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to a year. Many sellers wish they accepted the offer they received six months ago. Light jets have seen more consistent activity and less of an adjustment. Everything is pointed towards Garmin. As a pilot who started in a steam-gauge 172 and has more than 1,000 hours in a Pro Line, I don’t necessarily agree with the substantial premium being paid for a Garmin 1000/3000 for the identical aircraft in many cases, but there is unquestionably a rising demand for this interface. It’s a proven model for OEM deliveries. Overall, efficiency and operational costs are driving most owner-operator and flight department fleet transition decisions. I see this trend continuing over the next ten years. Technology will continue to revolutionize our cockpits, and as always, will be a balancing act between automation and regulation. We also have a very interesting election coming up next year; I expect things to get more volatile before they improve. 4. What areas of the aircraft buying process do you find are most commonly overlooked? Quite a few. It’s all the tiny steps in between the major phases (LOI, contract, pre-buy, closing). It takes foresight and experience to skillfully navigate the process. Most owner-operators choose not to hire a broker for an acquisition. I can sympathize with this from a 10,000- foot view as the process doesn’t appear too complicated, and like all pilots, we like to be in control. I think it’s mainly dealing with the “problem areas” that inhibit the deal from progressing when something doesn’t go as planned. Corrosion or an incident of some kind that isn’t qualified as “damage history” or “major repair” that comes up in pre-buy can be very alarming. There are also many elements to consider post-closing that are easily put aside and forgotten such as taxes, maintenance, program transfers and registration issues. Consider your broker’s fee more of an insurance policy against stepping in something you don’t ever want to deal with. 5. Can you describe one of your all-time favorite flying memories? That’s a tough one, but probably landing at Sondrestrom/ Kangerlussuaq Airport in Greenland, where I shot the back course in a 1998 CJ down to minimums. I remember the surface OAT reading -27 degrees Celsius, and for a second, I thought I landed on Mars. North Atlantic crossings have a special place in my heart; it’s one of the reasons I focus on European opportunities. I will try to use any excuse to pick up a jet in Europe. August 2019 / TWIN & TURBINE • 23