Bart International 126 by Bart International

126

BUYING A NEW AIRCRAFT ISNâ&#x20AC;&#x2122;T FINANCIALLY IRRESPONSIBLE.

RULING IT OUT IS.

RISE.

May we help you develop your plan? Visit www.bart.cessna.com or call 00.800.6060.0018.

A ASNE SNE

EUROPE'S EU R OPE' S PR PREMIER EM I ER BU BUSINESS SI NES S AAVIATION VI A TI O N M MAGAZINE AG AZ IN E

BI-MONTHLY B I-MONTHLY / M MAY AY - JJUN UN

Admittedly, money is harder to come by these days, but when the air is cleared of hyperbole and rhetoric, a persuasive case for business aircraft emerges. For starters, we are currently experiencing historic low rates for quality borrowers. And, with commercial air travel becoming less viable every day, the competitive advantages of a business aircraft become even more apparent, and quantifiable. History shows seven out of ten companies bold enough to invest during a downturn hold onto their market gains when the economy recovers. Leaving only one additional statistic to ponder: Cessna has more repeat customers than any other aircraft manufacturer in the world. All of which is why buying a Cessna today may be the most prudent business decision you will make this year.

EST 1988

126 MA MAY Y - JUNE 2010

EBACE 10TH ANNIVERSARY EDITION

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LEGROOM, NEW SEATS, SWIFT BROADBAND CONNECTIVITY AND A HOST OF ENTERTAINMENT FEATURES. EXQUISITELY ACCOMMODATING, THESE INTERIORS FEATURE REDESIGNED GALLEYS In the award-winning1 Hawker 4000, an industry-first composite fuselage delivers a superior combination of exceptional speed, intercontinental WITH AN ESPRESSO MACHINE AND MORE WORKING SURFACES, REVITALIZED LAVATORIES BRANDcabin NEW VANITIES, NEW SIDE LEDGES FOR range and WITH incredible volume never before seen in MORE a super-midsize business jet. And unlike ELBOW ROOM, AND MUCH MORE. ALL OF THIS NOW OFFERED WITH A NEW peerless craftsmanship to a luxurious cabin that accommodates up to eight passengers in stand-up, **

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* Registered trademark(s) or trademar k(s) of Bombardier Inc. or its subsidiaries. ** Excluding paint and interior. © 2010 Bombardier Inc. All rights reser ved. 1. WINNER: ROBB REPORT “BEST OF THE BEST” JUNE 2008. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

EVOLVING EVOL VING EXCELLENCE EXCELLENCE WITH THE INTRODUCTION OF THE LEARJET* 60 XR*, A NEW GENERATION

THIS LEGENDARY MIDSIZE JET

NEWLY APPOINTED CABIN

YOU NOW HAVE A CHOICE OF ENVIRONMENTS WITH OPTIONAL FLOORPLANS THAT PROVIDE GREATER

LEGROOM, NEW SEATS, SWIFT BROADBAND CONNECTIVITY AND A HOST OF ENTERTAINMENT FEATURES. EXQUISITELY ACCOMMODATING, THESE INTERIORS FEATURE REDESIGNED GALLEYS WITH AN ESPRESSO MACHINE AND MORE WORKING SURFACES, REVITALIZED LAVATORIES WITH BRAND NEW VANITIES, NEW SIDE LEDGES FOR MORE ELBOW ROOM, AND MUCH MORE. ALL OF THIS NOW OFFERED WITH A NEW **

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EDITORIAL

FROM THE DESK OF…

The Myth of Global Warming Fernand Francois

THE ECOLOGICAL ISSUE has played a significant part in our daily life for several years now, that’s for sure! A segment of the economy is now open for this new trend, with entrepreneurs, manufacturers and politicians asserting the importance of good behavior and of the spontaneous ecological effect on the consumer’s way of living, buying and spending. In parallel, and very quickly, various companies have understood the advantage they could take by playing the ecological card to promote their products: environmentally friendly, organic, low in CO2… and so on. These kinds of “greenwashing” arguments have developed at a rapid pace these last few years and we accept them because the newspapers, TV and every outlet the media has to offer influences us. They don’t miss an occasion to tell us what is supposed to be good or bad for the planet. Politicians and regulators have something in common with traders. While the latter are selling cars, fruits or washing powder, regulators and politicians are selling taxes and fees. For them, any occasion is good to instigate a new regulation and for them, this new trend is a real godsend. Needless to say, when he envisions taxes, the European regulator immediately visualizes aviation. For over a year now the EBAA has been fighting against the so-called EU-ETS regulation, a system where the operator buys the right to emit CO2 in the European skies! Wait a minute class, sit down at your desks and review what you learned when you were in your eighth or ninth grade science classes. Without CO2, we die. Without CO2, plants and animals die. Increased CO2 levels mean more plants, flora and fauna, and it also means mankind can breathe easier. I might add that a certain percentage of CO2 is necessary to ensure the breathing reflex operates properly in human beings. With insufficient CO2 in the air coming into your lungs, you end up having to think about breathing. For the purpose of this lesson, I have consulted a paper on CO2 written by Robert A. Ashworth, a chemical engineer who has worked on coal conversion processes his whole life. It’s appropriate to notice that most scientists do not agree with the CO2 global warming assertion! In the United States, 31,478 scientists have signed a petition rejecting the Kyoto global warming agreement. Why is it that the truth is whispered by wise men in the wilderness while the lies are shouted by the media? Based on actual data, CO2 causing global warming is clearly a figment of Gore and Co. wishing to propose draconian changes to how people on this planet are governed. The lesson here is, when it comes to science, never blindly accept an explanation from a politician or scientist who have gone political for their own private gain. Taxing carbon will have absolutely no beneficial effect on our climate and will hurt the economies of the world. Many scientists see global warming from CO2 as a cruel global swindle, so that a few, at the expense of the many, can reap huge profit from carbon taxes. Now, don’t take this rumination as an excuse for not making a power reduction over highly populated airport areas. And the work by engine manufacturers on greener engines is a positive for the industry - and our public reputation. Our CO2 may not be harmful for the planet, but each time power is needed to stabilize speed to descent, it rattles more windows and frays more nerves, again turning the attention on aviation... 6 - BART: MAY - JUNE - 2010

HAWKER BEECHCRAFT GL GLOBAL OBAL CU CUSTOMER STOMER SU SUPPORT. PPORT.

DEDICATED TO YOUR AIRCRAFT AND TO YOUR SUCCESS.

LOWER OPERATING COSTS. INCREASED VALUE. ENHANCED OWNERSHIP. “We manage 34 aircraft and five helicopters for corporations and individuals who have very high expectations. When we had an AOG on one of our Hawkers with a flight scheduled in two days, we counted on Hawker Beechcraft to come through in a big way, and they did. Global Customer Support flew a Quick Response Team, along with parts, to our facility in Latrobe. They made the repair and we made our trip the next day. Impressive!” —Capt. Ed Kilkeary, Sr., Founder and CEO of L.J. Aviation

Learn more, visit

GLOBAL CUSTOMER SUPPORT SUPPORT PLUS

PARTS & DISTRIBUTION HAWKER BEECHCRAFT SERVICES TECHNICAL SUPPORT & PUBLICATIONS

HawkerBeechcraft.com/customer_support

Editor and Publisher Fernand M. Francois, Senior Editor Marc Grangier, Managing Editor Nicholas J. Klenske, Senior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries, Michel R. Grüninger, Capt. Giancarlo Buono, Markus Kohler, Louis Smyth, Javier Ortega Figueiral, Aofie O’Sullivan, Steve Nichols, LeRoy Cook Business Aviation Consultants Walter Scharff, Guy Visele Director Marketing & Advertising Kathy Ann Francois +32 472 333 636 e-mail advertising@bartintl.com Administration and Circulation Brenda Bogacz Production Manager Tanguy Francois Photographer Michel Coryn Circulation and Editorial Office: BART International, 20 rue de l’Industrie, BE1400 Nivelles, Europe Phone +326 788 3603 Fax +326 788 3623, e-mail info@bartintl.com BART International Business Aviation Real Tool (USPS #016707), ISSN 0776-7596 Governed by international copyright laws. Free subscription obtainable for qualified individuals. Bank account: Fortis 271-0061004-23. Printed in Belgium. Bimestriel. Bureau de depot B-1380 Lasne. Responsible editor Fernand M. Francois, 38 rue de Braine 7110 La Louviere. Periodicals postage paid at Champlain, N.Y., and additional mailing offices. Address changes should be sent to IMS of N.Y., 100 Walnut St. #3, PO Box 1518, Champlain, N.Y. 12919-1518. For details call IMS at 1 (800) 428 3003

SECTIONS

6 EDITORIAL

1122 FAST TRACK

2266 EURO/BUSINESS NEWS

3300 EBAA: CEO CORNER

1114 14 INSIGHT

MAY - JUNE 2010 Volume XXI - No 2 BART No 126 WWW.BARTINTL.COM

OUR ADVERTISERS AND THEIR AGENCIES 29 10-11 89 111 43 2-3 31 116 97 33 101 47 25 55 15 17 115 7 13 19 49 45 27 109 53 23

Air BP Aircell LLC AMSTAT Argos Vip Private Handling Bizjet Group: Bizjet SA - Eurofly Service SpA Bombardier (COSSETTE MEDIA) CAE Cessna (MEDIASSOCIATES INC.) CRS Jet Spares Dassault (SINGULIER & ASSOCIES) EADS SECA (NATCOM) EBACE 2010 FlightSafety International (GRETEMAN GROUP) GATES AND PARTNERS Solicitors GE Honda Aero Engines (OMD) Gulfstream (BLITZ MEDIA) Hawker Beechcraft Corporation Hawker Beechcraft Global Customer Support HondaJet (ROUND 2) Jet Aviation (PUBLICIS WERBEAGENTUR AG) JETEXPO 2010 JetNet LLC Jet Support Services Inc. (JSSI) Marshall Business Aviation NBAA 2010 Pilatus Aircraft

65 4-5 39 85 107 75 37 21 35 73

Powerplan Raisbeck Engineering Rockwell Collins RUAG Aviation AG (OTTIGER & PARTNER BSW AG) Signature Flight Support Shannon Airport (MEDIAVEST) Shell Aviation StandardAero Universal Weather and Aviation Universal Weather and Aviation

CONTENTS

B USINESS A VIATION R EAL T OOL Mem

A DECADE OF EBACE Ready or not, it’s that time of the year when Business Aviation converges on Geneva. This year EBACE turns 10 and BART International once again has your Exclusive Preview to the show. From the OEMs to interviews, engines, interiors, air taxis and more – BART’s team of expert writers gives you all the information you need for a successful show.

POWER UP FOR CHANGE Without engines, we wouldn’t be getting too far now would we! Marc Grangier covers Power Plants. And with the financial situation, seems like many people are turning towards modifications for efficiency and conversions for economy – Jack Carroll reports. For the inside of the aircraft, we once again turn to Liz Moscrop for the Inside Story.

PRE-CLEARANCE, TRAINING AND TECHNOLOGY Ireland’s Shannon Airport now offers US pre-clearance services, and Universal Aviation’s Louis Smyth has the details. On the training side of the spectrum, Liz Moscrop reports on Flight International and CAE and gives us an update on the latest from the Avionics sector.

102

THE DETAILS Aofie O’Sullivan opens The Docket on the Public/Private divide, the guys at Great Circle Services’ put some sense into safety, LeRoy Cook talks us through Circling and Jack Carroll profiles Emivest

INTERIOR Jet Aviation Basel has an on-site designated Dassault Falcon completions line which includes the 7X. Senior writer Liz Moscrop enlightens “The Inside Story” on page 94. OUR COVER Powered by P&WC JT15D engines, the Hawker 400XP delivers a commanding 414 KTAS.

See us at EBACE, Stand #390.

For those who are addicted, consider us an enabler. With a SwiftBroadband system from Aircell aboard your aircraft, passengers can use Wi-Fi enabled devices such as PDAs, laptop computers and smartphones as easily as when they are on the ground. They can surf the Web, send and receive e-mail with attachments, download files and much more without interruption — wherever you fly in the world. Aircell’s SwiftBroadband system is the lightest, smallest and most affordable Inmarsat package ever offered, backed by the recognized global leader in airborne voice and data communications. Now anyone can get a digital fix in the air, as we’re taking orders today. For additional information, stop by EBACE stand 390 or contact Jean-Luc Rosenfeld. jlucrosenfeld@aircell.com or +41 (32) 841 2838

Reading You Five... In fact several operators have different type of helicopters in their fleet. One operator can have 2 piston helicopters, 5 single turbine and 2 twin for example. One operator can be included in both the turbine operators and the single operators column. We hope that this clarifies the situation, but we encourage you to consult our partners for this survey JETNET +1.315.797.4420 should you wish more in depth analysis on the helicopter fleet.

EUROPEAN MARKET I just received my latest issue of Bart and it's great! For the twenty years that BART International has been writing about Business Aviation and its contribution to European prosperity - about our right to have access to public infrastructures, about abuses of power or monopolies, about safety issues associated with the European operational area and its weather conditions. All this requires feedback from you. Give us your views and experiences. Full awareness of what needs to be done can only be obtained if those who meet the problems daily take a few minutes and write to editor@bartintl.com Nicholas Klenske Managing Editor

I look forward to your publication as a way for me to gain a better understanding of the European Aviation Market Don Lockie Director Redfort Group LTD Auckland New Zealand Over the last three or four years BART International has really turned into a first-class publication and our number one channel to reach our European customers. Sam L. Jantzen, Jr. Chief Operating Officer

BUSINESS HELICOPTER FLEET

Raisbeck Engineering, Inc

In the February-April issue, there is an article written by Marc Grangier entitled "2009 Helicopter Fleet A Very Slow Recovery". I can't get the Business Helicopter Fleet by World Area box on page 48 to add across the columns. Who could I speak with to answer my question?

Seattle WA USA

By the way, this was my first chance to see your book - impressive (both appearance and content). I am checking to confirm I have a subscription. Perry Tanner Vice President Marketing EMS Technologies, Inc. Binghamton NY USA Thank you very much for a pertinaent question, showing your interest for BART International and more particularly for our exclusive fleet analysis. We must admit that it seems confusing when you try to add the figures across the columns in the table Business Helicopter Fleet by World Area published on page 48 of issue 125.

12 - BART: MAY - JUNE 2010

Thank you very much to all our readers for their words of appreciation. Please do not hesitate to contact us should you have a grumble or a commendation.

JSSI OPENS EUROPEAN HEADQUARTERS

AGENDA EBACE 4 - 6 MAY 2010 Geneva, Switzerland Farnborough Int’l Airshow 19 - 25 JULY 2010 Farnborough, U.K. LABACE 16 - 18 AUGUST 2010 Sao Paulo, Brazil

PILATUS PERFORMS WELL IN TOUGH MARKET

Jet Support Services, Inc. (JSSI), the world’s largest, independent provider of hourly cost maintenance programs for the business aviation industry, announced that it is opening a new and vastly expanded European Headquarters in Farnborough, to better serve its extensive and growing client base in Europe. JSSI continues to strengthen its commitment to the business aviation community in Europe with the establishment of its new headquarters, along with an expanded JSSI support team in the UK. JSSI has been in Europe for over fifteen years. To demonstrate our continued commitment, our CEO and Vice Chairman of JSSI, Mr. Louis C. Seno will oversee all of Europe. In addition to the UK, JSSI clients are supported with Tech Services in Switzerland, Austria, Germany, and France.

AIRCELL OFFERS ADDITIONAL BILLING OPTIONS

In spite of the general financial and economic crisis, 2009 was another year of new records for Pilatus Aircraft Ltd: its highest ever operating income (CHF 78 million), a record number of PC-12 NG deliveries (100) and the biggest single order in the company’s entire history with the PC-21 assignment from the United Arab Emirates. Although these figures reflect a successful performance overall, the volume of orders for business aircraft has fallen, and incoming orders remain sluggish. In autumn 2009, Pilatus was obliged to introduce short-time working for part of its workforce. This measure was lifted in early 2010, and there are plans to recruit a further 100 staff by the end of this year. The United Arab Emirates decided to go with Pilatus again in mid-November of last year. As an existing customer with a fleet of 31 Pilatus PC-7s, the UAE have now opted for the PC-21 training system. The total order for 25 aircraft is worth over CHF 500 million.

14 - BART: MAY - JUNE 2010

Aircell, the world’s leading provider of airborne communications, announced that it will soon add a usage-based billing option to its suite of service packages available with its Aircell High Speed Internet products for business, military and government aviation. The new service package will allow Aircell High Speed Internet customers the option of paying based on the monthly volume of data they consume over the network. The new plan contrasts with Aircell’s current monthly service plans – Ultraspeed Standard and Ultraspeed Lite – which provide unlimited access for a flat monthly fee.The new plan will become available this summer and specific pricing and details will be released prior to that time.

ROCKWELL COLLINS LPV UPGRADES FOR KING AIRS Rockwell Collins has received Supplemental Type Certificates (STCs) to provide Localizer Performance with Vertical guidance(LPV) upgrades for King Air C90GTi, B200, B200GT, B200C, B200CGT, 350 and 350C aircraft. The announcement was made at the Aircraft Electronic Associations’ (AEA) tradeshow in Orlando, Fla. Rockwell Collins has worked closely with Hawker Beechcraft to develop and certify the coupled LPV solution which includes an upgrade to Rockwell Collins GPS-4000S for these aircraft. The STCs will allow King Air operators with Rockwell Collins Pro Line 21™ avionics to take advantage of the more than 1,900 LPV approaches available today with minimum decision heights as low as 200 feet. Upgrades will be available through Rockwell Collins’ network of certified dealers.

JET AVIATION LONDON BIGGIN HILL GETS FALCON 2000 APPROVAL

CESSNA DELIVERS 300TH CITATION MUSTANG

Jet Aviation London Biggin Hill recently gained Dassault Falcon 2000 series base maintenance approval. The Dassault Falcon 2000 series line and base maintenance can now be accommodated at the Jet Aviation London Biggin Hill facility. This addition further strengthens the company’s Dassault Falcon portfolio, including the F900 and F2000 series within the UK. The company’s London Biggin Hill facility has already completed a 3A+ inspection on a F2000 with the assistance of Jet Aviation Basel.

CESSNA ADDS MID-WEST MSU Cessna Aircraft Company announced it has added a sixth Citation Mobile Service Unit to its ServiceDirect system to augment support capability to the domestic Cessna Citation business jet fleet. The new MSU will be based at McKinley Air Inc., at the Akron-Canton Airport (CAK). Customers may schedule the MSU through the New York Citation Service Center. The Mobile Service Units are full-size service trucks equipped with tooling to perform a variety of Citation diagnostic and maintenance functions including AOG support.

ICEJET, JetCom FORM STRATEGIC ALLIANCE

Cessna Aircraft Company announced at the Sun ’n Fun Fly-In in Lakeland, Fla., it has delivered the 300th Citation Mustang at its assembly facility in Independence, Kan., less than three years after the first Mustang delivery. The 300th Mustang was delivered to retail customer Michael Garnham with Acernus Aero Limited, located in Wellington, New Zealand. This is the second Mustang for Acernus Aero Limited, which took delivery of its first Mustang in early 2007. Both aircraft will be used as part of the company’s property development business as well as charter operations, and both were purchased through Cessna authorized sales representative, Aeromil Pacific, located in Australia. The Citation Mustang is the world’s first fully certified entry-level business jet. The program was announced at the 2002 National Business Aviation Association convention and the aircraft made its first flight in April 2005. The first Citation Mustang was delivered in April 2007. Coming in at just over $3 million (2010 delivery), the Mustang features Garmin avionics, Pratt & Whitney Canada engines and boasts a maximum 1,200-nautical mile range.

AIRBUS EYES ASIA-PACIFIC Icejet, the private jet charter operator now established at London Oxford Airport, UK, and JetCom Aviaton of Lugano, Switzerland, have formed a new strategic alliance. The relationship will see Icejet managing the operations of JetCom Aviation’s 31-seat Dornier 328 Jet by providing maintenance and crew support. Currently, this aircraft flies regular corporate shuttles between Exeter , Farnborough and Malpensa airports for a large Italian corporation. JetCom Aviation’s 31 seater transferred to the Icelandic AOC in mid-March and has been flying on Icejet’s AOC since then. The aircraft joins the existing Icejet fleet that includes a Dornier 328 14 seat VIP jet and a 19 seat all business class D328 jet. The intention is to add a second JetCom Aviation 31 seater 328 to the Icelandic fleet in the near future.

16 - BART: MAY - JUNE 2010

Airbus forecasts a market for around five large corporate jets a year in Asia-Pacific - the majority of them in greater China – to replace existing aircraft and, most importantly, to provide for growth. With the world’s most modern corporate jet family, it is well placed to win at least half of this market. China’s Gross Domestic Product (GDP) is forecast to grow at more than 8 per cent a year and, because economic growth is the main driver of air-travel, this means that there is an important and expanding market for corporate jets in the country, as well as throughout the region. Asia-Pacific is an important market for large corporate jets – aircraft seating 15 or more passengers – with private customers, companies and governments in the region currently operating almost 150 of them.

LET THE JOURNEY BEGIN

The Gulfstream G450 is the best business jet in its class. Whatâ&#x20AC;&#x2122;s more, the large-cabin, long-range aircraft shares some of the advanced technology of the Gulfstream G550, while also retaining the qualities of the highly successful GIV/GIV-SP series. And that was the best-selling aircraft in its category. Let the journey begin.

To learn more, please contact our regional vice presidents: Northern / Southern Europe: Steve Jones, +44 118 977 0180, steve.jones@gulfstream.com Central / Eastern Europe: Wolfgang Schneider, +49 172 811 1458, wolfgang.schneider@gulfstream.com

www.gulfstream.com/g450

CESSNA CITATION SERVICE CENTERS WIN AWARD Cessna Aircraft Company announced it has been named a winner of a 2009 MarketTools CustomerSat Achievement in Customer Excellence (ACE) award. MarketTools CustomerSat ACE awards are presented each year by MarketTools to companies scoring highest on customer satisfaction surveys using its MarketTools CustomerSat enterprise feedback management (EFM) software. Cessna uses MarketTools CustomerSat to measure customer satisfaction with Citation business jet owners and operators visiting the Citation Service Center network.

AVIDYNE, ROCKETROUTE.COM READY FOR EU Avidyne Corporation, a leading provider of integrated flight deck and safety systems for general aviation aircraft announced today that they have partnered with RocketRoute.com to provide Eurocontrol-approved Flight Planning for the European General Aviation market and world-wide flight tracking. Using RocketRoute.comâ&#x20AC;&#x2122;s web and mobile apps, for the first time a pilot can now prepare a route, file the route and send the route direct to their Avidyne-equipped aircraft in one simple, integrated service.

DASSAULT FALCON DELIVERS FIRST VoIP EQUIPPED FALCON JET On March 24, Dassault Falcon delivered the first Falcon business jet (Falcon 7X, s/n 85) with Honeywellâ&#x20AC;&#x2122;s new MCS 7120 Swift Broadband Communications Gateway. The product provides a fully integrated wired and wireless cabin communication system and high speed global connectivity via the Inmarsat I4 Satellite Network. The aircraft is the first business jet in the industry capable of providing fullymanaged end-to-end VoIP telephony services over the Swift Broadband network. Managed VoIP services deliver significantly higher quality audio performance because of dedicated bandwidth to each call, assuring excellent audio fidelity.

HBC EXPANDS PARTNERSHIP FOR AVIATION RESEARCH As an expansion to a strategic partnership, Hawker Beechcraft Corporation (HBC) announced it will transfer the equipment and operations of its electromagnetic compatibility, mechanical and environmental test laboratories to The National Institute for Aviation Research (NIAR) at Wichita State University (WSU). This is the second collaboration between NIAR and HBC, signifying a unique university/industry relationship. NIAR currently leases space on the HBC campus for its Aircraft Structural Testing and Evaluation Center (ASTEC). This agreement began in 2004 and has been highly successful.

18 -BART: MAY - JUNE 2010

Jet Aviation and Midcoast Aviation: A global MRO network that safeguards you and your investment Strength, stability and skill: three benefits you gain when working with Jet Aviation and our U.S. affiliate, Midcoast Aviation. Two brands. One team you can rely on. Solid ownership, 43 years experience and an unsurpassed level of talent – available at 17 independent MRO centers of excellence worldwide – offer you and your aircraft global support delivered with our uncompromising dedication to quality, safety and service. Whatever your aircraft type or size, whatever the work scope – routine inspection, unscheduled or heavy maintenance, overhaul or even structural repair or AOG services – we can help. Personalized to Perfection. www.jetaviation.com l www.midcoastaviation.com

Jet Aviation l Basel l Boston/Bedford l Dubai l Dusseldorf l Geneva Hannover l Hong Kong l Jeddah l Kuala Lumpur l London Biggin Hill l Moscow Vnukovo l Riyadh l Singapore l Teterboro l Zurich Midcoast Aviation l St. Louis l Savannah

CRS RAMPS UP INTERNATIONAL SUPPORT BEFORE EBACE CRS Jet Spares, a leading corporate aviation supplier and nine year attendee of EBACE, is marking this year’s event with news of increased distribution of inventory through a strategically placed logistic center in the U.K. This additional site will have Gulfstream, Lear, Challenger, Falcon and Hawker inventory to better support the needs of the European business aviation community. The company will extend its 24 hour, seven days a week AOG support to its international customers as well. CRS has been a trusted provider of parts and services to the aviation community since 1982. Supporting European operators for years from across the pond from its Florida headquarters, this new commitment by CRS is in direct response to the increased demand seen in the region. “The decision to place inventory in Europe to support our international operators seemed a natural progression due to the growth of the global aviation market and subsequently our company,” explains CRS CEO, Armando Leighton, Jr. “Our plans will be directed at providing the highest level of service to the region and developing the reputation as the source for parts. Consequently, this development corresponds with our presence at EBACE again this year and so we look forward to making it an opportunity to further build our reputation within the European community.” The initial inventory will be located in London where logistic and distribution capabilities are well known and sophisticated in servicing the European continent. Increased distribution for additional products are being evaluated. Negotiations are continuing with manufacturers on additional programs in which CRS distribution and logistics capabilities may apply. Future international inventory locations are to follow.

AVFAB RECEIVES EASA APPROVAL FOR KING AIR AFT JUMP SEAT KITS Aviation Fabricators (AvFab) is pleased to announce that they have recently received EASA approval for all 100, 200, and 300 (including the 350) series King Air aft jump seat kits. AvFab has a U.S. STC and Brazil STC for these seats, which they have had for a number of years, but added the EASA STC in October, 2009. The jump seat folds down from the side wall of the aircraft in the aft baggage compartment. The seats are interchangeable with the OEM jump seat and can utilize the existing OEM installation hardware if the aircraft is so equipped. If the aircraft has not been previously equipped with an installation kit, the AvFab kit can be used to make the installation.

20 - BART: MAY - JUNE 2010

EMBRAER EARN 2nd DIAMOND AWARD Embraer’s wholly owned executive jet service centers in Fort Lauderdale, Florida, and Mesa, Arizona, has received the 2010 Federal Aviation Administration (FAA) Diamond Certificates. The award is the FAA’s highest recognition for excellence in aviation maintenance training. The Company had been granted the same prestigious certificate last year. This second consecutive award is an even greater achievement, since the prerequisites for qualifying are more stringent and the number of successful candidates is much smaller. “Embraer’s commitment to prioritizing the training of its maintenance staff, in order to provide best-in-class customer support and services to its Phenom and Legacy customers, is highlighted by this outstanding milestone,” said Jacques Blondeau, Director, Embraer Executive Jet Maintenance, Repair and Overhaul (MRO) Service Centers – North America.

BOMBARDIER’S CUSTOMER SERVICE READY FOR WORLD CUP Bombardier Customer Services, in collaboration with ExecuJet South Africa, announced that it will have a comprehensive team on site in South Africa from June 6 to July 16, 2010 to support all Learjet, Challenger and Global aircraft operators attending the 2010 FIFA World Cup (June 11 to July 11, 2010).

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UNIVERSAL WEATHER, SWISSPORT INAUGURATE BIZAV TERMINAL IN NICE Universal Weather and Aviation, Inc., a 50 year veteran in providing flight support services to corporate aviation, and Swissport Executive, the leader of ground handling services, celebrated the opening of their new business aviation terminal in Nice. Both companies have had a joint venture for more than ten years. As an affiliate of Universal's Worldwide Service Network, Swissport Executive Nice offers operators a full range of customized services. For Jonathan Howells, Universal Weather and Aviation Head of Marketing for Europe, Middle East and Africa, "Nice is a growing commercial airport and thanks to the new terminal, the Swissport Executive team ensures that business aircraft passengers get to and from their aircraft much MORE quickly than before. Furthermore, the global status of Swissport International complements Universal's reputation for providing first-rate flight support services". According to Richard Squirs, Deputy Station Manager, Swissport Executive Nice, the new facility has the necessary staff (36 people in winter and 55 in summer) and equipment to meet the needs of all sizes of business aircraft, including the B747. Last year, it took care of 47% of all private flights landing at Nice (the rest was taken care of by the two other ground handling companies present on the airport, Signature and Landmark). Swissport Executive Nice has a 280-square meter facility, which includes a welcome desk, an 80-square meter passenger lounge with all amenities, a 30-square meter crew lounge, a meeting room and an operations room. To transport passengers and their luggage to and from the aircraft, six VIP vans are available.

HBC SERVICES OFFERS WAAS/LPV ON KING AIR C90GTi Hawker Beechcraft Services (HBS) announced that the certified Wide Area Augmentation System (WAAS) is available on Rockwell Collins Pro Line 21-equipped King Air C90GTi aircraft. HBS facilities are now taking orders and scheduling aircraft for this new upgrade. The WAAS installation offers operational flexibility and cost savings associated with direct area navigation routes, which allow for improved access to special use airspace, high traffic and/or terrain challenged airports.

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JET AVIATION SIGNS AGREEMENT WITH UNIVERSAL AVIATION

Jet Aviation recently signed an agreement with Universal Aviation France SARL to establish a line maintenance and AOG operation at the Le Bourget Business Aviation Airport outside of Paris, France. Pending EASA approval, it should be fully operational in May. Jet Aviation will establish a line maintenance operation at the Le Bourget Business Aviation Airport outside of Paris, France. The new operation will provide line maintenance services, small inspections and AOG support for various aircraft types, including Airbus, Boeing Business Jets, Bombardier and Gulfstream. The agreement between the companies will strengthen both operations at Le Bourget, one of the leading Business Aviation Airports in Europe. Through it, Universal Aviationsm will be able to make maintenance services available to its customers through Jet Aviation, and Jet Aviation will benefit from Universal Aviation’s excellent operational infrastructure, including a 3,000 square meter heated hangar, VIP lounge, crew lounge, conference facilities and ramp access. Operators using Jet Aviation’s maintenance services will also benefit from discounts on Universal Aviation’s ground support services. According to Sandrine Jackson, Managing Director, Universal Aviation France SARL, “We are pleased to team up with a company of such renown as Jet Aviation to help us better serve our customer base. Having this new capability from Jet Aviation at our facility at Le Bourget will be a great benefit for aircraft that require line maintenance when they come into the airport. It is a need that is not met today and will be welcomed by our customers and other operators flying to Paris.” Christof Späth, Jet Aviation’s senior vice president MRO & FBO services for EMEA & Asia, adds: “This relationship is advantageous for both companies. We are very pleased that we will be able to offer additional services to our customers at Le Bourget.” Jonathan Howells, Regional Director Europe, Middle East and Africa for Universal Aviationsm said, “We are delighted to be working with Jet Aviation at Paris and feel both Jet Aviation and Universal Aviation customers will benefit.” Universal Aviation has over 30 locations in more than 20 countries with European offices in France, Greece, Ireland, Italy, Spain and the United Kingdom, where it is known for adherence to standards for consistent, professional, and personalized services. Universal Aviationsm has been operating at Le Bourget for more than 20 years. It is the only FBO in France certified with the National Air Transportation Association's Safety 1st Professional Line Service Training (Safety 1st PLST). Universal Aviation is the ground support division of Universal Weather and Aviation, Inc.

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ESSENTIAL, NOT EXTRAVAGANT. The best kept secret in business aviation.

PEOPLE ARGUS International John Darbo has joined ARGUS International in the newly created position of Global Sales Manager, Air Carrier Division.

ny also announced that Mike King has been promoted to Director, Business Development.

Hawker Sales, Western US; John Meehan, Vice President, Hawker Sales, Latin America; Don

Mercer, Vice President, Beechcraft Sales, Eastern US; and Shane Ellis, Vice President,

Angela Gemard

Noell Michaels

Shane Ellis

Bell Helicopter Bell Helicopter announced the appointment of Larry D. Roberts as Senior Vice President, Commercial Business. CRS Jet Spares Marc Cortez has joined CRS as Material Processing Manager.

Beechcraft Sales, Western US. HBC further named Jim Noonan Vice President of Business Operations and Mike Ellis Vice President of Pre-Owned Aircraft. Pratt & Whitney Canada Pratt & Whitney Canada appointed Maria Della Posta as Senior Vice President of Sales and Marketing.

Marc Cortez ExecuJet ExecuJet’s Graham Stephenson has received a Lifetime Achievement Award from the organizers of BA Meet-Up, Europe’s second annual Business Aviation networking event. Eurocopter Christian Gras was named Executive Vice President, Customers, for the Eurocopter Group. FlightSafety FlightSafety International has promoted Angela Gemard to Manager of the company’s Learning Centers located in Cincinnati, Salt Lake City, St. Louis and Memphis. The compa-

24 - BART: MAY - JUNE 2010

Mike King

John Meehan

Flying Colours Corp Flying Colours Corp announced Tony Barrett as Vice President, Completions and Modifications, Glenn Williams as Director of Maintenance and Alan Keeling as Director of Quality Assurance. Hawker Beechcraft Hawker Beechcraft recently updated key positions in its global sales organization, naming: Noell Michaels, Vice President, Hawker Sales, Eastern US; Jim Christiansen, Vice President, Hawker Sales, Central US; David Coppock, Vice President,

Maria Della Posta

Don Mercer

StandardAero Melissa Maddox has been appointed Vice President, Operations for StandardAero’s Business Aviation sector.

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EUROPEAN AVIATION SAFETY AGENCY THE SHALLOW UPTURN CONTINUES The first month of significant growth at 3.5% means that 2010 has PUBLISHES COMMENTS begun with a positive trend and, as forecasted, sustained shallow The European Aviation Safety Agency published the Comment Response Document (CRD) which contains replies to comments by stakeholders, together with the revised text for Part-FCL and related Acceptable Means of Compliance (AMC) and Guidance Material (GM). The Notice of Proposed Amendment NPA 2008-17 (b) detailing proposals for Flight Crew Licensing was open for public consultation between June 2008 and February 2009. “We are convinced that solutions were found that are proportionate and focused on safety”, said the Agency’s Rulemaking Director, Jules Kneepkens. “We have gone a long way to meet the different concerns of pilots, industry and the Member States”. Some of the main changes include: Light Aircraft Pilot License:  The name is changed from Leisure Pilot License to Light Aircraft Pilot License (LAPL);  Basic LAPL for Helicopters is deleted;  Rules for the Basic LAPL for airplanes were redrafted to exclude the possibility of carrying passengers (as distinct from the LAPL which permits up to 3 passengers);  Crediting of flight hours on Annex II airplanes (those excluded from EASA’s scope of responsibilities) airplanes will be based on a pre-entry flight test according to which the Approved Training Organization will evaluate the competencies and skill of the pilot. “Competent Authority”  The initial limitation that pilots could only hold one Part-FCL license is changed so that pilots can now hold one Part-FCL license per category of aircraft. All such licenses are to be issued by the same competent authority. Instructors for pilot training outside EU Member States:  Flight instructors will have to hold at least a license issued in accordance with ICAO Annex 1; and  Will have to comply with the requirements of Part-FCL for the relevant category of instructor qualification. Language Proficiency  Balloons and sailplane pilots are excluded from the language proficiency rule.

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growth. Of course the road to recovery will not be smooth but a combination of the traffic figures, market reports and EBACE trends all seem to indicate that the industry can look forward to 2010 with growing optimism.

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HUMAN FACTORS, SAFETY SHOULD BE HEART OF ATM SYSTEM

Human factors and a just culture have a key role to play in improving the safety of Europe’s future air traffic management system and should be fully integrated into the Single European Sky, according to a major conference on Safety and Human Performance held in Brussels on 2 and 3 February. The Conference, organized jointly by EUROCONTROL and the European Transport Workers’ Federation (ETF), focused on how human factors influence and can improve safety. It underlined that human factors and competence of staff working in air traffic management (ATM) are at the heart of the ATM industry and are essential to delivering the best safety performance “Safety and human performance are pivotal features in every project we undertake”, said David McMillan. The main goal of both EUROCONTROL and ETF is to support – and create – an effective, efficient, safe ATM system; a system that can not only function well but one that can also promote organizational objectives and staff needs.” “Safety is a real priority. There is a strong personnel commitment to safety and we cannot split the working arrangements and the safety issues. Safety requires permanent information and training to keep high the awareness of the staff, the management, the users and the public,” said François Ballestero, ETF Civil Aviation Political Secretary.

 26 - BART: MAY - JUNE - 2010

EBAA LAUNCHES ERP GUIDANCE

The European Business Aviation Association (EBAA) is offering all Europe-based business aircraft operators comprehensive guidance material on Emergency Response Planning. Produced in the form of a digital Emergency Response Planning Guidance Manual on CD-Rom, it is available to order via the EBAA website (www.ebaa.org). The aim of the manual is to assist business aircraft operators in meeting the November 2010 mandatory compliance deadline for a Safety Management System - which includes an Emergency Response Plan - set by the International Civil Aviation Organization (ICAO).

“The EBAA conducted a survey at the end of last year, which indicated that just under one-third of business aircraft operators do not possess an Emergency Response Plan; many do not have an incident alert process in place; less than half have departmental response procedures; most have not provided emergency response training and just under half have never tested or exercised their response plans,” explains Brian Humphries, EBAA President and CEO. “In order to mitigate reputational damage and minimize the impact of an incident or accident on a company’s bottom line, it is vital that business aviation operators are equipped with a competent and fitting emergency response.” The ERP Guidance Manual can be ordered by European Business Aviation Association members and all interested operators, and will be subject to periodic updates, which will be made readily available to users. The manual was developed by EBAA and Gates Aviation LLP, together with members of an ERP Steering Group comprising representatives from the following companies: Gates and Partners; Bombardier Aerospace; Execujet Aviation Group; IBAC; Dassault Aviation; Flight Safety International; British Helicopter Association; Tyrolean Jet Services; and VistaJet.

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EMBRAER MAINTAINS DELIVERY CADENCE IN 1st QUARTER Embraer closed out the first quarter of 2010 (1Q10) having delivered 41 jets, one more than the same period in 2009. The airline market received 21 of this total, 19 went to executive aviation, and one to the defense segment, as detailed in the following table. On March 31, 2010, the firm order backlog totaled US$ 16 billion, or a reduction of 3.6% of the US$ 16.6 billion of the previous quarter. Deliveries by Segment 1Q10 Executive Aviation 19 Phenom 100 16 Phenom 300 1 Legacy 600 2 In the executive aviation segment, the development of the new midlight Legacy 450 and midsize Legacy 500 jets moves steadily ahead, according to the Progress Report released at www.EmbraerExecutiveJets.com.br. The last quarter was marked by the consolidation of the production of the Phenom jets. In a little over a year, Embraer manufactured and delivered over 100 airplanes.

BOMBARDIER RELEASES FOURTH QUARTER, YEAR END RESULTS Bombardier reported good overall financial

results for the fourth quarter and the year ended January 31, 2010 in a difficult economic environment. Revenues reached $19.4 billion, compared to $19.7 billion last fiscal year. Earnings before financing income, financing expense and income taxes (EBIT) totalled $1.1 billion, compared to $1.4 billion last fiscal year. EBIT margin at 5.7% compares to last year’s 7.2%. Net income reached $707 million, compared to $1 billion last fiscal year. Diluted earnings per share (EPS) reached $0.39, compared to $0.56 last fiscal year. Free cash flow (cash flows from operating activities less net additions to property, 28 - MAY - JUNE - 2010

plant and equipment and intangible assets) usage of $215 million compared to a free cash flow of $342 million last fiscal year. The cash position remained strong at $3.4 billion as at January 31, 2010, a level similar to January 31, 2009. The overall backlog stood at $43.8 billion as at January 31, 2010, compared to $48.2 billion as at January 31, 2009. “Against a challenging economic backdrop, we delivered good financial results. We took the downturn as an opportunity to fine-tune the way we operate in order to execute better and cut costs intelligently, said Pierre Beaudoin, President and Chief Executive Officer, Bombardier Inc.” “In Aerospace, we took the necessary steps to adapt to the economic reality by carefully monitoring capital expenditures and reducing our production rates for both business and regional jets. We met our target deliveries and increased our market share in both segments. Keeping our sight on the long term, we continued to invest in the development of our new flagship products, the Learjet 85 business jet and the CSeries commercial aircraft for which we have now received 90 orders.” “Sharpening our execution, investing in our people and products, being socially responsible: these are the drivers of profitable growth at Bombardier,” concluded Mr. Beaudoin. In March 2010, Bombardier Inc. issued $1.5 billion of unsecured long-term debt maturing in calendar years 2018 and 2020. The proceeds are intended to be used to repurchase approximately $1 billion of existing long-term debt maturing from calendar years 2012 to 2014, thus extending Bombardier’s debt maturity profile. The balance of approximately $500 million will be used for general corporate purposes. At Bombardier Aerospace, revenues totaled $9.4 billion compared to $10 billion last fiscal year, while EBIT reached $473 million, or 5.1% of revenues, compared to $896 million, or 9%, for the same period last year. Bombardier Aerospace’s backlog reached $16.7 billion as at January 31, 2010, compared to $23.5 billion at the same date last year. The group recorded 11 net orders (213 gross orders and 202 cancellations) in fiscal year 2010, compared to 367 net orders (423

gross orders and 56 cancellations) last fiscal year. Deliveries totaled 302 aircraft, versus 349 last fiscal year. Bombardier Aerospace delivered 176 business aircraft in fiscal year 2010, compared to 235 aircraft last year. In spite of this lower level of deliveries, Business aircraft increased its revenue market share leadership to 32% compared to 31% last year.

GAMA COMMENTS ON PASSAGE OF SENATE FAA REAUTHORIZATION

The General Aviation Manufacturers Association (GAMA) issued the following statement upon passage of the Senate’s Air Transportation Modernization and Safety Improvement Act: “We are extremely pleased with the passage of this bill which takes a number of critical steps needed for the acceleration of NextGen,” said GAMA’s President and CEO, Pete Bunce. “We commend Senators Rockefeller (D-WV), Hutchison (R-TX), Dorgan (D-ND), DeMint (R-SC), Baucus (D-MT) and Grassley (R-IA) for their leadership and dedicated work in reauthorizing and improving FAA programs. We look forward to working with them and the aviation leadership in the House to send a final FAA reauthorization bill to President Obama for his signature.”

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CEO’S CORNER

EBACE 2001-2010: A STORY OF PROGRESS

By Brian Humphries

As we approach the 10th EBACE, we decided to look back to chart the evolution of Business Aviation in Europe since the first show in 2001 – including raising the profile of Business Aviation and gaining recognition for its role as a vital tool for facilitating the conduct of business in today’s challenging and competitive environment. We have also reviewed our own role to see how we have improved the support given to our members. I am glad to say, it’s a very good story!

CONVINCED

Humphries is looking forward to a successful EBACE 10.

hroughout the 1990s, despite the fact aircraft were being replaced to keep the European fleet as one of the youngest in the world, business aircraft numbers in Europe hovered around 2,000. Then in 2001 came EBACE, the first event

30 - BART: MAY - JUNE - 2010

in Europe dedicated solely to Business Aviation, showcasing for the first time to policymakers and the public the industry’s value in supporting jobs, boosting productivity, efficiency and competitiveness for businesses and enhancing transportation access for communities across Europe. Perhaps catalyzed by EBACE, from 2001 to the end of the 2007, our industry was the fastest growing sector after the low cost carriers. And today the fleet numbers an amazing 3,900 turbine powered aircraft with activity levels representing seven percent of IFR traffic. Meanwhile, the high visibility of EBACE and parallel work by EBAA has helped inform senior figures from the European Institutions about the true value of Business Aviation to citizens, companies and communities in the region. As a result of all this, our value to the European Community is now properly recognized by the Commission, the Parliament and the Council as providing “…tailored, flexible, door-to-door transportation for individuals, enterprises and local communities, increasing the mobility of people, productivity of business and regional cohesion.” Our economic value was also starkly illustrated by the EBAA PriceWaterhouseCoopers report published in early 2009, showing that even discounting user benefits, the BizAv sector contributed:  19.7billion in annual gross value to the European economy in 2007;  0.2% of combined GDP (of the EU, Norway and Switzerland);  164,000 jobs, and; combined annual wages and salaries of 5.7 billion. Eurocontrol continues to analyze our sector and provide such insightful papers as the “Getting to the Point” reports of 2005 and 2007, supported by last year’s Eurocontrol Yearbook, “The Business of Flying”. Now they have further updated their

work to reflect the impact of the recent downturn, look for the results to be reported at EBACE 2010. As a result of all this visibility and recognition, the EU Parliament and Council have each published resolutions on Business and General Aviation, recognizing for the first time that our needs have to be taken into account in airport and airspace capacity planning. Furthermore, after three years of hard work with the Commission, we now have derogated security rules for our sector that recognize that our security needs are different from the airlines and require a security framework tailored to our sector. Also at the operating level to help our members, a new dialogue has been opened between US and EU officials to improve access by EU operators to the US – facilitated by the US/European partnership in EBACE. More immediately, we have continued to develop IS-BAO, so commercial operators can now just obtain an SMS rather than the whole package, and we have arranged training courses and workshops to under-write this. Most recently, we have launched an Emergency Response Planning Guidance Manual, which will greatly facilitate what has always been a daunting task for small operators. Finally, we are looking forward to an excellent EBACE 2010 in Geneva. The static display is full and wait listed, exhibitor registrations are on a par with last year and delegate registrations are up a staggering 30 percent. So after an exciting 10 years of challenge and change, it is worth looking back and recognizing that, despite all that has been thrown at us, Business Aviation in Europe has had a rather remarkable first decade in the new millennium and can confidently look forward to the next.

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PREVIEW

SHOWMEN

EBACE initiators, NBAA president Jack Olcott and EBAA CEO Fernand Francois, as they appear in BCA’s Show News in May 2002.

EBACE 2010

TEN

By Nick Klenske

Where does the time go? It’s hard to believe it’s already time for EBACE, let alone the fact that this year marks the tenth anniversary of the show. And as you will tell from BART’s Exclusive Preview, expectations are high. Last year, as the industry was suffering from the global recession, numbers were down. Overall, delegation numbers were down by about 20 percent – although a rush of last minute registrants helped this number. In the end, last year’s edition was the third largest on record, just shy of 11,000 attendees. With the market slowly recovering, it is reasonable to expect the tenth anniversary to place in the top three. ast year the show was about building confidence in an industry that was trying to regain its balance. But, as Brian Humphries, President and CEO, EBAA, pointed out, EBACE 2009 may have coincided with the market bottoming out – and in hindsight is seems he was right. For this reason, in 2010 we should see an increase in order announcements, a rarity last year. As always, EBACE will serve as an important indicator on the health of the market, particularly here in Europe. As seen in our Exclusive Fleet Report in the last edition of BART, the European market slowed as a result of the recession, especially in comparison with the emerging markets of South America, Asia and the Middle East. As the first show of the year, EBACE 2010 could set the stage for Europe’s comeback.

32 - BART: MAY - JUNE - 2010

Whatever it Takes Pilot Larry Erd, Falcon 7X Captain, lands at London Luton, with an inboard slat fault alert. He quickly checks the aircraft system and then confirms he is AOG – and his next flight is on the following day. He calls Dassault’sTechnical Center in Paris and gets Insy Houang – Customer Service Engineer and an on duty 7X specialist.Together they access the aircraft on-board Central Maintenance Computer to identify the fault code. Insy coordinates assistance and parts shipment via Eurostar, from Paris-Le Bourget to Luton. Go Team technicians from Dassault’s Luton Satellite install a new flight control PCB the next morning and Larry e-mails back later to Dassault Falcon: “The airplane performs really well and Customer Service is doing an incredible job too.”

GoTeam Go

Whatever it takes Falcon GoTeams do whatever-it-takes to turn your AOG into an Airplane On The Go. Learn more at falconjet.com/Go

PREVIEW

Looking Back Regardless of the numbers, announcements, sales and surprises in Geneva this year, one has to acknowledge the important role that EBACE has played over the course of the past decade. In fact, one could argue that the only reason we are even talking about a European market is because of EBACE. Founded by former EBAA CEO and Publisher of BART International Fernand Francois and his NBAA counterpart at the time, Jack Olcott. Wanting to have a European equivalent of NBAA, EBAA decided to join forces with NBAA to create a NBAAcaliber show in Geneva and avoid many of the growing pains associated with launching a show independently. Given the task of finding a home for the new show, Francois immediately chose Geneva. “First off, it’s in a neutral country. Also, we wanted something very European and Geneva is located in the heart of Europe. And here in Geneva there’s the advantage of having the static display right on site with the exhibition” Although a European show, EBACE quickly developed a reputation of being an international show. Thanks to its location providing easy access to the Middle East and Africa, EBACE is unique in that it has outgrown the traINTERNATIONAL ditional “regional” limitations that Although being a other shows have. European show, EBACE quickly Show Time developed an But enough about the past, EBACE International status. is about the future of Business 34 - BART: MAY - JUNE - 2010

EBACE 2010

Aviation. Whatever your reasons for heading to Geneva, BART’s Exclusive Preview has all the necessary information to get you there. After interviewing the people who make EBACE the event it is, our writers have compiled the essential guide to the 10 th Anniversary edition of the show. Throughout our Preview you will find in-depth articles and interviews with the movers, shakers and leaders of Business Aviation. From helicopters to jets, turboprops to engines, avionics, air taxis, FBOs and more – these sections contain both practical information on what each company is planning for the show, along with updates on new products and a sneak peak at some of the stories and announcements that will likely make EBACE 2010 a resounding success. As always, EBACE is more than just an exhibition and press event – it also serves as the premiere gathering for the European Business Aviation industry. Again, expect the conference part of the event to serve as an essential forum for industry leaders, policy makers, media representatives and consumers to gather together for networking, learning and discussing. Enjoy the show! Conference Schedule Sunday May 2nd IS-BAO Auditor Accreditation Workshop (9:00 – 17:00) Monday May 3rd Bombardier 4 th Annual Safety Standdown Europe (8:00 – 17:00)

IS-BAO Workshop (8:00 – 16:30) International Aircraft Transaction Conference (8:00 – 12:30) Tuesday May 4th Opening General Session (9:00 – 10:00) “The Realities in Europe Today” with Jose Manuel Barroso and Jo Leinen OGS Honored-Guests Luncheon and EBACE Award Ceremony (12:00 – 13:30) Exiting the Economic Crisis! (14:00 – 15:00) Where are we and where are we going? Aviation and the Environment: What Now? (15:30 – 17:00) Wednesday May 5th BizAv Safety and Ongoing Safety Initiatives (9:30 – 11:00) SESAR Avionics: Datalink and SJU (11:15 – 12:30) Flight Time Limitation (14:00 – 15:00) EASA OPS (15:30 – 17:00) Airports, Handling and Ground Operations Committee (14:00 – 16:30) Thursday May 6th Airport Access Slots (9:15 – 10:30) Transatlantic Access (10:45 – 12:00) Emergency Response Planning Workshop (13:30 – 16:00)

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PREVIEW

EBACE 2010

BOMBARDIER BREAKING THE SILENCE By Nick Klenske

Here it is already spring – a quarter of the way through 2010 already – and still no news! Things have been eerily quiet from Bombardier lately, with no big press releases since last year. In fact, the only news really coming from Montreal in 2010 was the release of the company’s fiscal results. Sometimes silence is worrying, but on the other hand sometimes no news is good news. In Bombardier’s case, it’s definitely the later. n terms of financial standing, 2009 was a good year, all things considered. Revenues were just shy of the $19.7 mark of 2008, coming in at $19.4 billion. According to Pierre Beaudoin, President and CEO, “Against a challenging economic backdrop, we delivered good financial results. We took the downturn as an opportunity to finetune the way we operate in order to execute better and cut costs intelligently.” “In Aerospace, we took the necessary steps to adapt to the economic reality by carefully monitoring capital expenditures and reducing our production rates for both business and regional jets. We met our target deliveries and increased our market share in both segments. Keeping our sight on the long term, we continued to invest in the development of our new flagship products, the Learjet 85 business jet and the CSeries commercial aircraft for which we have now received 90 orders.” So, the numbers are good. Where’s the news? Seems like Bombardier was just waiting for EBACE.

POSITIVE

Bombardier delivered good financial results against a challenging economic backdrop says President and CEO Pierre Beaudoin.

36 - BART: MAY - JUNE - 2010

First Stop, Amsterdam Immediately before the start of the show, Bombardier will inaugurate its new Amsterdam Service Center at Schiphol Airport. Announced last fall at NBAA, the center is the company’s first wholly owned European aircraft service center. This new addition to Bombardier’s company-owned aircraft

service center network, currently consisting of six facilities in North America, will enable the company to better support its growing fleet of over 550 Learjet, Challenger and Global aircraft in the region. “The Bombardier Aircraft Service Center network has been offering the highest quality of support to our customers in North America for over 28 years and we are pleased to bring that experience and expertise to our customer base in Europe,” said Michael McQuay, President, Bombardier Aircraft Service Centers. “The new aircraft service center, coupled with our LBAS joint venture facility in Germany and Frankfurt super-warehouse, strengthens our services in the region by providing greater access to Bombardier’s highquality maintenance support and certified Bombardier parts pre-cleared at customs.” The facility features 4,240 sq. meters (45,639 sq.feet) of hangar space, will include a staff of approximately 50 technicians and will be equipped to perform a variety of light to heavy maintenance tasks.

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PREVIEW

EBACE 2010

“The creation of a European aircraft service center is key to our strategy of expanding our customer services offering into new regions of the world and of providing faster, easier access to support for our growing international customer base,” said Andy Nureddin, vice-president, Bombardier Customer Services and Support. “This announcement builds on our comprehensive customer services offering in the region, ranging from training facilities to our PartsExpress delivery service and mobile response teams for rapid on-site support.”

STRATEGY

Bombardier Amsterdam Service Center inaugurated prior to EBACE at Schipol Airport (top). The midsize Learjet 85 will be Bombardier’s first jet to feature an all-composite structure (center).

And on to Geneva Looking towards EBACE, Bombardier is fired up, to say the least. Not only are they hosting – for the fourth time – the annual Safety Standown, they have a lot of exciting announcements and updates to make, including bringing the always exciting Learjet 85 mockup to the static. “Overall, we’re looking for a good customer response to our products, with a lot of buzz coming from the Lear 85,” says Steve Ridolfi, President, Bombardier Business Aircraft. “You could say our expectations are high – after all, EBACE is the premiere international show for us. It’s very customer-orientated, being a great place where everybody can come together and catch up. The show environment is really incomparable.” Following EBACE 2009, the OEM left feeling the show went beyond its initial expectations. And, with at least some rudimentary signs of a recovery

38 - BART: MAY - JUNE - 2010

beginning, this year should raise the bar higher. “We are definitely seeing signs of a rebound,” says Ridolfi, noting a decrease in used aircraft, an increase in utilization and “the activity in our pipeline being solid”. Stated otherwise: “We’re cautiously optimistic.” Compared to other regional markets, Europe is still questionable. “What we are seeing is a robust lift in the Asian markets, especially China and India,” says Ridolfi. “The US market is still a bit slow, but Europe is unique in that it remains sluggish in its economy while at the same time showing a pickup in activity.” Regardless of the economy, the Learjet 85 is poised to make headlines. “The Lear 85 is going to revolutionize the midsize category,” notes Ridolfi. “It has the attributes of a large widebody jet yet remains efficient and technologically advanced. All of these factors will make it a key player in the new economy.”

The project is currently in the design phase, which Ridolfi explains as being the phase where “the hard engineering stuff gets done.” In other words, everything is right on schedule. “Our new Mexico plant is under construction and ready to be operational on time and by early next year we’ll start seeing some large pieces of the aircraft coming together – it’s an exciting time with many milestones on the horizon.” So overall, things are good for Bombardier – the order books remain solid, the projects are on schedule and new service centers are being inaugurated. “Here we are coming out of the tough economy with an increased market share and new products in development – it’s hard not to feel good about this company and industry!” Well said indeed. Bombardier is located at booth # 7011

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PREVIEW

EBACE 2010

CESSNA CE SSNA CALLS ON EUROPE

MACH.92

The Citation X is the solution for rapid intercontinental travel.

“Everyone in our industry should consider themselves ambassadors. Business aircraft are used in so many valuable ways and have truly become essential to the global transportation system. We need to take every opportunity to spread that message to the world.” Stangarone stressed the importance and strength of unity. “Protecting our image is a common goal we can all pursue, on both sides of the Atlantic. Through Cessna’s own ‘Rise’ campaign, we’ve seen the power of partnering with our industry allies and associations, with our government officials, with our customers and with other stakeholders.” “Together, we need to make sure the facts are heard. Business Aviation supports 1.2 million jobs across the US Equally, thousands of European jobs depend on our industry. And companies that use Business Aviation are more productive than their competitors,” he continued. “It’s not just big business either,” stated Stangarone. “The vast majority of companies that rely on Business Aviation are small and medium-sized operations. And just as important, business jets are a lifeline for small

By Nick Klenske

EUROPE

Cessna VP corporate communications Bob Stangarone (left) calls on Europe to keep the value and benefits of Business Aviation. EBACE is the crown jewel on the international trade fair circuit says Trevor Esling, Cessna VP international sales.

As we highlighted in our NBAA issue last fall, Cessna has been at the forefront of the charge against the negative publicity being thrown at Business Aviation since the dawn of the economic crisis. However, at the time, it was generally felt that the negative PR was limited to the US market – that such markets as Europe better realized the true business value of BizAv. Although that may be so, just as business knows no borders, neither does Cessna’s campaign. For this reason, the OEM has become Business Aviation “diplomats” abroad – ensuring that the importance of Business Aviation is heard around the globe.

40 - BART: MAY - JUNE - 2010

ecently, Cessna called on Europe, with vice president of corporate communications, Robert Stangarone, addressing the British Business and General Aviation Association (BBGA) Annual Conference. His message: The industry needs to keep communicating the value and benefits of Business Aviation.

cities across North America and remote communities in Europe, and they play a critical role in disaster relief efforts following catastrophes, such as the earthquake in Haiti.” Stangarone concluded, “As an industry we’re a force with strong points to make and a solid strategy. We’re making good headway, but we have to keep working to protect our image.”

Expect Cessna to arrive at EBACE with its Business Aviation Ambassadors ready to talk about the important contribution our industry makes to the Continent. For the static display, Cessna plans to bring a Citation CJ4, Citation X, Citation Sovereign, Citation XLS+, Citation CJ3, Citation CJ2+, Citation CJ1+, Citation Mustang, Grand Caravan and Corvalis TT. Speaking on the role of the European market, Trevor Esling, vice president, International Sales, says that “Although the US will continue to account for a large percentage of our sales over the coming years, the international market represents over 50 percent of our Citation business. EBACE is the perfect environment for us to meet our industry colleagues, customers, and potential customers from across Europe. We’re looking forward to being very busy.” “I think we can safely say that EBACE is the crown jewel on the international trade fair circuit for Business Aviation,” continues Esling. “Everybody important in the industry attends, the layout of the event is efficient and user-friendly, and the static display is ideally locat-

but stable, and we expect to see improvements in the flow of orders in the second half of this year.” “The penetration of business jets in the European Union (EU) is still behind the US by some margin. With a similar GDP to the US, and given an improving economic climate, Europe will remain a strong growth area, as the fundamental attraction and affordability of Business Aviation has not changed. We expect the EU to remain our single largest market outside the US for some time.” Cessna sees Europe as arguably the most diverse and exciting region in the world for Business Aviation, combining mature and emerging markets. Locations such as the UK, Germany and Italy continue to be among the company’s major European markets. More so, prior to the economic downturn, Eastern Europe was a very strong market for Cessna, who says they are beginning to see signs – including Citation sales – of that market coming back. Eastern Europe could be positioned to help lead the revival of Business Aviation as corporate profitability returns, the exchange rate remains favorable and ownership restrictions are eased.

Aviation needs across Europe. Despite the economic downturn, we still made more business jet deliveries globally than any other manufacturer in 2009, which shows Citations continue to meet a need for aircraft that offer performance and value. The economic situation in Europe means that customers are balancing the desire for the time-saving advantages of Business Aviation with a pragmatic assessment of cost. Citations fare well under this analysis, with our range of light and midsize jets combining comfort, performance and value. From the entrylevel Citation Mustang, for shortrange regional transportation, to the Citation X for rapid intercontinental travel, we are able to provide a solution.” On the support side, Cessna has aggressively expanded its network of authorized service centers in western Europe. “We are seeing excellent results from our move to put a spare parts distribution facility in Amsterdam, partnering with Bell Helicopter, our sister company,” says Esling. “This move has dramatically reduced response time in getting parts to our authorized service centers around Europe. Our plans to add a company-owned Citation service center in Valencia (Spain) are

ed right outside Hall 7. And after a hard day’s work, Geneva is a lovely city in which to relax with friends and customers.” Turning to the economy, Esling says “The 2009 economic downturn was global and cut across the whole of aviation. We see the Business Aviation sector at present as difficult

“Europe has always been a very strong market for the Citation jet series of aircraft,” says Esling. “We see the CJ4 continuing that trend, as an addition that offers customers significant upgrade potential from the current fleet.” “The diversity of our product range reflects the diversity of Business

moving along well and the center will be open in early 2012. We will also have some announcements about new service programmes at our EBACE press conference.”

Looking to Geneva

Cessna is located at Booth # 7091.



FAST

The Corvalis TT, the world’s fastest fixedgear aircraft, will be among the Cessna exhibit at Geneva.

BART: MAY - JUNE - 2010 - 41

PREVIEW

EBACE 2010 Other highlights from 2009 pointed out by Edelstenne included the FAA and EASA certification granted to the 2000LX in April, followed by its first deliveries, and the qualification of the Falcon 7X at London City Airport. “Dassault also inaugurated two new services stations dedicated to Falcon aircraft in Reno and Sao Paulo,” concluded Edelstenne. …which brings us to

2000 AND COUNTING FOR DASSAULT

Global Service It seems like every time BART writes about Dassault we bring up customer service – well, 2010 is no exception! The reason is simple, Dassault prides itself on its alwaysincreasing service capabilities. After all, as Paul Simon once said – it’s all about keeping the customer satisfied. And when the customer is global, your customer service must be too. As part of its ongoing effort to deliver industry-leading service center experience to all Falcon customers, Dassault recently conducted a major review of both its Company Owned and

By Nick Klenske

Since delivering its 2000th Falcon aircraft late last year, Dassault has certainly not slowed down. Although the numbers might not show it, 2009 was a pretty good year – all things considered. t a recent press conference held at Dassault’s corporate headquarters in Saint-Cloud, Charles Edelstenne, Dassault Aviation Chairman and CEO, reported that during 2009 Dassault saw a negative 98 orders for Falcon jets. However, the main reason for this negative number – aside from the global economy – is a mutually agreed upon cancellation with Netjets. “Both Dassault and Netjets agreed to cancel deliveries scheduled beyond 2014” says Edelstenne. “These cancellations, which total 65 units, will be reordered and delivered depending upon the evolution of the market. But rest assured, Netjets has confirmed its long-term partnership with Dassault Aviation.”

A DELIGHT

Chairman and CEO Charles Edelstenne and Serge Dassault showed signs of satisfaction at a recent press conference in Paris

42 - BART: MAY - JUNE - 2010

Although the order column may have come up red, in 2009 Dassault posted a historical record of 77 deliveries. When it comes to comparison, clearly 2009 is an exception, with a final tally of -3,851 million euro. This is down from 4,625 million in 2008 and an impressive 5,382 million euros in 2007 (remember those days?!). Net sales, however, was at 2,440 million euro, up from 2,313 last year.

Authorized Service Center (ASC) network. “Our overall objective is pretty simple,” says Jacques Chauvet, Senior Vice President of Worldwide Customer Service. “We must improve the service experience for Falcon owners, no matter where they are based and wherever they fly. To do this, we will expand what we call our ‘footprint of service’.”

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PREVIEW

EBACE 2010 the Eastern Hemisphere. “It allows us to be closer to our customers and to respond more rapidly to their needs. It will also increase available resources at our company owned service centers to respond to AOG situations.” The Satellite Service Stations will support basic line maintenance up through ‘A’ inspections. Each will be staffed with an AOG GoTeam, which will provide rapid mobile response directly to an aircraft location with the parts and tools necessary to get an operator’s Falcon flying with minimal delay.

HIGHLIGHTS

200LX FAA and EASA certification and qualification of the Falcon 7X at London City are 2009 highlights for Dassault Aviation.

SUPPORT An AOG team will provide rapid mobile response with the missing parts to get an operator’s Falcon flying with minimal delay.

Currently, Dassault has five Company Owned Service Centers and 26 ASC strategically located throughout the world. In addition, the company recently added five Satellite Service Stations with ‘Go Teams’ positioned on four continents. At the time the traditional Falcon ASCs were established, the basic philosophy was that each center needed to meet an ultimate level of requirements in terms of equipment and services to support all Falcon models, up to and including “C” inspections. While this philosophy works well in areas with large Falcon populations such as Europe and the US, it proved less practical in some of the new, emerging markets. Chauvet continues, “We are now putting in place a stronger, more vibrant network that will allow ASCs to specialize in one or two aircraft models if they choose or to support all Falcon models through all phases of maintenance. What our customers will see is a more specialized approach that will provide a quicker reaction to their needs.” The new ASC structure will be divided into three categories: Heavy, Major and Line maintenance. Heavy Service Centers will provide comprehensive customer support for all Falcon models and hold local regulatory approvals, as well as those from the FAA and EASA. Most of the ASCs in North America and many in Europe fall into this category. Major Service Centers will provide comprehensive support of particular model series, with services typically including maintenance. Light Service Centers will support specific models

44 - BART: MAY - JUNE - 2010

and hold a minimum of local regulatory approvals. “Under this new approach, a wider group of quality service providers are candidates to be included in the Falcon ASC network,” says Frank Youngkin, Vice President of Customer Service for the Western Hemisphere. “We can now add smaller ‘Line Service Centers’ in areas that experience a high level of transient traffic but with few aircraft based in these areas.” In line with this mission, Dassault also launched additional Satellite Service Stations and more GoTeams. Satellite Service Stations are an extension of an existing company owned service center and are staffed with technicians, AOG support tooling and a targeted inventory of spares. “This is a valuable new program that will directly and indirectly benefit all of our operators,” says Pierre Thielin, Vice President Customer Service for

The first such facility in the United States was opened recently in St. Louis, Missouri. Other sites currently in operation are located in Nice, France; Rome, Italy; Moscow, Russia and London, United Kingdom. Currently other locations for Satellite Service Stations are being considered in the Northeast, Southeast and Western United States. In unveiling the new customer services strategies at Dassault Falcon, Chauvet was quick to credit the strong guidance coming from the company’s Worldwide Operator Advisory Board (OAB). “This Board represents a cross section of all Falcon operators from around the world and has been instrumental in helping us set priorities.” Dassault is located at booth # 7094.

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PREVIEW

EBACE 2010

DESPITE DOWNTURN, EMBRAER NETS SUCCESS By Liz Moscrop

In a soccer World Cup year, Embraer shows once again it’s not just football that Brazilians are good at. The manufacturer has scored a spectacular series of goals with its growing portfolio of business jets. In less than a decade, the manufacturer’s executive jet venture has grown to account for 20 percent of the company’s revenue, and last year the OEM delivered 14 percent of new business jets worldwide. peaking at a press briefing at the company’s CAE Burgess Hill training center prior to EBACE, Claudio Camelier, vice-president market intelligence, executive aviation said: “Time is money, which is why people continue to use Business Aviation.” He pointed to a survey demonstrating that in the US the majority of users fly privately because scheduled airlines do not meet their needs either with time (64%) or by location (19%). Camelier said: “People look for mission flexibility, along with speed, privacy and productivity.” Embraer’s latest market forecast remains positive. The company says world GDP indicators showed that during 2009 the global market contracted by two percent, but the latest figures for 2010 indicate it will grow on average 2.5-3% this year. This, said Camelier, should “put us back to where we were in 2008.” He added that most markets have recovered and that the final quarter of 2008 saw the global economy at its worst. Embraer believes the volatile world economic recovery reflects utilization of the in-service fleet of business jets. The canny company also conducted a study

SPECULATION Embraer had predicted 120150 Phenom deliveries per year says Claudio Camelier, VP market intelligence.

46 - BART: MAY - JUNE - 2010

with Forbes magazine analyzing the growth in the world population of billionaires in 2010. The survey concluded that there would be a total rise of 27 percent in the number of these super high net worth individuals. Asia Pacific leads the field with an estimated 73 percent growth in wealth, followed by Europe at 33 percent, Latin America runs in at 23 percent and North America trailing by 13 percent. The only region predicted to see a fall is the Middle East, with a decline of 23 percent. Business jet traffic is up this year from last – by around 10 percent worldwide. Camelier said: “We expect traffic

levels in 2010 to exceed 2009, but not get to the levels of 2008.” From mid2008, the world inventory of preowned business jets skyrocketed from around 1,700 jets to 3,000 for sale – or around 18 percent of the world’s fleet. This had a negative impact on new aircraft sales. The good news is that this number has decreased to around 2,720 – or 15.8 percent of the world’s fleet, and there are few newer jets on the market. Embraer has a bullish outlook for the next ten years, although it says the market will not visibly recover until 2012. It then forecasts US$ 190 billion in revenues for all OEMs, who will sell more than 10,000 jets. Its own results saw 2010 results drop to US $17bn, down from US $22.2bn in 2009. However, Embraer and Dassault were the only business jet manufacturers to increase both their market shares and deliveries. Embraer delivered 120 Phenom jets and 17 Lineage and Legacy type aircraft. Camelier said the OEM has taken orders for 20 Lineages, but declined to say where in the world they came from. He also said that customers could find a Phenom position for this year, but the order book for both family members was still full.

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&(/(%5$7( EBACE2010 will celebrate the tenth year of advancing the goals of business aviation in Europe, the Middle East and Africa.

&211(&7 No other business aviation event in Europe offers this level of sales and networking opportunities with business aviation manufacturers, suppliers and their customers, as well as unparalleled access to industry influencers, technical experts, business leaders, and government officials and regulators, and a wide range of other industry specialists.

$'9$1&( EBACE will provide you the opportunity to advance your own goals through direct contact with companies that can benefit your business and to make your voice heard by key European officials and regulators, in person, while they are still formulating the policies that may impact your business.

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PREVIEW

EBACE 2010

Tackling the Opposition Embraer’s São José dos Campos hub has been churning out aircraft for decades. Located 65 miles northeast of São Paulo, the facility has netted an impressive product portfolio of seven business jets. Embraer will soon be active in almost every segment - from the light jet to the ultra large. The only category missing is an ultra long-range variant sitting between the Legacy 650 and the Lineage 1000 (Legacy 875 anyone?). The Phenom family has proved itself to be competent striker, with around 15 of the type flying in Europe. The compathird 650 is now flying in Brazil testing test avionics and interiors. The first to make a public airing is likely to go on show at LABACE. The Lineage 1000 has also wowed the crowd. So far outfitters PATS has kitted out the first four aircraft. The fifth one will be completed in Brazil, with customized options supplied by DeCrane.

ABSENT

The ultra longrange variant is the missing piece between the Lineage (top) and the Legacy 650 (center).

ny established a US production line to cater for demand. Camelier said: “The Florida assembly plant is ongoing. We will also eventually do other planes there - not just the Phenom 100.” Embraer is now escalating production of the Phenom 300, which accounts for one third of Phenom sales. Features such as the oval light cabin, a spacious luggage area, and integrated airstairs have added value to both Phenoms, which have larger cabins than their major competitors. Camelier said that the OEM had predicted 120-150 Phenom deliveries per year, but that it was “closer to the lower end for this year.” He denied that the cancellation of the large order from Irish firm JetBird comprising 50 firm orders and 50 options had impacted the company’s bottom line, saying the original contract was now terminated and that the two companies are negotiating a new agreement and delivery schedule.

48 - BART: MAY - JUNE - 2010

According to Camelier, the midsize and midlight aircraft are proving to be crowd pleasers. He said: “We have seen customer acceptance for the Legacy 450 and 500 and are ramping up production.” The Legacy 450 and 500 are the only aircraft in their segment to offer full fly by wire technology, found on aircraft several sizes up, such as airliner conversions and the Gulfstream G650; Embraer’s own Lineage, and Dassault’s Falcon 7X. Camelier said: “We didn’t introduce technology for technology’s sake – rather for the benefit of our customers.” Like other manufacturers, Embraer creates customer panels to decide what should go in the cockpit and cabin. He said that there are 500 engineers at Embraer working on the Legacy 500 program and the first flight is on schedule for end of 2011, with the 450 one year behind. Embraer is also now taking orders for the Legacy 650, some of which are upgrades of Legacy 600 sales. The

Supporting the Team To keep its rapidly growing fleet flying, Embraer has announced it will create a customer contact center at San Jose dos Campos, staffed by on site pilots and engineers on site. Embraer also guarantees customer training on all its aircraft programs, including courses for engineers, maintenance staff, and flight attendants. CAE conducts the training on the Phenoms in a joint venture with the OEM - Embraer CAE Training Services (ECTS). FlightSafety International caters for the other business jets. In 2005 Embraer outlined its mission statement, which it has consistently repeated. Its ambition: “To become a major player in the Business Aviation Market by 2015 through innovative and differentiating product and service solutions with added value to our customers and shareholders.” We are now at half-time and the company is edging up in the league. The next five years should produce some interesting results. Embraer is located at booth no. 7040



oÉÁ o ÉÁ

PREVIEW

EBACE 2010

GULFSTREAM GETTING IT DONE IN EUROPE By Nick Klenske

When asked about their plans for EBACE 2010, the folks at Gulfstream are quick to point out not what they plan on saying, but what they are bringing. At press time, the following line-up is set to make their way to Geneva: the wide-cabin, high-speed Gulfstream G150; the large-cabin, mid-range G200; the large-cabin, longrange G450 and the largecabin, ultra-long range G550. And inside, things don’t lighten up. “At our exhibit, we intend to display 1/10th scale models of the G150, G200, G250, G450, G550 and G650. Gulfstream Product Support will also conduct a four-hour operators’ forum, which includes a briefing of fleet support services, as well as a question-and-answer session with product support leadership,” says Jeff Miller, vice president, Communications. he reason for the big presence in EBACE? The importance of the international markets. “As our international market continues to grow, our presence at international air shows allows us to connect with potential customers as well as current operators in the region,” says Miller. “Our goal at this show, the largest Business Aviation air show in Europe, is to forge and build relationships while at the same time demonstrate the operaACHIEVEMENT tional capabilities of Gulfstream airThe first G250 test craft. “ article has already reached its Steady Sales in Europe Gulfstream also sees ongoing steady maximum certified speed and altitude sales in the European market, pointing – Mach 0.85 and out that Business Aviation forecasters 45,000ft. continue to predict level sales in 2010

50 - BART: MAY - JUNE - 2010

with modest growth projected for 2011. “While emerging markets in Asia and elsewhere are expected to lead the global recovery, Europe is still a strong market for Gulfstream. In fact, Europe has the largest installed fleet of Gulfstream aircraft outside of North America,” notes Miller. Due its strong presence in the European market, Gulfstream is committed to its European operators, as evidenced by the company’s growing international product support network. “We operate a Gulfstream Service Center in London, England, and maintain partnerships with a number of third-party facilities throughout Europe to ensure a top-notch service experience,” says Miller. Additionally, the company has a strategic parts distribution facility in Madrid, Spain, that houses high-usage items commonly required by international Gulfstream customers. The regional inventory allows for faster, more cost-effective parts distribution. Talking about the role of EBACE in developing this market for such companies as Gulfstream, Miller comments that “EBACE has emerged as the major regional forum for connecting Business Aviation users to the aviation products and services they need. Its location and the organization of the show make it much easier for parties to transact business.”

Product Updates Ok, enough about what the company’s bringing and the role of the market – what about some news? In terms of product updates, Gulfstream states that its large-cabin backlog is essentially sold in 2010, with three quarters sold in 2011 and already making significant progress in 2012.

Both the G250 and G650 flight-test programs are well under way. The G650 currently has two flight-test aircraft in the air, while the first G250 test article has already reached its maximum certified speed and altitude

steep approach certification to land at their facility due to terrain, obstacles or local noise ordinances, including Lugano and Sion in Switzerland and Marseille Provence and Chambery in France.

And a Touch of Service As alluded to above, with the growth in the European market comes a demand for service – and like always, here too Gulfstream delivers. With 3,000 professionals, Gulfstream maintains the largest company-owned product-support network in Business Aviation – offering a wider range of services, enhancements, spares, support functions and technical publications than Gulfstream. In concert with General Dynamics Aviation Services, Gulfstream operates 11 company-owned service centers worldwide. They maintain 14 authorized warranty centers and line-service facilities on six continents and has positioned their $500 million parts inventory at strategic locations around the world. Gulfstream has stationed their Field Service Team of factory-trained specialists at service centers worldwide and are prepared a dedicated airplane to deliver flight-essential parts and a technician to Gulfstream aircraft under war-

— Mach 0.85 and 45,000 feet (13,720 m). “These airplanes represent our future and are poised to enter the market at a point when several analysts are predicting recovery,” states Miller. Talking about the test flight, it was a company first last February when both G650 flight-test aircraft, named T2 and T1, were airborne simultaneously and were tracked by dual telemetry facilities in real time. Discussing the event, Pres Henne, senior vice president, Programs, Engineering and Test, states, “T2 performed extremely well during the initial tests of its integrated flight control system and handling. We plan to make half a dozen flights to assess basic system functionality before proceeding to more intensive testing. As an added assurance, the conditions on the test day were very gusty and blustery, yet T2, like T1, handled great. To control the aircraft precisely requires small, light control input from the pilot. It’s an easy jet to fly.” And while we’re on the topic of product updates, earlier this year the G150 achieved steep approach certification from the FAA and EASA. This approval allows the aircraft to operate at airports with an approach angle of up to 6 degrees (most airports have an approach angle of 3.5 degrees or less). Several European airports require

The G150 is the first Gulfstream aircraft to receive steep approach certification from both the FAA and EASA. “These certifications allow o u r G1 5 0 o p e r ators arou n d the world greater flexibility, particularly t he o p e r a t o r s in Eu rope,” s ays Henne.

ranty at airports throughout North America, Central America and the Caribbean. And, finally, Gulfstream is always available through its 24-hour Technical Support team. In other words, “Consider it Done”. Gulfstream is located Booth # 7060



ONGOING

The G650 flighttest programs are well under way with two airplanes lined up.

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PREVIEW

EBACE 2010

HBC OWNS THE SKY

By Nick Klenske hen talking with Hawker Beechcraft about EBACE, you can really feel their genuine excitement. In fact, they put the show on a mantel as being one of the premiere shows – and typically one of HBC’s most successful. “We’re looking forward to the show,” says Sean McGeough, Vice President, International Sales. “And we’re especially excited about bringing our entire product lineup to Geneva, including the Hawker 4000, which recently made its Asian debut.” Regardless of the less-than-stellar European marketplace, McGeough says as always, the company’s EBACE goal is to “sell a lot of aircraft”. “You can’t open a paper or turn on the nightly news without hearing about the European Union’s demise. But we’re still finding many opportunities to do business, both here on the Continent and in the Middle East.” According to McGeough, EBACE is unique in that it provides an opportunity to meet customers from Africa, the Middle East and even Asia. “What we find, good economy or bad, is Hawker Beechcraft’s customers are resilient and still need aircraft. HBC has the right product for all their unique needs.”

MARKET

Following its Asian debut, the Hawker 4000 will be present on the EBACE static display.

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“What makes EBACE stand out from other shows is that it attracts unique customers, meaning that companies are able to meet new customers for the very first time,” says McGeough. “And since I’ve been involved with the show (in 2002), I have seen this reputation grow along with the show’s popularity. In fact, I’d go as far to say that without EBACE we wouldn’t be talking about a European marketplace today.” One highlight expected from HBC will be its King Air 350i, which will get its European roll out at the show. “The focus here is on the cabin,” says McGeough. “With its Rockwell Collin Venue system, passengers can plug in at a level never experienced before. Add to this the fuel efficiency and low operating costs and it makes the 350i better than many of the jet products on the market.” The King Air 350i is all about interior. It’s “squared oval” cabin allows passengers to sit comfortably with more than 107 cubic feet of additional interior space than its closest jet competitors. HBC states the aircraft “offers a new standard of quiet”, owing to combined technologies that eliminates sound and vibration to a comfortable 78-dBA sound level – again, making it quieter than many competitive jets. And the Venue offers an entertainment cabinet with 15-inch swing-out LCD HD moni-

tor, power, AV and USB hookups and an iPod/iPhone dock. Optional features include an aft media cabinet with Blueray DVD player, Airshow moving maps, XM Satellite Radio and AirCell Axxess II cabin phone. “We find that the aircraft has a strong market across the board, including here in Europe,” adds McGeough. “It’s great for regional work – you can take lots of passengers, equipment and fuel all efficiently. Add to this the aircraft’s environmentally friendly tilt and its clear why it’s a popular aircraft with our European customers.” It will be the aircraft’s first time on the static display in Geneva. And while we’re talking about King Airs, let’s mention the King Air C90GTi, which debuted at Oshkosh last year and will likely take a central role at EBACE. The company recently announced that the certified Wide Area Augmentation System (WAAS) is available on Rockwell Collins Pro Line 21-equipped King Air C90GTi aircraft. Hawker Beechcraft Services (HBS) facilities are now taking orders and scheduling aircraft for this new upgrade. The WAAS installation offers operational flexibility and cost savings associated with direct area navigation routes, which allow for improved access to special use airspace, high traffic and/or terrain challenged airports.

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FAVORITE

The Beech King Air 350i is all about interior. Quieter than many competitive jets, it will get its European rollout at EBACE.

EBACE 2010

Another benefit of the HBS WAAS installation is greater mission success through the use of WAAS enabled Localizer Performance with Vertical Guidance (LPV) approaches. WAAS/LPV approaches, which are nearly identical to traditional ILS approaches, provide decision heights as low as 200 feet with one-half mile visibility, resulting in improved safety and cost savings associated with the reduction of missed approaches and flights to alternate airports. There are currently more than 1,900 LPV approaches certified and in use in the United States today, with up to 4,000 expected in the coming years. The HBS King Air C90GTi WAAS upgrade follows the successful launch of Hawker 900XP, 800XP and 750 WAAS installations, which were introduced in 2009. Additional WAAS solutions will be available in the near future for the remaining Pro Line 21 King Air and Premier models, as well as Hawker 400XP / Beechjet 400A product lines equipped with Rockwell Collins AMS-5000.

vice center (ASC) in Southeast Asia for its flagship Hawker 4000. With this addition, the Hawker Pacific Singapore Service Center is now accredited to support the entire Hawker Beechcraft product lineup. “With Hawker 4000 deliveries well underway in Asia, our enhanced partnership with Hawker Pacific will provide customers in the region with immediate and reliable service for the

lized for both business and leisure travel by the HBC customer. “The Hawker 4000 provides the range, performance and capacity needed to do business in a country as vast as India and throughout this emerging region,” said Justin Firestone, president, AsiaPacific. “This remarkable aircraft can conduct non-stop missions such as Delhi to Tokyo, Mumbai to Shanghai, and Chennai to Manila with ease.”

The 4000 Comes to Asia

aircraft,” said Christi Tannahill, vice president, Global Customer Support. “Hawker Pacific has been a strategic partner for more than 30 years and we are confident in their support of this revolutionary aircraft.” In India, where the first Hawker 4000 recently arrived, HBC notes that it continues to see growth and demand in the Asian market. India’s first Hawker 4000 is based at the Chhatrapati Shivaji International Airport in Mumbai and is being uti-

“With the first Hawker 4000 in India and the recent India Aviation show, we continue to gain momentum with the world’s most advanced business jet,” Firestone said. “As the market leader for business aircraft in India, we are focused on the needs of the discerning customers in this region and are very much committed to continuing to provide world-class service and support.”

And yes, the Hawker 4000 will also come to EBACE in a big way. But although Europe remains a priority for Hawker Beechcraft, lately the 4000 has had its sights set on Asia. As part of its ongoing efforts to “own the sky”, like many OEMs, HBC has been flying to where the industry is primed to develop. For example, to support the Hawker 4000 in Asia, HBC announced that it has appointed Hawker Pacific Singapore as the first authorized ser-

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HBC is located at booth # 7080.



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PREVIEW

EBACE 2010

PIAGGIO P.180 AVANTI II HIGH TECHNOLOGY, MADE IN ITALY By Marc Grangier

RESOURCES

The P180 Avanti II has the performances of a jet and the economy of a turboprop.

During the last five years, the P.180 Avanti II has become a major player in the Business Aviation scene. According to Alberto Galassi, CEO of Piaggio Aero Industries, more than 196 P.180 Avanti and Avanti II are currently in operation and at the end of 2009, the company had a backlog amounting to more than $626 million.

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n the USA and Canada, 109 aircraft are being operated (55 by Avantair and 54 by other operators), which represents a 56 percent market share. In Europe, 79 P.180 have been delivered (40 percent), and eight in the rest of the world (4 percent). Last year, Piaggio Aero delivered aircraft - in the USA (24) and Canada (12), Europe (9) and three to the rest of the world. “The advantages of the Avanti II are that it combines a performance of over 745 km/h top speed and an altitude ceiling of 12,550 meters, with a con-

sumption of 40 percent less fuel than jets in its segment, while accommodating up to eight passengers in superior comfort.” For Galassi, the Piaggio Aero P.180 Avanti II, the Ferrari of the skies, has the performances of a jet and the economics of a turboprop. If initially the Avanti has had a rather slow market penetration in Europe, though the situation has now improved, its penetration in North America has been faster - especially since the introduction of the new II version. For this reason, Piaggio Aero recently announced its continued commitment to its expansion in North America by adding another three new service centers in Ft. Lauderdale, Toronto and Montreal. This announcement came just one month after Piaggio Aero’s expansion with West Star Aviation at its East Alton, Ill. (ALN) facility. Since 2008, Piaggio Aero has doubled its North American service network and commenced an ongoing commitment to Canada, with another new service center in Calgary that opened in early 2010. The Avanti II is also getting more and more popular in North American Business Aviation circles, thanks to companies like Avantair, the only publicly traded stand-alone private aircraft operator and the sole North American provider of fractional shares and flight hour cards in the Piaggio Avanti. Headquartered in Clearwater, FL, the company currently manages a fleet of 55 aircraft, with another 52 on order through 2013. Last February, Avantair announced its financial results for the second quarter of fiscal 2010, ended December 31, 2009. Steven Santo, Chief Executive Officer of Avantair, stated, “Despite a difficult economic environment, Avantair continues to thrive, making considerable market share gains. We are currently the leading private aircraft provider in the light jet cabin category in terms of number of owners, with approximately 28 percent market share. “For the second consecutive quarter, we reported record gains in revenue, generating flight hours and flight hour card sales. Fractional share sales, while vastly under the levels we experienced a year ago, are beginning to demonstrate signs of resurgence, as

we added five new fractional unit sales in the fiscal 2010 second quarter, up from two in the previous quarter. The renewal rate of our fractional owners remains extremely high, at approximately 91 percent. We continue to attract new customers, further accelerating our growth,” Mr. Santo concluded. COMFORT

A Versatile Choice One of the reasons for the commercial success of the Avanti II is its versatility. Apart from its executive version, the aircraft can be configured as an air ambulance, either with five medical crew and one stretcher or three

Passengers can move freely and stand up straight thanks to the height and large cross-section of the cabin.

medical crew and two stretchers. For EMS purposes, a corporate version of the aircraft can be changed to an air ambulance in less than two hours, demonstrating the flexibility of the aircraft to offer more than one solution to a company. Typically, the P.180 is equipped with medical equipment that includes one or two stretchers, an oxygen bottle with pressure regulator, a vacuum pump, a compressor with pressure accumulator and a power supply for the medical equipment. The P.180 Avanti II can also be configured in the flight inspection version to ensure in-flight monitoring of radio assistance for routes and airports in order to validate the accuracy of the indications provided and compliance with international rules. The P.180 Avanti II could also be configured for law enforcement and surveillance, becoming an efficient platform for territorial multifunctional surveillance using a Forward Looking Infra Red (FLIR) television camera system.

Taj Air is part of Tata Group, which in October 2008 acquired approximately one third stake of Piaggio Aero Industries S.p.A., becoming one of the primary shareholders, alongside the Ferrari and Di Mase families and Mubadala Development Company. Last February, during the Singapore Air Show, Piaggio Aero announced the sale of two additional P.180 Avanti II to Indonesian customer Susi Air, which also signed an agreement for one further option. Susi Air has been operating an Avanti II since July 2009. The new P.180 Avanti II aircraft joined Susi Air’s existing fleet in the first quarter of 2010. “We are very pleased that Susi Air has chosen two Piaggio Aero P.180 Avanti to enhance its fleet of aircraft dedicated to executive and medevac transport. It’s also a sign of the satisfaction with our aircraft and the appreciation of the high technology of products made in Italy,” remarked Mr. Galassi. Finally, in order to provide the best support to its customers and provide immediate support and resolution of technical issues, such as troubleshooting, maintenance, publications, manuals or any other general issue, Piaggio Aero recently announced the creation of a new Customer Support Desk, working seven days a week from 6 am to 9 pm Italy time at the following contacts: Italy (toll free): 800180910; International: +390106481800; E-mail: AVIONICS customersupportdesk@piaggioaero.it The flight deck of the Avanti II is Piaggio is located at booth # 1325. based on the Rockwell Collins  ProLine 21 suite.

During the last Paris Air Show, Piaggio Aero announced that the United Arab Emirates (U.A.E.) Air Force and Air Defense had selected the P.180 Avanti II aircraft as part of the expansion program of its fleet, which includes the acquisition of two light multi-utility aircraft. Focus on India and Asia Piaggio Aero, in partnership with Taj Air, displayed its P.180 Avanti II executive aircraft at the second edition of India Aviation 2010 (which took place last March at the Begumpet Airport, Hyderabad). India is gradually becoming a focal point in the global aviation map, as it is estimated that it will be the world’s fastest growing aviation market over the next 20 years. In 2008, Taj Air became the exclusive distributor of the P.180 Avanti II for India, Nepal, Bhutan, Sri Lanka, Pakistan, Maldives and Mauritius. Taj Air is also the first Piaggio Aero authorized service center in India.

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PREVIEW

EBACE 2010

PILATUS PI LATUS PC PC-12 -12 NG

MAKES PROGRESS IN TOUGH MARKET By Marc Grangier t the beginning of this year, Pilatus Aircraft Ltd. was more than delighted to announce that 2009 had been a record-breaking year for PC-12 deliveries. The Swiss aircraft manufacturer delivered 100 PC-12 NGs in 2009 worldwide, surpassing delivery totals for any production year since the PC-12 program began. “Achieving 100 deliveries in a single year is a significant milestone for Pilatus and the PC-12 NG production program and a reason to celebrate,” said Ignaz Gretener, Vice President General Aviation at Pilatus Aircraft, Ltd. “This would be true in any year, but the fact we did it last year is simply outstanding.” The PC-12 has consistently been one of the top selling models of turbinepowered aircraft, and Pilatus has conservatively increased production over the years, delivering 90, 92 and 97 of the type in 2006, 2007, and 2008 respectively. The company’s steady approach has allowed it to carefully grow while

WINNER

Despite the challenges in the world economy, the PC-12 NG program is a continued success story.

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staying appropriately lean, even when delivery delays were exceeding one year. But the fact that the single-turbine powered PC-12 NG is widely recognized as a powerful yet responsible business and special mission aircraft has kept its customers in line. Its low operating costs and large pressurized cabin offer unique capabilities that operators worldwide are using every day to travel quickly and efficiently in the new economy. For Daniel Kunz, Director, Sales and Marketing PC-12 Pilatus Aircraft Ltd, despite the challenges in the world economy, the PC-12 NG program is a continued success story. The PC-12 NG was certified in the spring of 2008 and Pilatus has delivered more than 140 of this latest generation model worldwide. Corporate flight departments, ownerpilots, fractional providers, air ambulance companies, and government agencies operating the fleet have accumulated more than 27,000 flight hours on the PC-12 NG during that time. “The PC-12 NG represents a significant evolution of our flagship business

turboprop, and it continues to prove itself to be the right aircraft at the right time.” The single-turbine powered PC12 NG has become increasingly popular as a cost effective and defensible solution for business travel. Companies striving to operate as quickly and efficiently as possible have found the PC12 NG to be an ideal tool to increase productivity. Its low acquisition and operating costs, combined with a large cabin, standard cargo door and ability to fly into short and unimproved airfields, distinguish the PC-12 NG from other aircraft,” Kunz continued. “Pilatus has worked quietly and consistently to refine the PC-12 NG, though the program’s success is not something we take for granted. We do our best to continually improve our products.” A few year ago, some Pilatus Aircraft salesmen had been seriously worried about the VLJ competition, as money wise, the four-million dollars PC-12 could not financially compete with the less than two-million dollars new very light jets that were appearing on the market and could tempt potential buy-

ers. At that time, the Eclipse 500 was the main competitor. Certainly, a number of potential customers have been attracted by these less expensive aircraft, being very happy to own a real twinjet, seen as more glamorous than a propeller-driven aircraft, even if it had a tiny passenger cabin … and no toilets. On one hand, experience has demonstrated that there was a market for both types of aircraft, and on the other hand, the Eclipse program’s failure has contributed to clearing the situation. This doesn’t mean that VLJs don’t have a future, on the contrary, but when a rugged and reliable workhorse turboprop aircraft is required for specific missions, it has been clearly demonstrated that VLJs could not compete. And several customers who had initially ordered these new jets because of their low price finally came back to the PC-12 because of its exceptional performances and versatility. A Perfect Fit In this respect, Pilatus Business Aircraft recently announced that the US Department of the Interior’s Bureau of Land Management (BLM) had taken delivery of its first Pilatus PC-12. The air-

craft will be put to multirole use performing cargo, passenger, smokejumper, air tactical, aerial supervision and lead plane fire-fighting missions. BLM said it selected the PC-12 because it is the only aircraft that meets all the mission requirement, and will provide it with significantly enhanced capability at the least annual program cost. BLM estimates that ownership of this aircraft will reduce the direct cost to the government by $1.5 million per year, as opposed to contracting for a similar aircraft. The BLM’s multirole PC-12 features the unique Utility Door option. Capable of being opened in flight, this inwardopening door is mounted within the PC12’s standard cargo door and enables the aircraft to depressurize and perform specialist parachute work or drop supplies or relief materials, and later repressurize and return to high speed cruise at altitude. Leonard Luke, Vice President of Homeland Security and Government Business at Pilatus added: “The PC-12 has become increasingly popular as a cost effective multirole solution for government agencies. Strong performance, fuel efficiency, and a rugged airframe suitable for military missions make it the

ideal special mission platform for today’s government and law enforcement agencies.” The BLM is responsible for the management and conservation of resources on 256 million surface acres in the United States. These public lands make up about 13 percent of the total land surface of the country and more than 40 percent of all land managed by the US government. The PC-12 will be based at the BLM’s Fire and Aviation Directorate and National Interagency Fire Center in Boise, Idaho. What About the Successor? Concerning future developments, Pilatus Aircraft top management continues to be totally mute about a successor to the PC-12NG. Research departments in Stans are certainly working full speed on the new project (a single turbojet aircraft with a cabin as large and roomy as that of the PC12?) but the company’s policy is not to disclose anything before it is totally finalized, and also not to risk damaging PC-12 sales, which, as indicated above, have never been better. Pilatus is located at booth # 7031.



UNIQUE

Its low operating costs, combined with a large cabin, standard cargo door and ability to fly into short unimproved airfields, distinguish the PC-12 NG.

BART: MAY - JUNE - 2010 - 59

PREVIEW

EBACE 2010

DAHER-SOCATA’S TBM 850 RESISTS CRISIS By Marc Grangier

At the beginning of the year, DAHER-SOCATA announced that 36 TBM 850s had been delivered in 2009, bringing the total number of aircraft provided to customers since its introduction less than four years ago to 184. For Nicolas Chabbert, senior vicepresident of DAHER-SOCATA Airplane Division, this marks a significant addition to the 323 TBM 700s built since the program’s beginning in 1990 – putting the overall TBM fleet number at 507. ike previous years, most 2009 TBM 850s were purchased by customers from the USA (77%), Europe (14%) and Latin America (6%). Additionally, DAHER-SOCATA registered its first deliveries to Australia and Chile, equipped with the Garmin G1000 “glass cockpit” avionics suite. “In today’s challenging times for the Business Aviation and owner-pilot sectors, we have to thank the loyalty and confidence of our customers, who took delivery of 36 brand new TBM 850s, and the commitment and support excellence of DAHER-SOCATA and its network of distributors,” stated Chabbert. Chabbert also added that a good indicator of continued market demand for TBM-series aircraft is the fact that, at the close of 2009, less than 10 percent of the entire TBM700/850-fleet was available on the pre-owned market – well below the expected average of 13 percent. “This underscores the TBM’s role as a true asset,” he says. “The aircraft’s quality-to-price ratio, very low operating costs and comprehensive network of service centers around the world do the rest,” he concluded.

DOWNUNDER

DAHERSOCATA delivered its first G1000-equipped TBM 850 to an Australian Customer.

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The TBM 850, qualified by its manufacturer as “The world’s fastest single turboprop aircraft”, has a maximum cruising speed of 320 KTAS at flight level 260 (in ISA conditions). It combines cruising speed and trip times of a VLJ with the economic direct operating costs, range and moderate environmental signature of a turboprop powered plane. For Chabbert, the maximum range and useful load –which are enhanced on the current model – and the ability to land at small airports, are some of its customers’ favorite features. Co nc ern in g D AH ER - S O CAT A activities, the very fast turboprop aircraft made its first public appearance in Morocco, where the company brought the TBM 850 for its public debut with the company’s participation at Aeroexpo Marrakech. The trade event showcased Morocco’s role as a dynamic country in North Africa, where economic development and a growing tourism base has created a need for small, fast and highly efficient business aircraft. The TBM 850 responds to these air transport requirements, offering a range of 1,410 naut. mi. at

maximum cruising speed with six pers on s on b oard, l i nki ng Marrakech to such cities as Paris, Geneva or Tunis without the need for a stopover. Approximately ten DAHER-SOCATA aircraft are currently in service in Morocco. This includes the TB 20 Trinidad fleet operated by flag carrier Royal Air Maroc for ab-initio pilot training, and the Moroccan Royal Military Police’s TB 21 Trinidad GT, which is flown for surveillance tasks. “In Northern Africa, the TBM 850 is an ideal aircraft for companies that require direct liaison flights for their executives or technicians to sites in remote areas, as well as to European countries,” explained Chabbert who said that another operational advantage for the TBM 850 is its ability to operate from airports with minimal infrastructure. Last March, DAHER-SOCATA delivered its first G1000-equipped TBM 850 to an Australian Customer, Capstone Financial Services, an independently owned and operated organization created in 2002, which has rapidly grown to become one of Australia’s leading

financial planning licensees today. “We selected the TBM 850 after several years of marketing research, which determined that DAHERSOCATA’s very fast turboprop was the best in speed, low operating costs and short-field operations,” said Warwick and Katrina Hawksworth, the owners of Capstone Financial Services.

network that also includes PremiAir in Western Australia, Marker Aviation in the Northern Territory, Air Gold Coast in Queensland and Winyre Aviation in New South Wales. When questioned about 2010 developments, Chabbert mentioned that DAHER-SOCATA was expanding its customer service activities to sup-

Furthermore, it is no secret that the company undertakes avionics retrofits on other aircraft of less than 8.6 tons, such as the Pilatus PC-12, as a demand exists. But Chabbert didn’t talk about any works on a new twin-engined large aircraft - that would cap - and not replace - the TBM 850 (for which Daher-Socata still has ideas about its

STYLISH

The TBM850 offers an Integrated AllGlass Flight Deck with large liquid crystal display (LCD) screens, based on the lastgeneration Garmin G1000. The TBM 850 for Hawksworth is equipped with the Garmin G1000 avionics suite, which replaces traditional instruments with large LCD screens. It integrates the primary flight, navigation, weather, traffic, ground proximity and technical information on the aircraft, and is fully associated with a digital autopilot. This reduces pilot workload and eases maintenance. The Garmin G1000 avionics suite has been integrated as standard equipment on the TBM 850 since 2008. Hawksworth flew his new TBM 850 from DAHER-SOCATA’s production facility in France to Australia. This 10,850 naut. mi. trip was accomplished in 37 hours 15 minutes, with stopovers in Kerkira (Greece), Hurghada (Egypt), Dubai, Ahmedabad and Kolkata (India), Bangkok (Thailand), Singapore, Bali Den Pasar (Indonesia), Darwin, Mt Isa and Melbourne (Australia). The TBM 850 is available in Australia through Executive Airlines – which provides area sales, parts and support center services, and the aircraft is supported across the country by an extensive

COMFORT

port its growing fleet of TBMs and offer its expertise for aircraft below 19,000 lbs (8.6 tons) through avionics modernization, maintenance, repair and overall package offers, initially on TBM and TB aircraft, but also on Embraer Xingu and helicopters such as Eurocopter Ecureuil.

future evolution). This program has not been abandoned, on the contrary, but its financing remains to be found. Clearly the recession is not over yet. Daher Socata is located at booth # 1343.



The interior has been entirely redesigned to offer more space and comfort, with a 2-inch width increase and a 1-inch ceiling rise.

BART: MAY - JUNE - 2010 - 61

PREVIEW

EBACE 2010

Supersonic Business Jet’s Edge: Proprietary Laminar Flow Technology By Jack Carroll ince the late great Concorde made its exit, supersonic speed for civilians was just a fading memory – at least in the realm of commercial aircraft. But in the business aircraft sector, and despite numerous studies to the contrary, one company is steadily moving against the current to produce the world’s first practical supersonic business jet. We went to Brian Barents, Chairman of Aerion, to find out whether it’s a case of tilting at windmills or the real deal. But first, a bit of history. Probably the most serious effort was by Gulfstream, when Alan Paulson was Chairman. But those talks soon faded, most likely due to the political situation between the US and Russia at the time. However, after Alan died he left a $25 million trust fund for his son Michael to continue investigation and research into a supersonic business aircraft. “He formed SAI about five years ago and brought in Lockheed Martin as lead contractor, who put some very good people on the project, but frankly it doesn’t take very long to go through $25 million,” says Barents. “In any case, they did come up with an SST design before the money ran out they, which was shown at an NBAA Convention.” As Barents explains, Gulfstream tried to work out the problems associated with sonic boom suppression over the past couple of years and have done some testing with NASA, but their stated position is that they don’t believe there is a sufficient marketplace if it’s not possible to fly supersonically across the US. And with economic conditions as they are, it’s simply not a high priority. “Actually, most of the major companies believe that the supersonic business jet is a frontier that should be addressed, but they have quite enough internal problems and projects to cope with at present.”

MISSING

From VLJ to highcapacity/longrange, we have them all – but where is the supersonic?

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AERION HAS A NEED FOR FOR SPEED! SPE PEED ED! Remarkable So, what makes Aerion’s team so sure it can go forward where other sages apparently fear to tread? What Barents sees is a remarkable wing design. “What we have as enabling technology is natural laminar flow wing design that was developed by Dr. Richard Lacy, an Aerion partner. It will allow us to fly very efficiently at high subsonic speeds as well as 1.6 Mach. A traditional wing that’s designed for supersonic flight would be very inefficient at high subsonic and trans-sonic speeds. The wing design we’ve patented has two ‘sweet spots,’ if you will. One at Mach 0.97, another at 1.55 Mach. So even if we are going subsonic, we’re not penalized by inefficiency.”

In the days of the Concorde, its range was diminished substantially whenever it flew subsonic, which pretty much limited it to over water flights at supersonic speeds. In Aerion’s case, because they are not paying a performance penalty by flying subsonic, it opens new markets. Barnets continues. “We are going a step further. We have tested this premise a number of times, most recently doing our own research study through Alden & Associates for a supersonic business jet in the $80 million range with guaranteed performance. This is under the premise that we’d be operating the aircraft subsonically under rules in effect today, whether the FAA’s in the US or ICAO’s internationally. We think that despite operating under current regu-

lations there is still a substantial market out there that would justify our investment in bringing this plane to market.” Since appearing at the Dubai Air Show in 2006, Barents and the Aerion sales team have started to take orders to the point that it has maintained a $4 billion backlog, remarkable during an economic downturn. On Schedule Asked about the search for new investors, Barents says “Aerion has sufficient financial backing at present for this phase of the project, but we are always in discussions with potential strategic partners who would join us in manufacturing the product and taking it forward to certification.”

As to the projected schedule, the company is looking at a five-year development period from the time of a ‘hard launch,’ assuming they put together a joint venture by the end of 2010. This would hopefully result in first customer deliveries by the end of the first quarter of 2016. And was there a “Eureka moment” for Barents? “A group that Dr. Tracy led was doing a lot of work on supersonic aircraft and was also involved with NASA and DARPA. I got involved with Dr. Tracy in 2002 after selling Galaxy Aerospace to Gulfstream. We then teamed with Robert Bass in Texas, who saw the potential in our plan.” In regards to the laminar flow, the key to the project’s success, says Barents: “Laminar flow has been around for a

long time and probably the most relevant aircraft was the F-104 ‘Starfighter. Look at the platform of its wing and you’ll see a lot of similarity to the Aerion’s. But while laminar flow has been used across the board over the years, our unique design is exclusive and now patented worldwide.” Unlike the sort-of-bespoke Concorde, with everything invented and built from scratch, the Aerion’s components seem to be pretty much off-the-shelf. “We’ve done that intentionally,” says Barents. “We limited the speed to 1.6 Mach, so we could use conventional materials and fly at altitudes where most business aircraft can operate. We’re using an existing, well-proven engine, the JT8D-219, which removes the risk involved in the parallel development of a new engine and airframe. And all the plane’s systems are pretty much common.” “We will be using fly-by-wire, but by 2016 that’s not at the edge of the envelope any longer and will be well accepted by the marketplace. The materials are all conventional, as will be the assembly. But we’ll be using carbon fiber for the wing because we need the stiffness and contour to maintain the natural laminar flow, but again, that’s by no means at the edge of the envelope.” So, there we have it – common components for uncommon performance in a business aircraft. Aerion is located at booth # 839.

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SECURE

With a $4 billon backlog, Brian Barrents is confident. Refining the cabin design, Aerion has enlarged the interior of its SSBJ

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PREVIEW

EBACE 2010

AROUND THE EXHIBITION

family, and currently there are more than 100 of them operating worldwide.

CRS Jet Spares Booth # 470.

Air BP Booth # 1139. Air BP is the specialized aviation division of BP and is one of the world’s largest suppliers of both aviation fuels (both Jet Kerosene & Aviation Gasoline) and lubricants (for both turbine and piston-engined aircraft) currently supplying over 26 million tonnes (around 8 billion gallons) of aviation fuels and lubricants to customers across the globe per year. Air BP is represented at over 630 airports in some 59 countries, with local offices in almost half of these countries. This combination of local representation with a global organization enables the company to focus on building relationships with its partners, be they customers, airport operators or other third parties.

Aircell Booth # 390. The talk at the Aircell booth will be on SwiftBroadband and Iridium-based product lines, with a focus on working to let operators know what connectivity options are available to them while in the air. As the world turns its focus on productivity, there is nothing better 64 - BART: MAY - JUNE - 2010

to enhance a Business Aviation travelers’ productivity than to give them connectivity while up in the air. Although the company remains tight lipped, expect some exciting news to be announced from Geneva.

From its very inception in 1982, the goal of the Corporate Rotable & Supply team has been to provide corporate business jet customers with a cost effective, high-quality alternative to OEM spares and rotable parts. The company recently announced that they are now offering tip-to-tail support for CRJ aircraft. This latest support program offered by CRS is in addition to the company’s current lineup of supported aircraft which includes Gulfstream, Challenger, Falcon, Learjet, Beechjet and Hawker. The company will also extend its popular 24 hour, seven days a week AOG support to include CRJ requests.

Bizjet SA Booth # 321

EADS SECA Booth # 1433

The Bizjet Group is active in Europe, the Middle East, Africa and Asia. Its main facilities are in Geneva, where they specialize in selling preowned Falcon executive jets. The company also operates Eurofly Service SpA, with facilities in Turin and Milan, Italy. Eurofly operates a fleet of executive jets for charter, including several Falcon 20-5s, Falcon 50s, Falcon 2000s, and a 900EX, as well as aircraft under management on behalf of their owners. Eurofly is a Dassault-approved Falcon Service Station. Since Airbus and Boeing announced corporate versions of their airliners, Bizjet has been working closely with Airbus, making use of its extensive experience with the Business Aviation market available in order for customers to more precisely meet the demands of business, government and VIP airline customers. Today Airbus offers corporate versions of its entire airliner

A leader on the engine maintenance market, EADS SECA’s Overhaul Facility is approved by the major engine manufacturers. Through its engine global support, its long experience and expertise and the know-how of its dedicated teams and field representatives, EADS SECA provides worldwide customized services, such as major overhaul, hot section inspection, access to our engine rental pool, engineering support, accessories maintenance, spare parts trading, training, 24-hour hot line, AOG desk and on-site support.

Powerplan Booth # 789. Powerplan is a customized, European, flexible and independent pay-by-hour program that provides budget stability for upcoming aircraft

maintenance events. Powerplan shelters the operator/owner from the burden of paying the peaks of scheduled and unscheduled maintenance by covering these costs on a customized basis. Powerplan is available for both, engines and APU. The program offers several options to support the individual management of the aircraft and to meet the specific needs of each aircraft owner/operator. Powerplan can be customized to the individual situation and needs of each customer. Clients choose from a list of options and tailor themselves the complete, worry-free, maintenance program. Of particular interest to our readers, aside from the geographical location of the offices in Luxembourg and Austria, the buzzword “European” is linked to the profound knowledge of the European market, the regulations and policies, and the common understanding of quality and service.

Shell Booth # 370. Most recently, Shell Aviation (SAV) signed a Concession Agreement to operate as a fuel supplier at London City Airport (LCA). The agreement marks Shell Aviation’s entry into LCA. As well as enabling SAV to provide fuel supply and refuelling services to airlines, the agreement will increase supply security and competitiveness at the airport. For Shell, entry into LCA

reflects Shell’s Downstream selective growth strategy and facilitates an increased network capability to key airline partners. As Sjoerd Post, Vice President, Shell Aviation explains: ‘Shell is very much looking forward to working in partnership with London City Airport to realise its growth agenda. With the upcoming Olympics, the East London regeneration project and the airport’s growth plans, this is a very exciting time to be joining forces. Shell Aviation seeks to increase the service quality for the airport, the airlines operating out of it and the passengers at large.’

StandardAero Booth # 439. The biggest news coming from StandardAero is from the Associated Air Center (AAC) division. AAC’s maintenance and repair organization continues to add services to support Boeing Business Jet (BBJ) customers, including SFAR-88 modifications, main-landing-gear trunion-pin replacement, as well as Lower Cabin Altitude modifications. AAC recently completed its seventeenth SFAR-88 mandatory fuel tank modification on a BBJ aircraft. These required modifications are driven by FAA Airworthiness Directive (AD) AD-2008-28-01. AAC currently has three more BBJs scheduled in the near term to undergo these mandato-

ry modifications. As the BBJ fleet achieves full SFAR-88 compliance, the next major event driving their scheduled maintenance visits are the main landing gear forward trunion pin replacement, also driven by an FAA AD, and a landing gear overhaul due to calendar time limits. AAC owns the necessary tooling and equipment for the removal and reinstallation of the landing gear providing customers with better flexibility in scheduling their aircraft’s work. AAC has completed these landing gear replacements in two BBJ aircraft with three more scheduled in the near term.

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PREVIEW

EBACE 2010

AN ECLIPSE COMEBACK

By Jack Carroll hen Eclipse Aviation went bankrupt in mid-2009 after burning through over $1 billion from inception through development, FAA certification in 2006 and production of the Eclipse 500, it left some 260 aircraft with nowhere to go and their owners in a total state of shock and anxiety. No doubt they had seen the collapse coming – and no doubt they had simply refused to believe it. After all, this was a company that seemed to do everything right, even winning the 2005 Robert J. Collier trophy for “innovation in the advancement of general aviation” and by 2008 producing its first 100 EA500s in record time - rushed, some might say – but faster than any jet aircraft manufacturer in history. At one point the company’s order book was bulging with over 2,700 units, including some 300 from now defunct air taxi operator Day Jet. And all the while an endless stream of public relations and targeted advertising messages kept the 500’s intrigue and mystique alive. “Go ahead, say it, I fly a jet” was a typical ad headline. And of course selling the dream at a price too good to be true.

RATIONAL

The $2.5 million price tag seems more realistic than the original under-$1 million figure.

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In the End, it was Just That With owners feeling abandoned and a supply chain in total disarray, just when rock bottom was fast approaching, two Eclipse customers simply wouldn’t take it anymore and refused to let this airplane die. After production was shut down in February 2009, Mason Holland and Mike Press came to the rescue, partnering to buy the assets of Eclipse Aviation and forming Eclipse Aerospace to support the customer base and, someday, (maybe) starting full production again. Don’t bet against them. “Total Eclipse” Program Saves The Day Only seven months after setting up shop at the original plant in Albuquerque, New Mexico in September 2009 and bringing some order to the scattered supply chain, Chairman Mason Holland and Executive Vice President Mike Press announced that project “Total Eclipse” was up and running and they were ready to sell some airplanes. Incidentally, according to Holland, the “Total Eclipse” effort signals the completion of the final design of the original EA500 air-

craft. Priced at $2.5 million – a far cry from the Eclipse’s original under $1 million figure and perhaps more realistic – the Total Eclipse configuration’s improvements and upgrades include a 41,000 ft. ceiling, 20,000 cycle airframe, color radar, electronic moving maps and Jeppesen eCharts (all shown on the EA500s multi-function display), plus a GPS-coupled autopilot and FIKI, giving EA500 operators more options and flight flexibility. All Total Eclipse aircraft include a factory warranty. For a “limited number of early purchasers” Eclipse Aerospace will include a guaranteed buy-back provision, wherein the company agrees to repurchase the aircraft for a guaranteed amount. This can be applied towards a first-year production slot when EA500 resumes. Please note: They said “when,” not “if.” Now that’s confidence. Existing owners are not left out of the loop, since EA has been considerate enough to offer these faithful followers what it calls “trade-in credits” for used EA500s ranging from $1 million to $1.7 million, depending on the condition and features/equipment on the aircraft to be traded in.

And yes, it all happens during that elusive “limited time” period. Best advice if you happen to own an EA500: Contact EA quickly and pin them down before said limited time expires.

rency. SimCom’s simulator-based training programs for our Eclipse 500 will build upon our in-flight programs with the joint goal of providing the highest level of training for safe and qualified jet pilots.”

ECLIPSE EA500 SPECIFICATION: Length: Wingspan: Maximum Seating: Powerplants: PW610F Maximum Cruise: MTOW: Certified Ceiling:

10.2 m. 11.6 m. 1+4 2 P&WC685 km/hr. 2,719 kg. 41,000 ft.

and it is said to be considering adding new aircraft as they become available from Eclipse Aerospace. According to Press, the company has completed more than 20 upgrade packages for the EA500, with about the same number now in production. It is also in the process of bringing its fleet of 26 EA500s up to speed, which were formerly owned by Day Jet. From all indications, the new Eclipse Aerospace is succeeding on all fronts and its “Total Eclipse” should be no exception. For the company that rescued and resuscitated the revolutionSimCom Partners With SimCom Training Centers Prior to its “Total Eclipse” introduction, EA took care of business and settled some issues on the training end by linking up with SimCom Training Centers. As part of the agreement, SimCom will relocate a pair of EA500 Level D simulators to its training center in Orlando, Florida, which are scheduled to be up and running in 3Q 2010. Both simulators replicate the EA500 and include the Avio integrated avionics system. Planned upgrades include the Avio NG 1.5 suite, autopilot enhancement, GPS WAAS capability and Flight Into Known Icing modifications. Eclipse Aerospace will continue to provide factory authorized initial and recurrent training until the simulators and SimCom’s advanced EA500 training courseware are operational in Florida. Under the new agreement, SimCom becomes the exclusive provider of factory authorized training for Eclipse Aerospace in North, Central and South America. As Holland emphasizes, “The enviable safety record of Eclipse aircraft is built largely around the extensive pilot training program that Eclipse Aerospace requires for an EA500 aircraft type rating and recur-

Single Pilot Operation Approved There are a lot of people out there who apparently appreciate the Eclipse 500s performance, capabilities and safety. Prime evidence is the recent FAA approval of single-pilot operation for US Charter company North American Jet (NAJ), which of course isn’t handed out lightly. The company’s fleet of ten EA500s was previously upgraded to “Total Eclipse” standards

ary Eclipse 500, the first VLJ, its theme now should be “Here Comes the Sun.” And while you’ll never see “The skies blackened with VLJs,” as sundry alarmists predicted just a few years ago, thanks to the toughness and tenacity of Eclipse Aerospace, you’ll be seeing Eclipses around for a long, long time to follow. At least till their 20,000 cycles are up.

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SINGLE

Color radar, electronic moving maps and Jeppesen eCharts facilitate the task of the single pilot.

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EBACE 2010

AIR TAXIS AND VLJS “Not everything is sweet and rosy in the VLJ ‘air taxi’ garden” By Marc Grangier ery Light Jets - VLJs - priced well below current entry-level business jets were poised to bring a new level of operating affordability and convenience to air taxi companies. The Eclipse 500 promised to be one of the workhorses of the industry, but Eclipse Aviation’s bankruptcy put an end to many start-up companies (see below). Fortunately, and in spite of the recent economic recession, some of those that opted for other types of VLJs survived, but as LEA chief executive Patrick Margetson-Rushmore stresses, “Not everything is sweet and

resent a commercial advantage, not a luxury. Some companies that instinctively cut back on jet travel in late 2008 and 2009, perhaps afraid of appearing profligate, are now realizing the error of their ways. Exactly 30 percent of our respondents, based on their experiences, believe reducing business jet travel in a recession is immediately damaging to business prospects.” Main Companies in Operation

PRUDENT

LEA Managing Director George Galanopoulos and CEO Patrick MargetsonRushmore (top) adopt a vigilant attitude. Blink operates a fleet of seven Mustangs (center).

rosy in the VLJ ‘air taxi’ garden.” In terms of aircraft, the two main winners for the time being are the Cessna Mustang (more than 300 are now in operation since the first delivery in November 2006) and the Embraer Phenom 100 (above 120 have been delivered since December 2008). This doesn’t mean that newcomers won’t have any success, but one thing is sure: considering the state of the market, it will be more difficult for other contenders to penetrate it - at least while the unfriendly economic skies remain above our heads. Turning a profit won’t be easy, either.

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History is littered with dead aircraft manufacturers, said Vern Raburn, CEO of Eclipse. Before we describe some air taxi companies that make the news, it may be worth mentioning the results of a survey on the industry carried out at the beginning of the year by London Executive Aviation (LEA). For George Galanopoulos, its managing director, “More than half of the respondents (55%) expect to book more air taxi flights in 2010 than 2009”. LEA chief executive Patrick Margetson-Rushmore adds, “The survey also proves that business jets rep-

Blink Blink has been one of the first out of the blocks among the European air taxi companies. In 2006 Peter Leiman and Cameron Ogden, co-founders of Blink, placed an initial order for 30 Cessna Mustangs. Blink’s contract with Cessna now includes options on 15 more. Operations started in 2008 with hubs in London, Geneva and the Channel Islands. For Leiman, Blink instigated a price revolution with prices, on average, 50 percent cheaper than existing private jet charter fees and, when carrying four passengers, cost competitive with commercial business class fares. Blink wanted to offer simple, transparent prices with no hidden fees or charges, showing its customers the total price of the flight before they fly.

Leiman explains that landing fees provide an excellent example: there is a wide disparity of landing fees across Europe, even between airports that are close to each other; Nice is £550 while Cannes is £350. So customers can decide which airport they prefer to use. If their appointment is in Monaco

the Cessna Mustang to offer competitive prices: for example, a same-day return service to London and Paris starts at 3,950 euro, while a same-day return flight to Bern is quoted at 5,500 euro, cheaper than a scheduled flight (these prices cover the entire aircraft, i.e., 4 passengers).

and convenience is critical, they opt for the higher price. If they want to save money, they fly to Cannes. Blink now operates a fleet of seven Cessna Mustangs.

Operating a fleet of 25 jets, including three Mustangs, FLYINGGROUP also flies out of the Antwerp, Cannes, Paris and Luxembourg airports.

London Executive Aviation/LEA London Executive Aviation is one of Europe’s largest executive aircraft charter operators. It operates a diverse fleet of business jets, including Cessna Mustangs, and claims to be Europe’s first VLJ fleet operator. Its first Mustang entered service in February 2008, and the company now has a total of ten in its fleet. According to George Galanopoulos, the Mustang has enabled LEA to reduce charter rates by up to 40 percent against average European market prices. LEA, which is the only Business Aviation company with a full base at London City Airport, makes over 500 flights per month between the UK and destinations in Europe and the Middle East. FLYINGGROUP At the beginning of March, FLYINGGROUP announced it was starting operations from Rotterdam, The Hague and Schiphol Amsterdam in an effort to expand its activities within the Netherlands. FLYINGGROUP will use

Jetsuite At the end of January 2009, Embraer delivered the 100th Phenom 100 to JetSuite, a Long Beach, California air taxi company. The commemorative aircraft is the sixth delivered to this customer. For Luís Carlos Affonso, Embraer Executive Vice President, Executive Jets, “Delivering the 100th Phenom 100 jet represents an important achievement for Embraer. The Phenom 100, which was certified in December 2008, is now flying in over ten countries and has already accumulated more than 7,000 flight hours.” At the end of last year, JetSuite offered “All-You-Can-Private-Jet” pricing with the introduction of its new DayCard, sold in 10-Day and 25-Day plans, priced at $35,000 and $75,000, respectively. “DayCard holders enjoy hourly rates of $999 an hour, to fly up to 12 hours each day,” says JetSuite CEO Alex Wilcox, adding that its company, which is now operating twelve Phenom 100, will take delivery of another 48 at the average rate of one per month. It also holds options on a

dozen more Phenoms, which may be 100s or the larger, longer range Phenom 300. GlobeAir This Austrian air taxi operator received its first Cessna Mustang in April 2008. Since then, GlobeAir has expanded its fleet to four Mustangs. Having established itself as a strong player in the European air taxi service, GlobeAir is preparing for further expansion with additional Mustangs joining the fleet in the near future. The company is very pleased with its Cessna aircraft, which have now flown nearly 2,000 hours without incident, with high reliability and extremely positive customer feedback. Wondair Wondair, the largest VLJ operator in Spain, started air taxi operations in 1990. It recently expanded its fleet, acquiring 36 Embraer Phenom 100s and Phenom 300s.

FLEETS

The 100th Embraer Phenom 100 being delivered to Jetsuite (top). FlyingGroup operates 25 jets, including 3 Mustangs (left). Wondair (Citation 525 pic) expands its fleet with 36 Phenom 100s and 300s.

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PREVIEW

According to Javier Diez, CEO of Wondair, “This expansion policy also means we now have a wide-ranging network of bases, making us the most relevant company in Southern Europe in the short and medium haul executive aviation segment.”

VENTURE

In July 2008, JetBird firmed orders for 59 Phenom 100s, plus an option on 41.

Companies on a Knife-Edge Wanting to commence operations in 2009 with Embraer Phenom 100s, Dublin based JetBird intended to offer prices at up to 50 percent less than current branded operators. In July 2008, the company firmed orders for 59 Phenom 100, plus took an option on 41. Its first aircraft was initially due in June 2009, and deliveries would then occur at an average rate of two aircraft per month. In September 2008, JetBird announced an investment of 10 million from a Middle Eastern trading group, valuing the company at over 100 million. In the same month, the company also announced it had secured debt financing for the predelivery payments of its first 25 aircraft. In April 2009, it announced the choice of Köln-Bonn, Germany, as its first base of operations. JetBird also said operations would start during the year. But at the time of writing, JetBird had not yet left its nest. Questioned by BART, Jonathan Neilan, JetBird CEO, replied that “its company was currently fundraising with an objective to still launch this year.” However, added Neilan, “it is a challenging time given the state of the broader economy and, in particular, credit markets.”

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EBACE 2010

The future may still be bright for Point2Point Airways, which plans to operate Diamond D-Jets (first deliveries should start this year). As well as for YourJet, this Louisville, Kentucky based company has ordered six Diamond DJETs with options for additional aircraft, but has not yet started operations. It may also be the case for byjets, which was planning to start operations in 2008 with 48 Eclipses. But, due to the collapse of Eclipse Aviation, it had to change its plans. Recently, the company mentioned that it would start operations in 2010 from Pontoise-Cormeilles airport (LFPT), 35mn away from Paris, this time with Cessna Mustangs. Ceased Operations During the second half of the last decade, a number of companies have been created but the economic crisis has badly hit them and today, several of these start-up companies have gone bankrupt or have ceased operations. BIKKAIR B.V. is one of them. It started in January 2008 from Rotterdam Airport operating a fleet of Cessna Mustangs, but announced last February that it had discontinued its air taxi services and cancelled all future flights. The current financial crisis had blocked access to growth capital. According to Leendert and Bas Bikker, founders of BIKKAIR, “It was extremely unfortunate that our start-up phase coincided with the current crisis.” Other air taxi companies have also ceased operations. This is the case of ambitious Dayjet, which intended to launch “the world’s first Per-Seat, OnDemand” business jet service, and had

ordered 300 Eclipse 500 and was planning to operate as many as 1,400 within five years (when it went bankrupt, the company had already received 28 aircraft). ImagineAir was another Eclipse future operator, which should have taken delivery of its first aircraft early 2008. Concerning Magnum Jet, the company was planning to be one of the largest air taxi companies in the US. It had ordered a total of 101 Adam Aircraft A700 and Embraer Phenom 100s, but didn’t survive the crisis. As far as POGO Jet is concerned, this air taxi company, led by Robert Crandall (former CEO of American Airlines), wanted to take advantage of smaller airports and a fleet of Eclipse, but it quickly ceased operations. Prontojet was not more successful with its 20 Eclipses on order and an option for 20 more. Nor AccelJet (Iceland), which wanted to offer the most affordable way to fly business jet style out of Iceland using Eclipse 500s. The list of unhappy Eclipse customers is long: we can mention AirCannes (France), which wanted to be the first air taxi operator based in France to launch Eclipse services in May 2008. Also Jet Ready (Spain), with home base in Valencia, which had planned to operate Eclipse 500 over Spain and Portugal. Taxijet (Spain) was another Eclipse customer that had put all its hopes in this aircraft. But, like solar eclipses, most of the Eclipse 500s disappeared from the sky. Not all however, as a company like Linear Air, based in Concord, Massachusetts, is still hoping to make it profitable: last January, it introduced into service the first Eclipse 500 upgraded for flight into known icing conditions (FIKI) and intends to serve air-taxi charter customers from New England to metropolitan New York. Out of the 260 Eclipse produced before its manufacturer declared bankruptcy and ended production of its aircraft at the end of 2008, some 30 had been equipped with Avio NG Avionics, and probably these latter will be upgraded for FIKI and then made available for air taxi operation.



Winning Formula

HONDA’S PILOT PLEASER

In 2008, F-1 champion and entrepreneur Jenson Button was the first European customer to place an order for the HondaJets, taking two to support his new aviation charter business. Button will take delivery of the aircraft in late 2012. He said: “We are enthusiastic about the future potential of the flight charter business and the unique capabilities of the HondaJet.” He added: “I am especially impressed with the many advanced technologies that provide class-leading performance, efficiency, and agility without sacrificing environmental concerns.” To support its customers in Europe, Honda announced it would establish a new pan-European network of three exclu-

HondaJet will be showing a fuselage mock-up with interior, along with IFE and avionics at EBACE. Liz Moscrop can’t wait to see the result. ts sister company may be producing the four door Honda Pilot utility vehicle, but Honda Aircraft Company is building a vehicle for real fliers. This EBACE the Greensboro, N.C.-based company will be showing a fuselage mock-up with interior, along with flight ready service plans, inflight entertainment system and Garmin G1000 avionics package. There will also be a video of the assembly line, so prospective buyers can see how their purchase is progressing. In November the company announced revised first flight and delivery timetables for the light jet, citing global business challenges that caused delays in receiving parts. The new first flight target was January 2010 with projected first customer delivery in the fourth quarter of 2011. This date was subsequently pushed back to the middle of this year. “We have been working very closely with our suppliers over the past year in an effort to minimize the effect of the ongoing worldwide economic instability on HondaJet development,” said Michimasa Fujino, Honda Aircraft Company president and CEO. “Unfortunately, we now have no choice but to revise our schedule. We appreciate our customers’ continued trust and their understanding of the challenges we are facing to bring to them the most advanced light jet available.” A second aircraft is due to join the flighttest program later this year, followed by a

third in 2011, when the HondaJet is aiming for concurrent FAA/EASA certification. The company says it will deliver two or three aircraft in 2011, followed by 70 aircraft in 2012 and 100 aircraft a year from 2013. It is ramping up production accordingly and is hiring at a time when others are culling staff. Honda is growing its workforce to between 650 and 700 for the start of production. Meanwhile, GE Honda Aero Engines is in the certification process for the HF120 turbofan, which will power the aircraft and have an industry-leading 5,000h time between overhauls – reportedly 40 percent better than its rivals. The engine should earn its FAA ticket early in 2011.

sive sales and service centers, which will open in late 2012 in time for the first European deliveries. These will be located at TAG Aviation at Farnborough, Rheinland Air Service in Frankfurt, and Aviastec in Madrid. Honda also expanded its relationship with FlightSafety International (FSI) to provide its customers with flight training in Europe. FSI is developing a Level-D full-motion flight simulator for the aircraft. The first one will be installed at Honda Aircraft Company headquarters. HondaJet is located at Booth # 7021.

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FLIGHT OPERATION

PRE-CLEARANCE

SAVE TIME AND MONEY: Tips for Operating to the U.S. from Europe

ith the official opening of the new United States Customs and Border Protection (CBP) private aviation pre-clearance facility in Shannon, Ireland, trans-Atlantic flights for operators traveling from Europe and the Middle East just became easier. The historic agreement between the US and Ireland, which officially went into effect on March 1, 2010, allows private (Part 91) operators to pre-clear all U.S. Customs, Immigration and Agriculture at Shannon Airport, essentially extending the US border 3,000 miles east. “The primary advantage of pre-clearance is that it allows Part 91 operators to pre-clear at Shannon and then proceed directly to one of the 200-plus approved airports within the US without having to stop at an airport of entry,” explained Derek Collins, Operations Manager, Universal Aviation in Shannon. Collins said the list of approved airports for pre-clearance continues to grow weekly and is determined by whether the airport has agriculture disposal units on site.

CLEARANCE

Clearing customs at Shannon can make a long trip a lot more pleasant.

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Clear Customs on the Front-End For operators traveling to the US from Europe and particularly the Middle East, clearing Customs at Shannon can make a long trip a lot more palatable according to Collins. “Imagine you have a 14-hour flight from the Middle East to the US,” said Collins. “Your passengers are tired and ready to arrive at their final destination. But you can’t proceed directly to the final destination because you have to clear Customs at an airport of entry. Waiting to clear Customs after a long trans-Atlantic flight is usually the last thing passengers want to do. Preclearance allows you to get all of that out of the way at the front of the trip when passengers are fresh. After preclearing they can relax the rest of the trip and arrive directly to their destination.” More than Just Pre-Clearance Pre-clearance is not the only benefit of stopping in Shannon, said Collins. For years, Shannon Airport has been a popular technical stop because of its strategic location near the west coast of Ireland, as well as its low fuel

prices, lack of value added taxes (VAT) and zero duty zone. “Many Europe and Middle Eastbased operators already utilize Shannon because of the advantages it offers as a tech stop,” said Collins. “Pre-clearance is just another benefit for Shannon, which was already an attractive location for re-fueling before proceeding to the US” The Pre-Clearance Process Currently, the operating hours for pre-clearance are from 7 a.m. to 3 p.m. local Shannon time. The pre-clearance process on average takes around an hour to 90 minutes, said Collins. “During the first 30 days of pre-clearance, CBP will be evaluating the process and how it works,” said Collins. “We are hopeful that as we move forward, the hours of operation will be extended and that eventually pre-clearance will be available 24 hours a day. We also anticipate that the time to pre-clear will begin to be reduced in the future as CBP gains a better handle on the process and has more time to evaluate and streamline the process.”

What have you heard about other ground support providers?

The facility sort of welcomed us.

Passenger special requests were nearly fulfilled. The fuel truck was almost on time. Sort of, nearly, and almost should never be a part of your experience on the ground. Be confident in your decision. Choose Universal Aviation. Find ground support you can trust at locations in Europe and throughout the world. Improve your experience with savings on fuel purchases arranged by UVair®. To learn more, visit us at EBACE exhibit #7030 or contact Lenora Naughton at +44 7717 811489 or lnaughton@universalaviation.aero.

Athens Milan

Dublin Paris

London Rome

And locations beyond Europe

Madrid Shannon

FLIGHT OPERATION

PRE-CLEARANCE

Operators planning to pre-clear must notify CBP at least 24 hours prior to departure. They can do so by calling the CBP’s hotline at 011-353-61771946** (for international), or 061771946** (within Ireland). “The information CBP will request includes the arrival/departure times, details on where the flight has been and where it will be going and basic information, such as the aircraft registration and decal number,” said Collins. “I recommend that operators interested in pre-clearance visit www.univ-wea.com/operationalupdates and www.cbp.gov for the latest information.” Pre-Clearance Not Available for Charter Flights Currently, as the CBP rule is written, only private (Part 91) flights can preclear at Shannon. “Unfortunately, charter (Part 135) operators are not able to pre-clear via Shannon at this time,” said Collins. “Universal Aviation is working closely with CBP as well as the airport authorities and other officials to change this. We are hopeful that CBP will amend this rule, as currently charter flights make up the majority of the general aircraft in Europe. We have met with the US Ambassador to Ireland, Dan Rooney, and are working with the European Business Aviation Association and other stakeholders to illustrate how critical it is to have this rule changed so that all general aircraft can take advantage of pre-clearance.” Tips for Trans-Atlantic Flights Not Pre-Clearing Although not all operators can currently pre-clear, Universal Master Trip Support Specialist Greg Linton provided the following tips to help make their trans-Atlantic flights go smoothly. ESTA Visas?

Electronic System for Travel Authorization has to be filled by passengers utilizing the Visa Waiver program.

All non U.S. or Canadian citizens or green card holders traveling to the U.S. must have valid visas, said Linton. “Many people don’t realize this because when they travel commercially they are flying with an operator that is a part of the Visa Waiver program and categorized as a signatory carrier.

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Because that operator is a signatory carrier and if they are carrying citizens of one of the 34 countries that participate in the program, the airline will issue them a temporary visa that is valid for up to 90 days when entering the US” Linton said this sometimes creates confusion when passengers are traveling onboard private aircraft and think they don’t need a visa. “What happens frequently is that passengers of private flights think they do not need a visa because they are citizens of a country that is part of the Visa Waiver program,” said Linton. “This is not the case. Not only must the passenger be a citizen of a country participating in the Visa Waiver program, but the operator themselves must be registered in the program. A perfect example of this happened recently with a flight I supported from Germany. There were two pilots and an engineer on the flight. The two pilots had visas but the engineer did not. The crew believed that since the engineer was a citizen of Germany, which participates in the Visa Waiver program, he did not need a visa. However, since

the operator he was traveling with was not registered with the Visa Waiver program, he did in fact require a visa to enter the US” Linton said applying to become a part of the Visa Waiver program and become a signatory carrier takes anywhere from two weeks to 30 days, as each application is reviewed by the secretary of Homeland Security. “It’s important to plan ahead because this is not a quick-turn around application,” he said. “DHS has an extensive and comprehensive vetting process. I recommend using a service provider to assist with the application.” Electronic System for Travel Authorization (ESTA) Passengers utilizing the Visa Waiver program must also register and provide Customs information via the U.S. Department of Homeland Security’s Electronic System for Travel Authorization (ESTA) website. This should be done 72 hours before departure. “Once a traveler has registered on ESTA it is valid for up to two years or until their passport expires or the US revokes their application,” said Linton.

Transportation Security Administration (TSA) Waiver

You’re cleared to land Regardless of whether an operator travels under the Visa Waiver program, all foreign aircraft operating to, from, or overflying the US must obtain a Transportation Security Administration Waiver. TSA Waivers take approximately five days to obtain. Operators with more than one aircraft can apply for a fleet waiver which is good for 90 days.

Linton said that although there are no cabotage issues in the US for charter operators, any non-US registered charter must obtain a permit from CBP to proceed from location to location. Both private and charter flights must transmit Electronic Advanced Passenger Information System (eAPIS) for all inbound and outbound flights to the US.

Different Rules for Private and Charter Flights The rules for operating to the US vary for private and charter flights . Linton explained how the U.S. determines whether a flight is categorized as Part 91 or Part 135. “If any leg of a trip has paying customers, it is viewed as a charter flight,” said Linton. “For example, a charter flight drops off a passenger from the UK in the US for a three-week business trip and then operates back to the UK Even though there will be no paying passenger on the trip back to the UK or on the return trip to the US to pick up the passenger, because one leg of that trip had a paying passenger, the entire flight is considered charter.” “Private Part 91 flights have a little more flexibility than charter operators,” said Linton. “While both private and charter flights must arrive at an airport of entry to clear Customs, Part 91 flights can depart from any airport. Charter flights, on the other hand, must arrive and depart from airports of entry.”

Information Can Change The key to any trans-Atlantic flight, Linton said, is to pre-plan appropriately and be sure to stay current with all regulatory information. “Even though operating to the US from Europe or the Middle East might not be considered as complex as operating to a more far-flung destination, it is still critical to pre-plan,” said Linton. “Rules and regulations, operating hours of airports, etc, can change frequently, so it’s important to do your due diligence well in advance of a potential trip to ensure your mission is a success.”



Anywh An ywh [Z

ll ity. ity y. y.

w Pre-clear passengers through US customs, immigration and TSA security requirements at Shannon Airport. w Allows Passenger Airlines and Business Jets to proceed directly to ª`S^ GE VWef[`Sf[a` w Fly direct to any approved airport in the USA. w User friendly airport at Shannon. w Full use of domestic terminals where you land. w Create new route and business opportunities. For further details contact: Joe Buckley Declan Power E: joe.buckley@daa.ie E: declan.power@daa.ie T: +353 (0) 61 712 295 T: +353 (0) 61 712 403

com

Article provided by Universal Weather and Aviation. For more information and urgent operational updates, operators can visit http://www.univ-wea.com/operationalupdates/ or contact Universal’s Global Regulatory Services team at 713-378-2734.

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SIMULATING EXPERIENCES

building blocks. They don’t go beyond each one if they don’t meet the criteria.” CAE uses scenariobased training and says it has a 100% pass rate out of the 80 Phenom customers that have gone through Burgess Hill. Adams said that CAE has seen more air taxi firms than owner operators come through its Burgess Hill center, with a more even split between owners and professional firms in the US. Other Types of Courses Simulator training is expanding beyond flight crew training. FSI has come up with a new scheme to help address the extreme industry maintenance skills shortage. The company has struck an agreement with engine maker Pratt and Whitey Canada (PWC) to develop a new curriculum and course for users of its engines.

Flight training devices are becoming increasingly sophisticated and spreading their wings beyond crew training. Liz Moscrop reports. lthough FlightSafety International (FSI) has had a presence in Europe for more than 45 years, the company is still coming up with new training ideas and products at its centers in Le Bourget and Farnborough. Eric Hinson said: “We opened in Farnborough in 2005 and grew rapidly to offer up to 13 aircraft types. Between 2005 and 2009, we doubled our revenues out of Europe and we are still growing.” He added that Europe is the fastest growing region for the company and that FSI’s international revenues grew 25 percent last year. Out of that, Europe accounted for 40 percent of the growth. Portugal is FSI’s busiest country in the region, thanks to the fact that NetJets Europe is based there. The next busiest are France and Switzerland. Rival CAE’s Burgess Hill center is also growing. It is home to Europe’s Phenom 100 simulator, among other types. The company has placed a Phenom 300 trainer at its Dallas facility and has a Phenom 300 device planned for Burgess Hill. Rick Adams, manager for marketing com-

SIM

Falcon 200EX training at Flight Safety International (top). CAE Burgess Hill (center) is home to Europe’s Phenom 100 simulator.

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munication for civil aviation said: “When this happens depends how the market evolves and where our client base is located.” There have been industry fears recently about the dangers of inexperienced pilots using glass cockpits in sophisticated aircraft and a concurrent rise in the number of accidents. Adams said: “We have huge concerns about how we incorporate glass cockpit training within our programs and have a robust skills assessment program tailored to different training needs. We offer different training for seasonal pilots, staged in a series of

Eric Hinson FSI’s executive vice president said: “Training will be conducted in Montreal as well as other locations around the FlightSafety network. Because we have a global footprint, we can offer training near our customers.” PWC has an extensive portfolio of engines, which feature somewhere on every major business jet manufacturer’s product range. According to Hinson, PWC has developed maintenance training in house in conjunction with FSI, which it is now rolling out to external customers. The concept is similar to the agreement FSI has with Hawker

Beechcraft Services (HBS). In November the companies launched a full schedule of technical training courses at FSI’s 44,000-sq. ft. maintenance training center. The first course offered, MxPro, is a maintenance training program that leverages HBS’s knowledge of aircraft design, manufacturing, and support with FSI’s experience. Hinson said: “We use sophisticated training programs, techniques and technology.” He added that both the MxPro and the PWC courses would meet new EASA regulatory requirements for maintenance technician training. The courses are simulator based with touch screen displays and advanced graphics systems that mimic aircraft. Hinson said: “We can change the cockpit really easily from a Hawker 800, for example, to a Dassault Falcon 900, They are great learning tools.” Practical maintenance training is incorporated in the courses as standard. Hawker Beechcraft’s Wichita center has a green aircraft on site and the company’s Sikorsky center at Palm Beach uses what Hinson describes as “basically a helicopter” to train its students. For the pointy end, CAE offers practical avionics maintenance training at its Simfinity-equipped classroom at the Honeywell Aerospace Academy in Phoenix. Students train on highfidelity, simulation-based multiscreen displays, which complement technical training across a range of Honeywellequipped business aircraft platforms. The first course addressed Air Transport Association Level III line maintenance for Primus Epic integrated avionics. Helicopters Helicopter flight crew and maintenance training have been in the news over the past few months. With a dearth of qualified technicians and rise in the number of accidents in light helicopters, such as those used for emergency medical services operations, training is to the forefront. Both CAE and FSI have been addressing the issue with new devices and courses. FSI announced a new higher-resolution version of its VITAL X visual system earlier this year designed specifically for use in helicopter training programs and simulators.

The new detailed visuals include mountainous terrain, accident scenes, pinnacle landings, airports, hospital helipads, obstacles such as power lines, trees, and bridges and an oil rig complete with lighting, and articulation of the model and sea state animations. Rick Armstrong, vice president, simulation said: “This significant enhancement to FlightSafety’s industry leading VITAL X Visual System was designed based on extensive consultation with helicopter operators from various industry segments.” Another advantage of the system is that it can be scaled beyond its 60 x 200 degree field of view and offers the ability to customize the images to reflect a specific aircraft type. The first AccuView system will be installed on an in-production FSI Sikorsky S-76D simulator. FSI company will offer a fleet of 15 helicopter simulators and other advanced training devices by year end

located at Fort Worth, Texas; Lafayette, Louisiana; West Palm Beach, Florida and at Farnborough Airport. The firm is also producing the first EC135 simulator to achieve FAA Level D Qualification, which is scheduled to enter service by the end of 2010 at Lafayette. Meanwhile, CAE’s new 3000 Series simulator is a two-storey masterpiece that uses full immersion technology created for US military special forces. The 3000 Series features the company’s own Tropos-6000 image generator, which offers a 220° horizontal by 80° vertical view, that also includes the view through the lower cockpit windows. It is the first device on the market that offers a three degree-offreedom full motion base, (which can be upgraded to a full six degree-offreedom platform), night vision “goggles” and high-definition animation.

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ROTOR

The first AccuView system will be installed on a FSI S-76D Simulator.

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AVIONICS ON THE RADAR

ALERT ACAS II compliant, the Rockwell Collins TCAS-4000 enhances crew situational awareness of traffic.

Now that the recent financial storm seems to have abated, operators are looking to spend money on their cockpits again. Liz Moscrop looks at what is available on the market.

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lying through turbulence with one eye on the clock and the other on the fuel gauge means that pilots depend on reliable avionics. Fortunately today, operators have plenty of choice. For example, Rockwell Collins’ Pro-Line series 21 IDS and Honeywell’s Primus Epic CDS/R are aimed at most classes of business jets. Thales offers TopDeck for larger helicopters and transport planes. Lighter jets and the top end of the turbo-prop sector can opt for Garmin and Universal Avionics. John Peterson, director of Business Aviation marketing, Rockwell Collins, said: ”People are using their assets again and updating their aircraft. We are getting a great deal of requests to price quality upgrades.” He added that the market had stabilized, in particular the aftermarket. He said: “People are mostly asking for quotes to complement their maintenance downtime. We have seen more interest in upgrades than we have in the last two years.” At a time when many companies pulled back, Universal Avionics’ COO Paul DeHerrera issued a statement to the market that the company was going to take “extraordinary steps to exceed customer expectations.” He said: “Business Aviation has taken hits from the negative publicity out of Washington and from the turbulent economic conditions. While we are not neglecting our responsibility to reduce costs, trying to save our way to prosperity is not a viable business strategy for us.” Consequently, Universal implemented key product improvements such as adding LED backlighting for its flat panel displays. Chad Cundiff, vice president, crew interface systems marketing and product management at Honeywell agreed. “It is an exciting time to be in the business with new programs and technologies driving tomorrow’s cockpits forward.” According to Cundiff, avionics suppliers are vying to get better information displayed in a more coherent manner to crew. New computing platforms enable them to build better information about weather and terrain. He said: “From a navigational standpoint you can fly more efficient routes, which saves time and fuel.” Modern avionics are a necessity rather than a ‘nice to have.’ Today’s business jet avionics platforms include flight management systems, cockpit

displays, digital air data computers, satellite communications systems, digital flight guidance systems, weather radar, moving map/GPS displays, weather radar, traffic collision avoidance systems (TCAS), flight management systems (FMS), airborne flight information system (AFIS), flight controls/autopilots and jet cabin management systems and services. Crews depend upon a constant flow of accurate information to fly the safest and most cost effective path to their destinations. Carefully thought out graphics make it easy for pilots to make informed decisions. Modern systems comprise LCD displays that convey the height, position and speed of the aircraft, as well as essential systems diagnostics. The major OEMs also offer scaleable and retrofit-capable solutions to equip new and old airframes. Both the ProLine 21 and the Primus Epic can turn serviceable older aircraft into glass cockpit equipped aircraft that can interface with TCAS and TAWS (Terrain Awareness & Warning Systems) hardware, radios and autopilots. Honeywell’s Primus Epic CDS/R exhibits the same flexible integration to pre-existing avionics, and also incorporates both HUD and SE-EVS. Dassault’s famous EASy cockpit is a derivative of the Epic. Rockwell Collins Fusion is set to debut on Bombardier’s Global Express XRS and Global 5000, and a host of other platforms, including the Learjet 85. It features both head up display (HUD) and a Synthetic Enhanced Vision System (SEVS), which integrates synthetically, generated scenes with real-time infrared imagery. It also incorporates SVS on a head down display, the first on the market to do so. Due for certification

next year, the technology will work in concert with the head up display unit. Peterson said: “The IR camera on the nose complements SVS. At times because of weather conditions the EVS cameras are not performing at peak. The SVS is driven by a database that works with any weather conditions. Pilots can use the head up SVS to correct and align and switch to EVS on HD for the approach.” Another benefit with software driven integrated flight decks is that most of the old technical box wiring is redundant, generating savings in space and weight. For instance, the Primus Epic CDS/R retrofitted on the Piaggio P180 resulted in a weight reduction of 300lbs. Weathering the Storm Avionics upgrades include allowances for WAAS (Wide Area Augmentation System) upgrades to global positioning systems. Peterson said: “Higher accuracy WAAS makes things easier for the pilot.” New flight management systems offer localizer performance with vertical guidance (LPV) using WAAS. The new LPV landing approach is similar to the instrument landing system (ILS) on runways, but uses GPS positioning to enhance accuracy. There are more than 1900 published ILS runways in the US and the FAA is taking an aggressive approach towards adding LPV to approach plates at airports. Peterson believes LPV will complement the US NextGen air traffic management system, as well as new Eurocontrol regulations when they come into play. Modern avionics platforms also include automatic dependent surveillance-broadcast (ADS-B) out. ADS-B is a cooperative surveillance technique for air traffic control worldwide. An

VISION

Lighter jets and top-end turboprops can opt for Universal Avionics. EFI890R Synthetic Vision pictured.

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AUTONOMOUS

An ADS-B equipped aircraft determines its own position using a global navigation satellite system.

ADS-B-equipped aircraft determines its own position using a global navigation satellite system and periodically broadcasts this position and other relevant information to potential ground stations and other aircraft with ADS-Bin equipment. Already used throughout Australia, carrying ADS-B equipment is necessary in Europe by January next year and likely to become mandatory in the US within the next decade. Peterson said: “We are well positioned to provide transponder capabilities that comply with the new rules. With ADS-B out operators can simply install an upgrade to their software programs.” Cundiff said: “All our equipment is totally ADS-B compliant. We expect to see displays graphically depicting what’s happening in the ATM system within the next two to three years.” Rockwell Collins has been an active member of Eurocontrol’s GNSS Introduction in the AviatioN secTor (GIANT) committees, looking at how best to create and implement new ATM programs. Honeywell has also participated heavily in the development of the Single European Sky. Adam Evanschwartz, principal marketing manager said: “Baseline LPV is

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EBACE 2010

much easier to use. Graphics technology makes it much easier to see what is happening. Pilots can read a message and accept the clearance without hearing a scratchy voice. Pilots can also see up to the minute accurate weather and their aircraft relative to where they are in the chart of traffic. It leads to safe spacing and educated decision making.” Apart from meeting regulatory conditions, readily accessible in-flight information enhances both safety and performance. Pro Line 21 includes the ability to display National Transmission Standards Committee (NTSC) video on the multi-function display, including enhanced vision system (EVS) camera footage to increase safety during night or poor visibility conditions. It also incorporates expanded XM Satellite weather capabilities for Rockwell Collins’ Integrated Flight Information System (IFIS) such as satellite infrared composite weather, winds aloft, temporary flight restrictions (TFRs) and lightning. The systems health check software monitors engine parameters and informs the pilot of anomalies. Weather radar systems provide a clear view of the weather for continuous flight operations in IMC weather

conditions. On Honeywell’s Primus Epic screens rainfall intensity levels are displayed in four brilliant colors contrasted against a black background, readable under any cockpit lighting condition. Most FMS displays use color codes for warnings – red usually means that action must be taken. Cundiff said: “Our datalink provides satellite access across the Atlantic and sees storms brewing. As you get closer, the radar sweep data helps give you correct information to make adjustments.” Peterson said: “Avionics show optimum flight levels for wind, optimum fuel burn and safer flights. You get a graphical weather depiction thanks to on board infrared cameras.” This creates more effective crew resource management. Rather than hunt for information, pilots can plan for the anticipated event vividly portrayed on their LCD displays. In March Pro Line 21’s MultiScan hazard detection system and Venue High Definition (HD) Cabin Management System (CMS) were certified as part of Cessna’s Citation CJ4 ticket. MutliScan is sophisticated weather radar that can detect weather patterns both laterally and vertically, enabling pilots to make informed deviation decisions. The radar continually scans the air around it, taking a series of images in short bursts and automatically suppresses land clutter. Peterson said: “it is intelligent enough to know where it is in the world. If it detects preticipation at 30,000ft at the Equator, this would be far less dangerous than precipitation at the same height over Cedar Rapids Iowa.” Cundiff added that sometimes passengers in the back” perception of the pilot’s flying skills is directly related to the bumpiness of the ride, so giving crew extra information can help with customer service. Back Office Capability While cockpits become more sophisticated, customers are increasingly demanding state-of-the-art entertainment and communication systems in the back. Evanschwartz said: “There is a desire to have data in aircraft and broadband routers. People want the same technology they have in their homes and to use their own media in

the cabin.” He continued: “Venue seamlessly enables screens, and phones. People expect to use their cell phones in hotels and in the office, so why not in the aircraft?” Maryland company ARINC is capitalizing on this with its Business Aviation offering. ARINC is the world’s largest provider of aeronautical satellite communications. It has just become a distribution partner for Inmarsat for its high-speed SwiftBroadband satellite communications service. “ARINC plans to provide SwiftBroadband connectivity in a one-stop transaction,” said Andy Hubbard, ARINC aviation solutions director for EMEA. “Our customers will not need to source a communications pipe separately, as it will be part of a package with flight applications, connectivity software, and technical support.” ARINC offers a range of aircraft applications using Inmarsat services. SwiftBroadband provides ground-to-air and air-to-ground connectivity up to 432 kbps for high-speed data. It is capable of supporting a wide range of crew and passenger applications, voice communications, electronic flight bag applications, passenger telephony including in-seat, mobile, VoIP and text messaging, e-mail, Internet, intranet, instant messaging, secure VPN access, and in-flight news updates. Another key element on board is the ability to assist with medical emergencies if necessary. Companies like Tempe’s Medaire and Canada’s Renaissance International Holdings have software, which allow a person with no medical experience to collect a sick person’s vital signs such as blood

What is WAAS? WAAS is a system of satellites and 25 ground stati ons across Nor th America that provides GPS signal corrections, giving up to five times better positioning accuracy. A WAAS-capable receiv er can normally pinpoint an aircraft’s position to within three meters. There is no need to buy additional equipment or pay to use WAAS. The Federal Aviation Administration (FAA) and the Department of Transportation (DOT) are developing the program to use in precision flight approaches. The WAAS ground stations monitor GPS satellite data then a master station on each coast collect s all this information and works out the differential between GPS signals. I t then adjusts the total information and broadcasts more accurate data through one of two satell ites that are fixed over the equator. All information is compatible with GPS signals. Meanwhile Eurocontrol is in the process of implementing Link 2000+. Under the present proposed deadlines for Link 2000+, al l new-build aircraft must be fitted with VHF datalink mark 2 V DL-2. Link 2000+ uses the ATN and VDL Mode 2 (Aeronautical Telec ommunication Network and V HF Digital Link) networks. The idea is to automat e routine tasks that fill up to 50% of controllers’ time today. This should provide for 11% capacity increase (when 75% of flights are equipped). Routine tasks include: ATC communications management and handling repetitive frequency changes and standard ATC clearances.

pressure, pulse and heart condition from any remote land, sea or air location to ground-based medical experts. You name it – engineers are working on it. Rockwell Collins will be showcasing the latest upgrades to ProLine suites as well as retrofittaable options at EBACE. Honeywell, meanwhile, will be introducing retrofits and upgrades to its Apex suite. Universal is also promising exciting news. DeHerrera said: “All our engineering design groups have a full plate of exciting new products that feature improved situational awareness and safety benefits.”



FUSION

By uniting new capabilities with the best of Pro Line 21, Pro Line Fusion is a true example of Rockwell Collins’ mission to innovate.

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EBACE 2010

ENGINES FOR BUSINESS AVIATION INVESTMENTS CONTINUE By Marc Grangier

PIONEERING

The HTF7000 flight test engine for the new G250 (left) benefits from Honeywell’s Tech 7000 program. The PW800 by P&WC (right) will show an improvement of up to 50% in NOx emissions.

According to the latest Honeywell Survey, recovery in new business aircraft deliveries will begin in 2011/2012 and new jet orders are expected to be positive this year and accelerate in 2011. An improvement in jet utilization should also begin during the following months, coincident with global economic recovery, which means that the longer term new jet outlook is positive. For these reasons, the main Business Aviation engine manufacturers are working hard to be ready to deliver when the market upturns. Honeywell

or Rolls-Royce, financing for business jets is becoming available, order cancellations have slowed, the pre-owned market is seeing increased transactions, and the stock market indices (an indication of future corporate profits) are increasing. There is, therefore, increasing confidence in the aircraft manufacturing industry that the market will recover with deliveries ramping up by the 2013 timeframe.

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“We continue to invest heavily in new technologies and our engine development programs to satisfy our customers,” said Rob Wilson, President, Business & General Aviation, Honeywell Aerospace. In terms of new developments, Honeywell’s technology demonstrator engine, the Tech7000, completed component testing to evaluate new coatings, alloys, seals and combustion technologies for next-generation engines. This testing focused on hot and cold section hardware that could be deployed in future turbofan or turboprop engines in virtually any power class. Honeywell’s Single Annular Combustor for Emissions Reduction (SABER 1) low emissions combustor successfully completed development testing and is now in certification testing. SABER 1 combustors will be available for HTF7000 production engines in mid-2010.

Concerning the HTF7000, Honeywell recently indicated that its engine fleet has surpassed the 600,000 fleet-hour milestone while delivering 99.95 percent reliability. The first two engines have successfully completed analytical core zone inspections (overhauls), a requirement for validation for “on-condition” maintenance service. More than thirty other engines have completed hot section inspections with no major issues identified. The first HTF7000 flight test engines for Gulfstream’s new G250 aircraft are now on the airframe and undergoing ground testing by Gulfstream/IAI. The G250 HTF7000 engine has undergone rigorous development testing, including endurance testing equivalent to 4,000 flight hours and calibration on Honeywell’s Boeing 757 flying test bed. Certification is planned during this year. The HTF7000 engine for Embraer’s all-new Legacy 450 and Legacy 500 aircraft successfully completed preliminary design review last summer and critical design review took place last winter. Testing of the core engine to evaluate improved compressor aerodynamics was completed last September. Certification is planned for 2011.

Last February, Honeywell announced that flight tests of the LTS101 upgrade had been completed. The LTS101 upgrade, which updates the engines to the LTS101850B-2, powering Eurocopter BK117 helicopters, delivers 15 percent more take off power and 18 percent more power for hot day operations. “The LTS101-850B-2 engine is a drop-in replacement with no external changes,” said Doug Kult, sales director, Commercial Helicopters, Honeywell Aerospace. Pratt & Whitney Canada (P&WC) Over the past ten years, Pratt & Whitney Canada has invested more than $3 billion in R&D, with an average of over $400 million every year for the past five years. This amount is being used to design and manufacture ecological, economical, and quieter engines (in the longer term, new technologies are being developed by P&WC to reduce NOx down to the 80 percent reduction level, benefiting from further combustion and engine performance improvements). Research has also included new generation combustion and aerodynamic technologies to meet emerging environmental standards, improve fuel efficiency, reduce development cycles and increase speed,and productivity. Concerning “green engines”, PW&C is very proud of the PW307, which shows an improvement of 33 percent in emissions relative to ICAO standards. Another example is P&WC’s new PurePower™ PW800. This engine will show an improvement of up to 50 percent in NOx emissions, as well as an improvement of 35 percent in carbon monoxide emissions. At the beginning of the year, Pratt & Whitney launched testing of a full-scale PurePower engine core. Consisting of an ultra-efficient high-pressure compressor, a low-emissions combustor, and an all new high-pressure turbine, it was designed jointly by Pratt & Whitney and MTU Aero Engines. “The PurePower family of engines shares a common, advanced core across the PW800 and PW1000G Geared Turbofan engine models,” said Bob Saia, vice president, Next Generation Product Family, Pratt & Whitney.

The PW1000G Geared Turbofan engine has been selected as exclusive power for the Bombardier CSeries scheduled to enter into service in 2013. Concerning the PurePower PW800, it is targeted to power the next generation of large business jets. Aircraft modifications are growing in popularity. Operators benefit from more power, faster climb and higher cruise speed, with minimal changes to the aircraft. In this respect, Pratt & Whitney Canada (P&WC) recently celebrated the delivery of its 500th PT6A turboprop engine to Blackhawk Modifications Inc., a major player in the aircraft modifications market. Founded in 1999, Blackhawk specializes in replacing engines on five aircraft models with factory-new PT6A engines, including Raytheon King Air 90, Cessna 425 Conquest and Cheyenne turboprop aircraft. Recently, P&WC celebrated a major milestone with the delivery of its 70,000th engine. This engine, a PT6A-60A turboprop, was delivered to Hawker Beechcraft Corp. (HBC) for installation on a King Air 350. “This is a remarkable achievement and clearly a proud moment in our 81-year history that underscores the continued success of our products around the globe,” said John Saabas, president, P&WC. In the last 45 years, HBC has acquired 17,000 engines from P&WC, which have accumulated millions of hours of reliable operation on a fleet of more than 9,000 aircraft. General Electric Last fall, the first GE Honda HF120 engine successfully started its initial test run at GE Aviation’s altitude test chamber in Evendale, Ohio, launching the test phase of the program. “This is a significant milestone and represents the transition from the design-definition phase to the test and certification phase of the HF120,” said Bill Dwyer, president of GE Honda Aero Engines. To date, GE Honda Aero Engines has built and tested eight HF120 engine cores and 11 full engine demonstrators. During testing, the engine exceeded its design goal of 2095lbs of thrust. Thirteen HF120 development engines and two core

builds will take part in the certification testing. Tests will include fan blade out, crosswind, stress and endurance testing. GE Honda also plans to test the engine on a flying test bed before flying on the customer certification aircraft. By entry into service, the HF120 will have accumulated more than 15,000 cycles of ground and flight-testing. The GE Honda HF120 engine was launched in 2006 and selected to power the HondaJet. Rated at 2,095 pounds of thrust, the HF120 engine succeeds Honda’s original HF118 prototype engine, which has accumulated more than 4,000 hours of testing on the ground and in-flight. Certification testing began at the end of last year on demonstrator engines for GE Aviation’s new H80 turboprop engine and the first engine started its tests during the first quarter of 2010. Derived from the Walter M601 engine series, the H80 will produce up to 800 shp. According to Brad Mottier, vice president and general manager of the Business and General Aviation organization at GE Aviation, it will feature an extended service life of 3,600 flighthours and 6,600 cycles between over-

POWERFUL

Exceeding 2095lbs of thrust, the GE Honda HF120 engine succeeds Honda’s original HF118 prototype engine.

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EBACE 2010

hauls. It has already accumulated more than 3,000 cycles during hot section demonstration tests earlier this year. Engine certification is expected mid-2010. Rolls-Royce Rolls-Royce believes its BR725 engine promises a brilliant future. Featuring a 50 inch swept fan with 24 titanium blades for improved aerodynamic flow, efficiency and noise, the BR725 is based on the BR700 engine core and uses fan technology from the Trent. Compared with the BR710, the BR725 has 4.6 percent more take-off thrust, up to a maximum of 17,000lbs. It is also more than four dB quieter, has four percent better specific fuel consumption and yields a 21 percent improvement in NOx emissions.

TECHNOLOGY

The BR725 by Rolls-Royce (top) is featuring a 50 inch swept fan with 24 titanium blades. To meet the expectations of business aircraft market, Snecma has invested $100M in the development of the Silvercrest (center).

The BR725 will power the new Gulfstream G650, which should enter into service in 2012. For Dr. Michael Haidinger, President Rolls-Royce Deutschland and COO Corporate and Regional Engines Rolls-Royce, the 16,100lb (71.6 kN) thrust BR725 will enable the G650 to travel 7,000 NM at 0.85 Mach and at a maximum operating speed of 0.925 Mach, making it the fastest civil aircraft. The BR725 received type certification from EASA in June 2009 and from the FAA last December. The British motorist is also optimistic concerning its latest engine in its AE 3007 series, the AE 3007A2, which will power the Embraer Legacy 650. The engine will be certificated in the second half of 2010 and entry into service on

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the Legacy 650 will take place before the end of the year. According to Dr. Haidinger, “The new AE 3007A2 offers 6 to 12 percent higher altitude take-off and climb thrust than its predecessor and will guarantee the Legacy 650 to fly up to 3,900 NM with competitive operating costs.” Snecma When Snecma started the development of the Silvercrest, the Business Aviation market was enjoying strong growth, driven by sustained demand and the development of new aircraft. Its intention was and still is to produce versions developing 9,500 to 12,000 pounds of thrust to power the upper end of super mid-size and large business jets. The $100M development pro-

gram was launched and the engine design has been optimized to meet the evolving expectations of the business aircraft market, especially in terms of higher performance and clean emissions. This new-generation engine will feature a simplified architecture, a reduced parts count for lower maintenance costs, reduced fuel consumption and exceptional thrust to weight ratio, more than 20 percent better than current engines at comparable weights. To validate the technologies involved, Snecma launched a core demonstration program in 2006. The core engine demonstrator ran on schedule a year later and Snecma successfully completed the test program early in 2008. Despite the current economical downturn, Snecma is continuing to invest in the program, expecting orders from manufacturers of large cabin and longrange business jets that will enter service as of 2014. According to Laurence Finet, general manager of the Silvercrest program, this engine is being considered for several new business jet projects, but the bad economic situation in 2009 has caused airframers to revise their investment plans while foreseeing how to adapt the projected designs to the changing market environment. Hence the wait and see period. And the expected recovery…

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PREVIEW

EBACE 2010

FOUNTAIN OF YOUTH FOR AGING AIRCRAFT

cal 737 with winglets saves some 100,000 gallons of fuel per year. So far, so good: The company has supplied winglets for more than 3,500 Boeing aircraft worldwide (hence the joint venture). In the Business Aviation sector, Aviation Partners offers Blended Winglets for the Hawker 800/800XP series, which has become so successful the company is looking at Blended Winglet programs for additional business aircraft types. For the Hawkers, winglets result in a slew of benefits, including a seven percent fuel savings, 180 nm range increase, faster climb to altitude, more speed, reduced emissions, 2,000 ft. higher initial cruise and a higher residual value. And, yes, it looks pretty sharp sitting out there on the ramp. More than 100 Hawker aircraft have been outfitted with blended winglets and over 70 percent of the

By Jack Carroll

It’s not an uncommon situation. That airplane that you’ve known and loved so long – the one that’s as comfortable as an old shoe – is starting to look like one. nd lately it’s been gulping fuel like an airborne alcoholic. Not to mention it seems to chug along so slowly now you’re starting to worry about bird strikes from the rear – to paraphrase a mean old joke about the early Citations. Yup, your old faithful just can’t keep up with the young ones any more. But the other problem is you can’t afford a new plane, or perhaps even a recent used one. What options do you have?

OPTION

Winglets turn out to be a good choice for enhancing performance and fuel efficiency.

Plenty as it Turns Out. From new engines to aerodynamic add-ons or clever tweaking, there are more choices these days than ever from firms specializing in retrofits and mods, who literally offer laundry lists of different aircraft models and various fixes to keep them up to speed and, if not up with the pack, at least no far behind it. The most visible modification being seen more and more as their efficacy

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sinks in to the most skeptical are winglets. Which as it turns out are really wonders when it comes to enhancing performance and fuel efficiency. We’ll start off with the acknowledged leader in the field. Aviation Partners Seattle-based Aviation Partners developed Blended Winglets™ technology, which was first proven on the Gulfstream II in the mid-90s, racking up both increases in range and more than seven percent in fuel efficiency. Its next big step was to provide winglets for Boeing Business Jets and the next generation 737 series aircraft. The company’s data shows that a typi-

Gulfstream II fleet wisely wears them as well. Aviation Partners has also developed high-mach blended winglets for the Falcon 2000, which are now certified and delivering similar benefits. And how do these wonders work? In brief, blended into the wing they increase the effective wingspan, reduce wingtip vortex, resulting is less drag for lower fuel burn and improved cruise and climb. What more can one want? In a stunning display of propaganda, Aviation Partners, Inc. and Aviation Partners Boeing recently announced that as of March 5, 2010, their unique Blended Winglet technology will save airlines and business jet operators

3 and Premier has plenty of places to put it, as there are some 200 Falcon 50 owners in the Americas, as well as 40+ more in Europe and elsewhere. It should also be noted that the STC includes a re-designed engine nozzle, nacelle modifications and re-marked cockpit instruments. Jet Aviation markets the 50Dash4 in the European region as well as in the Middle East and Asia, while Midcoast, Duncan and West Star Aviation – a joint owner of Premier Aircraft, along with Yankee Pacific Aerospace – handle North American Falcon 50 owners. Premier also offers Safe Flight’s AutoPower™ auto throttle systems for Falcon 50 series aircraft and Cessna’s CitationJet series. Blackhawk Modifications Self-proclaimed as “the largest nonOEM buyer of Pratt & Whitney turboprop engines in the world,” Blackhawk is now in its 11th year and has come a long way indeed. Its sole mission (for now) is to upgrade older aircraft to over two billion gallons of jet fuel valued at some $4 billion USD. The claimed global reduction in CO2 emissions is nearly 21.5 million tons. As the company slogan goes, “The future is on the wing.” BLR Aerospace Probably best known for its rotary wing retrofit work, BLR has improved its visibility in Business Aviation circles by providing winglets for a range of Beechcraft aircraft, including the Baron, Duke 60, A60 and B60; the KingAir 200 and 300 series; and most recently received FAA certification for KingAir 90 series winglets. These are also featured as part of a KingAir 90X upgrade sold by Hawker Beechcraft for its C90 Gti model. In addition to winglets, BLR also offers a range of equipment for Beechcraft aircraft, including aft body strakes, vortex generators and wing tip tanks, plus a similar range of equipment for Cessna, DeHavilland and Piper aircraft. Premier Aircraft Late last year Premier Aircraft received EASA certification for its popular 50Dash4 performance upgrade for the Falcon 50, thus opening its marketing horizons considerably. The program is supported by Honeywell,

which converts the Falcon 50s three TFE731-3 engines to the more fuel efficient TFE731-4-1C models. The STC meets both FAA FAR Part 36, stage four and EASA ICAO Chapter 4 noise regulations. Premier’s 50Dash4 package allows higher hot ‘n high takeoff weights, up to 620 nm range increase, lower noise and carbon emissions, a cruise speed increase of 35 ktas and shorter time to climb direct to 37,000 ft. And, when it’s finally time to sell, you’ll get a lot more back than you might expect for an ordinary Falcon 50. One would have to admit that Honeywell squeezed an amazing amount of performance out of the original TFE 731-

better-than-new performance, without modifying the airframe. The company offers PT-6A series engine upgrades for the KingAir 90 and 200 series aircraft, Cessna Conquest I, Piper Cheyenne I/II series and, most recently, a new 850 shp PT6A-42A engine for the Cessna Caravan series, set for certification in 3Q 2010. Blackhawk has installed well over 500 PT-6A engines for over 250 customers. In all cases, the engine retrofits mean increased true airspeed and maximum range, with less time to climb and lower operating and maintenance costs. Blackhawk stresses that all engine replacements are simple, bolt-on

DASH

Premier Aircraft Falcon 50Dash4 is supported by Honeywell and promoted in Europe by Jet Aviation (center).

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upgrades that require no airframe modification. For the KingAir 90 series, Blackhawk also offers its XR fuel lockers installed at the rear of the engine nacelles, extending flight endurance by 20 percent. The company’s own Hawkeye DigiLog™ engine monitoring system combines two-inch round analog gauges with microprocessor-based signal processing and digital display technology. It is available for installation on the KingAir 90 series, B200, Cessna Conquest I and Piper Cheyenne I, II and IIXL.

EXPERTISE

Raisbeck has been bringing out product enhancements in the King Air and Learjet lines for over 25 years.

Raisbeck Engineering For over 25 years, Raisbeck has raised the hackles of new aircraft salesmen by continually bringing out product enhancement systems for some thirteen models in the Beechcraft KingAir line, followed by programs designed for the Learjet 31, 35/36 and, most recently, Learjet 60 models. The various enhancements for KingAir models are packaged under the “EPIC” brand name and allow EPIC KingAirs to outperform the basic models in a number of areas, including takeoff distance, climb, speed, range and fuel efficiency. Individual systems available include quiet turbofan propellers, ram air recovery systems, enhanced performance leading edges, dual aft body strakes, high flotation

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EBACE 2010

gear doors, nacelle wing lockers and crown wing lockers. That’s what we mean by a “laundry list.” As an incentive, Raisbeck is offering a free C90/E90 gross weight increase to 10,560 lbs. with the purchase of its Crown Wing Lockers. In the Learjet department, Raisbeck Engineering has developed what it calls ZR Light Technology for the Models 31 and 35/36, which delivers an annual 30-50 percent return on investment through fuel savings, via reduction of wave, pressure, interference and induced drag. Raisbeck’s popular aft fuselage lockers for additional cargo space (and uncluttered cabins) are also available for the Learjet 31 and 35/36. As customers demanded, Raisbeck is now developing an aft fuselage locker for the Learjet 60 as well, which is expected to be certified by 1Q 2011. The company also has “strategic partnerships” active with Blackhawk Modifications and Lear4Ever. They don’t miss a beat it seems. Sierra Industries Probably best know for its Sierra Stallion, Sierra Super II and Eagle 400 modifications, the company can turn the tamest Citation into a tiger, so to speak. The Stallion mod to the Citation 501SP includes new

Williams FJ44-2A 2,300 lb. turbofans, including digital electronic fuel control units. And what a difference an engine makes: Climb direct to 41,000 ft. at gross weight in less than 23 minutes, cruise more than 50 kts faster and fly 250 miles farther at economy cruise, to name but a few improvements. The Sierra Super II is a Citation 550 mod with new Williams FJ44-3A engines with 2,820 lbs. thrust, plus digital channel FADEC for total power management. The payoff: Climb direct to 43,000 ft. at gross weight in less than 30 minutes, cruise on economy 30 kts. faster and fly more than 400 miles farther at economy cruise power. It's no longer a Citation, it's really a Super II. The Eagle 400 mod, Sierra's first engine replacement program, promises "Citation II" performance for a fraction of a new aircraft's cost." Just take a stock Citation I, substitute more powerful P&W JT-15D-4 engines with 2,500 lbs. thrust, increase gross takeoff weight to 12,500 lbs. and get a 43,000 ft. ceiling all combined with "significant improvements in climb and cruise speed." If you have a slow senior Citation, now you know where to go.

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EBACE 2010

V.I.P. CONVERSIONS: PERFECT FOR VERY INTELLIGENT PURCHASERS.

By Jack Carroll

CLEVER A converted BAE146 might be adequate for routine business trip.

AVRO BUSINESS JETS I suppose if we wanted to tell our readers all about BAE Systems’ Avro Business Jets, we’d look for someone whose CV reads like this: Three years minding nine Avro Jets in Colombia; nine years in China handling fourteen Bae 146 aircraft operated by three airlines; based in the US for four years as a Heavy Maintenance Tech Rep on the BAE 146 and Avro RJ series; then nine years in Germany in global sales and maketing; then the last three years working on the worldwide Avro Business Jets VIP Conversion Program. You’d have to think the bloke just might know what he’s talking about - and you’d be thinking right. His name is Stewart Cordner,

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now Vice President Business Development for Avro Business Jets & BAE Systems Asset Management, where it’s his job to market those exairliners he knows so well. So what does he think is behind this recent interest in airliner conversions? “It’s the current economic situation, of course, coupled with the value for money invested proposition, as opposed to purchasing an expensive new business jet. Add to that the fact that today there are many top quality conversion/completion centers, new solid state technology developments, and more adept design houses providing truly bespoke interiors. That as opposed to picking the usual one-from-three forced design templates from a manufacturer. Is that really customer centric? Not at all. In my view it is product centric, which contradicts our ‘customer first’ philosophy.” “As to extending the range of Avro Business Jets, we offer two sets of long-range tanks in the wings, as well as a rear cargo bay fuel tank extension, and are looking into options for the forward bay as well. With full fuel on an RJ85 with 15 passengers, we’re potentially just shy of 2,500 nautical miles (nm). But with 10 passengers in an RJ70 with auxiliary tanks in the wing roots only, we’re at about the 1,850 nm mark.” Unless one is flying from London to Beijing weekly, that would appear to be quite adequate for routine business trips. BAE’s airliners were built to last and for the new business operator taking delivery of a conversion, they might well be considered ageless. Says Cordner, “The BAE 146s and Avros are good for around 60,000 cycles, but this has been pushed out to 80,000 cycles on occasion. In regards to age, there is no limit now, everything is “on condition” so the manual tells you what to check and when it’s broken or defective you fix it. Right now the average cycle age of the BAE/Avro fleet is approximately 18 to 20,000 cycles, which is a bare one-third of its capacity.” So what does this mean to the operator? He cites an example: “If one bought a 30,000 cycle model to convert, then operated it at, say, 500 cycles a year, which is normal business usage, it would take about 60 years to reach the limit!”

It’s apparent that each of the major conversion firms mentioned in this article has a “house favorite” design company that’s practically on staff. In the case of Avro Business Jets, that position falls to Birmingham-based “Design Q,” which made its reputation via designs for cars, yachts and airline interiors, such as Virgin Upper Class. And why is this firm so favored? He emphasizes that the customer is not locked in and can hire any designer he chooses. “We just offer an introduction at first and most of the time it has not been necessary for a customer to go elsewhere. As I see it, you generally have it right at three stages during the customerdesigner interface: First, when the designer engages with the client and you sense the enthusiasm building; second, when the first set of cabin renderings are shown and big smiles start reading around the room, and third, when we have the first client viewing of the completed aircraft and literally share his exhilaration. It’s a great feeling when you are passionate about an aircraft and, with your team of designers and outfitters, have managed to turn a dream into reality. And that’s the way it has been for us with Design Q; no complaints at all.” Recent sales and/or conversions by Avro Business Jets include an ABJ 70 for Hemus Airlines of Bulgaria, used by the owner and his executive team, as well as for VIP charter; an

ABJ 146-200 in high-end shuttle configuration for Casino Rodos (and its “high rollers”)in Greece; the 146-100 sale to Inflite Engineering who will install a VVIP interior; an ABJ-100 for the Presidential Flight of Abu Dhabi - its second ABJ; and a 146-200 to Gill Airways converted for corporate shuttle use and possible charter. The latter is scheduled to appear on static at EBACE 2010, where more information and ABJ news will be forthcoming. Ho-hum; more new sales, no doubt. Project Phoenix All it took was Project Phoenix’s first CRJ 200 VIP delivery late last year to a totally satisfied customer from Macau and, just like that, founder Mike Cappuccetti’s horizons widened to the point that they now include potential conversion projects ranging from Dornier 328s to Boing 737s, with his mainstay Bombardier CRJs solidly in the middle. As with anything new, there was a learning curve to be dealt with, though with the exception of regulatory issues with the new long-range fuel tank installation causing some delay, Cappuccetti said it all went pretty smoothly and according to plan. So what kind of delivery timing can a new customer expect? “From sourcing the aircraft for our customer to delivery, the process should take between 10 and 12 months.” But, he explains, “It all depends on what happens at the

VOLUME

The cabin size of the Project Phoenix CRJ200 is comparable with the largest business jet interiors.

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front end of the project, how quickly the customer moves to contract and the status of the airplane before we take it on. As to the actual time in a completion center, for example at Flying Colours, our preferred partner, it should take only about eight and a half to nine months, especially since we now have all the necessary STCs, such as for the long-range tank.” There’s a lot of peace of mind and a well-deserved reputation for reliability that attaches to a Bombardier aircraft, plus the fact that Project Phoenix only uses Bombardier’s own or factory-authorized service centers. In fact, the dispatch reliability of the CRJ 200 is in excess of 99 percent. (Who screwed up?) But a tangible and often overlooked customer benefit derives from the CRJ’s airline heritage. According to Cappuccitti, the customer has access to the lowest cost airline spares, as well as quicker and less costly airline-type maintenance overall. “You’re usually in and out very quickly, saving considerable downtime as well. And these savings can accumulate very fast.”

HERITAGE

The CRJ’s airline heritage is a tangible benefit for the Project Phoenix customer.

With a cabin size right up there with the largest new business jets, priced at $50 million and up, the value of a Project Phoenix CRJ 200 in VIP or corporate shuttle configuration is evident at its price range of approximately $17.5 and into the twenties. It all depends on the cabin specification, equipment chosen and the age of the airplane.

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EBACE 2010

About that rugged and versatile CRJ: Cappuccitti ticks off some inbred features, which include triple redundant systems for maximum safety. Three hydraulic systems each have dual pumps and either can run any one of the main controls. It also has five electrical sources, including a ram-air turbine. As to used aircraft espionage, Cappuccitti tells us, “We do the initial sourcing ourselves, so we are in constant touch with leasing companies who are taking aircraft back, banks who might own them and the airlines who may be releasing them. We have people who keep us informed, so we know where the airplanes are at any given time. It works like this: When we have a new client, we would place a deposit on the aircraft and then send a team to do a thorough records check and repurchase inspection which would include things like engine boroscopes. We do all that through third party expertise, located in reasonable proximity to the aircraft. Finally, if you’re pitching to me as a prospect, what might you say about the way you work and the depth of your organization? “One key point I’d like to get over is the fact that we’re not your basic one-off refurbishers or converters, who are generally doing fine work by the way. We sell totally renovated aircraft and I think that separates us from ‘the other guys. In my estimation we are simply delivering a superior product.” I wonder what those “other guys” would say to that? They’d respond in kind, I’m sure.

328 Support Services “When prospects start getting cold feet about buying a ‘second hand’ aircraft, they have to take a look at its pedigree first. We’re not talking about an airplane that was built from scratch for corporate use, but an aircraft that was built to demanding airline specifications, taking into account extremely heavy usage. So it’s safe to say that such an aircraft has lots of life left in it, especially when you consider its new role as strictly a business aircraft will result in a small fraction of the flight hours as well as takeoffs and landings it would run up as an airliner.” That’s the sound advice of Dave Jackson, Managing Director of 328 Support Services in Wessling, Germany that produces and engineers Dornier 328 conversions; supporting them at its main facility and via authorized service centers worldwide. He points out that there are about 170 Dornier 328s operating worldwide, mainly as airliners, but there’s a steadily growing percentage of VIP/Corporate Shuttle conversions coming off the line at 328 Support Services. In airline service, Dornier 328s are scattered just about all over the world. And wherever these airliners are supported, their new corporate or private owners can rest assured they’ll have a wide range of service centers with Dornier 328 specialist crews and mechanics to handle any of their maintenance needs. We asked Ray Mosses, Vice President, Sales and Marketing to give us a brief “pitch” on the 328’s strong points. “The first thing that gets peo-

ple’s attention is that the 328 is amazingly affordable for all it delivers to an owner and the high level of specification a customer receives. It’s rugged and robust, has excellent short-field performance, has a range from 1,400 nautical miles (nm) to 2,000+ nm with a long-distance fuel tank, the largest stand-up cabin in its class, and the opportunity to acquire the highest level of bespoke interior completion.” I’m sold, where do I sign up? While a customer can always bring in an industrial designer of his choice, 328 Support’s choice and strong rec-

ommendation is London-based 328 Design, led by one Robin Dunlop, whose firm has completed four 328s, each with its own design nuances. Not at all peas in a pod. Neither is CTM the proverbial “One-trick pony,” as its CV lists a recent Airbus 319 VIP completion as well as a number of yacht interiors. And why CTM of all the design firms in the yellow pages? “They simply know how we work,” explains Jackson, “and they know how to use every inch of the considerable space in the 328 to the customer’s best advantage.”

At 328 support, the typical VIP configuration is for up to 12 passengers, but in the real world passenger loads more often range from two to six, so there’s never a lack of space to stretch out in. A popular seating plan might have eight clubs seats in one compartment, with four more plus a dining table in a meeting or entertainment area. And 328 Support is now in the process of designing and constructing full galleys for the 328s in its own workshop. On the other hand, the corporate shuttle with 19 passengers is more like a business class cabin on an airliner, plenty of pitch between seats, no leg cramps. As to Jackson’s wish list, the target is a modest three to four 328 conversions a year, realizing that the time from sourcing a slightly scuffed 328 to delivery of a stunning VIP limousine can take from 9 to 12 months. And that depends on the lead time for materials that may be specified, such as exotic hard-to-get leathers and wood veneers for cabinetry. And of course one must take into account the inevitable stops and starts resulting from design conferences or slight disagreements with clients. Do it slow, get it right is the rule here. As with all converters, it appears that they are in the right place, at the right time, in the wrong economy, as their appeal continues to grow. And if a 12place 328 VIP cabin suits your needs and missions, you’re going to find its 10 million average cost nearly impossible to beat. And you’ll be living large in the lap of affordable luxury.

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SUPPORT

The typical configuration at 328 Support is for 12 passengers.

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EBACE 2010

THE INSIDE STORY

of Swiss headquartered Comlux Aviation in November 2007. Comlux offers completions among its many VIP aviation services and has hired talent, such as Lufthansa Technik’s Alexandra Brökelmann to spearhead its design team. He explained: “We work in the charter and management business and are asked to help with interiors.” The 30-year old company’s Indianapolis center works on the larger aircraft types, such as ACJs and BBJs. It has approvals for Bombardier Learjet, Challenger and Global types. Comlux America has just opened a large hangar, big enough to accommodate Airbus A380/A350 or Boeing 787 aircraft. The firm has been an approved BBJ completion center since February and, depending on size, can turnaround four to six aircraft per year. In February the company took delivery of its first VIP A320, which will be handed over to a private customer in

Although the Business Aviation industry hurt last year, one sector remained relatively unscathed. The shortage of VIP narrow and widebody completions houses meant outfitters were kept busy. Liz Moscrop reports ow do you make a VIP aircraft sales even more lucrative? Offer to do the interior as well. The executive interiors business can be highly lucrative and manufacturers want to cash in where they can. Airbus, for example, kept some of its capabilities in-house by establishing the Airbus Corporate Jet Centre (ACJC) in 2008. Last November it announced it had created the first VIP kit for a multi-mission A320 for a Middle East customer. The aircraft is convertible between VIPs or passengers and is scheduled for delivery this summer and ACJC has an order for a

MANAGERIAL

Challenger 850 interior by Comlux Completion USA (top). A318 executive lounge (left).

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second kit. Last year the center also launched a suite of customized services called “VIP Pass,” aimed at executive, private and government operators of Airbus Corporate Jet aircraft. The VIP Pass covers cabin upgrades, airframe maintenance and spares and support and is available for all Airbus corporate jets, including the ACJ Family, A330 and A340. It is not just the OEMs who profit from completions. Ex-Airbus sales supremo Richard Gaona took the helm

March 2011. Gaona said: “In two to three years we aim to be one of the key players in cabin completions.” Another newish entrant to the market is Air New Zealand subsidiary Altitude Aerospace Interiors, which is the only approved Boeing interiors house outside Europe and the USA. Recently, Altitude secured its first Boeing Business Jet contract for an Asian client. It will perform the work at its Christchurch facility with support from Air New Zealand Technical

tomer in China and says that market has huge potential. Flying Colours also completed the first Project Phoenix aircraft. The program was launched at the Dubai Air Show in November 2007. Gillespie says that Bombardier airframes are not the only type the company will consider. “There are a lot more airframes available,” he said. Flying Colours has been asked to work on some unusual projects, including a two-tone half leather half alligator skin seat on the aircraft for the Russian client. However, Gillespie points out that the most preferred interior option today on board is state of the art IFE and satcomms. VIP cabin conversions on older airframes have proved a popular alternative to buying new airliner-size aircraft at a fraction of the price. Even royalty has got in on the act. The Queen of England’s nephew Viscount Linley has been invited to create designs for the BAe 146-100. British Aerospace and Inflite Engineering Services asked his company, Linley Designs, to produce a conceptual interior for the aircraft.

Operations. The aircraft is due to arrive in 2012. The company has already performed several BBJ refurbishments and modifications, but this is its first green completion. Ontario’s Flying Colours has been producing the Execliner, a converted VIP variant of a Bombardier CRJ200 for several years, and delivered its first Challenger 850 to a client in Moscow in 2009. Flying Colours has three more green Challenger 850 completions in progress, plus two fur-

ther green aircraft scheduled for arrival in 2010. The completions are taking place at both its main facility in Peterborough and at the US based operation, JetCorp Technical Services. Director of sales and marketing Sean Gillespie said: “It was easy for us to make the transition to the 850 after working on the CRJ200 airframe. Having worked on seven CRJs, that helped with the 850s.” The company has just sold a CL850 to a private cus-

The Stalwarts While newer companies are making their mark, several of the most famous names in the business are reporting continuously solid business. Jet Aviation’s chief executive Peter Edwards said: “For first-tier players in the high-end completions business, there will continue to be a good level of work for the foreseeable future.” With a staff of over 800, Jet Aviation Basel is one of the world’s largest VIP and business aircraft completions spe-

WINNING

Jet Aviation’s CEO Peter Edwards anticipates a good level of work at the high level of the completion business.

FORCES

LHT fitted a VIP cabin and military equipment in an A319 of the German Ministry of Defense (center).

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CARBON The Learjet 85 interior by DesignQ has a carbon fiber structure that maximizes the cabin volume.

cialists. It has the capability and experience to outfit airliner type aircraft like Airbus A319/320, A330, A340, A380, Boeing 727, 737, BBJ as well as Boeing 747, 757 and 767 types. It also has an on-site designated Dassault Falcon completions line, which includes the Falcon 900, 2000 series as well as the 7X. It also offers completions for the Boeing 787 and the Airbus A350 aircraft, both of which will contain a significantly higher percentage of composites than today’s inservice airliners. The company is painstaking with its attention to detail. In its upholstery shop, for example, the leather on seats, cabinets and sidewalls is usually sewn and glued by hand. Heavyweight rival and Hamburgheadquartered Lufthansa Technik (LHT) has invested significantly in new facilities and staff despite the downturn. The outfitting specialist announced in November that its Tulsa, Oklahoma subsidiary BizJet International had delivered its first Airbus A318 Elite on-schedule within seven months. Work on the second of eight A318 Elites, which have been contracted by BizJet, started in January. This aircraft will be handed over in midyear 2010. Six other A318 Elites will be delivered to Airbus until the end of 2013.

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EBACE 2010

Airbus vice president for corporate jets and VIP programs Arnaud Martin said: “Airbus is delighted with this first cabin-outfitting of an A318 Elite by BizJet International, which highlights the smooth transfer of this capability from Lufthansa Technik in Hamburg to Tulsa.” Chief executive August Henningsen added: “As a result of upgrading its portfolio, BizJet sets the stage to expand its business in the important US market.” LHT has already outfitted and delivered nine A318 Elites from its Hamburg facility. After the completion of the tenth A318 Elite, which is expected to begin end of January, the program will expire in Hamburg mid-2010. All other completions of the type will be performed in Tulsa. Hamburg will then focus on narrow and widebody aircraft. LHT also handed over the first of two Airbus A319’s ordered for the Special Air Mission Wing of the German Ministry of Defense (BMVg) earlier this year. The aircraft was fitted with a VIP cabin and additional military equipment in approximately nine months, on time and within budget. The A319 is the first aircraft to have been delivered under the program to upgrade the medium- and long-haul fleets of the BMVg’s Special Air Mission Wing. A second A319 is due for handover in June.

Standard Aero’s outfitting arm, Associated Air Center (AAC), also works on widebody types. Last year it signed a new contract to complete its 16th green ACJ. The aircraft is the second ACJ completion for the same Head-of-State client. Jack Lawless, AAC president said: “This repeat business opportunity comes to us as a result of our ability to effectively fulfill the customer’s expectations upon completing their first ACJ aircraft in 2003 and the excellent support that AAC has continued to provide since then.” The green aircraft is scheduled for delivery to the client in May. Yankee Pacific Aerospace is another useful resource for interiors houses. The New Hampshire-based company provides engineering services to aircraft OEMs, major subcontractors, modification centers, aircraft owners and operators via its subsidiaries. Each entity operates autonomously, but shares resources and expertise. The company outsources some of its work to India and a year ago merged its Executive Aircraft Completions and Cabin Innovations subsidiaries to bring everything together under the Cabin Innovations brand headquartered in Tulsa.

Back in Europe, Swiss aerospace group Ruag is continuing its plans to develop its large cabin business aircraft completions arm. Ruag provides MRO services in four locations in Germany and Switzerland. Most completions work takes place in Geneva and Oberpfaffenhofen. Ruag upgraded a Cessna Citation 650 in Germany in 2006, and has worked on cabin refurbishments in Geneva for more than three decades, including the Dassault Falcon 900 and 2000 family and the French airframer’s flagship 7X. Eighteen months ago Ruag teamed with German interiors firm List Holding. The companies have so far refurbished two Embraer Legacy 600s and a Bombardier Challenger 300 and are looking to complete several more in 2010. Technology All the design houses will be looking to the aircraft manufacturers to take the lead on what comes next with interiors. The next generation to take flight from the drawing board is due to enter service within the next couple of years. Bombardier’s Learjet 85, Embraer’s Legacy 450 and 500 and Gulfstream’s G250 and G650 jets are all raising the bar in terms of cabin comfort. With over 30 years of experience in aircraft interiors, Bombardier’s Bill Goings is design technical lead - interior specialist for the Learjet 85 program. He works closely with Design Q, the agency Bombardier chose for the Learjet 85 interior. He said: “We started this program with a clean canvas, the word “wow” was our Learjet motto. And it’s worked. One time I was sitting inside the Learjet 85 mock-up with Ralph Acs, the VP of the program, and he asked me: ”Bill, how do you sell this interior?” and I said “You don’t, it sells itself.” The Learjet 85 interior has a carbon fiber structure, which maximizes cabin volume, providing a larger stand-up cabin than any existing midsize business jet. Seats can recline into full-berthing positions and have raised armrests, which retract into the seat backs. Rival Embraer has chosen BMW Group DesignworksUSA to create the cabin for its flat floor stand-up Legacy 450 and 500 midsize and midlight jets. Gulfstream’s new flagship G650 features the biggest purpose-built business-jet cabin on offer today. The aircraft seats 11-18 passengers and has 16 large oval windows. The aircraft comes with Gulfstream’s Cabin Essential package, so a single-point failure will not result in the loss of functionality throughout the cabin. That means, for example, that a toilet always flushes, water is always available and an entertainment source always works. The smaller G250 can seat up to ten passengers in two seating areas. It has a large galley with in-flight access to baggage and a 100% fresh air, low cabin altitude, quiet cabin. Last month saw the certification of Cessna’s new Citation CJ4, which can carry up to eight passengers. The CJ4 boasts the first iteration of Rockwell Collins’ Venue cabin management system, featuring XM radio, CD and high definition Blu-Ray-compatible DVD player, seat monitors, moving maps and input stations for MP3 players, plus gaming and other electronic devices. Passengers can also control window shades, the environmental system and passenger entertainment from any seat. Additionally, the CJ4 features the dual zone environmental system, a first in the CJ series of aircraft, allowing pilots and passengers to set their own temperature conditions. There are two Axxess Aircell satellite telephones, and two 110-volt power outlets on board. Flying Colours’ Gillespie said: “There are new entertainment systems in the market every six months, which brings the price down and customers want the latest technology on board.” Which goes to show that downturn or boomtime, there will always be a thriving market for high-end interiors

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FROM THE COCKPIT

CIRCLING

SHOULD WE CIRCLE TO LAND?

By LeRoy Cook

PROBABILITY

Pilots of business aircraft have greater chances of flying a circle to land approach.

Somewhere, at the bottom of a long, lonesome descent, you hope to spot the airport. The weather is reported to be at minimums for the approach, which means it could be up or down from that sacred number. And the terrain in this part of the world is up and down as well. As luck would have it, the approach course is not aligned with the muchdesired runway direction, requiring you to circle to land.

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hile these situations are thankfully rare, they can crop up, and they must be dealt with. Heavy, fast airplanes donâ&#x20AC;&#x2122;t mix well with low-level maneuvering flight, conducted with limited visibility in unfamiliar country. If not performed carefully, an approach culminating in a circle to land can be a trap, leading to a room with no exit. The rationale behind the designation of a circling approach stems from the inability of the designer to create a final approach course that lies within 30 degrees of the runway direction, the maximum allowable for a straightin landing. Some 40 years ago, there was a let-down procedure for an airport at Kansas City, Kansas utilizing the ILS for the Kansas City, Missouri

airport that was located just across a river separating the two cities. The ILS localizer for MKC was to runway 18, but it could also be used, with an increase in minimums, to conveniently land on KCKâ&#x20AC;&#x2122;s runway 22. However, it was only approved as a circling approach, since the angular difference to runway 22 at KCK was 38 degrees. Not surprisingly, unfamiliar pilots sliding down the MKC ILS with a strong west wind frequently broke out with the wrong airport in their windshield and mistakenly attempted to land at KCK without a clearance. As related above, if the final approach course is offset from the runway by 31 degrees or more, the approach must be labeled as a circling approach, no longer designated by a

runway number, but only by the airport itself. In addition, even if the approach being flown could be used for landing straight-in, the wind conditions may be such that a straight-in landing is not possible, requiring us to consult the “circling” line on the approach plate for higher minimum descent altitudes. For other examples of such limitations, consider the approaches to two different airports, using the BUM VOR. The VOR/DME runway 35 approach to Harrisonville’s LRY airport uses the 012 radial for guidance, which allows a straight-in landing since the divergence between approach course and runway is only 22 degrees. However, the VOR/DME procedure to Nevada’s NVD airport is flown on the 154 radial, and since the primary runway 20 forms an angle of 46 degrees from the final approach course, it must be flown as a circling approach (runway 13 is suitable only for VFR use). GPS guidance on LNAV approaches notwithstanding, there are still plenty of airports to which no straight-in instrument approach procedure exists. For these airports, the aircraft operator must make a decision about whether to attempt to land there, given the weather circumstances of the day. It must be realized that the accident record is considerably greater for circling-to-land approaches than for approaches offering straightin guidance. To understand the hazard, consider that a circling approach is designed to deliver the airplane to the airport, not to a runway. Instead of ending at a missed approach point, typically the end of the runway, the approach terminates over a reference spot, more or less in the center of the aerodrome. Because the pilot is then left to maneuver the airplane visually at very low altitude, in low weather conditions, while identifying the runway and orienting himself, there is ample risk of losing control and impacting the ground or obstructions. Attempting to do this at night, where it’s permitted, only increases the risk. Only If It’s VMC The easiest way to minimize the danger of flying a circle-to-land maneuver is to avoid it, prohibiting it by the company operations manual or, more typically, allowing it only if

visual flight minima prevail, not less than a 1,000 foot ceiling and 3 miles visibility. At night, I would go further and recommend circling to land only if 1,500 feet of ceiling and 5 miles visibility exist. The utility of a business aircraft predicates that it be able to complete its mission to smaller airports, close to the company’s interests, thus the chances of flying a circleto-land after breaking out of the clouds are greater than would be the case for airline crews using larger, better-equipped airports. If safety is to be preserved, procedures must be in place and followed before beginning the approach. This requires understanding what you’re attempting.

Your aircraft will fit into an approach category that specifies a minimum authorized altitude and visibility for the maneuver, initially determined by an approach reference speed (Vref), or, if none is specified, multiplying the aircraft’s landing-configuration stall speed (Vso) by a factor of 1.3. Approach Category B assumes an approach speed of less than 121 knots, category C extends the speed range up to 140 knots, and Category D accommodates approach speeds from 141 to 165 knots. Before you take pride in your airplane’s leisurely Vref, allowing you to use category B minima, are you quite sure you want to be making low-level turns at 120 KIAS? It would be wiser to fly at a speed fitting into category C,

PRECISION

Any circle-toland maneuvering must be precise with regard to airspeed, altitude and bank control.

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FROM THE COCKPIT

CIRCLING 121 to 140 knots, which will increase the required minima and the radius of any turns. Many flight departments recommend using Category D minima for any circling approach, for safety reasons. Why are circling approaches limited to higher minimums, particularly when using an increased speed? Primarily, it’s because the airspace required for maneuvering to the runway is quite large, and all of it must be obstacle-free to at least 300 feet below the minimum descent altitude. For aircraft operated in category B, the obstruction-free radius from each runway end is 1.5 miles; for category C, it’s 1.7 miles, and for D it becomes 2.3 miles. Most likely, there will be more things to hit in the larger radii, resulting in a higher MDA. If you fly a turn at 120 knots using a 30-degree bank, your no-wind radius will be .73 nautical mile, and if you wish to restrict your low-level banks to 20 degrees, the radius will be 1.16 mile. It’s evident that any circle-to-land maneuvering must be precise with

SAFETY

Stick to the instrument and fly precisely rather than glue your nose to the window. 100 - BART: MAY - JUNE - 2010

regard to airspeed, altitude and bank control, not always easy to manage with marginal visual references. If at all possible, restrict your maneuvering to standard-rate turns. A two-person crew vastly improves safety during a circle-to-land procedure, IF each pilot’s duties are clearly delineated. During the descent, the normal call-outs and acquisition of ground contact are performed, but after seeing the airport the division of labor continues. It’s best to develop procedures requiring one pilot to fly the aircraft using instrument references while the non-flying pilot maintains visual reference with the runway, taking over the controls only after the airplane is in a position assuring that it can make a safe transition to a landing. Circle Safely Pay particular attention to any notes on the approach plate prohibiting circling in certain quadrants, as in “Circling N/A west of aerodrome”. Be assured, there’s something sticking up out there you don’t want to hit. If you

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are arriving via a straight-in procedure, but with a following wind that requires you to circle to the opposite runway end, the controller may or may not specify which direction to circle. At airports with no control tower in operation, you must stay alert for unknown aircraft in the traffic pattern, or flying visually under the overcast. Once you’re out of the clouds, you’re obligated to follow the same traffic pattern standards as the rest of the aircraft and provide your own separation, notwithstanding an instrument clearance. Circle-to-land approaches presume that you will remain in visual contact with the airport throughout the procedure, easier said than done in a fast airplane. If breaking out upwind of the desired runway, you will probably want to maneuver to a track parallel to the runway for the pilot-flying’s best visual advantage. Stay within the obstruction-free area and check altitude frequently, being careful to leave enough room to turn onto final without using a steep bank. When do you leave the MDA? Only when the landing is assured and there’s no further maneuvering required, or only minimal turning. I interpret this as only after becoming well-established on the base leg, if not on final. Full flaps extension should be delayed until this point. Because you will probably not be in full landing configuration while maneuvering, it’s even more important to preserve a good margin of airspeed. If you’ve accumulated some ice on the aircraft during the descent, you’ll want to retain some additional speed on the approach and perhaps forego extending full flaps. The Illusions of Flying Low Traps to be avoided, often leading to accidents, stem from the visual illusions resulting from low-level flying, an unfamiliar regime for most of us. As we maneuver to a downwind leg, it’s tempting to place the runway at a familiar reference angle outside the cockpit window, as normally seen during a visual arrival in good weather, when you may be flying two or three times as high above the ground. This false perception creates a close-in downwind, inviting the use of a steep bank when bringing the airplane around to final. Throw in some wind drift, and it’s easy to lose altitude, or even reach the stall, when trying to make the runway. Similarly, the heightened sense of speed from the ground rushing by at low altitude tempts you to ignore the all-important airspeed indication. Again, stick to the instruments and fly precisely. Rather than glue your nose to the window and fixate on the vanishing runway, time your pattern legs to place your aircraft where you need it to be during the circle to land. If the approach requires you to cross over the runway, perpendicular to its orientation, plan on flying straight ahead for 15 seconds before rolling into a turn to the downwind leg; at 120 knots, this puts you .5 mile from the runway for the turn. As you pass the landing threshold on your downwind leg, time another 15 seconds, then roll into a 180-degree standard-rate turn. This should bring you onto a tidy final approach, give or take a bit for the winds. When and how would you fly the missed approach? Assuming you’ve seen the airport and begun the circle to land, then lost reference and must abandon the attempt, you should immediately initiate a climb and turn toward the now-unseen aerodrome, picking up the charted missed-approach heading when you are certain you’re over the airport. Remember the obstacles that could be lurking quite close by. Any circling approach should be well-briefed on the hazards in the area, and the means you’ll use to avoid them if going missed. A circle-to-land approach is a combination of instrument and visual flying, requiring a full set of skills to accomplish. Good crew coordination and strict adherence to pre-planned procedures are needed to keep the aircraft safe throughout the maneuver.

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THE DOCKET

PUBLIC/PRIVATE

ByAoife O’Sullivan

On 29 March 2010, the Civil Aviation Authority (CAA) in the United Kingdom published a 350 page document entitled CAP 789 “Requirements and Guidance Material for Operators”. The paper has been published following a period of uncertainty, as to amongst other things, the interpretation of public transport within the meaning of European and local UK legislation. What is public transport in the UK context? Aircraft on the UK register must be operated in accordance with the provisions of the Air Navigation Order 2009 (ANO). Pursuant to Article 6 of the ANO, a UK-registered aircraft is not permitted to fly for the purpose of public transport otherwise than under and in accordance with the terms of an air operator’s certificate (“AOC”). The AOC is granted by the CAA and certifies that the operator is competent to ensure that the aircraft he operates for public transport are operated safely. What about private operations carried out by AOC Holders? The issue that has arisen on the CAA’s recent audit of certain UK AOC holders is to what extent (if at all) the operator, as an AOC-holder, is able to carry out certain private operations for clients and remain in compliance with the ANO. For example, many operators will manage aircraft for clients that are not offered for charter – the Operator will instead typically oversee maintenance, arrange pilots and crew, insurance and fuel for the owner, usually because the owner does not have the capability to do so itself. The client is comfortable in the knowledge that his aircraft is being professionally managed by a regulated company within the auspices of a well respected regime. There is no question of any member of the public being carried on the flight for any consideration and in such cases, the CAA has accepted as a matter of general principle that such 102 - BART: MAY - JUNE - 2010

THE PUBLIC/PRIVATE DIVIDE IN BUSINESS services should not constitute “valuable consideration” for the purposes of the ANO as they relate only to the management of the aircraft. However, the CAA has previously taken the view that, if such Operator is an AOC holder, any flight operated by such operator falls within the definition of “public transport” and must be treated accordingly. In essence, the CAA’s view has been that an AOC holder cannot operate private flights. The CAA’s approach stems from a strict application of Article 157 of the ANO which contains the definition of “public transport”. The term “valuable consideration” has a much wider meaning than simply payment for the carriage by air. It also extends to the provision of goods and services and can therefore include some of the operational services customarily provided by Operators to its clients, subject to certain exceptions. It is paragraph (b) of Article 157 that has created the difficulty in relation to flights Operators have been purporting to operate privately: a flight will be “public transport” even if passengers are carried gratuitously, if the carriage is by an “air transport undertaking”. That term is defined in Article 155 of the ANO as “an undertaking whose business includes the undertaking of flights for the purpose of the public transport of passengers or cargo”. Given this wide definition – which certainly would apply to most operators – any AOC holder (who by definition operates public transport flights) is almost bound to be an air transport undertaking and that is the approach the CAA takes. The net result is, even where Operators operate flights for their private clients and the only financial arrangements in place relate to the management of the aircraft for the client in question, that still constitutes gratuitous carriage by an air transport undertaking and is accordingly deemed to be public transport. Ironically, if the Operator in question was not the operator of the aircraft for the “private” flights under scrutiny, this

would avoid the difficulty as the ANO rules relating to public/private flights, AOC’s, etc apply only to Operators. Given that management and operational control is typically maintained by an Operator over the aircraft even when they are being flown on behalf of private clients, the CAA’s view has previously been in the sphere of business jet management, that such company will be the “operator” for ANO purposes. One solution to ensure regulatory compliance is to move the private operations outside of the entity that holds the AOC so all private flights are undertaken by or through a separate entity. The consequence of such a restructuring is that private flights are no longer undertaken by an air transport undertaking and therefore will not be deemed to be public transport pursuant to Article 157. Foreign Operators and compliance with the ANO The difficulty for UK operators (and indeed foreign operators wanting to fly privately in UK airspace) is that the interpretation of “public transport” under the ANO is subtly different to the definition contained in EASA and indeed other international regulations. Operators need guidance from the CAA as to what exactly constitutes public transport so they can ensure compliance with both int’l and local legislation. Recently we were asked to advise on a potential breach of Article 138 of the Air Navigation Order 2005 arising out of a flight by a foreign registered aircraft. The aircraft was owned by a US Corporation certified by the FAA to conduct flights for hire under Part 135 of the FAR. When foreign operators operate flights for reward pursuant to Part 135 from the UK they are obliged to obtain a permit under Article 138 of the ANO. On board were two corporate guests of the operators. Under the FAA rules, the flight was an owner’s private

corporate use flight under FAR 91.501. The guests paid only the direct operating costs (fuel, oil and airport expenses) of moving the aircraft to the UK. Under FAA rules, such ‘expenses only’ flights are not FAR 135 ‘reward or hire’ flights. The key question was whether the direct operating costs paid by the two passengers constituted “valuable consideration” within the meaning of the ANO. The phrase “for valuable consideration” comes from the English law of contract and can be given a wide interpretation by the UK courts. The Court does not inquire into the adequacy of consideration or whether a profit is made. Even a nominal benefit is sufficient. In the context of carriage by air, for example, flights carried out on a pure costs share basis have been held to be ‘carriage for reward’. Under the Finance Act 1994, “reward” in relation to a flight is defined as “any form of consideration”. A court is therefore highly likely to look at the ‘reward’ cases for guidance on whether a flight is for valuable consideration under the ANO or not. A Court could conclude that an expenses only flight is a flight for valuable consideration. The dilemma for foreign operators (and in this case a US Operator) is that if the flight originated in the US, it would fall outside the FAR Part 135 “compensation or hire” rule. It would appear the UK rules are more restrictive than their FAA equivalents. As for penalties of a contravention of the ANO, Article 148 (6) provides that if any person contravenes any provision … he shall be guilty of an offense and liable on summary conviction to a fine not exceeding the statutory maximum and on conviction on indictment to a fine or imprisonment for a term not exceeding two years or both. The International Picture The issue with public transport is an international one, not just limited to the UK. In Europe in 2003 the European Aviation Safety Agency (EASA) assumed responsibility for Airworthiness matters, which had previously resided within National Aviation Authorities. EASA regulations and requirements have the strength of EU law and are intended to ensure a ‘level playing field’ throughout the Union. EU-OPS prescribes the requirements applicable to the operation of any civil

airplane for the purpose of commercial air transportation by any operator whose principle place of business is in a European Community Member State. The prime purpose of the ANO in the UK is safety and UK standards are regarded as some of the highest in the world. Three basic safety principles are: No aircraft may be operated in such a way that, even if an engine fails, third parties on the ground are put at risk. If there are fare paying passengers on board an aircraft, the operator is required to ensure that certain mandatory safety standards are met to ensure that risk of injury to passengers is minimised. In the case of private flights, the CAA ensures that minimum standards in respect of pilot training and licensing, helicopter construction and maintenance are met. The AOC is similar to the FAA Part 135 certificate in that they are granted only after a rigorous application process, which require operators, among other things, to develop comprehensive operating, training and maintenance manuals that would govern their charter operations. In addition, AOC Holders and Part 135 Operators are required to exercise exclusive operational control and must retain full control over all aspects of the flight. In the UK, the operating and maintenance standards of each AOC Holder are monitored regularly by Flight Operations Inspectors and Surveyors assigned by the Safety Regulation Group of the CAA. Stringent standards must be adhered to and comprehensive records kept on a wide range of requirements including: operational procedures, fuel policy, flight preparation and passenger briefing, communications and emergency equipment, maintenance system, technical records, flight crew qualifications and training and flight time limitations. Consequently, a flight in an aircraft operated by an AOC Holder should be safe and well-regulated. Strict rules govern the minimum qualifications and standards of training for pilots employed by AOC Holders. Frequent checks are carried out by the CAA. The holder of a private pilot’s licence is not legally permitted to receive any remuneration for carrying either passengers or freight.

Conclusion The overriding concern of regulators worldwide is to ensure the safe operation of aircraft on its registry, particularly where the public are concerned. Any operator not meeting the exacting standards of the regulators can be subjected to sanction. In many cases, investigations are initiated by third parties – for instance in the UK, the CAA has investigated specific complaints made by Air Operator’s Certificate (AOC) holders who are concerned their considerable investment in complying with the relevant safety requirements is being compromised by illegal operators. A public relations campaign has been undertaken to raise the profile of the AOC with the industry and the travelling public. The Business Aviation Safety Partnership (BASP) was set up between the SRG, NATS & Industry with a view to reduce the involvement of business jet aircraft in safety related events. Particular focus has been given to illegal operation of business aircraft. A leaflet entitled “Is my flight legal? – A Guide to the Air Operator’s Certificate” has been prepared and a copy can be found via www.caa.co.uk/aocholders. The real shame, however, is that CAP 789 could have been a guiding light for Operators, both locally and registered with foreign registries in assisting with a sensible understanding of what is public transport and explaining the differences between public and private flight. Instead CAP 789 suggests that anyone in any doubt as to the interpretation of “public transport” and whether the flight may be made by an operator without an AOC should seek legal advice. Marvellous news for us lawyers, but really this industry needs clear guidance and operators need to be able to operate within sensible frameworks, designed with safety in mind.  Contact details: Aoife O’Sullivan D: +44 (0)20 7720 5966 M: +44 (0)7709 432 350 E: aosullivan@gatesandpartners.com Gates and Partners 20 St Mary At Hill London EC3R 8EE United Kingdom T: +44 (0) 20 7220 5950 F: +44 (0) 20 7220 5951 E: info@gatesandpartners.com Further information is available from our website at www.gatesandpartners.com.

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SAFETY SENSE

PROCEDURES

WRONG PROCEDURE, WRONG RESULT

By Michael R. Grüninger, Markus Kohler and Capt. Giancarlo Buono

We Haven’t Always Done it this Way? ox Harbour Aerodrome’s Runway 15/33 in Nova Scotia is 1489 meters long and 23 m wide. On the afternoon of November 11, 2007, on approach to this runway the pilots of a Bombardier Global 5000 undershot, skidded over the runway and came to rest just short of a nearby housing complex. The pilots landed on this short and, on this occasion, damp runway many times before. However, this time they got it wrong: the glide path was too shallow and the pilot-in-command had adopted a non-standard, rightwing,low crosswind correction on short final approach. Canada’s Accident Investigators concluded the captain had used a wrong crosswind technique. We are not going to explore this lead in this ”Safety Sense”. We’ll focus on two other aspects that the investigation report revealed: The operator had replaced its previous airplane, a Challenger 604, with a Global 5000 and the pilots intentionally flew below the on-path indication provided by the runway’s abbreviated precision approach path indicator (APAPI). In fact, the operator’s Standard Operating Procedures (SOP) specified

CROSSWIND

Never a routine! A correct procedure has to be applied when landing in crosswind conditions.

104 - BART: MAY - JUNE - 2010

that a below on-path indication provided by the APAPI was suitable to good airmanship in order to compensate for the marginal landing distance available on that particularly short runway. Understanding the System Certain meteorological conditions or characteristics of the area surrounding a runway may impede the pilot to correctly judge the approach path. In such cases, ICAO Annex 14 (5.3.5.1) requires an aerodrome to provide a visual approach slope indicator. Various indicator systems have been installed and used over the time. Today, precision approach path indicator (PAPI) systems are widely used. On smaller runways, APAPI systems are used. Both systems consist basically of a wing bar with either four or two sharp transition multilamp units, which assist the pilot to execute the approach on a standard three degree approach slope. Such a standard approach slope is calibrated to lead the most demanding aircraft using the runway on a regular basis to a safe runway threshold crossing height (TCH). As a consequence, the Eye-to-Wheel Height (EWH) correlates with the TCH, since the optical signal from the PAPI is what the pilot uses as guidance. The higher the pilot sits over the main wheels in the approach pitch attitude, the higher the optical signal must be at the threshold to ensure a safe TCH. PAPI systems

must be calibrated to meet the EWH of the worst case airplane using it. In the case of Fox Harbour’s APAPI, it was slightly out of the three degree slope calibration due to poor ground maintenance, but had the pilot followed the on-path indication, he would have crossed the threshold with sufficient clearance. However, by doing so he would have lost some 50 meters past the runway threshold. Since his Global 5000 needed 1310 meters out of the1489 meters available for landing, he deliberately chose to “land short”. In combination with the non-standard crosswind correction and the poweridle high pitch approach, the EWH simply became too great to avoid impact of the main landing gear before the runway threshold. During interviews with a group of pilots, the Transport Safety Board discovered they did not fully understand the limitations of a visual approach slope indicator system (VASIS). They obviously were not fully aware of the fact that an on-path indication might not always ensure a safe glide path for every aircraft type using it. Keeping Up with Changes The operator previously operated a Challenger 604. Its EWH is about 1.5 m lower in the normal approach attitude than that of the Global 5000. This means that, by flying the same APAPI indication, the Global 5000’s main gear was about 1.5 m lower than

the Challenger 604’s, for which the SOPs had originally been written. By adopting the same approach technique on the short runway in Fox Harbour, the pilots ended up not just at the beginning of the runway, but short of it. Geometry made it impossible for the main landing gear to touch down on the runway. The operator’s operation manual stated: “When operating on short runways or when braking action is reduced by contamination on the runway, landing as early as conditions permit is generally considered to be good airmanship.” It seems the operator had not thoroughly considered the consequences of such an instruction. We won’t discuss whether the procedures defined for the operation of the CL 604 were appropriate. Certainly they weren’t for the Global 5000. We will also not discuss the issue of wrong assumptions about the APAPI guidance and the decision to use the runway. Section 5 of PANS-OPS Vol 1 (ICAO Doc 8168) provides the basis for the writing of Standard Operating Procedures and Checklists: “1.3 SOPs DESIGN 1.3.1 To ensure compatibility with specific operational environments and compliance by flight operationspersonnel, SOPs design should take into consideration: a) the nature of the operator’s environment and type of operation; b) the operational philosophy, including crew coordination; c) the training philosophy, including human performance training; d) the operator’s corporate culture, including the degree of flexibility to be built into SOPs design; e) the levels of experience of different user groups, such as flight crews, aircraft maintenance engineers and cabin attendants; f) resource conservation policies, such as fuel conservation or wear on power plants and systems; g) flight deck automation, including flight deck and systems layout and supporting documentation; h) the compatibility between SOPs and operational documentation; and i) procedural deviation during abnormal/unforeseen situations. 1.3.2 Flight operations personnel should be involved in the development of SOPs.”

Had the SOPs been adapted to fit operations with a Global 5000 in Fox Harbour, it would have become obvious that an approach technique involving a flight path below the onpath indication of the APAPI would not have been appropriate.

TOO HIGH

Getting the Best out of Change Those who write procedures must be able to bring with them a substantial amount of knowledge and experience. The actual procedure should be validated by a comprehensive risk assessment process. A Safety Management System provides the framework for the conduct of such a formal safety impact assessment of revised SOPs (Doc 9859 Ch. 9.8). The Management of Change implies that safety reviews are being conducted and safety cases are being developed when any change is being experienced by an operator. The introduction of the Global 5000 would have been an excellent chance to change for the better. When considering the consequences of change, three considerations should be taken into account: criticality of systems and activities, stability of systems and operational environments and, finally, past performance. Criticality of activities asks about the contribution an activity makes to safe operations. The operator, in this case, could have answered to “how critical is the use of the APAPI for the approach to Fox Harbour?”. The answer may not been to simply continue a procedure tested on the CL 604 and not rationally understandable, since undershooting the on-path indication simply shallows the approach angle and alone does not move the touch-down point further up the runway. To maintain the stability of the operation during changes, managers must update key information more frequently than otherwise. This includes reviewing and amending SOPs in the Operations Manual. Past performance does provide a proven indicator on how future performance will be. To learn from past performance and enhance future performance, effective safety assurance measures are required. Finally, as ICAO’s Safety Management Manual suggest, a formal management of change process

ON APPROACH SLOPE

TOO LOW

should support and standardize such considerations. The goal is to always have defined the best possible standards to achieve the highest possible safety level. The result of such an approach inevitably becomes a written document, mainly the Operations Manual. In the case of operators holding an Air Operator Certificate, Appendix 1 to EU-OPS 1.1045 outlines the content of an Operations Manual. However, this Appendix is not a comprehensive table of contents. It leaves a big burden on the shoulders of the responsible managers to define procedures and select information that the pilots require to safely operate an airplane. Regarding flight procedures, Chapter 8 of Operations Manual Part-A is the core procedural chapter of the Operations Manual in conjunction with the aeroplane- type specific Part-B. Michael R. Grüninger is the Managing Director of Great Circle Services (GCS) Aviation Safety Advisors. GCS assists in the whole range of planning and management issues, offering customized solutions to strengthen the position of a business in the aviation market. Its services include training and auditing consultancy, manual development and process engineering. He can be reached at michael.grueninger@gcs-safety.com or +41-79 442 44 89. His column, Safety Sense appears regularly in BART International.



ASSISTANCE

Precision approach path indicator (PAPI) systems offer a visual approach slope indicator.

BART: MAY - JUNE - 2010 - 105

PREVIEW

EBACE 2010

HAPPY LANDINGS RECEPTION

Third business airport in France, Lyon Bron is located 6 miles from the center of Lyon.

Signature is concentrating on its international efforts as it expands out of the US. Best said: “We are focusing on key business centers and growth markets this year. We are rolling out our “Signature Status” loyalty card, which offers benefits to customers, first in the US, then by Q2 to US operators in Europe and by Q3 to European operators. We are focused on consistency of service and safety standards within our global network.” Universal Weather and Aviation (Universal) also has a presence at Shannon. Jonathan Howells, regional director for EMEA said: “The airport has made a substantial investment in CBP. The list of 200 airfields will even-

European VIP fixed base operators (FBOs) and business airports have struggled over the last 18 months. Despite the economic downturn, they have retained high service standards and continue to offer value for money. Liz Moscrop reports. usiness Aviation travelers expect the best, so airports and facilities have to cater for people used to world-class service. European VIP fixed base operators (FBOs) and airports are raising their game hand-inhand with the rise of the corporate aviation sector in the region. Business aircraft ground-handling and executive terminals play a key part in the private aviation experience. VIP passengers are paying to get to their destinations in as comfortable and productive way as possible, and the crews that serve them need to be able to operate in a timely efficient manner. This means easy access to information, rest areas, and often credit facilities to pay for fuel without the need to carry large amounts of cash in several currencies. The year’s big news in Europe came from Shannon Airport in the Republic of Ireland. Shannon is the first airport in the world, outside of the Americas, to offer full US customs and border protection (CBP) pre-clearance facilities to airlines and private (Part 91) operators traveling to 200 airports throughout the USA.

LAUNCH

Opening of the US CBP PreClearance at Shannon. Left to right: Michael Ryan, General Manager, Signature Shannon; Dan Rooney, U.S. Ambassador to Ireland; Steve Gulvin, Signature Regional VP, Europe & Middle East.

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Signature Aviation acquired Shannon’s FBO in 2004 to offer a corporate handling service at a key technical stop destination for transatlantic flights. David Best, managing director Europe, said: “Shannon has become a useful stop for customers because of the ease of transfer between Europe and the US. It is a customer friendly method of entry into the country.” Signature also offers a new into-plane fuelling service on the ramp and is the only airside fuel provider on site. The FBO itself offers high-speed Internet connections, flight planning and computerized weather, as well as such passenger friendly facilities as an ATM machine, courtesy shuttle service to and from main terminal and rental cars. Crews get a pilot lounge and ground support services.

tually be extended as US airports need to have international trash incineration facilities to offer pre-clearance services.” He sees the current status of offering the service to Part 91 operators as the ‘first step’ and hopes the facility will extend to Part 135 operators in time. He said: “When officers are happy in the US that aircraft coming through present no problem, then they will extend the facility to Part 135.” He added that 60 percent of flights handled in Shannon are Part 135. From May 1 2010, Universal’s Shannon office will help eligible operators avoid paying VAT on their fuel bills. This has been imposed regardless of liability at the point of sale, so the service will save a great deal of paperwork. Steve Woods general man-

There’s No SUCH THING As R Routine outine outi ne FLIGH TS UPPOR UPPO RT FLIGHT SUPPORT Lower your airstairs at any of our 102 worldwide locations and you’ll immediately notice our warm, personal greeting. It’s the first item in our Signature Service Promise. Followed up with safe, ramp-ready handling, inviting facilities, personal attention to passengers and crew and available QuickTurnTM service. Add to that our always fair, competitive pricing, and you’ll want to make Signature a permanent part of your flight plan. Find specific information about individual locations at SignatureFlight.com.

Please visit us at EB EBACE ACE CE booth # #7070. 7070.

PREVIEW ager UVA European fuel services, said: ”We have changed our internal systems so operators will either receive invoices with a VAT number on them, or if they do not have to pay VAT we will not charge it. This will save a great deal of administration time.”

EBACE 2010 seven days a week. An hour’s drive from the capital, the airport offers border control pre-clearance for instant departure on landing, which benefits non-EU passengers in particular. There are no slots, quotas, curfews, capacity, ramp space, APU-

hangar scheduled for completion at the end of this year. In 2009 the airport won the best Business Aviation airport award from the Airport Operators Association. James Dillon-Godfray, head of marketing and development, said: “It is good to be acknowledged for providing services that are on a par with elsewhere. This is thanks to our team. We give the red carpet treatment to people.” The airport now has seven days a week car rental service based at the terminal and approval to transport pets. Biggin Hill is the only other GA airport to offer this service. Another award-winner, Marshall Airport Cambridge took the prestigious AOPA Sword last year for being an “outstanding place to visit offering value for money and helpful service.” Michael Marshall, chairman of Cambridge Holdings said: ‘We are honored and delighted. Our aim is to provide outstanding service to our customers… and I am delighted that the diligent efforts of our employees at the airport have been recognized in this way.”

usage, or noise-related limits whatsoever. On average there are fifteen rotations a day – up from a year ago. The VIP terminal has VIP and VVIP zones and hangarage is easy with a new BBJ/A318/Lineage- sized hangar and another 45,000-sqft

Located approximately 60 miles (100 km) north of London, Marshall Airport’s Business Aviation centre comprises VIP lounges, a boardroom and business services including wireless Internet. It is open daily between 7:30 to 20:00 Monday to Friday and 8:00 to 19:00 on the weekend.

The Great British Tech Stop

OPTIONS

Oxford Airport (top) and Marshall Airport Cambridge (right) are viable alternative stops to London.

Across the Irish Sea the UK has several world-class FBOs and dedicated business airports. TAG Aviation’s renowned Farnborough Airport facility has proved it can cope with high volumes of traffic, while guaranteeing a personal service. Chief executive Brandon O’Reilly said: “Our service is bespoke and we understand each individual’s needs. Although we are equipped to deal with high volumes of traffic, this is not allowed to detract from individual service.” The airport boasts some of the most spectacular facilities in Europe, including an on site hotel, the Aviator. TAG owns the airport, which is capped at 28,000 movements annually, of which only 2,500 can be at weekends. Farnborough is not the only stateof-the-art dedicated business airport in Britain. Oxfordjet opened its VIP terminal in July 2008 as a viable alternative stop for London. Oxford Airport has 1,552 meters (5,092ft) of runway (virtually identical to London City) and is open from 6:30 to 22:30

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Dedication Germany boasts the largest business jet fleet in Europe and is well served by airports throughout the country. ExecuJet Aviation, for example, has operated an FBO at Berlin Schönefeld since 2008. Representing an investment of Euro 400,000, the two-floor 400 square meter facility includes a crew lounge and operations briefing room, VIP passenger lounges, and conference facilities. Tobias Laps, general manager, ExecuJet Germany, said he has seen an increase in business across all sectors this year. “We have a large spread of aircraft from single engine sports up to G550 or Global Express types. The majority are smaller aircraft like Citations or Learjet 40s.” He said the key element to make a good FBO is to have “service minded and friendly employees who know how to treat customers and crew.” He added that short waiting times and on site maintenance are also desirable attributes. “The model is mature in the US and is still developing in many parts of Europe. Germany has a strong business aviation market, but we have typical German understatement and do not need elaborate facilities, just relaxed upscale centers to manage the expectations of passengers.”

Germany may have the largest installed Business Aviation fleet, but France is home to Europe’s busiest dedicated business airport. Paris Le Bourget has 13 hangars on site, plus several FBOS and a sizeable ramp. Dassault Falcon Service (DFS) center at Le Bourget is one of many onsite FBOs with 20,000 sqm of aircraft parking and handling provision for all types of executive jets and turboprops and maintenance for all Falcon variants. A consistently popular FBO, DFS caters to more than 4,000 aircraft movements per year. There is a private terminal for passengers, crews and luggage, as well as customs and immigration. Passengers benefit from a free bar and conference rooms and there are concierge services on offer. Crews have access to rest rooms with TV, phone, and Internet.

BERLIN

Le Bourget has attracted investment from non-European companies. Dubaiheadquartered JetEx Flight Support announced it opened a new facility in Le Bourget at last year’s Paris Air Show. Adel Mardini, chief executive said: “We are going to focus on the

Execujet Aviation has operated an FBO at Belin Schönefeld since 2008 (top). We have seen an increase in business this year, says general manager Tobias Laps.

PREVIEW

EBACE 2010

LYON BRON TO DOUBLE ITS TERMINAL CAPACITY Further to the south of France, Lyon Bron is making waves. On April 2nd, the airport celebrated the 100th anniversary of aviation on the airfield with the inauguration of a new 10,000 sq-ft hangar baptized H8. The new building, which includes a passenger lounge, will be mainly used to shelter business aircraft. Operations manager Philippe Treillet told BART, “We have numerous requests from business aircraft operators who do not find any suitable hangar f or t heir airplane.” T reillet a dded, “They even come from Geneva where they cannot find any more space”. The $4.6 million investment is funded by third-party investors. The H8 is part of a series of five hangars achievable following the demand. The airport has had a full service FBO recognized by the European Business Aviation Association since 2005. Eric Dumas, managing director said: “We had to develop assistance to attract Business Aviation.” The center has grown fast and now has a 300-sqm terminal, including a crew lounge with Internet facilities and showers. A 80-seat restaurant a nd a c onference r oom h ave a lso b een recently added to the complex. The airport is investing heavily in the coming year and will double its terminal capacity, as well as add a n ew f ire st ation and a new $694,000 facility for emergency medical helicopters will be part of the development. Located six miles from the center of Lyon, the second largest city in France after Paris, Lyon Bron is the third business airport in France after Le Bourget and Cannes. Business Aviation traff ic in Bron is steady, at around 7,000 business aircraft movements per year

COZY progression of our FBO this year.”

At St Moritz, the new VistaJet lounge looks youthful and uses the company colors.

The company has operations centres in Africa, Eastern Europe and the UAE. Spain is also a rapidly growing Business Aviation center boasting several key VIP terminals and airports.

110 - BART: MAY - JUNE - 2010

Mallorcair Spain, for example, opened its doors in 1991 and has increased its business from about 400 aircraft per annum to 5,000 movements a year in a 24/7 operation. The facility is consistently voted into Europe’s top FBOs in industry surveys. FBO expert Catherine Gaisenband has worked with several handling companies in Spain. She said: “The standard of quality of service is vital. However, it is critical that each FBO has its own personality. “Majorca will never be Farnborough,” she said, adding: “a professional team, discretion and good service are essential everywhere.” Not to be outdone by its southern European counterparts, Rome-based Argos VIP won the best Fixed Based Operator Europe in the Business Destination Annual Travel Awards 2008. The company provides several services, including FBO ground handling, flight support and charter. To speed things up for its customers, the company uses web-based software to manage each flight that enables clients to organize their flight requests in real time. The handling request can include accommodation services, catering orders, hotel and transfer requests and changes of schedule. This aspect of service is reflected in the many top quality FBO springing up around Europe. Some companies, such as VistaJet, are using lounges as an expansion of their brand. The Austrian headquartered fractional firm has built a new lounge at St Moritz Airport to cater to its passengers during the ski season. Designed by founder Thomas Flohr’s daughter, the lounge looks youthful and fresh and uses the company colors.

Of course many visitors to EBACE will have come via one of the FBOs in Geneva. The airport is Europe’s second busiest for Business Aviation after Le Bourget. Due to the phenomenal growth of traffic between 2006 and 2008, Geneva has become highly congested. Consequently, traffic has been regulated with PPRs (Prior Permission Required) since 2006 to optimize runway capacity for all users. Jet Aviation has an FBO on site. Manager Bernard Ratsira said: “Between 2002 and 2006 we handled an average of 260 aircraft per month (520 movements). It jumped up to 356 aircraft per month (712 movements) from 2007 till 2009.” He attributed this to the amount of banks and United Nations staff traveling to Switzerland. 50% of traffic is business and 35% comes from large business jet aircraft (mainly Bombardier Global Express and Gulfstreams) by private owners, large corporations, and a few charter operators. Ratsira has been working for the company for 28 years and knows what makes an FBO successful. He said key elements are: “Highly motivated dedicated personnel with long experience, a strong network behind the center (maintenance, completion, charter sales, aircraft management) and good facilities.” Although European FBOS are frequently not as glitzy as their US counterparts, they serve a different purpose. Universal’s Howells said: “FBO’s should be a gateway to the final destination. They are not the destination. Our customers want to get through as quickly as possible.”



PROFILE

EMIVEST AEROSPACE

FULL SPEED AHEAD! By Jack Carroll

As Chief Investment Officer of Emirates Investment & Development Corporation (EIDC), Anthony Power was first introduced to the SJ30 a couple of years ago by one of its distributors, Action Aviation. His first impression? Love at first sight hen I was first introduced to the SJ30 I thought, ‘What a beautiful aircraft and such phenomenal performance’,” says Power. “It was obvious to me that Sino Swearingen had developed a great product, it just needed a company with the ability to bring it to the market. EIDC specializes in transforming and supporting companies that have excellent products, but are undercapitalized.” According to Power, the Sino Swearingen acquisition was perfectly in line with EIDC’s core business. Most important, this was the company’s first acquisition in the aerospace market and that experience has been “interesting in and of itself”, particularly as to trying to retain customers – something the company has managed to do well.

“W

POWER

Anthony Power is the “authority” behind the resurrection of the SJ-30.

112 - BART: MAY - JUNE - 2010

“We have a great group of dedicated, loyal customers,” says Power. “And they understand that the aircraft will be well worth the wait. Now that S/N 008 and S/N 010 are in service with customers, they are learning that what we have been saying for years is true. Because when you look at the market there is no other light jet that has the performance of the SJ30. And, of course, there is no other aircraft in the entire business jet or, for that matter, commercial aircraft markets that can match the comfort of our sea-level cabin at 41,000 ft.” “Most of our customers are businessmen,” continues Power. “And we know many of them built their companies from scratch, much like Emivest Aerospace is doing today. They well realize how difficult this can be and fully understand what is involved in being successful. Because of this, I think they have great respect for Emivest Aerospace and its employees.” Vindication Emivest Aerospace’s first customer delivery of an SJ30 under the aegis of Emivest Aerospace last September was a major turning point for the company. According to Power, it was so important because it essentially

vindicated what the company set out to do. “We are very excited about delivering the aircraft to the owners of both SN 008 and SN 010. The fact they have been flying so frequently, for such a high number of hours and with so few squawks, is the highest compliment to the SJ30 workmanship. For example, Morgan Freeman has literally taken his aircraft all over the world and has already logged four Atlantic crossings. No light jet can do that. In short, it’s a great aircraft that just needed a little help to move forward.” At least in part, this sense of vindication and customer loyalty comes from the aircraft’s 12 psi cabin pressure that exceeds that of commercial airliners. According to Power, this translates into one thing: Customer benefit. “The SJ30 cabin pressurization system was designed to maximize comfort. Most people don’t understand that when they travel in most business jets, or even in airliners, they are sitting in cabins that are the equivalent to sitting on a mountain. Most travelers think that the fatigue they feel when they get off an aircraft is due to ‘jet lag’.” “We’re convinced that a significant amount of this fatigue is due to the fact that passengers have been breathing at 6,000 – 8,000 ft in most jets,” continues Power. “With the SJ30 this is simply not an issue. With a sea level cabin to 41,000 ft and only a 1,800 ft level at 49,000 ft, our passengers and crew do not feel tired or fatigued at the end of a typical flight or even a series of flights. You really have to experience it for yourself.” Seeing Potential Emivest says they have a sizable order book that encompasses both North America and Europe. With the recent expansion of Business Aviation in the Middle East and Asian markets, Emivest Aerospace is poised to expand into these areas as soon as possible. “With the need for long range in these markets, unmatched comfort that our sea-level cabin affords, the SJ30 is the perfect aircraft to compete not only in the light jet arena, but in the mid-size category as well”, says Power. And speaking about potential, what was it that caused EIDC to decide to

enter the aviation/aerospace sector by taking on the SJ30 project? “I think this further demonstrates the ambition and vision or our Chairman, Buti Saeed Al Ghandi, and our Board of Directors as they prepare for the next phase of our strategic growth plans,” says Power. “We are moving into a wide range of market sectors where attractive growth dynamics exist. Such development is an integral part of EIDC’s core business, and what we call ‘reengineering’ is at the heart of our unique business model. It has been successfully applied to companies in such diverse areas as manufacturing, finance, general service, telecom, construction, food, beverage and real estate. And now we’re also active in the aerospace sector.” “In essence, we view the SJ30 as an aircraft that exactly suits the market’s needs: A proven performance leader in the light jet category, as a lower cost alternative to mid-size jets, with the range and speed their operators demand,” says Power. “There is no light jet in the market-

place today that delivers its exceptional speed and range, coupled with unmatched fuel efficiency. And I should mention that with environmental concerns coming to the forefront of Business Aviation, the SJ30 offers a very low carbon footprint

due to Ed Swearingen’s trademark; a highly efficient design that minimizes its direct operating costs by keeping fuel costs down, while directly reducing its impact on the environment.”



RELAX

The SJ30 offers a sea level cabin comfort at 41,000ft.

BART: MAY - JUNE - 2010 - 113

INSIGHT

JSSI/LOUIS C.SENO

THE COST REDUCTION CONJURER provide our clients with comprehensive, flexible and affordable financial tools for managing the often unpredictable costs of operating and maintaining nearly all types of turbine-powered aircraft, including jets, turbo-pops and helicopters.

Wishing to strengthen its commitment to Business Aviation in Europe, Jet Support Services Inc (JSSI) inaugurated its new European head office at the avant-garde TAG Aviation Farnborough facility. BART took the opportunity of the official unveiling to sit down for a candid conversation with Louis Seno, JSSI President & Chief Executive Officer.

BART: Why should an operator join the JSSI program instead of following the maintenance plan recommended by the manufacturer, simply relying on the assistance of an authorized service center? SENO: There is no way you can predict some unanticipated predicaments arising out of the blue. We still use the manufacturers’ authorized service centers, but with our hourly cost-maintenance programs our clients are protected against unexpected challenges. Moreover, JSSI manages the maintenance programs for the largest single fleet of corporate aircraft in the world. Our goal is to use this tremendous buying power to negotiate significant cost savings and discounts with maintenance service centers and part suppliers – discounts that we pass down to our customers through low JSSI rates.

BART: How does JSSI differentiate itself from other maintenance organizations? SENO: JSSI is the world’s largest, independent provider of hourly costmaintenance programs for the aviation industry. We don’t do maintenance. We pay for maintenance. At JSSI we

BART: What is covered by the JSSI programs? SENO: No single program can meet everyone’s individual needs. That’s why JSSI has a range of programs that can be customized to meet the operator’s needs. Of course we are mainly known for our comprehensive and

FINANCE

JSSI sends the big check and receives several small checks.

HEADQUARTERS

JSSI headquarters are strategically located at the modern TAG Aviation Farnborough facility.

114 - BART: MAY - JUNE - 2010

flexible hourly cost guarantee programs for engines. But we also offer a “tip-to-tail” program, which is ideal for the client desiring a single source solution for the entire aircraft.

BART: What do you mean by “tip-totail” program, what does JSSI cover under that scheme? SENO: “Tip-to-tail” provides aircraft owners and operators control over maintenance expenses. It covers virtually every assembly and system on the aircraft. The program provides for everything from the airframe, engine, APU and for avionics and passenger cabin equipment. JSSI will not pay for a crack in the leather of your seat, but the program encompasses a broken latch under your seat for example. BART: It’s often made mention in your commercial literature that JSSI is offering financial solutions. What do you mean by that? SENO: We help our clients by providing scheduled or non-scheduled cost effective solutions by which JSSI pays the big check and receives several small checks from the clients. BART: How strong is your business in Europe? SENO: We have hundreds of clients in Europe, and we greatly value their business and their loyalty. The worldwide JSSI technical support structure is a key component of our client support, and we take it very seriously. Our new headquarters will be the European base for administration, which will enable JSSI to better serve our clients. We are extremely optimistic about the European market recovery, so our primary focus as a company is to further develop our infrastructure, making sure we continue to implement the best practices that have distinguished JSSI over the years, which is why JSSI enjoys a 97 percent client renewal rate. I will be residing in England and will be leading our team of experts to ensure that our clients will receive the highest quality of service.



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