Find Aircraft Financing With National Aircraft Finance Company
National Aircraft Finance Company (NAFCO) has over 30 years of experience in aircraft financing. They have the ability to provide financing for a wide range of airplanes ranging from smaller single engine and experimental airplanes all the way up to executive business class jets.
In the industry it is common for individuals and businesses to seek aircraft financing assistance for various types of airplanes. The element that makes NAFCO different is the fact that they can provide aircraft financing options regardless of the type of airplane you require financing for.
On the NAFCO web site, you will find quick and easy references to their current rates, terms and conditions. Additionally, you can access their loan calculator which will enable you to get loan estimates. From their web site you can also apply for an aircraft loan directly.
NAFCO is located at 3907 Aero Place Suite #1, Lakeland, Florida, 33811. You can contact them toll-free at (800) 999-3712 or you can contact them directly on their website using their contact form.
Tags: Affordable Aircraft Financing, Affordable Aircraft Loans, Aircraft Financing, Aircraft Loan Application, Aircraft Loans, Airplane Financing, Airplane Financing Loans, Airplane Loans, Find an Aircraft Loan, National Aircraft Finance Company
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Find Cirrus Aircraft For Sale at Steel Aviation Aircraft Sales
Finding a good Cirrus airplane for sale with the assistance of a professional my be something of a challenge. For most people there is a lack of trust with the business professional. Over the years the times have changed a lot with buying and selling aircraft. Things are much different than they were back fifty years. Along with the ever changing times also there is a ever changing complexity with finding and purchasing an airplane listed for sale. And then we have a company called Steel Aviation, Inc.
Steel Aviation, Inc. is a company owned by Jaime L. Steel. She runs the business under her own terms upon strong principles and with extreme standards of business ethics. In many ways, she operates a business that separates itself from the crowd. Amazingly, in less than 2 years Steel Aviation, Inc has become the leading Cirrus aircraft reseller in the United States. The company lead the way in selling and acquiring more pre-owned Cirrus aircraft for her clients than any other dealer/broker in the country.
Steel Aviation Aircraft Sales currently has near 50 airplanes available in inventory, over 30 of which are Cirrus aircraft. If you’re looking to find a partner you can trust with helping you find a Cirrus aircraft or any other make / model of airplane, check out Steel Aviation’s aircraft for sale inventory page or contact them directly for further assistance.
Tags: Aircraft For Sale, Cirrus Aircraft, Cirrus Aircraft For Sale, Cirrus Aircraft Reseller, Cirrus Aircraft Sales, New Aircraft For Sale, New Cirrus Aircraft For Sale, Steel Aviation Aircraft For Sale, Steel Aviation Aircraft Sales, Used Aircraft For Sale, Used Cirrus Aircraft For Sale
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Skybus Airlines Goes Bankrupt
Amazingly Skybus Airlines announced on Friday April 4th, 2008 that they are going out of business. This is no late April Fools joke and in fact, this makes for the third airlines to officially announce closure. Skybus Airlines is an Ohio based airlines that was founded in 2004. Read more about the Skybus Airlines Bankruptcy story.
Skybus Airlines was a private airline based out of Columbus, Ohio. It operated as a very low cost airline with a similar business model to Ryanair airlines and the USA based Southwest Airlines. The business model was dependent on flying the routes that other airlines did not have. as Ryanair. Their thought was that this keept competition to a minimum.
Tags: bankrupt airlines, sky bus, skybus, skybus bankruptcy, skybus closing, skybus news, skybus out of business, skybus.com, www.skybus.com
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The Top Most Luxurious Airplanes - Series One
I really enjoy reading about luxury airplanes and viewing their pictures. These following elaborate and extremely expensive airplanes have made my first series of The Top Most Luxurious Airplanes. These airplanes are beautiful, extravagant and have a price tag that would make even Donald Trump cringe.
2000 HAWKER 800XP
The Hawker 800 is a twin engine luxury and corporate aircraft manufactured by Hawker Beechcraft. It has a maximum speed of 514 MPH, and cruises at 463 MPH at 41,000 FT. This airplane is comparable to the Cessna Citation and Learjet.
2005 GULFSTREAM G550
The Gulfstream G550 has one of the longest ranges in its class. Since the time the Gulfstream G550 parted ways with the ground and soared the skies, over 124 Gulftreams G550 models have been produced. The Gulfstream G550 provides a direct competition with the Boeing Business Jet and the Airbus Corporate Jet. This airplane is fast. It cruises at 0.885 Mach, practically the speed of sound, at 51,000 Feet and has a range of 6,750 nautical miles.
2003 DASSAULT FALCON 50EX
The Dassault Falson 50 is a long range corporate French luxury airplane that has a third jet engine. The airplane is very fast achieving a top speed of Mach 0.86 and has a range of 3,075 nautical miles. The interior stretches over 24 feet and is over six feet in width. Typical configuration includes an onboard telephone, computer, satellite communications and various conference tables and seating configurations.
Be sure to subscribe to The Airplane Blog and keep an eye out for future publications that cover the top must luxurious airplanes.
Tags: 2000 HAWKER 800XP, 2003 DASSAULT FALCON 50EX, 2005 GULFSTREAM G550, Aircraft Interiors, Luxury Aircraft Interiors, Most Expensive Aircraft, Most Luxurious Aircraft
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Aerostar Aircraft Owners
Robert Stevens sent it a question he wanted to get more information about. Here is a copy of his email below.
I’ve been gathering information about potential planes for a possible purchase. On my short list are the T210 and some model of Bonanza. I had also considered going to a twin. I understand that with only 270 hours total time and no twin time, insurance will be difficult or impossible.
The plan would be to get the multi rating, get an instrument rating and do a crapload of dual hours in type. I am also wiling to do any other training, like Flight Safety and special Aerostar schools. I already have over 70 hours retract and complex single time.
How many hours would I need of multi and/or in type to be able to get insurance on a plane like an Aerostar? On the subject of Aerostars, what can you tell me about them? I’ve had my eye on those for some time. What is a realistic cruise speed? I’d be interested in it partly due to speed (over 200kts). I’d prefer a pressurized version, if I can afford it. What are the Machen mods? What makes on a Superstar? Anything you can say would help. Thanks.
In response to Robert’s questions, I received the follow response from a reader of the blog.
So, why do I want to jump right into something like an Aerostar? I’ve been analyzing what kind of flying I want/need to do. I’d like to replace most or all airline flights (except Hawaii) with my own plane. My wife and I like to travel a lot, and I figure a fast plane that can get us up to the flight levels, over a lot of weather and mountains, would do the job.
I like the idea of a 200-220kt cruise. I figure if I’m going to go through the hassle of getting a plane, I want it to do most of what I want to do, rather than buying and selling my way through planes. This plan might not work, but that’s why I’m here asking questions. Yeah, I know the insurance will be a hassle.
I’m hoping that time-in-type will make a difference, along with an instrument rating (I’ve been told instrument makes a BIG difference). If I do the IFR ticket in the plane, I can kill time-in-type and instrument at once. I know it will be more expensive to use an Aerostar, but then I’d be concentrating on flying one type of airplane.
I wouldn’t be in any hurry to get through it, I can take my time. What weird habits are created flying it? As for load, it doesn’t like to fly fully loaded? I had considered taking the rear seats out and putting in some kind of toilet for long trips. I’ll have the wife with me…women’s bladders, you know.
Tags: aerostar aircraft, Aerostar Aircraft Company, aerostar aircraft corp, aerostar aircraft corporation, Aerostar aircraft info
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What are the typical costs of owning an airplane?
For those who want to get their private pilits license and purchase their own airplane, I figured people would want to know what about the costs of owning airplane. How much is the the airplane and fuel/oil? How much do mechanical inspections cost? How much does it cost to “tie down” your airplane at a field? How much does insurance cost? Here are some helpful pointers for you regarding these questions.
Fuel costs vary greatly around the country. At my local airport, where I fly, we have two grades of fuel available. Once grade is $4.30 a gallon, the other, 100LL, is $4.70. I have paid well over $5.00 a gallon for aviation fuel in the US. In other countries it is MUCH more.
I buy my oil directly from Shell Oil Company in 55 gallon drums for approximately $5.00 a gallon. The next cheapest is a case of six gallons. The most expensive is in quarts. Up to $5.00 or $6.00 a quart. I always carry a case of oil in my baggage compartment when I go on a trip. It not only holds the cost down, but the oil I use in my airplane is no longer available at most airports. Even Shell only sells it in drums.
Annual inspections and maintenance. Maintenance costs vary a great deal, and depend both on how MUCH maintenance you aircraft needs, and who you have do it. You can go to a fancy dancy shop with floors you can see your face in and everyone in neat uniforms and pay $200 for an oil change. Or you can do it yourself. If you find a shop that is willing to work with you and supervise your work, you can do most of the maintenance on your airplane yourself, with the A&P there to help. Obviously, I charge less for that kind of help than I charge if you want ME to do the work when you are not around. In my shop my usual shop rate if $40.00 an hour.
I charge less than that for some things, and more for others. I don’t make any money on parts, and don’t care whether I get them or you get them. I do charge a markup on parts that I have in stock, because inventory DOES cost money. Inspections are another item. An annual inspection usually takes anywhere from 10 hours to 40 hours, for a GA type aircraft. It depends on the aircraft and its systems. In my shop, you can save yourself a LOT of money if you help on the annual. There are many tasks that have to be done at annual time, that you can do, especially if I am there watching. For example, to do an annual, all fairings, access covers, seats, and cowlings have to be removed and replaced.
That alone is several hours work. You can pay ME $40 an hour to do it, or you can do it yourself, under my supervision. I prefer to have the airplane owner help with the annual. I believe that you have a much better understanding of your airplane and how it works if you take part in the inspections. It is also handy when questions come up. For example, I find a pulley that is airworthy NOW, but it certainly won’t last more than a year or two. Should I replace it now, while we have it open and it is easy, or wait until next year? How good do you want to feel about your airplane? Also, I can often point out ways that you can save yourself money by changing the way you operate your airplane.
Obviously, things like retractable gear increase the cost of the inspection, because the airplane must be jacked up and the gear cycled and clearances and mechanism checked. That addes quite a few hours to every annual inspection. Clearly also, twins have more to inspect than singles. Cost of ownership of an airplane seems to vary with the square of the cruising speed. An airplane that cruises at a comfortable 100 knots, like a Cessna 172 or that general performance category is a good baseline. An airplane that cruises at 200 knots will cost you just about four times as much to keep around! The least expensive airplanes to own are the simple trainers, expecially the older ones that don’t even have an electrical system to worry about. The fewer systems, the lower the cost.
Insurance Costs:
These costs are probably the toughest to swallow. They have been rising rapidly in recent years. For example, my insurance cost for my personal airplane, went from $1300 four years ago to $2800 last year because of changes in the aircraft insurance industry. The small companies have been disappearing, being bought up by a few big ones who have raised the rates. Insurance will generally be less on newer airplanes.
Older airplanes and taildraggers are considerably more expensive to insure, regardless of your experience. For example I have several thousand hours of taildragger time, and over six hundred hours in the particular aircraft I insure. Airplane insurance is funny stuff. Never “underinsure” an airplane. If you insure your airplane for $10,000, that tells the insurance company that $10,000 is the value of that airplane.
If you blow a tire, and go to the insurance company and they find that the salvage value of the airplane if greater than the insured value, they can “total” the airplane and pay you the $10,000 and it is THEIR airplane. You will get the option of buying your own airplane back from the insurance company for its “salvage” value, determined by competitive bids from the various “salvors” who choose to bid. Also make sure that your insured value covers your radios, and the annual increase in value that ALL aircraft have. I don’t remember a time in the last fifty years, when the value of an airplane that was more than a decade old went down.
Hangar and Tiedown:
These expenses really vary a lot. At our airport, an outside tie down is free. A hangar varys from $75 monthly to $125. The hangar costs have risen quite a bit in recent years. I happen to own my own hangar, so I don’t have that problem. You can pay more for a tiedown on the grass some places than you would pay for a fancy hangar where I live. I have seen hangar rents of $500 a month in some locations. Where I live, you can rent a three bedroom house for $500 a month. All I can say that would be meaningful about hangar and tie down costs, is go out to your friendly local airport and ASK!
Tags: aircraft maintenance cost, aircraft operating costs, aircraft operating expenses, airplane maintenance cost, airplane operating costs, airplane operating expenses, cessna 172 operating costs
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Qantas Airlines Long Battle With Virgin
I don’t think Qantas expect to see Virgin go the wall, but Ansett Mark II is a DOA, and it will take some time for Virgin to build infrastructure in the smaller destinations. It is an opportunity, and QF would be stupid not to try to exploit it. as for AN Mark II, I suggest a quick work of the numbers reveals that based upon current plans, it is doomed. They hope to start at 20% of the market. That’s about half where they were a year ago.
They want to keepy half the staff. Maybe I have missed something but half the market and half the staff says their costs per Seat Mile aren’t going to change much. You rip out the premium seats and you get some more bodies on board, however that tends to reduce the revenue per revenue passenger mile. If you sell 12 business class seats for MEL-SYD at about $400 each each way, that is the same revenue as 48 economy class seats at $100 each.
The old AN had an ASM cost of about 30 australian cents per mile, so if you fill the aircraft, you need a fare that averages 120AUD each way for Syd Melborne or Sydney Brisbane to break even. Having removed the big revenue slug from the front of the aircraft, this becomes a more difficult problem, especially in the face of the Virgin Blue and QANTAS discounts. QF can afford them because they are still selling very expensive seats in the front of the aircraft to cover their high costs.
Virgin doesn’t need the expensive seats in the front of the aircraft because their costs are much lower. That leaves Ansett without the high revenue seats, but with the high costs. Bad Bad combination. If AN want to fly half of it’s old schedule, and be viable, they need to find a way to do it with not half the old staff, but a quarter. Things like maintenance, and IT functions including reservations, need to be contracted out. AN wasn’t big enough before, and certainly isn’t big enough now to make those operations efficient.
It is interesting to note that Southwest Airlines in the USA, with almost 360 737’s does none of their own heavy maintenance. It is contracted to Tramco (a unit of Goodrich), and there are Southwest teams of QA inspectors/supervisors on site at Tramco to make sure the work is done to WN’s satisfaction (as opposed to contracting it out and hoping for the best)…. Watch.. Once the election is over, the Government will pull the guarantees, it won’t take long after that…
Tags: , qantas airlines, qantas airlines australia, qantas airlines flights, qantas history, swiss international airlines, virgin airlines, Virgin Airlines Flights
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Boeing Employees Credit Union
Many readers were wanting to learn more about the Boeing Employees Credit Union, specifically people wanted to know if they were eligible to join. I sent out a community email to subscribers and asked for information. David White was the first to respond back and here is what he had to say.
If you want a commercial bank then Washington Mutual seems to have the lowest fee’s and has a number of branches. Seafirst seems to have the highest and U.S. Bank is in the middle. If you are eligible (many people are) I would try B.E.C.U (Boeing Employees Credit Union). Low fees if any and good interest rates.
I don’t work for any now bank however I have worked for U.S. Bank and B.E.C.U. I have friends that have and do work for Seafirst and Keybank. In reguards to B.E.C.U….. Eligibility= anyone who does or has worked for ANY Boeing owned company OR ANYONE who is in ANYWAY related to that employee. (you would of course call B.E.C.U to verify that). Anyway that means if your Uncle in-laws 2nd cousin worked for Boeing in 1950 for 1 day then you are eligible. B.E.C.U. is not for people who want to have a branch on every corner…(they only have two) but they are the 4th largest Credit Union in the US. over 200,000 people.
I hope that clarifies things. Special thanks to David for responding back with the information.
Tags: BECU, boeing credit, boeing credit union, boeing helicopter credit union, boeing wichita credit union, credit union boeing california, washington mutual, washington mutual bank
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Perspective on Cessna 172 Pricing
A few years ago at a Cessna press conference, someone complained about the high price of the new 172s. A Cessna executive pointed out that the new price was comparable to what they were charging for a 172 when production stopped in ‘85, adjusted for inflation.
I was surprised that no one reminded the executive that production stopped because no one would buy a 172 at the ‘85 price. Cessna is keeping themselves busy with 10 yrs. of pent up demand. When the flight schools have finished replenishing their fleets, they will either lower the price of a 172, or stop making them.
There are not too many individuals buying these planes. Maybe 6-7 yrs. ago you could get a runout ‘59 with an airframe that didn’t need too much work for $9K. Today, $9K will buy you a runout ‘59 with no interior, bad paint, and corrosion (i.e. a plane that’s worth more to the salvage yard than it is to a pilot).
Tags: 172 cessna for sale, cessna 172 airplane, Cessna 172 For Sale, cessna 172 for sale cheap, cessna 172 operating costs, cessna 172 panel poster, cessna 172 performance
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The New Delta Safety Video
As mentioned on Delta Airlines blog, “In-flight safety videos can be very boring. Trust us, we know!” but do safety videos necessarily have to entertain people? Last I heard, these videos are supposed to help save your life and the lives of others on the airplane. They offer precise instructions on how to survive in the unfortunate case that there should become a serious problem with the airplane you’re traveling on.
One thing is for sure, in flight safety videos are supposed to entertain people. And to be quite honest, if the video is in black and white with subtitles, if you don’t watch it and don’t fully understand it, then you’re doing a disservice to yourself and others on the airplane. But, I guess Delta understands that people rarely watch the in-flight safety videos so they decided to remap their existing one and make it more exciting, sexy and appealing.
The video looking as appealing as it is, I actually find it distracting from the real message at hand. Many of the emergency scenarios are totally sugar coated with superficial cheesiness which is something I just can’t stand. The examples shown are quite complicated in process and I don’t believe that many of the passengers could remember how or what they need to do in a real life emergency situation.
At any rate, here is the video below. You can watch for yourself and drop a comment in the form below with your thoughts. I would love to read what you have to say about the new Delta Safety Video.
Tags: Airline Safety Videos, Delta Safety Video, In-Flight Safety Videos
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