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ABACE
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PUBLICATIONS Thursday, 4.17.14 SHANGHAI
Convention News
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获取亚太地区商务航空新闻的首选渠道
ABACE maturing in all the right ways
ABACE在短短两年 内成为世界瞩目的亚 洲公务航空展会
by Chad Trautvetter “There has been an enormous amount of energy and enthusiasm here in Shanghai at ABACE, despite the change in weather from sunny skies on the opening day to rain yesterday,” National Business Aviation Association (NBAA) president and CEO Ed Bolen told AIN as he summed up the show so far. According to NBAA and show co-organizer Asian Business Aviation Association (AsBAA), ABACE 2014 already has attracted a record-breaking 187
exhibitors and 38 staticdisplay aircraft. And Bolen expects the number of attendees this year to top the 7,714 people that came through the doors during ABACE 2013. He said that attendees are pleased with the “broad spectrum” of aircraft on display this year at ABACE, a mix that includes piston, turboprop and jet airplanes as well as helicopters. Meanwhile, “Exhibitors– all the way from the large aircraft manufacturers to the smaller companies–are Continued on page 4 u
Bizav groups cite three core principles so much to see and do
by Matt Thurber
DAVID McINTOSH
With a total of 187 exhibitors, three days is not much time to squeeze in visits with everyone. As ABACE grows and prospers, there is more value to be found with every day on the floor.
Two years ago, explained Kurt Edwards, director general of the International Business Aviation Council (IBAC), the idea was floated that the Asia Pacific Economic Cooperation (APEC) organization, which has the mission of improving economic growth in Pacific Rim
countries, could also “improve the way that the economies facilitate the movement of business aviation within the region, because business aviation contributes to economic growth.” To this end, National Business Aviation Association (NBAA) and General
“尽 管 天 公 不 作 美 ， 从开幕时的晴空万里转为 今天的阴雨绵绵，参加上 海 ABACE展 会 的 人 们 依 然活力四射，兴致高涨， 丝毫没有受到天气的影 响。”在今天总结展会时， 美国国家公务航空协会 （ NBAA） 的 总 裁 及 首 席 执行官Ed Bolen先生对AIN 的记者说。 据 NBAA和 展 会 的 合 作 组织者亚洲公务航空协会 （AsBAA）透露，有187家 公司参展2014 ABACE，静 态区展示的飞机总数是38 架，这在ABACE的历史上 是破纪录的。Bolen先生预 计今年的参观人数将超过 2013ABACE的7,714人。 Bolen先生还提到，今年 ABACE展示的飞机型号包 括活塞式飞机、涡轮螺旋桨 式飞机、喷气式飞以及直升 飞机。参观者们都非常高兴 能近距离参观型号如此齐全 的飞机展示。同时，“所有 的参展公司-从大型飞机制 造商到小公司-都不断地告 诉我们，他们对参观展会者 的质量和数量非常满意。” 他说。“我们非常高兴地看 到，ABACE不仅达到了我 们的期望，甚至远远超过了 我们的预期。 ”
Continued on page 4 u
Chinese Wisdom
Bizav Show
Training
Accident Investigation
Aerial Odyssey
Removing Aviation Bottlenecks
EBACE in Geneva Coming Soon
Demand Prompts Training Upswing
Safety Expert Calls for ICAO Action
Pistons to Shanghai
Avion Pacific founder Wu Zhengdong, a 30-year aviation veteran, explains what needs to be done to “push the envelope” in the development of general aviation in China. Page 2
Preview of the annual European business aviation event, which is only a month away. AIN will be producing three editions of EBACE Convention News. Page 8
Growth of business aviation in China and the rest of Asia has motivated providers CAE and FlightSafety International to meet the needs for pilot and maintenance training. Page 10
In the aftermath of the disappearance of Malaysian Airlines Flight 370, a former member of the NTSB explains how ICAO protocols for accident investigations were not followed. Page 18
Two American pilots flew piston-powered aircraft, a Baron twin and Bonanza single, from the Beechcraft factory in Wichita to Shanghai for display at ABACE. Page 19
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请在ABACE这里收集您个人的 限量版商务机旅行者采购指南
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Collect your PERSONAL copy of the limited edition business jet traveler’s Buyers’ Guide here at ABACE
Avion Pacific turns 21, reflects on a big year to work for what eventually became China’s CAAC. Now Avion Pacific employs 50 people and serves a variety of aviation segments in China with a strong focus on utility helicopters. “We’ve spent 20 years trying to create this,” Wu said, “and I’m doing everything I can to push the envelope.” There remain many bottlenecks that constrain growth of aviation in China, he added. One of the most difficult is taxes charged for imported aircraft, which include 17 percent VAT and 5 percent customs fees, for a total of 23 percent of the cost of the aircraft, whether new or used. Another issue is the lack of suitable airports for general aviation operations. “We need more airports,” he said, adding that while change is taking place, progress is slow. Unlike in countries where general aviation is more accepted, in China when there are two or three airplanes on approach, controllers say that their airport is very busy, he said. Controllers are used to huge separation distances between airplanes. “They are always very safety conscious.”
The en route air traffic system remains bound by conventions that favor point-to-point travel on well-established routes in an environment where airspace is controlled by the military. Improvements to the air traffic control system tend to be done to these routes first, and there is thus little incentive or pressure to open up other airspace to off-airways general aviation traffic, because the cost would be too high, he explained. One solution to this problem is creation of local air traffic control service centers that will monitor general aviation traffic and remove that burden from the military controllers.
Avion Pacific founder Wu Zhengdong, right, called last year the company’s “best ever.” His company has offices throughout China and employs 50. Avion Pacific has this MD Helicopters MD902 on display here at ABACE.
Avion Pacific (Chalet 4), is already a large company by Chinese aviation standards, with offices throughout China and services that include aircraft sales and distribution, consulting, flight services, parts distribution, charter brokering, leasing and financing and helicopter training and support. Wu said he plans to add aircraft management for King Airs followed by jet management
MATT THURBER
Last year Avion Pacific celebrated its 20th anniversary at the ABACE show in Shanghai, and since then the company has performed even better than company founder Wu Zhengdong expected. “Last year was the best ever for us,” he said. Avion Pacific, headquartered in Shenzhen, sold seven Sikorsky S-92 and nine S-76D helicopters and half a dozen Beechcraft King Airs last year. Deliveries of the helicopters will take place this year. Eight of the S-76s are slated for China government use and one is for a VIP customer. Six of the S-92s will enter oil-and-gas industry service while one was purchased by a VIP customer. In January Avion Pacific sold an MD Helicopters MD500E to Shandong Qi Xiang General Aviation, with delivery scheduled for the second quarter. Avion Pacific is the sole distributor for MD Helicopters in China and is displaying an MD902 on the static display outside of its ABACE chalet. Wu was introduced to aviation after graduating from university 31 years ago and going
DAVID McINTOSH
by Matt Thurber
services, as well as full-service maintenance, repair and overhaul services and flight training. “We want to offer a total solution,” he said. “There is a lot we can do for aviation. I have a passion for it.” o
UAS to open regional base here in China by next year by James Wynbrandt
Embraer Executive Jets’ Andre Sousa, seated right, signed a memorandum of understanding with Premiair’s Tony Hadi for Legacy 600/650 support in Indonesia. Standing are, left, Ari Singgih, Premiair CEO, and José Eduardo Costas, Embraer senior v-p market intelligence.
2 ABACE Convention News • April 17, 2014 • www.ainonline.com
DAVID McINTOSH
legacy support
Dubai-based UAS International Trip Support (Booth H214) announced here at ABACE 2014 an enhancement of its services and presence across Africa, aimed at bridging a trip support gap between China and Africa. UAS recently opened a new continental headquarters in Johannesburg, South Africa, and regional offices in Lagos, Nigeria and Nairobi, Kenya. UAS already has a strong presence in China, handling 25 to 50 operations per day into and out of the country, according to Mohammed Husary, UAS co-founder & executive president, and that presence will soon be expanded. “Part of our growth plan is to have a regional headquarters in China by 2015, similar to what we have in Houston and now Johannesburg,” he said.
The support enhancement is in response to the strengthening economic ties between what are said to be the two fastest growing business jet markets, China and Africa, the latter linked primarily to the growth of business aviation activity in Nigeria. In meeting the needs of clients, Husary noted that UAS agents and representatives speak the local languages, are in constant contact with local authorities and vendors, and “are ready for anything.” UAS handled more than 7,000 flights in Africa last year, Husary said, and recorded 13-percent growth in support requests for flights to the region originating in China. The company anticipates additional 10-percent growth in such requests this year. o
Metrojet reports progress on new jVs
DAVID McINTOSH
With the signature red Ferrari on its display space, Piaggio Aero (owned by the Ferrari family) announced it has named a local service provider.
Freesky to support Avantis in China by Curt Epstein here on the ABACE static display), introduced the first Avanti II twin turboprop to China in 2012. “Being appointed as the first P.180 Avanti II authorized service center in China is a great milestone for Freesky Aviation and it also represents a solid step forward in the development of our business,” said Han Wenjun, Freesky’s vice president of maintenance. “As their first authorized service center, we will provide professional and comprehensive service to all Avanti operators and we will further expand the customer service network of Piaggio Aero.” Meanwhile in Italy, Piaggio Aero Industries’ new industrial plant in Villanova d’Albenga, Italy, a future production facility for the Avanti II is expected to be completed soon and fully functional by the first quarter of next year. o
MARK PHELPS
authorized service center on mainland China. “Piaggio Aero is fully committed in making extraordinary quality products and supporting them with best-in-class service centers,” said Giuliano Felton, the Italian company’s chief commercial officer. “The establishment of Freesky Aviation as a P.180 Avanti II authorized service center marks a red letter day in Piaggio Aero’s plan to deliver to China the economics, performance, style and continuous efficiency of the most unique aircraft in business aviation.” Freesky, which also Giuliano Felton, Piaggio Aero chief commercial offers aircraft charter officer, awarded Han Wenjun, Freesky Aviation’s and management serv-p of maintenance, with a plaque designating the vices (and has a Bomcompany as Piaggio’s first authorized service center in mainland China. bardier Challenger 850
CURT EPSTEIN
Over the past several years, Piaggio has increased its worldwide service network and committed to expansion in the Asia Pacific region. In furthering these initiatives, the airframer on Tuesday designated Tianjin International Airport-based Freesky Aviation as its first
Hong Kong-based aircraft management company Metrojet (Booth H418) updated three joint ventures announced at last year’s expo. “We built a very strong presence in Hong Kong, and now we’re ready to go from local to regional,” said Metrojet CEO Björn Näf. Metrojet Hanxing Zhuhai, its partnership with Hanxing Zhuhai General Aviation Co. Ltd., was formally awarded a full business license in February and has received Part 145 approval for maintenance, repair and overhaul (MRO) in Mainland China. Näf announced that Davis He, a licensed engineer with FAA and CAAC certifications, will take charge of the MRO facility, which has 15,000 sq ft of hangar space. The facility will “be open for business very, very soon,” initially servicing G450/550 Gulfstreams, “and over time will expand to all the capabilities needed for China,” Näf said. TajAir Metrojet Aviation Mumbai, Metrojet’s partnership with TajAir, now has a 13,000-sq-ft hangar and is committed to building an additional 107,000-sq-ft hangar “to support the growing business aviation fleet in the Indian market.” In the Philippines, the Metrojet Engineering Clark maintenance facility has formally received Part 145 approval from the Philippines CAAP for MRO work as well. As for Hong Kong, where the company has 34 jets under management, four of them available for charter, Näf said Metrojet will continue its philosophy of “disciplined growth, being the best, not necessarily the biggest,” reflecting the core values of parent company the Kadoori Group, which also owns The Peninsula Hotels. –J.W.
《公务机旅行者》杂志出版中文《采购指南》 Business Jet Traveler publishes China edition of Buyers’ Guide 作者： Charles Alcock AIN出版公司在发行ABACE会展新闻之外，同时还 出版 “公务机旅行者” 杂志（简称 BJT ）。这份双月 刊杂志能帮助乘坐公务机的旅行者最大程度地享受 他们的私密飞行。众所周知，BJT将在今年中国上海 举行的公务机展会上第三次发行其广受赞誉的年度 购买指南。 购买指南为读者提供了关于飞机及飞机制造商的 丰富信息，对巴西航空工业公司的莱格赛450新型飞 机的介绍，以及对未来的公务机模型的展望。除此之 外，还刊登了对建筑师Frank Gehryde的采访（他是举 世闻名的北京国家艺术馆的创造者），以及对中国的 高尔夫球场后起之秀——山钦湾的专题报道。 AIN出版公司发行业内处于领导地位的“航空国际 新闻”杂志至今已经有四十多年的历史，它发行的BJT 杂志也凭借内容多元和信息丰富的优势在其它同类杂 志中独树一帜。无论是阅读双月刊杂志还是点击它的 网址bjtonline.com，读者都能获得关于新飞机或二手飞 机的公正评论，关于公务机买卖的建议，以及与此相 关的信息，包括税收、法律法规、金融、飞行安全、 飞机维护及保险等方面的信息。除此之外，读者还能 读到新型豪华车、度假目的地和其它休闲娱乐方面的 内容，包括对青睐公务机旅行的名流们的采访报道， 例如成龙，理查德－布兰森及朗朗。 o
通往豪华飞行世界的指南
中国版 | China Edition | 2014
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国际巨星成龙搭乘巴 西航空莱格赛500。 Film star Jackie chan in an embraer legacy 500.
2014 版购机指南
B U Y E R S’ GU I D E bjtonline.com
Film star and business jet operator Jackie Chan is on the cover of the China edition of Business Jet Traveler Buyers’ Guide.
by Charles Alcock AIN Publications, the company that produces ABACE Convention News and the industry-leading Aviation International News for more than four decades, also publishes the bimonthly magazine Business Jet Traveler, which helps passengers make the most of private air travel. BJT, as it is widely known, is distributing the third China edition of its annual Buyers’ Guide here at the show in Shanghai. The guide features a wealth of information about aircraft and manufacturers, a review of the new Embraer Legacy 450 and a look at future jet models. It also includes an interview with architect Frank Gehry, the world-famous creator of Beijing’s
National Art Museum; and a feature on Shanqin Bay, China’s stunning new golf course. Business Jet Traveler offers a blend of content you can’t quite find in any other magazine. In each bimonthly print edition and at bjtonline.com, you’ll discover unbiased reviews of new and used aircraft; advice about buying and selling jets; and information about such subjects as taxes, laws, financing, safety, maintenance and insurance. You’ll also enjoy articles about new luxury autos, vacation destinations and other leisure pursuits, plus interviews with jet-set celebrities like Jackie Chan, Sir Richard Branson and Lang Lang. o
www.ainonline.com • April 17, 2014 • ABACE Convention News 3
ABACE
Convention News
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FOUNDED IN 1972 JAmES HOLAHAN, FOUNDING EDITOR WILSON S. LEACH, mANAGING DIRECTOR R. RANDALL PADFIELD, CHIEF OPERATING OFFICER EDITOR-IN-CHIEF – Charles Alcock EDITOR – Ian Sheppard PRESS ROOm mANAGING EDITOR – R. Randall Padfield PRODUCTION DIRECTOR – Mary E. Mahoney THE EDITORIAL TEAm Bill Carey David Donald Thierry Dubois
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red carpet treatment
DAVID McINTOSH
Time passed in the halls of ABACE is time well spent. Whether learning new skills, catching up with old friends and colleagues or just finding out what’s new and exciting, the final day of the show always seems to arrive too quickly.
THE PRODUCTION TEAm Mona L. Brown John T. Lewis Jane Campbell John Manfredo Alena Korenkov Erik Nowicki
Colleen Redmond Annmarie Yannaco
PHOTOGRAPHER – David McIntosh ONLINE EDITOR – Chad Trautvetter LEAD WEB DEvELOPER – Mike Giaimo WEB DEvELOPER – Evan Williams DIGITAL mEDIA DESIGNER – Colleen Redmond TRANSLATION SERvICES – Echo Lim, Stella Qing
ABACE show maturing uContinued from page 1
DAVID McINTOSH
constantly telling us they are happy about the quality and quantity of attendees at the show,” Bolen noted. “We are pleased that ABACE is meeting or exceeding expectations.” In addition, he said, “ABACE truly is an Asian business aviation event.” This is reflected by the growing number of exhibitors across Asia– 73 this year versus 38 during the first revamped-format ABACE in 2012–and the fact that the number-two official from the Japan Civil Aviation Bureau, Senior Deputy Director General Masaaki Kai, spoke at the opening session on Tuesday morning. The show’s location here at Shanghai Hongqiao Airport, a venue extended until at least 2021, is also widely viewed by attendees and exhibitors as an Asian, not just Chinese, venue, said
Bolen. “Shanghai is an Asian financial and business hub–it is truly an international city. And the agreement signed on Monday to keep ABACE here for at least the next seven shows reiterates this fact,” he said. “Further, Shanghai is a free trade zone. It just seems like the right spot to us.” Bolen also emphasized that ABACE is much more than an annual three-day business aviation show. “We are focused year-round on working with governments throughout Asia to expand business aviation,” he said. “Additionally, we work through the Asia Pacific Economic Cooperation [APEC] to achieve this.” Looking toward the next edition of ABACE, April 14 to 16, 2015, the NBAA leader is optimistic that the show will continue to grow in both importance and size. He said, “It’s picking up momentum each year, which is reflected in feedback that we’ve received.” o
ABACE is a truly Asian show, with increasing numbers of local exhibitors. AsBAA chairman Kevin Wu, left, and NBAA president and CEO Ed Bolen co-organize the event, which has grown markedly in size and scope since the first edition in 2012.
Bizav groups’ core principles uContinued from page 1
Aviation Manufacturers Association (GAMA) representatives helped explain to delegations from APEC member countries how business aviation works to help integrate all parts of the region, and then APEC staff from various member economies helped develop the three core principles, which were adopted at a meeting in Tokyo last September. At a meeting held yesterday at ABACE 2014, members of key business aviation associations updated attendees on the core Statement of Principles for Business Aviation which was recently approved by the APEC ministers. This meeting included Edwards; Doug Carr, NBAA v-p of safety, security, operations and regulation; Ed Smith, GAMA senior v-p of international and environmental affairs; and Charlie Mularski, vice-chairman of the Asian Business Aviation Association (AsBAA) and Universal Weather & Aviation regional v-p, Asia Pacific. “The first principle,” Edwards explained, “is that the economies of APEC should recognize that business aviation operators have the freedom to fly within the region. It’s as simple as that.” Continuing, he said the second principle asks the economies “to process permit requests in a timely manner. I’ve heard a lot about operators having concerns for the time it takes to get permits to fly into or over or through the airspace of a country.
4 ABACE Convention News • April 17, 2014 • www.ainonline.com
Given the fact that the model of business aviation is one of flexibility and the ability to fly where you want when you want, the need for expedited timely treatment of permit requests is really important.” For the third principle, he said, “the economies recognize [that] they need to treat private operators in a manner that is appropriate to the operation. This is not about commercial scheduled airlines, this is about on-demand private operations that are a different model. “And so the economies recognize that and they agreed to urge their various agencies to treat business aviation in a manner that is appropriate to that operation,” Edwards concluded. GAMA’s Smith summarized the need for the 21 economies that are members of APEC to understand the core principles: “If you can’t fly [business aircraft], then you’re not going to buy them,” he said. “It’s very basic, but does set out the core principles. That is really the first step, but the hard work lies ahead. That is underway with follow-up meetings of working groups of APEC to put a little meat on the bones of these principles and start implementing them and have some ideas on how to move forward.” APEC holds meetings twice a year, and the next one is in August in Hong Kong. NBAA’s Carr encouraged business aircraft operators, especially those flying in the Pacific Rim region, to participate in this effort. To do so they would need to work with their regulators. o
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Airbus Helicopters installs FFS in Japan by Gregory Polek Airbus Helicopters Japan inaugurated Japan’s first full flight simulator (FFS) for helicopters at its training facilities in the Kobe Airport vicinity on Monday. The EC135 P2+ simulator received level-C certification from the Japan Civil Aviation Bureau (JCAB). Such airworthiness authority approval allows training hours accumulated by pilots in the full flight simulator to count as actual flight hours. “Flight safety is our first priority at Airbus Helicopters,” said Stephane Ginoux, president of Airbus Helicopters Japan. “By introducing the first full flight simulator in Japan, we are contributing to enhancing the safety of helicopter
operations. With this system now operational, the world standard in training is available for the country.” This full flight simulator accurately represents the helicopter’s cockpit, instruments and systems, enabling aircrews to experience operations in all conditions, including emergency situations and inclement weather. Incorporating a standard EC135 flight data package developed by Airbus Helicopters, the simulator allows a full representation of the rotorcraft’s functionality, including its engines, autopilot and all other systems by using real software and components. It can simulate up to 195 malfunctions, greatly enhancing the crews’
Toshizo Ido, the Governor of Hyogo Prefecture, examines the features of Airbus Helicopters’ new full flight simulator near Kobe Airport.
emergency handling abilities. The EC135, a popular twin-engine helicopter used worldwide for rescue, emergency medical transport, firefighting, coastal patrol, law
enforcement, electronic news gathering and other missions, has become popular in Japan, where 77 of them operate in various roles today. Airbus Helicopters Japan’s
training center–the first of its kind in the country–officially opened in 2012 at Kobe Airport. Last year 30 pilots and 185 maintenance technicians attended its training courses. o
China’s preference for large jets expected to stay
Vulcanair’s Observer 2 now in service in China by Chad Trautvetter Vulcanair last month delivered the first P68 Observer 2 in China soon after the Civil Aviation Administration of China granted type certificate validation for the high-wing piston twin, in addition to its P68C and Vr (P68R) siblings. According to the Italian manufacturer, the P68 Observer 2’s entire front fuselage is made of clear plexiglass, giving occupants “excellent helicopter-like visibility” needed for mapping, survey, and surveillance missions. Meanwhile, the more conventional-nosed, fixedgear P68C and retractable-gear Vr are aimed at the training and private aircraft markets. Vulcanair’s Chinese distributor, Tianjin-based China Aero
Supply, took delivery of the first Observer 2 in the country, and is expected to deliver the turboprop to its undisclosed customer soon. Vulcanair said this P68 Observer 2 will be used for aerial photo missions. China Aero Supply also has “a number” of P68 Observer 2s on order, which will be delivered to China “soon.” During its ferry flight, the aircraft flew over Greece, Egypt, Saudi Arabia, India and Thailand, before finally arriving in Tianjin. Vulcanair said the ferry flight was possible thanks to both the 1,598-nm range of the P68 Observer 2 and the company’s ferry pilot, who flew some flight legs that exceeded eight hours along the journey.
The six-seat P68 Observer has a max takeoff weight of 4,594 pounds and max useful load of 1,499 pounds. Performance specifications include a 160-knot cruise speed, 18,000foot service ceiling, 1,312-foot takeoff distance and 1,969-foot landing distance. Vulcanair said the P68 Observer 2 is currently operated by the Italian state police; law enforcement and wildlife conservation agencies in 12 U.S. states; U.S. Department of the Interior; international private and government operators; oil companies for pipeline patrol; and aerial survey companies for digital mapping. “With its structural simplicity, absence of complicated systems, ruggedness, accessibility to servicing points and reduced maintenance costs, the Observer is a lower-cost alternative to helicopters for aerial surveillance whenever vertical takeoff and landing in the operative area is not necessary,” Vulcanair said. o
6 ABACE Convention News • April 17, 2014 • www.ainonline.com
“Like the Middle East, China is faced with long internal distances and a heavy international requirement, both favoring larger and more capable aircraft. Considering this, China’s midsize and light jet fleet should not be expected to ‘catch up’ to its larger brethren,” Foley said. “More likely, the present mix will remain relatively constant even as the total fleet size increases.” While mainland China’s fleet more than doubled in three years and grew 23 percent in the last year, Foley estimate that its next market doubling will take five years. “We’re already seeing China’s market normalizing,” he said. “There’s a finite pool of capable buyers, whose numbers have been cut as the economy continues to moderate.” –C.T. Large-cabin business jets are expected to remain the aircraft of preference in China.
DAVID McINTOSH
After gaining CAAC certification, Vulcanair delivered its first P68 in China last month.
China’s preference for larger, longer-range business jets will remain in place for the foreseeable future, according to market analyst Brian Foley. Data from business aircraft firm Amstat shows that 63 percent of the 198 business jets in mainland China are large-cabin, while only 25 percent are midsize and 12 percent are light. “Having nearly two-thirds of the fleet concentrated in large aircraft seems lopsided, compared with the worldwide average of 26 percent large-cabin, 34 percent midsize and 40 percent light,” Foley said. China’s fleet does closely mirror the Middle East’s large-cabin, midsize and light jet fleet mix of 68 percent, 22 percent and 9 percent, respectively.
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Pilatus PC-12 appears in F1 race team livery DAVID McINTOSH
by Matt Thurber
Service with a Smile Carey Matthews (left), general manager Shanghai Hawker Pacific Business Aviation Service Centre (SHPBASC, Booth H128), receives a plaque from Brad Thress, senior v-p customer service, Textron Aviation (Chalet 13), identifying SHPBASC as an authorized Cessna Service Center. “We’re privileged to service Cessnas around China,” Matthews said. Textron Aviation, which includes Cessna, Beechcraft, and support services for Hawker jets, has some 325 of its products in China, encompassing about 200 piston, 70 turboprop and 50 jet aircraft. “We’re continuing to grow our service network, to make sure our n customers are supported,” Thress commented.
As Pilatus Aircraft prepares the prototype PC-24 twinjet for its official rollout on August 1, the company is displaying a PC12NG single-engine turboprop painted in Sauber F1 racing team livery at the ABACE 2014 static display. The appearance of the Sauber PC-12 fits neatly with the next big event in Shanghai after ABACE, the Formula 1 UBS Chinese Grand Prix, roaring into town on April 20. Appropriately, the 5.4-kilometer racing track for the Shanghai International Circuit, designed by circuit architects Hermann Tilke and Peter Wahl, mimics the Chinese character “shang.” According
EBACE follows ABACE
to the architects, this “stands for ‘high’ or ‘above.’” The duo plumbed Chinese history to create “the team buildings arranged like pavilions in a lake to resemble the ancient Yuyan-Garden in Shanghai.” Use of private aircraft in the motor racing world is nothing new, and many participants are long-time aircraft owners and charterers, including Nascar drivers and team owners. PC-24 Sales Reps
Here at ABACE, Pilatus announced that it appointed new sales and service representatives for the PC-24. The new representatives include Pilatus Centre
Canada in Thunder Bay, Ontario, which will provide PC-24 sales and service for all of Canada. In Warsaw, Poland, J.B. Investments will offer PC-24 sales and service in its home country, plus Estonia, Lithuania and Latvia. OK Business Aircraft of Pribam, Czech Republic is the PC-24 sales and service center for the Czech Republic, Slovakia, Hungary, Slovenia, Croatia, Serbia, Montenegro, Former Yugoslav Republic of Macedonia, Bosnia and Herzegovina, Kosovo and Albania. In North America, Pilatus Center de Mexico, a Monterreybased PC-12 sales and service center since 2002, was selected to sell and service the PC-24 in Mexico. Pilatus will build three PC-24s for the flight test program. Certification and entry into service of the twinjet is scheduled for 2017. At next month’s EBACE show in Geneva, Pilatus will begin taking orders for the PC-24. o
Pilatus’s PC-12NG on display here, in Shanghai, appears in the livery of the Sauber Formula 1 auto racing team.
aircraft transactions seminar, and a cabin crew/flight attendants conference. “These three pre-convention seminars are designed to augment the education program taking place during EBACE 2014,” explained Mike Nichols, NBAA vice president, operational excellence and professional development. “Each of the meetings takes an in-depth look at a specific area of interest and offers an opportunity to delve deeper into the subjects.” New Layout
See you next year On this, the closing day of ABACE 2014, thoughts are already turning to next year’s running of the event. The 2015 version will take place right here, starting April 14 and closing out on April 16, just like this year.
The physical layout of the EBACE site is changing this year, Ed Bolen, NBAA president, told AIN at a reception during ABACE. He said that the long Hall 7 was not going to be used except to provide access to the aircraft static park, with the footbridge to this being moved much closer to the main halls. The Palexpo site has also been improved so that the main halls now encompass the open area previously occupied by helicopters, so these will now be inside. o
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DAVID McINTOSH
The European Business Aviation Conference and Exhibition (EBACE), which will take place from May 20 to 22 this year in the Palexpo Convention Centre at Geneva International Airport, is second only in the business aviation industry calendar to the NBAA Convention in the U.S. and serves as a particular focus for operators in Europe, the Middle East and Africa. It also takes place only about one month after ABACE in Shanghai (April 15 to 17), and is organized by NBAA (Booth H529) and the Brussels-based European Business Aviation Association (EBAA). EBACE organizers told AIN yesterday that at least 439 exhibitors–around half of them from Europe–have signed up, easily exceeding last year’s total of 294. The static display looks likely to feature more than 50 aircraft and some 12,000 industry professionals are expected to attend on the three main show days. “EBACE has proven to be the premier business aviation marketplace in Europe, and the best forum for promoting the industry,” said Kathleen Blouin, NBAA’s senior vice president, conventions and forums. On Monday, May 19, the day before the official opening, EBACE organizers are offering three all-day seminars: a safety workshop, an international
DAVID McINTOSH
by Ian Sheppard
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Demand for pilots, engineers prompts training upswing by Mark Phelps
国际飞行安全公司（FSI）的图形飞行甲板模拟机（如上图所示）仅用一种培训设备，为不同的机型提 供实时模拟。这些设备都配置了交互的飞机硬件重现，可以直接感触的培训。 Flight Safety International’s graphical flight-deck simulators (above) provide real-time simulation for different aircraft models in a single training device.The devices are equipped with interactive aircraft hardware reproductions that enable intuitive tactile training.
飞行员和技术人员的需求高 涨，促进培训行业蓬勃发展 作者：Mark Phelps
Business aviation continues to grow in China and the rest of the Asia region, and the demand for pilots and technicians is stronger than ever. With a generally accepted ratio of five qualified pilots required for each business jet in service, supplying training for those pilots–and the technicians who will service the aircraft–remains one of the industry’s more profound challenges. Training providers CAE (Booth P528) and FlightSafety International (Booth H112) have dedicated strategies to help meet those needs. While the majority of local ab initio pilots see the cockpit of an airliner as their office of choice, government restrictions on “importing” foreign pilots mean that a substantial portion of the business aviation workforce must come from homegrown sources. Last year, CAE installed its first Gulfstream full flight simulator in Shanghai, “to better address demand emerging from the growing China market and surrounding Asia region,” according to a spokesman. CAE cites a positive outlook for business aviation training in Asia. “Over the past five years alone, Asia’s business aviation fleet doubled, while China’s fleet was multiplied by three. We expect Asia’s share of the global fleet to continue to grow, and our plan is to continue to deploy simulators where best suited, in order to address market demand,” the spokesman told AIN. The Civil Aviation Administration of China (CAAC) requires all training
公务航空业在中国及亚洲其它地方持续增长，对飞行员和技术人员的需求也出现空 前的高涨。一般公认的比例是，一架服役的公务机配备五名合格的飞行员，然而，为这 些飞行员以及为飞机提供服务的技术人员提供培训，一直是该行业面临的极大挑战。 培训供应商 CAE（展位号 P528）和国际飞行安全公司（展位号 H112）已制定策 略来满足这些需求。大多数当地初级飞行员选择将驾驶舱作为他们的办公室，而政府 限制“进口”飞行员的规定意味着相当大比例的公务航空人员必定出自本地人。 去年，CAE 在上海安装了第一架湾流全功能飞行模拟机，“其目的是为了更好 地解决逐渐扩大的中国市场和周边亚洲地区市场的需要，”一位发言人表示。CAE 对亚洲的公务航空培训持有积极态度。该发言人对《国际航空新闻》的相关人员 说：“仅仅过去五年，亚洲的公务航空机队的数量就翻了一倍，而中国的机队数量 则翻了三倍。我们希望亚洲在全球机队数量的占有比例持续增长，而我们的计划 就是为了满足市场的需要，在合适的地方继续提供模拟机培训。” 中国民用航空局要求所有的培训材料都必须翻 译成普通话，这对于该项目来说是一个严峻的挑 战，因为培训材料包含大量的纸质及网上资料。 此外，中国飞行员教官必须拥有超过 100 小时的 时间，在他们所指导的飞机类型上担任机长。这 美捷 对培训供应商来说是一个挑战，CAE 报道称其现 在有三名本地的 G450/550 飞行员教官在公司的上 海设备基地工作。 目前，CAE 计划动用欧洲、中东及北美的设施 来满足亚洲对其他机型的培训需求。该公司去年 在阿姆斯特丹安装了一台全球视野模拟机，并计 划今年不久后在迪拜安装另外一台，这两台模拟 机都将为亚洲客户提供服务。此外，还有另外两 台 G450/550 设备在英国伯吉斯山，德克萨斯州 的达拉斯，这几台设备都将惠及亚洲客户。猎鹰 7X 模拟机将于明年部署到位，地点尚未确定。猎 鹰 7X 因其在航程远，燃料效率高，在亚洲市场 需求广阔。 CAE 并没有忽略中国和周边地区对公务航空 机队的维修服务的需要。“一直以来，CAE都 在为中国及太平洋地区各种各样的机型提供公务 航空维修服务，其中包括：[巴西航空工业公司] 飞鸿300；[达索航空]猎鹰 7X，900EX EASy 和 2000EX EASy；以及[庞巴迪航空公司] 环球快车 等等。理论课程通常都是在客户所在的地方，这 样的话，可以减少操作工及 维护、修理和操作人 国际飞行安全公司（FSI）正努力在亚洲招募本地飞行员教官。去年，两名中国教官加入了香 员（MROs）的差旅费，同时缩减他们的机组人员 港的湾流项目，该项目运营着一架 G450/550 模拟机。 的停机检修时间，”该发言人表示。不过，有的客 FSI is making efforts to recruit local instructors in Asia and last year added two Chinese instructors 户选择将他们的技术人员送往 CAE 在欧 美捷 u to its Gulfstream program in Hong Kong, where it operates a G450/500 simulator.
10 ABACE Convention News • April 17, 2014 • www.ainonline.com
materials to be translated into Mandarin, a daunting challenge for programs that include vast volumes of printed and online material. In addition, Chinese instructor pilots must have at least 100 hours logged as pilot-in-command on the aircraft type for which they are instructing. This has proved a challenge for training providers, and CAE reports it currently has three local G450/550 instructor pilots working at its Shanghai facility. At present, CAE plans to address Asian training needs for other aircraft types with facilities located in Europe, the Middle East and North America. The company installed a Global Vision simulator in Amsterdam last year and plans to deploy another in Dubai later this year, both of which will serve Asian customers, said the spokesman. Simulators have been added for the Challenger 604 in Amsterdam; and two more G450/550 devices are now in Burgess Hill, UK, and Dallas, Texas, all of which will benefit Asian customers. A Falcon 7X simulator is due to be deployed next year in a location to be determined. With its range and fuel efficiency, the 7X has found a fertile market in Asia. CAE has not ignored the maintenance needs of the business aviation fleet in China and the surrounding territories. “CAE has been providing business aviation maintenance training in China and the Pacific Rim for various aircraft types: [Embraer’s] Phenom 300; [Dassault’s] Falcon 7X, 900EX EASy and 2000EX EASy; and [Bombardier’s] Global Express, to name a few. “Theoretical courses are often delivered at the customer site to help the operators and MROs reduce their travel costs and minimize downtime for their technical staff,” said the spokesman. But some customers do choose to send their technicians to CAE’s facilities in Europe and North and South America. Customers with a minimum of four participants are welcomed to host CAE training sessions at their own facilities. FlightSafety in Hong Kong
Meanwhile, FlightSafety International has also experienced strong demand for its single Gulfstream G450/550 simulator in Hong Kong. Installed in February 2012, the simulator saw double the usage in 2013, according to FSI senior vice president David Davenport. “Activity in Hong Kong has been very strong,” Davenport told AIN. Still, the company does not have plans at this time to add new business aviation simulators in the region,
Continued on page 12 u
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洲、北美及南美的培训中心。拥有四名以上参与者的客户可以在他们自己的设施 基地开展 CAE 培训。 香港的国际飞行安全公司 与此同时，国际飞行安全公司（FSI）在香港的单翼 湾流 G450/550 模拟机 也面临非常强劲的需求。国际飞行安全公司的高级副总裁 David Davenport 表 示 ， 该 模 拟 机 于 2012年 安 装 ，2013年 的 使 用 量 已 翻 番 。“ 香 港 的 需 求 非 常 大， ”Davenport 告诉《国际航空新闻》的相关人员。然而，该公司目前尚没有在 该区域增加新的公务航空模拟机的计划，而是将重心放在区域航空培训方面， 例如，东京的 Q400 模拟机的区域航空培训。“我们不久前在中国卖掉了一架 [空中客车]A320 模拟机，”Davenport 表示。 Davenport 表示，国际飞行安全公司（FSI）非常看好该区域的公务航空培训，不仅 是中国，还包括新加坡、马来西亚和澳大利亚。他说，两年前开始了湾流模拟机的培 训，初期计划是引进外籍飞行员教官，任期两年。Davenport 表示，希望他们能够续签 合约，事实上，“首届任期于12月份已到期，其中六七个人又续签了一年合约。” 鉴于CAE 的项目面临很多与中国民用航空局相同的规定，国际飞行安全公司 （FSI）也努力招募本地飞行员教官。去年，该公司的湾流项目新增了两名本地 飞行员教官，Davenport 很高兴地报道称还有两名香港市民加入了该团队。 国际飞行安全公司 （FSI）同时也在积极地为欧洲、北美和中东地区的设施 基地为想要旅游的亚洲客户提供服务。当问到国际飞行安全公司 （FSI）会考 虑为太平洋地区增加哪些其它机型的模拟机时，Davenport 表示这个问题很难回 答。“事实上，旋翼模拟机有可能成为下一个我们为该区域增加的机型。 “中国市场一直火热，“Davenport 表示。”挑战时找到合格的飞行员。有许 多[为航空公司提供的]基础培训，不过，机长、飞行员教官的需求很大。中国还 未获准多组员飞机驾驶员执照（MPL），不过，中国看起来好像会遵照欧洲航空 安全局（EASA）的模式。 维护项目 至于维护项目，国际飞行安全公司（FSI）为当地的亚洲技术人员提供现场 培训。国际飞行安全公司（FSI）在乔治亚州的萨凡纳以及加利福利亚周的长滩 的设施基地为公司人员提供培训。大多数培训通过与日本Haikau 的汉莎技术公 司签署协议提供。国际飞行安全公司（FSI）制定培训课程，并为汉莎技术公司 负责将飞机维护知识传授给当地亚洲客户的教员提供培训。国际飞行安全公司 （FSI）与 普拉特·惠特尼加拿大公司签署协议，在北京、新加坡和澳大利亚布 里斯班提供飞机动力装置的培训。 CAE 和 FSI 都认为中国的经济政治环境对公务航空起到促进作用。通用航 空飞行计划的限制已放松，飞机场和航路基础设施都在提高，零部件和其他必 需品的税收及责任都在减缓，固定基地运营（FBOs）网络和维护、修理和操作 （MRO）设备的数量似乎每年都在飞快地增加。由于商用喷气飞机的运营限制 解除，该需求将会变得更大，而随着这一需求的增大，用于对飞行员和技术人员 o 进行培训的本地培训设施的需求也将持续增长。
CAE 有三名本地湾流 G450/550 飞行员教官在公司上 海中心提供模拟机训练。
Training upswing uContinued from page 10
focusing on regional airline training with its Q400 simulator in Tokyo, for example. “We recently sold an [Airbus] A320 simulator in China,” said Davenport. FSI does have a strong focus on business aviation training in the region, said Davenport, not just in China but also in Singapore, Malaysia and Australia. Having started with the Gulfstream simulator two years ago, he said, initial plans called for bringing in foreign instructors for twoyear commitments. It was hoped they might sign on for additional time, and in fact, Davenport said, “The initial commitment expired in December and six of seven of them added another year to their deal.”
Airbus showcases airliner-size business jet Airbus is here at ABACE highlighting the cabin features of its ACJ319, which the OEM feels is particularly well suited to Asian needs. Approximately 25 ACJs (the ACJ319 being only one of the models Airbus is offering as a business jet) are based in the Asia Pacific region. “We have the highest and tallest cabin, [which] visitors can see for themselves,” Airbus marketing director David Velupillai told AIN. This means passengers and crew can move translates into easily throughout the cabin and it allows unencumbered ingress and egress, he said. In addition, the width of the fuselage allows the installation of a relatively large circular table, popular in Asian cultures, while permitting room for a side aisle. Airbus (Chalet 5) is offering other layout features with Asian customers in mind. “We have delivered an aircraft with a karaoke bar,”
Velupillai said. He also thinks the capability of carrying a large group of people is attractive to Chinese customers. This is not contradicting the need for privacy, as the Comlux ACJ319, for instance, has two private rooms–which can be used either as offices or bedrooms– in the aft part of the cabin. “Our customers want to take their usual elegant surroundings into the air, as well as the people that go with that–a nanny, a business advisor, a chef and so forth. With an aircraft the size of an ACJ, they can take their lifestyle with them,” Velupillai said. He emphasized that Chinese customers are very keen on buying modern products, hence the attractiveness, he believes, of a fly-bywire aircraft. Buying an Airbus also means that the owner will have access to a dense, global network of maintenance specialists–virtually everywhere it flies to. “About half of Airbus operators have fewer than five aircraft, so we are used to taking care of small fleets,” Velupillai added. He mentioned that ACJ319s are flying with Thailand’s and Malaysia’s governments, and two others are operated by Australia-based Skytraders. Unlike other business jet makers, Airbus seems happy with the Indian market, where it has several customers, including Reliance Industries. In China, operators include Deer Jet, China Eastern Executive, Beijing Airlines, China Sonangol and Hong Kong-based BAA Jet Management. An ACJ319 typically carries up to 19 passengers and has a 6,000-nm range. The list price of an ACJ319, including a typical VIP cabin, is $87 million. One example of an Airbus-approved cabin outfitter in the Asia Pacific is Xiamen, Chinabased Taeco. –T.D.
12 ABACE Convention News • April 17, 2014 • www.ainonline.com
CAE has three local Gulfstream G450/550 instructor pilots providing simulator training at its Shanghai facility.
Faced with many of the same CAAC regulations as CAE’s program, FSI also launched efforts to recruit local instructors. It added two Chinese instructors last year to the Gulfstream program and Davenport was pleased to report two more Hong Kong citizens have joined the team. FSI is also active in delivering training at European, North American and Middle East facilities to serve Asian customers who are willing to travel. Asked about what simulators for other aircraft types FSI would consider adding in the Pacific Rim, Davenport said it was tough to say. “Actually, a rotorcraft simulator might be the next one we bring to the region,” he said. “China continues to be a hot market,” said Davenport. “The challenge is finding qualified pilots. There is a lot of ab initio training [for airlines], but there is a need for left seat, PICs [pilot-in-command]. China has not yet embraced the MPL [multi-crew pilot license]. But it looks like China will follow the EASA model.” Maintenance Programs
As for maintenance, FSI also conducts on-site training programs for local Asian technicians. FSI trains its personnel at Gulfstream’s Savannah, Georgia, and Long Beach, California facilities. Much of the training is delivered through an agreement with Lufthansa Technik in Haikau, Japan. FSI creates the syllabus and trains the Lufthansa Technik teachers who then transfer the skills to local Asian customers. FSI also provides powerplant training in Beijing, Singapore and Brisbane, Australia, through an agreement with Pratt & Whitney Canada. CAE and FSI both view the economic and political situation in China as improving for business aviation. Restrictions have been relaxed on general aviation flight plans, airport and airway infrastructure are improving, taxes and duties on parts and other essentials have eased and the network of FBOs and MRO facilities seems to be gaining greater critical mass every year. As the limits on business jet operations are lifted, the demand will grow ever stronger. With that demand, the need for local training facilities for pilots and technicians will continue to increase. o
喷气机支持系统股份有限 公司联合中国公务航空集 团打造全方位服务 作者：Mark Phelps 随着亚太地区商务喷气机数量的增长，相应的维护需求也 随之增长。而随着市场日臻成熟，诸如北美地区喷气机支持 系统股份有限公司（JSSI）提供的保障性维护方案日渐被各航 空营运商所接受。毫无疑问，JSSI是最知名的第三方维护服务 提供商之一，而通过与中国公务航空集团成立合资公司，JSSI 正在亚洲打开市场。 也许有人对JSSI的商务模式并不熟悉，事实上，JSSI为飞机 拥有者及营运商提供各个层次的全方位维护服务，具体包括针 对引擎、机身、以及各项常规及非常规维护服务。更高端的服 务将囊括更全面的服务，其收费也会相应提高，具体收费按照 每月、飞行小时、或二者综合进行计算。JSSI的标志性“全方 位”服务是其服务范围最广的服务项目，并且在飞机意外停 场的状况下提供引擎出借及附带升降梯租赁。 JSSI商业发展战略副总裁Kevin Thomas对国际航空透漏 说，JSSI是基于多种原因才选择与中国公务航空集团进行合作 的。中国公务航空集团成立于2010年，并且在公务航空领域 成绩斐然。Thomas说： “廖学锋先生（中国公务航空集团总裁 兼CEO）在亚洲及世界其他各地有着丰富的行业经验，深谙公 务航空领域的商业理念，这是对我们的良好补充。 ”除与JSSI 的合作之外，中国公务航空集团还提供土耳其包机、经纪、管 理、及保险服务。 J S S I 在 中 国 已 经 达 成 4 0 个 独 立 合 同 ，在 亚 洲 则 签 订 了 多达150个独立合同。“大多数合同是在过去三四年内签订 的，”Thomas提到。作为独立的服务提供商，JSSI的服务事实 上覆盖了所有的商务喷气机、以及涡轮螺旋桨飞机型号，包 括引擎、机身、及副主供电设备（APU）。这表明JSSI能够触及 本地区市场最便捷及最具性价比的服务资源。 Thomas还举例说，客户可以去香港、新加坡（很大程度上被 湾流产品所吸引）、或选择该地区的其他最契合起身需求的供 应商。对于宽体商务喷气机营运商来说，JSSI的维护部门随时 可供使用。 物流问题 当然，挑战仍然是存在的。Thomas表示针对零部件的海关 费用及进口税在经济和物流方面都是一个负担。“低关税下进 口零部件是很难实现的”，Thomas如是说。近来的政策松动 已经缓解了这一困境，另外航空管制的放松也是助力之一。 不 过 还 有 其 他 的 物 流 问 题 。J S S I 技 术 执 行 副 总 裁 M a r k Winzar提到：“相关的维护服务及要求和西方市场并没有多大 区别，问题在于达到要求所需的基础设施及技术手段。” “举例来说，如果需要在中国更换一部引擎，我们需要： 首先，找到符合要求的辅助设施；其次，安排团队来实地完成 更换工作；最后，保证更换工作中各项工具及设施的物流问 题。可以想象得到，比之于在市场更加成熟的欧美，在中国进 行此项工作要复杂许多，更不用说由此产生的额外费用。” 纯粹的例行检查也可能导致问题。Winzar举例说：“香港地 域狭小，所以根本不能指望在没有提前计划的情况下很好地 完成维护工作。维护工作位需要提前预定，这与其他更成熟 的市场相比是很具有挑战性的。” 另外一个问题是低使用率。Winzar提到：“客户购买的飞 机本应每年飞行400到500小时，但实际上可能仅飞行250小 时。”JSSI的合同要求基本的最低使用率，如果不能满足这一 要求，则可能需要额外的低使用率检查。在某种情形下非例 行维护的风险可能会激增，Winzar表示。“一架飞机一年飞行 200小时，次年飞行75小时，之后一年重新飞行200小时，这 对我们来说并不是问题。但如果飞机的使用率太低，那么一定 要谨慎维护。” Thomas说，JSSI对亚洲市场的渗透可被视为一个商业风向 标。鉴于JSSI的角色，该公司在该市场的活跃程度能够反映 该地区公务航空市场的繁荣与否。截至目前，JSSI及其战略伙 伴中国公务航空集团已经取得了一定的成功，Thomas说。他还 表示时间会证明基础设施的进步、政治环境的改善、及不断 的经济发展将会在多大程度上促进中国及亚洲其他地区公务 航空市场的扩张。 o
JSSI在2013年下半年在中国举办了公务飞行管理及维护会 议，该会议只能凭邀请函参加。为期三天的大会吸引了60名 参加者，大会还针对维护服务对成本控制及转售价值的提升 做出了详尽报告。在会上，JSSI 设立了大中华区大奖，用于 奖励在管理、财务、租赁、及维护方面表现突出的公司，具 体的优胜者将在亚洲公务航空会议和展览会上宣布。
JSSI hosted an invitation-only Management and Maintenance Business Aircraft Conference in China in late 2013. The three-day event attracted 60 attendees and included a detailed analysis of how maintenance service programs help control costs and enhance resale value. At the conference, JSSI established its Choice Awards for “the Greater China region,” honoring the best companies in management, finance/leasing and maintenance; the winners will be announced here at ABACE.
JSSI and CBA Group offer tip-to-tail coverage by Mark Phelps As the number of business jets in the Asia Pacific region continues to grow steadily, so does the need for regular maintenance. As the market matures, operators are seeing the value of guaranteed maintenance plans such as those provided by Jet Support Systems Inc. (JSSI) in North America. JSSI is certainly among the best-known third-party maintenance plan providers, and it is making its presence known in Asia through a joint venture with the China Business Aviation Group (CBA Group). For those not familiar with the business plan, JSSI offers different levels of maintenance coverage for aircraft owners and operators. The plans cover engines and airframes, as well as systems for scheduled and unscheduled maintenance events. The more comprehensive the plan, the more it covers, with corresponding increases in cost per month, flight hour or a combination of both. JSSI’s signature “Tip to Tail” program is its most inclusive, and includes coverage for items such as loaner engines and supplemental charter lift in the event of an unexpected “aircraft on ground” (AOG) situation. Kevin Thomas, JSSI senior vice president of business development and strategic planning, told AIN the company chose to align itself with CBA Group for a number of reasons. CBA Group was founded in 2010 and has a solid background in business aviation best practices. Thomas said, “Jason Liao [CBA Group president and CEO] has been in the industry a long time, both in Asia and abroad. He understands how business aviation runs. It’s a good fit for us.” Besides its cooperative arrangement with JSSI, CGA Group also provides
14 ABACE Convention News • April 17, 2014 • www.ainonline.com
turnkey air charter, broker, management and insurance services. JSSI has established as many as 40 individual contracts in China, and a total of up to 150 in Asia. “Most have been signed in the past three to four years,” said Thomas. Being an independent provider enables JSSI to cover virtually all makes and models of business jets and turboprops, including engines, airframes and auxiliary power units (APUs). That means that JSSI can tap the most convenient and cost effective source of service in the region. For example, Thomas said, customers can go to Hong Kong, Singapore (particularly for Gulfstream service) and other vendors in the region as best fits their needs. For operators of airlinerbased widebody business jets, airline maintenance departments are also available for service. There are challenges to be met, however. The customs and import duties on parts can be an economic and logistical burden, said Thomas. “It can be tough to import parts without significant duty charges,” he said. Recent softening of restrictions has helped, as has loosening of airspace restrictions. Logistical Issues
There are other logistical issues as well, Mark Winzar, JSSI vice president of technical operations, said, “Maintenance events and requirements are not really any different from what we see in Western markets, the challenge is the infrastructure and expertise to complete the required maintenance. “As an example, if you need to do an engine change in China we’ll need to (a) find a facility that has capability to support,
(b) arrange for a field service team to actually complete the job and (c) ensure all the logistics such as tooling have been arranged and will coincide with the planned event. As you can imagine, this is a lot more challenging than doing a simple engine change in a mature market such as the U.S. or Europe, not to mention the additional costs incurred.” Simple scheduled inspections can also prove challenging. As an example, said Winzar, “Hong Kong is very limited for space, so expecting due maintenance to be completed quickly without planning and forewarning is nigh on impossible.” Maintenance slots need to be scheduled and this, again, is challenging compared with mature maintenance markets. Another issue is low utilization. Winzar said, “Customers are buying a large aircraft that is meant to fly 400 to 500 hours a year, and it may be flying only 250 hours.” JSSI contracts call for a minimum utilization requirement. If that figure is not met, additional low-utilization inspections can be needed. “The risk for unscheduled maintenance spikes at a certain level,” said Winzar. “It’s not an issue for us if an aircraft flies 200 hours one year, 75 the next and back up to 200. But if it’s not being used much, it has to be preserved properly.” JSSI’s penetration in the Asian market can be seen as a business indicator, according to Thomas. With the role it plays, the company’s level of activity in the region is a measure of the level of business aviation activity. To date, JSSI and its strategic partner, CBA Group, have been modestly successful. “The OEMs are projecting increases of 1,000 aircraft in the region in the next 10 years,” said Thomas. He added that time will tell if infrastructure improvements, bureaucratic relief and continued economic growth will create opportunities for business aviation expansion in China and the rest of the Asian region. o
Arinc, Rockwell Collins outline bizav synergies by Ian Sheppard
Finding Synergies
The new division combines Arinc with the U.S. avionics specialist’s flight services business, which is located in Houston and includes the Ascend brand. IMS will be based at Arinc’s headquarters in Annapolis, Maryland, and will “connect the aviation community,” stated Standerski. For example, it has Avinet, Globalink and other services, which are all now under one umbrella, providing opportunities to find synergies. He explained that one of the key synergies is that in the area of business aviation flight-support services IMS has brought together the capabilities of Arinc Direct (Booth H230) and Rockwell Collins Ascend. Monte Bolt, director Asia Pacific, Arinc Direct, said, “Rockwell Collins’ acquisition of Arinc Direct will provide corporate flight departments with the most comprehensive solution available for managing flight operations. Operators will have the most complete, yet simple to use, suite of flight operational tools from one proven source, which integrates best-inclass worldwide flight planning, trip support, fuel and marketleading FOS scheduling and dispatch software.
“All of this is accessible from the back office, on mobile devices–including iPads–or from
ALL FRACTIONAL AIRCRAFT OFFERED BY NETJETS® IN THE UNITED STATES ARE MANAGED AND OPERATED BY NETJETS AVIATION, INC. ALL FRACTIONAL AIRCRAFT OFFERED BY NETJETS EUROPE ARE OPERATED, MAINTAINED, AND CREWED BY NETJETS TRANSPORTES AÉREOS, SA , A PORTUGUESE/EU AIR CARRIER. MARQUIS JET PARTNERS, INC. SELLS THE PRIVATE JET TRAVEL CARD. PRIVATE JET TRAVEL CARD FLIGHTS ARE OPERATED BY NETJETS AVIATION UNDER ITS 14 CFR PART 135 AIR CARRIER CERTIFICATE. NETJETS INC. HAS ESTABLISHED A JOINT VENTURE WITH CHINESE PARTNERS, AND THIS JOINT VENTURE IS PURSUING CERTIFICATION BY THE CIVIL AVIATION AUTHORITY OF CHINA TO PROVIDE PRIVATE AVIATION SERVICES USING BUSINESS JET AIRCRAFT. ©2013 NETJETS INC. ALL RIGHTS RESERVED. NETJETS, MARQUIS JET AND MARQUIS JET CARD ARE REGISTERED SERVICE MARKS.
ABACE represents one of the first major business aviation shows where Arinc, best known to the sector for Arinc Direct, can openly call itself part of Rockwell Collins (Booth H514) since the acquisition due-diligence process was completed on December 23 last year. Jeff Standerski, a 25-year veteran of Rockwell Collins who is heading up the new Information Management Systems division of the company, said IMS would “represent 12 percent of Rockwell Collins’ total revenue” and is the company’s third business unit, alongside commercial and defense. “The acquisition gets the balance back, commercial versus defense,” he said. The sector-split will be business aviation 22 percent, airports 21 percent, airline 42 percent and rail/security 16 percent, with 55 percent of the business domestic U.S. and 45 percent international. Meanwhile, total IMS revenues for 2014 are expected to be around $600 billion.
the aircraft itself via data link and [Inmarsat] SwiftBroadband. With a single account and a personalized login, users will be able to access all of these services and more, which will dramatically improve the operational efficiencies, Bolt said. “This is very important for the corporate flight departments that are emerging in
Asia Pacific as this highly integrated solution, along with sales and support strategically located globally, will enable the flight departments to keep their focus on developing their business versus piecing together a less complete solution from various vendors. We encourage ABACE attendees to visit the Rockwell Collins
or Arinc Direct booths to talk more at length about how we can help them develop a solution to meet their individual needs,” he added. The combined company is involved in a significant number of activities in the Asia Pacific region; for example, it is the exclusive provider of air-to-ground VHF in China and Thailand. o
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www.ainonline.com • April 17, 2014 • ABACE Convention News 15
BARRY AMBROSS
The prospects for the rotorcraft industry in China are auspicious as is evidenced by the 20-percent growth of the fleet in the country last year, as well as increasing interest from local companies in producing their own aircraft. Tianjin-based Avicopter displayed models of its designs (above) at the Heli-Expo show in the U.S. this year. At left, a Robinson Helicopters R44 Raven I; the U.S. company accounts for 102 helicopters operating in China.
中国旋翼飞机行业具有非常光明的前景，去年中国旋翼飞机行业规模增长20%，中国本土企业对自行 生产飞机的兴趣也在日益增长。总部位于天津的中航直升机公司今年参加了美国Heli-Expo直升机展， 展示了自己设计的机型（见上图）。左图是一架罗宾逊Helicopters R44 Raven I，这家美国直升机公司 在中国市场的销量达到102架。
中国为飞速增长的直升 机行业开放领空 作者：Amy Laboda & Charles Alcock 中国旋翼飞机行业对政府放松直升 机运营管控期待已久，如今终于梦想成 真，行业前景看起来一片光明。根据亚 翔航空2月份发布的最新一期《大中华区 民用直升机机队报告》，去年整个行业 的规模（共计465架直升机，其中424架 在中国大陆运营）增长了20%。这家总 部位于香港的公司推测2014年行业增长 仍将达到20%，该推测依据于该地区的 直升机实际订单，今年年底大中华区民 用直升机的总数量将超过550架。 中国最大的民用直升机用户是石油和 天然气行业。渤海湾、中国东海和南海 的石油平台都在使用直升机服务，分析 家认为西科斯基（Sikorsky）S-92和空中 客车EC225等 直升机未来的市场需求仍 将增长。 在北京、上海和香港，直升机被交 通运输部和政府飞行服务队用于警方支 持、EMS服务和特别行政区服务。中国 许多地区，如北方的黑龙江省，已经为 私人直升机开放了领空，也允许相关培 训，民用直升机的市场需求有望增长。 中国世界直升机协会（China World Helicopter Association）总会长罗悠真近期 公布了一份商用直升机运营线路的规划， 该线路连接环渤海湾的主要城市，包括天 津－大连（380公里）、大连－青岛（320 公里）、天津－青岛（430公里）。罗悠
真预计乘坐AW139或可载15名乘客的类 似直升机的单程费用约为350美元。这项 计划的推出时间是2016年，跟中国政府开 放更多领空的时间表相呼应。 根据亚翔航空的报告，空中客车 直升机公司（原欧洲直升机公司）目前 是中国旋翼飞机市场最主要的供应商， 它 拥 有 26%的 市 场 份 额 （ 121架 飞 机 ） 。罗宾逊直升机公司的中国市场销量为 102架，之后是贝尔直升机（74架）、 施瓦泽直升机（52架）、西科斯基直升 机（41架）和阿古斯特维斯特兰直升机 （31架）。虽然按飞机数量西科斯基仅 占据9%的市场份额，但按重置成本却占 据30%的市场份额。去年贝尔直升机在大 中华区的市场份额增长了32%。现在中国 市场上最常见的旋翼飞机有贝尔407s、 贝尔406s、空中客车直升机AS350S。 中国民用航空总局和解放军在2013 年开放了中国一部分地区的低空空域， 并宣布将于2015年开放全国范围的低空 空域。两家机构还推出了新规，废除了 通用航空许多运营领域需要获取军方许 o 可的规定。
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China opens airspace for growing helicopter fleet by Amy Laboda & Charles Alcock With some long-awaited relaxation of the rules governing helicopter operations in China, prospects for the rotorcraft industry at last seem to be firming up. Last year the entire fleet (465 helicopters, 424 based in Mainland China) grew by 20 percent, according to the Asian Sky Group, which in February published the latest edition of its Greater China Civil Helicopter Fleet Report. The Hong Kong-based company’s projection for 2014 growth is 20 percent again, based on actual orders placed for helicopters in the region, bringing the total number of civil helicopters to more than 550 by the end of the year. The largest user of civil helicopters in country is the oil and gas industry. Helicopters service the Bohai Bay, East China Sea and South China Sea oil platforms on a daily basis, and analysts see demand for helicopters such as the Sikorsky S-92 and Airbus EC225 in the future. In Beijing, Shanghai and Hong Kong helicopters are being used as part of Ministry of Transportation and Government Flying Services, supporting police, EMS and SAR in those regions. As more areas, such as Heilongjiang province in North China, are opened for private helicopter and training operations it is expected that civil demand will grow. China World Helicopter Association’s director general Luo You Zhen recently published a plan for commercial helicopter routes linking Chinese
cities in the Ring Bohai region, starting with Tianjin and Dalian (236 miles/380 km); Dalian and Qingdao (199 miles/320 km); Tianjin and Qingdao (267 miles/430 km). Expected fares in an AW139 or similar 15-passenger helicopter are estimated to be around $350 oneway, according to Lou. The timeline for the project is keyed to correspond with the opening of more airspace for helicopters in 2016. According to the Asian Sky report, Airbus Helicopters (formerly Eurocopter) is the leading rotorcraft supplier in China today with a 26-percent market share (121 aircraft). Robinson accounts for 102 helicopters, followed by Bell (74), Schweizer (52), Sikorsky (41) and AgustaWestland (31). While Sikorsky holds only a 9-percent market share in terms of aircraft numbers, it represents 30 percent in replacement value. Last year, Bell increased its fleet in Greater China by 32 percent. The most numerous rotorcraft in China today are Bell 407s, Bell 406s and Airbus Helicopters AS350s. During 2013, the Civil Aviation Administration of China and the People’s Liberation Army opened up lowaltitude airspace in some regions of China and announced plans to make this change across the country in 2015. The two agencies also introduced new rules that do away with the need to have military approval for many categories of general aviation operations. o
Through investment funding by China Aviation Industry General Aircraft (Caiga), Duluth, Minnesota-based Cirrus has pressed forward with its Vision SF50 single-engine jet program.
March, the piston-engine airplane manufacturer announced the maiden flight of its first conforming Vision SF50 light jet, a type the company expects will enter service next year. Cessna JV
Rand study examines China’s OEM influence by Bill Carey China’s commercial aviation manufacturing sector is challenged to match Boeing, Airbus, Bombardier and Embraer in building large passenger jets. But it faces brighter prospects in building general aviation and business aircraft, according to a Rand study released last month. While Chinese and Western manufacturers have entered into joint-venture partnerships to build the indigenous Comac C919 and ARJ21 passenger jets,
the country is “buying its way into the international market” for general aviation (GA) aircraft, states the study (The Effectiveness of China’s Industrial Policies in Commercial Aviation Manufacturing). It cites as examples the 2011 acquisition of U.S. manufacturer Cirrus Aircraft by China Aviation Industry General Aircraft (Caiga) and Caiga’s 2012 joint-venture signing with Cessna to assemble the Citation XLS+ in China. Aviation Industry Corporation
of China (Avic), the country’s largest aircraft manufacturing concern, joined with the Guangdong provincial government in July 2009 to form Caiga, and “organizationally it may be the most modern of the Avic direct subsidiaries,” the study authors say. “Avic, with the assistance of the Chinese government, has embarked on an ambitious program of developing China’s general aviation manufacturing capabilities through…Caiga.” By acquiring Cirrus, Caiga gained access to its manufacturing and research and development capabilities, although U.S. regulators signed off on the deal only after gaining assurances that Cirrus would continue manufacturing in Duluth, Minn. In
Under Caiga’s joint venture with Cessna, sealed at Airshow China 2012, Cessna’s Wichita factory will provide Citation components, parts and subassemblies to Caiga for final assembly in Zhuhai and delivery to Chinese customers. “Caiga is intent on learning manufacturing technologies associated with assembling the Citation and bringing an increasing share of the assembly work to China,” the Rand study states. “Cessna’s interest in the joint venture is driven in part by the potential of Avic to assist in inducing regulatory changes in China concerning use of airspace and flight notification times that would make purchases of corporate jets more attractive in China.” Harbin Aircraft Manufacturing, another Avic subsidiary, formed a joint venture with Embraer to assemble ERJ 145 regional jets in December 2002, and delivered its first jet in February 2004. “However, the venture struggled from the start” and managed to deliver only 41 jets over seven years before production ended in April 2011, the study authors say. In 2012, the companies announced the
conversion of the Harbin facility to assemble Embraer’s largecabin Legacy 650. Last August, the first Legacy 650 built in China completed its maiden flight. Lack of deep experience in the GA sector may be Caiga’s greatest challenge, the Rand study postulates. Other than its relationships with foreign manufacturers, the company has produced just one airplane with a substantial service record: the Shijiazhuang Y-5B biplane, based on a Soviet design. Aircraft types under development in Zhuhai include designs purchased from kitplane manufacturer Epic Aircraft, of Bend, Ore., during its 2009 bankruptcy reorganization. “As uncertified amateur kit planes, these designs require substantial development before they can enter commercial service,” according to Rand. China’s overall commercial aviation industry more than doubled its sales between 2005 and 2010, according to the study, which cites the China Civil Aviation Industry Statistics Yearbook as its source for revenue figures. The industry remained domestically focused. In 2010, it generated $16 billion in sales, of which 13 percent were from exports. It employed 254,844 workers, just 20,454 more than in 2005. o
Embraer posts a strong first quarter by Gregory Polek Embraer delivered 20 business jets during the first quarter of this year, compared with just 12 during the same period a year earlier. The 66-percent increase in deliveries in the company’s executive jet business accompanied an increase in its overall firm-order backlog from $18.2 billion to $19.2 billion during the quarter,
driven mainly by a firm order for 50 E2 E-Jets to India’s Air Costa during February’s Singapore Airshow. The business jet sales tally included three Phenom 100s, 14 Phenom 300s, two Legacy 650s and a single Lineage 1000. In an announcement made yesterday, Embraer also said that it delivered 14 E-Jet airliners
during the period for a decrease in that segment of three airplanes compared with the first quarter of 2013. This week, here at ABACE 2014 in Shanghai, Embraer is displaying a new Lineage 1000E large cabin jet, plus a Legacy 650 and a Phenom 300, shown here. o
DAVID McINTOSH
Embraer sold a total of 14 Phenom 300 light business jets worldwide in the first quarter of 2014.
power play
DAVID McINTOSH
The elegant simplicity of a turbine engine can be a beautiful thing. Here at ABACE, visitors have a close-up look at one of Pratt & Whitney Canada's finest. With each new generation of turbofans, general aviation achieves greater efficiency, lower emissions and more reliability.
www.ainonline.com • April 17, 2014 • ABACE Convention News 17
BARRY AMBROSE
The protocols of ICAO Annex 13, which deals with accident investigations, clearly details actions that should apply when an aircraft crashes or goes missing. The author maintains that these were not observed in the disappearance of Malaysia Airlines Flight 370, sister ship to the Boeing 777 seen here.
Safety expert calls for ICAO action in wake of MAS 370 disappearance AIN’s aviation safety consultant John Goglia, who has extensive experience in dealing with accident investigations and related regulations as a former member of the U.S. National Transportation Safety Board, gives his perspective on the disappearance of Malayasia Airlines Flight 370. In his view, flawed methods were adopted early in the search and the International Civil Aviation Organization needs to insist that its member states seek expert help from beyond their borders when faced with a tragedy of this magnitude. As I write, the whereabouts of the missing Boeing 777 operating as Malaysia Airlines Flight 370 en route from Kuala Lumpur to Beijing remains unknown. Almost from the beginning of what became a world drama, the disappearance of Flight 370 highlighted the problems that can arise when a small country inexperienced in accident investigations tackles the mammoth task of hunting for an airliner missing in a vast expanse of land and ocean.
While clues were scant, those that did emerge were not pursued promptly in the delay, and confusion and misinformation marked the early days of the investigation. From the very beginning, Malaysian officials were not forthcoming with information. Precious time was lost early on when officials did not share with investigators [including those from the U.S. National Transportation Safety Board (NTSB)] Malaysian military
radar data showing the aircraft turning off its route to Beijing. As a result, multi-national searchers spent days looking for the aircraft in the South China Sea between Malaysia and Vietnam, squandering untold resources and introducing a delay that surely added to the difficulties of locating the aircraft–a delay that could conceivably make it impossible ever to find the aircraft without the expenditure of extraordinary time and resources.
At a minimum, Malaysian officials were required to share all information promptly with U.S. investigators, who under International Civil Aviation Organization (ICAO) protocols had the right to all the data as the country of design and manufacture of the missing Boeing 777. In this case the investigation was hampered by the lack of an independent accident investigation board whose sole mission, in accordance with ICAO requirements, is to conduct an investigation to determine the probable cause and contributing factors of what occurred. Cooperative Effort Needed
Watching the delays in sharing information was frustrating to me as a former NTSB Member. My experience working on several air disasters crossing international borders is that no matter what the political positions of the various countries, when it came to accident investigations the experts worked together as though there were no borders. I can only imagine how frustrating it has been for current NTSB investigators. It has been particularly dismaying because the protocols for accident investigations that affect multiple countries are clearly spelled out in Annex 13 of ICAO, the chapter that deals with accident investigations. It seems to me that the framers of Annex 13 carefully considered all possible scenarios that could arise when an aircraft
rare bird
DAVID McINTOSH
DAVID McINTOSH
Airplanes with propellers are an unusual sight in Shanghai, even more rare if the propeller is driven by a piston engine. These ABACE visitors are having a good look at Beechcraft’s G58 Baron twin.
shanghai showers It would take more than a little rain to dampen the enthusiasm visitors showed at ABACE yesterday. Next year’s edition runs April 14 - 16.
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crashes or goes missing, and they addressed them to make it clear which country should be in charge of the investigation; which countries are expected to assist in any search; and which countries have rights to participate and receive information. Annex 13 even addresses how to treat a missing aircraft when you don’t know what has happened to it. Usually the state in which a crash happens is the country responsible for the accident investigation, regardless of the nationality of the owner or operator of the aircraft. In the case of a missing aircraft, Annex 13 provides that the state where the aircraft is registered is responsible, in this case Malaysia. Annex 13 also provides that the state of the aircraft’s design and the state of the aircraft’s manufacture (in both cases here the U.S.) are entitled to participate in the investigation and to have access to all information as soon as possible. Annex 13 even considers the possibility that a state might not be able to fulfill its obligations under ICAO or might not want to conduct an accident investigation. Annex 13 takes care of that situation, too, by specifically allowing a state to delegate responsibility for an accident investigation to another state, by mutual agreement. If any situation cried out for use of that delegation authority, it seems to me it was the disappearance of the Boeing 777 operating as Malaysia Airlines Flight 370. Unfortunately, the one factor that ICAO perhaps did not consider in drafting Annex 13 was a nation’s pride in seeking help from other countries. I believe that Malaysia’s reluctance in not immediately asking the U.S. and other countries with more expertise and experience in accident investigations for assistance had as much to do with misplaced pride as with lack of familiarity with such a massive investigation. So, while I see this accident as pointing out the need for ICAO to remind its member countries of their obligations in accident investigation, I also see an opportunity for ICAO to emphasize to smaller nations with less aviation accident expertise that asking for expert help from other countries is not a sign of weakness but a sign of strength. o John Goglia, a former member of the National Transportation Safety Board, is currently a safety consultant. He writes a monthly column and blog for AIN called “Torqued.” He welcomes your e-mails at gogliaj@yahoo.com.
Aerial odyssey brings a new look to ABACE by Mark Phelps career that includes flying bank checks, freight and jet charter Clark has been performing ferry flights since founding Windward with his partner Robin Leabman in early 2010. Welch flies ferry flights for the adventure of it. Her day job is running Abingdon Company, where she designs and markets aviation watches for women. It’s a halfmillion-dollar business that she started in 2006. Clark and Welch flew the Bonanza and Baron from Tracy to Hilo, Hawaii, a trip that took 12 hours, 54 minutes and was the longest leg of the trip without an alternate. They took off from Hilo for American Samoa, the longest leg of the trip in time at 15 hours, 32 minutes. The next stop was Pohnpei, Micronesia, 15 hours, 12 minutes’ flying
This Beechcraft Bonanza (foreground) and Baron (next in line at left) in the static display flew here from Wichita, Kansas, a voyage of more than 64 flight hours.
time; and then Guam, a “short” five hours, 48 minutes away. The final leg was Guam to Shanghai Hongqaio Airport, 14.5 hours on the wing. That included a hold of an hour and a half for the clearance to enter Chinese airspace to be sorted out. But, Welch said, once inside the country’s airspace, the handling from ATC was excellent. “It was just like flying in the U.S.,” she said, “except that altitude is given in meters, but that wasn’t too hard to figure out.” The arrival marked the first arrival of piston aircraft at the airport in recent memory. After ABACE the pair will continue to Japan, then to Taiwan where the Bonanza and Baron will be based for owner
DAVID McINTOSH
The piston-engine Baron twin and Bonanza single on display at the Beechcraft area of the static display did not arrive by magic or by freighter. The long trip from the factory in Wichita, Kansas, started a few weeks ago, and left the California coast on April 3. Ferry pilots Chelsea “Abingdon” Welch and Jerry Clark took off from Tracy, California (KTCY) where oversize fuel tanks were installed. The Bonanza held a total of 268 gallons, the Baron about 400. That meant that Welch and Clark were taking off at approximately 30 percent above maximum gross weight. Clark is co-founder of Windward Aviation, a ferry specialist that flies under contract with Beechcraft. With a long
Pacific China Aero Technology (PCA), an aircraft management and service company based in Beijing. Jessica Wang, executive, GA marketing and sales, said the aircraft are available for sale, if anyone would like to write a check here at ABACE. PCA has another Bonanza and Baron that will be coming in from Wichita within the next few months, and those will likely be based in mainland China. Wang said PCA believes there is a future for piston aircraft in the region, and the appearance of the Bonanza and Baron is one step in the journey to further stretch the airspace restrictions. “People will see these airplanes here at ABACE and recognize their potential,” she said.
“Possible customers may go back to other regions and ask officials about the possibilities of further expanding airspace.” The recent move to open up airspace up to 1,000 meters (about 3,200 feet) is a step in the right direction, Wang said, and the appearance of the two piston Beechcraft here at ABACE is another wedge in the move to further expand the utility of light aircraft. She envisions medical flights as a first step, hopefully followed by additional roles as light aircraft become more visible in the region. Clark said he hopes that he, Welch and other Windward pilots will find themselves retracing these routes on a more regular basis as time goes on. o
Satcom Direct ready for Ka-band GX by Matt Thurber
Ferry pilot Chelsea “Abingdon” Welch points to Shanghai on her cockpit moving map. She and a colleague flew the display Beech Baron and Bonanza here from the factory.
The next major step in satellite communication services will be the deployment of Inmarsat’s new Ka-band GX (Global Xpress) satellite constellation. Satellite service provider Satcom Direct (Booth P212) has ordered 10 shipsets of the new satcom system for its business aviation clients. The three Inmarsat-5 satellites are scheduled to be in orbit by the end of this year, and GX Aviation services should start in the first half of 2015. The key advantage of the GX satellites is high-speed service of up to 50 Mbps download speeds to the aircraft, which will finally allow reliable streaming of video content to airborne users. Service rates are expected to be much lower than other satcom systems as well. Honeywell (Booth P310) is the exclusive provider of GX Aviation hardware; Satcom Direct is a GX Aviation hardware and distribution partner.
Satellite Beach, Floridabased Satcom Direct also manufactures its own airborne smart router, which can manage an aircraft’s voice and data services and allows simultaneous use of Inmarsat Swift 64, SwiftBroadband, Ku- and Ka-band satcom systems. The company’s SDR (Satcom Direct Router) was recently approved for installation on the Gulfstream GII, GIII, GIV and GIVSP, in an approved model list supplemental type certification program done in conjunction with Banyan Air Service. The SDR was previously approved on Bombardier Learjet 60, Global XRS and Global 5000 models and on the Hawker series. SDR features include highbandwidth data delivery to the cabin using advanced compression and acceleration technology. A single IP address for the aircraft can be provided, using
Satcom Direct’s Global One IP. And the SDR includes a dualSIM module that provides 3G connectivity on the ground. Mobile applications can run on the SDR to deliver services to the cabin, such as moving map, command and control of satellite links and real-time connection status reporting, according to the company. Satcom Direct has opened new offices around the globe this year to deliver training, support and satcom consultation services for pilots, operations staff and maintenance technicians. The new facilities include a location in Hong Kong, which opened in January, and offices in Geneva and Moscow, which opened in March. In Dubai, Satcom Direct relocated its offices to the new Dubai World Central airport. Satcom Direct now has offices in four U.S. and seven international locations. o
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Light aircraft prospects looking more positive by Mark Phelps The gentle winds of changing times would appear to support a future for owner-flown, light business aircraft (LBA) in China. The presence of pistonpowered aircraft here at ABACE for the first time and increased participation of business turboprops and helicopters bode well for future activity within that market sector. But just as with larger business aircraft, there are obstacles to be surmounted, and in China that can take time. The same issues of restricted airspace and infrastructure limitations continue to hold back the development of personally flown aircraft, whether it’s a piston- or electric-powered “light sport” (as designated in the U.S.) or larger turboprops and light jets designed with owner-pilot operations in mind. Lack of training facilities and heavy tax and import duties on parts and components also challenge the prospects for growth in personal flying here. However, there is strong support among members of the Chinese aviation industry to break down the barriers. For example, Chinese financial interests have invested heavily in Western general aviation manufacturers and service providers. The list of companies with Chinese influence is long and distinguished, including Cessna, Cirrus, Continental engines (which now incorporates Thielert diesel engines), Diamond, Enstrom Helicopters, Epic, ICON (developer of a light sport amphibian), Mooney and Superior Air Parts. In addition,
China’s own Yuneec Aviation, with a 260,000-square-foot factory outside of Shanghai, has teamed with company GreenWing International of Upland, California to complete development of its electric-powered e430 two-seater and the eSpyder single-seater, which is currently available for sale as a kit plane for less than $40,000.
every step moves the industry in that direction. Pacific China Aero (PCA), an aviation management, acquisition and handling company based in Beijing, imported the Beechcraft Baron and Bonanza piston airplanes on display here at ABACE. Jessica Wang, PCA’s director of marketing and sales for general aviation, described the company’s motivation for bringing the airplanes here as part of a strategy for moving general aviation
forward in China. If the airplanes are here, Wang said, ABACE visitors will see them and begin asking how they can go about using them. If enough new people continue pressing aviation authorities for answers, she said, it gets harder to continue to deny access to airspace. While it continues to take time to make change, every move in the right direction gets the industry closer to its goal. o
special delivery Gulfstream delivered a large-cabin, ultra-long-range Gulfstream G550 to Beijing-based Mandarin Air last month, with a G280 to follow by the close of Q2–the first G280 to be based here in China. Mandarin Air president Zhang Zhi, center, celebrates the partnership with Gulfstream's senior v-p for Asia Pacific sales Roger Sperry, left, and Scott Neal, senior v-p of worldwide sales and marketing.
DAVID McINTOSH
DAVID McINTOSH
Shandong Bin Ao has secured the lion’s share of the Chinese primary training market. It’s locally-produced Diamond DA40D is powered by a diesel engine, the Thielert design of which is now controlled by Chinese-owned Teledyne Continental Motors.
ramped up its production rate to 108 DA40s per year, most for the Chinese training market. They are equipped with Teledyne Continental Motors Centurion diesel engines, a refined version of the former Thielert diesel engine designed in Germany. TCM is also owned by Chinese financial interests. On the helicopter side, American manufacturer Enstrom is now controlled by Chinese financial backers, as are the rights to legacy manufacturer Brantly, a piston helicopter design from the 1950s. And among the light sport market, Chinese have invested strongly in the ICON folding-wing amphibian aircraft designed by a former F-16 fighter pilot from California. Mooney Aircraft, based in Kerrville, Texas was acquired last October by Soaring America Corp., backed by Chinese investors. The financiers have pledged to invest $50 million over 10 years to put the iconic Mooney back into production. The first airplane off the line is expected to be completed in July and, in a marketing program designed to draw interest, it will be sold by auction on the Internet. While not all of this involvement results in advancing flying activity here in China,
Catching Sky
The recent shutdown of Cessna’s ill-fated SkyCatcher program feeds skepticism among Americans who see cooperation with China as a prophecy of doom for U.S. general aviation companies. But it was the lack of a ready market for the aircraft that doomed the SkyCatcher, not the location of the factory. Cessna has shown its willingness to invest in Chinese production with the success of its Citation XLS+ program. C-208 Caravans are also now built here in China. Chinese investment in Cirrus Aircraft has been well documented. Besides ensuring financial stability, the funding has enabled Cirrus to proceed with its single-engine jet program (the Vision SF50). While there have been no announced plans to produce Cirrus jets or piston singles here in China, the possibility certainly exists should the market materialize. The Diamond DA40 on display here at ABACE 2014 is an example of a program that has, in fact, resulted in local production of complete aircraft. Shandong Bin Ao’s factory has
Welcome to China, but be sure to follow rules by James Wynbrandt Growing business opportunities are drawing more business aircraft to China, as ABACE 2014 in Shanghai amply demonstrates, but operators first need to be familiar with the rules and regulations for flying in Chinese airspace. At the NBAA’s International Operator’s Conference (IOC) in Tampa, Florida last month, Pat Dunn, chief pilot for Asia Corporate Jet Singapore, delivered an instructional presentation, “Welcome to China,” covering operations to and within China, starting with the required invitation and sponsor letters. Dunn explained that overflights between some waypoints within China are prohibited, some airways are likewise off limits, and only some waypoints are approved for entry and exit
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fixes for business flights. China also has a new ADIZ that operators must now file when crossing. He said the complexity of operations is creating a more prominent role for aircraft handling services here in China, but
not all such handlers have experience working with general aviation aircraft. He recommends vetting the experience of local handling agents, noting that those with longer operational histories are the most reliable. Also, be aware of Chinese cultural norms on proper attire, business meetings and social occasions. For those taken aback by today’s restrictions and challenges, Dunn said, “The only thing I can tell you that’s consistent in China is change.” o
Some Rules for Flying in China • Permits for landing at airports not open to foreign-registered aircraft must be submitted to CAAC at least seven working days in advance. • Operators can request landing at a maximum of five cities on a single visit to China. • Trip cancellation requires at least one-day prior written notice, and failure to provide that notice may be taken into account in a future permit request. • Slots and hours of operation for business aircraft can vary from airport to airport, while aircraft parking is very limited throughout China. • Upon arrival from an airport outside of China, don’t open the cabin door until advised it’s permissible to do so. • When flying within China, a Chinese navigator is required when landing at airports from 4,921 feet to 7,999 feet elevation, and operations of non-Chinese registered aircraft are prohibited at airports above 7,999-feet elevation.
news clips Jetex Flight Support (Booth H706) has set up a new handling facility at Manila’s Ninoy Aquino International Airport in the Philippines. The Dubai-based group will provide a full range of support services for private jet operators in Manila, as well as being able to supervise ground handling at other Filipino airports. Since its launch in 2005, Jetex has expanded throughout the world and offers handling services in Europe, Asia, the Middle East and Africa, and the company also operates FBOs in Paris, Dubai and Shannon.
z Japan National Police Agency Orders AW139 The Japan National Police Agency has ordered another Agusta Westland AW139 medium twin helicopter, which is scheduled to enter service in 2015 for operations in Kagoshima Prefecture. AgustaWestland and Mitsui Bussan Aerospace announced the sale here at ABACE on Tuesday, noting that the new AW139 will replace an ageing Bell 412 in the police fleet. More than 40 AgustaWestland helicopters are currently performing law enforcement activities in Japan.
nagoya is a gateway to japan Masaya Ueda, director general of the department of regional development and international affairs, Aichi Regional Prefecture, led representatives of Nagoya Airport to ABACE (Booth H124) to discuss the airport’s central location within the country, and its suitability for business aviation travelers. Nagoya is one of the few airports in Japan to be considered business aviation-specific. It is little more than a two-hour flight from Shanghai, less than three hours from Beijing, and is removed from the congestion of the Tokyo area. –C.E.
DAVID McINTOSH
z Jetex Opens New Handling Facility In Manila
z PATS Highlights Two VVIP BBJ Completions Completions, refurbishment and auxiliary fuel tank provider PATS Aircraft Systems of Delaware (Booth H412) announced here at ABACE 2014 the redelivery of a BBJ2 to the Government of Indonesia for presidential transport, and the contract award of a VVIP interior completion on a new BBJ2 for an Asia Pacific customer. The aircraft interior for Indonesia marks the 15th completion performed by the company. Configured to hold up to 67 passengers, the aircraft is the first of any BBJ model to incorporate the Boeing Sky interior. The project, which required 18 months, was certified through PATS’ on-site Organization Designation Authorization (ODA) on behalf of the Federal Aviation Administration (FAA).
z Satcom1 and Emteq Activate Advanced Router Satcom1 (Booth P406) announced the recent activation of its AvioIP advanced router software on an Emteq eConnect airborne router installed on a Bombardier Global Express. This upgrade, installed by Ruag Aerospace Services, was certified by EASA and validated by the FAA and Transport Canada. Karina Larsen, Satcom1 vice president of partnerships and contracts, said, “Emteq has successfully achieved a number of STCs, particularly targeting the mid-size business jet market. Ruag is reaching large success with their satcom network installs, so Satcom1 is proud to work with them and reach global connectivity with best performance results for use of email, Internet and smartphone operations while in flight.”
z MD Helicopters Introduces Explorer To ABACE Arizona-based rotorcraft manufacturer MD Helicopters (Booth P708), which is exhibiting for the first time at ABACE, is marking 15 years of sales in the Asian region and showcasing a twinengine, Chinese registered MD 902 Explorer on static display. Incorporating MD’s innovative Notar (No Tail Rotor) technology, three MD902s are operating in the region, and MD anticipates recent changes in regulations that have opened up airspace for the rotary sector will lead to increased demand for its complete line of helicopters. Last November MD appointed Sino-Quest Aviation Solutions as its second authorized sales representatives for Asia, joining Avionics Pacific, and MD plans to open an office in Shanghai before the end of this year. “Just as the private jet market has grown, we expect that Asia’s growing interest in helicopters will mirror the growth of Western aviation activity,” said Craig Kitchen, MD Helicopters’ chief commercial officer. “The Chinese government now recognizes the benefits that rotary aviation can bring to a region. Increasingly, we are seeing the independent Provinces encouraging the use of helicopters for a variety of purposes, such as utility, emergency rescue, agricultural and even municipal applications.”
China’s helicopter fleet sees 20 percent growth by Matt Thurber The helicopter industry in China continues to grow steadily. According to Chris Jaran, managing director of Bell Helicopter China, who spoke at yesterday’s Helicopter Operations seminar at ABACE 2014, it’s a well-kept secret that the helicopter fleet in China has averaged a 20-percent increase from 2009 through 2014, from 227 to 465 aircraft (of which 35 percent are piston-powered and 65 percent turbine). Half of China’s helicopter fleet is equipped for multimission capabilities, the most popular being disaster relief. Helicopter owners and operators are altruistic and want their machines to be available to help people during the next disaster, said Jaran. The improving regulatory environment for general aviation in China has had a significant effect on the helicopter industry, Jaran said, with most airspace below 1,000 meters now available for flight operations. By 2015, he added, only a small number of military zones will be inaccessible, with the vast majority of low-altitude airspace open. “In some cases, there will be no need to get approval to fly after filing a flight plan,” he said. China has adapted its private pilot licensing regulations to more closely match U.S. requirements, which will promote growth of the pilot population.
Flight training in China is a big business, but the rate of growth of the helicopter fleet is outpacing the number of new pilots, and the lack of pilot training facilities in China means that many trainees still travel to Australia and the U.S.
“If we don’t get the next generation of pilots and mechanics coming into the industry,” said Helicopter Association International president Matt Zuccaro, “it’s going to hamper growth.” Jaran, who is a member of the HAI Flight Operations Committee, is promoting the idea of launching a China HAI affiliate–a Helicopter Association of China–at this year’s Airshow China in Zhuhai in November. “We want a full-service organization here to help us stay safe and operate profitably,” he said. o
Dassault Rolls out 250th Falcon 7X Dassault Aviation rolled out the 250th Falcon 7X this week at the aircraft manufacturer’s Charles Lindbergh Hall in Mérignac near Bordeaux, France. The milestone trijet entered final assembly earlier this year and will fly to the Falcon completion center in Little Rock, Arkansas, in June. It will be delivered to its customer before year-end. “This latest milestone is testimony to the outstanding reception that the Falcon 7X has received in the business aviation community,” said Eric Trappier, Dassault Aviation chairman and CEO. “Thanks to this enthusiastic support, the Falcon 7X has become our fastest selling business jet ever.” According to Dassault, 216 Falcon 7Xs are currently in service in 34 countries. To date, the fleet has accumulated more than 250,000 flight hours since it entered service in 2007. –C.T.
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ABACE 2014: Aircraft
Fly China Private aviation in China has already taken tremendous strides. The 38 aircraft on static display here at ABACE offer visitors a window into future possibilities.
ABACE visitors have the opportunity to step right up and get a close-up view of a wide range of general aviation’s finest products. Included on this page are (top to bottom): the Gulfstream G650; Bell Helicopter 429; Dassault Falcon 7X; AgustaWestland AW109 Grand New and AW139; and the Piaggio Avanti II. Photos: David McIntosh
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