NBAA Convention News 11-17-15

NBAA

NOV. 17, 2015

Convention News

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TUESDAY

AINONLINE.COM

LAS VEGAS

NOV. 17, 2015

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TUESDAY

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GE takes on a titan

GE fired a “shot heard round the world” with it’s new turboprop series. P&WC’s PT6A is squarely in the crosshairs.

by Kerry Lynch GE Aviation is looking to take on Pratt & Whitney Canada’s venerable PT6 line with the launch of a new 850- to 1,650-shp turboprop family, and its first key win under its belt. GE Aviation formally launched the first entry of the still unnamed family, a 1,300-shp turboprop, which will power Textron Aviation’s new single-engine turboprop (SETP).

The Textron Aviation SETP contract, which Brad Mottier, v-p and general manager of GE Aviation’s Business and General Aviation and Integrated Systems division, said was the biggest program win in his 35-year aviation career, came in the face of fierce competition among a number of engine suppliers,

including those not currently in the turboprop market.

GE Aviation (Booth N2304) is looking at this engine family to firmly cement its role in the marketplace, Mottier said, noting that until now Pratt & Whitney Canada (P&WC) had locked up the space with more than 50,000 engines produced. “This is like the shot heard round the world. To compete and then win in this turboprop market where Pratt and Whitney dominates for half a century, it’s a once-in-acareer opportunity.”

The launch is part of a larger vision of GE Aviation to fill out its business and general aviation (BGA) portfolio. Just

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LAS VEGAS

Sandel Avionics Avilon suite targets King Airs

by Matt Thurber

seven years ago this was essentially a one-engine business that brought in about $75 million to a portfolio of at least a handful of turboprop and turbojet engine families. It is anticipated to bring in about $1 billion by 2020 and grow exponentially from there, Mottier said.

In 2008, Mottier was tasked to establish GE Aviation in the BGA market.

At the time, GE had a strong presence in the military and commercial markets

Continued on page 142 u

Sandel Avionics is joining the ranks of integrated avionics suite manufacturers with the introduction of a unique new retrofit flight deck for Beechcraft King Air 200s. The new Sandel Avilon flight deck is not only priced at a competitive and guaranteed fly-away price of $175,000 installed, but paves the way to a new way of flying, clearly depicted path-based guidance in both the vertical and lateral axes. NBAA 2015 attendees can see Avilon at the Sandel booth (C10232) and in a King Air on the indoor static display.

“We started work on this many years ago,” Continued on page 141 u

BARRY AMBROSE

Textron fasttracks new Longitude and Hemisphere

by Mark Huber

Vegas Side Trip Gulfstream has sent its G500 test aircraft, and crew, to the NBAA show for a bit of a break from its development program. Arriving Saturday at Henderson Executive Airport, site of the aircraft static display, test pilot Scott Evans reported the project is progressing smoothly, largely based on the commonality between the G500’s fly-by-wire architecture and that of the in-service G650. He also said that flying the real airplane is “virtually indistinguishable” from flying in the G500 immersive flight simulator, whose display he described as “kind of like Imax for airplanes.” For the full update on the G500 program to date, turn to Page 142.

Textron Aviation CEO Scott Ernest said the company is spending more than $200 million annually on new product development including the new super-medium Citation Longitude and just-announced large-cabin $35 million Hemisphere. He said yesterday at NBAA 2015 that the manufacturer now Continued on page 141 u

Retrofit Avionics

Engineering

Turboprop Engines

MROs

Safety

Universal Showing Its InSight

Dassault Leads the Innovation Pack

P&WC Announces PT6A-140A

Innotech Celebrates Six Decades

Bombardier Standdown Shows Focus

NBAA visitors can have a look at Universal’s InSight cockpit on board a Citation VII in the aircraft static display, and also at the company’s booth on the exhibit floor. page 28

Never one to stick to the status quo, Dassault has tradtionally put itself at the forefront of aeronautical design. From its three-engine configuration to 3-D software, it’s been a pioneer. page 48

Utility operators with hot-and-high challenges will appreciate the latest from the fabled PT6A stable. The new engine boosts performance and lowers specific fuel consumption. page 54

The Montreal-based completions and maintenance specialist is expanding its service portfolio. Custom cabinetry is one of the new skills it has added to its menu of products. page 102

Managing distractions was the focal point of Bombardier’s 2015 Safety Standdown. Some 450 professionals attended in person and 1,100 tuned in via an Internet feed. page 132

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Citation Longitude

Range

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Citation Longitude

Citation Hemisphere

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NBAA

A bird changes the shape of its wings by moving one feather at a time for infinitely variable adjustment. FlexFoil technology uses similarly variable geometry, enabling greater efficiency and improved control.

Convention News

TM

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 THE EDITORIAL TEAM Gordon Gilbert Mark Phelps Jeff Burger Bill Carey Mark Huber Gregory Polek Bryan Comstock Amy Laboda John Sheridan David Donald David A. Lombardo Ian Sheppard Thierry Dubois Paul Lowe Harry Weisberger Curt Epstein Robert P. Mark James Wynbrandt Rob Frinfrock Nigel Moll Annmarie Yannaco GROUP PRODUCTION MANAGER – Tom Hurley PRODUCTION EDITOR – Martha Jercinovich THE PRODUCTION TEAM John A. Manfredo Mona L. Brown John Lewis Grzegorz Rzekos PHOTOGRAPHERS Barry Ambrose; Mariano Rosales

API and FlexSys team up on ‘FlexFoil’ wing morphing

by Curt Epstein Aviation Partners, Inc. (API), long known for its fuel-saving winglets, announced at NBAA 2015 that it has launched a joint-venture with FlexSys to market a new proprietary wing-morphing technology known as FlexFoil, which offers the potential for even better fuel economy.

Since its formation in 2000, Ann Arbor, Mich.-based FlexSys has been working on variable-geometry control surface mechanisms, which have been validated in NASA tests on a Gulfstream III, in which the flaps were replaced with seamless continuous surface units that can morph from -9 degrees to 40 degrees.

The lightweight technology leverages the inherent elasticity in materials by distributing the stresses encountered in shape changing over a wide area, allowing not only a change in camber but enabling it to twist spanwise at a very high rate, according to FlexSys founder and CEO Sridhar

Kota. “At the same time it is not only flexible but it is very important to know it is very strong, strong enough to withstand air-loads and also strong enough to last a lifetime of cycles,” he told reporters in Las Vegas.

The resulting continuous surfaces could mean a revolution in the design of aircraft control design. “Replacing conventional multi-jointed flaps and other control surfaces with smooth seamless surfaces has been an elusive goal for the aerospace industry for decades, said Kota. “After 15 years of R&D, and successful flight testing, the FlexFoil variable-geometry control surface mechanism ushers in a new frontier in aircraft design.”

In addition to fuel savings from reduced drag, the new technology could also make aircraft quieter by closing the gaps in wing control surfaces. “According to NASA, about 40 percent of the airframe noise

Second Pilatus PC-24 is flying

by Mark Huber The second Pilatus PC-24 prototype made its first flight yesterday morning from the company’s headquarters in Stans, Switzerland. P02 is one of three test aircraft that will be used in the new jet’s certification program that is expected to last into 2017.

The first test aircraft flew in May. A third test aircraft will be used for function and reliability testing and will join the program next year. The aircraft that flew Monday morning will be used primarily to integrate the Honeywell avionics and autopilot and will be based in Deer Valley, Ariz.

To date aircraft P01 has made 100 flights and amassed 150 flight hours

incrementally expanding the flight envelope and CG range. It will be moved to Spain in the coming weeks to take advantage of milder winter weather and better flying conditions there. The entire flight test program is based on 2,350 hours of flight time.

Andre Zimmerman, Pilatus vice president of the PC-24 development program, said the company intends to keep the order book for the PC-24 closed at least until 2017. He indicated that the company will continue its work with BMW Designworks on developing interiors for the PC-24 and will expand its completion facility in Broomfield, Colo., by at least

4 NBAA Convention News • November 17, 2015 • www.ainonline.com

comes from those sections,” said Kota. The surfaces could eventually be utilized for mission-adaptive profiling, where operators can adapt the control surfaces for optimal shape depending on the phase of flight.

In addition to control surfaces, API (Booth C8113), which currently has 6,300 shipsets of blended winglets in service on Boeing commercial airliners as well as business jets, sees potential in the development of active winglets, which could change their dynamic loading. “By morphing the winglet we can get the same effect as toeing it in or changing the camber,” said API chairman and CEO Joe Clark.

Another area of opportunity for Aviation Partners FlexSys could come from the replacement of some de-icing systems currently in use, involving boots and/or bleed air. “De-icing is most readily accomplished by a gradual torqueing of the surface in order to shed the ice, and the FlexFoil technology is ideally suited for that,” noted API COO Hank Thompson, who added that despite the possible definition of the technology by regulators as “new and unusual,” he expects a product based on this technology to be certified and flying within the next 18 to 24 months. o 50 percent to handle the anticipated load from PC-24 completions. Pilatus currently employs 80 at Broomfield and is working with area technical colleges to establish an internship program there in anticipation of additional hiring. Here at NBAA Pilatus is exhibiting the various executive interior options it has developed for the PC-24 in cooperation with BMW Designworks.

Pilatus also is exhibiting its latest PC-12NG in the exhibit hall. o

Correction

: In the Satcom Direct story on page 94 the reference to testing having been done over the F-2 satellite is incorrect. Satcom Direct was the first business aviation communications provider to provision its services and transmit data over Inmarsat’s new Ka-band network via the F-1 satellite in August. Testing over the F-2 satellite is still pending. n

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participate in an upcoming spectrum auction in the 14 GHz band and hopes to secure two 250 MHz and/or four 125 MHz licenses. With these licenses in hand, Gogo plans to offer air-to-ground speeds of more than 100 Mbps, Wade said. “We believe inside two or three years of the auction being complete, we will see a next-gen broadband [air-toground] system in North America.”

Satcom Developments

It is not uncommon for people to have (and use) more than one mobile device at a time, and Gogo Biz aims to keep up with customers’ insatiable appetite for data.

Gogo Biz plans for faster future

by Matt Thurber Having announced its new 4G airborne connectivity service for the business aviation market last month, Gogo Business Aviation revealed to AIN the company’s technology roadmap for the next five years.

The 4G service, which will be available for business aviation in early 2017, brings Gogo Biz air-to-ground service from the existing 3G speed (up to 3.1 megabits per second or Mbps) to 4G (nearly 10 Mbps).

But Gogo is looking far beyond that technology. The roadmap, said John Wade, executive v-p and general manager, “is a clear line of sight of how to get to 100 Mbps for air-to-ground and satcom.”

Gogo is now flying on more than 8,200 aircraft, with the Gogo Biz air-toground service (and airline 3G service) on more than 6,000 aircraft, and these systems generate more than 80,000 connections to the Internet per day.

The main driver of Gogo’s technology roadmap, Wade explained, is massive growth in mobile data usage. “We are halfway through a ten-fold increase in mobile data,” he said. “By 2019, there will be 1.5 mobile devices per person.”

Between 2014 and 2019, mobile data traffic is expected to grow by 10 times, a compound annual growth rate of 57 percent. In addition to the growth in mobile devices, he said, “mobile video is becoming increasingly common. That is driving this massive adoption.

“What can we do to make sure we have solutions capable of supporting that data growth in the airplane?” he asked. “We’ve been working in the background on how to get positioned not just next year but for the next five years. And not just for the passengers, but for the airplane itself.

We do one thing: our sole focus is getting your aircraft online. Whether it’s a small or big airplane, we will make sure you stay connected.”

Charter Customers Want Internet

Voice calling will be one of many features available with Gogo Biz 4G when it becomes available in 2017.

It has become almost a cliche, but charter operators say that customers care far less about the airplane they are flying than whether it has “Wi-Fi,” which has become the ubiquitous term for broadband airborne connectivity. (Wi-Fi technically refers to a local wireless network that may or may not be connected to the Internet.)

This is increasingly the case with business aircraft. “It’s become as important as pilots and propulsion,” Wade said.

During the next five years, not only will airborne connectivity speeds grow rapidly, but most of the world’s aircraft will be connected to the Internet and most of the messaging traffic will be generated by Internet-connected “things” rather than people communicating and watching videos.

6 NBAA Convention News • November 17, 2015 • www.ainonline.com

Gogo’s air-to-ground system is not the only connectivity solution that the company offers, and it employs 10 different technologies, ranging from 3G and 4G air-to-ground (4G has been in service on airlines since 2012), Gogo Cloud and a variety of satcom networks. These include Iridium, Inmarsat (Classic, Swift 64, SwiftBroadband, Ku, 2Ku and Ka).

The company, which began as Aircell 24 years ago, launched its air-to-ground service in the U.S. in 2008, and that has expanded to parts of Canada and Alaska. The system works on a network of 245 ground stations with antennas pointed to the sky, and its 3G speed of up to 3.1 Mbps was the first reliable broadband connectivity available for business aviation. However, the 3G service doesn’t allow emails with large attachments or video streaming.

Gogo Biz 4G airborne will be available for the business aviation market in early 2017, and this will be more than three times faster than the 3G service.

In addition to streaming video, Gogo Biz 4G will allow streaming audio, email with attachments, web browsing, voice calling and VPN support.

Owners of existing Gogo Biz systems who want to install the 4G equipment will be offered “loyalty programs with significant trade-in incentives,” according to Gogo, as the existing transceivers will not be upgradeable to 4G. The 4G system includes dual-band 802.11ac Wi-Fi “and a host of other features” in a single box, instead of the current twobox system.

After launch of 4G service for the business aviation market, Gogo plans to continue selling 3G Gogo Biz systems to give buyers more options. “We’re not anticipating a significant change in terms of service plans [when 4G becomes available to the business aviation market],” Wade said.

In the air-to-ground market, Gogo is targeting its next-generation system for 2018/2019. The company is planning to

On the satcom side, Gogo will continue offering its SwiftBroadband systems, and plans call for adding SwiftBroadband safety services shortly. Gogo is also a service provider for the new Inmarsat Ka-band JetConnex service. This will offer speeds of up to 15 Mbps and near global coverage, according to Wade, and service is expected to begin later this year.

Honeywell is the hardware provider for JetConnex.

While some may think that Ka-band will supersede the existing Inmarsat Ku network, that is not the case. Gogo has more than 200 Ku systems flying in airline aircraft and with new antenna technology sees a market in business aviation as well. The advantage here is speeds of up to 30 Mbps, also on a near-global basis. The key to the higher speed of Gogo’s Ku and 2Ku service is a large tailmount antenna. The 2Ku antenna contains two three-foot discs, and this is not suitable for business jets. Wade said that new fuselage-mounted antennas could allow high-speed Ku service of up to 50 Mbps for business jets. Airlines that can fit the large 2Ku antenna will see speeds of up to 100 Mbps.

Gogo is constantly evaluating technologies suitable for airborne connectivity, and uses “six points of success” as a measuring tool. These include technology, funding, business plan, infrastructure, experience and commitment to aviation.

Wade pointed out that there are 10 different connectivity networks competing for aviation customers (including existing systems and proposed systems from companies such as OneWeb, SpaceX, SmartSky and others). The company isn’t trying to deprecate its competitors, but is trying to educate the market about how these systems work and how to “separate the wheat from the chaff.”

“We’re making people aware of what’s coming,” Wade said. “There’s a lot of conversation about different networks.

Some will be relevant to aviation, some will disappear.

“We’ve spent about a billion dollars building and deploying networks,” Wade said, adding that Gogo has set aside another half billion dollars for next-generation systems. “We pride ourselves on being able to innovate. If you aren’t looking at what you need to do to reinvent yourself, somebody is going to reinvent you for you.” o

We’re more than satcom.

We’re global connectivity.

At Satcom Direct®, the spirit of innovation is both our heritage and our future.

We have a history of solving the unsolvable and bringing you the latest innovations in secured communications for business aviation.

We’ve been Satcom Direct since 1997, and now we’re even more.

We invite you to be part of the evolution of SD. Let’s fly.

Explore our global connectivity solutions

NBAA booth C10134 | static display 100 www.satcomdirect.com | +1 321.777.3000 | nbaa@satcomdirect.com

With just the wave of a hand, Vision Systems dims windows

by Thierry Dubois Window equipment specialist Vision Systems (Booth C12545) is further developing its

dimmable windows into smarter products. Vision Systems windows will be installed on new

aircraft–such as the HondaJet, the Falcon 5X and an unspecified Gulfstream–or can be retrofitted

The Vision Systems Nuance Touchless window is controlled via gesture. The passenger can set strips from clear to dark, one after the other and from the top down, just by approaching the window with a hand. A sideways motion adjusts opacity.

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8 NBAA Convention News • November 17, 2015 • www.ainonline.com

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during refurbishing or a C-check.

The company is simultaneously expanding its offerings in composite-material components.

The Nuance Touchless window is controlled via hand gesture and no longer needs any contact with a physical control, CEO Carl Putman told AIN during a visit to the company’s headquarters near Lyon, France.

The passenger can set dimming strips from clear to dark, one after the other and from the top down, just like a Venetian blind, by moving his or her hand near the window and then moving the hand upward or downward.

Moving the hand sideward sets the level of opacity.

The new Touchless functions can be combined with the Energia concept, where the window has transparent photovoltaic cells integrated into the glazing. The solar-powered window thus stores energy in a battery, and the amount harvested is more than enough power for the dimmable window. Therefore, Energia windows can include a reading light or a USB socket to charge a mobile phone, using simply solar power.

Photovoltaic power also solves a certification issue. A conventional dimmable window receives its power from the aircraft’s electrical system. If it’s fitted on an emergency exit, a backup battery must be added. Otherwise, with loss of power it defers to its default state: dark. The selfpowered concept easily keeps the emergency exit windows clear.

Another Vision Systems product line is helicopter windows.

The main customer is Airbus Helicopters, which buys 80 percent of its windows in Lyon, according to a Visions Systems executive. The company has started production of jettisonable windows for the H160. The project includes emergency mechanical unlocking systems, door seals and foul-weather windows.

The H160 program was a major factor in the decision to build a new $1.7 million composites factory. The 10,000-sq-ft facility is scheduled to be ready for manufacturing by year-end, and an autoclave will be added in 2016. o

At CAE, safe operations are our first priority, as demonstrated by our excellent flight training. But your other needs also deserve attention.

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Š2015 CAE. All rights reserved.

Visit us at NBAA booth N2704.

IMPOSSIBLE IS JUST A DARE.

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At Embraer, we find inspiration in the greatest of challenges. The creation of entirely new aircraft, and categories.

And the inclusion of technology previously unavailable in aircraft this size. The better way. The efficient way. The unconventional way. You see, we’ve never been ones to settle for the status quo. And we’re looking for those who share a similar mindset and are willing to act upon it. Because we believe for those who do—doing the impossible is just the beginning.

Rethink Convention.

EmbraerExecutiveJets.com

Engine makers tackle incremental improvements

by Thierry Dubois

Williams International FJ33-5A and FJ44-4A

The number of engines known to be in the design or development phase is relatively low, compared to what it used to be a few years ago.

Several engine manufacturers are therefore redeploying their efforts to incremental improvements and, for the longer term, research or demonstration programs. Currently in the certification testing phase are GE’s Passport, Snecma’s Silvercrest and Williams International’s FJ33-5 and FJ44-4A-QPM. .

GE Aviation

The GE Passport program has logged 7,800 hours of engine testing, representing 2,100 cycles, Shawn O’Day, GE Aviation’s senior vice president for business and general aviation, told AIN. The 16,500-pound-thrust engine is in the middle of ground endurance testing. The final big hurdle, as O’Day put it, will be the fan blade-out test in the first quarter of next year.

Asked how the two-year delay for the Global 7000/8000 is impacting the Passport program, he explained that GE (Booth N2304) has not changed its schedule. “We are running our tests how we committed we would do, pursuing certification as planned,” he said.

GE has delivered two flight-test engines to Bombardier, which has installed them on a Global 7000 prototype.

“We might want to sell the Passport to anybody else who may need it,” O’Day added.

GE’s 9,220-pound-thrustCF343B MTO, a new evolution of the CF-34-3B, is set to enter

service by year-end on the Bombardier Challenger 650. It has 5 percent more takeoff thrust than the CF34-3B on the 605.

The additional thrust is pilot-selectable with a new performance thrust setting.

The GE Honda Aero Engines joint venture company in March received its production certificate for the 2,095-pound-thrust HF120. The new turbofan powers the HondaJet, which was awarded provisional certification by the FAA in March. The HF120 has also been selected as

a retrofit engine for the Sierra Industries Sapphire upgrade program for legacy Cessna CitationJet platforms.

With the H series turboprops (750 to 850 shp), GE has been selected on 10 applications. “We think we can make a big impact on the turboprop market,” O’Day said. An electronic engine control unit (EECU) has recently finished ground testing on a Nextant G90XT, a remanufactured King Air C90, which is equipped with H75 engines. The EECU cuts pilot workload, as it enables single-lever power control.

What about a more powerful version of the H series? “I’d be lying if I said we want to stop here,” O’Day answered. The 1,200- to 2,000-shp bracket is where GE sees demand. A new center of excellence for

Snecma Silvercrest

turboprops at a still-to-bedetermined location in Europe will be “a key piece of the story,” O’Day went on.

For future engines, GE has no demonstrators, but does have conceptual studies. “We still have things to explore to improve specific fuel consumption [SFC], etc,” O’Day said. He emphasized that a technology has to buy its way into a program; no ceramicmatrix composite (CMC) can be found on the Passport, for instance. But with so many technologies in the portfolio, “you can pick and choose,” O’Day pointed out, referring to development work on the GE3000 military turboshaft. .

As of late October, the Dassault Falcon 5X still had yet to make its maiden flight with its pair of 11,450-pound-thrust Snecma Silvercrests. Certification target for the Silvercrest remains in the first half of 2016, despite the fact that Snecma (Booth N5317) is having to resolve slight deformation of the engine casing that occured during high-temperature testing. The French engine maker is developing a modification to remedy this issue, which has delayed the first flight of the 5X. Textron Aviation had earmarked the Silvercrest for Cessna’s developmental supermidsize Citation Longitude (now a 3,400-nm stretched version of the recently certified Latitude instead of the originally planned 4,000 nm range).

But Textron Aviation decided instead that it will instead use Honeywell’s HTF7000 series engine for the Longtitude. .

GE Passport

12 NBAA Convention News • November 17, 2015 • www.ainonline.com

Snecma

Williams International

The Williams International (Booth C8125) 1,800-poundthrust FJ33-5 is “in the final steps of certification,” said vice president of business development Matt Huff. FAA approval should be completed over the next few months, in time to support deliveries of the Cirrus Vision SF50 single-engine jet in 2016. Flight testing of the

3,435-pound-thrust FJ44-4AQPM on the Pilatus PC-24 is “progressing very well,” which will lead to engine certification next year, according to Huff. .

Honeywell

Honeywell’s (Booth C7807) HTF7000 family production line is now running at a quick pace, senior technical sales manager Mike Bevans told AIN. The FAA has certified Embraer’s Legacy 450, and other applications for the HFT7000 series engine include the Legacy 500, Bombardier Challenger 300/350, Gulfstream G280 and the new Citation Longitude.

Upgraded versions may well be launched in the near term, AIN understands. Super-midsize and midsize jets are working well for charter and fractionalownership companies, and airframers are therefore looking at that market segment. “‘How can we help them get a bit more speed or a bit more range, still climbing direct to FL410?’ I answer questions [like these] all the time,” Bevans said.

Honeywell is participating in the second phase of the FAA’s Continuous Lower Energy, Emissions and Noise (CLEEN II) program. Funding is shared with the FAA on a 50-50 basis.

“We are doing things with hightemperature turbine seals and low thermal conductivity coatings for the high-pressure turbine [HPT],” Bevans said. A new nickel-based superalloy, called Alloy 10, is being used for the disk of the HPT’s second stage. “This is the most hostile environment in the engine in terms of heat, speed and load,” Bevans stressed. Blade tip clearance is another area of work in the turbine to improve the engine’s power-to-weight ratio.

Honeywell looks to CMCs– not currently used on Honeywell engines–in hopes of lowering weight. Parts are being tested at full size for tolerance and durability. CMCs can be used only in static components, such as the exhaust system gas path.

They are suitable for hot-section components that are not

Meet Stratajet at NBAA 2015 Booth C6630

The Tech Revolution of Charter: Growing a Stagnant Market

Stratajet’s revolutionary search and pricing engines automate key elements of the private and business charter sector, boosting efficiency and transparency for operators and their customers.

A SPECIAL ADVERTISING INSERT PREPARED FOR STRATAJET BY AIN PUBLICATIONS • NOVEMBER 2015

Following a successful launch in Europe, Stratajet is bringing its online air-charter booking revolution to the United States. Unlike any competing system, Stratajet provides genuine bookings in real time, instead of simply generating requests for quotes. This is all done automatically through its robust engine, requiring no action by the operator until the booking is received.

Many would argue that today’s fleet of charter aircraft is underutilized in a sector that has generally stagnated. In order to increase usage and boost the charter sector, the industry requires greater efficiencies and more customers. But where are those efficiencies and customers going to come from? Stratajet has analyzed the issue, and has built an answer: a pricing and booking engine that generates detailed quotes for operators, and allows customers to search, book and pay online based on real-time information.

While others claim to offer online charter booking, in most cases their systems generate little more than requests for quotes. For customers this can result in waiting hours or even days to receive the information that they have requested. Plus, someone has to generate that cost estimate, which consumes operator staff time. The matter of producing a quote is a notoriously arduous task; pricing can often be inaccurate, leading to lower revenue for the operator.

With Stratajet’s advanced technology, all that becomes a thing of the past. Potential customers can receive a range of options instantly, with

Developer Konrad Strack working on the Stratajet homepage.

Enabling charter business to expand

actual prices instead of estimates. They can select and pay for their charter

Stratajet believes that by bringing supply, demand and real-time

service there and then, just as they would using a travel website. For the

pricing on to one platform, it can revitalize the charter industry, driving

operator, the system removes the need to produce quotes, while providing

up business and efficiencies for operators and making private air travel

a more accurate costing for the service based on the company’s own pricing

more accessible to more people. The company’s easy-to-use functionality,

schedules and operating costs. And it’s free!

which can also be explored through iPhone or iPad, brings airline-style booking capability and greater choice to the customer. Behind the customer website, Stratajet.com, is their operator platform, Stratafleet, that enhances operator efficiency without increasing workload. Operators can significantly reduce empty and partial-empty legs, and increased costing accuracy will permit operators to offer lower prices without lowering profits. This, in turn, will allow them to become more competitive with business and first-class airline travel.

“Stratajet is not a threat, but a hope for the industry,” asserts the company’s CEO, Jonny Nicol. “We’re not here to disrupt the sector; we’re here to grow it. What else is going to expand the market?”

Now that the system has been launched, targeted advertising campaigns are scheduled to bring the benefits of private charters to a wider audience, including many people who do not now view

Stratajet management team (left to right-back) Jonny Nicol (CEO), David Lee (CFO), Alex Sweeney (CTO), Mike Gadd (head of operator relations), (left to rightfront) Monica Silva (head of development–Stratajet.com), Erika Neudert (head of research), Shoba Haridas (head of marketing).

it as a viable or valuable option. With the way Stratajet optimizes empty-leg utilization, charter can often compete effectively with airline travel in terms of price while also offering time savings, comfort and privacy.

A SPECIAL ADVERTISING INSERT PREPARED FOR STRATAJET BY AIN PUBLICATIONS • NOVEMBER 2015

How does it work?

At the heart of Stratajet is a pricing engine that takes into account all of the costs associated with flying a charter. Recognizing that the operating cost of the aircraft itself is just one of about 14 expenses, the company has built a complex database to provide details of all charges and variables. These include landing, handling, parking and air navigation fees, taxes, fuel uplift and a host of other charges, as well as aircraft/ airfield compliance.

The system is powerful enough to calculate prices in seconds.

Operators who sign up with Stratajet feed their aircraft availability data and pricing schedule into the database so that aircraft can be instantly matched to customer requirements. As different operators structure their pricing in different ways, the engine is designed to handle each user individually within the overall calculation. The system can easily be patched into existing availability/fleet management software, with au-

Above: Search results for travel from the UK on Stratajet.com. Customers see available aircraft and cost. Below: Aircraft details with cost breakdown.

tomatic integration ranging from FOS and Airops to customized systems.

Greater choice Stratajet immediately increases the choices available to travelers.

Unlike many online booking services, the Stratajet system works on a point of departure/point of arrival basis, rather than being based on departure/arrival airfields. Estimated time of ground transportation to and from the airfields is also factored in, allowing the engine to predict overall journey time including anticipated traffic.

After entering the requirements on a computer, tablet or smartphone, the customer sees a menu of all available applicable aircraft, along with key information such as overall travel time and a guaranteed price. Each menu entry shows the actual aircraft that is involved, rather than a generic type entry, plus information about the

can process the wealth of data available from the database generated

aircraft itself and the trip schedule. Ground transportation times, flying

by each query to provide instantaneous results.

time and departure/arrival airfields are also shown.

FBOs and handling agents Operators can specify approved ground handling agents and FBOs, with selected agents then presented directly to the customer.

Customers may also have certain requirements, such as provision of a meeting room at the airport, making it important for them to be able to choose the right service provider for their needs.

Stratajet has worked closely with select charter operators in Europe to develop the system. The 12 companies that acted as beta testers represent a wide spectrum of operators in terms of size and activity, and this allowed the system to be honed to meet the needs of all types of charter providers.

Stratajet goes ‘live’ Following the success of initial operations, Stratajet officially

Once the customer has made a selection, the booking can be

launched in Europe in September, having achieved a critical mass of

finalized online. Currently only debit and credit cards are accepted

signed-up operators and a large fleet of aircraft that can be booked

but customers will soon be able to secure a booking by bank transfer

through the platform. Earlier in 2015 the company embarked on

or prepaid account deposits. With booking and payment complete,

“Operation Long Reach” a marketing tour of Europe in the company’s

the details are passed onto the operator where they then choose

Piper Chieftain, in which CEO Nicol and the Operator Relations team

to accept or decline the job.

visited 58 operators in 37 cities and 19 countries.

Leading the field

so far.” Included in the growing list of companies opting to receive the

Nicol reports, “We have had a 100-percent sign-up rate in Europe

Stratajet has been developing its system for over four years, building

Stratafleet system is Gama Aviation, one of Europe’s largest operators.

the highly detailed database and advanced coding necessary to drive

Now Stratajet has its sights set on the large U.S. market. It is

the unique capabilities of the platform. By recruiting exceptional tech

already teaming with World Fuel Services and various handling agents

and aviation talent, the company has been able to create algorithms that

to provide accurate and competitive pricing.

A SPECIAL ADVERTISING INSERT PREPARED FOR STRATAJET BY AIN PUBLICATIONS • NOVEMBER 2015

What can Stratajet do for you?

Stratajet’s online booking revolution has landed in the United States, bringing with it game-changing technology that aims to increase revenue and enhance efficiency in the charter sector. By offering travelers real-time, accurate, and online aircraft charter, private aviation becomes more attractive and accessible to a wider audience.

If you are an operator, FBO or ground handling agent, you are encouraged to contact the Stratajet team to see how their free-to-use system can streamline and grow your business.

Operators

FBOs and handling agents

Traveling customers

• Thanks to Stratafleet’s high level of automation

• Customers can choose FBOs and ground han-

• Transparency, choice, and control during the book-

the operator is not flooded with inquiries that never

dling companies, depending on the requirements

ing process unlike ever before.

manifest into firm bookings; only genuine, paid-for

of each trip.

• Accurate pricing and the ability to examine a wide

bookings require further action by the operator.

• StrataFBO, the company’s web-based platform

range of trip options instantly.

• Stratajet’s technology allows empty legs and

for FBOs and handling agents, allows them to mar-

• The ability to examine the time implications of

repositioning flights to be considered automatically

ket their services directly to Stratajet’s customers.

entire trips, including ground transportation, opens

in response to customer requests if they are flying in

Handling-service providers can upload promotion-

up possibilities that might not have been considered

the right direction.

al material and details of services they offer.

when using traditional charter methods and enables

• The Stratafleet application allows operators to

• At the time of booking the traveler can make

customers to select the most appropriate service.

retain full control of their aircraft pricing structures

an informed choice of preferred handling agent

• Stratajet has customer services staff on hand

while assisting with sales analysis, and even providing

or FBO, and see the relevant costs as part of the

to answer calls to ensure that the entire trip is

information concerning lost sales.

overall quote.

completed without a hitch.

33 Greycoat Street, London SW1P 2QF, UK • Tel: +44 (0) 203 397 3777 • Fax: +44 (0) 203 397 3899 • Email: info@stratajet.com For more information contact: Mike Gadd, Head of Operator Relations: mgadd@stratajet.com

A SPECIAL ADVERTISING INSERT PREPARED FOR STRATAJET BY AIN PUBLICATIONS • NOVEMBER 2015

heavily loaded and have a simple geometry, Bevans explained.

At technology readiness level 5 to 6, they are thought not to be mature for production yet.

For the fan, Honeywell did consider a blisk some 10 years ago. But design engineers thought maintainability issues were too great. A fan blisk of that diameter could not have been inspected with fluorescent techniques at maintenance workshops, as the required equipment installed at that time would not have accommodated such a large part. And the techniques to repair damage to the blades were not sufficiently mature, Bevans added.

Bevans also emphasized his team is working on reduced emissions for engines below the 6,000-pound-thrust threshold, even though they are not subject to pollutant regulations, based on requests from airframers and operators. One reason may be that some airports levy fees that depend on the emission level “but it’s more about being

a good citizen,” Bevans said.

The original design of some of Honeywell’s current turbofans is four decades old.

The company is trying to integrate low-emission technology into these turbofans, such as the 5,000-pound-thrust-class TFE731. Engineers are constrained by the physical geometry of the combustor but can work with techniques like coating, effusion cooling, etc.

On the 1,650-shp TPE331 turboprop, Honeywell is looking at a new engine control system. It has been hydromechanical so far “and we are receiving some requests about Fadec or electronic control,” Bevans said. He made it clear the company is not committed to go ahead yet, as it would involve extensive development. .

Rolls-Royce

Rolls-Royce (Booth C8134) is planning to add an automatic data download feature

on the 13,850-pound-thrust Tay and 15,000-pound-thrustclass BR710 turbofans that power the Gulfstream G450 and G550, respectively, as well as in-production Bombardier Globals (BR710). The new function is already in place on the 16,900-pound-thrust BR725 for the G650.

“It improves predictive maintenance, as data is downloaded daily, as opposed to monthly when it is done manually,” a spokesman told AIN. The company expects to be “even more proactive in identifying and resolving issues,” thus increasing operational availability. It is simultaneously enhancing its algorithms for engine health monitoring.

Meanwhile, Rolls-Royce has demonstrator engines for large commercial aircraft applications running on test stands, but is hoping to scale down some technologies for business aviation. A geared fan, for instance, could thus be in the cards, AIN understands. “We are looking at all engine architectures for business aircraft,” the spokesman said. .

Honeywell HTF7000

Pratt & Whitney Canada PT6A-140

Pratt & Whitney Canada

Pratt & Whitney Canada (Booth C10807) in February hit a major milestone, when the 15,144-pound-thrust PW814GA and 15,680-pound-thrust PW815GA engines received Transport Canada certification. The PW814GA then powered the maiden flight of Gulfstream’s new G500 business jet in May. Rolls-Royce

The PW800 family has achieved more than 4,000 hours of evaluation operation and more than 8,200 cycles. This includes more than 110 flights and 600 flight-test hours on Pratt’s Boeing 747SP flying testbed. In total, the advanced common core technology, used in six PurePower engine applications, has amassed more than 22,000 testing hours. The technology is used in Pratt & Whitney’s PurePower geared turbofans for commercial aircraft.

The company is soon to announce the ESP PurePower PW800 service plan. “Pratt & Whitney Canada is looking at about a dozen new things to cover and is in discussions with key customers as it continues to craft its offering,” a spokesperson said. Among other elements to be included are proactive engine health monitoring, actionable diagnostics, borescope picture evaluation, training and technical publications.

The 5,760-pound-thrust PW306D1, selected to power the Cessna Citation Latitude, received FAA approval in February. Rated at a maximum takeoff thrust of 5,907

pounds, this latest addition to the PW300 engine family features higher thrust at climb and cruise as well as improvements in overall SFC. In addition, the PW306D’s engine control system is integrated with the Latitude’s avionics and autothrottle system, to make operation easier. In May, the 6,725-pound-thrust PW307D, set to power Dassault’s new Falcon 8X, was granted Transport Canada certification. The Falcon 8X completed its first flight in February.

For the 950- to 1,780-poundthrust PW600 engine family, Pratt “continues to make the necessary investments,” although light jets continue to be adversely affected by the world economic downturn.

“Customers in this market segment are taking a ‘wait and see’ approach,” the spokesperson said. Asked what will be the next development in the 2,900to 4,500-pound-thrust PW500 family, she said, “it is too early to comment on this.” On the PT6A turboprop, a Fadec is being considered for some versions. This would help improve SFC and reduce pilot workload. o

www.ainonline.com • November 17, 2015 • NBAA Convention News 13

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Ready to install ADS-B? Check out NextGen Fund

by Amy Laboda Chief NextGen officer and deputy FAA administrator Michael Whitaker is adamant

in his message about ADS-B equipage: on Jan. 1, 2020 when the FAA’s ADS-B out mandate

becomes effective, pilots who want to fly in Class A, B and C airspace and above 10,000 feet agl will need to be flying aircraft equipped with ADS-B out avionics. Some mandates are already in place in Asia and Australia and others are coming. Europe’s mandate is June 8, 2016 for new aircraft and June 7, 2020 for retrofit.

Avionics and aircraft manufacturers have been hard at work developing supplemental type certificates and service bulletins to accommodate the new equipment in older aircraft, and MROs are ramping up their avionics crews in anticipation of full schedules. Even so, aircraft owners surveyed by AIN are only

e Se

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16 NBAA Convention News • November 17, 2015 • www.ainonline.com

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just beginning to think about upgrading to meet the mandate.

“It’s basically a transponder upgrade; in some cases [certain mode-S transponders] it is just a software upgrade,” said Jens Hennig, v-p of operations for the General Aviation Manufacturers Association.

There is additional wiring, possibly an antenna to be swapped, the need for a GPS sensor that meets certain standards and a few other compatibility tweaks to be accomplished before the aircraft is mandateready. “That depends on whether the owner chooses a standalone system or a fully integrated system,” he added.

Eligible for Financing

With just four years to go, choosing an upgrade, scheduling the aircraft for downtime and obtaining a slot at the MRO are just the first steps. Many aircraft owners are concerned about paying for the upgrades, too.

The industry think tank Equip 2020 saw that coming and helped form the NextGen GA Fund, through which any aircraft owner–an individual or business–is eligible for financing avionics upgrades for U.S.-registered piston, turbine and experimental aircraft.

This includes all types and vintages of fixed-and rotary-wing aircraft.

“The NextGen GA Fund will help customers of AEA member repair shops move forward with the Jan. 1, 2020, ADS-B equipage mandate,” said Paula Derks, president of the Aircraft Electronics Association (AEA, Booth C6930). “It brings private-sector capital to help pilots and aircraft owners overcome financial challenges to completing these safety-enhancing installations.”

The NextGen GA Fund is owned by NEXA Capital Partners and by partner aerospace companies. NEXA’s public-private partnership offerings tap aerospace industry investment and federal loan guarantees, creating alternative funding sources for equipment installation.

The NextGen GA Fund is providing 60-month financing for ADS-B out upgrades and has some package deals to offer.

These include Jumpstart GA (basic ADS-B out compliance) and Jumpstart in (three possible systems for ADS-B in/out).

Loan amounts for the upgrades start at $10,000, and the aircraft need not be used for collateral.

More information about the GA Fund is available at nextgenfund.com. o

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The King Air is one of the great airplanes of all time, and the fleet of 7,000 has a lot of flying time ahead of it.

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Architected to improve the safety of single pilot IFR, Avilon will improve your view and the way you fly.

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Sandel Avilon Booth C10232 & Static Display Space 600 | www.sandelavilon.com

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Chicagoland FBO named DCA gateway Named for famed African-American aviation pioneer Bessie Coleman, B. Coleman Aviation features this expansive canopy at Gary/Chicago Airport.

When B. Coleman Aviation, one of two service providers at Gary/Chicago International Airport, made its debut at last

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20 NBAA Convention News • November 17, 2015 • www.ainonline.com

year later, it is back, exhibiting as part of the Shell Aviation display (Booth C8532). B. Coleman’s big news this year is that it has been approved as a gateway under the DCA Access Standard Security Program (DASSP), the program that governs business aviation access to Washington’s Reagan National Airport.

According to Tony Hanlon, B. Coleman’s aircraft operations security coordinator, regulatory approval required approximately five months of paperwork, including the establishment of a security program and inspections by the TSA. The agency determined that the newly built facility would not require modifications to comply with the DASSP regulations.

Named after the late pioneering African-American aviatrix and Chicago-area resident Bessie Coleman, the facility consists of a 18,000-sq-ft terminal–open 24/7–and offers concierge service; onsite car rental; complimentary Starbucks coffee; high-speed Wi-Fi connectivity; a pair of conference rooms; pilot lounge complete with a 105-inch TV and surround sound; snooze room; flight planning and weather briefing room; fitness room with shower facilities; and crew cars. To protect passengers from the often brutal Chicago-area winters, the fullservice location has a 19,500-sqft airside canopy with ground heat. It provides Type I and Type IV deicing, and the 20,000sq-ft heated hangar can accommodate aircraft up to a Global.

Over the past year, B. Coleman, which also offers aircraft charter and management, added a pair of 20,000-gallon Jet-A tanks to its fuel farm, bringing its total capacity to 56,000 gallons, along with a 12,000-gallon avgas tank.

The FBO promises the best fuel prices in the Chicagoland region, and is offering a 25-centper-gallon discount for new customers’ first fueling, now through the end of the year.

The company also operates an MRO facility at Palm Beach (Fla.) International Airport, which is exhibiting here at NBAA for the first time at Booth N313. –C.E.

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Demand for aviation professionals is on the increase, and NBAA is urging flight departments to consider internships as a way of promoting business aviation careers to the best and the brightest candidates.

NBAA supports internships as gateways to future careers

by Amy Laboda The U.S. Bureau of Labor Statistics (BLS) predicted that between 2010 and 2020 non-airline commercial aviation, what we would define as business aviation, would need to grow its workforce by upwards of 20 percent. Halfway through the decade the predictions are beginning to pan out, as general aviation (which includes the business aviation segment) pulls itself steadily out of the doldrums of the past recession.

New airplanes are being delivered, businesses are re-discovering the value of

business aviation and flight departments are seeing new life. The problem is that the jobs being created are beginning to be more difficult to fill with qualified personnel.

These qualified pilots, mechanics, schedulers, dispatchers and flight technicians and attendants are not being generated for business aviation from the usual sources. Once upon a time there were enough trained personnel displaced from the cyclical airline industry and separating from military positions to provide several job applicants for each open position in corporate aviation.

NBAA member companies today are saying that is simply not so anymore. Growth in commercial aviation (airline) in the AsiaPacific region and a profitable airline industry in the U.S. is doing what it has always done for business aviation: drawing employees away with the lure of flying larger aircraft, holding more predictable schedules and provisions for a lifestyle that can be markedly different from that experienced in corporate aviation.

“Here at NBAA, and at the companies in our membership, we have seen first-hand how valuable student internships can be in helping the next generation of bright young people find out about the many opportunities in the exciting and dynamic business aviation industry,” said NBAA president and CEO Ed Bolen.

NBAA has for years advocated creating undergraduate internship positions at its member companies.

One flight department manager praised the internship process during a recent interview with AIN. “We started the intern program three years ago,” he said. “It’s very successful, not only for the intern we hire, but also exposing the ones we interview [to business aviation]. We spend a lot of time interviewing a number of people, we give them a tour of the facility and our aircraft, and it gives them an exposure to corporate aviation.”

The interns hired at this flight department for a summer stint learned about all aspects of running the operation, including budgeting, helping with an IS-BAO audit, learning about local businesses such as FBOs and even traveling on the company aircraft. The first intern this company hired went on to work for a major

FBO chain. The second was working on her instrument rating, and one of the company pilots acted as her mentor.

“This invigorated the flight department and brought us back to why we got into aviation,” the manager said.

Beyond internships NBAA and its member companies provide access to more than a dozen scholarships every year through the NBAA Charities, a not-for-profit organization. Its scholarship program, generously supported by NBAA member donors, offers nearly $100,000 annually in cash awards as tuition reimbursement for enrolled students and nearly the same amount in monetary and training awards for working professionals in business aviation.

“Helping one another in this industry is what a career in business aviation is all about. It’s very rewarding to see where these professionals have started and where they are today,” said Jay Evans, NBAA director of professional development and scholarship coordinator. These scholarships are administered by NBAA standing committees and would not be possible without the generous financial support of some forward-thinking NBAA member donors, Evans acknowledged. On November 19, NBAA will announce this year’s scholarship winners.

To help promote business aviation careers to middle and high school and college students, NBAA is holding its annual Careers in Business Aviation Day on November 19, beginning at 9 a.m. at NBAA 2015. Keynote speakers are: Janie Foster, air medical sales manager at Mecaer Aviation Group and an experienced medevac, search-and-rescue, firefighting and logging helicopter pilot; and Brent Terwilliger, chair of the master’s program in unmanned systems at EmbryRiddle Aeronautical University. A career seminar follows with business aviation professionals in a roundtable format. o

Honeywell Vocollect system frees up time, enhances focus

by Harry Weisberger In April 2014, Lufthansa Technik’s head of auxiliary powerplant unit (APU) services, Ole Gosau, first heard of Honeywell’s Vocollect voice-direction system. Now he and his team use Vocollect to service Pratt & Whitney APS 3200 APUs, saving hours of technician time and improving quality and productivity.

“Vocollect voice technology has freed our technicians from time-consuming and burdensome written documentation, which previously took up around 50 percent of their working hours,” Gosau said.

Honeywell Vocollect Voice Solution for Maintenance and Inspection is part of the company’s Sensing and Productivity Solutions division, and more than one million technicians are using the system all over the world.

Vocollect eliminates the burden of manual data collection, in this case when

APUs arrive for induction and inspection at Lufthansa Technik’s APU Services facility in Hamburg, Germany. Before Vocollect, technicians would have to work in teams on engine induction. One technician would inspect the engine and verbally pass the information on to another technician who either wrote it on a clipboard or entered it into a computer. “As well as being labor-intensive, it required intense focus and concentration,” said Gosau.

With Vocollect, a voice coming from his SRX2 wireless headset guides a single technician through the induction process, and he in turn speaks into the headset’s microphone to provide the information needed. The headset is connected to the A730 wireless mobile computer on his belt, which automatically transmits the information to the company’s server.

The Vocollect voice can be sped up

24 NBAA Convention News • November 17, 2015 • www.ainonline.com

Gone are the cumbersome clipboards and reams of paper checklists. Lufthansa Technik’s APU overhaul operation goes green with Honeywell’s hands-free Vocollect voice-technology data collection system.

or slowed down. Vocollect also makes it easy to add new questions to the system without having to ensure that every mechanic has a current printout for their clipboards. If a mechanic misses an item, Vocollect won’t let the job continue until that missed action is completed. With the printout system, an item could easily

be overlooked. Vocollect can also adapt to foreign accents.

At Honeywell’s APU facility in Phoenix, technicians use Vocollect for inducting APUs. Plans call for adopting Vocollect in the rest of the APU MRO functions, including analytical, materials, assembly, test and shipping phases. o

Booth C11812

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InSight-equipped Citation VII on show

by Nigel Moll Universal Avionics is showing its Citation VII equipped with the company’s InSight integrated flight deck at the NBAA static display at Henderson Executive Airport, and the integrated

cockpit suite will also be powered up for demonstrations at the company’s booth (N5733).

Under a promotion here at NBAA 2015, and in partnership with dealer Duncan

Aviation, Universal is offering special incentives for the next Falcon 900B operator that signs up for the company’s retrofit flight deck package. The upgrade program comes with Universal’s updated cockpit for the Falcon 900B, installed by Duncan Aviation, offers capability for FANS 1/A, ADS-B out, SBAS, LPV and CPDLC.

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FANS 1/A and ADS-B out.

The one-time incentive offered here at the convention consists of a one-year warranty with the FlightAssure extended warranty program (worth approximately $15,000) and “early-bird pricing” that will save the buyer 10 percent. Fine print: the package must be contracted for installation at Duncan Aviation before June 30 next year.

“Universal Avionics and Duncan Aviation’s upgrade program provides new technology that the Falcon 900B community has been asking for,” said Bruce Bunevich, Universal Avionics Great Lakes regional sales manager. “The upgrade offers significant improvements beyond current new-production aircraft, and is specifically developed for minimal transitional flight crew training,” he added.

“The Falcon 900B upgrade package is a reliable investment in proven technology.”

The upgrade offers capabilities such as satellite-based augmentation system (SBAS) and LPV, and controller-pilot datalink communications. The Falcon 900B avionics suite includes five EFI-890R 8.9inch flight displays, including one fully dedicated engine display; two Vision-1 synthetic vision systems; two application server units for Jeppesen charts, checklists and e-docs; and two UNS-1Fw SBAS FMSs with five-inch control display units (a third is optional).

Options include two radio control units; a UniLink UL-801 airborne datalink communications management unit with integrated VDL; and a Mode 2 VHF radio.

Universal Avionics also announced it has named Field Aviation as its top dealer in North America for 2015 and Scandinavian Avionics as its top international dealer, for their “outstanding sales performance.”

“We are grateful for our strong authorized dealer network,” said Robert Clare, Universal Avionics director of sales. o

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“This helps us go a step further in carOn the eve of NBAA 2015, Airbus announced the inaugural three members ing for and responding to the particular of its newest maintenance, repair and needs of the business aviation community worldwide,” said Benoit overhaul (MRO) solution for Defforge, managing director, the 170 plus ACJ owners worldAirbus Corporate Jets (Booth wide, which it has dubbed its 4533). The company plans to Airbus Corporate Jet Service grow the MRO network in the Centre Network. The initial coming months. The expanded trio of service centers that network will continue to be will have dedicated ACJ turncomposed of companies that key services include Airbus are either owned or controlled Corporate Jet Centre (ACJC)

by Airbus, as well as a few located in Toulouse, France; choice independent MROs that Sepang Aircraft Engineering meet or exceed Airbus stanin Malaysia; and Comlux Benoit Defforge, dards. All of the Service Centre America (Booth N5506) in managing director of Airbus Corporate Jets.

Network MROs will have the Indianapolis, Ind. ACJ operators already have access to a ability to perform line and heavy maintecomprehensive support program and sin- nance, cabin-refurbishing and cabin and gle point customer support through the system upgrades that conform to Airbus manufacturer’s corporate jet customer specifications.

Also announced here in Las Vegas care center (C4you) team. The Airbus C4you program also encompasses train- was the news that Airbus business jet ing and customized maintenance pro- buyers will have the option to specgrams, along with technical advice, spare ify the upgraded Honeywell high-speed parts and an elaborate worldwide training Ka-band satellite communication system as early as the second half of 2016. o network for ACJ owners and operators.

DRONES AT NBAA 2015? YOU BET! UAS/UAV purists might cringe at the overwhelming popular use of the word “drones” to describe unmanned air vehicles, and business aviation purists may cringe at the appearance of drones at NBAA 2015, but there’s no stopping technology.

Sensurion Aerospace, a manufacturer of small fixed-wing unmanned aerial systems (UAS), announced it selected Robotic Skies (Booth N410), which has more than 100 field service centers worldwide, as its field maintenance provider for Sensurion’s line of FAAcertified, industrial-grade “Magpie” UAS. Robotic Skies will provide customer service, spares and technical support. Sensurion is the fifth major airframe manufacturer to sign up for the Robotic Skies services.

Magpie is currently in operation for a variety of aerial-sensor operations for numerous

industrial uses, including oil and gas exploration, law enforcement, UAS training, border control and precision agriculture.

“Our two companies share the same vision of bringing high-performance mission capabilities supported by the reliability and efficiency that can be realized in the aviation safety-culture environment,” said Brad Hayden, president and CEO of Robotic Skies.

Here at NBAA 2015, Hayden will moderate an educational session, titled “Small UAS in Business Aviation,” at 10:30 a.m. this morning in Room N255/257. The purpose of the panel is to facilitate a discussion about emerging UAS opportunities among high-level executives from the UAS and manned-aviation industry with NBAA flight department managers and pilots.

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Aircraft completions and maintenance group Lufthansa Technik unveiled a highdefinition (HD) video system upgrade for the Bombardier Challenger 300. The system interfaces with the company’s nice IFE Ethernet backbone and requires only limited wiring and hardware changes.

The package will increase the video source selection from one standard definition DVD to three HD sources–Blu-Ray, USB and HDMI–with an audio and video on demand (AVoD) source being added free of charge in the first quarter of 2016.

The upgrade, which includes two 20-inch HD smart displays, can be installed at any of Bombardier’s factory-owned service centers, in Singapore, Amsterdam, Dallas, Fort Lauderdale, Hartford, Tucson and Wichita.

Lufthansa Technik (Booth C10416) also reports its new seating concept, chair, has passed all 16g and 9g certification tests for forward- and aft-facing installations. Chair is based on an innovative pedestal design whose skeleton is left incomplete, allowing designers to create a seat to meet the needs of a particular cabin or customer.

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Text & Talk now part of Wheels Up benefits

by James Wynbrandt Onboard phone calls and texting, and air ambulance service will be added to member benefits at Wheels Up, the New York-based aircraft access program. Kenny Dichter, founder and CEO of Wheels Up, announced the company will install Gogo Business Aviation’s Text & Talk service on its fleet–already equipped with Gogo’s onboard Wi-Fi service– by the end of this year.

Text & Talk operates via smartphone apps, allowing passengers to use their own phones as they would on the

ground for making and receiving calls and texting.

Dichter also announced an agreement with AirMed International, providing Wheels Up members access to complimentary carriage on the medical transport service’s aircraft. Any member and/or listed passenger within the Wheels Up service footprint who requires medical transport within 10 days of a scheduled Wheels Up flight, and is more than 150 miles from home, can be transported via AirMed to a hospital of choice.

Wheels Up founder and CEO Kenny Dichter is expecting $300 million in revenue next year.

Wheels Up has also added luxury car rental agency Go Rentals to its roster of partners, offering members discounted access to its automobiles.

To help fuel its expansion, Wheels Up (Booth N137) recently raised up to $115 million in new capital from institutions including T. Rowe

Price and Fidelity Management.

Dichter said the two-yearold company expects to finish the year with 2,000 members spending an average of $100,000 each, generating an anticipated $200 million in revenue on about 25,000 flight hours. Wheels Up has a growing core fleet of King Air 350i turboprops, supplemented by Citation Excel/XLS jets, operated by Gama Aviation.

The company projects revenues of $300 million next year on an expected 40,000 flight hours.

Wheels Up is also making efforts to expand its corporate memberships, which currently represent 10 percent of its ranks but generate 20 percent of revenue. Sales reps are appealing to large corporate flight departments pitching Wheels Up as the perfect answer to their supplemental lift needs.

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NBAA 2015 attendees will get their chance to see the latest Dassault Falcon up close. The 8X is on display at Henderson Executive Airport.

Dassault’s Falcon 8X is here for its North American debut

by Curt Epstein Dassault’s new flagship Falcon 8X is making its North American public debut here at NBAA 2015. The number six aircraft in the program left the airframer’s Mérignac assembly line in France and detoured to Las Vegas for the show’s static display, before heading to Little Rock for completion, where two other 8Xs are already being worked on.

Collectively, the three 8Xs have logged 380 hours over 185 flights and, according to Dassault, are more than two thirds of the way towards FAA and EASA certification. The flight envelope for the new ultra-long-range (6,450 nm) trijet has been fully opened, with the first aircraft recently having attained a speed of Mach 0.97. The French manufacturer’s

engineering teams are also well into the process for validating the 8X’s thirdgeneration EASy flight deck.

As it prepares for 8X service entry in the second half of 2016, Dassault will expand its Falcon Cabin Familiarization Training program to include the new model. The one-day sessions are tailored to individual aircraft operating requirements and are aimed at pilots, flight attendants and owners.

“Activity has been slowing down this year,” said Dassault Aviation chairman and CEO Eric Trappier, as he addressed a press conference, following a moment of silence in memory of the violence suffered in Paris on Friday. “The difficult situations of Brazilian and Russian activity

32 NBAA Convention News • November 17, 2015 • www.ainonline.com

have impacted our 7X and 8X sales.”

Likewise, he noted that while strong potential in the Chinese market remains, many possible customers are still postponing their purchase decisions. Whereas in 2011, the BRIC countries represented 50 percent of Dassault Falcon’s orders, in 2015 that number has dwindled to below 15 percent, according to Dassault Falcon president and CEO John Rosanvallon.

Increasing activity in the more mature U.S. and European markets has led to stronger sales for the Falcon 2000S and 2000LXS models.

This week, the company’s completion center in Little Rock will see the grand opening of a new 250,000-sq-ft facility dedicated to completion of the airframer’s large-cabin offerings.

Regarding the new Falcon 5X model, Trappier noted that delays with the Snecma Silvercrest engine altered the aircraft’s development timeline, at this point pushing the first flight of the new super-midsize twinjet into the beginning of next year. o

Meanwhile, Wheels Up is planning a European expansion, and expects to have its first King Air 350i on the Continent in 2016. The company notes that 55 of the 57 largest cities in Europe can be reached from three different base locations in Europe, and the most popular route, London City Airport to Paris Le Bourget, is well suited to the King Air. Looking ahead, Dichter predicted by 2020 the company will have more than 10,000 members and a valuation of $1.5 billion. It will still rely on its core fleet of King Airs, which Dichter calls “the Escalade, the Yukon, the Ford Explorer Eddie Bauer Edition” of aircraft, but in the next decade will judiciously add additional categories, including midsize and large-cabin aircraft, to its fleet. o

DUNCAN AVIATION LAUNCHES NEW ADS-B SOLUTIONS Duncan Aviation (Booth N4910) has joined with Honeywell Aerospace to provide an ADS-B out solution for Citation 560/560XL and Hawker 800A/800XL business jets that are equipped with Honeywell’s Primus avionics. The STCs will become available in the first quarter of next year.

“We’ve talked with a lot of operators of these aircraft,” explained Gary Harpster, an avionics representative with Duncan. “Many of them are interested in meeting the ADS-B mandate but keeping their aircraft in an industry-standard configuration. With the launch customers for these two STCs signed and scheduled, Duncan Aviation’s upcoming STCs will allow operators to meet the deadline with time to spare.”

Meanwhile, Duncan also announced that it has completed a Dassault Falcon 2000 with a stone floor from F.List that has the benefit of lighter weight. The flooring consists of a 2.5-mm outer layer of real stone granite or marble and is available in various colors and tile designs.

Duncan Aviation also announced it is developing the industry’s first FANS/ CPDLC supplemental type certification (STC) for the Challenger 601 with an upgraded Honeywell NZ-2000 FMS. The STC is expected to be completed this year.

“Our installation is unique in the industry,” said regional avionics sales manager Mark Francetic. “All other FANS FMSs on the market for the Challenger 601s are standalone units, but Duncan Aviation is installing an integrated Honeywell FMS, which is superior to any of the CPDLC/FANS solutions currently available. This upgraded Honeywell FMS satisfies all current NextGen mandates for FANS/CPDLC, ADS-B out, TCAS 7.1 and WAAS LPV. Additionally, it’s a far more affordable option than the standalone systems currently available.”

Next year Duncan Aviation will celebrate the 60th year of its founding by pilot and businessman Donald Duncan. –R.R.P.

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NBAA honors former chairman Jeff Lee for more than five decades of service

by Kerry Lynch Former NBAA chairman Jeff the association’s management, from Lee has made his mark not only the Membership Committee and the for decades of service as a flight Nominating Committee to the Budget department manager, but also for Committee and the Compensation, his advocacy of the business avi- Investment & Succession Committee ation community as well as safety (some of these committees have since and education. NBAA is recogniz- changed names). He served one term ing those efforts with the 2015 John as chairman beginning in 2008. While H. Winant Award, which will be pre- not on the board at the time, he also sented here during the association’s has served and chaired the Corporate annual convention awards luncheon.

Aviation Management Committee.

Named after former president While deeply involved in the and board member John Winant, the national association, Lee also had Winant Award is one of NBAA’s high- a strong local interest, spending a est honors. It is presented annually in number of years as president of the recognition of “former NBAA directors Westchester Aviation Association whose service to business aviation (WAA) in New York. There he develcontinues well beyond their tenure on oped an Aviation Career Fair to attract the board.” Winant set the example of interest in the industry among stuthis service, working with the associa- dents. The first career day drew 2,000 tion and business aviation causes for students, and NBAA said the “event more than five decades. became a model for all “Jeff Lee represents other aviation associathe best of business avitions across the counation, and his continutry.” More than 8,000 ing contributions to the students have attended industry reflect John the now annual event.

Winant’s legacy of lifeThe career days not long dedication to proonly introduce students moting its interests,” to careers in aviation, NBAA president and NBAA said, but also CEO Ed Bolen said in demonstrate a collaboannouncing the selecration between business tion of Lee for the award. Jeff Lee has dedicated aviation operators and “Like John Winant, Jeff much of his professional the local community. life to business aviation. constantly gives back Lee further is credto the industry and leads by example; ited with fostering a dialog with aviaeven when Jeff was part of NBAA’s tion stakeholders through the launch leadership on the national stage, he of the annual Westchester Business remained deeply involved at the local Takes Flight luncheons at Westchester level, away from the spotlight, but at County Airport in White Plains, N.Y. the center of important safety and The annual event highlights the ecoprofessionalism initiatives.” nomic, convenience and safety contriLee has an aviation career that butions the airport makes to the local also is in its fifth decade. An Air Force community. The luncheon has a range Academy graduate, Lee’s career began of guest speakers including NBAA’s in 1970 as a pilot with the U.S. Air Bolen and astronauts Jim Lovell and Force, where he served for more than Robert “Hoot” Gibson, among others.

10 years. After retiring from the USAF, Lee also focused his effort on Lee jumped into the business avia- safety, developing a series of safety tion community, becoming director of events at Westchester County, flight operations for IBM. While steer- Teterboro and Morristown airports. ing the company’s flight operations They covered emergency egress, icing for the next 30 years, he also became and international operations. In June, active in business aviation issues. He 120 business aviation professionhas continued that work in his subse- als gathered for a safety day that he quent role as vice president of flight spearheaded at Stewart International operations at American Express, Airport in upstate New York. where he has worked since 2011.

Bolen praised Lee for welcoming Lee’s tenure on the NBAA board new operators to the industry, servof directors began in 2001 and con- ing as a hands-on leader and becomtinued through 2013. While an NBAA ing a mentor and friend to many. board member, he served on a num- “NBAA is honored to recognize Jeff ber of committees that were integral to with this award,” he added. n

Stratajet pledges real-time access with online charter booking suite

by Charles Alcock Online charter booking engine Stratajet rolled out its service to private aviation consumers on September 28. The London, UK-based company, which claims to offer the only real-time online booking engine for charter flights, has established a database of up to 500 available aircraft for which its software will generate live pricing information.

Here at the NBAA show, Stratajet (Booth C6630) is looking to persuade U.S. charter operators to list their fleets on its database. The company is preparing to open a U.S. office in California’s Silicon Valley by year-end.

In a project called Operation Long Reach, the company spent

April through August visiting 50 charter operators and FBOs in 30 cities across 14 European countries to promote its technology. The main aim was to persuade operators to link their operations’ software with the Stratajet system and so make aircraft available for direct booking by customers.

Participating operators are eligible to use the company’s Stratafleet software, which uses the Stratajet search engine to generate flight quotes and more efficiently sell their available capacity.

It also offers the StrataFBO software to allow FBOs to interface with the main website. Among the companies that have signed up for Stratajet to date are charter

Stratajet’s online portal gives travelers the capability to directly book charter flights with real-time availability and pricing.

34 NBAA Convention News • November 17, 2015 • www.ainonline.com

operator Gama Aviation and FBO group Signature Flight Support.

In September, the company appointed David Lee as its chief financial officer. Lee has over a decade of experience in developing Internet businesses and was recently named by the Institute of Chartered Accountants as Finance Director of the Year.

“Following an exhausting few months, flying around Europe in our Chieftain aircraft, it is very rewarding to be able to confirm that we have hit our targets in relation to the number and range of aircraft available on the Stratajet platform,” commented CEO Jonny Nicol. “The positive response we received throughout the campaign has proven what we knew all along–the industry needs technological development in order to grow. I think one of our greatest achievements is that we gained the understanding from the operators that other companies, claiming to do what Stratajet does, are simply not delivering.”

Stratajet has been in development for the past four years while Nicol and his team refined the algorithm that he says delivers the charter industry’s only 100 percent accurate, real-time charter booking system for consumers. Essentially, the system is intended to calculate the true cost of a so-called “partial empty leg” by working out the net difference in cost of the requested new trip and any empty leg involved.

The company’s software allows partial empty legs to be included in trip quotes, which, once set up, require no human interaction on the part of operators to provide pricing. “This means that the consumer pays less and the operator makes a greater profit margin,” Nicol told AIN. Stratajet‘s research team ensures that the system includes up-to-date information on all relevant costs, such as airport landing and parking fees. Customers pay a 5 percent commission on the price of flights booked either online or by phone. o

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Textron invests in new products, enhances production facilities

by Matt Thurber “We’re performing as we had promised we would,” said Textron Aviation president and CEO Scott Ernest during a briefing before this year’s NBAA show.

“Our product base is the largest in the industry, from pistons to jets to military [aircraft], and it doesn’t stop there. We are focused on investing $200- to $300 million a year in this business. We [employ] more than 2,000 engineers. I have to keep them busy, and they want to design new products. It’s up to us to provide those opportunities, and we expect to see a continued investment stream going forward.”

In a third-quarter investor call on October 27, Textron chairman and CEO Scott Donnelly characterized the business-jet market in North America as “reasonably strong,” while Europe and Asia, saddled with lagging economies and the strong U.S. dollar, “remain a challenge.” Eighty percent of Textron Aviation’s deliveries during the third quarter went to North American customers, up from a more typical 50 to 60 percent.

Third-quarter revenue at Textron Aviation rose $79 million, to $1.159 billion, from a year ago, thanks to more Cessna Citation shipments, while profits jumped by $45 million, to $107 million. The Textron subsidiary delivered 37 Citations and 29 King Airs during the quarter, compared with 33 Citations and 30 King Airs in the same period last year. Backlog as of September 30 was $1.4 billion, essentially unchanged from late

June. Cessna delivered the first four Citation Latitudes in the quarter, “opening a new generation of larger-cabin jets at the company,” Donnelly said.

“Our entire jet portfolio continues to sell well,” Ernest said.

“We’re positive about the jet market. Based on the investments we’re making, we wouldn’t be making them if we didn’t have a positive view of the market.

That’s just the reality of it.”

Longitude Unwrapped, Hemisphere Introduced

While Textron Aviation has been notably quiet about some new models, specifically the Longitude, that is no longer the case with the unveiling here of a full-scale Longitude airframe.

“We used the last few years to refine what is the next step with regard to some of our longer range products such as the Longitude or even larger aircraft,” he explained. “We’re going to logically grow into this space, and put new technology and new products into this space.” The other new product is the ultra-large-cabin Hemisphere introduced here.

“I feel that now we are leading the industry in certifications, we have established this as a competitive advantage, with nine [Citation] products in the last three years. There isn’t any manufacturer who comes close, not only the design but also putting them through the certification and testing process. These are really a direct response to customer feedback and to continue to allow us to grow. I also expect to see the

same aggressive activities going forward across all our product lines, not only refreshed products but growing into new markets.”

The Longitude, unveiled as a full-scale airframe at the NBAA static display at Henderson Executive Airport, has some new performance parameters, including a 3,400-nm range instead of the originally planned 4,000 nm.

The longer-range mantle will be taken up by the Hemisphere, which will offer a range of 4,500 nm in a much larger cabin than the Latitude and Longitude. First flight of the Longitude is expected in mid-2016, followed by deliveries in the second half of 2017.

“Our New Longitude is going to set a whole new standard in the super-midsize [arena],” Ernest said. “It’s a phenomenally performing airplane. For us range has been a big focus for customer feedback. This allows domestic and international capability.

We put together the best performance, speed and operating cost in a super-midsize jet. We’ve already had customers in to see it, and are already taking orders.”

Redesigned Production Facility

Textron Aviation has redesigned parts of the Wichita assembly line for the Latitude and Longitude. While the Latitude’s tailcone, empennage and nose are built in Mexico, the new line is more efficient, and Longitude tail sections will be made in Wichita, along with the center and forward cabin sections and wings.

The Latitude’s cabin sections and

The Longitude is in a class with aircraft such as the Challenger 650, Legacy 650 and Falcon 2000LX. The Longitude’s anticipated performance is close to that of the Falcon 2000LX, but the heavier Longitude has a longer cabin and will likely have more cabin volume. However, where the Longitude comes up short compared with these jets is in its 77-inch cabin width.

36 NBAA Convention News • November 17, 2015 • www.ainonline.com

Cessna has redesigned its Wichita assembly line to enhance production efficiency to keep up with its expanding product line. Key to the redesign is a vertical assembly tool (shown) for cabin sections that puts the work right at the technician’s chest level.

wings are also built in Wichita.

What makes the Wichita assembly line more efficient is a vertical assembly tool for the cabin sections. “This has improved efficiency,” said Ron Draper, senior vice president, integrated supply chain. “It hasn’t changed the amount of work; it’s made it easier to do the work.”

The vertical tool allows technicians to do all the work at chest height. Developed by a Textron Aviation manufacturing engineer, the tool moves the technicians up and down inside the cabin section to keep the work always at the same level, which improves

worker safety and thus enhances efficiency. This also saves floor space. Both the Latitude and Longitude cabin sections are made in the vertical tool, and there are three, two for the forward cabin/cockpit section and one for the main cabin section.

“The team has demonstrated that we can manage multiple programs at the same time,” Ernest said. That not only includes the new Hemisphere as well, but Textron Aviation’s planned competitor in the single-engine turboprop marketplace. “We’re going to continue investing in that product,” he said. o

RVSM APPROVALS STILL STICKY WICKET FOR BIZAV OPERATORS Today at 3 p.m., the problematic issue of reduced vertical separation minimums (RVSM) letters of approval will be addressed during an NBAA 2015 panel session (Room N261, #6). According to the NBAA, “Operators continue to face challenges obtaining RVSM and other Part 91 letters of authorization. NBAA continues to advocate for improvements at the FAA.” The plan for the session is to update attendees on new LOA streamlining guidance as well as highlight the overall success of the RVSM program since its inception.

Meanwhile, to help operators meet the new streamlining guidance, the FAA issued proposed Advisory Circular 91-85A last month describing various acceptable means for operators to obtain initial operational authorization or amend an existing operational authorization to conduct flight in airspace or on routes

where RVSM are applied. RVSM airspace includes any airspace or route between FL290 and FL410, inclusive, where aircraft are separated vertically by 1,000 feet.

This proposed circular also provides information on RVSM performance specifications, obtaining and maintaining RVSM airworthiness certification for aircraft, specific elements of an RVSM authorization, policy and procedures for RVSM operations and the methods for an airman to demonstrate his or her qualification as an “RVSM Knowledgeable Pilot.”

The FAA said the advisory material contained in this AC has been “substantially modified” since the circular was issued in its original form in 2009 as AC 91-85.

The 71-page document applies to all operational segments seeking RVSM initial and continued approvals for Part 91, 121, 125 and 135 operators.

–G.G.

One of the most noticeable changes on the new PC-12 NG is the five-blade composite propeller from Hartzell in place of a four-blade aluminum version.

Hartzell has also STC’d the propeller on all versions of the in-service PC-12.

Pilatus unveils faster PC-12 NG

by Mark Huber Pilatus Business Aircraft (Booth C12416) unveiled its new and faster 2016 model PC-12 NG here at NBAA this morning. The new model features various aerodynamic improvements that increase cruise speed by 15 knots to 285 knots, reduce time to climb by 10 percent and significantly cut cabin noise and vibration levels; all without any increase in engine power. Base price for the 2016 PC-12 NG

is $4,055,000; Pilatus estimates a typically equipped model will sell for $4.85 million.

Viewed from the outside, the most readily apparent change is the new custom Hartzell fiveblade graphite scimitar-shape composite propeller. The blades feature a nickel-cobalt leading edge and are fabricated using carbon fiber monocoque structural design. The thin blade shape is optimized for low drag,

and the propeller is certified for unlimited life.

Aside from the new propeller, the exterior of the aircraft underwent an extensive aerodynamic cleanup that included the redesign of the underwing flap actuator fairings for smoother airflow and a new flush cabin entry doorhandle fitting. Gaps and joints around the flaps and ailerons were sealed and several antennas were repositioned to align

Passengers will notice a change as they enter the aircraft through the refreshed door. Customers have a choice of six cabin designs, from the typical neutral tones to more dramatic treatments.

38 NBAA Convention News • November 17, 2015 • www.ainonline.com

with localized airflow patterns.

These various improvements combine to reduce takeoff distance by 50 feet to 2,600 feet; provide a 10 percent reduction in time to climb to 28,000 feet at mtow; and increase maximum range (VFR reserves, four passengers) to 1,840 nm, which is an additional 15 nm.

The 2016 NG also features six new exterior paint schemes designed by Pilatus and BMW Designworks, along with six interior color/fabric palates.

In the cockpit, the new PC-12 NG features updated avionics software. Build 10 of the Honeywell

Primus Apex avionics flight deck provides common symbology, logic, architecture, and design philosophy across the Pilatus business aircraft line. Among the improvements incorporated into Build 10 are temperature compensation for Baro VNAV approaches, a route flight log to show airways, SIDS and STARS in the flight plan, a vertical direct-to task menu option, pilot-entered waypoints on the iNav map, an option for orbital search patterns and flight plan loading into the FMS via the Aspen wireless gateway (from mobile devices).

Passengers will notice a refreshed entry door treatment.

The 2016 PC-12 NG features an all-new entry door design with an illuminated Pilatus logo and soft lighting for the entry steps and the hand rail. Additional LED lights create a pool of illumination on each step.

Pilatus CEO Markus Bucher said the new PC-12 NG would continue to be the company’s “core aircraft” even as it continues development of its PC-24 twinjet. “No other aircraft is quite like it. It dutifully serves as a uniquely capable aircraft, which combines a large passenger cabin with turboprop reliability, single-engine efficiency, short and unimproved runway capability and the utility of a standard cargo door,” Bucher noted.

Founded in 1939 and headquartered in Stans, Switzerland, Pilatus Aircraft and the Pilatus Group include two independent subsidiaries in Broomfield, Colo., and Adelaide, Australia, as well as a joint venture company in Chongqing, China.

More than 1,300 PC-12s are currently in service, and the fleet has logged more than five million flight hours. o

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Vector employees and members of the San Bernardino County Sheriff Department pose with the Bell 212 the company modified for the agency.

Vector Aerospace touts faster engine turnarounds

by James Careless

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Faster engine repairs and turnarounds is the promise being delivered here at NBAA 2015 by Vector Aerospace, a Canadian MRO serving the global market. Over this past year, said Jeff Poirier, president of Vector’s Engine Services-Atlantic division, “We increased our focus on providing our customers with flexible, innovative ideas toward keeping their engines on wing,” “We have also expanded our mobile repair team capabilities and coverage worldwide, and we continue to remain focused on offering our customers faster turn times on their engines.”

In addition to these service enhancements, Vector Aerospace (Booth C8518) recently completed modifying and upgrading a Bell 212 for the San Bernardino County Sheriff Department (SBCSD). The upgrades included

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40 NBAA Convention News • November 17, 2015 • www.ainonline.com

Vector provides support for Airbus, Bell and Sikorsky helicopters. As part of its component support, it operates an Airbus component test cell to repair, modify and test dynamic components for the company’s civilian and military aircraft.

avionics, airframe and tailboom structural modifications required to install a new Pratt & Whitney Canada PT6T3DF Twin Pac engine pair. Vector’s technicians also completed a 100hour return-to-service inspection and applied full exterior paint to the SBCSD’s specifications.

“We were happy to arrive at Vector’s Langley, B.C. facility to find our aircraft complete and ready to fly,” said SBCSD Lieutenant Mitch Dattilo. “Vector did a fantastic job on our Bell 212, providing top quality results and excellent customer service.” This is the first major airframe project that Vector has performed for the SBCSD. In other police helicopter news, Vector Aerospace has signed a threeyear contract with the Anaheim Police Department to provide MRO support for its Airbus Helicopters AS350B2 components. Vector also provides support for AS350, AS355, EC130, EC135, BK117, EC145, BO105, EC 225/H225 and AS332 series helicopters.

This year marks the third anniversary for Vector Aerospace’s MRO facility in Brisbane, Australia, which serves the Asia-Pacific market. Vector bought the facility in 2012, and P&WC has designated it an authorized overhaul facility for the PT6A. “Our Brisbane facility has evolved tremendously in the past three years, enjoying unprecedented market share growth,” said Poirier. “Australia is a sophisticated aviation market and continues to be an extremely important market for us in terms of its tremendous growth opportunities.”

Through its Brisbane facility, Vector is offering Asia-Pacific operators options such as field service and engine repairs on the P&WC PT6A, JT15D, PW100, PW300 and PT6T engine series, as well as complete overhaul and test capability for the PT6A. o

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Piper’s diesel-powered Archer DX

by Dale Smith

Continental engine helps Piper create a world-class jet-A-powered trainer Piper Aircraft (Booth C8509) began U.S. deliveries of the DX version of the single-engine Archer following FAA validation in April of the EASA-approved supplemental type certificate to replace the original avgas Lycoming engine with a compression ignition engine.

The Archer DX’s 155-horsepower Continental Motors CD-155 turbodiesel drives a three-blade MT composite, constant-speed propeller, and the engine is approved to run on jet-A or ordinary diesel fuel. Engine control is via a single Fadec thrust-lever, and other than the

With the exception of a new engine–a Continental CD-155 in place of the original Lycoming avgas powerplant–Piper’s Archer DX bears a striking similarity to the original model, inside and out.

new powerplant and its controls and some instruments, from the instrument panel back, it’s pretty much a stock Archer.

During the preflight inspection, Piper chief pilot Bart Jones showed me how the DX’s preflight differs from the avgas Archer’s. Key differences included a check for sufficient battery power for the engine start (ground power starts are prohibited), checking the gearbox oil and making sure the fuel tanks are full of beige jet-A not blue 100LL. As promised, the diesel engine is pushbutton easy to start. Thrust lever back to idle, flip on the battery, let the glow control light go out and press and hold the overhead starter button.

Run-up is just as easy: power to idle and press the Fadec test button; the dualchannel Fadec computers run a complete self-test. The last check is to push the throttle to the stop, then check for at least 94 percent power with the tach showing 2,240 to 2,300 rpm. Once done, we set takeoff flaps to two notches (25 degrees), which is the normal takeoff setting for the DX. The 25-degree flaps setting is the short-field takeoff configuration in the avgas Archer.

According to the flight manual, the avgas Archer needs 1,700 feet of runway to clear a 50-foot obstacle. With flaps at 25 degrees, the 155-hp DX would need

42 NBAA Convention News • November 17, 2015 • www.ainonline.com

While the diesel-powered Archer is similar to its avgas-burning sibling, there are a few differences, including a Fadec thrust lever for engine control and several new instruments.

1,673 feet of concrete. Cleared for takeoff, I advanced the thrust lever to the stop, accelerated and lifted off. There was no difference in handling from a normal Archer. While the diesel engine lacks that get-up-and-go feel of the Lycoming, thanks to the constant-speed MT propeller and even with 25 fewer horses under the cowling, the DX will out-climb the standard model, according to the flight manual.

Of course, the big advantage of the diesel engine is fuel economy. Jones pointed out that the fuel consumption is even lower at higher altitudes, which

makes sense because after all, this is a turbocharged engine. We leveled off at 5,500 feet and I set the power at 70 percent.

Once the Archer stabilized, the G1000 primary flight display’s airspeed indicator indicated 101 knots, with a true airspeed of 112 knots. Fuel flow was just under 6.0 gph. By comparison, an avgas Archer would average about 10.0 gph. With a full load of 48 gallons of jet-A, endurance would extend to eight hours.

One diesel difference that really stands out in the Archer DX is the engine’s smoothness and lack of noise. At cruise, Jones and I were able to remove our headsets and hold a regular conversation.

At a list price of $399,495 the Archer DX is about $40,000 more expensive than a similarly equipped Lycoming-powered Archer LX. While the CD-155 does have a relatively low 1,200 hour time between removal–which Continental is working diligently to raise–the diesel-powered DX burns less fuel and performs better at higher altitudes. For flight schools and pilots needing the flexibility of more widely available jet-A in countries where avgas is expensive or unavailable, the Archer DX might just be the right airplane for the job. o

True Blue lithium-ion battery certified by Transport Canada

by Amy Laboda Lead-acid then nickel-cadmium have been aviation standards when it came to battery technology. But that is changing. Modern aircraft are being equipped with lithium-ion technology, not only for instrument backup systems but also for main-ship battery applications.

While this may worry some pilots and aircraft operators, it shouldn’t be cause for concern. The lithium-ion technology used for aircraft today is far more stable than any of the technologies found in mobile devices or laptops. And it is getting better every day.

Here at NBAA 2015 True Blue Power,

a division of Mid-Continent Instruments (Booth C9639), announced that its TB44 nanophosphate-cell lithium-ion main-ship battery received a Transport Canada Part 25 supplemental type certificate (STC) for installation on the Bombardier Dash 8 100/200/300. True Blue Power worked with engineering and development partner Avmax Group of Canada to develop the STC, and the two companies have filed for FAA Part 25 approvals of the lithiumion battery upgrade.

Avmax’s engineering division is a Transport Canada-authorized Design Approval Organization. Last year

Oregon FBO’s fundraiser demonstrates bizav’s ‘heart’

by Harry Weisberger In 1995, when Global Aviation was founded, the company had neither a hangar nor aircraft, only a desire to provide aircraft owners and charter clientele high-quality charter and aircraft management services. Today Global Aviation is a full-service FBO as well, with 98,000 sq ft of heated hangar space, executive offices, meeting rooms, on-site catering and a pilot lounge at the Portland/ Hillsboro Airport.

Global Aviation is also an FAAcertified repair station, avionics repair and installation center and Bombardierauthorized Learjet, Challenger and Global Express AOG/line maintenance facility. The company operates eight jets in its charter fleet: a Global XRS, GV, Challenger 604 and 300, Hawker 900XP and 800SP and a Learjet 45XR and 35.

Global Aviation founder and president Flo Newton joined the board of directors of the Providence Heart and Vascular

Institute three years ago and has been a major supporter of the Institute. This includes providing the Global Aviation facilities for a key annual fundraising event benefitting the Institute. “I am tremendously impressed with the work Providence Heart and Vascular Institute does and its approach to innovative heart health,” she said. “I am thrilled to share our facilities and services for such a worthy cause.”

The cause includes a huge fundraising effort to match a $25 million grant from Nike founder Phil Knight and his wife, Penny. The $50 million Next Generation campaign is designed to enable the Institute to offer the most innovative and advanced treatments to cardiac patients.

Once again, Global Aviation representatives are on hand at their NBAA 2015 booth (C8532) to talk about the company and hand out the ever-popular airplane paper clips along with a deck of playing cards to go with the Las Vegas experience. o

Left to right: Dr. Dan Oseran, Global Aviation founder and president Flo Newton and Harry Merlo at Global Aviation’s annual fundraising event for the Providence Heart and Vascular Institute.

44 NBAA Convention News • November 17, 2015 • www.ainonline.com

the company issued more Canadian Dash 8 STCs than all other Canadian Dash 8 STC holders combined. In the process of developing the STC for True Blue, Avmax found that when compared to nicad batteries typically used on the Dash 8 the TB44 reduces empty weight and increases useful load by 56 to 80 pounds, depending on the aircraft model. Maintenance intervals on the TB44 are every two years, and high temperature and cold weather tolerances of -40 degrees C to +70 degrees C (-40 degrees F to +158 degrees F) mean that maintenance costs per aircraft are reduced, as well. A Dash 8 operator switching from nicad to a TB44 battery could save as much as $25,000 per year per aircraft, according to Avmax’s data.

“Avmax is the largest private owner of Dash 8 aircraft in the world and it recognizes the significant value our certified

The TB44 advanced lithiumion battery uses a proprietary nanophosphate lithium-ion cell chemistry.

lithium-ion batteries bring to this platform,” said Rick Slater, True Blue Power division manager. “Avmax’s engineering division provides a wealth of experience that will be extremely valuable for subsequent STC efforts on the long list of aircraft awaiting our lithium-ion batteries.”

What makes the True Blue lithiumion batteries suitable for aircraft applications is the proprietary nanophosphate cells, which are chemically stable, unlike metal-oxide lithium-ion chemistries, and can provide thousands of cycles at 100 percent depth of discharge. The TB44 is rated at three times the energy per kilogram when compared to standard leadacid or nicad batteries typically used on the Dash 8 and similar aircraft. o

DUNCAN LAUNCHES NEW WEBSITE MRO provider Duncan Aviation (Booth N4910) has unveiled a redesign of its website, which according to the Nebraska-based company, will provide business aircraft operators with a clear path to the most relevant information. The new uncluttered design is easier to navigate, especially for mobile users, as the site will automatically resize itself to accommodate any screen while maintaining the same functionality. A video on the website will even introduce users to the newly available features, including current issues and archives of the company’s publications such as Duncan Debrief magazine and the Duncan Intelligence newsletter.

“Duncan Aviation has always been a leader in telling it like it is while providing industry intelligence in an easy-to-understand

format,” said Lori Johnson, the company’s marketing communications manager. “We make a point to willingly share the most upto-date information on some of the most pressing subjects such as NextGen.” For those seeking employment with Duncan, which operates full-service maintenance locations in Lincoln, Neb., Battle Creek, Mich., and Provo, Utah, as well as 25 engine and/or avionics satellite repair stations across the country, the new website has streamlined that system as well, allowing jobseekers to more easily search for available positions. The company worked with online recruiting platform Jobvite to establish a new careers portal, which simplifies the task of submitting applications for prospective employees.

–C.E.

AVIONICA TAKES DATA TO 4G SPEEDS Miami, Fla.-based Avionica (Booth approvals from Transport Canada, EASA, C11843) is taking airborne flight data UAE’s GCAA and China’s CAAC. Its prodtransfer to the next level with its avCM, a ucts are approved on more than 250 aircraft tiny fourth-generation 4G cellular module models under the FAA’s approved model designed for increased high-speed transmis- list STC. sion of flight data.

“The 4G avCM is the natural technology The company announced that advancement in cellular design for getting the FAA has issued a supflight data off an airplane,” said plemental type certifiRaul Segredo, Avionica’s cate (STC) for the avCM, president and CEO. “It which is compatible with is lighter, has no exterAvionica’s current quick nal antennas and no longer requires a battery. access recorder (QAR) And it’s in compliance with products, including the the FAA approved model miniQAR MKIII and list on 250 aircraft types, avSYNC support tools.

The QARs are installed on including almost every more than 8,000 aircraft The tiny Avionica Part 25 business jet,” he worldwide. continued. “It is so simple avCM module enables fast 4G data According to Avionica, downloads on Part 25 business jets. to install, set up and start the avCM 4G module has transmitting. Frankly, this is the capability to transmit flight data analy- the enabler that makes our mini quick access sis up to six times faster than previous 3G recorder products faster, more reliable and modules. This STC is Avionica’s 18th, and less expensive for streaming and capturing the company also has multiple certification flight data.”

–A.L.

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STC No. ST01733WI The Citation Latitude made an appearance at the UK’s Business and General Aviation Day at Biggin Hill Airport.

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Citation Latitude impresses during Biggin Hill demo

by Ian Sheppard Arriving at the Business and General Aviation Day at London Biggin Hill Airport by car was somewhat of a letdown–especially as it was Battle of Britain Day, 75 years since Spitfires famously fought off the Nazi hordes. Our plan to fly in from nearby Redhill Aerodrome and join a tour of Biggin Hill facilities with the International Federation of Flying Rotarians had been squelched by early morning fog. Our flight would have been in a 1969 one-passenger Cessna 150, worth about £12,000 ($16,300).

What started badly got rapidly better as Cessna reps at Biggin Hill for the event suggested a media flight in the new $16.3 million, nine-passenger Citation Latitude.

The most memorable thing about accelerating along Runway 21 at Biggin Hill was that it was rapid; aircraft are encouraged to hook left immediately after liftoff to avoid Biggin Hill town.

But even more memorable was that our champagne glasses toppled over–though partly restrained by the cup-holders. The aircraft has an executive interior including quality leather and veneered wood, so there were four journalists having a guilt trip. (Our man from the Financial Times managed to hang on to his glass without spilling).

We scooted along under Heathrow ATC for a few minutes before being allowed to head up to East Anglia (where there were numerous Battle of Britain airfields); the Latitude is capable of climbing to FL420 in 26 minutes and we pretty

much did that after the initial delay.

Service ceiling is FL450 and the cabin altitude is kept as low as 5,950 feet. The aircraft has a range at mtow of 2,850 nm.

It is a very capable aircraft, salesman Tom Perry said, while pointing out the type received FAA certification in June and entered service in August. Four had been delivered as of late October. He said EASA certification is anticipated by the end of 2015, so first deliveries to European customers could commence in early 2016.

Perry said the Latitude is unique in the Cessna product line, having a flat floor and six-foot ceiling. The Latitude is positioned between the Citation XLS+ and the Sovereign+. (The Latitude has the same wing and PW306D1 engines as the Sovereign+, although the latter has two more seats and 300 nm more range).

The Garmin G5000 flight deck was impressive, with touchscreen controllers and a clean, simple look. Our pilots, captain Tom Emerson and first officer Stuart Mochrie, professed to love it. But it was the cabin that was designed to bring Citations up a notch, with the more spacious, comfortable feel–all the better to compete with Dassault’s new 5X and Embraer’s Legacy 500, which entered service in Europe in May. But Perry was coy when answering questions about the competition, instead focusing on his company’s aircraft and its performance, which was only too evident. Quiet and comfortable, this Citation is going be a strong contender. o

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46 NBAA Convention News • November 17, 2015 • www.ainonline.com

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Engineering the impossible.

Dassault’s design values run deep

by Mark Huber Dassault has never been one to follow the pack when it comes to business jets: it has been at the forefront of innovation when it comes to the use of three-engine designs, 3-D design software, metal bonding blended with composites to lighten weight, advanced wing geometry, fly-bywire flight controls, sidesticks, the EASy II intuitive all-glass cockpit and more; the list is a long one.

All this seemingly contrarian thinking is ingrained in the company’s culture, one that takes young engineers and molds them in the Dassault way of thinking, according to Olivier Villa, Dassault senior vice president for civil aviation. “Usually engineers like me join the company right after school and stay until retirement. This is very little turnover and that has two important consequences. First, the people who design our aircraft have a lot of experience and have worked on several different projects. Second, we keep our convictions. The 5X [twinjet] is designed with the same philosophy used on the Falcon 900 and Falcon 2000, to create an aircraft that achieves the best balance among range, good short field performance, low cost of operations and the best possible comfort,” he said.

“The fact that Dassault is largely privately owned means the company can pursue longer range, and in some cases, more elegant solutions,” Villa said.

“It makes a big difference. The Dassault family is not interested

in short-term results. It gives us a different perspective. If we are convinced that a large investment is required for long-term success, I’ve never seen our main shareholder rejecting such a solution.

It is quite a difference [from a publicly owned company].”

It also helps that the company has a strong background in building jet fighters. “We use the right technology to make an aircraft different and achieve different performance,” Villa said.

“Our company began designing jet fighters [in the 1950s].

Obviously performance is key for fighters. You have to use all available technology to reach your performance point. That means that at least in two key areas, aerodynamics and structural design, you need to find the best possible solution. You need to go to the edge of technology.

We were the first to use finite element computation software for these early planes in order to save weight everywhere possible and to make sure the structural

[strength] margins were met. It is amazing what you can achieve using sophisticated computing tools to ensure that the structure is robust, but that there is no extra material or [strength] margin where it is not needed.

Optimal Shapes

“With aerodynamics it is the same thing. We always have designed our Falcons by making sure that the shape is optimum.

We were the first ones to design an aircraft fuselage, in this case on the Falcon 900 [in the 1980s], with area ruling [pinching of the aft fuselage inward near the engines similar to the top of soda bottle]. We use very sophisticated shapes in order to ensure that the drag is minimal.”

Dassault readily adapts and applies what it learns on the military side of the house to its civil designs, Villa said. “The EASy cockpit was designed using our test pilots’ experience in fighters. Look at what happens in the cockpit during a dogfight, the

Unlike the artist’s impression (right), the real Falcon 5X has yet to make its first flight, but the new jet builds on Dassault’s rich tradition of innovation and heavy investment in R&D. The twinjet, which the company calls an ‘ultra-widebody,’ features the widest Falcon cabin ever.

The cockpit, like that of the 8X, will have the third-generation Primus Epic-based EAsy III avionics suite.

48 NBAA Convention News • November 17, 2015 • www.ainonline.com

amount of information and the speed at which it is presented.

“So when you design the fighter cockpit you need to ensure that the pilot is presented only with the information that is critical at a specific, precise time. It will display only during a certain phase of flight. Then in another phase other information that is critical is displayed.

You have to merge all the sensors and determine what to display and when. That led to the EASy design philosophy. All our [test] pilots fly fighters and Falcons.

They determined what to display and when, and determined which information is shared between pilot and copilot.

“We are constantly improving EASy. Now we are including our combined vision system. It merges infrared [camera images] and synthetic [vision] on a headup display with a wide field of view. Combined vision is a good example of taking the latest technology and making sure you get the most benefit when it comes to performance and safety.”

But coming up with the best design solution, wherever it originates in the company, sometimes means going back to the drawing board, even at the

expense of program schedules.

“When we first developed the Falcon 50 we developed a prototype and it was flying well and meeting the performance points.

But [company founder] Marcel Dassault wasn’t happy and said, ‘We can do better.’

“He pushed the company to scrap the wing and design a new one. This was the first supercritical wing that was later derived for the Falcon 900. We have never hesitated to fit our Falcons with sophisticated devices such as full leading edge slats and sophisticated air brakes. On the Falcon 5X we have introduced the flaperon, which up until now we just used on our Rafale fighter. It is a [multipurpose] control surface that can be used as flaps, ailerons and an air brake. These are just a few examples of the technology we use to enhance performance. It requires investment, but in the end you get a superior aircraft,” Villa said.

That investment means having the willingness, resources and patience to find the right solution to any particular design challenge as opposed to what could be an easy, quick fix, Villa said, using the example of deciding where to use composites or aluminum and other metals. He illustrates the problem with the Falcon 900.

“The aluminum wings have quite a different structure as well. The structures are machined from large aluminum billets. Some parts are made of Kevlar composites, some titanium. We look at each and every part and make sure we have the best solution for that part. It takes a lot of engineering and mastering different technologies. Once you know what you can achieve with carbon fiber and other materials then you are in a position to look at the tradeoffs for each component.

“On the Falcon 900 today the empennage is made of carbon because we found that carbon was the best solution–robust and light. But the wing is aluminum. We know how to design a carbon wing. We were the first to certify a carbon wing on the Falcon 10 in the 1970s. But putting a carbon wing on a Falcon 900 would not have been optimum compared to aluminum.

Unlike the empennage the wing is a fuel tank. We need the wing not only to be a lightweight structure, but also to provide the maximum volume inside for the [fuel] tanks. The carbon solution would have lowered the fuel quantity at the time. So you see, each part of the airplane requires a different solution.” o

ACR’s new ELT boasts low-cost, dual frequency

by Bill Carey ACR Electronics (Booth C9534) announced that its Artex ELT 345 emergency locator

beacons carried by ships, aircraft or individuals.

A built-in GPS sensor provides position accuracy to within 100 meters. When activated using either the remote switch, the switch on the ELT or by triggering of the g-switch, the ELT 345’s encoded digital message contains aircraft identification and registration information,

From the moment I signed the brokerage agreement, the Elliott Jets team covered every detail. The professionalism throughout the entire process was impressive and gave me peace of mind that my aircraft would bring me the price they said it would. They marketed my airplane aggressively, with attractive photos and videos, and kept me up-to-date on all of the effort of the selling process. When it was time for the prebuy, their technical group worked with my pilot and helped make the transaction with the purchaser go off without a hitch. Most importantly, Elliott Jets did everything they said they were going to do and it led to a successful aircraft transaction.

Bob Pulver

“

“

transmitter has received CospasSarsat and FAA approvals and is now being offered for sale.

The lightweight, small form factor Artex ELT 345 can be readily retrofitted to nearly any aircraft and transmits on both the 406 MHz (CospasSarsat) and 121.5 MHz (local search and rescue) frequencies.

Cospas-Sarsat is a 41-nation international search-andrescue system that uses satellites to detect and locate emergency

Get peace of mind in aircraft transactions When it’s time to buy or sell your airplane, go for a quick resolution at the right price with Elliott Jets – the aircraft sales division of Elliott Aviation. With eight decades of proven success brokering, acquiring and selling aircraft globally, customers rely on us to provide world-class service. Our reputation makes us the trusted partner to chief pilots, executives and aircraft owners.

Your aircraft is a huge investment. Put that investment in the right hands by choosing Elliott Jets.

M I NUEI SS I T I O M O DL IESS BO R LOI KN EE R A G DE E S• M AO CQ N ISN N • E TARP A

50 NBAA Convention News • November 17, 2015 • www.ainonline.com

aircraft position and access to owner contact details.

The ELT 345 transmitter, dual-band whip antenna, remote switch, mounting tray and all required hardware cost less than $600, according to ACR Electronics. The stainless steel mounting tray is drilled with multiple hole patterns to match up to typical mounting holes used for many popular 121.5 ELT types, including Artex, ACK, Kennad and AmeriKing models. Added functionality includes the ability to test the ELT with Artex’s proprietary online satellite confirmation testing service, 406Test.com.

The ELT 345 weighs two pounds, including the mounting tray.

Power is provided by a six-year lithium-ion battery using lithiummanganese-oxide technology.

Based in Fort Lauderdale, Fla., ACR Electronics designs and manufactures safety and survival products including Artex ELTs, battery packs, ELT accessories, personal locator beacons, search and rescue transponders, strobe lights, life jacket lights and boat search lights. It is also certified as an FAA Part 145 repair station.

In August, the company announced an extended agreement with Southwest Airlines to supply the Artex ELT on its new Boeing 737 Max airliners. o

NEWS NOTE

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The ELT 345 offers a simple upgrade for owners needing a 406 MHz ELT.

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Four Landmark Aviation FBOs have joined the Shell-branded dealer network, according to Eastern Aviation Fuels (EAF), the petroleum company’s exclusive distributor.

(Shell Aviation is exhibiting here at Booth C8532.) The new locations are Hartsfield-Jackson Atlanta International Airport; Eastern Iowa Airport in Cedar Rapids, Iowa; Houston Ellington Airport; and Frederick (Md.) Municipal Airport.

By joining the EAF network, which now numbers more than 500 Shell-branded FBOs in the U.S., these locations can take advantage of the programs offered by the North Carolina-based distributor, including the AeroClass rewards plan, under which users accumulate points through fuelings to redeem for gift cards, and contract fuel. “We have an excellent relationship with Landmark and we are happy to continue to grow with them,” said EAF vice president Mike Allen. n

Kaman acquires Timken operation

by Harry Weisberger Kaman Aerospace Group has entered into an agreement to acquire Timken Alcor Aerospace Technologies (TAAT) of Mesa, Ariz. The former Timken Aerospace Aftermarket operation will continue under the same management with the same employee base, said Robert Paterson, head of Kaman’s Specialty Bearings & Engineered Products division, under which the former Timken operation will be managed as part of Kaman Aerospace Group. The transaction was expected to be completed by the end of last month.

TAAT designs and supplies FAA-approved aftermarket parts made under the Parts Manufacturer Approval (PMA) process, primarily turbine engines and helicopter drive components to support MRO companies.

“This is a solid company that nicely complements the aftermarket business of our Specialty Bearings & Engineered Products division,” said Greg Steiner, president of Kaman Aerospace Group. “TAAT has demonstrated consistent financial performance and offers engineered products that are adjacent and complementary to Kaman’s current offerings.”

an aerospace company,” he explained. The Timken NBAA booth (C12038) will feature the Canton, Ohio-based company’s bearing repair operation in Los Alamitos, Calif., while the former

TAAT holds forth at the Kaman stand. Paterson noted that Kaman has been around since 1945 and its Aerospace Group is a $700 million component of an $8 billion corporation. o

Having just been taken over by Kaman Aerospace, Timken Alcor Aerospace Technologies will complement Kaman’s current business activities.

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Organic Growth

Kaman (Booth C11646) listed factors in its decision to acquire TAAT from Timken, including organic growth opportunities, the robust TAAT quality system, engineering expertise and strong relationships with engine MROs and fleet operators of both rotary and fixed-wing aircraft. Kaman expects TAAT to achieve further growth through Kaman’s global sales channels.

Paterson commented, “TAAT will be a great fit with our current engineered parts business and has the potential for significant product and market synergies. Global expansion of the product line will be a key focus of our growth strategy for TAAT.” TAAT has annual sales of approximately $20 million. Last year, Timken Aerospace Aftermarket divested its turbine engine overhaul business, including state-of-the-art engine test equipment.

TAAT general manager Larry Sheimbob said his turbine engine and helicopter powertrain PMA component operation appears to be a better fit with Kaman than in a Timken business plan less oriented toward aerospace. “Kaman is definitely

D L

O S

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www.ainonline.com • November 17, 2015 • NBAA Convention News 51

MedAire celebrating 30 years serving bizav

by Harry Weisberger 18 at Booth C7030. This year, MedAire is also celebrating its 30th anniversary of service to the aviation and maritime industries. The company was founded in 1985 by local flight nurse Joan Sullivan Garrett.

At the MedAire booth, convention visitors can see a

DAVID McINTOSH

MedAire is again offering free cholesterol testing at the NBAA show, and this is the company’s 27th consecutive year tapping attendees for a dab of blood and, hopefully, a nottoo-scary result. The tests are available on Tuesday, November 17 and Wednesday, November

MedAire founder Joan Sullivan Garrett has innovated and expanded company offerings over three decades, serving the NBAA show with free cholesterol testing.

demonstration of MedAire Trip Ready, the first app of its kind focused on the aviation industry, and meet MedLink doctors and security specialists. MedLink operates from Banner–University Medical Center, Phoenix (formerly Good Samaritan Hospital), where doctors are available to respond to calls from anywhere in the world, around the clock.

MedLink is one of MedAire’s earliest and most widely used programs for providing advice and assistance to cope with inflight medical emergencies. MedLink physicians and technicians broadcast first-responder measures via radio to cabin crew.

Meanwhile, others work with pilots and ATC to initiate and obtain clearance for diversion to the closest airport where emergency treatment on the ground and transportation to a suitable hospital are available.

Total MedLink cases from November 1987 to December 2014 numbered 267,320.

Between Jan. 1 and Dec. 31, 2014, MedLink handled 81,380 cases (approximately 223 per day), 36,407 of them aboard

airliners. MedAire employs 264 people worldwide who serve 2,000 business aviation clients and 136 airlines. MedAire offers 24/7 remote medical assistance from Global Response Centers in Beijing, Dubai, Farnborough (UK), Mallorca and Phoenix. Buyers of new aircraft from Boeing Business Jet, Bombardier, Gulfstream and Textron Aviation receive MedAire services as the standard airborne medical solution.

During 2014, MedAire conducted 1,502 training classes including CPR and tracheal obstruction clearance to 7,536 students at various locations. More than 85,000 airline personnel have registered for MedAire’s e-learning courses.

And last year, MedAire’s MedSupply manufactured 382,565 new medical kits and refurbished another 173,657.

Convention-goers will have an opportunity to meet MedAire founder Joan Sullivan Garrett and new chief operating officer, Peter Tuggey. They can learn how new products and services enhance the effectiveness of an operator’s safety management system. o

TRUENORTH OFFERS WIRELESS ACCESS TO SMALLER AIRCRAFT TrueNorth Avionics (Booth C13639) has unveiled a new “N” wireless access point and integrated router designed for light- to medium-sized jets and turboprops.

The Optelity Hot Spot is a certified device and permanently installed in the aircraft. According to the company, “Unlike consumer-based carryon gear, it is aviation certified for safe inflight operation, and installed on the aircraft to eliminate power conversion issues.”

The Hot Spot weighs slightly more than half a pound and comes either with an integrated antenna or external antenna, but it does not include telecom gear. For communications outside the aircraft, the Hot Spot is connected to the aircraft’s satcom or air-to-ground telecom system.

The Hot Spot can host embedded applications, such as TrueNorth’s MyStylus app, which allows users to make voice calls using their iOS and Android devices.

“We’ve been providing communications systems to heads of state, VVIPs and Fortune 50 aircraft passengers, and now we’re bringing executive-level communications capabilities to the light aircraft market,” said TrueNorth CEO Mark van Berkel.

-M.T.

Get that “let’s do a barrel roll” feeling.

Your U.S. Bank Multi Service Aviation Card has a new hangar. Pay for fuel.

Schedule services. Take the paper out of invoicing. All right in the MSA Pay app.

Visit booth C9634

© 2015 U.S. Bank National Association. All trademarks are the property of their respective owners. MMWR 75375

52 NBAA Convention News • November 17, 2015 • www.ainonline.com

GlobalAir.com adds to trove of aviation data

by Amy Laboda Jeffrey Carrithers, CEO and the market trend analytics they founder of GlobalAir.com receive on their postings.

(Booth C13212), doesn’t claim to Globalair.com earns revenue have invented the Internet. But from aircraft sales listings. “Our his 20-year-old webnewest aircraft sales site certainly has held features are short, its place in providing comprehensive video key online compoaircraft sales bronents one needs for a chures, shot in HD. modern business aviaWe developed a techtion flight department. nique to compress The website prothe HD video for easy vides the kinds of inforemail, not using typimation that make it cal compression proutilitarian for pilots and Jeffrey Carrithers, tocols. That way our dispatchers, including CEO and founder of brokers aren’t deliverGlobalAir.com all the weather inforing a link that has to be mation needed for a flight, and a clicked on and needs time to load, patented fuel-route mapping sys- or a file that might be pegged as tem called Max-Trax, designed to dangerous by an anti-virus proincrease efficiency and save own- gram,” he explained. “Our ‘text ers money. Aircraft brokers like its seller button’ on the sales page is aircraft-for-sale listings because of another feature unique to us.”

Trend Analysis

The company is working on new features for the sales portal that will be introduced in mid2016. Carrithers is optimistic that the aircraft sales market and the price of fuel are poised for a good year in 2016.

“Our data show that the downward trend in used aircraft pricing and sales is seeming to slow, and that’s good news,” he said. “And the price of jet fuel in the U.S. is now at a 10-year low. No one can predict when the price trend will bottom out, but I like what I see.

“We’ve got inventory in all categories of aircraft right now,” said Carrithers. “But I’m seeing aircraft being removed from our site as they sell, so that means fourth quarter activity is picking up.”

Finally, Carrithers wanted to remind NBAA attendees of the opportunities Globalair.com is providing through its Calvin L. Carrithers Aviation Scholarship, which offers four students in university aviation programs the chance to compete for awards of $1,000 each. o

MARIO ROSALES

Max-Trax, GlobalAir.com’s fuel-route mapping system, helps pilots and dispatchers quickly establish the least expensive fueling options along any given route in the U.S.

Carrithers could not emphasize enough the importance of selecting the right broker for any aircraft sales transaction. That is why his website includes a blog where brokers explain their philosophies and ideas about industry trends. “A smart aircraft buyer is positioning to buy an aircraft for his specific mission.

It’s critical to use an experienced broker to help determine that need. From aircraft import and export laws, taxes and red tape, the complexities in aircraft sales are many,” he cautioned.

SANDEL DONATES $175K AVILON KING AIR PANEL TO CAN Sandel Avionics president and CEO Gerry Block (right) announced yesterday that his company has donated one of its new Avilon King Air retrofit avionics panels to the Corporate Angel Network for auction at the 2015 CAN/ NBAA Soirée here in Las Vegas on Wednesday evening. Worth $175,000, the donation is the largest-to-date for the charity that uses available seats on business aircraft flights to transport cancer victims to treatment, according to Wilson Leach (left), a CAN board member and AIN’s managing director. The Avilon retrofit (see page 1) is expected to be STC’d in mid-2016.

–C.T.

BUY NEW KING AIR 300/350 ENGINES, GET FREE G1000 Through an incentive program launched by Garmin and Pratt & Whitney Canada (P&WC), King Air operators can save a significant amount on G1000 flight deck upgrades. These include a free G1000 upgrade for King Air 300/350 owners buying a new pair of PT6A-60A engines under P&WC’s Fleet Enhancement exchange program. Savings of $105,000 are possible for simultaneous PT6 engine and G1000 avionics upgrades for King Air models. “Customers who have pursued either a G1000 retrofit or select P&WC PT6A engine upgrades within the last calendar year may also be eligible for incentives,” according to Garmin. The incentive program runs through Jan. 29, 2016.

The G1000 upgrade includes coupled WAAS/SBAS approach capability, Garmin’s integrated autopilot and full ADS-B out compliance.

P&WC programs eligible for the Garmin discounts include the PT6Smart flat-rate engine exchange, the Converter Enhancement Program (CEP), which provides factory-new engines, and the Fleet Enhancement Program (FEP), which “maximizes aircraft dispatch reliability and reduces operating and maintenance costs.” The CEP and FEP include new life-limited components and factory warranty. –M.T.

JFI Jets expands with ACP Jets acquisition

by Kerry Lynch Charter and management firm JFI Jets (Booth C6907) is expanding its fleet and adding a repair station with the acquisition of West Palm Beach, Fla.based ACP Jets.

ACP Jets provides charter, management, maintenance and aircraft acquisition and consulting services. In addition to a Part 145 repair station, the Argus Platinum-rated and IS-BAO Phase 2-registered company operates two Hawker 800XPs, a Citation X and four Gulfstream IV/SP/450s.

“By merging these two industry-leading companies, we will be the only provider with facilities, aircraft, maintenance and sales offices in the top three U.S. markets for private aviation,” said JFI Jets CEO Robert Seidel. The combined entity will offer management, hangar, charter and maintenance services in the New York metro, Southern California and South Florida areas, in addition to having a presence in Northern California and Delaware.

JFI Jets will combine the companies’ charter and managed fleets, bringing the total to 17 midsize and heavy business jets.

JFI Jets has managed 10 aircraft, including three Gulfstreams, two Challengers, two Hawkers, a Legacy 600 and a Citation X. JFI Jets president David Rimmer will continue to lead the combined entity as president alongside Seidel, while ACP co-founder and president Suran Wijayawardana will become COO.

“This is a merger of two highly reputable firms with strong vision alignment and synergistic cultures that will offer our clients the highest standards of aviation services,” Wijayawardana said of the merger. Wijayawardana noted he had already worked closely with Seidel, Rimmer and other JFI Jets executives on the NATA Air Charter Committee and other industry boards for a number of years.

Wijayawardana helped form ACP Jets in 2001, originally as an air charter intermediary. The company obtained its charter certificate in 2008 and jumped into management and charter operations. Within two years, the company had six aircraft on its certificate and founded a retail charter brokering service.

The addition of ACP marks the latest growth for Long Beach, Calif.-headquartered JFI Jets, which was established 22 years ago. Originally founded in Alaska as Skookum Air with a single Cessna 185, JFI Jets opened a base in Long Beach shortly afterward and ultimately relocated there and changed its name. In 2010 the company expanded its presence on the East Coast by opening an office in Farmingdale, N.Y., and this year brought Rimmer on board. Rimmer previously had spent 10 years holding executive roles with Ronkonkoma, N.Y.based ExcelAire.

“I am proud our company will be led by two of the most respected and capable executives in the industry,” Seidel said of the alliance. o

www.ainonline.com • November 17, 2015 • NBAA Convention News 53

NEWS CLIPS

The NetJets Challenger 650, entering service soon, boasts its Signature Series interior with select wood veneers, leathers, carpet and IFE system.

z Jeppesen Showcases Mobile FliteDeck Upgrades Flight data services provider Jeppesen (Booth N5100) has introduced new features for Mobile FliteDeck version 2.7 that enhance situational awareness and provide displays for both IFR and VFR flying conditions. The new features enable pilots to switch between IFR and VFR data on the real-time, data-driven en route map, and to import route information and third-party flight planning data, all compliant with the iOS 9 operating system. Supported third-party apps include AvPlan, FltPlan.com and RocketRoute.

“This new mobile EFB functionality allows pilots to integrate planning data from multiple resources and fly with the data most relevant to current flying conditions,” said Mike Abbott, director Jeppesen navigation and flight deck programs.

These latest upgrades from the Boeing subsidiary join recent enhancements including the ability to create, load, view and save active flight plan data from either the terminal charts view or the en route view.

z Latitude Unveils Its FANS 1/A+ Solution Flight data management provider Latitude Technologies has introduced its newest Iridium satellite network data communications device, the DL150 satellite data unit. The Canadian company created the DL150 for business and commercial jet operators seeking a lightweight, multifunction and affordable datalink device to complete their FANS 1/A+ installation. It supports ATS notification, ACARS and CPDLC messaging, as well as Arinc-741 and Arinc-618 protocols.

Based on Latitude’s SkyNode S100 transceiver, the device acts as a communications link for a FANS-compliant communication management unit. The unit also supports optional flight tracking and three-axis acceleration monitoring, and includes discrete inputs and outputs for optional event reporting.

Latitude (Booth C7830) also announced that Duncan Aviation is creating the first STC for the DL150, which will be added to Duncan’s Challenger 601 FANS 1/A+ STC program. The DL150 SDU provides the Iridium satellite connectivity for a FANS 1/A+ CPDLC and ACARS messaging system, allowing air-to-ground communication that meets the requirements of AC20-140B.

z APS Adds Marchetti S211 for LOC Training Aviation Performance Solution (APS, Booth N4630) added a SIAI-Marchetti S211 sweptwing jet to its fleet of upset prevention and recovery training (UPRT) platforms for use in loss of control in-flight training (LOC-I). APS notes that effective implementation of UPRT reduces the risk of LOC-I. The S211 joins APS’s fleet, which includes various business jet and transport category simulators, Extra 300Ls, Slingsbys and an A4 Skyhawk used for UPRT instruction. The S211 has been retrofitted with front and rear Garmin avionics, multi-axis autopilot, digital and selectable angle-of-attack integration, fully hooded jet upset instrument recovery, HD audio/video recording, in-flight selectable control feel options and other UPRT-focused training features.

APS is an IS-BAO-registered company and is based at the Phoenix-Mesa Gateway Airport in Arizona. It is the exclusive provider of UPRT programs for both CAE

NetJets Challenger 650 is the first of the many

by Kerry Lynch NetJets is nearing the entry-into-service of its new Bombardier Challenger 650 following recent certification of the twinjet from the FAA and Transport Canada. Bombardier unveiled plans for the latest iteration of the Challenger 600-series during last year’s NBAA Convention in Orlando, Fla., with NetJets as the launch customer.

A year later, NetJets has brought the aircraft to NBAA 2015 for display at Henderson Executive Airport. While the first of the new NetJets fleet, the business jet will mark the 1,000th Challenger 600-series aircraft to enter service.

The 650 is equipped with new 9,220-pound-thrust GE

CF34-3BMTO engines that provide 5 percent more takeoff thrust than those on the Challenger 605.

It has a shorter takeoff distance, extra payload capacity and a 4,000-nm-range capability.

The Challenger 650 also is fitted with the Bombardier Vision flight deck, based on the Rockwell Collins Pro Line 21 Advanced avionics system, with 15-inch displays. The flight deck includes head-up guidance, synthetic vision, enhanced vision, MultiScan weather radar and an Integrated Flight Information System. Bombardier added wider seats in the cabin, a galley with a convection oven, more storage in and around the seats and an audio/video-on-demand system.

P&WC’s PT6-140A boosts hot/high output

by Dale Smith Pratt & Whitney Canada (P&WC, Booth C10807) has introduced the new PT6A-140A. Featuring an 867-shp-rated gearbox and a 1,100-shp thermal capability, the new engine is tailored to the needs of utility aircraft operators in hot/high conditions.

“It’s been developed to meet the needs of customers who currently own PT6A-powered aircraft, but want an extra boost in performance,” said Nicholas Kanellias, general manager,

general aviation programs. The new engine will be able to deliver 867 shp to 106 deg F at sea level.

“That’s 15 percent more power at 5-percent lower SFC [specific fuel consumption] relative to existing engines in this space,” he said.

“It’s designed to bring greater performance into the smaller PT6A space, especially where people need hot and high capabilities.”

Airframes suitable for the PT6A-140A upgrade are the Caravan, King Air, Twin Otter

and Bombardier Leading Edge safety programs.

z Piaggio Avanti Evo Gets Improved Landing Gear Piaggio Aero’s new landing gear system for the Avanti Evo has received EASA and FAA approval. The approvals cover the main and nose gear and nose wheel steering system from Magnaghi.

The new landing gear is just one of several improvements made on the Avanti EVO that also features new fiveblade counter-rotating scimitar propellers from Hartzell that substantially lower the aircraft’s exterior noise signature. The Italian manufacturer is exhibiting at NBAA 2015 (Booth N6109 and Static Display).

The latest iteration of Pratt & Whitney Canada’s PT6A line offers improved hot-and-high performance and lower fuel consumption for utility aircraft operators.

54 NBAA Convention News • November 17, 2015 • www.ainonline.com

Transport Canada awarded type certification on November 9, with the FAA approval following shortly afterward.

The NetJets Challenger 650, unveiled on Monday at the NBAA show, was customized to the fractional-share company’s Signature Series specifications.

This includes a new in-flight entertainment system and handselected wood veneers, carpeting and leather upholstery.

“Bringing our Signature Series concept to this new aircraft has been an important project for us,” said Pat Gallagher, executive v-p of sales and marketing for NetJets. Gallagher called the aircraft “a wonderful addition to our fleet. It’s a state-of-the-art widebody aircraft that expands our large cabin offerings.”

The 650 is part of an order NetJets originally placed in June 2012 for 100 Challengers and options for an additional 175. The order was part of a multi-year effort to streamline and refresh the fleet with new Signature Series aircraft. In addition to the 650s, NetJets also has ordered 50 Globals with options for 70 more from Bombardier. o and some agricultural aircraft currently using the PT6A-27 and -34.

“For example, the dash 34 engine has a gearbox certified at 750 horsepower for takeoff,” he said. “We’re boosting easily 15 to 20 percent power and not losing any of it in terms of a hot day pinch point.”

Kanellias also highlighted the PT6A-140A’s dual-port exhaust system. The twin-port design permits a different orientation of the exhaust, which allows for alternative aerodynamic and design improvements on the aircraft, giving OEMs more flexibility.

Kanellias said the new PT6A140A is another example of P&WC doing what it has always done with the PT6 family, making improvements to provide operators an engine that better meets their specific needs. “We’re always working to improve the engine’s design, materials and manufacturing to provide the best possible performance,” he said. “The PT6 of 25 or more years ago is not the PT6 of today,” he concluded.

“Technology- and capability-wise, the engines of today are examples of the best of available materials and technologies. The only thing that is the same is our commitment to quality, reliability and meeting our customers’ needs.” o

Fuel. And so much more.

速

Jetex globalizes FBO network through partnering agreements

by Charles Alcock Jetex Flight Support is expanding its presence in the Mexican market by announcing a partnership with local company Eolo to co-brand its FBO at Toluca International Airport. The facility is now being run jointly by the partners at what is Mexico’s main business aviation gateway.

In addition to its Dubai headquarters, Jetex already has a network of FBOs in Paris, Shannon (Ireland) and Santiago (Chile), as well as flight support bases in Miami, Kiev (Ukraine), Beijing, Tokyo, London and the Philippines. It has a presence at more than 37 locations in 27 countries.

According to Jetex (Booth C9424), the scope and level of services available at the Toluca FBO will now adhere to its standards at other airports around the world.

The facilities include an executive lounge, full ground handling capability, office space, fueling services and aircraft parking. The FBO’s staff can speak a mix of languages, including Spanish and English.

“We have been working diligently on our presence in Latin America, and 2015 has seen the company grow from strength to strength in the region,” said Jetex CEO and president Adel Mardini. “By partnering with some of the region’s most prominent names, we aim to expand our service offerings and ensure the clients in Latin America have their needs met.”

For its part, Eolo sees the alliance as a chance to raise the bar for ground handling services in Mexico. “We are in a new time where customers are asking for exceptional service, and it is simple,

ATLANTIC AVIATION TO LAUNCH OPS AT SALT LAKE CITY Atlantic Aviation (Booth N6129) will begin operations next month at Salt Lake City International Airport (SLC), where it was selected as the winner of the requestfor-proposal process for a second FBO. The Utah location will be the Plano, Texas-based company’s 66th FBO in the U.S. “We are very pleased to enter the Salt Lake City market,” said Lou Pepper, Atlantic’s CEO. “Salt Lake is a dynamic and growing city and a great complement to the Atlantic network.” Since 2011, SLC has been served by one FBO when the two existing locations there were consolidated.

That business was acquired by current service provider Tac Air the following year.

Under the terms of the agreement, Atlantic’s leasehold will eventually include more than 17 acres of space including four hangars totaling 31,600 sq ft. The company will operate temporarily out of the

we need to be customer-orientated and give world-class service,” said Eolo general director Fernanda Hinojosa. “We assessed ourselves and looked for the right ally to take us to the next level. We are confident Jetex is the right business partner that embraces our culture and values.

The best is still to come.”

Expansion in Japan

Meanwhile, Jetex also has launched a licensing agreement with Japan’s Air Contrail to provide ground handling services at Tokyo’s Narita and Haneda airports. Under the agreement, Air Contrail will rebrand its existing FBOs under the Jetex name.

The full range of Jetex services will be available at both airports, marking the Dubai-based group’s entry into the

Japanese business aviation market. Air Contrail’s staff will be trained to meet Jetex’s global service standards. The company’s facilities include an executive lounge, as well as customs and immigration, fueling, ground handling support, and concierge and security services. Its staff speaks Japanese, English, Korean and Chinese.

“We see great potential in the region and we are excited to extend our global reach there,” said Mardini. “Asia-Pacific is an important market for us and we plan to continue our strategic expansion throughout the region.”

Tokyo is set to host the 2020 Olympic Games and these are expected to drive growth in business aviation traffic. Slot availability at the Japanese capital’s airports has improved in recent years. o

Chicago Jet adds new types to FANS STC approval list

By Matt Thurber

4,000-sq-ft former Keystone Aviation terminal building, as it plans to break ground in next year’s second quarter on a $25.5 million FBO complex that will include a new 12,500-sq-ft terminal, an additional 30,000sq-ft hangar capable of sheltering the latest generation of ultra-long-range business jets and a new fuel farm. Atlantic has already invested $1.7 million in new refuelers and ground service equipment for the facility, which will be staffed 24/7. U.S. Customs and Border Protection is available on the field and will clear aircraft on the ramp upon appropriate notice.

—C.E.

CENTEX SHOWS KING AIR HALO MOD AND SADDLE TANKS CenTex Aerospace (Booth N3323) is showcasing its Halo 250 commuter category conversion for King Air 200 series turboprops, and the latest addition to its line of fuel and baggage saddle tanks for King Air 200s and 350s.

The Halo conversion increases payload by moving the airplane into commuter category and boosting mtow to 13,420 pounds.

Safety features added in the Halo upgrade include improved stall warning in icing conditions, aural overspeed and elevator outof-trim warnings, engine fire extinguisher capability and cabin emergency lighting.

The Halo 250 conversion is available as both an aftermarket retrofit and OEM option. Textron Aviation’s Beechcraft offers the upgrade as the enhanced payload option King Air 250, chosen by one-third

This FBO at Mexico’s Toluca International Airport, known through its Eolo branding, is now being jointly run and marketed with Jetex Flight Support. Jetex has a similar partnering agreement with Air Contrail in Japan.

of buyers over the past year, according to Waco, Texas-based CenTex. The payload boost will also be available on new Proline Fusion-equipped King Air 250s. A new AFM supplement includes takeoff and landing data up to 14,000 feet to allow operations into high-elevation airports.

In its fuel tank products, the company’s new ST72 Saddle Tanks add 72 gallons of fuel capacity and a 55- by 28-inch external cargo bay to the 200/350 King Airs. Originally developed for a King Air airambulance and special-mission operator, CenTex has decided to offer the tanks as standard aftermarket products.

The saddle tank line includes the ST190 and ST120 and has received approval from Europe’s EASA, Transport Canada and Brazil’s ANAC. —J.W.

56 NBAA Convention News • November 17, 2015 • www.ainonline.com

Chicago Jet Group has added approved model list supplemental type certificates (STC) to its list of FANS/CPDLC approvals, covering the Gulfstream GIV/IV-SP and G300/G400 and the Boeing 767-200. The approval covers Future Air Navigation System (FANS 1/A+) and Controller Pilot Data Link Communications using Iridium satcom.

Installation of this FANS/CPDLC STC also “provides the foundation to meet ADS-B and upcoming [European] Link 2000+ program mandates,” according to the company.

Chicago Jet received its first FANS STC two years ago for the Falcon 50, and since then the company has successfully done a FANS retrofit for the Falcon 900/900EX and Gulfstream G100 and Astra. The GIV is the fourth and the 767 the fifth type to receive FANS STC approval by Chicago Jet. Aircraft in process for FANS STCs, include the GII/III, GV/G500/G550, Falcon 2000/2000EX, Challenger 600/601 and Hawker 4000.

The company’s Kobev International affiliate also offers FANS/CPDLC training and end-to-end operational performance testing.

The equipment used for the recent FANS/CPDLC STC includes a Universal Avionics UniLink UL-801 Communications Management Unit with VHF VDL Mode 2 receiver, a single Universal WAAS/SBAS FMS and Universal 120A cockpit voice recorder for recording of FANS data link messaging. The Iridium satcom is the NxtLink ICS-120A provided by International Communications Group, which was

recently acquired by Rockwell Collins.

“The certification of this integrated retrofit system in the GIV series and Boeing 767-200 entitles international operators to utilize the significant time and cost advantages offered by flying FANS-preferred airspace,” said Mike Mitera, president of Chicago Jet. “This certified FANS solution is the only cost-effective solution specifically developed to mitigate installation cost and downtime.”

Here at NBAA 2015, Chicago Jet (Booth C7012) is highlighting its FANS/ CPDLC STCs, as well as an agreement to be the exclusive distributor of the AdonisOne portable in-flight entertainment (IFE) system developed by Paradigm Technology. AdonisOne retails for $13,900 and can stream movies, magazines, music, company commercials and advertisements to up to 10 passengers via the system’s built-in Wi-Fi. The new AdonisOne LX unveiled at the show can stream to up to 20 passengers as well as update content via Wi-Fi when the aircraft is parked near a Wi-Fi signal connected to the internet. Also new is the XR version, with streaming for up to 60 passengers. All AdonisOne systems include a moving-map.

Passengers connect to the AdonisOne via Wi-Fi, and the HTML 5 user interface works on any smart device. Passengers can also change the destination information using their devices.

The AdonisOne includes its own battery, which lasts from 10 to 15 hours, and it can be plugged into 12 to 28 VDC or 100 to 240 VAC. The unit weighs just 2.9 pounds, and no certification is required. o

CAE aspires to the role of full-service trainer

by Kerry Lynch Eight years after announcing a major push into business aviation, CAE feels confident it has added options that cover most of the market. But now the Canadian company is focusing on positioning itself as a full-service training solutions provider, rather than a training equipment provider, said Nick Leontidis, group president of civil aviation training solutions for CAE (Booth N2704).

The company had long provided simulation equipment, but in 2000 announced it would build a worldwide aviation training network. While first focused on commercial airline training, CAE stepped into the business aviation training arena with its $247 million acquisition of SimuFlite in December 2001.

SimuFlite was a key acquisition for the Montreal-based company, because it operated nearly two dozen simulators at

its Dallas facility and instantly positioned CAE as the second largest business aviation training provider.

Using that as a springboard, CAE began to build its business aviation training business and in 2007 announced it would add 16 new business jet training programs covering 90 percent of all active and in-production business aircraft. CAE opened a major new training center in Morristown, N.J., and expanded its business aviation training reach to Dubai, Shanghai, São Paulo and more than a dozen other locations.

The company now has close to 80 business aviation trainers in place, and it represents well over one-third of the training business. “We’ve done the heavy lifting in terms of investment,” Leontidis said.

But, he added, “I don’t think you are ever done. We will

always look at new programs.”

That investment has continued with announcements in May covering the addition of six new and expanded programs, including becoming the exclusive provider for Dassault’s new Falcon 5X business jet. Location for that program has not yet been determined, but Leontidis said it will involve at least one simulator in the U.S. and one elsewhere.

CAE already offers a comprehensive Falcon portfolio, from the 7X to various of the 2000, 900, 50 and 10 models, with

a concentration in Bordeaux, France, among other locations.

CAE also added Global Visionequipped Bombardier Global 5000 and 6000 training in Dubai and Sikorsky S-92 training in Zhuhai, China. Additionally the company developed Falcon 900 and 2000 EASy training in Dallas and Airbus Helicopters H225 training in Oslo, Norway, and is preparing to add a G650 trainer in Dubai.

Leontidis said he could see the potential for further expansion, noting, “We’ve dipped our toe into China” with Gulfstream

Long known as a builder of sophisticated full-motion simulators, Canadian company CAE has also invested heavily in establishing training programs to match its equipment. It offers training in a wide range of business aircraft, with more to come.

training in Shanghai and the Sikorsky training in Zhuhai. He also can see potential additions to cover more light and midsize models, saying there are a few gaps for the training provider at that end of the market.

Beyond adding platforms and locations, CAE has explored new training standards and courses.

Leontidis said the company has worked closely with U.S. and European regulators to help frame simulation training requirements. CAE also partnered with Aviation Performance Solutions to provide upset recovery training and separately has laid the groundwork to incorporate flight operational quality assurance data in training.

But as CAE has made this investment, Leontidis worries the company is still lagging in the area of perception.

CAE has long established its reputation for its simulation expertise, but he said that the company also wants to cement its name in the training market.

That’s part of why CAE no longer uses the SimuFlite name, Leontidis said. “It created confusion over who was providing the training,” he said. o

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www.ainonline.com • November 17, 2015 • NBAA Convention News 57

Starport planning new Sanford hangars

by Curt Epstein With an 11,000-foot main runway, Florida’s Orlando Sanford International Airport is second in the region only to Orlando International’s pair of 12,000foot ribbons. A former U.S. Navy training facility during WWII and an attack jet base during the Vietnam War, it was given to the city of Sanford in the late 1960s and has since grown from a regional general aviation airport to the 85th busiest airport in the U.S., with more than 650 operations a day.

Since 2000, Starport (Booth C7312), one of two FBOs on the field, has served Sanford’s private aviation customers. The 20-year-old facility occupies 18 acres and was formerly known as Jet Air. It served briefly as a Million Air location before its current family owners purchased it. The 7,000-sqft terminal, slated to undergo a lobby refurbishment next year, features a pilot lounge with snooze room, shower facilities, pilot shop, business center, pilot briefing room, a pair of 12-seat A/Vequipped conference rooms and a children’s play area. Freshly prepared sweet

tea and popcorn are always available.

Currently the facility has 70,000 sq ft of hangar space, which can accommodate the latest ultra-long-range business jets, and is home to six turbine-powered aircraft, from a King Air to a Phenom 300. According to company COO Joe Doubleday (a distant cousin of Civil War general and disputed baseball creator Abner Doubleday), Starport has already begun discussions with the airport for permission to construct another 30,000-sq-ft storage hangar, which it expects to begin within the next two years.

The location is open from 6 a.m. until 10 p.m. every day, with call-out service after hours. For international arrivals, U.S. Customs and Border Protection service is available at the passenger terminal’s Gate 1 with advance notice. According to general manager Geoff Lane, Starport handles approximately 60 percent of the GA business at the airport, which translates to more than 3,500 operations and nearly 11,000 passengers annually.

In addition to providing FBO services, the site is home to the company’s

Starport operates both an FBO and an MRO at Orlando Sanford. The Part 145 repair station can perform maintenance on King Airs to Global 6000s. On the FBO side, the company is housed in a 7,000-sq-ft terminal, which is slated for refurbishment next year. Starport plans to seek IS-BAH certification for ground handling.

58 NBAA Convention News • November 17, 2015 • www.ainonline.com

Part 145 repair station, which can perform heavy maintenance, inspections and AOG service on corporate aircraft, from a King Air to a Global 6000. It also offers avionics installation and repair, as well as interior refurbishment, and recently upgraded its paint and woodworking shops to meet demand.

Between the FBO and MRO businesses, Starport has a staff of 82, and its line service technicians are NATA Safety 1st trained. They draw approximately 500,000 gallons of fuel annually from Starport’s tank farm, which holds 40,000 gallons, split evenly between jet-A and 100LL, using a pair of jet fuel tankers (5,000 gallons and 3,000 gallons) and a 1,500-gallon avgas truck.

Starport, like many FBOs, is pursuing certification under the recently introduced International Standard for Business Aviation Handling (IS-BAH). “We think this is the beginning of something we can build on for the whole company,” Doubleday told AIN, adding that he anticipates a higher assurance of safe operational practices as a result. “It certainly

focuses on the FBO operation, but we see applicability across the maintenance arena as well.” The company has just embarked on the lengthy process that will see the eventual establishment of a robust safety management system. It expects to undergo its first audit next summer.

Like other Florida airports, Sanford sees a seasonal boost from Northerners seeking to escape winter. Lane noted that between November and March it experiences a 15- to 20-percent boost over normal traffic.

Outreach Efforts

The location, which is a member of the Paragon Aviation Network, has hosted the last two biennial Mitsubishi MU-2 proficiency training courses, which saw its ramp inundated with more than 20 of the twin-engine turboprops.

Another event that occurs more frequently is the Kids Fly Free gatherings, which are presented in cooperation with the Experimental Aircraft Association’s Young Eagles program and a local flight school. Several times a year, dozens of area youngsters aged 8 to 17 arrive at the FBO, and after a breakfast cooked by its staff, the fun begins. “We take the kids and show them the aircraft and tell them how the airplane works, and then we stick them in the airplane and take them for a flight around the pattern,” said Lane. “It introduces aviation to our youth, and so far we have been successful.”

Last December, Starport was home to Operation North Pole, an airport businesssponsored charity event that collected $17,000 in donations. Approximately 130 underprivileged children boarded an airport-based MD-80 at the commercial terminal and taxied to the “North Pole” to visit Santa Claus. For the occasion, the FBO’s ramp was covered in man-made snow for the children to play in, after which they received presents. o

Space weather can affect bizav flyers “Space weather falls into three categories: radiation, high frequency [HF] communi­cations disruption and an increased uncertainty or total disruption of GPS navigation,” said Kent Tobiska, president and CEO of Space Weather Technologies.

At this year’s NBAA Convention, space weather is one of the workshops on Wednesday November 18, from 1 to 5 p.m., the first day of the two-day Friends and Partners in Aviation Weather forum.

Space weather is the study of how energy from the sun and other galactic phenomena interact with the Earth. Scientists and space meteorologists such as Tobiska, who is also director of the Space Weather Center at Utah State University, are just now gaining a meaningful understanding of how much more radiation can affect both crew and passengers in flight.

For instance, 10 hours of flight at 37,000 feet is the equivalent of getting a chest X-ray.

“For every 6,500 feet above that, you get the equivalent of another chest X-ray,” Tobiska said. “So if you’re flying a business jet at 45,000 feet, you’re getting more than twice the radiation dose as you would flying at 37,000 feet.” Worse, he said, would be flight during a solar event such as a big flare erupting toward Earth. In those cases, flight crews are exposed to between two and 10 times the normal level of radiation.

Working with NASA’s Armstrong Flight Research Center, scientists are testing four different dosimeters, capable of detecting radiation exposure aboard high-flying aircraft.

A fifth unit, approximately the size of an iPhone 6+, will begin testing in November. At the same time, the price of dosimeters is dropping. From $50,000 just two years ago, they have fallen to approximately $10,000 per unit. The goal is to get the unit cost to less than $1,000.

Another space weather issue,

HF disruption, is especially bothersome to crews flying overseas or via polar routes. “That’s especially important when there’s no radar coverage,” said John Kosak, a weather specialist at NBAA Air Traffic Services.

“After 9/11,” Kosak said, “FAA required all carriers to have a guaranteed radio communications link entering or departing the United States. When you get a major solar event, especially in the polar regions, you have a tremendous problem dealing with [HF] signal skip.”

GPS Vulnerable

GPS WAAS approaches are vulnerable to space weather, as well. With little warning to flight crews or controllers, solar and galactic events can cause a sudden increase in the level of uncertainty demonstrated by GPS. Satellite communications are also affected by space weather, although the extent of the interference is often determined by the altitude of the satellite above

NASA GODARD SPACE FLIGHT CENTER

by Pete Combs

Solar flares can greatly increase the level of radiation zapping high-flying business aircraft, and they can increase exposure to crew members by as much as 10 times.

the Earth. In fact, there are three different effects space weather can have on satcom: interference with the ground unit; issues with the satellite; and issues caused by space weather in the atmosphere. High-energy particles that originate in our sun or elsewhere in the universe, can cause memory upsets, dielectric charges and radiation damage to components on the ground and in orbit.

Satellites in low-Earth orbit are not as susceptible to interference or radiation damage, except when over polar regions.

However, they may suffer

orbital decay when hit with increased solar activity. That, of course, can shorten the satellite’s effective life.

Utah State’s Space Weather Lab has developed the GaussMarkov Global Assimilation of Ionospheric Measurements (GAIM) system, with real-time and forecasted reports on winds, temperature and space weather conditions in the upper atmosphere and ionosphere. With 357 stations monitoring the total electron content in the ionosphere, GAIM issues a report every 15-minutes containing up to 10,000 measurements. o

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www.ainonline.com • November 17, 2015 • NBAA Convention News 59

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Hartzell composite five-blader STC’d for all Pilatus PC-12s

by Nigel Moll Hartzell has received STC approval for installation of a new composite fiveblade propeller on every variant of the Pilatus PC-12 turboprop single. The prop maker, revealing the news yesterday at the show, says that the owner of a PC-12 fitted with the new prop can expect to see a five-knot improvement in cruise speed, a 50-foot reduction in takeoff roll and a 10-percent quicker climb to a cruise altitude of FL280. The new composite prop, despite having one more blade, is seven pounds lighter than the aluminum fourblader it replaces, and it is now standard equipment on new PC-12s.

Two-and-a-half years in the making, the new PC-12 prop shares the distinctive scimitar blades, stainless-steel shank, nickel-cobalt leading edge and stainlesssteel mesh erosion screen of the fiveblader certified on the Daher TBM series of turboprop singles, but it is larger, with a diameter of 105 inches to absorb more power and pull more airplane than is required of the TBM’s 90-inch prop. It also has “a completely different airfoil section,” Hartzell executive vice-president JJ Frigge told AIN during a preshow briefing.

The PC-12 is one of four aircraft programs that have adopted Hartzell’s five-blade props, joining the TBMs and (to be STC’d early next year) the Piper Meridian M500 and the Raisbeckmodified Beech King Air 350. Hartzell is heartened by TBM owners’ enthusiastic adoption rate: it has already delivered 150 composite five-bladers, for 20-percent penetration of the TBM fleet. At 1,300 aircraft, the PC-12 fleet is larger.

“We work best when we partner with the OEM on a prop for the current production version, then we work alone on obtaining STCs to equip the legacy fleet,” said Frigge.

(Pilatus announced the newest version of the PC-12 NG here at the show, which includes the new Hartzell five-blade propeller and other aerodynamic improvements.)

The Swiss airplane’s power ratings range from the original’s 1,000 shp to 1,200 shp, making the current PC-12/47 NG the most powerful application yet for the Hartzell five-blade prop in the business aviation fleet. (The M500 packs 500 shp, TBMs have up to 850 shp and the King Air 350 has 1,050 shp each side.)

60 NBAA Convention News • November 17, 2015 • www.ainonline.com

For retrofitting, the new PC-12 prop costs $83,640, including ice protection, and Hartzell offers a trade-in allowance of $15,000 on the original aluminum prop, for a net price of $68,640.

As go the GAMA shipments, so goes Hartzell’s business, for the most part, and so far this year demand for props for new aircraft has been down by 10 to 12 percent on 2014. The first quarter this year was soft, recalled Frigge, with shipments of new piston and turboproppowered aircraft down 15 to 20 percent year over year. “The second quarter was closer to flat, and it left the first half of this year down about 10 to 12 percent,” he added. “More roads are being built in South America, and the greater accessibility they provide means there’s less need for spraying by agricultural aircraft. Air Tractor and Thrush are down, but then you have companies like Daher bringing new technology [the TBM 900] to the market, and you see them winning.

They’re on pace to do 50 aircraft this year after doing the same number last year.

“We had a slow start this year in the aftermarket business, perhaps because of the long winter in the U.S.,” said Frigge, “but the repair business is picking up and flight hours have been up or stable for the past four to six months.”

The exchange rate is creating headwinds for American OEMs selling in Europe, Frigge emphasized. “The euro has come down so far that for Europeans it means a 20- to 30-percent price increase on a U.S.made aircraft. But the U.S. domestic market is relatively steady and stable.”

Last year Hartzell shipped close to 3,800 props to OEMs and to airplane owners replacing or upgrading, exceeding the recent average of 3,500 a year. Frigge said Hartzell has benefited financially from the move to composite blades, which command higher prices than aluminum blades. In the past year or so the company has added more robotics for metal cutting to raise quality and capacity, and to boost production of composites “pretty significantly” processes have been changed.

Hartzell has also added to its work force and installed a new press.

In the horsepower band it serves (80 hp to 2,200 shp), Hartzell retains a market share of about 80 percent. o

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For flight departments, strategizing is crucial

by Matt Thurber NBAA Leadership Conference co-chair Bob Hobbi sees some worrying trends affecting business aviation, and he is trying to shine light on the issues, not only at the next conference (to be held in San Antonio from February 22 to 24) but also among flight departments. Some of these issues will also be discussed at the NBAA Local and Regional Group Networking Session tomorrow at 1 to 3 p.m. in Room N240/242.

“Things continue to grow more complex,” he said. “There are more regulations than ever, and more business complexities.

Strategizing and trying to manage everything becomes almost an impossible task.” And at the same time, flight departments are under closer scrutiny to justify their existence.

Hobbi, president of customerservice training organization ServiceElements, is familiar with these issues, and he and his company’s trainers address how flight departments need to adapt to these fundamental changes. The broad concept that Hobbi offers is that flight departments must embrace a cultural change so that leaders can avoid the perceived need to constantly micromanage their employees, freeing up time better spent on strategy. For example, he pointed out, “If you’re trying to focus on a safety culture, that means that you don’t have to check on people. You know you have an organization that prevents people from crossing the line when it comes to safety. That’s culture.”

When working with clients, Hobbi said, “We do address this.

When we go into a flight operation, we talk about culture as something that the entire group has to be involved in.” That said, there is often resistance to efforts to change the culture at flight departments. “We’ve had chief pilots and directors of aviation get upset about it,” he said, explaining that he is not suggesting ignoring details. “We advocate paying attention to all details,” he explained, “not only aircraft operational items but the minutest details about passengers and their needs, and finding a value for each [business aircraft] user in each organization.”

What this means is that as a Part 91 corporate operator, a flight department must create

a culture where the focus isn’t just on safely flying the company airplane. “That’s a basic expectation,” Hobbi said.

“Ultimately you have to create a culture where the entire organization is aware of every passenger’s basic needs or additional needs…a culture where pilots go in to do a preflight and they allow themselves extra time not only for technical and safety aspects, but also for the customer aspects of the preflight.

That’s where we talk about the value of the flight department to the enterprise, and making the operation indispensable.

Culture in the Field

Flight department leaders are aware of these issues, and AIN interviewed two companies’ aviation managers to learn how they are addressing culture and maintaining safe operations

In days gone by, the pilots were the center of the flight department. As workload has increased the operation has become more cooperative and needs buy-in from all.

while dealing with the everincreasing complexity of business aviation. Both preferred to remain anonymous so they could speak freely with AIN. The manager of one Fortune 500 firm’s flight department pointed out that for his company, the complexities don’t stem solely from new FAA rules but have a lot to do with international travel, including the need to comply with International Civil Aviation Organization (ICAO) requirements. Many countries default to the International Standard for Business Aircraft Operations (IS-BAO), which was designed to meet ICAO standards and recommended practices outlined in ICAO Annex 6, Part II. “There is more paperwork to

Technical and safety aspects of a flight operation, such as maintenance services, are only part of the equation for flight department managers. Ensuring a postive passenger experience and making the business case for the department are among the others.

comply with, and all of this causes more people to be involved with the day-to-day operation of the flight department,” he explained.

“In the past we could have one person doing scheduling, training and [other] requirements and have pilots, a mechanic and a dispatcher. Now there are a lot of additional duties. Flying has gotten a lot more complex than it used to be. The days of coming in and checking the weather and blasting off are gone.”

This manager is acutely aware that his flight department is a cost center for his company, and adding more work naturally increases the cost of running the operation. Working with Hobbi, he learned that it is important to focus on the department’s mission, and also to define that mission so that each employee understands how his or her job relates to the mission. The idea was to get away from just thinking the job was only to get executives from point A to B safely, he added, “and to focus on why we’re actually there and what value we present.”

The department hired a facilitator to work with all employees to help define its mission and vision statement. This made the process important to everyone and not just a mandate handed down by the department manager. The same process was used for creating the department’s safety management system (SMS). “If we don’t have buy-in, it’s all eyewash,” he said, “and we’re not safer.”

The SMS was done as part of meeting IS-BAO standards, and it formalized processes that were already in place. “For a lot of flight departments, people are afraid to go to IS-BAO; they think it creates a lot more work or restrictions,” he observed.

62 NBAA Convention News • November 17, 2015 • www.ainonline.com

“It’s not telling you how to do things, just that you have to have a procedure.

“We’re fortunate to work for a good company that has staffed us correctly,” he said. “We’re not fat on personnel, and we operate lean. They’re willing to provide resources to enable us to be productive, and that allows me to operate effectively and us as a team to accomplish the mission.” He credits his colleagues with helping to make it all work because everyone is willing to share information. “If you don’t have a culture that encourages you to share, that hinders your job and ultimately affects your passengers. And if it affects their life, you’re going from an asset to a liability.”

In this case, the company appreciates what its flight department does. “The CEO has mentioned a number of times that he couldn’t do [what he does] without the corporate airplane,” he concluded.

A Different World

The director of aviation for another large company contrasts today’s flight department with what used to be the so-called “sacred cow” corporate operation, where there were few questions about how money was spent. He acknowledges that it is normal “for everyone to think that I have it harder than the generation before me.” But, he added, “there is increasing pressure on two fronts: external things such as trying to comply with IS-BAO, changing avionics requirements (RVSM, RNP, CPDLC, ADS-B is coming, Free Flight may be in the future), and on top of that you have a lot of internal things going on in these big companies.

“The world I live in is so different now. For the most part

we’re pretty well integrated with the company. We are subject to pressures to cut costs and to do things more efficiently [just as] everyone in the corporation is subject to.”

There is no escaping the need to keep proving the worth of the flight department. “What is the value aviation brings to the company?” he asked, citing typical questions he faces every day.

“Can we justify the costs? Are [flight department personnel] following rules with regard to how to spend money, where they stay overnight, when they’re training and so on? There is a lot of internal pressure, too, to cut costs and do more with less.”

This director’s strategy reflects the need to focus on the people who work in the flight department, especially considering the challenge of finding qualified personnel.

“You have to surround yourself with good people and give them the freedom to do what they need to do,” he explained.

“We no longer live in a world where the chief pilot could look at every bill and deal with the FAA. He could handle whatever decisions had to be made about the trips, and also fly. If you don’t have a team of people that’s really good at what they do and that you trust with responsibility, you’ll hamstring yourself…It’s all about having people who are really good at their jobs.”

The company he works for supports this philosophy, he said.

“It is heavily focused on development of its people. The best way is to develop that kind of talent from within. If you have the right people, you can always [help] get them more proficient, as long as they are quick on their feet and tuned in to the organization.” o

Banyan vying for a lead role in Challenger FANS upgrades

by Amy Laboda Craig Chin, avionics installation lead coordinator for Banyan Air Service, expects to be getting a lot busier. The full-service FBO and maintenance facility (Booths C11638, C8816) now houses in its avionics bay what he hopes will be the first of many Challenger 604s. It’s in for a Rockwell Collins FANS 1/A and WAAS LPV avionics upgrade. “This airplane is used internationally,” said Chin, explaining that with new avionics mandates in place and coming, the airplane needs the upgrades so that it can be used the way its owner always intended.

“What we are trying to do is make a niche for ourselves as the place to come to have your Challenger series aircraft upgraded with FANS 1/A,” he told AIN. “At our customers’ request, we keep track of their airplanes and let them know when maintenance is coming up on their aircraft, to give them a chance to get it scheduled in advance,” explained Charlie Amento, Chin’s boss and director of maintenance for Banyan. “This Challenger’s owner is being quite efficient, bringing the airplane in for several

maintenance checks at once, as well as the avionics upgrade. It’s in for its 12-month and 24-month inspections, as well as the 600-hour engine and APU inspections,” he said.

What does Amento recommend for his customers as far as meeting upcoming avionics mandates? “We recommend doing the upgrades sooner, rather than at the last minute,” he answered. “It isn’t going to get any less expensive, and particularly when inventory gets low and/ or shop time gets filled up, it could get costly to owners.”

In other news, Banyan is stepping up customer service options at its Fort Lauderdale Executive Airport (FXE) location. Following the opening of the new U.S. Customs and Border Patrol facility, new airport air traffic control tower and physical expansion of its footprint on the airport, the FBO is preparing to offer unscheduled maintenance.

“Right now we are working on providing our customers with a dropin maintenance team,” said Amento.

“When people come in with maintenance

Banyan’s Craig Chin, avionics installation lead coordinator (left), reviews the Challenger 604 work order along with Charles Amento, director of maintenance (center), and Curtis Florio, maintenance crew leader.

problems right after a flight they won’t have to wait for scheduling. This team is dedicated to just that kind of immediate need. We’ve got a mobile maintenance truck, and though the drop-in team right now is just for the local area, we are looking at evolving it to become a true mobile AOG team,” he said.

Finally, Banyan Air Service staff is especially proud of the outreach work it has done in the past year. For the past five years the FBO has been the staging point for several non-governmental organizations that have been rebuilding Egbe Hospital in rural southwestern

Nigeria. Seventeen containers of material for building and equipping the hospital have been packed and dispatched from Banyan’s hangars. Today operating suites are ready and staff are being trained on site. The Egbe project is close to company founder Don Campion’s heart. His parents helped to build the original hospital in the 1950s.

“It was huge to build a hospital in the middle of the jungle. It shows you what’s possible,” Campion said. The FBO has also staged relief efforts from its Fort Lauderdale FBO complex following hurricanes in the Bahamas and Haiti. o

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www.ainonline.com • November 17, 2015 • NBAA Convention News 63

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Aspen sets sights on bizav market

ADS-B product family and other offerings to resonate with Production Manager: C. CAPOSINO NBAA attendees.

Brand Manager: L. PARKER Colors: 4/c Earlier this year, the comProject Manager: pany acquired GPS equipDPI: 300 solutions, Albuquerque, N.M.In addition to its Evolution ment manufacturer Accord MECHANICAL based Aspen Avionics (Booth flight display system–the closest Technology, which brings the N921) hopes to establish a simi- thing to a plug-and-play glass NexNav Mini, NexNav Max lar presence in business aviation panel solution available for GA and NexNav Micro GPS receivthrough its first time exhibiting aircraft–Aspen personnel also ers under the Aspen banner. at an NBAA Convention. expect the company’s emerging “We aren’t just small aircraft Studio Artist: JW/JM/JW

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guys; we’ve been [in the business aviation market] for some time,” said Hal Adams, Aspen’s executive vice president for business development. “When you look at the profile for typical business aviation users, you see that very few of them are flying Gulfstreams; most are in Cessnas, Beechcrafts and other smaller GA aircraft.

“We already hold STCs for most of them, but [business aviation fleet] operators may not be aware of that,” Adams continued. “We’re taking our visibility and approach to the GA market into the business aircraft space.”

WHY GAMBLE?

Connected Panel

Adams also expects to find new customers at NBAA 2015 for Aspen’s Connected Panel system, which offers a wireless connection between aircraft avionics and personal devices, such as iPads. Connected Panel is included as part of the Honeywell Primus Apex integrated cockpit in the Pilatus PC-12 NG and the Universal Avionics InSight Integrated Flight Deck for Part 25 turbine aircraft.

“Connected Panel is very appealing for an operator who wants to control the flow of data both on and off the aircraft,” he told AIN. “Business aviation is a slightly different twist on our current operation, but we bring a lot to the table,” Adams said.

Of course, Aspen’s current offerings aren’t the only products the company intends to bring to business aircraft operators. Aspen now has access to GPS-based navigational solutions and equipment through the Accord acquisition, and Adams emphatically said to “watch this space” for upcoming announcements on how the company intends to leverage those new capabilities.

“Just five entities offer the same combination of solutions that we now offer,” he concluded. “Some are very big and broad, but the baseline for all of us is GPS/GNSS. Aspen is now a member of this very exclusive club, and we will be converting that capability to the business aviation marketplace.” o

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‘Golden age’ illusions dissolve; Jetcraft sees only spotty growth

by Charles Alcock The 10-year business jet market outlook published on October 20 by preowned aircraft broker Jetcraft reflects a marked recalibration of growth expectations. Those projections were inflated by what has proved to be the industry’s unfounded belief that so-called emerging markets would trigger a supposed golden age of growth. The company is back at this year’s NBAA show with a display of available aircraft for sale out on the static line at Henderson Executive Airport.

The report predicts a gradual ascent in new jet deliveries to a new peak in 2021, before a moderate downturn kicks in between 2022 and 2024. Jetcraft sees North America and Europe (together accounting for just over two-thirds of the world market) continuing to dominate the largely flat market.

According to Jetcraft’s analysts, 8,755 new aircraft will be delivered between 2015 and 2024, generating revenue of $271.1 billion. Annual delivery totals are set to rise at a compound annual growth rate (CAGR) of 7.5 percent to 1,127 in 2021 from 735 aircraft this year.

Over the 10-year period, the forecast sees 54 percent of the new deliveries going to North America (4,728 aircraft), with Europe accounting for 14 percent (1,225),

the Asia-Pacific region 12 percent (1,050), Latin America 9 percent (788) Russia and the CIS 5 percent (438), followed by the Middle East and Africa, each with 3 percent (263 apiece).

But even in the relatively healthy North American economy, old assumptions about aircraft purchasing patterns can no longer be relied on, according to Jetcraft. “We noticed some definite behavior in the current business cycle,” said the U.S.-based company’s president, Chad Anderson. “Customers are tending to shy away from emotional purchases. Companies are allocating some cash reserves to buy back shares [at the expense of aircraft purchase].”

In terms of both numbers of aircraft to be delivered and the revenue they will generate, ultra-long-range jets are expected to command the greatest share (see charts).

Super-light aircraft are seen as the least significant in terms of anticipated deliveries, while very light jets (VLJs) hold this unwelcome distinction in the forecast for revenues. The highest CAGR gain over the forecast period is set to be among midsize jets, with large aircraft expected to achieve the lowest growth.

Commenting on anticipated aircraft production patterns in the coming 10

Business Aviation Prospects Remain Fragmented Around the World North America is still expected to account for the vast majority of new deliveries, but Jetcraft’s economic analysis refutes the notion that rising demand follows some predetermined pattern in the world’s most mature market for private aviation. “Today, even the hint that shareholders could view corporate flight departments as an unnecessary drain on shareholder value has prompted some companies with established track records in business aviation to close down or reduce operations,” said the report.

Jetcraft concluded the U.S. economy’s sustained but essentially flat growth trajectory in recent years has done little to stimulate significant volumes of new aircraft sales.

As for Europe, Jetcraft seems to confine its optimism to the perspective that things could be much worse, given the perilous debt crisis and fiscal turmoil. The forecast sees the region continuing as the world’s second largest business aviation market, albeit with no more than its traditional 15-percent stake.

In Latin America, Jetcraft’s analysts have been looking for any grounds for optimism and largely clutching at straws such as Embraer’s role as the region’s home-grown airframer and the fact that some private wealth will remain active in the market for aircraft.

Moving to the Asia-Pacific region, Jetcraft sees China’s travails as a significant setback to bizav growth. These hinge on the fallout

from the so-called tiger economy’s decelerating growth and the need for the government to balance its own books with curtailment of some much-needed aviation infrastructure projects. On top of this, the government’s very public anti-corruption campaign has made the country’s growing ranks of high-net-worth individuals feel oppressively self-conscious about aircraft purchases.

In Africa, concluded Jetcraft, growth has also been stunted by a failure to develop the necessary aviation infrastructure. This in turn has impeded efforts to develop an indigenous support industry for the sector. There are grounds for optimism as business interests from places like China and India use business aviation to overcome Africa’s substandard road and airline network.

Declining oil prices have self-evidently diminished available funds to grow the business aviation fleet in the Middle East. Jetcraft also indicated that efforts to develop a local support industry for the sector have not amounted to much. Meanwhile, prospective new aircraft buyers are “sitting on their hands, and deal activity is slow.”

Jetcraft finds little encouragement from Russia and the CIS where economic uncertainty affects what was recently a big concentration of demand for larger, higher-value jets. Still, wealthy Russians seem to remain committed to private aviation. –C.A.

66 NBAA Convention News • November 17, 2015 • www.ainonline.com

Jetcraft’s 10-year market forecast sees Bombardier winning the largest share of deliveries, accounting for 24.3 percent of the aircraft and 31.6 percent of the revenue generated by these sales.

years, Anderson maintained, “OEMs are developing more widebody models [at the expense of new narrow-body models], crowding the higher segment with multiple offerings.”

In Jetcraft’s view what it calls “the most intriguing aircraft development opportunity” would be for Dassault to launch a stretched version of the new Falcon 5X trijet as a new ultra-long-range contender.

Bombardier stands to win the largest share of the deliveries, accounting for 24.3 percent of the aircraft and 31.6 percent of the revenue, according to the forecast. Other anticipated winners are Pratt & Whitney Canada and General Electric, which the broker says will soon challenge Rolls-Royce across all market segments. It believes Honeywell will be the leader of the pack among avionics suppliers, alongside Rockwell Collins and Garmin.

The forecast envisions deliveries next year climbing by 8.7 percent to 799 (from 735 this year), but this will be followed by weaker growth of 4.1 percent in 2017 to 832 deliveries. Following the peak in 2021, the numbers will dip again, sinking

Unit Deliveries and Revenues

to just 688 in 2024.

“We are now planning for another dip in the market, and this is not something that other forecasts have anticipated,” Jetcraft chairman Jahid Fazal-Karim told AIN. “We have no agenda with our forecast and produced it simply to work out how to position our company in terms of where we allocate resources and when we need to be aggressive in offloading [aircraft inventory]. So it’s a neutral analysis.”

Jetcraft’s analysts combined classic data, such as economic forecasts and various market growth projections with their own knowledge of the industry. “There is a bit of subjectivity,” Fazal-Karim acknowledged. “But history is important and we looked carefully at past cycles.”

The Jetcraft founder admitted that he was among those in the industry whose past assessment of market prospects proved to be overly optimistic. “Three or four years ago, I thought the market would be strong by 2015, and even that it would put us back to the glory days.

But it’s still not there yet,” he told AIN. “The recovery has proved to be much slower than in previous cycles.” Another disruptor of a more comprehensive recovery has been the fact that the moderate bounce-back enjoyed by the North American economy has been out of sync with other world economies that have still lagged, constraining demand for aircraft as tools of business expansion.

Politics Get in the Way

In his view, hard-to-predict geo-political changes in key emerging markets have undermined previous assumptions about the drivers of market growth. “No one predicted the war with Ukraine and the economic sanctions that this brought to Russia,” Fazal-Karim said. Similarly, he indicated that the business aviation industry was caught off guard by a change of government in China that saw old-school Communists take power and introduce policies that effectively have discouraged the use of private wealth to buy aircraft in the name of combating alleged corruption.

“In 2009, 2010 and 2011 when the mature markets were down and the emerging markets were carrying us, the biggest mistake that many of us made was that we looked at these new markets and thought they would act in the same way as mature markets,” he said.

“In places like China we underestimated how governments can influence the way these people behave,” he said, adding that emerging markets, by their inherently unpredictable nature, could yet swing a surprise on the market that could result in a reversal of fortunes. o

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Albuquerque is wide open to aviation

New Mexico may struggle for national recognition, but the state tries to offer an attractive environment for aviation businesses.

by Rob Finfrock new businesses to the state’s largest city. For the past several years, AED has exhibited at NBAA’s annual convention to bring greater awareness of what Albuquerque offers to the

business aviation community.

AED business development vice-president Debra Inman said, “We see a definite niche in general aviation.” Indeed, Albuquerque is already home to

JOE MABEL

The state of New Mexico frequently struggles for recognition on the national stage, posing a challenge for Albuquerque Economic Development (AED, Booth C13033) in attracting

One Aviation’s Eclipse aircraft factory as well as Aspen Avionics, makers of the Evolution series of flight displays.

Two Attractive Climates

In addition to offering wideopen spaces and great flying weather more than 330 days a year, a pair of recent developments have made Albuquerque– and New Mexico in general–a more attractive environment for businesses seeking to relocate.

New and expanding aviation-related companies may now qualify for the state’s Job Training Incentive Program that pays for employee and classroom and on-the-job training for up to six months.

Lawmakers also recently passed an exemption from the state’s gross receipts tax on aviation maintenance parts and labor, bringing New Mexico into parity with its neighbors.

Albuquerque is home to two well-established airports, each offering new development opportunities. Work continues on building out an 84-acre, mixed-use business park on the north side of the Albuquerque International Sunport (ABQ) on land formerly occupied by the now-closed runway 17/35. A bit more than half that space is designated specifically for aviation manufacturing companies and MROs needing direct runway access.

“We’re in discussions with three to four different groups to build there, and may be ready to announce a tenant by this time next year,” added Jack Scherer, associate director for planning and development with the city’s aviation department. “Not all of that space will be used for aviation, but with its close proximity to Sandia Labs, Kirtland [Air Force Base] and the Air Force Research Laboratory, it offers a great opportunity for collaboration between lots of smart people.”

A separate, 45-acre “midfield development area” at Double Eagle II Airport (AEG), a GA reliever field on the city’s west side, offers an existing on-airport venue with complete utilities, roadways and taxiway access already in place. o exe_AIN-conventionNews_199X264mm.indd 1

68 NBAA Convention News • November 17, 2015 • www.ainonline.com

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USAIG rolls out additional safety initiatives

by Harry Weisberger Aviation insurance underwriter United States Aircraft Insurance Group (USAIG) is introducing three of the latest participants in its Performance Vector suite of safety programs for insured turbine operators. The organizations include Aviation Performance Solutions (APS), National Air Transportation Association (NATA) and Pulsar Informatics. Representatives from APS, NATA and Pulsar Informatics

will explain their programs today from 2 to 3 p.m. at the USAIG booth (N5730).

The Performance Vector program offers USAIG-insured operators a menu of safety-enhancing programs and services that they can pick from to help enhance safety in their operations. Performance Vector programs also meet aviation regulatory requirements, accreditation protocols and industry-recommended standards

from the FAA, ICAO, IS-BAO and NBAA’s Certified Aviation Manager program, according to USAIG. APS offers two upset prevention and recovery training (UPRT) training options, a two-day, three-flight course covering stall and upset dynamics, prevention and recovery, or a business jet upset training eight-module e-learning curriculum.

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eight courses to an existing e-learning list. NATA Safety 1st courses include professional line-service training, ramp safety and de-icing.

The Fleet Insight system offered by Pulsar Informatics includes two new Performance Vector options. The fatigue risk management and training package helps operators assemble a risk management baseline, then delivers fatigue training through three separate webinars. An alternate package includes a year’s subscription to the Fleet Insight web and Fatigue Meter mobile apps.

“These three world-class safety initiatives address issues at the forefront of current aviation safety efforts,” said USAIG president and CEO David McKay. “All of them perfectly complement and expand options for our insured operators looking for programs to fill gaps in their safety preparations or reinforce existing safety protocols.”

Eligibility for additional Performance Vector services refreshes each time an operator renews its USAIG insurance policy. o

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70 NBAA Convention News • November 17, 2015 • www.ainonline.com

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Toronto’s Firan Technology Group (FTG) announced that the cockpit control panel assemblies that it developed for the Shanghai Avionics Corporation (Savic) C919 flight deck display system have received airworthiness approval from China’s CAAC. Subsequent to this approval, FTG’s assemblies are expected to be integrated into the first flight-test Comac C919 and will be part of the C919 first flight.

This is FTG’s first airworthiness approval from China, and it rewards the Canadian company’s efforts to expand its presence globally. The CAAC approval also signifies progress of the C919 program.

The C919 equipment built by FTG (Booth C12247) includes nine control panel assemblies. Each one includes a human-machine interface, microprocessor-based interface electronics and software to connect the assemblies into the aircraft data bus. After delivery to Savic, the FTG control panel assemblies will be integrated into a complete display system for the first C919.

“FTG made a commitment to the China market in 2010 by establishing FTG Aerospace–Tianjin, and we are pleased to see one of our early successes in that market progress to such an exciting milestone so quickly,” said FTG president and CEO Brad Bourne. “We are committed to working closely with Savic and other partners in China to see this program through a successful first flight and certification on a timely basis.”

Under its contract with Savic, FTG will supply a minimum of 1,440 ninepanel assemblies to the C919. These will be manufactured in China at FTG Aerospace–Tianjin. The narrowbody C919 is China’s answer to the current Airbus/Boeing commercial aircraft duopoly, and will compete against the Airbus A320 and Boeing 737. –J.C.

FuelerLinx taps flight-plan providers to improve fuel tankering calculations

by Curt Epstein Fuel management software provider FuelerLinx has bolstered functionality for its subscribers with the announcement here at NBAA that it can now fully integrate flight planning capabilities from companies such as iFlightPlanner directly into its system. The new functionality will improve the validity of FuelerLinx’s fuel tankering calculator, which helps flight departments determine when it will pay for them to tanker fuel and when it will be less expensive for them to buy fuel at the destination to avoid ramp fees. “We have about 800 FBOs [in the U.S. and Canada] that participate with ramp fee avoidance data, to take into account in our tankering program,” said FuelerLinx founder and president Kevin Moller. “The one missing link before was, we were calculating Great Circle routes with zero wind and ‘guesstimating’ what that burn was

going to be.” Through the seamless integration of flight planning programs from providers such as iFlightPlanner, FuelerLinx operators will receive custom data on domestic routes. “It gives them the ability to get surgically accurate fuel-burn profiles on a trip,” Moller told AIN, “the exact amount of fuel that is going to be consumed, so we can accurately run that against tankering and provide a very easily digestible suggestion on how much fuel to upload on every leg of the trip.”

The basic iFlightPlanner utilities, including detailed route planning, weather briefing, weight-and-balance calculations and flight-plan filing, are free to FuelerLinx customers for domestic travel only, at the present. “In one seamless solution they can cross their Ts and dot their Is on those four preflight steps, along with knowing they are getting the best fuel prices as

well as tankering strategies,” said John Burnside, iFlightPlanner’s co-founder and director of technology, who sees the integration with FuelerLinx as a plus for his company. “We’re a newer name in the market, so what we’re able to do by offering our flight planning, modern interfaces and all the tools that we’ve built to is introducing FuelerLinx customers to iFlightPlanner as a brand,” he said. The Ann Arbor, Mich.based company, which will have representatives on hand at the FuelerLinx booth (C9542), also offers an EFB app for the iPad, which communicates directly with the main iFlightPlanner system via two-way synchronization. “What that means for a corporate flight department is that they can have a central team that plans flights, and with one touch they can distribute that information to pilots in the field who have an iPad,” Burnside told AIN.

Fuel management software provider FuelerLinx can now interface with flight planning algorithms to offer more precise calculations for fuel tankering strategies.

Moller stressed that FuelerLinx, which was founded in 2008 to help flight departments identify the best available fuel prices and manage their fuel billing, is not getting into the flight planning business, but he wants to expand his company’s partnerships with other providers. “We realize that flight departments have a preference when it comes to flight planning systems,” he said.

“It is our goal to develop integrations with those programs.”

As it sees a rise in international trips among its clientele, which includes most of the U.S. Part

135 operators, FuelerLinx has also formed a partnership with value-added tax (VAT) recovery firm Taxback International, which will automate the tax refund process for its subscribers. Moller, whose company currently tracks $38 million in fuel sales each month, told AIN this latest deal was spurred by requests from customers to help them keep track of their VAT expenditures. Joe Healy, Taxback director of strategic partnerships, said it will charge a contingency fee of between 30 to 35 percent for the service. o

www.ainonline.com • November 17, 2015 • NBAA Convention News 71

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Conklin & de Decker offers product ‘test runs’

by Peter Kollmann Three informational software products developed by Conklin & de Decker have

made it easier for aircraft owners, operators and aviation business managers to answer

a variety of aviation-related questions. NBAA attendees to can take the software for a test run at Conklin & deDecker’s NBAA booth (N2921).

Conklin & de Decker was founded in 1984 and specializes in aviation research, consulting and education.

Aircraft Cost Evaluator (ACE) Release 15.2 is the

latest version and provides operating and ownership costs for more than 585 jets, turboprops, helicopters and piston airplanes. “It’s our flagship product,” said David Wyndham, president and co-owner of Conklin & de Decker. “ACE software provides a fast and easy way to analyze salient performance

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parameters, such as how big the cabin is and how fast the airplane travels.”

ACE has been redesigned to allow comparisons of up to six different aircraft in a single report, regardless of what type is being compared. Each new ACE release contains updated fuel, maintenance, parts and labor costs. Eleven new aircraft were added to the latest version, including the new Embraer Legacy 500, AgustaWestland AW189 helicopter and Diamond DA40NG piston-single.

APC On the Buyer’s Side

A second software product is the Aircraft Performance Comparator (APC), with the latest version released in June.

Intended for aircraft buyers, dealers and brokers, this program allows users to compare side-by-side aircraft interiors and exteriors, and also evaluate critical performance data points that are collected directly from the manufacturers’ approved flight and performance manuals. The APC features many graphs to illustrate various types of information.

Conklin & de Decker released a third updated software product in August.

According to the company, Life Cycle Cost Release 15.2 provides aircraft owners, operators, flight department managers and aircraft consultants with independently researched ownership and operating cost data for more than 460 jets, turboprops, helicopters and piston aircraft. This includes the ability to compare current fuel costs for different areas.

“Life Cycle Cost is the most powerful aircraft budgeting and financial analysis tool on the market,” said Wyndham.

“It is imperative that cost data be current, but Life Cycle Cost also allows for more detail, so you can include the aircraft’s hours and cycles, the type of operation, maintenance events and even revenue generated, if applicable, when running a budget report.”

Current prices for all three software products are the same: $825 for the jets database, $675 for turboprops or helicopters and $495 for pistons. o

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Looking back at the last 12 months

2014

2015

October 2014

• The midsize Citation Latitude makes its debut at the NBAA show in Orlando, Fla. The Latitude is expected to be certified in the first half of 2015. (Certificate awarded June 5)

• Textron chairman, president and CEO Scott Donnelly says that work has accelerated on the Citation Longitude and that its debut may come “in the not-too-distant future.”

February 2015

• Textron Aviation brings all of its design and manufacturing services in-house in Wichita, saying this development will give the company’s Beechcraft and Cessna brands a new capability, and enhance Textron Aviation’s ability to ensure high quality and on-time delivery.

Citation X+

March 2015

November 2014

• Textron Aviation offers the option of its Citation X Elite upgrade program. The Elites are former Citation Xs, most of which previously served with NetJets. Textron upgrades the interior, avionics and paint. The Elite upgrade costs $6.5 million.

• The new Cessna Citation X+ has a maximum operating speed of 0.935, making it the world’s fastest civil aircraft.

December 2014

• At the MEBA show in Dubai, vice president of sales Bill Harris said that Textron Aviation has “good coverage of the Middle East and North Africa business jet market.” Cessna’s new product pipeline has seen four newly certified aircraft come to market within the last year: the Sovereign+, M2, X+ and CJ3+. The Latitude is the next new product, with certification coming in June 2015.

• The FAA issued a suspected unapproved parts (SUP) notice warning that some Cessna-built and supplied aileron cables for the Citation 560XLS might not meet type design requirements and should be “quarantined” until the parts can be verified. This SUP notice is the first in years that directly involves a business aircraft manufacturer.

Shadow M2

January 2015

• Textron’s TRU Simulation + Training unit plans to open a maintenance technician training facility at the Mid-Continent Airport campus in Wichita, Kansas. The facility will start with maintenance training for in-production Beechcraft airplanes in January 2016, followed by training for current-production Cessna models a year later. Training will be conducted on both Beechcraft and Cessna airplanes.

• It was announced that business jet deliveries at Cessna climbed to 159 Citations in 2014, a 12-percent gain over 2013. Thanks in part to Textron’s acquisition of Beechcraft in March 2014, revenue at Textron Aviation soared last year by nearly $2 billion, to $4.57 billion.

• Bill Schultz, senior vice president of business development in China for Textron Aviation, said Cessna is hoping to launch charter and management services in China in 2016 under a new joint venture called Zhonghen International Business Aviation. An organizing committee is laying the groundwork to launch operations.

April 2015

• Textron Aviation’s large service center at Paris Le Bourget Airport opens. The company operates 21 factory-owned service centers worldwide.

• The once out-of-production Hawker 4000 is coming back, at least as a test bed. Textron Aviation has been flight testing a winglet-equipped Hawker 4000 at Beech Factory Airport in Wichita.

• At the ABACE show in Shanghai, Cessna asserts that China is ranked first in its export development markets. The Citation X+ and newly introduced Sovereign+ are on track to gain certification from the Civil Aviation Administration of China (CAAC) this year. Both of these airplanes are “extremely well suited for the China market as they combine excellent performance, large-cabin comfort and superb acquisition and operating costs,” Textron Aviation president and CEO Scott Ernest asserts.

• Textron Aviation delivered 33 Citations in the first quarter, a “healthy” figure, according to the company.

May 2015

• The integration of Textron Aviation continues after its one-year anniversary in March. The East campus (formerly Beechcraft) and West campus (formerly Cessna) were established. Business and administration functions, including marketing, sales and the headquarters, moved to the West campus. In Wichita, facilities and work have shifted but vice president of integration and strategy David Rosenberg said the overall footprint is about the same.

• At the EBACE show in Geneva, the Citation Latitude makes its European debut. The $16.25 million jet has a 2,650-nm range, a takeoff distance of roughly 3,580 feet and the widest cabin of any Citation. Also making its European debut is the Citation CJ3+, which receives certification from EASA.

July 2015

• Textron Aviation has introduced a new interior for the Cessna Caravan, providing a club seating option. Textron is developing modular tables to complement the club seating arrangement.

76 NBAA Convention News • November 17, 2015 • www.ainonline.com

Citation CJ3 • In general, the interior selection process has been streamlined over the past year. Senior vice president Christi Tannahill said 70 percent of completions are directed by the design team, with 30 percent of customers seeking a more customized look and hands-on involvement in the projects.

• Reducing maintenance costs has been a key objective for Textron. With the Cessna line, customer service experts have joined the advance design team to ensure maintenance is considered from the beginning of the design process. “We’re now trying to get to 800 hours or greater [for inspection intervals],” senior vice president of customer service Brad Thress said. “We look at every component and use our experience as well.”

August 2015

• By the end of this year, all 14 of Textron Aviation’s service centers in North America will offer maintenance for the company’s three brands: Beechcraft, Cessna and Hawker.

• Textron Aviation is adding spares inventory, including more parts located at its service centers, and plans to introduce a new parts-ordering website later this year.

September 2015

• For the first half of 2015, Cessna had 69 deliveries, only two fewer than the 71 from the first half of 2014. Leading the way was the M2, with 17 deliveries. The CJ4 had 15 deliveries, while the CJ3+ had 11 deliveries.

• Textron chairman, president and CEO Scott Donnelly noted that the dominant North American business jet market remains “fairly strong” during a second-quarter investor conference call. He categorized the business jet market in Russia and China as “weak” and said that Latin America and Europe are “very challenging.” Textron logged a second-quarter profit of $88 million. Overall, Donnelly said he is optimistic about the company’s future.

Citation CJ4

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Experience. Unlike any other.

There’s nothing like the sound of a pair of snarling radial engines to turn eyes skyward, the Pratt & Whitney R-2800s on the Howard certainly fill the bill.

The same engine powered World War II-vintage P-47 and F4U Corsair fighters.

Built in 1962, N500L was owned in the 1970s by aviator and inventor Forrest Bird, and later based in the UK until Phillippi bought it in 2009. Following a complete restoration, the engines were replaced at the Red Bull Hangar-8 maintenance and restoration facility in Salzburg, Austria.

Phillippi feels an extra obligation toward guardianship, having become friends with the designer. “I went to see Dee Howard in San Antonio,” he said.

“He was obviously on the backside of life, but still sharp, and he stood there with tears in his eyes and thanked me for keeping his airplane in the air.”

On the Block Again

Vintage bizliner challenges turboprops to a race

by James Wynbrandt The array of amazing aircraft on static display at NBAA conventions always highlights the cutting edge of business aviation technology, but one of the stars of the ramp on the market this year at Las Vegas’s Henderson Municipal Airport (HND) is more than 50 years old: N500NL, a meticulously restored HA Howard 500, sporting a recently completed interior refurbishment.

Its radial engines aside, this is no nostalgia act. The Howard 500 can go head to head with any turbine twin flying today, cruising at 350 mph, boasting a range of more than 2,200 miles and able to maintain a sea level cabin up to 16,000 feet of its 35,000-foot service ceiling. But who’s looking at airspeed, anyway?

“It’s not about getting there fast,” said Tony Phillippi, owner of N500NL. “Once you’re on that airplane, you’ve arrived at your destination.”

Parked on the static display ramp here at HND, N500NL is one of only two airworthy Howard 500s in the world, and Phillippi owns both. “It was love at first sight,” he said, recalling his first glimpse of a 500 through “two inches of open hangar door” in 2001.

Made by Howard Aero of San Antonio, Texas, the HA Howard 500 aimed to be the first transcontinental executive airplane. A clean-sheet design, it nonetheless resembles the Howard 250 and 350, executive transports created from refurbished military variants of Lockheed Model 18 Lodestars and Venturas by Durrell Unger “Dee” Howard and his chief mechanic, Ed Swearingen. Swearingen, of course, went on to become a notable aircraft designer in his own right, creating the Metro series twin turboprops and SJ30 light jet, among more than two dozen other designs; Howard, meanwhile, is not to be confused with Benny Howard of Howard Aircraft, designer of the Howard DGA (for “Damn Good Airplane”).

The Howard 500 first flew in 1959, but regulatory holdups delayed certification until 1963. By then, business users wanted turboprops, not pistons. Only some 17 of this, the last radial engine passenger transport manufactured in the U.S., were built.

“Turbines are a lot less work. It takes a lot of skill to maintain the R-2800 engines,” Phillippi said of the 18-cylinder, 2,500-hp Pratt & Whitney R-2800-CB17 Double Wasps. “You have to have your own staff–at least we found that’s the case.”

But for a sophisticated business aircraft, let alone a vintage specimen, the Howard 500 is relatively undemanding.

“The maintenance is probably 15 to 20 hours for every hour of flight, if you’re flying 200 hours per year” as Phillippi and N500LN do. “It’s not prohibitive in terms of the ultimate cost,” he said. “We assign

one guy to it, with a couple of helpers.”

Carrying up to 12 passengers, the light and airy six-foot, two-inch standup cabin features Connolly leather seats, two divans, birds-eye maple cabinets and woodwork and blue carpet and curtains.

Phillippi, founder and owner of Phillippi Equipment in Eagan, Minn., uses the Howard for pleasure and business. In fact, just arriving in the vintage aircraft is often enough for him to seal a deal. “It’s probably the best salesman that we ever had. Let’s just say the ramp presence of the 500 is unbelievable,” he said.

“We have great fun with it. It’s been as far south as Panama and as far north as the Arctic Circle. We fly low and count the antlers on the elk. I’ve never regretted having it for one moment. It’s an absolute hoot.”

The Howard offers interior beauty to go with its brawn. With a six-foot, two-inch stand-up cabin, leather seats, two divans, maple cabinets and blue carpets and curtains, passengers will arrive in plush 1960s style.

78 NBAA Convention News • November 17, 2015 • www.ainonline.com

Nonetheless, N500NL is here as the first step toward finding a new owner.

Said Jay Duckson, Phillippi’s friend and president and founder of aircraft brokerage Central Business Jets (CBJ) in Burnsville, Minn., “He has been thinking almost with dread that it may be time to pass the Howard legacy torch onto somebody who feels as passionate about these aircraft as he does.” CBJ, which usually deals in large-cabin jets, is representing the Howard. “It’s like a Mercedes-Benz dealer having the ability to sell a 1947 Gullwing Benz,” Duckson said. “It’s a true flying collector’s piece.”

No firm price has been put on N500NL. “It’s about finding the right people, so it can end up with the right family for the next 25 years.” said Phillippi. “It’s not just a piece of iron; it’s a piece of history.”

Duckson estimates it will sell in “the mid-millions.” Toby Batchelder, CBJ sales and marketing agent added, “We fully expect the buyer to be part of the onepercent club who wants something no one else can own.”

At some point, Phillippi will also put his other Howard, N500HP, on the block.

He owns two “project” Howards as well, though he has no plans to undertake the restorations. “Two is enough,” he said.

Though the Howard 500 wasn’t a success, Howard and the Dee Howard Company went on to create innovations like thrust reversers for business jets and pioneer executive airliner conversions, handling, for example, the modification of a Boeing 747-300 complete with a hospital operating room and an elevator for King Fahd of Saudi Arabia.

Whether you’re in the market for a vintage business aircraft or not, the Howard’s appearance here represents a unique opportunity to get an inside look at a business aviation treasure. “We love to have people who really appreciate this kind of history on board,” said Phillippi.

“This is for the world to enjoy.” o

All of these names have one name in common.

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FlightSafety adds Cessna sims FlightSafety International (FSI) has begun Citation Latitude level-D training at its Wichita learning center. The first sessions launched the last week of September. Plans call for a second Latitude simulator at

FSI’s Columbus, Ohio learning center, scheduled for installation next year. Both FSI simulators will incorporate Garmin G5000 avionics, “designed to replicate the exact flight and performance characteristics of the aircraft,”

according to the company, and are equipped with FSI’s Vital 1100 visual system, including scalable graphics and Garmin’s touchscreen controllers and featuring imagery with as high as 40 million-pixel resolution and

wide fields of view.

Also in Wichita, FSI (Booth C8524) will install a pair of level-D Cessna Caravan simulators, set to begin operation in January. One will be equipped with a Garmin G1000 panel; the other with the retrofit G600 suite, “the avionics used by the majority of our customers” said Steve Gross, v-p of sales

From flawless comfort,

FlightSafety International is adding level-D full-flight simulators for Cessna’s Caravan-series turboprop singles and its newest business jet, the Citation Latitude, at several locations.

for FSI. The Caravan simulators also incorporate FSI’s Vital 1100 visual system, which “simulates the imagery and environment conditions experienced during aircraft taxi, takeoff, en route and tactical flight operations, visual navigational and instrument flight and landing maneuvers,” said the company.

FSI’s Wichita learning center already houses 18 simulators for Beechcraft, Cessna and Hawker jets, turboprops and pistons. The training provider also has locations in Atlanta; Columbus, Ohio; Long Beach, Calif.; Orlando, Fla.; San Antonio, Texas; and at Farnborough Airport outside London. –M.P.

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80 NBAA Convention News • November 17, 2015 • www.ainonline.com

Safran Turbomeca (Booth N5317) is here at NBAA helping celebrate the 50th anniversary of its Tarnos, France plant and to announce its Cap 2020 initiative, representing a major expansion of customer support activity there. Tarnos is the second largest of Turbomeca’s sites with more than 1,500 employees. The factory in the southwest coastal city, just across the Spanish border, opened in May 1965 as a joint venture with Rolls-Royce to produce Adour engines for the Anglo-French Jaguar jet fighter. By the time the first engine was completed in 1970, all Turbomeca support services were also concentrated at the site. It remains “the backbone” of worldwide customer support and service and is a major repair facility for in-service Turbomeca engines.

“As we celebrate this anniversary, we want to pay tribute to all [the company’s] employees who, over the years, have supported Turbomeca’s journey to becoming the world leader in the helicopter engine market,” said Turbomeca CEO Bruno Even. n

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Buoyed by recent acquisition, Red Aviation adds amenities

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Red Aviation has expanded its industry footprint since changing its name from Challenger Spares & Support in 2012.

The company made the move to highlight a growing focus beyond the Challenger line, and now Georgetown, Texas-based Red Aviation also offers products and services for Globals, Learjets, and–stepping outside the Bombardier family–Falcons and Gulfstreams.

Most recently, Red Aviation added to this growing family with the September 2015 acquisition of Addison, Texas-based DFW Instrument, marking the company’s first direct foray into avionics support. Red Aviation (Booth N4113) is

Karen Davis, Red Aviation vice president, and Steve Davis, president and CEO.

flightgear™ ka/ku universal installation

82 NBAA Convention News • November 17, 2015 • www.ainonline.com

celebrating this recent growth in its portfolio at NBAA 2015.

“We’re running full steam ahead following the acquisition, which doubled our size, the number of employees and added about one-third to our net revenue,” Red Aviation president and CEO Steve Davis told AIN. “Most important to our customers, it also added more than 3,000 new line items to our available inventory.”

Davis explained that he had a working relationship with DFW Instrument since 2002. The company will continue to provide flight-critical instrument and equipment repairs, including air-data

equipment, engine instruments, flight directors, horizontal situation indicators, gyroscopes and other products.

DFW Instrument also manages aircraft maintenance requirements for business aviation operators and government and military agencies. Perhaps most important to the parent company, however, is the foothold that the DFW Instrument location offers in the bustling DFW Metroplex, an important aviation hub. “We’ve wanted to come this way [North Texas] to better focus our business, and add the ability to offer our customers better shipping timelines,” Davis added. “It’s much easier to ship worldwide from DFW than it is from Georgetown.”

DFW Instrument is the fourth division under the Red Aviation umbrella. In addition to the parent company, Red Aviation Repair Group operates a Part 145 FAA-/ EASA-certified airframe and powerplant repair facility in Georgetown, while its Turbine Jet Specialties (TJS) division specializes in parts and support for the Challenger and Global Express lines, including Rolls-Royce BR700-family turbofans and Honeywell 3100 Series APUs. The company currently has two fresh BR710s, “tagged and ready to go to a Global operator,” and also offers what it terms “truly unlimited” airframe repair capabilities. “Our greatest success has come through structures,” added company vice president Karen Davis. “We have the data, tooling and training necessary to repair all aircraft structures, including composites.”

Even as Red Aviation works to incorporate DFW Instruments into its corporate portfolio, Steve Davis added that he is always looking at new avenues for growth in supporting corporate aviation. “We’ve carefully built up our infrastructure and inventory over the years to meet the needs of our customers, and we’ve done it with little to no advertising–all word of mouth,” he noted. “We’re looking diligently at new platforms and OEMs, and we’ll always be interested in additional companies that complement our existing base.” o

Thales TopMax display brings lightweight HUD to headsets

by Matt Thurber Once pilots get used to flying with a head-up display (HUD), they quickly appreciate the benefits of flying with an instrument panel’s worth of information depicted in their field of view and at the same time being able to look directly ahead at the view outside the aircraft.

But certified HUD systems are expensive, costing hundreds of thousands of dollars, and they take up valuable cockpit space as well. Thales (C10607) has developed a solution, the TopMax headworn display, which puts a HUD into a monocular display that the pilot wears mounted on a headset. TopMax will cost about half the price of a conventional HUD, and it will be adaptable to any aircraft, especially smaller types that have no room for a HUD. “It’s a real breakthrough,” said Thales head of marketing Richard Perrot. “The footprint within the aircraft is really light compared to a [traditional] HUD.” Thales has two versions of TopMax, one installed on a Bose active-noise-reduction headset and the other on a headband that the pilot wears with any type of headset.

TopMax consists of a main module with a display in front of one of the pilot’s eyes showing all the flight symbology, plus a camera for orientation purposes. The camera is pointed inside the cockpit, where it looks for stickers on the overhead panel so it knows the precise position of the pilot’s head.

“Compared to other head-worn devices, which require a very heavy system for head-tracking positioning, this is the lightest system ever,” Perrot said.

An advantage of the head-worn display is that the pilot’s field of view is unlimited. A conventional HUD’s field of view is only straight ahead, but with TopMax, the pilot’s head can point in any direction, and the display could show other types of information. For example, looking down at the floor could pop up a terrain chart. Looking out a side window could show a traffic display, and an EFB could pop up when looking at a side panel. “It increases pilot awareness dramatically,” Perrot said.

Like other HUD systems, TopMax will enable operators to fly to lower

Thales is offering demonstrations of its head-worn TopMax HUD on a Bose noise-canceling headset.

minimums on instrument approaches and use lower minimums for takeoff.

Thales is planning to offer display of enhanced vision system (EVS) information on the head-worn display, and eventually synthetic vision (SVS) and combined vision (both EVS and SVS fused together). “Then we have a growth path for a 3-D flight display, waypoints display and a chart viewer,” Perrot said.

Thales has been flight testing TopMax in a Cessna/Reims F406 and Daher TBM 700. Pilots report no discomfort

after flights of more than two hours, Perrot reported. Certification is planned for late 2017, followed by entry into service in late 2017 or early 2018.

“We’ve been very surprised by the response of the market,” he said. “We primarily thought that this product would be the perfect answer for business jets that cannot be equipped with HUD. This first assumption has been confirmed.

However we got encouraging answers from people in the high-end [jet] market.

This has features different than a conventional HUD. We’re thinking about having TopMax mixed with a [conventional] HUD on the captain’s side and TopMax on the copilot’s side. Another player in the high-end market is thinking about dual HUD plus TopMax for some special operations or approaches. Some features such as crosswind approaches, when you’re off axis, TopMax brings a benefit compared to a conventional HUD. The pilot can monitor the touchdown and trajectory to the runway even if off axis, by turning his head he can even have a visual [depiction] of the runway.”

Here at NBAA 2015, Thales is running live demonstrations of TopMax. Visitors will be able to try on the TopMax HUD on a Bose headset and fly with it on a simulator while viewing TopMax flight symbology and displays of SVS, 3-D flight planning and waypoints, a chart viewer and other features. o

MAG Cabin Comfort Systems MAG (Mecaer Aviation Group) Design Studio, in collaboration with Bell Helicopter, has created an innovative VVIP interior for the Bell 429 which has been branded as the MAGnificent, now certified by EASA, ANAC and TCCA. MAG has successfully introduced renowned Italian style and exquisite craftsmanship into highly advanced-technology interiors that are fully compliant with the most stringent aviation standards.

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www.ainonline.com • November 17, 2015 • NBAA Convention News 83

HAPPYPEPE

The main focal point for Cuban travel remains Havana, served by José Martí International Airport.

Bizjet travel to Cuba now possible, though some restrictions remain

by Kerry Lynch

Despite the significant steps toward the opening of channels between the U.S. and Cuba, the trade embargo remains in place, and White House actions did not lift existing restrictions on travel; those actions would require congressional action.

Travel remains limited to 12 categories related to education, research, athletics/public performance, humanitarian missions, journalistic activity, government business, and certain export transactions such as information exchange, among others. But the information exchange does provide an opening for more travel to Cuba, Parker said. Travelers must have planned activities on that front, he said, but it is easier now to get there.

Charter To/From Cuba

obtained U.S. government approval. “We received an inflow of trip requests. We are still experiencing a flow of inquiries daily,” Ruffolo said, adding that interest comes from both aircraft owners and would-be travelers.

Within the first several weeks of receiving clearance, Priester began planning the first three trips in and out of Cuba.

NBAA has called the changes “historic in terms of future diplomatic relations between the two countries,” but has also cautioned, “Cuba is not open for U.S. business or U.S. investment, and U.S. citizens remain prohibited from traveling to Cuba as tourists.”

JAMES EMERY

As the White House has taken these steps, the number of parties interested in traveling to Cuba by private aircraft or charter has picked up notably, said Keith Foreman, a master trip support specialist for Universal Weather and Aviation (Booth C10429).

In fact, Foreman told AIN in August that he was spending anywhere from half the day to the entire day working with parties making inquiries about Cuba travel. The issue attracted so much interest that Universal set up an informational session here at the NBAA Convention to discuss it.

Eying a new market, Jim Parker, owner of Caribbean Flying Adventures, launched a Cuba flight-planning service and Cuba escort travel service during EAA AirVenture this summer. Almost immediately, Parker had 500 aircraft owners ready to sign up, he said.

Carr noted that operators and travelers have been laying the groundwork for travel to Cuba for some time. “People are trying to get ahead of the curve for when the restrictions relax,” he said, noting that NBAA had been receiving calls weekly from interested parties.

Priester Aviation is among the operators that undertook the extensive and timely process to receive FAA approval for travel to Cuba. This was done even though the charter and management firm hadn’t previously received a huge influx of requests. “Although Priester had not experienced a huge demand for flights to Cuba, we wanted to be in a position that allows our clients to be restriction-free,” said Cory Ruffolo, vice president of marketing for Priester.

But the interest level changed after Priester announced it had

Charter operators also must still have the FAA add Cuba to their approved operations specifications. To obtain Ops Spec approval, Priester needed to work with the Treasury’s Office of Foreign Assets Control, along with its local FAA Flight Standards District Office in Chicago and FAA headquarters in Washington, D.C., to satisfy all the necessary requirements, Ruffolo said.

Flights to and from the U.S. must go through one of about 20 “portal” airports, and commercial and private operations must secure landing permits from Cuba. But the landing permissions have changed. Once lim-

Most air travel within Cuba is still via airlines, with Russian-designed aircraft dominating, such as this Antonov An-24 twin turboprop.

DAVID GRANT

The White House campaign to thaw relations with Cuba is not only sparking new interest in travel there, but also is gradually easing the process of getting there. However, trade and travel restrictions remain.

On August 14 Secretary of State John Kerry raised the flag of the U.S. Embassy in Havana, Cuba, for the first time in 54 years. That act was symbolic of the renewing of relations that President Barack Obama set in motion last year. Obama announced in December that he planned to take a number of initiatives to re-establish ties with the Caribbean nation and facilitate travel and trade. These initiatives have had a direct effect on business aircraft travel there.

Specifically, two key changes have eased the process for passengers and operators. The first, which came earlier this year, involved a regulatory change that essentially eliminated a requirement for passengers to obtain a license through the U.S. Treasury Department’s Office of Foreign Assets Control before travelling to Cuba.

The second significant change came on July 21. The White House removed Cuba from the list of State Sponsors of Terrorism. One of the results of this action was the elimination of a requirement for operators to obtain a temporary sojourn license from the U.S. Department of Commerce Bureau of Industry and Security (BIS) before flying to Cuba.

That was a major step for operators. “The approval process has been difficult,” said Doug Carr, vice president of regulatory and international affairs for NBAA, who added that it used to take some operators several months to obtain a temporary sojourn license.

Although mired in the past in many ways, Cuba is a top destination for tourists and hopefully soon, business travelers.

84 NBAA Convention News • November 17, 2015 • www.ainonline.com

ited to passenger drop-off and pick-up only, aircraft are now permitted to stay one night and are authorized to make one flight while in Cuba, Foreman said.

Requirements for travel to Cuba remain dynamic. “It is all changing,” Parker said, noting that regulators are still catching up to the changed requirements alongside operators and travelers. Foreman met with Commerce Department officials in mid-August, when they advised of the changes in temporary sojourn licensing requirements and the landing permissions.

More changes could be on the horizon. At least three bills have been floating around Congress to ease the travel and trade restrictions, but it is not yet known when or if action will be taken.

Limiting Factors

As more people seek to travel to Cuba, there are several outstanding concerns. While most business aviation traffic goes into Havana, Cuba has a number of other airports. But much of the infrastructure there remains an unknown. “We don’t know the reliability because no one has traveled there,” said Universal’s Foreman.

Also, he noted, access to parts for an AOG is one of the top concerns. Parts are not readily available, and the export of replacement parts for aircraft repair had not been authorized. This is one of the issues that the industry has been working with the U.S. government to try to remedy.

Further, many insurance carriers have restrictions in their policies against Cuba travel.

This is something all operators need to check before traveling, Foreman said. He advises operators and travelers to keep an extensive paper trail for travel to Cuba. The U.S. government can always go back and check to make sure travel was for intended purposes, he warned. Violators could face stiff penalties.

Parker also cautioned that hotel space is severely limited as the number of travelers has increased. His first expedition was pending the availability of hotel rooms.

But Foreman is not as concerned about acquiring permits on Cuba’s end. This process could take as little as a few hours in cases of emergency to two to three days for the typical permits. “Cuba has always been receptive and welcoming,” he said, adding that the stumbling blocks have been on the U.S. government’s end. o

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Viking Twin Otter finds strong export market

by Chris Kjelgaard international sales and marketing, said that by late this year, the company also will deliver the first two of 10 Twin Otter 400s ordered in September by Russian operator RN-Air. RN-Air is a subsidiary of Russian state-controlled oil giant Rosneft. It will use its Twin Otter 400s–all 10 of which are due for delivery by early 2017–for operations in the Krasnoyarsk

reality

A vision becomes

Image provided courtesy of Bombardier Inc.

Viking Air will deliver two Twin Otter Series 400s to Beijing-based Reignwood Aviation Group before the end of this year. Viking said it firmed the initial purchase contract for the two aircraft from a letter of intent (LOI) for 50 signed at the Paris Air Show in June.

Confirming this to AIN, Evan McCorry, Viking Air’s vice president of

region of Siberia. According to Viking Air, RN-Air will operate its aircraft on 19-passenger regional commuter, corporate shuttle and cargo operations.

McCorry said one of the two Twin Otter 400s going to Reignwood Aviation this year will have wheeled landing gear installed, while the other will be fitted with amphibious floats. Reignwood Aviation, which will use its first two Twin Otter 400s as sales demonstrators, is one of many companies owned by Reignwood Group. The group has businesses in many industries, including the sole distributor for Red Bull energy drinks in China.

When Viking and Reignwood signed the 50-aircraft LOI, they also agreed for Reignwood to be Viking Air’s exclusive sales agent in China. “We’re signing firm contracts [with Reignwood] as we go,”

Viking Air is showing its corporate demonstrator Twin Otter 400, MSN 897, with a ‘Twin Otter 50th Anniversary’ livery at NBAA 2015.

said McCorry, adding that Reignwood expects to take four more Twin Otter 400s in 2016 and seven per year thereafter.

Viking Air sees China as a large potential Twin Otter 400 market, partly for land-based operations in the far western part of the country but even more so for Twin Otter 400 seaplanes operating from the many bays and large rivers on China’s eastern coast.

One Twin Otter expert speculated to AIN recently that Chinese state aerospace manufacturer Avic might try to block any incursion by Viking Air into China’s domestic market, so Avic can promote sales of its own Harbin Y-12E and Y-12F instead. However, Viking Air obtained certification for the Twin Otter 400 from the Civil Aviation Administration of China last year and McCorry does not foresee potential market-access problems.

Planned Production Cuts

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in mid-2015–it will build 18 or 19 aircraft.

Viking Air originally made the decision to reduce annual Twin Otter 400 production from 24 aircraft to 18 because it was concerned the effects of economic sanctions by Western nations on Russia were affecting its Russian market, which the company still sees as potentially its largest. At that time, “All the previously signed aircraft kept getting delayed and nobody was ordering new aircraft,” said McCorry.

However, since then, Rosneft has signed its 10-aircraft order and Viking now has sold 21 Twin Otter 400s to Russian operators, six of which it has delivered to date. Moreover, while Western “sanctions have been a challenge…we think we have learned to navigate the sanctions legally,” he said.

“Today, 18 to 24 aircraft is a very comfortable place for us to be,” added McCorry. “We and our partners [Pratt & Whitney Canada, Honeywell and Wichita-based Lee Aerospace, which manufactures all Twin Otter 400 fuselages]

McCorry also revealed that reports earlier this year indicating Viking Air was cutting its annual Twin Otter 400 production rate from 24 aircraft to 14 were wrong. In fact, Viking Air decided to cut the rate to 18 aircraft a year and even that rate cut was “back-end loaded.” As a result, after delivering 27 Twin Otter 400s in 2014 (three of them held over from 2013 production), McCorry said Viking Air will deliver 22 or 23 this year.

The company forecasts that in the first 12 months of the rate cut–which began

are tooled to build 60 Twin Otter 400s a year,” and can rapidly increase production again if necessary.

If two sales campaigns current in late October prove successful–Viking Air was hoping to announce deals within weeks– it could decide to increase the annual production rate above 18 aircraft again. “We have the ability to go up 15 to 20 percent in six months,” said McCorry. “That’s not by accident, but because of years of planning.”

Viking Air is showing Twin Otter 400 MSN897 at the NBAA static display.

The aircraft features a livery the company developed for a Northern Canada tour in June to mark the 50th anniversary of the Twin Otter entering service.

At the NBAA show, Viking Air is also showcasing its recently FAA-certified Phase 2 upgrades for the Twin Otter 400’s Honeywell Primus Apex avionics suite. Some upgrades come free in newproduction aircraft, but others represent optional upgrades.

Phase 2 avionics improvements include a TCAS upgrade to TCAS II; a three-axis autopilot with an integral yaw damper; Honeywell’s SmartView synthetic vision system; software upgrades to the Twin Otter 400’s Aircraft Personality Module, providing Coupled VNAV and LPV approach capability; ADS-B in and out; Honeywell’s Runway Awareness and Advisory System; a satcom-based aircraft tracking system; and several other options. o

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Elliott Aviation 400E refurbs Beechjet/Hawker

by David A. Lombardo Moline, Ill.-based Elliott Aviation (Booth C6624) announced the launch of a new refurbishment program for the Beechjet 400A/Hawker 400XP. The 400E program includes touchscreen-controlled Garmin G5000 avionics with a Lumatech LED master warning panel, Gogo Wi-Fi with Gogo Vision (on-demand movies), an innovative exterior paint design and a completely redesigned, weight-saving interior. The first modified 400E is on display at the Convention Center’s indoor static display.

The 400E will feature the firstever field installation of the Garmin G5000 flight deck in a Beechjet 400A or Hawker 400XP. The completely redesigned interior includes a newly designed cabin shell kit with a recessed headliner creating more headroom. The interior will include USB charging ports, redesigned cabinetry and variable-color LED upwash and downwash cabin lighting, all controlled through a mobile app. It also features a redesigned arm ledge with

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88 NBAA Convention News • November 17, 2015 • www.ainonline.com

Moline, Ill.-based Elliott Aviation launched an upgrade program for the Beechjet 400A/Hawker 400XP that includes Garmin G5000 avionics with a Lumatech LED master warning panel, Gogo WiFi with Gogo Vision on-demand movies, modern exterior paint design and a redesigned, weightsaving interior. The 400E program is expected to cost around $700,000 and take 50 days of downtime to complete.

LED accent lighting in the drink holders, window reveals, lower sidewalls and electric window shades.

The paint design will feature a twotone base with upper platinum pearl and lower snow white. The two-tone base will be accented with ruby metallic and phantom gray metallic, transforming the exterior into a next-generation design.

In addition to equipment from Garmin, Luma Technologies and Gogo, vendor support is provided by Air Source One, AWR, Belt Makers, Booth Veneers, Dallas Airmotive, High-Tech Finishing, JBRND, Luma Technologies, Scott Group Studio, Tapis and Townsend Leather.

According to an Elliott spokesman, a Garmin G5000-only retrofit is expected to cost about $400,000 and take 15 days of downtime, while the whole 400E package–including avionics, new interior, fresh paint and Gogo Wi-Fi and Vision systems–would cost approximately $700,000 and take 50 working days. o

Acropolis flagship ACJ gets connectivity boost

by James Wynbrandt UK-based charter operator Acropolis Aviation has received European approval for the upgraded Internet and inflight entertainment system on its flagship Airbus. The jet’s new Rockwell Collins Skybox system

delivers download speeds of 432 kbps, and its one terabyte of onboard storage is sufficient to hold about 400 feature films.

Digital rights management Hollywood-protected films can be streamed from the system to

Charter operator Acropolis has improved Wi-Fi and IFE capability in its ACJ319.

Vessix FBO software poised for big expansion

by Curt Epstein FBO operations software provider Vessix is currently operating at five U.S. locations since its launch at last year’s NBAA show, but the Los Angeles company expects that number to increase significantly over the next few months.

The cloud-based business platform automates the handling of many elements of FBO business management, including flight operations, ramp operations, accounting, maintenance aircraft management, customer relations management and integrated payment functions, as

well as integrates with many popular accounting and business applications.

Vessix anticipates that the software will be placed in use by a number of new customers.

The platform is presently undergoing beta testing at three Epic Aviation FBOs and two Eastern Aviation network facilities.

“Vessix is unlike anything I’ve ever seen in the aviation industry, which until now has been very neglected when it comes to payment technology and advanced business management solutions,” said Robbie Stallings, president

A cloud-based software platform, Vessix FBO software is designed to automate multiple scheduling, ordering and payment functions, improving speed and efficiency.

any iOS device onboard, and the 19-passenger ACJ (tail number G-NOAH) is equipped with 19 iPads to ensure there are enough for everyone onboard. Coupled with Satcom Direct’s SkyTicket billing system, customers can have a secure log on for using social media apps, browsing the Web and accessing email, while only being charged for their actual usage.

Acropolis (Booth N5222) has named Kuky Salazar as vice president for U.S. & Latin America, to expand G-NOAH’s charter business in the Americas. “With the aircraft’s open-plan luxury cabin, recently upgraded Internet and entertainment system and the company’s tailored approach to every charter flight, G-NOAH has proven to be popular within the charter market, and I look forward to introducing U.S. based clients to this fantastic aircraft,” said Salazar.

Acropolis will also be the launch customer for the Airbus ACJ320neo, expected to enter service in 2020. o of fuel distributor Eastern Aviation. “Vessix enables FBOs to simplify how they do business-from payment processing and tracking fuel inventory to calculating taxes and scheduling flights. I see this all-in-one-tool as a real ‘win-win’ for the Eastern Aviation Fuels FBO network.”

Vessix COO Tom Perkins told AIN that he expects the system to be rolled out in approximately 100 additional FBOs by April.

“During a recent customer training session, it was amazing to see the light bulbs go on when FBO staff members started playing around with our point-of-sale module,” said Perkins. “Vessix is so intuitive and user-friendly that it literally takes five or 10 minutes before staff are off and running, ready to process payments and get to work.”

Here at NBAA 2015, the company will be sharing its booth (C13851) with WEX, a provider of corporate payment solutions.

“Virtual credit cards are increasingly being adopted as an alternative to issuing standard corporate cards as they offer numerous benefits, including the ability to reduce fraud and improve accounting and reporting,” noted Vessix CEO Chris Bridges.

“By integrating WEX’s global electronic payment solutions with our Vessix data management and business intelligence capabilities, together we are able to offer an exciting, innovative virtual MasterCard payment solution for our customers.” o

NEWS CLIPS z XJet Is Looking To Manage Growth Growing aviation services provider XJet has partnered with New York-based integrated project and program management consultant Faithful+Gould for the expansion of its current locations in Denver and London, as well as the establishment of its new bases in Dubai, Dammam, Saudi Arabia and Paris.

With the signing of a 10-year lease with Dubai World Central, XJet (Booth C6627) recently relocated its headquarters from Denver to the Dubai airport, where its 8,600-sq-ft terminal is expected to open in April. Plans are currently under way for a terminal and hangar complex at Dammam King Fahd International Airport, the first in the region to house private aircraft. XJet’s facility at London Stansted in the former Diamond Hangar, which is more than 90,000 sq ft and one Europe’s largest private hangars, is currently undergoing renovation to create a new clubhouse for its membership-based business model, as well as new VIP lounges and conference rooms. A new-build facility is also slated for Paris Le Bourget.

The company has also given award-winning interior designer Katharine Pooley responsibility for the interiors of its global facilities.

z Aspen/L-3 ADS-B Interface Gets FAA Approval Aspen Avionics secured FAA certification for the addition of ADS-B functions to its Evolution primary and multifunction displays through an interface with L-3’s Lynx NGT-9000 and NGT-2500 systems. The RS-232 interface enables the display of ADS-B in weather and traffic display from the NGT-9000 Mode S extended squitter transponder or the NGT-2500 remote universal access transceiver box onto the Aspen displays. Further, active TAS traffic can be displayed through Lynx NextGen Active traffic from the NG-9000+ model.

L-3’s NGT-9000 displays data on its own touchscreen display, but the interface provides pilots the option to arrange data on the larger Aspen primary flight or multifunction display. The NGT-2500 is a single-box system that includes ADS-B out and in display options. It has an embedded GPS/WAAS source and can be coupled with both Mode C and S transponders.

“Customers are shifting their focus from the question of what is ADS-B, to researching their options of how they get the most benefit from the mandate,” said Mark Ferrari, vice president of sales and customer support for Aspen (Booth N921), adding that the partnership with L-3 (Booth C8145) enables the company to provide a wider range of options.

z Crane Transformers Selected for New Gulfstreams Crane Aerospace (C7818) has been selected by Gulfstream Aerospace to provide its ELDEC transformer rectifier units (TRUs) on the new Gulfstream G500 and G600. Each aircraft will have five 250-amp TRUs that will provide DC bus power throughout the aircraft. Gulfstream previously selected the same TRU for use on the G650, providing commonality across all three aircraft models.

Crane Aerospace & Electronics has been supplying TRUs for commercial and business aircraft since the 1960s. The highefficiency 250-amp TRU offers 115-volt AC three-phase current at 400Hz input, with 28-volt DC output power.

z Luma Gets EASA Nod for King Air LED Panels Bellevue, Wash.-based Luma Technologies, which develops and builds retrofit LED annunciator panels for most Beech King Airs, received EASA certification for its LT-4500 series units for installation across seven different instrument panel sizes. Pricing for the STC ranges from $16,500 to $20,000, depending on the model of aircraft. Each panel carries a fiveyear warranty.

Luma Technologies (Booth C13302) also announced that it has fulfilled an order from the FAA for 20 LT-4500 series annunciator panels for the agency’s fleet of King Air Super 300s, which are used for the Flight Inspection Operations Group.

Company president Bruce Maxwell said, “You just can’t get a better endorsement than having the FAA install the LT-4500 system across its B300 fleet.”

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NEWS CLIPS z Daher Has a Support Package for TBM Charter Ops Daher introduced TBM Charter Pack, a suite of OEM support services for Part 135 operators flying the company’s TBM series (700/850/900) single-engine turboprops. The offering, announced Monday at NBAA 2015, includes an extended version of Daher’s TBM Care Program; continuing airworthiness monitoring through CAMP Systems; a TBM maintenance hotline; and TBM professional training courses. Daher (Booth C13307) developed the product in response to rising use of the TBMs for charter operations.

“As TBM charter flights continue to develop around the globe, we want our services to best match the expectations of commercial operators,” said Nicolas Chabbert, senior vice president of the French company’s airplane business unit. He noted that Australia’s Wagga Air Centre flies a TBM for charter, as does France’s Voldirect, while Altijet, also in France, has filed for an air operator certificate for the TBM it recently purchased.

EASA is expected to soon approve passenger charter flights aboard single-engine turboprops in IFR conditions, which should further expand TBM charter ops on the continent. Little Hawk Logistics, a Virginia-based charterer formed in June, also operates a TBM 850, it’s sole aircraft, under the Meridian Air Group’s Part 135 charter certificate.

Here at NBAA 2015, Little Hawk CEO Eric Waldon said performance of the TBM “translates into charter costs that are well below any other solution–at greater speed and comfort.”

z Nextant To fly with Next-gen Collins Pro Line 21 Nextant Aerospace is unveiling the next-generation of Rockwell Collins Pro Line 21 avionics for its remanufactured Nextant 400XTi business jet. Added features to the four-display baseline system include synthetic vision, ADS-B out, electronic charts and RF legs. New optional features include wireless loading of databases, VHF datalink for flight plan uploading and Link 2000+ for operating in European airspace. The new avionics will be standard starting with 2016 deliveries, and the system can also be retrofitted to the 60 400XTis already in service. Nextant Aerospace brought a 400XTi to the NBAA indoor static display inside the Las Vegas Convention Center.

z flyGarmin App Updates Avionics Databases Garmin (Booth C8943) released the new flyGarmin app to provide avionics database updates and accommodate the distribution of Jeppesen charts. The app–currently available for Windows, with Mac availability expected in 2016–is designed to simplify updates of navigation data, charts and other information.

Additionally, Jeppesen charts are available for Chartviewenabled devices. Offered for the first time from Garmin, Jeppesen subscribers can update Jeppesen charts along with Garmin’s databases from a single source.

Operators register their products at flyGarmin.com and purchase databases either through PilotPak bundles or à la cart.

Before the first download, flyGarmin will prompt customers to download the app. Once downloaded, the operator can transfer the databases from their PC to their Garmin device.

z WSI Partners with GoGo on Pilotbrief Optima Weather Services International (WSI, Booth C10840) has teamed up with airborne connectivity provider Gogo Business Aviation at NBAA 2015 to make its Pilotbrief Optima product for the iPad useable as both a preflight and in-flight tool.

Pilotbrief Optima version 2.10, when paired to Gogo’s broadband Internet connectivity, provides pilots with real-time in-flight weather, airport Notam and critical flight information procured from WSI’s massive weather, airport and flight information system. The app also supports a revamped distance and bearing tool, ocean tracks visualization, forecast echo tops information and precise lat/long (seconds, not just degrees), as well as a more user-friendly interactive tool bar for accessing features.

Gogo connectivity makes the app run smoothly in the cockpit, where reliability is key to both safety and efficiency in flight. Pilots can download or upgrade the app via the Apple App Store.

Textron has a full-size, ground-test example of its indevelopment Longitude business jet on display at the aircraft static display. The testbed was built on production tooling and has a full interior installed.

Longitude testbed here at NBAA

by Matt Thurber For some aircraft manufacturers, cycle times for new jet programs are accelerating, meaning that the time from launch to design freeze to prototype rollout and certification is finally getting shorter.

This is clearly evident at the NBAA static display at Henderson Airport, where Textron Aviation is showing off a full-size Citation Longitude with a production interior.

Although this airplane won’t fly–it is a ground-test article–it was built on what will become production tooling and for all intents and purposes it looks like a real airplane that could fly back to Wichita after the show. It is also evident that the Longitude is, well, long, at 73 feet from nose to tail, 20 feet tall and 67 feet from wingtip to wingtip.

The Longitude, like the Latitude, features a sixfoot standup flat-floor cabin. Both airplanes share the same fuselage width (77 inches interior) and height, but the Longitude is just over 10 feet longer. Powered by Honeywell’s HTF7000 series turbofans, the Longitude is much faster, too, with a high-speed cruise of 476 ktas versus the Latitude’s 446 ktas. Full fuel payload for the Longitude will be 1,500 pounds, 500 more than the Latitude.

And while the Longitude originally was to have a range of 4,000 nm, that is now 3,400 nm. This has to do with Textron Aviation’s announcement of the new large-cabin, 4,500-nm Hemisphere and the positioning of the Latitude, Longitude and Hemisphere as a new three-product family.

“What we’ve done instead of two planes in this space, we got the ability to put three in this space and cover different ranges that we feel are competitively priced and with brand-new technology,” said Textron Aviation president and CEO Scott Ernest. “This is a great story of growth, continuing to invest in the product and listening to the customer.”

There are other similarities between the Latitude and Longitude, including the Garmin G5000-based flight deck with Garmin autothrottles and radar. Both also are equipped with a vacuum-assisted externally serviced lavatory. The Longitude will offer a full galley with sink and potable water and in the cabin, there is 20 percent more legroom than in competing airplanes, according the Michael Thacker, senior vice

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president of engineering. The Longitude’s baggage area will be accessible in flight. Seats are all new and are the largest for any Citation. “This is a no-excuses super-midsize jet, with a combination of payload, speed and range that is the best in the industry and with lower operating costs,” he said.

Streamlining Production Processes

Textron Aviation engineers are constantly refining airplane design and manufacturing processes, and this contributes to the company’s ability to bring airplanes to market quickly. One example is the use of more robotic tools on the assembly line.

The wing jig, for example, uses robots to drill the 6,000 holes that eventually will be filled by rivets.

Instead of a technician drilling each hole, which takes three levels of step drilling for each hole, the robot drills accurately and without error in about 20 percent of the time. “The robot doesn’t get its elbow or shoulder injured,” Thacker said. “There’s a safety and quality benefit.”

Robotics are also used to make some components, such as aft pressure bulkheads, more efficiently. Textron Aviation engineers designed the robotics systems in-house, instead of seeking third-party assistance. “We chose that path on purpose,” Thacker said. “We quoted with outside suppliers, and they wanted a ridiculous amount of money. And if it breaks you have to call them.

We’re doing it faster, at a third of the cost of what suppliers charge. We bought existing off the shelf [robotics] products. The science is programming it and making it work. We’re being asked, from a manufacturing perspective, how to take that [design] and move into full rate production faster than before,” he said.

Engineers also look for opportunities to simplify systems and make them more reliable. One example is a power takeoff unit, which normally consists of three independent components. This has been combined into one unit with fewer moving parts, lower weight and less cost.

All of this work is clearly helping Textron Aviation achieve some of the fastest certification cycle times in the industry, with the Latitude going from first flight to certification in just 14 months.

The Longitude is now scheduled to fly in mid2016, with deliveries in the second half of 2017. o

JSSI launches three new services

by James Wynbrandt Fresh off celebrating its silver anniversary at last year’s NBAA Convention, maintenance program provider Jet Support Services, Inc. (JSSI) of Chicago is launching this year at NBAA a trio of services aimed at expanding the breadth of its portfolio.

“After our first 25 years, now we’re entering a new phase in our maturation,” said Neil Book, JSSI president and CEO. “In this new phase, we’re focused on transforming ourselves from an hourly cost maintenance provider to a fully integrated solution provider to the business aviation community.”

The three new services debuting here are JSS1 (JSS One), an

all-inclusive tip-to-tail coverage program; the JSSI Asset Monitoring Platform, to help lenders keep tabs on the aircraft they finance; and the JSSI Parts division, offering parts at lower costs through JSSI’s buying power.

Tip to Tail

JSS1, the tip-to-tail coverage plan, “will be the first program that covers everything, even going beyond maintenance, things every other company excludes: paint and interior, corrosion and aircraft washing,” said Book.

“We have bounced this off customers, and we’re seeing a lot of demand in the large-cabin

BBA expands services by compacting toolbox

by Rob Finfrock Not to be eclipsed by recent news from the Signature Flight Support side of the company’s planned acquisition of Landmark Aviation, BBA Aviation Aftermarket Services (Booth N3505) has some noteworthy announcements of its own, headlined by greatly expanded service and repair capabilities for aircraft in the field.

Building on last year’s successful debut of the “Thrill of the Build” display on the show floor, in which NBAA attendees watched as BBA Aviation technicians performed a full overhaul on a PT6, the program will return for NBAA 2015. But this time BBA is demonstrating an example of the company’s new mobile APU repair capabilities, with company personnel fully servicing a Honeywell 36-series APU during this year’s show.

“Ten years ago we pioneered mobile servicing for APUs, and now we’ll showcase our capabilities to extend beyond the service truck,” BBA Aviation Aftermarket Services president and CEO Peg Billson told AIN. “Previously, our ability to service these units in the field was constrained by where we could park the truck, but we’ve assembled a ‘toolbox’ about the size of a medium suitcase that can be shipped to anywhere that’s accessible through FedEx and UPS.” In addition to spotlighting its portfolio of services for

fixed-wing operators, the company will also highlight its expanded range of services for corporate rotorcraft operators at NBAA 2015. Last year, BBA Aviation subsidiary Dallas Airmotive earned designated overhaul facility (DOF) authorization from Pratt & Whitney Canada to service PW200, PW210 and PT6C turboshafts, while its Middle East MRO operation, H+S Aviation, earned des-

space,” the aircraft category initially eligible for JSS1.

Coverage will be customized.

“It allows the customer to say, ‘Here’s the operation of my aircraft, I’m going to fly this many hours,’ and we can tell them exactly what it’s going to cost,” said Book.

JSSI anticipates many current customers will upgrade to the tip-to-tail program, and also sees opportunities to win new customers who might be new to hourly programs, but also put off by so many suppliers and programs.

Owners of aircraft under factory warranty seeking supplemental protection for noncovered items can also enroll workflow and facilities design, all with the goal of reducing turnaround times for customers.

As an example of those efforts, Billson pointed to the recent delivery of two fully overhauled JT15D turbines “in less than 35 days,” versus the typical turnaround time of 60 days. “Improved turnaround times reduce our customers’ rental engine costs and limit the amount of time their airplanes are down,” she added.

For 2016, Billson expects BBA Aviation to perform approximately 5,000 field service events.

She also noted that Pinnacle Air Network has opted to continue with Dallas Airmotive as the preferred engine supplier for

in JSS1. The company believes demand will be especially strong in emerging markets, where owners and operators have little business aviation experience.

“You have people who haven’t owned an airplane before buying a Global or a G650,” said Susan Marr, executive v-p and general counsel. “They want to go with the experts with all the data, the people who understand the airplane.”

At JSSI’s display here at the show (Booth C7318) James Stovall, director of program development, and Kevin Thomas, senior v-p, business development and strategic planning, are eager to meet with attendees interested in tip-totail coverage.

Asset Monitoring

The JSSI Asset Monitoring Platform (AMP), a web-based tool, enables banking and lending institutions, with the aircraft owner’s consent, to monitor the state of any aircraft they’re financing that’s enrolled in a JSSI program. AMP was born of a growing trend among lenders to require aircraft they finance to be enrolled in an hourly engine maintenance program. It provides access to maintenance records, a fiveyear forward-looking view of upcoming maintenance events, flight activity logs and other data, and it can also send alerts and notifications.

AMP has undergone beta testing at six banks in the U.S. and other regions. “Banks can drill into a fine level of detail,” said Book. “It’s going to reduce their administrative costs, they’ll spend less time on the phone and will have all that data right in front of

them.” Book noted that under internal operating procedures, banks must conduct a physical inspection of the asset on an annual basis, a burden AMP eliminates. “JSSI representatives see the aircraft several times a year and collect logbooks and inspect the aircraft on an annual basis, which banks aren’t equipped to do on their own,” said Book. In the event of a default, lenders will have “a true understanding of future maintenance exposure.”

AMP is free, “delivered as a value-add, no-cost, no-subscription-fee,” said Book. “This is a tool to make their life easier.”

JSSI invites lenders attending the show to meet with AMP director James Appel, who spearheaded development of the tool, and see a product demo. “If you’re a bank with an aircraft on a JSSI program, you can see your actual data at the show,” said Book.

JSSI intends to provide “regular updates and add a significant number of features and capabilities on this platform,” Book said.

JSSI Parts is a new division that “we created because our customers demanded it,” said Book. Customers enrolled in engine maintenance programs often ask JSSI for airframe components, he added. Now JSSI will “leverage our buying power strategically” to get parts at discounts that will allow the company to pass savings along. “It’s another opportunity for JSSI to reduce the overall cost of maintenance,” Book said. “We want to provide budget stability.”

Jim Sellers, JSSI director of purchasing, is here at the show and eager to talk to attendees about the new parts division. o

SOUTH DAKOTA FBO UNVEILS NEW FACILITY BBA’s Dallas Airmotive unit will be overhauling an APU like this one live on the NBAA show floor, demonstrating the company’s newly downsized mobile toolbox.

ignated overhaul facility approval for the PW200, PW210, PT6C-67 and PT6T. “We have 230 locations on five continents, and more than 13,000 employees worldwide,” Billson added. “We have the most extensive field service network in the industry, with more than 100 technicians deployed worldwide for 24/7/365 coverage.”

The company has also invested substantially in methods to streamline its operations, including the upcoming completion of a new testing center and MRO facility in Dallas. Billson noted that BBA Aviation is constantly seeking methods to optimize

Pinnacle’s 19 affiliated FBOs. “This selection followed an extensive and competitive process, and we’re very excited about it,” Billson concluded. “As we continue to optimize our operation and extend our field service network, our global repair capabilities have become energized. We’ve seen other companies highlight when they reach certain milestones for field service events. Their milestones are what we service in a year.” o

Westjet Air Center, the only full-service FBO at South Dakota’s Rapid City Regional Airport (RAP), held the grand opening for its new facility. With a stone exterior and copper ceilings, the 5,000sq-ft terminal included in the $1 million-plus project is designed to resemble a luxury home or hotel. The facility offers a flight-planning center, pilots’ lounge with a pair of snooze rooms, conference room and a children’s play room. Westjet has an agreement in place with a local gym to provide day passes to crewmembers. The company is also in the process of renovating its adjoining 6,000-sq-ft former terminal, part of a hangar, which contains offices and meeting space.

The location has 56,000 sq ft of hangar space and can accommodate a DC-9, and is home to approximately 14 turbinepowered aircraft ranging from a Citation V to a Meridian. Westjet’s maintenance staff is certified to provide on-call repairs for the airlines that serve the airport. The company, which has been a Phillips 66 (Booth C7312) fuel dealer since 1958, provides fueling to the airlines at RAP as well as GA traffic. Earlier this year Westjet upgraded its fuel farm, which now holds 88,000 gallons of jet-A and 23,000 gallons of avgas.

–C.E.

www.ainonline.com • November 17, 2015 • NBAA Convention News 91

Rolls-Royce expands Global Service Center Network

by Charles Alcock Rolls-Royce is expanding its global network of authorized service centers (ASCs) for business aircraft operators with new appointments in the U.S., Brazil, South Africa and the UK. Announcements made at the NBAA

show this week take the engine maker’s network of approved support facilities under its CorporateCare program to 57.

StandardAero is joining the network, adding its Los Angeles maintenance facility to support AE3007A and BR710A2-20

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turbofans. The company will provide further AE3007A capability at its bases in Augusta, Ga., and Houston.

TAG Aviation is another addition to the Rolls-Royce ASC network. Its maintenance shops at the London-area Farnborough Airport and the Lanseria Jet Center in Johannesburg, South Africa, will both support the AE3007A. Extending south into Latin America, more AE3007A support capability has been added in the shape of the Embraer Executive Jets facility in Sorocaba, Brazil.

The engine powers the Brazilian airframer’s Legacy 600 and 650, as well as its ERJ 145/140/135 family of regional airliners.

Bombardier Business Aircraft’s service center in Wichita, has just received certification to maintain BR710A2-20 engines.

These power the Canadian airframer’s Global Express family.

Meanwhile, ExecuJet Aviation and Constant Aviation have renewed their ASC contracts with Rolls-Royce (Booth

C8134) for a further five years to support the AE3007A. The contract with ExecuJet is for its Dubai facility, while Constant Aviation is adding its Birmingham, Ala., and Las Vegas, Nev., bases to a network that already includes Cleveland, Ohio.

According to Stephen Friedrich, sales and marketing vice president for RollsRoyce’s small and medium engines, the CorporateCare care program now covers more than 1,800 aircraft, with at least 70 percent of newly-delivered engines being covered. Overall, that’s close to 80 percent of Rolls-Royce’s business jet powerplants.

“CorporateCare is well accepted in the marketplace. The engines are standard equipment and so you really need an OEM support program,” Friedrich told AIN. “It helps you retain residual value and protects liquidity. The focus of our customer services team is on averting missed trips and the [dispatch] reliability rate now stands at 97 percent and AOG response time is less than 24 hours.” o

‘Skytrac 2’ rebrands products; heralds an expanded portfolio

by Kerry Lynch Skytrac Systems rolled out a new branding, Skytrac 2, that encompasses its growing lineup of aircraft fleet performance trending, quality assurance and real-time connectivity products. The change comes as the company expands from its original roots as a flight-tracking specialist into multiple areas of data-gathering and analysis that is designed to improve safety, operations and bottom lines.

“Skytrac 2 is part of a new brand identity that reflects our evolution over the past three decades,” said Skytrac CEO Stephen Sorocky. “The aviation industry

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92 NBAA Convention News • November 17, 2015 • www.ainonline.com

Charter and FBO operator KaiserAir (Booth C10143) of Oakland, Calif., completed the first installation of Gogo’s ATG 8000 Wi-Fi system, which is designed for transport-category aircraft. The installation was performed on KaiserAir’s Boeing 737. The system enables passengers to surf the Web, access email and log onto their corporate VPN using their own laptops, smartphones and tablets on all domestic flights.

“The ATG 8000 brings Gogo Biz’s high bandwidth connectivity to VVIP luxury aircraft configurations,” said Rick Brainard, KaiserAir director of maintenance, marketing and business development. “The extra bandwidth is a perfect fit with our all-first-class configuration.”

In addition to its charter operations, KaiserAir operates FBOs in Oakland and Santa Rosa, Calif.

–J.W.

is becoming increasingly sophisticated, and clients are looking for more than simple GPS tracking.”

In recent years, Skytrac (Booth C8019) has moved further into the flight data management arena, helping to gather data from multiple sources not only to “make sure the aircraft is flying, but the flying is happening in the safest way.” It also has looked at the downloading of data to help the back office better manage its business, and the automation of information.

Skytrac had contemplated changing its name, but Sorocky said it had such strong brand recognition build up from its flighttracking efforts that it decided to build upon it instead.

The change comes as SkyTrac steps up its efforts to educate the business aviation community that data management is not just for major airlines. “Business aircraft operate under challenging conditions with unscheduled flights in and out of demanding airports, frequent use of VFR runways and smaller, less formally structured crews,” he said.

“This operational variability combined with tight corporate aviation budgets and an industry requirement for firstclass, on-demand services makes automated qualitative systems analysis all the more important.”

SkyTrac’s work with leasing companies revealed that unreported or misreported hard landings of large airliners can increase costs by between $1.5 million and $7.5 million for aircraft owners. SkyTrac has a monitor that can detect hard landings, he said, which will save on maintenance costs and improve safety. “Data is about capturing previously hidden information and incorporating it into your overall operating procedures,” he said. o

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Satcom Direct’s new SD FlightLog electronic flight data log can be run on portable devices.

Satcom Direct launched a Web-based electronic flight data log with advanced features that it says set the product apart from existing paperless flight log solutions. The SD FlightLogs product is run through the Florida-based company’s FlightDeck Freedom datalink service and automatically tracks all aircraft movement events, tagging block times from the flight management system data. Having captured the data, the system calculates and records cycle events while documenting all in-flight information leg-by-leg.

The main advantage of introducing this degree of automation is to reduce the amount of time flight crew spend manually inputting data. Manual data entry is still required for some fields and the system will alert crew when manual entry fields have missing or inconsistent data.

In fact, users are able to make changes to any data (whether automatically or manually logged) before leg verification. All information is stored in Satcom Direct’s secure data center.

According to Darrell Herrera, Satcom Direct’s product manager for flight deck services, around 90 percent of Part 91 operators are still using paper flight logs.

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94 NBAA Convention News • November 17, 2015 • www.ainonline.com

The company has yet to confirm a price for using SD FlightLogs, which will be offered as an add-on service for FlightDeck Freedom on a per aircraft basis.

SD FlightLogs promises all members of an operations team, real-time access to all flight data. They can access information from three primary menus: fleet overview, trip list and trip details, giving them the option of choosing a summary of data or opting to look at certain items in a lot of detail for each leg of a trip.

“Pilots are often out of synch with their airplanes,” commented Herrera, pointing out that by automating the collection of data, SD FlightLogs overcomes the likelihood of human error compromising the accuracy of data recording. “Because the system is Webbased there is no hardware or software, and we’re working directly with the avionics provided by OEMs.” Data-storage Capability

The system, which is compatible for use with a variety of mobile devices, will be able to relay total flight and cycle time information to manufacturers and other vendors supporting aircraft, such as maintenance providers. It can be integrated with third-party maintenance and scheduling software.

Flight data can be captured and stored for the whole life of an aircraft, including verification of all legs and trips. The system can issue smart alerts when operational inconsistencies are found.

SD FlightLogs will work on any aircraft that has a datalink-capable cockpit and is covered by a FlightDeck Freedom subscription. Information can be relayed via multiple input sources, such as SwiftBroadband or Yonder position data, or ASDI/FAA data.

Other data can be streamed from the aircraft’s avionics suite through datalink reports, with Satcom Direct having developed its own logic to automate the capture of data points.

The information is transmitted via Inmarsat and/or Iridium satellite datalink communications or VHF datalink communications. Once all input data points are validated from the system’s movement reports database they are captured and displayed.

This evening from 6 p.m. to 7 p.m., Satcom Direct (Booth C10134) will host an SD FlightLogs Fiesta for its FlightDeck Freedom customers. This will include live demonstrations of the new system. o

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QTA sounds Stage 3 alert: final deadline just weeks away

by Harry Weisberger Quiet Technology Aerospace (QTA) is advising operators of older business jets that the Jan. 1, 2016 FAA deadline for all aircraft to comply with Stage 3 noise regulations is rapidly approaching.

Hollywood, Fla.-based QTA (Booth N6104) is running a “Rush to Hush” campaign to fill the remaining fourth-quarter slots for its turbine engine hushkits for Rolls-Royce Spey-powered Gulfstream GII, GIIB and GIII jets. QTA President Ben Brown said the company plans to extend production into 2016 to ensure that all operators who want to keep their Gulfstreams in operation can do so. QTA has upgraded more than 130 aircraft with its Stage 3 hush kits since installations began in February 2003. In those 12 years, aircraft equipped with QTA’s kits have accumulated more than 200,000 flight hours and 90,000 cycles.

Under the FAA Reauthorization and Modernization Act of 2013, the phase-out of Stage 2 business jets was set for midnight Dec. 31, 2015. The FAA has since amended Part 91 regulations that mandate compliance. QTA cautions that operators of these Gulfstreams have only two options: either hushkit or retire their aircraft.

QTA, founded in 1986 as Quiet Nacelle Corp. (QNC), first developed a Stage 2 hush kit for the Douglas DC-8, using carbon graphite for the acoustic inlet barrel and fan ducts. The same technology was later applied to the Boeing 707 Stage 2 and Stage 3 hushkits, also installed on U.S. Air Force C-135s and the Speypowered BAC 1-11.

The company applied the same technology to the Stage 3 hushkit for the Gulfstream family to meet objectives of minimum weight, no lost performance or

Supersonic bizjet age is nigh says Aerion’s top executive

by Chad Trautvetter Aerion chairman Brian Barents said at the Wichita Aero Club in late September that we are on the verge of a “new supersonic age” in air travel. In partnership with Airbus, Aerion is developing the Mach 1.5+ AS2 supersonic business jet (SSBJ), which is now expected to be certified in 2023. Final assembly is likely to be conducted in the U.S., he revealed.

While the now-retired Concorde was “truly an awesome technical accomplishment, it was a financial failure that set

Passenger comfort at Mach-busting speeds is a large factor the Aerion equation. Light, airy interiors enhance the experience of supersonic travel.

back development of subsequent supersonic designs. No one could see an economically viable path forward for supersonic transports,” Barents noted.

“Until Aerion, that is.”

With Concorde as a “cautionary tale,” he pointed out that a new generation of supersonic jets must be both “practical and efficient,” which Barents believes is possible with the AS2’s laminar-flow wing technology. Because of its laminarflow wing, the AS2 can efficiently cruise at Mach 0.95 and Mach 1.4, allowing the aircraft to fly about 5,000 nm whether restricted to subsonic speeds over land or cruising supersonic over water.

The company’s market studies suggest a demand for 600 SSBJs over 20 years, even at the three-engine AS2’s $120 million price point and with a restriction that the aircraft be operated at subsonic speeds over land, he noted. “For the first 10 to 15 years, the supersonic market will consist of entrepreneurs, ultra-high-net-worth

96 NBAA Convention News • November 17, 2015 • www.ainonline.com

U.S.-based Rolls-Royce Spey-powered Gulfstream GIIs and GIIIs will have to have hushkits installed, or stay on the ground after the ball drops in Times Square at the end of 2015. QTA is here to offer solutions.

range and unrestricted worldwide access.

The kits weigh 240 pounds installed and provide up to seven-decibel reduction in internal cabin noise, according to QTA. The QTA hushkit also meets all worldwide noise regulations, including the

European/Swiss/Australian Marginal Compliance requirement for meeting Stage 3 noise limits by five decibels or more. Installation takes 10 days, and the QTA hushkit includes a 48-month structural/corrosion guarantee. o

Aerion’s AS2 supersonic business jet is designed to fly at speeds better than Mach 1.5, but also to operate efficiently at subsonic speeds.

standard for supersonic aircraft–one that provides an equivalent level of noise reduction to that required of subsonic aircraft.”

This “physics based” approach is consistent with the “equivalent technology” and “economic reasonableness” principles that the FAA has employed in the noisereduction requirements in current rules.

“A new standard would enable the development of supersonic aircraft that are aerodynamically efficient, fuel efficient and minimize community noise emissions consistent with maintaining economic viability,” Barents said.

Meanwhile, Airbus “will play a large role in the development of the AS2,” he noted, adding that the airframer is “our OEM partner” and is with Aerion “to the finish line.” Barents also pointed to Airbus’s “significant U.S. resources,” saying that he would not be surprised to see collaboration with Airbus divisions in the U.S. “Aerion will own the AS2 type certificate,” he said.

“And we anticipate Aerion will conduct final assembly in the U.S., with extensive support from Airbus in engineering manufacturing and certification.” o

individuals and, over time, more corporate customers, as well as, perhaps, governments,” Barents said. “These will be the pioneers of the new supersonic age.”

Speaking about the AS2’s powerplant, he said that Aerion is looking for an engine that meets Stage 4 noise and emissions standards, as well as provides for growth. “We have had some fruitful discussions with the major engine suppliers,” Barents said, adding “We hope to have more to say soon.” The company is expected to announce more on this front here at the NBAA Convention.

He said the largest hurdle for Aerion is not sonic boom mitigation, but meeting airport noise standards. “Without a change to community noise regulations, a new generation of low-boom supersonic will literally not get off the ground,” Barents maintained. “That is why we are advocating in our discussions with NASA, the FAA and international bodies for new research aimed at the development of an appropriate noise

ADS-B STC AWARDED TO FLYING COLOURS Flying Colours has secured an FAA supplemental type certificate for ADS-B out for the Bombardier Challenger 604 and 605. The first aircraft to be fitted with the DO260Bcompliant system, a 605, was completed at the company’s St. Louis, Mo. facility in late September. The STC will be submitted for validation by both Transport Canada and Europe’s EASA this year.

Following the 604/605 certification, Peterborough, Ontario-based Flying Colours has moved on to a second ADS-B installation on a Challenger 300. FAA approval of this STC is anticipated before the end of the year.

“With this new STC we can offer our owners a fully compliant option that meets the FAA/EASA requirements for ADS-B out. It adds to our growing list of STCs, and illustrates our commitment to investing in the technology and know-how to support the upgrades our customers will need for their aircraft,” said Troy Funk, vice president of technical services. The STC will be available for installation at all Flying Colours facilities. Flying Colours is taking orders for the ADS-B out upgrade at its NBAA booth (C9340). –D.L.

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To find out more contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com. Visit us at NBAA booth no. C8134.

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Help-wanted listings for mechanics driving online growth for JSfirm

by Kerry Lynch Online aviation job board JSfirm (Booth N5718) has enjoyed a 13-percent annual growth rate on average over the last decade and a half. But as it marks its 15th anniversary, the Roanoke, Texas-based firm is seeing a slight shift in client base. The company is starting to see an increase in postings for pilot positions from the major airlines, said managing partner Sam Scanlon. This increase, coupled with general improvement in business overall, has resulted in JSfirm’s business in the past couple of years surpassing its growth goals by120 percent. As a result, Scanlon said, JSfirm has doubled its employment base in recent months, hiring additional customer support professionals to work with new customers.

Scanlon founded the company with partner Joel Meanor in 2000. Both were pilots and airframe and powerplant mechanics with backgrounds in the Part 145 segment. At the time, Scanlon

noted, the Internet was still a relatively new place for hiring. “We knew it was a good place to be,” he said. Hiring was “very traditional,” with Monster.com the primary means to attract talent.

In aviation, though, it could be difficult to find the proper skills for various positions. “We understood the pains it could take in hiring,” he added.

4,000 Clients

Their first client was Helicopter Aviation Services (HAS), a helicopter maintenance firm where they had both worked in the 1990s. Now JSfirm has 4,000 clients that range from large companies such as Boeing and Lockheed Martin to small mom-and-pop shops. And more than 400,000 resumes have been added to the JSfirm database.

The number of resumes surged during the economic downturn, Scanlon said. While the company has averaged strong growth, it did hit a slow

year from the job postings side in 2008 when the market plummeted. “2008 was the only year where we had a decrease [in job postings],” he said. Since its revenue is derived from the job postings rather than the resumes, JSfirm also felt the effects of the downturn. “It was a struggle, but we managed,” Scanlon said.

Now the tide has turned, with employers having a hard time filling positions. “We’ve heard all this talk about shortages of pilots and mechanics. The shortage is real.

We are seeing it now,” he said.

At JSfirm, airlines are starting to pay for advertising, he said. Pilot postings are the largest growth area for the company. But JSfirm also has picked up a number of new clients that were struggling to find qualified mechanics, and mechanic postings remain among the largest hiring areas.

As JSfirm has picked up new airline clients, the corporate business has remained steady. So too have postings for operations that

Job posting specialist JSfirm has seen double-digit annual growth in listings over the past 15 years, making it tough to argue that demand for aircraft personnel isn’t real.

operate utility fixed-wing aircraft and helicopters.

Every March, JSFirm releases a forecast, and Scanlon said this year’s outlook has remained on track so far. It found that 92 percent of companies surveyed had plans to hire, and 78 percent project growth for this year. The survey said job cuts were slowing: 72 percent did not cut jobs in 2014 up from 68 percent in 2013. Also the attrition rate slowed, with 48 percent reporting a rate of less than 5 percent attrition in 2013 and 55 percent reporting the

Stein’s opens first FBO; has plans to add a second

by Curt Epstein

G5000 GRACES HAWKER 400XP AT INDOOR STATIC Elliott Aviation of Moline, Ill., brought a Garmin G5000-equipped Hawker 400XP to the indoor static display here at the NBAA show and announced a $40,000 discount on pre-orders for Garmin G5000 flight deck upgrades in the Beechjet 400A or Hawker 400XP. The discounts will be applied to all signed contracts with a deposit until Dec. 31, 2015. Elliott Aviation already has orders for seven installations and is expecting many more in the coming weeks.

The G5000 upgrade includes three 12-inch displays (two primary flight displays and one multifunction display), two GTC 570 touchscreen controllers mounted forward of the power levers, two GCU 275 PFD controllers, digital, dual-channel, fail-passive automatic flight control system and a Mid-Continent Instruments Standby Attitude Module. Options include synthetic vision, ADS-B IN, TAWS-B, TCAS I or II, Sirius XM weather and Garmin Connext global datalink.

The supplemental type certificate for the G5000 upgrade will be owned by Garmin, and qualified dealers such as Elliott Aviation will be able to complete the installations. Elliott Aviation has long experience installing the G1000 upgrade in King Air turboprops.

“Our success as Garmin’s leading retrofitter has put us in position to lead the Beechjet 400A and Hawker 400XP G5000 program,” said Conrad Theisen, director of avionics sales for Elliott Aviation.

The G5000 upgrade should shave up to 250 pounds off the typical Beechjet/Hawker 400XP, according to Elliott Aviation. Certification of the system is expected in the first quarter of 2016.

–M.T.

Known primarily as a Wisconsin-based aircraft management provider, Stein’s Aircraft Services (SAS) last month held the grand opening for its own FBO at Kenosha Regional Airport, where it is now one of two service providers. While the company has been in business for the past 15 years, in honor of the achievement it is making its NBAA Convention debut here in Las Vegas, where it will be exhibiting its services as part of the Shell

Aviation display (Booth C8532).

The company’s newly-built 44,000-sq-ft Shell-branded facility features more than 30,000 sq ft of aircraft storage space, which can accommodate aircraft up to a BBJ; a two-story attached terminal with passenger lounge; pilot’s lounge; exercise room; and game room, among other amenities. SAS also features a Part 145 repair station. With a presence at the airport for the past several years and having to lease hangar space, “We finally

same low rate in 2014.

Corporate operators represented the largest category of survey respondents at 24.23 percent, with light general aviation and helicopter operators following at 23.89 percent and 23.38 percent, respectively.

While JSfirm is enjoying growth alongside the industry upturn, Scanlon also attributed its success to customer service.

While an online product, he stressed that customer service is what keeps the clients and expands the base. o decided that we could do a better job ourselves and control what was happening a little better,” said SAS owner Michael Stein.

The company was not required to go through the request-forproposal process to establish the facility. “We just went in and told them what we wanted to do and they were ready to have us,” he said. The new base is home most of the company’s managed fleet, which includes 16 aircraft ranging from Falcon 900s to a Turbo Commander.

The company also received permission to transform its facility at Waukesha County Airport into an FBO with available maintenance. SAS is installing a fuel farm, and expects to begin aircraft servicing operations there by the end of the year. o

Stein’s Aircraft Services recently cut the ribbon on this 44,000-sq-ft facility at Wisconsin’s Kenosha Regional Airport.

98 NBAA Convention News • November 17, 2015 • www.ainonline.com

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Drone task force members named

by Bill Carey on the invitation-only committee. On October 29, the FAA released the full list of industry members who will serve on the UAS Registration Task Force.

Those members will receive “expert support” from representatives of several federal agencies, including the departments of Commerce, Defense, Homeland Security, NASA, the Office of Management and Budget and the State Department. Earl Lawrence,

BILL CAREY

The FAA named 26 individuals representing aviation and unmanned aircraft systems (UAS) trade organizations, drone and camera suppliers and major retailers including Walmart to a recently announced group tasked with developing drone registration requirements.

Responding to a surge in reported rogue drone sightings, and concern that upward of a million drones will be given as gifts during the upcoming holiday season, the FAA and its parent agency, the Department of Transportation (DOT) last month announced plans to establish a national registry of small drone owners. They pledged to immediately form an industry-government task force to develop recommendations for creating the registry

by November 20. The agencies’ stated goal is to have rules in place by mid-December.

Some organizations and individuals revealed in advance that they had been asked to sit

director of the FAA’s UAS Integration Office, and Dave Vos, who heads Google’s Project Wing effort, will serve as co-chairmen.

Traditional trade organizations representing the aviation industry comprise about a third of the task force membership.

They include: the Aerospace Industries Association, the Air Line Pilots Association, the Aircraft Owners and Pilots Association, the American Association

The CyPhy Works LVL 1 drone for consumers features six rotors and a forwardfacing camera. The FAA expects to see an increase in small UAS use after the holidays, with as many as a million expected to be given as gifts.

of Airport Executives, the National Business Aviation Association, the General Aviation Manufacturers Association, Helicopter Association International and the National Association of State Aviation Officials.

Joining the aviation organizations on the task force are the Association of Unmanned Vehicle Systems International, which dates to the 1970s, the newer Small UAV Coalition and the 1936-vintage Academy of Model Aeronautics.

Counting the Small UAV Coalition, the Consumer Electronics Association and small drone manufacturers, retail interests hold 11 seats at the table. Among companies represented are electronics big-box store Best Buy and retail giant Walmart, which on October 26 applied to the FAA for a commercial exemption to test DJI multi-rotor drones for applications that include surveillance of its distribution center buildings and parking lots and ferrying groceries from a retail outlet to customers in the parking lot. Google also envisions delivering packages by drone, as does Amazon, which

has two seats at the table. Drone manufacturers represented are DJI, 3D Robotics, Parrot, PrecisionHawk and camera maker GoPro. Rounding out the task force are representatives of the International Association of Chiefs of Police, the Management Association for Private Photogrammetric Surveyors and aerial imagery and data provider Measure.

According to the FAA announcement, the task force was to meet from November 3 to 5 to develop recommendations for a streamlined registration process.

Questions the FAA has are contained in a notice the agency published in the Federal Register on October 22.

For example, it seeks direction on whether a drone buyer should register the machine at the point-of-sale or before operation, and how transfers of ownership will be addressed.

The FAA also wants to know if the registration process should be web-based, what type of information should be collected and how it should be stored. It is also contemplating whether to charge a registration fee. o

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Lou Prudore • +1-972-717-2929 • l.prudore@mecaer.com www.mecaer.com 100 NBAA Convention News • November 17, 2015 • www.ainonline.com

Citation Jet pilot group rolls out online resource

by Rob Finfrock A team of dedicated volunteers with the Citation Jet Pilots Owner/Pilots Association (CJP) recently celebrated the official introduction of the Russ Meyer Citation Library (RMCL), a vast online information resource for CJP members to use in operating their Citations.

Believed to be the largest such online repository for type-specific aircraft information, the library is the culmination of more than four years of discussion, web design and content aggregation. “I’ve waited twoand-half years to announce that the Russ Meyer Citation Library [is now] a reality,” said CJP member Steve Vollum, who along with CJP treasurer and director Tracy Forrest spearheaded creation of the RMCL. Vollum made that announcement in early September during CJP’s 2015 convention in Colorado Springs, Colo. He was joined onstage by Cessna chairman emeritus and RMCL namesake Russ Meyer, Jr., who told attendees that he was “still in awe of the tremendous amount of material up here.”

“When we developed the very first Citation more than 40 years ago, we gave as much thought to supporting the product as we did to the aerodynamics and engineering,” Meyer said. “The RMCL is a natural, twenty first-century continuation of that ideal.”

More than 900 articles are loaded into the online library, grouped and crossreferenced among six categories (Purchasing and Owning, Training, Safety and Human Factors, Regulatory, Procedures and Techniques and Operational and Maintenance.)

The library includes a complete set of Cessna’s “Specification & Description” documents for each Citation model, as well as training and maintenance materials, accident analysis, pilot reports and many diverse articles selected specifically to interest Citation pilots and owners.

Through our online forums, CJP has created a vast social exchange for information, but

our success has also led to information overload.”

Organizing that information in a concise manner and drawing from content relevant to the Citation owner community from across the broad spectrum of the business aviation industry were the primary goals for the RMCL team. The team comprises researchers, software engineers,

web designers and CJP members who volunteered their time and resources to build the library.

Library content was organized and curated from across a wide range of sources by a dedicated team of students at the Prescott, Ariz. campus of Embry-Riddle Aeronautical University, led by ERAU faculty member Randy Rehbach.

“Our intent was not to simply recreate content from other sources, but to revise it to address the specific needs of the Citation community,” Vollum said. “The RMCL is a living, breathing thing that will continue to evolve.”

The RMCL is available to CJP members at www.citationjetpilots.com. o

Information Exchange

“CJP, as an organization, began as an information exchange,” Vollum explained.

“It has evolved into the organization we see, with more than 900 members from 30 countries. www.ainonline.com • November 17, 2015 • NBAA Convention News 101

Innotech expands its service menu

by James Wynbrandt Innotech Aviation, the Montreal-based completion center and MRO, is celebrating its 60th anniversary this year, and marking the occasion with expanded service offerings the company is highlighting here in Las Vegas. Known for its green completions and tip-to-tail refurbishments, henceforth the company will put more emphasis on offering its services a la carte to OEMs and operators alike, a “soup to nuts” menu of capabilities, as Rob Brooks, v-p and general manager, put it.

“We want to get the message out that you don’t have to show up with an airplane” needing major work. “We’ll build you a set of cabinets or you can send your old cabinets in for refreshment.

We’ll build you a set of seats, or we can send an engineering team to manage an installation,” Brooks said by way of example.

Innotech (Booth C7836) previously didn’t encourage the industry “to look at us as a back shop,” Brooks said, but now wants “to brand our cabinet shop, our upholstery and

of hangar and back shop space, and its staff of some 550 includes more than 100 woodcrafters, 80 upholsterers and 40 engineers. Tony Rawlinson, director of sales, noted that when particularly challenging projects arise, Innotech is often the go-to choice. He cited recent repairs on a new Hong Kong-based Global 6000 that received substantial hail damage, and a Maldivesbased Global damaged by a collision with a fuel truck. Both owners chose to ferry their aircraft (in the latter case at an altitude limited to 10,000 feet) to Innotech for the work.

Global Customer Base

As the above examples hint, Innotech has a large international clientele, representing 70 percent of its business, Rawlinson said, and the company has a UK office (at Stanstead Airport) and agreements with entities in Asia and the Middle East to facilitate customer contact. But rather than set up satellite MRO branches overseas, Innotech prefers to

Innotech aims to cultivate its role as a specialist in cabinetry, upholstery and interior design. The company would like others to outsource their needs to Innotech.

interior design capabilities as resources that a Gore [GDC Technics] or Airbus could outsource to us for a complete cabin solution, or just monuments, upholstery work or a shower installation.”

Innotech, a division of IMP Group, is best known today for its work on Bombardier platforms. Both companies are headquartered at Dorval, and Innotech has performed completions on more than 40 Globals and also paints many of Bombardier’s green airframes at its paint facility. But Brooks pointed out the company has wide experience with Dassault, Gulfstream, Hawker Beechcraft and Cessna Citation airframes.

Innotech has 200,000 sq ft

“take advantage of the facilities and staff in-house,” Brooks said. This ensures projects are managed and performed optimally, and also can save operators money as aircraft can be returned to service more quickly. In the case of repairs to a Part 135 aircraft, for example, “The time not available for charter upcharge can be quite significant,” he said.

Innotech’s global perspective is one reason behind the company’s emphasis on touting the breadth of its service offerings and expanding its client base.

Today’s customers are more cost sensitive, Rawlinson said.

Rather than complete overhauls, increasingly customers say, “’Refresh my wood and dye

the seats,’ or ‘Put in new carpet and rebuff the wood.’” Added Brooks, “We know that we’re definitely heading into times we believe are ‘challenged.’” That certainly applies to Bombardier, the company’s bread and butter client, due to the delays in the C-series and now the Global 7000 program, but Brooks expressed confidence in the OEM’s future. “They make one hell of an airplane,” he said of Bombardier’s business jets, while with the C-series, “It’s just a matter of time until the airplane proves itself.”

Asked about the potential for an executive-configured C-series aircraft, Brooks said, “It probably will happen, but a C-series corporate jet versus a Global, the mission profiles are quite a bit different, [the C-series] is a bit slower, and built for different reasons.”

Innotech would seem a logical

With 60 years of operation as its legacy, Innotech its highlighting its maintenance capabilities here at the NBAA show in Las Vegas.

choice for spearheading such a development. Throughout its history the company has been on the forefront of innovation. It received the first STC for Ku-band satcom aboard Globals, and is now working directly with ViaSat to develop an STC for Ka-band connectivity. The company uses Catiadriven processes not only for 3-D design, but also to integrate functions ranging from inventory control to budgeting.

Innotech is now developing organic light-emitting diode (OLED) expertise that will allow

mounting flexible large screen displays in the cabin. “We’re coming up with high resolution HD cameras, which, mounted externally, can transmit images to the screen, so passengers could watch a meteor shower from the interior on a ceiling mounted OLED display, or simply create a 3-D image of a chandelier or a skylight,” said Rawlinson.

Here at NBAA, Innotech will have 15 or more personnel at its booth, experts in avionics, soft goods, wood, completions and MRO, and will also host an event celebrating its history. o

SIMCOM ADDS MORE LEVEL D SIMS AND E-LEARNING Here at NBAA 2015, SimCom Aviation Training that can be configured as a V35B V-tail, A36, 36TC, Centers (Booth C12439) is announcing an expanded F33A or B36TC. The Frasca-built advanced trainsimulator base and some new e-learning options for ing device features a 220-degree field-of-view highexperienced pilots. The company also has a few new definition visual system and an integrated instructor faces onboard. station. The simulator is equipped with Garmin 430 SimCom is known for its innovative and eco- navigators and Bendix/King avionics. nomical training programs and for offering a simuFinally, SimCom is now offering an economical eRelator-based alternative to the traditional training current training program for experienced type-rated providers. The company began by focusing on pro- pilots. The concept is to reduce the recurrent course fessional training for piston aircraft, and with its suc- hourly requirements by allowing the pilot to study cess there (and acceptance by insurance companies) ground school material and complete a written test it expanded in the 1990s to become what it is today: before arriving for simulator training. The eRecurrent a full-service business aviation flight training provider program started with the Westwind and next year will with programs for piston, turboprop and jet airplanes at multiple locations throughout the U.S. “Our Garmin G600-equipped King Air 200 simulator came to life at our Dallas location starting in October,” said Brenda Miles, worldwide sales and marketing director, who joined the company in January 2015 after 16 years at FlightSafety International. “The B200 simulator is equipped with dual G600 PFDs and a WAAS GTN-750, which are often seen with glass-cockpit upgrades on that airplane,” she explained. By adding or subtracting features on the SimCom’s King Air 200 simulator can be configured to represent various G600, SimCom instructors can approxglass cockpit avionics upgrades found in its customers’ airplanes. imate everything from basic glass cockpits to fully integrated flight decks. expand to the Citation 500 and 525, Hawker 700/800, Miles also noted that SimCom’s full-motion Beechcraft and Eclipse models, according to Miles.

Citation XLS simulator is ready for training this month Another new personnel addition is Michael King, at its Parksouth training center in Orlando, Fla. “This who joined SimCom this year as CEO, bringing with is a state-of-the-art level D flight simulator with high- him 20 years’ experience in flight simulation. Gary definition graphics,” she said. At the company’s Santos joined the company as training center manScottsdale, Ariz., training center a Citation Mustang ager in Scottsdale, having recently retired from simulator is being installed. Training programs for the Republic Airlines, where he was director of training.

Mustang begin in 2016, according to Miles.

SimCom also hired a new director of training and qualAt the piston-powered end of the business, the ity, Michael Young. Young’s focus is standardization, company has a new Beechcraft Bonanza simulator regulatory compliance and quality control.

–A.L.

102 NBAA Convention News • November 17, 2015 • www.ainonline.com

Online charter marketplace promises ‘Stellar’ service

by James Wynbrandt Stellar Labs of Palo Alto, Calif., is launching its air charter marketplace platform and app today here at the NBAA show (4 p.m., Booth N1535). Stellar aims to bring to air charter the same ease of online business-to-consumer commerce seen in the hotel and commercial air travel

industries. Stellar’s platform is a backend system for Part 135 operators that enables automated scheduling, real-time pricing, route optimization, online booking and revenue management tools that allow automated pricing adjustments based on supply and demand.

Stellar founder, CEO and chairman Paul Touw–who also founded XOJet and Ariba, a business-to-business platform sold to SAP for $4.3 billion in 2012–said the backend systems most charter operators and management companies use today were designed to support Part 91 operations and don’t have tools to optimize charter operations. “The commercial side is an afterthought,” he said, whereas Stellar is “designed for revenue management. The pricing policies are exactly what airlines do, so [rates] will be higher on Friday and lower on Saturdays. No [current]

System Changeover Required

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Info: moorings.com October 17–18 WELLFLEET OYSTERFEST Wellfleet, Cape Cod, Massachusetts. The 14th annual shellfish celebration includes a shucking contest, live music and arts and crafts.

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the thoroughbred racing season and is surrounded by blowout parties and celebrations.

Info: breederscup.com November 1 NEW YORK CITY MARATHON New York City. Runners are gearing up for one of the Big Apple’s most popular annual events. The 26.2-mile course begins in southern Brooklyn and ends at 138th Street in Manhattan.

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October 21 AMERICAN BALLET THEATER FALL GALA Lincoln Center, New York City. Tables were still available at press time.

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November 8–12 DUBAI AIRSHOW Dubai World Central, Dubai, United Arab Emirates. This event will feature exhibits, flying displays and plenty of networking. Find daily coverage at ainonline.com.

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October 23–November 1 HILTON HEAD ISLAND MOTORING FESTIVAL Savannah, Georgia and Hilton Head Island, South Carolina. Several days of automobile excitement for the whole family.

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November 17–19 NBAA ANNUAL CONVENTION & EXHIBITION Las Vegas, Nevada. Business aviation’s biggest event offers exhibits, educational sessions and networking opportunities. For daily coverage, visit ainonline.com.

Info: nbaa.org

October 30–31 BREEDERS’ CUP Lexington, Kentucky. This event traditionally ends

November 19–22 DP WORLD TOUR GOLF CHAMPIONSHIP Jumeirah Golf Estate, Dubai, United Arab Emirates. The

culmination of the European Golf Tour.

Info: dpwtc.com November 27–January 1 NANTUCKET NOEL AND CHRISTMAS STROLL Nantucket, Massachusetts. The town pulls out all the stops for a multi-week extravaganza that will cheer up even the biggest Scrooge.

Info: nantucketchamber.org December 1 UNICEF SNOWFLAKE BALL New York City. One of the most notable black-tie galas in Manhattan with upwards of 700 guests, this event supports UNICEF’s work in more than 190 countries and territories.

Info: unicefsnowflake.org December 2–January 3 ALVIN AILEY New York City. Alvin Ailey will heat up New York with a month of modern dance performances when the dance troupe takes up its annual holiday residence at New York City Center.

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104 NBAA Convention News • November 17, 2015 • www.ainonline.com

tool can do that. That will have a profound impact on the industry.”

The platform is free to operators and doesn’t require their participation in the Stellar aircraft pool, though they can still take advantage of Stellar’s tools.

“Operation and revenue management is a goldmine,” Touw said. Stellar generates revenue by taking a cut–“well under one percent,” according to Touw–of charter transactions conducted via the platform. Stellar also incorporates a secure payment app that uses a fingerprint for transaction authorization, and Touw said processing fees are “cheaper than credit cards” charge for such transactions, another incentive for operators to switch to Stellar.

The changeover takes about three to six weeks. Stellar dispatches a team to install the system, conduct testing and provide training. Each system is customized to the pricing rules the operator wishes to establish, “given that technology is no longer the barrier,” said Touw.

“We gather all those pricing policies and embed them in the system.” The process also requires getting multiple high-quality photos of each airplane in the operator’s charter fleet “so we can represent their aircraft in the best way possible,” he said.

Stellar is not compatible with current backend systems, or with services designed to work with operators to share inventory data, such as Avinode, brokers’ favored platform for sourcing available lift. Asked if Stellar aims to supplant or complement Avinode, Touw said, “I hate to say we’ll supplant, but when flash drives supplanted disk drives, that’s reality. Avinode is a [business-to-business] system. Their primary customer is a broker, so they’re restricted on revenue sources for delivering a product that an end consumer would want.”

The Stellar platform will launch with a fleet of 510 aircraft; Touw said he believes 500 aircraft is the critical mass needed to launch the service. He declined to provide the names or number of operators, but said 93 percent of those pitched have signed on. Here at the show the company hopes to meet with operators seeking to enhance the efficiency and profitability of charter operations.

Several similar efforts since the rise and demise in 2009 of Virgin Charter have faltered but Touw told AIN that Stellar has identified and resolved all key issues.

Many industry veterans maintain that charter customers won’t book online–if it is technologically feasible–because of the complexity of the transactions and the sums involved. “I fundamentally disagree with that view,” Touw said, noting the growth in online auto sales and luxury home rentals, which initially aroused similar skepticism. Stellar has raised about $10 million, $7 million in September from venture capital firms.

Startup costs are low, Touw said, because developers are foregoing large paychecks they would otherwise command in favor of equity. o

9/10/15 2:27 PM

Aero Dynamix moving into fixed-wing market

by Pete Combs Aero Dynamix has been a going aviation concern for the past 21 years. Now, for the first time, the Euless, Texas-based company has its own booth at the NBAA Convention as it takes the first step into the fixedwing instrument panel market, with an emphasis on service.

“We’re kind of testing the market out,” said Jerry Livezey, Aero Dynamix’s manager of sales and new programs. “We’ll have a booth and some products on display, but what we’re really selling is our service.”

Aero Dynamix (Booth N3338) has for many years offered upgrades using edgelit and back-lit panels, for both civil and military aircraft, primarily helicopters. The company’s specialty is cockpit lighting that is compatible with night vision imaging systems (NVIS).

Aero Dynamix holds at least 26 multi-ship supplemental type certificates for NVIS upgrades, covering more than 40 aircraft types, and it also holds five EASA validations. The company estimates its installed customer base at more than 800 night-vision-goggle-compatible cockpits around the world.

But Livezey said that’s not enough. “This is an unknown market for us,” he said, referring to NVG-compatible, edgelit control panels for fixed-wing aircraft. “What we have is a great line of products and a lot of excess capacity at our plant.”

The Aero Dynamix facility in Euless encompasses more than 23,000 sq ft. Already running two shifts, Livezey said the company hopes to add a third shift soon, catering to fixed-wing aircraft of all types. Conservatively, he said, the company could ramp up to double its current production output.

is needed for panel overlays, he added.

“The manufacturing techniques are [essentially] the same,” Livezey explained. “It’s primarily the application of

filtration that changes with the different types of panels, rather than the lighting.” He hopes by becoming an NBAA show exhibitor, Aero Dynamix will be able to compete in a much

broader marketplace, one that Livezey believes is ready for better panel lighting, whether night vision-compatible or not.

In addition to instrument lighting, Aero Dynamix’s

custom panels can be laseretched to include placarding and other text. And the company says that its instrument modifications will not void a manufacturer’s warranty.

Manufacturers that work with Aero Dynamix include Avidyne, Garmin, Harris, Honeywell, L-3 Aviation Products and Rockwell Collins. o

Fixed-wing Processes

Adapting the manufacturing process to create and service cockpit panels and lighting systems for fixed-wing aircraft won’t be a far reach for Aero Dynamix, he said. And Aero Dynamix can create custom panels for each customer. In many cases, no additional wiring

www.ainonline.com • November 17, 2015 • NBAA Convention News 105

IS&S gives PT6 autothrottles, intros new cockpit for PC-12

by Matt Thurber Innovative Solutions & Support (IS&S) brought a highly modified Pilatus PC-12 to the NBAA 2015 indoor static display, although the changes are all in the cockpit and can’t be seen from the outside, which might mean waiting in line to get a peek inside. The big change will be somewhat subtle, until visiting pilots put their hand on the PC-12’s power lever, which is attached to an electronic and completely clutch-less autothrottle system. Also new in this PC-12 is something more obvious, the IS&S Future Flightdeck. While both can be seen in the PC-12 here, IS&S has also hooked the power lever up to a demo simulator, so visitors can see and feel it working.

If the PC-12’s upgraded avionics make the cockpit look a lot like the flight deck of a newer Eclipse 500/550, that is no coincidence, as IS&S is the avionics supplier for the Eclipse IFMS (integrated flight management system) cockpit. One Aviation’s new Eclipse 550s come with autothrottles, and this modification is also available as a retrofit for IFMSequipped Eclipse 500s.

Autothrottles on a Pratt & Whitney Canada PT6-powered single-engine turboprop are somewhat unusual, because typically these devices require clutches and motors, and these take up a lot of space in a throttle quadrant, space that isn’t available on the PC-12. While not required for autothrottles, it’s also a lot easier to make them work with an engine with full-authority digital electronic control (Fadec); the PT6 uses traditional hydro-mechanical engine controls, and yet its IS&S autothrottle still manages to protect the engine from overtorquing and overtemping.

What makes IS&S’s autothrottle even more interesting is that it can be adapted to any PT6-powered airplane, although it will also require installation of IS&S’s Integrated Standby Unit (ISU) standby display, which runs the thrust computer software to make the autothrottle work.

Thus the autothrottle system will be installable in almost any PC-12, from very early serial numbers to the latest PC-12 NG. IS&S is also looking at other popular PT6-powered airplanes for autothrottle upgrades, such as the King Air and TBM

The cockpit of the Pilatus PC-12 might look familiar: it resembles that of the Eclipse 500/550, which IS&S supplies. The PC-12 Future Flightdeck consists of two 10-inch PFDs–each with its own independent FMS and GPS receiver–and a 15-inch MFD. IS&S expects to begin installations of the cockpit in March.

series. Adding the ISU also brings highly accurate RNP as well as WAAS LPV approach capability to aircraft with avionics that don’t permit these type of modern operations. The ISU includes a Beta 3 GPS receiver, and IS&S also offers a WAAS LPV upgrade for Bombardier’s CRJ series, using the ISU. Autothrottle Details

While IS&S is reluctant to share in-depth technical details about its autothrottle system, company chairman Geoffrey Hedrick did provide some

information. “We’ve come up with a very novel actuator,” he said. “We’ve developed one with no gears and no clutches, which is really revolutionary. On a PC-12, which never had enough room to put in a clutch pack for an autothrottle, this fits in there so easily.” He added, “It’s a directactuating actuator.” Pilots can easily override the autothrottle, something that is important for any such system, he said, “without any traditional slip clutches.”

With the ISU thrust computer, the PC-12 autothrottle will be able to control torque automatically in a climb, so

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the pilot will not have to continually move the power lever forward as torque drops. When the pilot moves the power lever manually and nears torque or temperature limits, the autothrottle has a built-in shaker system that vibrates to warn the pilot about reaching one of those limits, all part of the “iGuard” active engine protection system.

The ISU is programmed with windshear protection, which enables certification for use of autopilot to the middle marker or decision height, according to Hedrick. In the PC-12, the autothrottle offers other envelope protection features, for example, adding thrust in a lowairspeed condition.

In a twin-engine installation, the autothrottles could offer other benefits, such as controlling thrust in an emergency. “How about adjusting the thrust so you always have Vmc [minimum control speed]?” Hedrick asked. “Before it gets into a Vmc situation, the throttles come back.”

IS&S hasn’t released pricing for the PC-12 autothrottle system yet, but Hedrick said it should be “quite a bit under $100,000,” which will include the ISU and its WAAS LPV benefits. Installation is fairly simple and involves adding an “end effector” to the power lever and a new fuel cam on the engine, something that takes about 10 minutes, according to Hedrick.

The Future Flightdeck for the PC-12 will also include a unique oil-quantity gauge.

IS&S engineers have figured out how to measure the difference between oil and oil foam, which occurs when the engine warms up. “We’re able to significantly mitigate the errors associated with foam,” Hedrick said.

The Future Flightdeck instru-

ment panel includes two 10-inch primary flight displays in portrait format and a single 15-inch center multifunction display in landscape orientation. Each PFD contains its own independent FMS and GPS receiver. Also included are dual ADAHARS and air data computers.

The ISU in the PC-12 not only acts as a standby instrument

but also is large enough to display an attitude indicator and HSI at the same time, plus other information such as glideslope and localizer. “It’s like a mini 10-inch PFD,” said Hedrick.

A data concentrator is also part of the package, and this can send engine operating and trend information to the ground via datalink. The upgrade also

replaces the engine gauge cluster in early PC-12s, with gauges displayed on the MFD. New remote-mount radios are included, as is ADS-B out and synthetic vision. The flight deck upgrade should shave 70 to 100 pounds from the PC-12’s empty weight. IS&S expects the PC-12 flight deck upgrade to cost less than $300,000. o

PC-12 Future Flightdeck

IS&S expects certification of the PC-12 autothrottle in a few months, but this is being done in concert with certification of the new Future Flightdeck for the PC-12. Both new products should be available for installation starting in March.

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www.ainonline.com • November 17, 2015 • NBAA Convention News 107

All aviation employers feeling growing demand

by Amy Laboda If you are a corporation, or other operator looking for the right trusted staff to manage and fill out a flight department, well, times could be tough.

Predictions vary, but the numbers don’t lie: there are fewer certified pilots today then in 1980, and if Boeing is correct, we’ll need at least 95,000 new pilots in the U.S. alone to meet industry employment demands in the next two decades. The U.S. Bureau of Labor Statistics backs that up, noting that nonairline commercial aviation’s need for pilots is expected to grow by 21 percent over a single decade.

That’s why many companies and private individuals rely on Jet Professionals, a globally based General Dynamics company (Booth N5932) that specializes in placing well-qualified aviation professionals into careers with their clients’ flight departments.

For the moment, Jet Professionals isn’t seeing fewer candidates for its flight or cabin crew positions. Instead what they are seeing is job seekers who know what they want. “These qualified candidates are not just jumping at any opportunity. They are doing a great deal of research about the position beforehand and being more selective when it comes to the jobs they are accepting,” Jet Professionals COO Elaine Lapotosky told AIN. “The right mix is imperative–salary, benefits, equipment, type of missions, work culture and worklife balance are all drivers in making their employment decision.”

And what qualifies a pilot candidate for consideration by a Jet Professionals client? For captains it is upwards of 3,500 total logged flight hours, with more than 100 hours in type; a current first-class medical; aircraftspecific simulator-based training within the past 12 months and a valid FAA ATP rating.

To ensure clients’ recruiting success, Lapotosky said that Jet Professionals tries to counsel its clients to ask the right questions of potential employees.

“As much as you are interviewing a candidate, they are interviewing you,” she said. She asks her clients, “What are you offering that they are either not getting in their current organization or that they can’t find anywhere else?” Corporate self-awareness is key. The interviewee might be

trying to make a good impression on the potential employer, she said, but the employer, too, needs to ask what impression is it leaving on the candidate, from the moment they arrive on site, throughout the interview process and even as they head off at the end of the meeting.

In response to what is becoming, in the words of Lapotosky,

“an employees’ market,” Jet Professionals recently launched a global Recruitment Process Outsourcing (RPO) service, which is designed to make it simpler for its clients to recruit on a larger scale. The Jet Professionals RPO can take over the tasks of both recruiting and training entire flight departments, if necessary. And it is more cost efficient, in the long run, according to the company.

“As the range of the aircraft continues to expand, so does the need for safety-trained flight attendants,” said Lapotosky.

“Earlier this year, we launched a Flight Attendant Training

Habco coins ‘innogration’ as its corporate watchword

by James Wynbrandt Habco Industries (Booth C13538) announced recent customer-support licenses with Pratt & Whitney (P&W) and Honeywell Aerospace covering legacy powerplants, illustrating the company’s new focus on turnkey support services.

Habco reports growing interest from aviation and defense OEMs seeking license partners for segments of its tooling business, particularly on the aftermarket side. The agreements validate “the value of the business model that we’re building,” said Brian Montanari, Habco president and CEO, a blending of innovation and integration that the company calls “innogration.” “As more OEMs concentrate solely on the OEM side of

their business,” he said, “Habco is the perfect complement for their MRO business and product requirements.” He added that rapid response and high levels of operational readiness and safety are the key qualities aerospace and defense industry OEMs are looking for in licensees.

The Pratt & Whitney license designates Habco as exclusive service supplier for commercial tooling supporting the Hartford, Conn.

OEM’s commercial engines currently in operation, including the JT3D, JT8D, JT9D, PW2000, PW4000 and PW6000 engines. Rick Pianka, P&W general manager, commercial engines global procurement and licensing, said Habco “has demonstrated the quality that we are

Partnership Program with FlightSafety International to support professional development of the flight attendant community, and help them receive the best training in the industry to ensure the safety of their passengers, other crew members and the aircraft.” The program should also provide Jet Professionals with a group of trained flight attendants ready to be recruited.

Jet Professionals and sister company Jet Aviation accept a limited number of undergraduate interns every year to grow their staffs and keep up with expansion. Positions are posted on the company websites. o looking for in a strategic sourcing resource of tooling solutions,” noting that Glastonbury, Conn.based Habco has undergone “vigorous vetting” and achieved UTC (United Technologies Corp., P&W’s parent) supplier gold status, the company’s highest supplier rating, as well as AS9100 quality certification. Pianka said, “We’re confident that Habco has the right programs and people in place to make this transition seamless for our customers.”

Jeff Kretzmer, Habco’s v-p of marketing and sales, noted the company had provided test equipment and support to “countless airlines throughout the years,” giving it the experience and knowhow to take on P&W support. Globally, about 350 operators and shops have need of such support services, and about half are current Habco customers, Kretzmer said.

Separately, a five-year service agreement with Honeywell of Morristown, N.J., makes Habco an authorized repair

Business is humming at Habco, where the company recently signed support services contracts with Pratt & Whitney and Honeywell Aerospace. Habco’s goal is to respond to all customers, globally, within 24 hours of a service request.

108 NBAA Convention News • November 17, 2015 • www.ainonline.com

According to job placement firm Jet Professionals, hiring trained and qualified crew members is becoming increasingly difficult. Job seekers are able to pick their spots.

and overhaul provider for specific ground support equipment (GSE), and licenses Habco to have access to proprietary technical information to support GSE calibration, testing and repairs.

Habco may receive service authorization for additional GSE during the agreement period. But its first order of business is identifying prospective customers. “We send out the hunting dogs, so to speak, to find out where the equipment is,” said Kretzmer.

Three new inspectors and three additional customer service sales reps have joined Habco to handle the enhanced support roles. A technical sales engineer is already on staff, and a quality engineer was recently added, bringing the Habco rolls to some 56 employees.

Habco’s service goal is “response to customers globally within 24 hours, and [providing] an RFQ within five days,” said Kretzmer.

Founded more than 40 years ago, the support and test-products provider has full supplier material review board authority, and it also designs and develops crossover tooling for Sikorsky Helicopters.

Here at the show, Habco is debuting a new display booth, and will highlight its tagged tool radio-frequency identification (RFID) technology line.

The technology tracks usage and location of tools, allowing OEMs and MROs to better understand all facets of their manufacturing processes. The company is also talking up its expanding turnkey support capabilities. “Our first order of business is to rebrand and send a new message to the market about our capabilities,” said Kretzmer. “We’re very vertically integrated.”

Habco representatives are eager to meet legacy P&W operators and MRO facilities with tooling needs, and anyone else interested in GSE or test carts. o

Joe Clark’s innovative contributions honored by NBAA’s prestigious award

by Amy Laboda It is something when you can look at a trophy on the mantelpiece and know that you share the honor with the likes of Eddie Rickenbacker, Jimmy Doolittle and Bill Lear. This week that honor, the NBAA Meritorious Service to Aviation Award, given to those who have advanced aviation with their extraordinary contributions, was awarded to aerospace innovator Joe Clark, chairman and CEO of Aviation Partners, Inc. (API) and chairman of the Aviation Partners Boeing joint venture, for his pioneering of blended winglet and, more recently, split scimitar winglet technology.

Blended winglet modifications on jets have saved operators more than 5 billion gallons of fuel according to API, all while enhancing aircraft performance. Clark is accepting the 2015 NBAA Meritorious Service to Aviation Award this week in Las Vegas, Nevada, during NBAA 2015. “Joe Clark is an aviation visionary and a true entrepreneur,” said NBAA president and CEO Ed Bolen.

Clark started flying lessons in college. He was lucky to have a friend in Clay Lacy, who invited him to travel to the Reno Air Races aboard a Lear Jet in 1964.

That may have sealed Clark’s fate in aviation (it certainly fueled his passion). By 1966, he’d founded Jet Air, the first Lear dealership in the Northwest. He was subsequently named vice president of sales for aircraft modification specialist Raisbeck Engineering.

By the1980s he moved into airlines, teaming up with Milt Kuolt to form regional carrier Horizon Air, which later became part of Alaska Airlines. Clark didn’t forget his business aviation roots, however, forming Avstar to market used military business jets as general aviation aircraft.

Efficiency and speed were always on Clark’s mind. He cofounded API in 1991 with Dennis Washington and hired Dr. Bernie Gratzer to lead a phalanx of noted retired Boeing and Lockheed aerospace engineers to develop and market winglet

Re-engined with GE H75 turboprops and updated with a refined version of Garmin’s G1000 avionics, the G90XT upgrade is priced at $1.99 million if you bring your own airframe.

API co-founder Joe Clark received NBAA’s Meritorious Service to Aviation Award for his work on super efficient winglet technologies.

modifications for business and commercial aircraft. The idea of winglets reducing drag caused by wingtip vortices had been around for a long time, according to Gratzer, but it took the team at API three years of collaboration to crack the code on an efficient, lightweight design that made economical sense for retrofitting, a huge part of API’s initial market for the product.

It worked. By 1995 and 1996, Clay Lacy and Clark were proving it, setting records for speed and performance in Lacy’s API winglet-equipped Gulfstream II. The company has supplied blended winglets to thousands of aircraft since then, including GIIs, Boeing Business Jets, a dozen types of Boeing airliners, Hawker 800s and 800XPs and several Falcon Jet models.

Eventually API formed a joint venture with Boeing as Aviation Partners Boeing to retrofit the entire Boeing fleet with blended winglets.

“In founding API, Clark brought together the brightest minds in aerospace engineering and helped develop advanced technology to improve aircraft performance and minimize aviation’s impact on the environment,” said Bolen. “We’re proud to recognize him with NBAA’s highest honor, the Meritorious Service to Aviation Award,” he said. “Like past recipients, his achievements have advanced the technology of flight.” n

Nextant G90XT ready for market

by Mark Huber The company that remanufactures the Beechjet has turned its sights on remaking Beechcraft C90-series King Airs. The Nextant Aerospace G90XT has completed flight testing, and certification is expected soon. Nextant is exhibiting at the Henderson Executive Airport static display and brought both a 400XTi and G90XT to Las Vegas.

The G90XT features GE H75-100 engines, Garmin G1000 avionics, new seats, a new interior, a new digital pressurization system and new air-conditioning with twin evaporators that deliver 300 percent more cooling capacity.

Work continues on the G90XT’s single-lever GE/Unison power controller, which offers complete exceedance protection. Aircraft delivered this year probably will not have the singlelever power system, but it will be retrofitted to the aircraft when it becomes available early next year.

Price for the conversion for customer-supplied aircraft is $1.99 million; a turnkey delivery with a company-supplied airframe is $2.75 million.

TBO for the H75 engines will be 4,000 hours. The H series also requires no mid-life hot section inspection, uses a fuel slinger instead of fuel nozzles and employs an axial stage compressor instead of a reverse-flow design.

Because there are no fuel nozzles to get clogged, there are no hot spots in the combustion chamber, ensuring even thermal distribution and thereby eliminating the

110 NBAA Convention News • November 17, 2015 • www.ainonline.com

need for a hot-section inspection.

“GE undersold how good this engine is,” said Jay Heublein, Nextant executive vice president of global sales and marketing.

“Our performance data shows a 10- to 12-percent improvement in specific fuel consumption [over the King Air’s original Pratt & Whitney Canada PT6A engines], which is just incredible.”

Not a Typical G1000 Upgrade

The cockpit of the G90XT will be substantially different from a typical G1000 retrofit in a King Air. The instrument panel is trimmed in carbon fiber. It includes a three-screen layout with a backup MidContinent Instruments Standby Attitude Module and a Luma Technologies LED glareshield warning panel. The flight deck features a simplified, single-lever engine power control that manages engine power and prop speed and has inflight torqueand temperature-limit protection, auto-start and engine-trend monitoring capabilities. The fuel-system controls are now mounted above the power levers, replacing pressurization switches that are no longer needed because the pressurization system is digitally integrated into the G1000 system.

Several standard cabin configurations are available for the G90XT including special mission/ air ambulance, a high-density five-passenger layout and an executive three-seat configuration.

More than 1,500 C90 airframes

have been produced, and Nextant believes an abundance of those are suitable for the program.

Initially, the H75 engines will need to be sent to the Czech Republic for overhaul, said Matt Gerus, GE Aviation senior marketing manager for turboprop engines. “As the fleet size grows we are seriously taking a look at putting an overhaul shop in the U.S.,” Gerus told AIN. At present, engines needing overhaul are shipped to the former Walter factory in the Czech Republic. Shipping takes seven to 10 days each way. GE bought Walter Engines in 2008; the company is best known for its M601 turboprop engine, with more than 1,500 produced since 1975.

After it acquired Walter, GE took the core of that engine’s technology and combined it with advanced materials and design features such as a new compressor section with a twoaxial blisk ahead of a centrifugal third stage. This improved engine became the basis for GE’s new H series of turboprops, and the H75 (750 shp) is the variant selected to power the Nextant G90XT. o

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Textron plans new turboprop, but specific details still sparse

by Mark Huber Officially, the details of Textron Aviation’s new single-engine turboprop program remain closely held. The company will only tease with broad brush strokes, and all a spokesperson would reveal shortly before NBAA 2015 began was the following: “We intend to outperform the competition with the introduction of this product– from cabin size and acquisition cost, to performance capability. By leveraging the newest technologies, we expect this aircraft to have a range of more than 1,500 nautical miles and speeds in excess of 280 knots, while offering best-in-class operating costs. This is an entirely new, cleansheet design aircraft and not a derivative or variant of any existing product. The company plans to have a single-engine turboprop article in 2016.”

At a pre-NBAA briefing, Textron Aviation president and CEO Scott Ernest said, “We’re working hard on this already.

It’s full speed ahead now.” He added that the company expects to bring a mockup of the single-engine turboprop to next year’s EAA AirVenture show in Oshkosh.

And the engine and avionics have already been selected, although he wouldn’t reveal what they are just yet.

Before Textron acquired Beechcraft last year, Cessna unveiled a concept for a new turboprop single at AirVenture 2012. The “research cabin mockup” was for a design slightly larger than the Piper Meridian. The concept aircraft design proposal included all-composite construction with retractable landing gear, a wingspan of 42 feet, sidestick controls and seating for seven in a cabin measuring 53 inches tall, 54 inches wide and 17 feet, 8 inches long. Baggage compartment space was 26 cu ft. Target range for that mockup was 1,500 nm and the maximum cruise speed goal 280 knots. Cessna also had begun flying a “research vehicle” that essentially was a Citation Mustang very light jet denuded of its fanjets; instead a turboprop engine had been stuffed in the nose.

About that same time, rumblings began coming out of Beechcraft of a project designated PD434 that allegedly featured the filament-wound composite

fuselage of a Premier light jet with a nose-mounted turboprop engine. That design was said to be aimed squarely at the Pilatus PC-12 market.

What likely will be unveiled next year will fit a market niche somewhere in between, sized somewhere between the two market-leading pressurized turbine singles; the 330-knot TBM 900 and the capacious and recently updated Pilatus PC-12 NG. Textron is expected to try to take market share away from both of those popular programs by offering an aircraft that combines attributes of both without biting into sales of its own twinengine King Air line.

Dominant Player

By acquiring Beechcraft and its King Air turboprop twin family, Textron Aviation has emerged as the dominant industry force in the turboprop market with 221 combined deliveries of King Airs and Cessna Caravan singles last year to the civil market. King Airs comprise virtually the entire twin turboprop market, and revenues from King Air new aircraft sales and ongoing support have provided Textron Aviation with a stable source of income in an increasingly volatile jet market.

Properly executed, a new single-engine turboprop could also take some market share away from Piper. That company announced its own all-new turboprop

Wide open skies and a first-class welcome

single earlier this year, the M600, featuring touchscreen-controlled Garmin G3000 avionics and an upscale interior with a fly away price of $2.82 million.

The new offering from Textron likely will cost more than that, but less than the $3.8 million a new TBM 900 commands.

Expect Textron to go with G3000 or some other permutation of touchscreen avionics and sidesticks, but eschew composite airframe construction in favor of mostly aluminum and metal skin bonding, reducing development risks and keying on manufacturability in line with its current techniques in Wichita and Independence, Kan. Some sort of fuselage cargo door and combi cabin layout also likely will be in the cards, as this will be a lifestyle aircraft aimed mostly at the owner-pilot market. Textron has surprised with some recent powerplant choices at both Cessna and Bell Helicopter, but there is little reason to think that this new aircraft would sport anything but a Pratt & Whitney Canada product in the nose, perhaps with single-lever power control or Innovative Solution & Support’s just-announced PT6 autothrottle system. o

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Our state-of-the-art facilities support pilots, while ground crew and MRO businesses keep aircraft operating at peak performance.

Offering an unparalleled mix of elegance and efficiency, Luxivair SBD is Southern California’s destination of choice.

Visit NBAA Booth C6907.

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112 NBAA Convention News • November 17, 2015 • www.ainonline.com

Southern California’s Premier FBO

Honeywell forecast sees slight decline in deliveries, value

by Curt Epstein The business jet industry should expect more in the realm of owner-flown airto deliver approximately 9,200 new air- craft and therefore outside the scope of craft over the next decade, according to the survey’s reach.

For 2015, the Phoenix-based OEM the results of Honeywell’s 24th annual Global Business Aviation Outlook, anticipates deliveries of approximately released in Las Vegas on the eve of 675 to 725 new jets, a slight increase at NBAA’s Business Aviation Convention best, from the previous year’s delivery and Exhibition. Those deliveries, worth total. That improvement is largely cred$270 billion, represent a 3- to 5-percent ited to new model introductions and an decline in value from last year’s forecast, increase in fractional-use deliveries. For which called for deliveries of up to 9,450 next year, Honeywell projects a decrease business jets through 2024. According to in aircraft handed over by the OEMs, Honeywell, that decrease in value can be which if correct, would snap the indusattributed to the fact that operator buying try’s three-year streak of rising delivplans have slid somewhat, while delays to ery totals. It bases that assessment on some large-cabin aircraft programs have continued weak demand from emerging moved their entry into service further markets, partially offset by deliveries to fractional operators. “Overall, though, toward the end of the forecast window.

Each year the company surveys hun- based on the pipeline of new aircraft dreds of operators to gain insight into coming into the market, we still think their buying plans over the next five we are in for a period of relatively stayears, and provide the basis for the fore- ble expansion once we get past the 2016cast. “It leverages the survey data but 2017 period,” Park told AIN. According to this year’s survey, which it also takes into account a number of other factors like our relationship with received more than 1,500 completed the aircraft manufacturers as a key sup- responses, while overall purchase plans plier,” noted Charles Park, Honeywell are down by one percent compared to last Aerospace’s director of strategic market- year’s survey, operators globally over the ing. He added that the 10-year forecast is also based on a number of statistical Regional Demand for models past the five-year survey window. New Jets in Next 5 Years As it prepares the forecast, Honeywell (Traditional Corporate & does not include airliner-derived models Charter Operator Base) such as the Boeing Business Jet, Airbus Africa/Middle East Corporate Jet or Embraer Lineage 1000 Asia/Pacific 4% in its calculations. “We talk to tradi4% tional corporate flight departments who Latio America use business jets as productivity tools 17% and focus on purpose-used aircraft,” North America said Park. “The high prices of bizliners Europe 14% 61% would distort the overall market data.”

Likewise, the engine and avionics maker excludes any jet smaller than the Citation Mustang or Embraer Phenom 100 as it assumes jets such as the Eclipse 550 are © 2015 by Honeywell International Inc. All rights reserved.

2015 Business Jet Delivery Forecast in Units 1200

Very High Speed - Ultra Long Range

800

600

Long Range

Ultra Long Range

Large Medium-Large

400

Medium Light-Medium

200

Light

20 24

20 22

20 18

20 16

20 14

20 12

20 10

20 08

20 06

20 04

20 02

© 2015 by Honeywell International Inc. All rights reserved.

20 20

Very Light

0 20 00

Aircraft Units

1000

next five years intend to make new jet purchases equivalent to approximately 22 percent of their fleets, either as replacements or additions to their current fleet. Of those, nearly 20 percent expect to purchase a new jet by the end of 2016 while another 37 percent said they will buy by the end of 2018.

“We continue to see the larger cabin aircraft drive the majority of future demand,” said Brian Sill, president of Honeywell’s business and general aviation segment, who added that the super-midsize through businessliner categories will account for 81 percent of the dollar value of the planned purchases. “Range and cabin volume across the globe were number one and number two in terms of importance of the top reasons for choice of a business jet.”

Fifty-two percent of the survey respondents noted they planned to purchase a large-cabin jet. That category, in Honeywell’s calculations, includes the super-midsize segment, which has been bolstered of late by the arrival on market of the Embraer Legacy 500 and the Bombardier Challenger 350. “That’s actually one of the most vibrant segments of the market,” said Park. “We do anticipate that one to grow at a pretty robust clip, and we’re excited about that at Honeywell because we have a lot of content on those airplanes.” The demand profile was rounded out by 23 percent for the midsize aircraft segment and 25 percent small cabin, over the life of the survey.

Around the World

North America remains the pre-eminent region in terms of projected demand, accounting for 61 percent of world new jet sales, up two points from last year’s survey.

Plans call for purchases of just under 22 percent of the current fleet over the next five years, a number that is lower than the averages of the 2008-2012 period. Despite that, Honeywell noted expansion of the North American fleet and operator base have supported demand levels in the face of slightly reduced purchase plans. “It’s hard for that region not to be predominant just due to the size of the installed base of aircraft,” said Park. “Even though purchase plans might be flattish, that region is still generating the majority by several percentage points of the projected demand that we are getting out of the survey.”

In Europe, weak growth, depreciating currencies and political tensions have all caused purchase plans there to drop to 24 percent of the existing fleet, and its share of the global five-year demand is below historical norms at 14 percent, down four percent from last year.

While the BRIC countries (Brazil, Russia, India and China) have long been coveted for their market potential, Honeywell noted that industry growth has lost momentum with purchase plans there reaching just over 21 percent of their existing fleets in this year’s survey, yet it encountered several surprises in this year’s survey. “We saw relatively strong plans in Latin America, above the world average, and that’s despite the fact that Brazil is in a recession currently,” noted Park. Brazil in fact, recorded the strongest new aircraft purchase plans in the

survey, with operators there expecting to replace a third of the country’s business jet fleet over the five-year survey window.

Latin America, including Mexico, is predicted to account for 18 percent of the overall global demand over the next five years, up one percent from last year’s survey. It saw plans to replace 29 percent of its fleets with new jets within the next five years, with nearly half of those purchases taking place in the next two years.

The Chinese business jet market has noticeably cooled of late due to internal pressure from the government and its anti-extravagance policies, while Russia is facing external pressures due to its involvement in Ukraine, yet both those areas noted slight improvements in their new jet purchase plans over last year’s results.

“I was actually a little surprised to see the China and Russia buying plans go up given the current political and economic environment,” Park told AIN. “Though it’s well below historical levels that we’ve captured in this survey, it’s encouraging to see that it’s starting to creep back up a little bit.” He added that those countries have typically been large-cabin markets in the past. The survey noted the combined BRIC countries retain a very strong nearterm demand profile with 47 percent of their intended new jet purchases slated to occur in the next two years. Even considering these improvements over the previous year’s survey, the company noted they are not enough to support an improved overall BRIC outlook.

Based on the survey results, the Middle East and Asia-Pacific will each account for approximately 3 percent of the world’s new business jet demand over the survey horizon. In the Middle East and Africa, the company noted that regional distress continues to weigh on operators, with potential buyers scheduling their purchases later in the next five-year window compared with last year. Less than a quarter of those purchases are planned before 2018.

Good News on Pre-Owned Front

The pre-owned business jet inventory has gradually declined from a high in 2009, when 16 percent of the fleet was available, to a more normal amount in the 9- to 10-percent range, currently. “I would say that the used inventory is at a relatively healthy place from a historical perspective,” said Park. “The one issue that kind of remains in that market is that used aircraft prices have not firmed up so we are still seeing some decline period over period.” Yet, based on its latest survey results, Honeywell noted improved interest in the used market on a wide-scale basis. “The good news is that in every region of the world, the plans to buy used business jets increased with the exception of the Middle East and Africa, and it was down [there] only one point of a pretty robust number, year on year,” said Park, adding interest levels for new and used jets often move in opposite directions. “We’ve been fortunate in the last couple of years when the new buying plans were up, the used buying plans also increased, so that’s a good situation o

www.ainonline.com • November 17, 2015 • NBAA Convention News 113

Under new management ATP touts new services

by James Careless Having just been acquired by the private equity firm ParkerGale and investor Charles Picasso, Aircraft Technical Publishers (ATP Booth C7018) is at NBAA 2015 to showcase its new strategic direction.

ATP, which bills itself as “the general aviation industry’s only single-source provider of

Charles Picasso, ATP’s new CEO

information management and services for manufacturers, owners/operators and maintenance providers,” plans to significantly expand its product focus.

Currently the company is known for aggregating, organizing and delivering regulatory, maintenance and parts information for OEMs, suppliers, owners/operators, MROs and regulators. Picasso, who is now ATP’s new CEO, plans to expand this business model to turn ATP into a services-oriented company.

From its beginning in the 1970s, when ATP began publishing light aircraft maintenance documents on micro-fiche, the company has grown into a distributor of maintenance libraries for almost all general aviation (nonairliner) manufacturers, including engines and components.

The company evolved into maintenance tracking with its Maintenance Director software, followed by the NavigatorV software for accessing digital documents. ATP further expanded with the Aviation Hub cloud application in 2010, and now has consolidated its various offerings under the ATP Knowledge platform, which includes ATP Libraries, ATP Parts and NavigatorV. Picasso’s goal is for ATP’s customers to manage all of their maintenance processes using the Aviation Hub’s software as a service capability. The Aviation Hub covers maintenance tracking, inventory management, maintenance forecasting and all of the maintenance document libraries that ATP offers.

The ATP Libraries also include manufacturer service bulletins and information for all types of aircraft and their components, enabling customers to view this information without having to go to each manufacturers’ website, and thus ATP is able to become a one-stop solution for its customers. In doing

so, the company aims to help its subscribers improve productivity, better control maintenance costs and enhance compliance with OEM maintenance needs and regulatory requirements.

“I’m looking forward to working with our partners and clients, who can expect to receive the same level of service excellence from ATP, as well as look forward to exciting new

developments on the horizon,” said Picasso. “It’s an honor to take the helm of an organization with such an esteemed history in the industry and lead ATP into a new era of growth.”

If his resume is anything to go by, Charles Picasso appears to have what it takes to realize ATP’s expanded strategic vision. While chairman of the board at realtime network traffic and analytics

G5000 upgrade is on track for Beechjet/Hawker 400

by Matt Thurber Garmin’s certification program for upgrading the Beechjet 400A/Hawker 400XP to its G5000 integrated flight deck has completed several milestones toward achieving FAA approval in the first quarter of 2016.

These include system architecture and installation details, high intensity radiated fields (HIRF), lightning and reduced

vertical separation minimum (RVSM) testing. Autopilot testing is nearly done, according to Garmin, “indicating the program is in its final stages.” The weight savings for the upgrade is about 150 pounds.

The G5000 flight deck for the Beechjet400A/Hawker 400XP includes three landscape-oriented, high-resolution 12-inch displays

With three 12-inch landscape monitors and a pair of GTC 570 touchscreen controllers, Garmin’s G5000 flight deck is on pace for approval in the upgraded Beech/Hawker 400.

ROCKWELL COLLINS SERVES WIDE MARKET WITH CASP EXPANSION Rockwell Collins is expanding its Corporate Aircraft Service Program (CASP) to reach both operators seeking a scaled-down program and those preferring a more encompassing program. It has developed CASP Elite, which includes more maintenance services, FMS updates and discounts on international trip support. The company also is offering CASP Essential, aimed at entry-level jet or turboprop operators and with a lower minimum flight hour per aircraft requirement.

“One maintenance and service solution doesn’t fit everyone. Our new lineup of CASP solutions gives aircraft owners and operators support choices that more appropriately match their utilization, operational and budget profiles,” said Thierry Tosi, vice president and general manager of Service Solutions for Rockwell Collins.

CASP, which works with the company’s rental and exchange service, is designed to increase aircraft availability and provide 24/7 AOG support with avionics removal and refit coverage, RVSM recertification and reliability upgrades.

“CASP is focused on those operators who want to have some assurance that once their products are out of warranty they have access to a program that can help them service their products when they have an issue,” said Craig Olsen, vice president and general manger for business and regional systems. The original program was tailored for operators that would commit to a 200- to 250-hour program and would sign up for a oneto three-year plan. Under the original program, the operator manages

the troubleshooting while Rockwell Collins ensures that replacements are made available.

But Olsen said the company has discovered there are two other segments in the market asking for different services. At the upper end, operators want a more comprehensive service plan. Those operators “want to have more of a one-stop shop,” Olsen said, adding, “We have put together a package focused on those customers that have higher and broader expectation of the [available] products.”

Like CASP, CASP Elite is offered with one- or three-year contracts and a 200- or 250-hour minimum flight hour requirement. The program provides unlimited exchanges, rentals and repairs; shipping of parts within four hours of order; labor, troubleshooting time and unlimited no-fault found failures; U.S. overnight and international shipping; FMS navigation database updates; a $5,000 product upgrade and 10-percent service bulletin discount; and a $2,500 annual discount on ArincDirect international trip support.

At the lower end of the market, Olsen said, the company tailored a program “for those operators who are not flying as much but who would like to have the same level of assurance.”

CASP Essential, offered with a minimum 100-hour purchase and a oneor three-year plan, provides for up to five exchanges, rentals and repairs per year, parts shipped within 24 hours and overnight shipping included.

As for the original CASP, Rockwell Collins has added a three-year fixedprice contract.

–K.L.

114 NBAA Convention News • November 17, 2015 • www.ainonline.com

software provider Narus, Picasso led “a strategic realignment that resulted in the company being acquired by Boeing Network and Space Systems as a subsidiary,” according to ATP. Picasso has joined the board of the General Aviation Manufacturers Association, which represents more than 90 of the world’s manufacturers and component/service providers. o and two GTC 570 touchscreen controllers mounted in a tilt panel forward of the power levers. Pilots can select multiple panes on the displays and save their pane preferences for instant recall. Inside the panes, information that can be displayed includes maps, charts, checklists, TAWS and TCAS, flight plans, weather and more.

Buyers can view geo-referenced (own-ship) position on Garmin FliteCharts or optional ChartView (Jeppesen) terminal approach procedures.

Geo-referenced Garmin SafeTaxi airport diagrams are also included. Other features include performance-based navigation/required navigation performance (PBN/RNP) 0.3 and LPV/APV approach capability. Synthetic vision is optional as is TAWS-A, while TAWS-B is standard. Other standard features are ADS-B out, GWX 70 weather radar with turbulence detection and storm-cell tracking (ground clutter suppression is an option).

The G5000 upgrade also features Garmin’s automatic flight control system with coupled WAAS/SBAS approaches, vertical navigation and flight-levelchange modes. An optional add-on is Garmin’s underspeed protection, and adding this option allows for coupled goarounds. Garmin also offers its Connext services as an option when buyers choose the GSR 56 Iridium satcom, and these include worldwide weather, voice calling and text messaging.

Garmin is offering incentives for buyers who order the G5000 upgrade by March 31, 2016. The retail price of synthetic vision and GWX 70 turbulence detection is $46,990, but Garmin is offering these in a Premier Tech Package for $29,990. By placing an order before the March 31 deadline, buyers can purchase the package for $9,990.

Garmin dealer Elliott Aviation is displaying a Hawker 400XP equipped with the G5000 flight deck in the indoor static display here at the NBAA show. o

Commuter Air Technology stretches out King Air’s legs

by Amy Laboda “Commuter Air Technology’s 350ME retrofit fuel tanks for the Beech King Air 300 twin turboprop enables our customers to fly their King Air from coast to coast or internationally across the Atlantic without the need to refuel,” company president Darryl Wilkerson said on Monday at NBAA 2015. Commuter Air Technology (CAT, C13305 and Indoor Static 13) designed the fuel tank supplemental type certificate (STC) to be used in tandem with an operational gross weight increase STC that was certified in July 2015. Wilkerson expects the fuel tank STCs to be approved in the first quarter of next year.

The 350ME tanks add 280 gallons to the venerable King Air B300, giving it a 12-hour endurance and 2,760-nm range, a 15-percent improvement from current fuel augmentation solutions on the market. The wet cell anodized aluminum tanks extend aerodynamically over-wing

from the engine nacelles. Mechanical fuel pumps move the fuel from the new tanks into the existing fuel system. Composite fairings preserve the King Air’s lines and keep the airflow smooth, however, the STC does include a required reduction in aircraft maximum Mach speed.

“The fuel tank STC is available for all King Air 300s with the Rockwell Collins Pro Line 2 and Pro Line 21 avionics, and we’ll be adding other avionics systems next year,” said Wilkerson.

The tank upgrade is paired with CAT’s new STC for an operational gross weight increase. Ramp weight goes from around 15,000 pounds to 16,600 pounds, with a maximum takeoff weight of 16,500 pounds and a maximum landing weight of 15,675 pounds.

Installed pricing for the operational weight increase is $450,000. Retail pricing for the fuel tank STC is $500,000 USD.

NEXTANT COMPLETES CERTIFICATION OF G90XT TURBOPROP Nextant Aerospace has received FAA certification approval for its G90XT remanufacture of the C90 series Beechcraft King Air. The remanufactured twin turboprop features a number of improvements including GE H75-100 engines, the Regent integrated digital flight deck based on the Garmin G1000 flight deck, a new interior with a new acoustics package, digital pressurization control and new environmental control with 300 percent better cooling.

According to Nextant, the H75 delivers better high-altitude performance and a 10-percent improvement in specific fuel consumption. The Unison/GE single lever power lever offers complete exceedence protection and substantially reduce pilot workload.

Customers can either provide their own aircraft and $1.99 million for remanufacture or Nextant can offer a turnkey solution for $2.75 million.

Certification of the G90XT has taken longer than anticipated. Following a January 13 first flight, Nextant had aimed to complete the process earlier this year.

– M.H.

Commuter Air Technology’s 350ME fuel-tank STC should be approved in Q1 2016. Flight time endurance with the tanks is more than 12 hours on the Beech King Air 300, affording trans-Atlantic range.

FBOs and dealers can negotiate discounts.

Downtime for the installations is around eight weeks, according to Wilkerson.

The company is taking orders for the STC at NBAA 2015 at discounted rates.

“Paris is evidence that the world is not getting any safer and there is a high demand across the world for

special-mission aircraft to get these people who perpetrate these terrible acts,” said Wilkerson. “What happens in the Middle East, it is not contained. We are primary players in the special-missions mod market and we are working hard to keep up with the demand. We see it continuing to grow.” o

Satcom 1’s newest TV service gets high ratings among VVIPs

by James Wynbrandt Honeywell is expanding its reach in the fast-growing inflight connectivity market under an agreement to acquire Satcom 1.

Expected to close by year end, the acquisition will strengthen Honeywell’s ability to offer a complete lineup of connectivity products and services from routing software, airtime, hardware, equipment, avionics and flight support services and applications, the company said. Terms of the acquisition were not disclosed, but Honeywell noted revenues for the privately held Satcom 1 are expected to reach $25 million this year.

Satcom 1 provides on-board communications routing software, along with airtime and consulting services. The company already has an established relationship with Honeywell as an existing distribution partner for its JetWave terminals

and Inmarsat’s GlobalXpress program.

Satcom 1’s customer base has included business aircraft, and government and head of state aircraft and helicopters.

In addition to boosting its portfolio, the acquisition expands Honeywell’s global reach in the in-flight connectivity market. Satcom 1 is headquartered in Copenhagen, Denmark, but also operates a research, design and support center in Paris and sales and consultancy offices in Dubai and San Antonio.

Satcom 1 (Booth N1528) is here at NBAA 2015 touting its Satcom 1 TV, which was introduced in May The launch platform was a head-of-state Airbus A340 for an undisclosed customer. Since then, Satcom1 has delivered the service to Airbus, Boeing, Bombardier and Gulfstream aircraft. o

SIERRA SET TO BREAK GROUND ON COMPLETIONS FACILITY

Though not on display here at the NBAA show, Nextant’s remanufactured King Air G90XT has achieved long-awaited certification from the FAA. It’s powered by GE’s H75-100 turboprops.

Sierra Completions (Booth N1735), a subsidiary of the Sierra Nevada Corp. (SNC), is set to break ground on its new 31,000-sq-ft hangar at Colorado Springs Airport. The hangar will serve as a modification facility for interior completions and will be capable of handling BBJs and ACJs. Located in an area known as the Colorado Aerospace Park, the facility will include back shops, offices, storage facilities and a fire-suppression system. The facility is expected to employ about 150 once operational.

“This is the first step in establishing a presence for Sierra Completions at the Colorado Springs Airport and provides us with a facility to launch the business,” said Ed Topps, vice president of programs for Sierra Completions. He added that the company is in “active discussions with a number of customers already” about performing completions at the facility.

–J.W.

www.ainonline.com • November 17, 2015 • NBAA Convention News 115

by Amy Laboda StandardAero’s shops have seen an 80-percent rise in the number of quotes written for ADS-B system upgrades in the last five months, company president Mark McGowan said here at NBAA 2015. Quotes for other mandated upgrades–including TCAS, FANS 1/A and CPDLC– are also up by nearly 50 percent during this same span. The expansive MRO company with 14 locations worldwide saw revenue approaching $2 billion this year and anticipates even more revenue in 2016.

“Next year will be key for compliance, and we know some operators are struggling with decisions about which mandates to pursue, and when to pursue them,” said McGowan. To encourage education the company is hosting a “Mandate Mania” quiz contest this week both at the convention and via the Internet. Winners are entered in a sweepstakes for a $5,000 getaway vacation.

On the hardware front McGowan announced that StandardAero (Booth N4500) signed an agreement with RollsRoyce to become an authorized engine line maintenance service provider for CorporateCare tipto-tail service for operators of the AE3007A and BR710A2-20 turbofan engines. StandardAero will begin offering these new services to operators next month.

The company also announced it is joining forces with Universal Avionics to offer Learjet 45, 60, Astra SPX and Gulfstream G100 operators a satellite-based augmentation system (SBAS) and FMS upgrade, including transponders with ADS-B out, for a significant savings. This special offer includes both a trade-in credit for the avionics being replaced, a hefty discount on new Rockwell Collins TDR94D Mode S transponders and a reduced shop rate of just $80 per hour for all airframe inspections during the upgrade.

Beyond that operators get a menu of upgrades or credits that are packaged with the deal, from free Gogo Talk & Text credit, True Blue Power USB charging outlet installations, free LED landing light installations (or LoPresti Boom Beam in the Astra SPX or G100) or as much as a $15,000 open shop credit for use at any StandardAero facility.

For Dassault aircraft StandardAero is nearing completion of the first Rockwell Collins TCAS 7.1 STC for the Falcon 900 and Falcon 50/EX. StandardAero also announced STC programs on the Falcon 7X and 50EX using SmartSky’s 4G LTE connectivity system, as well as launching the CMD Flight Solutions ADS-B out upgrade, installing it first on the Falcon 50.

Finally, the company completed and certified its first Rockwell Collins synthetic vision system on a Falcon 2000 last month. It also completed a full upgrade from Rockwell Collins Pro Line 4 to Pro Line 21 avionics on the Falcon 2000, providing the aircraft with the enhanced functionality that is required before a FANS 1/A upgrade. All services were provided at the company’s Springfield, Ill. facility.

McGowan said, “We have a commitment to quality services nose to tail, and we will continue to be first to support operators, especially as we are preparing to be ready for the Falcon 8X and Falcon 5X, and prepping for the first Falcon 7X C-checks that will be coming due in 2016.” o

TRUE BLUE POWER LI-ION AIRCRAFT BATTERIES ENTER SERVICE True Blue Power (Booth C9639) of Wichita Slater, True Blue Power division manager. “It provides announced an OEM launch customer for its lithium- the baseline for subsequent STC processes on a long ion main-ship batteries at NBAA 2015. Bell Helicopter list of aircraft applications awaiting True Blue Power has selected the True Blue Power TB17 (17 amp-hour) lithium-ion batteries. Other STCs are under way to as the primary battery on the Bell 505 Jet Ranger X. get approval for use of TB17 batteries in the Robinson Another important milestone for True Blue Power is R44 and AS350 AStar and DH-6 Twin Otter, as well as the first revenue flights of an aircraft equipped with True TB44 batteries in the Cessna 208/208B Caravan and Blue Power lithium-ion main-ship batteries. Calgary, Pilatus PC-12.

Alberta-based R1 Airlines, an on-demand charter serThe company also announced that Burt Rutan vice, became the first commercial operator to use an air- has selected a custom-integrated True Blue Power craft (a Bombardier DHC-8-100) so lithium-ion battery for the equipped earlier this month. The SkiGull seaplane, which is being batteries were installed after True developed by Rutan and Regan Blue Power and Avmax, which manDesigns. The lithium-ion batages R1 Airlines, received a Part tery will power the versatile 25 supplemental type certificate aircraft’s auxiliary electrical pro(STC) from Transport Canada for pulsion system, which will be installation of the True Blue Power used for docking and beaching TB44 (44 amp-hour) battery on the in winds, engine-out safety and DHC-8 100/200/300 series. Avmax takeoff thrust boost. True Blue and True Blue Power have applied Power partnered with Regan for bilateral acceptance by the FAA Designs to develop the customof the same STC for use on U.S.integrated lithium-ion battery based Dash 8s. module.

Avmax’s other charter airAccording to True Blue line, Airmax Chad in Africa, is Power, the company’s proprialso slated to convert to True etary nanophosphate lithium Blue Power batteries for its two cell chemistry provides supeDash 8-300s, according to Tobin rior energy density, providTodd Winter, True Blue Power president and Shackleford, Avmax vice presiing three times the energy per CEO, stands behind his products, announcing dent of business development that they will power Bell’s 505 Jet Ranger X. kilogram when compared to and marketing. lead-acid and ni-cad alternaTrue Blue Power also announced the receipt of tives. The lithium-ion batteries are 40- to 45-percent another Transport Canada STC for installation of lighter than the alternatives and are said to provide its TB17 lithium-ion battery on the Beechcraft A36 a lower cost of ownership, with 50- to 90-percent Bonanza. As it has done with its TB44 battery, True less scheduled maintenance cost. This is the result of Blue Power has applied for FAA bilateral acceptance increased durability, two-year maintenance intervals, of the same STC on U.S.-based Bonanzas. efficient engine starts and two- to three-times longer “This certification is a milestone for us,” said Rick useful battery life, according to the company. –R.R.P.

Gulfstream leads the pack with best-ever Q3 numbers

by Mark Huber Gulfstream Aerospace exec- models and 27 more of its utives reported strong sales year midsized jet aircraft.

Here at NBAA 2015, Gulf­ to date even in the face of “irrational behavior” on the part of stream announced a variety of unspecified competitors, accord- capital improvements designed to enhance its customer ing to Scott Neal, support. They included Gulfstream senior vice additional maintenance president of global hangars in Brunswick, sales and marketing.

Ga. and Long Beach, The company was Calif.; a new product the star performer distribution center in in third quarter Savannah; a new prodresults by its General uct support paint facilDynamics parent on ity in Savannah; the October 31, generataddition of MRO sering its highest ever quarterly revenue Scott Neal, Gulfstream vices at Jet Aviation in Teterboro; the addition figures and notch- senior v-p of global of rapid response suping its fifth consecu- sales and marketing port vehicles in Seattle, tive quarterly profit exceeding $400 million. As Chicago, and Washington, D.C.; of the end of the third quar- and more than $1.6 billion in ter, Gulfstream had delivered parts worldwide.

116 business aircraft so far in Gulfstream’s field and air2015, including 89 large cabin borne support teams (FAST)

116 NBAA Convention News • November 17, 2015 • www.ainonline.com

R. RANDALL .PADFIELD

StandardAero sees big increase in ADS-B biz

will be supported by avionics and mechanical specialists and are aimed at customers who need line service repairs, minor inspections, minor cabin interior repairs and compliance with service bulletins.

Three new FAST trucks will be based at Boeing Field in Seattle, Waukegan National Airport in Illinois and Washington Dulles.

They join an existing fleet already based at Savannah, Los Angeles, San Francisco, Houston and New York. The airborne FAST unit is comprised of two Gulfstream G150s and 40 technicians and pilots.

FAST also has 12 dedicated technicians based in Europe, Asia and the Middle East.

Autobraking Added

Additionally, Gulfstream announced that the G650 and G650ER were approved to fly precision approaches and are now offered with autobraking. Gulfstream’s flagship is now cleared to fly required navigation performance with authorization required (RNP AR) instrument approach

procedures.

The approval means aircraft equipped with PlaneView II and the Aircraft Service Change 901 software upgrade are capable of flying an RNP AR approach to a minimum RNP value of 0.1 nautical miles.

Autobrakes will now be standard on the G650 and G650ER. They allow pilots to select one of several braking levels depending on the situation. Installation has begun on in-production aircraft and they will be offered as an optional retrofit. More than 140 G650s/ G650ERs are currently in service; the entire Gulfstream fleet has grown from 1,950 aircraft in 2010 to 2,480 aircraft today.

An estimated 868 of these are based outside the U.S. Meanwhile, Gulfstream president Mark Burns told AIN that market feedback to the company’s new developmental G500 and G600 jets has been “extraordinary.” He said that early sales figures for the new aircraft have been very strong and that, “people have been amazed by the technology.” o

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Gulfstream

Looking back at the last 12 months

2014

2015

Qatar Executive CEO Akbar Al Baker and Gulfstream CEO Larry Flynn.

jet can fly from Cape Town, South Africa, to New York and on to Seoul, South Korea, in a single flight without having to stop to refuel.

Gulfstream G280

January 2015

• Triumph agrees to take over the Gulfstream G650 and G280 wing programs from Spirit AeroSystems. The transfer will make Triumph the supplier for four of Gulfstream’s five in-production aircraft. Triumph also provides the wings for the G450 and G550. “We know Triumph well, based on our experience with it on the G450 and G550 and have confidence that its knowledge and capabilities make it the right partner,” Gulfstream president Larry Flynn said.

October 2014

February 2015

• In a surprising revelation, Gulfstream unveiled the new large-cabin fly-by-wire G500 and G600 programs at a launch ceremony in Savannah, Ga. It also rolled out the G500 to a crowd of 3,000 people. The G500 is expected to enter service in 2018, and the G600 in 2019. Despite carrying less fuel than the G450, both new aircraft will be able to fly farther and faster.

• The Gulfstream 650ER, billed as the world’s longestrange purpose-designed business jet, was certified by the FAA. The 7,500-nm jet is expected to start deliveries to customers by the end of 2014. (The first delivery took place in November.)

• At the NBAA show in Orlando, Fla., Qatar Executive signs a memo of understanding with Gulfstream Aerospace for up to 20 G500 and G600 jets.

• Gulfstream booked more orders in the fourth quarter of 2014 than in any other quarter during the past three years, said Phebe Novakovic, chairman and CEO of parent company General Dynamics. For 2014 as a whole, Gulfstream had 150 deliveries, an increase of six from 2013.

November 2014

April 2015

• Cindy Halsey joins Gulfstream Aerospace as vice president of completion, planning and design. Previously she worked at Textron Aviation. She will take a leading role in defining Gulfstream’s completion and outfitting strategies for current and future aircraft.

• As part of a sustained wave of infrastructure investment, Gulfstream will open a new 405,900-sq-ft parts distribution center in Georgia. Savannah-Hilton Head International Airport has two new buildings that were built for development of the cockpits and cabins of the G500 and G600.

December 2014

• At the MEBA show in Dubai, the G650ER makes its first MEBA appearance. Its maximum cruise speed is Mach 0.90. With 7,500-nm range, the ultra-long-range business Gulfstream G650

March 2015

• The Robert J. Collier Trophy for 2014 was awarded to Gulfstream Aerospace for its development of the G650.

The National Aeronautic Association presented the award March 11. A committee of 30 aviation and aerospace industry executives made the decision, observing that the G650 “strengthened business aviation through significant technological advancements in aircraft performance, cabin comfort and safety.”

• At the ABACE show in Shanghai, it was announced that Gulfstream’s Asia-Pacific fleet has more than doubled in the past decade. There are currently more than 270 Gulfstreams based in the region, including more than 150 in Greater China. The new G500 and G600 jets are expected to suit the Chinese aviation mission when they enter service in the next three to four years.

• At ABACE, the G650ER’s long-range capability was highlighted. It flew from New York’s Westchester County Airport to Beijing International Airport in 13 hours, 20 minutes, returning to Savannah, Ga., in 12 hours. It set two speed records during flight testing in 2014: Los Angeles to Melbourne, Australia (14 hours, 58 minutes) and Hong Kong to New York (14 hours, 7 minutes).

May 2015

• The G500 T1 airframe at Gulfstream’s flight test center has completed ground vibration and structural mode interactive testing. On May 18, the G500 takes off for the first time from Savannah; the two-hour maiden flight reaches 15,000 feet.

• At the EBACE show in Geneva, Gulfstream showcases its G150, G280, G450, G550 and G650ER. The company finalizes a three-year agreement with World Fuel Services, its fuel supplier, for renewable fuels for its daily flight operations in Savannah. Gulfstream’s European fleet has grown to more than 200 aircraft, a 30-percent increase in the last five years.

• Qatar Executive confirms firm orders for up to 30 Gulfstream jets (19 G500s, five G600s and six G650ERs) at EBACE. This purchase agreement of $1.5 billion

118 NBAA Convention News • November 17, 2015 • www.ainonline.com

consummates a memo of understanding signed last October.

• Gulfstream president Larry Flynn will retire on June 30 due to health reasons. Mark Burns, Gulfstream’s president of product support, will take over the role.

June 2015

• The FAA approves Jet Aviation Singapore to provide line and base maintenance, as well as warranty, for U.S.registered Gulfstream G650s.

July 2015

• Gulfstream is expanding its maintenance and support space in Long Beach, Calif. A 19,000-sq-ft maintenance hangar and another 10,000-sq-ft support and office building will create 50 jobs. The new hangar will be able to fit three large-cabin Gulfstreams at once and will be operational by late summer.

August 2015

• Gulfstream was selected by AIN readers as the top provider of product support services in the combined overall average category in AIN’s annual Product Support Survey. Gulfstream earned an 8.3 score (of a possible 10), slightly higher than its first-place 8.2 score from 2014.

• In Appleton, Wis., Gulfstream’s service center added a 25,000-sq-ft hangar dedicated to maintenance for midsize jets. The hangar is able to contain five jets.

September 2015

• In the first half of 2015, Gulfstream delivered 73 jets worldwide, four fewer than the 77 delivered in the first half of 2014.

• Gulfstream Aerospace has begun preparing the next two G500 test aircraft for flight. As of mid-August, the newest Gulfstream model had accumulated more than 15 hours’ flying time in five flights, reached a speed of Mach 0.80 and flown to 38,500 feet.

• Seeking to expand in Latin America, Gulfstream names Aerocardal as its sales representative in Chile. Based in Santiago, Aerocardal will handle both commercial and government sales. Aerocardal counts among its 15 aircraft two G150s.

• Gulfstream expands its Brunswick, Ga., service center with the opening of a new 110,000-sq-ft hangar at Brunswick Golden Isles Airport. Also, the company announces that it is providing maintenance, repair and overhaul services at Teterboro (N.J.) Airport through sister company Jet Aviation.

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Jet-Care GPA program available for R-R turbines

by Charles Alcock Engine condition trend monitoring specialist Jet-Care recently made its gas path analysis (GPA) service available for Rolls-Royce engines powering business aircraft. The group now offers GPA support for the following turbofans: BR700710C4, BR700-725A12, BR700725A1, Tay 611-8, AE3007A and AE3007C. The process detects deterioration and faults in the engine core by analyzing key flight data parameters, including fuel flow, shaft speeds and gas temperatures. “These new additions to our already extensive range of Jet-Care GPA engine trend programs allow operators of single- or mixed-engine types to tend their entire fleet with one quality provider,” said Jet-Care CEO David Glass. “We feel very strongly about providing full support to an operator and always look at any potential engine issues from an operational perspective. We do not expect an operator to work on a ‘no news is good news’ basis or to work it out for themselves, as is the case with so many of the other commercially available trend programs.”

Here at the NBAA show, Jet-Care (Booth N1121) is presenting the results from a GPA Clinic in which the performance of operators’ engines has been evaluated for free. Operators can also ask questions about engine trends and issues.

The company has European laboratories in the UK and Switzerland, operating under the name Spectro. The headquarters for Jet-Care USA is located in Morristown, N.J. Last year, Jet-Care made GPA available to operators of Pratt & Whitney Canada PT6series turboprop engines, adding to the services it has long provided for the manufacturer’s PW100 turboprop, as well as for its 300/500 series and JT15D turbofans. Also included in its GPA portfolio are Honeywell’s TFE731, ALF502, LF507 and HTF7000 engines, as well as the Williams FJ44, Rolls-Royce BR710 and GE CFE738.

The main benefit of GPA is the chance to identify issues early enough to reduce maintenance costs. The core engine parameters measured for the GPA process include speeds

(N1, N2, etc.), fuel flow and operating temperatures. This information can be collected through electronic data capture, when available, but JetCare also prefers to capture data manually collected by the pilot. Increasingly, flight crews are using iPads to record and upload the data, and Jet-Care’s iECHO GPA application is a useful tool for this task. By having both sets of data (electronically and manually captured) the Jet-Care team can look for anomalies that affect one data set and not the other. This is a powerful analytical tool.

In addition to identifying engine health trends that are important to maintenance planning, GPA also reveals engine-usage trends. This can be particularly helpful to fleet operators eager to identify, for instance, why some of their aircraft are being operated more efficiently than others.

In some instances, Jet-Care has helped engine manufacturers with product development work. For instance, one OEM changed a gas path component that affected performance and wanted Jet-Care analysis to demonstrate to the airframer that the change had maintained or even improved overall performance Separately, Jet-Care also offers an array of laboratory services; analyzing oil, chips, filter

Key Air celebrates 30th anniversary

by Kerry Lynch Key Air (Booth N5222) comes to NBAA 2015 celebrating its 30th anniversary.

The company has returned to growth mode with the addition of four long-range jets to its charter certificate this year, flying hours climbing and a solid outlook for the future, said cofounder Alan DePeters.

Key Air was established in February 1986, just a few months after DePeters helped launch its

sister company, Keystone Aviation (now Keystone FBO Services) at Connecticut’s Water­­buryOxford Airport (OXC). The name Key Air, while born out the Keystone name, actually came from the local department of motor vehicles. As DePeters recalled, when he applied for a new license plate for his car he wanted to play off of Keystone, so he applied for KEY XTN; instead, he received a plate

with KEY AIR. Thus his new aircraft management business became Key Air. Key Air began with a single Hawker 700 acquired by DePeters’s partners in the venture, and the firm soon added a second aircraft to the managed fleet. The business grew from there, initially, “almost all by word of mouth,” DePeters said. The company had a clear mission of wanting to

Jet Care’s gas path analysis service, now available for a range of Rolls-Royce turbines, can help operators avoid costs associated with maintenance issues such as this fractured bleed-air pipe.

debris, fuel and hydraulic fluids.

These help to provide a fuller picture of an engine’s condition.

Jet-Care’s analysis of oil, debris, filters, fuel and hydraulic fluids addresses three main issues: the mechanical condition of the equipment; the condition of fluids; and any contamination that might undermine performance. The tests can reveal failures in the oil-wetted system such as bearings, gears, towershaft, mis-assembly or provide personalized service and work closely with its customers. DePeters personally flew a number of the missions for the business, from Hawkers to Gulfstreams.

DePeters had initially re­­ tired in 2006, remaining on the board. But in 2014, company investors asked DePeters if he would return to take the reins of the charter and management business. “I’ve always been active with the company,” he said, adding he was happy to return.

Since DePeters rejoined the company, Key Air has added

Key Air started operation with a Hawker 700. Today the fleet includes a Falcon 2000LX, Falcon 7X, Gulfstream IV-SP and G650ER.

120 NBAA Convention News • November 17, 2015 • www.ainonline.com

other oil-wetted components.

With fluids, the laboratory teams look for factors that could indicate oxidation and acidity in the oil or contamination issues such as incorrect oil mixes, the presence of hydraulic fluid and/or fuel in the oil and unacceptable levels of particulates present in the hydraulic system. Jet-Care also analyzes fuel for moisture in tanks and potentially harmful microbes. o

Key Air owes its name to a mix-up at the Department of Motor Vehicles.

a Falcon 2000LX, Falcon 7X, GIV-SP and a G650ER. Key Air has concentrated most of its fleet in a few regional locations and reinstated a maintenance deparment. The company also renewed key safety programs, including IS-BAO Stage II and Air Charter Safety Foundation Industry Audit Standard registration.

DePeters expects to add additional aircraft to the Key Air fleet, which now numbers 14 aircraft. But he has no desire to build a large network with 40 or more aircraft.

Rather, he wants the company to remain a boutique business with a focus on close customer relations. “The mission originally was to be a hands-on boutique company, which it is today,” he said. o

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Maverick sees Las Vegas from a different viewpoint

by Harry Weisberger While in Las Vegas, those attending the NBAA Convention can relax after the hustle and bustle of the show by booking one of Las Vegas-based Maverick Aviation’s helicopter or fixedwing tour flights over Vegas and the surrounding area.

The Maverick Helicopters division of Maverick Aviation

Group conducts aerial excursions with a fleet of Airbus EC130 helicopters, and the company flies more than 250,000 guests annually. Passengers enjoy live narration about the surrounding attractions, voice-activated headsets and wrap-around windows. A multi-camera video system records every flight to

With its fleet of Airbus EC130s, Maverick Aviation offers tours of the Las Vegas area, including jaunts to some of the more remote sites in the desert region.

Flight Research aims to narrow training gap

by Robert P. Mark Scott Glaser is vice president of operations at Mojave, Calif.based Flight Research, a 35-year old flight-test company that uses turbine aircraft to teach its own brand of upset prevention and recovery training (UPRT). Glaser said the company’s purpose in attending the NBAA Convention (Booth C11412) is to spread the company’s message that the number-one cause of fatalities stems from the training gap

where they can also fly quite safely. Flight Research, a short hop from Edwards Air Force Base, also supports airframe testing and certification, as well as aircraft, avionics and weapons systems modifications.

Flight Research’s standard course uses a Sabreliner business jet to demonstrate the old method of teaching stalls from the now-superseded practical test standard. That’s when the

Flight Research uses this North American Sabreliner to conduct upset training, including fully developed stalls and upsets involving nose-high, low-speed attitudes.

between military and civil flying.

Glaser said the UPRT course was designed to bring students up to speed on the aerodynamics and limitations of today’s jet transport aircraft, and on the flight regimes where pilots typically operate civil jets and other portions of the flight envelope

norm was to power out of a stall with minimum loss of altitude at almost any cost. Glaser said that students recognize early on that the altitude loss trying to fly out of a stall can be considerably larger than by simply reducing the angle of attack to get the aircraft flying again. The

Seeing the Las Vegas Strip from this vantage point is a thrill for many tourists, leading to a lucrative business for Maverick Aviation.

preserve passengers’ memories.

The Maverick Airlines fixed-wing operation is based at Henderson Executive Airport with three Beechcraft 1900Ds and a trio of Cessna 208 Caravans.

Tour durations and routes vary from a 15-minute “See The Strip From The Air” mini-excursion for $124 per person to a panoramic view of the nearby Grand Canyon, or a 2.5-hour “Vegas Dream Sunset” tour of Hoover Dam, Lake Mead, southeastern Nevada and Las Vegas environs, climaxed by a sunset view of the new stall recovery method is also much more comfortable to most pilots, Glaser explained.

He added that the Sabreliner training begins in the high-teen altitudes where instructors and students explore fully developed stalls, as well as upsets from a nose-high, airspeed-low attitude.

He said Flight Research instructors don’t allow the Sabreliners to go inverted during training.

During the second day of class, instructors cover more in-depth academics, as well as combing through reports on dozens of upset/loss-of-control accidents from around the world.

Flight Research uses the single-engine Aermacchi MB-326 Impala for the more advanced UPRT maneuvers because it’s a well-proven military jet trainer flown by the air forces of 15 nations. It operates well in all attitudes, according to the company, with predictable spin behavior and recovery performance that closely parallels that of most popular business jets.

Glaser said the Impala’s control forces are extremely wellbalanced, and it’s a fun aircraft to fly. Students typically begin in the Impala’s back seat but can transition to the front if they choose.

Because of its military origins, the Impala comes equipped with a Martin Baker Mark VI ejection seat, which means the FAA requires every pilot to complete ejection-seat training before the first flight. o

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Strip. Air tour destinations outside the Las Vegas area include the west and south rims of the Grand Canyon and the Grand Canyon Skywalk west of Grand Canyon Village. Maverick also offers charter transport and wedding flights.

Helicopter tours stage from Maverick Helicopters’s new terminal at McCarran International Airport adjacent to Signature Flight Support. The new Maverick terminal features 20-foot-high floor-to-ceiling windows offering a panoramic view of the airport.

Maverick is the world’s largest single user of EC130B4 helicopters, logging well over 60,000 hours on the type. With an external noise level of 8.5 dB below ICAO limits, Maverick Helicopters operates 0.5 dB under the Grand Canyon National Park perceived noise standard (the world’s strictest). The EC130B4 and -T2 achieve that environmentally friendly noise level in large part due to the enclosed multi-blade Fenestron tail rotor first seen on the Aerospatiale SA-341 Gazelle. o

BALDWIN, WORLD FUEL SHARE TRIP-RISK ANALYSIS Don Baldwin, president and CEO of Hilton Head, S.C.-based Baldwin Safety And Compliance (Booth C8829), announced his company’s alignment with World Fuel/Colt to integrate trip-risk analysis into Baldwin’s product and service lineup.

The safety company also rolled out the new Baldwin Trip Risk Analysis Tool (TRAT), designed to reduce the time it takes pilots to analyze risk before a trip begins by analyzing an entire trip, rather than segment by segment. Baldwin said some crews wait until just before takeoff to run their risk analysis, an effort that creates significant pressure to complete the trip no matter what the analysis reports.

Handling pre-flight risk assessment like this, he said, completely defeats the purpose of running the analysis in the first place.

Baldwin’s web-based TRAT, available as a value-added product to subscribers, will also eliminate gaps in trip planning that even the most conscientious flight crew can miss, such as reviewing the trip’s fatigue plan. The TRAT looks at the entire trip and how crewmembers will be affected, not just in the early segments.

In other safety-related news, Baldwin Safety and Compliance is working with the FAA and the Aviation Safety Information Analysis and Sharing (ASIAS)

system. The plan is to beta-test Baldwin Safety as a potential independent gateway for operators to submit reports directly into the ASIAS database, which is currently managed by Mitre Corporation. A successful beta test could mean eliminating the currently required memorandum of understanding between Mitre and the individual flight department. It would also allow flight departments to submit reports directly through Baldwin Safety.

Baldwin said that while the number of business aviation operators involved with ASIAS is small compared with the number of airlines, even a single-aircraft flight department will be able to query the ASIAS database for trend information, as long as the company adds reports into the database. “The best information to help effectively manage aviation safety issues is often derived from multiple reports of what might appear on the surface to be lowrisk problems,” he explained.

Baldwin Safety is a sponsor of the NBAA Single-Pilot Safety Standdown and supports a number of small Part 121 airlines’ Aviation Safety Action Programs.

The company continues to expand into the helicopter and air ambulance industry. Baldwin, ex-flight department manager at Texaco, created Baldwin Safety 10 years ago.

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NEWS CLIPS z Bombardier Presents Cernan Safety Award Bombardier named pilot and safety advisor Matt Barre the winner of the 2015 Eugene Cernan Safety Award. Bombardier recognized Captain Barre for “his dedication to aviation safety while on active duty in the Coast Guard and as a member of Aflac’s corporate flight department.” Nominated for the award by his peers, he was also credited for his involvement in developing safety programs within the aviation industry, including his participation on the Southeast Aviation Safety Roundtable.

Bombardier presented the award during its 19th Bombardier Safety Standdown USA in Wichita in early October. The 20th edition of the USA Safety Standdown will take place from Sept.

27 to 29, 2016 in Wichita.

z Corporate Aviation Insurance Group Rebrands To better reflect its more diversified product offerings within the aviation industry, the company formerly known as Corporate Aviation Insurance Group (CAIG), last month rebranded itself Aviation Specialty Insurance. While its name has changed, the Indiana-based provider (Booth C13937) says that its ownership, services and customer-service philosophy remain unchanged and it will continue to offer the same depth of experience and knowledge to provide its clients with the best insurance coverage solutions.

Along with its Fort Wayne headquarters, the company maintains offices in Columbus, Ohio, and Atlanta, and it has direct representation to nearly every North American aviation insurer. Affiliated partnerships in São Paulo, Brazil, and London not only give it access to another 15 carriers, but also provide the capability to insure any aviation risk anywhere in the world.

Flight-testing under way, 8X production ramps up

by Kerry Lynch Dassault Aviation has begun completion work on the first customer-bound Falcon 8X long-range trijet as the company progresses toward certification and deliveries next year.

The aircraft, S/N 04, arrived in the Dassault Falcon Jet completion facility in Little Rock, Ark., on October 9, the company announced.

S/N 04 was the second of Dassault’s new 8X family to be sent to Little Rock for completion. The first–S/N 02–arrived last summer for installation of an interior that will be used for the 8X cabin comfort and

functionality test program. This airplane will also be used for an around-the-world operational test campaign to demonstrate reliability and performance in various flight conditions, such as temperature extremes, highaltitude operations and high humidity. Dassault has nine other aircraft in various stages of assembly in Mérignac.

While Dassault ramps up production, the flight-test program continues to check off milestones. As of October 10, the Falcon 8X flight-test program had accumulated 315 flight hours and 153 flights

from Dassault’s flight test center in Istres, near Marseille, France. Flight-test aircraft have opened the flight envelope, with S/N 01 recently reaching a speed of Mach 0.97. Initial certification tests covering takeoff and landing performance and EASy flight deck validation are also progressing.

“These achievements reflect the steady advance of the Falcon 8X flight-test program since the aircraft first took to the air last February,” said Eric Trappier, chairman and CEO Dassault Aviation. “Tests have fully confirmed target capabilities, in particular long-range performance.”

Dassault, which unveiled the aircraft during the May 2014 EBACE and flew the first 8X in February, hopes to secure both EASA and FAA certification in mid-2016 with deliveries following later that year. o

z Tempus Opens Second Pilatus Service Center Tempus Aircraft Sales & Service, the U.S. Southwest sales distributor and service provider for Pilatus Aircraft, opened a new Pilatus-authorized service center at the Scottsdale (Ariz.)

Municipal Airport on November 1. The 22,000-sq-ft facility, subleased from Signature Flight Support, offers “extensive” aircraft service, including service appointments, for all Pilatus aircraft. Previously, Landmark Aviation operated as an authorized Pilatus satellite service center for the region.

“As a leader in aviation and an expert in Pilatus aircraft, we look forward to building a closer relationship with our customer base and being a service provider that aircraft owners can trust,” said Tempus CEO Jack Gulbin. The Scottsdale facility is Tempus’s second Pilatus-authorized service center–the other is at Denver Centennial Airport–in addition to four contract satellite service centers it oversees in Santa Ana, Calif., and Houston, McAllen and Denton, Texas.

Meanwhile, Tempus is making over its Denver Centennial headquarters facility to accommodate sales and service activity for the Pilatus PC-24 twinjet, which is scheduled to enter service in 2017.

z FBO Chains Form Strategic Alliance in Germany Jet Aviation (Booth N5131) and Germany’s Kurz Aviation Service, which operate a total of seven FBOs in Germany, have agreed to cooperate to offer their clients a seamless network within the European country. As part of the agreement, the companies will exchange nationwide operational and service relevant flight data. Jet Aviation operates at Berlin Teigel and Schönefeld, Dusseldorf and Munich, while Kurz has facilities at Cologne, Egelsbach, Frankfurt and Stuttgart, all of which will be available to customers through a single point of contact.

“Our decision to share resources will offer significant benefits,” said Frank Kusserow, Jet Aviation’s FBO managing director in Germany. “If, for example, available parking is limited at one airport, the customer can still be accommodated by diverting the aircraft to another airport. This cooperation offers a total network solution for our customers in Germany and we are very pleased to cooperate with Kurz Aviation Service.”

As the first two Falcon 8Xs are now being completed at Dassault Falcon Jet’s completion facility in Little Rock, Ark., the flight-test fleet continues to check off milestones. As of October 10, the 8X flight-test program had accumulated 315 flight hours and 153 flights from Dassault’s flight test center in Istres, near Marseille, France.

FAA APPROVES GV FANS SOLUTION Gulfstream received an FAA supplemental type certificate (STC) to install a Future Air Navigation System (FANS) 1/A+ system on Gulfstream Vs. FANS 1/A+ is required over certain North Atlantic and some Pacific routes and helps air traffic controllers handle growing levels of air traffic by using smaller spacing. “After Jan. 30, 2020, aircraft without FANS 1/A+ will not be allowed to operate in Minimum Navigation Performance Specification airspace,” according to Gulfstream.

“Our FANS 1/A+ solution for GVs is fully integrated with the aircraft’s flight management system,” said Mike West, Gulfstream vice president of product support sales and new business development. “I can’t emphasize the word ‘fully’ enough. The FMS and FANS

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were developed and created through a unique partnership between Gulfstream and Honeywell. The engineering and flight-test efforts were extensive to ensure we meet the needs of our nearly 200 GV operators.”

The FANS 1/A+ installation requires a Honeywell Mark III communications management unit, a Rockwell Collins VHF-4000 transceiver, an L-3 Aviation Recorders FA2100 solid-state cockpit voice and data recorder and an AstroNova ToughWriter 4 or 5 flight deck printer. The upgrade takes about 15 business days and can be done at Gulfstream’s U.S. service centers in Savannah and Brunswick, Ga.; West Palm Beach, Fla.; Westfield, Mass.; Appleton, Wis.; Dallas; Las Vegas; and Long Beach, Calif. Gulfstream is pursuing a similar FANS STC for the GIV and GIV –D.A.L. With STC in hand for FANS 1A+ installation in the GV, Gulfstream is pursuing similar approvals for the GIV and GIV-SP.

Latitude is first new model in growing Citation series

Cockpit Comfort

Flight controls are simple mechanical systems, and this plus the adoption of major components from the Sovereign+ helped speed the Latitude toward certification. “The goals of the program were not only to develop this new cabin,” Pierce explained, “but also to do so as quickly as possible. And [to make it] very reliable, using as much proven technology as possible.”

The large baggage compartment can hold up to 1,000

MIKE FIZER

“What we set out to do was create a new midsize airplane,” said Michael Pierce, Textron Aviation manager of technical marketing, “something unique that fits in between the XLS+ and Sovereign+. And we wanted a stand-up cabin and a flat floor.” Indeed, the flat-floor configuration is a key feature in the Longitude and Hemisphere and highlights the popularity of this cabin configuration.

The Latitude wing is essentially the same as that of the Sovereign+, with the same 16.3degree leading edge sweep, 543cu-ft wing area and smoothly upswept winglets. Fowler-type flaps, in three sections, are electrically actuated. Five sections of hydraulically powered spoilers provide lift, drag and roll control, supplementing the ailerons at the outer section of the wings.

The empennage also shares Sovereign+ heritage, with a zero-dihedral, trimmable horizontal stabilizer and anti-float tabs on the elevator, interconnected to the stabilizer. A rudder bias system enables feet-on-thefloor engine-out operation. The rudder is equipped with a single yaw damper.

The Latitude bears a number of similarities to other Citations. The cockpit incorporates the Garmin G5000 touchscreen-controlled Intrinzic flight deck used on the X+ and Sovereign+. The Pratt & Whitney Canada PW306Ds are the same engines that drive the Sovereign+.

pounds. A 50-pound capacity coat rod is installed, too.

The door has an integral step, although the 4.5-foot sill height is low enough to enable most people to easily lift luggage into the compartment. The cabin-entry door is electrically operated and uses a single passive seal instead of an inflatable seal.

The cockpit of the Latitude mirrors that of the touchscreencontrolled Intrinzic-equipped Citation X+ and Sovereign+, but it is roomier, and it has a slimmed-down center console and far fewer switches, knobs and controls than older Citations. Small touches add to the cockpit’s comfort, such as

side pocket areas that are ideal for tablet computers and other portable items, leather-wrapped yokes and console, push-to-talk switches on the sidewalls and in general, a far more modern look and feel.

The Latitude fuselage diameter is 12 inches larger than the 72 inches of the XLS+, Sovereign+ and X+, and thus the Latitude’s interior cabin width expands to 77 inches compared to 66 inches in the other jets. This adds about four inches of extra cockpit width for each pilot, making more space for the pilot seat armrests as well as the side pockets, which also include USB chargers. Pilot seat travel is three

RICARDO REITMEYER

First deliveries of the new Cessna Citation Latitude began in late August, following certification in June. Among the first companies to take delivery was Aircraft Management Group of Pittsburgh, Pa. The Latitude is Cessna’s ninth certification program to be completed during the past three years, according to president and CEO Scott Ernest, and there are more programs under way, including the Longitude and the justannounced Hemisphere. “The Latitude has great range, over 2,700 nm, and it has flown to Hawaii and back to Scottsdale, [Ariz.],” he said. “We’ve gotten fantastic feedback with respect to quality. [In addition to] a large order with NetJets, we’re seeing lots of good activity on the retail front, and it’s starting to hit in corporate flight departments.”

Following the early deliveries, Textron Aviation (Booth N3032) sent three Latitude demonstrators on a world tour. “We couldn’t be happier [about] where we’re at, how it was introduced and is taking off into the market,” Ernest said. The Latitude is also on display at the Henderson Executive Airport static display.

The $16.25 million Latitude is an amendment to the Model 680 type certificate, the latest model being the Sovereign+, and it shares many features and characteristics of the Sovereign, such that a Sovereign+ type rated pilot will require just differences training to fly the Latitude.

With the addition of the Latitude the Citation jet line-up now includes three equipped with the Garmin G5000 touchscreencontrolled Intrinzic flight deck as well as the M2 and CJ3+ with the G3000-based Intrinzic cockpit.

PAUL BOWEN

by Matt Thurber

Cessna announced the Citation Latitude at the 2011 NBAA convention. First flight of the prototype took place on 2/18/14, and the aircraft received FAA approval on 6/6/15.

inches longer and windshields are larger. Because the rightseater usually sits back from the instrument panel, the right outboard touchscreen controller was moved slightly aft to match that typical seating position.

The big benefit of touchscreen controllers is elimination of the FMS control display units that usually take up lots of space in the console. An FMS is still part of the G5000 avionics, but it is buried in the circuit cards and software behind the scenes, and all pilots have to do is push more intuitive touchscreen iconography to make the airplane go where and how desired.

Garmin’s Surface Watch is standard on the Latitude, and this provides aural and display warnings for maneuvers such as accelerating on a taxiway, crossing an active runway, getting too close to the end of the runway while decelerating after landing, etc. SurfaceWatch will eventually be integrated with ADS-B in. The Latitude is equipped with ADS-B out as well as Sirius XM weather and radio. Datacomm features for European LINK 2000+ and controller-pilot datalink communications will be an option.

Deliveries of the Latitude started on August 27. John Sieckowski, president of charter and management firm Aircraft Management Group, took possession of one of the first copies.

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Citation Latitude uContinued from page 126

minutes and reach FL430 in 26 minutes. Maximum altitude is FL450, where cabin altitude is 6,000 feet. Range is 2,650 nm (NBAA IFR, 200-nm alternate).

High-speed cruise is 453 ktas.

The Latitude occupies a unique niche in the Citation lineup, but it also competes strongly with both the XLS+ and Sovereign+, although it costs a few million more than the smaller

PAUL BOWEN

The Latitude is also equipped with Garmin autothrottles, which automatically maintain set speeds and make managing power changes simpler. Engines are 5,907-pound-thrust Pratt & Whitney Canada PW306D1 turbofans, the same as those in the Sovereign+, and have a

6,000-hour TBO and 3,000-hour hot-section interval, or can be placed in on-condition service when participating in P&WC’s flight data acquisition and transmission program.

With a 30,800-pound mtow, fuel capacity is 11,394 pounds, and typical payload with maximum fuel is 1,000 pounds. At mtow, the Latitude can climb unrestricted to FL410 in 21

The cabin of the Latitude is roomy and comfortable, accomplished in part by making the windows bigger than on other models and designing the seats to make the most of the space.

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XLS+ and a couple million less than the Sovereign+. Both the Sovereign+ and Latitude share the same 620-cu-ft cabin volume, but the Latitude’s flat-floor cabin might be attractive enough to offset the Sovereign’s longer range and greater speed.

“We worked hard on the [Latitude’s cabin] environment,” said Pierce. The windows are 25 percent larger than those of the XLS+, Sovereign+ and X+, and windows are placed to optimize the passenger’s view. Dualmode manually operated shades are installed, so passengers can choose between fully dark or opaque settings.

The seats were designed and built by Textron Aviation and fold back fully and lay flat. They are equipped with armrests that tuck into the upright when not being used. The bottoms of the seats are left open to add to the cabin’s spacious feel.

For passengers, the Heads Up Technologies fiber-optic, wireless Clairity cabin-management system controls the environment, entertainment features and lighting. Each seat has its own lighting switches, USB port and a small recess that is ideal for a

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128 NBAA Convention News • November 17, 2015 • www.ainonline.com

smartphone, wallet or book.

Square cupholder holes are designed in that shape to also hold smartphones. Clairity can be controlled using a mobile device app or also from the VIP seat and using a master control in the forward refreshment center. Audio content on mobile devices can be played on the Clairity system’s surround-sound speaker system.

The typical Latitude cabin layout is nine seats, with a two-place couch forward, then a club seating area, and two forward-facing seats, plus an extra takeoff/landing-approved belted seat in the lavatory opposite the toilet. That seat converts to extra cargo space by folding down, but there is also a closet for hanging storage. Or buyers can opt to eliminate the lavatory seat and make that area into a larger closet.

Main cabin seats are toed out by 4 degrees for more comfortable legroom, and both sides of the seats have armrests. “We worked on making sure the floor is as low as possible,” Pierce said, “so shoulders are at the widest part of the cabin. The head and shoulder distance between the fuselage is big, so you don’t feel like you’re against the wall.” o

•

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Av-Base’s WinAir aids record-keeping process

by James Careless Av-Base Systems developed the initial version of its aviation management software when DOS was the reigning personal computer operating system.

Released more than 25 years ago, Av-Base was one of the first digital record-keeping and live inventory management systems in the aviation industry. Canadabased Av-Base Systems (Booth N1611) subsequently developed a Windows version–WinAir– when Microsoft’s graphical operating system started to catch on. As of today, more than 9,000 aircraft are being managed worldwide using WinAir software, with 14,000 users working with it daily.

The current version of WinAir comes with aircraft-specific maintenance templates, and

these can also integrate production and inventory, according to the company. WinAir is suitable for fixed- and rotary-wing aircraft, and its key functions include purchasing, inventory management, maintenance management, production control, cost accounting and invoicing.

WinAir features modules such as Real-Time Labor

Tracking, which requires technicians to log on and off the job each time so that the software can accurately compile invoices and payroll accounts. The Reliability module monitors, analyzes and helps prevent problems related to the function or condition of aircraft and components. The WinAir Audit module provides

audits for both potential and current customers.

“For potential customers, a pre-implementation audit is the most effective way to have a successful WinAir implementation,” according to WinAir. “Current customers can take advantage of recurrent audits to highlight processes and practices that could be improved.” o

EXPERIENCE

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AVERSAN AIDING TAXIING SYSTEM Aversan, an engineering firm based in Mississauga, Canada, is building the control interface for the WheelTug no-engines-required, self-propelled aircraft taxiing system.

Using electric motors that are attached to the nosewheels, WheelTug allows aircraft to taxi forward and backwards, while being steered from the cockpit, without requiring the use of the aircraft engines for propulsion.

Aversan (Booth C7315) is devising the turnkey Cockpit Controller, which pilots will use to control the WheelTug system from the flight deck.

An engineless taxiing system reduces the costs associated with fuel consumption, engine operation and brake wear. It also reduces time spent on the ground, because WheelTug-equipped jets don’t have to wait for assistance to move away from the jetway.

WheelTug estimates that its taxiing solution will allow airlines to reduce up to 20 minutes per flight cycle; both by eliminating taxiing delays and allowing aircraft to be moved into positions parallel to terminals, facilitating boarding and deplaning from the front and rear doors.

According to WheelTug’s data, a 20-minute saving works out to $2,000 per cycle, or more than $3 million saved per year per aircraft. –J.C.

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www.ainonline.com • November 17, 2015 • NBAA Convention News 129

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Global Jet Capital grows with GE Capital acquisition

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by Charles Alcock Business jet financing group Global Jet Capital last month agreed to purchase the aircraft lease and loan portfolio of GE Capital Corporate Aircraft in the Americas, representing approximately $2.5 billion of assets. Ahead of this year’s NBAA show, the company has been dealing with the complex process of closing

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Despite new uncertainties in international markets, Vick said Global Jet Capital remains optimistic about prospects for further expanding its lease portfolio. He said that the group currently has a further $1 billion in funds available to support transactions. “Manufacturers will continue to deliver between $12- and

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the deal, which should be complete by early January. The process involves transferring ownership of some 350 aircraft registered in a variety of jurisdictions.

Global Jet Capital was launched 12 months ago at the 2014 NBAA show.

Executive director Shawn Vick explained that the original business plan had been to focus on building the company’s leasing portfolio organically (i.e. through new sales). Before the announcement that GE planned to dispose of its leasing arm, it signaled its willingness to take on the corporate aircraft division, and discussions to this end began in January 2015.

Without knowing exactly what parts of the GE Capital team would come across with the transaction, Global Jet Capital held off on expanding its own team. But on learning that GE had downscaled its team, the company has since been actively recruiting.

“There is no doubt that this deal gets us our business up to scale in one very quick move,” Vick told AIN. “It takes Global Jet Capital from being viewed as a start-up to being a substantial presence in the market.”

Another part of Global Jet Capital’s plan that has changed is the scope of the sort of aircraft it is looking to handle. Initially, the focus had been squarely on larger, longer-range jets, but with the GE Capital portfolio in hand, it is broadening this scope to include almost any “high-quality airplanes with good credit and in jurisdictions where we should be doing business,” Vick said.

According to Vick, the company is working with several customers who are looking to upgrade existing aircraft.

“Our mandate has definitely changed [with the acquisition of GE Capital Corporate Aircraft] and we are now willing to look at airplanes outside our original plan,” he said.

$15-billion worth of aircraft per year and the vast majority of these end up being financed, so this is a sizable market opportunity,” he commented.

Global Jet Capital (Booth C10016) is capitalized by three global investment firms: GSO Capital Partners, a Blackstone company in partnership with Franklin Square Capital Partners; The Carlyle Group; and AE Industrial Partners. The company’s current management team and executive committee include leaders from business jet manufacturers, maintenance and service providers and leading financial institutions that have completed more than 3,500 aircraft transactions.

The U.S.-based company offers a range of operating and interim leases, finance leases and mortgage loans, progress payments and mezzanine financing (a mix of debt and equity financing) for both new and previously owned business jets. Its target market is aircraft valued at $30 million and higher, including pre-owned aircraft around three to five years old.

In addition to Vick, who has formerly held senior positions with various companies including Hawker Beechcraft, Gulfstream and Bombardier, the Global Jet Capital management team includes executive director Bill Boisture, formerly with Hawker Beechcraft, Gulfstream and NetJets. Also on the committee is David Rowe, founder and managing partner at AE Industrial Partners and formerly an executive vice president with Gulfstream Financial Services and GE Capital.

“We see an opportunity in the market because the traditional sources of financing such as the banks [have taken] a step back, and others have placed significant hurdles in the lending process, so the provision of lease financing or debt financing has proved to be challenging,” Vick said. o

by James Careless

BDN Aerospace Marketing Ad 13 – Day 1

Flying Colours has two reasons to celebrate during NBAA 2015. First, the company’s St Louis, Mo. MRO and completions facility received Authorized Service Facility (ASF) of the Year honors in the North American category from Bombardier. Second, Inairvation selected Flying Colours as its only preferred completion center in North America.

Bombardier chose the Flying Colours facility in St. Louis as service facility of the year in recognition of its quality, performance and commitment to customers. The award also recognizes Flying Colours’s support of Bombardier’s “strategy of delivering amazing customer experiences through superior performance.” Flying Colours (Booth C9340) bought the St. Louis facility from JetCorp Technical Services in 2009.

“It is the first time we have been eligible for the Bombardier ASF award, so we are hugely honored to win it, especially given the intense competition in the North American market,” said Troy Funk, vice president of technical services at Flying Colours. “We recognize the dedication, commitment and hard work our strong team in St. Louis places on the customer experience, and the award from Bombardier Aerospace underlines what a great job they do.”

The award is being presented at the 5th Annual Bombardier ASF Excellence Awards ceremony here at NBAA 2015.

As Inairvation’s North American completion center partner, Flying Colours will be responsible for delivering on Inairvation’s vision of a “onestop-shop” for the integrated management of aircraft cabin interiors. Offering customers a single point of contact for their aircraft interiors projects is meant to reduce costs, weight, time and the lengthy delays caused by post-design-freeze modifications. The Inairvation team includes design personnel from Lufthansa Technik, F. List, DesignQ and Schott Aviation. Inairvation is a 50-50

joint venture of Lufthansa Technik and F. List.

“We know that one supplier delay can cost completion projects dearly, so the concept of integrating all the suppliers

under one roof makes so much sense for customers and project managers alike,” said Flying Colours vice president Sean Gillespie. “Working together as an integrated team from the very start of a cabin specification project will ultimately result in a seamless completion installation. We are very excited about this concept.” o

ANDREW H. CLINE

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The Flying Colours St. Louis MRO and completions facility is an FAA Part 145 repair station that services a number of business aircraft makes and models.

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Standdown focus: managing distractions

by Robert P. Mark Bombardier’s 2015 Safety Standdown proved itself again last month to be an antidote to a dangerous time for aviation safety: a six-year period with no commercial aircraft accidents. While the business aviation safety record is not quite as stellar, it has certainly been impressive. Discussions at the standdown about dangers to the industry focused on how periods of accident-free flying can breed complacency.

Managing distractions was the focus of this year’s Bombardier Safety Standdown. Lapses can include when a crewmember is impaired by drugs or alcohol, or pilots who lose focus because their knowledge of their own glass cockpit operations barely meets standards for safe flight.

The week’s talks centered on how seemingly innocuous events left unchecked can and have become hazards or led to accidents. As Retired U.S. Navy Commander and pilot Al Gorthy reminded the audience, “Attention control techniques is the theme [for this year’s standdown]. There are no easy answers to these kinds

Al Gorthy, U.S. Navy Commander (Ret.) and pilot, advocated constant vigilance.

of complex cognitive problems… it’s sometimes difficult to see through the window and into the human mind. But whatever the cause, inattention is an invitation to increased risk and error.”

A recurring theme at all standdowns, however, is the importance of personal and professional responsibility, a topic all presenters seem to believe is just as critical as understanding what action to take when faced with potentially hazardous situations.

Presenters acknowledged the hurdles employees everywhere face to ignore safety issues when pressured, such as fear of losing their job or reprisal by their boss. Those fears alone can make

people clam up. But many of the speakers believe a bit of reluctance to speak up today can grow mightily into a personal philosophy that sounds like, “They don’t listen to me anyway.”

Also spoken about is what it takes to be considered a true professional at everything, meaning someone who’s better than just mediocre. Gorthy said, “It’s time you realized that good is the enemy of great. And greatness requires risk and risk can mean failure. But failure is necessary for growth and growth leads to success. It’s time to be dissatisfied with our personal perfor-

Tony Kern, CEO of Convergent Performance, warned against apathy.

mance and raise the level of our expectations.”

The theme of personal responsibility and raising performance above the mediocre “minimum standards” label is a favorite of Tony Kern, CEO of Convergent Performance. At this year’s event, he blended those ideas with his philosophy for dealing with distractions. “For us to pay attention, we have to have an intention,” Kern said, “a reason to care about what it is we do, or we’ll simply go back to the way we’ve always conducted business.” He declared the era of pilot cynicism, apathy and frustration over, although he conceded that full compliance could take a while.

Kern acknowledged the bad times of much of the past and he believes a better industry is just around the corner, but only for those people who can manage to get themselves unstuck from dissatisfaction with the job. “Before you can do anything, you’ve got to care,” he said. Simply pontificating about a lousy work atmosphere absolves the individual of his own role in maintaining the status quo, no matter his rank in the organization. “You need to decide you want a positive outlook, because negative emotions close down much of a person’s concentration

and focus,” he told the audience.

“It doesn’t mean ignore the dark side, but consider changing the bad things and how that effort alone positively affects your outlook. What’s going on around you doesn’t matter as much as your attitude.” Kern believes professionals, people who consider safety a serious concern, “need to admit they can be better, that they can be excellent in their job. If we feel helpless, we’ll be helpless. First you have to care and second you need to take control of the things you can control.”

Imagine tying the concept of safety together with efficiency, Kern suggested. The bean counters might sit up and take notice if the flight department explained how running a safer operation makes the whole business more efficient. “The idea that safety and efficiency of operation must be in opposition is nonsense,” he said. He swung back to talking about the need for pilots, flight attendants and maintenance technicians to be better than the minimum standards required by the regulations.

“Think about a marketing slogan that tells people our department is so safe that we’re proficient to minimum standards,” he said.

Compliance with SOPs is important but hardly enough for Kern.

Beyond ‘Good Enough’

To support his philosophy of being better than simply meeting standards, Kern asked the audience to imagine a flight and how they’d perform when their life and the lives of their passengers depends upon performance that is near perfect. “Mother Nature could quite easily give you an exam that exceeds 100 percent of your potential, let alone demands performance above minimum standards. There’s quite a bit of work to be done in that huge gap between FAA standards and perfection.

“The only one who can close that gap is you,” he said. “But why would you bother when you’re cynical and bummed out? You need to take this to heart: be a role model.” Kern told the audience to “stay on top of their game… read stuff, share stuff. Have courage, be humble. Remember the love you had coming into this industry. You need passion for what you do. It’s tough to pay attention when you have a negative mindset. Take some personal responsibility. No one is going to do it for you.”

132 NBAA Convention News • November 17, 2015 • www.ainonline.com

Nearly 500 people attended the Safety Standdown in person, but the event reached far more than that, with another 1,100 tuning in for the live web feed.

STANDDOWN ATTENDEE DEMOGRAPHICS • 450 attendees in Wichita from the military, government and law-enforcement agencies, as well as corporate flight departments.

• 1,100 tuned in via the live feed on the Internet • pilots: 52 percent • management: 22 percent • maintenance techs: 11 percent • flight attendants: 1 percent

Gorthy asked the audience simply to pay attention during his talk and to give his words careful consideration. “The world is filled with knowledge but very little understanding,” he said. Gorthy told the audience the average adult attention span is 20 minutes and they hear only every fourth word. That’s a challenge. What’s important is what we allow ourselves to hear and seek to understand, because “understanding is the numberone antidote to risk. Attention requires an incredible amount of focus. I’ve had many of those What am I doing? moments or What am I thinking? moments over my career.” Gorthy also believes it’s time for individuals to begin rising above the limitations imposed by other people and situations.

Clearly there is no magic pill or seminar that can improve a person’s attention to avoid distractions. As he watched many in the audience checking their smartphones every few minutes, Gorthy said, “The gratification from those devices is addictive.

[But] it is your choice to allow that device to remain on and distract you. You need to make the decision not to allow those distractions into your life that interfere with your focus. That begins with willpower. Why not turn them off?”

Gorthy set the stage for the rest of the week by challenging attendees to understand themselves, their airplanes and the threats of the real world. “As leaders of the industry, it’s time to stop tip-toeing,” he said, “it’s

STANDDOWN TOPICS • The need for responsible leadership in a demanding aviation environment, Jay Dankoff • Individual potential for leadership, NTSB member Robert Sumwalt • How to manage cockpit distractions created by even the most sophisticated technology, Chris Lutat • Personal attitudes that can lead to an upset or a complete loss of aircraft control, BJ Ransbury • Human factors in aircraft maintenance • Crew resource management A complete topic list is available at safetystanddown.com/ seminars, as are videos of many of the opening sessions.

time to realize we have a problem with inattention and error and it’s time to lead with disciplined people, thought and action.”

Safety Standdown is not about trying to achieve perfection, although everyone believed that might be a step in the right direction. “You’re not expected to be perfect,” Gorthy said, “but in this business good enough just isn’t. If you don’t have the time to do it right now, you might not get a chance to do it over again.

I believe you already have exactly what you need [to manage distractions] right between your ears. But you have to have the willpower to put it into motion. If it’s important to you, you’ll find a way. If it’s not, you’ll find an excuse. And any excuse involving safety is invalid.”

As a man who has lost comrades, Gorthy’s final remarks presented a chilling challenge.

“We’re engaged on a thousand battlefields with an elusive enemy, the enemy of human error. It’s elusive, it’s stealthy, it’s opportunistic, it’s indiscriminate.

It lies in dormancy and strikes on its own terms. It has no shelf life or expiration date. It has no schedule. We need to defeat this enemy now and stop pretending it doesn’t exist. If there was ever a time to make a difference it is now. Let’s not postpone our responsibilities any longer.” o

Rockwell Collins eyes growth in information offerings

Falcon Field Airport

by Kerry Lynch Rockwell Collins (Booth C9232) is rolling out several new products, such as its Stage content service, as the company focuses on becoming a one-stop source of information for aircraft owners and operators.

Stage is a new cloud-based content service that enables operators to preload entertainment and information on an onboard server. The server, which will hold up to two terabytes of information, will enable up to 70 passengers to stream movies or other information from their individual devices through the use of a Stage app. The information will be available through a subscription and can be loaded either physically or wirelessly. The service is expected be available by the middle of next year.

“Stage makes prepping an aircraft’s cabin entertainment for a trip much easier–especially when last-minute changes are necessary–to give passengers access to exactly the entertainment and information they want,” said Greg Irmen, vice president and general manager, Information Systems for Rockwell Collins.

Flight Tracking Business

Rockwell Collins also is expanding its flight-tracking options for the aircraft operator and on the ground. The company is working with FlightAware to provide real-time tracking for operators of non-ADS-B-equipped aircraft. The service uses FlightAware’s mode-S multilateration (MLAT) technology, which relies upon a ground station receiver network to provide flight position for business aircraft that are not equipped with ADS-B out. David Poltorak, vice president, business aviation for Rockwell Collins, noted that more than 80 percent of business aviation aircraft are not ADS-B equipped, and many of those aircraft fly in Europe and abroad, making the service especially beneficial for international travel.

Along with flight tracking, Rockwell Collins’s ArincDirect flight support service division has agreed to resell FlightAware TV, a map-based fleet and airport flight tracking display that can run on any HDTV for monitoring on the ground.

Rockwell Collins has partnered with Schneider Electric to provide ArincDirect customers real-time, route-specific weather alerts both before departure and en route. Through the Flight Route Alerting function, ArincDirect can calculate precise flight plans up to 36 hours in advance and continuously monitor potential routes for weather issues.

In the cockpit, said Craig Olsen, vice president and general manger for business and regional systems, the company is “heavily involved in information-rich” systems, whether through weather radar, touchscreens or situational awareness

systems. “Our dedication is to provide pilots with as much information as possible,” he said, adding the company is entrenched in forward-looking systems such as enhanced vision and synthetic vision. A recent example of that is the Embraer Legacy 450/500 equipped with the Rockwell Collins HGS-3500 compact head-up display coupled with the company’s EVS-3000 enhanced vision system and Pro Line Fusion synthetic vision.

Rockwell Collins has been researching technologies that would enable a VFR display environment in IFR conditions.

While the company has spent considerable time on a fused synthetic vision overlay of enhanced vision, it is researching an approach that relies on all sensor inputs to produce a combined vision system that provides a VFR-like depiction. Olsen believes such an approach could produce results within a couple of years. The question remains whether regulators will permit lower landing minimums with the use of such technologies.

Olsen believes business aviation operators would be interested in having access to technologies that improve their situational awareness regardless of the credit provided by regulators. The FAA, he added, is very interested in such research.

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Emphasis on Information

The new product offerings and research come as Rockwell Collins continues to move toward a more holistic approach to information, either through providing information on the airplane, downloading information from the airplane or enabling use of that information in the back office, Olsen said.

These efforts have been evident in the company’s recent acquisitions, including Arinc and International Communications Group (ICG). The Arinc acquisition, completed in late 2013, was the largest in the company’s history, expanding its role in flight planning, trip support, information in the flight deck and other cabin services.

ICG, acquired in August, expands on the company’s airborne connectivity efforts.

These efforts continue to gain traction in the marketplace. Poltorak noted that cabin services offerings are “growing fast.”

The company recently secured its launch customer for Jet Connex satcom.

A reseller of the high-speed Inmarsat Jet Connex Ka-band service, Rockwell Collins reached an agreement to supply Jet Connex to charter operatorVistaJet. In addition to its traditional customer base, Rockwell Collins also has a growing government interest in its services. The FAA signed an agreement for ArincDirect flight planning, flight scheduling, international trip support, aircraft datalink, safety management and flight tracking services for its fleet of 32 flight inspection aircraft. o

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www.ainonline.com • November 17, 2015 • NBAA Convention News 133

Jet Aviation St. Louis hosted its first NBAA regional forum in September, held in one side of the largest hangar, which is used for large-cabin business jet maintenance.

Jet Aviation St. Louis still growing

by Matt Thurber Founded as Midcoast Aviation in 1971 by the late John Tucker, Jet Aviation St. Louis has been a key player in the business aviation maintenance, completions and refurbishment industry. The company now employs nearly 900 people, including 75 engineers, who work in hangars occupying 625,000 sq ft, including 17 backshops, at St. Louis Downtown Airport in Cahokia, Ill. “John Tucker was truly a pioneer,” said Jet Aviation St. Louis senior vice president and general manager Chuck Krugh, “and without him we wouldn’t be here today.” Krugh said this during a welcome speech to the attendees at the NBAA St. Louis Business Aviation Regional Forum September 17, the first time the event has been held at the airport.

To honor Jet Aviation’s history, the company draped a 100-foot banner with a timeline from 1971 through the present on a fence next to the forum site, Hangar 22, illustrating milestones in the company’s development. Midcoast has been through a few owners since the founding. It was purchased in 1986 by Ozark Airlines, then sold to Sabreliner Aviation in 1994. The company was acquired

by Jet Aviation in 2006, then in 2008, General Dynamics bought Jet Aviation, and in 2011 Midcoast was renamed Jet Aviation St. Louis.

“It’s important to recognize the importance of these NBAA events,” Krugh told the forum attendees. Not only do they offer opportunities to visit with exhibitors and share best practices with each other, but they also offer opportunities

Chuck Krugh, Jet Aviation St. Louis senior v-p and general manager.

for face-to-face meetings. The most recent event gave many a chance to see Jet Aviation’s massive St. Louis facilities. “Those relationships and that networking is what keeps our industry going,” he said.

Continuous Improvement Efforts

Krugh, an A&P mechanic who holds a bachelor’s degree in computer and information systems technology and a master’s degree in business

administration, joined Jet Aviation St. Louis in 2011. One of his first innovations at the St. Louis facility was the “eight key expectations,” which are shared with every employee on their badges and with posters and banners throughout the facility.

The expectations are topped by the number one item: safety.

A year ago, Krugh announced the ninth expectation at an allhands meeting: “The aircraft always wins.” The idea here is that if an employee has to make a decision about doing the right thing, especially when the workload is high and the pressure is on, he or she will never be penalized for making the right choice, and that means making sure the airplane is safe and the work is 100-percent correct.

This is all part of Krugh’s and Jet Aviation’s efforts to focus on continuous improvement, he said, and one way to do this is to encourage every employee not to hesitate to suggest a better way to do something. One example of this is the continual challenge of what to do with all the unwieldy panels that are

removed from aircraft during maintenance and inspections.

Leaving these on the hangar floor is just not wise; wind could blow them around, or someone could step on them and cause an injury or damage to the panels.

So an enterprising Jet Aviation St. Louis technician devised simple but effective racks made from wooden dowels slotted into vertical wood beams on rolling carts.

These can accommodate many different sizes of panels, and they can easily be moved off the hangar floor into empty storage areas or backshops.

Other ideas from the employees include protective covers on all new seats when they leave the upholstery shop, and covers on new seat belts as well.

Seats are difficult to get a grip on, so one employee came up with a simple temporary handle that is mounted on the top of the seat back to help move the seat from the backshop to the airplane.

Another innovation in the upholstery shop is an in-house Gerber leather hide cutting machine. The machine vacuum sucks the material to a flat surface, and a software-derived map makes the cuts to minimize waste leather and blemishes. This saves a lot of money and leather, as one Global can use 30 to 40 hides for an interior refurb.

The upholstery shop also offers mobile carpet replacement. Instead of fitting and cutting the carpeting inside the cabin, technicians measure and make a paper pattern, which is used to cut the carpet back in St. Louis. The carpet can then be sent to the customer’s location for installation.

Last June, Jet Aviation St. Louis installed a new Siemens climate control system developed

by Global Finishing Solutions

Jet Aviation St. Louis operates an FBO and heavy maintenance and completions center at St. Louis Downtown Airport in Cahokia, Ill. The facility on September 17 hosted 25 aircraft and more than 130 exhibitors to the NBAA St. Louis Business Aviation Regional Forum..

134 NBAA Convention News • November 17, 2015 • www.ainonline.com

in the 20,000-sq-ft paint hangar.

The system allows precise control of temperature and humidity. A certain level of humidity is necessary for curing today’s low-VOC (volatile organic compound) water-based paints, and a typical setting for paint curing is 55 percent humidity, 62 percent dewpoint and temperature nearly 80 degrees F. Typical paints require humidity around 50 percent, said paint shop supervisor Robert Wood. Although cutting humidity speeds drying time, he added, “you can’t cure it too fast or you get blemishes.”

Wood explained that Jet Aviation has switched to a replacement–called Prekote–for the Alodine aluminum preparation process. Using Alodine, paint techs had to apply about 30 to 35 gallons by hand with Scotchbrite pads for a typical jet paint job. Prekote requires just five gallons for the same airplane, and no hand application. The company has also switched to more environmentally safe peroxide-based strippers and modern primers. “It’s good for the environment, and good for these [employees],” he said, even though the new stripper takes about twice as long to remove the paint from a jet as a previous solution.

Another way that employees are protected is the recently installed decontamination chamber that people must go through to enter the paint shop. This removes any scraps of harmful substances, especially from footwear, as technicians leave the facility. “We don’t want anyone to take hexavalent chromium 6 home,” Wood said. “As a company we have to do everything we can to prevent that.”

In the avionics shop, Jet Aviation technicians manufacture wiring harnesses, rather than outsourcing the work to a third party. One Global green completion, for example, requires 10,000 crimped contacts, 5,500 wire ties and 11 miles of wire.

In early October, the company received FAA STC approval of a Rockwell Collins FANS 1/A solution for the Challenger 604. Blake Hogge, senior manager of avionics sales at Jet Aviation St. Louis, said the FANS 1/A upgrade can be done at his shop, “with minimal downtime and cost,” during either a scheduled or nonscheduled maintenance event.

There is much more to see at Jet Aviation St. Louis and inside its many hangars, which seem to keep growing every year.

The company also operates a full-service FBO at St. Louis Downtown Airport. o

Ikhana STCing mod for heavier Twin Otter

by Chris Kjelgaard NBAA exhibitor Ikhana Group (Booth N4410) expects the FAA to award it a supplemental type certificate (STC) in the first half of 2016–and perhaps as early as the first quarter–for its new highgross-weight “HG” modifications for Twin Otter Series 300 and 400 models.

Ikhana’s DHC-6-300HG and DHC-6-400HG mods–as the company refers to them– are intended to allow maximum takeoff weight (mtow) increases of 1,500 pounds for the de Havilland Canada Twin Otter 300 and the Viking Air 400, under standard airworthiness certification. The increase would give each model a 14,000pound mtow for standardcategory operations, including all passenger flights.

John Zublin, Ikhana’s president and CEO, said the company, which does business as Ikhana Aircraft Services, expects to obtain its DHC-6300HG and Viking Air DHC6-400HG STCs “in the first part of next year, subject to FAA” timing.

Using a Twin Otter 300 it owns, Ikhana already has performed “a substantial amount” of test flying of the DHC-6300HG mod to FAA standards, “as much as the OEM [would have done], or more so,” according to Zublin. Now, he added, “We’re getting ready for the FAA flight tests.” Ikhana is concurrently pursuing Transport Canada certification.

Although de Havilland Canada manufactured the Twin Otter 300 (rolling out the last one in 1988) and Viking Air builds the Series 400 (delivering the first example in 2010), Ikhana expects to be

able to cover both models with one STC. The Series 300 is powered by Pratt & Whitney Canada PT6A27s, each rated at 620 shp. But while the Series 400 is powered by PT6A-34s (normally rated at 750 shp), Viking production Series 400s are powered by PT6A-34s de-rated to 620 shp. This is why both Twin Otter models have standard-category certification to 12,500 pounds mtow.

Payload Increase

Ikhana’s HG mod replaces 620-shp-rated PT6A-27s or PT6A-34s with fully rated PT6A-34s, each delivering 750 shp. The 130-shp “horsepower bump” per engine enables the 1,500-pound payload increase, which operators could use in many ways, according to Zublin.

“Operations on floats, we see a huge market for that,” he said.

The mtow increase would more than offset the extra weight of the float pontoons, allowing operators of Twin Otter amphibians or floatplanes to carry full payloads of passengers and bags more often.

“We also think those operators not on floats always have a fuel-staging problem, even on fixed gear,” added Zublin. “This allows them to do their [operations] planning in a different way.”

Additionally, operators serving tourist destinations may find the mtow increase valuable because “passengers are getting heavier, so the HG [mod] gives you the ability to have more people on the aircraft without leaving seats vacant,” according to Zublin. “It’s also how much baggage they haul.” Some passengers tend to bring a lot of baggage on vacation.

Ikhana’s re-lifing of Twin Otters can include a customer’s choice of avionics, overhauled or factory-new Pratt & Whitney Canada PTA27s or PT6A-34s, overhauled or new props and re-life on the fuselage,wing and wing box.

Ikhana already performs a similar mod, but the STC it holds was granted only for restricted-certificate flying on special-missions or cargo-only operations. For the past four years Ikhana has held a Twin Otter 300/400RG STC, which gives both models a 14,000pound mtow for restricted-category operations.

“So far there are 22 to 23 aircraft in service worldwide” modified with the RG STC, said Zublin. However, Ikhana’s RG and HG mods for the Twin Otter 300 and 400 are by no means identical. “It’s not a plug-andplay [mod] at 14,000 pounds standard category,” he explained.

“The restricted-category [mod] is much easier; it involves minimal changes to the aircraft.”

Ikhana also offers Twin Otter 100/200HG mods–using PT6A-27s rated at 620 shp– which increase the mtow of these earlier DHC-6 models to 12,500 pounds, like that of the Twin Otter 300 and 400.

However, because the DHC-6 100 and 200 each have an

empty weight of 7,200 pounds whereas the Series 300 and 400 each weigh 7,500 pounds empty, Zublin said some operators prefer HG-mod Twin Otter 100s and 200s over the later models, because they offer 300 pounds more pay­­load capability.

Now, Ikhana is pursuing a new mod that, if granted an STC, would allow Twin Otter 300s to operate special missions at an even higher (but unspecified) mtow than would its planned HG mod for Series 300s and 400s.

Under what Ikhana calls its “Harbinger Program,” it is also working with GE Aviation to re-engine one of its own Twin Otter 300s with two GE H85 engines, each rated at 850 shp.

The company expects to fly the prototype in 2016. “We’re well into design and planning,” said Zublin. “Our goal is to have a viable prototype by the middle of next year.”

In special missions, such a mod would also be valuable for providing additional aircraft power, electrical power and loiter The weight increase for the Twin Otter Series 300 and 400 models will be a particular benefit to operators of float-equipped models.

capability, according to Zublin.

“For special missions you can never have enough power.”

Ikhana also offers four re-lifing STCs for Twin Otter 200s and 300s and a wing life-extension STC (to 35,000 hours/70,000 cycles) for Series 100s.

The Series 200/300 re-lifing STCs–any of which customers may select individually, or choose to combine in various ways–can culminate in Ikhana’s Twin Otter X2. This is a Twin Otter 200 or 300 the company has purchased and re-lifed using all four Series 200/300 STCs to nearly new condition.

Fresh from Ikhana, Twin Otter X2s offer 66,000 hours/132,000 cycles of certified fuselage life and 45,000 hours/90,000 cycles of wingbox and nacelle life. Aircraft delivered new by de Havilland Canada offered the same limits.

Each X2 also has a new interior, new engines, customized avionics and all-new wiring. Ikhana lists the X2 at $5.2 to $5.3 million.

The company is now working on its second X2 and its fourth 66,000-hour/132,000-cycle fuselage re-lifing. Ikhana has held its wing-box re-lifing STC since 1996, when the company was known as R.W. Martin, and has re-lifed some 130 wing boxes on 115 aircraft. Now Ikhana is performing 10 to 12 wing box re-lifing mods annually, said Zubin.

Ikhana is showcasing all these products and its Twin Otter air-conditioning mod at NBAA 2015, as well as its array of special-missions products and modifications for dozens of different aircraft platforms.

These range from the Grob G 520 Egrett to the Boeing 747. o

www.ainonline.com • November 17, 2015 • NBAA Convention News 135

Other ways the value-added service helps owners is by assisting with processing the paperwork for a sales tax exemption during an aircraft purchase, and protecting all the documents involved with the aircraft to help maintain the aircraft’s value. “They get a lot of free advice from us,” he said.

On the charter front, the Sun Air fleet’s midsize, super-midsize and heavy jets are most popular, especially those that can fly coast-to-coast, including a Citation X, Challenger 601 and 604, Global 5000, Hawker 800XP and 1000 and five Gulfstreams through a 550.

The smallest airplane is a King Air 200, and the light jet fleet includes a Hawker 400XP, CitationJet and Phenom 100.

Sun Air does have a maintenance operation, but this is primarily for its own aircraft, although the company will help out a stranded customer at Camarillo.

The Sun Air charter fleet comprises aircraft from turboprops to large jets. The large aircraft are the most popular with the company’s clients.

Hollywood Calling

SoCal’s Sun Air expands ops, adds dedicated film division

by Matt Thurber Sun Air Jets has grown from a small aircraft management firm based at Camarillo Airport in Southern California, to a large charter/management firm with its own maintenance facility and full-service FBO as well as a base in nearby Van Nuys. Most recently, Sun Air opened its new film division, Film Sun Air, to make its facilities available for movies, commercials or video shoots.

Sun Air is now a Signature Select FBO, having previously been part of the Exxon Avitat then Air Elite networks. Sun Air is exhibiting here at the NBAA show at the Signature Flight Support booth (N3505).

What sets Sun Air apart, according to president and COO Brian Counsil, is the value-added services that it offers to aircraft management customers. When he hired on with Sun Air’s founder and owner, Counsil was first tasked with helping operate the owner’s aircraft as economically as possible. With a background as a tax attorney and accountant, Counsil applied his business skills to the challenge. “I’m a business person,”

he said. “I look at it from a business and financial perspective.”

This perspective drives value-added services for aircraft owners who sign up for Sun Air’s management program.

Fundamentally this means doing what any management company should do: enhance, promote and protect the owner’s valuable asset, the airplane. “Because of Sun Air’s owner being a customer of this industry first, he had the benefit of his own experience,” Counsil explained.

“We learned what it’s like to own and maintain and operate aircraft. Now we do for our owners as we do for ourselves.”

What this means, he said, “is that it transfers into more granular activities.” This includes an Internal Revenue Service (IRS) policy review, tax planning, sales and use tax considerations, insurance issues and property, excise and income taxes.

Most owners have their own tax and accounting advisors, Counsil acknowledged, but they aren’t necessarily educated about aspects of aircraft ownership

and all the confusing issues that it raises.

For example, when the owner uses the aircraft for personal purposes, making sure that is properly recorded, including all applicable and allowable deductible expenses. “It helps owners who have advisors, when they don’t understand aircraft,” he said. “I bridge that gap.”

Another example is the issue of the federal excise tax (FET) that must be paid for each leg of a charter flight.

The IRS has been trying to assess the FET on aircraft management fees and other charges that owners pay to management companies, especially in situations where it isn’t clear who the pilots work for. The key to making sure the FET isn’t improperly assessed to aircraft owners who also place their aircraft on Sun Air’s charter certificate is the way the management contract is worded, and making sure pilots are clearly employed by the proper entity. This is an issue that non-aviation advisors to aircraft owners often don’t understand.

“I manage how the contract is written,” Counsil said, “and pilot activities. You bring good facts by being aware of the rules, and being diligent by building a case before you need it. Our clients have not had that problem [with the FET]. We structure the airplane so it works for the reason they own it and not so they get painted into a corner with the tax authorities.”

Sun Air operates its full-service FBO at Camarillo Airport. From the open two-story lobby to the crew lounge and beyond, the facility takes into account the comfort of passengers and crews alike.

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The new film division takes advantage of Sun Air’s locations in Camarillo and Van Nuys, the nearly perfect Southern California weather and the proximity of plenty of filming activity in the region. “We’re getting proficient at the process of production,” Counsil said. “It’s a way to make good use of our assets.” This includes not only the company’s facilities but also the aircraft in its fleet, some of which are owned by Sun Air’s owner and thus can be easily available for filming.

Managing the filming process at an airport means working closely with airport management, which means Los Angeles World Airports in the case of Van Nuys and Ventura County for Camarillo Airport. “They’re easy to work with,” he said. “We have to be diligent to make sure people don’t filter onto taxiways. We have safety briefings and manage the process.”

Recent film projects include a Hyundai commercial, The Bachelor, and the Fuse TV show Big Freedia, according to Sun Air. “Van Nuys has always been on the radar of the film community when it comes to filming aviation-related footage or stills, but a lot of location scouts are not as familiar with Camarillo Airport,” said Sun Air director of business development Kim Scolari. “What they might have missed is that Camarillo is an extremely film-friendly environment. The facility in Camarillo is an especially perfect location due to its gorgeous views, breathtaking sunsets and surrounding mountains. The atmosphere and lighting are a director’s dream. Film Sun Air does it all for you, whether you need a hangar for the day as a set, or a ramp or interior jet shot, we can quite easily accommodate the request.”

The Sun Air FBO in Camarillo consists of more than 120,000 sq ft of hangar space, crew lounge with satellite TV, sleep rooms and showers, a modern kitchen, concierge services, conference rooms and a spacious open two-story lobby area.

Passengers can be driven on to the Sun Air ramp, and the entire facility has 24/7 video security monitoring. o

DON’T MISS THE

NBAA/CAN Soiree An Evening With Angels

Wednesday, November 18 | 6:00 p.m. – 11:00 p.m.

The Venetian Hotel | Venetian Hotel Ballroom This will be one of the best networking events at NBAA2015, with proceeds benefiting Corporate Angel Network.

Featuring a private concert with

THE ZIPPERS Named Best Dance Band by National Music Awards

To purchase a seat or table, visit the concierge desk in registration.

www.nbaa.org/2015/soiree

NBAA 2015 Schedule EXHIBIT HOURS Las Vegas Convention Center, Henderson Executive Airport Exhibit Halls & Indoor Static Display Hours: Nov. 17 | 10:00 a.m. – 6:00 p.m.

Nov. 18 | 9:00 a.m. – 5:00 p.m.

Nov. 19 | 9:00 a.m. – 4:00 p.m.

Static Display Hours: Nov. 17 | 9:00 a.m. – 6:00 p.m.

Nov. 18 | 9:00 a.m. – 5:00 p.m.

Nov. 19 | 9:00 a.m. – 3:00 p.m.

Tuesday, November 17, 2015 7:00 a.m. - 8:15 a.m.

No Plane No Gain Media Kick-off Breakfast

MARK WAGNER

Location: Las Vegas Convention Center, Central Hall, C2, Exhibit Floor 7:00 a.m. - 6:00 p.m.

Attendee, Exhibitor & Press Registration Location: Las Vegas Convention Center, Grand Concourse between the North and Central Halls

12:00 p.m. - 1:30 p.m.

Scaling SMS for Small Operators

Attendee, Exhibitor & Press Registration

Bombardier: Customer Service Update

Location: Las Vegas Convention Center, Room N253 Education Track: Safety and Risk Management

Location: Henderson Executive Airport 8:30 a.m. - 10:00 a.m.

NBAA 2015 Opening General Session Location: Las Vegas Convention Center, Central Hall, C2, Exhibit Floor 10:00 a.m. - 12:00 p.m.

Daher TBM M&O Session Location: Las Vegas Convention Center, Room N241 Education Track: Maintenance and Technical Issues 10:30 a.m. - 12:00 p.m.

Aeromedical Update: Focus on Obstructive Sleep Apnea “I Lost My FAA Medical; Now What?”

Location: Las Vegas Convention Center, Room N261 (#6) Education Track: Safety and Risk Management

Attract Top Talent to Business Aviation Careers Location: Las Vegas Convention Center, Room N252/254 (#7) Education Track: Career and Leadership Development

Benchmarking & Metrics Costs for Business Aviation Location: Las Vegas Convention Center, Room N253 (#3) Education Track: Aviation Management and Aircraft Ownership

Business Aircraft Sharing for Dummies: A Practical Overview Location: Las Vegas Convention Center, Room N259 (#5) Education Track: Aviation Management and Aircraft Ownership

Location: Las Vegas Convention Center, Room N250 Education Track: Maintenance and Technical Issues 12:30 p.m. - 1:30 p.m.

The Power of Internships Location: Las Vegas Convention Center, Innovation Zone, Booth N704 Education Track: Career and Leadership Development 1:00 p.m. - 2:00 p.m.

Deals: When the Handshake Didn’t Take

Tax and Regulatory Change Management Location: Las Vegas Convention Center, Room N255/257 (#4) Education Track: Aircraft and Flight Operations 1:00 p.m. - 3:00 p.m.

Bombardier: Emerging Regulations Location: Las Vegas Convention Center, Room N256 Education Track: Maintenance and Technical Issues 2:00 p.m. - 3:00 p.m.

Location: Las Vegas Convention Center, Room N249/251 (#2) Education Track: Aviation Management and Aircraft Ownership

NBAA 2015 Coffee Social

Don’t Forget the Cheese!© The Ultimate Customer Service Experience

New Paradigms for Aviation Directors & Reporting Executives

Location: Las Vegas Convention Center, Room N252/254 (#7)

Engaging Airport Management on Key Issues Location: Las Vegas Convention Center, Room N245/247 (#1) Education Track: Career and Leadership Development

Implementing Weather Technology in the Cockpit (WTIC)

Location: Las Vegas Convention Center, NBAA Headquarters Booth, N904

Location: Las Vegas Convention Center, Innovation Zone, Booth N704 Education Track: Career and Leadership Development 3:00 p.m. - 4:30 p.m.

Affect or Effect: Which Has a Hand Hold on Your Operation?

Location: Las Vegas Convention Center, Room N259 (#5) Education Track: Aircraft and Flight Operations

Location: Las Vegas Convention Center, Room N253 (#3) Education Track: Maintenance and Technical Issues

SAS - The New Certificate Oversight System

Best Practices for Importing/Exporting Aircraft

Location: Las Vegas Convention Center, Room N261 (#6) Education Track: Industry Update

Location: Las Vegas Convention Center, Room N259 (#5) Education Track: Aviation Management and Aircraft Ownership

Located in the North Hall, Room N111 Certified Aviation Manager and Professional Development Program Location: Las Vegas Convention Center, Room N255/257 (#4) Education Track: Career and Leadership Development

How To Avoid the Unexpected in China Location: Las Vegas Convention Center, Room N249/251 (#2) Education Track: Aircraft and Flight Operations

NBAA Security Update Location: Las Vegas Convention Center, Room N245/247 (#1) Education Track: Airspace and Airport Access

Part 91 LOAs/RVSM and New Monitoring Technologies Location: Las Vegas Convention Center, Room N261 (#6) Education Track: Safety and Risk Management

Welcoming & Inclusive Work Environments Begin with You!

International Operations for the First-time Operator

Location: Las Vegas Convention Center, Room N252/254 (#7) Education Track: Career and Leadership Development

Location: Las Vegas Convention Center, Room N249/251 (#2) Education Track: Aircraft and Flight Operations

3:15 p.m. - 4:30 p.m.

Bombardier: Emerging Regulations Continued

Introducing International Standard for Business Aircraft Handling (IS-BAH)

Location: Las Vegas Convention Center, Room N256 Education Track: Maintenance and Technical Issues

Location: Las Vegas Convention Center, Room N245/247 (#1) Education Track: Safety and Risk Management

3:30 p.m. - 5:00 p.m.

Small UAS (s-UAS) in Business Aviation

Flight Deck Evolution & Connectivity

Location: Las Vegas Convention Center, Room N255/257 (#4) Education Track: Aircraft and Flight Operations

Location: Las Vegas Convention Center, Innovation Zone, Booth N704 Education Track: Aircraft and Flight Operations

The Future of Planes and Flying Location: Las Vegas Convention Center, Innovation Zone, Booth N704 Education Track: Industry Update

MARIANO ROSALES

11:00 a.m. - 12:00 p.m.

138 NBAA Convention News • November 17, 2015 • www.ainonline.com

5:30 p.m. - 7:00 p.m.

YoPro Networking Reception Location: Las Vegas Convention Center, Innovation Zone, Booth N704

Textron’s TRU Simulation + Training division takes square aim at the business aviation training market, opening this new ProFlight satellite facility in Lutz, Fla., in September, about 15 miles from Tampa. Two simulators are already installed, with plans to expand the facility and add more simulators.

TRU ProFlight satellite eyes bizav training market

by Chad Trautvetter TRU Simulation + Training officially opened its new ProFlight satellite pilot training center in Lutz, Fla., on September 28, marking the Textron subsidiary’s major push into the business aircraft training arena. Textron formed TRU in 2013 and in July last year acquired ProFlight, a Cessna CitationJet and Conquest training provider based in Carlsbad, Calif. Going forward, TRU (Booth N3032) will be the provider of factory training for all new Textron Aviation and Bell Helicopter Textron aircraft.

The company’s new Lutz facility, which is 15 miles north of Tampa International Airport, earned FAA Part 142 certification in June and now has two simulators installed: an FAA levelD Citation CJ3 device and a King Air 350i/250 Pro Line Fusion touchscreen simulator pending similar approval. It

also has several classrooms, a King Air flight training device with a projection visual display and a “next-gen” CJ3 procedures trainer that is essentially a noncertified flight training device that uses three high-definition monitors placed side-by-side as its visual display.

Next year, the Lutz location will add level-D CJ4, Grand Caravan and Citation Latitude simulators, while the existing King Air device will also be approved for C90GTx training. By the end of 2018, up to a dozen full-motion simulators for new Cessna and Beechcraft products are expected at the Lutz center, TRU president and CEO Ian Walsh told AIN, though this will require an expansion–already planned– of the current three-bay simulator facility.

Next year will also see a CJ3+/M2 device added at TRU’s ProFlight facility in Carlsbad, Calif., as well as Bell 429 and

525 simulators at a new TRU location in Valencia, Spain, that is slated to open next year. Further expansion is planned in Brazil, which will have Bell 412EPI, 429 and 525 simulators when it opens in late 2017/early 2018, and Singapore, which is slated to open in 2018 and offer Bell 429 and 525 simulator training.

In addition, TRU opened a new 35,000-sq-ft aircraft maintenance training center at the Textron Aviation campus in Wichita last month. Training initially will focus on King Airs with Rockwell Collins Pro Line Fusion avionics: the C90GTx, 250 and 350i. In 2017, it plans to expand maintenance training to include all current-production Cessna and Beechcraft airplanes.

Walsh, a 14-year Textron veteran who started at Bell Helicopter and left a post at the parent company’s Weapons and Sensor Systems division to head TRU,

TRU, Textron’s in-house training division, has an FAA level-D full motion simulator for the Cessna Citation CJ3, above, and a Beechcraft King Air flight training device, left. There is also a level-D King Air sim with Pro Line Fusion avionics pending FAA approval.

140 NBAA Convention News • November 17, 2015 • www.ainonline.com

said he expects ProFlight’s business aircraft training business to quadruple in the next three years, with the helicopter training side also experiencing healthy growth. That likely would mean adding another ProFlight training center at some point, though Walsh is focused on further developing the Lutz and Carlsbad facilities in the near term.

“But it’s not about being the biggest business aircraft training company,” Walsh told AIN, “it’s just about being the best.” o

DASSAULT TO BREAK GROUND ON NEW FALCON SERVICE CENTER Dassault Aviation broke ground on October 16 for a new heavy-maintenance, repair and overhaul facility in Mérignac, France. This will be an addition to Dassault Falcon Service’s three dedicated heavy MRO facilities in Paris Le Bourget; Little Rock, Ark.; and Wilmington, Del. “The Mérignac shop will complement these,” the company said.

The new 7,200-sq-m/77,500-sq-ft Dassault Falcon Services facility is slated to open in mid-2016 and to accommodate up to six large-cabin Falcons. The new DFS service center will be adjacent to the Falcon and Rafale assembly plants and include a paint hangar and cabin refurbishing center.

The service center is expected to help Dassault prepare for a wave of upcoming C-checks on the Falcon 7X fleet, which now numbers more than 250 aircraft.

Early models of the 7X entered service in mid-2007 and the C-check is due every eight years or every 4,000 cycles. –G.L.B.

uContinued from page 1

has the industry’s fastest product development cycle, noting that in the last three years Textron Aviation had designed and certified eight new aviation products.

“This is just the beginning. We are going to continue this aggressive investment activity throughout all our product lines,” he said. “You can expect this aggressive type of investment activity to continue.”

Ernest said the market is ripe for an aircraft in the Hemisphere’s category, noting that there has not been a new aircraft in this product space in 20 years. While providing few details other than price point and a 4,500-nm range target, Ernest said the aircraft would have a flat floor and a cabin cross section of 102 inches.

First flight is expected for 2019, with entry into service to “follow shortly.” No major system suppliers have yet been named, including the identity of the Hemisphere’s powerplant provider.

Going forward, Ernest said that the market can expect that, “We know how to design product and certify product that is easy to fly and is cost-effective to operate. That is what the team does. They take that [customer] feedback and generate that into product.” o

Sandel Avionics Avilon suite targets King Airs uContinued from page 1

said Sandel president and CEO Gerry Block. A slowdown because of some litigation issues kept the project on the backburner for a while, but that might have been a blessing in disguise, because technology has advanced to the point that Sandel was able to skip older-generation avionics technology and develop a third-generation system “architected for NextGen,” he explained, and taking full advantage of performance-based navigation that is inherent in NextGen. “We spent a lot of time understanding safety implications,” he added. “We’ve made advances that will have an impact on safety.”

Avilon combines touchscreens with a minimal number of knobs and switches.

Visual displays clearly depict the state of the airplane on “tiles” that add up to a richly informative “main primary” display in front of each pilot. Each main primary is split into four of these tiles, sort of like mini-displays adding up to a larger 12-inch display.

The tile on the bottom right is for setting radios and is touch-activated. It’s hard to imagine that avionics developers haven’t thought of this before, but on a line on top of the radio tile, next to information showing which radio is active and which facility is tuned, a label shows the airplane’s N-number. A simple concept, but one that pilots who fly multiple

Even though it looks ready to take off, the Citation Longitude on display here at the NBAA show is a groundtest version, albeit fitted with a production interior.

airplanes will instantly appreciate.

The center of the panel is dominated by two portrait-oriented 8.4-inch engine instrument and systems displays.

At the top center of the panel sits the Path Guidance panel, consisting of two high-resolution mini-displays each about the size of a smartphone, one for lateral path and one for vertical path information. On each side are flight director and autopilot switches, and above those is a clearly labeled “undo” button.

Sandel engineers spent years discussing and designing Avilon’s path-based system. “It provides the pilot information about what’s happening next,” Block explained. Pilots can get confused with avionics that don’t tell the pilot what is happening, he added, or when the airplane does something that doesn’t seem to match what the automation is doing. “It’s a real safety issue. We wanted to do something about it. The Path Guidance panel is developed for the ability for the pilot to understand what the airplane is doing.”

Block further explained that flight path has lateral and vertical components, but that while the lateral path is easily displayed by existing avionics, “vertical path is in their head, there’s no decent display of vertical path in the airplanes they’re used to flying.” With Avilon, he said, “The vertical display on the main primary shows the vertical path, and it even has flight information, and the pilot can follow the vertical path in a better way than centering a needle or following a flight

With a flyaway, installed pricetag of $175,000, Sandel’s Avilon cockpit suite should be a financially attractive way for King Air 200 operators to experience path-based guidance in vertical and lateral axes.

MARIANO ROSALES

Textron fast-tracks new Longitude

director. It’s a time-based display, and it shows what the system is going to do in the next few minutes, so the pilot always has a preview.”

Avilon includes a high-performance flight director/autopilot and flight management computer. NextGen features include performance-based navigation capability as accurate as RNP 0.3 and ADS-B-compliant transponder.

For the King Air flight deck upgrade, Avilon comes as a single preassembled unit that plugs into the airplane’s existing electrical connectors. The King Air’s crew-alerting system panel stays in place.

Everything else is replaced, including all radios and autopilot components except

servos. The radar and radar altimeter are retained. Weight savings should be from 100 to 150 pounds.

The first supplemental type certificate for the King Air 200 series is scheduled for approval in June 2016. Sandel will eventually offer Avilon for all King Air models and the Beech 1900. “It should be a good-sized market,” Block said. “There is a lot of unmet need out there.”

Sandel dealers such as Stevens Aviation, Landmark Aviation and Cutter Aviation will offer Avilon upgrades.

Here at NBAA 2015, Sandel is demonstrating a local flight on the Avilon displays and how the Avilon pilot interface works. o

LEGACY 450 UPGRADE ADDS 325 NM OF RANGE Embraer announced a major range increase for its Legacy 450 “midlight” jet that it says will allow it to “leapfrog” rival aircraft. The aircraft will now have a maximum range of 2,900 nm, an increase of 325 nm. By contrast, its larger sibling the Legacy 500 has a range of 3,125 nm and can carry two more passengers.

The upgrade, announced here in Las Vegas on Monday, comes from a combination of a minor change to the wing to allow it to accommodate more fuel, modification to the fuel control unit and flight manual, and an 82-foot longer takeoff roll to 3,907 feet at mtow. The increased range will be retrofittable to early serial number aircraft and, for now, the price of the aircraft remains unchanged at $16.57 million.

The extended range will enable nonstop routes, including San Francisco to Hawaii, New York to Los Angeles and Shanghai to Jakarta. Embraer Executive Jets president Marco Túlio Pellegrini told AIN, “Our main goal is to deliver greater value; we always want to give our customers more.”

In Embrear’s view, the Legacy 450 and 500 models are completely complementary.

“If I lose orders, from one to the other, it

doesn’t matter,” Pellegrini said. “What matters is giving the customers choice.”

Separately, Embraer (Booth N3932) released its 10-year demand forecast for business jets. This envisions sales of 9,100 aircraft worth $259 billion, representing a modest annual growth rate of 3 percent, as well as a slight increase in deliveries compared with the previous decade to 8,190 jets worth $198 billion. Once again the North American market drives the demand with 4,850 units worth $130 billion, followed by Europe and Africa with 2,100 worth $64 billion; then the Middle East and Asia-Pacific, 1,500 at $54 billion, and finally Latin America with 650 valued at $11 billion.

Large jets will lead the market both in terms of number of units and valuation; 3,400 and $175 billion, respectively. But medium jets are expected to regain some traction, selling 3,280 worth $66 billion, while the light jet market will continue to struggle with estimated deliveries of 2,420 worth $18 billion.

While other regions of the world are struggling, Pellegrini said the North American market is steadily improving, accounting for 66 percent of deliveries in the third calendar quarter of the year.

–M.H.

www.ainonline.com • November 17, 2015 • NBAA Convention News 141

GULFSTREAM G500 MAKING ITS PUBLIC DEBUT HERE IN LAS VEGAS Gulfstream Aerospace brought the lone flying test article of its new G500 large-cabin business jet to Las Vegas on Saturday, landing it at Henderson Executive Airport. Also on show out at the NBAA static display is a cabin mockup of the new G600.

Test pilot Scott Evans told AIN that Gulfstream has made good progress with the completely fly-bywire aircraft. “As far as the control laws and the control law development, we are exactly where we want to be,” he reported. “We are building on something that is a known entity [the G650] to us.”

Evans, who has been with the program for six years, said that flying the G500 is virtually indistinguishable from flying the G500’s immersive flight simulator. “We’ve increased the visual display area in the simulator,” it makes it “kind of like Imax for airplanes,” he explained.

“We’ve done more wind-tunnel tests on this airplane than we have done in the past.”

Evans added that any dissimilarities between the aircraft and the simulator

in the lab are incorporated into the lab so “at this point the lab flies just like the airplane. It gives us a lot of capability once we get to that point.”

Mark Kohler, Gulfstream’s vice president for advanced aircraft programs, said that the aircraft has reached Mach 0.995 and 50,000 feet in test flights to date, on its way to certification goals of maximum speed of 0.925 Mach and 51,000 feet. Two other test aircraft, along with two production articles and one fatigue article are currently in various stages of build.

Gulfstream (Booth C9406) remains on track to certify the aircraft in 2017 and begin customer deliveries in 2018, Kohler said. A production article, P1, should fly with a complete production interior by the middle of next year, he said. To date T1 has made 44 flights and logged 160 hours since its first flight in May. Its longest flight to date was 5 hours, 22 minutes.

According to Kohler, the first G600, the G500’s longer sibling, is coming together in Savannah and remains on track for first flight in 2017, certification in 2018 and deliveries in 2019.

–M.H.

Flying the Gulfstream G500 has afforded no surprises for test pilot Scott Evans. He reports it flies just like the simulator, and its fly-by-wire architecture is closely related to that of the G650. Though the interior and cockpit fit and finish are not exactly ready for prime time, NBAA 2015 visitors can get a close-up look at what makes the new Gulfstream tick.

GE taking on a turboprop titan uContinued from page 1

but only the CF34 turbofan in BGA. “BGA is a large market and we were a very small player. I was tasked with putting together a business and then growing it,” he said, adding, “We were challenged to compete in that marketplace that Pratt dominates.”

GE Aviation first looked to develop “domain expertise” through the acquisition of the Czech-based Walter Engines business. That business produced the M601, an engine similar to the PT6 that GE Aviation used to confirm the cross-application of technologies from its commercial engines.

“We infused those technologies, and the old M601s became the more advanced H Series.”

The new family fits in between the H Series, which can reach a maximum of 850 shp, and the CT7, which is designed to power larger regional aircraft along with rotorcraft.

“We wanted a new engine that could be different in the 1,300to 1,650 range,” Mottier said, adding GE Aviation’s analysis

determined that was a sweet spot in the market. The company took its concepts to airframers, and Textron indicated plans to issue a request for proposal, he said. The RFP was issued about a year ago.

While a clean sheet design, Mottier maintains that the program is lower risk because it incorporates proven technologies across its engine families. “That’s really been our strategy: take proven technology that’s developed and in use via our commercial engine business and then selectively apply that technology into small engines in this market space.”

The new engine has some similar traits of the smaller H80, such as the propeller gearbox style.

“It’s a reverse-flow engine, the air enters the engine near the back of the engine and flows forward and out through exhaust stacks on the side. In that respect, it’s similar to the H Series,” he said. From its T700/CT7 turboprop/turboshaft, the new engine family will inherit cooled turbine blades that permit higher thrust and fuel efficiency.

The compressor is derived from

the T700/CT7 engine, he added.

“It has 3-D aero and stator vanes like we have on the CT7.” The engine also will employ additive manufacturing capabilities developed originally for the CFM Leap turbofan.

New to the turboprop family will be what Mottier said is a first in the family’s target

With the new turboprop, GE has committed to establishing its presence in the business and general aviation (BGA) marketplace.

market: an integrated electronic propulsion control that optimizes single-lever engine and propeller control. But that too is a benefit derived from collaboration within GE Aviation. Mottier noted joint research that also included the company’s Dowty Propellers division.

“Because the propeller and engines have never been really

142 NBAA Convention News • November 17, 2015 • www.ainonline.com

controlled as an integrated system, we started a study called ‘Impacta’ where we developed very sophisticated computer models of the propeller as it interacts with the engine, engine inlet, the wing and fuselage,” he said, noting the studies were initially funded for GE’s regional turboprop application for the CPX38.

“We were able to take what we learned and, apply that knowledge and technology to this advanced turboprop with Textron, so the airframeengine-propeller will be integrated as a system more than has ever been done before.”

The propulsion control will optimize propeller speed, propeller pitch and the engine. Rather than using a propeller control lever and a throttle, he said, “In this application there’s one lever, and the computer handles the propeller and the engine and optimizes that.”

The technologies will culminate in an engine family that has a 16:1 overall pressure ratio, which Mottier noted compares with the 9:1 to 10:1 range of competitor offerings. Also, GE Aviation expects the engine to

provide up to 20 percent lower fuel burn and 10 percent more cruise compared with other entries in this market. GE Aviation plans to offer the engine with 4,000- to 6,000-hr time between overhaul.

While deferring details of Textron Aviation’s new SETP to the airframer, GE Aviation said the engine will help provide a range of more than 1,500 nm and speeds in excess of 280 knots. “Our singleengine turboprop will combine the best of entirely new, cleansheet aircraft and engine designs,” said Christi Tannahill, senior v-p, turboprops and interior design for Textron Aviation.

Plans call for detailed design review for the turboprop to be conducted in 2017 with first full engine test in 2018.

The engine will be developed, tested and produced at the company’s new turboprop Center of Excellence in Europe. GE Aviation expects that facility will represent an investment of more than $400 million and between 500 and 1000 new jobs.

The Textron Aviation win was particularly important, Mottier said, because “it is the biggest customer in this market segment.” To launch a clean sheet program and make the investment–which he estimated in the $400 million to $500 million range in addition to the facilities–a certain amount of volume must be guaranteed, he said. “In BGA, there are many airframe manufactures. The beauty of Textron is they are the largest user of these types of engines. If you win Textron, you can justify a new program investment.”

The engine also can serve as the springboard for other applications, Mottier said.

“Pratt has produced more than 50,000 engines. This is a turboprop engine. It can be used as a turboshaft in helicopters. It can be used for auxiliary power unit generators in commercial planes.”

As for the $1 billion, Mottier sees that growing as more engines from across the BGA segment enter the market as well as demand for support, spares and parts come into play.

The new family, which GE is referring to as the advanced turboprop for now, not only will join the company’s growing turboprop business, but a suite of turbine products that include the latest iterations of the CF34, the CF34-3 on the Challenger 605 and -3B MTO on the Challenger 650, the Passport for the Bombardier Global 7000/8000 and the GE Honda Aero HF120 that is being jointly produced with Honda. o

FOR THOSE WHO HAVE ARRIVED

Experience the HondaJet at our static display at Henderson Airport. And visit exhibit C11524 to meet one-on-one with the HondaJet team and learn about the innovations that went into making this the world’s most advanced light jet. hondajet.com

WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600