NBAA Convention News 11-01-16 by Aviation International News

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DAVID McINTOSH

The culmination of “a few good ideas” and “a lot of big dreams,” Cirrus’s single-engine SF50 Vision jet has received its working papers and is set to enter service next month.

Vision achieved: FAA certified! Suppliers set for Hemisphere by Mark Huber Cirrus Aircraft received full FAA type certification for its $1.96 million, single-engine SF50 Vision jet on Friday, the Duluth, Minn.-based aircraft manufacturer announced on Monday morning at NBAA 2016. FAA Administrator Michael Huerta congratulated Cirrus on receiving the SF50’s type certificate, calling the aircraft “a step forward in technology and safety.” “My brother and I started with a few good ideas, but more importantly a lot of big dreams back 32 years ago,” Cirrus CEO and co-founder Dale Klapmeier said at the show. “A decade ago we announced

by Kerry Lynch that we were going to build a jet. Today, we are there. We are a jet company.” Customer deliveries are slated to begin in December, and Cirrus quickly plans to initially ramp up to one aircraft delivery per week in 2017, said Pat Waddick, Cirrus president for innovation and operations. Cirrus currently has 10 SF50s in final assembly, and Waddick told AIN that plans are in place to increase the production rate beyond that number. The company is already planning for SF50 production expansion in Duluth and finishing the build-out of its training, design

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Textron Aviation announced yesterday that it is returning to a Honeywell cockpit, has chosen to stick with the Snecma Silvercrest engine and that it will incorporate a Textron Aviation-designed fly-by-wire system based on Thales components for its Hemisphere large-cabin jet. The choice of Honeywell’s Primus Epic avionics suite with touchscreen controls marks the company’s first selection of a Honeywell cockpit since the original Citation X and Sovereign. The company first gave a glimpse into its plans for its new Citation Hemisphere last year at NBAA 2015, and at this year’s show it is providing a more detailed look into the

4,500-nm twinjet. It is debuting a full-scale cabin mock-up of the Hemisphere, which will firmly plant the company in the large aircraft market, this week at its static display at Orlando Executive Airport. The flight deck will provide a trans- oceanic-capable flight management system along with SmartView synthetic vision and enhanced vision system for lower minimums approaches. The Hemisphere will include Textron Aviation’s proprietary LinxUs maintenance and diagnostic reporting system through Honeywell’s satellite communications and connectivity capabilities.

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©2016 Textron Aviation Inc. All rights reserved. Cessna, its logo, Citation, Citation Latitude and Citation Longitude are registered trademarks, and Citation Hemisphere is a trademark of Textron Innovations Inc., used by permission.

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FOUNDED IN 1972 JAMES HOLAHAN (1921-2015), FOUNDING EDITOR WILSON S. LEACH, MANAGING DIRECTOR EDITOR-IN-CHIEF – Charles Alcock EDITOR - DOMESTIC SHOW EDITIONS – Matt Thurber PRESS ROOM MANAGING EDITOR – Chad Trautvetter

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Singapore-based charter group Zetta Jet is supplementing its fleet of Bombardier ultra-longrange jets with four “more affordable” 4,000-nm Challenger 650s. This Zetta Jet Global 6000 demonstrates the elegant interior appointments offered to Zetta passengers as well as the sophisticated Bombardier Vision flight deck, which is based on Rockwell Collins’s Pro Line Fusion.

by Charles Alcock will operate out of the company’s North American hub in Los Angeles, and deliveries have already begun. “What we’re doing is pulling our service down one class of cabin to offer something that is a bit more affordable,” said Zetta Jet managing director Geoffery Cassidy. “It’s more for domestic U.S. [flights], transatlantic to Europe, and then we’ll extend it to the rest of the world. It’s a feeder product for our Global product because we’ve got some customers for whom the Global is too big.” On the NBAA static display, Zetta

Gulfstream’s G500 and G600 progressing ahead of schedule by Mark Huber Gulfstream Aerospace’s new large-cabin, long-range jet programs are surging ahead of schedule. The OEM (Booth 250, static) reported on Monday at NBAA 2016 that the G500 is now expected to deliver in late 2017 and the larger G600 in late 2018. First flight of the latter model is still anticipated later this year, while four flight-test and one production G500 are currently flying and have accumulated 1,750 hours. The first G600 has been delivered to Gulfstream’s Savannah, Ga., flight-test center and four more are in various stages of production. A G500 with a production interior is on static display this week at the NBAA show. Both the G500 and the G600 feature the Pratt & Whitney Canada PW800 series engines, Symmetry touchscreen-controlled flight deck based on Honeywell Primus Epic avionics and BAE active control sidesticks linked to full fly-by-wire flight controls. According to

Gulfstream, the new engines are 30 percent more efficient than the engines on the G450 and help contribute to an increase in a time between key maintenance intervals on the new aircraft of up to 25 percent. Gulfstream CEO Mark Burns characterized the G500 as “a very predictable flight-test program that has gone well. These airplanes will perform just as we said they would.” The company also reported that it recently delivered its 200th ultra-longrange G650 since that aircraft first entered service in 2012. More than 230 G650 and G650ERs have been produced. Through the end of the third quarter, Gulfstream reported delivering 88 aircraft and unveiled plans to deliver its last G150 in 2017 and its last G450 in 2018. The company said third quarter order intakes were the strongest since 2011, although deliveries were down as part of

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John Goglia Mark Huber Amy Laboda David A. Lombardo Kerry Lynch Nigel Moll

R. Randall Padfield Mark Phelps Gregory Polek Peter Shaw-Smith Ian Sheppard James Wynbrandt

GROUP PRODUCTION MANAGER – Tom Hurley PRODUCTION EDITOR – Martha Jercinovich THE PRODUCTION TEAM Mona L. Brown John A. Manfredo PHOTOGRAPHERS David McIntosh; Mariano Rosales

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Zetta extends its charter fleet with four new Challenger 650s Charter group Zetta Jet is expanding its all-Bombardier fleet, with the addition of four Challenger 650s. In a deal signed at NBAA 2016 in Orlando on Sunday afternoon, the Singapore-based operator will lease the 12-seat twinjets from China’s Minsheng Financial Leasing, which placed the order valued at $129.4 million. Zetta Jet is adding the 4,000-nmrange aircraft to offer a more affordable option than its existing longer-range fleet consisting of four Global 6000s, two Global 5000s, a Global XRS and a pair of Global Express jets. The new aircraft

THE EDITORIAL TEAM Jeff Burger Bill Carey Samantha Cartaino Jennifer English Curt Epstein Gordon Gilbert

Jet also is exhibiting one of its Global 6000s, featuring a 14-passenger cabin that can be reconfigured to provide beds for between five and seven people. The aircraft features Rockwell Collins’s Venue cabin management system and Bombardier Wave wireless connectivity package, based on Honeywell’s JetWave hardware and Inmarsat’s Ka-band JetConnex service. The cockpit is built around Bombardier’s Vision flight deck with synthetic vision system and MultiScan radar as standard equipment, as well as an optional enhanced vision head-up display. o a planned production transition. Thirdquarter deliveries of completed business jets at Gulfstream dropped 37.2 percent. Gulfstream handed over 27 completed aircraft (21 large-cabin and six midsize jets) in the quarter, compared with 43 jets (31 large, 12 midsize) in the same period last year. For the first nine months, it shipped 67 large and 21 midsize jets versus 89 large and 27 midsize jets a year ago. Book-tobill was 1.2:1 during the quarter, though backlog slipped by $300 million, to $11.5 billion, because of aircraft mix. Gulfstream also announced plans this week to support its legacy large-cabin aircraft with a wide array of upgrades, including CD-830 control display units; FANS 1/A+; FANS over Iridium; FMZ2000 FMS 6.1, the Kollsman Gavis external infrared camera for improved situational awareness at night and in low visibility; LED lighting; PlaneDeck cockpit displays; synthetic vision; and TCAS 7.1. Beginning next year, Gulfstream will offer Inmarsat’s Jet Connex Ka-band satcom for high-speed connectivity, including real-time television and audio and video streaming worldwide on both new-build large-cabin aircraft and as a retrofit option on existing aircraft. o

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THE REWARD FOR A LIFE WELL CHARTED. We went to great lengths to make the HondaJet best in class. It should come as no surprise that our service and support are its equal. Visit us at booth 5045 or find out more about our growing worldwide dealer network.

The seats of Textron Aviation’s Citation Hemisphere are 30 inches wide, with four-inch armrests that accommodate USB ports and seat controls. Windows are 20 x 15 inches, even larger than those on the Longitude.

Large-jet operators’ input shaped Citation Hemisphere cabin mockup by Matt Thurber For the past six months, a team of engineers, technicians and interior specialists has been assembling the cabin mockup of the largest Citation ever developed by Textron Aviation’s Cessna unit, the new large-cabin Hemisphere. The mockup was publicly unveiled for the first time here at NBAA 2016 static display yesterday, and it clearly shows potential buyers how much designers can do with a 102-inch-wide fuselage that is 43 feet long from the aft end of the cockpit to the pressure bulkhead on the back side of the in-flight-accessible baggage compartment.

The Hemisphere is Textron Aviation’s first design with full fly-by-wire flight controls (the Longitude has fly-by-wire spoilers and rudder), and is projected to fly 4,500 nm, with an Mmo of Mach .90. First flight is planned for 2019, followed by entry into service in 2020. Textron hasn’t yet revealed which manufacturer’s engines will power the Hemisphere, nor the avionics OEM. For now, the most detailed information available can be found in the cabin mockup, which seats up to 13 passengers. The Hemisphere cabin is split into three zones. Up front is a galley, designed with flight

attendant feedback, because 75 percent of customers interested in the new jet indicated they would fly with a cabin crewmember. The interior design was done in close collaboration with customers, according to Christi Tannahill, senior vice president, turboprop aircraft and interior design. The forward galley is illuminated not just by the LED lighting that spreads throughout the cabin, but also by a skylight that admits natural light. “We want it light and airy,” she said, “not confined.” The galley countertops and floor are faced with F/List granite for added durability. Also up

The Citation Hemisphere’s lavatory, above, is large enough for a shower, but would require relocating the sink. And its 120-cu-ft baggage area is accessible in flight. The main cabin, right, has three zones, featuring a mix of club seating and credenzas.

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front is a lavatory and closet. Customers can replace the closet with other fixtures, such as an oven, wine chiller, etc., as an option. Added countertop space is available by folding over the counter to cover the flight attendant’s seat when it isn’t needed. Moving back into the cabin, which measures 95 inches at the widest inside point and six feet, two inches high, zone one features four seats in club configuration. The seats, which are designed and manufactured by Textron Aviation, are 30 inches in width and have four-inch armrests. The large armrests allow designers to add space for storage, USB ports and seat controls. The outside of the seat has more storage for magazines and other small items. The seats can fold out to create a 70-inch bed. The side ledges slim down as the passenger moves into the mockup’s zone two, adding more space for an armrest between the two seats on each side of a table on the left side. Opposite this tableau is a couch that folds up neatly to complete a conversion into a long credenza. “Flexibility is a critical element,” said senior v-p of sales and marketing Kriya Shortt. “The credenza multi-use capability is well appreciated by customers, and it’s helping them feel ownership of the program.” Zone three features a threeseat couch opposite two large club seats. The designers wanted to illustrate the different appearance of light and dark motifs, so zone three has somewhat darker materials and finishing, in contrast to the lighter zone-two

furnishings. A neat touch on the seatbacks in zone three is a roughish pleat-like material that matches the tamboured cabinet doors in the adjacent lavatory, all contributing to a sort of modern industrial, yet art decotype, ambiance. The lavatory is large enough for a shower, which would require moving the sink to the right side of the space. Behind the lavatory is the 120-cu-ft baggage compartment, which can be accessed in flight. All cabin windows measure 20 by 15 inches and are larger than those in the Citation Longitude. An interesting touch in the mockup is lighting sconces mounted between the cabin windows. And designers placed small spherical lights in groups of four on each side of the ceiling in each zone, the forward and aft lavatory and in the baggage compartment. They add industrial chic to the cabin, yet at the same time are unobtrusive and functional. Customer feedback indicated that they didn’t want lights shining directly in their faces, and the mockup illustrates one way that designers have satisfied that request. “What we want to do in this space, where there hasn’t been focused investment, is to make sure we listen to the customers,” Shortt said. “We formed an advisory board with 20 companies, all operating aircraft in that segment, but 95 percent of which are not Textron Aviation customers. They came together to provide us their insights around performance parameters and a significant focus on what the passenger and customer experience needs to be. They are feeling that their input is being heard and their feedback is being acted on, quickly.” o

Prepare for coming mandates, Rockwell Collins is advising by Bill Carey Rockwell Collins (Booth 3594) is on a mission to remind aircraft operators of looming equipment deadlines. Operators will need to comply with those mandates— among them to equip for automatic dependent surveillance-broadcast (ADSB) and FANS 1/A oceanic datalink communications—if they plan to fly efficiently in the future airspace system. Craig Olson, vice president and general manager of business and regional systems for the avionics manufacturer, said much of his “focus and energy” at this year’s NBAA-BACE concerns ways to further equip the “installed base” of thousands of existing aircraft for the coming operational requirements. Most new airplanes rolling off the production line are forward-fit to comply with these mandates, he noted. It’s the installed base that could clog the pipeline when these older aircraft arrive at maintenance shops for needed retrofits. In terms of the FAA’s January 2020 mandate to complete installation of ADS-B out systems, for example, only

about 15 to 20 percent of the installed aircraft base is equipped, said Olson, citing the government’s estimate. “Part of what we’re trying to do is help folks understand that this mandate is coming a lot sooner than you realize, and that you want to start planning now in working with your dealers to both satisfy that mandate and at the same time take advantage of other operational enhancements that are being made available to your specific aircraft type,” he said. Rockwell Collins offers updates or step upgrades of its Pro Line series avionics suites that allow operators to incorporate some or all of the new airspace equipment requirements. These advance from Pro Line 4 to Pro Line 21 for mainly Falcon jets and the Beechjet 400, and from a Pro Line 21 baseline through supplemental type certificates to the full Pro Line Fusion system with touchscreen displays—now available, for example, on King Air C90, 250 and 350 turboprops. The advanced Pro Line Fusion suite

Active sidesticks pave the way for Gulfstream fly-by-wire tech by Matt Thurber Gulfstream’s new fly-by-wire G500 and G600 are the first of the manufacturer’s business jets to be equipped with BAE Systems active inceptor sidesticks. The G650 is Gulfstream’s first jet with full fly-by-wire flight controls, but its cockpit is equipped with dual yokes that are mechanically interconnected. The BAE sidesticks are also connected and move together, but that connection is strictly electronic, not mechanical. What the BAE sidesticks do for Gulfstream is preserve simultaneous stick movement in a fly-by-wire environment, so both pilots

still have the visual cue of seeing what the other pilot’s controls are doing at all times, while also preserving the feel of flying a Gulfstream jet. Active sidesticks aren’t new, but they hadn’t made inroads in non-military applications, at least until Gulfstream chose them for the G500/G600 program. “We started developing active technology about 25 years ago,” said Adam Taylor, BAE Systems director of advanced inceptors. “People felt the loss of some of the feedback when aircraft went to fly-by-wire,” he explained. “As technologists, we’re looking

Developed by BAE Systems, Gulfstream’s active sidesticks are a key advancement.

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Duncan Aviation will exhibit a Citation CJ3 equipped with a Rockwell Collins touchscreen-capable Pro Line Fusion avionics suite at this year’s NBAA show. NextGen mandates are high on the company’s priority list.

incorporates ADS-B, performance-based navigation, required navigation performance, GPS WAAS and other capabilities. “There are a lot of third-party ADS-B solutions that are being offered in the marketplace right now,” Olson observed. “What I would say to that is that many of those solutions may appear to be more affordable. They are often [offered] in a standalone, federated, bolt-on approach, but they limit your ability to leverage a more integrated introduction of ADS-B, to go beyond ADS-B and look at some of those other things like performance-based nav that take advantage of the GPS hardware that is already on board that airplane.”

Last November at NBAA-BACE in Las Vegas, Rockwell Collins and Duncan Aviation (Booth 3126, static S24) announced their partnership to install Pro Line Fusion as an aftermarket option for the Citation CJ3, with FAA certification expected by early 2017. The upgrade replaces factory-installed portrait displays on the jet with larger 14.1-inch landscape touchscreen primary flight displays. Duncan Aviation will exhibit the first CJ3 equipped with Pro Line Fusion on static display at Orlando Executive Airport; it has already taken deposits from operators for 15 upgrades, Olson said. o

at reintroducing that feedback.” In the early 1990s, the company began looking at how to provide that feedback to pilots, especially in the helicopter market. This effort accelerated when active stick technology was specified for the Joint Strike Fighter, and BAE Systems designed the technology for both competing programs from Boeing and Lockheed. BAE began production of those active sidesticks in 2001, and then focused on the helicopter market. Meanwhile in 2004-05, Gulfstream approached BAE about the product. In the late 2000s, BAE had already begun developing its 5th generation active sidesticks, and then in 2010 Gulfstream announced it had selected the company to supply the active sidesticks for the new G500 and G600. These would be BAE’s fifth-generation active inceptor sidesticks. The benefit of the sidesticks is not just seeing them both move together, but also tactile cueing, which electronically adds feel to the sticks. “We provide a set of software-programmable capabilities, and it’s up to the OEM to decide how to use them,” Taylor explained. “Commercial folks are absolutely aligned with the idea of linking them across the cockpit, where the copilot and pilot can feel and see movement of each other’s commands. The way Gulfstream uses [tactile cueing], they will have two soft stops in each axis, like a mini wall, so when you pull back or roll, you will feel a discrete change in gradient. Those soft stops move around in real time. [But] they are more subtle, and change the feel of the stick in real time; it’s not necessarily multiple soft stops.” Another tactile cuing benefit, he added, is that “it can give performance benefits.

It’s a very intuitive way of telling the pilot he’s close to the performance limit. You can allow the pilot to fly closer to those limits, and the pilot tends not to exceed them with tactile cuing; you don’t have to look at the gauges.” This feature explains how Gulfstream is able to make the G500/G600 flight controls replicate the feel of a typical large-cabin Gulfstream jet, unlike passive sidesticks, which have no tactile cuing or feel. In terms of safety, just like any flight control system, including mechanical, hydraulic or fly-by-wire, the active sidesticks must meet the same requirements. These include 10 to the minus 9 safety and integrity numbers, Taylor said. He explained that the active sidesticks contain sensors that detect the force applied by the pilot, and this is compared to a force-deflection gradient coming from the flight control computers. If the computer detects a certain amount of force, that corresponds to a specific displacement of the stick. “The real trick is we are looking at that all the time in real time,” he said, “and we can manipulate the relationship between the force applied and the movement of the stick. We do that with actuation system motors and gearboxes and multiple position-sensing channels. It includes, in case everything fails or we lose power on the aircraft, a passive backup mode, and we’re still left with a passive stick, which allows us to continue even if we lose most of the power on the aircraft. “The key for Gulfstream,” Taylor said, “is they wanted to buy into the technology of the future, and going with active sidesticks allows them to future-proof their flight control solutions,” he said. o

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by Mark Huber In the weeks building up to the 2016 NBAA show opening, speculation among industry observers continued to swirl as to whether the Learjet brand will remain as a Bombardierowned property. Throughout the year, the Bombardier group has given off somewhat mixed signals on what it intended to do with Learjet. The still iconic brand has been in the position of having but one model that was selling, albeit slowly—the Learjet 75. Sales of that aircraft hit a low point in the first quarter when only one was sold, but picked up to six by the end of June after Learjet unveiled a refined cabin, including a pocket door that separates the main cabin from the

galley and drops cabin noise levels by eight decibels. At that time, Learjet also announced plans for “aggressive marketing and selling,” of the $13.8 million model. A senior Bombardier executive recently indicated the company would be comfortable with Learjet moving 20-25 airplanes annually, a sharp decline from the 32 it sold last year. Bombardier Inc. chief financial officer John Di Bert told stock analysts mid-year that selling around two dozen airplanes per annum would keep Learjet “a decent-sized program.” Meanwhile, Bombardier CEO Alain Bellemare has appeared more than willing to shed underperforming assets from the company’s portfolio, as

MARK WAGNER

The future of Learjet has been a conundrum

seen by its offloading of the CL waterbomber program to Viking Aircraft. Publicly, Bellemare would say only, “We are looking at how we best position the Lear 75 in this environment.” Bombardier maintains that the Learjet 75 offers “unmatched” performance against competitive aircraft. Production of the Learjet 70 has been temporarily discontinued in the absence of orders. Up against newer competition from both Cessna and Embraer, Learjet has no new aircraft on the drawing board following the recent and very costly $1.2 billion writeoff of the composite Learjet 85 program. The aftermarket support business for the worldwide fleet of some 2,300 aircraft, widely seen as the most valuable part of the company, is believed to generate revenues of $400 million annually with a profit margin of between 12 and 15 percent. Textron has long appeared to be the most logical suitor, and

Leading into the NBAA show, Bombardier had “aggressive” marketing plans for its Learjet 75, as the company apparently pondered whether the Learjet unit fit in with its long-term

a spokesman for that company even said it was interested in Learjet, if it was priced right. Textron’s potential play is obvious; a repeat of when it acquired Hawker Beechcraft. Shut down new Learjet manufacturing, roll Learjet owners into is growing product support network and convert as many as possible to new Cessna jets. But with Cessna increasingly taking aim at the super-midsize and large-cabin markets (where Bombardier already offers models such as the Challenger 350 and 650), Bombardier may be understandably reluctant to help Textron Aviation gain market share. Bombardier posted a second quarter loss of $490 million, bringing its deficit for the first

West Star plans Chattanooga MRO expansion by Curt Epstein MRO provider West Star Aviation is highlighting details of the upcoming expansion of its Chattanooga, Tenn. location here at NBAA’s annual convention. The $20 million project, slated for completion by the end of 2017, includes a new, more than 65,000-sq-ft maintenance hangar with 25,300 sq ft of office space, as well as a modern 41,500-sq-ft paint facility consisting of a crossdraft prep bay, downdraft paint bay. It can accommodate any business aircraft up to a Gulfstream 650. “This expansion is going to give us the chance to offer one-stop maintenance, paint, avionics and interior refurbishment conveniently to our eastern territory

clients,” noted Tom Hilboldt, the location’s general manager. Similar to the company’s recently completed facility at Grand Junction, Colo., the Chattanooga location upgrade will feature environmentally friendly technology and engineering. For the third consecutive year, West Star was recently recognized as a gold leader from Colorado’s Governor’s Environmental Leadership Program, which offers reward benefits and incentives to members that go above and beyond compliance with state and federal regulations and are committed to continual environmental improvements. Since 2010 West Star has racked up

West Star’s Goede Moves Up West Star Aviation has named Steve Goede director of its landing gear and accessory programs. He started with the company nine years ago as manager of accessory parts sales, and his responsibilities included providing support of landing gear accessory shops at all of West Star’s full-service locations as well as adding new capabilities to fuel the continued growth of the accessory and parts department. “As director, Steve will continue to maintain strong relationships with OEMs as well as leading the landing gear and accessory team,” said company president and COO Rodger Renaud. “He will oversee any expansion in these departments including our recent agreement with Embraer to overhaul Phenom 100 and 300 [landing gear].” —C.E.

several notable eco-friendly achievements including recycling 4,000 pounds of old electronic equipment, 31,550 pounds of lead acid and NiCad aircraft batteries, 31,831 gallons of lacquer thinner, 39,185 pounds of aircraft and automobile tires, 18,950 gallons of used oil, 13,262 gallons of cold solvent, 355 gallons of antifreeze, numerous light bulbs and lamps as well as recovering 37.8 pounds of silver from its X-ray process. West Star also reduced its electricity usage by enough to power 37 homes for a year, eliminated methylene chloride from its aircraft stripping operations, and reduced VOC contaminants by 1,862 pounds. “We take pride in our ongoing efforts to reduce our environmental footprint at West Star Aviation,” said Dave Krogman, general manager of the Grand Junction facility. “Continual emphasis on growing a green company helps us to keep our employees safe, as well as our environment.” The Illinois-based company also announced that it has entered into an agreement with Embraer to provide 96-month landing gear overhauls for the Phenom 100 and 300 light jets, dedicating its Grand Junction and Chattanooga

With an award-winning environmental record in Colorado, West Star Aviation is expanding its Chattanooga, Tenn. facility. A new maintenance hangar and a 41,500-sqft paint shop are part of the $20 million expansion.

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six months to $628 million on revenue of $8.2 billion. It has a substantial $2 billion bond debt coming due in 2019. Bombardier also has large ongoing capital requirements related to manufacturing its new C Series regional airliners and developing the Global 7000 ultra-long-range business jet. Bombardier’s strategy has appeared to be: remove as much excess cost out of the Learjet production line as possible. Earlier this year it “optimized” the production line for the Learjet 75 at Eisenhower Field in Wichita and also sent off a fresh round of layoff notices. Meanwhile, fans of the Learjet brand were watching closely for developments; and hoping for the best. o

locations to the task. At Grand Junction, that calls for nearly tripling the size of its current landing gear shop to include chemical processing, plating capabilities, machining and additional painting operations. Chattanooga will handle the work from its existing facility. “Expanding our facilities to support Embraer 96-month landing gear overhauls on Phenom 100/300 takes us one step closer to being able to complement all customer expectations,” said West Star president and COO Rodger Renaud. “We pride ourselves on being a one-stop shop and look forward to expanding our aircraft services.” In addition to the Embraer agreement, West Star conducts gear overhauls on Hawkers, Challengers, Learjets and King Airs at the two locations. At its booth (2207), the company will discuss the new STC it has received for a baggage compartment modification on the Dassault Falcon 2000 series. The STC, suitable for more than 500 Falcon 2000 twinjets, will allow West Star to create usable baggage space in the aircraft’s unpressurized aft area. According to the company, the forward servicing compartment panel enclosure will feature a 21.75-sq-ft footprint and 73.5 cu ft of usable baggage storage space. Installation weight of the modification is 115 pounds and it can accommodate up to 275 pounds of baggage, while still allowing access to all common service and maintenance items with no additional fire detection required. “This installation provides FAAapproved stowage provisions as it converts existing space into usable and much needed baggage and storage space,” noted Renaud. “It will provide structural restraint for security, while retaining existing aircraft equipment stowage provisions including tow bar, ladder, engine inlet cover tool and the flyaway kit.” o

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Gulfstream accelerates toward G500 certification by Charles Alcock Gulfstream Aerospace this week is unveiling the first full production example of its new G500 large-cabin business jet, featuring an all-new cabin interior. The aircraft’s appearance here in Orlando for the NBAA show comes as the manufacturer prepares to begin the final certification phase of flight testing in early January en route to FAA and EASA approval in 2017, followed by service entry in 2018. Also on display at the NBAA event is a new cabin mockup for the larger G600 model, which is

expected to make its first flight, ahead of schedule, during the remaining weeks of 2016. With a high degree of commonality between the two new long-range jets, the G600 is expected to achieve type certification in 2018 and then enter service in 2019. The G500 featured on the NBAA static display became the fifth example (designated P1) of the new model to join the flight test program on August 5. Its role will be to validate the interior design of a production-grade cabin, focusing on the form, fit

and function of fittings and furniture, as well as factors such as noise, comfort and passenger interface. Missions flown include cold and hot weather operations, as well as overnight flights, turbulence and durability testing. Serial production of the G500 is now underway at Gulfstream’s expanded production facilities in Savannah, Georgia. A flight simulator for the new model is already in use at the FlightSafety International training facility in the same city. Gulfstream’s very substantial

investment in laboratory testing over the seven years the G500 and G600 have been in development appears to be paying off in terms of both aircraft maturity and rapid progress with the certification process. “We’re hitting operational inflight reliability numbers already,” said flight test vice president Lawrence Buerger. “Almost every flight we’re doing now is completely squawk-free.” This has contributed to rapid progress with flight-testing as aircraft can be quickly turned around between missions.

Gulfstream involved its product support teams from the early stages of the G500/600 development program to hold their engineering colleagues accountable in this respect. The manufacturer has employed advanced virtual and augmented reality tools in its Immersive CAVE laboratory to work on aspects of design such as ensuring that all parts can be readily accessed by mechanics. It also has developed standardized tooling for maintenance tasks and has established specific goals for how much time it should take to install and replace components. Existing Gulfstream operators and prospective customers also have had a very direct say in how the new jets have taken shape through the Advanced Technology Customer Advisory Team. Their input is particularly apparent in the cockpit and cabin of the new aircraft (see story on page 28). Improved Performance

Gulfstream’s new G500 and G600 large cabin business jets are making rapid progress with their certification programs.

GULFSTREAM’S SWITCH TO PUREPOWER FOR G500/600 ENGINES PAYS OFF Gulfstream’s decision to switch to Pratt & Whitney Canada (P&WC) as the engine provider for its new G500 and G600 large-cabin business jets appears to be vindicated even ahead of type certification for the new models. P&WC tapped the PurePower technology it developed for the PW1000 family of regional airliner engines to come up with the 15,144-pound-thrust PW814GA engine and 15,680-pound-thrust PW815GA that, respectively power the G500 and the G600. According to Mark Kohler, Gulfstream’s vice president of advanced aircraft programs, the common integrated powerplant system that both new models share is set to drive down fuel consumption, emissions and noise. The performance improvements come from features such as a wide-chord integrally bladed single-structure 50-inch fan, composite nacelles, dual channel Fadec controls and a more efficient composite thrust reverser. The two versions of the PW800 turbofan have common architecture, with the additional thrust for the PW815GA achieved through a Fadecsetting change. The new engines also look set to score well by delivering on-condition maintenance. No midlife inspection is required, and there is a 10,000-flighthour time between overhaul. The TBO is the same as for the Rolls-Royce-powered G650 model, but a 2,000-hour extension compared witth the G450 and G550 models. Gulfstream has yet to publish specific fuel consumption figures for the G500/600 engines. It says that the nitrous oxide (NOx) emission margin beats CAEP/6 standards by 33 percent, and that community

noise levels for the G500 are already projected as being similar to those of the G650, and within FAR 36 requirements by a substantial margin. The cut in emissions is in large part due to P&WC’s advanced Talon X combustor technology. “The engines are performing very well and we are confident that they will achieve better performance than the design specifications,” said Dan Nale, senior vice president for programs, engineering and test. “Pratt & Whitney Canada has the best products for these applications, and we started working with them on the G200.” P&WC originally had intended to launch the PW800 engine family with Cessna’s Citation Columbus jet, but that program was abandoned. “We are the only one with a true next-generation engine, and it will deliver about a 10 percent improvement in fuel efficiency [compared with other engines with the same thrust ratings],” said Scott McElvaine, senior director for PurePower PW800 marketing and customer service. “We will also deliver world-class performance in terms of reliability,” he told AIN. “We have paid a lot of attention to the powerplant design in order to strip out 40 percent of on-wing scheduled maintenance, including eliminating 20 percent of all inspections.” With the PW814GA and PW815GA engines certified some time ago, P&WC has been able to focus on achieving a high level of preparedness for service entry. It has been working on improving the operating manuals, as well as on maintenance and training procedures. A per-hour maintenance plan is available under the ESP PurePower PW800 program. —C.A.

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As of early October, Gulf stream had completed almost 55,000 hours of ground testing using the systems integration bench, the integration test facility (ITF) and the iron bird unit. The final stages of interior design have been tweaked based on work using the cabin integration test facility. At the same time FAA and EASA officials have been involved in human factors testing in the ITF and in a FlightSafety simulator. By involving FAA at an early stage in the test process, Gulfstream managed to earn some certification credits during the initial phases of flight-testing, which involves four prototypes in addition to the first production standard example. This was achieved by establishing that some key aspects of the systems integration process had been validated ahead of the final certification flight tests, and the credits cover factors such as crew workload. “FAA told us that they consider Gulfstream to be the gold standard in how integration work gets done,” commented Dan Nale, senior vice president for programs, engineering and test. With an eye to smooth entry into service and delivering on promises for a high degree of reliability and availability,

Through a combination of a new aerodynamic design and Pratt & Whitney Canada’s PurePower engine technology, Gulfstream believes it will be delivering market-leading high-speed range capability, as well as reduced operating costs and a reduced environmental footprint. The G500 is powered by the 15,144-poundthrust PW814GA turbofan and the G600 by the 15,680-poundthrust PW815GA—both featuring a wide-chord integrally bladed fan, composite nacelle, dual channel Fadec controls and a new thrust reverser. Maximum speed is projected at Mach 0.925. The G500 will be able to fly 5,000 nm at Mach 0.85, or 3,800 nm at Mach 0.90. The G600 has longer legs still, with 6,200 nm of range at Mach 0.85 and 4,800 nm at Mach 0.90. “Flying at Mach 0.90 we can save operators and their passengers around 50 hours of travel time per year, because they will be spending less time on the aircraft,” stated Gulfstream vice president for advanced aircraft programs Mark Kohler. This assumption is based on a comparison with the typical Mach 0.80 speed for the existing G450 and G550 model, and also on the typical operational patterns seen with operators of the company’s current long-range flagship, the G650, which has similar highspeed capability. According to Gulfstream, higher speeds also translate into maintenance savings for operators. “The faster you go, the

Continued on page 28 u

VNY-based Western Jet braces for flood of work by Matt Thurber Slowly but surely, Western Jet Aviation (Booth 768), an independent FAA Part 145 repair station that specializes in Gulfstream maintenance, grew into the hangar that it occupies at Van Nuys Airport in southern California. At first, Western Jet occupied just a portion of one end of the large Quonset-style hangar, which it shared with a Raytheon defense division. Five years ago Western Jet took over the entire hangar after Raytheon moved out, and the company easily keeps the spacious facility full with combinations of up to 12 GIIIs and GIVs or 10 GIVs and GVs. The hangar has been upgraded to meet modern earthquake standards, so while it looks somewhat dated, the building will be around for many more years to come. Western Jet, founded 18 years ago and owned by general manager Jim Hansen, is not just a maintenance shop but has expanded into a full-service avionics installation and repair center, and the company also invited other service providers to rent space and add to the menu of services available to customers. In an unused space upstairs in the hangar, JetSet Interiors (also at Booth 768) is outfitting a fullservice interior refurb shop and design center that will eventually employ more than a dozen specialists. That new 100- by 30-foot space is set to open around the first of next year, but in the meantime, six JetSet employees are already refurbing seats and interiors at an offsite facility near Van Nuys

Airport. JetSet also has facilities in Henderson, Nev., Dallas and Hartford, Conn. “Now we can say ‘yes’ [when customers ask about] interior work,” said Hansen. To help Western Jet customers make the all-important decisions about seat upgrades, JetSet is building a demo area in the Western Jet lobby, where customers can try out different seat configurations. One of the unique JetSet features includes a clever design that widens the seat width by one inch without increasing the seat’s footprint or intruding into the airplane’s aisle. JetSet designers also have incorporated seat controls and USB ports into the inside armrest, as well as a storage space and light in the outside armrest, and all this with an overall lower weight for the entire seat without impinging on the seat’s TSO certification. All OEMs Welcome

JetSet’s Van Nuys location will specialize in the Gulfstreams that usually frequent Western Jet, but the two companies are open to other types as well, and JetSet’s employees are experienced on interiors for aircraft such as the Challenger 300, Citations, even Airbuses and Boeings, according to president Ron Larabie. JetSet can also refurbish headliners and sidewalls, repair carpets and reconfigure cabinets. The company also recently received FAA approval to install 16-g belted divans for the GIII, GIV and GV. “Customers like a one-stop shop,” said Hansen, and having JetSet in-house also helps

Tried and true, the vintage Western Jet hangar has been upgraded to current earthquake standards and airport codes. It’s continually chock full of Gulfstreams, and together with tenant companies such as interior specialist JetSet, Western Jet is eying a busy market.

Western Jet maintain its promises to customers. “We’re perfectionists,” he added. “When we send an airplane out, it’s 99 percent on-time and on-budget. Even though JetSet is [separate], they understand how we do things, and the job is easier to control.” The other shop-inside-ashop at Western Jet is Mike Boal Designs, which specializes in paint schemes but also handles small paint jobs such as touchups, registration numbers, striping and components such as flight controls. This capability saves a lot of time and enables Western Jet to help keep customers’ airplanes looking sharp without having to send the airplane or components elsewhere. The avionics shop is a significant addition to Western Jet’s capabilities, especially considering the growing demand for NextGen upgrades such as FANS and ADS-B. Director of avionics Tim Atkinson has developed the avionics team and shop

With its avionics shop and interior-refurb capability via a partnership with JetSet Interiors, Western Jet appeals to aircraft operators as a one-stop-shop for upgrades. Specializing in Gulfstreams, Western Jet is now reaching out to operators of other makes.

into a sophisticated operation with its own engineering team that designs cabin-management systems and NextGen avionics installations. The shop’s technicians can make long wire-looms for GIVs and GVs in-house as well as harnesses for cabin touchscreen controls, which helps keep downtime low. After making and installing new wiring, customers are supplied with a complete copy of the new wiring diagram. There is no extra charge for the diagram document, which is provided as an electronic PDF. A new vacuum table, designed and built by Western Jet technicians, holds metal blanks tightly in place without the need for clamps, while a CNC machine routes out desired instrument panel and other shapes. Show and Tell

To help educate customers, Western Jet built a customer presentation center, which shows videos explaining the various technologies that they might want to consider as upgrades. A demonstration area in the avionics shop lobby is fitted with cabin lighting, cabin management components and speaker systems so customers can see and hear options for CMS upgrades. “They ask questions and we tell them what we think,” said Hansen Many GVs are coming due for a major maintenance event, the 192-month inspection, which takes about six to eight weeks, Atkinson noted. Customers [facing that inspection] are asking about CMS upgrades and JetSet interior refurbs,” he said. “It’s a nice match.” Western Jet’s avionics shop tries to anticipate customer requirements, stocking materials

that are typically needed to avoid long lead times when a customer wants an upgrade or repair while the airplane is in for maintenance. “Because avionics feeds off maintenance,” he said, “we can’t wait for long lead times.” For example, Western Jet keeps a Gogo Business Aviation ATG5000 Wi-Fi installation kit in stock. The company also purchased four Rockwell Collins TDR-94D transponders, required for many ADS-B upgrades, so customers can exchange their old transponder instead of waiting to have their unit shipped to Rockwell Collins for the upgrade. “We can’t do the job if we can’t get the transponder,” Atkinson said. When it comes to pricing avionics upgrades, Atkinson is careful not to give out rough numbers and prefers to take the time and effort necessary to work up a firm quote. This avoids the problem of giving one low number then having to ask the customer for more money as the full nature of the job becomes evident, while the job is underway. “We do our homework,” said Hansen. This includes asking the customer for their current wiring diagram to make sure the quote is completely accurate and achievable. Western Jet maintains about 200 Gulfstreams, and while the company’s technicians can do everything from routine inspections and line maintenance to the heaviest inspections and major sheetmetal repairs, he added, “we can’t do everything.” But for operators that want an alternative to the factory-owned maintenance centers, especially owners of older Gulfstream models, “we’re here as an option,” Hansen said. o

www.ainonline.com • November 1, 2016 • NBAA Convention News 13

Greenpoint transforms a Boeing 777 by Mark Phelps

When Crystal AirCruises launches its first journey next year,“guests” will fly in cruise liner comfort aboard a Boeing 777 currently being completed by Greenpoint Aerospace.

MRO specialist Greenpoint Aerospace (Booth 2276), a Zodiac Aerospace company, is currently in the midst of a unique project. Greenpoint is collaborating with Crystal AirCruises on

the design and completion of a luxury “cruise” version of a Boeing 777-200LR. Crystal specializes in luxury vacations, featuring several cruise options on helicopter-equipped megayachts,

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14 NBAA Convention News • November 1, 2016 • www.ainonline.com

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for example. Starting next year, the company will deploy the specially configured Boeing on 14-, 21- and 28-day “air cruises,” hopscotching the globe to visit some of the world’s most exotic destinations, with stopovers of as long as three days in each location. Greenpoint’s contribution is the ongoing design and completion of the aircraft interior at its Moses Lake, Wash. facility. Originally designed to carry as many as 380 passengers, this 777-200LR will accommodate just 84 “guests,” to ensure their “maximum personal space and comfort.” Greenpoint design director Annika Wicklund said, “We teamed closely with Crystal AirCruises’s design team to understand their ship designs and brand value, and while pulling similarities, we embraced the company’s unique experience in flight. I believe the guests will enter and feel excitement, refinement and ultimate care.” The design elements include its Grand Lounge with a standup bar; sofas and tables for dining, socializing and relaxation; Crystal AirCruises trademark Executive Class seats that recline fully to form a lie-flat bed; flatscreen television; Wi-Fi connectivity; in-flight entertainment; and custom blankets and pillows. The Crystal AirCruises Boeing is scheduled for delivery and first air cruise itinerary next year. In other news, Greenpoint recently announced STC approval for Lopresti Aviation BoomBeam HID (high intensity discharge) landing and taxi lights for the Piaggio P-180 twin turboprop. The list of approved models for LoPresti HID lighting systems also includes Beechcraft, Challengers, Citations, Falcons, Gulfstreams, Hawkers, Learjets and Pilatus the PC-12 turboprop. LoPresti calculates the performance of the BoomBeam lighting at a 400 percent increase in range and a 70 percent reduction in current draw. The lights come with a five-year parts warranty. Steve Bruce, sales director at Greenpoint, said, “When the customer and LoPresti requested to complete the first installation at our facility, we were happy to help. The speed of approval, simplicity of installation and outstanding performance of the lights is remarkable.” David LoPresti, v-p of sales for LoPresti Aviation said, “Teaming with Greenpoint Aerospace makes the process extremely simple.” o

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OEM sees ‘early stages’ of comeback DAVID McINTOSH

by Chad Trautvetter

Textron’s deliveries have been increasing, though the mix of models has shifted to the lighter jets in the OEM’s fleet, such as the Citation M2.

Textron Aviation sees “early stages of recovery” in the business jet market, Textron chairman, president and CEO Scott Donnelly said during the company’s third-quarter investor

conference call on October 20. While he said that “it just continues to be a stubbornly soft market,” the company had seen strong demand for its new aircraft.

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During the quarter, the aviation subsidiary delivered 41 business jets, up four year-over-year, though the mix was somewhat less favorable, with more Cessna Citation M2s and Latitudes, offset by fewer XLS+s and Sovereigns. It also shipped 29 King Airs in the quarter, which is unchanged from the same period a year ago. In the first nine months, the company has delivered 120 jets and 78 turboprop twins, compared with 106 and 84, respectively, during the first three quarters of last year. Textron Aviation’s third-quarter revenues eroded by $39 million, however, to $1.198 billion, while profits slid $7 million, to $100 million. Its backlog at the end of the quarter was $1.1 billion, approximately flat with the second quarter. Newer Jets Doing Better

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Donnelly acknowledged that the sales environment for Cessna’s legacy Citations is “challenging,” while new products are driving growth at the aviation division. In fact, he said that Textron Aviation expects to hand over more than a dozen of the new Citation Latitudes in the fourth quarter. This is a fairly steep ramp-up rate for this model, as the company started customer deliveries of the new midsize twinjet only in July. According to the Textron chief, the Latitude could very well push jet deliveries in the fourth quarter to surpass the 60 units it delivered in the same period last year. “We’ll have a solid quarter,” Donnelly said, “and we would certainly expect to be up on a volume of jets on a year-over-year basis.” Meanwhile, the company is also continuing development of the super-midsize Citation Longitude and large-cabin Hemisphere. Donnelly noted that the Longitude, which first flew on October 8, is on an aggressive schedule. “First flight occurred less than one year after unveiling the Longitude at last year’s NBAA show, demonstrating our rapid new product development cycle, with target certification later next year.” He said the Wichita-based aircraft manufacturer hopes to “get a couple of initial [Longitude] deliveries in the latter part of next year,” which possibly could put overall fourth-quarter 2017 deliveries into the 70-unit range. o

ASI to add new Dallas location by Kerry Lynch

Making its first appearance at the NBAA show, ASI is announcing a new location in the Dallas area.

Omaha, Neb.-based Aircraft Specialties, Inc. (ASI), a morethan-30-year-old wheel and brake component specialist, is adding another location in Dallas, Texas. To open either

later this year or early next year, the new location is near Dallas Executive Airport/Redbird, which the company said provides easy access to several airports in the Dallas area.

Change is in the air.

The facility encompasses 9,600 sq ft with 2,900 sq ft dedicated to warehouse and office space. The new shop will start with exchanges and tire changing capabilities, but once it receives its certificate, will have the same capabilities as the ASI base in Omaha. Founded in 1985 by Don Fey and his son Mark, ASI has grown from a station with three employees and exchange pool of eight cores to a company with 50 employees and an inventory of cores. The company, which is still led by Mark Fey, has grown mostly by wordof-mouth. It provides a range of services including exchanges, repairs, overhauls and specialty machining. ASI has both FAA and European Aviation Safety Agency repair station. Along with a new Dallas facility, ASI is marking another first, appearing here at NBAA as an exhibitor. The company is raffling a DJI Phantom 4 Professional camera drone at its booth (5360). o TRAXXALL DEBUTS NEW SOFTWARE

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Jormac Introduces Lighter Weight Cabins… Jormac Aerospace, headquartered in Largo Florida and its other facility in Lewisville Texas, continues to pioneer interior products that are changing the VIP and Commercial markets. For over 20 years, we have been known for our engineering strengths and our innovative interior products. Even when the industry is slow, we will continue to drive the market with new technology and value driven products. We are excited about our new carbon fiber products that are drastically reducing interior cabin weights. Want less weight, more range and better efficiency? We can help! These products can be adapted to any aircraft size or type, whether commercial or VIP. All our products will be on display during the NBAA 2016 at the Jormac Aerospace booth #2287. Stop by and see us and we look forward to seeing you!

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Aircraft maintenance tracking software provider Traxxall (Booth 1450) is introducing a new inventory management module (IMM) here at the NBAA Convention. According to the Montreal-based company, the product will allow operators to reduce aircraft downtimes during scheduled events by simplifying the creation of purchase orders, accelerating the receipt of new parts and providing increased transparency of inventory status across multiple locations.  The IMM is integrated with the company’s existing maintenance tracking system and features full part-integration tracking including history and minimum/maximum stock levels, part-expiration tracking and notification, warranty-expiration tracking and notification, vendor-tracking and auditing, QR coding, part and tool-kitting functionality and a fully integrated ordering system.  Company president Mark Steinbeck, said, “We are confident that our new IMM will allow directors of maintenance and parts managers worldwide to be more efficient and contribute to an overall reduction in aircraft downtimes.”  —C.E.

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PayNode eases charter transactions by Ian Sheppard Fourteen years after Avinode launched its Marketplace product, the innovative Swedish company is using NBAA 2016 to launch PayNode. It’s the latest platform from the company that specializes in connecting those wishing to charter business aircraft with available operators. The new charter payment system is designed to revolutionize the way charter booking works by making payment an electronic process. Heading up PayNode, now the third company in the Avinode group, is Magnus Henriksson, who was quick to say that PayNode is for the charter marketplace what PayPal is for eBay. The technology is meant to bring business aviation into the 21st century by adopting modern technology, he said. Henriksson, who was previously business manager for Avinode Business Intelligence (with its Demand and Pricing Indexes), told AIN, “Payment is an area we’ve seen as an opportunity for quite a while,

especially since 2014 when World Fuel [through its subsidiary] MultiService bought a majority share of Avinode.” MultiService is a specialist in electronic payment technology, so it was a logical acquisition for the group. “In mid-2015 we initiated this project and spent a lot of time interviewing key clients and testing the hypothesis. We wanted to understand how payments worked—and it was a real eye-opener,” Henriksson continued. “It was a much bigger pain for the industry than we realized—inefficient, expensive and time consuming.” The average charter transaction, he said, is $35,000, but consists of two separate transactions, “payer to broker and broker to operator. The problem is the operator won’t take off until they have the money and the broker won’t pay [the operator] until they have been paid.” This typically creates delays, “for bookings that happened 48 to 72 hours before,” he said.

“Then we spoke to American Express, which [handles] 10 percent of payments in this industry; by far the most predominant card. The first thing we’re doing is Amex processing—which is what we’re [going to go live with] at NBAA—and then we have a roadmap to take on the wire-transfer solution, with a completely new way [for this industry] of moving money.” Henriksson told AIN that a pilot project has already been running with selected brokers and operators, “so we could test it and get feedback during development.” There has been a “very positive reaction. The feedback has been fantastic from clients— operators and brokers—in Europe and the U.S. It’s the simplicity rather than [lower costs] that really attracts people to it.” So now the clock is ticking towards the day when oldfashioned payment processes in business aviation charter become a thing of the past, and according to Henriksson this could

Magnus Henriksson, left, heads payment software platform PayNode, Avinode’s new business unit. He and Avinode CEO Niklas Berg have high hopes for the initiative.

come sooner than most expect. Photocopying IDs and the fronts and backs of credit cards will be eliminated with PayNode. Users need not be members of Avinode or its SchedAero sister company. “We’re ready to go, and we’re signing up clients right now in the U.S.,” he said. The plan was to go live before the NBAA show, with a few clients in the U.S., followed quickly by Europe. “Our focus initially is EEA [European Economic Area] countries and North America.” He added that the transaction side would be brought in gradually, beginning in early 2017. PayNode will be free, in that there is no upfront

cost or membership fees, but fees will be applied to transactions. “PayNode will be integrated into the Marketplace workflow,” Henriksson said. “We hope all Marketplace users will go over to it, and eventually transactions will be 24/7/365. Our plan is quite aggressive. We have the solution, and we know what to do.” Finally, Henriksson said that users would not have to worry about security as PayNode takes care of that, under PCIDSS (Payment Card Industry Data Security Standard). “You need to be PCI compliant, but PayNode will take that responsibility on,” he said. o

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20 NBAA Convention News • November 1, 2016 • www.ainonline.com

The new AIRMAN 8 builds on the AIRMAN 850 — the only FAA/TSO approved Active Noise Reduction aviation headset with battery-free operation. Both models offer a range of innovative new features for increased comfort, durability and ease-of-use, and fully comply with FAA/TSO and ARINC standards.

Joint venture by API, FlexSys taps morphing wing’s potential by Kerry Lynch A year after Aviation Partners (API, Booth 3095) announced plans to launch a joint venture with FlexSys to commercialize wing-morphing technology, the new company, Aviation Partners FlexSys (APF), returns to NBAA with a 15-foot demonstrator that shows a range of possibilities for the FlexFoil technology. Ann Arbor, Mich.-based FlexSys has been developing the FlexFoil technology over the past 16 years and has validated the concepts in NASA tests on a Gulfstream III. The patented technology involves variable-geometry control surface mechanisms that leverage the natural flexibility of aerospace materials to continuously reshape. The technology provides seamless continuous surfaces that can morph from -9 degrees to 40 degrees. API teamed with FlexSys as part of an effort to expand into new technologies that would be a fit with its engineering expertise and its ability to move new technologies to market, said API International president Tom Gibbons. The two companies agreed to join forces a year ago to bring this technology to market. Since then, API and FlexSys have set up APF and begun to field inquiries for numerous technological possibilities. But to truly showcase the wingmorphing technology, “We needed to create something that either flies or demonstrates to the world what we’re talking about in its applications,” said API COO Hank Thompson. The demonstrator, on display at the

API/APF booth, is designed as a representative wing that will provide a glimpse into about a half-dozen potential applications or combinations of applications. These include active flaps, ailerons and leading edges, as well as a combination of leading edge and trailing edge that provides for various high-lift, deicing and/ or active load-alleviation configurations. The latter application, which can facilitate modifications such as winglets without the need for additional structural reinforcement, is of particular interest to API, which has long specialized in winglets. “It is really cool to see this wing— without any lines or hinges—change its shape,” Gibbons noted, adding the ability to make an entire wing morph is the “holy grail” that would provide numerous possibilities. “I no longer need to have a segment that is just a flap or just an aileron. If the whole wing can optimize aerodynamic needs in different phases of flight, that’s not been a tool at designers’ disposal, until now,” said Gibbons. For years, aerospace engineers have looked at ways to eliminate flaps or certain flap configurations and create more seamless surfaces, Thompson said. “Current configurations give us a great deal of mechanical joints and weight. FlexFoil simplifies that and gives us the ability to morph surface more seamlessly.” “Aerodynamicists now can look and say, ‘I can come up with something that has more performance and fundamentally get us over a hump in the way the

Without hinges or other junctions or connections, morphing wings can change shape to maximize aerodynamic potential.

aircraft performs,’” Gibbons added. “We are excited about the potential of our active wing technology,” added APF CEO Joe Clark. “It will allow the aerodynamics of an aircraft to be continually changed during flight to achieve its maximum potential.” While the demonstrator will show about a half-dozen applications, Thompson said APF engineers are just beginning to realize the technology’s potential. “I don’t know if we fully understand how far we can take it. Our demonstrator will show multiple [wing] applications, but it’s as readily applied to the empennage, the vertical and horizontal stabilizers; and it may even be applicable for boundary-layer fins that move. Who knows? I don’t believe we’ve even begun to saturate the total potential applications of the technology.” But, while noting that FlexFoil “is new, disruptive, leading edge technology…in the process of maturing,” Thompson explained, “It has progressed from research and development to where it is ready to be designed for commercial application.” Having said that, he noted the first application might be a retrofit. While not ready to detail the application or

customer, APF has a non-disclosure agreement for a potential use as a trailingedge device that morphs during the entire flight regime, which Thompson said creates “the best possible span mode distribution,” making the wing more efficient. While on display during a business aviation show, the executives see applications and interest across the spectrum of commercial and business aircraft. Gibbons said APF can license the technology to an OEM and/or provide engineering support for its adaptation to new and existing designs. For API, this technology is just the first of a number of new branches the company is contemplating. “We continue to field a lot of inventions and technologies or people with ideas,” he said. “We continue to look globally. Our business has been global and that brings us a lot of opportunity and more exposure to great ideas.” The goal is to find “something that fits well with what we do, which is productize engineering work, productize technology, get it certified then market and sell it, ensuring along the way that they will be a good fit for the API brand,” Gibbons said. API believes it has found that fit with FlexSys, he concluded. o

NATIONAL JETS DISCOUNTS FUEL, RAFFLES GARMIN D2 WATCHES

THAT LONGITUDE ATTITUDE Citation Longitude test pilots Stuart Rogerson, left, senior flight-test pilot, and Ed Wenninger, flight-test manager/chief pilot, arrived at Orlando Executive Airport on Saturday. They described the aircraft as “raw,” carrying only test equipment. Though resembling the in-service Latitude, the stretched variant has a new-design wing and upgraded Honeywell HTF7700L engines.

Fort Lauderdale FBO, air ambulance, business jet charter, airport properties and jet management company National Jets (Booth 3506) is offering barista-pulled Cuban coffee and the chance to win one of two Garmin D2 GPS timepieces daily during the first two days of the NBAA Convention. It’s Fort Lauderdale (Fla.) International-based FBO National Jets Air Center is also currently running a fuel discount promotion, offering aircraft taking up to 10,000 gallons a $3.62 per-gallon price. Patrons need simply mention the “fuel price special” to receive the rate. National Jets has a long history in Florida, beginning in the 1960s when the Boy brothers incorporated in the state and set up shop at Fort Lauderdale International Airport, operating DC-3, -4, -6, and -7s, Super Constellations and Convairs to South and Central America. The company also flew fresh produce and refrigerated goods to islands throughout the Caribbean for a major grocery store chain. Additionally, it operated a fleet of 20 aircraft throughout the U.S. distributing the Wall Street Journal. Thomas E. Boy is still chairman of the board and director. Today, the privately owned company and its subsidiaries employ 108 staff members. —A.L.

www.ainonline.com • November 1, 2016 • NBAA Convention News 21

JSfirm: pilot shortage hits bizav by Kerry Lynch A growing number of business aircraft operators are beginning to feel the effect of a shortage of qualified pilots, according to a recent survey from online aviation job marketplace JSfirm (Booth 4837). The results of its 2016 Business Aviation Survey found that 43.12 percent of respondents answered “yes” to the question “Is the pilot shortage impacting your

operations?” This is up from 31.53 percent in 2015, the first year JSfirm conducted the survey. “This survey aligns with what we are seeing internally,” said JSfirm manager Jeff Richards, who noted that job postings are up 30 percent this year. The survey of more than 200 Part 91 and 135 operators also found a decline

ENGINEERING THE IMPOSSIBLE SM

in flight hours and new and used aircraft acquisitions, when compared with last year. When asked what the estimated increase in flight hours was, 46.54 percent responded “no increase.” This is up from 41.21 percent in 2015. Those that did report increases in 2016 primarily estimated the increase to be by 20 percent or less. Roughly only 7 percent of the respondents increased their flight hours by more than that. Those that planned to acquire new aircraft in the next 12 to 24 months dropped from 19.01 percent in 2015 to 15.32

percent. Used aircraft acquisition plans dropped slightly from 28.17 percent in 2015 to 27.93 percent of respondents this year. In addition, refurb plans are down over the next two years, falling from 34.86 percent that expressed plans for refurbishment of their existing aircraft last year to this year’s survey showing 30.63 percent. The majority of the respondents operate small flight departments with 10 or fewer employees. About half of the respondents have no more than two aircraft in the flight department and another 20.74 percent have between three to five aircraft. o

Avfuel, Air BP in partnership by Curt Epstein

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Global fuel providers Avfuel and Air BP (Booth 1457) have formed a partnership that benefits the customers of both companies by increasing their worldwide general aviation footprints with new airport fuel supply locations for their respective contract fuel programs. “This agreement is beneficial for our Avfuel contract fuel customers, granting them more locations in Europe and around the world for pricing and fuel services,” said Avfuel vice president of eastern sales Joel Hirst. “It’s a reciprocal fuel authorization agreement that allows both Avfuel and Air BP to take advantage of the other’s footprint in the industry, expanding both networks in the U.S. and abroad.” Avfuel (Booth 2207) has added 89 new international contract fuel locations

from within the Air BP network, increasing its network to more than 3,000 locations, while Air BP’s Sterling Card holders are now able to use the program at more than 20 new airports in the U.S. Already accepted at more than 800 locations in 50 countries, the U.S. addition, with more to come in 2017, will broaden the Sterling card’s access for international customers heading to popular U.S. destinations. “Air BP is thrilled about the new arrangement with Avfuel,” said Air BP COO Norbert Kamp. “We are focused on increasing the number of locations our customers can access in North America, which is the largest general aviation market in the world. Relationships like this really add value to our existing global network.” o

DEER JET UAS STAKE SIGNALS GLOBAL AMBITIONS Deer Jet, a subsidiary of Chinese airline-owning conglomerate HNA Group, has signed an agreement that will lead to the operator taking a major stake in UAS International Trip Support once the deal is finalized in December. In a joint press release at the the NBAA show this week, the two companies said, “The partnership will see both companies benefit from valuable synergies.” Deer Jet (Booth 2682) is now in its 21st year and has a fleet that includes “the world’s only BBJ 787 in VIP configuration— ‘the Dream Jet.’” The company said it “has a vision to building an international brand and a global service network for business aviation.” UAS (Booth 2682) was established in 2000 and has a presence in 23 cities around the world.

According to UAS co-owner/founder and executive president Mohammed Husary, “UAS’s growth and expansion plans will be accelerated greatly by having such a strong partner.” Omar Hosari, UAS’s other co-owner/ founder and its CEO, said, “The alliance with Deer Jet will greatly enhance UAS’s dominance in the trip-support industry as it gains access to a massive business potential. Likewise, Deer Jet will gain the support of a world-class flight support leader that will help them grow and quickly develop its global market to increase its global footprint.” The UAS deal is an initial step, according to Deer Jet president, chairman and CEO Zhang Peng. “In the future Deer Jet will continue to expand its global footprint through a series of strategic acquisitions,” he noted. n

Mohammed Alzeer General Partner

For more information: www.gdctechnics.com

22 NBAA Convention News • November 1, 2016 • www.ainonline.com

From left to right: Omar Hosari, UAS CEO, co-owner and founder; Zhang Peng, Deer Jet president, chairman and CEO; and Mohammed Husary, UAS co-owner/founder and executive president.

Scott Mayer, COO Polaris Aviation Solutions (front left), and Andrew Zanetto, CEO Fly Comlux (front right), celebrate a new agreement to market Polaris aircraft for charter flights through Comlux’s new OneAbove group.

Comlux’s OneAbove boosts its charter reach

We will be announcing some new aircraft; we will be adding to our fleet soon.” OneAbove’s Miami office also will be the focal point for Fly Comlux’s recently won contract to manage operations of a VIP-equipped Boeing 777200LR widebody on behalf of U.S.-based luxury travel group Crystal AirCruises. The aircraft will be equipped to carry an exclusive number of VIP cruise “guests” for 14-, 21- and 28-day luxury “air cruise” trips to exotic worldwide locations, and is due to enter service sometime next year.

by Charles Alcock

Comlux America Expands

Meanwhile, the recently expanded Comlux America completions and maintenance operation in Indianapolis, continues to get busier. While the market for green aircraft completions remains fairly quiet, the company is seeing more work associated with maintenance, repair and overhaul needs and associated refurbishment projects. Comlux currently has a BBJ and an Airbus A330 in its hangars, and it has just signed to handle a refurbishment for an ACJ.

The facility recently finished the completion of the first of the new Sukhoi Business Jets. At the same time, it is well equipped to handle C-checks and associated service bulletins for a variety of aircraft, including ACJs, BBJs and Bombardier models. “In the last two or three months we have seen growing interest in completions work,” said Gaona. “Customers are now asking questions about [outfitting] the new [BBJ] Max and [ACJ] Neo aircraft, and when these arrive, it will be a full tsunami [of demand for completions], and for the first delivery slots we are looking at 2019 and 2020.” Biz Dev Boost

Finally, the Comlux group is boosting its management team with the appointment of William Koperek as executive vice president for business development. Koperek comes to Comlux after a 30-year career with Boeing, culminating in the position of director of fleet support for Boeing Business Jets. “With the arrival of Bill on the management team, Comlux is reinforcing its knowledge and expertise on the BBJ product line,” said Gaona. “Thanks to his global understanding of the customer needs in operations, completions and maintenance services, he will support the different businesses of the group around the world.” o

PIPER M600 MAKES NBAA DEBUT Piper Aircraft’s M600 turboprop single is making its NBAA debut this year, where it will be on display at Orlando Executive Airport alongside a new M350 piston single. M600 S/N 10 will be at the airport, while a mock-up will be available on the convention floor (Booth 1882). The six-seat, $2.853 million M600 features the Garmin G3000 touchscreen-controlled flight deck and a Pratt & Whitney Canada PT6A-42A engine flat rated to 600 shp. The turboprop single has a maximum speed of 274 knots and a maximum range of 1,484 nm at intermediate power settings. The aircraft’s enhanced safety features include emergency descent mode, electronic stability protection and under speed/overspeed protection. The restyled interior features resculpted seats, reshaped side —M.H. panels and new color and fabric combination choices.

DAVID McINTOSH

Fly Comlux, the aircraft man- they are not well established in agement and charter arm of the sales infrastructure. Comlux group, is announcing “We will be working with the launch of a new operation operators who match the Fly that will make flights available Comlux quality standard, and in its own fleet as well as in air- plan to add operators based in craft owned and operated by different regions of the world,” other companies. Gaona told AIN. The new OneAbove The main office for program has signed OneAbove will be up Atlanta-based in Switzerland, with Polaris Aviation another opening in Solutions as its first Miami, Fla., to hanthird-party operadle the needs of U.S. tor, with the Comlux clients and partner charter sales team set operators. to market flights in Fly Comlux itself its Gulfstream G550 is headquartered and Boeing Business William Koperek is the new in Malta, where Jet, both of which executive vice president it has a European are based in the New for business development Union AOC. Its at Comlux. He comes from York area. fleet includes a mix Boeing Business Jets. Essentially, Fly of the following airComlux is consolidating its char- craft types: Airbus ACJ319, ter sales team in the new program, Boeing 767, Bombardier Global which will give them more options 6000, Embraer Legacy 650 and in terms of suitable aircraft to Hawker 900XP. The company is offer VIP clients. Operational equipped to oversee all aspects responsibility for aircraft from of flight and ground operations, outside the Comlux fleet will stay crew training, finance and cuswith the third-party operators. tomer service. According to Comlux chair“This expansion in our charman and CEO Richard Gaona, ter business was driven by high OneAbove will allow Europe- demand from our customers to based Fly Comlux to bet- have aircraft available around ter serve charter companies in the world and, at the same time, regions of the world where it aircraft operators willing to outdoes not have available aircraft source their charter sales activand a local air operator cer- ity,” said Fly Comlux CEO tificate (AOC). Conversely, it Andrea Zanetto. “Our young and gives other operators opportu- dynamic team of charter sales nities to secure charter bookings specialists is extremely motivated from clients in markets where and excited by this new venture.

The Polaris 6,500-nm-range G550 can seat up to 16 passengers in a cabin that features a dual-club seating area, a dining table for four and a private compartment with a pair of threeseat divans that can be berthed into twin beds. The BBJ, which is set to be available for charter starting in early 2017, has a forward lounge with two sets of club seats and an angled sofa, a large conference/dining room and two bedrooms at the rear (each with a shower). “Comlux has a profound understanding of the critical business drivers and strategic opportunities across markets, globally,” commented Polaris Aviation Solutions COO Scott Mayer. “With a strong brand, deeply experienced management team and an exceptional culture and values, we could not have selected a better partner.”

24 NBAA Convention News • November 1, 2016 • www.ainonline.com

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Honeywell flight deck upgrades extend a bizjet’s working lifetime by Charles Alcock Honeywell Aerospace is seeing a growing willingness for owners to invest in upgrading cockpits, cabins and engines to prolong the useful service life and bolster the value of their aircraft. Over the past three or four years, this trend has inspired the company to step up efforts to make upgrades available through a mix of service bulletins (SBs) and supplemental type certificates (STCs). “In some cases, we’ve been addressing a specific mandate [such as ADS-B], but in some situations it’s just an opportunity to take new technology and apply it backwards to existing aircraft to make them last longer and keep values higher,” Honeywell’s commercial aviation vice president Mike Beazley told AIN. The company makes cockpit and cabin electronics as well as engines, and has been increasing the sales resources it dedicates to marketing upgrades to aircraft owners, dealer networks, aircraft brokers and management companies, which are often the gatekeepers to the owners. “It can be tough for people to decide whether or not to invest in upgrades, but the rule of thumb is that it is certainly worth investing up to around 10 percent of an aircraft’s hull value,” commented Beazley. “Some people are very bullish and believe that if they spend $500,000 an aircraft will sell more quickly. In some cases OEMs are taking back aircraft in trade [for new models], and we now see them being more willing to invest in upgrades.” Among the STCs now in demand are those covering Honeywell’s Primus Elite Advanced Features avionics package for the Gulfstream PlaneDeck cockpit on the GIV-SP and GV. This will be available for the GIV model by around the end of this year and during 2017 for the Bombardier Global Express/Global XRS/ Global 5000, as well as for the Cessna Citation X, the Dornier Do-328, the Embraer Legacy 600/650 and the Dassault Falcon 900C/900EX. The new features include the following elements: integrated primary flight display with synthetic vision system, SiriusXM weather, traffic collision avoidance system and on-wing field loading of application software and databases.

In the rapidly developing realm of inflight connectivity, there are currently some 30 STCs in progress covering the installation of Honeywell’s JetWave hardware to enable the JetConnex high-speed Ka-band satcom. According to the manufacturer, JetWave has been specifically designed to be easily retrofitable to existing aircraft.

This tail-mounted antenna is part of Honeywell’s JetWave hardware package, supporting JetConnex broadband.

For older cockpits, Honeywell (Booth 2200) is now offering wider access to its high resolution CD-830 touchscreen display that eliminates parallax errors and improves performance in turbulence. STCs for the new LCD displays will soon be available for the Falcon 900A/B/C/EX models through West Star Aviation (Booth 2257). Honeywell already offers upgrades to LCD display technology, which is lighter than the traditional CRT displays and has greater potential to be upgraded, for about 10 other platforms. At its NBAA show exhibit, Honeywell will demonstrate the difference between older CRT displays and the latest screens. Operators of the various versions of Honeywell’s FMZ-2000

The CD-830 cockpit display is not only higher resolution than older units, it also has a touchscreen panel.

flight management system have the option of upgrading to the latest FMS 6.1 software. The manufacturer has a goal of having all systems upgraded to the new version by the end of 2018. Today, it is available for the following aircraft: Bombardier Global Express, Global XRS, Global 5000 and Challenger 600/601; Cessna Citation II, III, V, VII and X; Falcon 50, 20, 200, 900B, 900C and 900EX; Embraer Legacy 600 and 650; Gulfstream II, III, IV, IVSP and V; and Hawker 800, 800XP and 1000. Beazley explained that FMS software upgrades are giving Honeywell customers a quick and cost-effective path to securing improved functionality and readiness for requirements such as ADS-B and CPDLC. “It allows operators to have access to a far broader array of applications, and with more additional features,” he said. Honeywell’s enhanced ground proximity warning system (EGPWS) now includes software upgrades for the SmartRunway and SmartLanding features that improve the situational awareness of pilots during taxi, takeoff and landing, as well as helping with stabilized approaches and mitigating the risk of runway incursions and excursions. The company is now offering upgrades for the MK V, MK V-A, and MK VII versions of the EGPWS, as well as for the Epic EGPWS module. Another recent upgrade offering for the Primus Epic avionics suite is the SmartView synthetic vision system, which further enhances situational awareness by providing a large, 3-D color synthetic image of real-world conditions outside the cockpit. Upgrades for the system, which is already standard on the latest Gulfstream, the G650, are available for the G450/550, as well as for the Falcon 2000/900DX, LX and EX and 7X. An upgrade for the GV will be ready shortly, and several other programs are in the pipeline. In a bid to improve the value of extended warranty coverage for its avionics systems, Honeywell is adding to the list of parts covered by its typical three-year fixed-rate support contracts. “As parts [in legacy systems] get older and can’t be repaired, we’ll use the contract as

26 NBAA Convention News • November 1, 2016 • www.ainonline.com

a vehicle for operators to install newer replacements and spread the cost of the upgrade installations through their maintenance payments,” explained Beazley. “We’re now offering support for multiple systems [including engines, cabin systems and avionics] to all be covered under a single support program.” Meanwhile the latest 36-150 auxiliary power unit (APU), which promises improved performance for main engine starts and increased on-wing reliability, is now available for retrofit on the GIV/IV-SP and for the Challenger 601/604. According to Honeywell, the new APU is also quieter than earlier versions and also provides more cool air for the cabin on the ramp. Connectivity Grows

According to Beazley, cabin and cockpit connectivity solutions will prove to be the largest area of future growth for Honeywell, and it was this ambition that inspired the group to acquire specialist providers EMS Technologies three years ago and Satcom1 last year. “Now we make connectivity hardware across the entire spectrum and for aircraft up to the size of the A380,” he told AIN. “We make the entire suite of systems from terminals to antenna, and can sell air-time packages too, for a complete solution.” To support Inmarsat’s Ka-band JetConnex high-speed broadband offering, Honeywell’s JetWave hardware is now available for STC installation on some 30 separate aircraft models. “This represents a true step change in connectivity rates, from 237 kilobytes per second to more than 10 mebabytes per second,” stated Beazley. The vastly improved connectivity rates now available are set to deliver significant advantages to flight crew. For instance, there is now the potential for radar data to be “crowd-sourced” and

Honeywell’s FMZ-2000 FMS, above, has new software. A quieter, more powerful 36-150 APU also improves cabin cooling.

shared between aircraft, and the same could be true for engine or aircraft trend data. For business aircraft limited by factors such as radome size, this approach can allow operators to enjoy the benefits of onboard weather radar without having to install new hardware. Bombardier recently selected the equipment as an option for its entire Global family, and Beazley predicted that other airframers are set to follow suit. Honeywell is demonstrating JetWave at the show this week, as well as holding seminars aimed at clearing up confusion among customers about how the various connectivity elements fit together. The fast-expanding portfolio of Honeywell upgrades and modifications are available through a mix of SBs and STCs from the manufacturer’s own service centers and also through a network of around 400 dealers globally. “We let the dealer network bid on who wants to do the work, but they are generally required to resell the STCs to other providers,” concluded Beazley. o

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G500 cabin options and styling give buyers a range of choice by Charles Alcock The G500 on display here in Orlando this week features a full production interior, giving visitors their closest glimpse yet of what Gulfstream’s new large-cabin jet will deliver to passengers. As the fifth aircraft to join the flight test program, it is also critical to the success of the certification program and the manufacturer’s efforts to ensure a smooth entry into service. The company has already been using its new cabin integration test facility in an effort to get the interior as close to flight ready as possible before it even leaves the ground. “We are fully flight testing the interiors to ensure that they work in real operational conditions,” explained Gulfstream’s interior design director Tray Crow. “For this program there has been a greater emphasis on functionality and customer interaction. We’ve learned lessons about joinery and how it changes at altitude, and this, for example, has led to changes in

Gulfstream G500 certification uContinued from page 12

less these aircraft will cost you to maintain,” said Kohler. “The harder you work the engines, you get better value because you are working those engines for a shorter period of time.” New Cockpit

To the anticipated delight of pilots, much of the fly-by-wire G500/600 magic is found in the cockpit, with its new Symmetry flight deck based on Honeywell’s Primus Epic avionics suite. The most striking new features are

the pocket doors. We’ve also considered the impact of furniture attachments on cabin noise.” Compared with the cabin mockup that Gulfstream displayed at the 2014 NBAA show right after launching the G500 and G600 models, the first production interior puts greater emphasis on showing off the width and brightness of the cabin. Crow and his team have spent a lot of time talking to customers and taking detailed notes on their preferences. Among other changes, this resulted in introducing a more concave and simplified shape to the interior and new ways to stow monitors to save space. “The overall cabin volume is the same but we now have more options for covering materials to create more personal styles,” Crow said. The Gulfstream interiors team has developed three sets of interior styling—classic, layered and sport—to help prompt conversations about customer

new active control sidesticks (a first for a civilian aircraft), 10 touchscreen display interfaces and both enhanced and synthetic vision systems as standard features. The elimination of the traditional control column has opened up significant space in the cockpit and opened up access to the touchscreen panel. Pilots can still actuate the primary flight displays using cursors on the central pedestal panel, however. Human factors input from customers indicated that these displays are too far forward for most pilots to comfortably control as touchscreens. However, since FAA

One of the stars of 2016 NBAA show is the G500’s full production interior. In the midst of its flight test program, the interior has displayed its functionality, as well as provided customers the opportunity to provide input.

preferences. They can evaluate the various interior options on a special iPad app. The seating included in the G500 on show here at the NBAA convention will also give examples of the different styles. The G500 cabin features a full-size galley that can be located in either forward or aft positions, as well as a lavatory at either

officials raised concern over this issue during the development of the aircraft, Gulfstream has already validated that touchscreen controls for the multifunction displays during turbulence are certifiable. The sidestick controls, developed with BAE Systems, feature active force feedback that make it abundantly clear to a pilot when the other pilot has control of the aircraft and what they are doing with the controls. According to Gulfstream test pilots, the system delivers “classic airplane control” in terms of feel and cueing. The autopilot also provides visual indicators for the control inputs.

Based on the Honeywell Primus Epic platform, Gulfstream’s Symmetry flight deck offers pilots much more than fly-by-wire and active sidesticks, as welcome as those technologies are. For example, a data concentration network simplifies systems and saves weight.

28 NBAA Convention News • November 1, 2016 • www.ainonline.com

end and a large baggage compartment. Gulfstream has retained the enlarged windows used for the G650, and is promising “industry-leading” cabin noise levels (following extensive testing in its acoustics laboratory). Cabin altitude with 100 percent fresh air is 4,850 feet at FL510 and 3,670 feet at FL430. o

Another important new feature is the data concentration network (DCN), which acts a little like a virtual private network that gathers aircraft system data through a distributed high-speed network and makes it available to other systems. This advanced programmable technology is now being applied for the latest airliners (including the Boeing 787) and jet fighters. The DCN contributes to improved aircraft availability by boosting the amount of data that can be used for health trend monitoring of all key systems. The network also reduces the need for multiple electromechanical devices and wiring for separate systems, benefits accrued from having a no single-point-of-failure architecture. This arrangement also reduces power consumption. The lightweight equipment can fit on a single electronics rack, freeing up space in the cabin and also boosting payload and range. The weight saving for wiring alone is a couple of hundred pounds, according to Gulfstream. One significant safety enhancement for the new Gulfstreams is an auto-braking system that is intended to make rejected takeoffs less dangerous. The system, already in service on the G650 and G280, results in faster reaction times for applying brakes. Also, maintaining constant pressure on brakes reduces the risk of pilot-induced oscillation.

The pilot can control the braking process by pre-selecting high, medium or low settings for rates of deceleration. Other promised benefits are reduced wear on brakes and greater comfort for passengers on landing. Less Maintenance Burden

Gulfstream’s work on reducing the cost of maintenance and improving aircraft availability has resulted in the G500/600 being prepared to enter service with 750 flight hours permitted between major inspections, which the manufacturer says is around 50 percent longer than “traditional” business jets. All aircraft systems have been viewed from the point of view of further improving maintainability (compared with that on the G450/550/650 models). The new models feature improved access to line-replaceable units, built-in test capability and more standardized parts. Gulfstream challenged all component and parts suppliers involved in the new models to improve the mean-time-betweenfailure of their equipment. Gulfstream’s PlaneConnect system transmits aircraft performance data to customers and/or the manufacturer so that they can monitor any deterioration in system performance without delay. The airframer’s health and trend monitoring system has been developed to track performance trends and identify potential system failures well before they become a problem for the operator. o

3D printing streamlines Aeria interior projects by James Wynbrandt Aeria Luxury Interiors of San Antonio, Texas, is here at the NBAA show highlighting recent MRO projects and a widebody completion in the works, showcasing the breadth of its VIP interiors capabilities. Complementing its executive airliner completions, Aeria (Booth 4677) performed three major maintenance/ refurbishment projects this year, according to Ron Soret, vice president and general manager of completions. Meanwhile, work on a green Boeing widebody for an undisclosed Asian customer, scheduled for delivery in the first quarter of 2017, nears conclusion. (Aeria declined to identify the aircraft model, citing a confidentiality agreement.) Aeria’s in-house design team worked closely with the client “to understand their lifestyle, tastes and preferences, and create a luxurious and relaxing living space in the aircraft,” said Soret. The

“lifestyle-oriented” floor plan includes an entryway into the private suite, and the cabin features structures, including a custom ceiling, created by Aeria’s 3D printer. The printer, which can make parts up to three- by three- by two-feet, has reduced production time and costs and increased operational efficiency. Used extensively for making prototypes and decorative pieces, 3D-printed parts for Boeing Business Jets (BBJs) include single-seat armrests, loudspeaker bezels and brackets for electronics components, Soret said. The thermoplastic material meets all structural strength and flammability requirements. In the cabin, a CMS controls high-definition large-format TV screens and custom RGB mood lighting. A sound-dampening package and CTT’s humidification and zonal drying system enhance passenger comfort.

ALI touts benefits of LED replacements Aircraft Lighting International (ALI; Booth 668), maker of LED drop-in replacement bulbs for legacy fluorescent cabin lights, is showcasing new LED lights along with its current line of 28 VDC L-Series and 115 VAC LED lamps. ALI’s direct replacement lamps “can go into virtually any business jet that has original AE or B/E lighting, without modification,” said ALI general manager Shervin Rezaie, and the lights can be operated through the original control interfaces. The company has FAAapproved PMA replacement lamps for more than 70 business aircraft models, including BBJs and ACJs, from all major OEMs. ALI also custom makes curved bulbs for use in galleys, lavatories and VIP cabin fixtures. Here at the show ALI is introducing a King Air exterior wing

Aircraft Lighting International's LED replacement lights can fit almost any business jet, says the company.

light and square lamp. Also on display are replacement lamps for out-of-production, decadeold LED systems. “We have plug-and-play systems available to alleviate the headaches those customers are dealing with,” Rezaie said. Among the legacy LED replacements: a new PMA plug-and-play lamp for 5800 LED series cabin lighting originally made for the Gulfstream GIV, GV and G200. Meanwhile, a mood-lighting system, controllable via iOS and Android smart devices, is ready for certification, while wing and logo lamps and ice lights adapted from company PMA reading lamps are expected to receive approval in 2017. Rezaie said that LED replacements eliminate the ballasts that

Aeria's design team developed an interior concept for the Boeing 777X that includes a spacious bar area.

Aeria developed an STC for the interior with sister company VT DRB Aviation Consultants, under whose FAA-approved ODA the STC was granted. Growth Projects

A division of VT San Antonio Aerospace, an affiliate of Singapore-based ST Aerospace, Aeria this year opened a VIP aircraft refurbishment and maintenance service center at Singapore’s Seletar Airport. Aeria hopes to create in Singapore a second completion center and capability for customers in the Asia-Pacific fluorescents require, saving weight and reducing maintenance costs. Ballasts, which regulate current to fixtures, can weigh close to two pounds each, and a Challenger 601, for example, might have 16 to 18 such fixtures, Rezaie said. “You can likely get another carryon bag onboard,” through the increase in useful load provided by removing the ballasts. ALI’s LEDs have a three-year warranty and typically last far longer, according to Rezaie. “We have yet to receive a lamp with an LED diode failure, because we’re operating at cool thresholds that allow for color consistency.” The improvement in the quality of light alone can justify a switchover, he added. Made of plastic rather than fluorescents’ glass, LEDs are also more durable and draw much less power. Additionally, lighting systems with ballasts are innately more time consuming to troubleshoot, Rezaie noted; an inoperative light could be caused by a burned-out lamp or a problem in the ballast. But for customers that simply want to change bulbs, Ali also produces 12-mm replacement fluorescent lamps. NBAA attendees can see the lights in operation at ALI’s display, and company lighting specialists can discuss all aircraft lighting issues. —J.W.

region, though for now it’s focusing on MRO services at Seletar. At its San Antonio headquarters this year, the company added some 14,000 sq ft of workspace, including more cabinetry and upholstery shop area. Its 100,000-sq-ft hangar can accommodate two widebody and two narrowbody jets simultaneously. Completion of the company’s in-progress 2,000-sq-ft sales, marketing and design building, which will include a customer showroom, is expected by year-end. Meanwhile, the design department has created two new

concept interiors, for a Boeing 777X and a BBJ. The 777X design features a deco-esque retro spaceage look swathed in gold, creams and blues, with soaring, vaulted ceilings. The BBJ exudes a relaxed but stylish contemporary look in light tones, with elegant chandeliers and ceiling lights seeming to open the cabin to the sky. Here in Orlando, animations on large monitors at its display showcase some of Aeria’s interior designs, and Soret and his team are on hand to discuss cabin completions and refurbishments and MRO services. o

SEWING SHOP SETUPS SHOWCASED BY NC CARPET NC Carpet Binding & Equipment (NCB&E), a long-time supplier of sewing and upholstery machines to the aviation industry, is highlighting its recent setups of sewing machine shops for Embraer Executive Jets at its Melbourne, Fla., factory and Airworthy Aerospace, a Wisconsin-based airline interiors provider. NCB&E will also announce here at the NBAA show its newest factory upholstery shop setup, said Mal Maher, CEO of the Newark, N.J.-based company. NCB&E customers include all major business aircraft OEMs, MROs such as Duncan Aviation and Jet Aviation, interiors and refurbishment shops and “the FAA and all four military branches,” said Maher. NCB&E (Booth 745) is displaying both long- and standard-arm and single- and double-needle sewing machines, as well as carpet serging machines and cutting tools. Company representatives are on hand to advise attendees on any questions regarding upholstery and seat covering. “We recommend carpet mills and pass out leads for other vendors more than we sell our own machines at NBAA,” said Maher. However, for attendees seeking greater control over quality and costs of their upholstery, NC can explain how to take the work in-house and provide assessment, factory setup and training for those who wish to proceed. “Their costs will be exponentially less in terms of the finished product” compared to outsourcing, Maher said. “It doesn’t have to be a fresh startup; someone might need newer, better and faster machines that make it easier to manipulate the material. We can help make their operation 30 to 40 percent more efficient, and save them money.” The recent work for Airworthy Aerospace illustrates one aspect of its customer support. Airworthy already owned 15 of NCB&E’s carpet serging machines when a major airline requested a bid on a contract for seat fabrication and sent the company a sample seat. Not surprisingly, Airworthy, which hadn’t previously performed seat fabrication work, contacted NCB&E; Bryan Lidsky, Airworthy’s vice president of sales and marketing, said NCB&E’s “top-notch serging equipment and other products withstand our constant, non-stop usage, and their maintenance service and turn times never disappoint.” Airworthy shipped NCB&E the sample seat. “We analyzed it and determined all the machine setups required,” Maher said. Airworthy won the contract, and the new machines are up and running. —J.W.

www.ainonline.com • November 1, 2016 • NBAA Convention News 29

Cloud-based platform to ‘transform’ flight ops by Kerry Lynch Rockwell Collins and Stellar Labs have signed a long-term agreement to bring a comprehensive, end-to-end flight operations management platform to the Cloud, providing operators, flight departments and other users access to key flight and revenue management information through mobile devices and web browsers. Under the 10-year agreement, Stellar Labs is marrying its commercial operations system with the Rockwell Collins ArincDirect Flight Operations System (FOS). “This vision will transform the industry,” said Dave Poltorak, v-p, business and government aviation of Rockwell Collins. “It addresses the growing demand for flight departments, aircraft management operators, FBOs, maintenance and crews to work together —even across company lines.” Stellar Labs, which runs a charter marketplace for both operators and end users, had developed a commercial operations system that provides precise availability and pricing of charter aircraft based on a number of factors, including weather,

airport, aircraft performance and an operator’s “pricing rules,” said Stellar Labs chairman and CEO Paul Touw. That system is able to track empty legs and other availability factors, generate pricing quotes and optimize revenues. Touw noted that the industry largely has been “offline” with much of charter quotes still hand generated, similar to how the airlines operated before the advent of systems such as Sabre. The Stellar Labs system was designed to automate those processes, he said, likening its system to Sabre.

Stellar Labs and Rockwell Collins are developing a Cloud-based system that can simplify charter’s “300-email problem.”

Two Directions

He noted that Rockwell Collins, meanwhile, has strong expertise in the areas of all the “activity associated with the day of flight,” including flight planning, maintenance, aircraft logs and crew logs, among many other areas. “When we sat down with Rockwell Collins, we realized we were coming from two different directions,” Touw said. “We recognized very quickly that we ought to come together and build one

Business aviation is all in as Data Comm rolls out by Bill Carey of how we move aircraft around in the operation,” said Wijntjes. The FAA calls Data Comm a “cornerstone” program of its NextGen modernization effort. While airlines will represent the mass of users, “corporate and general aviation [are] also equipped with the technology—they participate,” Wijntjes confirmed.

operator fleets for trips. “It’s an incredibly labor intensive effort to get a Part 135 charter flight into the air. We call it the 300-email problem,” he said. “It involves schedulers interfacing with pilots interfacing with FBOs interfacing with consumers. The collaborative part of all this is pretty profound.” He added this takes many of the collaborative networking concepts in social media sites such as Facebook. “It is a complete rethinking of how the business aviation industry works,” Touw said. “It’s a pretty comprehensive effort by both companies, and it’s about time this industry was put online.” Stellar Labs, which has dedicated 40 engineers to the project and has been working on its portion of the system for more than two years, has beta tested

the system with about 35 operators over the past six months. “The results have been fantastic,” he said noting one of the larger operators, which operates out of 14 bases, has said it will transform their business “because everything they had done was manual.” The system is creating “enormous efficiencies,” he said. Noting that Rockwell Collins has about 500 operators and 6,000 aircraft using its FOS, Touw said the companies hope to move the remaining operators over to the new system over the next year. Pieces of the system will roll out at here at NBAA, he said, including the ability for operators with FOS to integrate into the Stellar Labs commercial operating system. Ultimately this system will be moved to the Cloud. o

United Boeing 777 and UPS Boeing 767-300 freighter, both Data Comm-equipped. At the time, 45 of the 56 ATC towers the FAA will equip this year to provide pilots with departure clearances by text were operational. The program’s second phase will see the FAA’s 20 air route traffic control centers that manage the airspace above 10,000 feet equipped for data communications by 2019. Instead of reading out a departure clearance by radio, awaiting a read-back from pilots, and if necessary correcting those

instructions by voice, tower controllers under Data Comm can send departure clearances and reroutes via data link directly to the flight deck. Pilots can confirm the clearance with the push of a button and then enter the flight plan directly into the aircraft’s flight management computer. “Data Comm has made a huge impact and change for us because it has reduced how much talking we have to do at the clearance delivery position,” attested Sharlotte Yealdhall, a Dulles controller. In addition to reducing both pilot and controller workload,

the system prevents misunderstandings and congestion of voice channels and saves time, allowing equipped aircraft, for example, to take off before an approaching thunderstorm closes the departure window, the FAA said. The types of text messages that en route controllers will send to pilots include airborne rerouting instructions, “hellogoodbye” radio frequency handoffs, hold instructions due to weather and turbulence notifications, Wijntjes said. Provisions have already been made to integrate data communications with the ERAM (en route automation modernization) system the FAA completed installing at its air route traffic control centers last year, said Jim Eck, the agency’s assistant administrator for NextGen. United and UPS are among eight U.S. carriers that have agreed to equip their fleets under an incentive plan. The FAA also identified 17 international airlines that are equipped to participate in the U.S. system. Business aviation providers are also helping facilitate the Data Comm deployment. o

Program Update

In late September, the FAA hosted a progress briefing on the Data Comm program at Washington Dulles International Airport. Joining Wijntjes and other FAA executives were representatives of United Airlines, cargo carrier UPS, the National Air Traffic Controllers Association, the Professional Aviation Safety Specialists and the Metropolitan Washington Airports Authority. Following their remarks, reporters toured the flight decks of a

BILL CAREY

The FAA says it is two years ahead of schedule to equip airport control towers and en route ATC centers with data communications capability. Under the agency’s Data Comm program, pilots and controllers can share some instructions by text instead of voice communications, which saves time, prevents misunderstandings and frees up radio frequencies. “We’re really rolling on the program,” declared Jesse Wijntjes, the FAA’s Data Comm program manager. The technology is already mature and well understood, he noted, as it is based on the Future Air Navigation System (FANS) developed by Boeing and Airbus in the 1990s for oceanic datalink communications. Bringing that capability to U.S. domestic airspace is “a very big deal for the evolution of this system. This is going to be a quantum leap forward in terms

system that spans all the things that operators need to do. If we do it in the Cloud and do it with one complete database approach, then we can include collaboration.” Stellar Labs (Booth 3293) and Rockwell Collins (Booth 3594) are co-developing and co-funding the project, with their respective engineers working together. Stellar Labs is rebuilding the international trip planning, flight operations functions, maintenance and other ArincDirect systems into the Internet-based operating system. “We’re taking FOS and rewriting it into the Cloud,” he said. The Cloud is critical for several reasons, he said. “If we have the Cloud, then operators, FBOs, maintenance specialists, everyone can collaborate in one single system,” Touw said, adding this further eases the ability for operators to use other

Data Comm messages are sent directly to the aircraft’s flight management system, as displayed here on a UPS Boeing 767 freighter.

30 NBAA Convention News • November 1, 2016 • www.ainonline.com

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by Peter Shaw-Smith UAS International Trip Support is launching its new FlightEvolution flightplanning software at this week’s NBAA show. UAS will be demonstrating it at the company’s exhibit (Booth 2682). The software is built with a mobile-first approach, but it can also operate as a webbased system. This improves speed, functionality and efficiency, according to UAS. “It’s going to make a huge difference to pilots flying in the cockpit, with regard to accessibility, speed and quick decisionmaking, and in terms of visual effect as well,” explained UAS executive vice president Jay Ammar Husary. The system features a mapping engine that can render high-definition graphics without delay. “Its highly intuitive interface makes for easy navigation. This tool literally puts a three-dimensional view of the mission in the palm of the user’s hand,” Husary said. UAS surveyed pilots, dispatchers and

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(DWC) development in December. “It [Middle East business aviation] was headed towards fulfilling 100 percent of its potential. The problem is, you can’t isolate what’s happening in Syria, Yemen and other countries from this issue, because it has affected the whole region. When conflict in part of the region is combined with a drop in oil prices, these factors unite to slow any progress. I think it is going to get there, but it will take time,” he said. UAS announced a tie-up with DC Aviation Al Futtaim (DCAF) at the EBACE show in May. “We partnered with them for a very simple reason: to enhance the UAS client experience,” explained Husary. “DCAF is the only integrated hangar and VVIP lounge facility in the VIP terminal [area], providing the highest levels of comfort and privacy to UAS clients.” That FBO’s unique location means minimal distance from drop-off to aircraft steps. DCAF provides aircraft management,

UAS’s FlightEvolution software is designed with mobile devices in mind but can also be used on the web.

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32 NBAA Convention News • November 1, 2016 • www.ainonline.com

schedulers in the predevelopment phase, and then tested it on professional pilots. “We started from scratch in terms of the design and made it mobile-friendly,” explained Husary. “This is a major distinguisher from other systems that are already available; you can only do so many modifications on existing systems, and often trying to convert them from webbased to mobile can compromise functionality. We have reinvented the wheel to accommodate the changes, but this technology will see through to the future.” According to the company, the interface is simple and user-friendly. “You will be able to do all the things you want to do as a pilot, dispatcher or scheduler,” he said. Middle East Growth Expected

Meanwhile, back in the Middle East, where UAS started, business aviation has yet to achieve its full potential, according to Husary. But the bright spot provided by Dubai and the rest of the United Arab Emirates has meant a backdrop of longerterm opportunity. In particular, he sees grounds for optimism based on the launch of Al Maktoum International Airport’s VIP Terminal at the Dubai World Central

maintenance, FBO and ground handling services as well as business jet charter, giving UAS clients access to hangarage, technical support and DWC handling facilities. Earlier this year UAS announced several partnerships with Asia-Pacific-based FBOs, where the company has seen great demand. “We provide value for them through the volume we deliver to them. Now we are servicing the entire Chinese mainland. I think the market is growing.… There’s huge growth in China, and in Japan as well. With the rise of HNWIs in China, we also see growth in ownership.” Africa is also on the up. “We have seen fast development [there] recently. We have placed 13 station managers on the continent already, and our goal is to place a country manager in every country,” Husary said. India is a focus, too. “We are providing the UAS ‘Standard of Quality’ [there]. That means top-notch service: attention to detail and no surprises. We have station managers in New Delhi and Mumbai.” In Houston, Texas, the company’s U.S. headquarters anchors client services in North and South America. The Houston facility operates on a 24/7 basis. o

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Embraer CEO reveals end-user incentive plan by Mark Huber explained. “While the number of uber-high-net-worth individuals doubled in the last few years, the number of bizjets sold was reduced, so there is no connection between wealth and the utilization of bizjets.” He further noted that great sales hopes out of Asia have largely evaporated. “Those countries really are not buying,” despite relatively healthy GDP numbers. Infrastructure Barriers

Business aviation growth is hamstrung by infrastructure issues, particularly in China, he said. As a result, the U.S. and Europe, with relatively flat GDP growth of less than 2 percent, still account for 85 to 90 percent of the business jet market. The U.S. market accounted for 66 percent of total deliveries in 2015 and is predicted to take 65 to 70 percent in 2016. Pellegrini blamed this situation in part on the negative political stigma attached to private jets and also to the continuing large inventory of used jets on the market. “Today there are 2,400 used jets on the market and 600 and 650 new jets are selling annually. A 10-year-old bizjet is still a fairly new plane, and about 700 to 800 of those on the market fall into this category. It’s a challenge to sell [new aircraft] into that market,” he said, noting the growing impact on depreciation. “Declining residual values present a challenge to CEOs to approach board members to justify new jet purchase decisions. How do you go to a board and ask for a new $50 million business jet flying 300 to 400 hours per year that will be worth only $20 million in a few years? It’s another blocker, and it has been a challenge.” Pellegrini noted that the “rich toy” label attached to private jets could be overcome largely by using them more efficiently. “We must overcome the stigma. Bizjets are a tool, a productive tool. We need to reinforce that message more and more. If companies are able to use a business jet, the life of the employees will be much better and more efficient. “The total business jet world fleet is 20,000 flying an average of 300 hours or less per plane per year. There is a big gap between those who fly bizjets and commercial airliners. The question is,

DAVID McINTOSH

Sales of new business jets are stagnant and could remain so for at least another four to five years unless the industry takes bold action. That’s the message from Marco Tulio Pellegrini, CEO of Embraer Executive Jets. Under Pellegrini’s direction, Embraer has launched an initiative designed to stimulate sales of its Phenom line by encouraging companies to move more key personnel off the airlines, using “premium transportation,” priced less than traditional charter. Embraer’s marketing department is identifying charter operators and leasing companies to support end users in the U.S. and Brazil who would benefit from regular use of dedicated aircraft on regular routes. The idea is to move key personnel on a virtually scheduled basis at a premium estimated to be anywhere from 50 to 85 percent above comparable commercial airfares. Pellegrini is serious about this. “I see huge potential,” he explained. “I am devoting 25 percent of my time to collecting information and analyzing specific cases and specific operators that you can help use business jets in a different way. We think in late 2016 or in 2017 we will be able to announce some specific partnerships.” Pellegrini was quick to point out that Embraer is not dedicating any resources to the project beyond marketing, research and playing match maker, which it thinks will be compelling enough to convince operators, leasing companies and end users to adopt the model and, implicitly, sell more airplanes. “We are going to help operators capture the markets that are not being served,” he said. “We are going to help them understand what to do. “If you don’t change the game, if you don’t find another way to use the business jet, you will be fighting another three or four years of deliveries of 600 to 650 new jets per year and you are not helping anyone,” he said. “And people need the transportation.” Total deliveries of business jets worldwide for the first half of this year amounted to a mere 288. The connection between a country’s gross domestic product (GDP) growth and individual wealth creation and the growth of the business jet market has been severed, Pelligrini

Marco Tulio Pellegrini, CEO of Embraer Executive Jets, wants to counter a stagnant market with a plan to expand the use of business jets. “Premium transportation” would target airline business travelers who could benefit from the advantages of private flying.

‘how can we use the assets better?’ [The answer:] if I offer you faster transportation at a premium price. Corporations need to move soldiers: directors, vice presidents, managers. I think there is plenty of space here [for such a service], from millions of passengers to thousands of passengers. There is a big gap and no one is offering anything. And charter and fractional cards are very expensive.” High Utilization Airplanes

Pellegrini pointed out that there are several keys to making this model work, starting with the airframes selected. “The airplane needs to be designed for high utilization and low operating costs,” he said, holding up the Phenoms as prime examples that fall into that category, claiming that they could easily fly 1,500 hours per year. “Our airplanes are designed for high utilization, flying for five or six hours a day. I want to see our airplanes flying 1,500 hours a year, not 300. If you pay $15 million for an airplane and fly it 30 hours a month [that is very expensive].” This is essential to drive the cost structure down closer to the commercial airline equivalent, he said, noting that a Phenom 100’s direct operating cost is around $900 per hour. Then the operator has to have a long-term agreement with the end-user. This makes the deal attractive to potential leasing companies and enables operators to secure fleet financing. “For me the key is leasing companies,” he said “The first commercial leasing company got involved with the

36 NBAA Convention News • November 1, 2016 • www.ainonline.com

airlines in 1974. Today the main buyers of commercial planes are leasing companies. But what is missing from our industry today is high utilization. Money is not the issue. There are lots of investors. Once you have the business case ready it is easy to bring the investors, the leasing companies. What has hurt the business jet companies, the industry, compared to commercial is the long term. If you don’t establish a long-term [customer] agreement, no one wants to invest. It is too much risk.” Having even a small fleet is essential to ensure continuity of equipment and service. The routes must be point-to-point. “Otherwise the dead legs will kill you,” Pellegrini said. “The secret is identifying the city pairs and developing a system that provides mobility to the companies and

other professionals such as lawyers and physicians; people who will pay a premium, but not too much.” For companies, several city pairs could be linked on the same flight on the same day. A typical profile would be flights of one-to-two hours consisting of people from the same company going to one or two destinations and then returning home the same day. Pellegrini believes this approach will go a long way to changing the narrative and the way people think about business jets. “You have to remove the prejudice that the bizjet is very expensive to operate and very expensive to fly. It’s not. For too long business jets have been associated only with rich people, and that is the wrong message. We are talking about leaders who need to fly.” o

LATEST UBS INDEX INDICATES BRIGHTENING OF BIZJET MARKET OUTLOOK Improvements in the small-cabin market drove up the latest UBS Business Jet Market Index. Based on industry surveys, it measures perceptions of market conditions on a scale of 0 to 100. The new index reached 34, a 10-percent jump from the previous survey and up from the low of 29 in May. The light business jet market showed the greatest improvement, up 34 percent from the previous survey. The large-cabin jet segment also improved, by 3 percent, but with an index of 28 it still trails the midsize jet index of 31. However, that ranking for midsize jets declined by 5 percent. Fueling the improved index was a strengthening in a number of factors, including consumer interest (up 11 percent), pricing (up 14 percent) and willingness of dealers to increase inventory (up 9 percent). Customer interest jumped 15 percent in North America and 25 percent in Europe, though the increase in Europe was over a low level in July. There are concerns about the weakness in emerging markets, with large-cabin business jets expected to be the most affected. —K.L.

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London City Jet Centre FBO receives IS-BAH approval by Ian Sheppard The London City Airport Jet Centre (Booth 3919) has received IS-BAH approval from IBAC, covering its ground-handling operation, and will soon begin construction on a long-awaited parallel taxiway. London City Airport (LCY) is only four miles from Canary Wharf, seven miles from The City of London (the “Square Mile”), and nine miles from Mayfair in the West End. Meanwhile the Jet Centre also provides passenger handling and security for Royal Air Force (RAF) Northolt Airport. “At both London City and RAF Northolt we’re expecting a very busy end to the year, as activity is at an alltime high,” said Nick Rose, LCY director of business aviation, “predominately driven by both airports’ superior access to London and the competitive pricing introduced at London City Airport. We recently reduced our pricing at LCY due to the higher demand and are very pleased to pass this saving on to customers.” The airport has approvals for most major manufacturers with the Global 6000, Falcon 7X, Embraer Legacy 450/500 and

Phenom 300 all regular visitors. Approvals are also in progress for the Falcon 8X, Gulfstream -280, Citation Latitude and Challenger 350, added Rose, who is inviting NBAA visitors to the company’s booth to discuss its “90-second experience” from aircraft to car. Some airlines operate regional aircraft from London City, so The Jet Centre now offers passengers using the airline route network the opportunity and convenience of using the Jet Centre facilities to both check-in and board the aircraft “with a personal service providing transportation from car park to the aircraft steps.” Rose commented, “The Jet Centre at LCY has airline check-in, with full-time security and immigration control. These services allow passengers to take advantage of the privacy and excellent facilities the Jet Centre offers whether departing or arriving on commercial airlines.” The 10 commercial airlines that operate from LCY serve nearly 50 domestic, European and U.S. destinations, with the most popular routes by passenger

Only seven miles from London’s “Square Mile” district, London City Airport is seeing booming traffic numbers. Its ground handling specialist recently received IBAC’s nod for IS-BAH ranking.

numbers including Edinburgh, Amsterdam, Frankfurt, Zurich, Rotterdam and Dublin. During 2016 the airport added several new destinations to its route map including Bergerac, Alicante, Berlin, Bremen, Cardiff, Paris Charles de Gaulle and Rennes. In 2015 the airport welcomed 4.3 million passengers, with around 52 percent travelling on business. “LCY offers a unique rapid transit proposition,” said the airport in a release, “a short and efficient check in, door to lounge, of around 20 minutes; and a speedy arrival, tarmac to train, of around 15 minutes.

The airport recently received longawaited planning permission including for the addition of seven new aircraft stands, a parallel taxiway to maximize runway capacity and a terminal extension to accommodate increasing passenger numbers. Construction will begin on the City Airport Development Programme (CADP) in 2017. The airport estimates that it will mean an increase in passenger numbers to 6.5 million a year by 2025, by adding “32,000 additional flights per year.” CADP is a £344 million privately funded investment. o

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10/21/16 12:49 PM

Creative Director: V. PULLICINO Client: Phillips 66

Designer/Art Director: M. HERRERA Copywriter: Proofreader: N. TUCKER

Bleed: n/a Trim: n/a

Rennia puts ‘family’ ahead of numbers

Studio Artist: J. WARD / T. RIVAS

the size by making it so big that Rennia is beginning its busiInspected By: we can’t provide the service,” ness as Argus Gold rated and is Production Manager: C. CAPOSINO Rennia said. “I’m not sure what implementing a safety manageBrand Manager: L. PARKER Colors: 4/c that limit is going to be.” ment system. The company also Project Manager: M. SATTLER DPI: 300 The company currently has provides its own light mainteMECHANICAL said. “The expectations were not 15 employees, many of whom nance. He is looking ahead at as high as we’ve seen.” have worked with him over the additional plans and service But at the same time, he said past decade. “I want to expand offerings, including one that may he wants to grow slowly. “My ini- the family, as long as we can find involve regional transportation, tial plan was not to grow quite good people and grow at a con- but said those plans are still in as fast. I don’t want to sacrifice trolled rate.” early stages. o Live: 7.8125" x 10.375"

by Kerry Lynch certificate, though, the number of Rennia’s inquiries has jumped. “There is a tremendous amount of interest and opportunity since we got our certificate. It’s pretty exciting,” Rennia

LIVE

Start-up charter company Rennia Aviation is adding two more aircraft to its certificate as it begins to build its fleet in a slow, controlled way, said founder Ed Rennia. Based at Gainesville Regional Airport LIVEin Florida, Rennia opened its doors in 2015 and secured its Part 135 certificate in June. While the operation is fairly new, it comes with experience, Rennia said. He launched his first Part 135 charter with a partner in 2006 but sold his share to the partner a few years later. He remained involved with the operation over the years, either as a consultant or full time. In 2015, Rennia, who also has been an instructor for Simcom, branched out on his own again with Rennia Aviation. With that founding, former customers and former colleagues joined him. “We treat all our customers and employees as family,” he said. “We’re not a big outfit and I don’t have visions of being a giant company. We really try to keep the costs in control for owners and provide good jobs for our work force.”

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Owner Advocate

The company’s vision, he said, “is to be more of an advocate for the owner of the airplanes.” This includes tailoring the management agreement to the individual needs of the customer, Rennia said. It also means full transparency. “Our contracts are very clear,” he said. “We tell them exactly how much we are going to make on every single thing we do.” He also said that the company makes sure to keep expectations realistic. “I don’t want to overpromise anything,” but he added, “I am going to save them money.” The company has had two aircraft on its certificate, a Falcon 20 and Citation II. The initial management and charter customers returned their business to Rennia. “We had a client base from 2006 that has stayed pretty loyal.” The company has been going through the conformity process to add two more. Since he has obtained the

YOUR PASSION KEEPS US FLYING. At Phillips 66® Aviation, we applaud the passion and commitment you bring to your job each day. That’s why we continue to evolve our programs to accommodate more operators and FBOs, like our expanded Partners-Into-Plane program that now covers Corporate and Charter Operations. Passion brought you here. Let us take you further.

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10/10/16 2:26 PM www.ainonline.com • November 1, 2016 • NBAA Convention News 39

REGIONAL DISTRIBUTION OF 7,879 UNIT DELIVERIES PER SEGMENT (2016-2025)

Jetcraft sees U.S. market strengthening by Curt Epstein

Rearranging the Map

The report noted that short-term unit deliveries will be hampered as the contribution from emerging-market economies wanes because of lower commodity prices and less favorable U.S. dollar exchange rates. This indicates that those anticipated increases in worldwide delivery percentages will come at the expense of Latin America, Asia-Pacific and Russia/CIS, which altogether saw a decline of 7 percent in this year’s forecast. Projected demand in the Middle East and Africa remained stable at 3 percent of the worldwide delivery totals each for the next 10 years, according to Jetcraft. “I think the good news, the glass halffull, is North America trending up to a higher portion of deliveries is strong for the world, because when other markets are down and North America is up, it balances our market, overall,” said Jetcraft president Chad Anderson. “Emerging markets are extremely important, but we still see North America continuing to lead the pack in

BUSINESS AVIATION UNIT DELIVERIES PER SEGMENT (2016-2025)

FORECAST SUMMARY

In a detailed market forecast, aircraft brokerage Jetcraft has laid out its predictions for the next decade’s business jet purchasing activity. Compared with last year’s predictions, this year the company has reduced its expected numbers by about 10 percent.

terms of demand over the 10-year period.” During the span of the forecast window, the company noted that Gulfstream will achieve a revenue market share of 30.6 percent, the largest percentage over the forecast horizon, based on its expanded family of large-cabin aircraft. While it believes Bombardier will place second with a 28-percent revenue share, Jetcraft predicts Textron Aviation’s Cessna will once again regain market leadership from Bombardier in unit deliveries, based on the robust market demand it anticipates. “If you look at the segment analysis, it’s interesting to note that if you are looking at light, medium and large jets, the unit count is very similar across the product sizes, so it’s a nice diversity of clientele,” Anderson told AIN. “What that tells some of us in the resale business is the light jets are still healthy; that’s important because people usually enter the market at a smaller scale.” The forecast calls for a total of 688 business jet deliveries this year, with the totals steadily rising to a peak of 932 in 2021, before the next trough of 693 deliveries in 2024. Based on its research and market observations, the company sees aircraft manufacturers increasingly focusing their research and development budgets in higher-end products. “These are the OEMs who do a

40 NBAA Convention News • November 1, 2016 • www.ainonline.com

good job of listening to their installed base of clients, telling us that the world is still favoring the larger cabin-aircraft in general terms, so you are seeing that segment grow in activity and deliveries over the life of the forecast,” said Anderson. “As businesses get more global, there’s more demand to go beyond North American shores. The OEMs are investing millions and millions of dollars in that larger class of aircraft for the foreseeable future.” New Models on the Block

That investment will result in a new crop of business jets entering service, based on announced programs and Jetcraft’s own speculation, ramping up through the next 10 years. Among its predictions, the Bombardier Global 7000 is expected to enter service in 2018, followed a year later by the Global 8000. It predicts a new Gulfstream flagship G750 to make its debut in 2020, Cessna’s Hemisphere to arrive on market in 2022, and in 2023 seeing the arrival of a Dassault Falcon 9X, an Embraer Legacy 700 and a Bombardier Challenger 700, as well as a Gulfstream 400. “To me that’s a very exciting part of our next few years,” said Anderson, “really nice products coming out of a diversity of manufacturers that, in itself, will create replacement energy.”

Source: Jetcraft

With more than five decades of experience and a global industry perspective from its 20 offices worldwide, aircraft brokerage Jetcraft (Static S-07) has just released its second annual business aviation market forecast covering the next decade. The North Carolina-based company has dialed back its anticipated number of business jet deliveries for the next 10 years by approximately 10 percent from the 8,755 noted in its inaugural forecast issued last year to its present prognostication of 7,879 worth $248 billion in this year’s prediction. Even so, chairman Jahid Fazal-Karim believes solidity is returning to the market in some areas. According to Jetcraft, 2015 was its strongest year ever, with 72 transactions valued at $1.7 billion, and 2016 is on pace to improve on that performance. Historically, the demand for new business jets outside North America has been approximately 30 percent, but that number has shifted over the past decade, with international markets accounting for more than half of the deliveries in the boom years of 2007 and 2008, fueled by high commodity prices such as oil-and-gas and favorable exchange rates against the U.S. dollar. Jetcraft’s forecast sees a continuing return to the historical model as those conditions have reversed, slowing orders to BRIC countries in particular. Through 2025, the company sees North America accounting for 60 percent of new business jet deliveries (4,727 units), up six percentage points from last year’s forecast. While Europe’s share of the delivery forecast increased by one percent year-over-year, the overall number of jets expected to be handed over there declined from 1,225 to 1,182.

The report incorporates a variety of trend factors such as a slowdown in global wealth creation; an outflow of ultra-high-net-worth individuals from emerging market economies; and continuing slumping oil prices, and it is tempered by potential growth in the U.S. economy and an increasing need for corporate capital expenditure investment. Its authors stated that unpredictable variables such as terrorism and the migrant crisis remain threats that could destabilize the forecast. For the pre-owned market, while Jetcraft noted the inventory remains below the 13-percent benchmark levels for inservice business jets, there remains little evidence for an increase in residual values for five-year-old aircraft. “Go back to that spike in 2008-09 when financial institutions and major institutional investors were making large purchases and very aggressive residual assumptions assuming that market was sustainable, and it frankly was not,” he explained. “There’s a natural depreciation schedule, based on the economic life cycle of the equipment.” o

JSSI achieving record annual sales with new, expanded support programs by Kerry Lynch Jet Support Services, Inc. (JSSI) is in the midst of its best sales year yet, as the Chicago-based maintenance service provider continues to develop new services, build on existing ones and enter new markets. JSSI (Booth 2065) is coming to NBAA this year with expansions in its JSSI Parts business and Asset Monitoring Platform, both of which were rolled out last year, as well as with new offerings. JSSI is further expanding its coverage footprint by growing its helicopter business, dipping its toe into the regional aircraft market and adding coverage programs for new models that include the Dassault Falcon 8X and Honda Aircraft HondaJet. “JSSI is really evolving from a company that has been known as providing maintenance programs to the industry to something much broader,” said president and CEO Neil Book. The new services come as JSSI looks to develop products that enhance its maintenance programs, as well as tap into the vast amount of data the company has collected as a result of those new products, he said. JSSI, which introduced its JSSI Parts business during last year’s NBAA show, this year expanded that effort from an entity that buys and sells parts to include the acquisition and parting out of whole aircraft. The company already has acquired two Learjet 60s and a Challenger 601, and Book said the company has “a ferocious appetite for these type of acquisitions when they make strong economic sense for our business.” The parts business has already grown 300 percent in 2016 from its beginnings in 2015 as the company works with original equipment manufacturers and second and third-tier suppliers to build up a parts base that can be used for its maintenance programs, as well as sold on the open market. “Our parts company…is the fastest growing business unit inside JSSI. We’re very excited about it,” Book said. “We’ve learned a lot. We are going to continue to invest in this space.” He believes the business has gotten off to a strong start because JSSI has 1,800 aircraft on cost-per-hour maintenance programs, which provides the ability to forecast its parts needs.

JSSI president and CEO Neil Book oversees a company-wide initiative to broaden its aviation service offerings.

The company also has long-time partnerships that it can leverage for supplies, sales and even warehousing. JSSI has been working with its maintenance providers and other vendors to house the parts, but has plans to lease a warehouse in Chicago to provide more storage. The new location also likely will house the parts team. Banker-friendly System

JSSI also is expanding the capabilities of its Asset Monitoring Program (AMP), a web-based tool that enables banks to monitor aircraft enrolled in JSSI programs. Since the program’s release, more than 20 banks have actively used the system to manage aircraft they have either leased or financed. Book said the company is preparing to release what he calls AMP 2.0, which will provide real-time information on flight hour activity and provide a five-year view of

upcoming maintenance events and the anticipated cost of these events. “In case of a default, or if they have to repossess an aircraft, they understand what the maintenance expense exposure is as well as other data points,” Book said. The program will continue to evolve for banks, but he added that it will be a tool that operators and brokers can take advantage of as well. The use of this data, Book said, represents the future direction of the company. JSSI has collected “a massive amount of data” that he believes can provide value to customers, partners and suppliers. He pointed to the company’s flight-hour index that is reported quarterly as another of JSSI’s early initiatives and said, “we are going to continue to expand. That is the future of our business.” Book credited this strategy for leading JSSI to its strongest sales year yet in 2016, despite the ongoing challenges of the business aviation market. He said, “2015 was a very strong year for us and we’ve already exceeded our sales results so far in 2016. We are ahead of where we closed last year.” But also feeding into these results are continued additions to its maintenance program business, as well as reaching into new markets. As for new programs, next up are offerings for the Falcon 8X and the HondaJet. But Book said, “We have a number of programs in the pipeline.” JSSI’s programs now cover 350 makes and models, and the company is continuing

to work to provide a comprehensive approach to its business aircraft coverage, he added. JSSI is seeing success in both the pre-owned market, as well as new aircraft. “Even though valuations of pre-owned aircraft are extraordinarily low, there’s still a lot of buying and selling taking place in the marketplace. That’s where JSSI gets involved,” he said. The company has had particular growth success in selling maintenance programs to the global markets. Brazil is among the list of countries where JSSI is having its strongest year, he added. Customers in emerging markets, in particular, have propelled JSSI’s tipto-tail coverage, because they do not have an established infrastructure for support. In addition to pre-owned, Book estimates that roughly 15 percent of customers of new aircraft have adopted JSSI programs. Beyond business aviation, JSSI this year has begun to explore possibilities in the regional aircraft market and has signed on Sun-Air of Billund, Denmark as its first regional airline to come on board. Sun-Air, a franchise of British Airways, operates 18 aircraft. JSSI has additionally brought on three smaller regional operators that, with Sun-Air, collectively add close to 30 aircraft to the JSSI portfolio.

These smaller operators are the target customer base for JSSI’s regional airline efforts. “We are identifying a niche,” Book said. We are not looking to go after large commercial airlines that have huge fleets. We believe those airlines get plenty of attention from the manufacturers.” The target market, he added, involves “small regional airlines that we believe have been largely ignored by the original equipment manufacturer.” JSSI also continues to expand its helicopter business, another area that has seen record growth this year. JSSI has offered helicopter programs for decades, Book said, but had not had much success. The company evaluated whether it wanted to be in that business, and after deciding in the affirmative, it hired a dedicated helicopter team, along with technical expertise. As a result, JSSI secured its initial customers last year, with four to five enrollments. That business has begun to build this year with another 20 enrollments. “This is the kind of growth that we like to see and expect to continue,” he said. Noting that market conditions currently underscore a need for cost assurance and risk mitigation, he added, “This is just a starting point for us. There is much bigger opportunity out there.” o

TORN RANCH INVITES NOSHERS TO TASTE TREATS PENTASTAR HELPS CUSTOMERS SCORE SPORTS TICKETS Through the end of November, Michigan-based Pentastar Aviation (Booth 1408) is running a “Touchdown for Maintenance” promotion for its maintenance customers. Operators who bring their aircraft in for maintenance services worth $5,000 or more during the promotional period will receive a $250 gift card from StubHub for purchasing sporting event or concert tickets, plus a 15-percent discount off the cost of the service. “Choosing a maintenance service provider is an important decision,” noted Tracy Neil, Pentastar’s director of marketing. “This promotion aims to support aircraft owners through our extensive MRO expertise, while offering a significant savings, further expressing our appreciation for their business.” Pentastar’s 130,000-sq-ft repair facility at Oakland County International Airport in Pontiac, offers maintenance, avionics and interiors service, along with a design studio. n

42 NBAA Convention News • November 1, 2016 • www.ainonline.com

Around lunchtime you may notice people lining up on the show floor to sample Torn Ranch’s new Jetibles: milk chocolate caramels, dried Turkish apricots, sea salt and vinegar cashews and much more. Jetibles are individually wrapped snacks designed specifically for the business aviation passenger and are available in 110 different varieties of nuts, dried fruits, candies and cookies. Approximately 80 percent of Jetibles are produced from natural products, and there are plenty of options for the gluten-free, vegan, and organic-only among us. New additions to the Jetibles lineup include Bloody Mary cashews and peanut butter chocolate chip cookies. Torn Ranch also offers gift packages. “Jetibles are not your ordinary bags of stale pretzels and dull peanuts,” said Rich Shaffer, sales and marketing director for Torn Ranch. “We offer a host of gourmet snacks ranging from chocolate raspberries and dark chocolate sea salt caramels to lemon biscotti, coconut macaroons, Turkish apricots and asiago cheese biscuits.” Have a hankering for some lemon biscotti, or chocolate raspberries? Head over to Booth 848, and the folks at Torn Ranch will be happy to satisfy. —J.E.

PC-24 US PREMIERE AT NBAA EXCLUSIVELY ON NOVEMBER 2ND Pilatus exhibits its latest flagship, the world’s first and only PC-24 Super Versatile Jet – a business jet that is able to land and take-off almost everywhere – on day 2 at this year’s NBAA. The two PC-24 prototypes have meanwhile completed a total of almost 600 flights and over 1000 hours. The data collected so far indicates that Pilatus‘ next great aircraft is likely to perform even better than previously announced. Visit us at the static display and discover the PC-24! Pilatus Business Aircraft Ltd • Phone +1 303 465 9099 • www.pilatus-aircraft.com

Fuelerlinx adds features to its online buying app by Curt Epstein Fuel management software provider Fuelerlinx has made several key additions to its subscription-based pricing platform, which it will demonstrate to showgoers here at its NBAA booth (1555). With an aim towards improving customer flight planning efficiency and savings, the company has partnered with Skyplan for optimized routing, aircraft performance data and suggested altitude changes, which will improve Fuelerlinx’s accuracy on domestic and international tankering decisions. It has also integrated iFlightPlanner’s graphical user interface into its tech stop and flight planning tool, thus allowing users to visually build out routes and file

flight plans from within the system. “We’ve been working on this for a little over a year to get the most accurate results we can,” said Fuelerlinx president Kevin Moller. “What Fuelerlinx does is layer its tankering algorithms and fuel network over that interface, so now you have the best of every world. You have three companies coming together and building something that is very robust, and has global capability.” He noted that the system is unbiased as to fuel vendors. Fuelerlinx currently has relationships with 40 fuel vendors, the latest addition being Phillips 66, and it has built exclusive interfaces that allow most of them to digitally invoice customers through their individual

transaction center on the Fuelerlinx platform. “It’s being provided digitally, so the user doesn’t have to do any manual entry,” Moller told AIN. “For some of the larger charter operators that are doing 200 operations a day, this is a godsend, because so much of their time is spent manually inputting this data. So to be able to digitize this and automate is huge.” With its automated expensereporting feature, connected currently through ArincDirect FOS and Avianis scheduling software programs, users can now import transaction data into their Fuelerlinx account. Another innovation is the storage and archiving of fuel releases and invoices. “Now they are in one place that can be accessed from any mobile device from any part of a flight department,” Moller noted. Of particular interest to the Los Angeles-based company’s international operators, VAT/ MOT tax recovery has now been

Gogo pledges 100-Mbps by 2018, offers customers upgrade incentives by Charles Alcock Gogo intends to deliver inflight connectivity rates of 100 Mbps by 2018, based on a nextgeneration ground network that it is now developing. The U.S.based broadband connectivity and wireless entertainment specialist announced on September 28 that the new technology will deliver “ground-like performance,” allowing videos to be streamed on business aircraft, regional jets and some narrowbody airliners. According to Gogo (Booth 1844), the new network will use an unlicensed frequency spectrum, a proprietary modem and a new beam-forming antenna to produce peak network speeds of more than 100 Mbps. It will use LTE 4G technology and Gogo’s existing first-generation North American network and infrastructure of more than 250 towers. Here in Orlando, Gogo also has a presence in the NBAA static aircraft display area (S35) at Orlando Executive Airport. “Leveraging our first-generation network is key to making this next-generation technology network highly reliable and economical to deploy,” said Gogo chief technology officer Anand Chari. “Gogo’s nextgeneration network will also be backward-compatible with

Gogo’s first-generation network, which means that an aircraft will be able to seamlessly switch between Gogo’s two networks, similarly to how a cellphone on the ground connects to the fastest available network.”  According to Sergio Aguirre, Gogo’s general manager of business aviation, it is the only company providing connectivity for aircraft that can offer both a

satellite- and ground-based network. “We will also be the only company offering dual-band solutions so that customers have the same experience [on flights] as they would using phones [and other devices] on the ground, with automatic, fail-safe connections to the fastest available service,” he told AIN.  Gogo did not confirm pricing for the required modem and

44 NBAA Convention News • November 1, 2016 • www.ainonline.com

Fuelerlinx customers now have their fuel releases and invoices archived in their accounts, making it easy to retrieve data from past transactions.

automated through a partnership with Taxback International. Fuel invoices containing such tariffs can now simply be dragged and dropped on screen into the detail section of each international dispatch for Taxback to reclaim on behalf of the customer. The system now also includes a currency conversion widget, which will allow subscribers to use their system settings to easily customize how they would

like to see local currencies displayed in the system. The widget can also translate quotes and billing statements into any currency. “This converter will take those currencies and translate them for the user to digest and issue payment,” said Moller. Another newly developed widget will inform users when a ramp fee was last updated, allowing them to make more informed fuel cost decisions. o

antenna, but expects to do so by early 2017. The equipment will be available for retrofit through the company’s network of aftermarket partners, including Duncan Aviation, Clay Lacy Aviation, Constant Aviation, Jet Aviation and West Star Aviation.  Meanwhile, Gogo is preparing to launch its new Biz 4G airto-ground connectivity service in early 2017. This will deliver data speeds of up to 9.8 Mbps, more than three times as fast as the current Gogo Biz 3G service of up to 3.1 Mbps. In April, the company completed the initial phase of flight testing on its Bombardier Challenger 600.

“Customers who purchase and install Gogo Biz 4G will be ahead of the curve and ready to integrate the next-generation technology,” explained Aguirre. “This would complete all the foundational work and is the baseline for the 100 Mbps. So it will not be obsolete.”  During the flight testing, Gogo engineers ran real-world scenarios, including multiple video and audio streaming sessions simultaneously on a variety of mobile devices such as laptops, tablets and mobile phones. Altitude varied from 30,000 to 34,000 feet and range from the ground sites was tested at up to 150 miles, with flight in a rural area and a major metropolitan area (Chicago).  Operators that upgrade to Gogo Biz 4G will have to buy new hardware, but Gogo is offering incentives for upgrades. Customers can install current Gogo equipment now and upgrade that equipment to 4G when the new service becomes available early next year. Gogo plans to continue offering 3G service as well.  Services available on Gogo Biz 4G include the ability to stream movies and audio from Hulu, Netflix, YouTube, Pandora and Spotify, among others, as well as email with attachments, web browsing, voice calls and VPN access. Gogo’s Text & Talk service will also work on the 4G system. The Gogo air-to-ground service area covers the continental U.S. and parts of Alaska and Canada. o

Gogo’s new network promises “ground-like performance” enabling video streaming on business jets and airliners.

Revealing the

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IS&S close to its STC on PC-12 autothrottle by Mark Huber Innovative Solutions & Support’s Future Generation flat panel display system and integrated autothrottle for the Pilatus PC-12 will be on static display here at NBAA in the company’s demonstration aircraft, N271SS. IS&S is working to complete FAA supplemental type certificate approval for the upgrade. “As this is the first autothrottle in a turboprop, the certification process has taken longer than expected,” explained IS&S spokesman Jason Zywalewski. At NBAA 2015, IS&S announced its F u t u re Generation (FG) flight deck, featuring its PT6 autothrottle, for retrofit in the PC-12. The FG flight deck features primary (PFD) and multifunction (MFD) displays, integrated standby unit (ISU), integrated flight management (IFMS) and electronic flight bag (EFB) system. The avionics suite

includes dual flight management systems, autothrottles, synthetic vision and enhanced vision. Additional configuration options include an ADAHRS upgrade and a full time oil quantity sensor. The FG enhanced avionics suite is also available for other business aircraft. It integrates PFD and MFD data, including charts; maps; airspace depiction with low and high vector routes; satellite weather; engine instruments; IGuard engine monitoring; electronic checklists; and dual satellite base augmentation system (SBAS) GPS receivers in support of the flight management system, including LPV approach capability. The integrated flight management system features include: Coupled WAAS/LPV approaches; full RNP compliance to DO-236B with 0.3 nm precision; required time of arrival fully coupled

flight profile performance based VNAV; autothrottle controls; and dual FMS with synthetic DME capability. The integrated EFB features include airport diagrams and approaches; moving maps with overlay of flight plan; airspace; airways (both high and low); runway depictions; navigation aids and intersections; satellite weather; electronic checklists; and display and control of the enhanced vision system. The IS&S integrated standby unit processes and displays altitude, attitude, airspeed, slip/skid and navigation information in a single instrument display. IS&S president Shahram Askarpour said that the company’s FG flight deck in the PC-12 would be “capable of complying with all known upcoming mandates over the next 10 years.” The IS&S-developed PT6 autothrottle allows a pilot to control the power setting of the aircraft’s engine(s) by setting a desired flight characteristic, rather than manually controlling fuel flow. Autothrottle implementation is compliant with TSO-C198 for Class D equipment. The software certification

level for the autothrottle functionality is in accordance with RTCA DO-178B level B. The system provides maximum-continuous-thrust, speedhold, and speed-protection modes. When engaged by the pilot, the system manipulates the throttle(s) automatically to achieve and hold the manually selected airspeed. It also has torque/temperature and AOA (angle of attack) modes. Protection modes will automatically activate in an attempt to keep airspeed, torque and temperature from exceeding predefined targets, regardless of autopilot engagement state. The autothrottle features a clutchless design and is adaptable to any aircraft that uses the Pratt & Whitney Canada PT6A-series engine, provided it is accompanied by IS&S’s ISU, which runs the thrust computer software. IS&S said last year that installing the system would be simple, and priced well under $100,000. Separately, the company said that its work on the Pilatus PC-24 twinjet is progressing, noting that the utilities management system (UMS-100) it has developed for that aircraft has already entered

F O N TA I N E B L E A U

A V I A T I O N

the production phase. Several shipsets have already been delivered for flight test, and there has been positive customer feedback on a system that has been flying for more than a year. The system uses a multi-line Ethernet network to monitor and control PC-24 mechanical and electrical systems and the jet’s avionics. It also functions as the aircraft’s central maintenance computer and can transmit fault data in real time. o

NEWS NOTE Through a new partnership with Argus International, Mountfitchet Risk Solutions will offer discounts and other incentives for its AOG (aircraft on ground) insurance program to Argus-rated operators and charter brokers. AOG Protect limits financial losses associated with charter flights that have been grounded for mechanical or other issues. Argus Gold-rated operators and certified charter brokers will receive a 7.5 percent discount, rising to 12.5 percent for Gold Plus-rated operators and 20 percent for Platinum-rated operators, certified brokers and certified corporate operators. n

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46 NBAA Convention News • November 1, 2016 • www.ainonline.com

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A DIVISION OF T U R N B E R R Y A S S O C I AT E S AVIATION • HOSPITALITY REAL ESTATE • RETAIL

Pilatus builds out in Broomfield Pilatus Business Aircraft broke ground July 13 on a new 118,000sq-ft North and South American headquarters for aircraft completions and support at Jefferson County (Colorado) Airport in Broomfield. Pilatus Business Aircraft has been based at “Jeffco” since 1996 in a collection of leased buildings. The new facility on the airport’s west end will consolidate everything in one location. Pilatus employs 80 people in Broomfield and expects to grow to approximately 140 employees there when the PC-24 twinjet hits full rate production by 2020. Both the PC-12 turboprop single and the PC-24 will be completed at Broomfield for customers in North and South America. The PC-24 is expected to enter service next year. The new facility is expected to open in Spring 2018. The new building will bring everything together under one roof, said Tom Aniello, Pilatus Business Aircraft vice president of marketing. It will have the capacity to process two dozen PC-12s and PC-24s simultaneously, he said. Broomfield has completed more than 1,000 PC-12s to date. The new completion plant will require Pilatus to almost double its employment at Broomfield. Most of the new hires will be in fabrication, Aniello said, adding that plans call for the first eight PC-24s to be completed at the Pilatus plant in Switzerland; the ninth aircraft is scheduled to arrive in Broomfield for completion at the beginning of 2018. “We probably won’t have our new facility open for another six months after that,” Aniello said. “But by mid-2018 we’ll be up and running.” Aniello said he expects sales of the PC-24 to parallel sales of the PC-12, with 70 percent of the worldwide demand for the jet coming from North and South America. He estimated that the long-term demand for the jet would be on the order of 40 to 50 aircraft per year, with 30 to 35 coming through Broomfield. Pilatus has achieved record sales in recent years and now employs more than 1,800 in Switzerland, a 40 percent increase over the last three years, Aniello said. The jump in manpower was due to concurrent strong demand

for the PC-12 NG and Pilatus’s military aircraft, as well as the resource demands of bringing the PC-24 to market. Pilatus’s new Broomfield facility will be the first business to be located on the west side of the airport,

spearheading a larger commercial development plan for Jefferson County. —M.H. With the success of its PC-12 turboprop and high hopes for its PC-24 jet, Pilatus is expanding its U.S. headquarters.

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www.ainonline.com • November 1, 2016 • NBAA Convention News 47

Avfuel is providing resources for its ‘chain of independents’ by Curt Epstein With the recent major consolidation in the FBO industry, one consequence is pilots are now finding themselves with fewer options, particularly at major airports, and those non-chain FBOs are facing increasing pressure. This is causing an evolution in the relationship between fuel distributors and their independent FBO customers. “The pilot community is starting to look for alternatives,” said Marci Ammerman, Avfuel’s vice president of marketing. “The alternatives seem to be that some of the major [fuel] supply groups are banding together, in a much stronger way, their group of FBOs that have existed for years.” As a result, the Ann Arbor, Mich.-based fuel supplier has begun to consider itself, in the words of president and CEO Craig Sincock, “the chain of independent FBOs.” “I think what you see is you have fewer choices, but a more consistent experience,

especially at the top 100 [U.S.] airport markets,” he told AIN. “FBOs in general, if you talk about the whole population, they are looking for strength in numbers and that’s what we’ve been focusing on this year.” The company has an online “marketing toolbox,” with tips on public relations, social media and branding. “Our internal marketing department is always available to support our branded FBOs with the marketing solutions they need to attain and retain more business,” said Ammerman. “Part of that support, now, is providing more informational resources to help these FBOs succeed.” One of the strengths of a chain lies in its ability to refer traffic to its sibling locations, and Avfuel is introducing that capability among its nearly 650-member network. Using a new online system, Avfuel-branded FBOs can refer customers to fellow Avfuel

dealers in other cities. As part of that initiative, FBO staff can register as Network members and earn rewards points for each referral they make. The company has also continued to expand its Online Rampside Training Course, available to its branded network, now with six new modules covering de-ice and anti-ice procedures, aircraft marshaling, towing, radio etiquette, record keeping and tips for trainers. These are in addition to the previous 10 courses on fuel handling, testing and storage. Additional modules dealing with security, operations, sales and customer service will debut next year. “For those who want to participate and take advantage of NATA’s Safety 1st program, we highly recommend it and think it’s a quality program,” said Ammerman. “What we wanted to do is provide a very affordable way for FBOs to get

access to training. What we found is with NATA, you have to buy the program per seat, and that’s challenging for some FBOs that have a little more [staff] turnover on a regular basis, so with our program, you are able to have as many seats as you want throughout the time period.” Another key component to strengthening Avfuel’s “chain” appeal is in the changes to its Avtrip customer loyalty program that are being introduced here in Orlando. They should make the already popular plan even more attractive to customers. Starting at the beginning of 2017, program users will be grouped into three tiers based on historic data of their fuel purchased and network FBOs visited. At the base Silver level, pilots will earn

rewards at the level they had been previously—two points per gallon. Based on increased fuel purchases or by visiting more unique Avtrip program participants, users can advance to Gold and Platinum levels, with their standings evaluated each calendar year. With 50,000 pilots participating, the company awards more than $1 million in rewards each year. Here at the show, Avfuel (Booth 2207) will be demonstrating that branded dealer network with its members Sheltair, Ross Aviation, and affiliated company Avflight, along with FBOs from 25 additional locations. Also, as part of its rollout of the new Avtrip program, Avfuel will be giving away prizes themed to the silver, gold and platinum tiers. o

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48 NBAA Convention News • November 1, 2016 • www.ainonline.com

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DAVID McINTOSH

The modernization of Beechcraft’s timeless twin turboprop continues, with the latest feature being single-lever power controls from Nextant, soon to be added to the certification standard of its remanufactured G90XT.

twin with a 12-percent improvement in specific fuel consumption and 17-knot speed advantage, 4,000-hour/6,600cycle TBO and flat-rating to 24,000 feet, allowing for much better performance at higher altitudes. Heublein said the company chose one of the oldest examples it could find for the first aircraft, with a large fleet potentially available for the remanufacturing process—well in excess of 1,000 aircraft worldwide. Heublein told AIN that the singlelever per engine is likely to attract significant interest, and the company claims it to be the first one done electronically on a turboprop twin. In the G90XT, this system uses a single-channel Fadec with a manual reversion mode, which is how the need for a dual-channel Fadec was avoided. Feathering is accomplished via a switch above the fuel management panel, which has been relocated above the new levers, and an easy-to-use detent setting allows fine and reverse pitch. Thus, there are no propeller control levers, with the Fadec managing rpm and propeller pitch in normal

operation. The only other lever is the fuel condition lever, which allows easy engine shutdown post-flight. Meanwhile, the G90XT’s Garmin avionics control a new digital pressurization/ cabin system. Cabin noise levels are significantly lower, with a 9.5-dB reduction due to new acoustic lining that was very evident during AIN’s demo flight. The Garmin system also includes a GFC700 autopilot and synthetic vision, while Gogo Business Aviation air-to-ground telecom and TCAS are among the available options. The G90XT is expected to cost $2.8 million, including airframe. The aircraft operates with one pilot and up to seven passengers. High-speed cruise is listed as 283 knots with range of 1,240 nm (four passengers and IFR reserves). High-speed cruise range is 1,145 nm and long-range cruise 1,500 nm. Takeoff distance is 2,505 feet at mtow. The company is also displaying its 400XTi light jet in the static area. This remanufactured Beechjet 400A/XP is powered by Williams FJ44-3AP engines and upgraded with Rockwell Collins Pro Line 21 avionics. o

Nextant’s single-lever controls further revitalize King Air 90 by Ian Sheppard overhauled and upgraded with a new Nextant ‘Regent’ cockpit based on Garmin G1000 avionics, as well as new GE Aviation H75-100 engines replacing the Pratt & Whitney Canada PT6s. The new engines provide the turboprop

Inside and out, the Nextant-remanufactured G90XT King Air has a whole new look. The differences may be subtle to some eyes, but to savvy, educated operators, the uprated engines and fully redesigned and revitalized interior add performance, utility and comfort.

DAVID McINTOSH

Nextant Aerospace flew its G90XT remanufactured King Air twin turboprop to Orlando Executive Airport (KORL) on Saturday for NBAA 2016, having installed single-lever power control technology that will become an enhancement to the type once added to the aircraft’s certification. During a short flight, the single-lever controls were demonstrated to AIN by Nathan Marker, chief pilot and v-p of flight operations for the Cleveland, Ohiobased company. The aircraft, which will be on display at the NBAA static park this week, has already undergone around 150 hours of flight testing. Executive v-p Jay Heublein said his company waited for the single-lever system, developed by Unison Industries, to be installed before fitting its new cabin. This is why NBAA 2016 is the first major business aviation show where the G90XT has been on display, despite being certified by the FAA in November last year. Deliveries will begin once the new powerlever system—which includes full autostart capability—is approved by the FAA, which Nextant expects in the first quarter of next year. The G90XT is a remanufactured Beechcraft King Air C90A, the test example (registration N190XT) being a 1983 model with some 12,000 hours on the airframe. It has been extensively

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Blackhawk working on STC for King Air engine upgrade by Chad Trautvetter Blackhawk Modifications (Booth 1119) has submitted its flight-test plan to the FAA for its King Air 350 XP67A engineupgrade program. FAA flight testing will begin once the agency greenlights the plan and tests conclude in May, when

the company expects to receive an STC. Under Blackhawk’s upgrade program, the King Air 350’s factory-standard 1,050shp Pratt & Whitney Canada PT6A-60A engines on the King Air 350 are replaced with a pair of more powerful, 1,200-shp

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50 NBAA Convention News • November 1, 2016 • www.ainonline.com

Blackhawk is now taking orders for its King Air 350 XP67A engine upgrade. The mod includes new props from MT Propeller, and performance enhancements include faster time-to-climb and cruise speeds up to 340 knots.

PT6A-67As. The higher horsepower engine will also require a more robust propeller assembly, so Blackhawk has worked with MT Propeller to develop a migration path. If a King Air 350 already has five-blade composite propellers currently installed, MT will exchange the hubs and spinners to ensure compatibility with the PT6A-67A engines for a “small fee.” In addition, MT will reset the propeller warranty to two years. Meanwhile, Blackhawk said that the performance of its flight-test XP67A King Air has exceeded expectations. In hot temperatures, the XP67A has demonstrated a climb from sea level to its FL350 service

ceiling in 18 minutes, shaving off nearly 30 minutes from the stock engines. Typical cruise speeds are increased by up to 37 ktas, up to 340 ktas at maximum engine power limits. Precertification orders are now being accepted for the XP67A with a $50,000 refundable deposit, which secures a delivery position and locks in a precertification pricing rebate. Blackhawk has also contracted with P&WC to offer the XP67A under the converter exchange program and requires the core PT6A-60A engines to be returned. Qualifying core engines will be issued credit at $70 per hour per engine for time remaining to the 3,600-hr TBO. o

Thales introduces FlytLink global connectivity platform by Mark Phelps Thales has chosen NBAA 2016 to unveil global connectivity platform FlytLink, built around the Iridium Next satellite network that is expected to come online next year. FlytLink availability will follow shortly thereafter. According to Thales Link managing director Adam Marks, “Thales has a long-standing relationship with Iridium, and our sister company builds those satellites. FlytLink will be one of the major verticals in the program, part of a larger company strategy that also includes land/ mobile and maritime elements.” FlytLink is structured as a dedicated satellite-based communications system aimed at cockpit crews. “With FlytLink, customers can now receive an optimized solution that connects the front of their aircraft without relying on ad hoc network solutions,” according to Thales. Prospective customers include operators of military aircraft, commercial transports, unmanned systems, rotorcraft and business jets. Pending the deployment of Iridium’s Certus broadband service via the 66-satellite Iridium Next constellation, the first iteration of Thales’s enhanced broadband service for aviation use will be called FlytLink Certus. “It will be truly global coverage,” said Marks, “with 100-percent coverage of the planet, including poles and oceans.” FlytLink Certus will offer mobile and essential voice, text and Internet connectivity. Safety features include optional flight data streaming, push-to-talk voice, ACARS SBD and other embedded safety services.

On the operational side, the system will enable enhanced in-air reporting, service logging, flight crew scheduling coordination, aircraft dispatch monitoring and other offerings. The Certus system architecture is compatible with electronic flight bags, real-time weather services, active aircraft tracking, secure crew access to Wi-Fi and enhanced calling. “We’re also looking to improve on cost and weight in the equipment/service bundle,” said Marks, adding that he lists price competitiveness among the benefits Thales brings to customers that set it apart from its competition. “We intend to become a dedicated communications management leader,” he said, “It’s part of the long-term business strategy for Thales.” Marks also stressed that customers can install the Thales system today and operate using the existing Iridium network, enabling data-transfer capabilities at the current system speeds. The system will then seamlessly transfer to the much faster Certus network once it comes online. The Thales electronics hardware package includes antennas that will accommodate the fastest upload and download speeds available through the Iridium Certus network. The FlytLink system is also “future proofed” for easy software upgrades to match new services as they become available. Thales plans to make FlytLink available for customers with other service providers in the “near future.” o

Air charter booking platforms offer customers direct access by Charles Alcock Two online charter-booking platforms are vying for dominance in the market to allow consumers to make their own flight reservations and pay for them online. This week, Stellar Labs is launching its iOS app and web-booking portal in the U.S., following the September launch of Stratajet, which has been live in the European market since April. Both platforms offer a selection of available flight options from Argus- or Wyvern-audited operators within around 12 seconds. In addition, both promise a way for consumers to enjoy direct access to private charters, without the need to involve brokers or join membershipbased programs. Silicon Valley-based Stellar (Booth 3293) is building its new marketplace platform on a foundation of an alliance with Rockwell Collins that will involve the full integration of the Arinc Direct FOS flight operations system with its own revenue management and optimization systems (see page 30). The platform has launched with charter inventory listed by 35 operators, and expects to increase this number to around 100. Stellar earns one percent commission on the price of flights booked through the system. In addition to drawing on operational data the FOS integration, Stellar allows operators to set their own pricing rules that might include elements such as discounts for specific customers or flights.

They can also build in availability of empty leg trips. According to Stellar, flight bookings are subject to confirmation by individual operators in about 60 to 70 percent of cases, and for around 30 percent of trips will involve approval from an aircraft owner. “We’re working to get as many operators as possible using this as an instant-booking platform,” said Stellar chairman and CEO Paul Touw. For now, the Stellar platform appears not to be based on the principle of providing all flights on the basis of confirmed bookings in real time. “Consumers can choose between fixed-price, cabinspecific quotes with guaranteed availability, or hundreds of operator-branded quotes, directly from the operators’ available inventory,” the company said. Meanwhile, Stratajet’s pricing engine incorporates 15 sets of different fees and charges, including the direct operating cost for a specific aircraft, which is set by each operator. The other elements include factors such as landing, air navigation and emissions fees, as well as parking and handling charges at specific airports and FBOs. These cost factors, which take account of almost half a million pricing points of data, are based on detailed research by Stratajet (Booth 619), which guarantees their accuracy by covering any discrepancy so that operators do not have to calculate costs manually.

CERTON DEMOS AVIONICS DEVELOPMENT AND TESTING PLATFORMS Melbourne, Fla.-based Certon, which develops testing protocols, software and hardware for avionics certification, is demonstrating its CertSafe and CertBench products at Booth 1537 this week during NBAA 2016. According to Certon director of marketing Victor DiGiovine, the company’s “internally developed tools and processes are proven to address trending challenges in avionics software and electronic hardware certification approvals. CertSafe and CertBench support full automation of validation and verification activities.” The company produces an end-to-end solution that reduces the time it takes to verify and validate avionics hardware and software solutions for business aircraft. CertSafe is a model-based development and verification tool that allows rapid prototyping. It lets development teams know that they are building the correct system before they even begin putting together the hardware and target software. The CertSafe interface shows system change impacts in real time and uses open file formats. It supports automation by the pilot and works well in fully automated lab test environments, such as Certon’s proprietary CertBench testing environment. The test cases and procedures generated by CertSafe are processed automatically by CertBench test environments, which verify safety-critical software without having to write test scripts or other code. —A.L.

Stratajet also said it has integrated its platform with FOS, as well as several other flight operations programs, such as Bart, Leon and Airops. It launched in the U.S. with the initial support of around 125 operators, and has been busily adding more from a pool of around 235 companies. One key feature of Stratajet is its adaptive empty leg solution, which tracks down potential repositioning flights that could be tapped as revenue flights. The company, which is based in the UK with U.S. offices in the Los Angeles area guarantees to provide a suitable alternative aircraft in the event that an empty leg solution fails to materialize. It also allows operators to price the availability of repositioning flights on a variable basis, depending on how far ahead the requested booking is from the date the search is made.

“Stratajet is the only company in the world that can give you a price for a jet without any human intervention,” said founder and CEO Jonny Nicol, insisting that only his pricing engine, which took almost six years to develop, has the capability to generate accurate charter quotes in a completely automated way. “We’re also the only company in the world that can take the 40 percent of private jet flights that currently have no passengers and put them to use in real time.” For its part, Stellar insists that its agreement with Rockwell Collins to expand the scope of the FOS software will prove to be a force multiplier for operators and charter clients alike. “With Stellar there is no disconnect between the booking system and the trip-management process,” said business development manager Brent Moldowan. o

DAVID McINTOSH

GUARDIAN JET SIGNS FOR DOWN-ROUTE APP

RAMPING UP FOR NBAA 2016 With the number of possible venues for NBAA’s annual show reduced to two, Orlando gets the call this year. As one of the nation’s largest trade shows, NBAA can fit either here or in Las Vegas. Atlantic Aviation hosts the static display at Orlando Executive Airport. Shuttle buses run regularly to transport showgoers between the Orange County Convention Center and the airport.

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Connecticut-based aircraft brokerage Guardian Jet (static display), which is showcasing five aircraft for sale here at NBAA, signed a deal this week with Down-Route, the in-development expense management and hotel booking app. “We have employees that work across the globe, so having the ability to control expenses and hotel bookings easily, with information fed straight back to our head office, is extremely attractive to us,” said Guardian Jet managing partner Don Dwyer. According to Down-Route CEO Andy Hudson, “The fact that Guardian Jet, a leading aviation brokerage firm, has seen the benefits Down-Route can bring to its growing organization shows that we are truly an essential tool for the whole business aviation industry.” More than 70 operators representing more than 2,000 jets have expressed interest in using the free app, which is “ready to launch,” according to Down-Route. Available for both Android and iOS devices, DownRoute plans to incorporate social media apps and restaurant and theater bookings to the app after launch. —J.W.

Quest’s Kodiak utility single fills a mix of roles, worldwide Quest Aircraft delivered a new Kodiak to the Ministry of Environment, Wildlife and Tourism in Botswana, Africa, on September 19. The aircraft will be used by the Department of Wildlife and National Parks and was officially handed over during a ceremony in Gaborone, Botswana. The Kodiak’s back-country capabilities make it well suited to the department’s missions, and especially wildlife preservation. The department will operate the Kodiak for anti-poaching and law enforcement as well as other missions. With the recent ban on hunting, Botswana is known for its stance against poaching, and the Kodiak will be an integral part of enforcing the ban. The country is at the forefront of animal preservation efforts in Africa. Botswana has the highest elephant population on the continent, and also maintains a growing rhino sanctuary. Representatives from the Quest factory and Quest’s dealer for Africa, SkyQuest Kodiak Sales Africa and partner CDC Aviation, presented the Kodiak’s keys to the Honourable Tshekedi Khama,

minister of the environment, wildlife and tourism. Kodiaks are already in service throughout Africa conducting a variety of operations. “Botswana has made an extraordinary commitment to wildlife preservation and anti-poaching efforts,” said Nick Newby, senior vice president of sales, marketing and customer service. “We are extremely proud that the Kodiak will be used for such an important mission.” Also in September, Quest announced it received type certification for the Kodiak from the Directorate General of Civil Aviation of the Republic of Chile. This adds to the aircraft’s approvals in Latin America, a list that includes Brazil and Mexico. “We continue to see interest in the aircraft from a variety of markets in this region, and this certification will help our marketing efforts in Chile and the surrounding countries,” said Quest vice president of sales for the Americas John Hunt. Earlier this year, Quest named Santiago, Chile-based Aeroservicio as its authorized sales representative for the nation.

With its rugged all-metal airframe and reliable Pratt & Whitney Canada PT6A engine, the Quest Kodiak can perform in a wide variety of roles, from executive transport to utility bush flying. It can operate from short, unimproved runways and has a max takeoff weight of 7,255 pounds.

“Aeroservicio’s relationships with customers have strengthened Quest’s presence in the region,” Hunt noted, “and Chilean certification will enhance its sales efforts.” Aeroservicio CEO Willem-Jan Derks said that the Kodiak 100’s multi-mission capabilities, efficiency and low direct operating costs, as well as its STOL attributes, make the turboprop single “very attractive” for operators in Latin America. Quest emphasizes that the Kodiak’s aluminum construction and Pratt & Whitney Canada PT6A turboprop offer proven reliability. The airplane can land

and take off from unimproved surfaces, and floats can be fitted without structural upgrades. At its max takeoff weight of 7,255 pounds, the Kodiak can take off in less than 1,000 feet and climb at 1,300 fpm. The 10-seat single is in service around the globe performing personal, business/corporate, Part 135, government and humanitarian operations. The Kodiak has received 23 certifications covering 33 countries, with more imminent. Headquartered in Sandpoint, Idaho, Quest was established in 2001 and began deliveries of the Kodiak in December 2007. o

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DAVID McINTOSH

by Nigel Moll

GE Honda engine maker in family-planning mode by Matt Thurber Now that the first engine developed by the GE Honda Aero Engines (Booth 1757) joint venture is powering dozens of in-service HondaJets, the new engine manufacturer is looking to the future, not only for the HF120, but new engines that could grow into a family of powerplants. Two other companies had announced plans to use the HF120, but neither program has advanced very far. Spectrum Aeronautical was the first to formally announce an agreement with GE Honda Aero for an airplane powered by the HF120—prior to the HondaJet—but the company’s S.40 Freedom never made it into production. Earlier this year, there were rumors about restarting the Freedom program, but so far nothing has transpired. “There’s a glimmer of hope in [Spectrum founder] Linden Blue’s eyes,” said GE Honda Aero president Steven Shaknaitis. “He’s talking to the Mexican government about potentially building in Mexico. We had committed to doing the engine on the S.40 if it ever restarts.” The other program was the Sierra Industries Sapphire, a re-engining of the original

CitationJet, CJ1 or CJ1+ with the HF120.“We did some integration work, and we have a hope of someday powering CitationJets,” he said. The HF120 has already flown on a CitationJet testbed during engine testing, but according to Sierra’s new owner Innova Aerospace, the Sapphire program will now use a different engine. Healthy Joint Venture

The HF120 grew out of the HF118 that Honda designed and built and that powered the first proof-of-concept HondaJet. After the establishment of the 50-50 joint venture company, engineers from GE and Honda developed the more powerful 2,095-pound-thrust HF120, which has a 5,000-hour TBO and no hot-section inspection event. “The state of the joint venture is very healthy,” Shaknaitis said. “One of the key things we see is that the engine was designed by people who put commercial engines in the air. It might have been over-designed, but it’s a hell of a reliable engine with a high life limit.” As of early October,

The GE Honda HF120 evolved from the engine built for the proof-of-concept HondaJet. The final engine’s titanium compressor (near right) minimizes thrust loss during climb. The air blast fuel nozzles (far right) do a better job atomizing fuel for improved combustion. As the engine logs more hours on HondaJets, GE Honda Aero Engines contemplates follow-on turbofan models.

GE Honda Aero had delivered 120 engines. There are some key attributes that give the HondaJet its outstanding performance (max cruise speed of more than 420 knots), and one that is significant is the HF120’s higher thrust at altitude. This is due to the widechord blisk-type fan with 3-D compound swept blades that enable a higher fan pressure ratio, according to the company.

QTA COMPOSITE INNER BARREL STC’D FOR GULFSTREAM G200 Quiet Technology Aerospace (QTA, Booth 3477) has received FAA STC approval of its carbon-graphite inlet upgrade for the Gulfstream G200’s Pratt & Whitney Canada PW306A engines. The retrofit, which also received FAA STC approval last fall for the PW305powered Bombardier Learjet 60, provides a solution to corrosion issues with the original aluminum honeycomb inner acoustic barrels in PW300-series engines. According to Hollywood, Fla.-based QTA, rain and pollutants cause corrosion and delamination in the bottom of the inner barrel. Even when not delaminated, the acoustic face sheet can become unbonded due to surface corrosion. Either defect requires replacement of the entire inner barrel with new parts. QTA said its

Composite inner barrels solve corrosion issues on G200s.

design retains all of the other component parts of the nose cowl, replacing just the inner barrel to eliminate the corrosion problems. Since receiving the STC for the Learjet 60 late last year, QTA has ramped up manufacturing and production levels to satisfy market demand for its inlet upgrade program. There are more than 250 G200s and more than 400 Learjet 60/60XRs in service. According to the company, there has been a strong response to its carbon-graphite inlet upgrade program for the Learjet 60. As of last month, inlets in 19 Learjet 60s have been upgraded and placed in service. “Operators are both relieved of the corrosion problem that has plagued their inlets and impressed with the quality and simple, reasonably priced solution,” QTA said. Meanwhile, QTA has implemented a low-cost inlet loaner and exchange program that prevents extended AOG conditions. The first set of loaner inlets became available last month. “Our engineering and manufacturing team has worked very hard to bring this terminating solution and exchange program to affected G200 operators,” noted Martin Gardner, QTA’s vice president of engineering and customer support. The company is currently working on a similar STC for the PW305powered Hawker 1000. —C.T.

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The HF120 also features a high-pressure-ratio core, which is facilitated by the design of the compressor and its titanium alloy construction. This “enables the engine to minimize thrust loss during climb,” thus helping the HondaJet climb quicker and cruise faster at the mid-30s flight levels. Impressive SFCs

The HF120’s specific fuel consumption is relatively low, and this is because of the laser-drilled multi-hole combustor design, which “provides low pressure drop across the combustor and efficiently transfers compressor energy to the turbine,” and airblast fuel nozzles providing better fuel atomization, which yields better fuel-to-air combustion, according to the company. The unique over-the-wingengine-mount scheme on the HondaJet does reduce vibration and noise in the cabin, but aspects of the engine design also help with those parameters. “A lot is due to our engine design,” said Daniel Harris, director of marketing and programs for GE Honda Aero. “We put a lot of effort into core and fan vibration, and we’ve got stringent standards that we agreed to with Honda Aircraft.” Some initial production engines didn’t meet the vibration standard due to the way the fan blisk was made, but that was fixed. “We had to craft assembly processes so the engines stay within the vibration limits for delivery,” he said. “You simply don’t hear and feel the engines.”

These low noise and vibration characteristics, said Shaknaitis, “will translate to fuselagemounted engine too.” With its airliner engines, GE is famous for on-condition maintenance programs where engines stay on the wing for tens of thousands of hours. While that isn’t likely for a business jet, which doesn’t fly nearly as much as an airliner, the HF120’s long 5,000hour, no-hot-section TBO also contributes to lower operating costs. Design features that make the TBO so long include using super alloys to manufacture turbine blades so they can run hotter and last longer. Comprehensive engine monitoring is also an important factor. “We are getting to an oncondition kind of [situation],” Shaknaitis said. “We’re looking at data to help the industry understand how you can get there. Taking an engine off when you hit 4,999 hours, that’s not [efficient].” At its Burlington, N.C., factory, he said, “We have a solid business, support infrastructure, spare engines, distribution centers, and everything you need we have put in place. Now we’re ready for the next step.” That step could include new engines developed by the joint venture company. Shaknaitis said, “We believe the sweet spot is a 3,000- to 4,000-pound-thrust engine. We are studying it, but we also need to have a home for it. We’re talking to people and collecting market intelligence. The Phenom 300 is the best-selling business jet now, and that’s the area we think is the place to play.” o

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Argus offers flight dept certification by James Wynbrandt Argus International (Booth 3435) is introducing a corporate flight department certification program and enhancements to its TraqPak FBO flight handling software and Prism Safety

Management System (SMS) program. This is in addition to other significant developments the Cincinnati-based data and auditing services provider is announcing at this year’s

NBAA show. “This has been, without a doubt our busiest year,” said Argus founder and CEO Joe Moeggenberg, noting that among other highlights, the 21-year-old company performed

its 3,000th audit in 2016. The new Argus Certified Flight Department program, offered under the firm’s Pros subsidiary, is for corporate operators “that really want to take safety up a notch,” said Moeggenberg. The firm has long conducted safety audits for corporate clients, but “decided to come up with a program more in depth

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56 NBAA Convention News • November 1, 2016 • www.ainonline.com Publication: Aviation International News

than what we were doing,” he said, adding, “It’s something the industry sorely needs.” He cited a growing demand “for private operators around the world to verify that their flight operations are being managed according to globally recognized industry best practices,” among evolving requirements that the new certification program answers. An Argus Certified Corporate Flight Department must meet standards including having current and applicable flight department manuals detailing processes and procedures; a fully implemented SMS appropriate to their operation and consistent with ICAO and leading regulatory authorities’ regulations and/or guidelines; a program of ongoing motion-based simulator training for flight crew members; and clearly documented responsibilities, reporting structure and accountability. To simplify the auditing process, a dedicated team handles pre-audit planning and documentation requirements, and audits can be performed to a variety of industry standards, including IS-BAO, IS-BAH (International Standard for Business Aircraft Operations/ Handling), HEMS (Helicopter Emergency Medical Services) and IOSA (IATA Operational Safety Audit), as well as customized certification programs. For its Prism SMS software and Armor SMS support service, Argus is unveiling here a data-visualization tool, called Safety Intelligence, which converts raw data into graphs and charts that depict key performance indicators of flight operations. Safety Intelligence enables safety managers to identify risk trends in their organizations via a real-time interface, according to Argus. IS-BAO Stage 2 and 3 and Argus Platinum certifications require computing and analyzing trend data in relation to safety targets, noted Kathleen Tyler, Argus vice president of sales, and the new tool provides that analysis capability. Safety Intelligence can be used in fixed-wing, helicopter and unmanned aircraft operations. Argus is also integrating its TraqPak FBO software with the FlightBridge ground-handling program, allowing TraqPak FBO subscribers to view trip and reservation details entered in the FlightBridge system, such as hotel, rental car and limo, fueling arrangements and catering, through the TraqPak portal. o

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For Embraer’s CEO, support is one-on-one If your Embraer business jet goes AOG (aircraft on ground), you might get a call from the company’s CEO. Embraer Executive Jets CEO Marco Tulio Pellegrini recently shared how the company managed to climb to its number one rating in the annual AIN Product Support Survey. “It’s no coincidence,” he said. “I spend 30 to 35 percent of my time with customers [on the phone] to address AOGs. We are serving the customer in a different way to support the brand.” Pellegrini said Embraer Executive jets fields an average of 10,000 customer interactions per year, answers the average customer inquiry within seven seconds, has an answer to the customer usually within 15 minutes and returns 95 percent of AOGs to service within four hours. Every time an Embraer business jet goes AOG Pellegrini gets a text message on his iPhone. A large electronic screen in his office tracks all customer AOGs in real time. “It shows all the AOGs differentiated by colors. If more than two days, red; one to two days, yellow; and the others in green. I don’t want to see reds at all.” Concurrent electronic messages are sent to various people within Embraer and its suppliers.

MARK WAGNER

by Mark Huber

Embraer Executive Jets CEO Marco Tulio Pellegrini might be paying you a call.

Pellegrini sometimes calls the affected customer or the responsible supplier. “That’s the reason the customer feels the result,” he said. “He doesn’t know what is behind the scene. My goal is to improve reliability. It’s not enough to be ahead of the competition. You have to reduce costs, reduce downtime and keep growing the fleet.” The size of the customer’s fleet or the size of the airplane doesn’t matter. “A customer is a customer,

and we need to serve these guys well,” he said. Pellegrini and his team also work with Embraer’s 70 worldwide authorized service centers “to keep them motivated and providing the best service to our customers.” Part of Embraer’s advantage emanates from the robust design of its aircraft, based on its experience with designing commercial aircraft, Pellegrini said, and that just naturally makes product support easier. “Our aircraft are designed to operate 1,200 to 2,000 hours per year with higher reliability. Traditional business jets were not designed with that kind of criteria. If the airplanes are more reliable, then I need fewer parts, have fewer AOGs and need fewer people to support them. Sure, the service centers get less business, but the customers are much happier, because they don’t need to stop a mission.” Pellegrini points to Phenom 300 customer Flexjet, which he said is currently flying its fleet an average of 1,400 hours per aircraft per year and enjoying a high dispatch rate. “If you want to be the best, you need to be the best in all things,” he said. “You cannot be superficial to sustain a level of operation in terms of availability. While the Phenom 300 has the highest level of availability in one fractional fleet, I am not satisfied, and we can do better. So I met with the CEO to discuss what we can do in terms of pilot instruction and other things

A comprehensive nerve center is at the heart of Embraer product support.

to eliminate the causes of what is keeping this airplane down. We need to stay engaged with the customer and the suppliers all the way through.” Sometimes that means drilling down deep on a problem with suppliers to the point of annoyance, or changing suppliers altogether. Pellegrini recalled one case of a relief valve failing in flight. A thorough investigation revealed that the supplier “was cleaning the valve with fabric that released fragments that blocked the valve. That is the kind of thing we are doing. To improve overall reliability, you go as deep as necessary. Sometimes it creates a level of tension with the supplier, but once they understand, we have been very successful. You need to identify the root cause.” Occasionally, Pellegrini’s monitoring of AOGs has led the company to switch suppliers and/or bring certain component

Aloft adds Bombardier to a diversifying menu by James Wynbrandt Next month, BBJ completion specialist Aloft AeroArchitects (the former PATS Aerospace Systems) will deliver its third green completion of the year— a BBJ2. But the message here in Orlando is an expansion beyond its signature Boeing work. “The BBJ is our bread and butter, but we decided to mitigate the risks of focusing on just one platform,” said John Eichten, senior vice president of sales and marketing. “In the future, I think it’s going to be critical in aviation for suppliers and MROs alike. You can no longer rely on a singular revenue channel, you have to reach out to multiple streams, [so] if you take a hit on one, the other two or three would back you up.” Aloft recently added the Bombardier Global Express to its

Part 145 approvals, and Eichten noted, “A lot of those airplanes are coming due for heavy maintenance.” Many owners will likely want to refresh their cabins and upgrade entertainment and communication systems at the same time, and Aloft hopes to tap into that market. Also new for Aloft: its twostory display stand at Booth 2031, another sign of the rebranding that began at last year’s NBAA show with the company’s rechristening. Here at NBAA 2016, representatives are highlighting the MRO’s expanded offerings. Eichten said Aloft plans to leverage its FAA Organization Designation Authorization (ODA), through which it can self-approve STCs, to attract customers seeking new satcom

Long known for its expertise in Boeing Business Jet work, Aloft AeroArchitects has branched out to include Bombardier products, including the Global Express family.

systems, ADS-B equipment or other connectivity upgrades. “The dynamic of 2016 is the new technology in the cabin management world,” he said, noting that the three BBJs Aloft is delivering this year incorporate three different new-generation cabin management systems: a Honeywell Ovation, a Rockwell Collins Venue and a Custom Control Concepts CMS. Aloft also installed a Ku-band satcom system on one of the jets, and is

58 NBAA Convention News • November 1, 2016 • www.ainonline.com

certifying a Ka-band system that will be installed on a BBJ slated for 2018 delivery. These engineering and installation services will be offered in “a two-pronged approach,” Eichten said. Aloft can develop the STC for the client—whether an individual aircraft owner, OEM or MRO—and retain ownership of the STC while providing a discount for the launch client. Alternatively, the company can simply perform ODA

manufacturing in-house. “If it is a box, should we develop that box? We need to digest the technologies in that box. We go to the supplier with our engineer to improve the infant mortality of that box and get the lowest levels you can imagine,” he said. Embraer also boosted product support with a redesigned logistics system. “We improved the parts distribution and we improved the cost savings, Pellegrini said. “We redesigned our parts logistics and distribution with one hub in Memphis and the other in Brazil using Federal Express and DHL, with regional centers in Singapore, China and Brussels. It took two years to redesign the system. Our next-flight-out performance increased from 81 percent in 2012 to 93 percent in 2015. We reduced the average time it takes to move and ship a part from three hours to 45 minutes.” o certification services for a fee, with the client owning the STC. Aloft’s scheduled 2018 BBJ delivery notwithstanding, the green completions market is “a bit stretched, without a lot of brand-new completions going on,” Eichten said. “The goal this coming year is to focus on scheduled maintenance and interior refurbishments and refreshments. We’ll work very hard to be on as many of those front-end opportunities as we can find.” The Delaware-based company retains the PATS name on its auxiliary fuel systems, which are standard in BBJs, and is gearing up for installation of tanks in the BBJ Max. Though similar, the Max auxiliary fuel modification uses new technology. The first VIP Max is expected at Aloft’s facility in 2018. Aloft is also expanding its global outreach, last month naming Olivier Dumont as head of sales in Europe and the Middle East. Eichten noted Dumont’s “over 30 years of specific largecabin aircraft experience.” o

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the HF120 enables effortless climb to FL450 and beyond. Its high fan and core pressure ratio provides increased aircraft speed and reduced climb time

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MARK WAGNER

Middle East is an oasis for thirsty bizav industry

Ali Alnaqbi, founding chairman of the Middle East and North Africa Business Aviation Association, says that the group’s efforts to promote growth across the region are paying off in countries like Morocco. Next month the association will host the 7th edition of the MEBAA Show in Dubai (pictured above).

of business aviation’s needs and contribution to the country’s economy. Alnaqbi welcomed the appointment this year of Suleiman Al Hamdan as the new minister of transportation, because based on his background with the Saudi civil aviation authority he has a greater understanding of the industry. In a bid to combat the socalled gray market for illegal charter flights, Saudi Arabia has effectively scrapped all Part 91 aircraft registrations so that all operators have to have a commercial AOC. “They [Saudi authorities] have opened up the market, which was previously closed to new operators, and now the market there is growing by around 8 or 9 percent each year,” said Alnaqbi. MEBAA held a successful conference in Jeddah, which Alnaqbi said resulted in a greater willingness for local business leaders to speak out candidly on what the industry needs.

While business aviation’s socalled emerging international markets may have disappointed the industry over the last year or so, the Middle East and North Africa continue to be a glass half full, according to representatives of the region’s bizav community who have made the long trip to Orlando for this week’s NBAA convention. “The Middle East and North African market is developing well despite everything that is going on there in terms of [political] uprisings and destabilization,” said Ali Alnaqbi, founding chairman of the Middle East and North Africa Business Aviation Association (MEBAA). For now, the bulk of business aviation activity is concentrated in Saudi Arabia and the United Arab Emirates (UAE), which, respectively, currently account for around 35 percent and 26

percent of the Middle East business aircraft fleet, according to MEBAA. But Alnaqbi was quick to point out that growth is happening in other countries too; notably Morocco and Jordan are also expanding. Morocco Takes Off

“A year ago in Morocco they had almost nothing, just two AOCs [air operator certificates] and a single FBO, with business aviation generally pushed to the side,” Alnaqbi told AIN. The Dubai-based association believes that its MEBAA Show Morocco has been instrumental in raising the profile of business aviation in the North African country. The next event is to be staged in Marrakesh in September 2017. Marrakesh is one of seven airports in Morocco that is set to get new business aviation

DAVID McINTOSH

by Charles Alcock

facilities, with Jetex building an FBO location. Jetex and Swissport have plans to develop facilities at another half dozen airports, and authorities in the country have started issuing new AOCs to expand the base of operators. MEBAA has been involved in advising Moroccan officials on plans to build a new business aviation airport in between the country’s capital Rabat and its main commercial city Casablanca. MEBAA also sees progress in Saudi Arabia, where the authorities are now showing a greater understanding

At the biennial MEBAA trade show, large-cabin, long-range business jets are among the top attractions for potential Middle East buyers to sample.

DAVID McINTOSH

Friendlier Regulators

The UAE also has seen a more positive approach to the regulation of business aviation, according to MEBAA. The group also takes heart from achievements such as this year’s opening of a new VIP terminal, housing multiple FBOs, at Dubai World Central Airport. Next month (December 6-8), Dubai is hosting the 7th edition of the biennial MEBAA show. The association is anticipating that the 2016 event will achieve almost 10 percent growth compared with 2014 (when it attracted 8,314 visitors and 422 exhibitors). The static display is set to feature up to 50 aircraft. On December 3-4, MEBAA visitors will be able to participate in special workshop

and auditing sessions for the IS-BAO and IS-BAH standards for, respectively, aircraft operators and handling companies. December 8 will be Futures Day at the show, with a goal of promoting careers in business aviation for young people. IS-BAO and IS-BAH standards are governed by the Montreal-based International Business Aviation Council, of which MEBAA—with around 250 member companies in some 23 countries—is now a leading component group. MEBAA has a staff of 10 and specialist committees focused on areas such as operations and engineering. Alnaqbi indicated that MEBAA still has plenty of work to do in opening up opportunity for further business aviation growth across the vast region. For instance, the association is trying to persuade authorities in Qatar to end a policy of allowing only a single AOC holder in the country— namely Qatar Executive, which is part of state-backed airline Qatar Airways. “This is very bad, and we need to convince them [that the lack of competition] is the wrong way,” Alnaqbi stated. The association abandoned plans to hold a conference in the Qatar capital Doha in September. Despite the challenges still facing the Middle East region, MEBAA (Booth 889) remains overridingly optimistic about prospects for business aviation there. For instance, before Egypt was gripped by political strife, it had one of the largest fleets in that region. “[Following the political upheaval] 90 percent of the aircraft based in Egypt left the country to be based in the UAE or Saudi Arabia, but these same aircraft are still flying,” concluded Alnaqbi. o

www.ainonline.com • November 1, 2016 • NBAA Convention News 61

Hartzell five-blader a TBM favorite MATT THURBER

by Nigel Moll

TBM operators can go higher, faster and farther with retrofit composite Hartzell props.

Hartzell has delivered 230 advanced swept-airfoil five-blade ASC-II props for Daher TBM 700/850/900/930s since the FAA approved the prop in 2014. The Piqua, Ohio-based manufacturer

made the announcement on September 19 shortly before the Annual TBM Owners and Pilots Association Convention, held in Phoenix, Ariz. “Hartzell’s high-performance

structural composite propellers are now flying on roughly 30 percent of the entire Daher TBM fleet after less than three years on the market,” said Hartzell Propeller executive vice president JJ Frigge. “The reasons are simple. These attractive, highperformance propellers perform with shorter takeoff rolls, a better rate of climb, higher cruise speeds, a smooth ride and shorter stopping distance with less noise.” The Hartzell prop available for retrofit on the TBM 700 and TBM 850 fleet is delivered as standard equipment on new Daher TBM 900s and TBM 930s. Hartzell says its props have the longest warranty in the general aviation industry, providing assurance all the way through first overhaul. The new propeller is available through Hartzell’s Top Prop conversion program or through Daher’s dealer network. The strength and light weight of the composite structure allowed Hartzell to optimize blade chord thickness and sweep. With the new prop, the TBM 700/850 accelerates from zero to 90 knots 10 percent more quickly than with earlier propellers. The new prop also improves rate of climb by 100 fpm. Hartzell says that compared with its four-blade metal prop, the new prop raises cruise speed by two or more knots and by a full five knots over a five-blade wood-core propeller. The Hartzell five-blade prop is also “significantly quieter in the cabin and in the pattern.” Five-bladers for Pipers, Too

In advance of the annual Malibu/Mirage Owners & Pilots Association Convention in New Orleans last month, Hartzell announced special pricing for the five-blade composite propeller designed specifically for the Piper Meridian and M500. The $49,000 price tag includes the new five-blade Raptor lightweight hub, ASC-II carbon-fiber blades, compatible de-ice equipment, new polished spinner, gust lock covers and full STC documentation. The new blades are certified for unlimited life, and Hartzell claims they are five to 10 times stronger than wood-core blades. They have a stainless-steel shank, nickel cobalt leading edge and a mesh erosion screen for FOD protection. The new design is 15 pounds lighter than the current factory-installed aluminum four-blade propeller and, says Hartzell, 10 pounds lighter than similar wood-core propellers. o

62 NBAA Convention News • November 1, 2016 • www.ainonline.com

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Global Jet Capital survey Junior tabloid page 7 13/16” x 10 3/8” confirms U.S. growth by Curt Epstein While the international business jet markets, particularly in the BRIC countries, have cooled

considerably over the past several years, the U.S. market of late has been showing signs of resurgence.

The U.S. is currently home to approximately 56.4 percent of the world’s midsize and heavy business jets, and based on analysis of JetNet data by aircraft finance provider Global Jet Capital (Booth 2253 and Static S-34), in 2014, more than 530 midsize or larger bizjets were delivered globally. Approximately 44 percent of them went to the U.S. Last year

that number rose to 578 deliveries worldwide, 277 of which were to the U.S., or 48 percent of the total. According to a recent survey commissioned by the financier (which debuted in 2014 and earlier this year acquired the bulk of GE Capital’s former business jet portfolio), among the 200 industry professionals queried, nearly 60 percent say the U.S. market

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is currently “very attractive” for business aviation finance companies, while an additional 31 percent describe it as “attractive.” The next most favorable country or region is Canada, which earned overall “attractive” ratings of nearly 70 percent. “The U.S. is by far the biggest business aviation market in the world, but it is the most attractive,” said Global Jet COO David Labrozzi. “The U.S. economy remains one of the most attractive on the global stage, and there is a strong correlation between this and prospects for the business aviation sector.” When the respondents were asked which aircraft are currently most attractive to provide financing against, most indicated a preference for heavy and large business jets, with 68 percent describing them as attractive assets as compared to 44 percent for mediumcabin, four percent for light jets, and 16 percent for turboprops. U.S. Market Optimism

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66 NBAA Convention News • November 1, 2016 • www.ainonline.com

Based on that determination, nearly 60 percent of those interviewed believe the U.S. will become even more attractive to business aviation finance companies over the next three years. “What is encouraging about our research is that industry professionals are optimistic about the future of the U.S. business aviation market,” added Labrozzi. Yet, the first quarter of the year showed a 4.7 percent decline in new jet deliveries when compared to the same period a year ago, and more than half of those surveyed believe a lack of business aviation financing contributed to the decrease. “A lack of available financing for those looking to buy mid- to heavy business jets was one of the main reasons we entered this market,” said Labrozzi, who formerly headed up GE’s business aircraft finance division. “Some of the traditional lenders were not in a position to meet demand, despite many of the requests for finance being attractive for lenders.” The Florida-based company’s survey also revealed that 51 percent of respondents expect that the availability of financing for the sector will increase between now and 2019, with nearly 10 percent anticipating a “dramatic” rise. Global Jet Capital is backed by a trio of financial firms including GSDO Capital Partners, The Carlyle Group, and AE Industrial Partners. It has $2.5 billion in assets under management, with the current committed lending capacity of an additional billion. o

Keeping Passengers Productive and Comfortable

GoDirect Cabin Connectivity is Honeywell’s answer to providing the most flexible, reliable solution for cabin communications. Honeywell now offers a comprehensive suite of satellite communications services and solutions to deliver unparalleled connectivity and functionality, including access to more than a dozen GoDirect apps and services, as well as real-time TV, TV on demand, high-speed broadband Internet, video-conferencing, email and Voice Over IP. Experience being connected at NBAA Booth #2200 or visit us online at aerospace.honeywell.com/go.

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NetJets’ QS Partners unit targets full-ownership clients by Charles Alcock

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Fractional ownership pioneer NetJets is establishing a new division that it says will provide objective, expert support for clients wanting to buy or sell whole aircraft. QS Partners will tap the extensive in-house expertise of its parent company, while insisting that the new venture is not expressly intended as a vehicle to steer business to its fractional, charter and aircraft management services. “The underlying premise of what we do is that no one buys or sells more [business] airplanes than NetJets,” said QS Partners co-founder and managing partner Seth Zlotkin. “Now we will have a more specific focus on customers. We have a lot of aviation infrastructure and information, and transparency is the hallmark of how we do business. We’re looking for a holistic approach, and the focus is not on moving customers into a NetJets solution.” The QS Partners service and brokerage portfolio will cover all aspects of aircraft sales and purchases, including pre-buy oversight of specific aircraft, legal and financial advice and technical services. The new business’s revenues will come largely from fees derived from aircraft sales, except in cases where it is representing a buyer. When appropriate it can arrange for a client’s aircraft to be operated through NetJets sister company Executive Jet Management. The company also holds inventory of various pre-owned aircraft. At press time, this included 15 jets, ranging from a 1999 Gulfstream GIV-SP (with 12,750 hours, priced at $5.495 million) to a 2013 G450 (1,430 hours/$19.995 million). Two thirds of the aircraft offered for sale in late September were NetJets-Certified, meaning they came from the NetJets fleet with guarantees such as needing no major maintenance within six months of purchase. In fact, QS Partners is the exclusive sales agent for NetJets Certified Pre-owned Aircraft.

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68 NBAA Convention News • November 1, 2016 • www.ainonline.com

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QS Partners co-founders and managing partners John Odegard, left, and Seth Zlotkin.

“We’re using our knowledge and understanding of the market to help clients, especially with technical and cultural issues associated with buying and selling aircraft,” explained co-founder and managing partner John Odegard. “It’s not just about getting listings, we look at customer relationships on a long-term basis. We want to build relationships that survive time. We have extensive technical knowledge within the NetJets aircraft delivery group, as well as a lot of data on the pre-owned market.” Extension of Fractional Model

The QS Partners team, consisting of around six people, has been involved in trading aircraft on NetJets’s behalf for many years. Brian Hirsh, an aerospace engineer by background with 10 years at NetJets after time spent working with GE Aviation, will serve as president. The Columbus, Ohio-based company’s name is an homage to its NetJets heritage, since its fleet aircraft are all registered with the letters QS (standing for quarter share) in their tail numbers. “Generally speaking market conditions [for pre-owned aircraft sales] are challenging, but NetJets is a champion of the industry and we’re seeing activity up and down the product line,” Odegard commented. “The key is to have the sort of counsel that can help customers to understand where the value is in the marketplace. The scale of what NetJets does as a high-volume seller makes the difference. This is a natural part of the fractional model, moving aircraft on a regular basis. There is also a global nature to our business and we have the right resources to move aircraft between different parts of the world.” The large volume of aircraft traded out of fractional ownership programs each year (NetJets has a fleet of more than 700 jets at any given time), inevitably raises questions about the effect of this high churn rate on the pre-owned market and on pricing levels that remain depressed. NetJets intends to completely refresh its current fleet over the next 10 to 12 years. “We aim to be a good steward to the industry in terms of being responsible to the state of the market,” Zlotkin said. “We’re moving aircraft back into the market, and this is a very thoughtful process. We’re looking to offer an increasing level of standardization for transactions, one that meets consistent levels of quality and reliability. There will be opportunities to take advantage of the relationships we have in the industry, and this will make for a simple transaction for our customers.” o

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Satcom Direct launches onboard live-stream TV by Chad Trautvetter Satcom Direct has launched a new platform for streaming live television in flight via a

high-speed airborne data connection. Announced here at NBAA 2016 on Monday, SD Live allows

passengers to stream live television via their own personal electronic devices or the cabin entertainment system anywhere in the world without adding additional hardware or antennas. The aircraft must be equipped with JetConneX, SmartSky, ViaSat Ka- and Ku-band and/or Panasonic Ku-band datacom systems. SD Live delivers both

standard- and high-definition real-time television programming— including international and domestic news, business/ financial programs and live sporting events—wherever the aircraft is flying. While Satcom Direct has not yet announced a defined list of available

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70 NBAA Convention News • November 1, 2016 • www.ainonline.com

Satcom Direct’s SD Live uses new data-compression technology that requires less than 1 Mbps.

channels, chief technology officer Ken Bantoft has projected that well known networks such as CNN, BBC and Bloomberg are among those expected to be available for the platform. Multiple devices can be used on board to simultaneously stream live TV both on the ground and in the air. According to Bantoft, SD Live is “router agnostic,” meaning neither the company’s SD Router nor SD Wi-Fi Hub hardware is required to use its live-streaming TV service. While it can be streamed to any device via a web browser, there is a mobile app available for Apple iOS devices. Encoded specifically for the satellite networks, SD Live uses newly developed datacompression technology that consumes less than 1 Mbps, which Bantoft noted is less bandwidth than required by Netflix, Amazon, Hulu and YouTube. For example, YouTube currently uses about 4 Mbps when streaming online videos. “We are committed to providing our customers with leading technologies to enhance their in-flight experience. SD Live harnesses the latest network capabilities and SD technology, allowing passengers to stay connected, informed and entertained, no matter where they are,” said Satcom Direct founder and CEO Jim Jensen. Meanwhile, the Melbourne, Florida-based company is also working to broaden its SD Pro integrated flight operations management platform. In late September, Satcom Direct purchased flight scheduling and tax reporting software provider AircraftLogs and added its capabilities to SD’s integrated flight operations management portfolio. Jensen said that AircraftLogs gives SD Pro a “total solution that corporate flight departments have been asking for, allowing them to always be in sync with their aircraft.” The AircraftLogs technology adds functionality to the SD Pro platform, which provides users with a dashboard displaying real-time critical flight department information, such as communications systems status, flight tracking, flight logs, aircraft status and intent and maintenance and scheduling information. It also includes financial functions that help with internal accounting, as well as IRS and SEC reporting. o

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Dallas Airmotive complex combines MRO and test cells by R. Randall Padfield Dallas Airmotive’s new 220,000-sqft turbine engine repair and overhaul facility adjacent to Dallas-Fort Worth International Airport is now in operation and will become fully operational before the end of this year, according to Mark

Johnstone, who became president and COO of BBA Aviation Global Engine Services on July 1. Dallas Airmotive is a BBA Global Engine Services company. Next to the repair and overhaul facility and also opened in July is the company’s

new 30,000-sq-ft, six-cell engine-test facility for turbofan, turboprop and turboshaft engines. “This is unlike any other such facility,” Johnstone told AIN. Designed for speed, flexibility and adaptability, it features customized data-acquisition software and an optimized modular layout for efficiency and quick turnaround times. “The facility can test engines up to 25,000-pounds’ thrust,” he explained, “which just about covers everything in the B&GA [business and general aviation] space, including the [Rolls-Royce] Tay 611-8C.” Testing an engine takes about 30 minutes, instead of as long as two hours, he added. The new Dallas Airmotive MRO and test cell campus at DFW was two years in the making. “The construction process started in 2015,” Johnstone said. “What will trigger the end [of this process] is when we have exited from the former facilities in Neosho, Mo., and Forest Park in downtown Dallas. We’re moving tooling fixtures and repair-and-overhaul machinery. Our focus is to make sure the phased move goes extremely well and to plan, and that we provide a seamless return to our customers, as regards to turnaround times.” He said the TFE731 line is fully operational now at the DFW center, and the Tay line will be the last one to move at the end of December from the Forest Park facility. Both former facilities will be put up for sale. Low Cost, Happy Customers

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Focus on the customer is high on Johnstone’s to-do list. “The MRO industry is often internally focused and does not have a strong enough focus on the customer,” he claimed. “We will be making significant effort to enhance the customer experience. Part of that is investing in facilities; the other part is improving our cost base. We want to become one of the most efficient and competitive MRO facilities in the U.S., and indeed the world. Certainly, if you add up lowest costs with the happiest customers, you get a good return on your investment. We’ve made a significant investment in our manufacturing footprint in DFW and the Middle East. Together, that investment has been circa $100 million.” (The company opened a new test cell in Abu Dhabi for the PW206, 207, 210 and PT6C in 2015.)

Mark Johnstone, BBA Global Engine Services COO

Communication is an example of customer focus. “It’s not just about getting the engine back on time; it’s about the paperwork and communications that go with it,” Johnstone said. “It’s [also] about promised dates. It’s critical we get the engine back to the customer on the agreed date. I think it is fair to say that across the industry this is not the norm. My view is that it is not about the fastest turnaround time; it’s more about the guaranteed time. Operators need to know when they will get their aircraft back in service.” He admits that it’s hard to guarantee everything and predict the “unknown unknowns.” But he insists that the company has “a huge strength in its employee base,” because the “majority have been with us more than 20 years. They have experience in predicting challenges and failures on engines from their own knowhow and where the aircraft are operated.” He said that Dallas Airmotive has invested heavily in data, and is “trying to learn from our repair and overhaul experiences, so we can be more predictive. Therefore, when we quote the business up front, we can be more tailored to that operator, rather than making a generic ‘one price, one engine’ quote. It’s about data, knowledge and using our experience to better meet our customers’ needs.” Summing up, Johnstone said, “For us, 2017 will be much more about enhancing the customer experience. We see investments in communication, technology and data as a significant investment that will generate payback in customer loyalty. It’s a journey, not a one-time fix.” o

AEG FUELS PUMPED UP ABOUT BUSINESS AVIATION Global contract jet fuel, flight-support and fuel-management services company AEG Fuels, which has largely focused on airline and military customers since it started in the early 1980s, now sees business aviation as a growth area. Since then, the Miami-based company has had only a “small focus on business aviation,” providing contract fuel. But in August, it brought business aviation veteran Greg Cox on board to expand its presence in this segment. Cox, who holds the newly created position of executive vice president of business aviation, is aiming for the company to be a one-stop shop for trip-support services, aircraft handling, contract fuel, credit and other related services. He said the company already provides trip-support services, including obtaining overflight permits and contract fuel to business aviation clients. His first initiative is to roll out AEG’s credit card to business aviation—something it is emphasizing at its booth (1979) at NBAA 2016, where attendees can sign up for the card. “We are going after the market that needs credit or more personalized planning services,” Cox told AIN. Cox has also been working on getting the card integrated with FBO platforms so it can be accepted at facilities. The card is already compatible with TotalFBO software, and AEG is working with the FBO chains to get it assimilated in their systems. —C.T.

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ForeFlight 8.1 adds SiriusXM, flight planning, e-logs and more by Matt Thurber The latest version of the ForeFlight Mobile app (8.1) can now display weather information from SiriusXM, using the SXAR1 XM receiver, which connects wirelessly via Bluetooth to an iPad or iPhone running ForeFlight. The SiriusXM service provides access to graphical weather and aviation information delivered via satellite, including Nexrad storm cell attributes, lightning strike locations, highresolution composite radar plus high-resolution base reflectivity radar, TFRs airport weather and forecasts, airmets, sigmets, pireps and winds/temperatures aloft. The SXAR1 is fitted with internal antennas to receive GPS and SiriusXM signals, and it has its own rechargeable battery, which lasts for six hours.

Mobile app, which was released in September. The new datadriven aeronautical maps in Version 8.0 eliminate delays in reloading and refreshing map elements when panning and zooming, and dynamic “alwaysup” labels and adjustable text sizes make reading text labels easier. Each zoom level displays information appropriate for that level, and for more detail, the user just needs to zoom in more. With the new version, ForeFlight airport diagrams are integrated into the map and can be viewed by zooming in until the airport’s details are visible, eliminating the need to open a separate airport chart. Dynamic mapping also allowed ForeFlight to offer more userselectable settings, such as light,

the ForeFlight map temporarily, until the show ends. A static display, for example at the annual NBAA show or regional forums, could show each aircraft’s location and details. More New Features

ForeFlight (Booth 3119) also introduced other features with the new version, including TFR alerting, with visual and aural alerts when approaching or entering an active TFR, new web flight planning capabilities and logbook functions such as flight sharing, remote signatures, progress tracking and Logbook Connect, which allows third parties access to ForeFlight logbook APIs for developing their own functions. When choosing an airway

A special offer brings the cost of the SXAR1 XM receiver down to $299 for new Sirius XM Weather subscribers. It comes with internal antennas and a rechargeable battery.

in a flight plan, the new Smart Airway Labels first shows the name of the airway when zoomed out, but zooming in reveals additional information such as magnetic heading and MEA. This works no matter which map is selected (aeronautical map, VFR or IFR). In the aeronautical map mode, this adds to situational awareness without cluttering up the map with all the symbology found on an IFR chart. The web version of ForeFlight has new features, too. Pilots can file, amend and cancel flight plans and use the route advisor to see suggested routing such as airways, recently cleared ATC routes, preferred routes or TEC routes. Aircraft profiles are now available in the web version, and the ForeFlight navlog does the

same time and fuel burn calculations as the mobile app, with all changes synced between the two versions. Aircraft can be added with ICAO equipment and performance codes. The logbook’s remote signing feature allows students to send a draft logbook entry to their instructor, who can then review the entry, send it back with edits or sign it. Logbook Connect launch partners include Redbird Flight and Schedule Pointe, and this feature allows pilots “to send draft entries from their respective dashboards to your own logbook,” according to ForeFlight. The new features such as the aeronautical map and logbook require an annual Basic Plus ($149.99) or Pro Plus ($199.99) subscription to ForeFlight. o

BEECHJET PRO LINE 21 UPGRADES ON TAP FROM NEXTANT/CONSTANT

The ForeFlight 8.1 update switches to data-driven maps, eliminating delays in refreshing after zooming or panning. Airport diagrams are integrated in the process, and zooming in deep enough reveals the diagram without the need to open a new chart.

The SXAR1 retails for $699, but is available for $499 plus a $200 promotional rebate through December 31 for new SiriusXM subscribers, for a final price of $299 from Sporty’s Pilot Shop. A special SiriusXM weather subscription is available to ForeFlight users for $39.95 per month. “Our customers are eager for a SiriusXM weather option,” said ForeFlight co-founder and CEO Tyson Weihs. “This integration delivers a high-quality, affordable, and portable SiriusXM weather solution with a subscription package tailored exclusively for ForeFlight.” Another update in Version 8.1 is access to details in Logbook Currency Summaries, which allows users to view details of flights that contribute to currency status. Version 8.0 represents a major update to the ForeFlight

dark or classic views and on-off buttons for terrain depiction on aeronautical maps, airways, ARTCC boundaries and place labels. A subtle but visually welcome new feature is hill shading on the Hazard Advisor terrain. The ForeFlight team has been working on the new mapping engine for the past two years. Basically, ForeFlight moved all the mapping functions to the graphics processing unit on the iPad, which speeds up the re-rendering every time the zoom level is changed or the map is panned to a different area. Another benefit of the new mapping engine is that thirdparty developers can add their own layers to the map to add their own content. For example, airshow organizers could add a layer for the airshow layout, airport buildings, parking areas, etc., and this could reside within

Aircraft remanufacturer Nextant Aerospace (Static S-44) and aircraft maintenance firm Constant Aviation (Booth 2290)—sister companies under the Directional Aviation Capital group—have partnered with Rockwell Collins to offer the Nextant 400XTi’s Pro Line 21 flight deck as a standalone retrofit for Beechjet 400A/XPs. The upgrade addresses pending regulatory and obsolescence issues, in addition to offering a “cost effective” platform with “exceptional dispatch reliability,” according to Nextant executive vice president Jay Heublein. As part of the product launch, Nextant Aerospace and Constant Aviation are offering the cockpit retrofit for $399,995 installed, if ordered by the end of this year. This includes all parts and labor, as well as a threeyear warranty. The upgrade, which takes about three weeks of downtime to install, includes four LCDs (two primary flight and two multifunction displays), synthetic vision system, WAAS/LPV capability, ADS-B out and an improved glareshield. It is also capable of displaying geo-referenced electronic navigation charts and enhanced maps such as terminal airspace depiction, airways, geopolitical boundaries, rivers, lakes and coastlines. The flight deck upgrade also features a

74 NBAA Convention News • November 1, 2016 • www.ainonline.com

Mid-Continent Instruments Standby Attitude Module digital standby display between the main screens. New LED warning displays from Luma Technologies eliminate less reliable incandescent warning lights. And the original three lead-acid instrument standby batteries have been exchanged for two Mid-Continent True Blue Power MD835 lithium-ion units, resulting in a 16-pound weight savings and an extension of the routine inspection cycle from 90 days to two years. “For the Beechjet, Pro Line 21 injects a proven combination of modern LCD/LED technology, enhanced operational capabilities and exceptional value,” said Rockwell Collins vice president and general manager of business and regional systems Craig Olson. “Based on a strong record of performance and reliability across more than 5,200 Pro Line 21-equipped aircraft in service, this upgrade incentive provides savings at the time of installation and reduces avionics component removals and maintenance costs throughout the operating lifecycle.” The Pro Line 21 retrofit can be installed at Constant Aviation’s three U.S. facilities, which are located in Cleveland, Ohio; Birmingham, Ala.; and Las Vegas. In addition, the MRO has 20 AOG teams across the U.S. —C.T.

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Embraer Phenom 100EV deliveries to begin next year by Mark Huber Embraer Executive Jets plans to begin deliveries of the Phenom 100EV in the first half of next year. The 100EV, an updated version of its Phenom 100E light jet, features new avionics, slightly faster top cruise speed, substantially faster climb to altitude times, 43 pounds more full fuel payload and better high/hot performance, including substantially shorter takeoff distances that shrink by nearly 1,000 feet. The $4.495 million Phenom 100EV will feature Prodigy Touch avionics built on the Garmin G3000 system and Pratt & Whitney Canada PW617F1-E engines that each deliver 1,730 pounds of thrust, 35 pounds more per side than the PW617-Es on the 100E. The G3000-based Prodigy Touch avionics bring the same flight deck as now installed in the Phenom 300 to the 100EV, including two 5.7-inch touchscreen controllers that pilots use to control the avionics. Pilots can customize the three 14.1-inch high-resolution displays using split-screen capability. The FMS includes graphical flight planning and coupled cruise-climb-descent

vertical navigation guidance and RNP 1. Synthetic vision is included. Embraer Executive Jets president Marco Tulio Pellegrini announced that Mexican charter operator Across and the UAE’s Emirates Academy would be the launch customers. He also held open the possibility that the engine upgrade could eventually be made available to existing Phenom 100 customers as an aftermarket option, though an avionics upgrade to the Prodigy Touch system would not be practical due to its high costs. Replacing the Phenom 100E

Pellegrini also said that Embraer is contemplating an interior block change on the Phenom 100 at a later date, much like the one recently unveiled in the larger Phenom 300. He said the Phenom 100E will likely be discontinued once the 100EV is introduced. “Once you have a better product, customers will go with a better product. We want to provide the best of everything.” Pellegrini said the 100EV achieved its increased performance through a combination of increased engine thrust and

With updated engines and avionics, the Embraer Executive Jets Phenom 100EV light jet will fly faster, farther and climb quicker. New Garmin-based Prodigy Touch avionics will also enhance the twinjet’s capabilities.

airframe weight reduction. He acknowledged that the market for entry-level light jets remains “upside down” but said that in the “medium term we are confident that things will change and the market will be back,” and that justifies Embraer’s investment in the Phenom 100EV. More than 330 Phenom 100s are currently flying. The aircraft also has been selected for the UK Ministry of Defence’s flight training program. Seats for the 100EV, along with the Phenom 300 and the business aircraft seats in Embraer’s transport-category aircraft, will be built at Embraer’s new company-owned 80,000-sq-ft seating plant

that opened in September in Titusville, Fla. Pellegrini said getting the passenger seats right is the key to maximizing the customer experience, and that drove Embraer’s decision to bring seating inhouse on the Phenoms. “The seat is the customer touchpoint. If he feels comfortable, he is pleased. If he is not, he complains a lot,” he said. Standard seating accommodates one pilot and five passengers, and the maximum is up to seven occupants. The Phenom 100EV can carry four people 1,178 nm with NBAA IFR reserves (100nm alternate) and cruise at 405 knots. Maximum altitude is 41,000 feet. o

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76 NBAA Convention News • November 1, 2016 • www.ainonline.com

Conceived with ACJs and BBJs in mind, Lufthansa Technik’s interior concepts push the limits of design.

Lufthansa Technik unveiling ‘seamless’ new interior concept by Ian Sheppard Lufthansa Technik (LHT, Booth 2632) comes to NBAA fresh from making a splash at the Monaco Yacht Show where it unveiled the results of its collaboration with Mercedes-Benz on VIP narrowbody aircraft cabins. What was first revealed as a VIP lounge area at EBACE last year has now become a whole-aircraft design concept, according to Wieland Timm, LHT v-p of sales for VIP and special mission aircraft.

“It’s really high end and moves the boundaries in terms of cabin design,” Timm told AIN. In particular, he pointed out how the design is seamless between the floor, walls and ceiling, eliminating the typical visible joins—something he said was a particular challenge for the engineers. “This has never been done before so it took a lot of knowledge and new ideas.” The initial designs are for Airbus

Leonardo inks contract for Brazilian AW169s by Mark Huber Leonardo Helicopters signed a sales deal earlier this month for five of its new AW169 medium twins for a customer in Brazil, boosting its total order book— including firms orders, framework agreements and options for the model—to more than 150. Of that total, more than 20 are destined for operators in Brazil, Leonardo noted. These

Leonardo’s order book for the AW169 medium twin has more than 150 entries.

orders are distributed across multiple customers. Overall, the company claims a 50-percent market share of the multi-engine executive/private helicopter market. The AW169 is part of a family of medium-class helicopters fielded by the company that share a common cockpit layout, design philosophy and maintenance/training concept.

With colors purloined from Mercedes and Maybach cars, LHT’s interiors should appeal to head-of-state VIPs.

ACJ320 and Boeing BBJ cabins, but LHT said it can be extended to any bizliner cabin, with the ACJ350 being one it has focused on in particular. “The colors are based on the [Mercedes] S-Class and Maybach cars,” said Timm, who added that visitors to NBAA 2016 can see the designs through virtual reality goggles at the company’s booth. “From a market perspective, there are a lot of people that are stepping for the first time into private aircraft and they are very design and brand focused,” said Timm. “Mercedes-Benz is really the number-one car brand in the world.” While the Mercedes-Benz branding means it is likely to appeal to those with other Mercedesbranded products, ranging from cars to

The AW169 is powered by two Fadec Pratt & Whitney Canada PW210A turboshafts in the 1,000 shp class. With a 222cu-ft main cabin, the helicopter can carry up to 10 passengers and one or two pilots. Baggage capacity is 50 cu ft. Avionics equipment includes modern glass cockpit with three 10-inch by 8-inch LCDs, fouraxis, dual-duplex digital autopilot, dual SBAS GPS with WAAS and EGNOS capability, ADS-B out, TCAS II, HTAWS, synthetic vision, enhanced vision, satcom, weather radar, NVG compatibility and many more options. o

helicopters and boats, it could also attract government/head of state-type customers, he added. The approach could also prove particularly attractive in markets such as China, Timm said. “We started with the first design concept at EBACE 2015 and we’ve taken one year to get the whole concept for the whole floorplan and all the specification. It’s taken lots of engineering hours and talking to the aviation authority,” according to Timm. The lead time on a design for a customer would be around 10 months, he estimated, with another eight to 10 months’ production time, depending on the size of the aircraft. For example, Timm said, the BBJ Max 9 has a longer fuselage so the design time would take longer. o

INAIRVATION DISPLAYS NEW ‘CHAIR’ SEAT FOR BUSINESS JETS Inairvation (Booth 2632)—a Lufthansa Technik (LHT) joint venture with F/List of Austria— is showing a new version of its “chair” seat this week at NBAA 2016 “to demonstrate how flexible the design is,” said Philip von Schroeter, LHT director of original equipment innovation and CEO of Inairvation. “We have a first VIP customer signed and will deliver the seats to our completions center in just less than a year for a VIP aircraft that is a more traditional design.” F/List will manufacture the seats in Austria, while Lufthansa Technik looks after the design and certification. He said the partnership with F/List had been central to winning the contract due to quicker production times being available. “We are also selling our retrofit packages with our four partners— Duncan Aviation, Flying Colours, Ruag and Lufthansa Bombardier Aviation Services (LBAS),” von Schroeter said. Pre-engineered units is another area that has progressed, with the pre-engineered side units that LHT integrates its niceHD into now being available for the Gulfstream G450/G550,

adding to the Challenger 300 and 605. “Such units are still a lot of work for the MRO, but save a lot of time and cost,” he said. Putting on his LHT hat, he also mentioned that development work on the company’s inductive cook-top is continuing and a decision will be made in the first quarter of next year whether to continue to production. The company is also offering its patient transport unit for medevac aircraft, having secured a contract with Airbus to equip four C295 military transports. And on the media side of the business, von Schroeter said things are “slow, but we are launching a new service for the Challenger niceHD customer base that makes content far more affordable.” He noted that an informal signing related to this is expected to be inked this week at NBAA. “Lastly, with our fin-mounted radome solution we are bringing the manufacturing into a Lufthansa Technik facility, and we’re also going to offer Ku- and Ka-band versions,” von Schroeter said. “There had been a lot of interest in LHT having radome —I.S. fabrication capability."

www.ainonline.com • November 1, 2016 • NBAA Convention News 77

NEWS CLIPS z Ez Creeper Reduces Maintenance Tech Injuries If you thought things looked a bit creepy here this week in Orlando, it’s not just because Halloween was on Monday. The Ez Creeper Company is keeping things creepy at NBAA 2016, but in a slightly different—and much less scary—way. At its show booth (1239), the company is displaying what it claims is the “world’s only aviation creeper.” Designed by a pilot for aircraft maintenance, the Ez Creeper boasts a light and strong one-eighth-inch aluminum frame. According to the Michigan-based company, its $950 creeper increases productivity of aircraft technicians and reduces repetitive stress injuries. The Ez Creeper, designed to comfortably seat and lift up to a 300-pound person, is also adjustable without dismounting via hand-powered hydraulics. It also comes with a limited lifetime warranty against manufacturing and materials defects.

z Harrods Aviation Offering FlyBuys Points NBAA 2016 attendees who visit the Harrods Aviation booth (1412) will receive a Golden Ticket worth 5,000 FlyBuys points when presented at the company’s FBO at London Stansted airport before May 21, 2017. Conventioneers can also collect an extra 1,000 points by signing up for the FlyBuys program at its booth. FlyBuys points can be redeemed for items such as fashion accessories, travel, technology and gift cards. Harrods Aviation offers FBO services at London Luton and Stansted Airports. Recently Harrods renewed its authorized service facility agreement with Bombardier and is thus authorized to perform maintenance on Challenger 300/350 and 605/650 models, as well as the Global jet family. This includes interior cabin repair capabilities. Harrods Aviation has also seen a sharp increase in largecabin movements, which have risen more than 20 percent since 2013. The company has handled more than 250 largecabin business jets and bizliners in the last 12 months alone.

z Mid Continent Debuts Aurora IFE Mid Continent Controls (MCC; Booth 3624) has completed development of Aurora, its fourth-generation in-flight entertainment solution, the company announced here at NBAA 2016. Aurora includes a ground-based communications compatible “N” series router and the Aurora Map/Media server. It delivers an increased Wi-Fi throughput, highly detailed interactive moving map, flight status information, optional Sirius XM integration and multimedia delivery to personal electronic devices. Kansas-based MCC is “actively working with a number of OEM/MRO partners that have expressed interest in the Aurora platform,” said MCC general manager Mike Freel. “We are continuing to develop additional features that will allow an enduser to upgrade in sections over time without having to do a complete remove/replace.” Future planned additions to the Aurora platform include a completely integrated and easily installable cabin management system solution.

z FlightSafety’s New App Gets Rave Reviews Aviation training company FlightSafety International (Booth 2679) said its FlightBag app has been receiving positive customer reviews. Since its release in late July, the app has been used by more than 16,000 pilots and maintenance technicians. These users have downloaded approximately 1.5 million training documents to date via the app. The FlightBag app is primarily used in pilot, maintenance technician and flight attendant courses. Users can access digital training manuals, cockpit posters, flashcards and guides that can be used for reference or post-course review. Also available are FlightSafety iFlightDeck products, which include cockpit flows and training programs such as the new CPDLC datalink trainer. The app is compatible with mobile devices and web browsers on any device. “We are pleased that a rapidly growing number of customers are using FlightBag to download and review their training documents,” said FSI senior v-p of operations Daniel MacLellan.

With new imaging software, aircraft paint scheme specialist Scheme Designers can now illustrate photo-realistic views of paint schemes, viewable from several angles.

Scheme Designers can now render 3-D images of a proposed new livery by Chad Trautvetter Scheme Designers (Booth 1033) is now offering “photo-realistic” 3-D artistic renderings of customer aircraft with its new custom paint scheme. This new tool allows customers to visualize all angles of their aircraft’s custom livery with “stunning realism” before sending the aircraft out to be painted at a third-party shop. “Scheme Designers’ 3-D photo-realistic renderings are very specific and detailed, providing the owner with a new level of understanding of how their custom scheme will look on their ‘live’ aircraft,” said company owner and president Craig Barnett. “The high-resolution renderings can show the aircraft from any angle and in any flight configuration to help clients visualize how their new scheme will appear on their aircraft. The 3-D renderings are of such high quality that clients are also using them in their marketing materials in lieu of air-to-air photos, saving them time and money.” In the course of developing a custom paint scheme for an aircraft, Scheme Designers artists work with aircraft owners to bring their vision to life on their aircraft. Typically, several iterations are reviewed and a vast number of variables are considered along the path to scheme finalization. According to Scheme Designers, its artists work to optimize color combinations and bring out the lines of each aircraft model to accommodate design considerations such as access panels, inlets, antennae, window placement and other details that affect the final product. o

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Beyond Photoshop: With new software, artists at Scheme Designers can show their customers how their aircraft will look in all phases of flight. It can also render images of how the owner’s pride-and-joy will appear in the classic“over the shoulder” glance, as the pilot walks toward the terminal after shutting down.

P&WC reports strong support for its Eagle Service Plans by Charles Alcock Pratt & Whitney Canada (P&WC, Booth 3239) is reporting a positive response to enhanced versions of its Eagle Service Plan (ESP) introduced in July for operators of its PT6A turboprops. More than 10,000 engines are now covered by

the power-by-the-hour ESP programs. The new ESPecially for Your PT6 program provides complimentary coverage for the first 400 flight hours to operators of new PT6A-powered aircraft. Existing ESP customers can now apply funds held

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in a current plan to cover a new engine of the same model or a new engine conversion at the time of overhaul. The new coverage represents around $50,000 worth of support per engine for the first 400 hours. After this initial period, customers can switch to a reduced-rate ESP plan until their first powerplant overhaul. “In the three months since we launched the ESPecially for Your PT6 engine plan, the enrollment in the program has been outstanding,” said Satheeshkumar Kumarasingam, P&WC’s commercial services vice president. “With the PT6A engine, we’re delivering innovative hardware and responsive care. In fact, we’re seeing interest from aircraft OEMs to incorporate the ESPecially for Your PT6 engine plan into their own maintenance packages to offer the most comprehensive ‘tip-to-tail’ aircraft coverage.” Under ESP plans, operators pay a fixed monthly fee based on the number of engine hours flown. They can select different levels of coverage according to their maintenance needs. All plans cover engine overhaul/refurbishment, hot section

inspection/refurbishment, basic unscheduled engine maintenance and accessory repair and recommended product support improvements at engine shop visits. PW800 Support

Meanwhile, P&WC is preparing to start providing support to operators of Gulfstream’s new G500 and G600 jets, which are powered by the PurePower PW800 turbofan and are due to enter service, respectively, in 2017 and 2018. The manufacturer has finalized technical publications for the PW800 family, including the PW814GA and PW815GA, which respectively power the Gulfstream G500 and G600. It also is ready to start enrolling operators in the ESP program for the PW800. “We have spent a lot of time over the past year working with customers to understand their needs, and the PurePower ESP plan is an embellishment of the program,” explained Scott McElvaine, senior director for PurePower PW800 marketing and customer service. P&WC also has been making investments in the parts and maintenance network for the new engines. o Shaesta Waiz will fly a Bonanza around the world to support her nonprofit.

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80 NBAA Convention News • November 1, 2016 • www.ainonline.com

Daytona Beach, Fla.-based Embry-Riddle Aeronautical University (Booth 2986) comes to NBAA with a host of exciting projects. Over the weekend, the school held an open house in Daytona Beach, where it announced that it will be working collaboratively with regional airline Silver Airways and the state of Florida on a professional pilot apprenticeship and internship (PPAI) grant program to increase the number and quality of pilots earning undergraduate aviation degrees and professional pilot certifications. The program is supported by a $2 million grant approved earlier this year in Gov. Rick Scott’s Florida First budget. The school has also brought a student’s initiative, the nonprofit Dreams Soar, to the show. NBAA president and CEO Ed Bolen announced this week that the association is a global partner with the nonprofit, which is led by 29-year-old Shaesta

Waiz and inspires women and minorities to aspire to careers in aviation, science, technology, engineering and math. Waiz intends to fly an A36 Bonanza solo in 18 countries around the globe, flying solo because “girls need to see living aviation female role models,” Waiz said, citing the Teaching Women to Fly research project conducted by Penny Hamilton, PhD. Waiz, the first certified woman pilot from Afghanistan, wants to share her story to inspire others. “Every time I open the door of an aircraft, I wonder how a girl with my background could become so lucky. The truth is that anyone can be me,” said Waiz, who was born in an Afghan refugee camp in 1987. Waiz will be a keynote speaker at the NBAA Career Day on Thursday, along with Lyndse Costabile, chairman of the board of directors and a principle donor. o

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With Avionica, big data is a big deal by Chad Trautvetter Avionica’s partnership with mobile data provider GigSky, signed in late August, puts the Miami-based avionics company closer to its goal of becoming a

conduit for “big data” to improve aviation safety. Another goal is to extend the service life of business aircraft and their components. Avionica’s customers

can thus use the GigSky worldwide 3G/LTE network to automatically upload safety data after every flight from their aircraft’s Avionica miniQAR (quick

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access recorder) via a 4G module. Together, the two boxes are about the size of a fist and weigh less than two pounds. According to Avionica (Booth 3471), customers pay a yearly rate to send data securely over the GigSky cellular network and won’t be charged roaming fees for data transmission while traveling in other countries. “Since

Avionica says that, pound for pound, its miniQAR and 4G module offer the best of all worlds in safety data collection.

data-transfer cost and security are no longer part of the equation, the data can be sent immediately upon reaching a destination, without the need to physically download information from the miniQAR,” Avionica vice president of sales Tony Rios told AIN. “Business jets fly all over the world, and they can get into very costly roaming charges.” Transmitted data is forwarded to any third parties that customers have chosen. It can be processed, analyzed and turned into useful reports. According to Rios, many operators are already sending data to engine manufacturers, who then combine it with data from other operators—in other words, big data— to analyze. From this, the engine manufacturers can calculate predictive maintenance procedures to allow for full-life use of parts, as opposed to preventive maintenance performed at fixed calendar times, flight hours or cycles. “With big data, engine OEMs can predict the full life of the part, which means it could be used for a longer period, reducing maintenance costs,” he said. “Another example is the engine vanes for oil distribution. They can get clogged, and the data can indicate this condition. So that allows customers to then be notified to do an engine wash—at the right time— to extend the life of the engine.” The data can also be transmitted to companies such as Baldwin Aviation or GE Aviation for corporate flight operations quality assurance (C-FOQA)/flight data management (FDM) to improve aviation safety. NBAA has been championing for C-FOQA for several years, Rios pointed out. “C-FOQA feeds so perfectly into safety management systems,” said NBAA vice president of safety, security and regulation Doug Carr. “It can be very important as a data point for an SMS, a needed element of feedback. Managers can see if SOPs are being adhered to, and use the information for training and education.” Avionica’s miniature quickaccess recorder has been installed on more than 8,000 aircraft, including most business jet types. It also supplies the avRDC data concentrator on the Gulfstream G650. o

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As engines get ‘smarter’ Jet-Care analyzes data by Charles Alcock Engine condition trend monitoring specialist Jet-Care is marking its 40th anniversary this year, but

its quest to give operators early warning of any problems is never over. The company is adding to

the engine portfolio and services that it can trend for clients. For some engines, the performance data trended could include takeoff and reporting of exceedances, which traditionally may not have been reported by OEMs. Another new capability of its gas path analysis (GPA) service is now being able to identify and trend data captured where

the normal selections for bleeds and anti-icing are not met. By contrast, Jet-Care claims that many other powerplant trend programs may accept data only where the bleed selections meet a pre-determined criteria. The expansion of performance trending stems from the fact that modern engines have more capability to automatically

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84 NBAA Convention News • November 1, 2016 • www.ainonline.com

collect a wider variety of data and to integrate this through the avionics suite. “The frequency with which information is collected has increased exponentially, and this has helped us to let operators know the status of their engines and when this status is changing,” explained engine program manager David Taylor. “GPA can now take all this additional data and cut through it to get to what matters to the operator.” The GPA service is now available for a wider variety of engines powering business and regional aircraft, including the following: GE Aviation’s CF34-8 and -10 models; Pratt & Whitney Canada’s PW100, PW300, PW500, JT15D and PT6; Honeywell’s TFE731, ALF502, HTF7000, LF507 and CFE738; Rolls-Royce’s BR710 and BR725, Tay 611-8, AE3007A and AE3007C; Williams’s FJ44; and Safran’s Larzac 04. The process detects deterioration and faults in the engine core by analyzing key flight data parameters, including fuel flow, shaft speeds and gas temperatures. According to Jet-Care, its independence from engine manufacturers means that it is better placed to provide operators with all the information they need in one process (especially when they have mixed fleets of aircraft). The trend analysis is always turned around in 24 hours, or far more quickly for AOG situations. The degree of detail provided in the reports can be tailored to suit operator preferences. Its staff includes engineers with hands-on experience supporting military aircraft as well as thermodynamicists with extensive experience modeling engine performance data. Another development at JetCare is a series of updates for its popular iECHO app that allows pilots to record data easily from the cockpit. Via the WebECHO portal, through a single log-in, customers can get access to GPA data for all their engines, and can also send queries or comments. However, clients are also welcome to communicate with the Jet-Care teams via phone. In addition to the engine trending by GPA services, Jet-Care’s laboratories also conduct tests on engine debris chips, filters, and a variety of fluids including hydraulics, fuel and oil. This allows operators to have even more detailed information about specific issues such as excessive wear. The company (Booth 3061) has European laboratories in the UK and Switzerland, where these services are provided under the name Spectro. The headquarters for Jet-Care USA is located in Morristown, N.J. o

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Dassault combined-vision suite okayed in Falcon 2000S/LXS by Kerry Lynch Dassault Aviation has obtained European Aviation Safety Agency and U.S. FAA approvals for its combined-vision system, known as FalconEye, aboard the Falcon 2000S/LXS. Dassault anticipates similar approvals for the Falcon 8X shortly. Unveiled last year and offered as an

option on both the 2000S/LXS and 8X, FalconEye is designed to enhance situational awareness in a range of weather and operating conditions during day and night. The head-up display (HUD) system combines synthetic, database-driven terrain mapping and thermal and low-light

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The FalconEye combined vision system mixes multisensor cameras with wide-range synthetic vision.

camera images into a single view. The system has a fourth-generation multi-sensor camera that provides highdefinition images close to the clarity of a military FLIR (forward looking infrared). The camera displays a 30- by 40-degree field of view in synthetic vision system (SVS) mode to expand the viewing field and avoid tunnel vision. “FalconEye’s SVS function will provide a level of vision quality comparable to that of the most sophisticated fighter HUDs, leading to a substantial improvement in situational awareness and flight safety,” said Philippe Rebourg, the Dassault Aviation test pilot who led the certification flight campaign. “The EVS function will eventually provide operational credits for bad weather approaches with 100-foot minimums, providing operators with a substantial operational benefit as well.” Certification follows a two-year development effort involving both flight and simulator testing. Dassault plans to certify the system for dual-HUD configuration on the 8X. Dual approval is expected in 2018. The feature has proved popular with 8X customers, with 90 percent opting for FalconEye. o

FREESTREAM OPENS MIAMI OFFICE Global business jet sales and acquisition company, Freestream Aircraft (Booth 1074) has opened an aircraft sales office in the Fontainebleau Aviation FBO at Opa-locka Executive Airport in Miami. According to company officials, this office was opened to better serve the southern U.S. and South American business jet markets. Freestream Miami will have the same affiliations with other brokerage firms around the world, according to Freestream Aircraft president and CEO Rebecca Posoli-Cilli. The new office will also have the same collateral buying power with aircraft manufacturers as the company’s London, Teterboro, Bermuda and China offices. Posoli-Cilli also confirmed that Connie Marrero and Angelika Ayala will be a part of the Freestream Miami team. Freestream Aircraft’s services include in-house design and completion/refurbishment oversight. The company also provides worldwide inventory information as well as direct mail and related marketing activities. —S.C.

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There seems to be no limit to passengers’ appetite for in-flight connectivity, often at a significant price. The GoDirect platform lets operators limit available data and isolate costs to help customers manage billing.

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88 NBAA Convention News • November 1, 2016 • www.ainonline.com

As part of its new GoDirect services platform, Honeywell Aerospace this week is rolling out a new suite of support tools aimed at giving operators as many services as they need, while also allowing them to have full control over how these are delivered and accounted for. A key application for this approach is in the fast-growing realm of cabin connectivity services, where ever-increasing levels of capability are on offer, but with the potential for costs to increase significantly. Through GoDirect, operators will be able to access information about all the various services they get from Honeywell, and be able to more readily control how these are applied. In the case of cabin connectivity, they will be able to put in place limitations on available data rates so that, for example, passengers and crew might not be permitted to activate data-heavy software upgrades for their electronic devices. Operators can also isolate the costs associated with connectivity, which might be especially helpful for those who are flying different groups of passengers under different terms and conditions (for example, a charter flight versus a mission for the aircraft owner). “This means that our customers can get control of data bills that we’ve seen increasing over the past three to five years by around 30 to 50 percent in some cases,” explained Honeywell director of marketing and product management John Peterson. “They want tools to allow them to get control of this so that they can make decisions on connectivity usage that both meet their needs and allow them to stay on budget, or at least be able to make conscious decisions about going over budget.” Service Status View

At the company’s NBAA exhibit (Booth 2200), Honeywell will be demonstrating how GoDirect can be used to manage filters and access tools for services such as Jet Connex connectivity. “When an operator joins GoDirect, we will provide the applications they need and train them how they work, such as when a SwiftBroadband customer needs to update GoDirect software on their router,” Peterson told AIN. Last year’s acquisition of Denmarkbased Satcom1 gave Honeywell access to

some innovative routing software that it has since applied to eight different hardware platforms, including the CNX 200 router. Now Honeywell has developed special network applications to make it easier for flight crews to access and use the GoDirect toolkit. This allows them to see current data rates aboard the aircraft and, when desired, set up a so-called “extreme streaming session” to permit higher than normal rates of data flow to and from the aircraft. “It comes down to how much data do you want to pay for—a Windows or PDF software update, iOS updates [for cellphones]?” asked Peterson. “This can be tailored to each aircraft, and they can institute a captive portal ahead of each flight,” for example, letting the passenger know the terms under which connectivity is available, as hotels already do. Also new is the GoDirect portal through which, via a single login, operators get a comprehensive view of the status of all services (including maintenance and cabin systems). Operators can set up alerts covering any aspect of the services they get from Honeywell. “This is what pulls it all together for the operator and allows every [service] to work together, so that the customer can get control over the network and the level of service being provided,” Peterson explained. Demand also is rising for new levels of cockpit connectivity, and Honeywell is looking to respond to this, too. “We’re taking a new direction in response to a maturing market that has seen flight departments tell us they want cockpit services that are broader than simple datalinks to include features such as weather data, single billing and a reduction in the number of service vendors they have to deal with,” said Peterson. “They want cockpit and cabin data under one service provider.” At the same time, operators are demanding more sophisticated aircraftto-ground datalinks. “The market for aircraft-to-ground datalink is maturing and flight departments are coming to us to say that they want broader cockpit services, including weather data, for instance,” explained Peterson. o

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Aireon and FlightAware team on flight-tracking by Gregory Polek

Vision Systems, a French company with a factory and sales office in Florida, offers some exotic products, such as this panoramic window mod (above). The company has formed a new division dedicated to electronically dimmable windows (right) that allow passengers to fine-tune the amount of light entering the cabin.

Vision Systems forms new ‘Smart Lite’ division by Bill Carey Business aviation supplier Vision Systems (Booth 1139) has established a new Smart Lite division devoted to the design, production and marketing of electronically dimmable windows. Based in Brignais, France, with a production and sales unit in Melbourne, Fla., and a trade office in Singapore, Vision Systems is a tier-one system supplier to the aerospace, land transport and marine industries. The company was until now divided into two business units: one

dedicated to aerospace and the other to the land transport and marine industries. Vision Systems is a licensee of technology developed by Research Frontiers. The Vision Systems electronically dimmable solutions allow passengers to tune the tint of their window from clear to dark in order to regulate daylight, glare and heat, while also preserving the view. Customers include Dassault Aviation, Epic Aircraft, Airbus Helicopters,

Ruag and Honda Aircraft. “The dimmable solutions are the company’s flagship products,” said Carl Putman, Vision Systems CEO. “Originally designed for the demanding aviation industry, they are now spreading swiftly to the land transport and marine markets. “This new business unit will help us remain at the forefront of the competition, with in-house expertise and a network of partners with specific skills that are complementary to our own.” o

Aircraft tracking specialists Aireon and FlightAware (Booth 4863) announced in September a new partnership and the launch of a global flight tracking system designed to ensure aircraft operators can comply with Global Aeronautical Distress Safety System (GADSS) recommendations and requirements. Called GlobalBeacon, the system will provide minute-by-minute global tracking of Automatic Dependent Surveillance-Broadcast (ADS-B) equipped aircraft by 2018. Aireon has produced 81 ADS-B receivers that are now onboard Iridum’s NEXT constellation of satellites, currently staged for launch at Vandenberg Air Force Base in California. Meets GADSS Needs

GlobalBeacon will use a combination of data from Aireon’s space-based ADS-B aircraft surveillance network and FlightAware’s flight tracking web interface and worldwide flight tracking data—including origin, destination, flight-plan route, position, and estimated time of arrival. According to the companies, the system will equip airplanes to meet or exceed

GADSS requirements and recommendations without the need for new avionics. Announced by the International Civil Aviation Organization (ICAO) in March 2016, GADSS arose as a response to the disappearance of Malaysia Airlines Flight MH370. Its primary purpose lies with helping prevent the loss of commercial aircraft in distress over remote locations. The core of the GADSS recommendations and requirements stipulate that aircraft report their position to their airline operations center no less than once every 15 minutes. For aircraft in distress, however, the requirements call for position reports every minute. “GlobalBeacon was created to help solve an important problem that has bedeviled the aviation industry since commercial flight began, and together, Aireon and FlightAware are proud to offer a true solution,” said Aireon CEO Don Thoma. “No other product can provide 100 percent global tracking, in real time, without the cost of additional avionics equipage. We’ve already seen significant interest from airlines in this solution.” Abnormal Events

FAA GRANTS STC TO WEST STAR AVIATION FOR LEARJET 60 FANS SOLUTION West Star Aviation (Booth 2257) recently received FAA approval for a Learjet 60 Future Air Navigation System (FANS) STC. West Star teamed with Universal Avionics and TrueNorth Avionics on the project, which consists of installing a Universal Avionics UniLink UL-801 communications management unit and Universal cockpit voice recorder and TrueNorth’s FAA TSO’d Iridium datalink unit. The cockpit voice recorder is required for storing the FANS

messages sent between the airplane and air traffic controllers. The FANS upgrade provides Learjet 60 operators access to North Atlantic Tracks (NATS) for more efficient routing to Europe. In FANS airspace, aircraft are positioned closer together, and they may also be able to fly more direct routes. As of February 2015, all traffic flying between FL350 and FL390 in the Organized Track System had to be FANS-compliant. By

Operators of Learjet 60s can leapfrog into the future with West Star Aviation’s future air navigation system (FANS) STC, enabling access to North Atlantic Tracks.

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December 2017, FANS will be required for all Minimum Navigation Performance Standard (MNPS) airspace between FL350 and FL390. By January 2020, FANS will be required in MNPS airspace from FL290 and above. Adding FANS to any aircraft comes with an additional benefit; the ability to obtain clearances at the more than 50 U.S. airports participating in the FAA’s new CPDLC-DCL departure clearance datalink system. Aircraft equipped to participate in the DCL system can receive clearances directly on their aircraft’s flight management system (FMS), and any changes to clearances are immediately updated, without the need to contact ATC via radio calls. West Star Aviation also holds an STC to install the Universal Avionics SBAS FMS, which enables WAAS LPV instrument approaches, and the company is developing a solution for ADS-B compliance as well. WAAS LPV capability makes available many runways that have LPV approaches but no traditional ILS. Installation downtime for the FANS package and WAAS LPV varies depending upon the work scope. For instance, if LPV has been previously accomplished, then downtime is reduced. These avionics modifications can be done in conjunction with other repair services to reduce overall in-shop time, the company said. —D.A.L.

Along with aircraft location reporting, GADSS requires aircraft to provide immediate notification of abnormal events, regardless of air traffic control regions and without sacrificing baseline search and rescue services. According to its designers, GlobalBeacon will require neither additional equipment nor new distress activation procedures in the cockpit and on the ground. Should a GlobalBeaconequipped aircraft deviate from its intended flight path, experience severe turbulence or stop transmitting location, it will automatically assume “distressed” status and immediately notify its airline operations center. Business jets with ADS-B and TCAS II systems typically have the required antenna on the top of the fuselage, which allows ADS-B out signals to be detected by the receivers installed in the Iridium NEXT satellites. Aireon expects its space-based ADS-B service to become operational in 2018, shortly after the completion of the Iridium NEXT satellite constellation. o

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Looking back at the last 12 months | Compiled by Samatha Cartaino

November 2015 • Textron Aviation announced the new Citation Longitude (above) and Hemisphere business jets. Company officials reported that Textron was spending more than $200 million annually on new product development including these two new aircraft. • The Citation Longitude ground-test article arrived at the NBAA Convention in Las Vegas. Textron displayed the non-flying airframe with a production interior at Henderson Airport.

January 2016

April 2016

• Cessna dropped the Citation CJ2+ (above, right) from production. Company officials said the Citation M2—an upgraded CJ1 with Garmin G3000 avionics—and CJ3+ are more popular among customers.

• Textron Aviation saw slightly higher jet and turboprop deliveries in the first quarter, shipping 34 Citations and 26 Kings Airs, up one each from the same period a year ago. Revenues at the aircraft division during the quarter climbed by $40 million year-over-year, to $1.091 billion, while profits edged up $6 million, to $73 million.

• Textron completed an expansion of its certifications to enable each of its U.S. company-owned service centers to support Beechcraft, Cessna and Hawker aircraft. • Textron Aviation bolstered its customer service offering with the launch of 1Call, which provides a single point of contact for Beechcraft, Citation and Hawker customers during unscheduled maintenance events, including AOG situations.

2015

• Textron expanded its partnerships with Africair and Absolute Aviation Group for the companies to represent the complete Beechcraft and Cessna product lines in their respective territories in Africa. • Textron announced three new factory-direct coverage programs: Pre-Buy Assurance, Extended Care and King Air Direct. The manufacturer expanded its offerings to help operators reduce costs and increase efficiency for its Citation, King Air and Hawker lines, it said.

• Honeywell BendixKing announced that Textron completed the first installation and customer delivery of its AeroWave in-flight Internet solution on a Citation CJ3. AeroWave, which features optional Wi-Fi routers that simplify installation and provide in-flight voice and/or data connectivity, is now approved by Textron Aviation for retrofit on CJ-series aircraft at its service centers.

DAVID McINTOSH

• Textron announced that Cessna Aircraft powered-on the electrical distribution system of its Cessna Citation Longitude prototype. This milestone came three weeks after the company mated the wing and fuselage of the first Longitude and helped the aircraft come one step closer to achieving first flight.

DAVID McINTOSH

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June 2016

• Textron delivered the first fractional Cessna Citation Latitude to NetJets during a ceremony at the aircraft manufacturer’s headquarters in Wichita (bottom, left). This midsize jet also represented the 7,000th Citation delivered worldwide, a milestone reached some 44 years after the first customer Citation I entered service.

August 2016 • Textron announced that it completed the initial ground engine tests on the Cessna Citation Longitude’s Honeywell HTF7700L turbofans. The tests verified engine start, fuel system and autothrottle functions, along with avionics, electrical and hydraulic system interfaces. • Brazilian aviation authority ANAC announced approval for the Rockwell Collins Pro Line Fusion upgrade on Beechcraft King Air 350 turboprops (above) equipped with Pro Line II avionics. The Brazilian validation followed FAA supplemental type certification earlier this year. • Textron Aviation announced that it was moving production for the Cessna Caravan from its Wichita headquarters to its Independence, Kan., production facility.

2016

February 2016

March 2016

May 2016

July 2016

September 2016

• The Wichita City Council approved bond requests from Textron’s Cessna Aircraft for various facility improvement projects and/or equipment. Cessna sought up to $50 million in industrial revenue bonds to finance $15 million in factory and flight-test facility improvements and $33 million in tooling.

• Cessna secured EASA certification for the Citation Latitude (below, left), clearing the way for deliveries of the midsize business jet to Europe. The approval followed FAA certification by eight months. The company also obtained approval for the twinjet to operate at La Mole Airport in St. Tropez, France.

• Textron expanded its sales relationship with Santiago, Chile-based Aviasur to include Cessna products. This allows the company to offer the complete Beechcraft and Cessna product lines to the Chilean market.

• Cessna announced at EBACE that it completed the wing and fuselage mating of the first Citation Longitude. This came six months after unveiling its newest jet.

• Textron has officially named its long-awaited new single-engine turboprop. The Cessna “Denali” (below) was announced at EAA AirVenture and a mockup was on display. First flight is anticipated in 2018.

• Textron Aviation announced it will offer a voluntary early retirement program for eligible workers and will close two of its 14 U.S. service centers in an effort to improve its “cost competitiveness,” according to the company.

MARIANO ROSALES

December 2015

• Textron unveiled the cabin mockup for its single-engine turboprop (SETP) on April 25 in Wichita, and released some more refined specifications and other details. Textron also selected GE Aviation’s new advanced turboprop engine to power the SETP. The engine will deliver 1,240 shp, driving a 105inch diameter, five-blade, composite, fully feathering and reversible McCauley propeller. Avionics will be Garmin’s touchscreen-controlled G3000 flight deck. Textron Aviation will offer the SETP for an introductory price of $4.5 million (in 2016 $), and it is taking orders. The refined performance figures for the all-metal design include a range of 1,600 nm and a maximum speed of 285 knots.

• Textron Aviation saw a 9 percent dip in its second quarter profits due to Latitude pricing pressures and increased development spending on the Longitude. The company delivered 45 Citations in the quarter, up from 36 in the same period a year ago. King Air deliveries, however, dropped to 23, down from 30 in second quarter 2015. Overall, profits fell from $88 million in the 2Q 2015 to $81 million in the most recent quarter.

• Textron’s TRU Simulation + Training was nearing completion of a 30,000-sq-ft expansion of the FAA-certified Part 142 OEM-supported ProFlight Pilot Training Facility in Lutz, Fla., near Tampa. The expansion, which will add to the existing 15,000 sq ft for flight training there, was scheduled to be completed by November. • Textron Aviation announced that its Beechcraft subsidiary received FAA STC approval for all “program elements” of its Hawker 400XPR upgrade, including winglets, Rockwell Collins Pro Line 21 retrofit avionics and replacement Williams International FJ44-4A-32 engines. • On October 8 Cessna made the first flight of the Citation Longitude.

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Congratulations Congratulations FROM, YOUR JSSI FAMILY

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CAE now modernizing bizav training initiatives by Kerry Lynch CAE is beginning the validation process of a new training program that is designed to use data collection and analysis to provide a more objective approach to pilot training. The Next Generation Training System is one of a number of initiatives that CAE has under way as it expands its reach as a training provider, said Nick Leontidis, CAE group president, civil aviation and training solutions. Other efforts include upset recovery training and new training platforms. The Next Generation Training System, which is installed on a simulator, enables the customer to gather data about pilot performance and compare that with safety data. “Historically pilots have been assessed very subjectively,” Leontidis said, explaining the system. “We’re giving instructors a way to do it objectively. The technologies out there today—big data and analytics—are all great innovations that we can and are going to leverage to build a system of measurement and data that can support better training.” CAE (Booth 4057) announced during this year’s Farnborough

Air Show that it has teamed with AirAsia on the validation phase. AirAsia is one of CAE’s more established training customers, with a relationship that goes back 10 years and has led to the formation of the joint venture Asian Aviation Center of Excellence in Kuala Lumpur, Malaysia. The validation phase is expected to begin this month and run through about March. Leontidis said CAE chose an airline for the validation phase “because of volume,” but said the program will be offered to business aviation customers once it has been validated. The company is still “working out” a system for use with business aviation customers that will include aggregated safety data, where available. He noted that the program is being well received. “Anyone we have described this to has become enthusiastic about it,” Leontidis said, adding that includes the company’s business aviation customer advisory boards. “We plan to do more consultations with them in the coming months,” he added. Along with the Next

CAE continues to focus on establishing itself as a training provider, as well as a simulator builder. Its Next Generation Training System incorporates objectified pilot assessments, made possible through using big data and other analytical tools.

Generation Training System, CAE is expanding its Upset Prevention and Recovery Training (UPRT) program. UPRT formally became available last spring after its instructors completed training in accordance with EASA regulations. With European requirements calling for the training this year, CAE has incorporated UPRT into all of its programs there. In the U.S., “there is still a bit of time” so customers are slowly beginning to adopt it. CAE built the program with an eye on both new programs, as well as legacy platforms. Leontidis cited UPRT and its Next Generation Training System as part of a suite of initiatives the company is undertaking to “try to demonstrate the conviction we have to be known as a training provider, along with as an equipment provider. Our vision as a training company is

GULF COAST AVIONICS UPGRADES CJ1 WITH GARMIN ADS-B Gulf Coast Avionics (Booth 1341) has completed a Garmin ADS-B out and in upgrade that includes touchscreen navigators, WAAS LPV approach capability and iPad cockpit connectivity in a Citation CJ1. The STC was developed by JetTech. The upgrade includes dual Garmin GTN 750 touchscreen GPS/com navigators, dual GTX 345 Mode S extended squitter transponders with dual-link ADS-B OUT and IN capability and a Flight Stream 210 gateway that enables wireless connectivity between the GTN 750s and mobile devices. The WAAS LPV approach capability will enable the CJ1 to be flown to many airports that previously weren’t served by precision instrument approaches. “This was our shop’s first ADS-B-compliant Garmin GTN touchscreen installation in a CJ1, and with our prior experience with Citations it turned out to be a pretty

straightforward project,” said Gulf Coast Avionics sales representative Matt Schloss. “We did have to create a new wiring harness to interface the new avionics with the legacy Honeywell EFIS and autopilot. Everything else was done following the JetTech STC.” “The customer was absolutely thrilled when he saw the new panel for the first time,” said Rick Garcia, president and CEO of Gulf Coast Avionics. “He now has a reliable airplane that will meet his business and personal travel needs well into the future.” Gulf Coast Avionics is doing a similar installation in a Citation II for a central Florida-based charter company. “With the [2020] ADS-B mandate approaching quickly, more and more operators are coming to us to have their aircraft made compliant,” Garcia said. “All of the Gulf Coast Avionics facilities are seeing increased business.” —M.T.

Before

94 NBAA Convention News • November 1, 2016 • www.ainonline.com

After

to bring innovation to the market, to bring value-added training services to our customers.” While it looks at new programs, CAE looks to reach new customers by expanding its platforms. The company recently kicked off Gulfstream G650 training in Dubai and is adding Embraer Phenom 100 and 300 training in Amsterdam. The G650 training in Dubai is CAE’s first for that platform. “A lot of customers are happy that we are offering this program,” he said. “It’s been a long time coming for us.” Dubai is a particular strategic location for CAE, representing its second largest customer base outside of the U.S. CAE is continuing to “grow out the offering” there, he said. While not ready to provide specifics, Leontidis said, “We think there could be platforms that could be successful that we are not offering today.” The Phenom training, which is scheduled to begin in 2018, comes in addition to the Phenom training CAE already provides in Dallas. “We didn’t have anything in Europe [for the Phenoms],” he said. Amsterdam, one of CAE’s established bases, “is a great location in Europe for people to access,” he said. “It is a very

convenient city and provides a good connection point for European customers.” The base, along with Dubai and London, serves customers throughout Europe, the Middle East and Asia, he added. “We’ve spent the last five years investing quite a bit of money in developing out the footprint, in particular outside the U.S.” Leontidis said this investment has not been limited to international locations. Its Dallas center has grown by 10 bays over the past couple of years. “We’re still investing in the U.S. We are always looking for the possibility of new locations.” But Leontidis believes CAE’s more immediate growth will come more from platforms than from new locations. The company is evaluating simulators across a range of aircraft with a particular eye for new models, he said. CAE has also looked at its branding to cement its position in the market. This includes an effort “to build up the CAE brand as a training provider.” He believes CAE has made progress in that effort. “I don’t think we can declare victory yet but we’ve come a long way in getting to the place we want to be in terms of brand.” o

SATCOM DIRECT ACQUIRES AIRCRAFTLOGS, UPGRADING SOFTWARE FUNCTIONALITY Satcom Direct (SD, Booth 2626) purchased flight scheduling and tax reporting software provider AircraftLogs in September and added its capabilities to SD’s integrated flight operations management portfolio. The AircraftLogs technology brings added functionality to the SD Pro platform, which provides users with a dashboard displaying realtime critical flight department information, such as communications systems status, flight tracking, flight logs, aircraft status and intent and maintenance and scheduling information. AircraftLogs (Booth 3830) was founded in 2005 and serves corporate flight departments, fractional-share owners, management companies and corporate finance and administrative personnel who need information for IRS and SEC reporting. “Customers spoke and we listened,” said SD founder and CEO Jim Jensen. “The addition of AircraftLogs to the SD family enables SD to provide an integrated flight department offering with enhanced capabilities, advanced technology and an unmatched level of expertise to revolutionize the aviation industry. The flight starts with the schedule and ends with tax reporting. AircraftLogs gives SD, and our SD Pro management platform, a total solution that corporate flight departments have been asking for, allowing them to always be in sync with their aircraft.” —M.T.

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Dubai

Rising traffic convinces Jetex to expand its global footprint

Marseille

Santiago

by Charles Alcock Jetex Flight Support is poised for further expansion through the potential acquisition of another FBO at an undisclosed location in South America. The Dubaibased group has grown fast in recent years, with a new FBO at Marseille in the south of France being the latest addition to its global network in May. “We are still seeing demand, and this is why we are expanding our network worldwide,” Jetex president and CEO Adel Mardini told AIN. “We see continued growth in the Latin American market, stability in the Middle East and Europe, and a drop in the Russian market. Overall growth [in business aviation traffic] has been around 5 to 10 percent so far this year.” Two years on from the opening of its U.S. operations center at Miami International Airport in 2014, North America remains a major focal point for Jetex’s ambitions in this continent. Together with its operations centers in Dubai and Beijing, the group provides trip support worldwide around the clock. Mardini indicated that it might be pursuing ambitions to add an FBO to its chain in the U.S. In November 2015, Jetex expanded farther south through a partnership with

local FBO Eolo at Toluca International Airport, which is Mexico’s main business aviation gateway. Around the same time, Jetex also signed a licensing agreement with Japan’s Air Contrail to provide ground handling services at Tokyo’s Narita and Haneda Airports, where access restrictions for business aircraft have been partially lifted in recent years. In early 2014, Jetex made its first direct move into the Latin America market with the opening of an FBO at the Chilean capital Santiago. Combined with the new Mexican facility, the company achieved annual growth in traffic of around 36 percent in 2015, which it argued was well ahead of industry-wide growth rates for the region last year. It also has a presence in São Paulo, Brazil. In Europe, Jetex also has facilities at Paris Le Bourget, Shannon in Ireland, Minsk in Belarus, and the Ukrainian capital Kiev. Its network now extends throughout Africa, the Middle East (including at the new Dubai World Central Airport), Central Asia and the Far East. Mardini claimed that the company’s market share of flights handled at locations rapidly increases when it establishes new bases and offices.

Toluca

Paris

“Customers now look forward to expanding their [operational] network around the world with us,” Mardini stated. “They prefer our one-stop shop with account managers who know all their needs and who know the owners, managers, pilots and passengers personally.” Also in the U.S., Jetex has a new partnership with private charter membership program JetSmarter. This involves access to its network of FBOs and lounges for operators carrying JetSmarter members. According to Mardini, companies like

JetSmarter, which promise significant discounts compared with traditional charter services, are forcing handling providers to be more competitive as well. The past few years also have seen Jetex step up investment in training and quality standards as it seeks to earn the IS-BAH handling standards certificate that the International Business Aviation Council awards to qualifying FBOs. This year has seen the group rolling out its new global trip-management operating system developed in-house by its own IT team. o

NEW ROSS AVIATION ACQUIRES TOP-RATED FBO In its first purchase after the initial six FBOs that make up the reconstituted Ross Aviation, the Colorado-based service provider chain has made a splash, with an agreement in place to acquire AirFlite. The facility was the top-scoring FBO in AIN’s Annual FBO Survey for the past three years, and a perennial top finisher for much of its nearly quarter century of existence. Owned by auto manufacturer Toyota, AirFlite was once intended to be the cornerstone of a planned nationwide FBO network, which never came to fruition. The stylish, modern facility was immaculately maintained by the company throughout its 24-year existence and garnered praise from customers at a time when other FBO terminals of its age were torn down and replaced. “We started out with a fantastic physical facility; it is really one of the nicest physical FBOs I’ve ever seen,” Ross Aviation CEO Jeff Ross told AIN. “Toyota has run that facility in an absolutely first-class fashion for nearly 25 years and we are honored and respectful that they are willing to pass on that legacy to us. It is an important opportunity, and we are going to do our best to continue where Toyota has left off.”

Speculation about the fate of the location, one of four FBOs at Long Beach (Calif.) Airport/Daugherty Field, had swirled since 2014, when Toyota announced it was relocating its North American headquarters from the Los Angeles area to Plano, Texas. The automaker’s North American flight department was one of the major tenants at the FBO. The new Ross Aviation, which is exhibiting here in Orlando as part of the Avfuel contingent (Booth 2207), is backed by

96 NBAA Convention News • November 1, 2016 • www.ainonline.com

private-equity firm KSC Capital Partners. It was formed from the six FBOs that Signature Flight Support was required to divest as a condition of its purchase of Landmark Aviation earlier this year, and includes an FBO at Washington Dulles International Airport and two at New York-area Westchester County Airport among others. The previous Ross Aviation chain of 19 FBOs was itself sold to Landmark in 2014, and the new Ross Aviation reacquired some of those locations in this latest transaction. Ross looks forward to using the Long Beach location’s sterling reputation to make it even better. “We think there is an opportunity to seek out more business on the airport, and hopefully even attract more customers to the airport,” he told AIN. “That is a crowded neck of the woods, and unlike most FBOs you have an opportunity at Long Beach to move people from other airports to Long Beach. Usually the other airports are too far away and there’s no way that people will consider relocating. But I don’t think that’s the case in Long Beach.” The transaction, pending regulatory approval, is expected to close by the end of November, at which time the location will be renamed Ross Aviation-Long Beach. —C.E.

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DASSAULT FALCON

Looking back at the last 12 months | Compiled by Samatha Cartaino

April 2016 • Dassault celebrated its 100th anniversary. Around 500 customers and Dassault employees from around the world gathered in Paris to mark the occasion. The event featured presentations from key officials as well as meet and greet sessions.

October 2015

February 2016

• Dassault began completions on initial Falcon 8X jets at its Little Rock, Ark., completion center (below). Serial number 04 was the second of Dassault’s new 8X family to be sent to Little Rock for completion.

• 328 Design, a Germany-based refurbishment, completions and aircraft maintenance operation, received its first FAA STC for the Dassault Falcon 50EX (above). The approval was issued by the FAA under the FAA/ EASA bilateral safety agreement.

2015

• The Falcon 8X completed its world tour. The tour started with some short European flights from Dassault’s headquarters in France during the final week of March. On April 4, it crossed the Atlantic from Paris to the New York-area Teterboro Airport before heading east to Abu Dhabi and Shanghai, where it appeared at the ABACE show. The 8X then made various stops across southeast Asia before heading west again, flying nonstop from Singapore to London before recrossing the Atlantic to tour the U.S. and South America, then returning to Paris.

June 2016

• Over the past several years, Dassault Falcon has built up continuous investment in its support network in China. The outreach has supported not only Chinese operators, but also transient customers who regularly visit the region. Investments of particular note include last year’s agreement with Beijing-based Deer Jet to provide line service and unscheduled maintenance for the Falcon 7X. Dassault also opened a local customer service headquarters in Beijing in 2013. In Shanghai, the Dassault Falcon Services-Shanghai joint-venture with Shanghai Hawker Pacific (right) was established in 2012.

• Dassault received FAA approval for its flagship Falcon 8X. This came two days after the company announced the aircraft had also won EASA approval. The three 8Xs used in the flight-test program were redeployed following the conclusion of the certification campaign. Entry into service was expected in the fourth quarter.

The Falcon 8X made its LABACE show debut in São Paulo, Brazil. Dassault announced that the long-range jet will enter service in Brazil during the fourth quarter of this year if certification by the country’s aviation regulator, ANAC, proceeds as expected over the following two months.

2016

November 2015

March 2016

May 2016

July 2016

September 2016

• Dassault’s Falcon 8X (bottom) traveled from the Mérignac assembly line in France to Las Vegas to make its North American debut at the NBAA convention (bottom). After this detour, the aircraft traveled to Little Rock for completion, where two other 8Xs were being worked on.

• Dassault CEO Eric Trappier (below) reported that economic conditions in emerging countries took a toll on Falcon sales in 2015. The company took orders for only 45 Falcons, half of the total for 2014. NetJets canceled an order for 20, bringing the net total to 25. The intake represented $1.8 billion (€1.6 billion) compared to $4.3 billion (€3.9 billion) in 2014.

• Dassault Aviation announced that a new service center in Bordeaux-Merignac would open in November of 2016. This 7,200-sq-m (77,500sq-ft) facility will handle Falcon overhauls.

• Dassault Aviation released its financial results for the first half of the year showing a year-over-year decrease in number of Falcon orders and backlog. This year’s total was tempered by the cancellation of 11 Falcon 5X (below) orders, a result Dassault attributed to develop mental delays on the Safran Silvercrest engine.

• Dassault Aviation handed over the first Falcon 8X to a customer, marking the entry into service of its new ultra-long-range flagship. Amjet Executive took delivery of the milestone trijet at Dassault’s Bordeaux-Merignac facility just two years after the program was announced.

• Dassault exhibited the Falcon 2000LXS at the India Aviation show in Hyderabad. The manufacturer also announced that the first Indian customer for the Falcon 8X would receive the aircraft by the end of the year.

• Dassault Falcon Service (DFS) launched a lowercost refurbishment option for Falcon 2000/900 owners. DFS engineers use techniques such as adding mirrors to a partition wall, for example, to make it look like a partly transparent wall, and transforming a credenza into a divan and adding an upholstered seat on the top. DFS estimated it can offer a cabin refurbishment for one third less than the conventional price. • Western Aircraft completed a Dassault Falcon 900EX project that included major maintenance, interior refurbishment and the company’s first Honeywell Primus Elite II upgrade. • ViaSat announced at EBACE that Dassault Aviation selected it to equip the Falcon 8X with a Ku-band broadband terminal. The multi-year agreement opens the door for ViaSat to deliver a bundled global Ku-band service offering, with in-cabin network equipment and in-flight connectivity service. • Dassault Aviation anticipates certification shortly for its combined enhanced- and synthetic-vision system, dubbed the “FalconEye,” on Falcon 2000S and LXS aircraft. The system was to be qualified on the aircraft by mid-year and also is available on the Falcon 8X. Dassault expects to make FalconEye available in both single- and dual-HUD configuration on the 8X.

MARIANO ROSALES

August 2016

• Dassault announced a suite of Rockwell Collins Pro Line 21 avionics upgrades for the Falcon 50EX, Falcon 2000 and Falcon 2000EX. Previously available only through Rockwell Collins, the customized Pro Line 21 packages now under a Dassault STC provide both hardware and software upgrades that will comply with new air traffic management requirements.

98 NBAA Convention News • November 1, 2016 • www.ainonline.com

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North American bizav growth resets Farnborough’s priorities TAG Farnborough Airport (Booth provided by the UK CAA, Farnborough 1867) is ready to welcome more U.S. vis- accounts for 33 to 35 percent of all busiitors. While the airport’s overall aircraft ness aircraft movements into the London movements for 2016, up to the end of area, which is significant, given that there September (the end of the third quarter), are many other options. However, apart showed only a modest increase over 2015, from London Biggin Hill, the UK capithe number of visitors from tal’s other airports competing the U.S. was up by 6.7 perwith Farnborough are increascent. According to Brandon ingly congested with low-cost O’Reilly, chief executive of airlines and other airline traffic. TAG Farnborough, “The O’Reilly said that constatistics show an interesttinuous investment in TAG ing story, and corporate Farnborough has seen it America is most certainly steadily improve its already traveling.” However, this well reviewed facilities, includstill represents only 4 pering a new lounge. “The new cent of total movements facilities have really taken off,” Brandon O’Reilly at Farnborough, and is up he said. “The number of peofrom 3.8 percent in 2015. In absolute num- ple using the new lounge dovetails to bers the U.S. launched 730 movements last those larger aircraft.” While the airport year and 779 this year, both through the is handling more music groups, sports end of September. teams and other specialist groups travThe other news for TAG Farnborough eling by private aircraft, it has also been is that the proportion of heavy jets landing able to continue a high-quality, discreet there continues to increase, and was “up level of service for other customers. 7.4 percent over the same period last year,” Somewhat surprisingly given the steady O’Reilly told AIN. Also, based on statistics growth, Farnborough is by no means

As a dedicated business aviation facility, Farnborough Airport serves as a major gateway to the London market.

busy. “We’re operating at around 25,000 to 25,500 movements a year, and we can go up to 50,000,” said O’Reilly. This is the movement cap set by the local government, and Farnborough is not allowed to have scheduled services. At one time, the airport was limited to 28,000 and it almost reached the limit around 2008, said O’Reilly, before the financial crisis hit. “So we are growing back toward the numbers we saw before the crisis started. We also have plenty of hangar and ramp space.” TAG Farnborough is here at the NBAA show asking more U.S. aircraft owners and operators to think of it as a gateway to London, and beyond. O’Reilly said that U.S. visitors come “from all over the country. Many arrive from California, LAX and Van Nuys, for example, and also from the East Coast, from White Plains,

for example. Many stop off here for customs and immigration purposes, and we don’t know their final destinations. Predominantly, aircraft are from the two [U.S.] coasts, though we do get quite a lot from Chicago, too. Overall, we get more corporate than private [traffic] from the U.S.,” he said. According to O’Reilly, the NBAA show has been “extremely important” in putting the airport on the business aviation map over the past 10 years. Otherwise, Farnborough would be known only for its biennial international airshow. “I’ve been [to NBAA] every year since I joined [the airport] in 2006,” said O’Reilly. “It’s one of the most important events we go to, as the U.S. market is extremely important to us. We are now seen as a brand in our own right and important in business aviation as an entry point to London.” o

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IAN SHEPPARD

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Global Aerospace offers upset training as a benefit by Curt Esptein Industry insurance specialist Global Aerospace has announced a new partnership with flight training provider Prevailance Aerospace to create a unique series of Unusual Attitude Training services for Global’s customers as part of its SM4 Aviation Safety Program. As part of their benefits, all of Global’s policy holders are eligible for two hours of unusual attitude academic refresher training and one hour of airborne unusual attitude training in an

company’s training method complements Global’s existing programs with safe, dynamic

airborne instruction. “Surprise and startle are very real elements of almost all aviation mishaps, and by conducting airborne training in a safe, controlled, and professional environment, each pilot will learn the required skills and techniques to recover from LOC-I situations in a repeatable and predictable way.” “Global Aerospace recognizes

that as our industry evolves, so must the SM4 program,” said Marilena Sharpell, Global’s senior vice president and underwriting and operations executive. “We are pleased to welcome Prevailance Aerospace to the program to help our customers achieve a higher level of flight proficiency through UPRT flight academics, airborne training and

additional tools they can use in the future.” Parsippany, N.J.-based Global (Booth 2644) also recently took a star turn on television when it was featured in a September episode of “World’s Greatest!” a cable television program that highlights the best companies, products, places and people in their respective categories. o

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As a benefit of Global’s new alliance with Prevailance Aerospace, the insurer’s policy holders can receive airborne unusual attitude training in an Extra 330LX aerobatic aircraft.

Extra 330LX aerobatic aircraft, based at Chesapeake (Virginia) Regional Airport. Global’s Vista Elite qualified customers can also receive three hours of dedicated upset prevention and recovery training (UPRT), three hours of airborne UPRT training (available as an FAA Part 141 or Part 61 course), and a personalized URPT video of the flights with footage shot from the cockpit, wing and tail. Prevailance was founded to address what is currently the primary cause of fatalities in aviation, loss of control in-flight (LOC-I). NBAA, ICAO and the FAA have all made reducing the number of such events a global priority. Through the SM4 program, the two companies will provide Global’s clients with access to UPRT and LOC-I training. “Addressing LOC-I is paramount for every corporate flight department, every aviation safety program, and every pilot,” said Vanessa Christie, Prevailance’s vice president for strategic development. “We appreciate the emphasis that Global Aerospace has placed on incorporating this critical training into its SM4 program.” She added that her

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www.ainonline.com • November 1, 2016 • NBAA Convention News101101

Meridian up and running with FBO on Left Coast After years of exploration for the right opportunity, New Jersey-based Meridian FBO and charter is now in business in Hayward, Calif.

Meridian (Booth 3617) has expanded its Teterboro, N.J.based aviation services company all the way across the country, with last month’s opening

of its second FBO, located at California’s Hayward Executive Airport. The Epic Fuels-branded location is the second service provider at the San Francisco Bay Area airfield. It features a 6,300sq-ft terminal and office building, with a passenger lobby offering a lounge, coffee bar, business center, conference room, pilot lounge equipped with recliners, a snooze room, pilot briefing room, shower and locker facilities, kitchen, on site car rental and crew cars. The $10 million facility, which will also serve as a West Coast base for the company’s charter management fleet, has a 30,000-sq-ft hangar capable of sheltering the latest class of ultra-long-range business jets and 3.5 acres of ramp. Aircraft maintenance support is available as the location has a full-time A&P mechanic to service Meridian’s charter aircraft as well as transients. “We are extremely pleased to be able to announce the opening of our new FBO, Meridian Hayward, at this year’s NBAA Convention,” company CEO Ken Forester told AIN. “The genesis of this project began four years ago, and now it’s no longer a vision, but a reality. Hayward is the keystone of our long-term growth strategy, which also includes a new hangar project happening in Teterboro, and the continued expansion of our charter fleet.” The company, which has been a fixture at Teterboro Airport since its founding in 1958, has a 50-year lease on the Hayward property and is planning a second phase of construction there to add another 12,000-sq-ft terminal, two 40,000sq-ft hangars and more ramp space to bring the facility to more than 10 acres. An official grand opening is slated for December 15. Around that time, APP Jet Center, the other FBO on the field will be debuting its new facility. —C.E.

NEWS NOTE B. Coleman Aviation (Booth 2239), one of two service providers at Gary/Chicago International Airport (GYY), has received approval from the airport authority for expansion. The company debuted its $9 million FBO, including a 52,000-sq-ft hangar, in November 2014, and has received a 30-year lease for a parcel of land north of its current facility. The first phase of its new expansion plan calls for constructing a 40,000-sq-ft hangar over the next year, while future development will allow it to build another four hangars with investment pegged at $15 million. n

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BECAUSE THE FIRST NAME IN TURBOPROPS DESERVES THE LAST WORD IN COCKPIT UPGRADES.

It’s Garmin G1000®. And it’s the top-selling King Air upgrade option of all time. Not only can it boost your airframe’s book value – but it also reduces life-cycle costs, while giving you extra payload to work with. Featuring our super-smooth GFC 700 series digital autopilot, full ADS-B capability and optional SVT™ synthetic vision displays, this is the STC’d mod package you’ll find on today’s most confidently flown King Air flight decks. For more information, visit us at NBAA Static Display S-43 or contact Scott Frye, Garmin Integrated Flight Deck Sales Manager at Scott.Frye@Garmin.com or 913-440-2412.

BOMBARDIER BUSINESS AIRCRAFT Looking back at the last 12 months | Compiled by Samatha Cartaino

August 2016 • Bombardier was preparing for the first flight of its Global 7000 later this year as it pushes to bring the aircraft to market in the latter part of 2018, company president and CEO Alain Bellemare told analysts during its release of the second quarter results.

October 2015

MARK WAGNER

• The first Bombardier Global 7000 flight-test vehicle (FTV1) began taking shape at the company’s plant in Toronto, Ontario (above). Additionally, the company appointed Michael Ouellette as senior v-p of the Global 7000 and 8000 programs. • Officials revealed the details of the new Global 7000 and 8000 interior designs. The designs showed a “hyper quiet” cabin divided into three or four zones that feature a galley 20 percent larger than the Global 6000’s.

December 2015 • Fractional ownership provider Flexjet signed a memorandum of understanding with Bombardier for 20 supermidsize Challenger 350s. This $533 million deal made Flexjet one of the largest operators of the 300-series Challenger as it already had more than 40 in service.

• After Bombardier originally paused the Learjet 85 program in January 2015, the program was officially cancelled. This action came after the company decided to scale back on production of the Global 5000 and 6000.

2015

February 2016 • Bombardier announced that business jet shipments were expected to drop by nearly a quarter this year. In 2015, the company delivered 199 business jets but it expected that number to drop to 150 in 2016. Last year, Bombardier Business Aircraft recorded a loss of $1.252 billion after a special writedown of about $1.4 billion for the cancelled Learjet 85 program.

April 2016

June 2016

• Bombardier restructured its sales force to provide a dedicated team for the Learjet 70 and 75 (above), as well as management with a singular focus on pre-owned aircraft. Mike Fahey, former v-p of sales for both Learjet and preowned aircraft, is now vice president of Learjet sales, with responsibility for the Learjet programs worldwide.

• Bombardier announced plans to establish a fully owned heavy maintenance service center in a former Rizon Jet hangar at London Biggin Hill Airport. Set to begin operations by this year’s fourth quarter, the facility will be equipped to perform both scheduled and unscheduled maintenance as well as modifications, avionics installations and AOG support for Learjets, Challengers and Globals.

• Bombardier celebrated its 40th year of operations at Tucson International Airport. The Tucson maintenance facility is the largest of the company’s nine factory-owned aircraft service centers, and it employs more than 900 engineers, technicians and other staff and services both Bombardier commercial and business aircraft. • A Challenger 650 was delivered to a Mexican customer, making it the first of the class to enter service in Mexico. Bombardier’s business jet fleet in Latin America now includes 200 aircraft in Mexico alone. • Bombardier began to transition an unspecified number of workers from its Learjet programs to other programs in Wichita, as well as issue a limited number of layoff notices, the company confirmed. The moves, which are expected to extend into the first quarter of 2017, came after Bombardier officials expressed disappointment in the most recent quarterly earnings call over the market for light jets. • Bombardier delivered its first Challenger 650 to be operated from Germany. The Challenger series holds a 40-percent category market share in Europe.

2016

November 2015

January 2016

March 2016

May 2016

July 2016

• The NetJets Challenger 650 was unveiled at the NBAA show. Customized to the fractional-share company’s Signature Series specifications, the largecabin business jet featured a new in-flight entertainment system and hand-selected wood veneers, carpeting and leather upholstery. NetJets also revealed that the Challenger 650 was nearing service entry.

• In partnership with Lufthansa Bombardier Aviation Services, FBO Riga (above) launched a new MRO line station at its business aviation center at Latvia’s Riga International Airport. The line station now provides a wide range of services, including daily, weekly and transit checks, tail-to-nose inspections, component replacements, scheduled and non-routine maintenance and AOG support, among others.

• The Challenger 650 (below) received certification from EASA. This approval came about three months after the large-cabin business jet was certified by Transport Canada and the FAA.

• Bombardier introduced a new pocket door bulkhead for the Learjet 75 that separates the cabin from the galley and the cockpit. As well as enhancing passenger privacy, the new feature reduces cabin noise by an average of between six and eight decibels.

• Bombardier Business Aircraft’s Customer Response Team mobile fleet reached a milestone of 4,000 maintenance events since its launch in 2013.

• Bombardier announced that testing and validation for its wireless access virtually everywhere (WAVE) highspeed in-flight connectivity solution was nearing completion. Actor William Shatner flew from Los Angeles to Las Vegas on a Global WAVE test bed to test the new satcom’s high-speed connectivity.

• Bombardier was awarded an STC for installation of its WAVE (wireless access virtually everywhere) Ka-band sitcom system in the Global 5000 and 6000 (below). The Ka-band satcom system became available as an option on the new Globals and is retrofittable on inservice Global 5000s and 6000s.

• Bombardier’s Wichita service center was recognized as an authorized RollsRoyce BR710 service center after Bombardier shifted more Global jet maintenance to Wichita.

• Bombardier Business Aircraft scaled back its annual market forecast to reflect continued uncertainty in world economies. Over the next 10 years, through 2025, the Canadian airframer forecasts 8,300 newjet deliveries—in the market segments in which it competes—with a combined value of $250 billion. Twelve months ago, Bombardier predicted 9,000 deliveries with a combined value of $267 billion—meaning that this year’s projections are, respectively, down by 8 and 7 percent.

• Bombardier marked the 15th anniversary of its Dallas training center. Located on the west side of the Dallas/Fort Worth International Airport, the center has trained more than 45,000 customers since opening in 2001. • Bombardier Business Aircraft reorganized its leadership team to strengthen its focus on customer service. Leading this effort is Jean-Christophe Gallagher, who took the position of v-p and general manager of customer experience. Gallagher will be responsible for overall customer experience, as well as expansion of the company’s aftermarket business. Reporting to Gallagher will be Andy Nureddin, v-p of customer support and training. • The Bombardier Safety Standdown this year was the 20th anniversary of the annual event. More than 450 corporate, military and commercial aviation participants from more than 250 organizations attended the free event in Wichita. • Bombardier achieved power on of the Global 7000’s GE Passport engines.

DAVID McINTOSH

• Bombardier Business Aircraft announced a series of temporary “pauses” of Global 5000 and 6000 completions in Montreal as it continues to manage costs.

• Bombardier’s service center network has completed more than seventy-five 120-month inspections on the Global 5000 (below), Express, XRS and 6000 fleet. The manufacturer’s network marked the heavy-inspection milestone as the installed based of Globals has surpassed 700 aircraft.

• Bombardier and Flexjet celebrated the confirmation of an order for 20 Challenger 350s at EBACE 2016. This brings the total number of Flexjet-ordered Challenger 350s to 60, with deliveries of the previous orders having begun in January last year.

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September 2016

NEWS CLIPS z Spike Aerospace Taps Greenpoint on SSBJ Bizliner completion specialist Greenpoint Technologies (Booth 2276) inked a memorandum of understanding (MoU) with Spike Aerospace this week at NBAA 2016 to design the cabin of Spike’s S-512 supersonic business jet (SSBJ). Bostonbased Spike is developing the S-512 through a collaboration of global aerospace companies, and the MoU defines Greenpoint’s role in the project. Under the agreement, Washington-based Greenpoint will provide its knowledge and experience in interior design, engineering and technology. “The interior will reflect modern comforts for the next generation to conduct business faster than the speed of sound,” said Spike Aerospace president and CEO Vik Kachoria. Greenpoint executive vice-president Bret Neeley said the S-512, “fits perfectly in Greenpoint’s pioneering portfolio.” Spike and Greenpoint will soon conduct an interior engineering and design study, they said.

z CAT Expands King Air Gross Weight STC Commuter Air Technology (CAT) is expanding its King Air B300 gross weight increase STC to include the Rockwell Collins Pro Line 21 avionics suite and Cleveland wheels and brakes. Originally obtained in July 2015 with Goodrich wheels and brakes, the STC increases the turboprop twin’s ramp weight to 16,600 pounds, takeoff weight to 16,500 pounds and landing weight to 15,675 pounds. The amendment to the STC is anticipated to receive approval this month. Darryl Wilkerson, president of the Oklahoma City, Okla.based modification specialist said, “These amendments are an affordable option for a variety of our customers, particularly charter companies and special-mission clients.” The STC will support the additional weight of CAT 350ME (maximum endurance) fuel tanks, which provide a total 280 gallons of fuel and a potential flight time of more than 12 hours with a range of 2,760 nm, said CAT (Booth 1240). The company anticipates an STC for the CAT 350ME fuel tank by year-end.

z ACR Chief Touts Advantages of U.S. Manufacturing “Manufacturing in the U.S. really makes an impact. There are business benefits to keeping the majority of production in eye’s sight,” said Gerry Angeli, president of ACR (Booth 1064). The company is at NBAA 2016 this week touting its lines of ELTs and personal locator beacons. From its 50,000-sq-ft headquarters in Fort Lauderdale, Fla., ACR’s 180 employees manufacture lifesaving equipment for military forces, aviation and space programs, as well as for maritime and outdoor enthusiasts around the world. “Manufacturing at ACR not only creates jobs in the U.S., it supports the local economy. That has a multiplier effect of creating another three to five jobs through the supply chain, leading up to the operation and production of products being built at ACR,” added Angeli. The majority of ACR products are made to order, forcing ACR to rely on local suppliers to deliver specific quantities of quality parts just-in-time. With easy local access to the airport and seaport, ACR can monitor customers’ changing needs, as well as stay on top of industry trends, according to the company.

z Gulfstream Promotes Anderson at Long Beach Gulfstream Aerospace named Thomas Anderson v-p and general manager at Gulfstream Long Beach, Calif. He will steer all aspects of the site. Gulfstream Long Beach employs nearly 800 workers, who provide completions for the G650/650ER and G550, as well as maintenance on all Gulfstreams. Anderson succeeds Beck Johnson, who retired. He most recently was director of product support at the facility. During his 14-year tenure with Gulfstream, Anderson has been director of final phase operations for the G550/G450, senior manager of final phase operations, manager of the premium furniture woodshop and manager of final phase.

The staff at Jet Aviation St. Louis celebrated after it received the Crystal Award from Rockwell Collins for their work on Venue CMS installations. Also recognized was the location’s work on STCs for FANS installations on the Bombardier Challenger series.

Jet Aviation starts work on VIP B777s in Basel by James Wynbrandt Jet Aviation (Booth 265) an nounced several key develop ments this week at NBAA 2016, ranging from widebody jet com pletion projects to infrastructure improvements. In the former category, the company revealed that its Basel completions cen ter took delivery in mid-October of the first of two VIP 777300ERs for which it will design and install the interiors, marking its first 777 completions. The projects were commis sioned by Boeing on behalf of a government client in Asia. Boeing Business Jets president David Longridge noted Jet Aviation has “a demonstrated capability to fit exceptional widebody interiors that combine

beautiful design and craftsman ship with cutting-edge engineer ing and technology.” The company also an nounced signing a service agree ment with Singapore-based Zetta Jet to provide mainte nance and handling services for the charter operator through Jet Aviation’s global MRO and FBO network. “We were look ing for a strong business avia tion partner who understands our needs as a 24/7 private char ter operator, and on whom we know we can rely for dedicat ed local and international ser vices,” said Geoffery Cassidy, Zetta Jet managing director. Zetta Jet, which specializes in trans-Pacific charter, owns and

TrueNorth router OK’d for SmartSky 4G LTE by Ian Sheppard The Optelity Pro Cabin Gateway from TrueNorth Avionics, which is being acquired by Satcom Direct, has been approved by SmartSky Networks for the in-development SmartSky 4G LTE air-to-ground network, the company announced this week at NBAA 2016. The 4G LTE network will allow “fast, unlimited streaming of content such as HD movies to multiple devices on the largest business jets,” according to SmartSky, which plans to commence oper ations later this year. The com pany says its service will offer 10 times the speeds of current airto-ground networks. “Achieving the FCC’s autho rization for this network is an essential advance in the world of cabin communication systems,” said TrueNorth CEO Mark van

Berkel. “We’re excited to see the success of this new in-flight con nectivity solution. Purchasers will appreciate that they can buy an Optelity Pro Cabin Gateway today knowing that it will be ready when the SmartSky net work goes live.” “The Optelity Pro Cabin Gateway is a flexible, modu lar system with integrated rout ing capabilities, along with aviation certified Wi-Fi and tele phony,” according to TrueNorth (Booth 664). “Increasingly aircraft are operating networks of net works, just like on the ground,” said TrueNorth COO Steve Newell. “An increasing number of aircraft owners are opting to have three, four or five airborne networks.” According to Ryan Stone,

operates an all-Bombardier fleet of more than 20 jets. Helping support its Zetta agreement, the Basel-based company is commemorating the commencement of a third han gar at its MRO and FBO facility at Singapore Seletar Aerospace Park, scheduled for completion in November 2017. The facility will add more than 40,000 sq ft of hangar space—enough to accommo date two BBJs or five Gulfstream 550s—and more than 4,000 sq ft of shop space. Additionally, Jet Aviation is celebrating the Crystal Award from Rockwell Collins bestowed on its St. Louis facility as the industry leader in Venue CMS installations. Rockwell Collins also cited the company for the STCs it developed for Fans installations on Bombardier Challengers. All told, the facility has completed more than 35 Fans installations across a variety of airframes. o president of Melbourne, Fla.based SmartSky Networks (Booth 2626), “We opted for an open ecosystem to enable part nering…allowing customers to choose from the best avail able cabin wireless access points. Optelity Pro permits customers to create a customized hybrid inflight connectivity solution with intelligent routing.” The Optelity Cabin Gateway offers Wi-Fi, high-fidelity tele phony with a full-featured VoIP PBX and enterprise e-mail and seamless connectivity for smartphones and other devices, said TrueNorth. Optelity Pro has two Iridium voice channels and dual-band simultaneous 802.11ac and 802.11b/g/n Wi-Fi. In addition, the Optelity Hot Spot is available for light to mid size jets and turboprops so that passengers and pilots can use their mobile and other devices in flight. “It is business avia tion’s smallest, lightest wireless access point, fitting in the palm of your hand and weighing just a pound and a half,” said the company. o

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According to FlightSafety, one telling measure of how different UPRT is from “the usual” is that pilots are sometimes still shaking when they enter the post-flight briefing room after a session.

FlightSafety adds new types to its upset training courses by Matt Thurber This year FlightSafety International is celebrating its 65th anniversary, and the company is highlighting all of its capabilities, especially its Advanced Training courses, here at the NBAA show (Booth 2679). The addition of upset prevention and recovery training (UPRT) to FlightSafety’s Master Level Advanced Training programs has proved wildly popular. “The uptake from customers has been phenomenal,” said executive vice president David Davenport. “Over 500 of these events were either delivered or scheduled for 2016, and we anticipate 550 before the end of the year.” The one-day UPRT course was the first to adopt new simulator parameters that replicate full stall and high-speed upset aerodynamics. The first FlightSafety simulator to be reprogrammed and flight tested into the extended envelope was the G550, and the UPRT course launched last year at the training company’s Savannah, Ga., Learning Center. Now, UPRT is available at FlightSafety centers in Wilmington, Del., Dallas-Fort Worth and Wichita, and Hong Kong is next on the list. Not all aircraft models that FlightSafety trains on will be available for UPRT. For the CitationJets, for example, FlightSafety upgraded the CJ3 simulator with the extended envelope, and that jet is close enough for the training to be effective for CJ1 and CJ2 pilots. Other simulators coming online for UPRT include the Citation Latitude, King Air series and Pilatus PC-12. FlightSafety is also planning on adding Falcon models and many other business jet types. “Our biggest problem is prioritizing the training of instructors and getting them ready,” said Dann Runik, executive director, advanced training programs. “We’re getting interest and approvals from [airframe] OEMs, and our engineering team is building aerodynamic models almost faster than we can get instructors qualified.” While FlightSafety has a large cadre of highly qualified and experienced instructors, the UPRT course is one of the most challenging of the advanced courses to teach. “You can’t just be a good pilot and know the airplane well,” he explained. “Those first three and a half hours of academics [in the ground school portion of the class] require someone who remembers their physics and aeronautical science and knows it well enough to credibly teach from it. That instructor is a real high-level person. We’ve had a lot of interest in getting trained, and if everything is perfect, it takes seven straight days to get two instructors qualified. That’s if they have a really good background and we don’t have to reteach Bernoulli and stability and control.” That said, the number of instructors applying to teach UPRT is plenty more than can be trained. “The interest is

there,” he said. “We’re not even having to push the program.” FlightSafety has recently added advanced courses for other aircraft types and now offers Master Level training for the Falcon 900 and 2000, including the Rejected Takeoff Go/No-Go, Energy Management and CRM/Human Factors LOFT (line oriented flight training) courses. “The only thing missing to round out Dassault is UPRT,” Runik said. The Master Level courses are also available for other models, including the Gulfstream G280 through G650, and including the GV, but not all these models’ simulators have been modified yet for the UPRT training. “We have to be fair to other OEMs; some don’t even have one Advanced Training course yet. We want to spread them to other [types].” Something New and Different

The Advanced Training courses are usually one-day events and are included at no extra cost in full-service contracts. One of the reasons these courses are popular is because they give pilots an option to learn something new and different. “Doing something different is a bit of an understatement,” Runik said, “especially after UPRT when people come into the [postflight] briefing still shaking.” The genesis of the Advanced Training, he explained, is the push for evidencebased training. Data recorded by aircraft, including from accidents, can be used to replicate scenarios that pilots can practice in the simulator. “We’re building actual training events on evidence,” he said, “and making all those bad data points go the other way.” Although Runik expected pilots to take these courses just once, his team was surprised to find that pilots benefit from taking these courses on a regular basis. “This skillset is too perishable,” he said. “We want to see UPRT once a year, energy management once a year and rejected takeoff every six months. In the case of unstable approaches, data showed a marked reduction after pilots took the Energy Management course. This is a great example of the use of the course, and how the evidence moved the needle the other way.” Most trainees take one of the Advanced Training courses at the beginning or end of their annual recurrent training, while some elect to slurp up two or three courses in one visit. “That is a lot of knowledge to pack into your head in one visit,” Runik said. “We prefer to see one or two at most at the beginning of the recurrent. Some people advocate one at the beginning and one at the end; the first one gets you warmed up and ready to jump into the 61.58 [recurrent] full blast, then if you have enough energy at the end, close it out with a final advanced course. When you do three you’re pretty beat afterwards.”

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Runik’s team is developing a fifth Advanced Training course, but he won’t yet reveal the subject, although it is also based on evidence from “several embarrassing incidents and one fatal accident, a weakness in the area we operate our airplanes.” The fifth course should be ready by the second quarter next year. “We keep measuring and seeing what’s going on,” he said. “There is no total fix. Problems are stubborn in this business. As technology grows, new problems result from technology. It’s a constant battle to keep up with the data, and new inventive ways to mess up.” UPRT in Sim or Real Airplane?

In the case of UPRT, there is an ongoing discussion in the industry about the benefits of in-airplane upset training versus using a simulator. Until last year when FlightSafety and Gulfstream worked together to program the G550 simulator with the extended envelope, simulators were incapable of replicating the full stall, and trying to train pilots beyond that limited envelope was not beneficial. FlightSafety does in-airplane training at its academy in Vero Beach, Fla., but when Runik and Gulfstream v-p of flight operations Randy Gaston (now retired) looked at the data, they found that the majority of upsets happened due to an inadvertent stall at low speed. At higher speeds, pilots can feel the g loading and tend to self-limit the amount of g they pull and thus avoid stalling. “That’s one

element in a real aircraft you could feel,” he explained. “But in low-speed events where you stall, this is where you find a huge disconnect. You don’t have enough speed to pull enough g [for the stall] to be felt.” In a real airplane, the trainee learns to sense the rising angle-of-attack and the pitch rate that results in a stall. But negative transfer is a risk because trainees are usually practicing in an aerobatic airplane, not the same business jet that they normally fly. “If you don’t use the same flight controls, there is bound to be negative training,” he said. “Second, you can’t do it at night or in IMC or low to the ground where you see the trees and buildings rush up. Our decision was that the one aspect that the simulator can’t do is sustained g, and that literally plays no role in a modern upset. At low speeds you can’t feel the g anyway. That one aspect in the ‘pro’ column is mitigated by the fact that you can’t do this in hard conditions, at night, in IMC and low to the ground.” In the FlightSafety UPRT, one of the scenarios is stalling from about 800 feet agl in the traffic pattern, and this gives trainees a good look at the ground rushing up on the simulator’s Vital 1100 highdefinition visual display. What Runik and the UPRT instructors often see in this scenario is the pilots initially recover from the stall by pushing forward on the yoke and unloading the wing, but then pull back too quickly, enter a secondary stall and crash. o

HONEYWELL BIZJET FORECAST DEMAND BY WORLD REGION

North America regains its market dominance for business jet deliveries in Honeywell’s updated 10-year forecast.

Honeywell downsizes forecast for next 10 years’ bizjet market by Curt Epstein Honeywell Aerospace has lowered its annual 10-year business jet delivery forecast to 8,600 aircraft worth an approximate $255 billion. The avionics and engine maker’s 25th annual Global Business Aviation Outlook, released on the eve of NBAA 2016, is down approximately 6 percent from last year’s demand forecast of 9,200 units worldwide. “We continue to see relatively slow economic growth projections in many mature business jet markets,” said Brian Sill, president of commercial aviation for Honeywell Aerospace. “While developed economies are generally faring better, commodities demand, foreign exchange and political uncertainties remain as concerns.” For this year, the company estimates worldwide deliveries of 650 to 675 new private jets, down from last year’s tally of 693. According to the report, the decrease is largely due to slower order rates for mature models and stabilization in aircraft deliveries to fractional providers. Honeywell forecasts a further slight decline in 2017 before it expects deliveries will begin to pick up in 2018 on the strength of several new aircraft entering service. Each year the company surveys hundreds of business aircraft operators to gain insight into their buying plans over the next five years. This provides the basis for the forecast, which is also based on a number of statistical models past the five-year survey window. “What we ask them is if they have a plan to buy a new airplane either to replace a current aircraft or expand your fleet in the next five years,” said Charles Park, Honeywell Aerospace’s director of market analysis. “If yes, what model and year would you most likely want to take delivery of the aircraft so we can get a timing factor on it, and usually when they time them later in that five-year window there’s less certainty associated with it. “The good news part of the story is that the operator surveys actually improved this year by several percentage points,

[showing] pretty widespread improvement across the regions,” noted Park. “Good strength in North America, improvement in Asia, improvement in Europe, even improvement in Africa/Middle East, and that’s a little bit counter-intuitive given the geopolitical and economic climate that we find ourselves in currently.” According to the survey, operators plan to make new jet purchases equivalent to approximately 27 percent of their fleets over the next five years either as replacements or additions. Of those plans, 21 percent intend to purchase by the end of next year, while an additional 18 percent expect to do so by the end of 2019. Based on the responses, super-midsize and larger aircraft are expected to account for more than 85 percent of all new business jet expenditures over the next five years. For the latter half of the forecast window, Honeywell projects a 3 to 4 percent average annual growth rate, despite the lower short-term outlook as new models and anticipated improved economic performance contribute to industry growth. Among the new models expected to be at or reaching full production around that time are the Gulfstream G500 and G600; Cessna Longitude and Hemisphere; Bombardier Global 7000; and the Pilatus PC-24.

“In the first five years there’s a bit of a gap between airplanes that are being transitioned to new models right now, and the advent of those new models, and you have operator purchase plans that are timed in the latter half of that five-year window,” Park told AIN. Regional Mix

Broken down by region, BRIC purchase plans rebounded off last year’s lows, reaching an anticipated replacement or addition to respondents existing fleets of just more than 32 percent in this year’s survey. Those purchase plans, which exceed the overall world planned purchase rate of 27-percent, mark the first increase for the countries in the last several years. Brazil recorded the highest new aircraft purchase plans from a major market in the survey, while Honeywell also sees improvement in Chinese and Russian purchase plans, compared with last year’s results. “This surprised me that the BRIC strengthened as much as it did,” noted Park. “This is probably reflecting some optimism of Chinese economic growth stabilizing and maybe moving a little big beyond their current policies into a more relaxed business aviation environment.” For the remainder of the Asia-Pacific market, new jet acquisition plans roughly doubled from last year’s survey, with respondents planning on purchases equal to 28 percent of their fleet over the next five years. Interest has also increased in the Middle East and Africa. “At first blush you would think that oil prices really haven’t recovered to anywhere near what

they were before 2014, although they have firmed somewhat, so we did pick up some improved interest rates out of the Gulf States this year,” explained Park. “The overall Middle East/Africa buying plan rate is still below the world average, but it did improve quite a bit over the 2015 reads, so that was a little surprising to me, and it’s a positive surprise.” While Europe’s purchase expectations rose to replace or add the equivalent of 30 percent of their current fleet with a new jet purchase in the next five years, a level in line with averages seen since 2009, its share of the estimated global five-year demand remained at 14 percent as the fleet has not expanded in recent years largely due to the migration of aircraft into other regions. Lastly, North America increased its projected share of global demand by four points from last year’s survey, to 65 percent. New jet purchase plans rose five points in the industry’s largest market, helping propel the world average of expected fleet replacement or expansion over the next five years to 27 percent. Meanwhile, the pre-owned aircraft market remains a concern as inventory, particularly young business jets, has begun to creep up. “The overall levels are at a reasonable and historically acceptable level, we’re back down in the 10-percentile range. If you look back at 2009, they were up as high as about 16 percent,” Sill told AIN. “I think the thing that is noticeable to us is the number of recent models that are available for sale. That could be a dynamic of people placing existing aircraft up for sale as they wait for the new models to come into play.” o

HABCO BECOMES APPROVED SUPPLIER OF TOOLS FOR P&WC ENGINES Habco Industries entered into a license agreement to be an approved supplier of commercial tools in support of the spectrum of Pratt & Whitney Canada (P&WC) engines. The agreement builds on an earlier agreement under which Habco is the exclusive designated service supplier for Pratt & Whitney engines, including the JT3D, JT8D, JT9D, PW2000, PW4000 and PW6000. The new agreement with P&WC covers the JT15D, PW100, PW150, PW100TS,

PW200, PW210, PW300, PW500, PW600, PW800 and PT6 models. Habco (Booth 4084) expects the agreement to be fully operational at the beginning of 2017. “Throughout our existence, countless airline operators have relied on Habco for quality support and test equipment used throughout their operations,” said Jeff Kretzmer, v-p of sales and marketing for Habco. “We’ve totally aligned the company from both an internal and external

perspective to ensure that all P&WC engine customers receive the tool support that they’ve come to expect.” Kretzmer added that the tool licensing agreement “is a further demonstration” of the company’s InnoGration business offering. In the past two years, the Glastonbury, Conn.-based company has focused on expanding its InnoGration offering to seek significant license agreements with aerospace OEMs. —K.L.

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Inmarsat pulls trigger on broadband for bizav by Kerry Lynch Inmarsat’s global high-speed in-flight broadband service officially went live today for Jet Connex business aircraft users. The service similarly had gone live on October 25 for commercial airline GX Aviation users under a “soft launch” phase with Lufthansa. “We’re really excited. This has been a huge satellite network in development for many years now,” said Kurt Weidemeyer, v-p of business and general aviation for Inmarsat (Booth 1007). The service has been operational over the past year in a test phase, Weidemeyer said. “Without going live publicly, we have gone live. We have a number of aircraft flying already today [and] we have a lot more

installations going on right now.” Inmarsat expects 30 aircraft will be flying with Jet Connex service by year-end, and the organization has plans for STCs on 30 different business aviation platforms by the end of next year. “We could not hold back the floodgates any longer because customers are demanding the service,” he said. During the testing phase, Inmarsat ensured seamless handoff between the spotbeam architecture and that the potential outage between handoff from satellite to satellite is no more than one minute. “A rigorous testing process for Jet Connex was successfully completed,” Weidemeyer said. “We logged thousands of flight

hours, flew to every continent in the world and ran hundreds of tests to put the system under stresses that are well beyond that expected in normal business passenger use.” Jet Connex provides global coverage through a network of three geostationary satellites. A fourth is slated to launch in 2017 to provide additional capacity. That launch was pushed back slightly as a result of the recent explosion of SpaceX, which Inmarsat uses to launch its satellites. Jet Connex will provide seamless, reliable inflight broadband services at speeds that Weidemeyer says are found in the home. The service is about 30 times the speed of Inmarsat’s own SwiftBroadband, which has been widely adopted for international use, and 100 times that of legacy L-Band service, but at a fraction of the cost. Inmarsat has a number of distribution partners to market and sell the service. Honeywell,

the master distributor of the service, is the authorized manufacturer of the hardware. The services will be initially offered through five packages, based on different tiers of speed. Top speed currently is 15 Mbps, but Weidemeyer notes that the hardware can accommodate more than 30 Mbps. The distributors are determining the pricing of the packages. Currently, the installations primarily involve large business aircraft that can accommodate a tail-mounted antenna. In addition, a limited number of bizliners are fitted with a fuselage-mounted antenna. But Inmarsat and Honeywell are working with Kymeta, which has expertise in flat-panel antennas, for possibilities that will address smaller business aircraft. Inmarsat, which has a goal of having the service on 3,000 aircraft by 2020, is hoping to eventually bring the service to the aircraft the size of a Phenom light jet. o

NEWS NOTE Duncan Aviation (Booth 3126) and Winglet Technology are collaborating on certification testing for elliptical winglets for the Cessna Citation Sovereign. STC approval is anticipated at year-end, with deliveries slated to start early next year. Duncan is already authorized to install Winglet Technology’s elliptical winglets on the Citation X. The $395,000 Sovereign winglets are anticipated to deliver an 8-percent reduction in fuel consumption at high-speed cruise, an increase of 475 pounds of useful load at mtow, a speed increase of 26 knots at FL450 at 27,000 pounds and 32 knots at FL470 at 25,000 pounds. In addition, the winglets reduce time to climb to FL450 from 73 minutes to 25 minutes. “The Citation Sovereign is a solid aircraft with known reliability,” said Nick Husky, Citation service sales representation for Duncan. “Performance gains that come with the winglet upgrade are impressive. The increased speed and range absolutely speak for themselves and, of course, there is that ramp presence n that is certain to turn heads.”

Rockwell Collins remains on the acquisition trail with this month’s agreement, valued at $8.3 billion, to purchase aircraft cabin interiors specialist B/E Aerospace (Booth 242). Under terms of the agreement, Rockwell Collins will pay roughly $6.4 billion in cash and stock and assume $1.9 billion in debt. Upon completion of the transaction, anticipated in spring 2017, B/E Aerospace shareowners will own approximately 20 percent of the combined company. Still pending approval, the acquisition would be the single largest for the Cedar Rapids, Iowa-based avionics and electronics manufacturer. Its largest before that was its $1.4 billion purchase of Arinc in 2013. Rockwell Collins has also completed several smaller purchases over the past decade, including Air Routing International and Computing Technologies for Aviation. The merger of Rockwell Collins and B/E would create a company that employs nearly 30,000 workers, produces $8.1 billion in revenues and provides a spectrum of cabin and cockpit offerings, from avionics, cabin electronics, communications, information management systems and training to seating, food and beverage preparation and storage equipment, lighting, oxygen systems, and galley and lavatory systems for both business

jets and commercial airliners. “This transformational acquisition is consistent with our strategy to accelerate growth and build value through market-leading positions in cockpit and cabin solutions,” said Rockwell Collins chairman, president and CEO Kelly Ortberg. “We see tremendous opportunity to better serve our commercial aviation, business jet and military customers through broader offerings.” Ortberg added that Rockwell Collins (Booth 3594) would not only benefit from B/E’s forward-fit applications but also from aftermarket support for an installed base that is valued at $12 billion. “In addition, by leveraging our respective airline and OEM relationships, as well as Rockwell Collins’s business jet dealer network and military aircraft positions, we firmly believe there are revenue synergies that create meaningful upside to our business case,” he said. “We feel confident that this combination delivers significant long-term benefits neither company could realize on its own,” said B/E Aerospace founder and chairman Amin Khoury. “We look forward to becoming part of Rockwell Collins and leveraging their technology to accelerate our long-term growth as we embark on the next chapter in the company’s history.” —K.L.

MARK WAGNER

Rockwell Collins portfolio swells with B/E Aero buy

END OF AN ERA: GULFSTREAM TO CEASE G450 PRODUCTION IN 2018 Gulfstream Aerospace announced on October 21 that it will cease production of the G450 as it prepares for service entry of its new fly-by-wire G500 in late 2017, about the same time it is scheduled to deliver the final G450. This provides a seamless product transition between the two business jets. The G450 was built on the success of the GIV and GIV-SP, which themselves were derived from the GIII and GII twinjets, as well as the GI turboprop twin. The GIV first flew on Sept. 19, 1985, and entered service in August 1987. Gulfstream produced more than 870 GIVs, GIV-SPs and G450s over the past 29 years. The GIV family also was the foundation for the ultra-long-range GV series. “The GIV and G450 ushered in a business aviation renaissance that has led to increased safety, greater reliability, better technology and improved performance,” said Gulfstream president Mark Burns. “It’s fitting that the G500 will replace the G450 and build upon its performance legacy, creating another industry game-changer from Gulfstream.” Powered by a pair of Pratt & Whitney Canada PW814GAs, the 5,000-nm G500 features Gulfstream’s Symmetry Flight Deck and a fly-by-wire system with active control sidesticks. Five G500s are currently in flight testing, with FAA certification expected next year. To date, the flight-test program has amassed more than 1,600 flight hours. In addition, a G500 simulator is already in use at FlightSafety International in Savannah, Georgia. —C.T.

108 NBAA Convention News • November 1, 2016 • www.ainonline.com

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FlyRight grad Randy Green has type rating, ready for work by Mark Phelps At last year’s NBAA meeting, North Carolina Part 142 training center FlyRight (Booth 4626) announced it was donating a King Air 350 type rating course to Able Flight participant Randy Green. Able Flight is an organization that assists pilots with disabilities. Green, 44, has since completed the course and received his rating. He was born without hands or feet, but that hasn’t stopped him from earning his airline transport pilot (ATP) certificate, along with single- and multi-engine instructor certificates. He’s received rave reviews from instructors and employers, past and present, for his professionalism, positive attitude and ingenuity on the job. “Randy was outside the norm for Able Flight,” said FlyRight president Matt Hapgood. “I think the more typical pilot is a private pilot. Our hope is that with the training we were able to provide for Randy, he will be able to further his aviation career and take the next step toward his long-term goals.” Hapgood said that he and everyone at FlyRight, located at Charlotte Douglas

International Airport, feel good about “giving back” to the aviation community. Green grew up in an aviation family, and learned to fly in his father’s V-tail Bonanza. Over the years, he developed a system, using rubber bands to secure the throttle (he has partial fingers) and created his own tools for pilot chores such as swapping fuses—even creating a “scooper” for picking up dropped charts and other objects from the floor. King Air Specialists

Perhaps more important, by necessity he developed a style and technique of sequencing his tasks, constantly reevaluating priorities and cross-checking what function would come next. His instructors not only recognized Green’s proficiency, but even adopted some of his techniques for themselves and other students. Asked if he’d be nervous riding in the cabin of an airplane Green was flying, one of his former Cessna 421 instructors said, “I’d not only ride in the back seat; I’d go to sleep.” FlyRight specializes in King Air

Through Able Flight, ATP-holder Randy Green was able to acquire his King Air type rating at FlyRight.

training, though its newly completed building is a sign of some branching out to come. Also announced at last year’s NBAA show and opened in September, the all-new facility will have expanded study space and a student lounge. Hapgood said, “We are staying in the same great neighborhood, just across the street [from the previous facility] on Aviation Boulevard. We’ll have a lot more space for additional procedures trainers and simulators.” The new building will also house a level-D Cessna 208B Caravan simulator, acquired last month. Caravan training is set to begin later this month. “The training and the people at FlyRight are top notch,” Green told AIN.

“The staff is amazing. I wouldn’t go anywhere else for training. If I had the choice, I’d strongly push to return to FlyRight.” The admiration goes both ways. Hapgood told AIN, “Randy is a fantastic person, a diligent and hardworking student and an excellent pilot; everyone at FlyRight really enjoyed meeting and working with him.” Green’s current job is flying a pistonpowered Cessna 210 single 40 to 50 hours a month for a small company in Idaho, but with his fresh type rating, he’s looking for a position flying King Airs. He said he’d relocate “in a heartbeat. I have the rating, but people want pilots with more turbine time.” [Personal note: The author can also speak for Green’s capabilities as a pilot. He bought my 1954 Bonanza two years ago, and when we met for him to take delivery, he performed the preflight examination with professional skill and dexterity. I watched with some concern as he reached to climb up on the wing. Randy confessed, “This used to be easier…when I was slimmer.” I remember wondering how he would manage the stubborn door handle with his partial fingers, but he got it easily on the first try. And his expertise with the radio knobs, Eisenhower-era piano-key switches and Walter Beech’s bizarre placement of the throttle, prop and mixture controls was confidence-inspiring.] o

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110 NBAA Convention News • November 1, 2016 • www.ainonline.com

Bizav’s best: Corporate Angel Network by Nigel Moll Now in its 35th year, the Corporate Angel Network (CAN, Booth 3929) has arranged transportation to treatment centers aboard business aircraft for 51,000 cancer patients. Through CAN, some 500 companies donate empty seats on their corporate aircraft to cancer patients so they can travel to treatment centers that in many cases are far from home. Again this year at the NBAA Convention, the organization is holding a fund-raising auction during its soirée on Wednesday evening (November 2) in the Orlando Ballroom of the Hilton Orlando. Last year the event raised $505,000. For the first time, CAN supporters can bid online this year at my.bidpal.net/nbaacansoiree. Among the donated items on the block: a Gogo Biz ATG 5000 system; four FlightSafety advanced training courses for Gulfstreams, Falcons, Citations and King Airs; a $1,000 Avfuel jet fuel card; a King Schools international ops kit; David Clark Pro-X headset; various desk display models; and “two round-trip seats on premium scheduled flights.” Trips to Aspen, Colo., for the 2017 Food & Wine Classic; Dubai, with five-star accommodations; and Seattle, Wash., for a “priceless aviation experience with Boeing.” Gina Russo was appointed executive director of the Corporate Angel Network in July this year, responsible for program development, operations, fundraising and community relations for the organization. Most recently she was the national executive director of patient access programs at The Leukemia & Lymphoma Society, where she had worked for 10 years. She designed and implemented the patient call center’s patient navigation program, which provides blood cancer patients with scheduled follow-up phone calls to ensure they are not facing barriers to care. By partnering with the Mailman School of Public Health at Columbia University to study the outcome of this proactive service, it was found that patients who receive continuing support and guidance are more likely to seek second opinions with specialists for their diagnosis. Russo completed her undergraduate work at Bucknell University and her Masters Degree at New York University School of Social Work. “The soirée is an extremely

important event for us—one of our largest fund-raisers throughout the year, and we’re hopeful it will continue to raise more than $400,000, as it has in years past. “We’re always looking to

streamline both corporations’ and patients’ experience. New electronic tools and enhancements will be coming out next year to make us more mobilecapable,” she said. o

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www.ainonline.com • November 1, 2016 • NBAA Convention News 111

Piper’s flagship M600 gets production go-ahead

With 20 percent more power than its predecessor, Piper’s M600 can go higher, faster and farther. With Garmin G3000 touchscreen avionics, it’s also more pilot-friendly.

by Chad Trautvetter In early September, the FAA granted Piper Aircraft a production certificate for its new M600 turboprop single. This move allows the Vero Beach, Fla. manufacturer to produce, flight test and issue airworthiness certificates for the M600 for customer deliveries. “Being granted the production certificate is the latest in a series of milestones for this aircraft,” said Piper Aircraft president and CEO Simon Caldecott. “In June, we received the type certificate for the M600. On July 12, our launch customers, veteran Piper owners Jerry and Jack Wardlaw, took delivery of the very first M600 off the production line.” Also in September, Piper received type validation of the Pratt & Whitney Canadapowered M600 from Mexico’s DGAC, the first approval for the new turboprop single to be issued in the Central and

South American region. “The M600 is ideally suited to the Central American region with its expanded range, payload and speed,” said Caldecott. “The aircraft is ideally suited to multiple mission profiles and offers the added advantage of Garmin G3000 avionics as well as state-ofthe-art safety features.” The $2.853 million M600 is a more powerful and updated version of the M500, with Garmin G3000 touchscreen-controlled avionics. Both share the same P&WC-built PT6A-42A engine, but the M600’s is flat-rated to 600 shp, a 20-percent increase from the M500’s 500 shp. The boost in power provides a significant increase in performance, and the M600’s final performance numbers showed improvements from the originally projected figures. According to Piper, the M600’s maximum NBAA IFR

StandardAero delivers first 1C for a Falcon 7X by David A. Lombardo StandardAero Business Aviation (Booth 2296) recently completed and delivered the company’s first Dassault Falcon 7X 1C inspection from its Springfield, Ill., MRO facility. In addition to the 1C inspection, StandardAero technicians completed more than 50 airframe service bulletins on the aircraft. The company thus modified the center wing tank for better accessibility (Service Bulletin

7X-338, the largest workscope performed during the maintenance event) and improved fluid circulation in the lower panels of the lateral center wing tanks (Service Bulletin 7X-353). “StandardAero is among the first authorized service centers in the Americas to perform Service Bulletin 7X-353,” the company noted. StandardAero also completed interior improvements and enhancements to the Rockwell

range is 1,484 nm and max cruise speed rounds out at 274 ktas. The M600’s mtow is 6,000 pounds, allowing for greater fuel capacity: 260 gallons versus the M500’s 170 gallons. Fullfuel payload for the M600 is 645 pounds. o Collins-based Falcon cabinmanagement system for the customer. Also, the engines were removed and reinstalled to allow Pratt & Whitney Canada’s mobile response team to comply with several engine service bulletins. StandardAero supports Falcon operators at its four primary MRO locations in the U.S. and with more than $1 million in Falcon tools and 30 factorytrained Falcon technicians. The company also works closely with Dassault Falcon to develop an average or more than 100 engineered repairs every year. “As one of the most extensive Falcon 7X 1C events completed to date, this unique experience will benefit future customers by avoiding potential bottlenecks, knowing the level of service bulletin and inspection planning needed in advance of the aircraft input and putting the right technical resources in place for seamless project management,” said Enrique Hernandez, v-p and general manager of StandardAero’s Springfield facility. o

The shop floor at StandardAero recently hosted a Dassault Falcon 7X for the first 1C inspection for the Springfield, Ill., MRO. The customer also had StandardAero perform interior improvements and updated the cabin-management system on the trijet.

112 NBAA Convention News • November 1, 2016 • www.ainonline.com

DUNCAN ALSO OFFERS NEW INTERIORS TO FUSION-UPGRADE CUSTOMERS Duncan Aviation (Booth 3126) recently unveiled five interior refurbishment designs for owner-flown Cessna Citation CJ3s. The company expects the refurb to be in demand among customers as a companion upgrade to its Rockwell Collins Pro Line Fusion flight deck retrofit, which is set to receive certification early next year. The interiors feature light upper fuselages with darker lower sidewalls and carpeting. “The lighter colors in the upper fuselage help expand the feel of the cabin and transition to a darker base,” said Duncan designer Rachael Weverka, who created the collections. “The patterns add interest and variance to the design without being overwhelming.” Two of the interiors feature neutral tones, and the other palettes are gray, taupe and cream. Using maintenance-friendly materials, the cabin refurb and Fusion upgrade can be performed simultaneously, minimizing downtime. “The materials in these packages will be in stock and ready to go,” said completions sales representative Brian Leitschuck. Cabin refurbishment, with or without the Fusion upgrade, requires about two months, according to Duncan. The Lincoln, Neb.-based MRO is also developing six exterior paint schemes for the CJ3 to round out the offering. No pricing has yet been provided, but Duncan will offer up to a 20-percent discount for customers that get the interior upgrade, new paint and Fusion flight deck. NBAA attendees can view the new Fusion flight deck, which brings touchscreen primary and multifunction flight displays to a business jet cockpit, at the Duncan Aviation and Rockwell Collins static display near the National Aircraft Resale Association pavilion. —J.W.

Jeppesen’s Operator app simplifies trip-planning by Matt Thurber Jeppesen is tapping its many resources to create a new singlesource software solution combining flight planning, trip planning, runway performance, weight-and-balance, crew scheduling and management and reporting. The new product is called Jeppesen Operator; it is available now and the company is demonstrating it here at NBAA 2016 (Booth 1596). The Operator project started more than six years ago, when Mike McCready joined the company and took a look at all of Jeppesen’s varied products to try to figure out how they could be developed for the future. Jeppesen has offered flight planning for decades, having purchased Lockheed’s DataPlan service in 1989, and it also is in the international trip-planning business, in addition to publishing aeronautical data and, more recently, developing mobile apps to display that data. “This was a grand opportunity to write a small white paper,” McCready recalled. “I called it ‘flight department

in a box.’ I looked at all the Jeppesen services and products and realized that Jeppesen could be in a position to bring a single-source solution [to the market]. It’s a platform to run a flight operation.” To gauge industry interest and obtain feedback, Jeppesen formed a customer advisory board in 2011. “We started refining what the product should look like,” he said, “and what the software should do.” Customer Advisory Board

The next step was to make sure there were enough internal resources to make the new product possible. Then, he said, “Over the years there was a lot of work, and interviews. The customer advisory board gave us a lot of direction.” The board included Part 91 flight departments and Part 135 passenger and cargo operators. Jeppesen’s international trip planning (ITP) team was key to a fundamental aspect of Operator: supporting schedulers and dispatchers who can do

Jeppesen is planning to link its new cloud-based Operator software (above) to existing apps such as Mobile FliteDeck (right).

much of this work themselves, provided they are given the right tools. The software did need to be informed by the ITP team, but the software’s users should not be dependent on the team to set up and release flights for their operations. “We found a way of doing that through using flight planning,” said McCready. When creating a flight plan, all the requirements of the flight must be met, so Operator then creates a queries database and from that a checklist for the trip, he explained. The checklist outlines items that the user—perhaps a pilot in a small

JEPPESEN UPDATES CHARTS; OFFERS DISPATCHER TRAINING Jeppesen is promoting a pair of new initiatives here significant change to our charts improves the user at the NBAA show. First, the Boeing subsidiary has experience with both mobile and installed elecenhanced its standard instrument departure (SID) tronic flight bag [EFB] platforms,” said Mike Abbott, and standard terminal arrival (STAR) charts to make director, Jeppesen Data Solutions Product & Portthem more intuitive. Jeppesen folio Management. Separately, Jeppesen has also recently announced a new joint venture with European charteamed with TUI on an inteter and airline service provider TUI grated in-house program for to enhance dispatch operations airlines and other operators and training. that streamlines recurrent dispatcher training. Jeppesen’s The new SID and STAR charts are designed to be easier to read, eAcademy program dovetails reducing the chances of violating with TUI’s on-the-job trainaltitude and speed restrictions. ing format with synergy that Altitude information is printed in “establishes a complete theblue, and speed limitations are ory and practical learning printed in magenta, making it environment that is ICAO and easy for pilots to find the inforEASA compliant,” according mation they need. to Jeppesen. Also, the redesigned charts In developing its portion will include minimum sector altiof the program, Jeppesen tudes (MSAs) within the plan view, partnered with Boeing Services so pilots will be sure to maintain Deutschland to form the clearance from obstacles. The eAcademy training courseware. Norman Wagner, direccharts will also have minimum off-route altitude (MORA) infortor, Jeppesen Stategic Sales & Jeppesen’s enhanced SID and STAR charts mation displayed prominently. Services—Commercial Aviation are easier for pilots to read and interpret. The charts, which Jeppesen Europe, said, “Our complete will begin distributing in Europe and the U.S. dispatch training programs are hosted on our servnext month, are the result of two years’ work with ers, which eliminates the need for operators to invest n pilots and experts in aviation human factors. “This in additional IT infrastructure.”

operation or a scheduler or dispatcher—must either obtain or check. For example, an international trip may require a navigation permit. Operator not only specifies this requirement, but also includes information that will help the user satisfy the requirement, such as contact information for securing the navigation permit. Behind the scenes, however, the Jeppesen ITP team stands ready to assist. “We know it’s going to take people time to get comfortable with that, and we built in a concierge button,” McCready said. “We want to provide the expertise of the team that you have access to through software.” Jeppesen understands that some operators may fly infrequently to a complicated international destination such as China and need help, or a large charter operator may be busy and wants to offload some of this work. “We still have our ITP team there to support you,” he said. “We built that functionality into the system to make it do-ityourself. But we’re not going to forget you.” BoldIQ Tie-in

Jeppesen isn’t trying to replicate what other software providers have created for operations and trip-planning software, and one of the big differentiators is a tie-in with BoldIQ, the creator of theAstro platform and its Solver optimization engine. “We’ve worked with them and helped them refine Astro,” he said, “and we’re in the process of building in the optimization piece so we can provide the Solver module for our customers. It will still have a single user interface, but Astro and Solver run in the background.” Solver helps operators optimize resources (aircraft, crew, etc.) to make the operation as efficient as possible and also

to help recover when something unexpected happens, such as an AOG, sick pilot or other unplanned event. “It’s quite amazing,” McCready said, “and is saving customers 10 to 20 percent due to increased utilization.” The BoldIQ features won’t be available in the initial release of Operator but should be available next year. In any case, customers will be able to subscribe to Operator and all of its capabilities, or pay more for Operator plus the BoldIQ features. The runway performance, weightand-balance and other Operator features are all Jeppesendeveloped. Operator will also integrate with third-party programs such as Camp Systems maintenance tracking and financial systems. While Operator is cloudbased and will run via a browser on any computer, Jeppesen is planning to tie apps such as Mobile FliteDeck together with Operator and develop other apps to enhance its performance. “It’s all about making sure we’re connected through the whole process,” he said. “How to bring flight planning, runway performance, weightand-balance, and make those talk with the trip-planning database so it’s easy to use. You don’t have to be a six-yeartrained international trip planner. You’ll be able to be trained and execute trip plans and fly around the world.” o

www.ainonline.com • November 1, 2016 • NBAA Convention News 113

WHAT DO CONSUMERS REALLY THINK ABOUT BUSINESS AVIATION? by Charles Alcock What do business aviation consumers really think about the aircraft, products and

services available from the industry? There isn’t a marketing person here at the NBAA show this week who wouldn’t pay a king’s ransom to have this sort of information straight from the mouths of customers, without any filter or spin.

Well, that’s what you’ll get if you read the 6th Annual Readers’ Choice Survey

published in the October/November edition of AIN sister publication Business Jet Traveler. Copies of this edition are available here in Orlando this week, and you can see the full survey online at BJTonline.com/2016 survey.

A record-breaking 1,285 BJT subscribers responded to this year’s survey—a 26

percent increase on 2015, which means that the findings are more well-founded than ever before. On behalf of each respondent, BJT made a donation to the Corporate

Angel Network, which arranges free flights on business aircraft to treatment centers for cancer patients and their families.

The survey results give compelling insights, not only into consumers’ preferences for

different aircraft types, but also their perspectives on how they choose and rate services such as charter and fractional ownership programs. BJT also quizzed readers on their flying habits and how they feel about issues facing the business aviation community.

For instance, readers were asked how they feel about criticism from politicians

and the media about the use of private and corporate aircraft. Revealingly, the over-

whelming majority said this has no impact on their flying habits and more than half

indicated that they really couldn’t care less about adverse reactions to this mode of transportation.

Readers also reported that their flying frequency overall is largely unchanged this

year. The same was true when they were asked how much they expect to fly next year.

Here is a summary of the main responses from the 2016 BJT Annual Readers’

Choice Survey. The full BJT report has much more.

Note: Some percentages in this report do not exactly total 100 due to rounding.

FLYING FREQUENCY What’s the purpose of your flights?

from BJT’s Readers’ Choice Survey

How much do you fly privately in a typical year?

How do you expect your private flying to change in the year ahead?

Less than 25 hours 27 % 25–50 hours 17 % Always or almost always business 33 %

50–100 hours 19 %

Will fly about the same 54%

About 50/50 business and personal 29 %

100–200 hours 18 %

Will fly a bit more 30%

Mostly business 25 %

200–300 hours 11 %

Will fly much more 7%

Mostly personal 9 %

More than 300 hours 8 %

Will fly a bit less 6%

Always or almost always personal 4 %

114 NBAA Convention News • November 1, 2016 • www.ainonline.com

Will fly much less 3%

FLYING PRIVATELY

from BJT’s Readers’ Choice Survey

In the thepast pastthree three years have you... years have you… Owned a fractional share?

Flown via air charter, a jet card, or a membership club?

YES

In the past three years have you… 9%

Flown via air charter, a jet card, orNO a membership club? 64%

YES

214 132

36%

91%

130

168

Cabin size 147

64%

171

111

Aircraft manufacturer

Owned a business jet or turboprop?

Owned a helicopter?

YES

180

In In the the past past three three years years have have you you or or your your company… company... 58%

148

Range

In the past three years have you or your company…

Economical operation

36%

Owned share? 91% NO a fractional 9%

Please indicate the three aircraft features that are most important to you.

NO a 90% Owned helicopter?

YES

58%

YES

42%

Speed

10%

Owned jet or turboprop? 42% NO a business

101

134

103

101

Age of aircraft 91

Most important Second most important

Cabin amenities and technology

10%

90%

100

Third most important

123

Cockpit technology 87

105

Aircraft model's accident history 129

Runway performance 57

What are the three most important reasons you fly privately?

101

Product support history 57

Save time 523

239 333

Baggage space

170

10 27

Ability to use airports that airlines don't serve 297

184

Number of respondents 100

200

300

400

500

Ability to work and hold business meetings en route 152

174

216

More comfortable flight 102

188

Most important

220

Second most important

Privacy 95

161

Third most important

180

Security 98

196

200

Number of respondents 400

How has your private flying changed in the past year compared with the year before?

600

800

1,000

Which of the following best describes your response to criticism by politicians and the media of private/corporate aircraft use?

Which of the following best describes you?

Other

Flew about the same 45% Flew a bit more 21%

Flew a bit less 18%

Pilot only

Flew much less 10% Flew much more 5%

39%

It concerns me but doesn't affect my flying.

52% It doesn't concern me; my flying habits are my own business.

Passenger only 14%

36%

3% 10%

It causes me to make less use of private/corporate aviation.

37% Owner/operator

It causes me to want to conceal or not talk about my use of private/corporate aviation.

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The avionics shop at Banyan Air is busy installing FANS equipment and ADS-B upgrades, as compliance deadlines loom not far over the horizon.

Banyan Air Service expanding at FXE by Amy Laboda Don Campion and Jerry Holland are about to change the face of Fort Lauderdale Executive Airport (FXE)–again. This time the two men are working on a north side expansion including the last 20 acres of developable property immediately adjacent to the airport.

“We’ve been at Fort Lauderdale Executive Airport since 1979, and I give full credit to Holland Builders for our successful formula,” Campion, CEO and founder of Banyan Air Services, told AIN. “Holland built a lot of the properties we serve and will build the eight hangars and satellite FBO planned for the north

Atlantic Aviation hosts this year’s static display If you arrived to this year’s NBAA 2016 convention through Orlando Executive Airport (ORL), then you’ve probably seen it: Atlantic Aviation has transformed what used to be the Showalter family showcase, which it purchased in 2015, into something altogether its own. Some, particularly those who knew the Showalter family well, may find it a bit sad coming back to the NBAA event for the first time since that venerable and service-oriented family that provided FBO service for more than 40 years has moved on. It won’t take long, however, for show attendees to appreciate the improvements Atlantic Aviation has made in the short time since it purchased the 55-acre property, which consists of an FBO terminal, ramp space, and hangars that can accommodate aircraft as large as a G650. The interior of the FBO building has been completely redecorated by Sage Interiors of Reno-Tahoe, Nev. The designer put together seaside colors, textures, art work and sculptures created by Florida artisans to give the FBO a uniquely tropical

aura, all the while holding strong to the architectural branding that is the hallmark of Atlantic Aviation FBOs. The ORL facility is just one of many Sagedesigned interiors for Atlantic, all of which showcase the unique textures and colors of their geographic regions. The revamp extends throughout the conference rooms, reception area and pilot lounges, creating an enhanced traffic flow that helps speed clients on their way, while providing comfortable and functional spaces for those who need to spend time at the FBO.

side expansion.” Campion expects Holland Builders to break ground on the hangars and FBO buildings in the first quarter of 2017. The need for the expansion is evident, according to Campion. “We’ve watched our customers grow from operating piston aircraft to large jet aircraft. The new hangars can accommodate Global Expresses and G650s.” Banyan Air currently manages some one million square feet of real estate around FXE. About 300,000 sq ft are occupied by Banyan, and the remainder is occupied by aviation businesses that support Banyan and its customers. In other news, the company is adding more authorizations from Latin American governments for servicing and repairing aircraft registered there. It is currently an authorized repair station for 11 different countries in South and Central America. “Some of our sales force are originally from Latin America, and they help to make our clients from there more comfortable with the maintenance experience,” explained Greg Laabs, director of maintenance for Banyan. “We work hard to help them with avionics upgrades.” It isn’t always

simple swap-outs, as some of the newest avionics that are STC’d for aircraft in the U.S. may not yet have been certified in the country where the aircraft is registered. “We work to help the customer solve these issues,” he continued.

it because we wanted to be ready for NBAA ’16.” ORL Atlantic Aviation FBO general manager Michelle Hartmann, who comes to the job with 15 years’ experience working the Orlando International Airport branch of Atlantic Aviation, told AIN that she is excited to be top supervisor for this year’s show. “Beyond the FBO interior, we’ve gone through every hangar on the property and made safety upgrades that were due,” she said. “Our point-to-point Wi-Fi now reaches out to our farthest hangar, nearly two miles from the FBO building, and our stateof-the-art security system is fully operational.” That’s good news for the more than 300 aircraft she expects on

her ramp. Of those, upwards of 100 are in the cordoned-off NBAA static display area. That’s many times more than the traffic the FBO might receive on an average day, even in the height of its winter tourist season. How does the company handle it? “Atlantic is no stranger to special events that bring in lots of big corporate aircraft,” Sommers said. “We’ve handled Super Bowl traffic, Kentucky Derby traffic and even the last NBAA show held in Atlanta, all with ease.” Staffing up for a big event is no problem for Atlantic, according to Sommers. The organization has a proprietary company-wide standardized ramp-training program that allows its employees, both

Calendar Watching

As for ADS-B and FANS upgrades, Banyan is helping to educate south Florida operators, with the hope that it will inspire clients to start the upgrades before deadlines loom. The FBO hosted two FAA NextGen events in 2016 that helped prepare, educate and save attendees money on their ADS-B, FANS, EFIS and IFE upgrades. The September event included Aircraft Electronics Association representatives answering questions about NextGen mandates, as well as experts from Rockwell Collins, Garmin, and FANS training provider Kobev International. “We are finding a lot of interest in the Garmin 345 as an inexpensive ADS-B solution for Beech King Airs, Pilatus PC-12s and even Cessna Citations,” said Matthew Schepers, director of MRO sales for Banyan. “Knowing what we know—that

Wide-ranging Wi-Fi

“We reinvest in all of our locations on a regular basis,” explained Sue Sommers, v-p of sales and marketing for Atlantic. “When we bought the facility from the Showalter family we knew we would need to brand the client-facing buildings, as we’ve been doing consistently with the Galaxy FBOs and others we have acquired, including West Palm Beach, St. Augustine, Houston and Portland, Oregon. The entire project in Orlando took about eight months, which is incredibly quick. We expedited

Atlantic Aviation spent eight months refurbishing its FBO at Orlando Executive, formerly Showalter Flying Service, to host this year’s NBAA static display.

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we need to be equipping some 700 aircraft of the U.S. fleet per week if we want to make that 2020 deadline—I think what we are doing is still not enough. I feel like there are customers who think that pricing may still drop. But what we are seeing is that parts availability lag times are beginning to increase. In some cases we are already seeing more than 60-day lead times on ordering parts for installations.” Laabs echoed Schepers’s concern. “I remember living through the RVSM transition,” he said. “We’ve got a good workflow of regular customers, particularly the Hawkers we are known for being good with. But we are reaching out to increase the number of Challengers and larger aircraft, including the Falcon 2000 and the GIV. We know we can service those customers well.” On the subject of large jets, Schepers proudly pointed out that the company’s FANS STC for the Boeing 727 has been completed. The company is also developing an anti-lock brake STC for Beech King Airs and Pilatus PC-12s using the Advent Aircraft System GPS/digital antiskid braking system. o inside and out, to communicate between the ramp and the front desk, executing complicated customer service requests in a coordinated and efficient manner. “It doesn’t matter where the employee works, they are trained the same,” she said. Have Staff, Will Travel

Employees can become part of an event team that travels the U.S. specifically to staff-up wherever the demand is. Equipment needed to handle the influx of aircraft travels, too, helping to make the FBO in the center of the event the best equipped and manned in the Atlantic Aviation system, a showcase for that FBO, if only for that one special week. Hartmann said, “We’ve engaged the local restaurant and services community around the airport, too, and will have special sponsored events every day. Pilots and crew can sample catering from some of the best restaurants in the area. Our hotel partners in the area are also excited to be a part of the event.” To facilitate easy airport transfers, NBAA has shuttle buses for convention attendees that run regularly between the FBO and static display area and the main NBAA events, primarily held at the Orange County Convention Center on International Drive, in Orlando. —A.L.

BOB PITTMAN CEO, iHeartMedia

“Business avia on op mizes iHeartMedia employees’ ability to meet in person.”

PAID FOR BY THE NATIONAL BUSINESS AVIATION ASSOCIATION

Jay Beever, standing at right, is vice president of interior design for Embraer Executive Jets. Together with his team, he strives to individualize the process of designing and fabricating business jet interiors.

Embraer’s interior design team takes a customer-centric approach by Mark Huber Jay Beever, vice president of interior design for Embraer Executive Jets, joined the company in 2012 from Gulfstream and has been instrumental in shaping the interiors of the new Legacy 450 and 500 and the interior refreshes of the Phenom 100 and 300. Before Gulfstream he designed concept cars for Ford, and he takes inspiration from race cars, movies and science fiction. Beever runs both Embraer’s customer design and support center and the industrial design studio inside its engineering technical center at the company’s sprawling Melbourne, Fla., campus. Beever adheres to a customercentric design philosophy. “It’s ergonomics first, craftsmanship second then design,” he explained. “Design is subjective. If the customer feels like they have designed their airplane, then it is elegant and we all win. If the customer feels like the ego of the designer took over and he got an airplane that is the designer’s expression and it just doesn’t work for him, then we all lose.” To that end, Beever and his colleagues have created a handson design experience for the customer ordering a new airplane. It begins with iPad configurator tools that customers can download at home, according to Frank Chavez, Embraer’s manager of customer support and design. Chavez is part of a team that helps customers spec their aircraft at the Melbourne customer center, what Beever jokingly refers to as “the realm of emotional compromise.”

Before customers arrive, sales representatives show them how to work the configurator (for all models except the Lineage as that is a custom interior). It starts with a digital walkthrough of the aircraft, then the buyer can change layouts, fabrics, materials and colors. Chavez said the company started using the tool two years ago and it has been a great success; 90 percent of buyers define their interiors in one visit, and that visit lasts less than two to three hours. More than 50 percent of customers use the tool before their first visit to Melbourne, and it can also be used to spec exterior paint colors and color schemes. Embraer’s bold black, silver and blue signature-pattern paint scheme has proven popular with customers as opposed to traditional uniform horizontal pin striping, a pattern that Beever claims is borrowed from Winnebago-brand recreational vehicles. “Airplanes are so elegant and so sexy, and then they disguise them with Winnebago paint schemes,” he said. “Our corporate paint scheme follows the pattern of flow over the airplane.” Sales reps start showing customers the configurator during demo flights. “We don’t want customers just judging the airplane by the demonstrator,” said Beever. “What might be beautiful to one person is not beautiful to another. By having this tool we get them to the airplane that they like, and therefore the demonstrator has not created

a subjective opinion. This is the closest thing you can have to virtual reality inside the airplane without putting goggles on somebody’s head and making them feel uncomfortable. The idea here is to get them to 90 percent of what they think they like and then start picking materials.” Customer Satisfaction

The configurator and the renderings produced from it also lead to increased customer satisfaction with the end product, he said. “On the color board it may look appropriate, but when customers see the airplane rendered out, that is an important lesson to learn. We don’t want them learning that lesson when they take delivery of the airplane. So we get rid of all that discovery up front, so when they walk out they know exactly what they are getting and are happy with it.” During what can be as much as a year-long lag between spec and delivery, Embraer keeps customers emotionally engaged by delivering them a decorative, high-end wooden box, suitable for cigars or jewelry, that contains elements of their aircraft including veneer, fabric or plating. “It represents the aircraft,” said Beever, “so for the last six months they are excited about it. We use1 the box to keep the emotional connection going.” Beever concerns himself with elements typically outside the purview of an interior design chief. He is passionate about fly-by-wire flight controls, for

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instance. “Why is fly-by-wire with the sidestick key to cabin comfort? Some owners may say, ‘I don’t care what the pilot has to deal with. I want comfort in the cabin.’ Well digital fly-by-wire is like a stair step, but when you are pulling a yoke it is a Cartesianlike movement: X, Y and Z. You’re never truly linear. The pilot is still flying the reaction. Fly-by-wire takes care of everything the bird is doing without its head moving. Because it’s a stick instead of a yoke it is A to B. You don’t have to go through an X, Y, Z Cartesian pull so the ride in the back is even more comfortable. So the stair step is so micro that it actually becomes a ramp. The cabin is actually where you feel that the most,” he explained. Sitting in the Legacy 450 mockup, Beever stressed that good design means durability, reliability and serviceability. “This is our flagship for technology and aesthetic DNA. When you look around, everything is face-mounted. You feel the edge of the glass—Gorilla glass—it’s finished, it’s polished. That way if this gasper and reading light fail it takes me less than 30 minutes to service, because everything is removable from the face side. Window shades are behind a window decorative panel. The seats don’t need to come out for service. So much of this industry is set up around entombed things, like 12 hours to remove a window shade in some airplanes. This is an example of design for assembly

and maintainability using automotive geometric dimension and tolerancing. Just like in a car, it’s easy to get to the fuse panel, to the glove box, easy to do all these things.” Beever also explained how the new midsize Legacys use a unique floating-gap method of attaching trim panels. At Embraer’s Engineering and Technology Center in Melbourne, Beever runs a small industrial design team that, among other things, recently conceived the components for the Phenom 100 ACE (Aircraft Customization by Embraer) program. Beever credits the Singer Porsche 911 as his inspiration for the project. The Singer is lighter than the original and performs better. Likewise, the Phenom ACE shaves more than 80 pounds from the cabin and features hip styling, more comfortable seating and improved cabinetry. “You can save weight with industrial design,” said Beever. “This is our entry into the customization world of service center interior refurbishment that Embraer hasn’t had because we are 10 years young in executive jets. Customers are now at that maturity point where they need something fresh in their interiors. Now we are starting to set up this type of access. Right now only Embraer’s Fort Lauderdale service center is installing the ACE interior but Beever thinks that any interior shop should be able to install it within a year. o

DUNCAN TO UPGRADE U.S. GULFSTREAMS Duncan Aviation (Booth 3126) “combines the experience, qualhas been selected by Inairvation ity and craftsmanship of two highly to be the exclusive U.S. provider respected European aviation comof its integrated smart cabin up- panies, and now we have an equalgrade for Gulfstream’s G450 and ly respected partner in the U.S. in G550 business jets. Inairvation is Duncan Aviation.” a joint venture between “Partnering with Luf thansa Technik Inairvation is anoth(Booth 2632) and inteer indication of our riors specialist compacommitment to prony F/List (Booth 1444). vide solutions that Inairvation offers premeet our client’s exengineered retrofit pac pectations for innovakages to replace faction and quality,” said tory-installed cabin Duncan Aviation avionics sales represenmanagement systems (CMS) that are no lontative Dennis Kruse. ger in production. The “It provides a muchpackages are custom- Philip von Schroeter needed solution to fit and include ergonomic sideledges, dado panels and veneer, all of which make for a fresh, shinylooking new cabin. Also included is Lufthansa Technik’s nice HD CMS. Philip von Schroeter, coCEO of Inairvation, is excited about bringing this new technology to the U.S. According to von Schroeter, Inairvation

update aging cabin entertainment equipment with a high definition CMS solution.” Duncan Aviation and Inair vation are offering special incentive pricing for G450/G550 operators that commit to a smart cabin upgrade installation by the end of this year’s NBAA convention. —J.L.E.

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NBAA spotlights youth at YoPro network event by Samantha Cartaino The Innovation Zone at this year’s NBAA show is home to the Young Professionals, or YoPro, group. NBAA’s staff founded YoPro in 2014 to create a network for young professionals in the business aviation industry. According to its official website, the group aims to promote networking and industry practices while building a community for future aviation leaders. YoPro will host two events at the convention this week— a networking reception today from 5:30 to 7 p.m. and an education session on Thursday from 9 to 10 a.m. This is not the first time the Young Professionals group has held these events. At last year’s show in Las Vegas, the YoPro networking reception provided participants with the opportunity to connect with other young professionals as well as industry experts. There, the Airport Business Top 40 Under 40 list was published, showcasing the industry’s rising stars of the year. Meanwhile the education session titled “Elevate to New Heights: Young Professionals and the Future of Business Aviation,” featured a discussion

of industry changes and the impact young professionals are making in the business aviation community. There were about 300 attendees at the reception and 130 at the education session. YoPro registration assistant Sierra Grimes and NBAA senior v-p of communications Dan Hubbard anticipate that this year’s numbers will remain the same. In order to reach out to the wider aviation community, YoPro recently launched the Young Professionals Council. This advisory group, which comprises 25 young professionals from the business aviation industry, plans events that create a sense of community for the group. Mentoring Opportunities

These initiatives, such as the networking and education sessions at the NBAA convention, focus on community outreach, marketing, mentorship, internship, professional development and sponsorship. “We’ve created this entity with a certain number of people represented on it who are themselves young professionals with our member companies,”

NBAA recognizes that the next generation will be critical to the survival of business aviation. With the annual NBAA show as its backdrop, the Young Professionals (YoPro) group has the opportunity to meet with working members of the bizav industry, hear what they have to say and see what they do. They will supply the energy and innovative thinking to take the next big steps forward.

said Hubbard. “What they’re trying to do is help support the work that NBAA is doing through the YoPro program— to engage young people’s careers in aviation. “In a less formal way, adults with our member companies are often very enthusiastic in attending YoPro events at the shows or conferences. They get a lot out of it and so do the young professionals. Young professionals get exposure to could-be mentors, people who they can ask practical questions to. At the same time, career

Techs fly, as dual-role plans find favor by Amy Laboda NBAA member companies such as DuPont, Johnson & Johnson, Boeing, ExxonMobil and Toyota have been hiring or cross-training A&P mechanics as cabin crew for transcontinental and intercontinental trips. The position is called flight technician (FT), flight maintenance engineer (FME) or flight maintenance technician (FMT), depending on the company and its location. FTs have been flying on large intercontinental corporate aircraft for years, but it is only in the last decade that there has been an expansion of their duties to inflight responsibilities that go beyond fixing something that is broken. Sometimes a flight department is lucky enough to hire pilots or cabin attendants who can double as maintenance providers. More often than not, however, companies are finding it economical to pluck line

maintenance personnel right off the hangar floor and cross-train them as flight technicians, who also serve as cabin safety crew. It isn’t always a happy mechanic chosen to fly with the bosses, but most of them warm to the position once they understand their roles as cabin safety personnel and, more often than not, IT experts. The travel perks aren’t bad, either. Why the trend?

“My CEO told me this: if you can’t fix the airplane or fly it, I’ve got no reason for you to be on it,” said Chris Jackson, flight technician for DuPont Aviation, speaking during the Flight Technician Roundtable at the 2016 NBAA FA/FT conference in Delray Beach, Fla. Since the last recession (and in some companies even before that) the bulk of corporate flight departments, even those deemed essential to

company operations, have been asked to do more with less. Part of the solution is cross-training. These employees offer real advantages (much more than just knowing how the coffeemaker works so they can fix it in flight). FlightSafety International’s Paul Kuchta, director of maintenance and cabin safety operations, is particularly concerned with the complexity of cabin connectivity these days, and feels that flight techs can be a part of the solution for passengers and pilots, alike, in flight. But without proper job descriptions and training, things can get complicated, compromising safety. Take duty times, for example. Ben Janaitis, a flight technician for a large corporation, told the NBAA Flight Attendants and Flight Technicians committee about times when he was working on airplanes in the hangar the day before heading

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veterans feel like they can give something back.” Looking forward, the Young Professionals group plans on expanding its reach to international airshows. For example, the group already held its second annual EBACE Young Professionals session in Geneva last May where attendees were able to discuss the European business aviation sector with Europe-based industry leaders. Panelists included CEO of Diamonté Jets Rohan Mark Jayawardene, Diana Zuluaga, co-founder of

Jet D’or, and business aviation attorney David Shannon. Besides international conferences, YoPro events are expanding to other shows in the U.S. The YoPro Council is planning events for the 2017 Schedulers & Dispatchers conference, which will take place February 7-10 at the Fort Worth Convention Center in Texas. Aptly, the theme of the convention is “Steer your Career.” The council is also gearing up for the 2017 Maintenance Conference in West Palm Beach, Fla. from May 2 to 4. o

out on a flight, while the flight department operations manual (FOM) gave flight crew members the day off to prepare and rest up. Yet Janaitis works hard onboard the aircraft during the flight. “I have to take care of the cabin; I don’t sleep unless the passengers are sleeping,” he said. “The problem is that when I land there are no regulations as I transition back into the ground mechanic role. At that moment when I am mentally at my worst, I have to self-assess and decide if I am ready to be a mechanic and fix any problem that came up on the flight.” Anthony Joseph, chairman of the NBAA Flight Technicians subcommittee, agreed. “We do try to lean forward to get the job done and appease the executive in the back of the plane. Sure we get back safe, but you get out to your car and you can barely drive home. I’ve known people, personally, who got into a serious accident.” He challenged the group of FTs to go back to their flight departments and self-assess, asking, “Is this safe? Am I

fatigued beyond usefulness?” Mark Wyatt, a master technician and cabin service supervisor with Johnson & Johnson, said that his flight department has found a solution to the problem during its IS-BAO certification. “Our FOM says that our FMTs are to be treated the same as pilots,” he told attendees of the 2016 FA/FT conference during a panel discussion. “Fatigue is supposed to be part of the preflight and postflight briefing. With augmented flight crews there is only room for one FMT. When we go to China, we swap an FMT in Anchorage. I think that it is starting to catch on in the industry.” Joseph tasked the subcommittee to help push the topic of flight technician duty-time restrictions by rewriting the flight technician’s job title, duty description, training requirements and more in the NBAA Management Guide, which is published annually. “It should also serve as a template for companies undergoing safety management system [implementation] and IS-BAO certification,” said Joseph. o

Stevens expands lineup of Gulfstream models by Curt Epstein As it increases its focus on Gulfstream maintenance, MRO provider Stevens Aviation has added the GV and G450 to the lineup of legacy models it now supports from the Savannah airframer. The two new additions join its scheduled and unscheduled service offerings for the Gulfstream G200, GII, GIII and GIV. “Stevens Aviation is highly committed to supporting our growing Gulfstream customer base with additional qualified personnel and equipment,” said Rick Screen, the company’s head of Gulfstream operations, adding it offers “full maintenance support, AOG response and mobile maintenance support to include avionics, avionics installs, interior repairs, full interior refurbishments, mechanical repairs and inspections.” The company’s GreenvilleDonaldson Center facility recently completed its first major GV inspection and has others slated. It conducts inspections such as the periodic 12-month-to96-month examinations as well as 5,000-landings inspections.

The South Carolina-based company, with facilities in Tennessee and Ohio, has been in operation for nearly seven decades. It services most major business aircraft manufacturers including Bombardier/Learjet, Cessna/Beechcraft, Embraer, Pilatus and Piaggio, and provides full interior work, modifications, avionics installation, engine changes, airframe repairs, gear and thrust-reverser overhauls as well as aircraft maintenance planning/tracking. AOG Support

Stevens Aviation also offers 24/7 support for grounded aircraft, and to that end it has established a satellite location in Opa-Locka, Fla., with a new mobile maintenance dispatch truck. Staffed by full-time technicians, the unit will serve the so-called southernFlorida region, including Miami, Cuba and the Bahamas. In September, Stevens received ISO9001C and AS9110B quality management certification, at its Greenville, S.C., location, from SAI Global, an international third-party certification body.

GlobalParts.aero adds to Learjet support work by Kerry Lynch GlobalParts.aero (Booth 3133) is finishing up a year of significant expansion of new business and capabilities, spurred in part by a year-old agreement for the Augusta, Kan.-based company to take over parts distribution of Learjet 20-, 30- and 50-series aircraft. That agreement, announced during last year’s NBAA convention in Las Vegas, resulted in the addition of more than 32,000 Learjet-specific parts numbers, bringing the company’s total number of unique part numbers stocked to more than 130,000. In the first year alone, the business has led to more than 25,000 Learjet-specific shipments, said Malissa Nesmith, GlobalParts. aero senior v-p and COO. “It’s been a busy year,” Nesmith said. Not only has the program meant an increase in distribution business, but it has led to the addition

of other new product lines to support the many Learjet operators still flying, as well as different overhaul and repair capabilities, she said. GlobalParts.aero has been able to accommodate the new parts at its existing 100,000-sq-ft warehouse, along with an additional 15,000 sq ft of storage space that it has there. But the company has brought on board more sales and planning staff, as well as technical support. It also has enhanced its infrastructure with parts ordering online and 24/7 availability for customers. And it now is offering a rental pool at customer requests. “The changes we’ve made internally to adapt to this program… have not only benefitted the Learjet operators, but all other operators that we support as well,” she said. The program also is leading the company to look to expand

Stevens Aviation, with facilities in South Carolina, Tennessee and Ohio, has expanded the list of Gulfstream models it is authorized to support. Stevens also works on Bombardier, Beechcraft, Cessna, Embraer, Piaggio and Pilatus aircraft.

While the standard applies to maintenance and overhaul for U.S. military MRO customers, the company believes the standard will boost all its segments. “Obtaining AS9110 certification for Stevens’ DoD customers is having a positive effect on the culture and activities for all Stevens operations here in Greenville,” noted Dendall Wood, the company’s quality manager and chief inspector. “Many of the procedures are also being applied to the commercial division.” With the end-of-2019 ADS-B compliance mandate rapidly approaching, Stevens is holding a reception/workshop on the

topic this afternoon at its booth (557) from 3 to 5 p.m. “What I’m hearing from customers is they are more concerned about making sure they meet the mandate and have a slot to have the work done, more so than the product itself,” said company sales manager Phil Stearns. He added that the company is accepting reservations for slots and has some booked out as far as November and December 2019. Stevens put its ADS-B slot-reservation calendar through 2020 on its website, allowing customers to easily see what slots are still available. According to Stearns, deposits are applied to the final

price, are refundable up to three months prior to installation, and are fully transferrable to the next aircraft owner if sold prior to Dec. 31, 2019. “That way even if they sell the plane, it still has an installation slot secured, because there are more airplanes and more work than there are shops and capabilities,” Stearns told AIN. With the technical solutions still evolving, an added benefit to this is customers can wait to see what the most beneficial option for them will be at the time compliance is required, with the peace of mind that a slot for the installation will be waiting for them. o

internationally. GlobalParts.aero is in the early stages of talks to expand its partnerships, Nesmith noted. “After adding the 24/7 support, the next logical progression would be to have parts in locations available for that support,” she said.

had the wheels, the brakes and other rotables. But we really didn’t cater to the PPE equipment that people need. It makes sense for us to become more of a one-stop shop for everyone.” Nesmith added that this expansion comes as operators become more aware of a need for PPE. “With what’s happening in today’s world with the threat of lithium-battery fires and personal [device] charger fires, people are more cautious of the safety aspect of it right now. This is why we are seeing an uptick in demand. We want to make sure we have the lines availability to support those needs.” Beyond its distribution business, Nesmith noted that its maintenance repair and overhaul business has been growing “on a very nice trajectory.” She added that this business has “a lot more potential as we continue to add capabilities. We are just a couple of years into structural overhaul and repair and are rapidly moving into expanded capabilities.” To that end, the company’s GlobalParts Aero Structures unit on Wiley Post Airport in Bethany, Okla., recently signed

an agreement with its neighbor on the field, Turbine Aircraft Services to enable full removal, repair and reinstallation services. “We’ve had the repair capabilities, but this is the first time we’ve partnered with a shop that can do the removal. It made sense for us,” she said. Nesmith also has seen growth in the company’s manufacturing business, which supports inproduction aircraft. This business also, however, has given it the capability to do one-off production for certain out-of-production parts or specific situations. “This has really been a growth year for us,” she said of the now 13-year-old company. “That trend will continue into next year as well.” GlobalParts.aero brought an election theme to this year’s NBAA show, with a “campaign” highlighting its support of an “American icon”—the legacy Learjets. The company is holding daily drawings for fire-containment bags for attendees who use the #voteglobalparts on its social media outlets, or drop a business card by Booth 3133. o

Personal Safety Gear

In addition to the Learjet parts, the company this year has placed an increased focus on personal safety product lines. The safety equipment, which is not necessarily aircraft specific, expands GlobalParts.aero’s reach to offer fire-containment bags, oxygen systems, first aid kits, life vests, life rafts, goggles, fire extinguishers and fire-suppression kits. These include announcements in recent months for the distribution of the Baker Hot-Stop L fire containment kits and Avox Systems/Zodiac Oxygen Systems oxygen masks. This expansion into personal protective equipment (PPE) “gives us a very well rounded product offering,” said Brad Vieux, GlobalParts.aero v-p of business development and international relations. “We’ve always

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NBAA/CAN Soiree An Evening With Angels

Don’t miss one of the best networking events at NBAA-BACE, while also supporting Corporate Angel Network (CAN).

November 2, 2016 | 6:00 p.m. – 11:00 p.m. Orlando Ballroom | Hilton Orlando Musical entertainment provided by DJ PopRoXxX. To reserve a seat or table, visit the concierge desk in south hall registration.

www.nbaa.org/2016/soiree

NBAA Event

Schedule

EXHIBIT HOURS Exhibit Halls & Indoor Static Display Tuesday, Nov. 1 | 10 a.m. – 6 p.m. Wednesday, Nov. 2 | 9 a.m. – 5 p.m. Thursday, Nov. 3 | 9 a.m. – 4 p.m.

Static Display of Aircraft Tuesday, Nov. 1 | 9 a.m. – 6 p.m. Wednesday, Nov. 2 | 9 a.m. – 5 p.m. Thursday, Nov. 3 | 9 a.m. – 3 p.m.

PUBLICATIONS Visit us at Booth 3482 or Hall Room N210

Tuesday, November 1, 2016

7:00 a.m. - 8:15 a.m.

1:00 p.m. - 2:00 p.m. The Future of Aviation Through Environmental Policy Location: Orange County Convention Center, S330 A/B (#2) Education Track: Business Management 2:00 p.m. - 3:00 p.m.

No Plane No Gain Media Kick-Off Breakfast Location: Orange County Convention Center, Exhibit Hall South B

NBAA-BACE Coffee Social Location: Orange County Convention Center, NBAA Booth #291

8:30 a.m. - 10:00 a.m.

2:30 p.m. - 3:30 p.m.

NBAA-BACE Opening General Session Location: Orange County Convention Center, Exhibit Hall South B

Single Pilot IFR Best Practices Location: Orange County Convention Center, Room S330 E/F (#3) Education Track: Operations Communicating the Value of Business Aviation Location: Orange County Convention Center , Room S331 A/B/C (#6) Education Track: Business Management A Guide to Aircraft Operating and Leasing Location: Orange County Convention Center, Room S330 A/B (#2) Education Track: Business Management Is This Trip Feasible? Location: Orange County Convention Center, Room S331 D (#5) Education Track: Operations Just Culture – Not as Simple as It Seems Location: Orange County Convention Center, Room S330 G/H (#4) Education Track: Operations Cabin Connectivity – Maximizing User Experience While Controlling Cost Location: Orange County Convention Center, S230 C Success Stories: Business Aviation Pilot Internships Location: Orange County Convention Center, Room S330 C/D (#1) Education Track: Human Resources

Attendee Exhibitor & Press Registration Location: Orange County Convention Center

9:30 a.m. - 10:00 a.m. Cabin Connectivity – Maximizing User Experience While Controlling Cost Location: Orange County Convention Center, S230 C

10:30 a.m. - 12:00 p.m. Evolution of UAS: A Regulatory & Application Perspective Location: Orange County Convention Center, Room S331 A/B/C (#6) Education Track: Operations IBAC International Standards in Practice Location: Orange County Convention Center, Room S330 E/F (#3) Education Track: Operations Retaining Talent in a “WIIFM” Culture Location: Orange County Convention Center, Innovation Zone #295 Education Track: Human Resources CDM Weather Evaluation Team Briefing Location: Orange County Convention Center, Room S330 G/H (#4) Education Track: Operations Goldilocks Strategy to Aircraft Transactions Location: Orange County Convention Center, Room S331 D (#5) Education Track: Business Management The Changing Face of Small Flight Departments Location: Orange County Convention Center, Room S330 C/D (#1) Education Track: Business Management International Operations for the First Time Operator Location: Orange County Convention Center, Room S330 A/B (#2) Education Track: Operations 11:30 a.m. - 12:00 p.m. Cabin Connectivity – Maximizing User Experience While Controlling Cost Location: Orange County Convention Center, S230 C 1:00 p.m. - 2:00 p.m. Creating a Leadership Vision Location: Orange County Convention Center, Innovation Zone #295 Education Track: Leadership PANS-Ops, TERPS What’s the Difference? Location: Orange County Convention Center, S330 G/H (#4) Education Track: Operations Takeoff and Landing Performance Assessment (TALPA) Location: Orange County Convention Center, Room S331 A/B/C (#6) Education Track: Operations SOPs for Fatigue Management in Aviation Maintenance Location: Orange County Convention Center, Room S330 E/F (#3) Education Track: Aircraft Maintenance & Facilities Operations Intro to Flight Department Security Location: Orange County Convention Center, Room S330 C/D (#1) Education Track: Operations Beyond Data: Making Life-Saving Decisions Through Knowledge Location: Orange County Convention Center, Room S331 D (#5) Education Track: Operations

3:00 p.m. - 4:00 p.m. Digital Flight Controls in Business Aviation Location: Orange County Convention Center, Innovation Zone #295 Education Track: Aircraft Maintenance & Facilities Operations 4:00 p.m. - 5:00 p.m. Technology: Bringing Efficiency to Flight Operations Location: Orange County Convention Center, Room S330 C/D (#1) Education Track: Operations Understanding the FAA’s New Compliance Philosophy Location: Orange County Convention Center, Room S330 E/F (#3) Education Track: Operations Empowerment vs. Entitlement – Team Development in the Age of Technology Location: Orange County Convention Center, Room S330 G/H (#4) Education Track: Leadership Advancing Avionics Weather Information Location: Orange County Convention Center, Room S331 A/B/C (#6) Education Track: Operations Securing Your Most Valuable Assets: Your People Location: Orange County Convention Center, Room S330 A/B (#2) Education Track: Operations Avoid These Mistakes When Buying an Aircraft Location: Orange County Convention Center, Room S331 D (#5) Education Track: Business Management 4:30 p.m. - 5:30 p.m. Protecting Airport Air Traffic from Errant Drones Location: Orange County Convention Center, Innovation Zone #295 Education Track: Operation 5:30 p.m. - 7:00 p.m. NBAA YoPro Networking Reception Location: Orange County Convention Center, Innovation Zone #295

124 NBAA Convention News • November 1, 2016 • www.ainonline.com

MARIANO ROSALES

7:00 a.m. - 6:00 p.m.

Dassault upgrades 900LX;

in June. Approval from the UAE and Brazil was also announced on Monday. India and China approvals will follow “soon.”

by Ian Sheppard

as 8X enters service

Falcon 8X Off to a Good Start

Dassault Aviation is lamenting a continuing weak business aviation market with another difficult year likely in 2017, but the company continues to improve its products and is turning its attention to what might be next after its new Falcon 8X flagship, the French aircraft manufacturer said on Monday at NBAA 2016. Meanwhile, the performance issues with the Safron Silvercrest engine powering the new Falcon 5X model are being resolved to allow a first flight before the end of 2017, and service entry in 2020. This week at NBAA 2016, Dassault is concentrating sales

efforts on an upgraded 900LX, as well as giving visitors an update on the 6,450-nm-range 8X. The company’s newly upgraded 900LX has a vacuum toilet system; new connectivity services (FalconCabin HD+); LED mood lighting; FalconEye combined vision system; and an electronic flight bag (Falcon Sphere II). The 900LX can be seen at the static. Olivier Villa, who is now executive v-p for civil aircraft, reflected on how quickly the Falcon 8X had come together after launch at EBACE 2014. The trijet made its first flight in February 2015, with simultaneous FAA and EASA certification

The first 8X was delivered to Greek operator Amjet Executive on October 5 at Dassault’s Bordeaux-Mérignac facility, where Villa said aircraft S/N 32 has now started assembly. The next development milestone is expected to be the certification of the FalconEye HUD system, which is already certificated on the Falcon 2000, on the 8X, followed by certification for dual-HUD applications. Eric Trappier, Dassault Aviation chairman and CEO, said that market conditions remain tough, but success in its military business (Rafale fighter sales) is offsetting a slow business aviation marketplace. He alluded to studies of the next Falcon jet, but declined to

Hemisphere mock-up on show

jet, will include active control sidesticks. Textron Aviation will integrate the system, with Thales providing flight control computers and remote electronic units. Thales also provides the fly-by-wire technology for the Longitude’s rudder and spoiler systems. The Hemisphere cabin mockup (see page 6) on view just a year after Textron Aviation unveiled the aircraft “should leave no doubt as to our intention to expand our segment leadership position,” said Textron Aviation president and CEO Scott Ernest. The company plans to fly the Hemisphere in 2019, with entry into service following fairly quickly in 2020. Meanwhile, Textron Aviation’s first entrance into the supermidsize market, the Citation Longitude, arrived at the NBAA show on Saturday with newly announced improved performance numbers. Performance has been improved over the original projections, with range stretching

by 100 nm, to 3,500 nm, and full fuel payload increasing by 100 pounds, to 1,600 pounds. “Increases for both range and payload on the Longitude will bring even more value to our customers, particularly for popular non-stop routes, including New York to Paris, London to Dubai and Singapore to Sydney,” said Michael Thacker, senior v-p, engineering. This boosted performance comes just a few weeks after the Longitude completed its first flight, kicking off a busy flight test campaign that is expected to culminate in certification next year. The Longitude will provide seating for up to 12 passengers, with a stand-up flat floor that is 72 inches tall and 77 inches wide. Cessna’s new super-midsize jet is fitted with Garmin’s touchscreen-controlled G5000 flight deck, which will incorporate a head-up display with enhanced vision, although Textron

business jet to be equipped with a whole-airframe parachute recovery system. Cirrus initially announced plans for the SF50 in 2006, but the program was subject to several starts and stops as the company went through ownership changes and the industry experienced depressed delivery levels. It currently claims 600 deposit holders for the SF50. Initially, customers will receive company-conducted type rating training in company-owned aircraft before a certified level-D simulator comes online during the third quarter of next year. The initial

type rating course is designed to take 10 days; however, customers begin preparing for it up to 12 months in advance with a basic flight skills assessment, followed by online learning and avionics familiarization closer to the actual coursework. After completion of type rating training, Cirrus will make mentor pilots available consistent with customer needs and insurer requirements. Cirrus is also rolling out a customer support program for the aircraft that initially will include 12 service centers in the U.S., mobile support teams and the Jet Stream ownership program. o

uContinued from page 1

Snecma’s Silvercrest engine, which will provide more than 12,000 pounds of thrust for the Hemisphere, also was selected to power Dassault Aviation’s Falcon 5X. It had originally been slated to power the Citation Longitude, but then was replaced with Honeywell HTF7700L turbofans. While the Silvercrest development program has suffered delays, Textron Aviation noted that the engine incorporates the latest in technology to offer “unrivaled performance in its category in terms of propulsion efficiency, reliability and environmental friendliness.” This includes a fuel consumption that is up to 15 percent less than other engines in the category. The full fly-by-wire system, the first for any Citation business

FAA certifies Cirrus SF50 jet uContinued from page 1

and delivery center in Knoxville, Tenn. The SF50 has a top cruise speed of 300 knots, a maximum altitude of 28,000 feet and a maximum range of 1,250 nm at 240 knots. The aircraft features the Cirrus Perspective Touch avionics system, based on the Garmin G3000 system, and is powered by an 1,840-poundthrust Williams International F33-5A with dual-channel Fadec. The SF50 is the first

provide additional information. “I will not give you details. We are now studying in depth with our marketing and sales departments, looking at what the market should be tomorrow.” Trappier said he had launched a company transformation plan, called “Piloting Our Future,” with a renewed focus on areas such as digital development and customer support. He said there were advantages to being a relatively small company, “as long as we remain swift and focused.” Jean Rosanvallon, president and CEO of U.S. subsidiary Dassault Falcon (Booth 2647), said that there were “a few encouraging signs but still too many factors creating headwinds.” He noted that “negative things include the strong dollar,” which is making aircraft (priced in U.S. dollars) to be relatively expensive for those outside the U.S. “We have some

other difficulties in the BRIC countries,” he added, alluding to the commodities crisis that has hit these economies hard. Even in the U.S. he said there was a downturn in corporate profits. “In the industry itself we are facing depressed prices and weak demand. Some OEMs have reduced their prices by 15 percent over those 15 years ago, some as much as 25 percent, which shows the imbalance between supply and demand in our market,” Rosanvallon commented. “And looking at values of five-year-old aircraft, such used aircraft used to be valued at 80 percent of the original list price, but now—according to Vref—they are down to 55 percent after five years. That’s a lot of loss of value.” He also pointed to UBS research that suggests “stagnation in the business aircraft market over the past few months.” o

Aviation hasn’t yet announced vendors for these products. Textron Aviation isn’t ignoring the lighter end of the market–earlier this year it introduced its competitor in the turboprop-single market, the Denali–although activity has slowed somewhat in the light jet arena. “It’s pretty simple,” Ernest explained. “When you look at the market and areas of growth in the light jets from the CJ4 on down, there’s an incremental piece of growth but not

substantial with respect to where the market is going. “The investment in midsize and large jets has got the potential to continue to grow from now through 2025. We can’t just say the market is tough now and not invest. Otherwise we wouldn’t have the Latitude and Longitude, and we wouldn’t be where we’re at on the Hemisphere. When you look at where others are investing, we’re ahead of the curve.” o

Textron Selects Silvercrest To Power Citation Hemisphere Textron Aviation’s selection of the Safran Silvercrest turbofan to power its new Cessna Citation Hemisphere is a significant boost for the French engine maker’s ambitions in the business aviation market. Yesterday’s announcement at NBAA 2016 follows confirmation that the engine is back on track to complete certification in spring 2018 in support of the revised development timetable for Dassault’s new Falcon 5X twinjet, which now is due to enter service in the first half of 2020. To win its place on the Hemisphere, Safran beat off competition from RollsRoyce, Pratt & Whitney Canada and General Electric. “This is a strong vote of confidence for the Silvercrest,” said Safran Aircraft Engines CEO Olivier Andries. “I believe we were selected because we designed the engine to be optimized for this thrust segment [9,500- to 12,000-pounds].” The powerplant offered by the other bidders would have had to be down-rated in thrust, resulting in penalties in terms of weight and specific fuel consumption. The Silvercrest now being developed for the Hemisphere will be designated as the -2C model. It will share the same architecture as the -2D engine for the Falcon 5X but with some features optimized for the new Citation, according to Silvercrest program general manager Michel Brioude. The Cessna team has visited Safran’s facility in San Antonio, Texas, where they have been flight testing the engine for the 5X. Since last year, the Safran engineering team has been quietly developing solutions to several technical problems that had compromised the ability of the Silvercrest to sustain its promised performance standards. These hardware changes, which are now being implemented, were focused on improving clearance and vibration controls, as well as reducing airflow leakage. “The technical issues on the Silvercrest are now behind us,” Andries told AIN. “This reconfirms our approach to this market, and that we are still offering the best product in terms of weight and performance.” —C.A.

www.ainonline.com • November 1, 2016 • NBAA Convention News 125

Embraer: bizav industry needs more new users by Ian Sheppard Embraer Executive Jets yesterday unveiled a new version of its Legacy 650, the Legacy 650E. It features a new synthetic vision system and autothrottles, restyled seat upholstery, a warranty increase from six to 10 years (or 10,000 flight hours)—“the longest in business jet history”—and an option for a separate crew lavatory in the forward area. Entry into service of the $25.9 million super-midsize twinjet is scheduled for next year. This week at NBAA 2016, the company has been celebrating the 700th Phenom 100/300 to be delivered—a 300 Signature Series, which is the 60th example to be delivered to NetJets. The Phenom 100 is also of interest for NBAA static park visitors this week as Embraer has brought its new Phenom 100EV—first announced at AirVenture Oshkosh in late July—marking the new variant’s global air show debut. The aircraft, which has already logged more than 100 hours in flight test, has a higher cruise speed (405 ktas) and better

hot-and-high performance via modified Pratt & Whitney Canada PW617F1-E engines, which deliver 15 percent more thrust at hot/high airports. It also has a faster time-to-climb and a four-occupant max range with NBAA IFR reserves of 1,178 nm. The EV is scheduled to enter service in the first half of next year. Embraer Executive Jets is also showing its new Legacy 450 with a complete interior at an NBAA convention for the first time. The aircraft sits alongside the Phenom 100EV, Phenom 300, Legacy 500 and Lineage 1000E in the static display this week at Orlando Executive Airport. Speaking to reporters at NBAA 2016, company president and CEO Marco Tulio Pellegrini reflected on the lack of an economic recovery since the downturn that started in 2008. Nevertheless, he said, “OEMs have been doing their part, adding options to the market,” in terms of a wider variety of aircraft, upgrading older models

and vastly improving customer support internationally. “That’s the positive side, but we would like to see much higher utilization of business jets.” For its part, Embraer has produced 1,030 business jets since its executive jets division started 11 years ago, and continues to produce new variants and upgrades—as evidenced here this week. Pellegrini suggested that given the poor economic conditions, commodities crisis and strong U.S. dollar, factors are against a recovery in business aircraft sales before 2018. But he also reflected on Embraer’s incredible success since starting its business jet division and on its increasing number of manufacturing facilities in the U.S., particularly in Florida where all Phenoms and some Legacy 450s and 500s are now assembled. Pellegrini believes that, given the right conditions and promotion, business aviation could be opened up to a much wider market as premium passengers are not being well served by airlines. He said that there are some main drivers such as the record high number of high-net-worth individuals around the world and the emergence of Uber-type apps, “but there are some blockers, too.” One of these is finance, he said. o

ADVENT OFFERING REBATE ON B200 Advent Aircraft Systems (Booth 1231) is now accepting advance orders for its Advent eABS anti-skid braking system for the Beechcraft King Air B200 series and offering the first 10 customers a $6,000 rebate on the $55,889 system (labor excluded). Operators that order under the incentive will have up to a year to install the system after the STC is issued in order to receive their rebate. FAA STC approval is anticipated in the first quarter of 2017. Advent’s anti-skid system for the B300 series received STC approval in February. The Advent eABS for the B200 is available from the same dealer network as the B300 system—all Textron Aviation company-owned service centers and selected independent authorized King Air service facilities. The system offers operators better directional control, reduced tire wear, shorter stopping distances and less reliance on reduced thrust, thereby mitigating prop erosion and the opportunities for foreign object ingestion. The Advent eABS anti-skid system was specially designed for turbine aircraft weighing less than 20,000-pounds mtow and requires no changes to existing braking system components and requires minimal downtime for installation. It was first certified for the Eclipse EA500/550 in 2013 and subsequently has been developed for the King Air, the Pilatus PC-12 NG and the Beechcraft T-6B/C. —M.H.

126 NBAA Convention News • November 1, 2016 • www.ainonline.com

Universal NextGen Hub unlocks ADS-B mystery Reacting to previous feedback from customers, Universal Avionics is hosting a “NextGen Hub” this week at NBAA 2016 to disseminate information about the next-generation U.S. air traffic control environment, with a particular focus on the equipment needed to meet upcoming FAA mandates. Universal’s NextGen experts will host two workshops—one today and another tomorrow— entitled “Design for the Future: Four Steps to Equipping for NextGen and Increasing the Value of Your Aircraft.” The sessions will be held at 1:30 p.m. at Booth 235 and will cover the building-block approach to equipping aircraft. Topics covered will include LPV, ADS-B out, PBN, FANS, datacomm, CPDLC, CPDLC Departure Clearances (DCL) and Link 2000+. Universal said that it will also do one-toone consultations throughout the show. “The entire NextGen roadmap

is more than just ADS-B out,” said Robert Randall, Universal Avionics senior sales manager for the U.S. He added that keeping the market informed is critical to ensure operators make the correct decisions for upgrading their aircraft. Meanwhile, Tucson, Ariz.based Universal Avionics has extended three upgrade incentives for operators preparing for NextGen. Its ADS-B out incentive package program and SBASFMS upgrade for the Learjet 40/45/40XR/45XR and Citation Excel/XLS are now available through Dec. 31, 2017. Also, Universal’s SBAS-FMS upgrade program, valid through Dec. 31, 2019, provides tradein credit for competitor FMS or GPS systems. The company is also displaying its new UniLink desktop training software for FANS and DCL service familiarization this week at NBAA 2016. —I.S.

MARIANO ROSALES

Embraer brought its upgraded Phenom 100EV to Orlando for NBAA 2016.

Stopping by the CRS Jet Spares booth (4477) could lead to riding home astride this indigo blue 2017 Harley Davidson Sportster. Drop off your business card (qualified participants only), and be there for the drawing Wednesday.

Visit CRS Jet Spares to taste the Sportster life by Amy Laboda CRS Jet Spares (Booth 4477), a Ft. Lauderdale, Fla. aftermarket support company for business aviation, has brought some rolling thunder to Orlando for NBAA 2016. The motorcycle that president Armando Leighton Jr. and v-p of sales and business development Jack Caloras are giving away is an indigo blue 2017 Harley Davidson Sportster XL883L. The company, which offers sales, exchange, provisioning rental and managed repair options for Gulfstream, Bombardier Global Express and Challenger, Dassault Falcon, Hawker, Beechjet and Astra business jets, also provides

OEM distribution for Meggitt/ Securaplane main ship and emergency batteries and precision chargers for all aircraft applications. From the time a part arrives at CRS Jet Spares through delivery to a customer, it is traced and tracked by a sophisticated computer system. The company maintains a 24-hour, 365-day-a-year AOG hotline and keeps stock in London, Sao Paulo, Singapore and Los Angeles to enhance the speed of its response to customers. Jet owners, operators and maintainers, add a card to the drawing box, return Wednesday at 3:30 pm and be present to win. o