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PUBLICATIONS Thursday, 4.18.13 SHANGHAI
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Committee report will pave path for GA in China by Matt Thurber
Continued on page 4 u
Scene in Shanghai
DAVID McINTOSH
The General and Regional Aviation Committee of the U.S.-China Aviation Cooperation Program is set to deliver a key report to CAAC officials next Wednesday about how general aviation (GA) operations in China are helping to promote economic growth in the country. According to the FAA, the U.S.-China Aviation Cooperation Program is a public-private partnership “designed to consolidate U.S. technical cooperation to promote aviation safety and efficiency in a collaborative manner with aviation interests in foreign countries.” The main theme of the General and Regional Aviation (Gara) Committee is to “show the benefits to China of Gara development (balanced economic growth, pilot/ mechanic training, disaster relief and so on), the ways other countries with strong Gara components were able to develop their systems and a ‘road map’ of policy and infrastructure improvements necessary for safe and strong development.” Paul Fiduccia is chairman of the Gara Committee, which includes representatives from aircraft manufacturers Cessna Aircraft and Gulfstream Aerospace and avionics manufacturer Honeywell. Fiduccia is also executive director of government affairs and international
Shanghai’s Hongqiao International Airport has played host to 33 business aircraft of various colors and sizes during the 2013 ABACE event, which draws to a close today.
Pilots say Asian ops Pundits call for unified steadily improving rotorcraft association by James Wynbrandt
by Curt Epstein
“An International OperaModerated by Kurt Edtions Panel Discussion” held wards, director general, Inyesterday at ABACE 2013 ternational Business Aviation provided a real-world look at Council, the panelists includthe challenges facing opera- ed Ron Duncan, president tors who fly business jets in and CEO of General Comthe Asia Pacific region. The munications in Anchorage, Continued on page 4 u conclusion: it isn’t so hard!
“It’s time for us, as helicopter people, to get together and set up a helicopter association in China,” said Chris Jaran, Bell Helicopter’s managing director for China, speaking at the helicopter operations session here yesterday morning.
With the country’s civil helicopter fleet numbering more than 400, Jaran said the presently splintered industry needs to coalesce into a unified body akin to the Helicopter Association International, which is able to
Continued on page 4 u
Events
Rotorcraft
Charter
City Guide
India
Ambitious ABACE
New Eurocopter Partner in China
OrientSkys Goes Global
Aprés ABACE Around Shanghai
Barriers To Growth
A successful 2013 show bodes well for ABACE’s future growth as a heavyweight business aviation event like next month’s EBACE. Page 6.
For more than 40 years, Eurocopter has been selling helicopters in China, now in partnership with Shanghai-based Avicopter. Page 12.
The Thai charter group has secured alliances that strengthen its presence in the Asian market. Page 16.
Looking for something to do locally after ABACE? Check out this roundup of the best bars, restaurants and shops, provided to AIN by Jing Daily. Page 18.
Indian aviation is not growing as fast as it could, thanks to regulatory bottlenecks and lack of infrastructure. Page 20.
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Collect your PERSONAL copy of the limited edition business jet traveler’s Buyers’ Guide here at ABACE
Beechcraft sells C90GTx to flight academy
Convention News
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FOUNDED IN 1972 James HolaHan, Founding editor Wilson s. leacH, managing director r. randall PadField, cHieF oPerating oFFicer
DAVID McINTOSH
Beechcraft International Service chairman, CEO and president Shawn Vick and Siuban Chu, president of Qingdao Jiutian International Flight Academy, signed a deal here at ABACE on Tuesday for the purchase of a King Air C90GTx twin turboprop. The aircraft, which will be used to train Chinese pilots, is due to be delivered in October, with Qingdao becoming the first private training academy in China to operate a King Air. “Advanced pilot training is just one example of an important mission in which the value propositions of a typical light jet do not make sense operationally or financially,” said Vick. “It allows students to learn how to fly in a large multi-engine pressurized aircraft while offering flight schools the benefits of economical turboprop flight instruction in a rugged and proven airframe. We’re confident that the C90GTx will
ABACE
Siuban Chu, president, Qingdao Jiutian International Flight Academy (left) and Shawn Vick, Beechcraft International Service chairman, CEO and president, sign a deal for the King Air C90GTx.
provide you and your students with thousands of hours of safe and efficient advanced pilot training. On behalf of the 5,400 men and women of Beechcraft Corporation, thank you very much for your business.” According to U.S. Ambassador to China, Gary Locke, who also attended the signing, “Beechcraft’s experience goes back more than 80 years,
Blue Eagle and Beijing investor seal deal for workhorse Kodiaks by James Wynbrandt The Kodiaks are coming. At a ceremony at ABACE 2013 on Tuesday, Beijing General Aviation Industry Base Investment Holding Co. (BGA) signed a contract for delivery of two Quest Kodiaks with options for four additional aircraft from Blue Eagle Aviation Investment Co. of Beijing, exclusive distributor in Greater China for the singleengine turbine-powered utility aircraft. Made by Quest Aircraft of Sandpoint, Idaho, these would be the first Kodiaks delivered in China.
“We’re very happy to get the first order in China,” said Alex Li, president of Blue Eagle Aviation. “We’re very, very confident about this aircraft. The market is huge for aircraft for special missions, charter, aerial mapping” and other utility missions. The Kodiaks, rugged short takeoff and landing (Stol) aircraft, will be based at Badalin Airport, near Beijing, and initially used for emergency disaster assistance, said Liu Mingde, BGA’s director of sales. “The
including more than 50 here in China. Their expertise and experience serving customers all over the world will be a helpful resource in this fast-growing Chinese market. This cooperation will increase the number of qualified pilots in China, which it badly needs, and also will address one of the most pressing bottlenecks, which limits the industry’s growth in China today.” –M.T. advantage of the Kodiak is its large payload, long range and fast speed, which makes it the best choice for emergency rescue and assistance,” said Liu. The first aircraft will be delivered following its certification from the Civil Aviation Administration of China, expected this summer, with the second delivery to follow about six months later. The agreement also calls for Blue Eagle to provide BGA with aftermarket support, including maintenance, modification and training for the aircraft. Financial terms of the contract were not disclosed. At the signing ceremony, Li told AIN he anticipates announcing an additional five sales to operators in Greater China next month. o
JAMES WYNBRANDT
CorreCtion and apology
Liu Mingde, director of sales, Beijing General Aviation Industrial Base Investment Holdings Co. (left) and Alex Li, president, Blue Eagle Aviation Investment & Management Co., sign the contract at ABACE 2013 for the first Quest Kodiak aircraft to be delivered in China.
2 ABACE Convention News • April 18, 2013 • www.ainonline.com
In the Tuesday, April 17, edition of ABACE Convention News, three photographs on page 4 were incorrectly placed. The photograph of Hu Lei, general manager of asset management for Deer Jet, and the photograph of the Deer Jet G550 should have been placed with the article “Deer Jet’s Time Share” on the right side of the page. The photograph of Zhang Bo, corporate v-p of Minsheng Financial Leasing, should have been placed with the article “Minsheng’s charter arm” at the bottom of the page. The editors of AIN Publications sincerely regret and apologize for these errors. –R.R.P
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Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: (201) 4445075. Copyright © 2013. All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. also publishes Aviation International News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINmx Reports, AINsafety, Business Jet Traveler, EBACE Convention News, HAI Convention News, MEBA Convention News, NBAA Convention News, Dubai Airshow News, Paris Airshow News, Singapore Airshow News. Printed in Shanghai by C&C Offset Printing Co., Ltd. Computer Services: Media International Ltd.
Nextant scores a 400XT sale to Sichuan-based company
Nextant held a signing ceremony yesterday for the sale of a 400XT to the Zhou Houqan, chairman of the Zhuling Group of Sichuan Province.
by Amy Laboda make it clear that the Nextant 400XT is not ‘used.’ That’s one of my jobs,” she explained. Wei, a renowned journalist in China (once the only Chinese journalist embedded with U.S. troops in Iraq, she said), retooled herself as a business consultant, and shortly thereafter found that her talent was putting Chinese companies together with the right U.S. company to seal a deal. She was working with Great Wall of China Industries on a satellite project. That was put on hold when, in March 2013, Nextant’s new president, Sean McGeough, came to her attention. “Both companies were ready, and here we are a month later at ABACE with the airplane,” smiled Wei, describing how the deal came together. When asked how she managed to sell a Nextant 400XT so quickly at the show
DAVID McINTOSH
Wei Jing, a consultant in international transactions for Nextant Aerospace, noticed an ABACE attendee looking closely at the Nextant 400XT on static display on Tuesday and engaged him in conversation. That led to an exploration of how efficient and practical the smaller jet could be in China. The remanufactured aircraft, sporting new FJ44-3AP engines with Fadec and Rockwell Collins Pro Line 21 avionics, is essentially a completely different and more capable aircraft than its predecessor from Hawker Beechcraft. Hours later the deal was done, leading to a signing ceremony yesterday at the show. “Here in China they want brand new, everything made in the USA, not one single man-hour [spent on something] made in China,” said Wei. “We [at Nextant] have to do quite a bit of positioning and branding here in China to
when many of the light jet manufacturers are describing the Chinese market as “tough,” Wei just smiled and nodded toward the aircraft. “We can show that
the Nextant meets the new government in China’s theme of practical and economic tools for business. The Nextant 400 is all that,” she said. o
Show offers full array of options
There are plenty of things to see on the show floor here at ABACE 2013. These attendees persuse the Pratt & Whitney Canada PW500 engine mockup.
DAVID McINTOSH
by James Wynbrandt Accepted wisdom states that China’s business aviation market demands the newest, biggest and longest-range jets regardless of price, but a walk around the exhibit halls at ABACE 2013 belies that assertion. For well-heeled travelers who don’t need transcontinental range, Genesis Aviation Development (Booth P212), the exclusive sales representative for Cessna Citation jets in China, can recommend the most suitable model for one’s shorter range needs, such as the Citation XLS for serving high-altitude destinations (Lhasa Gonggar Airport in Tibet, for example). Aircraft shoppers who want maximum value can stop by Qi Flight (Booth P926), an aircraft sales consultancy that specializes in pre-owned business jets and helicopters. Cost-sensitive charter customers who need long-range capability may like the N-numbered, Asia-based Gulfstream
G550 that Prime Jet (Booth P1016) prices aggressively, or one of the Gulfstreams it operates from the western U.S., if that’s their destination. For U.S.-bound business jet travelers, Alaska Aerofuel (Booth H428), Fairbanks, Alaska, offers cheaper fuel and faster customs clearance than available in Anchorage, as well as authentic Chinese catering. Those who already own a business jet but find the sunlight too bright at 40,000 feet can view variable window-shading technology and window-shade treatments for aftermarket installation at Lou Martin & Associates (Booth H426). Finally, air travelers who want a capability no jet offers–operating on water– can discover all possible options at Wipaire (Booth P623), manufacturer of floats for the Cessna Caravan, Twin Otter, Viking 400 and other aircraft certified for floats. o
Lufthansa Technik (Booth H108) inked a deal here at ABACE yesterday to outfit the interior for Yunnan Jingcheng Group’s new, yet-to-be-delivered Boeing BBJ. Work to finish the green bizliner will start in November at Lufthansa Technik’s BizJet International facility in Tulsa, Oklahoma. The fully completed VIP BBJ is scheduled to be handed over to Jingcheng in July 2014, according to the Hamburg, Germany-based aircraft maintenance and completions firm. Signing the deal were (l to r): Jingcheng vice president Ma Zhanwei; Jingcheng senior executive director Zhao Wei; BizJet president and CEO Manfred Gaertner; and Lufthansa Technik director of sales for n VIP/executive jets Joachim von Holtzapfel.
DAVID McINTOSH
Lufthansa technik seaLs BBJ compLetion deaL
www.ainonline.com • April 18, 2013 • ABACE Convention News 3
Unified rotorcraft association
DAVID McINTOSH
uContinued from page 1
Jets may be more exciting, and faster, but turboprop-powered aircraft have much to offer, chiefly in their much lower fuel consumption and better short-field performance. They are ideal for regional operations in China.
Path for GA in China uContinued from page 1
cooperation for Cirrus Aircraft, which is owned by China Aviation Industry General Aircraft Co. (Caiga). He works from Cirrus/Caiga offices in Zhuhai. According to Fiduccia, there are four key questions that the Gara report will cover. These include low-altitude airspace design and management; how to establish and regulate a flight service station system (which disseminates weather and flight operations information); appropriate ways to regulate FBOs; and how to regulate regional airlines. “We’ve been working on this report for the past two years,” he said. The report will be the third that the Gara Committee has delivered since the first was completed in 2008. Fiduccia has chaired the Gara Committee for the past five years. Naturally, manufacturers like Cirrus and Cessna and many others are interested in the opening of airspace in China to more GA flying. Business jets have an advantage in China, in that they are mostly operated by subsidiary companies of Chinese airlines and fly on airline routes in airline airspace controlled by the CAAC. Light GA aircraft, which are ideally suited to flying off airways and to smaller airports, must contend with the problem of airspace controlled by China’s military. Change Is Coming
Change is coming to China’s airspace, although it is difficult to say how quickly this change is occurring. A hopeful sign is that
fairly recently, a significant change took place: business jets that are China-registered can now obtain permission for a trip with only four hours’ advance planning, which makes travel via business jet far more flexible and efficient. Of course there are still user fees and airport slot challenges, but the four-hour notification is much better than what used to be days of advance notice, Fiduccia said. Another major change, Fiduccia explained, is that the CAAC has made it far easier to import new light GA airplanes into China. Instead of mandating various levels of approvals from different government departments, the CAAC has delegated the light GA airplane approval process to regional CAAC offices. The process for GA airplanes is now a fairly simple reporting system, he said, adding, “That’s a big change.” Part of the reason for this change is because light GA airplanes cost so much less than business jets and it just isn’t worth tying these transactions up in needless bureaucracy and fees. And Chinese authorities are well aware of the need for trainer airplanes in China to help develop more Chinese pilots and wanted to make the importation of these airplanes more efficient. Cirrus currently has some 50 to 60 airplanes in China. At some airports where flight training is conducted, airspace has been opened to allow flight instructors and student pilots to fly farther away from the airport. But the infrastructure–regulations and airspace design–for VFR cross-country flights has yet to be developed and must be, in order for GA in China to grow significantly. “I believe that by the end of this
year we’ll probably have something in the Zhuhai area where we can actually start using [GA] airplanes,” Fiduccia said. “Our report next week may help that.” Even with the many challenges facing GA in China, “things have been moving in the right direction for a few years,” he concluded. Eventually the Chinese authorities will decide that they’ve figured out how to safely and efficiently allow widespread GA flying in China. o
Asian ops steadily improving uContinued from page 1
Alaska; Glen Western, chief pilot, Singapore-based air charter provider Tail Wind; Saira Kanchwala, sales and marketing director, Asia/Pacific, Arinc Direct (Booth H309); and Denzil White, director of flight operations, for Hong Kong’s Metrojet (Booth H100). Duncan piloted his Challenger 604 from Anchorage to Shanghai for ABACE, his first visit to China. He described a long and arduous process of receiving approval to fly directly into Shanghai Hongqiao International Airport, and the “marvelously simple” flight itself. He contrasted this experience with his flight from Anchorage to Geneva for EBACE last year, where the approval was simple and quick, but the flight was complex and difficult due to routing changes and ATC communication challenges in Europe, in addition to costing 30 percent more than the China flight, due to fuel surcharges. “I’ve been assured
4 ABACE Convention News • April 18, 2013 • www.ainonline.com
address safety issues, work with the government, provide business advocacy and speak with one voice. According to Jaran, who has decades of helicopter experience in China, more than 95 percent of the operators in the country are small businesses, most with only two helicopters, the minimum number required to get a general aviation license in the country. While half of the worldwide helicopter fleet is more than 20 years old, that statistic doesn’t apply to China where, due to the relative youth of the industry, most helicopters entering service are new. In fact, the government has import restrictions on older equipment, with rotorcraft older than 10 years old frowned upon, according to Jaran. Like the rest of the industry, China is facing a shortage of experienced pilots and mechanics. In response, Bell Helicopter has formed an alliance with a maintenance college in Guangzhou to help increase the number of helicopter mechanics, and another agreement with a pilot university to try to boost the number of commercial helicopter pilots. Jaran said he had witnessed by friends here it’s not supposed to be that way,” he said of the approval process he encountered. “I’ll come back next year to test the theory that it will be easier.” Western described challenges facing the region’s charter pilots, including lack of FBOs, difficulties with filing flight plans, the patchwork of airspace regulations, unexpected re-routings, and need for overflight permits, using recent flights to illustrate his points. Language Difficulties
Noting the plethora of languages in the region, Western said that “even though English is the international language of aviation, there are a lot of different accents,” which can complicate pilot-ATC communications. “I hate to say Americans are the worst offenders, but they figure since the controller can understand basic requirements, the pilots can say anything, and that often leads to confusion,” Western said. Kanchwala focused on “a lack of knowledge in the region” about business aviation, with its rapid growth overwhelming regional regulators, but noted
tremendous improvements in helicopter operations over the past 10 years as general aviation is becoming more accepted. Some operators are putting more than 1,000 hours a year on their aircraft, he said. Airspace restrictions in many parts of the country have been relaxed, and flight plans are processed quickly by the CAAC, rather than taking more than a week as was formerly the situation. Import approval quotas are a thing of the past, as anyone can now purchase a helicopter; proper permits or management agreements are still required to fly them. On the investment side, banks and financing companies are gaining familiarity with the general aviation market and interest rates have decreased to affordable levels. One major improvement, according to Jaran, is the introduction of foreign lenders into the market. Under China’s most recent Five-Year Plan, the government has pledged its support for general aviation, including rotarywing operations, extending even to subsidies for helicopter operators, in key support missions and bounties paid to companies for the development of pilots. By the next ABACE, in spring 2014 (April 1 to 3), many of the building blocks of a sustainable industry should be in place, ready for scaling up. o optimistically, “the authorities want to learn from those who can do it better.” White detailed the parkingslot program recently instituted at Hong Kong International Airport without input from business aviation operators, which gives business aircraft the lowest priority, institutes onerous application procedures and gives no preference to aircraft based at the airport. “This is a direct threat to local business jet operators,” White said, before offering a list of potential solutions to the problem. o
FALCON 2000S AND 2000LXS WiN FAA CertiFiCAtiON Dassault has received U.S. Federal Aviation Administration certification for its Falcon 2000S and 2000LXS business jets a few days after European Aviation Safety Agency approvals were granted. The first 2000S was delivered to a Turkish customer on Tuesday, said the French manufacturer.
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ABACE will bloom to EBACE size in 3 years by Matt Thurber
Celebrating their new partnership aimed at sharing resources throughout Asia are (l to r) Terry Habeck, president, Aviation Concepts, Inc.; Andrew Richmond, chief executive officer, TWC Aviation; Jenny Lau, president and CEO Sino Jet; J.J. Chen, CEO of Astro Air; and Chen Deke, vice chairman and president Astro Airlines.
Sino Jet signs alliance with ACI and Astro Air by Amy Laboda Hong Kong-based Sino Jet (Booth P222) announced here at ABACE that it has partnered with charter company Aviation Concepts Inc. (ACI) and helicopter specialist Astro Air to help it grow in the Asia Pacific. ACI has locations in Guam (its main base), Narita and Subic Bay, with full FBO and maintenance services at each. “We want to extend our growth throughout Asia,” said Jenny Lau, CEO and owner of Sino Jet, “while minimizing duplication in the market. ACI has been in Guam
for 12 years and we welcome its common vision.” Sino Jet and ACI are hoping to create synergy by sharing operating resources, including staff, maintenance facilities, fleets and knowledge bases. Both companies are IS-BAO audited by Wyvern and Argus. The Subic Bay location is a mere 75 minutes from Hong Kong by private jet. Shenzhen-based Astro Air is another partner that will help Sino Jet in its quest to become the all-in-one charter company for clients seeking private air
DAVID McINTOSH
about 300 airports now. “That’s a problem we’re working on,” he said. And part of the problem is that cities seem to want big airports to attract airlines and don’t understand that an airport acts as a utility, attracting new business. “You provide an airport so other people can make money,” he said. Liao is encouraged to see so many Chinese companies getting into the aircraft manufacturing business and that the government encourages these moves. He would like to see more foreigners come to China, not to build their own businesses, but to offer their skills to Chinese aviation business owners. “What we need is expertise,” he explained. Chinese companies don’t need to reinvent the wheel but could benefit from the knowledge gained in
MATT THURBER
charter in Asia. “Astro Air specializes in general aviation helicopters,” said Lau. Astro Air operates helicopters, executive jets and amphibious aircraft between Hong Kong and Macau across the Pearl River delta and has aircraft registered in China, including a Garmin 1000-equipped Bell 407GX helicopter. By partnering with Astro Air, Sino Jet now has a way into the Chinese aircraft charter business, according to Lau. Sino Jet also celebrated the first anniversary of its alliance with TWC Aviation of Van Nuys, California, yesterday at the show. Lau said, “Our global marketing alliance has allowed both Sino Jet and TWC to flourish. Now we need the staffing and infrastructure to grow further.” o
Dassault Falcon 7X Jason Liao, NBAA’s representative in China and chairman and CEO of China Business Aviation Group.
the U.S. after more than 100 years of aviation infrastructure development. As the ABACE show grows, Liao pointed out that it’s been only three years since he met with NBAA officials to relaunch ABACE in Shanghai. In 2010, the EBACE show in Europe celebrated its 10th anniversary. By the time ABACE reaches its five-year anniversary in three years, Liao wants the Shanghai show to be just as big as EBACE at 10 years. “We’re getting there,” he said. “These are very exciting times.” o
VlADIMIR kARNOzOV
After spending many years introducing business jets to Chinese owners and founding his own company in 2010 to serve the rapidly evolving market for business aviation in China, Jason Liao has developed a unique perspective about general aviation operations in China. He is also the U.S. National Business Aviation Association’s chief representative in Asia. While it may seem that flying and operating general aviation aircraft (all except military and commercial aircraft, including business jets) in China is still extremely difficult, Liao begs to differ. General aviation in China is growing inexorably, he said, and “the key is that nobody can stop it,” he told AIN. Flying in China is already much easier than it was 15 years ago, he explained, and China’s new investors and entrepreneurs have taken to general aviation in a big way. They also see tremendous opportunities to build businesses with general aviation aircraft. One third of China’s airspace is under an experimental phase of opening up for general aviation flying, he said, although China’s military still has control over all airspace. “Lots of people love to fly,” he said, “and they have a lot of money. People go to the U.S. or Europe and they want to have that sort of freedom to fly [in Asia] as well.” Liao believes that China’s military authorities will allow most airspace below 1,000 meters to be available for flights without prior permission, which should help light aircraft and helicopter operators, especially flight schools. But now, flight schools in many parts of China are operating within zones where they are allowed to fly relatively freely. Eventually, Liao added, the military may allow expanded use of airspace when aircraft are equipped with ADS-B out equipment, which enables aircraft to be tracked easily without the need to install expensive radar systems. China is building about 10 to 15 new airports every year, Liao said, although that isn’t very many, considering that a huge country like China has only
Malaysia eMbraces business aviation at liMa show The strong business aviation presence at Malaysia’s LIMA air show held last month on the island of Langkawi was testament to the fact that the industry’s growth in the Asia Pacific region extends well beyond China. Malaysian Prime Minister Dato Sri Mohd Najib Tun Abdul Razak reportedly arrived on one of the exhibit aircraft, an Airbus ACJ320 operated by Comlux, after which the widebody joined a general aviation static display that also featured a Dassault Falcon 7X, several Gulfstream jets, a Bombardier Learjet 60 operated by
6 ABACE Convention News • April 18, 2013 • www.ainonline.com
Malaysia’s Department of Civil Aviation, a Beechcraft King Air 350ER, a pair of Pilatus PC-12s, a Ruag Do228NG and a DHC-400 Twin Otter. There was also an interesting mix of helicopters, with many of them being registered in the region. AgustaWestland, which has already delivered 45 rotorcraft (both civil and military) in Malaysia, showed off a full-scale mockup of its new AW189 model, alongside an AW139, an AW149 and an A109. Bell displayed a 429 and a 407GX, and Russia’s Mil exhibited an Mi-17. –V.K.
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news clips z Jetsolution Joins Global Jet To Provide Support Hong Kong-based Jetsolution International Services, a business aviation consultancy, announced here at ABACE 2013 a partnership with Switzerland’s Global Jet (Booth P103) aimed at supporting Jetsolution’s aircraft-owner clients in Asia. “We share the same philosophy of serving our clients with ultimate solutions, whether it is aircraft acquisition, operations, enhancing aircraft aesthetics or equipping with up-to-date technologies,” said Jackie Wu, Jetsolution president. “Global Jet will support Jetsolution in providing our clients with aircraftacquisition assistance and associated services, such as registration, compliance and operational services.” Jetsolution will also use the services of Global Jet’s sister company, Pegasus Design, to assist its customers with cabin completion and refurbishment needs. “Jetsolution is a respected specialist with diverse service coverage in Asia,” said Mike Savary, Global Jet founder. “We admire their mission of delivering customer-focused services and their attention to detail, ranging from client advisories and aircraft delivery, to design and completions all under one roof.”
z Hawker Pacific Expands into Aircraft Management Australia’s Hawker Pacific Group, which provides aircraft sales and support in Asia and the Middle East, has established a new aircraft-management service based at Singapore Seletar Airport. Known as Hawker Pacific Aircraft Management, the new service offers “modular” management solutions for customers, such as a 24/7 operations control center, crewing, trip services (including ground handling and permits), fueling, administration and maintenance management. According to the company, the costs of aircraft operation can be significantly reduced thanks to Hawker Pacific’s volume programs, which guarantee pass-through costs without mark-ups to clients. Aircraft management services are available worldwide, drawing from Hawker Pacific’s resources at its 15 locations and service points throughout Asia Pacific, stretching from Beijing to Dubai, Jakarta, Perth and Auckland.
z Dallas Airmotive Ponders China Plans
Honeywell explains heli-growth forecast by James Wynbrandt Global demand for helicopters is expected to increase over the next five years, according to the results of Honeywell’s Turbine-Powered Civil Helicopter Purchase Outlook survey. Deliveries of new civilian-use helicopters will total between 4,900 and 5,600 units during the years 2013 to 2017, according to Honeywell (Booth H200), with strong demand focused in the first three years of the period and reflected in every region of the world. This demand is 35 percent higher for this five-year period than was recorded in last year’s survey. The 5,600-unit figure represents Honeywell’s expectation that demand in 2016 to 2017 will increase as operators firm up purchase plans. The results of this, Honeywell’s 15th such annual survey, are based on queries to more than 1,000 chief pilots and flight department managers of companies that operate a combined total of 2,400 turbine and 275 piston helicopters worldwide. The survey excludes large fleet or “mega” operators, while factoring in input from oil and gas support and EMS fleet operators. Several factors are driving the increased demand, according to
Dallas Airmotive Asia Pacific, based at Singapore’s Seletar Airport, is marking its first year of operation by highlighting several milestones achieved since its opening in February 2012. The highlights include the company’s receipt of authorizations from CAAS/Singapore, CAAP/Philippines, DGCA/Indonesia, DCA/ Thailand and DCA/Malaysia. Authorizations from India, China, and EASA are in progress and may be approved during the Expo, according to the company. “We’ve made great strides in obtaining necessary authorizations from countries and aviation authorities in the region,” said Doug Meador, president of Grapevine, Texas-based Dallas Airmotive. “Our Singapore facility fits perfectly with our longterm goals of providing local solutions wherever in the world there is a significant element of turbine powered business aircraft.” Here at ABACE 2013, the company is exhibiting with parent company BBA Aviation (Booth H518) and is actively looking to learn more about possible partners in China.
Rebound This Year
The 2013 forecast represents a rebound, after the 2012 survey found a 4-percent decrease in demand over the 2011 report. Honeywell believes this indicates that the industry “may be returning to a more expansionary environment.” Light single-engine helicopters are the most in-demand product in this time period, exemplified by the Eurocopter EC130/AS350 series, Bell 407 and Robinson R66. Most of the purchase interest for the aircraft is in North America, although the Middle East and Africa have a noticeable surge in interest in these models. Intermediate/medium twinengine helicopters (such as
the AgustaWestland AW139, AW169, Bell 412, EC145 and Sikorsky S-76) and light twin helicopters (the EC135, Bell 429 and AW109) each garnered about 25 percent of the intent to purchase. Planned purchases of heavy multi-engine helicopters (the EC225, Russian Helicopters Mi-171 and S-92) actually declined slightly from 2012 levels. Meanwhile, operators plan to expand the use of the helicopters they already have, according to the survey. Operations in Asia could see the greatest increase, with 35 percent planning to fly more versus 6 percent anticipating reduced operations. One third of operators (33 percent) in the Middle East and Africa say they will increase flight operations while about half that number (15 percent) plan to decrease operations. In North America, 10 percent of operators plan to increase utilization, while 3 percent plan to fly less. In Europe, about twice as many operators (16 percent) plan to fly more versus flying less (7 percent). In Latin America, 27 percent of operators plan to increase use while only 5 percent see themselves flying less. o
Bell Rings in Civil HeliCopteR ops At HongqiAo At last year’s ABACE show, potential helicopter exhibitors were told that they had to truck their aircraft into the static display because of a ban on helicopters at China’s major airports. That policy changed this year, at least at Hongqiao for ABACE 2013. “On Sunday, a Bell 407 was the first civil helicopter ever to land here in Hongqiao,” said Roger Whyte, NBAA’s special counsel to the president. “It wasn’t easy to get permission, and it’s taken a long time to go through all the authorities to get permission, but we got it.” The corporate-configured Kingwing Aviation Bell 407GX can accommodate six passengers and features a Garmin G1000H flight deck. It was brought to the show by Hong Kong-based Aerochine Aviation, which was appointed as one of Bell’s independent representatives in China, Hong Kong and Macau in 2009. –C.E.
DAVID McINTOSH
z Nagoya Seeks To Attract Business Aviation The Japanese government, in 2011, designated the city of Nagoya in the Aichi Prefecture as a base for aerospace industry growth. Now, according to Nagoya Airport officials, the Aichi prefectural government plans to purchase land adjacent to Nagoya Airport to help attract aircraft manufacturing facilities to the area. Airport officials stress that the airport’s business-aircraft terminal encourages the use of business aviation in the area. The terminal is separate from the flow of passengers on commercial flights, which speeds up customs and immigration inspections, as well as offering privacy and security for passengers. In addition, the distance from a private aircraft on the ramp, through the terminal and on to the car park is less than 100 meters.
Honeywell: aging aircraft fleets, contractual requirements, changes in operational requirements, expiring warranties and regulations requiring twin engines. The U.S. and Canada are expected to account for 27 percent of the purchases, while Europe will absorb 28 percent. Latin and South America will account for 20 percent, Asia/Oceana 19 percent and Africa/Middle East will account for 6 percent of new helicopter deliveries.
8 ABACE Convention News • April 18, 2013 • www.ainonline.com
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香港商务航空公司拥有由14架飞机组成的 强大机队，还提供维修服务，因而能够很 好地维持飞机质量。 Hongkong Jet manages a 14-strong fleet for which it also provides maintenance, thereby controlling the quality of the aircraft.
Hongkong Jet sells elite business jet services by Matt Thurber
香港公务航空公司提供 卓越的公务机服务 作者：Matt Thurber
公务航空在中国是一个颇具挑战的行 业，不过，香港商务航空公司却打入这个 市场，满足那些希望获得高水平服务， 且愿意付出更高的价钱的客户。“在亚 洲，人们愿意为更好的服务付出更高的价 钱，”香港商务航空公司的首席执行官 Chris Buchholz说。香港商务航空总部设 立在香港，是中国海南航空集团发展公 务机业务的运营商。香港商务航空及其姊 妹公司金鹿公务航空公司也参加了此次展 会，将其运营的飞机陈列于此。 香港商务航空是一家新公司，成立于 2011年11月，其运营的首架公务机是湾 流 G550。 现 在 该 公 司 有 商 务 喷 气 机 14 架，这些飞机主要是托管的私人飞机。 据Buchholz介绍，这些飞机大多数不提 供包机服务，因为这些飞机的主人希望 能及时使用自己的飞机。 Buchholz解释说，该公司的重心是“ 成为国内首屈一指的公务机服务（包括 管理和维护）供应商，将安全作为我们 的中心，为旅客提供最优质的服务。” 为了秉承这一宗旨，香港商务航空公司 制定了安全机制，如，正式的安全管理 体 系 （ SMS） 。 该 公 司 还 营 造 了 一 种 非惩罚性文化，所有员工都可以提出安 全问题。“一个关键性因素就是，你允 许每一名员工在有任何关于安全的疑问 时，能够随时举手提出来而不用担心遭 到报复，”他说。“如果他们想匿名提 出问题也可以。也许我们需要阐明这个 程序，或提高培训质量，或提供更好的 资源。如果第一个发现问题的人能够指 出来，这好过他们不指出来。这就是我 们与其他公司的做法的不同之处。” 香港商务航空公司控制质量的一个方 法是对其托管的飞机提供维修服务。该公 司还为非托管客户提供维修服务，并且在 其他地方提供24/7飞机地面修理。“维修 是我们的战略核心，” Buchholz说。该 公司雇佣了14名获得维修证书的工程师。 作为安全管理系统的一部分，该公 司的每一个部门，包括维修部，都设有 一名安全人员及一个安全小组，审阅所 有部门人员的意见。所有工程师都接受 培训，此外，香港商务航空公司投入很
大资金用于购置安全设备，如安全带、 千斤顶、升降机及紧急医疗设备和用 品。“好好照顾我们的员工是有必要 的，”Buchholz表示。 越来越多的公务机开始在中国服役， 不过，大多数都不提供包机服务。“ 这种情况将会发生变化，不过需要时 间，”他说。“我们愿意提供更多的包 机服务。”中国的大舱体喷气机的数量 越来越多的原因是，运营成本和机场费 用非常昂贵，平均约2000美元每小时， 小型飞机的运营几乎与大型飞机一样昂 贵。“造成这种局面的主要原因是公务 航空几乎不存在，机场成为航空公司专 用的设施，”他说。“你所付的着陆费 和一架[波音]737相当，尽管你的飞机只 不过是一架轻型喷气机而已。如果花更 多一点钱，你就可以买个更大更舒服的 喷气机了。”他解释说，大多数公务机 乘客喜欢机舱空间大点，能够让人直立 的飞机，并且他们还希望享受高水平的 服务，而小型喷气机无法承载空中服务 人员，因而无法满足乘客的这种需求。 亚 洲 公 务 航 空 会 议 和 展 览 （ABACE）会对于中国和上海来说意 义 重 大 ， Buchholz表 示 。 “ 人 们 也 许 还记得，欧洲公务航空会议和展览会 （ EBACE）的规模一开始也不算大， 不过今天，这是一个非常成熟的类似（ 美国）国家公务航空协会（NBAA）性 质的大型展会。相比欧洲的公务航空市 场而言，中国市场还不成熟，进入市场 的企业也没有那么多，不过，人们的兴 趣很大。客户想要看到飞机。在这里， 飞机一排一排地排列在一起，供他们对 比，好叫他们能够真实地感受到哪一架 飞机的机舱才是最大的，这样的机会实 在不多，”他说。 亚洲的机场不足，尚不能满足公务机的 需要，不过，Buchholz总结说，“这对[香 港]来说是一个绝好的机会。我们认为香港 [这个字]…...以其国际标准和五星级的亚洲 服务，展现了东方和西方最完美的融合。 随着中国的国际化进程的加快，我们看到 很多中国公司在香港设立了国际性总部， 他们希望飞机能够按香港标准运营。香港
10 ABACE Convention News • April 18, 2013 • www.ainonline.com
Business aviation in China is a challenging occupation, but Hong kong Jet has tapped into a market where customers expect a high level of service and are willing to pay the extra cost. “Here in Asia, people don’t mind paying extra for better service,” said Chris Buchholz, CEO of Hongkong Jet, which is headquartered in Hong Kong and is the business aviation arm of China’s HNA Group. Hongkong Jet and sister company Deer Jet are exhibiting aircraft here on the static display. Hongkong Jet is a young company, founded in November 2011 with its first business jet, a Gulfstream G550. Now the company has 14 business jets in its fleet, which are primarily managed for individual owners. Most of these jets aren’t available for charter, according to Buchholz, because the owners want their airplanes available at short notice for their own travel purposes. The company’s primary focus, Buchholz explained, “is to be the premier provider of business jet services–including management and maintenance–in the region by being as safe as we can be and providing the best service.” To that end, Hongkong Jet has established safety mechanisms such as a formal safety management system (SMS). All employees are encouraged to raise safety issues in a nonpunitive safety reporting culture. “A critical component is that you allow everyone on staff to put up a hand at any point if they have a concern about safety–without fear of reprisals,” he said. “If they want anonymity, it’s up to them. Maybe we need to clarify procedures or improve training or provide better resources. If the first person facing that risk speaks out, that’s better than if they wait. It makes us different from any other player.” One way that Hongkong Jet controls quality is by conducting maintenance on its management fleet. It also maintains aircraft for non-management clients, and provides 24/7 aircraft-onground (AOG) repairs at other locations. “Maintenance is a core part of our strategy,” said Buchholz. The company employs 14 licensed engineers. As part of the SMS, every department in the company, including maintenance, has a 湾流G550是香港商 务航空公司托管的 第一架公务机。 Gulfstream’s G550 was the first business jet in Hongkong Jet’s managed fleet.
safety officer, and a safety board reviews all of the officer’s recommendations. All engineers receive training, and Hongkong Jet spends a lot on safety equipment such as harnesses, jacks, lifts and emergency medical supplies. “Taking good care of our people is essential,” Buchholz said. More business jets are entering service in China, but most are not available for charter. “That will change and it will take time,” he said. “We would love to do more charter.” The reason there are so many larger jets in the region is because handling costs and airport fees are so high, averaging roughly $2,000 per hour, making the operation of smaller airplanes nearly as expensive. “The main reason is that business aviation almost didn’t exist, and airports are dedicated for airlines,” he said. “You’re paying landing fees of a [Boeing] 737, even if you’re flying a light jet. For a little more money, you get more room and comfort.” Most business jet travelers are used to stand-up cabins, having flown only in airliners, he explained. They also expect a high level of service that isn’t available in a smaller jet that does not carry a flight attendant. The ABACE show is important for China and Shanghai, said Buchholz. “Some can remember EBACE being relatively modest in size but today it is a full-blown National Business Aviation Association (NBAA)-type event. China is still much smaller than Europe as a [business aviation] market but there is a lot of interest and it remains significantly underpenetrated. Customers want to look at the aircraft. It’s not often they can compare all these aircraft side by side and really get a feel for which has the widest cabin,” he said. Even though Asia is lacking in airports that serve business aviation, Buchholz concluded, “The opportunity is excellent [in Hong Kong]. We feel that [the words] Hong Kong…describe the best of the east and west, of international standards and five-star Asian service. As China becomes more international I see more Chinese companies setting up international headquarters in Hong Kong, and they want aircraft to operate to Hong Kong standards. Hongkong Jet is well positioned to take advantage of that.” o
China sets sights on a business aircraft family by Xiaoying Liang model that will be powered by GE’s H85 engine. It will attain speeds of up to 324 knots (600
The Starlight 100 and 200 designs are both very light jets. Besides Avic, some local governments in China are also interested in establishing joint ventures with foreign manufacturers to form a complete general aviation manufacturing chain. For instance, in February, the Qingdao Economic and Technological Development Zone
Management Committee signed a memorandum of cooperation with Italy’s Piaggio Aero Industries that is intended to lead to joint aircraft production. o This article originally appeared in World Flight magazine published by World Flight Ltd.
AIN International Airshow News Trim: 10.8125”W x 13.875”H Bleed: 11.0625”W x 14.125”H
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Though business aviation is still young in China, the country has been quick to make clear its intention not just to be a consumer of imported business aircraft, but to be active as a manufacturer of them too. So far, partnerships with foreign airframers have been the main path to this goal, but now China’s Avic group has started work on its own design for what it calls the China New Generation Business Jet. And other new domestically developed general aviation aircraft are starting to take shape as well. Two years ago, Brazilian manufacturer Embraer signed a framework agreement to start assembling Legacy 600 and 650 jets in China through their 10-year-old Embraer Harbin joint venture. It will mainly build aircraft for customers in China and the rest of the Asia
km/h) and will have a range of up to 1,621 nm (3,000 km). In November last year, the first prototype rolled off the assembly line and the program is now backed by eight launch orders. Caiga aims to achieve a first flight by the end of 2013, with certification targeted for 2015. The Primus 100 is a smaller version of the turbroprop single.
Avic’s China New Generation Business Jet
Pacific region. The partnership already is backed by 10 commitments from a Chinese leasing group, covering five firm orders and five options. On March 23 last year, just ahead of the 2012 ABACE show, Avic and Cessna (through its parent company Textron) signed a framework that will see Avic’s Chengdu Aircraft division involved in joint manufacturing of several of the U.S. company’s aircraft. By year-end, the Chinese factory is due to deliver the first locally assembled Citation Sovereign jet. Then in 2014, local production of the new Citation Latitude is due to begin. Avic is also due to support Cessna with research-and-development work for new business jets, as well as assembling the Citation XLS-5 at its Zhuhai plant. Back in November 2010, Avic’s China Aviation Industry General Aircraft (Caiga) subsidiary bought the assets of Epic Aircraft of the U.S. This gave it full technology and intellectual property rights to Epic’s Primus 100, Primus 150, Starlight 100 and Starlight 200 designs. The $1.24 million Primus 150 is an all-composite single turboprop
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www.ainonline.com • April 18, 2013 • ABACE Convention News 11
Fast-growing Eurocopter has deep roots in China market JACK SYKES
by Charles Alcock
欧直计划于今年第四季度交付第一架重量为16500磅磅的E175（中国名为Z15）直升机。美国的启始客 户 Bristow Helicopters在近期于拉斯维加斯 举行的直升机展览会上展示了这款飞机。 First deliveries of Eurocopter’s 16,500-pound E175 (or Z15, as the Chinese version is known) are set for the fourth quarter of this year. U.S. launch customer Bristow Helicopters brought an example to the recent HeliExpo show in Las Vegas.
欧直发展迅速，站稳中国市场 作者：Charles Alcock 欧洲直升机公司（简称“欧直”）开 始涉足中国市场可追溯到40多年前，那是 1967年，欧直将一架Alouette III直升机销售 给中国，这是与中国的第一笔交易。自此 以后，该欧洲制造商开始深入中国市场。 欧洲直升机公司与中航工业直升机公司（ 见图表）开展广泛合作的最新进展的标志 是，双方达成共同研发新型双引擎EC175 （中国称其为Z15）的合作协议。研发项目 将在欧直旗下位于上海的合资公司——欧 洲直升机公司中国直升机公司进行。 EC175重16万5000磅磅，计划于今年第 四个季度完成首次交付。该交付日期比原 定计划延迟了将近一年时间。据欧直相关 人员表示，造成交付推迟的一个原因是新 研发出来的飞机比预期的飞行速度更快， 飞行航程也更远，因而制造商需要对该飞 机的认证中某些环节重新提出申请。供应 商没有按时供应Helionix航空电子设备也 是造成认证时间延长的原因之一。 去年欧直就已强调，“装备了Helionix 航空电子设备后，EC175就成为欧洲首架 采用最新国际航空标准[RTCA DO-297和 SAEARP 4754]的飞机。这两项国际标准 随后又应用于空中客车A380。”这些标准 要求对飞机的系统架构、功能、软件和硬 件进行更严格的测试，确保在投入使用时 这些产品“更加成熟和可靠”。正是由于 这些测试，欧洲直升机公司决定在飞机上 增加“两款更完善的软件”，以确保交付 时飞机系统更为成熟，不过，这也会延长 认证时间。 上个月，全球最大的直升机服务供应 商Bristow Helicopters确认其已成为尚 未获得认证的EC175飞机的美国启始客 户。Bristow Helicopters计划将这架飞机 用于支持其在墨西哥湾开展的石油和天然 气作业，这项应用同样有可能适用于中国 正在崛起的能源行业。 据欧直相关人员介绍，当载客量为12名 时，EC175可以在不加燃料的情况下往返飞 行195nm（361km），而满载18名乘客时， 往返航程可达到105 nm （194 km）。 该飞 机最大的可燃物荷载量是4600磅磅。EC175 上装备了Pratt & Whitney Canada公司出品的 PT6C-67E，每个PT6C-67E的重量为1300磅 磅/轴马力。 更多新型的欧直飞机 上个月，在拉斯维加斯举行的直升 机展览会上，欧直推出了一款新型飞 机：EC135T3/P3，目的在于帮助公司进
行市场定位。这款新型双引擎飞机比之前 的机型有所改进，例如，该飞机的Fadec 软件更优化，旋翼桨叶更长，进气口的位 置也发生了改变。这些改变使该飞机的最 大起飞重量增加了66磅磅，热/高性能也 提高了（飞行高度为1500米时的有效荷载 增加了440磅磅，ISA +20）。这一经过升 级的机型航程更远（附加了外部辅助燃料 箱），采用了新型的内部设计，还安装了 蓝牙耳机和新型救生筏系统。 欧直的在研机型有高速混合动力直升 机X3（“X立方”），该飞机可用于石油 和天然气作业，公共服务，执法，紧急医 疗及VIP运输。欧直前任首席执行官Lutz Bertling透露，欧直计划在X3的技术平台 的基础上，研发一种“体积完全不同的” 新型飞机，不过，Lutz Bertling不愿意透 露该飞机的认证时间、启动客户，及其他 详细内容。 欧直计划在明年的直升机展览会上展示 X4中型双引擎直升机，这款飞机是新一代 的Dauphin系列直升机的代表。X4配置了 防滑旋翼桨叶和电传操纵飞行控制系统， 还将装备Pratt & Whitney Canada公司出 品的PW210涡轮轴发动机或Turbomeca公 司出品的TM800涡轮轴发动机。该飞机计 划于2016年首次试飞，2017年获得认证。
EC175 性能指标概览 （最大毛重， ISA) 最大毛重 最高速度， Vne （从未超过）
16535磅 175节 （323 千米/小时）
最快巡航速度
149节 （275 千米/小时）
最大航程速率 海平线
130 节 （240 千米/小时）
燃油量 （建议巡航速度）
燃油量 （最大航程速率—BRS）
1,216磅/小时 1,045磅/小时
盘旋上升限度， IGE， 起飞动力， ISA
>10,000英尺
盘旋上升高度， OGE, 起飞动力， ISA
8,068英尺
实用升限，80节
15,000英尺
最大航程， BRS, 无燃油储备
619海里
最长续航时间，80节， 无燃油储备
5小时59分钟
攀爬速率，OEI
502英尺/分钟
12 ABACE Convention News • April 18, 2013 • www.ainonline.com
Eurocopter’s presence in China goes back more than 40 years to the first sale of an Alouette III helicopter in the country in 1967. But since then, the European manufacturer has set down much deeper roots in China and the new twin-engine EC175 (or Z15, as the Chinese version is known) represents the latest stage in a wide-ranging cooperation with China’s Avicopter (see box) through the Shanghaibased joint venture Eurocopter China. First deliveries of the 16,500-pound EC175 are set for the fourth quarter of this year, which will result in a delay of almost 12 months. According to Eurocopter, one factor behind the delay is that development work has resulted in the new model having better speed and range than expected, requiring the manufacturer to revisit some aspects of certification. Supplier delays on the Helionix avionics have also contributed to the slippage in the certification timetable. Eurocopter had already emphasized last year that, “with Helionix, the EC175 is the first helicopter in Europe to adopt the latest international avionics standards [RTCA DO-297 and SAEARP 4754], following their introduction on the Airbus A380.” These standards call for more thorough testing of system architecture, functions, software and hardware to “provide a more mature and reliable product” at entry into service. As a result of these tests, Eurocopter decided to add “two full software versions” to ensure system maturity at delivery but is adding time to the certification process. Last month, Bristow Helicopters, the largest global helicopter service provider, confirmed that it has become the U.S. launch customer for the not-yetcertified EC175. It will use the aircraft to support oil and gas operations in the Gulf of Mexico, which could fuel hopes of similar applications in China’s growing energy sector. According to Eurocopter, the EC175 will be able to fly an unrefueled round trip of 195 nm (361 km) with 12 passengers and 105 nm (194 km) with a full load of 18 passengers. Maximum fuel load is about 4,600 pounds. The Pratt & Whitney Canada PT6C-67Es on the EC175 are rated at 1,300 shp each. More New Eurocopters
At last month’s Heli-Expo show in Las Vegas, Eurocopter introduced a new model intended to help maintain its market position: the EC135T3/P3. The new light twin-engine model offers improvements, including optimized Fadec software, longer rotor blades and a change in the location of the air intake. These changes yield a 66-pound increase in maximum takeoff weight, and improved hot/high performance (an additional 440 pounds of payload at 1,500 meters, ISA +20). The
updated model also features extended range with external auxiliary fuel tanks, a new interior design, Bluetooth headsets and new life raft system. Also in development at Eurocopter is the high-speed compound helicopter concept known as X3 (“X cubed”). Eurocopter plans to adapt the technology in the X3 platform to create a new helicopter “significantly different in terms of size,” said former Eurocopter CEO Lutz Bertling, though he declined to provide a certification date, launch customer or other details. The company has indicated the aircraft would be intended for oil and gas operators, as well as public services, law enforcement, emergency medical and VIP transportation. At next year’s Heli-Expo show, Eurocopter intends to display its X4 medium twin, which will represent the new generation of its Dauphin family. The X4, which will include straked rotor blades and a fly-by-wire system, will be offered with a Pratt & Whitney Canada PW210 or Turbomeca TM800 turboshaft engine. First flight is scheduled for 2016, with certification planned for 2017. Meanwhile, however, Bertling said that after safety, Eurocopter’s immediate major priority is addressing the problems with the EC225 Super Puma. The global fleet has been flying under restricted service as the result of the ditching of two EC225s in the North Sea last fall, losses attributed to cracks in the main gearbox bevel gear shafts. Revenues Up
Eurocopter managed to boost revenue last year despite sagging deliveries, in part on the strength of its service activities. The France-based manufacturer plans to ramp up production this year, with the
EC175 Performance Specs (maximum gross weight, ISA)
Max gross weight
16,535 pounds
Max speed, Vne (never exceed)
175 knots (323 km/h)
Fast cruise speed
149 knots (275 km/h)
Best range speed, sea level
130 knots (240 km/h)
Fuel consumption (recommended cruise speed)
Fuel consumption (best range speed–BRS)
1,216 lb/hr 1,045 lb/hr
Hover ceiling, IGE, takeoff power, ISA
>10,000 feet
Hover ceiling, OGE, takeoff power, ISA
8,068 feet
Service ceiling, 80 knots 15,000 feet Max range, BRS, without fuel reserve
619 nm
Max endurance, 80 knots, 5:59 hours without fuel reserve Rate of climb, OEI
502 fpm
475架直升机，基于这一数量统计显示， 该公司民用和准公营直升机所占的市场 份额达到44%，最大起飞重量超过2200磅 磅。尽管交付量不多，该公司认为收益增 长是因为所交易的飞机价格更高，因为那 些交易的飞机大都是大舱体的直升机。 此外，欧直的服务业务所创造的收益 收益上涨 占总收益的比例也有所提高，从2011年 去年，尽管欧直交付的飞机数量有所 的38%上涨至去年的42%，服务业务创造 下滑，但其收益还是保持增长，能够实现 的收益超过生产。服务业务上涨的主要 收益增长部分依赖于该公司所提供的各项 原因是，2011年，欧直收购了专门从事 服务。这一总部位于法国的飞机制造商计 直升机维护、维修和大修的公司Vector 划今年扩大生产，其目标是实现今年的飞 Aerospace 。去年首次将Vector公司全年 的收益合并到欧直的资产负债表中。 机交付量比去年上涨15%。 2012年，欧直收到一份购买469架民用 2012年，该公司的总收益达到63亿欧元 （84亿美元），比2011年上涨了15%，实 和军用飞机的订单，其价值高达70亿美 元，飞机价格的增长比率远高于飞机数 现连续两年总收益保持两位数字的增长。 与此同时，自2008年以来，飞机的交 量的增长比率。。这笔订单分解后包括 付量一直呈下降趋势。去年，欧直交付了 以下飞机：9架EC120、249架Ecureuil/ AStars、 63架 EC135 、 81架 EC145、 11架 Dauphins、19架EC175和 37架超级美洲豹。 今年的首要任务是，随 着输出水平的上涨，提高 生产效率。该公司正在努 力协助其供应商按时完成 交付目标，这笔交易将使 欧直的生产量提高15%。 “如果订单量也能以两 欧直X3高速混合动力直升机（“X立方”）可用于石油和天然气作 业，还可以 用于公共服务、执法、紧急医疗和VIP运输。 位数的百分比增长，那就太 好了，”Bertling总结说。 The high-speed compound X3 (“X cubed”) helicopter is being developed by Eurocopter as a platform for oil and gas operators, as well as public services, 这样的话，交付和订购的直 law enforcement, emergency medical and VIP transportation. 升机数量都将超过500架。
ANTHONY PECCHI
EC175驾驶 在为期两周的美国展会上，欧直将上个月购买的“Bristow EC175”（F-WMXB）展示在 2013年直升机展览会上。该展览会在路易斯安那州新利比亚举行。Bristow EC175出现在 此次展览会上，因而欧直员工及当前和潜在的石油行业客户有机会观摩Bristow。有几名 飞行员还有机会同EC175的首席试飞员Alain Di Bianca及该直升机的首席飞航工程师Michel Oswald一起试飞该直升机。F-WMXB上安装了部分飞行试验设备，Oswald也在场负责监管 各项事务，并充分利用这一试飞时间进行各种飞行试验。 Shawn Vaughn是曾飞行Bristow直升机的飞行员之一。他曾做过Bristow直升机的试点检查 飞行员，曾驾驶西科尔斯基S-76。他的直升机驾驶时间超过4000小时，且已获得空运飞行员 （ATP）和持照仪表飞行教练（CFII）资格认证，他还曾在军队飞行西科尔斯基黑鹰系列直升 机。EC175是他驾驶的首款欧直出品的飞机。 Vaughn在接受《国际航空新闻》的采访时说，他认为EC175的运行“非常平稳、顺畅。 即使在空速很高的时候，该飞机的转子系统也能够非常平稳的运行，甚至接近Vne，这一 点令我感到惊奇。”当时试飞的时候天空晴朗清澈，风速为15节左右，在3000至4000英尺 的高空时遇到些许大气湍流。 Vaughn在驾驶舱内时，另外一个Bristow飞行员使用仪表着陆系统（ILS）的方式降落在 新伊比利亚机场。他说这名飞行员似乎很轻而易举地就对仪表着陆系统进行了导航设置。 “该飞机完成了所有预设的项目，并停留在滑翔道和主干道上。我没有发现任何问题。” 他说，虽然仅使用了一种起落模式驾驶这架飞机，他也感到非常舒服，不过，他不想去 猜测学会这架飞机的操作系统需要花多长的时间，特别是目前他还不熟悉欧直的其他产品。 “这架飞机比较容易驾驶，”他说。“控制装置都在适当的位置，该飞机所安装的限流 指示器系统也减轻了工作量。”他发现，盘旋的时候EC175也非常稳定。“Alain在3000英 尺的高空演示了OGE盘旋，接着将飞机加速到60节，”他说。Vaughn认为Di Bianca采用“复 飞”的方式恢复空速，不过对此他不太确定。 “该EC175的运行非常平稳、顺畅，”Vaughn总结说。“能够驾驶拥有这种技术的飞机 真是让我激动不已、大快人心。我非常享受那次驾驶经历。” 作者有机会在Vaughn飞行的前一天驾驶了这架EC175，不过因为天气恶劣，只飞行了很 短的时间。Di Bianca演示了在盘旋时自动驾驶仪的全自动操作功能，使用的是该自动驾驶 仪系统的常规功能。如果说有什么区别的话，那就是盘旋时，这架EC175比一年以前更稳 定，一年前我曾驾驶EC175PT1一个多小时。 在新伊比利亚试飞时，我们遵循特殊目视飞行规则，在600英尺的上升限度以下，雨雾 天气中，进行了大动作的起落模式操作，我认为，对于海上作业而言这样的操作环境非常 逼真。不幸的是，我们必须降落，因为预报即将发生夹杂冰雹的雷暴雨。和Vaughn一样， 我发现这架飞机操作很方便，不过，我知道，想要舒服地操作如此精密复杂的系统，特别 是其航空电子设备，还需要接受良好的培训，并认真地学习 –R.R.P.
JACK SYKES
不过，Bertling还表示，除了确保安全 性，欧直当前的首要任务是处理EC225 超级美洲豹的问题。自从去年秋天两架 EC225在北海水上迫降后，该环球机队只 能提供有限的飞行服务，造成这一损失的 原因是主减速机锥齿轮轴出现裂缝。
欧直的轻型双引擎EC135T3/P3的Fadec软件更优化，旋翼桨叶更长，进气口的位置也有变动 Eurocopter’s light twin-engine EC135T3/P3 features optimized Fadec software, longer rotor blades and a change in the location of the air intake.
aim of delivering 15 percent more aircraft than it handed over last year. In 2012, revenue amounted to €6.3 billion ($8.4 billion). This represents a 15-percent increase over the previous year and the second consecutive year of double-digit growth. Meanwhile, deliveries have been on the decline since 2008. Last year, Eurocopter delivered 475 helicopters and–based on these deliveries–claims a market share of 44 percent of civil and parapublic helicopters with an mtow of more than 2,200 pounds. The company attributes the rise in revenue despite fewer deliveries to the higher price because of the larger size of the helicopters handed over. Meanwhile, Eurocopter’s service business grew to 42 percent of total
revenue last year, up from 38 percent in 2011, with the value of service activity surpassing production. The growth in service business is due largely to the acquisition of helicopter maintenance, repair and overhaul specialist Vector Aerospace in 2011. Last year marked the first full year of consolidation of Vector’s results into Eurocopter’s balance sheet. In 2012, Eurocopter received net orders for 469 civil and military aircraft, worth $7 billion, a stronger increase in value than in units. These sales break down to nine EC120s, 249 Ecureuil/AStars, 63 EC135s, 81 EC145s, 11 Dauphins, 19 EC175s and 37 Super Pumas. A priority this year is to improve production efficiency as output levels increase. o
Flying the EC175 As part of a two-week tour in the U.S., Eurocopter last month brought the “Bristow EC175” (F-WMXB), which was shown here at Heli-Expo’13, to New Iberia, Louisiana, to give Bristow an opportunity to show it to its staff and to current and potential oil industry customers. Several pilots had an opportunity to fly the helicopter with Alain Di Bianca, chief test pilot for the EC175, and Michel Oswald, chief flight engineer for the aircraft. Some flight-test equipment is installed in FWMXB and Oswald is there to monitor things and make use of the flight time running various tests. Shawn Vaughn was one of the Bristow pilots who flew the helicopter. He is a pilot check airman with Bristow, flying Sikorsky S-76s, has more than 4,000 hours in helicopters, holds ATP and CFII helicopter certificates and flew Sikorsky Black Hawks in the Army. The EC175 was the first Eurocopter he has ever flown. Vaughn told AIN he felt the EC175 was “a very stable and smooth platform. I was surprised at how smooth the rotor system was at higher airspeeds, even approaching Vne.” While the sky was clear during his flight, the winds were about 15 knots and there was some turbulence at 3,000 to 4,000 feet. Vaughn rode in the cabin when another Bristow pilot shot an ILS approach to New Iberia Airport. He said the other pilot did not seem to have any difficulty in setting up the nav system for the ILS. “The aircraft did what it was supposed to do and stayed on glideslope and course. I didn’t see any issues.” He said he felt comfortable flying the aircraft after only one traffic pattern, but did not want to speculate about how long it would take him to learn the aircraft’s systems, especially since he is not familiar with other Eurocopter products. “It’s an easy aircraft to fly,” he said. “The controls are in the right position and the FLI [first-limit indicator] system decreases workload.” In hover, he found the EC175 very stable. “Alain demonstrated an OGE hover at 3,000 feet, and then accelerated the aircraft to 60 knots at 3,000 feet,” he said. Vaughn was not sure, but it would appear that Di Bianca used a “go-around” feature to regain airspeed. “The EC175 was very smooth and stable,” Vaughn concluded. “It was exciting and refreshing to get into an aircraft with the technology it has. I really enjoyed it.” The author had a chance to fly the EC175 the day before Vaughn’s flight, but only for a short time because of inclement weather. Di Bianca demonstrated the autopilot’s hands-off control in a hover, using normal functions. If anything, the hover seemed more stable than it had been a year ago when I flew for more than an hour in EC175 PT1. We flew one wide traffic pattern at New Iberia, under Special VFR and below a 600-foot ceiling in mist and rain, quite realistic conditions for offshore operations, I felt. Unfortunately, we had to land to avoid the approach of a reported thunderstorm with hail. Like Vaughn, I found the aircraft easy to fly but know it would take some good training and serious study to become comfortable with its sophisticated systems, particularly its avionics. –R.R.P.
www.ainonline.com • April 18, 2013 • ABACE Convention News 13
飞机制造商预测 中国将成为公务机市场的沃土
中国买主目前最喜欢的是大舱体的公务机， 不过业内人士预测，窄体、尾端较低的公务 机将会随着行业的发展而受到重视。
Large-cabin business jets currently are most popular among Chinese buyers, but industry observers predict the narrowbody, lower end segment will make inroads as the industry evolves.
作者：Curt Epstein 随着包括美国在内的传统公务机市 场的需求日渐萎缩，许多飞机制造商 开始瞄准中国市场，拓展业务。在去 年举办的亚洲商务航空会议和展览会 （ABACE）上，庞巴迪公司表示（该公 司目前占据约三分之一的中国市场）， 希望中国的公务机市场能在2030年实现 迅猛增长。该公司还预测说，到那个 时候，中国客户购买的新公务机的数量 将超过2300架，几乎是现在的10倍。此 外，巴西航空工业公司也预测说，中国 需要635架这样的喷气机，其价值高达 210亿美元。 以上预测阐释了公务机制造商们不断 地在中国投资人力、服务和设备的原因 所在。2011年，湾流公司在北京设立了 一个销售办事处，并派遣了好几名销售 服务代表到该地区。去年，湾流公司宣 布将建立湾流北京。湾流北京是一个服 务中心，与此相同的还有香港金鹿公务 航空有限公司和大新华航空技术有限公 司在北京设立的服务中心。此外，达索 猎鹰最近也在北京设立了一个客户服务 办事处，随后还将在位于上海虹桥机场 的豪客太平洋公务航空中心建立一个客 户服务办事处。 庞巴迪公司也明显增大了其在中国的 市场投入。庞巴迪是一家加拿大的飞机 制造公司，其区域副总裁Michael Han 说：“我们在中国投入了很多资源，也 拓展了我们的销售团队，同时我们还在 上海设立了一间办事处，以协助香港和 北京两地的办事处。”
是非常关键的一项要求，不过，随着包 括中国境内及跨亚洲这样的亚洲以内的 旅行需求的增加，小型飞机的需求也将 逐渐增大。” 庞巴迪公司每年所出售的大舱体挑 战者850飞机数量不算多，不过大多 是销往了亚洲。“我尚未听说有哪一 架挑战者850销售到除亚洲外的其他 国家，”Jetcraft公司的共同所有者 Jahid Fazal Karim说道。Jetcraft公 司经营全球的飞机经纪业务，而Jahid Fazal Karim从2008年起就已经开始在 中国从事飞机销售服务。“我认为挑战 者850飞机已占据中国市场的90%。” 这一说法与总部位于加拿大彼得伯勒的 Flying Colours航空公司的估计相吻 合。Flying Colours认为，庞巴迪公 司销往中国的飞机几乎占据了整个中国 市场。不过，庞巴迪出品的双引擎喷气 机的可靠性最好，而环球6000与挑战者 850拥有同等体积的机舱，前者的速度 则比后者高出一倍之多。 “一般而言，中国客户更喜欢大舱 体的飞机，”Karim说，“例如，这 就是为什么挑战者850在中国那么受 欢迎。该飞机的航程并不是很远，不 过，[这些飞机购买者] 其实并不需要 航程那么远的飞机，因为他们大多只是 在部分地区和国内飞行。”然而，中国 客户对大舱体飞机的偏好也刺激了其他 型号的飞机在中国的销售，如达索猎鹰 2000、巴西莱格赛650（其中有23架归 民生金融租赁股份有限公司所有），以 及庞巴迪公司出品的挑战者605。
大舱体喷气式飞机 大舱体喷气式飞机几乎是亚洲商务 航空会议和展览会（ABACE）上的主打 产品，这也准确地反应了该地区的需 求。“从传统上而言，中国市场比较青 睐体型较大的飞机，例如，我们公司 出产的环球喷气机，”Han说道，“不 过，我们发现对挑战者喷气机和里尔喷 气机感兴趣的人也越来越多。远程航行
远程喷气机 中国的远程喷气机市场可以说是 健康的，从湾流占据中国近50%的市 场份额这一点可以看出。“我的客户 范围非常广，不过，排名前三的客户 群体依次是 企业、个人和包机服务供应 商，”湾流航空公司的销售和市场营销 副总裁Scott Neal说。“对于许多大型
Manufacturers foresee China as fertile business jet market by Curt Epstein With demand for business aircraft weak in traditional markets like the United States, many manufacturers are looking to China for growth. At the Asian Business Aviation Conference and Exhibition (ABACE) last year, Bombardier– which now claims about a third of the Chinese market–said it expects the number of business aircraft in the country to increase dramatically by 2030. The company predicted that, by then, Chinese customers will have taken delivery of more than 2,300 new business jets, a nearly tenfold increase from the present number. Embraer, meanwhile, forecasts that, over the next decade, the country will need 635 such jets, worth $21 billion. Such predictions explain why business aviation manufacturers continue to invest in personnel, services and facilities in China. In 2011, Gulfstream launched a sales office in Beijing and assigned several service representatives to the region. Last year, the company announced that it would soon open Gulfstream Beijing, a service center to be operated along with Deer Jet and Grand China Aviation Technik. In addition, Dassault Falcon recently opened a customer service office in Beijing and subsequently one here in Shanghai at the Hawker Pacific facility at Hongqiao Airport. Bombardier has also notably increased its presence in the country. “We have invested a lot of resources and expanded our sales team in China, as well as opened an office in Shanghai to complement our existing Hong Kong and Beijing offices,” said Michael Han, the Canadian manufacturer’s regional vice president of sales for business aircraft in China.
jets,” Han said, “but, increasingly, we see a lot of interest in our Challenger and Learjet aircraft as well. Long-range travel remains a key requirement, but as domestic travel needs within China and across Asia increase, there is a growing need for smaller aircraft.” Bombardier delivers a handful of the large-cabin Challenger 850s each year, the majority of them destined for service in Asia. “I haven’t heard of an 850 that was sold outside of the area,” said Jahid Fazal Karim, co-owner of global aircraft brokerage Jetcraft, which has been involved in sales in the region since 2008. “I would say it’s 90 percent of the 850 market today.” That tallies with an assessment from Challenger 850 completions specialist Flying Colours of Peterborough, Canada, which sees its aircraft heading to Chinese owners almost exclusively. While the twinjet possesses the reliability of the regional jet from which it is derived, and a spacious cabin on a par with that of its Global 6000 stablemate, the 850 has less than half its range. “In general, the Chinese clients like big cabins,” said Karim. “That’s why, for instance, the Challenger 850 is relatively popular there. It doesn’t have much range but [those owners] really don’t need that much range because they are doing a lot of regional and domestic travel.” A penchant for big cabins has also fostered demand for aircraft such as the Dassault Falcon 2000, Embraer Legacy 650 (23 of which were recently ordered by Minsheng Financial Leasing) and Bombardier’s Challenger 605.
Large Cabin Jets
Yet a healthy market also exists in China for long-range jets, as evidenced by the nearly 50 percent of the market claimed by Gulfstream. “We have a wide range of customers, but our aircraft are most popular with corporations, individuals and charter
Large-cabin jets dominated the static display at ABACE 2012, accurately reflecting the region’s demand. “Traditionally, the market in China has favored larger aircraft like our Global
14 ABACE Convention News • April 18, 2013 • www.ainonline.com
Long-range Jets
operators, in that order,” said Scott Neal, Gulfstream’s senior vice president for sales and marketing. “For many large corporations, the founder/individual is still at the helm and making the decisions. As the market matures and the second- and third-tier customers are exposed to business aviation and its benefits, we will see a change in the types of customers we encounter.” Gulfstream’s products are among those favored by the nouveau riche in China, who have earned their fortunes through the country’s burgeoning real estate business, according to Karim. “Their businesses take them a bit outside the territory, so they probably have more of a longer-range need, but they will also go for the best thing,” he said. Bombardier’s Global 6000, Gulfstream’s G550 and newly certified G650 and even bizliners such as the Airbus ACJ or Boeing BBJ rank among the preferred choices. Given the high import taxes on business jets in China coupled with high operating expenses and the
difficulty involved in finding qualified pilots in the region, Karim believes that those who can afford to import a jet are choosing the biggest models they can afford. While the narrowbody, lower end segment is battling headwinds in terms of Chinese acceptance, that attitude will change as the industry evolves, according to Karim. “As the market matures,” he said, “a lot of these companies, especially the domestic ones, will realize that if you are going to move people around on a two- to fourhour leg, you can do it much more economically in a Citation Excel, a Lear 45, a G150 or a Hawker 900. As it gets easier to operate planes inside China, as they maybe ease their taxes, as you get access to more pilots, it will help the smaller planes down the line.” Charter operators have also become active in China of late, though the concept of placing a privately owned business jet in the charter market to help defray costs isn’t widely accepted yet. Still, demand
exists for private lift from customers who do not own their own aircraft. “There are people who don’t want to own planes and just want to fly and pay for the trip,” said Karim. Companies are trying to capitalize on that, [but] I think a lot of these companies may overestimate the ability to make money in the charter business.” Chinese buyers prefer new or late-model jets, but once the inventory of used airplanes grows, purchasers will have to think twice about whether to bring in a newer aircraft or buy one that has already been registered in the country. Purchasers of previously registered jets “may pay a little bit more,” said Karim, “but if you factor in the 20-percent tax on imports, they are better off buying a plane that is Chinese registered.” Another bonus for buyers of pre-registered jets, he said, is that they avoid the four- to six-month process required to transfer a foreign preowned jet to a Chinese registry. “Naturally there will be more incountry transactions like that,” he said. o
企业而言，公司创始人/个体依然 是掌舵者和决策者。随着市场的成 熟，第二层和第三层客户会将注意 力转移到公务航空及其所带来的好 处上，我们所遇到的客户也将会发 生转变。” Karim表示，中国新近通过房地产 业富起来的群体更钟爱湾流公司的 飞机。“这些富人的产业一般都在 外 地，因此航程相对大些的飞机他 们 会更喜欢，不过他们也会综合考
虑。”Karim说道。庞巴迪公司的环 球6000，湾流公司的G550，以及新 近获得审批的G650，甚至是空中客 车的商务机ACJ和波音BBJ，都是他 们首选的机型。 在中国购买公务机需支付高昂 的进口税，飞机的管理费也非常 昂贵，加之在中国找到一名技术 精湛的飞行员也不容易，鉴于以 上 三大原因，Karim认为，那些
有能力进口一架喷气机的人通 常会选择他们能够买得起的舱 体最大的飞机。据Karim透露， 虽然窄体、低尾端的喷气机还 不是中国人所能接受的机型， 不过随着行业的发展，中国人 的态度也会发生变化。“随着 市场日渐成熟，许多公司，特 别是国内的公司，会逐渐意识 到，如果一个人想在2至4小 时内从一个地方来到另一个地 方，奖状卓越、里尔45、G150 或豪客900才是更经济实惠的选
择。越来越宽松的境内飞机驾 驶管制，削减的税费，以及飞 行员人数的增加，这三大因素 将有利于促进未来舱体较小的 喷气机的发展。” 最近，包机服务供应商在中 国也活跃起来。不过，将自己 私有的公务机放在包机市场上 出租，以此抵消一部分相关费用 的理念，还不为大多数中国人所 接受。对于那些没有私人飞机 的客户而言，包机的市场依然存 在。“有的人并不想购买飞机， 只是想乘坐飞机并担负飞行的费 用，”Karim表示。“一些公司正 打算利用这一点，不过，我认为 许多公司可能对包机服务带来的 收益估价过高。” 中国客户目前偏爱新机型，不 过，随着二手机市场的成熟，客 户会更加注意考量到底是购买新 机，还是购买在中国注册的二手 机。如果是购买在中国注册的二 手机，Karim说，“客户可能得 多付一些钱，不过，如果把购买 进口机那20%的进口税算上，当 然还是购买在中国注册的二手机 划算了。”他还说，购买在中国 注册的二手机的另一个好处是， 避免了进口外国二手机4-6个月 办手续的时间。“一般说来，在 本国内的二手机交易要更多。” 他说道。
www.ainonline.com • April 18, 2013 • ABACE Convention News 15
OrientSkys broadens charter network in Asia
总部位于泰国曼谷的OrientSkys为这 架由北京航空公司运营的28座波音 BBJ安排包机服务。
by Ian Sheppard
OrientSkys, which is based in Bangkok, arranges charters in this 28-seat Boeing BBJ operated by Beijing Airlines.
OrientSkys 在亚洲拓展包机业务网络 作者：Ian Sheppard 位于泰国曼谷的包机集团OrientSkys近期公布了该公司和北京航空（前身为中国航空公务机） 签署的一项新的战略业务联盟。北京航空由中国国际航空公司于2003年出资成立，是中国国际航 空公司（国有企业）旗下的一家经营私人包机业务的子公司。北京航空运营的飞机有庞巴迪挑战 者605和环球快车XRS，以及湾流G450和28座的波音商务喷气机。运营商计划在不久的将来增添更 多的飞机。 OrientSkys目前并没有运营自己所拥有的飞机，该公司的角色如同一名销售代表，为亚洲各地 的运营商服务。该公司于2004年成立，名为Xjet，2007年改名为OrientSkys。据OrientSkys首席运 营官Trevor Merszei透露，该公司有在世界各地销售高档产品的背景，还帮助运营商处理各种幕 后职能，比如行政管理、会计、收款等。 据OrientSkys相关人员介绍，该联盟凭借旗下的公务机运营业务（中国唯一通过Wyvern安全审 核的公务机运营业务）”为国际客户提供运营商直接运营价格。同时，北京航空公司的中国客户也 可以从OrientSkys公司旗下的美国、欧洲和中东运营商那里享受飞机服务。 通过该协议，OrientSkys将作为北京航空公司（展位号：P1204）的一个代理机构，针对中国以 外的客户销售包机业务，而后优先分配给中国境内的包机公司。 该公司还在东南亚地区、欧洲和 美国提供销售、市场营销和业务发展服务。 “我和中国航空公务机公司[现在为北京航空]合作了好几年，对该公司的安全性、派遣可靠性 和整体客户服务等都十分有信心，这就是为什么在宣布这项合作的时候我如此激动，”Merszei评 价说。 与此同时，OrientSkys也和位于佛罗里达州圣彼得堡的Global Jet Sales形成“战略业务伙伴 关系”，成为Global公司旗下亚洲区的独家销售代理。OrientSkys现在可以为亚洲的飞机购买者 和销售者提供Global Jet拥有的二手飞机，进行评估服务，并提供在亚洲区私人飞机销售和收购 方面经验丰富的员工。OrientSkys相关人员表示，在亚洲私人飞机经纪商中，能够接受二手飞机的 折价交易的公司为数不多，而本公司就是其中之一。 “一直以来，我们都知道，私人飞机包机是拥有飞机的第一步，在过去的几年里，我们已帮助一 些客户购买了公务机，”Merszei说。 “收购或购买一架私人飞机常常让人望而生畏，而OrientSkys 能够为亚洲及其他各地的客户提供一套整体解决方案。” “首要任务是发展壮大Global Jet Sales，使其能够为亚洲客户提供服务。这就是为什么我们 有机会与OrientSkys建立合作伙伴关系，我们非常高兴这样做，”Global Jet Sales的执行销售 总监说。
中航直升机公司提供各种各样的机型
Avicopter Offers Variety of Models
China-based Avicopter debuted its AC321 (left) and AC311 at Heli-Expo in Las Vegas last month.
设立在中国的中航直升机 公司在上个月拉斯维加斯 举行的直升机展览会上， 首次展示其 AC321（左） 和 AC311。
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MARIANO ROSALES
中航直升机公司是中国航空工业公司旗下 生产旋翼飞机的一家分公司。该公司参加了上 个月在拉斯维加斯举行的直升机展览会，这是 该公司在美国首次登台亮相。该公司所经营的 系列产品有军用和商用直升机，比如，AC313 （ 2 8 6 60磅 磅 ） 、 A C352（ 15432磅 磅 ） 、 AC312（8818磅磅）、 AC311（4409磅磅）和 超轻型AC310（2200磅磅）。 据该公司总经理赵磊介绍，AC312/313/352系 列非常适用于客运、货运和空中消防。赵磊主 要负责处理紧急医疗服务和海事作业面临的各 种气候条件和极具挑战性的环境。
Bangkok, Thailand-based charter provide sales, marketing and business group OrientSkys recently announced development services within Southa new strategic business alliance with east Asia, Europe and the U.S. “I have worked with Air China Beijing Airlines (formerly Air China Business Jet). Beijing Airlines, which Business Jet [now Beijing Airlines] Air China established in 2003 as the for quite a few years now and have state-owned airline’s private charter the utmost confidence in their safety, arm, operates a Bombardier Chal- dispatch reliability and overall cuslenger 605 and a Global Express XRS, tomer deliverable…that is why I am as well as a Gulfstream G450 and a so excited to announce this partner28-seat Boeing Business Jet for char- ship,” commented Merszei. Meanwhile, OrientSkys has also ter. The operator expects to add more entered into a “strategic business partaircraft to its fleet in the near future. OrientSkys does not currently nership” with Global Jet Sales of St. Petersburg, Florida, under operate its own aircraft, which it has become Globrather it acts as a sales repal’s exclusive sales represenresentative for a network of tative for Asia. OrientSkys operators based in various is now able to offer Asian parts of Asia. The combuyers and sellers access pany was founded under to the Global Jet inventhe name Xjet in 2004 and tory of preowned aircraft, renamed in 2007. Accordappraisal services and staff ing to chief operating offiwith experience in private cer Trevor Merszei, the jet sales and acquisitions in company, which has a the region. The company background in marketing upscale products world- Trevor Merszei, OrientSkys said it is one of the few Asian private jet brokers wide, also helps operators 首席运营官 by handling backroom Trevor Merszei, OrientSkys able to accept trade-ins on used business aircraft. functions such as adminis- chief operating officer “We have always known tration, accounts and paythat private jet charter is often the ment collection. According to OrientSkys, the alli- first step toward ownership and, ance will give its international custom- over the years, we have helped quite ers “operator-direct pricing from the a few customers purchase business only Wyvern safety-audited business jet aircraft,” said Merszei. “OrientSkys operation in China.” At the same time, will be able to offer our clients in Beijing Airlines’ Chinese customers Asia and elsewhere a comprehensive will have access to aircraft from Ori- turnkey solution to the often intimientSkys’ network of operators in the dating task of acquiring or selling a private jet.” U.S., Europe and the Middle East. “Being able to grow and expand Under the agreement, OrientSkys will act as an agent for Beijing Air- Global Jet Sales in order to service lines (Booth P1204), securing char- Asia has been a high priority. That’s ter contracts from its customer base why when we had a chance to form outside China and providing pri- a partnership with OrientSkys we ority access to its fleet for any char- were delighted to do so,” said Alexanters within the People’s Republic der Janas, executive sales director at o of China. The company will also Global Jet Sales.
Avicopter, the rotorcraft division of Aviation Industry Corporation of China, made its U.S. debut at the Heli-Expo show in Las Vegas last month. The company’s product line includes military and commercial helicopters, such as the AC313 (28,660 pounds), AC352 (15,432 pounds), AC312 (8,818 pounds), AC311 (4,409 pounds) and ultralight AC310 (2,200 pounds). The AC312/313/352 series is well suited for passenger carrying, cargo and aerial firefighting, according to Zhao Lei, general manager of the marketing division of Avicopter. The AC313’s integrated avionics suite is designed to make the tri-turbine helicopter a versatile player in the allweather, challenging environments of emergency medical n and maritime operations.
by R. Randall Padfield International travelers know that medical risks and health care vary from country to country. How can you know what levels of risk and care will be available to you, if you never have been somewhere before? One way to find out is by taking a look at a HealthMap, offered to ABACE 2013 visitors by MedAire (Booth H313). Visitors to ABACE 2012 may remember that MedAire, which is an International SOS group company, distributed copies of the map last year. This year the company is doing the same with its HealthMap 2013, to help promote solutions that it has designed specifically for business and general aviation to allow optimum prepaComlux A4 Asia Ad-400306.pdf 1 3/28/13 ration and risk management. The wall map, which is now in its fourth iteration, is designed to help people understand the medical risks in areas where they visit, whether for work or a vacation. Comlux Add
International SOS assigns countries one of five risk categories: low, medium, medium-and-high, high and extreme. The “medium and high risk” category often indicates a disparity in the medical risks and health care available between major cities and other areas in the country. For example, selected facilities in capital cities may be of a high standard that is not available elsewhere. International SOS (http:// www.internationalsos.com/) evaluates and calibrates medical risk levels on an ongoing basis, using local standards of medical and dental care available, access to prescription drugs, the presence of serious infectious diseases, evacuations and cultural, language and 5:29 PM administrative barriers. The company also uses medical case data from millions of its members who work and travel worldwide. According to Dr. Paulo Alves, MedAire vice president
of aviation and maritime health, “The higher the country’s medical risk, the more preparation is required. It includes understanding the quality of local medical services, disease risks, vaccination requirements, food and water precautions and how to best manage your chronic conditions.” Changes in medical risk in several countries are evident when comparing the 2012 and 2013 HealthMaps. For example, French Guiana is now rated as being a moderate medical risk destination; according to International SOS, the country has seen improvements in its health infrastructure and services. However, “The risk of malaria and dengue fever still persist.” In Syria and Libya, however, medical conditions have worsened. “These countries are extreme risk destinations due to geopolitical uprisings and instability. Domino effects to medical supplies and infrastructure, as well as food and water safety, are evident,” according to International SOS’s analysis. Using information for 2009 to 2012 from its own TravelTracker platform, which includes a dataset of 4.6 million travelers going to
223 countries, International SOS determined that 23 percent of business travelers went to countries with medium-and-high, high and extreme medical risks. Based on a study in the Journal of Occupational and Environmental Medicine, “Country Factors Associated with the Risk of Hospitalization and Aeromedical Evacuation Among Expatriate Workers,” International SOS reported that
expatriates living and working in countries rated with a high medical risk are six times more likely to be hospitalized than those in a country with a low medical risk. They are also more than 23 times more likely to be medically evacuated. The authors of the study hypothesized that a lack of local medical capability, presence of endemic disease and hazardous work contribute to this higher risk. o
2013 UNDERSTANDING GLOBAL HEALTH
LOW RISK MEDIUM RISK MEDIUM AND HIGH RISK HIGH RISK
MEDAIRE
HealthMap helps travelers plan for medical risks
EXTREME RISK
MEDICAL RISK RATINGS International SOS assigns medical ratings to countries by assessing a range of factors including the standard of local medical and dental care available, access to prescription drugs, the presence of serious infectious diseases and cultural, language or administrative barriers. The medical risk within a country can vary widely. For example, major cities may have lower risk, whereas remote or rural areas may have higher risk. The staff in our 27 International SOS assistance center, 35 clinics as well as 600 medical remote sites, have an intimate knowledge of the standard of medical care in their regions, including that offered by individual medical facilities. This consolidated knowledge is used by our physicians when advising on medical assistance requirements.
Width 25.4 cm x Height 16.5 cm
fly.asia@comluxaviation.com, +852 2824 8918
www.ainonline.com • April 18, 2013 • ABACE Convention News 17
SPRING 2013
BARS AND NIGHTLIFE Enoterra Wine Bar (An Fu Road) Enjoy a glass of wine in the elegant heritage of Shanghai’s Former French Concession! Enoterra Wine Bar, launched in 2007, has created quite a bit of buzz in Shanghai and is spreading to other cities. A broad selection of high-quality wines, complemented with French-influenced tapas and an earthy but romantic atmosphere, make it the perfect spot to relax with a group of friends. 53-57 Anfu Lu, near Wulumuqi Lu 安福路53-57号, 近乌鲁木齐路
Boxing Cat Brewery When you think of Chinese beer, you probably think of fizzy yellow Tsingtao, served in plastic cups from a plastic pitcher. But what you might not know is that Shanghai is the epicenter of China’s burgeoning microbrewery scene, led by the Boxing Cat Brewery. Helmed by American brewmaster Michael Jordan, the Boxing Cat pumps out intensely flavorful craft brews that will impress even the most jaded beer snob, with a Cali-Mex food menu to please the palate. Sinan Mansions, Unit 26A, 519 Fuxing Zhong Lu, near Sinan Lu 思南公馆, 复兴中路519号26A, 近思南路
As the ABACE convention winds down you may find your attention turning from the myriad aspects of business aviation to the cultural aspects of Shanghai itself. ABACE Convention News has teamed up with digital luxury publication Jing Daily to provide you with this handy guide to Shanghai, which is filled with personal recommendations about where to dine, where to shop and what to see. Jing Daily gathers the latest news about crucial developments and current trends in China’s luxury, business and arts sectors. Web: www.JingDaily.com Constellation Bar
THE BREW
A Scotch-lover’s paradise, Constellation is the go-to hideaway to escape the buzz of Shanghai with a cozy chair, calm atmosphere and cocktail list to die for. Sink into one of Constellation’s overstuffed couches and let the stress of the day slip away with a rare Japanese single malt or perfectly prepared martini. Be warned: it can fill up, so get there early.
Located in the Kerry Hotel Pudong, the BREW joins the Boxing Cat as a pioneer in Shanghai’s microbrew scene. Conveniently located in the midst of the action in all-business-all-the-time Pudong, the BREW is part lounge, part mad scientist’s lair, with six craft beers, including everchanging seasonals, on tap at all times. Prices are reasonable, ranging from 45 yuan ($7) for a half pint and 65 yuan ($10) for a pint, or 80 yuan ($13) for a flight of all six ¼ pint samplers.
86 Xinle Lu, Xuhui District 新乐路86号徐汇区
Ginseng Though new on the Shanghai nightlife scene, this tiny cocktail bar on Yongkang Lu has already gained accolades for expertly made drinks. Don’t miss the kumquat martini, as well as the house ginseng Martinez, featuring ginseng-infused gin, sweet vermouth and maraschino liqueur. 39 Yongkang Lu, near Xiangyang Nan Lu, Xuhui 徐汇区永康路39号, 近襄阳南路
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First Floor, Kerry Hotel Pudong, 1388 Huamu Lu 浦东花木路1388号, 近芳甸路
Kartel Wine Bar With one of Shanghai’s best (and most fairly priced) wine lists, an expansive roof deck, and a central location in the middle of the Former French Concession, Kartel takes “wine lounge” to another level. Covering three floors, Kartel’s
defining feature is an overriding theme of what French designer Thomas Dariel calls “restoration chic,” playing with the contrasts between old and new that one sees in the surrounding neighborhood. A limited menu features Frenchinspired small bites and charcuterie, and in addition to wine Kartel offers sublime cocktails. Don’t miss the “Sichuan Kiss,” made of white wine, rum, apple juice, plum and Sichuan pepper. 5/F, 1 Xiangyang Bei Lu, near Julu Lu 襄阳北路1号5楼, 巨鹿路
House of Roosevelt For one of the best viewpoints of the Pudong skyline, you can do little better than this 1920s Neo-classical building, with an atmosphere that screams Americana. Packed with exclusive sections like the Roosevelt Sky Bar, the Roosevelt Sky Restaurant, the Roosevelt Club, and the Roosevelt Wine Cellar Restaurant, the House of Roosevelt celebrates sophisticated luxury without being overly excessive. Since its inauguration in 2010, the House of Roosevelt has received nine awards from esteemed press outlets including Elle Decoration, City Weekend, Esquire and the Hurun Report’s Best of the Best Awards. 27 Zhongshan Dong Yi Lu, near Beijing Dong Lu 中山东一路27号8楼, 近北京东路
beboy@fotolia.com
Guide
Din Tai Fung Love Chinese food? Or first time trying the real deal? Beloved restaurant chain Din Tai Fung’s xiao long bao (soup dumplings) are one of the must-try Chinese cuisines. Originally hailing from Taiwan, the secret of Din Tai Fung’s success is precisely made and strictly quality-controlled xiao long bao. (Din Tai Fung chefs train for an average of three years.) Make sure to reserve a spot in advance, as the restaurant is always packed. The chain has nine locations throughout Shanghai, but we’re fans of the Xintiandi location in particular. Xintiandi, South Block Plaza, 2/F, Lane 123 Xingye Lu, near Madang Lu 新天地南里广场2楼, 兴业路123弄, 近马 当路
CHAR Located in Hotel Indigo on the Bund, CHAR is a celebration of the steak, a proper Australianinspired chophouse with no shortage of character and showmanship. Grab a cocktail at the bar and take in the views of Pudong’s skyscrapers before ordering a Wagyu eye-fillet beef from David Blackmore’s environmentally sustainable ranch in Australia or black cod filet seared to perfection. Those who opt for the beef choose from one of six unique steak knives from around the world, as well as a cornucopia of sauces and exotic sea salts. CHAR is more than a restaurant: it’s an experience. Hotel Indigo, 29-31/F, 585 Zhongshan Dong Er Lu, near Dongmen Lu 上海外滩英迪格酒店, 中山东二路585号 29-31楼, 近东门路
The Fat Olive A shining jewel in the crown of celebrated Australian chef David Laris’s mini-empire, The Fat Olive revels in the fresh flavors of the Mediterranean, putting a contemporary spin on Greek favorites. The nicely curated wine list has something for everyone, and with four locations throughout Shanghai, you’re never far away from a culinary sanctuary. 688 Biyun Lu, near Lan’an Lu 碧云路688号, 近蓝案路
3/F, Xintiandi South Plaza, Bldg 6, 123 Xingye Lu, near Huangpi Nan Lu 兴业路123号6号楼3楼, 近黄陂南路
The Apartment For drinks and food served in a New York loftstyle lounge, stop by The Apartment for a spread of beers, cocktails, wines, small plates and pizza that will make you think you’ve hopped the over the Pacific. Located on the third floor of an authentic former warehouse building at 47 Yongfu Road in the heart of the Former French Concession, The Apartment is all about “feeling at home,” offering unique spaces that will fit any get-together. 3/F, 47 Yongfu Lu, near Fuxing Xi Lu 永福路47号3楼, 近复兴西路
People’s Park, 231 Nanjing West Road, near Huangpu North Road 人民公园, 南京西路231号, 近黄陂北路
Shang Xia Launched in 2010, Hermès-supported Chinese brand Shang Xia combines ancient Chinese craftsmanship with modern luxury, creating home furnishings, jewelry and apparel with one foot in the past and another in the future. Proudly made in China by individual artisans, Shang Xia celebrates disappearing art forms with handmade items using traditional materials. Don’t miss Shang Xia’s gorgeous jade tea sets, agate jewelry, fine Mongolian cashmere, zitan hardwood furniture and eggshell porcelain bowls. South Building, Hong Kong Plaza, 283 Huaihai Middle Rd, Huangpu 黄浦区淮海中路300号, 近黄陂南路
Tianzifang
SIGHTSEEING & SHOPPING Jade Buddha Temple The more than 130-year-old Jade Buddha Temple is not only a religious destination but also a cultural treasure. Established during the Qing Dynasty, the Jade Buddha Temple was built to house two jade Buddha status originally created in Myanmar. Damaged during the Cultural Revolution (196676), then reopened in 1978, fortunately the statues remain well protected and maintained today. 170 Anyuan Lu, near Jiangning Lu 安远路170号, 近江宁西路
Museum of Contemporary Art (MOCA) Looking over the historic People’s Park, the Museum of Contemporary Art Shanghai (MOCA Shanghai) is the first nonprofit, independently operated contemporary art institution in Shanghai, devoted to the promotion of Chinese and international contemporary art. Surrounding buildings include the Municipal Government Headquarters, the Shanghai
Guilin Garden
Lose yourself for hours in this charmingly convoluted labyrinth of shops, restaurants, coffee shops, bars and art studios on Taikang Lu. Escape from the skyscrapers and modern rush of Pudong to haggle for souvenirs, grab a bite and revel in the authentic experience of a traditional Shanghai alleyway. The modern iteration may scream “tourist trap,” but no trip to Shanghai is complete without a stroll through Tianzifang. Lane 210 Taikang Lu, near Sinan Lu 田子坊, 泰康路210弄, 近思南路
Xintiandi It may be touristy, but upscale traffic-free shopping, eating and entertainment district Xintiandi is a must-visit destination for an East-meets-West experience of cafés, bookstores, fine dining, boutique shopping and bustling nightlife. 123 Xingye Rd Huangpu, Shanghai, China 黄浦区兴业路123号
Shanghai Jewish Refugees Museum Built in memory of the Jewish refugees who sought sanctuary in the city during World War II, the Shanghai Jewish Refugees Museum pays homage to the
30,000 Jewish refugees who fled the Holocaust in Europe, 20,000 of whom settled alongside local citizens in the “Designated Area for Stateless Refugees” in Tilanqiao area of Shanghai. 62 Changyang Lu, near Zhoushan Lu 长阳路62号, 近舟山路
Jing’an Villa Convenient to busy shopping artery Nanjing Xi Lu, Jing’an Villa is a quaint shikumen complex buzzing with artisans, artists, vintage shops, boutiques and cafés, making the neighborhood a mecca for those looking for Shanghai’s more bohemian side. Home to many high-profile residents during the Jazz Age, including movie director Zheng Zhengqiu, educator Cai Yuanpei, banker and politician Kong Xiangxi and politician and calligrapher Yu Youren, Jing’an Villa has preserved its original luster and tradition over the years. The refreshingly laid-back lifestyle of residents today gives a human touch to contemporary Shanghai. 1025 Nanjing Xi Lu, Jing’an, Shanghai 南京西路1025弄59号
City God Temple Located within the walled city of old Shanghai just next to the Yu Garden, the City God Temple, or Chenghuang Miao, is a relic of the 15th century Ming Dynasty. Today the City God Temple refers not only to the large temple complex, but also the traditional district of commerce in the city surrounding the temple. The area counts over 100 shops, most of which are well over a century old. 247 Middle Fangbang Rd., Huangpu District, Shanghai 方浜中路247号
Once the private residence of Huang Jin Rong, Shanghai’s most powerful mob boss in the 1920s and 1930s, Guilin Garden is now one of Shanghai’s most celebrated restaurants, offering the flavors of southwest China in an upscale reimagining of the legendary garden.
Dingxiang Garden
188 Caobao Lu, near Guilin Lu 漕宝路188号桂林公园内, 近桂林路
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Molokai Cantonese favorites abound in this modern, yet modestly priced, Xintiandi destination. Tuck into Hong Kong specialties like scrambled egg with shrimp, wonton soup or shrimp wontons, or go the East-meets-West route with a bowl of Russian borscht or fish and chips. What in less
Grand Theatre, the Shanghai Art Museum and the Shanghai Museum.
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RESTAURANTS
capable hands could be an international mix-up comes out deliciously well at Molokai. A convenient location in Xintiandi makes Molokai an excellent place to refuel after a long day of shopping or sightseeing.
The Dingxiang Garden, originally built for the concubine of a Qing Dynasty mandarin, is now reserved for retired Communist Party cadres and is regarded as the best garden villa compound in Shanghai. Landscaped with a quintessential Chinese-style garden, British-style villas and blessed with an incredible location, Dingxiang Garden is an oasis from the frantic pace of Shanghai. Don’t miss one of the city’s best Cantonese restaurants, Shen Yue Xuan, located within the grounds. 849 Huashan Lu, near Fuxing Xi Lu 华山路849号, 近复兴西路
www.ainonline.com • April 18, 2013 • ABACE Convention News 19
Bizav in India 商务航空在印度
Regulators continue to stymie business aviation growth in India by Neelam Mathews Stymied by regulatory bottlenecks, insufficient infrastructure and slowed economic activity, India’s general aviation (GA) sector endured another year of stagnation in 2012. However, the Indian industry looks forward to a return to growth if policy makers fulfill their promises to review the sector’s many anomalies. This appears to be bolstering the faith that business jet manufacturers are keeping in mind the long-term potential of the Indian market, judging by
通过二月份在班加罗尔举行的航空展（Aero India）可以明显看出，尽管印度一直面临监管难 题，不过，这并没有阻碍西方公务机制造商（如，皮拉图斯、达索猎鹰和巴西航空）进军印 度市场，挖掘这一新兴市场的巨大潜力。 Continued regulatory difficulties have not deterred Western business aircraft makers like Pilatus, Dassault Falcon and Embraer from pursuing the huge possibilities of this new market, as was apparent from the static display of February’s Aero India show in Bangalore.
监管者依然阻碍印度公 务航空的发展 作者：Neelam Mathews 由于遭遇监管瓶颈，基础设施建设不足，加之经济活动停滞，2012年印度 的通用航空又是一片萧条惨淡。不过，政策制定者倘若履行诺言，对行业内 许多反常现象做一番审查，印度的通用航空业有望恢复增长。 门户网站Locatory.com的网上营销首席执行官Zilvinas Sadauskas表示，接下 来10年里，印度新增公务机数量将在390到485架之间，价值高达120亿美元。 他说：“虽然这在未来10年间才可能发生，不过随着高净资产值的个体的增 加，企业收益的上升，以及越来越多的人想要在更短的时间内和远处的群体取 得联系，公务机的需求将会得到极大的发展。” 通用航空业是印度民航领域最不受关注的一个产业，不过，政府要改变这 一现状。“我看得出，通用航空在连接较远的地区方面作用非常大。”民航部 长Ajit Singh在一次行业研讨会上说。该研讨会3月6日在新德里举行，会议的主 题是：“通用航空：下一步”。 “我们将鼓励通用航空业的发展，并经营无定 期的包机服务。” 目前，尽管通用航空的发展前景广阔，印度依然既没有制定相关指导方针， 也没有制定结构化的政府政策。研讨会上讨论到的话题涉及以下几点：机场的基 础设施极其落后，训练有素的人力资源紧缺，飞机停泊空间有限，办理包机许可 证需超过一周时间等。与会者还提到了外籍飞行员所遇到的诸多困难，如难以获 得飞往军用机场的许可证，以及办理军用机场作业的许可手续需要花很长时间。 该研讨会由印度-美国商会举办，会议集中围绕官僚机构的拖延和监管作风进行 了探讨。这种拖延和监管既给运营者带来困扰，又阻碍公务航空业的发展。 印度有许多政策亟待做出改变，不过，该研讨会与会者认为，诸如在新的 飞机场设立出入境检查中心，调整管理制度，提高办事效率，精简工作程序（ 例如，飞机进口的管理条例）等问题，政府有必要做出改变。 他们还指出，现行的乘客个人信息采集系统依然杂乱无章，没有一个可以反 复查对飞入境内的人员的身份的中央数据库。印度至今还未针对公务机采用旅客 预检信息系统（APIS），而这一预检系统在其他国家早已开始使用。旅客预检 系统的最终实施，“可以提高处理速度，为商务人士和机组人员开通特别通道， 以及，如果可能的话，还可以在乘客和机组人员还未下飞机之前就进行检查，为 客户带来更好的服务，”环球气象航空公司副总裁Lex den Herder表示。Lex den Herder负责处理政府和企业之间的各项事务。一名印度工作人员告诉《国际航空 新闻》，“我们与这种井然有序的检查还差很远。现行系统很零碎——尽管我们 已经提前七天将资料都提交给当局——当局并没有任何改进的态势。” 安全问题 最近，国际民航组织（ICAO）安全审计部发布了一项报告，证实了印度缺 乏高效、透明的安全监测和监督机制。该报告最近提交给了印度民用航空总局 （DGCA）。报告中指出了两点让人担忧的问题，一是不定期运营商（包机 服务公司和私人飞机）许可证的发布和更新缺乏行之有效的操作步骤，二是在 国外时，在飞机上进行的监测和维修不合理。印度金融时报Mint对该报告中的 部分内容进行了报道：“国际民航组织发现了一个严重的安全问题，这个问 u
20 ABACE Convention News • April 18, 2013 • www.ainonline.com
their strong presence at Bangalore’s Aero India show in February. According to Zilvinas Sadauskas, CEO of online sales portal Locatory.com, India could account for between 390 and 485 new business aircraft sales over the next 10 years, worth up to $12 billion. “While this may be a decade in coming, the impetus will come from an increasing number of high-networth individuals, rising corporate revenues and a greater need to save time connecting distant communities,” he said. GA has been the most neglected sector in India’s civil aviation arena, but there are indicators that the government wants it to change. “I see a quantum role for GA in connecting remote areas,” said civil aviation minister Ajit Singh at an industry seminar–General Aviation: the Next Steps–held in New Delhi on March 6. “We are looking to incentivize GA and nonscheduled [charter] operators.” For now, despite immense prospects for growth, India continues to have neither guidelines nor a structured government policy for GA. Issues discussed at the seminar included a grossly underdeveloped airport infrastructure, shortage of trained manpower, limited parking and hangar space and charter clearances that take more than seven days. Attendees also mentioned the difficulties encountered by foreign pilots trying to obtain clearances to fly to military airfields and the length of time needed for mechanics to obtain clearances to work at those sites. Held by the Indo-American Chamber of Commerce, the meeting focused on how operators face a frustrating maze of bureaucracy resulting in delays and restrictions that present obstacles to business aviation. Seminar participants agreed that among the many policy changes required in India are allowing customs and immigration clearance centers at new airfields, aligning regulations with the needs of the industry to
increase operational efficiencies and streamlining procedural issues such as rules governing the importation of aircraft. They also noted that the current system of collecting passenger information remains haphazard, with no central database to crosscheck the credentials of those flying into the country. India has not as yet adopted the advance passenger information system (APIS) for business aircraft operations that is well established in other countries. The eventual implementation of APIS will bring “a greater level of customer service by improved processing time, special lines for business passengers and crew and, possibly, clearing passengers and crew onboard the aircraft,” said Lex den Herder, vice president for government and industry affairs with flight planning group Universal Weather and Aviation. “We are nowhere near those organized checks. The system remains piecemeal–despite giving details to authorities seven days in advance–with no inclination for improvement,” one Indian operator told AIN. Safety Concerns
Efficient and transparent safety monitoring and oversight mechanisms are lacking in India, as was confirmed by a recent International Civil Aviation Organization (ICAO) safety audit. The report, recently presented to India’s directorate general of civil aviation (DGCA), raised concerns about a lack of an effective process for issuing and renewing permits for nonscheduled operators (charter companies and private aircraft) and improper monitoring of maintenance and modifications carried out on the aircraft abroad. The Indian financial newspaper Mint revealed that a section of the report said, “ICAO has identified a significant safety concern with respect to the ability of this state [India] to properly oversee aircraft under its jurisdiction.” “We are ‘the new kid on the block’ and need support from the [U.S.] FAA on regulatory work,” India’s director general of civil aviation Arun Mishra told the New Delhi seminar. “We don’t want to reinvent the wheel. Safety is my primary concern. We have a problem with business aviation because regulation becomes difficult when you have small operators who don’t have safety arrangements.” He admitted that, due to a shortage of technical staff, the DGCA is struggling to oversee the growing number of aircraft operators in the country (144 at last count). India is planning to form a new civil aviation authority that should have more independence from the central government, which Mishra claimed would make the regulator more effective and enable it to recruit Continued on page 22 u
50
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Salon InternatIonal de l’aéronautique et de l’espace Paris Le Bourget
Design
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Where aerospace leaders get down to business
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In 2011, 2,113 exhibitors, 150 aircrafts, 151,000 trade visitors, 290 official delegations and 3,200 journalists from all over the world attended what was the biggest air show ever with tremendous business generated. In June, the 50th edition of the International Paris Air Show will give you once again the unique opportunity to meet the world in one place. By taking part in the Show you will be at the centre of the event where all the decisions are made, where unique industrial and technological partnerships are forged. Don’t miss this opportunity to be part of the industry’s most outstanding international event.
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Bizav in India 商务航空在印度 u题是关于[印度]是否有能力依据其司法机构的规 定，对飞机进行合理地监督。” 在新德里举办的研讨会上，印度民用航空总局局 长Arun Mishra表示：“我们是‘新来者’，需要[美 国]联邦航空管理局定期地对我们的工作予以支持。 我们不想白费力气做重复工作。安全是我们最关心的 问题。不过，我们发现，对公务航空进行监管很难， 因为总有少数运营者没有作安全准备工作。”他承 认，由于缺乏技术人员，民用航空总局正在努力加强 对国内不断增加的飞机营运者（根据最新统计，144 名）的监管。印度计划成立一个新的民航局，该局受 中央政府的限制要小，因而可以享有更大的自主独立 InvisionAir是一家由企业家 Vinit Phatak创办的印度包机 供应商，公司已配备了 巴西航空出品的飞鸿100喷 气机。该公司是印度首家 力图与公务机运行国际标 准接轨的运营商。 Indian charter operator InvisionAir, launched by entrepreneur Vinit Phatak with Embraer Phenom 100 jets, is one of the first in the country to pursue approval for International Standards for Business Aircraft Operations.
性。Mishra声称，新民航局的监管总做会更有效，还 可以根据市场价招聘合适的工作人员。 民用航空总局正在实施一项行动计划，即对颁 发给无定期的运营者的许可证进行审批。其中一项 要求是，检查运营者使用救生艇进行水上迫降的操 作能力。Mishra说：“大多数运营者配合我们进行
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了这项检查。这些训练非常重要，我们必须做。” 据印度公务机运行协会（BAOA）标准委员会 会长A.M. Ganapathy透露，主要是由于印度的基 础设施和飞机库的建设不足，印度的飞机运营者依 然难以落实公务机运行国际标准（IS-BAO）中的 最佳操作规范。不过，总部位于孟买的包机服务运 营商Invision Air和Eon Aviation已开始执行公务机 运行国际标准。 “受到保险责任和商业机遇的驱动，安全标准 在全世界都被视作重中之重。我们越是按照国际标 准操作，就会越安全。公务机运行协会在数据传播 方面起到一定作用，”Ganapathy说。 印度民用航空总局承认，政府资助不足是个核 心问题，严重阻碍了印度的监管环境。在新德里 举办的研讨会上，印度民用航空总局适航性主任 Sudipta Dutta说，当局受到预算不足的制约，而公 务航空业正在解决合格人力资源紧缺，受过培训的 人员不足，人员超常规工作，以及难以及时收到备 品和设备等难题。 飞机维护犹如偏头痛 印度刚兴起的公务航空业所面临的另一个让人 头疼的难题是，为了实现监管目的，民用航空总 局坚决要求将维护、维修和大修（MRO）公司以 地面服务商的方式运营。其后果是这些MRO公司 需要向政府支付特许权使用费，这一费用占公司 收入总额的13%。此外，由于机场面积有限，这些 MRO公司也难以进行扩建。 印度航空作业工程有限公司执行董事Ravi Menon 指出，新加坡直接鼓励自己的国家扩张飞机维修行 业，而印度却阻止这一行业的发展。他希望飞机维 修设备的扩张被纳入机场总体规划的任务里面，并 为入驻机场的MRO企业给予更合理的租赁价格。 劳力不足一直制约着印度的MRO业务发展。“ 教学方法很过时，而且人们很少有机会进行实际操 作，”Menon说。“没有哪一个技工拥有属于自 己的工具箱。”越来越多印度MRO公司需要从中 东地区的同类公司招聘技术娴熟的员工。 不过，为了提高通用航空的灵活性，印度相关方 都在积极采取行动，势头强劲，例如，印度目前正 在考虑是否将飞越印度和在印度降落的通知期限由 七天减少到三天。“我们即将实现突破性进展，使 得我们的操作能够与国际惯例接轨。”Mishra说。
《商务航空旅游》帮助客户最大限度地利用私人商务航空。 在上海举办的亚洲公务航空会议 和展览会上，您可以获得最新发行的 中文版《商务航空旅游》杂志，其中 随附《购机指南》，一年发行一次。。 《商务航空旅游》是一份月刊杂志， 由总部设在纽约附近的国际航空新闻 出版社发行。该出版社还发行《亚洲 公务航空会议和展览会新闻》及其他 世界各地举办的重大航空展览会的每 日新闻，还有每月发行的《国际航空 新闻》 （AIN）。 这一期的《购机指南》为中国私人 飞机用户购买和使用商务机提供了全 面的指导。该杂志对飞机进行了详细 介绍，同时还有客观且自主的评价， 没有其他私人航空杂志能与之媲美。 众所周知，自2003年以来， 《商务航 空旅游》（以下简称BJT）帮助订阅者 实现在私人航空领域的投资收益最大 化的目标。该杂志对新飞机和二手飞
机都进行中肯的评价；提出有关喷气 机的购买和使用方面的建议；同时还 提供有关税收、法律、融资、安全、 飞 机维护、保险等各方面资讯。该杂志 还包括新型高档汽车、度假胜地及其 他休闲胜地的专题报道，以及知名喷 气机用户的采访，包括演员约翰·特拉 瓦尔特和成龙、房地产大亨 Donald Trump、企业家Richard Branson以及 宇航员Buzz Aldrin。杂志内容丰富多 彩，独一无二。 《商务航空旅游》自发行以来，已 获得19项重要编辑大奖，其高净资产 值的独家读者数目增长了50%以上。 如果您想要阅读更多的相关 信息，请登录 www.bjtonline.com 或 www.ainonline.com。注册成为 以上两个网站的用户，您就可以免费 订阅《商务航空旅游》和《国际航空 新闻》。—J.B.
22 ABACE Convention News • April 18, 2013 • www.ainonline.com
the proper staff at market rates. The DGCA has put in place an action plan for the validation of licenses issued to nonscheduled operators. One of the requirements is to check aircraft ditching operations using life rafts. “Most operators have cooperated with us. These exercises are important and we should do them,” said Mishra. Largely due to issues such as India’s lack of infrastructure and hangar space, Indian operators are still struggling to implement the International Standard for Business Aircraft Operations (IS-BAO) code of best practices, according to A.M. Ganapathy, head of the standards committee with the Indian Business Aviation Operators Association (BAOA). However, Mumbai-based charter operators Invision Air and Eon Aviation have made a start with IS-BAO implementation. “Safety standards are a focus worldwide driven by insurance liabilities and business opportunities. The more we benchmark to international standards, the safer we will be. BAOA could play a role in disseminating data,” said Ganapathy. The DGCA acknowledges that inadequate government funding is a core problem in India’s troubled regulatory environment. At the New Delhi seminar, DGCA air worthiness director Sudipta Dutta said the agency is constrained by inadequate budgets and the industry is dealing with a shortage of qualified manpower and overextended, inadequately trained staff, and facing difficulties in getting the spares and
equipment in a timely manner. Another headache for India’s young business aviation industry is that, for regulatory purposes, the DGCA insists on grouping maintenance, repair and overhaul (MRO) companies with ground handlers. One consequence is that MROs have to pay the government a 13-percent royalty on their gross revenues, and they are constrained by a shortage of space to develop facilities at Indian airports. Ravi Menon, executive director of Indian MRO Air Works pointed out, for example, that while Singapore directly incentivizes expansion of the country’s maintenance sector, India is holding its industry back. He wants maintenance facility expansion built into airport master planning and more reasonable leases for MRO tenants at airports. MRO businesses in India also continue to have manpower constraints. “The teaching methods are archaic and there is less opportunity to gain practical experience,” said Menon. “Not a single mechanic owns his own tool box.” Increasingly, Indian MROs have to try to recruit skilled staff from rival firms in the Middle East. However, some initiatives for improving the flexibility of GA are gathering momentum in India, including a review of reducing from seven days to three the notice period to overfly and land in the country. “We are on the verge of a breakthrough that would allow us to follow international practices,” said Mishra. o
Business Jet traveler Helps passengers Make tHe Most of private air travel Here at the ABACE show in Shanghai, you can pick up the latest Chinese-language edition of Business Jet Traveler’s annual Buyers’ Guide. Business Jet Traveler is a bimonthly magazine published by AIN Publications, a U.S. publisher based near New York that also produces ABACE Convention News and many other daily editions at leading air shows around the world, as well as the monthly editions of Aviation International News (AIN). This edition of the Buyers’ Guide offers Chinese private aviation users a comprehensive guide to buying and using business aircraft. No other private-aviation magazine covers this mode of transportation in such detail and with such objectivity and independence. Business Jet Traveler–or BJT, as it is widely known–has been helping subscribers maximize their investment in private aviation since 2003. It offers unbiased reviews of new and used aircraft;
advice about buying and selling jets; and information about taxes, laws, financing, safety, maintenance, insurance and more. It also features articles about new luxury cars, vacation destinations and other leisure pursuits, plus interviews with famous business jet users such as actors John Travolta and Jackie Chan, real estate mogul Donald Trump, entrepreneur Sir Richard Branson and astronaut Buzz Aldrin. It’s a blend of content you can’t find in any other magazine in the world. Since BJT began publishing, it has won 19 major editorial awards and its exclusive audience of high-net-worth readers has grown more than 50 percent. To see more content like this, go to www. bjtonline.com or www.ainonline.com. You can register at those sites to receive complimentary subscriptions to both BJT and AIN. –J.B.