creativity, Andre Fodor has
valuable operational knowledge. managed flight operations
You may wonder why my first call is not to the for the U.N. and Flight
local handler. For the same reason that Im vague Options as well as being a
about providing destination details to strangers at senior demonstration pilot
FBOs, I believe that alerting a handler of an and instructor for Embraer
intended trip may provide too much time for Aircraft. He is currently
malevolent planning, as youll see below. the Vice President of
With the current level of global threat requiring Aviation for Johnsonville
Sausage.
caution, trusting intuition and retaining a healthy
level of suspicion help raise the threshold of safety
and security within a Flight Department.
Transportation Arrangements
To further our risk mitigation, in some locations we
may schedule two forms of transportation for our
principal; one well in advance (the decoy) and
another just a few hours prior to our arrival.
Depending on locale, a last minute arrangement
can dissipate risk.
Recently a wealthy family was robbed while
being driven to a hotel in Paris after arriving on a
corporate aircraft. Authorities are fairly sure that it
was a well-planned crime aided by inside
information. At any rate, Flight Departments need
to be creative, think outside the box and use
opportunities to remove risk exposure.
Additional Security Measures
There are many other fronts that require risk
mitigation. With the advent of airborne
connectivity comes security concern for sensitive
data flowing in and out of the aircraft. A discussion
with our data provider helped us secure and
tighten our privacy on that front.
All paper documents left in the cabin are
shredded, and we are careful regarding the proper
disposal of personal items that might contain DNA
(yet another privacy and security concern).
In Summary
Security is enhanced by communal thinking: if we
are all attuned to the risks, as a Flight Department
we become better at mitigating risks. Real life
practices, practical training, emergency drills, and
scenario-based discussions are all vital to sensitize
everyone to Flight Department security.
From crew to principal, we are all each
others keeper. T
www.AVBUYER.com March 2017 AVBUYER MAGAZINE 55
Safety March17.qxp_Finance 20/02/2017 16:53 Page 1

FLIGHT DEPARTMENT T SAFETY

A Lesson in Flight
Crew Currency
The Importance of Options, Anticipation
& Adaptability in Pilot Currency
Aviation safety writer Mario
Pierobon draws on lessons
learnt from a July 2015
Phenom 300 accident to
highlight the need for pilots
to develop resilience as they
pursue recurrent training

n July 31, 2015 at the end of a

O routine flight, an Embraer

Phenom 300 operated by a
single pilot entered the visual
circuit to land on runway 25 at Blackbushe
Airport, UK. A number of TCAS alerts
occurred while flying within the circuit,
and the pilot manoeuvred the aircraft until
it was significantly higher and faster than
normal for a visual approach.
Following the TAWS alerts, the aircraft
crossed the runway threshold 43 kts
above the target threshold speed and
floated before touching down,
overrunning the runway end, colliding
with an earth bank, and ploughing
through a car park as a wing separated
and fire erupted.
All four of the airplanes occupants
perished.
According to the report issued by the
UK Air Accident Investigation Branch
(AAIB), the operator had visited
Blackbushe 35 times since August 2014,
and the aircraft involved in the accident
was operated on 27 of those occasions.
Furthermore, the pilot had flown into
Blackbushe 15 times prior to this fatality,
the most recent being in March 2015.
According to the accident report,
though the company regularly undertook

operations to Blackbushe, most of the
destinations to which the Phenom 300
58 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
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Safety March17.qxp_Finance 20/02/2017 16:54 Page 2
FLIGHT DEPARTMENT T SAFETY
was flown were large international airports within
Europe and the Middle East. Analysis of FDR data
showed that visual circuit arrivals were rare and
seldom occurred at airports other than at
Blackbushe.
Several factors came together to create a very
high workload situation for the pilot as he entered
the pattern at Blackbushe and attempted his
landing. He was receiving many audio signals and
calls, possibly leading to audio overload. His mental
capacity also could have become overloaded. Audio
overload and the mental stressors may have led him
to become fixated on continuing the approach
toward a short runway, the report concludes.
In many ways this accident boiled down to a
matter of flight crew currency.
Defining Pilot Currency
Depending on the definition of pilot currency, the
pilot involved in the above accident was both
current and not-current.
The pilot was current in accordance with the legal
definition of currency (i.e. he knew the airport,
60 AVBUYER MAGAZINE March 2017
having flown into it several times previously). Yet he
was not current in flying visual circuit arrivals, and
the workload demands appeared to have been too
much for him.
If a pilot wants to be de facto safe, he/she needs
to move beyond the traditional prescriptive, legal
approach to pilot currency, which leaves little room
for foresight. Pilots must be able to manage
changing circumstances in the cockpit, which
includes the ability to anticipate those changing
circumstances.
Resilience Development
Recently added as a training element of Crew While its
Resource Management (CRM), Resilience
Development requires flight crews undergoing CRM
a relatively
training to train toward mental flexibility and new concept
performance adaptation.
Mental flexibility essentially concerns reflecting within the
on ones judgement and adjusting it to the unique
situations that unfold around you. Its also about
industry,
avoiding an over-reliance on standard solutions, and fostering
remaining open to changing assumptions and
perceptions. Resilience
Performance adaptation is ultimately designed to
mitigate traditional learned behaviours,
Development is
overreactions and inappropriate hesitation, thereby important for
adjusting a pilots actions to current conditions, as
reported in EASA air operations regulations. Business
While its a relatively new concept within the
industry, fostering Resilience Development is Aviation
important for Business Aviation organizations, organizations.
whose operations are inherently less standardized
than those of the Scheduled Airlines. The guiding
themes of Resilience Development training should
include:
Anticipation;
Openness to Options; and
Adaptability.
Pilots must anticipate possible scenarios. In
preparing for a mission, they need to undertake mini
risk assessments, accounting for not only what could
go wrong, but for what could change during the
mission.
By exercising Anticipation skills, pilots can
recognize, for example, the need for extra
protection(s) when flying a visual circuit arrival when
more accustomed to large international airports.
Finally, as a part of currency training, a pilot
needs to understand that the reality of a situation is
always more complex and less predictable than in
the instructions received for training purposes.
It is nearly impossible to anticipate all the
potential adverse scenarios a pilot is likely to Mario Pierobon is a safety
experience and to develop a complete set of management consultant
and content producer. He
compensating procedures. With appropriate
currently is working on a
training, however, pilots can sharpen their initiative, research project investigating
adapt more effectively to an ever evolving reality aircraft ground handling
and navigate successfully through the safety. Contact him via
unpredictable. T marioprbn@gmail.com
www.AVBUYER.com Aircraft Index see Page 153
Safety March17.qxp_Finance 21/02/2017 09:34 Page 1

FLIGHT DEPARTMENT T SAFETY

Checklist Discipline
(Part 1)
Loss of an Owner-Flown Phenom 100
Emphasizes the Need for Checklist Use
Culture is described as what a
person does when nobodys
looking. Aviators pride
themselves on their culture of
safety. Yet too often one of
the most important safety
tools - the checklist - is either
bypassed or used ineffectively.

T
he crash of an EMB-500
(Phenom 100) on approach to
Montgomery Country Airport
(KGAI) near Washington, DC in
December 2014 is a tragic illustration of
what can happen when a pilot -
regardless of training or experience - fails
to exercise uncompromised discipline in
their checklist use.
Having completed several programs
of in-flight training and earning his
Phenom 100 type rating about eight
months prior to the 55 minute flight from
his home airport (KIGX) in Chapel Hill,
North Carolina to KGAI, the owner pilot
with nearly 5,000 hours total time
(including over 135 hours in the Phenom
100) seemed well qualified to fly the
intended mission.
He held an Airline Transport Pilot
(ATP) certificate with Certificated Flight
Instructor (CFI) privileges; had flown a
Socata TBM 700 for about 1,500 hours;
had approximately 60 hours in an Aero
Vodochody L-39A; completed recurrent
training in the Phenom in late
September; and flew nearly 15 hours in
the two months prior to his fatal crash.
While holding aviation credentials of a
professional aviator, the 66-year old pilot
was a physician and chief executive
officer of a clinical research company he

62 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Safety March17.qxp_Finance 21/02/2017 09:34 Page 2
founded in 1989, and he used aircraft as a
business tool.
Shortly after departure from Chapel Hill, a
non-pilot passenger sitting next to the owner pilot
commented that the aircraft had entered clouds,
and a few seconds later the pilot activated the
aircrafts engine anti-icing system and the
pneumatic boots providing ice protection to the
wing and horizontal stabilizer. Two minutes later,
however, he turn ed them off.
Well in advance of reaching the vicinity of his
destination, the pilot listened to the Automated
Weather Observing System (AWOS) for KGAI,
which indicated that conditions were conducive to
icing during the approach to Montgomery Country
Airport. Yet there was no indication from either the
aircrafts data/voice recorder or from post-accident
analysis that the pilot reactivated the aircrafts a nti-
ice or de-ice protection systems in anticipation of
the approach at KGAI.
A Sequence of Events
Operating on autopilot, the pilot requested a GPS
approach to Runway 14 at Montgomery Country
Airport, which is 4,202 feet long and 75 feet wide,
and was cleared to descend from his cruising
altitude of FL230.
Per the FAA approved Phenom 100 checklist for
flight in visible moisture (which the AWOS
indicated wo uld be the case at KGAI), the aircrafts
engine anti-ice system must be activated when the
Total Air Temperature (TAT) is below plus 10C and
the airframe de-ice system must be on when the
TAT is below plus 5C.
The checklist also calls for entering the aircraft
weight so that the flight display can show the
proper reference speeds for the aircrafts
configuration. With anti- and de-ice systems
activated, V reference is 121 knots and, according
to the aircraft Pilots Operating Handbook, the
approach should be flown at Vref plus 5 knots
when icing conditions are present.
The pilot entered data that showed Vref was 92
knots IAS, which would have been appropriate if
the aircrafts ice protection systems were not
activated. (While accident investigators believe the
aircrafts actual weight was about 5% higher than
determined by the pilot, Vref for 8,700 pounds
and ice protection off would have been 95 knots
not substantially different from the bug speed
shown on the aircrafts speed tape but
considerably below the appropriate approach
speed of 126 knots per the checklist for flight in
icing conditions.)
Continuing to use the autopilot for the
approach procedure, the pilot advised approach
control he was still in Instrument Metrological
Conditions but expected to break out shortly.
Conversation captured on the Phenoms voice
recorder revealed that snow was present as the
aircraft obtained visual contact with the runway
about 3 miles from the airport.
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Although the Phenom 100s POH cautions
against using the autopilot on approach during
flight in icing condition, the pilot kept the system
engaged and was not hand- flying the aircraft as it
slowed on approach. Airspeed continued to
decrease modestly as the autopilot pitched up to
maintain the GPS approach guidance.
As the airspeed slowed to 92 knots, the pilot
added power but not sufficiently to stop the
airspeed deceleration. One mile from the KGAI
runway and at about 300 feet above ground level,
and with the autopilot still engaged, the aircraft
began to roll right to a bank angle of about 20
degrees before rolling left. Shortly thereafter the
stall warning activated as the aircraft decelerated
through 88 knots and the autopilot disengaged.
Power was advanced to take-off settings but
too late to prevent the aircraft departing from
controlled flight and hitting a house. The Phenom
Following pilot, his passenger and three persons on the
ground were lost.
the checklist According to NTSB studi es, the approach might
have been different if the aircrafts ice protection
for flight system had been activated per the approved
checklist. Airspeed and angle-of-attack parameters
would have been sufficient to provide a stall
in icing warning about 20 seconds earlier in the approach,
when the Phenom was about 1,000 feet AGL and
conditions 10 knots faster in its actual approach sequence.
Following the checklist for flight in icing
would have condi tions would have provided the pilot with
substantial advance warning and more altitude
provided the and airspeed to deal with an aerodynamic stall.
An Overarching Factor
pilot with Accidents are rarely (if ever) the result of one error,
but pilot behavior is an overarching factor to be
substantial considered for this and many other situations.
NTSB safety investigators concluded that the
advance probable cause of the Phenom 100 accident at
KGAI was the pilots decision to execute an
warning... approach in conditions conducive to structural
icing without turning on the aircrafts anti- and de-
icing system and without using the appropriate
landing reference speeds.
Standard operating procedures and the
Phenom 100 Pilot Operating Handbook clearly
state that ice protection systems should be
engaged when icing is possible. Had the pilot
followed the approved checkl ist, perhaps the
outcome would have been different. The
possibility that the accident pilot may have been
using a checklist that only addressed non-icing
conditions does not negate the fact that an
appropriate checklist was not employed.
A key element in pre-flight planning is access to
the checklist required for the mission. Use of
checklists must be cultural. Specifically, checklist
discipline must be absolutewhat a pilot does
regardless of who is looking, regardless of hours
flown and regardless of being blessed with a
good memory. T
www.AVBUYER.com March 2017 - AVBUYER MAGAZINE 63
Values Intro.qxp_Finance 22/02/2017 09:27 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light Jets

Are you Seeking Flexibility
at a Lower Cost Level?
Where performance and value are dominant factors for a
mission need, remember this: theres nothing lightweight
about the value and flexibility of the Entry-Level & Light Jets.

A
s business jets increase in size from
Entry-Level & Light jets to the low end
of the Large Cabin models, six to eight
seats generally remains the standard
configuration across size-category lines. And while
cabins increase in volume generally (enabling more
productive workspace for those traveling longer
distances), full-fuel payload doesnt seem to grow
proportionally in most cases.
As jets get bigger and heavier their runway
needs increase, with no appreciable gain in how
many people or equipment can fly and thus we
touch upon the key advantages of the Entry-Level &
Light jet category - the value and flexibility offered
to those who typically fly shorter legs.
Fully-fuelled, an Entry-Level or Light jet can often
barely carry the typical passenger load of three
persons, unless one or two of them doubles as a
crew member. Nevertheless, with the average
mission length below 750 miles and the nominal
maximum-range of Light jets around 1,200 miles, segment represented the bottom rung of the
the crew enjoys the option of flying lighter and business jet ladder. That was before the Entry-Level
saving fuel. Fueling for the mission with NBAA Jets entered the market, differentiated by weights
reserves allows larger cabin loads, making three or below almost everything ever built at less than
four - plus crew - possible. 10,000 pounds.
The time difference between Entry-Level & Light
jets and Large jets to fly a typical 75 0nm mission is Entry-Level & Light Jet Price Guide
small (about 10 to 12 minutes, overall) and is not a The following Entry-Level & Light Jets Retail Price
large time-saving for costs that may be Guide represents current average values published
considerably higher for the larger aircraft. Further, in The Aircraft Bluebook Price Digest. The study
Note: For additional
beyond these speed-range-payload operational spans a twenty year period, from 1997 through
assistance and interest,
basics, the Light jet crew will have the option of far Winter 2016, and covers 33 models. Values Conklin & de Decker
more airports, often closer, more convenient and reported are in US$m, with each reporting point Performance and
less expensive than whats needed for the Medium representing the current average retail value Specification data for
and Large jets. Thus, its hard to escape the published in the Bluebook by its correspon ding these Entry-Level
hea vyweight value of the Entry-Level & Light jet. calendar year. For example, the Cessna Citation & Light Jet models
So what exactly is a Light jet? Today we consider Mustang average value reported in the Winter 2016 can be referred to,

model, $1.6 million for a 2008 model and so forth.

a jet light when its MTOW falls between 10,000 edition of Bluebook shows $1.7 million for a 2009 beginning on page 72
and 20,000 pounds. About a decade ago the Light of this issue.

64 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Retail Values.qxp_RPG 21/02/2017 15:26 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light Jets Average Retail Price Guide

MODEL YEAR 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007
$ US$M US$M US$M US$M US$M US$M US$M US$M US$M US$M
MODEL

BEECHCRAFT PREMIER 1A 2.5 2.3 2.1 2.0 1.9 1.8

BEECHCRAFT PREMIER 1

BOMBARDIER LEARJET 45XR 5.5 5.0 4.6 4.2 3.9 3.7

BOMBARDIER LEARJET 45 3.1
BOMBARDIER LEARJET 40XR 4.2 3.8 3.3 2.9 2.7 2.5
BOMBARDIER LEARJET 40 2.050
BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+560 12.990 10.0 8.5 7.7 7.2 6.8 6.5 6.2 6.0
CESSNA CITATION XLS 560 5.4 5.2 4.8
CESSNA CITATION ENCORE+560 4.4 4.0 3.7
CESSNA CITATION V ENCORE 560
CESSNA CITATION EXCEL 560-XL
CESSNA CITATION V ULTRA 560
CESSNA CITATION BRAVO 550
CESSNA CITATION CJ4 525C 9.263 7.8 7.3 7.0 6.5 6.0 5.7
CESSNA CITATION CJ3+ 525C 8.392 7.0
CESSNA CITATION CJ3 525B 6.5 6.0 5.5 5.2 4.8 4.6 4.4 4.2 4.0
CESSNA CITATION CJ2+ 525A 5.4 5.1 4.7 4.4 4.2 3.9 3.7 3.5 3.3
CESSNA CITATION CJ2 525A
CESSNA CITATION M2 525 4.594 3.8 3.6 3.4
CESSNA CITATION CJ1+ 525 3.1 2.9 2.7 2.5 2.3
CESSNA CITATION CJ1 525
CESSNA CITATIONJET 525
CESSNA CITATION MUSTANG 510 3.459 2.8 2.4 2.1 2.0 1.9 1.8 1.7 1.6 1.5

ECLIPSE 550 2.8 2.6

ECLIPSE 500 2.5 1.9 1.8 --- --- 1.1 0.9

EMBRAER PHENOM 300 8.995 7.9 7.5 7.1 6.7 6.3 5.9 5.8
EMBRAER PHENOM 100E 4.161 3.6 3.4
EMBRAER PHENOM 100 3.1 2.8 2.6 2.3 2.1 1.9

HAWKER 400XP 2.350 2.150 1.950 1.850

HAWKER BEECHJET 400A

NEXTANT 400XTI 4.4 4.0 3.5 3.1 2.9

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

66 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Retail Values.qxp_RPG 21/02/2017 15:26 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

Winter 2016 What your money buys today

2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 MODEL YEAR
US$M US$M US$M US$M US$M US$M US$M US$M US$M US$M $
MODEL

1.7 BEECHCRAFT PREMIER 1A

1.6 1.5 1.4 1.3 1.2 BEECHCRAFT PREMIER 1

3.3 3.0 2.9 2.7 BOMBARDIER LEARJET 45XR

2.8 2.5 2.3 2.1 1.9 1.8 1.7 1.6 1.5 BOMBARDIER LEARJET 45
2.2 1.750 BOMBARDIER LEARJET 40XR
1.850 1.650 1.550 BOMBARDIER LEARJET 40
1.250 1.2 1.150 1.1 1.050 1.0 0.950 BOMBARDIER LEARJET 31A

CESSNA CITATION XLS+ 560

4.6 4.4 4.2 CESSNA CITATION XLS 560
CESSNA CITATION ENCORE+560
3.4 3.1 2.8 2.6 2.5 2.4 2.3 CESSNA CITATION V ENCORE 560
3.4 3.2 3.0 2.8 2.6 2.4 2.2 CESSNA CITATION EXCEL 560-XL
1.5 1.4 1.3 CESSNA CITATION V ULTRA 560
2.3 2.1 1.9 1.8 1.7 1.6 1.5 1.4 1.3 1.2 CESSNA CITATION BRAVO 550
CESSNA CITATION CJ4 525C
CESSNA CITATION CJ3+525C
3.650 3.550 3.350 CESSNA CITATION CJ3 525B
3.1 3.0 CESSNA CITATION CJ2+525A
2.9 2.8 2.7 2.6 2.5 2.4 2.3 CESSNA CITATION CJ2 525A
CESSNA CITATION M2 525
2.2 2.1 CESSNA CITATION CJ1+ 525
1.9 1.8 1.7 1.6 1.5 1.4 CESSNA CITATION CJ1 525
1.3 1.250 1.2 CESSNA CITATIONJET 525
1.4 CESSNA CITATION MUSTANG 510

ECLIPSE 550
0.7 ECLIPSE 500

EMBRAER PHENOM 300

EMBRAER PHENOM 100E
EMBRAER PHENOM 100

1.650 1.450 1.250 HAWKER 400XP

1.150 1.1 1.050 1.0 0.950 0.900 0.850 HAWKER BEECHJET 400A

NEXTANT 400XTI

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 67

ACSpecs Intro.qxp_AC Specs Intronov06 21/02/2017 14:53 Page 1
FLIGHT DEPARTMENT T SPECIFICATIONS
Aircraft Performance
& Specifications
Entry Level & Light Jets
T
he AvBuyer Magazine Guide to
Aircraft Performance and
Technical Specification Data is
updated by Conklin & de Decker
on a regular basis. The Guide is
much more comprehensive and informative,
providing more aircraft types and models and
including variable cost numbers for all models.
This months category of aircraft - Entry Level
& Light Jets appears opposite, to be followed
by Turboprops next month.
Please note that this data should be used as
a guide only, and not as the basis on which
buying decisions are taken. The data presents
aircraft aged below 20 years of age only, but
Conklin & de Decker provides details of older
airplanes too.
If there are any other ways in which we can
improve the content or presentation of this
information, please let us know.
Tel: +44 (0) 208 255 4000;
Email: editorial@avbuyer.com.
2011 Conklin & de Decker Associates, Inc.,
P.O. Box 1142, Orleans,
Massachusetts, 02653,
Tel. 508-255-5975, www.conklindd.com
Description of Cost Elements
The following describes the content of each
cost element used in The Aircraft Cost
Evaluator. There are no sales taxes included in
these costs.
VARIABLE COST PER HOUR Includes fuel,
maintenance reserves for routine mainte-
nance, engine/ propeller/APU reserves, and
miscellaneous expenses.
Specifications - General
CABIN DIMENSIONS Cabin Height, Width,
and Length are based on a completed interior.
On cabin-class aircraft, the length is meas-
ured from the cockpit divider to the aft pres-
sure bulkhead (or aft cabin bulkhead if unpres-
surized). For small cabin aircraft, the distance
is from the cockpit firewall to the aft bulkhead.
Height and width are the maximum within that
72 AVBUYER MAGAZINE March 2017
cabin space. Cabin Volume is the interior
volume, with headliner in place, without chairs
or other furnishings. Cabin Door Height and
Width are the measurements of the main
passenger cabin entry door.
BAGGAGE Internal baggage volume is the
baggage volume that is accessible in flight by
the passenger. This amount may vary with the
interior layout. External baggage volume is
the baggage volume not accessible in flight
(nacelle lockers, etc.).
CREW SEATS/SEATS EXECUTIVE This is the
typical crew and passenger seating commonly
used on the aircraft. This is not the maximum
certificated seats of the aircraft. These num-
bers may vary for different operations
(Corporate, Commercial, EMS, etc.).
Weights:
Maximum Take-Off Weight and Maximum
Landing Weight are specified during air-
craft certification.
Basic Operating Weight is the empty
weight, typically equipped, plus unusable
fuel and liquids, flight crew @ 200 pounds
each and their supplies.
Useable fuel is the useable fuel in gallons
x 6.7 pounds per gallon (Jet fuel) or 6
pounds per gallon (AVGAS).
Payload with Full Fuel is the useful load
minus the useable fuel. The useful load is
based on the maximum ramp weight
minus the basic operating weight.
Maximum Payload is the maximum zero
fuel weight minus the basic operating
weight.
Specifications
Performance Range:
Range (4 Pax) - The maximum IFR range
of the aircraft with four passenger seats
occupied. This uses the NBAA IFR alter-
nate fuel reserve calculation for a 200
N.Mi. alternate. This is used for jet and
turboprop aircraft.
Ferry Range - is the maximum IFR range
of the aircraft with the maximum fuel on
board and no passenger seats occupied.
This uses the NBAA IFR alternate fuel
reserve calculation for a 200 N.Mi.
alternate. This is used for jet and
turboprop aircraft.
VFR Range - Seats Full is the maximum
www.AVBUYER.com
VFR range of the aircraft with all passen-
ger seats occupied. This is used for all
helicopters and piston fixed-wing aircraft.
VFR Ferry Range - is the maximum VFR
range of the aircraft with the maximum
fuel on board and no passenger seats
occupied. This is used for all helicopters
and piston fixed-wing aircraft.
Balanced Field Length
BFL is the distance obtained by determining
the decision speed (V1) at which the take-off
distance and the accelerate-stop distance are
equal (fixed-wing multi-engine aircraft only).
This is based on four passengers and maxi-
mum fuel on board (turbine aircraft). For
single-engine and all piston fixed-wing aircraft,
this distance represents the take-off field
length at Maximum Take-off Weight (MTOW).
Landing Distance (Factored)
For fixed-wing turbine aircraft, landing dis-
tance is computed using FAR 121 criteria. This
takes the landing distance from 50/35 feet
(depends on certification criteria) and multi-
plies that by a factor of 1.667. No credit is
given for thrust reversers. Configuration is with
four passengers and NBAA IFR Fuel Reserve
on board. For fixed-wing piston aircraft, this
figure is the landing distance over a 50 foot
obstacle.
Rate of Climb (Ft/Min)
The rate of climb, given in feet per minute,
is for all engines operating, at MTOW, ISA
conditions. One Engine Out rate of climb 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 maximum continuous power. This may
also be commonly referred to as High Speed
Cruise. Normal cruise speed is the recommend-
ed cruise speed established by the manufactur-
er. This speed may also be the same as
Maximum Cruise Speed. Long Range Cruise is
the manufacturers recommended cruise speed
for maximum range.
Engines
The number of engines, manufacturer and
model are shown.
Aircraft Index see Page 153
AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:08 Page 1

/ER
0XP
0XP
A
400

31A
R 40
R 40

40
A
ER I

ER I
JET

RJET
RJET
WKE
WKE
ECH

EMI

EMI

LEA
LEA
T HA
T HA
T BE

T PR

T PR

R
40X
DIER
DIER
RAF

RAF

RAF
RAF
RAF

RJET
BAR
BAR
CHC

CHC

CHC

CHC
CHC

BOM
BOM

LEA
BEE

BEE

BEE

BEE
BEE

$1,693.47 $1,662.13 $1,322.45 $1,311.21 $1,297.83 $1,921.60 $1,835.65 $1,804.52 VARIABLE COST PER HOUR $

4.8 4.75 4.75 5.4 5.4 4.35 4.92 4.92 CABIN HEIGHT FT.

4.9 4.92 4.92 5.5 5.5 4.95 5.12 5.12 CABIN WIDTH FT.

15.6 15.5 15.5 13.6 13.6 12.9 17.67 17.67 CABIN LENGTH FT.

305 305 305 285 285 281 369 369 CABIN VOLUME CU.FT.

4.16 4.2 4.2 4.16 4.167 3.75 4.8 4.8 DOOR HEIGHT FT.

2.41 2.4 2.4 2.125 2.125 3 2.5 2.5 DOOR WIDTH FT.

30 31 31 23 23 30 15 15 BAGGAGE VOL. INT. CU.FT.

26 25 25 55 55 - 50 50 BAGGAGE VOL. EXT. CU.FT.

2 2 2 2 2 2 2 2 CREW #

7 8 8 6 6 6 6 6 SEATS - EXECUTIVE #

16100 16300 16300 12500 12500 17700 20350 21000 MTOW LBS

15700 15700 15700 11600 11600 16000 19200 19200 MLW LBS

10915 10985 10900 8565 8600 11247 13718 13949 B.O.W. W/CREW LBS

4912 4912 4912 3611 3670 4653 5375 6062 USEABLE FUEL LBS

473 603 688 414 320 2000 1507 1239 PAYLOAD WITH FULL FUEL LBS

2085 2015 2100 1435 1400 2253 2282 2051 MAX. PAYLOAD LBS

1180 1180 1351 850 850 1480 1573 1778 RANGE - SEATS FULL N.M.

1519 1519 1974 1340 1340 1600 1707 1960 MAX. RANGE N.M. (4 PAX)

4700 4700 4030 4600 4600 4120 4000 4250 BALANCED FIELD LENGTH FT.

5083 5025 5237 5208 5208 4200 4033 4060 LANDING DIST. (FACTORED) FT.

4020 4020 5000 4000 4000 4890 2820 2820 R.O.C. - ALL ENGINES FT PER MIN

560 560 620 948 948 1515 710 394 R.O.C. - ONE ENGINE OUT FT PER MIN

458 450 450 461 454 462 465 465 MAX. CRUISE SPEED KTAS

449 450 450 426 426 441 436 436 NORMAL CRUISE SPEED KTAS

410 410 425 370 370 417 428 432 L/RANGE CRUISE SPEED KTAS

2 2 2 2 2 2 2 2 ENGINES #

JT15D-5 JT15D-5R FJ44-4A-32 FJ44-2A FJ44-2A TFE 731-2 TFE 731-20AR TFE 731-20BR ENGINE MODEL
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.

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 73

AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:08 Page 2

FLIGHT DEPARTMENT T SPECIFICATIONS

R
45X
45

VO

CJ1+

CJ2+
RJET

BRA
RJET

CJ1

CJ3
CJ2
JET
LEA

TION

TION
LEA

TION

TION

TION

TION

TION
DIER

DIER

CITA

CITA
CITA

CITA

CITA

CITA

CITA
BAR

BAR

SNA

SNA
SNA

SNA

SNA

SNA

SNA
BOM

BOM

CES

CES
CES

CES

CES

CES

CES
VARIABLE COST PER HOUR $ $1,886.05 $1,871.68 $1,398.20 $1,262.72 $1,163.63 $1,169.70 $1,234.47 $1,276.85 $1,349.07

CABIN HEIGHT FT. 4.92 4.92 4.7 4.8 4.75 4.75 4.75 4.75 4.75

CABIN WIDTH FT. 5.12 5.12 4.8 4.83 4.83 4.83 4.83 4.83 4.83

CABIN LENGTH FT. 19.75 19.75 15.75 11 11 11 13.58 13.58 15.67

CABIN VOLUME CU.FT. 415 415 292 205 201 201 248 248 286

DOOR HEIGHT FT. 4.8 4.8 4.25 4.25 4.25 4.25 4.25 4.25 4.25

DOOR WIDTH FT. 2.5 2.5 2 2 2 2 2 2 2

BAGGAGE VOL. INT. CU.FT. 15 15 28 4 8 - 4 - -

BAGGAGE VOL. EXT. CU.FT. 50 50 46 51 51 45 70 65 65

CREW # 2 2 2 2 2 2 2 2 2

SEATS - EXECUTIVE # 8 8 7 5 5 5 6 6 6

MTOW LBS 20500 21500 14800 10400 10600 10700 12375 12500 13870

MLW LBS 19200 19200 13500 9700 9800 9900 11500 11525 12750

B.O.W. W/CREW LBS 13890 14125 9375 6950 7050 7035 7900 7980 8585

USEABLE FUEL LBS 6062 6062 4824 3220 3220 3220 3932 3930 4710

PAYLOAD WITH FULL FUEL LBS 798 1563 801 330 430 545 668 715 775

MAX. PAYLOAD LBS 2110 1875 1925 1450 1350 1365 1400 1720 1925

RANGE - SEATS FULL N.M. 1423 1685 1290 750 775 895 1075 1194 1374

MAX. RANGE N.M. (4 PAX) 1968 1937 1720 1130 1161 1245 1530 1626 1891

BALANCED FIELD LENGTH FT. 4400 4550 4200 4000 4220 3990 3810 3810 3440

LANDING DIST. (FACTORED) FT. 4063 4105 4295 4333 4407 4135 4628 4645 4203

R.O.C. - ALL ENGINES FT PER MIN 2800 2630 3190 3311 3230 3290 3870 4120 4478

R.O.C. - ONE ENGINE OUT FT PER MIN 590 589 845 868 850 906 1160 1004 1090

MAX. CRUISE SPEED KTAS 465 465 405 377 381 389 413 413 417

NORMAL CRUISE SPEED KTAS 436 436 405 364 381 389 413 413 417

L/RANGE CRUISE SPEED KTAS 416 432 335 302 307 307 344 351 348

ENGINES # 2 2 2 2 2 2 2 2 2

ENGINE MODEL TFE 731-20AR TFE 731-20BR PW530A FJ44-1A FJ44-1A FJ44-1AP FJ44-2C FJ44-3A-24 FJ44-3A
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.

74 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:09 Page 3

FLIGHT DEPARTMENT T SPECIFICATIONS

+
TAN

ORE

ORE

00
CJ3+

ULTR
MUS

ENC

ENC
CJ4

M2

M1
50
TION

TION
TION

TION

TION

TION

TION

ENO
N SF

R PH
CITA

CITA

ISIO
CITA

CITA

CITA

CITA

CITA

US V

RAE
SNA

SNA
SNA

SNA

SNA

SNA

SNA

EMB
CIRR
CES

CES
CES

CES

CES

CES

CES
VARIABLE COST PER HOUR $ $1,328.37 $1,540.13 $838.87 $1,122.84 $1,653.42 $1,608.08 $1,762.01 $595.30 $925.80

CABIN HEIGHT FT. 4.75 4.75 4.5 4.75 4.75 4.75 4.8 4.07 4.92

CABIN WIDTH FT. 4.83 4.83 4.58 4.83 4.83 4.83 4.83 5.08 5.08

CABIN LENGTH FT. 15.67 17.3 9.8 11 17.33 17.33 17.33 11.48 11

CABIN VOLUME CU.FT. 286 293 163 201 314 314 310 170 212

DOOR HEIGHT FT. 4.25 4 3.8 4.25 4.25 4.25 4.25 4.12 4.86

DOOR WIDTH FT. 2 2 2 2 2 2 2 2.05 2.04

BAGGAGE VOL. INT. CU.FT. - 6 6 - 28 28 26 - 10

BAGGAGE VOL. EXT. CU.FT. 65 71 57 43.1 43 43 41 23.5 60

CREW # 2 2 1 2 2 2 2 1 1

SEATS - EXECUTIVE # 6 7 4 6 7 7 7 4 5

MTOW LBS 13870 17110 8645 10700 16630 16830 16300 6000 10472

MLW LBS 12750 15660 8000 9900 15200 15200 15200 5550 9766

B.O.W. W/CREW LBS 8585 10350 5550 7000 10525 10460 9950 3700 7132

USEABLE FUEL LBS 4710 5828 2580 3296 5400 5400 5771 2000 2804

PAYLOAD WITH FULL FUEL LBS 775 1052 600 504 905 1170 779 340 580

MAX. PAYLOAD LBS 1925 2150 1200 1400 2075 2390 2250 1200 1312

RANGE - SEATS FULL N.M. 1374 1667 718 694 1410 1494 1259 747 915

MAX. RANGE N.M. 1891 1991 1070 1380 1736 1792 1651 1169 1242

BALANCED FIELD LENGTH FT. 3440 3350 3380 3250 3900 3874 3500 - 4376

LANDING DIST. (FACTORED) FT. 4203 3978 3683 4125 4195 4182 3833 - 4068

R.O.C. - ALL ENGINES FT PER MIN 4478 3858 3010 3698 4740 4620 4230 2000 3061

R.O.C. - ONE ENGINE OUT FT PER MIN 1090 1248 870 1075 1440 1400 728 - 702

MAX. CRUISE SPEED KTAS 417 454 340 404 430 430 430 300 390

NORMAL CRUISE SPEED KTAS 417 454 340 379 430 430 430 295 371

L/RANGE CRUISE SPEED KTAS 348 380 319 331 372 372 372 210 333

ENGINES # 2 2 2 2 2 2 2 1 2

ENGINE MODEL FJ44-3A FJ44-4A PW615F FJ44-1AP PW535A PW535B JT15D-5D FJ33-5A PW617F-E
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.

76 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
AircraftPer&Spec March17.qxp_PerfspecDecember06 21/02/2017 15:10 Page 4

FLIGHT DEPARTMENT T SPECIFICATIONS

ET
DAJ

0
E 50
HON

XTI
0XT

LIPS

550
500
400
420
00E

E 40

L EC
00

IPSE
IPSE
HA-

E
M3
M1

PAC

PAC

TOTA

ECL
ECL
AFT
ENO
ENO

ROS

ROS

TION
TION
TION
IRCR
R PH
R PH

T AE

T AE

AVIA
AVIA
DA A

AVIA
RAE
RAE

TAN

TAN
HON
EMB
EMB

ONE
ONE
NEX

NEX

ONE
VARIABLE COST PER HOUR $ $925.93 $1,364.40 $902.04 $1,353.25 $1,316.65 $776.10 $781.19 $740.75

CABIN HEIGHT FT. 4.94 4.92 4.8 4.75 4.75 4.16 4.16 4.16

CABIN WIDTH FT. 5.08 5.08 5 4.92 4.92 4.66 4.66 4.66

CABIN LENGTH FT. 11 17.17 12.1 15.5 15.5 7.6 7.6 7.6

CABIN VOLUME CU.FT. 212 324 - 305 305 109 109 109

DOOR HEIGHT FT. 4.86 4.86 4.8 4.2 4.2 3.9 3.9 3.9

DOOR WIDTH FT. 2.04 2.42 5 2.4 2.4 1.96 1.96 1.96

BAGGAGE VOL. INT. CU.FT. 10 19 - 31 31 16 16 16

BAGGAGE VOL. EXT. CU.FT. 60 66 66 25 25 - - -

CREW # 1 2 1 2 2 1 1 1

SEATS - EXECUTIVE # 5 7 5 7 7 3 3 3

MTOW LBS 10582 17968 10600 16300 16300 6000 6000 6000

MLW LBS 9877 16865 9860 15700 15700 5600 5600 5600

B.O.W. W/CREW LBS 7220 11783 7279 10531 10950 3834 3834 3834

USEABLE FUEL LBS 2804 5353 2845 4912 4912 1698 1698 1698

PAYLOAD WITH FULL FUEL LBS 602 942 556 1057 638 502 502 502

MAX. PAYLOAD LBS 1334 2216 1521 2469 2050 1088 1088 1088

RANGE - SEATS FULL N.M. 917 1811 1035 1852 1527 574 574 574

MAX. RANGE N.M. (4 PAX) 1233 2077 1304 2108 1945 964 964 964

BALANCED FIELD LENGTH FT. 4466 4427 - 4600 4030 2898 2898 2898

LANDING DIST. (FACTORED) FT. 4110 3700 - 4045 5237 5173 5173 5173

R.O.C. - ALL ENGINES FT PER MIN 3061 3335 3990 5000 5000 2575 2575 2575

R.O.C. - ONE ENGINE OUT FT PER MIN 702 1044 - 995 845 780 780 780

MAX. CRUISE SPEED KTAS 390 444 420 471 460 371 371 371

NORMAL CRUISE SPEED KTAS 371 430 420 460 447 369 369 369

L/RANGE CRUISE SPEED KTAS 333 383 - 405 406 330 330 330

ENGINES # 2 2 2 2 2 2 2 2

ENGINE MODEL PW617F-E PW535E HF120 FJ44-3AP FJ44-3AP PW610F-A PW610F-A PW610F-A T
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.

78 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:05 Page 1
FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE
Aircraft Comparative Analysis
Bell 407 v Airbus H125 (formerly the AS350B-3e)
In this months Aircraft Comparative Analysis, Mike Chase provides information on a
pair of popular single turbine helicopters for the purpose of valuing the Bell 407.
O
ver the following paragraphs, well analyse
the performance of the Bell 407 and Airbus
H125 (formerly the Eurocopter AS350B-3e)
to see how they compare within the market.
Well consider productivity parameters (Payload, Range,
Speed and Cabin Size), and give consideration to the
current market values.
Mike Chases analytical The Bell 407 is based on the 206L-4 LongRanger
and consultancy services fuselage, but offers a wider cabin and larger cabin
are highly valued within windows . Introduced in 1995, the Bell 407 series is still
the Business Aviation in-production today in the form of the 407GXP. It
industry. He is founder features an all-composite, four-blade rotor, a carbon
and president of Chase fiber tail boom, and is designed for superior hover
& Associates, and works performance in hot-and-high conditions.
closely with several Bell introduced the 407GX model in 2011, featuring
respected sources to com- the Garmin G1000H Integrated Avionics system with
pile his unique Aircraft two high-resolution LCD displays. The system includes
Comparative Analysis a Heli copter Terrain Avoidance Warning System
feature. Contact Mike via (HTAWS); a Traffic Information System (TIS); Helicopter
mike@avbuyer.com Synthetic Vision Technology (HSVT) with terrain and
82 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
obstacle alerting; and a range ring. Today, 211 Bell
407GXs are operational worldwide (per JETNET data).
Subsequently, the Bell 407GXP was introduced in
2015, and is a variant of the Bell 407GX. The 407GXP
offers an additional 50 lbs. of payload capability an d an
engine with improved performance and fuel efficiency.
There are currently 240 Bell 407GXP helicopters in-
operation worldwide.
All told, there are 1,060 wholly-owned Bell 407
rotorcraft operating globally and an additional six that
are in shared ownership (giving a total in-operation fleet
of 1,066). Furthermore, 9.8% (105) of the Bell 407 fleet
is leased.
The fleet percentage currently For Sale is 4.7%,
with 30% of those aircraft under an exclusive broker
agreement. The average days on the market before a
Bell 407 sells is currently 531 days, according to
JETNET. By continent, North America holds the largest
fleet percentage (68%), followed by Asia (9%) and
South America (7%) to give a combined total of 84%.
Aircraft Index see Page 153
AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:06 Page 2

HOW MANY
EXECUTIVE
BELL SEATS?
BELL 407
Manufactured
between 1995 - 2014
$2.40 Million
(2013 Model) 5
vs.
AIRBUS
H125
Manufactured
between 2013 - Present
$1.9 Million
(2013 Model) 4
WHICH OF THESE HELICOPTERS WILL COME OUT ON TOP
HOW FAST WHATS THE HOW MANY
WILL I CLIMB CRUISING SPEED? UNITS IN
OPERATION?
(Rate of climb, ft per minute at MTOW)
(Knots)

1850 1959 120

2000 563
(ft) 122

0 50 100 150 200 1,066

1500
HOW FAR HOW MANY
NEW/USED SOLD
CAN WE GO? EACH MONTH?
(Nautical Miles)

281

300 6 (4.7%) 10 (2.8%)

1000
12-Month Average Figure
0 50 100 150 200 250 300
(% = Global Fleet For Sale)

HOW MUCH
PAYLOAD WHATS THE
500 CAN WE TAKE? COST PER HOUR?
(Lbs)

1,998

1,926

$608
0 0 500 1000 1500 2000 2500 3000
$583

Sources used: Vref, Conklin & de Decker,

JETNET, Aircraft Cost Calculator.

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AirCompAnalysis march17.qxp_ACAn 21/02/2017 15:46 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range Payload & Range

The data contained in Table A
(top left) are published in the
Bell 407 B&CA, May 2016 issue but are
also sourced from Conklin & de
Airbus H125 Decker. As we have mentioned
previously, a potential operator
should focus on payload
capability as a key factor. The
Bell 407 Available Payload with
5,250 5,225 856 939 43.2 42.3 1,998 1,926 1,142 987 281 300 281 300 Maximum Fuel (1,142 lbs) is
Avail Max Max P/L
more than that offered by the
Fuel Max
MTOW Max Fuel Usage Payload Payload Fuel w/Avail fuel Airbus H125 (987 lbs).
(lb) (lb) w/Max Fuel Range IFR Range
(GPH) (lb)
(lb) (nm) (nm)
Table A also shows the fuel
usage of each a ircraft (as
Source: Conklin & de Decker, ACC Aircraft Cost Calculator; sourced from Aircraft Cost
B&CA May 2016 Purchase Planning Handbook and Aug. 2016 Operations Planning Guide.
Calculator). There is almost no
difference between the fuel
usage of the Bell 407 (43.2
Gallons Per Hour) and the Airbus
Chart A - Cabin Cross-Sections H125 at 42.3 GPH.

Cabin Cross-Sections
According to Conklin & de
Bell 407 Airbus H125 Decker, the Bell 407 cabin
volume measures 84 cubic feet.
The Airbus H125 has less cabin
volume (61 cubic feet). Chart A
(left), courtesy of UPCAST
JETBOOK, offers a cabin cross-
section comparison, showing the
Bell 407 has less width (4.8 ft. vs
5.41 ft.) and slightly less height
(4.2 ft. vs 4.26 ft.) than the
Airbus H125 cabin.
Note: Conklin & de Decker
measures the cabin dimensions
differently for each of these
Source: UPCAST JETBOOK
aircraft. The dimension given
does not include the cockpit for
the Bell 407. Additionally, the
Chart B - Cabin Floor Plans H125 cabin design is curved,
whereas its squared-off in the
Bell 407 (Chart B, left).
Bell 407 Airbus H125 Range Comparison
(High-Density)
The Bell 407s maximum VFR
range of 281nm is slightly less
than that of the Airbus H125
(300nm), according Conklin & de
Decker. The Bell 407 is powered
by a single Rolls-Royce turbine
250-C47B engine offering 813
shp, while the Airbus H125 is
powered by a single Turbomeca
turbine Arriel engine with 847
shp. (The transmission rating is a
limiting factor in the total rated
and usable engine power
out put.)
As a matter of interest, using
design and engineering licensed
from Bell Helicopter, Eagle

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AirCompAnalysis march17.qxp_ACAn 21/02/2017 15:44 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Copters, Ltd. of Calgary, Alberta Chart C - Bell 407 - Top 10 Countries

has developed a dual-channel
FADEC Honeywell HTS900 engine Percentage of Bell 407 Operators by Country
retrofit called the Eagle 407HP.
This offers more power, better fuel 50% - United States
efficiency and lower operating
9% - Canada
costs than the standard Rolls-
18% 4% - South Africa
Royce 250-C47B engine.
Other
4% - Mexico
Operator Countries and 3% - Brazil
Fleet Owners 50% -United 2% - Papua New Guinea
Chart C (top, right) shows the Top States
2% - India
10 of the 60 countries worldwide 3%
that operate the Bell 407, with the 2% - Russian Federa on
4%
United States having 50% of all 2% - China
4%
operators worldwide. Additionally, 2% - United Arab Emirates
9%
120 operators own 580 (or 54%) 18% - Other
of the Bell 407 fleet. The largest
single fleet owner is PHI, Inc., Source: JETNET
Lafayette, LA, United States with S
63 Bell 407 helicopters.

Total Variable Cost

Using data published in the May
2016 B&CA Planning and Chart D Variable Cost
Purchasing Handbook and the
August 2016 B&CA Operations
Planning Guide we will compare
our helicopters. The nationwide
average Jet-A fuel cost used from
the August 2016 edition of B/CA Bell 407 $608
was $4.90 per gallon at press
time, so for the sake of
Airbus H125 $583
comparison well chart the
numbers as published.
Note: Fuel price used from this $0 $200 $400 $600 $800
source does not represent an
average price for the year. US $ per hour
The Total Variable Cost
illustrated in Chart D (right) is
defined as the Cost of Fuel
Expense, Maintenance Labor
Expense, Scheduled Parts
Expense and Miscellaneous Trip
Expense. The Total Variable Cost
for the Bell 407 computes at $608 Table B - Aircraft Comparisons
per hour, which is $25 higher than
the Airbus H125 ($583 per hour).
Bell 407
Aircraft Comparisons
Table B (right) contains the new Airbus H125

prices from Vref Pricing Guide for

each helicopter. The average
speed, cabin volume and
maximum payload values are from
Conklin & de Decker, while the 120 122 84 61 281 300 $2.4 $2.1 1,066 563 4.7% 2.8% 6 10
number of aircraft in-operation Max P/L
% Average
and percentage For Sale are as Long Range Cabin Volume w/available Used Vref Price In Operation For Sale Pre-owned
Cruise Speed Cu Ft Fuel Range $US Mil 2014 Sold*
reported by JETNET. nm
The Bell 407 has 4.7% of its
fleet currently For Sale, and the

*Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET
Airbus H125 has 2.8% For Sale. Data courtesy of Conklin & de Decker; JETNET; Vref
The average number of pre-

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AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:11 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule owned transactions (sold) per
month for the Bell 407 is six
units per month compared to
the Airbus H125s ten.
MACRS SCHEDULE
FOR PART 91 Depreciation Schedule
Year 1 2 3 4 5 6 - - Helicopters that are owned and
Deduction 20.00 % 32.00 % 19.20 % 11.52 % 11.52 % 5.76 % - - operated by businesses are
often depreciable for income tax
MACRS SCHEDULE purposes under the Modified
FOR PART 135
Accelerated Cost Recovery
Year 1 2 3 4 5 6 7 8 System (MACRS). Under
Deduction 14.29 % 24.49 % 17.49 % 12.49 % 8.93 % 8.92 % 8.93 % 4.46 % MACRS, taxpayers are allowed
Source: NBAA to accelerate the depreciation of
assets by taking a greater
percentage of the deduct ions
during the first few years of the
applicable recovery period (see
Table C, (top, left).
Table D - MACRS Depreciation Schedule In certain cases, helicopters
may not qualify under the
MACRS system and must be
depreciated under the less
2014 Bell 407 - PRIVATE (PART 91) favorable Alternative
Full Retail Price - Million $2.400
Depreciation System (ADS)
Year 1 2 3 4 5 6
where depreciation is based on
Rate (%) 20.00 % 32.00 % 19.2 % 11.5 % 11.5 % 5.8 %
a straight-line method, meaning
Depreciation ($M) $0.5 0.8 0.5 0.3 0.3 0.1
that equal deductions are taken
Depreciation Value ($M) $1.9 1.2 0.7 0.4 0.1 0
during each year of the
applicable recovery period. In
Cum. Depreciation ($M) $0.5 1.2 1.7 2.0 2.3 2.4
most cases, reco very periods
2014 Bell 407 - CHARTER (PART 135) under ADS are longer than
Full Retail Price - Million $2.400 recovery periods available under
Year 1 2 3 4 5 6 7 8 MACRS.
Rate (%) 14.3 % 24.5 % 17.5 % 12.5 % 8.9 % 8.9 % 8.9 % 4.5 % There are a variety of factors
Depreciation ($M) $0.34 0.59 0.42 0.30 0.21 0.21 0.21 0.11 that taxpayers must consider in
Depreciation Value ($M) $2.06 1.47 1.05 0.75 0.54 0.32 0.11 0.00 determining if an aircraft may be
Cum. Depreciation ($M) $0.3 0.9 1.4 1.7 1.9 2.1 2.3 2.4 depreciated, and if so, the
Source: Vref correct depreciation method and
recovery period that should be
utilized. For example,
helicopters used in charter
service (i.e. Part 135) are
normally depreciated under
Chart E - Productivity Comparison MACRS over a seven-year
recovery period or under ADS
using a twelve-year recovery
period.
Helicopters used for qualified
$3.0 business purposes, such as Part
Price (Millions)

91 industrial aid flights, are

Bell 407
$2.5
generally depreciated under
MACRS over a period of five
Airbus H125 years or by using ADS with a six-
$2.0 year recovery period. There are
certain uses of the helicopter,
$1.5 such as non-business flights, that
0.000 0.100 0.200 0.300 0.400 0.500 may have an impact on the
allowable depreciation
Index deduction available in a given
(Speed x Range x Cabin Volume / 1,000,000,000) year.
Table D (middle, left) depicts
an example of using the MACRS

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AirCompAnalysis march17.qxp_ACAn 21/02/2017 10:16 Page 6

1 2/7/2017 8:16:02 AM

Conklin & de Decker

LEKTRO Since 1945

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Models ranging
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sales@lektro.com

schedule for a model Bell 407 helicopter in
private (Part 91) and charter (Part 135)
operations over five- and seven-year
periods, assuming a new retail price of
$2.400m, per Vref Pricing guide.
Asking Prices & Quantity
The current used helicopter market for the
Bell 407 shows a total of 50 aircraft For Sale
with 26 displaying an asking price ranging
from $1.477m to $3.07m. We also reviewed
the 16 used Airbus H125 helicopters For
Sale, which displayed asking prices ranging
from $1.823m to $2.550m.
While each serial number is unique, the
Airframe (AFTT) hours and age/condition will
cause great variations in price. Of course,
the final negotiated price remains to be
decided between the seller and buyer
before the sale of an airc raft is completed.
Productivity Comparisons
The points in Chart E (bottom, left) are
centered on the same helicopters. Pricing
used in the vertical axis is as published in the
Vref Pricing Guide. The productivity index
requires further discussion in that the factors
used can be somewhat arbitrary. Productivity
can be defined (and it is here) as the
multiple of three factors:
1. Range with full payload and a vailable
fuel;
2. The normal cruise speed flown to
achieve that range;
3. The cabin volume available for
passengers and amenities.
Others may choose different parameters,
but serious helicopter buyers are usually
impressed with Price, Range, Speed and
Cabin Size. After consideration of the Price,
Range, Speed and Cabin Size, we can
conclude that the Bell 407 displays a high
level of productivity.
The Bell 40 7 shows a higher retail price
but greater productivity compared to the
Airbus H125. The Airbus H125 has a lower
variable operating cost and slightly longer
range advantage, but the Bell 407 offers a
larger cabin volume and a greater Payload
with Full Fuel capability.
The used Bell 407 shows good monthly
full retail sale transactions averaging six units
per month, and is still a very popular model
on the u sed helicopter sales market today.
Operators should weigh their mission
requirements precisely when picking which
option is the best for them.
Summary
Within the preceding paragraphs we have
touched upon several of the attributes that
helicopter operators value. However, there
are other qualities that might factor in a
buying decision too.
The Bell 407 continues to be popular
today. Those operators in the market should
find the preceding comparison useful. Our
expectations are that the Bell 407 will
continue to do well on the used helicopter
sales market for the foreseeable future. T

The BEST AIRCRAFT FOR SALE SEARCH

anywhere, everywhere - on pc, smartphone and tablet. .COM

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Casestudy March17.qxp_Layout 1 20/02/2017 16:31 Page 1

BOARDROOM T CASE STUDY

High-Flyers Interview
Sometimes, its PlaneSense to be a Fractional Owner

Rani Singh spoke to George Antoniadis, CEO, PlaneSense to discover more

about how the Pilatus PC-12 ticks multiple boxes for a diverse client base
hen George Antoniadis launched high costs and asset management. Indeed,

W his PlaneSense fractional

ownership company in 1995, he
wanted to address a gap in the
market left by the other fractional
programs that were predominantly focussed on
Mid-Size and larger jets at the time. Antoniadis
was looking to provide a more cost effective
aircraft option to his clientele.
Fractional Ownership is an innovative way for
companies and individuals to enjoy the benefits
of Business Aviation without the downside of
PlaneSense trains its own pilots, does its own
maintenance, and manages its flight operations.
It controls its whole chain of operation.
Being able to buy only as much aircraft as
needed is attractive to a lot of people, helping
reduce the cost of entry into Business Aviation.
An eighth or a sixteenth is the smallest
fraction that you can buy, and it reduces the
acquisition, fixed and hourly cost. Youre
getting the most cost effective solution,
says Antoniadis.

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Casestudy March17.qxp_Layout 1 20/02/2017 16:31 Page 2
The Versatility of the PC-12
Focussed primarily on North America,
PlaneSense is active in the eastern two thirds of
the US, Canada, the Caribbean, Bahamas and
Bermuda. When it began operations, it was
looking for an aircraft that it could be confident
would handle the rigours of 1,000 hours
operations each year.
The Pilatus PC-12 single-engine turboprop
had just been certified in 1994, Antoniadis
recalls. We decided shortly thereafter to use the
PC-12 as a platform for the PlaneSense program.
We bought our first PC-12 (which happened
to be the 20th one built) and, using it as a
demonstrator, started to take on clients in 1996.
We picked the PC-12 because it was newly
certified and had all the latest in technology
within the turboprop arena.
Pilatus PC-12 is an attractive aircraft because
it offers ability for its owners to land on short
runways, thereby increasing the number of
destinations available (whether international
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Rani Singh writes about aviation. A
sought after Journalist and author she
also reports on news, foreign affairs,
politics and business with the worlds
largest news organization.
GEORGE ANTONIADIS,
CEO, PLANESENSE
airports or grass strips). We note among our
clientele that within the US, parents sometimes
use their fractional ownership shares to travel
with their children looking at colleges. That can
be a very arduous thing, Antoniadis highlights.
One of our clients told us that the PC-12
made their search for the perfect university so
easy because the airplane could get to all of
the remote places where the colleges were
located. The owner was able to fly back and
forth on a trip that would have taken several
days to drive.
In addition, the PC-12 offered segment-
leading cabin dimensions and the largest door in
its class. Measuring roughly five feet by five feet,
the door size makes it easy to load a wide variety
of luggage and cargo.
March 2017 AVBUYER MAGAZINE 91
Casestudy March17.qxp_Layout 1 20/02/2017 16:32 Page 3
BOARDROOM T CASE STUDY
PILATUS PC-24 WILL JOIN THE FLEET THIS YEAR
Another of our fractional owners
performed his daughters wedding,
and found the PC-12 particularly
useful in getting his guests to the
location and then carefully
transporting all the gifts back,
Antoniadis continues.
PlaneSense Jet Program
Its because of its focus to care for the
needs of its clients that PlaneSense
decided to offer shares in jet
ownership. Unsurprisingly after its
success with the PC-12, Antoniadis
turned to Pilatus again, and
specifically the revolutionary PC-24
that will be certified later this year to
become the first in the light jet class
to have a very large cabin and large
cargo door. With its advanced
technology, it provides excellent and
efficient flying performance, all while
having the ability to use very
short runways.
We are the largest launch
customer for the PC-24. We expect to
receive the first one later this year -
the very first one sold.
The launch order is for six, with
many more to follow. For the interim,
we have a fleet of Nextant 400XTi
jets which were integrated into our
fleet in order to develop all our jet
procedures, training and know-how.
Having accomplished that, were
now offering flights in those airplanes
for our clients or for new clients. The
400XTi will support the Pilatus PC-24
92 AVBUYER MAGAZINE March 2017
fleet until we can bring that up the
required fleet number, then well
retire the 400XTis.
Mixed Missions, Same Outcome
During 2016, PlaneSense completed
36,000 flights to over 750 different
airports. Some of our clients already
own their own business aircraft, but
use PlaneSense as an additional
resource, Antoniadis explains.
The mix Our aircraft are also valuable to
our customers when, for example,
of mission they have a larger team that is
requirements required to go out to multiple
locations on business trips.
for our The mix of mission requirements
for our aircraft is truly diverse but
aircraft is the outcome is the same; efficient
travel that simply couldnt be
truly diverse achieved without the use of a private
but the airplane.
Only recently, a huge snowstorm
outcome is hit the north east of the United
States, and while over 3,000 flights
the same. were cancelled as a result, one client
was thankful for their share in one of
our airplanes which enabled them to
get in and out of less congested
airports and beat the storm.
People can bypass busy airports
if theres a smaller one close to
where theyre going. When youre a
fractional owner, all piloting,
maintenance, training, upkeep,
regulatory compliance rests on us
leaving you to enjoy the many
benefits of Business Aviation. T
More information from www.planesense.com
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Ownership March17.qxp_Layout 1 22/02/2017 15:40 Page 1

BOARDROOM T OWNERSHIP

How Should
Management
Assess Their
Flight
Department?

Understanding the
Aspects of Safety
(Part 2)

This month, David Wyndham looks at
how Top Management can assure that
the companys Flight Department
provides the highest level of safety
while supporting corporate objectives.
n the US, the Federal Aviation
Top Management is well advised to have a basic
understanding of the role aviation authorities have
in promoting safety for Flight Departments.
Since the overall approach (but not necessarily
the details) to aviation safety and regulation is
similar throughout the globe, we will use the FAA
and its Federal Aviation Regulations (FARs) as
background material. The FAA sets safety standards
depending on the type of operation. Airline
Transport Pilots carrying the public for hire in
scheduled airline service must adhere to FAR

I Administration (FAA) sets the standards

for the safe operation of an aircraft. In
Europe, aviation standards and safety
oversight are the responsibility of the
European Aviation Safety Agency (EASA). Most
other countries have their own civil aviation
authority, with smaller governments tending to
replicate either FAA or EASA regulations.
Part 121.
Pilots flying for commercial services that offer
charter aircraft to the public must satisfy experience
and testing requirements in accordance with FAR
Part 135. Business aircraft operated by company
Flight Departments as industrial aids to support the
corporate enterprise but not for hire or reward must
adhere to FAR Part 91, which is less restrictive than

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Ownership March17.qxp_Layout 1 21/02/2017 09:49 Page 2
the regulations used by either the scheduled
airlines or charter operators.
Pilots hired for service in a corporate Flight
Department, however, must hold at least a
commercial pilots certificate and most hold an
instrument rating. Pilots flying for pleasure and
personal use also must comply with appropriate
provisions of FAR Part 91 but have the least
restrictive regulations covering knowledge and skill.
The FAA gives both authority and responsibility
to the pilot in command of the aircraft, and
establishes minimum standards for that person
depending on the type of operation the pilot
desires to conduct. Thus selection of qualified and
trustworthy personnel for employment within a
Flight Department is essential.
Aircraft are also subject to FAA requirements,
and the personnel who maintain aircraft also must
meet appropriate FAA regulations. As aircraft
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operations become more complex and the aircraft
size increases, regulations are more comprehensive.
Also, regulations are designed to protect the
uninformed from being involved with aviation that
is offered as a commercial service. The federal
government assumes the public has no knowledge
of flight and therefore deserves special protection
when electing to purchase aviation services, either
through buying an airline ticket or hiring a David Wyndham is
chartered aircraft. co-owner & president
Business Aviation, however, is not considered a of Conklin & de
commercial service. In overseeing corporate Flight Decker where his
expertise in cost and
Departments, the FAA assumes that the aircraft performance analyses,
owner/operator is informed and sufficiently fleet planning and life
educated to take on most of the responsibility for cycle costing are
safety. FAR Part 91.3(a) states The pilot in invaluable. Hes
command of an aircraft is directly responsible for, formerly an
instructor pilot with
and is the final authority as to, the operation of that the US Air Force.
aircraft. Contact him via
Clearly, selection of appropriate aviation david@conklindd.com
personnel is fundamentally important to
establishing a safe Flight Department. Corporate
managers want their Flight Department personnel
to meet more than minimum standards. Satisfying
FAA regulations is a necessary condition for safety
but may not be sufficient to meet the cautious
needs of Top Management.
What else can be done to ensure the highest
levels of safety?
Training: Cornerstone of Safe Ops If your
Top Management should insist on hiring and
maintaining a well-trained aviation staff. Flight
Furthermore, aircraft insurers will require that pilots
receive appropriate initial and recurrent training on Department
any jet, turboprop or helicopter operated by the
Flight Department. For most of these aircraft types employs any
there is a hi-fidelity simulator, many with full motion.
The training courses are run by full-time of these
professionals and typically take about a week. How
often to train? While 12-18 months between professionals,
training may be required by your insurer, best
practices state that for complex equipment like a make sure
business jet, pilots should train twice each year
certainly no less frequently than every 12 months.
Beyond pilot training, there are also training
they receive
courses for maintenance technicians, cabin
attendants, and schedulers and dispatchers. If your
regular
Flight Department employs any of these
professionals, make sure they receive regular
training
training as well.
Part of any aviation training involves discussions
as well.
on risk management. This task commonly applies to
each flight as well as to each crewmember.
Formally instituting this practice is part of what is
called a Safety Management System (SMS). The
FAA strongly encourages (but does not mandate)
this safety protocol. In Europe, EASA is requiring an
SMS for many operations. An SMS is certified by a
third-party vendor.
Setting up an SMS seems complex, but there are
www.AVBUYER.com March 2017 AVBUYER MAGAZINE 95
Ownership March17.qxp_Layout 1 21/02/2017 09:51 Page 3
BOARDROOM T OWNERSHIP
high quality firms that specialize in helping your Flight
Department. Costs vary with the complexity of the aircraft
involved. There is an effective SMS for a single pilot, single
aircraft operation, and complex systems are readily available for
multiple aircraft, multiple location operations. The airlines all
have their own version of SMS in use.
Another way to ensure high safety standards is by training
and certifying to the standards established by the International
Business Aviation Council (IBAC). The council comprises 14
Business Aviation associations across six continents, including
NBAA. IBAC has a registry called IS-BAO (International Standard
for Business Aircraft Operations), a certification process that
establishes the framework for best practices in safety, including
application of an appropriate SMS.
The IS-BAO process takes time and involves regular audits,
which initially occur annually. When the Flight Department
maintains its certification, the audit interval is extended. This
worthwhile process is time-consuming and takes 100%
commitment from not only the Flight Department, but also from
the corporations executive team.
One of Conklin & de Deckers clients is an energy company
that operates nuclear power plants. They also operate several
business jets based in multiple locations. Safety runs throughout
their corporate culture. Thus it is understandable that they
enrolled in the IS-BAO program when it was announced in 2002.
Many other corporate Flight Departments were also early
adopters of IS-BAO. Today, over 700 Flight Departments
participate in IBACs IS-BAO protocol.
Not only does IS-BAO represent the highest levels of safety
and professionalism within Business Aviation, the SMS
proscribed by the process is recognized as meeting the EASA
Part NCC for non-commercial operators that is needed for
flights by EASA defined complex aircraft in Europe.
Implementation of an SMS or IS-BAO is costly. There may be
software to purchase and manuals to develop in addition to the
external training. For larger Flight Departments, safety team
meetings will require employee time as well. But the process is
worth the effort involved.
Top Management Buy-in
Lastly, all safety programs should have, in writing, senior
leaderships full support and backing for stated policies.
Professional pilots tend to have a very strong mission focus and
take great pride in getting the job done. They dont want to let
their executives down or feel responsible for a lost business
opportunity due to a cancelled flight.
An SMS, fully supported by senior leadership, stresses a most
important consideration: the number one responsibility for pilots
is passenger safety.
While business considerations are important, they are
secondary to safety and must not take precedence over safe
transportation. Everyone needs to agree in advance that if the
risks of a flight cannot be avoided or mitigated to an acceptable
level, the flight will not be dispatched.
Safety is Good Business
Obviously a major loss of an aircraft, with the possible loss of
key employees, is costly to a corporation and can derail
important programs. While a major loss of aircraft and people
can run into the hundreds of millions, there are many other ways
of measuring safety savings on a day-to-day basis.
96 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
For example, an excellent safety record and documented
approach to maintaining a strong safety culture has the
following advantages:
Insurance premiums can be reduced up to 15%.
Minor losses can be reduced or avoided, thereby
avoiding the cost of
- Damaged equipment (aircraft, ground equipment, vehicles)
- Injured employees
- Insurance Deductibles
- Workmans Comp claims
- Third party claims
- Fines (FAA, OSHA, etc)
- Lost business opportunities
- Using supplemental lift if your aircraft is down
- Diminution of value of your business aircraft.
Consider the following case study: The wingtip of a Flight
Departments parked business jet was hit by a ground service
vehicle. Repairing the damaged wingtip ran into hundreds of
thousands of dollars, and supplemental lift via chartering
another aircraft was needed.
While insurance paid some of the charter, the company was
responsible for paying what it would have cost them too
operate their own aircraft on flights where charter was required.
The worst part of this all-to-familiar example was the aircraft
incurred a damage history in the maintenance logbooks. When
it comes time to sell the aircraft, the loss of residual value due to
that damage history may far exceed the initial cost of the repair.
The repaired aircraft still serves the Flight Department as if the
wingtip had not been struck, but the final bill for that mishap
will come due someday when the aircraft is sold.
It is cost-effective to take great precautions to avoid any
accident, even those that are not the Flight Departments fault.
When implemented properly by the entire Flight Department
and supported throughout the corporation by the executive
leadership, safety programs assure high standards while
maximizing the effective use of business aircraft. T
Are you looking for more Business Aviation Ownership articles?
Visit www.avbuyer.com/articles/category/business-aviation-ownership
Aircraft Index see Page 153
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BOARDROOM T BUYING & SELLING

Whats Your Business

Aircraft Worth Today?
Points of Value specific to Used
Gulfstreams For Sale
Senior Certified Aircraft Appraiser Jeremy Cox begins a new
series spotlighting aircraft makes and models and their value
points. This month, the focus is on used Gulfstreams

R
eviewing the value of used Gulfstream
business aircraft begins by considering
the specifics of certain models. For
example, in the Large Cabin & Long
Range category, the average G550 is projected by
the Aircraft Bluebook to accumulate 425 flight
hours annually.
Looking at the current G550 For Sale market,
there are 39 aircraft available from a fleet total of
529. The average TTAF (total time on the airframe)
of those jets For Sale is 2,865 hours, and their
landing cycles average 937. Those statistics equate
to a ratio of just over three flight-hours per landing.
The average Year of Manufacture of the For Sale
G550 is 2007 (10 years old). Meanwhile, the
average GIV-SP is currently projected by Bluebook
to accumulate 410 hours annually.
The current GIV-SP For Sale market (38 aircraft
out of a fleet of 293) shows an Average TTAF of
6,513 hours and an average of 2,823 landing cycles.
These data equate to an average of approximately
2 hours and 20 minutes flight time per landing). The
average Year of Manufacture of the For Sale GIV-
SP is 1998 (19 years old).
Looking at the Mid-Size Cabin jets, the average
G200 is projected by Bluebook to accumulate 380
hours annually, and the 34 aircraft For Sale out of a
fleet of 245 yield an Average TTAF of 3,411 hours

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and an average of 2,091 landing cycles. Thats a
ratio of approximately 1 hour, 40 minutes flight-
time per landing. The average Year of Manufacture
of the For Sale G200 is 2006 (11 years old).
Finally, the G150 is projected by Aircraft
Bluebook to accumulate 390 hours annually. The
current G150 For Sale market (eight aircraft from a
fleet of 123) shows an Average TTAF of 2,541 hours
and an average of 1,643 landing cycles (an average
of just over 1 hour, 30 minutes flight time per
landing). The average Year of Manufacture of the
For Sale G150 is 2007 (10 years old).
Used Gulfstream Model Challenges
Legacy Gulfstreams powered by Rolls-Royce Spey
engines must be equipped with a Stage-III
compliant hush-kit; a factor that has severely
diminished the fleet in service. Thus, almost 50% of
the original GII and GIII fleet have been retired,
with many being culled in the last three years as a
direct result of the Stage-III noise compliance
mandate that went into effect on 01/01/16.
A further issue exists within the market for used
Spey engines, in that most of the as-removed
engines from parted-out aircraft have now reached
their 10-year corrosion life-limit, thereby restricting
the previously ready supply of engines that
provided an alternative to spending on overhauls.
Advertising Enquiries see Page 4
The cost of those overhauls amount to more than
what the subject aircraft is probably worth.
The residual value of a 1987 Gulfstream GIII is
currently around 8% of its original value, based
upon a list price of US$13.0m when purchased new
in 1987.
Aircraft take a hit when production of that
model is either ceased or is superseded by a newer Jeremy Cox is Vice
model. Having ceased production in 2002, the President at JetBrokers,
residual value of a 2002 model Gulfstream GIV-SP is Inc, a National Aircraft
around 23% of its new value. Further examples Appraisers Association
include the G200, replaced by the G280. The (NAAA) Senior
residual value of a 2002 model Gulfstream G200 is Certified Aircraft
about 18% of new. Appraiser, as well as a
Finally, FANS 1/1A and ADS-B still pose issues NAAA Qualified
for some of the older large-cabin Gulfstream Buyers Agent. Jeremy
has been a Director of
models. Even though the avionics industry warns
Maintenance for several
that owners should be acting now because shop different companies and
openings and solution kits are both in short supply, employed by several
I personally believe that waiting may still be the airframe OEMs
right approach for some. I see prices continue independent Service
dropping as more and more ADS-B solutions are Centers. Contact him
being brought to market. via jcox@jetbrokers.com
New Paradigms of Used Jet Values
Since January 2010 there have only been 34
transactions on 26 Gulfstream GI aircraft. Of these,
more than a third led to a Part-Out or Write-Off of
the subject aircraft.
Further, without a Stage III Hush-kit, all GII, GIIB,
and GIII aircraft struggle to break $100,000 for part-
out value. With a Stage III Hush-kit and all
maintenance up-to-date, however, these aircraft Aircraft
often trade in the $300k to $700k range.
Sometimes a late model GIII might break $1.0m, take a hit
but that is a very rare occurrence.
Straight GIV jets without the ASC 190 -SP when
modification (which is fairly rare today) will usually
trade at well below $4.0m. A good GIV-SP enrolled
with Rolls-Royce CorporateCare and with decent
production of
time remaining before its 5,000 hour landing
inspection and other similarly expensive events, will
that model is
still fetch a price in the $6.0m range.
The early GV models are now 22 years old. For
either ceased
some, the selling prices are below $10.0m, which
equates to a residual value of about 24% of new. or is
Of the more recent Gulfstream models: superseded
G150 values range typically between by a
$4.5 - 7.0m;
G200 jets range from $3.0 - 6.0m; newer model.
G280s trade in a narrow band between
$14.0 - 18.0m;
G450s fetch between $13.0 - 21.0m;
The G550 plumbs new depths, with the latest
asking prices ranging from the low-teens to the
high-$30m bracket. A 2003 Gulfstream G550 is
valued at about 36% of its new value.
Non ER G650s have dipped below $50.0m for
the first time and continue to fall.
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BOARDROOM T BUYING & SELLING

Specific Upgrades/Modifications FANS 1/1A - $180k to $300k;

Following is a list of Appraised Value Add-Ons for
each Gulfstream model (numbers per my
evaluation, not the value guides):
Gulfstream G100 (Astra SPX) APU - $130,000
Gulfstream G150/G200 Auto Throttles -
$150,000
Gulfstream GII/IIB Aviation Partner Winglets -
$150,000; Stage III Hush-kit - $400,000
(downward variable value)
Gulfstream GIV/IVSP ASC 190 - $300,000;
Gulfstream G350/G450 FANS 1/1A - $180k
to $300k;
Gulfstream GV No Forward Lavatory -
($250,000 Deduction); FANS 1/1A - $180k
to $300k
Gulfstream G550 Aft Galley - ($500,000
Deduction); No Crew Rest Area - ($250,000
Deduction)
Gulfstream G650 ER Modification -
$1,000,000. T

Respective Gulfstream model manufacture and fleet numbers

Gulfstream I: 1958-1969; 196 total built (56 currently active)
Gulfstream II/B/SP: 1967-1979; 300 total built (144 currently active)
Gulfstream III: 1979-1987; 202 total built (163 currently active)
Astra/SP/SPX: 1985-2001; 130 total built (121 currently active)
Gulfstream IV/IV-SP: 1986-2002; 500 total built (475 currently active)
Gulfstream V: 1995-2002; 194 total built (187 currently active)
Gulfstream G100: 2001-2006; 22 total built (22 currently active)
Jeremy Cox is Gulfstream G150: 2006-2016; 125 total built (123 currently active)
experienced in Gulfstream G200: 1997-2011; 248 total built (245 currently active)
presenting his Gulfstream G280: 2009-Present; 114 total built (108 currently active)
expertise at aviation
Gulfstream G300: 2003-2004; 13 total built (13 currently active)
meetings, seminars
and conferences. Gulfstream G350: 2004-2007; 11 total built (11 currently active)
If you have an Gulfstream G400: 2003-2004; 23 total built (21 currently active)
upcoming event and Gulfstream G450: 2003-2015; 359 total built (342 currently active)
would like to discuss Gulfstream G500: 2003-2008; 9 total built (9 currently active)
having Jeremy Gulfstream G550: 2003-Present; 551 total built (521 currently active)
present, you can
Gulfstream G650/ER: 2010-Present; 275 total built (244 currently active)
contact him via
jcox@jetbrokers.com Total Active Gulfstream Fleet = 2,805 Aircraft

100 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
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BR Buying & Selling 2 March17.qxp_Layout 1 21/02/2017 09:44 Page 1

BOARDROOM T BUYING & SELLING

International Used Jet

Transactions:
Aircraft Registration Considerations
for Buyers and Sellers
Todays used jet market creates an increased opportunity for cross-border transac-
tions. Aircraft Broker Jet Tolbert asks why more buyers and sellers dont consider
the registration process as an opportunity to add extra value to an acquisition?

L
ast month we covered cross border
relationships and noted that the technical
aspects of the aircraft itself are part of the
used aircraft sales equation. This time we
discuss an additional yet very important factorthe
aircrafts registration. Whether you are a buyer or a
seller, registration can impact the perceived value or
total cost of the aircraft.
An aircrafts registration sends a clear signal
regarding the standard to which the aircraft was
maintained and where it likely spent most of its time.
These issues and the perceptions associated with
them can create significant hurdles to the sale if not
properly managed.
Like it or not, there are psychological barriers that
102 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
create a selection bias among buyers. If you suggest
to a US buyer that they should consider acquiring an
aircraft that is currently on a foreign registry, you may
well be met with a glazed look.
Well informed (and advised) buyers, however, can
turn a perceived barrier into an opportunity by finding
an overlooked diamond in the rough. Likewise, a
well-informed seller (also with good advisors) can be
better positioned for a successful sale.
Many great deals are being made cross-borders.
Today, globalization has profound impacts on the
aircraft sales process, and buyers should consider
how the domestic and international markets
interact to determine the best value and total cost
of an acquisition.
Aircraft Index see Page 153
BR Buying & Selling 2 March17.qxp_Layout 1 21/02/2017 09:44 Page 2
When considering a trans-border transaction, a
buyer should understand the technical aspects of the
available aircrafts current registration, as well as the
registration options going forward if that aircraft
were purchased.
The Buyers Perspective
Acquiring an internationally-registered aircraft often
has little practical impact on a US buyer. Many times
the process can be as simple as performing an FAA
inspection concurrent with the pre-purchase
inspection, with no additional downtime required.
That being said, there are other times when the
change of registration can indeed be time
consuming.
A savvy buyer can acquire an internationally-
registered aircraft swiftly, putting it directly into
operation under their new home-registration or by
selecting the right off-shore registration that will
accept the current aircraft configuration and its new
foreign ownership.
Under the off-shore registration option, the new
owner can legally operate the aircraft before
Advertising Enquiries see Page 4
Jet Tolbert is President of
American Aircraft Sales.
Established in 1968, it is
a premier brokerage firm
which has been a trusted
partner since corporations
first began utilizing jet
aircraft to grow their
businesses. With offices
in the US, Latin America
sales team and a partner
office in Zurich,
Switzerland, American
Aircraft Sales is an active
NBAA, IBAC, EBAA &
ABAA member.
transferring its registration to their home country at
the next major maintenance event, or remain on the
off-shore registration if desired. Either option would
significantly reduce the burden of downtime for the
registration change.
Similar to foreign domiciled businesses in Ireland,
Cayman or British Virgin Islands, in some cases
corporations may find tax advantages or other
efficiencies to make an off-shore registration
attractive but when using this option the counsel of
trusted advisors is vital.
If registering the aircraft in its final location means
complying with a maintenance program other than
the FAA or EASA, then the option to remain on a
foreign registry that accepts either FAA or EASA
maintenance programs is worth detailed
consideration; it is essential to ensure that compliant
maintenance is available globally.
Operator-friendly off-shore registries include
Aruba, Isle of Man and San Marino, which have
offices around the world allowing the aircraft owner
to factor the ultimate geographic base of the aircraft
into the decision of which registry to use.
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BOARDROOM T BUYING & SELLING
As such, aircraft sellers must consider the geographic source of
current and future demand for their aircraft in relation to its registry.
The Sellers Perspective
Although the above points may be pragmatic,
buyer preconceptions still exist. Sellers should
prepare their aircraft to meet market demand by
demonstrating how it is ready to meet a buyers
needs. As such, aircraft sellers must consider the
geographic source of current and future demand
for their aircraft in relation to its registry.
Parties to the transaction should understand the
technical differences between the current and
most likely future registry once the aircraft is sold.
Transfer costs could contribute to a value
deduction and a lower perceived value by most
potential buyers in the market.
The end result should be an understanding of
how the market perceives different registries; the
varying costs to change between them; and how
to best present the aircraft within the market.
Done correctly this understanding will reduce the
number of days the airplane is on market before a
sale, thereby lowering the sellers exposure to
holding cost and changing market values.
To a motivated seller, this could potentially
mean changing the registration to meet the
expected market demand. If the seller has the
104 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
aircraft placed with a registry that uses something
other than FAA or EASA maintenance programs,
then that alone should be cause for strong
consideration of registering the aircraft off-shore
(Aruba, for example, accepts both FAA and EASA).
There are many examples where having used
one of these registrations in the initial purchase of
the aircraft, leaving it on an off-shore registry
during the ownership period could have saved
time and expense throughout the sellers
ownership cycle.
In Summary
There are many buyers competing for the right
used aircraft. Broadening your understanding of
the marketplace and aircraft registrations could
make you a real winner.
There are several factors to consider with
international transactions, but the well-educated
buyer in the right place, at the right time gets the
right used jet, at the right price.
Be sure to work with a reputable broker that is
client-focused and keeps buyer and seller needs in
sight by being well informed with the right
connections and experience. T
Aircraft Index see Page 153
Community News March17.qxp_Layout 1 22/02/2017 12:41 Page 1
COMMUNITY NEWS T REVIEW
45 Years Since the
First Citation delivery
Textron Celebrates Milestone and
Legacy of the Citation
Textron Aviation is celebrating the 45th anniversary of the
first Cessna Citation delivery - a Cessna Citation 500 that
was delivered to American Airlines in January 1972
he first Citation 500 was used
T
for the development of
American Airlines training
program. Since then, the
Citation series has become the most
popular line of business jets ever
produced with more than 7,000 units
delivered to customers around the
world. The worldwide fleet has amassed
nearly 35 million flight hours.
This milestone marking 45 years of
industry leadership is really a
celebration of the thousands of people
through the years customers and
employees who have made the
Citation line of business jets the world
108 AVBUYER MAGAZINE March 2017
leader, said Kriya Shortt, senior vice
president, Sales and Marketing.
Citation jets are renowned for their
ability to combine reliability, efficiency
and comfort with advanced technology
and class-leading performance. This
unique combination of features has
resulted in the level of quality Citation
operators around the globe have come
to know and value. According to
Textron, the Citation series of business
jets has evolved to offer an unmatched
range of capabilities, systems and
options that allow customers to expand
their business reach.
More from www.cessna.txtav.com
www.AVBUYER.com
OEM Bites
Bombardier Business Aircraft
announced that, since 2000, Global
aircraft have achieved more than 2,500
takeoffs and landings at Aspens
challenging airport. Delivering a steep
approach capability, Global business
jets demonstrate renowned agility and
deft landing capabilities at Aspen/Pitkin
County Airport, which is nestled among
Rocky Mountain peaks at approximately
7,820 feet above sea level.
www.businessaircraft.bombardier.com
BOMBARDIER
Dassault Aviation will present its
Falcon fleet of large cabin, long range
business jets alongside its Rafale fighter
jet at Aero India, Indias largest airshow.
The Dassault display will feature the
ultra-long range Falcon 8X trijet which
entered the market last October, and
was handed over to an Indian customer
last month.
www.dassaultfalcon.com
DASSAULT
Quest Aircraft Company delivered a
record 36 Kodiaks in 2016, including
the 200th aircraft in December.
Deliveries have risen steadily since
2012, as worldwide demand for the
Kodiak has grown. The 200th Kodiak
celebration was held on January 17th at
the Sandpoint headquarters, with
company employees in attendance.
www.questaircraft.com
QUEST AIRCRAFT
Aircraft Index see Page 153
Community News March17.qxp_Layout 1 22/02/2017 12:43 Page 2

COMMUNITY NEWS T PEOPLE

Michael Amalfitano Damien Farret Drew McEwen Ben Murray

Michael Amalfitano has been appointed president and CEO of
Embraers Executive Jets business unit. He succeeds Marco Tulio
Pellegrini who will assume another leadership position to be
announced soon. Amalfitano brings 35 years of experience in
corporate aircraft finance, having held several global leadership
positions with equipment leasing companies such as Stonebriar
Commercial Finance, Banc of America Leasing, Fleet Capital and
GE Capital.
Gregor Bremer joins the board of Atlas Air Service as chief
technical officer. Bremer has gained more than 25 years of
experience in the industry.
Jon Cobin was promoted to Executive Vice President and chief
commercial officer for Gogo. Cobin has 15 years of business
experience and most recently was senior vp of project and
operations management for Gogo.
Damien Farret is appointed Director Customer Relations and
Field Service, Dassault Aviation. He replaces Eloi Dufour, who
was named Director Aircraft Delivery & Pre-Owned Management.
Drew McEwen is named vice president, international and direct
sales at Piper Aircraft. McEwen, a 30-year industry veteran, joined
Piper in 2010 as director of sales for the Americas and later held
the roles of head of global sales and business development and
vp of sales and marketing.
Ben Murray has been appointed senior managing director of
Asset Management at Global Jet Capital, a world-leading provider
of financing solutions for large-cabin, long-range private jets.
Vincent Restivo becomes vice president at the Mente Group.
With 32 years of Business Aviation experience, Restivo spent 25
years with Gulfstream and has also served with Hawker
Beechcraft and his own firm, Addo Virtus Advisors.
Sean Sanders joins Corporate Fleet Services (CFS Jets) as vice
president of sales. He brings more than 10 years of private
aviation experience and will be responsible for both domestic
and international sales.
Dr. Steve Sparks has joined Helicopter Association International
(HAI) as director of safety. Prior to joining HAI, Sparks was an
aviation safety inspector for the FAA with the General Aviation &
Commercial Division in Michigan.
Brad Thress takes the role of senior VP, Engineering for Textron
Aviation. Meanwhile Kryia Shortt succeeds Thress as senior VP,
Customer Service and Bob Scholl is promoted to the senior VP,
Sales & Marketing role previously occupied by Shortt.
Andreas Tielmann as of January, 2017, became the new CEO of
Lufthansa Technik Logistik Services (LTLS). He is taking over the
role from Dr. Christian Langer, who is moving to Lufthansa
Technik as Head of Digital Fleet Solutions.
National Business Aviation Association: NBAA has announced
the election of three new members to its Board of Directors.
These include: Shelly Lesikar deZevallos - Principal at
Independent Mortgage Company, Inc; Milt Hobbs - Managing
director of global aviation at JPMorgan Chase & Co.; and Mark
McIntyre - Chief pilot at Mente LLC. T

Vincent Restivo Sean Sanders Kryia Shortt Andreas Tielmann

James C. Welsch Jr. (1935 2017) of Huntington, formerly of Great Neck, NY, died late
January following a short illness. Jim was president of Welsch Aviation in Huntington, a firm
founded by his father in 1949. Jim built upon the corporate legacy of his father by growing
Welsch Aviation's private and corporate aircraft business. He expanded the reach of Welsch
Aviation to include offices across the United States. Jim led Welsch Aviation into the jet age
thereby extending the firm's record as the oldest established active aircraft sales and
acquisition organization in the world.

110 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Flight Force 7X March.qxp 21/02/2017 10:20 Page 1

S
H
O
W
C
A
S
E

2009 Falcon 7X
Serial Number: 056 Satcom Aero h+ / Swift 64 Thrane & Thrane
Airframe TT: 3728 Aero HSD+
Landings: 1552 Additional handset(s) ICG Sigma7
The large cabin 7X is both the flagship of High-Speed Data Unit (Up To 64 KbPS) Thrane &
Dassault's business jet range and the first Thrane HSU VOR/ILS/MKR/
fully fly-by-wire business aircraft. Packed GPS Dual Honeywell NV - 875x
with features and finished to a very high Automatic Direction Finder Dual Honeywell DF - 855
standard, this example's luxurious interior Flight management Triple Honeywell EASY Electronic
and equipment upgrades enhance the Weather Radar Honeywell Primus 880
model's unsurpassed reputation for style, Distance measuring Dual Honeywell DM - 855
business efficiency and comfort. Air Traffic Control Dual Honeywell XS - 857A
To be delivered with fresh 1C Radar Altimeter Dual Honeywell KRA-405b
Lightning Sensor System Honeywell LSS-860
Airframe Traffic Alert and Collision Avoidance ACSS TCAS
FalconCare 3000
Engines Flight Control Honeywell EASY
ESP Gold Modular Avionics Units Honeywell EASY
APU Interior
MSP Gold Number of Passengers: 14
Certification Seating: Fourteen seats certified for takeoff & landing
JAR OPS 1 Forward double club; dining group; dual 3-place
Avionics divans Cabinetry
VHF Communication Dual Honeywell TR-866b Woodwork: Credenza (multi-purpose storage
VHF Data Radio Third Honeywell TR 866b cabinet) Entertainment
High Frequency Communications Dual Honeywell Equipment: Collins Falcon cabin management
KhF-1050 system (FCMS) w/
SELCAL Honeywell additional 3.8-inch color LCD entertainment
Flight Deck Audio Triple Honeywell AV - 900 controls, plug-in LCD monitor receptacle
Emergency Locator w/ Nav Interface Honeywell Plug-in 8.4-inch color LCD monitor w/9G locking
Rescu 406AF arm Honeywell
Communications management Function (CmF) w/ EASy flignt deck video interface
ARINC Honeywell EASY
Flight Deck Printer miltope TP - 4840 Motivated Seller

Giovanni Luciolli Tel: +33 6 46622320

Sales Director gluciolli@flightforce.aero

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 111
Flight Force Challenger 350 March.qxp 21/02/2017 10:21 Page 1

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2015 Challenger 350

Airframe TT: 281 server units
Landings: 151 Engine Indication and Crew Awareness System
(EICAS)
With its ground-breaking cabin design,
Maintenance diagnostic computer
improved range capability and lowest-in-
Dual VHF and HF radios
class direct operating costs, the new
Digital Flight Data Recorder (FDR)
Challenger 350 exceeds all standards of
class-leading business aviation excellence. Additional Equipment
This outperforming business aircraft is Second Automatic Direction Finder (ADF)
earning the appreciation and approval of Quick Access Recorder (QAR)
executives, pilots and operators globally, SmartRunway
offering top performance, definitive SmartLanding
reliability and unmatched value. Interior
9-passenger floorplan:
APU 4-place club seat grouping in the forward section
MSP Gold Two club seats apposite 3-place divan in the aft
Programs All seats in two-tone leather and berthable with
SmartParts Plus side storage
Maintenance tracking program Galley cabinetry in smoked oak high gloss finish
CAMP with satin nickel plating, pull-out work surface,
Avionics and Equipment removable shelves and large ice drawer
Rockwell Collins Pro Line 21 advanced avionics Espresso certified coffee maker
suite Microwave oven
with 4 adaptative LCD displays Full range of elegant china, crystal and flatware
Dual Flight Management System (FMS) Forward wardrobe with adjustable shelving
Localizer Performance with Vertical Guidance Aft lavatory
(LPV)
Entertainment Equipment
Required Navigation performance (RNP)
10-Disk CD Changer
Synthetic vision system
Two bulkhead-mounted monitors (Cabin fore and aft)
MultiScan weather radar
DVD Blue Ray Player
Dual Inertial Reference System (IRS)
Ipod dock
Dual Satellite Based Augmentation System
(SBAS) GPS
Integrated flight information system with dual file Motivated Seller

Wayne Hendry, Sales Director Giovanni Luciolli, Sales Director

Tel: +41 79 1733201 Tel: +33 6 46622320
wayne@flightforce.aero gluciolli@flightforce.aero

112 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Flight Force CL605 March.qxp 21/02/2017 10:22 Page 1

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2009 Challenger 605

Serial Number: 5764 Additional Equipment
Airframe TT: 3216:26 VHF datalink w/Iridium interface
Landings: 1462 3D map & long-range cruise
The Challenger 605 is the next step in the Dual multi-function displays w/enhanced maps
evolution of the worlds best-selling family Second APU hour meter
of large business jets. Second refuel/defuel panel
Equipped with a new avionics suite, greater Dual air data computers
cabin space and larger windows, the 605 Maintenance diagnostic system
can fly transatlantic while elevating the Directional TCAS antenna
four benchmarks of business aviation: VHF datalink w/Iridium interface
comfort, reliability, value and versatility. Artex 406 ELT, dual primary flight displays, dual
To be delivered with fresh 96 month EICAS,
Airframe PA system
SmartParts Plus Interior
Engines Executive Floorplan 3 Seating: Forward 4-place club
GE On Point Aft 4-place berthing RS divan opposite dual LS
APU facing club seats
Honeywell GTCP36-150(CL) Three manual recliner seat footrests & seats
Certification 3/4/8
EASA. No damage history Entry area acoustical curtain
Avionics External compartment lights
Collins 4-tube 10x12-inch / Pro Line 21 Removeable mid-cabin curtain & track
Communication Radios : Dual Collins Pro Line 21 Extended lav (doubles as a full-size changing
w/8.33 kHz spacing room) w/granite countertops & cabin/lav call
CVR : CVR (120-minute) system
DME : Dual Collins DME-4000 230-volt electrical service w/RS cabin oulets;
EFIS : Collins 4-tube 10x12-inch LCD RJ45 additional cabin jacks
FDR : FDR (25-hour) Refreshment Equipment: Cooled food storage &
Flight Director : Collins 4-tube 10x12-inch soda can storage
Flight Phone : Iridium Wine storage compartment
FMS : Triple Collins FMS-6000 w/dual GPS Galley surface & floor LED effect lighting; sink
Hi Frequency : Dual digital w/single SELCAL w/strainer & cover
IRS : Triple IRS Motivated Seller

Giovanni Luciolli Tel: +33 6 46622320

Sales Director gluciolli@flightforce.aero

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 113
Jet Sense Aviation 1990 Hawker 800A March.qxp_Empyrean 21/02/2017 10:23 Page 1

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Asking Price $1,195,000

1989 Hawker 125-800A (SP)
Serial Number: 258158
Registration: N800AF
Airframe TT: 10,200
Landings: 5816
48 Month (E,F,G) Inspections, 4 & 8 Year
X-Rays, 10,000 Hr & Gear Overhaul at
West Star Has Been Completed.
Aviation Partners Winglets
2 New Generation Universal FMS UNS1
LW (WAAS) with LPV
800XP Style Interior
800XP Air Cycle Machine
All New Cabin Windows
Will Be Delivered with $126K of Spare
Parts
Engines
Garrett TFE-731-5R-1H on MSP GOLD
MSP Rate: $334.70
Engine Left: S/N P91406 11,045 TT
Engine Right: S/N P 91474 9,622 TT
APU
Hamilton Sundstrand T-62T-40C8D1
Avionics
COMM: Dual CollinsVHF-422D w/22C Ctl. Heads
NAV: Dual Collins VIR-32 w/8.33 KHZ Spacing
AP: Collins APS-85 Autopilot
Radar: Collins WXP-85C Weather
XM: Weather Antenna with Baron WiFi
Connection to Ipad (Foreflight APP)
AHARS: Dual Collins AHC-85
IRS: Honeywell Laser ref
ADF: Collins ADF-60A
TDR: Dual Collins TDR-94D W/MODE S
DME: Dual Collins DME-42
EFIS: Collins 5 Tube/MFD Display
Additional
Fairchild F1000 Flight Data Recorder
Cockpit Voice Recorder 100A
Iridium Based Aircell ST-3100 Telephone System
ELT Dorne Marglin 8.1 w/nav
RVSM Certified
Baggage Compartment Aft of Lav
Ground Power Contactor
Buss Tie Contactor
115 VAC 60 HZ Inverters
Automatic Power Reserve (APR)
Interior
Complete Interior Installed in 2004 Including
All New Seats, Cabinets, Cabin Shell, Headliner,
Side Ledges, Airducts, New Interior Wiring with
LED Reading and Up Wash Lighting.
Configured in Forward Four Place Club, Aft Club
Seat on Left Side and Right Three Place Divan in
Beige Leather, Available a Club Aft Facing
Optional 9 th Seat, Fireblocked Package To Meet
Far Part 135 Requirements, FWD Galley
w/Microwave And Mapco
Exterior
New 2012 White With Multi Blue Stripes

Jet Sense Aviation, LLC Tel: +1 (847) 550 4660

Contact: Brett Forrester Email: brett@jetsenseaviation.com
550 N. Rand Road, Lake Zurich, Illinois 60047 www.jetsenseaviation.com

122 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Jet Sense Aviation 1997 Hawker 800XP March.qxp_Empyrean 21/02/2017 10:25 Page 1

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Asking Price $1,595,000

1997 Hawker 800XP
Serial Number: 258301 Avionics
Registration: N800XZ 5-Tube Honeywell ED-800
Airframe TT: 4211 2 Honeywell FMZ-2000 w/ 12-Channel GPS
Landings: 3488 2 Honeywell EDZ-818 w/ MFD
1 ACSS RT951
MSP Gold
2 Honeywell NAV RNZ-850 w/ FM Immunity
Fresh E Inspection in January 2017
2 Honeywell DME DM-850
Fresh Comprehensive Prebuy at Banyon
2 Honeywell ADF DF-850
in January 2017
2 Honeywell VHF RCZ-851 w/ 8.33 Spacing
Delivered with New InteriorIn Progress
1 King KHF-950
January 2017 1 Honeywell AA-300
Delivered with Refurbished Paint - 1 Honeywell Primus 870 (Color)
In Progress February 2017 2 Honeywell XS-833E w/ Mode S EHS
Engines Left Engine 1 Universal CVR 30-A
Description Honeywell TFE731-5BR-1H 2 Honeywell RCZ-851 Mode S
S/N: P-107164 1 Artex C406-2
THSN: 4107 Hours 2 Honeywell RM-850
TCSN: 3351 Cycles 1 Sandel ST3400
TT Since MPI 1695 Hours
Engines Right Engine Interior
Description Honeywell TFE731-5BR-1H NEW IN PROGRESS 2017
S/N: P-107105C Number of Passengers Eight (8)
THSN: 4045 Hours Refreshment Center Location Fwd Refreshment
TCSN: 3281 Cycles Center
TT Since MPI 585 Hours Lavatory Location Aft Lav
Engines on MSP Gold Other Notable Features: Forward Club with Aft
3-Place Side-Facing Divan, Removable Jumpseat,
APU Forward Deluxe Refreshment Center with Coffee
Description Sundstrand T-62T-40C8D1 Maker, High-Gloss Veneer Cabinetry.
Serial Numbers SP-E965282
TTSN 2978 Hours

Jet Sense Aviation, LLC Tel: +1 (847) 550 4660

Contact: Brett Forrester Email: brett@jetsenseaviation.com
550 N. Rand Road, Lake Zurich, Illinois 60047 www.jetsenseaviation.com

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 123
Jet Sense Aviation 2001 Excel March.qxp_Empyrean 21/02/2017 10:26 Page 1

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Asking Price $3,495,000

2001 Cessna Citation Excel
Serial Number: 560-5172 2 Honeywell DME DM-850
Registration: N562P 2 Honeywell ADF DF-850
Airframe TT: 4962 2 Honeywell VHF TR-850
Landings: 4194 1 KTR-950
1 Collins ALT-55
Will Be Delivered with Zero-Time Engines 1 Honeywell Primus 880 (Color)
- Overhauled by Pratt & Whitney 2 Honeywell XS-833E w/ Mode S EHS
Externally Serviceable Lav
Single Point Refueling Additional Equipment
APU TCAS II Change 7 Externally Serviceable Lav
Data Unit Permanent Installation
76 Cu Ft Oxygen System
TCAS II Change 7
Enrolled in CESCOM

Engines Interior
Pratt & Whitney 545A Number of Passengers: Nine (9)
Left Right Refreshment Center Location: Fwd Refreshment
THSN: 4962 Hours 4627 Hours Center
TCSN: 4194 Cycles 3915 Cycles Lavatory Location: Aft Lav
TSOH: 0 Hours 0 Hours Other Notable Features: Champagne Leather
Seating with Aft Side Facing Belted Lav Seat
APU with Flushing Potty, Forward Two Seat Divan,
Description: Honeywell RE100 Right Hand Forward Storage Cabinet, Aft Left
Serial Numbers: P-221/3800722-1 Hand Storage Cabinet and Toilet
Total Hours Since New: 2683 Hours
Exterior
Avionics Base Paint Color: White
HONEYWELL PRIMUS P-1000 AVIONICS SUITE Stripe Colors: Blue and Brown
3-Tube Honeywell Primus P-1000
2 Universal UNS-1Csp Asking $3,495,000
1Allied Signal TCAS II w/ Change 7
1Allied Signal EGPWS w/ Windshear
2 Honeywell NAV NV-850

Jet Sense Aviation, LLC Tel: +1 (847) 550 4660

Contact: Brett Forrester Email: brett@jetsenseaviation.com
550 N. Rand Road, Lake Zurich, Illinois 60047 www.jetsenseaviation.com

124 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Jet Sense Aviation Lear 40XR March.qxp_Empyrean 21/02/2017 10:27 Page 1

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Call for Pricing

2005 Bombardier Learjet 40XR
Serial Number: 2037 2 AZ-850
Registration: N119DJ 2 AHZ-800
Airframe TT: 6792 2 Honeywell RNZ-851
Landings: 5430 1 YES
2 Honeywell RCZ-833
MSP Gold
1 Honeywell Primus WU-660 w/ Color
Extended Range Mod ($250K)
1 Honeywell Mark V w/ Windshear Alert
New Carpet in 2015
New Striping & Permaguard in 2015
Additional Features
Interior Refurbished in 2014
Extended Range Mod ($250,000)
RVSM Capable
New Striping & Permaguard in 2015
Air Conditioning in Lieu of APU
New Carpet in 2015
TCAS II
Interior Refurbished in 2014
Engines Left Engine TCAS II
Description Honeywell TFE 731-20BR-1B RVSM Capable
S/N: P-116646C Air Conditioner in Lieu of APU
THSN: 6693.5 Hours
TCSN: 5350 Interior
Program Coverage MSP GOLD Number of Passengers Seven (7)
Refreshment Center Location Fwd Refreshment Center
Engines Right Engine Lavatory Location Aft Belted Lav
Description Honeywell TFE 731-20BR-1B Other Notable Features: Refurbished 2014: Six
S/N: P-116647C (6) Passenger Seats and One (1) Belted Lav,
THSN: 6434.8 Hours Fea-tures Six (6) Executive Club Chairs with Four
TCSN: 5125 Fold-Out Tables, Forward Galley and Standard Aft
Program Coverage MSP GOLD Lav, External Baggage Compartment

Avionics Exterior
PRIMUS 1000 AVIONICS SYSTEM Base Paint Color(s) Matterhorn White & Blue
4-Tube Primus 1000 DU-870 EFIS/MFD Stripe Color(s) Silver Metallic
1 Universal UNS-1C
1 TCAS II

Jet Sense Aviation, LLC Tel: +1 (847) 550 4660

Contact: Brett Forrester Email: brett@jetsenseaviation.com
550 N. Rand Road, Lake Zurich, Illinois 60047 www.jetsenseaviation.com

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 125
Altus Aviation 2013 Agusta AW139 March.qxp 22/02/2017 14:21 Page 1

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2013 Agusta AW139

Serial Number: 31466
Registration: TC-HVK
Airframe Total Time: 789
Landings: 2,098
Engines on ESP Gold Lite
Avionics on Honeywell HAPP
Camera on Tail Fin
EVS-1500 MaxViz Enhanced Vision System
Engines / Rotors
Pratt & Whitney PT6C-67C
Engine 1: 789 Hours | Cycles 1,029
Engine 2: 789 Hours | Cycles 1,029
Additional Options
Customized painting scheme, metallic colors
from Company selection
Pilot/co-pilot adjustable seats (4G) in lieu of
standard seats
Sheep skin cover for pilot and co-pilot seats
Pilot and co-pilot Glass windshield
Approach plates chart holders with lights for
pilot and co-pilot
Interior
FIVESTAR Cabin Interior (7 seats), including:
3 armchairs leather covered-forward looking,
middle one can be folded forward (with inertial
reels and safety belt, sliding inflight direction,
reclining backrest)
1 Divan seat leather covered (with 4 safety belts
and understorage compartment)
Airframe
Aluminium alloy fuselage
Overhead cockpit trasparent windows
Lower cockpit trasparent windows
Cockpit ram air adjustable outlets

Altus Aviation Tel: US: +1 888 337 3439

Tel: EU: +49 1766 255 5634
Email: AW139@ALTUSAVIATION.COM
www.AW139.COM

Advertising Enquiries see Page 4 www.AvBuyer.com March 2016 AVBUYER MAGAZINE 127
Altus Aviation 2005 Challenger 604 March.qxp 22/02/2017 14:19 Page 1

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2005 Challenger 604

Serial Number: 5594
Registration: TC-CEA
Airframe Total Time: 3,512.8
Landings: 1,895
Two Owners Since New
Private Operations Only
Enrolled on SmartParts, GE On Point, MSP
Fresh 48 month Insp. C/W Jan 2017
Features
Triple FMS
WAAS Upgrade
TCAS II with Change 7.1
Heads Up Guidance System
Autothrottle
3D Map and Long Range Cruise
Engines
General Electric CF-34-3B
Engine 1: S/N 950217: 3,512.8 Hours | Cycles 1,893
Engine 2: S/N 950216: 3,512.8 Hours | Cycles 1,893
Engines enrolled on GE On-Point
APU
Honeywell GTCP-36-150 (CL)
Serial Number: P-796C
APU Hours: 2,764
APU enrolled on Honeywell MSP
Avionics
Collins Proline 4 System:
Six (7 x 7) EFIS/MFD display tube EICAS
Dual FCC-4006 Digital Flight Control Computers
Dual DCU-4000 Data Concentrator Unit
Interior
Completed by Bombardier Montreal in June 2005
Ten (10) place executive interior configuration:
Six (6) executive club seats with three executive
foldout tables

Altus Aviation Tel: US: +1 888 337 3439

Tel: EU: +49 1766 255 5634
Email: CL604@ALTUSAVIATION.COM
www.ALTUSAVIATION.COM

126 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Aviatrade Falcon 2000 March.qxp 22/02/2017 14:22 Page 1

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Best Deal in the Falcon 2000 Market - To Be Delivered on US Registry

Fresh 1A, 2A, 4A inspections, completed at Duncan Aviation

1999 Falcon 2000

Serial Number: 098 Collins DBU-5000 Solid State Data Loader Unit Weights
Registration: M-ABCD Dual Collins Flight Director Computers Gross Weight (Ramp): 36,000 lbs
Airframe TT: 9748.3 Single Collins AutoPilot Max Take Off Weight: 35,800 lbs
Landings: 6073 Dual Collins RTU 4220 Radio Managements Units Max Landing Weight: 33,000 lbs
Dual Collins VIR 432 Nav Units Max Zero Fuel Weight: 28,660 lbs
Airframe Status Dual Collins VHF 422C Comm Units
TOTAL TIME: 9748.3 Hours Empty Weight
Dual Collins DME 442
LANDINGS: 6073 22,372 lbs
Dual Collins ADF 462A
APU (P-346) 4527.0 Hrs Dual Collins TDR-94D Enhanced Mode S
Engine Status Diversity Transponders Interior
Collins RTA-858 Color Weather Radar Ten (10) passenger seating cabin. The forward
Left engine: CFE 738-1-1B cabin has four (4) executive seats upholstered in
Collins ALT 55B Radio Altimeter
Serial Number: P-105364 beige leather. The aft cabin has a four (4) place
Hours: 8642.9 Dual Collins HF-9000 HF Radios with SELCAL
Honeywell MK V EGPWS club arrangement upholstered in beige leather
MPI due: 10732 opposite two (2) executive seats. There is a
Honeywell SSFDR Digital Flight Data Recorder
CZI due: 13232 forward galley with coffee maker and microwave
Honeywell SSCVR Digital Cockpit Voice Recorder
Right engine: CFE 738-1-1B Collins TTR-920 TCAS II with Change 7.1 oven. The cabin is outfitted with an aft lavatory.
Serial Number: P-105348 Aircraft enrolled on Rockwell Collins CASP The woodwork finish is dark high gloss veneer.
Hours: 8632.9 Avionics Insurance program Interior is fire-blocked
MPI due: 8890
CZI due: 8910 Exterior
Additional Equipment Overall White with Taxco Silver, Ming Blue and
Engines on CSP Gold RVSM Compliant Black Pearl Stripes
Honeywell VHF AFIS
APU: Honeywell GTCP 36-150(FM2), P-346
Magnastar C-2000 Flight Phone Location
APU on Honeywell MSP
Aircell ATG-5000 Broadband System (Provisions only) Oxford CT, USA
4527.0 hours
Socata 406 MHz ELT
Avionics Airshow Genesys System
Collins ProLine 4: 110 VAC Electrical Outlets
Collins 4 Tube EFIS Individual Side Ledge Monitor Mounts Best Offer Over
Dual Collins ADC 850C Air Data Computers DVD, CD and Video Cassette Player
Dual Honeywell LaserRef IRS with third Collins Coffee Maker $3.00 MM
AHRS Heading Source Convection Oven
Dual Collins FMS 6000 with dual GPS 4000 Microwave Oven

AVIATRADE INCORPORATED
NEW YORK, LOS ANGELES, HONG KONG, LONDON
Philip Rushton President

128 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Aviatrade Falcon 2000 March.qxp 22/02/2017 14:23 Page 2

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Tel: +1 908 696 1174

Fax: 1 908 696 1175
philiprushton@aviatrade.aero
www.aviatrade.aero

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 129
Dassault Falcon Falcon 900EX March.qxp 21/02/2017 11:13 Page 1

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2000 Falcon 900EX

Serial Number: 56 forward facing seats, 3-place aft divan
Registration: N909SB opposite 2 seats, forward and aft lavatories,
Airframe Total Time: 9748 ERDA third crew seat. 42-inch R/H forward
Landings: 5768 galley opposite 36-inch auxiliary galley and
Engines entertainment cabinet
#1 Engine s/n P112287: 9457 hours Avionics
Cycles: 5583 Flight Director dual Honeywell Primus 2000
#2 Engine s/n P112351 8512 hours Autopilot/Auto Throttle Honeywell Primus 2000
Cycles: 4987 Flight Management System triple Honeywell
#3 Engine s/n P112284: 9454 hours FMZ-2000 w/ 5.2 TOLD
Cycles: 5585 Global Positioning System (GPS) dual
APU Honeywell GPS
s/n P-36: AlliedSignal GTCP36-150F Communication (VHF) Transceivers triple
(Enrolled on MSP) Collins VHF-422C
Engine Type Navigation (VHF) Receivers dual Collins VIR-432
Honeywell TFE731-60 (Enrolled on MSP) Automatic Direction Finders dual Collins ADF-462
Maintenance Distance Measuring Equipment dual Collins DME-442
Inspections Due: A, A+ January 2017; 2A, ATC, Transponder dual Collins TDR-94D
2A+, 4A+ October 2017; B at 10706 hours; Color Weather Radar Honeywell Primus 880
C, 3C March 2018; Detailed Landing Gear w/ dual controllers
Inspection June 2018 TCAS II Collins TTE-920 (change 7.0)
Exterior Radar Altimeter dual Honeywell AA-300
White upper and light Gray lower fuselage. High Frequency Communication dual Collins
Blue and Gray accent stripes. Repainted HF-9000
September 2007 Duncan Aviation Additional Equipment
Interior Flight Deck Printer, dual Davtron clocks, triple
Beige leather seats, Cream ultra-leather Baker Flight Deck Audio, 115 cu. ft. oxygen
headliner, medium stain hi-gloss wood with bottle, two (2) LCD monitors, Collins Airshow
brass hardware. Window shades and window 4000, two (2) channel SELCAL, Devore Tel-
panels recovered, new Beige carpet and lower Tail recognition lights, Securaplane 450, DVD
side-panels, by Westar Aviation July 20 & CD players, hi-Temp oven, microwave, coffee
Seating maker
11 passengers: 4 forward club seats, 2 single

Mark Verdesco: Director, Pre-owned Aircraft Sales

USA Tel: + (1) (201) 541-4556
www.falconjet.com/preowned Tel: + (1) (201)-541-4620
E-mail: preowned@falconjet.com
www.dassaultfalcon.com/preowned

130 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Grafair March.qxp 22/02/2017 14:30 Page 1

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1982 Cessna Citation IISP

Serial Number: 551-393 Maintenance
Registration: N122SP On CESCOM Phase 5 and RH Engine Hot
Airframe TT: 7643 Section performed dec 2016
Landings: 6055
Engines Exterior
Fresh Phase 5 inspection and Right Engine Hot Overall White with Gold, Black and Blue Stripes
Section performed Dec 2016
Engines Since OH 583 / 1750 hours (TBO 3500) Interior
Time Since Hot Section 583 / 0 hours 7 Pax configuration with 4 club seats with folding
tables and flushing potty
Avionics
Flight Directors Sperry SPZ-500, Dual Sperry, Options
5"and 4" Thrust Reversers
Autopilot Dual Sperry SPZ-500 Pulselite Recognition Lights
Flight Management System and GPS Universal Angle of Attack
UNS-1L Aft Baggage Mod
Communication and NAV Garmin 530 WAAS and Iridium SAT phone
Garmin 430 JET Standby Horizon
Transponders Garmin GTX-345 ADS/B in/out, No Damage History
GTX-330ES, ADS in CESCOM Maintenance
ADF, Radio Compass Collins ADF 60 RVSM certified, WAAS approved and ADS-B in
and out (EASA 269b)
INC
DME, Distance Measuring Collins DME-40
RMI, Radio Magnetic Indicator Dual Collins 332C-1
Radar Altimeter Collins 55B Aircraft based in Vero Beach FL
Weather Radar Bendix RDR-2100
Compass System Dual Sperry C-14D Specification subject to verification upon
Multi Function Display King 850 MFD with TCAS I inspection
TCAS I Garmin GTX-345
EGPWS and TCAS I King KMH-880 (class B) ASKING PRICE: $695,000

Grafair Inc Cell: +1 772-559-2471

Bengt Grafstrom Tel: +46-705-391101
465 Nieuport Drive, Vero Beach, FL 32968, USA E-mail: bengt@grafair.com
Stockholm City Airport, Sweden

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 131
C-Air Transport Services Ltd February.qxp_Empyrean 22/02/2017 14:31 Page 1

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1999 Airbus ACJ 319

Serial Number: 910 dining (RH)
Airframe TT: 6,536 Aft mid-section club four dining (RH)
Landings: 2,404 Aft mid-section three seat divan opposite club
four dining (LH)
One meticulous owner since new
Aft section eight premium economy seats
Maintained and updated to the highest
Two galleys (one forward, one aft) featuring Tia
standard
Wavejet ovens and Nespresso Coffee machines
Full cabin refurbishment in 2010
Three lavatories (one in State Room, one
27 passengers interior
mid-section and one aft)
Forward stateroom Separate forward crew lavatory
Extensive Entry Into Service (EIS) support Custom Concept Controls (CCC) Cabin
package available with purchase Management and Entertainment System
For more information and photos visit Rockwell Collins Airshow 4000
www.msn910.com SBB Satcom for cabin internet and includes
Aero H for flight deck safety services
Engines Sat-phone System
IAE V2527M-A5 Onboard Mobile Telephone System
Hours since new: 6,536
Cycles since new: 2,404 Avionics
The aircrafts original EFIS/ECAM CRT displays
APU and DMC computers were replaced with the
APIC 3200 Thales EIS2 (Electronic Instrument System 2)
Hours since new: 5,492 composed of 6 large active matrix Liquid Crystal
Cycles since new: 3,481 Display (LCD) Units and 3 Display Management
Computers (DMC) in 2006.
Cabin FlySmart with Airbus EFBs
Forward State Room with two beds and private Compliances: ADS-B Out / FANS B+ / CPDLC
washroom / RNP 0.1 / TCAS 7.1
Forward mid-section office vestibule with two Integrated Standby Instrument System
single seats (RH)
Three seat divan opposite office vestibule (LH) The aircraft currently has Head Of State livery so
Mid-section club four dining (LH) will need to be repainted
Mid-section three seat divan opposite club four

Daniel Kunz Tel: +41-79-295-3741

C-Air Transport Services Ltd Email: daniel.kunz@c-air-tsl.com
c/o Resource Consulting AG, www.c-air-tsl.com
Turmstrasse 30, 6300 Zug, Switzerland

132 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Mente March.qxp 21/02/2017 16:47 Page 1

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Price: Make Offer

1989 Hawker 800A Dan Dunn, Tel: +1 848-220-9370
Cell: +1 203-808-1687
E-mail: ddunn@mentegroup.com
Serial Number: 258163 L/H Engine: 7291.3 HRS TSN 4159 Total Cycles Lockeed 319 FDR
Registration: N717MT R/H Engine: 7165.5 HRS TSN 3986 Total Cycles Collins TCAS II w/Change 7
Airframe TT: 7376.2 Avionics Honeywell MK-VII EGPWS
Collins EFIS-86 Artex 406 MHz ELT
Landings: 4191
Collins EFIS-86 5 Tube Multifunction Interior
ENGINES AND APU ENROLLED ON Collins EFIS-86 5 Tube Flight Director EIGHT PASSENGER W/AFT LAV, FORWARD GALLEY,
HONEYWELL MSP Collins APS-85 AFT BAGGAGE COMPARTMENT, FORWARD CLUB,
LOW TIME, EXCELLENT PEDIGREE Collins WXR-300 Color Radar TWO FORWARD-FACING SEATS, 5 EA CABIN SEATS
DUAL FMS, DUAL HF Triple Collins VHF-422B 8.33KC Spacing IN TAN LEATHER RECOVERED 1/03, HEADLINER
AWS, AHARS, AND FDR EQUIPPED Dual Collins VIR-432 FM Immunity AND SIDEWALLS RECOVERED 1/03, TAN CARPET
MARKET READY SELLER Dual Collins DME-442 REPLACED 3/06, THREE PLACE DIVAN RECOVERED
Dual Collins ADF-462 3/06, HIGH-GLOSS BLONDE WOODWORK
APU Dual Collins TDR-94D w/ Fight ID REFINISHED 3/06, COCKPIT SEATS RECOVERED
T62-T40C8D1 Dual Universal UNS1D+, Dual GPS 5/14
4052.5 HRS TSN, 6600 CSN (Estimated) Dual Honeywell Laser Ref III Exterior
Engines Magnastar C-2000 Flight Phone OVERALL WHITE WITH BLACK AND RED STRIPES.
TFE731-5R-1H Honeywell Engines & Systems- MSP Dual Collins HF 9030 w/SELCAL HF NEW PAINT 1/98, NEW STRIPES AND TOUCH-UP
Gold Universal 120CVR 4/02

2011 Gulfstream G550
Serial Number:
Registration:
Airframe TT:
Landings:
ONE CORPORATE OWNER
ADS B OUT CPDLC FANS 1/A
FRESH 72 MONTH INSPECTION GAC LGB
LOW AIRFRAME TOTAL TIME
BEAUTIFUL WOOD VENEER & CUSTOM
INTERIOR WITH AFT GALLEY
APU
Honeywell. 2186 hours
Engines
2657.4 hours. No RRCC on Engines
Avionics
Avionics: Honeywell Primus EPIC with Gulfstream
ASC911
Price: $22.9M
5295 Autopilot: Honeywell. Com: Triple Honeywell
HL8288 DME: Dual Honeywell. Transponders: Dual Honeywell
2657.4 HF: Dual R/Collins w/ SELCAL
1547 FMS: Triple Honeywell. IRS: Triple Honeywell
Weather Radar: Honeywell with Turbulence Detection
EGPWS: Honeywell with Windshear Detection
CVR: Universal. Radio Alt: Dual Honeywell
Nav: Triple Honeywell. ADF: Honeywell
ELT: Artex. GPS: Dual Honeywell
TCAS: ACSS TCAS 7.1 S/W Installed
Cockpit Printer Installed. DFDR: Honeywell
Interior
12 passenger interior in excellent condition
Forward: 4-place club with fold out tables or 2-Place Club
with ottomans
Mid cabin: 4-place forward facing seats with fold out tables
Aft: 4-place conference table group opposite a credenza
David Coppock, Tel: +1 214-351-9595
Cell: +1 602-509-0953
E-mail: dcoppock@mentegroup.com
Aft galley with coffee maker, espresso maker, oven, sink,
cooled food storage compartment; storage
drawers; 115V/220V outlets.
Forward and aft toilets and storage closets.
Lavatory has a standard vacuum toilet with an
exchangeable sit down and spray bidet
115V outlets at the seats and 220V outlet by the credenza
Crew rest area at forward area
Natural Quarter Figured mahogany veneer. Ivory carpet.
Ultraleather headliner.
Entertainment system includes Airshow 4000 ver.2, Dual
Blu-ray and Dual-DVD players with 24 & 20
LCD Forward bulkhead monitors and individual 8.4 Rosen
monitors in the side walls
Exterior
Overall White with Red and Gray stripes Original in
Good ConditionGood Condition

Mente Group, LLC

15301 North Dallas Parkway, Tel: +1 214 351 9595
Suite 1010 Addison, TX 75001 www.mentegroup.com

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 133
Donath Aircraft Sales February.qxp_Empyrean 21/02/2017 10:33 Page 1

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2008 Challenger 605

Serial Number: 5729 Hours Since New 4971.9
Registration: N540BA Avionics
Airframe TT: 6114.4 EFIS: Collins ProLine 21w/ 4 Adaptive Flight
Landings: 3571 Displays
FMS: Dual Collins FMC-6000 w/ V-Speed
One U.S. Fortune 50 owner since new!
Database
Recent 96-month inspection
Control Display Unit: Dual Collins CDU-6200
No known damage history
GPS: Dual Collins GPS 4000A
Airframe enrolled in Smart Parts Plus
IRS: Triple Honeywell Laseref V
APU enrolled in MSP
Air Data Computer: Dual Collins ADC-850E
WiFi GoGoBiz and Swift Broadband ISIS: Thales Integrated Stand By Instrument
Inmarsat w/ Safety Services capability System
ADS-B Out Radio Altimeter: Dual Collins ALT-4000
RAAS Airphone: Aircell Axxess Iridium
3rd IRS Satcom: Honeywell HSD-440 w/ Inmarsat
3rd VHF Comm SwiftBroadband HSD (cabin) and Safety
Datalink w/ Inmarsat Satcom and VHF Services (cockpit)
Comm interface VHF Comm: Triple Collins VHF-4000 w/ 8.33
3D Flight Plan Map and Long Range Cruise Spacing
XM Graphical Weather Interior
Rockwell Collins Ascend Aircraft (Original. New carpet Nov. 2014) Configuration
Information Manager Ten passengers seating plus jump seat certified
TOSE Upgrade for take-off/ landing
Engines - Forward: Four-place club arrangement
Maintained On Condition General Electric CF34-3B - Aft: Four-place divan opposite a two-place club
S/N: #1 Engine 950613. #2 Engine 950612 arrangement
Engine #1: 6114.4 hours / 3579 cycles Forward galley equipped with Enflight oven, TIA
Engine #2: 6114.4 hours / 3583 cycles microwave, and Endura auto-fill coffee maker
Aft lavatory and aft baggage compartment
APU Exterior
Enrolled in Honeywell MSP 2011. Base: Pearl Grey
Honeywell GTCP 36-150 Stripes: Aristo Blue and Deep Red
Serial Number P-174

Donath Aircraft Services Tel: +1 773 935 9871

Contact: Jim Donath Email: jimdonath@donathaircraft.com
www.DonathAircraft.com

134 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
CAAP March.qxp 21/02/2017 10:35 Page 1

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2014 Gulfstream G280

Serial Number: 2052 Third FMS. Triple VHF NAV
Registration: N386RW Dual ADF. Dual HF. Dual Flight Data Recorders
Airframe TT: 405 CVR. ADS-B Out capability, CPDLC, RVSM
Landings: 199 Micro QAR for FOQA capability
DME: Dual Collins DME-4000
Like-new G280 Available Immediately XPDR: Dual Collins TDR-94D Diversity Transponder
Loaded with over $2 million in Options AHRS: Dual Collins AH-3200
Intercontinental Avionics Package, RADAR: Multi-Scan
HUD & EVS XM Weather
10-passenger Interior Dual Electronic Charts
Aircell Gogo Biz and Satellite High Interior
Speed Internet 10-passenger Gulfstream Hallmark interior
Price Reduced: $17,900,000 configuration
Forward 4-place club group
Airframe
Aft LH 4-place conference/dining group
Completed Delivery: November 20, 2014
Aft RH 2-place divan
Hours: 405
Forward galley
Landings: 199
Optional microwave oven in galley (pending
Engines
certification)
Honeywell HTF7250G (AS907-2-1G)
Pocket door between galley and cabin
Engine Hours: 405; Cycles 199
10-gallon water tank
On-Condition Maintenance
Externally serviced aft lavatory
APU
Two LCD monitors in cabin
Honeywell GTCP36-150 (G280)
Gulfstream cabin management system, galley
APU S/N P-156; 263 hours, 384 cycles since new
touch screen and 2 iTouch controllers
Avionics
Dual Blu-Ray, dual USB ports and an iPod
Gulfstream/Rockwell Collins PlaneView 280
connector
avionics suite
Inmarsat Swift Broadband high-speed data
Three 14x10 adaptive LCD displays with
Aircell Gogo Biz high-speed internet
advanced interactivity
Exterior
Aircraft equipped with G280 Intercontinental
Overall Matterhorn White with red and gray
Package
stripes, painted at Gulfstream Dallas
EVS. HUD. IRS: Laseref VI.

Corporate Aviation Analysis & Tel: +1 817 428 9200

Planning Inc Fax: +1 817 428 9201
97 Village Lane, Suite 100,
Colleyville, TX 76034, USA

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 135
CAI February.qxp 22/02/2017 15:44 Page 1

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2008 Legacy 600

Serial Number: 1069 Solid state Cockpit Voice Recorder (CVR)
Registration: N600YC Solid state Flight Data Recorder (FDR)
Airframe TT: 595 EFB with EPOP s/w
Landings: 381 Aural warning unit
Fresh L16 Inspection just complied with by Additional Equipment
Hawker Pacific Provisions for Extended Over-Water Operation
(storage space for life rafts; 1 life raft for 6 pax
Engine + 1 life raft for 12 pax + lifeline)
Rolls Royce Model AE 3007A1E - Rolls Royce Mid Cabin Curtain Divider Separating the Divan Zone
Corporate Care Offset Recessed Floor
Left Engine: S/N CAE-313127 595 TTSN EGPWS w/windshear detection & escape
381 TCSN guidance
Right Engine: S/N CAE-313135 595 TTSN EFIS w/multi-reversionary capabilities,
381 TCSN Dual RVSM compatible air data computers
APU: Honeywell Sunstrand APS500R Dual stall protection system
(with APU Silencer). 895 hrs/396 cycles since new Autopilot/flight director
Avionics/Radios Dual integrated computers w/display driving EICAS
ADS-B Dual radio management units
Honeywell Primus 1000 Passenger address & cabin interphone system
Five 8 X 7 displays (2 PFD, 2 MFD, and Interior
1 EICAS) Elegant 13 passenger cabin interior plus cockpit
Dual integrated computers jump seat and forward lavatory, features a forward
Dual communication system (Integrated VHF/ four (4) place club with foldout tables, a mid cabin
mode S diversity transponder) with 8.33 kHz conference grouping (4 place with table) that
frequency spacing converts to a double bed, with a credenza opposite
Dual navigation systems (NAV/ADF/DME) and a mid cabin dividing bulkhead leading into the
Dual FMS + GPS aft cabin with a 3 place divan that opens into a flat
Dual Inertial Reference System (IRS) bed, opposite two (2) place club seating
Dual Radio Management Units (RMU) Exterior
Communications Management Unit (CMU) Original custom Paint in the current model Legacy
with 3rd VHF paint scheme of Dark Blue, Grey and White with
Emergency Locator Transmitter (ELT) Light Blue high-lighting

Palm Beach Tel: (561) 433-3510

J.P. Hanley
Fax: (561) 433-3842
Corporate AirSearch Int'l Inc. Cellular: (561) 289-3355
Palm Beach, South Florida Email: jp@caijets.com
Website: www.caijets.com

136 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Aviation Consultants of Aspen January.qxp 21/02/2017 12:55 Page 1

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Dan Savinelli Photography

1992 Gulfstream IV
Serial Number: 1191
Registration: N403TB
Airframe TT: 10,162.7
Landings: 5148

MAKE OFFER
Honeywell HAAP program, Rockwell
Collins CASP Avionics program,
Corporate Jet Support Brite Parts
program, MSG-3 maintenance program.
All inspections current. Specifications are
subject to verification upon

Engines
LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485,
10,086.1 TSN, 5,117 CSN, 2,484.3 TSO, 1,080
CSO, Overhauled by Dallas Airmotive, June 2009.
RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486,
10,004.4 TSN, 5,057 CSN, 2,484.3 TSO, 1,080 CSO,
Overhauled by Dallas Airmotive, July 2009

APU
Honeywell GTCP36-100, S/N P-587, 6,808
Hours TSN, 1,299 TSO, on MSP

Interior
Sixteen passenger. Aft lavatory. Rear galley with
oven, microwave, coffee maker, and espresso
maker. Forward cabin has a four place club
seating arrangement, center cabin with a four
place conference/dining group, and aft cabin has
two four place berthable divans. Entertainment
system with Airshow, dual DVD/CD players, three
large monitors, new Honeywell Cabin
Management System and cabin switching, and a
custom Alto audio and speaker system. Fax
machine. Chairs are done in Burgundy Leather,
Divans in tan leather, and light wood. By
Gulfstream Dallas, 12/06. Excellent condition
Exterior
Overall White with Blue Stripe. By Duncan
Aviation, 10/14. Excellent Condition

Aviation Consultants of Aspen, Inc. Tel: +1 720-328-6008

Andy Cohen Fax: +1 720-328-5641
P. O. Box 790, Castle Rock, CO 80104, USA Mob: +1 603-930-7575
Email: andy@acajets.com

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 137
JetPro Texas 2013 Cessna Grand Caravan EX March.qxp_Heeren Cit Ultra sep 22/02/2017 14:29 Page 1

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2013 Cessna Grand Caravan EX

Serial Number: 208B5045 Interior
Registration: N445JP New Luxury Oasis Interior and Factory A/C
Airframe TT: 1,253 Installed! 10 place interior with two crew seats,
Landings: 914 four single executive chairs and an aft two place
bench with flushing potty. Highgloss wood vineer
Engines drink rails and forward refreshment centers. New
Pratt and Whitney Canada PT6A-140 867 AMTICO LVT flooring - Excellent Condition
SHP - UNDER WARRANTY.
s/n PCE-VE0050 Exterior
Total Time: 1,253. Cycles: 914 Overall white with gray cargo pod and red and
Prop Specs: Hartzell 3-Blade Model HC gray stripes on the tail - Excellent Condition
B3TN-3AF/T10980CN(K)-2 s/n BAU32720
Additional Features
Avionics TKS Deice System
Garmin G1000 Integrated Cockpit System with Cargo Pod
two Primary Flight Displays and a center Artex ME-406 2-Freq ELT
Multifunction Display Dual Avionics Master Switch
UNDER WARRANTY Cabin PA System
Dual Garmin Comms Rudder Gust Lock STC
Dual Garmin Navs FA2100 CVR/FDR Provisions
Dual Garmin GDC 74A Air Data Computers King KHF-1050 HF Radio Provisions
Dual Garmin GRS 77 AHRS
Garmin GEA 71 Engine/Airframe Unit
Garmin GFC700 Autopilot / Yaw Damper
Garmin GTX-33 Mode S Transponder
Garmin GWX-68 Color Weather Radar Garmin
TAWS B
Garmin GMA 1374 Audio System
King KN-63 DME Receiver
King KR-87 ADF Receiver
King KRA-405B Radio Altimeter
King KTA-870 TCAS

Tel: +1 (254) 848 9192

Please contact: Mob: +1 (254) 716 2981
Don and Sam Starling E-mail: sales@jetprotexas.com
www.jetprotexas.com

138 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
Albinati Aeronautics March.qxp 21/02/2017 10:38 Page 1

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2006 Bombardier Global 5000

Serial Number: 9174 ACSS TCAS 2000 (TCAS II) w/ V7 Software
Registration: HB-JRS Two Collins HF-9031A HF w/ SELCAL
Airframe TT: 4699 Triple Honeywell NZ-2000 FMS
Landings: 2036 Triple Honeywell Laseref
IMMACULATE * ONE OWNER * One Honeywell Mark V EGPWS
NO DAMAGE HISTORY Two Honeywell HG2021 GPS receiver
Collins SAT-6100 SATCOM (Aero H+)
ENHANCEMENTS & MODIFICATIONS
Collins HST-2100 w/ SWIFT 64
INCLUDING THE FOLLOWING:
ICG Iridium ICS-100
120 Month Inspection c/w FEB/2016 by BAS-Tucson
Honeywell SSCVR & SSFDR w/ QAR
Enrolled in Smart Parts Plus
Interior
Engines enrolled in Rolls Royce Corporate Care
Configured for twelve passengers with a forward
New Honeywell DU-875 Displays Installed
FEB/2016 club arrangement, a midcabin conference
Increased GTOW (SB700-1A11-11-002) grouping and an aft compartment with two three
Batch 3 Installed (SB700-1A11-31-014A) place berthable divans (certified for two
FANS 1/1A Certified (SB700-1A-11-34-27) passengers during takeoff and landing). The rear
ADS-B Out * TCAS II 7.1 Software * WAAS/LPV compartment is divided from the forward section
Approved of the cabin by a pocket door. The forward four
Forward Crew Lav * 12 PAX Configuration club chairs can be converted into two sleeping
EU OPS 1 * RVSM Approved positions and the aft divans will convert to beds
Engines using the jetbeds system for increased sleeping
RR BR 700-710A2-20 RRCC comfort. Cabin amenities include forward and aft
LH s/n 12459 4623 TSN / 1995 CSN lavatories, a full service galley including TIA
RH s/n 12460 4699 TSN / 2036 CSN hi-temp overn, microwave oven and Nespresso
APU coffee maker
Honeywell RE 220 (GX) s/n P-286 Honeywell MSP Exterior
4089 TSN Matterhorn white upper fuselage over a Granite
Avionics gray belly with white and gray stripes
Honeywell Primus 2000 XP Integrated Avionics
Six Honeywell DU-875 EFIS
Two Honeywell RNZ-851 NAV NAV System
SPECIFICATIONS ARE SUBJECT TO VERIFICATION.

Triple Honeywell RCZ-833K VHF COMMS

AVAILABILITY IS SUBJECT TO PRIOR SALE OR REMOVAL
FROM THE MARKET

ALBINATI AERONAUTICS SA Stefano Albinati

P.O. BOX 44 Tel: +41 (0) 22 306 1060
1215 GENEVA 15 AIRPORT E-mail: info@albinati.aero
SWITZERLAND Web: www.albinati.aero

Advertising Enquiries see Page 4 www.AvBuyer.com March 2017 AVBUYER MAGAZINE 139
Naljets March.qxp_Empyrean 23/02/2017 11:09 Page 1

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For Sale or Share

2002 Citation Excel
Serial Number: 560-5271
Registration: G-CGMF
Airframe TT: 4111.2
ENGINES: 2 X PRATT AND WHITNEY
PW545A ON POWER ADVANTAGE
APU: GARRETT 100XL ON POWER
ADVANTAGE
AIRFRAME: ON PRO PARTS
COMPLIANCY: EASA
Avionics
COM: Honeywell Primus 1000 Radios
NAV/ADF: Honeywell KHF950 w/ Selcal
FMS: Dual Universal UNS-1CP FMS
GPS: X
TCAS II: Honeywell TCAS II system w/
CHANGE 7.1
RADAR: WXR-880 Colour Radar
Interior
Good condition, Grey Leather
executive interior features forward two
place divan, mid cabin four place club
with drink rail color monitors, Two
forward facing seats in aft cabin, Belted
seat in aft Lavatory
Exterior
This jet combines the best in light jet
flexibility with midsize comfort to
accommodate nine passengers. The
Cessna Citation Excel is one of the
best-selling business jets ever built. It has
the ability to operate out of smaller
airports while still offering the comfort
and amenities of a midsize jet
NalJets
Contact: Craig McLeod
Tel: +44 (0)191 286 7234
Mobile: +44 (0)795 894 4422
Email: craig@naljets.com
Naljets.com
140 AVBUYER MAGAZINE March 2017 www.AvBuyer.com Aircraft Index see Page 153
Products & Services March.qxp_Layout 1 22/02/2017 11:24 Page 1
PRODUCTS & SERVICES
Corporate AirSearch Intl Inc.
Celebrating 34 Successful Years in the Aviation Brokerage Business
Since the companys founding in 1983 by Sharon
B. Hanley, Corporate AirSearch Intl Inc CAI has
excelled in the Aviation Brokerage Business.
Following some years in the business of selling
new aircraft delivery positions, Sharon started the
business in 1983, the aviation bug had not only
bitten, but was well entrenched. Catering initially
to the needs of single and light twin engine
aircraft buyers and sellers, the business flourished.
Over time, Sharon's clients wanted bigger, better,
faster and more efficient aircraft. Even selling
Prince Rainier of Monaco a Challenger 600, and
who continued with her services knowing that they
would be treated professionally and ethically.
Sharons son J.P., after graduating from College with a business
marketing degree and earning his private pilot, commercial, instrument
and CFI tickets joined the firm right after hurricane Andrew in October
of 1992. J.P. helped to continue the Company's profitable growth by
focusing on its sales and marketing efforts. Starting in the aircraft
research division enabled J.P. to learn the business from the ground
floor up, earning a deserved promotion to vice president of sales and
marketing in 1997, attaining his present position of president, in
September 2003. J.P. followed his mothers lead with his first sale of a
Piper Cheyenne II from Bill Elliott Racing to a company in Minnesota.
Around 2005 Sharon decided to retire from the business after a
successful run of more than 22 years in the aircraft sales business. J.P.
purchased the company and has continued to flourish in selling
corporate jets and turboprops to a plethora of different clients
including his most recent sale of a Premier 1A to Martin Famous
Potato Rolls.
CAIs mission statement is to assist our clients in maximizing their time
and privacy by utilizing Corporate Aircraft to meet their business and
personal travel needs. It is important to determine the correct aircraft
that will enable our clients to fly non-stop for 80% of their flights and
have enough passenger seats to accommodate family, friends,
employees and business associates.
If you are ready to buy, sell or upgrade your current aircraft feel free to
reach out to J.P. If you have yet to explore owning a Corporate Aircraft,
there has never been a better time as there are some excellent
opportunities currently available.
www.caijets.com
TNA unveils 2017 Product Line
TNA Aviation Technologies, the leading supplier of highly advanced
semi-robotic aircraft tugs and ground support equipment in North
America today announced it would assemble its aircraft tugs in the
USA. The company, which prides itself on supplying unique state-of-
the-art ROTVs (Remote Operated Tug Vehicles) and a wide range of
German designed and innovative towbarless airplane re-positioning
systems for the aviation industry, is now assembling its products in the
United States.
Unlike traditional aircraft
tow tugs, TowFLEXX
aircraft re-positioning
systems from TNA allow
customers to utilize
hangar and apron space
to much higher extend.
Further, TNA has made it
even easier for operators
to move aircraft faster
and safer at lower cost.
www.tna-aviation.com
142 AVBUYER MAGAZINE March 2017 www.AVBUYER.com
A Fascinating ACJ318 Elite
Global Jet kick starts 2017 with the announcement of the arrival of a
stunning ACJ318 Elite into its charter fleet. Over the past several years,
the boutique jet operator has seen the demand for VVIP large cabins
grow at high speed from a flourishing Middle East market. The ACJ318
Elite is an excellent product that combines an autonomy of close to
9h15 and a very impressive baggage capacity. In fact, the baggage
load is a critical point for any client that wishes to travel with a large
amount of suitcases at its maximum passenger capacity.
This newcomer will be the fourth Airbus offered by Global Jet for
charter requests, though the company manages a total of 8 airbus
models altogether. We have an extensive knowledge in managing
VVIP airliners and our crews are qualified far beyond the highest
standards, guaranteeing maximum safety and an unrivalled high-end
service on board comments the company.
Endowed with a spectacular autonomy, this VVIP wide body will
comfortably accompany its passengers from Dubai to London non-stop
or from Paris to New York with 80 suitcases for 19 VVIP guests. This very
large cabin is designed with a separate bedroom and a spacious VVIP
bathroom. Passengers will peacefully rest in a flying palace with its 8
cosy beds.
This is a perfect compromise for clients travelling for business
purposes looking for unmatched comfort or those seeking to organise a
one of a kind VIP family escapade.
The aircraft is flexibly-based at Le Bourget and is ready to serve any
demanding request.
www.globaljetconcept.com
VistaJet has best Year ever in North America
Global aviation service
VistaJet reports 2016 as
its best year ever in
North America. The
company, which
positions itself as an
alternative to full or
fractional aircraft
ownership, now reports
the U.S. as its number
one growth market,
citing a preference for a
global flying solution
with no asset exposure as the reason customers choose to switch.
In 2016, the number of flight bookings grew by 137% YoY across the
VistaJet owned fleet, connecting customers to 187 countries in the
world. Over 65% of VistaJet US new customers came from corporations
and Fortune 500 companies favoring its signature business model to
help them connect and do business worldwide.
www.vistajet.com
Aircraft Index see Page 153
Products & Services March.qxp_Layout 1 22/02/2017 11:26 Page 2
PRODUCTS & SERVICES
Hawkeye Launches Bizjet Productivity Tool
Hawkeye Aircraft Acquisitions has launched a free web-based Business
Aircraft Productivity Calculator that can estimate the time savings and
added value that a business aircraft can provide over airline travel.
According to company president Mike McCracken, this new application
was created to fill the void created when NBAA ended sales and
support for its Travel$ense software.
www.hawkeye-aircraft.com
Beechcraft offers PT6A-67A Engines
Beechcraft announced recently that the company is now offering Pratt
and Whitney Canada PT6A-67A engines for improved performance on
its King Air 350HW and King Air 350ER turboprops. In addition, the
company is offering an increased gross weight option for these
platforms, increasing the maximum takeoff weight to 17,500 pounds.
Both enhancements are now FAA and EASA certified and offered as
factory options for new aircraft or as aftermarket modifications. The
more powerful Pratt and Whitney Canada PT6A-67A engines provide
superior field and climb performance, including hot and high
operations. With an outside air temperature of 50 degrees Celsius (122
degrees Fahrenheit), the engine upgrade allows for a maximum takeoff
gross weight increase of up to 2,700 pounds at sea level, compared to
the standard aircraft. The increased gross weight option provides
operators greater flexibility between payload and fuel, representing a
potential increase in loiter time of two to three hours.
www.txtav.com
GAMA Aviation Merger
GAMA Aviation, the global business aviation service provider, has
announced the merger of its US aircraft management and charter
business with that of BBA Aviation. With the addition of over 90 aircraft
to Gama Aviations current US managed fleet, the combined business,
with over 200 aircraft under management, will become the USs largest
aircraft management business.
Customers will benefit from the comprehensive line maintenance
support provided by Gama Aviations US Ground business as well as
the market-leading FBO services provided by BBA Aviations Signature
Flight Support network.
www.gamaaviation.com
Advertising Enquiries see Page 4 www.AvBuyer.com
SR Technics Line Maintenance goes Mobile
To enhance its best-in-class service in Line
Maintenance, SR Technics has optimized
its operational office by moving to a mo-
bile environment.
Following extensive testing in order to
determine which systems and devices pro-
vided the best operational data access, SR
Technics Line Maintenance engineers and
technicians are now equipped with mobile tablets which gives them the
ability to perform their duties more efficiently, whenever and wherever
the work is performed. This technology upgrade will increase quality
and make processes leaner besides providing the teams with a handy
work solution.
Connected to a secure data server, this virtual solution allows SR
Technics experts to access aircraft documentation, live flight operations
information, planning functions and work package distribution. It also
includes task completion confirmation linked with the back offices elec-
tronic operational control board. The feedback from maintenance per-
sonnel confirms that the new equipment is helping them to perform
their tasks more efficiently.
www.srtechnics.com
Boutsen Sells 15 Aircraft in 2016
The team at Boutsen Aviation closed 2016 with a record of four sales in
December alone. As the year came to an end, the Monaco-based
company sold two Gulfstream and two Falcon 7x, adding to the
previous 11 aircraft sold throughout the year. Founder and Chairman
Thierry Boutsen closed the sale of a G550 in Basel, Switzerland, just
one week following the sale of a GV in Luton, UK.
www.boutsen.com
Duncan Updates ADS-B Straight Talk Book
Duncan Aviation wants to ensure
that their customers are well-
informed when it comes to the
FAAs NextGen mandates. Toward
that end, Duncan Aviation has updated its Straight Talk book on the
NextGen initiative Automatic Dependent Surveillance-Broadcast
(ADS-B).
The January 2020 deadline gets closer every day, and there are still
several thousand owners and operators who need to make the
necessary equipment upgrades to their aircraft prior to midnight on
December 31, 2019. Flying without ADS-B on January 1, 2020, is going
to be fraught with limitations. The Straight Talk book is intended to
provide practical information about all aspects of ADS-B for the owners
and operators of business jets. The new book is available for download
from Duncan Aviation.
www.DuncanAviation.aero/locations/#satellites.
March 2017 AVBUYER MAGAZINE 143
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P147-151.qxp 22/02/2017 12:28 Page 1
Marketplace
Hawker 800A
Bombardier Learjet 45XR
Dassault Falcon 2000
Gulfstream G150
Global 6000
Advertising Enquiries see Page 4
Tel: +1 (403) 671-2178
Skyservice Jet Sales E-mail: jetsales@skyservice.com
Price: $1,195,000 USD Skyservice is proud to feature this well-maintained, and
professionally operated 1993 Hawker 800A. Aircraft Engines on
Year: 1993
MSP GOLD and avionics on Rockwell Collins CASP Program.
S/N: 258239 New landing gear along with fresh 48 month inspection being
completed by mid-April 2017. The aircraft is located in
Reg: C-GMFB Edmonton, Canada.
TTAF: 5959.3 Please call Geoffrey Carlyle
Location: Canada
Tel: +1 (877) 759 7598
Skyservice Jet Sales E-mail: jetsales@skyservice.com
Price: Please call Well-maintained 2004 Learjet 45XR. 3611.7 total flight time on
aircraft. Always professionally flown. This aircraft is equipped with
Year: 2004 Honeywell Primus avionics, Airshow, CAMP maintenance
tracking, SSDTU (Solid State Data Transfer Unit) and much more.
S/N: 45-239 Engines: Honeywell TFE-731-20BR-1B
Engine #1 Engine #2
Reg: C-GJCY Serial No. P-116503C (ON MSP) P-116504C (ON MSP)
TTSN: 3611.7 TTSN: 3611.7
TTAF: 3611.7 TCSN: 2260 TCSN: 2260
Time Since Hot Inspection (HRS) 323.3 323.3
Location: Canada APU Total Time: 1616.27 hrs
Tel: +1 (877) 759 7598
Skyservice Jet Sales E-mail: jetsales@skyservice.com
Price: $4,600,000 USD Well-maintained, beautiful 1999 Falcon 2000. 5595 hours of total
flight time on the aircraft. Always professionally flown. This
Year: 1999 aircraft is equipped with VIP seating, executive tables, full galley
and much more. Avionics: Enrolled in Corporate Aircraft Service
S/N: 88 Program (CASP). Dual Collins VHF422C Comms (8.33 MHz).
Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior:
Reg: C-GSMR Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck
Seat. Crew Seat Sheepskin Inserts. Additional Features:
TTAF: 5595 Teledyne Magnastar C2000 Flight Phone w/3 Handsets.
Facsimile/Copier (interfaced with digital airborne telephone
Location: Canada system). (2) PC to SATAFIS Ports
Tel: +1 (202) 682 4000
Bristol Associates E-mail: akopinski@bristolassociates.com
Price: Please call Gulfstream Demonstrator Aircraft. Cycles Since New: 2,633.
Engines: Honeywell TFE731-40AR-200G. APU: Honeywell
Year: 2006 RE1000CS. Avionics: ADF: Collins ADF-4000. Autopilot: Dual
Collins FGC-3000 IFCS (CAT II certified). Communication
S/N: 202
Radios: Triple Collins VHF-4000E w/8.33 kHz spacing. DME:
Reg: N703HA Dual Collins DME-4000. Flight Director: Dual Collins FGC-3000
IFCS w/cursor control device. Interior partially refurbished
TTAF: 3,489.1 06/07. Airframe enrolled in MSG-3 Maintenance Program.
Engines and APU enrolled on Honeywell MSP Gold. Enrolled on
Location: USA- WA Collins Avionics Service Plan
Tel: +1 (202) 682 4000
Bristol Associates E-mail: akopinski@bristolassociates.com
Price: Please call Landings: 492. Bombardier-Approved MSG-3 Maintenance
Program. Enrolled in Flight Docs Maintenance Tracking Program.
Year: 2012 Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on
Rolls Royce Corporate Care Program. APU: Allied Signal RE-
S/N: 9519
220(GX). Manufacturers S/N: P-649. Total Time: 881 Hours. Total
Reg: Cycles: 1,032. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning
Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s.
TTAF: 1,277.10 Dual Collins Integrated Flight Information System (IFIS). Cabin:
Collins Cabin Entertainment System (CES) with 10.3 load Forward
Location: USA- CA Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin
www.AVBUYER.com March 2017 AVBUYER MAGAZINE 147
P147-151.qxp 22/02/2017 12:28 Page 2
Cessna Citation Bravo
2006 Citation Bravo
Hawker Beechcraft 1000 A
Cessna Citation Encore
Cessna Citation Jet
148 AVBUYER MAGAZINE March 2017
Marketplace
Tel: +1 (616) 336 4800
Northern Jet Management E-mail: ccox@northernjet.net
Price: Make Offer Left Engine: Left Engine 1,451 SOH, Right Engine 2,949 SOH.
Freon Air Conditioner (R134) Ski Tube AOA w/Indexer
Year: 2003 Cockpit Voice Recorder Lead Acid Battery Iridium Satellite
Flight Phone Honeywell Primus 1000 IntegratedbFlight
S/N: 550-1073 Director & Autopilot System 3-tube 8x7 EFIS Dual 196B
Comm radios with 8.33 Capabilities Dual Nav Dual Mode S
Reg: Transponders. Fire-blocked eight passenger executive interior
in a center club configuration with an aft belted seat for a ninth
TTAF: 6,952 passenger. 2015 Duncan Aviation Exterior Paint and Interior
Refurbishment. CAMP Maintenance Tracking Currently operated
Location: USA- MI on Part 135
Tel: +1 (616) 336 4800
Northern Jet Management E-mail: ccox@northernjet.net
Price: Make Offer Left and Right Engine 2,001 SOH Freon Air Conditioner (R134)
Ski Tube AOA w/Indexer Iridium Satellite Flight Phone.
Year: 2006 Avionics: Honeywell Primus 1000 Integrated Flight Director &
Autopilot System 3-tube 8x7 EFIS Dual 196B Comm radios
S/N: 550-1132 with 8.33 Capabilities Dual Nav Single ADF Dual Mode S
Transponders. Interior: Fire-blocked seven passenger executive
Reg: interior in a center club configuration with an aft belted seat for
an eighth passenger. Exterior: Overall Snow White with Arctic
TTAF: 6,083 Blue, Silver Plat Met and Black Stripes. 2016 Duncan Aviation
Exterior Paint and Interior Refurbishment. CAMP Maintenance
Location: USA- MI Tracking. Currently operated on a Part 135 Certificate.
Tel: +1 (850) 213-3218 Office
International Jet Markets +1 (770) 330-2691 Cell
Price: Make offer Fresh A thru E Inspection
External Baggage, APU Inspection - August 2016
Year: 1998
Wi-Fi Equipped / Provisions for Flight Data Recorder
S/N: 259003 DL-900 Data Loader / Dual Laseref II
Lightning Sensor LSZ-850 / AFIS
Reg: N261PA Engines on ESP Gold $270.00 / Hour per Engine
RVSM Compliant
TTAF: 10,058.9 Maintenance Tracking Program
No Known Damage History
Location: USA F & G Inspections Included
Email: JETMARKETS@aol.com
Tel: 1-850-213-3218 Office
International Jet Markets 1-770-330-2691 Cell
Price: Make Offer Airframe: 3300 Landings. Engines: 1390 Hours Since Hot Section.
O/H due at 5000 hours. Avionics: EFIS System: Flight Director:
Year: 2004 Autopilot: Comms: Navs: ADF: DME: Transponders: Weather
Radar: Long Range Nav.: Collision Avoidance: Ground Warning:
S/N: 661 RVSM: Radar Altimeter: High Freq. Radio: Flight Telephone.
Interior: Eight passenger interior with four place center club
Reg: N682CE arrangement in Tan leather, single aft facing forward seat, two
forward facing aft seats all track or swivel. Exterior:
TTAF: 3,743.3 Overall Matterhorn White. Additional Features: Freon air
conditioning Cockpit Speaker Mute Switch Cabin Fire Extinguisher.
Location: USA Single-point fueling. CVR. NI Computer. Ski Tube Installation
Email: JETMARKETS@aol.com
Tel: +49 (0)173 959 7315
BS-Consulting GmbH E-mail: stefan.bendl@bsconsulting.de
Price: Make offer Always hangared, no known damage history, Engine on
Year: 1995 Tap Elite, RVSM complient, EASA OPS operated. Avionic:
EFIS Honeywell EDZ-5000, Autopilot Honeywell, Radar King
S/N: 525-121 RDS-2000VO, Comm Dual Honeywell KY-196A, Nav Dual
Honeywell KN 53A, ADF Honeywell KDF-87, Transponder
Reg: D-ICSS Garmin 330D Mode S), Radar Alt King KRA-405, FMS GNS
XLS, ELT 406, King KRA-405 Radar Altimeter, RVSM
TTAF: 4920
Compliant, Freon Air Conditioning, Engine Sync, 50 Cu Ft
Location: Germany Oxygen, EROS O2 Masks
www.AVBUYER.com Aircraft Index see Page 153
P147-151.qxp 22/02/2017 12:28 Page 3
Marketplace
Learjet 60
Cessna Citation X
Hawker Beechcraft 4000
Challenger 300
Cessna Citation XLS+
Advertising Enquiries see Page 4
Tel: +1 (703) 917 9000
Capital Jet Group E-mail: sales@capitaljetgroup.com
Price: $1,450,0000 USD 2 U.S. corporate owners since new delivery. ESP Silver
Year: 1994 engine plan, 2011 paint and 8 pax interior. Dual UNS-1Ew
FMS/ WAAS GPS. TCAS II 7, AFIS, HF, Aircell Axxess II,
S/N: 031 logo & pulsating recognition light package, 3 Rotor Brakes,
Stormscope, R134a Freon A/C
Reg: N841TT
TTAF: 8164
Location: USA
Tel: +1 (630) 577-4070
Dragon Leasing Corp E-mail: kdanielson@calamos.com
Price: $3,900,000 USD FAR 135 Current, CESCOM Maintenance Tracking, Engines
Rolls Royce Corporate Care, APU Cessna Aux Advantage,
Year: 2000
Extended Range Dual Oxygen System, Honeywell USB Data
S/N: 122 Loader, Lead Acid Batteries, 8-Passenger, Double club config.
Fwd r/h galley, Espresso Machine and Coffee, Microwave.
Reg: N577JC Cabin entertainment includes Airshow 400 w/Three 8
individual monitors, cockpit controller, and cabin audio, ATG
TTAF: 6562 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing,
RVSM, Current all Maintenance, New Paint June 2016
Location: USA- IL PRICE REDUCED TO $3,900,000 USD
Tel: +90 555 979 0880
Cumhur Kaynak E-mail: CumhurKaynak@intercityrentacar.com
Price: $5,900,000 USD ENGINES ENROLLED ON P&W ESP GOLD. APU
ENROLLED ON HONEYWELL MSP GOLD. ON CAMP.
Year: 2010
JAR OPS 1 COMPLIANT. TRADES WITH LARGER
S/N: RC-44 AIRCRAFTS WILL BE CONSIDERED. Engine Model:
PW308A. APU Model: Honeywell GTCP 36-150(HH) SN#:
Reg: TC-NRN P-138 TSN: 1,486 hours. Honeywell Primus EPIC. COMM
Dual Honeywell 7510763-855 w/8.33 spacing. NAV
TTAF: 1.505 Honeywell Primus EPIC. FMS Honeywell Primus EPIC.
JAR OPS 1 Compliant. Airshow 4000 w/Airshow Briefer
Location: Turkey System. Cabin Audio/Video Entertainment System
Tel: +1 (704) 651 4637
Aviation Marketing Group E-mail: ajd@aviationmarketing.com
Price: Make Offer Always hangared. One owner. Part 135 Compliant. Aircraft is
enrolled in Smart Parts Plus Program. Engines and APU enrolled
Year: 2009 in MSP Gold Program. Honeywell AS907-1-1A. APU: Honeywell
GTCP-36-150(BD). Avionics: Collins Pro Line 21 Integrated
S/N: 20249 Avionics Suite includes: Four (10x12) AFD-5220E
PFD/MFD/EICAS Adaptive Flight Displays. Dual DCU-500 Data
Reg: N138CH Concentrator Units. Dual ADS-3000 Air Data Systems. Int: Eight
(8) place double club configuration. Forward galley. Ext: Custom
TTAF: 2560 Paint Scheme. RVSM/MNPS/RNP-1 Compliant. Honeywell MKVII
EGPWS. Artex C-406-1 ELT w/Nav Interface. L3 FA2100 Cockpit
Location: USA - SC Voice Recorder. Dual GPW-4000 with WAAS/LPV
www.aviationmarketing.com
Tel: +49 (0) 1722 360 007
ABA Aviation Management GmbH E-mail: andreas.baehren@gmx.de
Price: Make offer Two Pratt & Whitney PW545C, One Honeywell RE 100 (XL) APU,
Hyde Park Scheme Interior, EASA Certification, NAV-4000 ADF
Year: 2014
Collins, Second FMS-3000, Collins Data Link, FA21 FDR, RH
S/N: C560-6173 Small Two-Place Couch & RH 16" Closet, Microwave Oven in
RH Closet, Aircell Aviator 300 World Wide Internet System, 110V
Reg: D-CGAA AC Universal Outlets, Engines and APU on JSSI Program
TTAF: 2050
Location: Germany
www.AVBUYER.com March 2017 AVBUYER MAGAZINE 149
P147-151.qxp 22/02/2017 12:28 Page 4

Marketplace

Tel: +33 (0) 625 155 020

Challenger 604 Galileo Aviation Flight Support Ltd
Price: Please call APU on MSP. Gear Overhaul c/w August 2006.
Satcom Communications System. Dual Collins FMS-6000
Year: 1998 w/Dual GPS-4000. Triple Litton LTN-101 Inertial Reference
System. Part 135 Compliant. General Electric CF34-3B.
S/N: 5373 Engine Engine 1 Engine 2
Total Hours: 8100 8100
Reg: N604LC Engine Cycles: 5050 5050

2012 - Overall Matterhorn White with Blue and Silver Accent

Serial: 872314 872316 872314. APU- Garrett GTCP 36-100E
TTAF: 8,100 Fireblocked ten (10) passenger executive interior. New Paint

Location: France stripes

E-mail: Vincent.schweitzer@barentsrm.com

Tel: +33 (0) 625 155 020

Hawker Beechcraft 800A
Galileo Aviation Flight Support Ltd
Price: $700,000 USD Engines - Honeywell Garret TFE731-5R-1H, Eng 1 Since new:
6709.6. Cycles since new : 6298, Eng 2 Since new : 6831.1
Year: 1988 Cycles since new : 6292 . Avionics - Five Tube EFIS 85,Dual
Collins ADS 82 w RVSM,Dual Collins DME-42,Dual Collins
S/N: 258115
AHRS 85,Dual Global GNS XLS w GPS,Dual Collins VIR32A
Reg: N666JC Nav,Dual Collins VHF 22C Com,Dual Collins ADF 60B,Dual
Mode S MST 67A Transponders. Interior- 10 Pax
TTAF: 6,893 Configuration,Crew Jump-seat, Blue Leather Seat / Blue
Carpet,Gold platted fittings. Exterior- Overall Matterhorn Dark
Location: France Blue Tail, Wings repainted January 2011

E-mail: Vincent.schweitzer@barentsrm.com

Tel: +44 (0)779 350 3246

Cessna Citation Bravo Simply Aviation E-mail: asad@simplyaviation.co.uk
Price: Make offer An excellent impeccable condition Bravo, with recently
completed Phases 1 to 5 and maintained with no expense
Year: 2002
spared. ONLY 4976 hours since major engine overhauls.
S/N: 550B-1018 Enrolled on PowerAdvantage and CESCOM Sold fully
operational... The aircraft is impeccable, with no damage history
Reg: G-JBLZ and an interior/exterior refurbishment in 2015

TTAF: 4976
Location: United Kingdom

Office +31 (0) 43 365 3179

Airbus/Eurocopter EC 120B Colibri Aircraft Solutions Cell +32 (0) 476 463 855
Price: 800,000 EURO The Eurocopter EC-120B is a is a five-seat, single-engine
Year: 2002 light helicopter, designed for safe, simple, and cost-effective
operations. Airbus Helicopters has claimed that the EC120B
S/N: 1324 possesses the lowest operating cost in its class. The aircraft
features a wide, ergonomic cabin with high levels of external
Reg: N263CP visibility, which can accommodate a single or two pilots
(dual steering installed), along with four/three passengers in
TTAF: 1080.2 a typical passenger configuration. Equipped with a auto pilot
Location: Belgium system on two axis, and a air conditioning system

fdesmet@aircraftsolutions.be

Office +31 (0) 43 365 3179

Airbus/Eurocopter EC 120B Colibri Aircraft Solutions Cell +32 (0) 476 463 855
Price: 650,000 EURO The Eurocopter EC-120B is a is a five-seat, single-engine
Year: 1999 light helicopter, designed for safe, simple, and cost-effective
operations. Airbus Helicopters has claimed that the EC120B
S/N: 1077 possesses the lowest operating cost in its class. The aircraft
features a wide, ergonomic cabin with high levels of external
Reg: N12CW visibility, which can accommodate a single or two pilots
(dual steering installed), along with four/three passengers in
TTAF: 1822 a typical passenger configuration
Location: Belgium Engine: 1x Turbomeca Arrius 2F (Replaced in 2010)

fdesmet@aircraftsolutions.be
150 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
P147-151.qxp 22/02/2017 12:28 Page 5

Marketplace

Tel: +1 (806) 662 5823

Bombardier Learjet 36A Leonard Hudson Drilling
Email: ronfernuik@hotmail.com
Price: Offer/Trade Learjet 36A, Long range capability, as configured 2,400
Year: 1977 nautical miles. Can be upgraded to 2,600 mile range.
Recent paint and interior, RVSM.
S/N: 36A-030
Reg: N160GC Competitively priced at US $1,375,000, may take trade
on a King Air or a helicopter
TTAF: 15,600
Location: USA

Tel: +1 (806) 662 5823

BELL 206L4 Leonard Hudson Drilling
Email: ronfernuik@hotmail.com
Price: US $1,775,000 We are offfering our 2002 Bell 206 L4. Pictures do not
Year: 2002 do justice to the helicopter, and the colors are very
vibrant, it is ready for immediate work. It has had
S/N: 52265 both a Bell/Edwards completion and maintenance
Reg: N339MG with immaculate records, of course no damage of
incidents. 1700 TTSN, Two corporate owners.
TTAF: 1700
Location: USA

Tel: +1 (806) 662 5823

BELL 412EMS Leonard Hudson Drilling
Email: ronfernuik@hotmail.com
Price: Offer Full EMS Medical 4 patient and 4 attendant interior.
Year: 1981 Recent no expense spared airframe refurbishment at
Acro Helipro within the last 100 hours.
S/N: 33017 Both engines are fresh Pratt and Whitney overhauled.
Immediate delivery, Meticulous records.
Reg: N554AL Current with medical interior and 13 passenger utility
interior are included, aircraft is turn-key will provide
TTAF: 15265
Fresh annual /Export C of A
Location: USA

Tel: +1 (806) 662 5823

BELL 212 (Five Available) Leonard Hudson Drilling
Email: ronfernuik@hotmail.com
Price: Please Call Five, Late Model, Bell 212s In 'Off Shore.
Year: 1991-1996
Available for immediate use.
S/N: Call for details
Asking $3.1M to $3.6M USD.
Reg: Call for details
Serial numbers: 35034, 35048, 35060, 35088 and
TTAF: Call for details 35096

Location: USA

Alberth Air Parts +1 832 934 0055 Par Avion Ltd

Spare Parts FALCONS HAWKERS LEARS

BUY SELL TRADE

CESSNA LEARJET HAWKER www.paravionltd.com
WESTWIND FALCON GULFSTREAM
www.alberthaviation.com SALES ACQUISITIONS CONSULTING

Fax: +1 832 934 0011

Advertising Enquiries see Page 4 www.AVBUYER.com March 2017 AVBUYER MAGAZINE 151
P152.qxp 22/02/2017 15:49 Page 1

$1510 $1960

1st Source Bank...................................................15
21st Century Jet Corporation .........................154
ABACE ...................................................................70
AeroExpo UK 2017 ...........................................141
Airbound Aviation...............................................146
Aircraft Finance Corporation...........................101
Aircraft Sales Group .........................................107
Albinati Aeronautics ..........................................139
Altus Aviation ...........................................126 - 127
AMJET.....................................................................65
Aradian Aviation ....................................................77
Aviation Consultants of Aspen........................137
Aviatrade...................................................128 - 129
Avjet Global...................................................56 - 57
Avpro ..............................................................10 - 14
Bell Aviation ..................................................68 - 69
Boutsen Aviation ..................................................61
CAAP....................................................................135
C-Air Transport Services..................................132
Central Business Jets .......................................155
Conklin & de Decker............................................87
Advertisers Index
Corportate Airsearch Int...................................136
Corporate Concepts..................................33, 141
Dassault Falcon Jet ........................2 - 3, 93, 130
Donath Aircraft Services ..................................134
Duncan Aviation....................................................51
Eagle Aviation........................................................21
EBACE ...................................................................88
Elliott Jets .....................................................34 - 35
FlightForce ...............................................111 - 113
Freestream Aircraft USA .......................................9
General Aviation Services ..................................23
Global Jet Capital.................................................59
Global Jet Monaco................................ 114 - 121
Grafair...................................................................131
Gulfstream..............................................................79
Heli UK Expo 2017 ...........................................144
Hatt & Associates.................................................25
JetBed ..................................................................105
Jet Sense Aviation ..................................122 - 125
JetBrokers .....................................................52 - 53
Jetcraft Corporation ..........................44 - 45, 156
Jeteffect .........................................................38 - 39
JETNET...................................................................81
JetPro Texas ........................................................138
JSSI.......................................................................1, 5
Lektro ......................................................................87
LBAS.......................................................................49
Mente Group ......................................................133
Mesinger Jet Sales...............................................75
Naljets ..................................................................140
OGARAJETS................................................18 - 19
Par Avion ................................................................43
Rolls-Royce............................................................97
Singapore Airshow ..............................................80
Southern Cross Aviation ..................................109
Sparfell & Partners ......................................28 - 29
Survival.................................................................152
The Elite London...................................................71
The Elite New York...............................................89
The Jet Business...............................................6 - 7
VREF ....................................................................152
Wright Brothers Aircraft Title ..........................106

AvBuyer (USPS 014-911), March 2017, Vol 21 Issue No 3 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate
aviation throughout the world. It is also available on Annual Subscription @ UK 40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517.
Postage is paid at Wichita, KS and additional mailing offices Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot
accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all
material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be
reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

152 AVBUYER MAGAZINE March 2017 www.AVBUYER.com Aircraft Index see Page 153
P153.qxp 23/02/2017 13:02 Page 1
Aircraft For Sale
AIRCRAFT PAGE
AERO VODOCHODY
L39C . . . . . . . . . . 52
AIRBUS
A318 - 112 . . . . 9, 114
ACJ319 . . . . . . . . 75, 132
BAE
AVRO RJ70. . . . . 52
BOEING/MCDONNELL
DOUGLAS
BBJ . . . . . . . . . . . 44, 75
Super 727-200 VIP . 33
737-700 IGW . . . 28
DC-8-62 VIP . . . 33
BOMBARDIER
Global 5000 . . . . 33, 43, 45, 61, 109,
. . . . . . . . . . . . . . . 139, 156
Global 6000 . . . . 33, 45, 57, 75, 118,
. . . . . . . . . . . . . . . 147, 156
Global Express . 10, 59, 156
Global Express XRS. .9, 44, 61, 119
Challenger
300 . . . . . . . . . . . 12, 28, 38, 45, 75,
. . . . . . . . . . . . . . . 149, 156
350 . . . . . . . . . . . 28, 112
600 . . . . . . . . . . . 23
601-3A . . . . . . . . 38
601-3R . . . . . . . . 45, 156
604 . . . . . . . . . . . 12, 38, 51, 52, 61,
. . . . . . . . . . . . . . . 75, 126, 150
605 . . . . . . . . . . . 44, 45, 61, 113, 120,
. . . . . . . . . . . . . . . 134, 156
850 . . . . . . . . . . . 45, 156
Learjet
31A . . . . . . . . . . . 23, 39, 52, 53
35A . . . . . . . . . . . 52
36A . . . . . . . . . . . 151
40XR . . . . . . . . . . 25, 125
45 . . . . . . . . . . . . 29, 43
45XR . . . . . . . . . . 13, 39, 45, 147, 156
55 . . . . . . . . . . . . 52
60 . . . . . . . . . . . . 13, 34, 51, 149
60XR . . . . . . . . . . 6, 12, 23, 109
75. . . . . . . . . . . . . 61
CESSNA
Citation
IISP . . . . . . . . . . . 131
III . . . . . . . . . . . . . 51, 53
V. . . . . . . . . . . . . . 21, 61
X . . . . . . . . . . . . . 34, 39, 75, 149
XLS . . . . . . . . . . . 39, 68, 77
Advertising Enquiries see Page 4
AIRCRAFT HELICOPTERS
AIRCRAFT PAGE
XLS+ . . . . . . . . . . 44, 149
CJI . . . . . . . . . . . . . 68
CJ2. . . . . . . . . . . . . 34, 44, 53, 61, 75
CJ2+ . . . . . . . . . . . 13
CJ3. . . . . . . . . . . . 21
CJ3. . . . . . . . . . . . 43
Bravo . . . . . . . . . 148, 150
Conquest I . . . . . 21, 69
Conquest II . . . . 69
Excel . . . . . . . . . . 34, 44, 59, 77, 124,
. . . . . . . . . . . . . . . 140
Encore . . . . . . . . 39, 59, 148
Grand Caravan EX..138
Jet . . . . . . . . . . . . 21, 53, 148
Mustang . . . . . . . 77, 109
P10 ER . . . . . . . . 69
Sovereign 35, 39, 44, 45, 77,
. . . . . . . . . . . . . . . 156
Sovereign + 39
SII . . . . . . . . . . . . 68
CIRRUS
SR22T GTS . . . . 52
DAHER SOCATA
TBM700B . . . . . . 52
TBM900 . . . . . . . 34
DASSAULT FALCON
7X . . . . . . . . . . . . 3, 7, 9, 11, 45, 61,
. . . . . . . . . . . . . . . 68, 111, 121, 154,
. . . . . . . . . . . . . . . 155, 156
8X . . . . . . . . . . . . 11
20C-5AR. . . . . . . 53
50 . . . . . . . . . . . . 12, 38, 57, 154
50EX . . . . . . . . . . 3, 28, 43, 51, 154,
. . . . . . . . . . . . . . . 155
900B . . . . . . . . . . 12, 53, 154, 155
900C . . . . . . . . . . 68, 154, 155
900EX . . . . . . . . . 28, 45, 130, 154
900EX EASy . . . 12, 154, 155
900LX . . . . . . . . . 3, 11, 154, 156
2000 . . . . . . . . . . 12, 23, 52, 59, 61,
. . . . . . . . . . . . . . . 128, 129, 147
2000EX EASy . . 7
2000LX . . . . . . . . 3, 44, 155
DORNIER
328 . . . . . . . . . . . 61
www.AVBUYER.com
AIRCRAFT PAGE AIRCRAFT PAGE
EMBRAER PILATUS
Legacy 500 . . . . 6 PC12/45. . . . . . . 69
Legacy 600 . . . . 13, 23, 29, 52, 61,
. . . . . . . . . . . . . . . 136 PIPER
Legacy 650 . . . . 6, 13, 45, 156
Cheyenne IIIA . . 52
Phenom 100 . . . 29
Meridian . . . . . . . 21
Phenom 300 . . . 29, 35
SABRELINER
GULFSTREAM
65 . . . . . . . . . . . . 52
III . . . . . . . . . . . . . 11
IV . . . . . . . . . . . . . 137
IVSP . . . . . . . . . . 10, 38, 45, 51, 57, HELICOPTERS
. . . . . . . . . . . . . . . 59, 61, 109 AGUSTAWESTLAND
V. . . . . . . . . . . . . . 10, 33, 57
A109 Power . . . . 45
100 . . . . . . . . . . . 77
A109 Power . . . . 156
150 . . . . . . . . . . . 45, 52, 77, 117, 147
A139 . . . . . . . . . . 127
200 . . . . . . . . . . . 11, 18, 75, 77, 109
Koala. . . . . . . . . . 77
280 . . . . . . . . . . . 10, 135
400 . . . . . . . . . . . 10
BELL
450 . . . . . . . . . . . 7, 9, 28, 45, 51, 59,
206L4 . . . . . . . . . 151
. . . . . . . . . . . . . . . 77, 156
212 . . . . . . . . . . . 151
500 . . . . . . . . . . . 79
403 . . . . . . . . . . . 57
550 . . . . . . . . . . . 9, 10, 18, 45, 59, 61,
412 EMS . . . . . . 151
. . . . . . . . . . . . . . . 75, 77, 109, 115,
UH1H Super Huey. 52
. . . . . . . . . . . . . . . 116, 133, 156
650 . . . . . . . . . . . 7, 33, 38, 65, 75
EUROCOPTER/AIRBUS
650ER. . . . . . . . . 7, 56
Astra SPX. . . . . . 52 AS350 B-2 . . . . . 29
AS355N . . . . . . . 14, 29, 61
EC 120 B . . . . . . 14, 33, 150
HAWKER BEECHCRAFT
EC 135 P2 . . . . . 14
King Air
200 . . . . . . . . . . . 52 EC 135 P2+ . . . . 14, 77
B200 . . . . . . . . . 13, 35, 77 EC 155 B1 . . . . . 14
300 . . . . . . . . . . . 34
350 . . . . . . . . . . . 13, 18, 35, 39, 53, 77, MCDONNELL DOUGLAS
. . . . . . . . . . . . . . . 109 MD900 . . . . . . . . 52, 77
C90 . . . . . . . . . . . 52, 77
C90A . . . . . . . . . . 61 SIKORSKY
C90B. . . . . . . . . . 25 S-76C+ . . . . . . . . 14, 29, 45, 156
E90 . . . . . . . . . . . 68 S-76C++ . . . . . . 9,
Beechcraft
Duke A60 . . . . . . 52,
Premier I . . . . . . 13,
Hawker
1A . . . . . . . . . . . . 53
The best aircraft
125-800A . . . . . . 122
400A . . . . . . . . . . 13
400XP . . . . . . . . . 35, 45, 77
750 . . . . . . . . . . . 77
for sale search
800A . . . . . . . . . . 133, 147, 150 anywhere, everywhere -
800XP . . . . . . . . . 18, 25, 38, 45, 75, 77, on pc, smartphone and tablet
. . . . . . . . . . . . . . . 123, 156
850XP. . . . . . . . . 34, 77
900XP . . . . . . . . . 61, 77
1000A . . . . . . . . . 148
4000 . . . . . . . . . . 149
March 2017 AVBUYER MAGAZINE 153
21st Century November.qxp 22/11/2016 16:48 Page 1

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