aviation industry

  • NAFA Administrator posted an article
    NAFA Webinar: How the Priorities of the Aviation Industry Have Changed see more

    NAFA Webinar:  How the Priorities of the Aviation Industry Have Changed

    The Global Pandemic has had a profound effect on the industry and the way we do business.  What long-term effect will the CARES act have?  What about sustainable fuels, pilot shortages, and insurance rates?  Have those been affected, too? 

    Come listen to our distinguished panel of experts discuss the many ways industry priorities have changed in 2020.

    Meet our Moderator and Panelists:

    Gil Wolin, Publisher, Business Aviation Advisor Magazine.

    Ed Bolen, President and CEO, NBAA (National Business Aviation Association) 

    Pete Bunce, President and CEO, GAMA (General Aviation Manufacturers Association)

    Tim Obitts, President & CEO, NATA (National Air Transportation Association)

    Mark Baker, President, AOPA (Aircraft Owners and Pilots Association) 



    This NAFA webinar originally aired on October 15, 2020.

  • NAFA Administrator posted an article
    Business Aviation Flight Hours at an All-Time Low see more

    NAFA member, JSSI, shares their April 2020 JSSI Business Aviation Index showing business aviation flight hours at an all-time low.

    Latest month-on-month activity drops 69.3% due to COVID-19

    CHICAGO,  May 19, 2020 – Business aviation utilization has reached a record low, according to Jet Support Services, Inc. (JSSI), as highlighted by a single-digit monthly flight hour average of 5.9 per aircraft across JSSI’s entire portfolio in April, marking a first for the company. Following its quarterly Business Aviation Index publication, JSSI has released April 2020 data revealing changes in global flight activity and utilization of business aircraft, including jets, turboprops and helicopters between March and April 2020.

    The key findings are:

    • Overall flight hours have reached all-time lows, with activity dropping 69.3% between March and April 2020.
    • Flight hours dropped 77.5% year-over-year.
    • Average flight hours per aircraft across the entire JSSI portfolio averaged 5.9 hours per asset in April 2020.
    • By age, the hardest hit segments were newer aircraft aged under five years, followed by aircraft aged 6-10 years. Both segments saw the two largest month-on-month decreases between March and April 2020.
    • Large cabin aircraft activity slowed the most. Since March 2020, activity has dropped by 84.7%.
    • Helicopters have felt the least impact on flight hours from COVID-19, with flight activity reduced by 27.5% since March 2020.
    • All regions have been hit hard in April 2020, with month-on-month decreases ranging from 48.5% (Asia Pacific) to 74.2% (Europe). Flight activity in every region worldwide is down an average of 27.2% compared to the same four-month period in 2019.  

    Discussing the April figures, Neil Book, president and CEO of JSSI, said:

    “March flight hours saw the largest decline since the global financial crisis of 2008. April’s flight hours are the lowest we have on record, down more than 75% compared to April 2019 and demonstrating the true impact of global lockdown restrictions and border closures since their implementation.”

    “Asia Pacific was the first region struck by COVID-19 and shut down the earliest. As the region has begun to reopen, flight hours in April have had a modest rebound. As a number of countries begin to ease restrictions and borders begin to reopen, we expect to see a slow but steady increase in flight hours worldwide for the month of May. However, we simply do not know how long it will take to get back to 2018 and 2019 levels. The time to market with an effective treatment or vaccine will clearly be the driver of this timeline.”

    “In April, the healthcare industry had the strongest flight hours. This could allude to the utilization of these aircraft for air ambulance and medical supply transportation, a trend continued from our Q1 2020 analysis.”

    “The largest demographic of business jet owners are males over the age of 60, who fall into a “high-risk” category for COVID-19. I’ve had extensive conversations with clients who’ve said they are going to significantly reduce their flying, because they simply will not be attending conferences or staying at hotels at least for now.

    “With that said, we are already seeing a significant number of new users migrating to a wide range of business aviation options, such as jet card, charter, fractional and even outright ownership. For many businesses and individuals with the resources, the health risks associated with walking through a commercial airport with thousands of people and getting onto a commercial flight is simply too great.”  

    Download the April 2020 JSSI Business Aviation Index.

    This article/release was originally published by JSSI on May 19, 2020.

  • NAFA Administrator posted an article
    Overview of the GAO Report on FAA see more

    In March of 2020, at the request of Congressmen Stephen Lynch and Peter King with the Subcommittee on National Security and the Committee on Oversight and Reform, the GAO released its long-awaited report on the FAA Registry’s ability to handle fraud and abuse risks in aircraft registrations.  As the title of the report clearly implies, the GAO found that the FAA Needs to Better Prevent, Detect, and Respond to Fraud and Abuse Risks in Aircraft Registration.  

    More specifically, however, the report found that the FAA needs to better review and vet the actual owners of aircraft.  As we all know, the FAA currently takes filed documents at face value, and records them if they meet certain requirements as set by the FAA itself.  While the rest of the industry has been subject to more and more demands to Know Your Customer, and to adhere to KYC and OFAC guidelines, the FAA has remained immune.  This report suggests that it is time for the FAA itself to do more due diligence and better vet the entities registering aircraft on its registry.

    There is also a clear need to allow law enforcement agencies more access to the data contained in the FAA registry.  Currently, registration information is mostly provided in .pdf format which is not easily searchable or accessible.  Many law enforcement agencies expressed frustration with an inability to have easy access to this information, and the report outlines opportunities for the FAA to be a center point to house data that could help law enforcement agencies to not only have better access to information, but to potentially allow for better cross-agency coordination to crack down on illegal activity involving the registration and use of general aviation aircraft.  

    The report seems to focus on increasing transparency in “Opaque Ownership Structures” for registering aircraft, which the GAO believes are at the highest risk for fraud and abuse.  Opaque Ownership Structures are legitimate business structures that are widely used by corporations and individuals to facilitate commerce as well as for asset and tax management. However, they lack transparency related to aircraft registrations and can create challenges for safety and law-enforcement investigators seeking information about beneficial owners to support timely investigations. 

    These ownership structures can include the following:  

    • shell companies, especially in cases where there is foreign ownership that is spread across jurisdictions; 
    • complex ownership and control structures involving many layers of shares registered in the name of other legal entities;
    • formal nominee shareholders and directors where the identity of the beneficial owner is undisclosed;
    • trusts and other legal arrangements that enable a separation of legal ownership and beneficial ownership of assets; 
    • use of intermediaries in forming legal entities, including professional intermediaries.  

    It is worth noting that the report specifically excludes publicly traded companies, shifting the focus of these security measures away from commercial airlines and towards the general aviation industry.  

    On pages 58-59 of the report, the GAO outlined 15 recommendations for Executive Action by the FAA.  Many of the recommended improvements to the FAA system are expected to be implemented in the FAA’s modernization project, slated to be completed by October 2021.  Generally speaking, the modernization project is expected to help streamline and automate the aircraft registration process,  and make the FAA records available to the public at all times.  The GAO report includes recommendations for using this new system to improve the FAA’s vetting process of owners registering aircraft on the FAA’s system, and using that technology to allow law enforcement officials more access to registry data.  Initial conversations with the FAA indicate they are on track to complete this project by the stated October 2021 deadline.  

    While the GAO has many recommendations to the FAA, there are still many questions to be answered.  These are the Top Issues we have identified:

    • The biggest unanswered question causing the most consternation in the industry, is the one involving transparency of ownership information.  How much transparency will there really be?  Will all aircraft ownership information be made available to the public, or only some?  Will there be sections of registry data that remain “private” and only made available to authorized government agencies?  That remains to be seen.  
    • Possibly the second largest question includes cost.  The report is clear that the $5 filing fee set in 1964 is not enough to cover even today’s operating expenses, much less the costs to modernize the system.  FAA has been talking about increasing registration costs for years, so an increase can likely be expected, but the question of how much remains to be answered.   How much will it cost to register an aircraft in the future?  
    • Time is money, so questions about increases in registration time also remain.  If FAA will be doing more vetting of its registrants, how much time will that take?   How much longer will it take to register an aircraft with the FAA?  What will this do to aircraft closing timelines?
    • Lastly, there is the issue of international operations.  The report expresses clear concern for FAA’s ability to issue Declarations of International Operations without knowledge or consent of specific law enforcement agencies.  FAA currently expedites requests for international flights on a daily basis for the general aviation community, but will they be able to do that in the future?  Or will there be a more stringent system of checks and balances required to issue Declarations of International Operations?  And how long will it take to finally have one issued?

    The FAA has yet to officially respond to the GAO’s report, but they have updated their website on the CARES Initiative to enhance and modernize the FAA registration services.  To learn more about it, you can go to their website here:  https://www.faa.gov/about/initiatives/cares/

    Furthermore, on March 30, 2020, they issued their Third Request For Information, requesting information from the industry.  To participate, click here:  https://beta.sam.gov/opp/8b7d6e20940d4d5b8b4e8e9e76a991b3/view  

    As NAFA members, it is important that we participate in any proposed changes to the FAA registration process as much as possible.  To the extent that you have time to fill out the FAA’s RFI, we encourage our members to do so. 

    NAFA will continue to monitor the proposed changes and the FAA’s eventual response and will report those to the membership.  

    The full report can be found here:  https://www.gao.gov/assets/710/705505.pdf


  • Tracey Cheek posted an article
    Industry Leaders Praise Passage of More Relief Funding see more

    Industry groups welcomed U.S. congressional approval this week of additional funding for the Paycheck Protection Program (PPP), saying it provides the opportunity for much-needed relief for small aviation businesses. The nearly $500 billion measure—which included more than $300 billion to replenish the depleted PPP fund with $60 billion set aside for small lenders—passed the House yesterday, following Senate passage on Tuesday.

    “We are very pleased to see Congress respond to the continuing, highly challenging needs of many small businesses and their employees,” said NBAA president and CEO Ed Bolen.

    Noting the majority of Helicopter Association International’s membership comprises small businesses, HAI president and CEO James Viola added, “Like most small businesses around the world, they are suffering from the effects of the economic disruption caused by the Covid-19 pandemic.”

    The business and general aviation community have been working to ensure Congress understands the harm the Covid-19 pandemic is having on the industry and continues to seek further assistance as Congress considers future measures.

    This is particularly true as smaller carriers are still struggling to obtain resources for that and funding that was specifically set aside for aviation. “We are hearing stories of difficulties with the PPP and the Air Carrier Worker Support Program,” NATA president and CEO Timothy Obitts said, adding the organization is continuing to educate and push for access to all available relief programs.

    “As Congress considers additional legislation related to the Covid-19 pandemic, NATA has already begun discussions with key policymakers regarding the need for additional support for our industry,” said Jonathon Freye, NATA vice president of government and public affairs.

    Alluding to a possible fifth economic stimulus package, HAI pointed to “much-needed additional funding,” and said it would continue to impress upon Congress the importance of keeping the industry viable.

    This article was originally published by AINonline on April 24, 2020.

  • Tracey Cheek posted an article
    What Lies Ahead for Business Aviation After COVID-19? see more

    NAFA member, NBAA, shares their recent NBAA Flight Plan podcast regarding the future of business aviation post COVID-19. 

    Business aviation has never faced a situation like the COVID-19 pandemic, and it’s no secret that both U.S. domestic and international business aviation operations have fallen dramatically over the past few months. How long should we expect these challenges to last, and what lies ahead for our industry? “We’ve been trained as a society to stay away from other people in a very short time,” notes industry analyst Brian Foley. “So I could make the case that business aviation will come back a little sooner than the airlines, and certainly those in the industry will take the demand as it comes and do what they can with it.”

    In this episode of NBAA Flight Plan, host Rob Finfrock speaks with:

    • Brian Foley, president of aerospace research and guidance firm Brian Foley Associates and contributor to Forbes.com
    • Doug Gollan, Forbes.com contributor and editor in chief of PrivateJetCardComparisons.com

    Listen to the podcast here.  

    This article was originally published by NBAA on April 20, 2020.

  • Tracey Cheek posted an article
    CARES Act Includes Tax Provisions Affecting Business Aircraft Operators see more

    NAFA member, John B. Hoover, Partner at Holland & Knight, LLP, discusses the CARES Act tax provisions that affect business aircraft operators.

    This information is intended to provide members with an introduction to tax provisions in the CARES Act. Readers are cautioned that this information is not intended to provide more than an introduction to the subject matter, and since the materials are necessarily general in nature, they are no substitute for seeking the advice of legal and tax advisors to address your specific business/personal needs. Download a copy of this article in PDF format.

    The Coronavirus Aid, Relief, and Economic Security (CARES) Act (P.L. 116-136) was signed into law on March 27, 2020. It includes numerous relief provisions that may benefit companies operating business aircraft. In addition, the CARES Act provides a tax holiday for the remainder of 2020 from the federal excise tax on air transportation and amends several income tax code sections that may affect owners and operators of business aircraft.

    Given the complexity of these tax law amendments, this resource offers only a general description of the amendments. For details regarding the calculations and their application to fiscal years, please refer to the statute.

    Federal Excise Tax (CARES Act § 4007; I.R.C. § 4261)

    The CARES Act provides that the federal excise tax (FET) on air transportation under Internal Revenue Code (I.R.C.) §§ 4261 and 4271 does not apply to amounts paid during the excise tax holiday period from the day after enactment of the CARES Act (i.e., from March 28, 2020) through the end of calendar year 2020. This means that FET does not need to be collected on amounts paid for charter flights, time share flights, or any other flights, irrespective of whether the flights are conducted under FAA Regulations Part 91, 135 or otherwise.

    During this excise tax holiday period, no fuel tax will be required to be collected on jet fuel used for commercial aviation. If fuel tax is collected on kerosene used for commercial aviation, then the purchaser can request a refund of such fuel tax. The foregoing exemption does not apply to the 0.1 cent per gallon Leaking Underground Storage Tank (LUST) tax. This means that only the 0.1 cent LUST tax is ultimately due on fuel purchased for commercial aviation.

    The definition of commercial aviation for tax purposes is generally based on whether air transportation is provided for compensation or hire, and it is not tied to the FAA Regulatory definition. I.R.C. § 4083(b). Accordingly, only the 0.1 cent LUST should ultimately apply to typical charter flights and flights conducted pursuant to a time sharing agreement. However, the full fuel tax amount (21.9 cents or 24.4 cents per gallon) would apply to fuel purchased for use in noncommercial operations such as when a company purchases fuel for use in operating its aircraft for flights conducted for its own business.

    Fuel purchased for fractional program aircraft is subject to the fuel tax on fuel used for noncommercial aviation (21.9 cents or 24.4 cents per gallon) plus a surtax of 14.1 cents per gallon. Since the excise tax holiday does not apply to fuel for noncommercial aviation or the surtax, the fuel taxes paid by fractional program operators would not appear to be affected by the excise tax holiday.

    Limitation on Deduction of Business Interest (CARES Act § 2306; I.R.C. § 163(j))

    Under the Tax Cuts and Jobs Act (TCJA) (P.L. 115-97) beginning in 2018, taxpayers’ deductions of business interest expense were limited to 30% of adjusted taxable income (generally net business income). The excess business interest was not deductible and was treated as business interest expense subject to the limitation in the next year.

    Although the deduction limitation applied beginning in 2018, adjusted taxable income is calculated without deducting depreciation in 2018 through 2021. In the case of partnerships and S corporations, the interest deduction limitation was determined at the entity level. The deduction limitation generally did not apply to taxpayers with gross income below $25 million (determined by aggregating income of related entities).

    This limitation is particularly important in the case of business aircraft that are financed. After the three-year grace period during which depreciation is not deducted in calculating adjusted taxable income, this limitation will become even more relevant to business aircraft.

    The CARES Act increases the interest deduction limit from 30% of adjusted taxable income to 50% of adjusted taxable income in 2019 and 2020. This temporary increase in the limitation provides some relief to owners of business aircraft. (Taxpayers can elect out of this increased deduction limit.)

    There is an exception to this temporary relief in the case of partnerships (although not for S corporations). While the 50% limit applies to partnerships in 2020, it does not apply to partnerships in 2019. Instead, a special limitation applies to partnerships in 2019. Under the special rule, the 30% limit applies, and if the partnership has any excess business interest expense, 50% of the excess is allowed as deductible business interest in 2020 (unless the partner elects out of this special rule). The other 50% of excess business interest is carried over like other excess business interest.

    Taxpayers can also elect to use their 2019 adjusted taxable income to calculate their business interest deduction limitation for 2020. This special rule provides some relief for taxpayers whose taxable income decreases in 2020.

    Net Operating Losses (CARES Act § 2303; I.R.C. § 172)

    Owners of business aircraft may incur Net Operating Losses (NOLs), particularly due to large depreciation deductions. Under the TCJA, effective generally with respect to NOLs arising in 2018 or subsequent years, NOLs could only be carried forward (not back) and could be deducted against only 80% of taxable income in future years. Under the CARES Act, these limitations are temporarily relaxed.

    Under the CARES Act, NOL carryforwards can offset 100% of taxable income in 2020 or earlier years. In 2021 and later years, taxpayers can deduct: (1) NOL carryforwards arising in 2017 and earlier years against 100% of their taxable income (because the TCJA 80% limit did not apply to NOLs arising in 2017 and earlier years), and (2) NOL carryforwards arising in 2018 and later years against up to 80% of their taxable income. Also under the CARES Act, NOLs arising in 2018, 2019, and 2020 can be carried back 5 years. Allowing NOL carrybacks can be particularly valuable to corporations in view of the higher corporate income tax rates prior to 2018.

    Excess Business Losses (CARES Act § 2304; I.R.C. § 461(l))

    Beginning in 2018 under the TCJA, individuals’ deductions of net business losses were limited to $250,000 for single taxpayers and $500,000 for married taxpayers. Their excess business losses were carried forward as NOLs. In the case of partnerships and S corporations, this loss limitation was imposed at the partner or shareholder level. The business losses subject to this rule included active trade or business losses and any otherwise allowed passive losses.

    This provision can be especially important to business aircraft owners who incur large depreciation deductions that result in business losses. However, since excess business losses were carried forward as NOLs, and as NOLs they were not subject to the excess business loss limit in future years, the limitation on excess business losses often resulted in only a one-year delay in the deduction.

    Nevertheless, the excess business loss limitation was problematic for taxpayers who reported large capital gains from the sale of a business in the same year that they incurred large business losses from depreciation deductions on aircraft. In that situation, the excess business loss from aircraft depreciation would result in NOL carryforwards to future years, which may not be deductible if the taxpayer had no significant business income in future years.

    Under the CARES Act, the excess business loss limitation is retroactively amended so that it does not apply in 2018, 2019, and 2020. Instead, it first applies in 2021.

    The CARES Act also made changes to the excess business loss calculation, which will become relevant when the limitation applies in 2021. The calculation of net business losses that could be taken into account under the TCJA appeared to include salaries and wages income, but the CARES Act clarifies that such income is excluded from the calculation. In addition, the CARES Act clarifies that gains from sales of capital assets are only included if such gains are attributable to a trade or business, and losses from sales of capital assets are excluded entirely.

    Acknowledgements: NBAA thanks Tax Committee member John B. Hoover for contributing this article for the benefit of members. Hoover is a partner with NBAA member Holland & Knight, LLP, specializing in business aviation tax matters. He can be reached at 703-720-8606 or by email.

    This article was originally published by NBAA on April 2, 2020.

  • Tracey Cheek posted an article
    Congress Introduces Legislation for a National Aviation Center see more

    NAFA member, AOPA, shares the latest on legislation for a national aviation center.

    Known as the National Center for the Advancement of Aviation (NCAA), the bill has already garnered overwhelming support from AOPA and organizations representing all segments of aviation across the country.

    The proposal will open the door for all stakeholders to come together in support of a long-overdue, national industry forum. It will help ensure science, technology, engineering, and math (STEM)-based aviation curriculum reaches the 25,000-plus high schools across the country, assist in apprenticeships, and help military veterans and others transition to good paying technical jobs in the aviation industry.

    The NCAA would be a private entity and no general fund taxpayer dollars would be used to support it. The legislation calls for funding the initiative by using a small percentage of the interest that is accrued annually on the taxes and fees collected from users and deposited into the aviation trust fund. Today, users of our aviation system pay for nearly all the costs associated with the operations of the FAA including air traffic control modernization. Moreover, the proposed center would be prohibited from involvement in any political or legislative activity.

    Spearheaded by U.S. Sens. James Inhofe (R-Okla.) and Tammy Duckworth (D-Ill.), the NCAA would focus on four key initiatives: aviation workforce development, including the facilitation of STEM-based aviation curriculum for high school students; a repository for aviation research; safety and economic data analysis; and the fostering of needed collaboration among the entire aviation industry.

    “The widespread support for this center is very encouraging. This center would do more to promote needed cooperation in the aviation community including efforts to address the workforce challenges our industry is facing now and into the future. Whether it be pilots starting in general aviation, military or commercial pilots, technicians, maintenance workers, or others, we need to ensure that our industry remains competitive and can meet these challenges,” said AOPA President Mark Baker. “AOPA is proud to work alongside allies in Congress and respected aviation leaders to make this center a reality.” 

    Demand for air travel, a sizeable cohort of commercial pilots nearing the mandated retirement age, and the high cost of training have all led to a shortage of qualified professionals in the industry. Boeing’s 2019 Pilot and Technician Outlook predicts the need for 804,000 new civil aviation pilots, 769,000 new maintenance technicians, and 914,000 new cabin crew over the next 20 years to fly and maintain the global aircraft fleet. In North America alone, Boeing suggests 212,000 new pilots and 193,000 new technicians will be needed over the next two decades.

    According to the Aeronautical Repair Station Association the technician shortage is costing the U.S. aviation maintenance industry an estimated $118 million per month ($1.421 billion per year) in lost economic opportunity. Additionally, the Aviation Technician Education Council predicts that the mechanic population will decrease 5 percent in the next 15 years. New entrants make up just 2 percent of the technician workforce annually, while 30 percent is at or near retirement age.

    The U.S. Air Force is short thousands of fighter pilots but has taken significant steps to reduce that gap and seek initiatives to retain more airmen. Using 3D virtual reality, the Air Force is looking to speed up pilot training—a technique that could also benefit the civilian pilot training sector. The NCAA would be an avenue for the Air Force to share its experience, allowing for cross-industry collaboration and potentially reducing the cost of civilian flight training.

    The future of the entire aviation ecosystem depends on effective training, resources, and innovative ideas, which can be accomplished through the establishment of the NCAA. 

    Additionally, this center would allow the FAA to focus on safety and certification while the industry invests in the collaboration of promoting aviation through education, training, research, and awareness of the many job opportunities in the aviation industry.

    This article was originally published by AOPA on February 27, 2020.

  • Tracey Cheek posted an article
    Bolen Sternly Questions CNBC’s Recent Mischaracterization of Business Aviation see more

    NAFA member, NBAA President and CEO Ed Bolen responded strongly this week to a recent CNBC article about the general aviation community’s collective request for inclusion in a congressional COVID-19 relief package, saying the network’s coverage was based on a “pre-determined narrative” that cast the industry with a negative brush, while ignoring the reality of its pressing economic challenges.

    Bolen cited the pandemic’s impact on business aviation operations large and small, from the sweeping furloughs and layoffs at OEMs, maintenance facilities and other aviation businesses, to dwindling traffic at business aviation airports.

    Bolen also emphasized the industry’s efforts to support relief efforts against the pandemic, citing a family-owned maintenance company that has converted some of its operations over to production of protective face masks for humanitarian purposes.

    “All of this points to the larger picture missed in your report: As the U.S. economy moves rapidly from slowdown to shutdown, this critical industry, like countless others, is in need of support,” Bolen wrote. “By settling for sizzle over substance in a time of national crisis, CNBC is not only misinforming readers, but also attempting to smear a vital industry with a long history of serving the nation, and thousands of communities in times of need.”

    Review the CNBC article.

    This article was originally published by NBAA on March 26, 2020.

  • Tracey Cheek posted an article
    Sky Allies Capital Joins National Aircraft Finance Association see more


    EDGEWATER, Md. – Nov. 13, 2019 – National Aircraft Finance Association (NAFA) is pleased to announce that Sky Allies Capital has recently joined its professional network of aviation lenders. 

    “NAFA members form a network of aviation finance services who diligently and competently operate with integrity and objectivity throughout the world. We’re excited to welcome Sky Allies to our growing organization as we head to our 50th anniversary,” said Jim Blessing, president of NAFA.

    Sky Allies is a group of finance and aviation industry professionals – financing and leasing airplanes, helicopters, flight simulators and other aviation or industrial and technological equipment. The company specializes in credit challenged borrowers and other abnormal deal opportunities. They also offer special hourly simulator leasing programs for flight schools.

    The company is privately held and based in Las Vegas, NV. Sky Allies is a member of the American Association of Commercial Finance Brokers and thereby adhere to a Code of Ethics Program as voted on by their broker members. Their principal has 26 years experience in the aviation industry, is a Citation 525 rated pilot, ATP and an airplane owner.

    Much like NAFA, Sky Allies Capital is focused on the financing of aircraft – putting business plans in the air. Sky Allies and NAFA are committed to the highest level of customer service, fostering long lasting business relationships throughout the aviation industry.

    For more information about Sky Allies Capital, visit nafa.aero/companies/sky-allies-capital.

    About NAFA:  

    The National Aircraft Finance Association (NAFA) is a non-profit corporation dedicated to promoting the general welfare of individuals and organizations providing aircraft financing and loans secured by aircraft; to improving the industry's service to the public; and to providing our members with a forum for education and the sharing of information and knowledge to encourage the financing, leasing and insuring of general aviation aircraft. For more information about NAFA, visit NAFA.aero.


  • Tracey Cheek posted an article
    The Air Law Firm Joins National Aircraft Finance Association see more


    EDGEWATER, Md. - January 23, 2019 - National Aircraft Finance Association (NAFA) is pleased to announce that The Air Law Firm has recently joined its professional network of aviation lenders. “NAFA members proudly finance - support or enable the financing of - general and business aviation aircraft throughout the world, and we’re happy to add Air Law to our association,” said Ford von Weise, President of NAFA.

    The Air Law Firm LLP is a boutique aviation law practice providing international legal services to the aviation industry. Their practice model sustains a bespoke and focused service from an agile and responsive team who can react quickly to the changing demands of a business environment. Air Law’s services are partner-led and proactive, with lawyers who are recognized internationally as being experts in their fields. 

    The practice has in-depth knowledge and understanding of the global aviation industry including aircraft finance and leasing, acquisitions and sales, litigation, regulatory advice and aviation insurance.The Air Law Firm’s international lawyers are qualified in various jurisdictions, routinely handling and managing transactional and commercial work, claims and litigation around the world on behalf of a multitude of clients – from individuals to the largest airlines.

    The Air Law Firm understands the cultural aspects and nuances of international business. The group is adept at helping to strategize, finding solutions for clients as business people and legal partners rather than a last resort. They often resolve clients’ disputes privately through mediation and arbitration and provide counsel as a respected and trusted advisor, consistently delivering practical advice and adding real value.

    “We at the Air Law Firm are delighted to join NAFA and look forward to sharing experience, opportunities and information with NAFA members. We are avid supporters of doing everything possible to enhance the experience of buyers and lessees of corporate and private aircraft to ensure seamless and professional transactions,but also with a view to investigating where improvements and innovative products can be discussed. NAFA presents us with an excellent forum for this and we welcome the interaction with other members,” stated Aoife O’Sullivan, Partner at the firm.

    Much like NAFA, The Air Law Firm is passionate about aviation and upholding the highest standards in client service.  Air Lawand NAFA foster strong business relationships and global networks in the aviation industry, with the knowledge and dedication to support continued development.

    For more information about The Air Law Firm, visit www.theairlawfirm.com.  

    About NAFA: 

    The National Aircraft Finance Association (NAFA) is a non-profit corporation dedicated to promoting the general welfare of individuals and organizations providing aircraft financing and loans secured by aircraft; to improving the industry's service to the public; and to providing our members with a forum for education and the sharing of information and knowledge to encourage the financing, leasing and insuring of general aviation aircraft. For more information about NAFA, visit www.NAFA.aero.

  • Tracey Cheek posted an article
    Jack Prewitt & Associates, Inc. Joins National Aircraft Finance Association see more


    EDGEWATER, Md. - Aug. 23, 2019 - National Aircraft Finance Association (NAFA) is pleased to announce that Jack Prewitt & Associates, Inc. has recently joined its professional network of aviation lenders.

    “NAFA members form a network of aviation finance services who diligently and competently operate with integrity and objectivity throughout the world. We’re excited to welcome Jack Prewitt to our growing organization as we head to our 50th anniversary,” said Jim Blessing, President of NAFA.

    Jack Prewitt & Associates provides a comprehensive aircraft brokerage and acquisition service developed from extensive knowledge gained over the years of the aircraft markets, allowing them to effectively gauge the needs of their clients. The company prides itself on being an aviation partner with a track record of client success and satisfaction. 

    The company serves their clients by first establishing what the client’s mission is when acquiring an aircraft, then providing up to date insight into the worldwide aviation marketplace. Their team identifies the best aircraft that fits their customers’ mission and negotiates a fair market price, all while guiding them through the purchasing process from “tip to tail”.

    Over the last 40 years, Jack Prewitt & Associates has bought and sold over 1000 aircraft, largely through their extensive, exclusive network of contacts. As an inventory dealer, the company are experienced buyers as well as sellers. Via their leasing subsidiary, AEI, they also own six aircraft, including five large cabin jets, all on long-term lease. The company believes this varied experience sets them apart from the rest of the field.

    Much like NAFA, Jack Prewitt & Associates, Inc. has experience in all facets of aviation and provides accurate market knowledge. Jack Prewitt and NAFA are passionate about the aviation industry and promoting excellence in service.

    For more information about Jack Prewitt & Associates, Inc., visit nafa.aero/companies/jack-prewitt-associates-inc

    About NAFA:  

    The National Aircraft Finance Association (NAFA)is a non-profit corporation dedicated to promoting the general welfare of individuals and organizations providing aircraft financing and loans secured by aircraft; to improving the industry's service to the public; and to providing our members with a forum for education and the sharing of information and knowledge to encourage the financing, leasing and insuring of general aviation aircraft. For more information about NAFA, visit NAFA.aero.

  • Tracey Cheek posted an article
    Jet Edge Partners Joins National Aircraft Finance Association see more



    EDGEWATER, Md.– September 16, 2019 – National Aircraft Finance Association (NAFA) is pleased to announce that Jet Edge Partners has recently joined its professional network of aviation lenders. 

    “NAFA members form a network of aviation finance services who diligently and competently operate with integrity and objectivity throughout the world. We’re excited to welcome Jet Edge to our growing organization as we head to our 50th anniversary,” said Jim Blessing, President of NAFA.

    Jet Edge Partners is a full-service aircraft broker and dealer formed as a division of Jet Edge International. The aircraft sales experts at Jet Edge work to understand the mission profiles, goals, and operational budget of their clientele to ensure they are connected with the best possible aircraft to meet their individual needs. 

    The company’s team is connected in real time to the movements in the markets and are skilled in projecting future trends in the aviation industry. Throughout their careers, the sales team at Jet Edge Partners have successfully completed aircraft transactions totaling hundreds of millions of dollars. 

    With offices and sales professionals located throughout the United States, the company provides clients with the knowledge and understanding of the market needed in order to purchase or sell an aircraft with confidence and unmatched customer service. 

    Jet Edge Partners not only transacts aircraft, but alongside Jet Edge International, it operates, owns, and manages one of the largest fleets in the world, providing clients with operational knowledge and resources unmatched in the industry. 

    Much like NAFA, Jet Edge Partners promotes knowledge and understanding of the market for confident and timely transactions. Jet Edge and NAFA are committed to the aviation industry and the highest standards of customer service. 

    For more information about Jet Edge Partners, visit nafa.aero/companies/jet-edge-partners.

    About NAFA:  

    The National Aircraft Finance Association (NAFA) is a non-profit corporation dedicated to promoting the general welfare of individuals and organizations providing aircraft financing and loans secured by aircraft; to improving the industry's service to the public; and to providing our members with a forum for education and the sharing of information and knowledge to encourage the financing, leasing and insuring of general aviation aircraft. For more information about NAFA, visit NAFA.aero.

  • Tracey Cheek posted an article
    Used Aircraft Maintenance Analysis – July 2019 see more

    NAFA member, Tony Kioussis, President of Asset Insight, shares the July 2019 Used Aircraft Maintenance Analysis.

    How did the Beechcraft King Air 350 (Post-2000) models do? 

    Average Ask Prices for Asset Insight’s tracked fleet increased somewhat in July but values are still below the 12-month average. Asset availability rose to the highest year-to-date figure. Tony Kioussis explores which models were impacted the most…


    Asset Insight’s monthly market analysis covering 96 fixed-wing models and 1,693 aircraft listed for sale was most recently conducted on July 31st, 2019 and marked the fourth consecutive month of asset quality deterioration for the inventory fleet (in this case -0.6%) to post a 12-month worst Quality Rating figure.

    However, the figure did remain within the ‘Very Good’ range even after decreasing from 5.196 to 5.165 on a scale of -2.5 to 10.

    Asset Insight’s tracked fleet’s Maintenance Exposure figure (an aircraft’s accumulated/embedded maintenance expense) followed suit, rising (worsening) 3.9% to an amount only marginally better than the 12-month high (worst) figure.


    July’s Aircraft Value Trends

    The average Ask Price for Asset Insight’s tracked fleet increased 0.9% in July, but only Large Jets were responsible for the Ask Price increase as, following classical supply dynamics, the three groups experiencing an inventory increase registered an Ask Price decrease:

    • Large Jet values posted a 7.3% increase;
    • Medium Jets lost 2.1% in July;
    • Small Jet values decreased 4.2% to post a 12-month low figure; and 
    • Turboprops posted a record-low figure for the group by decreasing 0.9%.


    July’s Fleet for Sale Trends

    The total number of used aircraft listed for sale within Asset Insight’s tracked fleet posted another increase in July, 0.8% (13 units), on top of June’s 27 aircraft increase, raising inventory availability to the highest year-to-date figure.

    • Large Jet inventory, the only one to decrease, fell 1.3% (five units);
    • Medium Jet inventory increased 1.2% (six units) for the second consecutive month;
    • Small Jets posted a 0.4% increase (two units); and
    • Turboprops inventory increased 3.8% (10 units).


    July’s Maintenance Exposure Trends

    Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) due to July’s inventory fleet mix rose (worsened) 3.9% to a value only marginally better than the 12-month high (worst) figure, increasing to nearly $1.5m from last month’s $1.4m. Results for each of the four groups were as follows:

    • Large Jet maintenance exposure rose (worsened) 4.0% to a figure marginally better than the group’s 12-month average;
    • Medium Jet exposure rose (worsened) 0.8% to a figure slightly worse than the 12-month average;
    • Small Jets rose (worsened) 0.4% to virtually equal the group’s 12-month average;
    • Turboprops posted the only maintenance exposure decrease (improvement) of 2.1%, but that was only slightly better than last month’s 12-month worst figure.


    July’s ETP Ratio Trend

    As a result of all these changes, the average ETP Ratio figure increased (worsened) to 68.3% from June’s 65.4%, with all four groups contributing to the degradation.

    Why is this information important? The ETP Ratio calculates an aircraft's Maintenance Exposure as it relates to the Ask Price. This is achieved by dividing an aircraft's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by the aircraft's Ask Price.

    As the ETP Ratio decreases, the asset's value increases (in relation to the aircraft's price). ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s Days on the Market (DoM) increase, in many cases by more than 30%.

    How did each group fare during the month of July?

    • Turboprops regained their leadership position by posting the lowest (best) ETP Ratio at 56.9% although, for the second consecutive month, the figure represented this group’s highest (worst) Ratio;
    • Large Jets were next at 58.5%, a substantive worsening over last month’s 52.5%;
    • Small Jets followed at 71.5%, higher than June’s 68.8%;
    • Medium Jets posted 77.3%, equating to the group’s average figure over the past twelve months.

    Excluding models whose ETP Ratio has remained over 200% during the previous two months (considered outliers), following is a breakdown of which individual business jet and turboprop models fared the best and worst during July 2019.


    Asset Insight Most Improved Jet Models - July 2019


    Most Improved Models

    All ‘Most Improved’ models posted a Maintenance Exposure decrease (improvement). Although the Bombardier Challenger 601-3R and Global Express did not experience an Ask Price change the Cessna Citation V 560 had an Ask Price decrease of $24,519. The remaining three models posted the following price increases:

    • Hawker 800A    +$29,558
    • King Air 350 (Post-2000 Models) +$23,143
    • Beechcraft Premier 1A  +$18,686


    Hawker 800A

    After appearing on the ‘Most Deteriorated’ list in June, the model captured top spot on the ‘Most Improved’ list in July through an ETP Ratio improvement exceeding 21%, thanks to a Maintenance Exposure reduction exceeding $114k and a substantial Ask Price increase.

    Three units transacted in July, one was added, and three were withdrawn, leaving 36 listed for sale. Regrettably, nearly 26% of the active fleet remains on the market, and an ETP Ratio approaching 167% is not making the 800A a highly marketable model.

    Still, this aircraft has quite a following and, if a unit’s maintenance status is in better-than-average condition, and if the asset’s engines are enrolled on HCMP, the seller should be able to generate some genuine interest in their aircraft.


    Bombardier Challenger 601-3R

    While this model experienced no sales in July, and no change to posted ask prices, one higher quality aircraft joined the fleet for sale, thereby reducing (improving) Maintenance Exposure by over $445k to earn the model second position on the ‘Most Improved’ list.

    Alas, that’s where the good news ends because, even though only 6.9% of the active fleet is on the market, the model’s average ETP Ratio, at nearly 134%, is unlikely to make acceptable offers magically materialize.


    Cessna Citation V 560

    This model moved from the middle of the ‘Most Deteriorated’ group for June to this position in July. One aircraft transacted during the month, but two were added to the fleet for sale, increasing the inventory total to 28 (11% of the active fleet).

    The Citation V 560 gained its spot on this list by virtue of a Maintenance Exposure decrease approaching $15k, and a respectable Ask Price increase.

    Not surprisingly, its average ETP Ratio will prove troublesome for most sellers. However, owners whose aircraft is enrolled on engine HCMP coverage may fare better relative to offer price, assuming they’re able to identify a willing buyer.


    Beechcraft King Air 350 (Post-2000 Models)

    Generating four transactions in July, and with an ETP Ratio of only 22.6%, most sellers of this model should have little difficulty generating acceptable offers, even though current inventory represents 22.6% of the active fleet.

    This aircraft has a well-deserved following, and its place on this list was caused by a Maintenance Exposure decrease exceeding $213k, along with an Ask Price increase that may, or may not be achievable.


    Bombardier Global Express

    The 18 aircraft listed for sale represent 12.3% of the active fleet, and demand for this model is low at present, with no units transacting in July.

    The aircraft’s appearance on the ‘Most Improved’ list is due a Maintenance Exposure decrease for the listed fleet approaching $417k. But there were no notable price changes and the ETP Ratio is still hovering near 77% placing some sellers on the edge of the 40% Excessive Exposure demarcation point. The opportunity to generate good offers is not stellar for most owners.


    Beechcraft Premier 1A

    Closing out July’s ‘Most Improved’ list is the Premier 1A, which earned its place on this list through a $73k Maintenance Exposure Improvement and an Ask Price Increase. With an ETP Ratio of 44.5% - and considering that most of these aircraft have engine HCMP coverage – the news should be good for most sellers.

    Unfortunately, no units transacted in July and, by virtue of four additions to the fleet during the month, total availability presently stands at 22 units, equating to 14.3% of the active fleet. That much selection and very low demand are not transaction-conducive elements.


    Why was the Gulfstream GV on the 'Most Deteriorated' list for July 2019?


    Most Deteriorated Models

    All models on July’s ‘Most Deteriorated’ list experienced a Maintenance Exposure increase (deterioration). Two assets experienced no price change, the Gulfstream G100 and GV, while the remaining four posted an Ask Price decrease, as follows:

    • Gulfstream GIV  -$67,500
    • Bombardier Learjet 55 -$32,153
    • Dassault Falcon 900B -$1,122,500
    • Beechcraft Premier 1  -$71,950


    Asset Insight Most Deteriorated Jet Models - July 2019


    Gulfstream G100

    The model’s inventory was cut in half when two of the four aircraft listed for sale transacted in July. Demand is below average for the G100, so the change in inventory was surprising.

    What was not surprising was the model’s place on our ‘Most Deteriorated’ list, as it was well-earned, thanks to a Maintenance Exposure increase approaching $533k for the two remaining listings. Even without an Ask Price change, there was little chance for the G100 to miss this list.


    Gulfstream GIV

    The Gulfstream GIV found its way to the position occupied by its younger GIV-SP (MSG) cousin in June. One aircraft transacted in July and two entered inventory to increase Maintenance Exposure by nearly $458k, while the average Ask Price dropped $67.5k.

    The 14 units listed for sale equate to only 8% of the active fleet.  However, with an ETP Ratio of 143%, sellers are likely to find it challenging to negotiate acceptable transaction values, even though these older aircraft continue to have a reasonable following.


    Bombardier Learjet 55

    We registered no trades for this model in July, but one was withdrawn from inventory leaving 14 listings that equate to approximately 13.5% of the active fleet. With an ETP Ratio approaching a figure that only astronomers can interpret, the model is on this list due to a near $75k Maintenance Exposure increase and an Ask Price decrease exceeding $32k.

    None of this is surprising, considering these aircraft are between 32 and 38 years old. What we do find surprising is the aircraft’s ongoing buyer following, considering its age and technology.


    Dassault Falcon 900B

    No trades took place for this model during the month of July, but one aircraft was withdrawn from inventory leaving nine listed for sale, or about 6% of the active fleet.

    The Falcon 900B earned a place on this list for ‘technical reasons’, as an Ask Price decrease exceeding $1.1m is unlikely to keep any asset off the ‘Most Deteriorated’ list. However, this represents another case where statistics do not tell the whole story.

    Only two aircraft had a posted Ask Price in June, and one was withdrawn from the market, dramatically changing the model’s average Ask Price figure – in this case downward.  The $12k change in Maintenance Exposure is fairly benign for the Falcon 900B’s size, and the model’s 52.7% ETP Ratio makes many of the available units quite marketable.

    This is another case where statistics might point owners and buyers down a blind alley if they lack the supporting information.


    Beechcraft Premier 1

    Unlike the story for its younger brother, the Premier 1A (on July’s ‘Most Improved’ list), the Premier 1’s story is not as positive… but neither is it grim. One aircraft transacted in July, three were withdrawn from inventory, and two were added to the pool. When July ran out of days, we found 17 aircraft still listed for sale, or approximately 14.2% of the active fleet.

    The changes to the fleet mix led to a Maintenance Exposure increase exceeding $114k and an Ask Price decrease approaching $72k, neither statistic aiding transaction-structuring opportunities.

    However, considering these assets range in age between 14 and 18 years, and that the HCMP-adjusted ETP Ratio for many aircraft will be closer to the 40% excessive exposure demarcation point, many sellers have reason to be confident of achieving a reasonable transaction value. It should also be noted that this aircraft’s demand exceeds that of the Premier 1A. Not by much, but every little helps.


    Gulfstream GV

    Rounding out our ‘Most Deteriorated’ list was an unexpected model, as the GV’s ETP Ratio has been tracking well within acceptable levels, and only 13 units are listed for sale, which equates to 6.8% of the active fleet.

    Again, statistics have a way of skewing things. No aircraft traded in July, but two were withdrawn from inventory and two more joined the fleet for sale, and these changes increased Maintenance Exposure nearly $989k. Even without an Ask Price change, that level of maintenance expense variance is significant, even for this class of asset.

    We believe most sellers have strong bargaining positions in the case of this model, and buyers have a sufficient pool of assets to choose from to facilitate transactions. In fact, we wouldn’t be surprised if the GV appears on our ‘Most Improved’ list for August.


    The Seller’s Challenge

    It is important to understand that the ETP Ratio has more to do with buyer and seller dynamics than it does with either the asset’s accrued maintenance or its price. For any aircraft, maintenance can accrue only so far before work must be completed.

    But as an aircraft’s value decreases, there will come a point when the accrued maintenance figure equates to more than 40% of the aircraft’s ask price. When a prospective buyer adjusts their offer to address this accrued maintenance, the figure is all-too-often considered unacceptable to the seller and a deal is not reached.

    It is not until an aircraft undergoes some major maintenance that a seller is sufficiently motivated to accept a lower figure, or a buyer is willing to pay a higher price and the aircraft transacts, ultimately.

    A wise seller needs to consider the potential marketability impact early maintenance might have on their aircraft, as well as its enrollment on an Hourly Cost Maintenance Program where more than half of their model’s in-service fleet is enrolled on an HCMP.

    Sellers also need to carefully weigh any offer from a prospective buyer against the loss in value of their aircraft for sale as the asset spends more days on the market awaiting a better offer while simultaneously accruing a higher maintenance figure.

    More information from www.assetinsight.com.

    This article was originally published by AvBuyer on August 20, 2019.

  • Tracey Cheek posted an article
    Business Aviation Industry Set To Grow In Size, Scale And Strength Over The Next Five Years see more

    NAFA member Chad Anderson, President of Jetcraft, discusses the two major differences between this year's market forecast and those from previous years.

    Last month we released our 5-Year New & Pre-Owned Business Aviation Market Forecast – the first report of its kind to take a precise, comparative and quantified look at both types of aircraft transactions.

    Aside from introducing pre-owned market predictions, we’ve updated our overarching methodology as compared to previous reports, making it even more precise. We’ve shifted to a five-year rather than a 10-year outlook, to better reflect the current aircraft ownership experience, and adjusted the overall population of aircraft analyzed to more closely align with our expertise. Furthermore, we’ve classified new deliveries as transactions only from date of entry into service and retrospectively normalized classifications prior to 2012, when all aircraft built were considered new deliveries. Finally, we’ve leveraged more of our own transaction data for a truly consolidated outline of how we see the industry behaving.

    The findings show that our industry will continue to grow in size, scale and strength over the next five years, hitting nearly $30bn per year in revenue by 2023 – a remarkable figure. This is the first time a value like this has ever been assigned to the industry. We also expect to see the business aviation fleet grow by 12.1% in that time frame.

    The forecast predicts continued and significant growth in the pre-owned industry, with an expected 11,765 transactions over the next five years, totaling $61bn in value. By 2023, we forecast four times as many pre-owned transactions vs. new deliveries, primarily due to the growing value proposition of these aircraft. Maintenance capabilities are increasing, and we are seeing greater accessibility, rapidity and cost-efficiency of high-quality refurbishment. This is resulting in higher demand for older or out-of-production aircraft, including amongst buyers who previously exclusively bought new models. Our forecast reveals that the average aircraft retirement age is now 32 years – nearly a decade older than previously thought.

    We continue to see a shift towards large aircraft types in both new and pre-owned markets worldwide. Buyers are looking for larger and longer-range models and as a result of this, manufacturers are focusing on producing aircraft almost entirely in the midsize segment and above.

    New unit deliveries are predicted to stay flat throughout the forecast period whilst generating higher revenues, due to the increase in large aircraft transactions. Over the next five years, we’ll see many more customers turn towards large jets rather than light jets, as the needs of business travelers evolve on a more global scale.

    On behalf of the team at Jetcraft, I am honored and excited to have produced the very first new and pre-owned business aviation market forecast, stemming from our 55 years’ experience in connecting buyers and sellers across the world. We hope you find it useful, interesting and insightful and we welcome your comments, questions and feedback.

    To download the full 2019 5-Year New & Pre-Owned Business Aviation Market Forecast, visit www.jetcraft.com/knowledge/market-forecast.

    View video here.  

    This article was originally published by Jetcraft on June 28, 2019.

  • Tracey Cheek posted an article
    NAFA Announces Geoff Colvin as Keynote Speaker for 48th Annual Meeting see more


    Fort Lauderdale, Fla. – Jan. 15, 2018 - The National Aircraft Finance Association (NAFA) is pleased to announce that Geoff Colvin will be the keynote speaker at their upcoming 48thAnnual Conference, to be held March 3rdthrough March 6th, 2019,at Marriott Harbor Beach in Fort Lauderdale, Florida. Mr. Colvin will be presenting to an audience of aviation industry and finance experts with a global reach; supporting or enabling the financing of general and business aviation aircraft throughout the world. 

    Mr. Colvin is one of the most respected voices in business journalism, with a remarkable understanding of the key issues and trends impacting business today: the global economy; government regulation; the impact of Washington politics/policy on the business environment and the economy; leadership and management; global competitiveness and more. He is an award-winning author, broadcaster, and speaker, and has engaged hundreds of audiences on six continents.

    With his extensive experience as longtime editor and columnist for FORTUNE, top broadcaster on the CBS Radio Network, regular lead moderator of the Fortune Global Forum, and moderator for the International Business Leaders Forum in London, Geoff Colvin is one of America’s sharpest minds on leadership, globalization, wealth creation, the infotech revolution, and related issues. He has appeared on TodayThe O’Reilly FactorGood Morning AmericaCBS This Morning, ABC’s World News, CNN, CNBC, PBS’s Nightly Business Report, among other programs.

    The 48th Annual Meeting of the National Aircraft Financing Association will bring together the most active aircraft lenders in North America and worldwide to network and discuss issues topical to the industry, including: aviation regulatory changes, banking system regulatory changes, updates on new aircraft entering the marketplace, and other issues pertinent to aircraft buyers and their support systems. 

    Mr. Colvin will present “Leading Ahead of What’s Next – The New Rules of Business” for the over 250 attendees. He will address how the world of business is changing in historic and profound ways, with technological disruption, government’s role, and the balance of global economic power shifting massively, helping aviation industry leaders successfully navigate the tumultuous environment.

    For more information about Geoff Colvin, visit http://geoffcolvin.com/speaking/

    About NAFA: 

    The National Aircraft Finance Association (NAFA) is a non-profit corporation dedicated to promoting the general welfare of individuals and organizations providing aircraft financing and loans secured by aircraft; to improving the industry's service to the public; and to providing our members with a forum for education and the sharing of information and knowledge to encourage the financing, leasing and insuring of general aviation aircraft. For more information about NAFA, visit www.NAFA.aero.