Learjet Series Update
Learjet’s excellent dispatch reliability and low operating costs make it an aircraft that can be operated profitably. The IAS Express modification of Learjet 35/36 and 31 series aircraft increases speed, range and useful load while reducing operating costs. Recently the market for pre-owned Learjets has been showing some signs of life. It’s an excellent time to get a Learjet for the cost of a VLJ. Learjets are suitable for many operation and can even be run profitably in charter service. Charter operators that purchase their aircraft now will have a great cost advantage. Private owners can get off the airlines and enjoy the many benefits of aircraft ownership very cost effectively.
I put together this guide of Learjet airframes manufactured and serial numbers that I thought some people will find useful.
Model Number Built First Serial # Last Serial #
|
31 |
34 |
31-001 |
31-034 |
|
31A |
220+ |
31-035 |
31-099 |
|
35 |
66 |
35-001 |
35-066 |
|
35A |
609 |
35A-067 |
35A-676 |
|
36 |
17 |
36-001 |
36-017 |
|
36A |
43 |
36A-018 |
36A-060 |
|
45 |
145+ |
|
|
|
55 |
126 |
55-001 |
55-126 |
|
55B |
8 |
55B-127 |
55B-134 |
|
55C |
13 |
55C-135 |
55C-147 |
|
60 |
220+ |
60-001 |
60-043 |
*Learjet 45 and 60’s are still being manufactured
Ivan Klugman http://www.learjetconsultants.com/
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
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
Creating a “Flying Home”: By Capt. Ivan Klugman
Having been in the aviation industry for over 30 years as an aviation department manager, major airline captain, aircraft completion consultant and President of Integral Aviation Solutions Inc, I feel uniquely qualified to discuss the completion or conversion process of an airliner into a “Flying Home”. Long before Boeing was producing the Boeing Business Jet and Airbus the Airbus Corporate Jet. We were converting Boeing and Airbus airliners to corporate, personal and “Head of State” service.
Once you establish that an airline is suitable for your flight operations there are many choices to make; the first step is to set a budget. A new BBJ or ACJ start around 55 million “Green”, that’s without any interior. An average completion on one of these aircraft is between 18 and 35 million depending on you personal choices. There are many less expensive ways of getting a similar aircraft without the 75 million dollar price tag. There are many pre-owned airlines available that can be converted cost effectively.
The timeline has changed rather dramatically recently with the weak economy. Today there are new aircraft positions that can be purchased and room in the completion center hangars so the overall project time from start to finish for a new aircraft is reduced quite a bit. We have always been able to accommodate our client’s needs in a more timely fashion than the mega-operations however today it’s even easier. Expect the process to take between nine month and eighteen months depending on your design and size aircraft. There are pre-owned aircraft available for those that need one sooner. Please get assistance prior to purchasing an aircraft there are many areas a non-professional can overlook.
Once you get an aircraft the fun part starts designing the aircraft of your dreams. I usually send my design team to meet with my client’s in their home. This allows the team to get a feel for the personality of the client in order to help them decide of the style they desire in their aircraft.
We have designed some very traditional aircraft what I call “the flying board room”, ultra-modern sleek European and even some that reflect a corporate identity. Our design team creates a LOPA(Layout of Passenger Accommodations) as well as designs for the desired rooms including: main salon, dining, bedrooms, bathrooms, offices, conference rooms, bars, galleys, surgical suites, SPA rooms, prayer rooms etc.
State of the Art cabin electronic system allow for en-route business meetings though broadband Internet connections, VIOP and satellite telephones. To help pass the time entertaining Satellite television is available. Passenger can even use their own handheld devices; Blackberry’s and iPhones . The technology is advancing so rapidly we sometime are provisioning the aircraft for equipment that is not even certified yet. We stay in tune to the manufacturers product pipeline so our clients don’t end up with an obsolete system. We even have the capability to equip the aircraft with high tech security systems and missile defense systems.
Being as most of the furnishing and cabin systems are custom designed and engineered, the client has a lot of freedom in their choices however they must meet rigid FAA standards. This is where I come into the process guiding both client and designer toward maximizing the safety and cost effectiveness of the interior layout. Quite frankly almost anything is possible” IF” you have enough time and money. We know that most people don’t want to wait years and send extra millions for extensive engineering and tests on something very radical when with a little change, they can be airborne months sooner and save a tremendous amount of money. Of course there are those that already have an aircraft that don’t mind the time or the cost.
I’d like to discuss our role in the process; I compare myself to the “general contractor” on a home construction project. I work very closely with the world-renowned lead design engineer “Manny” Loret de Mola. We have designers, engineers, manufacturing capabilities and like most other companies in the business, we also sub-contract portions of the completion. Being a boutique operation is a major advantage to our clients. They get personal attention of our principals and first string of employees. Not one of the thousands of employees at the mega houses.
There many of the design houses that have no operational experience. We feel they are missing an important indigent. Our staff includes members that have years of experience flying and maintaining airliners. We are capable of assisting our client from acquisition though operations.
While may of these amenities sound like luxuries, I can assure that these features are very cost effective and in fact traveling by any other means would be doing stockholders an injustice by wasting executive time and not providing a safe work environment for the companies most valued talent. Remember when flying on an airliner with 300 other people there is no way to assure the safety and security of these key executives, “Heads of State” or high net worth individuals.
The primary goal on a project of this nature must always be safety!
Ivan Klugman
Happy Holidays !!!
To all of our friends, clients, vendors and business associates: We wish you a Happy and Healthy New Year and thank you all for your support and patronage this year.
Ivan Klugman and the IAS team.
“Flying Home” Palm Beach Illustrated
Integral Aviation Solutions was featured in Palm Beach Illustrated this month. Please click on each picture or download PDF.
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
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
Bombardier Global Express
Bombardier introduced the Global Express in 1999 it’s a large Cabin and ultra long range business jet. Capable of going between most of the worlds cities non stop. Powered by Rolls Royce engines with a modern airframe it’s giving Gulfstream a run for the title of king of the corporate fleet. Choosing between Gulfstream and Global is like choosing between BMW and MB. They are both excellent aircraft aircraft.
Some Global Express numbers: Cabin 6′3′” height, 8′3″ wide and 48′ long. Range 6200 NM
Link to Technical specs. from Bombardier
There were 160 Global Express produced of which 12 are on the market. Priced between 44 and 58 million. Pricing update:Sept 09: Global prices have fallen and starting prices are in the high twenties and new aircraft are available….
IAS comments: The Global Express has the largest volume cabin of the business jets and excellent range. There is a strong demand for the Global Express and in fact a 9 year old Global is trading for about the same price as it sold for new. The Global Express is a modern, safe and reliable aircraft.
Ivan Klugman www.inavsol.com
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
wwww.privatejetconsultants.com
Eurocopter EC-145
Eurocopter EC 145 is a twin-engine light utility helicopter manufactured by Eurocopter. Originally referred to as the BK 117 C2, the EC 145 is based upon the BK 117, which became a part of the Eurocopter line-up in 1992 when the company was formed through the merger of the Messerschmitt-Bölkow and Aérospatiale. The EC 145 is a twin-engine aircraft and can carry up to 9 passengers along with 2 crew, depending on configuration. This helicopter is well suited for corporate, air taxi and EMS. The EC-145 is a very durable machine that can endure the punishment of high cycle operators such as sightseeing. Its ample cabin may be outfitted in many configurations including a luxury corporate model designed by IAS.
- Crew: 1 or 2 (pilots)
- Capacity: 9 passengers
- Powerplant: 2×Turbomeca Arriel 738 shp each
- Max Speed 145 kts
- Cruise speed 133 kts
- Range 370 nm
- Link to Technical specs. from Eurocopter
Ivan Klugman www.inavsol.com
Here is an interesting video featuring the EC-145 you may enjoy.
MEL’s Minimum Equipment List : Use or Abuse
Minimum Equipment Lists: For those of you not familiar with them, is a document submitted by the operator and approved the Air Agency (FAA in the US). All airlines and most corporate aircraft have them. The purpose intially, was to fly an aircraft with an inoperative component back to base where repairs can be made.
There is much redundacy on modern aircraft and certainly they can fly a limited amout of time with reduce redundacy. The question is how long should they fly and are you willing to give up the extra safety factor the manufacturer has built into the aircraft. The FAA allows various time frames for repair depending on the item. For example there are 24 hour items, 3 day and even 7 day items. In todays poor economic environment the Airlines have smaller parts inventory and fewer maintenance people. Under these conditions they are fyling more MEL’s longer. There are even some unscrupulous repairmen and carriers that remove a placard for a leg and reinstall them the next in order to reset the clock on them. By the way the FAA is very good on catching this illegal behavior however it is usaully months after the fact.
In my opion the MEL’s are by abused by operators that fly them to the eleventh hour. The purpose is to get the aircraft to base where it can be repaired. An Airline should never depart a hub where repair can be made just to avoid a delay. Yes this will cause more delays but isn’t safety our primary concern.
Many corporations and private individuals are already practicing this enhanced safety procedure and do not leave an airport where repairs can be made. MEL’s should be used prudently not just to the minumum standard required by law.
Capt. Ivan Klugman www.inavsol.com
Professional Sports Team Aircraft: acquisition through operations
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- Sport Team Aircraft Interior
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- Boeing 757 Courtesy of Michael Davis
A sports team’s talent is their most precious asset. These days airlines are going bankrupt and losing money. Does it make sense to entrust this asset to a for profit company whose primary concern is mere survival?
The shrinkage in the airline industry has placed many former airliners on the market. These aircraft can be acquired, refurbished to your specifications and operated cost effectively by the team.
I’m familiar with the diminished level of service that your teams are currently receiving. Most major corporations own and operate their aircraft to ensure the safety, security and privacy of their most valued talent. As the representative for your team should you not being doing the same for them?
I have assembled a team of highly qualified professional in all disciplines of aviation to assist clients thought-out the process of transitioning form a charter customer to aircraft owner . We also offer several levels of program management to fit the specific teams needs. Our services include; acquisition, completion, design, engineering, maintenance supervision, flight department organization and program management. In essence there is only one call to make to become an aircraft owning team “Hassle Free”.
Ivan Klugman, www.VIPaircraftinteriors.com, www.headofstateaircraft.conm, www.inavsol.com