IAS and Prive’ International form an alliance
Integral Aviation Solutions is pleased to announce that they will serve as in house aviation consultants for Prive’ International offering their members private jet and helicopter acquisition, completion and operational consulting.
The IAS team has been chosen to operate aircraft for private owners, corporations, celebrities and even celebrity Billionaires for over 25 years.
Privé International offers an exclusive club membership which provides high-net worth individuals and corporate executive’s unlimited access to our increasing portfolio of destination properties, private jet/yacht charters and exotic automobiles. Unlike most fractional ownership clubs specializing in destination properties, yacht/jet charters or automobiles alone, a Privé membership provides total access to all of the above luxury amenities programs and more, through our strategic partnerships with some of the most reputable vendors and global exchange network available less than one membership.
Privé membership will embellish our members with ceaseless amenities, premiere services and dedicated concierges. Privé provides it’s membership with an intelligent combination of second home atmospheres in exotic settings with private jet charters and a multitude of additional luxury amenities without the maintenance worries and headaches associated with ownership.
There continues to be an overwhelming response to a new vacation lifestyle club membership customized with you in mind; where everyday counts and the world is at your fingertips. No longer should you be limited to the mandatory booking days, charter hours spent up front and the schedules of fixed periods. Privé membership is flexible, simple and an extraordinary value.
What’s WAAS !!!!
I’m going to try to explain WAAS without any ”Geek Speak”.
This is a very simplified explanation for non-aviation professionals. WAAS :Wide Area Augmentation System is a means of enhancing conventional GPS accuracy to enable precision like approaches where no conventional ground based precession approach facilities exist. There are about 1500 of these approach procedures published with more being added daily.
What is the benefit to the aircraft owner: SAFETY and convenience. The non-procession approach has always been the most dangerous approach available. Having WAAS reduces the number of these required to be executed therefore increasing the safety of your operation. Having WAAS will allow you to land in weather conditions that would not be possible without it.
The bottom line is that we recommend updating your exiting aircraft to WAAS capabilities if it is not so equipped.
Ivan Klugman
Discovery Channels HD Theater “Worlds Most Expensive Rides” will feature the Bombardier Global Express: Ivan Klugman on air; aviation consultant.

Episode 7 is on Sunday it will rerun several times during the week. this is a link to the schedule:Discovery HD Theatre Channel
16g Seats save lives, All abroad are alive!!
This is an excerpt from an FAA fact sheet:
16G seats: In 1988, the FAA issued regulations requiring that all newly developed transport aircraft use “16g” seats. Using a test dummy, these seats undergo dynamic testing and evaluation regarding injury protection. Similar to automobile crash tests, the FAA tests are designed specifically for the aviation environment. Previously, seats were designed and approved to a static 9g standard with no occupant injury criteria. Most transport airplanes were developed before 1988. However, Amendment 121-315, effective October 27, 2005, required that transport category airplanes in part 121 operations, certificated after January 1, 1958 and manufactured on or after October 27, 2009, must comply with the 16g dynamic standard.
We have been recommending that all of our clients update to 16g seats even if they are not required. We believe the extra expense is worthwhile for the enhanced safety of the passengers.
Ivan Klugman
AugstaWestland AW-139

The AW139 is a conventional twin-engined transport helicopter with a 5-blade fully articulated main rotor and a 4-blade tail rotor and a retractable landing gear.The AW139 is powered by two Pratt & Whitney PT6C turboshaft engines. The helicopter is being marketed for use in a number of roles including Law Enforcement/Emergency Medical Service, Executive Transport, Search and Rescue, Maritime and Offshore Oil Operations. The first AW139 flew on 3 February 2001 at Vergiate in Italy, and the first production aircraft on 24 June 2002. The first customer aircraft was delivered in 2003.
Crew: 1
Capacity: 15 passengers
Length: 13.77 m (45 ft 2 in)
Main rotor diameter: × 13.8 m (45 ft 3 in)
Width: 2.26 m (7 ft 5 in)
Height: 3.72 m (12 ft 2 in)
Empty weight: 3622 kg (7985 lb)
Gross weight: 6400 kg (14110 lb)
Powerplant: 2 × Pratt & Whitney Canada PT6C-67C free turbine turboshaft engine, 1142 kW (1531 hp) each
Maximum speed: 310 km/h (193 mph)
Range: 1061 km (573 miles)
Service ceiling: 6098 m (20,000 ft)
Rate of climb: 10.9 m/s (2140 ft/min)
Link to AgustaWestland detailed specs
IAS comments: Roomy cabin, ample range and advanced flight deck make the AW-139 an attractive aircraft for many purposes.
Ivan Klugman
“Flying Home” Palm Beach Illustrated
Integral Aviation Solutions was featured in Palm Beach Illustrated this month. Please click on each picture or download PDF.
Learjet 31
The Learjet Model 31 is, arguably, the ultimate realization of the original Learjet series Essentially combining the fuselage and engines of the model 35/36 with the “Longhorn” wing of the 28, 29 and 50 models, results in performance which is equaled by few aircraft. Normal cruise altitudes range from 41,000 to 47,000 feet and the aircraft’s maximum cruise altitude of 51,000 feet is a distinction shared by only a handful of civil aircraft. Improvements over earlier models, such as “Delta-Fins” and a “Ski-Locker” increased the utility and improved the performance of the model 31.
- Crew: 2
- Capacity: 8 pax
- Empty weight: 11,100 lbs
- Maximum takeoff weights: 15,500 to 17,700
- Range: 1455 NM
- Service ceiling: 51,000 ft (15,545 m)
- Balanced Field 3500’
IAS comments: The Learjet 31 provides cost effective business transportation and is ideal suited for the Indian market that requires short field performance. Let IAS assist you with the acquisition and modernization of a Learjet 31 converting it to an “IAS Express” . The” IAS Express” modification of Learjet 35/36 and 31 series aircraft increases speed, range, baggage capacity and useful load while reducing operating costs. They can be operated from smaller airports at higher altitudes to more distant destinations than standard Learjets.
Ivan Klugman www.Learjetconsultans.com
The Quite Birdmen
The Quite Birdmen
I was honored when author Steve Barton sent me a signed copy of his latest novel: The Quite Birdmen. I’m an avid reader and enjoy reading several novels a month. The Quite Birdmen has it all. Set in Europe during WWII it’s a true and revealing story of a group of German airmen’s actions during the war. I don’t want to give much of the plot away so I won’t say much more than to highly recommend that you read this book wether you are an aviator or not you will find it riveting.
Eurocopter EC-130
The EC-130’s reliability and low operating costs make it a favorite with sightseeing tour operators. It’s easy to fly and maintain, making it suitable for many segments and markets around the globe. The EC-130 bears Bob’s stamp of approval and thats not easy to earn.
Crew: 1 (pilot in left seat)
Capacity: 6 passengers (2 at front and four at back) can be modified to take 7 passengers (3 at front and four at back)
Length: 10.68 m (35 ft)
Rotor diameter: 10.69 m (35 ft 1in)
Height: 3.34 m (10 ft 11 in)
Empty weight: 1,377 kg (3,036 lbs)
Useful load: 1,050 kg (2,315 lbs)
Max takeoff weight: 2,427 kg (5,351 lbs)
Powerplant: 1× Turbomeca Arriel 2B1 turboshaft, 632 kW (847 shp)
Cruise speed: 240 km/h (130 knots, 150 mph)
Range: 610 km (329 nm, 378 mi)
Service ceiling: : 4,770 m (15,655 ft)
Here is a link to some technical data from Eurocopter: http://www.eurocopter.ca/PDF/EC130B4tech.pdf
Ivan Klugman
How to buy a Private Jet, Business Jet or Corporate Helicopter.
There have been many articles written on how to buy an aircraft but this not an article that you read that claims to give you enough knowledge to buy your own aircraft. Quite frankly you cannot acquire enough knowledge to buy an aircraft by reading a few of these articles. A lot of what is required comes from experience.
I am an aviation consultant with thirty years of experience in the industry and I can tell you that it requires at least three consultants to do the job. I being the primary consultant during this process bring into the loop an aviation attorney and an aviation accountant. I have experienced individuals that I match with the needs of my clients in regard to the legal and accounting aspects of the transaction. I handle the negotiations with the seller whether that is a manufacturer of a new aircraft or the owner of a pre-owned aircraft. I also arrange and oversee the pre-purchase of pre owned aircraft or the acceptance process and completion oversight of a new aircraft. Like a conductor of an orchestra I see to it that we are all reading the same sheet of music and playing our parts at the right time.
I have had a recent experience speaking with a manufacturer’s representative indicating that they preferred the client comes directly to them, I guess they want to be able to slaughter the lamb. The fact is that all the aircraft manufacturers have negotiated the terms of purchase of their aircraft, this is the “secret” they don’t want you to know. The interior options a manufacture offers are very limited and in the interest of keeping their productions number up they discourage many customizations that can be easily be accomplished. An aircraft completion management firm can offer you almost anything you desire even if it requires taking a “green” delivery and having a third party complete the aircraft to your liking. Do I need an aircraft completion oversight firm even though I’m buying new aircraft ? ABSOLUTLY POSITIVELY YES it is foolish not to have representation prior to your aircraft being on the assembly line. During the manufacturing and test flight process mistakes and accidents happen. If you don’t have a representative onsite you could be receiving one of these airframes. Granted this is not an everyday occurrence however having a representative onsite insures you will not be the recipient of an aircraft that has gone though a non routine manufacturing or test flight process.
The Bottom line is that I don’t recommend that a layman try to purchase an aircraft on their own. Don’t try to become an aviation professional overnight, hire a fee for service consultant that has your best interest in mind. An aviation consultant will make the whole acquisition process hassle free for you and give you the “peace of mind” knowing that you are getting an aircraft that is safe and will retain its value for years to come.
Ivan Klugman wwww.inavsol.com www.headofstateaircraft.com
The 1.3 million dollar Gulfstream III ??
I recently had a causal inquiry in regard to a Gulfstream III. I personally have no issues with those wishing to preserve capital and purchase an older airframe. In many cases in fact this can make economic sense. During the course of my first conversation with this prospect, I learned he once soloed and now considers himself capable of going on Controller.com and selecting his own aircraft. He had selected the least expensive G-III on the market. I discussed his needs and discovered he wanted to fly from the Denver area to India on a regular basis(two stops). I glanced at the spec sheet of the aircraft he desired and noticed it was coming up on engine overhauls and major inspections within the next year. I’m sure that this was just the tip of the iceberg. I advised him that this aircraft was most probably not the right choice for him. In fact, if I spent the time to do a cost life-cycle analysis over a few years, I’m pretty sure it would have made sense for him to purchase a more modern airframe (G-IV or Challenger) or at least a G-III that had better times and was Stage III. When I mentioned Stage II vs Stage III to this gentleman, he thought I was speaking a foreign language. This is to be expected of a novice but not someone selecting his own aircraft. I advised him not to buy the aircraft he desired. There were much better choices available. He then advised me that I had no idea what I was speaking about and he could buy and fly this airframe for 20 years. He of course would not hear otherwise. This G-III will probably spend more time in the shop than in the air this year and will cost about 4 million in maintenance. I guess the 1.3 million dollar G-III wasn’t such a bargain after all. I thought it was amazing that this otherwise intelligent man could possibly make such a monumental mistake in regard to an aircraft that will effect his safety and the safety of his family.
What I have described above is one of the classic mistakes in aviation where one’s “EGO EXCEEDS their ABILITY”.
Let’s discuss the G-III: The G-III is a fine old aircraft, that being said, if you can find a well maintained and modernized one it may be suitable for certain operations. Expect a suitable aircraft to cost approximately 5-6 million dollars. You can buy one that is ready to fly or pay less for one that needs modernization. Either way the end result is going to be around the 5-6 million dollar mark for a functional and safe aircraft.
There are many issues of concern when purchasing an older airframe. Please seek out professional advise and take it. It will save you money and hassle in the long run.
Ivan Klugman

















