Gulfstream 650
Above are Gulfstream 650 exterior rendings by one of the IAS design team. The IAS team of “World Class” designers can help you with your Gulfstream 650. We also have the operational expertise to help with selecting the options and negotiate the contract. Prior to meeting your friendly Gulfstream sales person contact IAS ,we can be on your side throughout the process, to act in your best interest.
We are getting excited about the first Gulfstream 650 deliveries in the near future . The Gulfstream 650 promises to be the ultimate business jet with it’s wide body and 7000 nm range at speeds up to .92 mach. It’s the first new fuselage cross section from Gulfstream in about 35 years and that is exciting!!! You can actually stand-up and spread your arms in this wide body aircraft. The Flight deck resembles the Starship “Enterprise” featuring state of the art avionics.
Passenger accommodations have not been forgotten in addition to the room there is actually a comfortable seat in this aircraft. None of the bells and whistles have been forgotten in the cabin as well; WIFI, Direct TV etc… . We are looking forward to working with our clients and Gulfstream on many 650 projects in the future.
The Gulfstream 650 airframe ,combined with the legendary Gulfstream customer service, is going to be a combination ,that’s hard to beat !!
G650 Specifications:
Performance
Long Range Cruise Mach 0.85
Mmo Mach 0.925
Normal Cruise Mach 0.90
Range at LRC 7,000 nm / 12,964 km
Range at Normal Cruise 5,000 nm / 9,260 km
Takeoff Distance (MTOW, SL, ISA) 6,000 ft / 1,829 m
Weights
Basic Operating 54,000 lbs / 24,494 kg
Maximum Fuel 44,200 lbs / 20,049 kg
Maximum Landing 83,500 lbs / 37,876 kg
Maximum Payload 6,500 lbs / 2,948 kg
Maximum Payload/Full fuel 1,800 lbs / 816 kg
Maximum Ramp 100,000 lbs / 45,360 kg
Maximum Takeoff 99,600 lbs / 45,179 kg
Maximum Zero Fuel 60,500 lbs / 27,443 kg
Design Standards
Engine Type BR725A1-12
Thrust Rating 16,100 lbs / 71.61 kN (each)
Typical Passenger Payload 8 passengers
Interior
Total Interior Length 53 ft 7 in / 16.33 m
Cabin Length 46 ft 10 in / 14.27 m
Height 6 ft 5 in / 1.95 m
Width 8 ft 6 in / 2.59 m
Cabin Volume 2,138 cu ft / 60.51 cu m
Baggage Volume (Gross) 195 cu ft / 5.52 cu m
Exterior
Height 25 ft, 8 in / 7.82 m
Length 99 ft, 9 in / 30.40 m
Overall Span 99 ft, 7 in / 30.35 m
Wingspan 93 ft, 8 in / 28.55 m
Ivan Klugman www.inavsol.com
Six Things You Should Know About Selling Your Aircraft
This is an excerpt from:
” A Guide to Sales Success in a Challenging Economy; Six Things You Should Know About Selling Your Aircraft”
that I contributed to. The entire guide is available for download at Taylor Greenwood Photography’s website.
Introduction – What sells a Private Jet or Helicopter?
An aircraft will sell itself, if it is appropriately priced for the condition that it is in.
Get an honest Market Analysis of your aircraft. Today’s buyer is very sophisticated and not easily fooled by a low budget paint and interior refurbishment.
Remember:
• Always represent your aircraft in a clear an honest fashion.
• A good photographer is worth his weight in gold, a poorly photographed aircraft will be overlooked in print and on the web.
• Have reasonable expectations and be flexible there are no longer lines waiting to buy your aircraft.
• Never hire a broker that wants to purchase your aircraft for their inventory they will see a huge profit, not you.
• Aircraft in prime condition with excellent history sell quickly at premium prices.
• Aircraft in poor condition with disorganized records sell slowly at subprime prices.
Is it cost effective to bring your aircraft up to prime condition?
In most cases YES, bringing an aircraft up to the new EASA standards will allow it to be exported easily and increase its marketability. New paint, interior and recent heavy maintenance checks at a reputable center are always good selling points.
Remember the ATC saying “Best equipped aircraft is the Best served”.
Ivan Klugman, President: Integral Aviation Solutions Inc International Helicopter Sales Discount Aircraft Brokers
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
Fuel Savings
I was asked to write an article for a leading European Aviation Magazine; This is a preview for my Blog follower:
Once upon a time men of steel flew their loud 3 hole jets fast and proud. We would takeoff pass through 10,000 feet roll the nose over accelerate to the barber pole and stay there the entire flight. Of course in those days fuel was about 50 cents a gallon now that it is costing corporate operators over 6 dollars a gallon, we are taking extreme measures to conserve every drop of the precious liquid we can. Fuel conservation can save money, our jobs and the environment.
I’d like to discuss some design, engineering and operational procedures that our company has developed or uses to save our clients fuel. First I’d like to introduce my team and myself. I’m Capt Ivan Klugman; I’ve been involved in aviation as a Flight department manager, chief pilot, Captain at a major airline and consultant. Currently I’m President of Integral Aviation Solutions Inc with offices in Florida, Saudi Arabia and France specializing in aircraft acquisition, completion and operations. We send a lot of time working on VIP aircraft interiors and airliner conversions. Manny Loret de Mola leads our engineering and design team. Manny is preeminent engineer in the VIP aircraft interiors world, when the major completion centers of the world need help, Manny is their got to man. Jean-Pierre Alfano is our engineering and design leader in France, his expertise in EASA certification and the Airbus product line are unparalleled. We have worked for airframe manufacturers corporations, Royalty, “Heads of State” and even a celebrity billionaire.
I’ll start the discussion in the acquisition an design phases. An important item in fuel savings is weight. We survey possible acquisitions weight and balance data to see if it is in acceptable limits. I have found some have been completed in such a way the useful load is unacceptable. When planning an interior installation Manny always uses the lightest possible materials and considers monument location relative to the weight and balance of the aircraft. Weight reduction and an aft c.g. location within limits save fuel.
One of the most dramatic fuel savings you will see on your aircraft comes from the installation of Blended winglets. Aviation Partners sells STC’s and kits for most airliners and corporate aircraft. Fuel saving can be between 6-8 percent depend on aircraft type and length of trip.
General maintenance items on an aircraft can also save fuel such as assuring there are no small bleed air or pressurization leaks. Control and flap rigging are also important. Watching our team prepare an aircraft is like watching the Ferrari team preparing for a F-1 race. With little extra time and care performing these tasks, many gallons of fuel can be saved.
Auto-Throttles should be ordered on all aircraft they are available on. Auto-throttle enhances safety, reduce pilot fatigue and save fuel. We recommend the use of auto-throttle in all modes of flight. Fuel saving can be from 1-2 percent.
FMS: proper use of the FMS and cost indexing cruise technique can save fuel. We recommend a few operational procedures in regard to the FMS. First of all we recommend having current wind data in the unit via uplink if available or manually entering current winds. In the past we all flew in a fixed Mach number cruise. Today we are using FMS generated cruise speed “LRC” or “ECON”. We are able to adjust the cost index to maintain Mach number within required tolerances when require in the NATS or other non-radar environment. We also recommend using the FMS for real time optimum cruise altitude selection. A professional well-trained crew using these procedures can save a lot of fuel.
As you can see with a small investment in some aircraft modification and crew training an operator can easily save about 10 percent of their annual fuel budget. This saving is not only monetary it will help our planet as well. Those that desire any additional information please don’t hesitate to contact me..
Capt. Ivan Klugman
Integral Aviation Solutions Inc
Bombardier Challenger Series Update
Another wonderful design of Bill Lear the Challengers original name was the Learstar. Bombardier renamed it the Challenger prior to the first delivery of the 600 series aircraft. The 601 started deliveries in 1983 and was a strong seller until 1996 when the longer range Challenger 604 and then 605 replaced it in the lineup . It has the widest body in it’s class and makes those longer flights very comfortable.
Challenger specs. Cabin height 6′2″, Width 8′4″ and Length 28′. Link Challenger tech specs.
IAS comments: The Challenger series of aircraft is one of the most successful lines of corporate aircraft. They have proven themselves to be cost effective and reliable. They can be acquired at about 50% less than last years prices. Anyone considering a business jet should take a serious look at the Challenger series! Challenger 600 prices start below 3 million dollars… The Challenger allows you to enjoy a Super Mid sized class aircraft with cost comparable to some aircraft that have half the cabin volume.
Ivan Klugman www.inavsol.com
Classic Falcon 20 Instrument panel
I feel like, we used to fly in the stone age when I go through some of my old photos.
We really have come a long way in technology.
Ivan Klugman
Integral Aviation Solutions Inc
Join us on FACEBOOK: Integral Aviation Solutions Group
Discovery Channels HD Theater “Worlds Most Expensive Rides” will featuring the Bombardier Global Express: Ivan Klugman on air; aviation consultant.
These two clips are my parts. They left some of my best work behind on the cutting room floor as they say.
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.
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
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 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
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
Kicking up the Quality of your Aircraft Completion / Refurbishment project
There are many fine completion centers available however the one ingredient that will bring their performance up several notches is having an onsite project manager who works for the aircraft owner. When I refer to completion process I’m including “green” as well as refurbishment projects.
While the industry trend had been moving in favor of onsite representation about 70% of owners have their in house staff or consultants on site during the completion process.
I’ve seen an alarming trend lately to not having any representation in an effort to save costs. This may seem like a cost saving however in the long run it ends up costing a lot more. When your aircraft is not completed to the highest standards there will be many costly visits to the shop to correct the numerous discrepancies that will appear during the day to day operations that would have been corrected during the process by a professional completion consultant.
Granted there is a warranty on the work.
• Does it cover loss of use of the aircraft?
• Does it cover the costs of returning to the center for the repairs?
• Does it protect you from an angry boss who was embarrassed in front of a client by a broken entertainment or cabin communication systems?
• Does it cover the poor dispatch reliability due to maintenance issues that should have been addressed during the completion process?
Who should be onsite to represent the owner during the process?
A highly skilled professional completion consultant who has had experience supervising many completions for owners, completion centers or the aircraft manufacturers is the person you want to be there for you. Most A and P mechanics have never been through the process and would need extensive training to be qualified for the job.
Where do I get a professional completion consultant?
Integral Aviation Solutions has many completion professionals on staff they have various backgrounds from manufactures project managers, completion center senior management and owner’s completion consultants all of them have over twenty years of experience in aviation and have supervised many completion projects.
Why not just let the manufactures or completion center project manager handle the job?
A tale of two completion project managers:
• A project manager for a completion center or manufacturer has many aircraft to manage. His is turning prematurely gray and taking large amount of Maalox or Tums for his stomach distress. His boss is screaming at him to get the aircraft out of the hangar so that they can get paid.
• An IAS project manager has your aircraft to manage. His primary concern is your safety followed by producing a high quality and reliable aircraft. He is there to assure that there are no billing errors as well as to see your aircraft is being worked on so it is completed on time.
If you considered all excellent completion centers equal horses in the Kentucky Derby then the only difference would be the jockey. Having a professional completion consultant is like hiring the best jockey. He can guide and whip the horse as necessary to win the race. In this case give you an aircraft that is safe ,reliable and will retain its value for years.
Ivan Klugman www.inavsol.com www.headofstateaircraft.com
Unique Paint Scheme on Boeing 737 / Boeing BBJ
I spotted this aircraft in Edinburgh, Scotland and want to share it with my readers. It’s very refreshing to see something this unique and bold.
Integral Aviation Solutions Inc launches the “IAS Express” Learjet
Pre-owned Learjet can be converted into high performance, fuel sipping business tools for a fraction of the cost of a new aircraft. The “IAS Express” modification of Learjet 35/36 and 31 series aircraft increases speed, range and useful load while reducing operating costs. They can be operated out of small airports at higher altitudes to more distant destinations than standard Learjets.
IAS will be happy to convert your own Learjet or acquire one for you.
The “IAS Express” modifications include some of the following:
Cockpit Modernization
Cabin refurbishment
Empty weight reduction program by IAS
Engine upgrades
ZR lite system by Raisbeck
R/X modifications: fins and tanks by Avcon
Aircraft are delivered with fresh inspections, paint and interior.
Each aircraft is evaluated by our staff and modifications are prescribed to maximize performance keeping in mind your ROI.
Ivan Klugman www.Learjetconsultants.com www.inavsol.com ivan@inavsol.com