In loving memory of our daughter Crystal Diane Brazier “Squeaker” June 12, 1982 to March 8th, 2011 …you will be missed

Certifications and Experience

· CERT's & TRAINING:Captain, CE-500 SERIES (CE-500, 501, 550, 551, S550, 560)

· Captain, Merlin II & IIIA

· Captain, Cessna 300 & 400 series all.

· Captain Beech King Air 90 & 200 series all.

· Captain Commander 600 & 1000 series all.

· Captain Cirrus all models

· Captain Diamond DA42 & 62 models

· Certified Flight Instructor – Instrument & Multi engine

· Airline Transport Pilot: Airplane single engine & multi-engine land & Instrument

· Airplane MEL/SEL Instrument (Commercial Pilot)

· Flight Instructor: Airplane Single-Engine and Multi-engine Aircraft: Instrument airplane

· Flight Safety Cert. C200/300/400/500 series

· Second Class: without waiver (vision 20/20) US Passport

· Current US Passport

· US Military TOP SECRET clearance (inactive)

· RVSM Cert USA-Europe-China

· Pacific and Atlantic Crossing Certified



Domestic Flights

These flight are open to all aircraft of US Registry and can usually be accomplished with no modifications to the avionics or fuel systems. All flight operations must be compliant with current policies and regulations of the United States, and all other countries associated with this operation to include the destination. NOTE: We will not be involved with any activity associated with the purchase or inspection of this aircraft other than as is defined under Part 91 as PIC

**Note: We will NOT fly to any area where a TRAVEL ADVISORY exists for US citizens.**

References :

Cessna 210T "N664W" to Mexico
Wilcox Inc.
Mr. Floyd Wright; President
Email f.walpole@wilco.to
Phone: 316-943-9379
Fax: 316-943-9664
Aircraft Sales Inc., Mid-Continent Airport
Mr. Jim Alexander
1880 Airport Road Hanger #3
PO Box 12144
Wichita, KS 67277
Phone: 316-946-4425



International Operations (Europe via North Atlantic)

Generally aircraft with a standard range of 900 or more nautical miles can normally cross the North Atlantic without any temporary auxiliary tanking, but, if they are required we can have that done in 7-10 days. In respect to High Frequency communications, that is a legality issue and on some routes it is required, if required we also have the technicians to install and certify the temporary installation. Our mission statement says it all …. It’s done right or its not done … you cannot get any simpler. Our team has the knowledge and skill to deal with any issues from mechanics, to legal, to weather issues ….. we can resolve it.

Hawaii Operations:

These flights 90% of the time involve installation of ferry tanks and HF equipment; if that is the case then our avionics and fuel crews can install and certify these temporary installations in 7-10 working days.


We do not containerize your aircraft, however can refer you to an associate who specializes in this service.

**Note: We will NOT fly to any area where a TRAVEL ADVISORY exists for US citizens.**

TIPS: Delivering a foreign aircraft to USA ….

2015 seems to be a year when many U.S. buyers are finding the perfect aircraft internationally and importing it into the United States. Aircraft in Europe are abundant and priced well for buyers who are willing to go through the extra steps for the import instead of waiting for an aircraft already on the US registry.

There are some basic steps for the import as well as some common pitfalls for those steps. The general procedure for import is as follows:

1. First, a well-drafted purchase agreement should be the road map to the transaction. It should set forth the chronology of the closing and import process, and identify who will pay for each step. The purchase agreement should clearly specify who must pay for the cost of the importation and assign responsibility for either the correction or installation of airworthy items necessary to allow the aircraft to be registered in the United States. Equally important, the purchase agreement should indicate when the full purchase price has to be in escrow and when all of the documents can be released for filing. The deregistration process from the country of foreign registry should not start until all funds are in escrow and all documents necessary for recording the sale are properly submitted at both the FAA and as required in the country of export.

2. The purchase agreement should allow for a visual inspection. During the visual inspection, it is important for the Buyer to have a designated airworthiness representative (“DAR”) present to determine if the aircraft will be considered airworthy in the United States. If the aircraft is not deemed airworthy, the DAR can assess what work will need to be done to meet the standards required for issuance of an airworthiness certificate, and a repair facility can estimate the cost of these items. Understanding these expenses before incurring the inspection fees and before the deposit becomes non-refundable is very important. It can be very useful to have the pre-purchase inspection take place in the United States so that the Buyer can easily view the aircraft prior to purchase. If this is the case, it is important to make sure the Seller correctly imports the aircraft into the United States prior to the start of the inspection.

3. The Buyer needs to build an expert transaction team that includes an onsite technical representative at the inspection facility, the DAR mentioned above, a licensed and bonded United States Customs Broker, local tax counsel to make sure Value Added Tax is not triggered, and local counsel to insure that good title is being conveyed to the Buyer free and clear of any local liens that might attach to the aircraft in the foreign country.

4. Following a satisfactory visual inspection and pre-purchase inspection, Buyer will move towards closing the purchase of the aircraft. In order to start this process, Seller deregisters the aircraft from Seller’s current country of registration.

5. The FAA receives notice of the deregistration and provides same to the escrow agent. Depending on the exporting country, this can happen the same day or up to a couple of weeks later.

6. The purchase agreement should require that, immediately upon receipt of the notice of deregistration and without any further requirements, the escrow agent will simultaneously wire the proceeds of the sale to the Seller and file the bill of sale and registration application with the FAA.

7. The FAA treats aircraft entering the United States from a foreign registry as a priority and a Temporary Certificate of Aircraft Registration (Fly Wire) is typically issued within one to two days following confirmation of deregistration and filing of the appropriate registration documents with the FAA. If the aircraft has been deregistered outside of the United States, the aircraft cannot be ferried to the United States until issuance of the Fly Wire.

8. The Temporary Certificate of Aircraft Registration should be sent to the DAR who is ready to issue the Certificate of Airworthiness (“C of A”). Prior to issuing the C of A, the DAR will need confirmation that the aircraft has the new United States registration number on it and the transponders have been re-strapped.

9. The aircraft will need to be exported with the approval of a customs agent from the prior country of registration and then imported into the U.S. using the services of a licensed and bonded United States Customs Broker. Only certain United States airports are equipped to import aircraft; therefore, selecting the first United States port of entry based upon advice from the United States Customs Broker is important. Aircraft entering the United States must also display on the windshield a United States User Fee Decal.

The key items in the import of the aircraft are: perfecting the purchase agreement; hiring a DAR, a licensed and bonded United States Customs Broker and an expert transaction team; understanding the costs of obtaining the C of A (and who pays those costs); and sequencing the buying process in a way to properly deregister, register, export and import the aircraft while, at the same time, avoiding unnecessary taxes. The process is more complicated than buying an aircraft domestically, but if the transaction is managed properly, the benefits to the savvy Buyer can make the purchase of a foreign-registered aircraft very rewarding




NEW FAA & Insurance Approved aircraft specific Initial and Recurrent Training

Training Approved for:

· All AMEL Cessna 200, 300 and 400 series, both piston and propjets

· Beech King Air 90, 100, 200 series, and the BE-58 series

· Commander 600, 900, 1000 series

· Piper PA-31, PA-42, PA-46 series and JetPROP series

· Citation 500 Series,

· Merlin IIB and Merlin III series

· Panavia P-68 series

· Diamond Twin-Star DA-42 series

· Pilatus PC-12 series through PC-12NG

· TBM700-800 series

· Avanti P-180 series

Training is Accomplished:


One on One at YOUR pace.

Reduced rates for large groups and returning customers

References :

Training on C425
Travis Holland
Phone: 360-393-2119
Email: pda@holland.aero
Training on C421B/ King Air A100/ Cheyenne 1A
Michael Adamson
Phone: 801-694-3637
Gene L Downing
Downing Wellhead Equipment Inc.
8528 SW 2nd Street
Oklahoma City,
Ok 73128
office phone 405- 789-8182
home phone 405-771-3214
E-Mail downing12@cox.net
Cessna 425 training:
Mark Hawkins – Chief Pilot
Wyatt Construction Co Inc
3417 West North Avenue 
Ponca City, OK 74601




Our staff of FAA licensed A&P’s with over 30 years experience in aircraft support are here to guide you through your maintenance demands.

We will provide you a background report on approved facilities for your selection. We do not have any contacts outside of the United States. We will do the foot-work and personal visits – remember we represent you NOT the FACILITY.

We are your eyes and ears throughout the entire maintenance activity, whether a simple brake replacement, maybe a phase inspection, or a SID, will oversea the pre-buy and insure information is submitted in correctly and efficiently (Note: the authority and decision responsibility remains solely with the owner); whatever the situation we will be there for you.

Our staff will remain with your aircraft in the local area at all times. They will monitor the mechanics and provide you a daily status + pictorial report on what is going on.

Our team members are all FAA licensed and are airframe and power plant mechanics with general, corporate, and airline backgrounds. This in-depth background allows us to insure you are getting legitimate repairs and fair pricing.

References :

C425 "Conquest I"

Max G. Wrodnigg and Schloss Merkenstein

2540 Bad Voeslau, Austria

C421B/A100/ Cheyenne II.

Michael Adamson
Phone: 801-694-3637

Dee Roy Bangerter
Phone: 801-367-4001