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From the Editor
A WING AND A PRAYER AS WE ALL KNOW, AIRCRAFT come in various shapes and sizes - with one or more engine, piston or turbine, turboprops or jetsÂ… Their capacity varies from only one occupant to several hundreds of passengers, freight or even bombs. They may rely on "eyeball navigation" or be fully computerized, fly only locally or go halfway across the globe in a single hop. Some are even able to perform special tasks like medical missions - either as air ambulances or flying doctor services - law enforcement and environmental protection. It is a well-known fact that businesses that use aviation outperform their competitors and lead any given nation's economic growth - both in profit and in creating jobs. The economic impact of aviation as an industry in itself and in its ability to provide services to other businesses - is simply huge. Like the wheel did in times long gone, Business Aviation is a game changer, giving us a whole new capability to move around. In other words, Business Aviation deploys our business leaders and entrepreneurs around the world at the conquest of new market opportunities. Unfortunately, something has gone terribly wrong in recent years. Some segments of aviation have grown so fast that, like young cuckoos, they started to push their smaller nest mates over the edge to die. Taking advantage of the financial difficulties encountered by traditional airlines in trouble times, many el-cheapo airlines are becoming pimply on the aviation branch. Unfortunately, we find 39 low-cost airlines flying out of mere 247 European airports, while in the US only 14 'easy-on-the-pocket' airlines are sharing practically 500 airports.
Despite the current economic uncertainty in US and Europe, a report from the FAA predicts an increasing demand for air travel that could double in the next 20 years. "This year, more people will be flying more miles, and we expect this to continue into the future," says FAA Acting Administrator Michael Huerta. A large portion of this traffic is VFR. Don't be surprised, I don't mean Visual Flight Rules. In this case VFR stands for Visiting Friends and Relatives. This category in passenger statistics, together with holiday trips, makes up a large proportion of the total air traffic. This use of aviation in particular reflects our high standard of living. While perfectly legitimate, some reservations about them are in order. Productive uses of aviation ought to have precedence over consumptive exploitation. Restrictions established as a result of insufficient investment in airports and ATC systems or the overreaction top noise complaints should first of all be applied to the hordes of holidaymakers. Businesspersons and others when traveling for the purpose of generating purchasing power and maintaining world stability need the assurance that they can travel when and where needed. This applies irrespective of the kind of aircraft chosen, be it airliner, head-of-state, corporate or owner-flown business aircraft. It's now the time to make our voices heard, as the case of airport access will soon be debated at the European Parliament. Airport access limitation to Business Aviation only deserves to be squarely rejected. Now, more than ever, as the airlines prepare for the bitter fight for access, we must ensure that Business Aviation is not crushed in the process.
"Things which matter most must never be at the mercy of things which matter least." Johann Wolfgang von Goethe
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FlightSafety: Enhancing Safety for Generations
Matt Simpson Chief Pilot
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Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier Managing Editor Paul Walsh Editor-at-Large Nicholas J. Klenske Senior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries, Fabio Gamba, Michel R. Grüninger, Capt. Giancarlo Buono, Markus Kohler, Aoife O'Sullivan, Giulia Mauri, LeRoy Cook, Louis Smyth, Derek A. Bloom, Steve Nichols, Eugene Gordon 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 Carolyn Berteau cberteau@bartintl.com Production Manager Tanguy Francois Photographer: Michel Coryn, Pascal Strube 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. Bimestreil. 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
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ABACE 2013 Air BP ARINC Avinode Business Airport World Expo 2013 CAE Cessna Service Centers (COPP MEDIA SERVICES, INC.) EBACE 2013 Euro Jet Intercontinental FlightSafety International (GRETEMAN GROUP) Hawker Beechcraft Corporation Jet Aviation Dubai Jet Aviation Saudi Arabia Jet Expo 2013 JetNet LLC Jet Support Services Inc. (JSSI) RusAero, Center for Civil Aviation Services Shannon Airport Universal Avionics Universal Weather and Aviation, Inc.
DEC - JAN - 2012 - 2013 Volume XXIII - No 6 BART No 142 WWW.BARTINTL.COM
SECTIONS
4
EDITORIAL
8
FAST TRACK
22
BUSINESS NEWS
25
EUROPEAN UPDATE
26 CEO S CORNER
81
PROFILE
UPGRADE The newly launched Falcon 2000LXS offers improved airport performance, payload and cabin comfort compared to the Falcon 2000LX.
OUR COVER Universal Weather and Aviation have supported Business Aviation worldwide for over half a century, facilitating over 2.5 million trip legs in the process.
CONTENTS 28
60
MEBA PUTS GROWTH IN THE SPOTLIGHT As MEBA approaches expect the industry to focus on the great potential the region holds, Nick Klenske previews the show while Liz Moscrop unwraps a selection of regional developments in the sector.
SLOTS, MAINTENANCE AND HIGH ALTITUDE HAZARDS Legal expert Giulia Mauri looks at developments in the secondary market for slots, Bernard Fitzsimons looks at maintenance provision in the Middle East, LeRoy Cook examines the hazards at high altitude and the experts at Great Circle Services look at the importance of entering the right data.
42 TRIP PLANNERS, FUEL AND EMBRAER ASSEMBLY FLORIDA Jack Carroll reports on trip planners striving for perfection. The experts at Universal Weather and Aviation look at flying from the Middle East, Jack Carroll details the world’s top fuel suppliers and Paul Walsh looks at how Embraer gives customers peace of mind in Melbourne, Florida.
72 REPORTS AND PROFILES Marc Grangier reports on our industry weathering the market storms at NBAA in Orlando Florida, Paul Walsh profiles CRS Jet Spares and we sit down with Larry Flynn, President of Gulfstream.
COMLUX AVIATION SERVICES IS APPOINTED LEGACY AND LINEAGE SERVICE CENTER BY EMBRAER Comlux The Aviation Group is pleased to announce that Comlux Aviation Services, its exclusive maintenance and refurbishment center, has been appointed by Embraer Executive Jets as the first independent Lineage 1000 Authorized Service Center (ASC) in North America in addition to being approved as a Legacy 600/650 ASC. Located in Indianapolis, Indiana, Comlux Aviation Services will support Embraer Executive Jets’ large executive jets fleet by providing exceptional scheduled and unscheduled maintenance, avionics, structural repairs and unparalleled interior refurbishments. ”We welcome Comlux Aviation Services to the growing family of Embraer Authorized Service Centers and we are very proud to bring the extensive capabilities of Comlux Aviation Services to both the Lineage 1000 and the Legacy 600/650. Comlux has earned an excellent reputation in the large and ultra large executive jet maintenance and completion market and those services are now available to Embraer Legacy and Lineage owners.” said Scott Kalister, Vice President, Customer Support and Services for the U.S., Canada, Mexico and the Caribbean, Embraer Executive Jets. “We are honored to not only be approved as the first Lineage ASC, but to join the Embraer Executive Jets’ Legacy ASC network. This new endorsement complements our existing approvals for other large-cabin business aircraft” said Tony Bailey, CEO of Comlux Aviation Services. “Our aircraft technicians have a high level of experience and training which provides Embraer operators in North America access to exceptional aircraft service.” Comlux The Aviation Group is pleased to announce that Comlux Aviation Services, its exclusive maintenance and refurbishment center, has been appointed by Embraer Executive Jets as the first independent Lineage 1000 Authorized Service Center (ASC) in North America in addition to being approved as a Legacy 600/650 ASC.
CESSNA AND CAIGA SIGN CONTRACT FOR JOINT VENTURE Cessna Aircraft Company, a Textron Inc. (NYSE: TXT) company (through Textron Far East Pte. Ltd.), has entered into a joint venture contract with China Aviation Industry General Aircraft Company Ltd., (CAIGA) (through CAIGA North China Aircraft Industry Co., Ltd.), in accordance with their previously announced strategic agreement, for the formation of a joint venture company to conduct final assembly of Cessna Caravan utility turboprop aircraft in China for the Chinese market. The joint venture contract also contemplates the possibility of designing and assembling new models of utility turboprop aircraft in the future. Formation of the joint venture company remains subject to various government approvals and customary conditions. Cessna's Wichita, Kansas operations will provide components and parts manufacturing and sub-assemblies for the Caravan aircraft to be sold by the joint venture. Joint venture operations in Shijiazhuang will be designed to conduct final assembly, paint, testing, interior installation, customization, flight testing and delivery of the Cessna Caravan to in-country customers. "Since its introduction, the Cessna Caravan has proven to be an incredibly reliable aircraft and is particularly well suited for growing global markets," said Scott Ernest, Cessna's president and CEO. "Cessna is pleased to bring the Caravan to customers in China who will benefit from its quality and versatility."
8 - BART: DEC - JAN - 2012 - 2013
VISTAJET PLACES $7.8 BILLION BOMBARDIER ORDER
Bombardier announced the largest business aircraft sale in its history. VistaJet, a world-leading luxury aviation company and exclusive operator of Bombardier business aircraft, has signed a deal for up to 142 Global business jets which includes firm orders for 56 Global jets and options for a further 86 Global jets at a 2012 U.S. list price value of more than $7.8 billion if all options are exercised. The value of the firm order is approximately $3.1 billion at 2012 list prices. The firm order comprises 25 Global 5000, 25 Global 6000 and six Global 8000 jets. Deliveries of these aircraft will begin in 2014. The agreement also includes options for 40 Global 5000, 40 Global 6000 and six Global 8000 jets.
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AGENDA MEBA 2012 December 11-13 Dubai, UAE SCHEDULERS & DISPATCHERS CONFERENCE 2013 January 22-25, San Antonio TX, USA HELI-EXPO 2013 March 4-7 Las-Vegas Nevada, USA Business Airports World Expo March 19-21 Farnborough, UK
GULFSTREAM BEGINS DELIVERING G280 TO CUSTOMERS Gulfstream Aerospace Corp. has delivered its first super mid-sized G280 aircraft. The fully outfitted business jet went to a U.S.-based manufacturer with a worldwide presence spanning 190 countries. The best-in-class G280 aircraft earned type certificates from the U.S. Federal Aviation Administration and the Civil Aviation Authority of Israel on Aug. 30. “Gulfstream is excited to deliver this aircraft to a dedicated customer who has worked so closely with us on the G280 program,” said Scott Neal, senior vice president, Sales and Marketing, Gulfstream. “In preparation for our first deliveries of this aircraft, we took a G280 to several fixed base operators around the United States, so their employees could familiarize themselves with the handling requirements for the G280. That was just one of several efforts intended to ensure a smooth entry-into-service for this aircraft. “This is an illustrious occasion that signifies the beginning of full-scale G280 manufacturing. We congratulate the G280 design and build teams, our suppliers and our customers for their tremendous contributions to the G280 program. It won’t be long before we’re seeing the G280 landing and taking off at airports around the world.”
STANDARDAERO TO OFFER AVIONIC UPGRADES FROM ACSS FOR BUSINESS JETS StandardAero announced that it has signed an agreement with ACSS to offer its line of advanced Automatic Dependent Surveillance-Broadcast (ADSB) products for business jets. Installing ADS-B-capable products are part of the FAA’s NextGen initiative. “ADS-B is a cornerstone technology of the FAA’s NextGen airspace redesign project,” said Jeremy Thomas, Avionics Product Director, StandardAero. “Our customers want to take advantage of the safety and operational efficiencies of ADS-B and NextGen. We’re working with ACSS to bring their certified and performing systems into business jet platforms.
SNECMA KICKS OFF SILVERCREST ENGINE TESTS Snecma (Safran group) announced that it has started ground development tests of the new Silvercrest business jet engine. The first complete Silvercrest engine (First Engine To Test) is instrumented with a number of sensors, recording over 900 different parameters and monitoring the engine’s mechanical and thermodynamic performance. The tests are being performed on a test cell at Snecma’s Villaroche plant near Paris. Dedicated to the Silvercrest engine, the test cell is fitted with latest-generation control and monitoring systems. Three other development engines are under construction, and a total of eight engines will be used for testing and certification. “The start of tests on the first complete engine culminates several years of intensive work by the program team,” said Laurence Finet, Silvercrest General Manager at Snecma. “Since the start of development in 2010, nearly 1,000 engineers and technicians have worked on engine design, manufacture and assembly. Today’s test is a major milestone for the entire Silvercrest team and the program, and will pave the way for engine certification.”
10 - BART: DEC - JAN - 2012 - 2013
ROLLS-ROYCE CELEBRATES 50TH ANNIVERSARY OF POWER-BY-THE-HOUR Rolls-Royce, the global power systems company, celebrated the 50th anniversary of ‘Power-by-the-Hour’, its pioneering approach to engine maintenance management that forms the basis of the company’s market-leading CorporateCare® service. ‘Power-by-the-Hour’, a Rolls-Royce trademark, was invented in 1962 to support the Viper engine on the de Havilland/Hawker Siddeley 125 business jet. A complete engine and accessory replacement service was offered on a fixed-cost-per-flying-hour basis. This aligned the interests of the manufacturer and operator, who only paid for engines that performed well. Rolls-Royce CorporateCare®, launched in 2002, added a range of additional features. These include Engine Health Monitoring, which tracks on-wing performance using onboard sensors; lease engine access to replace an operator’s engine during off-wing maintenance, thereby minimizing downtime; and a global network of authorized maintenance centers to ensure that worldclass support is readily available to customers whenever required.
RusAero EXPANDS INTO NEW PREMISES RusAero, the Russian market leader specializing in the field of ad hoc flight support and ground handling has moved to new premises with increased staffing resources. Previously dispatch resources were increased by up 20% to provide better operational procedures. "We're boosting our dispatch facilities again which will allow us to meet our goal of increasing aircraft traffic. Also we expect the flight requests to grow since we have launched a new Business Aviation FBO "Pulkovo-3" in Saint-Petersburg", says Sergey Trofimov, Deputy Executive Director. Pulkovo-3 includes a 43,000-sq-ft, two-story business aviation terminal that has the capacity to take 1,500 passengers per day. The facility also has space for up to 20 business jets to park. RusAero is the leading business aviation agency, providing support in Russia and CIS countries with the widest branch of offices. At this moment CCAS RusAero supports approximately 4500 flights a month, providing a wide range of ground handling services and flight support for the Business Aviation including private and corporate flights, business and commercial charters, ambulance and humanitarian endeavors.
12 - BART: DEC - JAN - 2012 - 2013
LUFTHANSA BOMBARDIER AVIATION SERVICES AWARDED
At this year’s NBAA show Bombardier Aerospace recognized the winners of the 2012 Authorized Service Facility (ASF) Excellence Awards. Lufthansa Bombardier Aviation Services won the award in the categories of best Overall and best European authorized facility. The ASF Excellence Award is presented on an annual basis to Bombardier ASFs in five award categories: Overall Winner, North American, Europe, International & Line Maintenance The award recipients distinguished themselves successfully through a set of (13) thirteen performance metrics which include components of Customer influence, quality assurance and technical compliance. During the award ceremony, Éric Martel, President Bombardier Customer Services & Specialized and Amphibious Aircraft provided the awards to Christoph Meyerrose, Managing Director of Lufthansa Bombardier Aviation Services.
GE HONDA AERO ENGINES HF120 NEARS COMPLETION OF CERTIFICATION TESTING GE Honda Aero Engines announced it will complete Federal Aviation Administration (FAA) certification testing on its HF120 engine by year end. “It has been an eventful year for HF120 engine certification tests,” said Terry Sharp, president of GE Honda Aero Engines. “GE Honda Aero Engines has submitted more than 93 percent of the certification documents to the FAA with more than 83 percent already approved. We anticipate finishing the remaining tests by late December with engine type certification from the FAA expected mid-2013.” A total of 13 HF120 engines have accumulated more than 5,500 hours and more than 7,000 cycles during development and certification testing at eight locations, including Evendale and Peebles, Ohio; Lynn, Massachusetts; Tokyo and Takasu, Japan; Burlington and Greensboro, North Carolina; and Valparaiso, Florida (Eglin Air Force Base). Among the tests successfully completed this year are low pressure shaft separation, initial maintenance interval, induction icing, emissions, fan blade out, water ingestion and over temperature testing. The three remaining tests for certification include medium bird, the 150-hour block endurance test and crosswind.
MULTI-MISSION BEECHCRAFT KING AIR 350ER SPEED RECORD
JSSI INTRODUCES BR725 PLATINUM ENGINE PROGRAM FOR GULFSTREAM G650 Jet Support Services, Inc. (JSSI) has announced its new Platinum Maintenance Program for the Rolls-Royce BR725 Engines. The first JSSI Platinum Program was launched in 2010 and is designed specifically for owners and operators of large cabin aircraft like the new Gulfstream 650. JSSI BR725 customers will receive comprehensive coverage. JSSI customers have the option of adding coverage for scheduled repair and replacement of Life Limited Components, as well as routine inspections. In addition to the newly added BR725, there are also JSSI Platinum Programs for Rolls-Royce BR710, Tay 6118, 611-8C and AE3007A1E, A2E engines, as well as GE-CF34-3A, 3A1, 3A2, 3B, 3B1, and 10E7 engines. This new BR725 Platinum Engine Program adds to the full range of comprehensive offerings of Engine, Airframe and APU coverage provided by JSSI. Whether operating an in-service aircraft or one that was just delivered from the factory, JSSI (NBAA Booth #3711) has numerous options that provide maintenance budget stability to meet the needs of today’s dynamic flight operations.
14 - BART: DEC - JAN - 2012 - 2013
Hawker Beechcraft Corporation (HBC) announced it has been recognized by the National Aeronautic Association (NAA) for a new speed record set by its Beechcraft King Air 350ER. President of the NAA, Jonathan Gaffney, awarded the company with the official certificate at the 2012 National Business Aviation Association annual convention in Orlando. HBC’s Multi-Mission Beechcraft King Air 350ER demonstrator aircraft set the record for “Speed Over a Recognized Course” during a Sept. 11 flight at 276.03 miles per hour (444.23 km/h) from Luxor, Egypt to Nairobi, Kenya. It is a new world record, sanctioned by both the NAA and the Federation Aeronautique International (FAI) in Switzerland. “This speed record, along with the successful world tour of the demonstrator, verifies the high performance, flight characteristics and versatility of the King Air 350ER and our commitment to the worldwide special mission market,” said Dan Keady, senior vice president, Special Missions.
ARINC DIRECT LAUNCHES CONNECTONBOARD ARINC Direct premiered its new ARINC Direct ConnectOnboard Communications System at this year’s NBAA Annual Meeting and Convention. The new system offers three distinct capabilities in one portable device. Complete ACARS messaging (including graphical weather), utilizing an iPad application as the user interface, high quality voice using an iPhone or Android device, and managed email (Outlook, Yahoo, Gmail, Blackberry, Hotmail, AOL, Microsoft Exchange). Using the Iridium or Inmarsat Satellite networks, the ARINC Direct Connect system enables global connectivity and seamless operation of common communication forms for both pilots and passengers. And for existing ARINC Direct customers, the ACARS messaging functionality is completely interoperable with their ARINC Direct online account. It is also completely integrated into existing ARINC Direct iPad applications. All existing ACARS messaging functionality, such as Digital ATIS, Pre-Departure Clearances, Oceanic Clearances, position reporting, OOOI events, weather requests, etc. are supported in the ARINC Direct Connect system. With two channels, the system supports simultaneous voice and data communications or even two simultaneous voice calls.
UNIVERSAL® LAUNCHES NEW SMS SOLUTION Universal Weather and Aviation, Inc. announced that it has launched a new fully scalable Safety Management System solution: Safety Management & Integration (SM&I). “Because a safety management system (SMS) is such an integral component of Business Aviation, it was a natural extension of our trip management solutions to enter the market and alleviate some of the challenges our clients and the industry face regarding what an SMS actually is, what it means, and what it’s supposed to do,” said Randy Stephens, Division Vice President, Product Management and Specialty Services, Universal®. “Some operators believe SMS is something you can ‘buy,’ or a series of boxes you check. That’s not our solution. SM&I is a strategic assembly of products and services that utilizes state-of-the-art-technology, knowledge experts, and human resources to help empower organizations to confidently make effective decisions about their SMS. SM&I resolves all the components of an effective and compliant SMS.”
HONDA AIRCRAFT BEGINS HONDAJET PRODUCTION
Honda Aircraft Company announced that it has commenced production on the much anticipated HondaJet, the world’s most advanced light jet. During a press conference at the National Business Aviation Association (NBAA) annual meeting and convention in Orlando, Fla., the company also highlighted key testing milestones that have been successfully accomplished with the HondaJet moving closer to certification and delivery. “An assembly line for HondaJet production is in place, major aircraft components including the fuselage and wing have been produced, and we have started assembly of the first customer aircraft,” said Honda Aircraft President and CEO Michimasa Fujino. “Commencing production is the most important milestone in the HondaJet program to date, with only the future Federal Aviation Administration Type Certification and first customer delivery ranking greater in significance.”
16 - BART: DEC - JAN - 2012 - 2013
JEPPESEN INTRODUCES NEW FLITEPLAN ONLINE SOLUTION Jeppesen, a unit of Boeing Flight Services,introduces Jeppesen FlitePlan Online for Business Aviation operators. The new Web-based flight planning solution features an enhanced user experience and allows worldwide flight plans to be designed and filed in less than one minute. Jeppesen FlitePlan Online builds on the framework of previous Jeppesen flight planning tools to greatly simplify the flight planning process, incorporating an easy to use, intuitive graphical interface. Jeppesen FlitePlan Online for Business Aviation operators includes intelligent routing, weather and weight and balance capabilities based on an operator’s exact aircraft configuration. The solution also stores all relevant flight planning data in a single online resource, allowing for repeatable flight planning operations and decreased pilot workload. “Jeppesen FlitePlan Online for Business Aviation operators revolutionizes the flight planning process and offers a choice for delivery, through our mobile and PC-based solutions,” said Tim Huegel, director, Jeppesen Aviation Portfolio Management. “Eliminating slow load times and multiple-step data entry processes, Jeppesen FlitePlan Online was created in concert with pilot user experience data to build a solution that simplifies flight planning through a clean design interface that is intuitive to use by pilots.”
BALDWIN AVIATION TO RECEIVE FIRST SSA CERTIFICATE
ROCKWELL COLLINS TESTS FIRST TOUCH-SCREEN PRIMARY DISPLAYS
Baldwin Aviation, Inc. (BAI) was recognized as the first ever recipient of a Support Services Affiliate (SSA) Certificate awarded by the International Business Aviation Council (IBAC) at the 2012 National Business Aviation Association (NBAA) Convention in Orlando. Baldwin is the initial organization qualified by IBAC to provide Safety Management System (SMS) implementation, maintenance and tracking services; and to develop and maintain policies, standards and procedures for operators of business aircraft. IBAC created the new category to qualify SMS implementers in September 2012 to more specifically define aviation support organizations capable of providing service support to business aircraft operators. In citing Baldwin Aviation as the first SSA, IBAC stated that recipients of its certification “undertake to ensure that they will adhere to current IS-BAO standards and procedures and comply with applicable support services affiliates’ policies posted on the IBAC website.” IS-BAO is a code of best practices which essentially structures ISO 9000 principles to apply to aviation safety.
Rockwell Collins began flight testing for its latest configuration of Pro Line Fusion® featuring the industry’s first touch-screen primary flight displays. The tests are taking place on the company’s Hawker Beechcraft King Air B200GT. “Seeing this aircraft lift off the runway and realizing the positive impact that our touch-screen technology will have on aviation is a proud moment,” said Greg Irmen, vice president and general manager, Business and Regional Systems for Rockwell Collins. “First flight for this latest configuration of Pro Line Fusion is a significant step in our development process. We’re on track for bringing this innovation to market as planned.” Rockwell Collins’ Pro Line Fusion with touch-screen and cursor-controlled flight displays will debut as a retrofit option from Hawker Beechcraft Global Customer Support (GCS) for Pro Line 21™ equipped King Air aircraft. Certification is expected by the end of 2013 with entry into service in early 2014.
Jet Aviation Dubai Enjoy our local hospitality; experience our global FBO network
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Meet the team who understands the needs of business travelers. Our award-winning FBO team has a can-do attitude and provides efficient, friendly service for which we are consistently rated the number one FBO in the Middle East and Africa. Enjoy the comfort of our VIP customer and pilot lounges, conference and prayer rooms, as well as our in-house immigration and customs clearance services. And take advantage of our limousine and car services or our cleaning crew ready to ensure your aircraft is spotless prior to departure. Our Dubai team delivers the best in local service, our global network serves you everywhere else. Personalized to Perfection.
JET AVIATION INCREASES FLEET WITH 20 NEW AIRCRAFT Jet Aviation has added 20 new aircraft to its global aircraft management and charter fleet since May 2012, two of which are available for charter. Jet Aviation has grown its global aircraft management and charter fleet by 20 aircraft since May, with 11 new aircraft added to the managed fleet in the U.S. and nine in EMEA and Asia. All aircraft in the fleet include the latest safety enhancements, navigation devices, communication tools, business amenities and entertainment systems to provide comfort and efficiency. Fleet expansion in the U.S. includes two Global Express aircraft, two Falcon 900s, two Gulfstream 550s, a Gulfstream 450, one Falcon 7X, a Falcon 50, a Challenger 604 and a 601. In EMEA and Asia, the company added two G550s, two G450s, a Challenger 300, a Hawker 800XP, a Falcon 7X. The company is also bringing a G650 into its fleet in early spring 2013, as well as a Moscow-based Global 5000, with delivery expected in December 2012.
HAWKER BEECHCRAFT TO PROVIDE NEXT GENERATION LED FOR KING AIR Hawker Beechcraft Global Customer Support (GCS) has teamed with Astronics Corporation, through its whollyowned subsidiary Luminescent Systems Inc., to provide new light emitting diode (LED) landing and taxi lights for the Beechcraft King Air family. Astronics’ LED lighting solution replaces the aircraft’s existing filamentbased lighting system with a high reliability, 10,000 hour average life solution, dramatically reducing maintenance costs and power consumption while providing wide beam, taxi and deeper downfield illumination in the airport environment. “Customer interest in LED lighting for the King Air family has been robust and we’re excited to work with Astronics to bring this capability to the market,” said Christi Tannahill, Hawker Beechcraft senior vice president, Global Customer Support. “These new lights will provide our owners and operators with a best-in-class landing and taxi lighting solution.”
18 - BART: DEC - JAN - 2012 - 2013
ROCKWELL COLLINS ADDS TO APPLE® EXPERIENCE ON JETS
Business jet travelers can take full advantage of an onboard Apple® iTunes® library to share movies, TV shows and music wirelessly and on demand with Rockwell Collins’ new Skybox™. “Skybox extends the capability of your business jet cabin system by integrating Apple’s magic,” said Dave Austin, vice president and general manager, Cabin Systems for Rockwell Collins. With one terabyte of onboard storage capacity, Skybox is the first airworthy solution to securely stream digital rights management (DRM) Hollywood-protected content both to cabin displays, and to Apple devices brought on board. Skybox gives each passenger the ability to play any content stored in the system’s library on up to 10 Apple iOS devices. Passengers can also stream movies, photos or business documents from their devices to cabin displays. “Skybox makes it possible for our customers to pick up from where they left off at home or the office when they step on board an aircraft,” said Austin.
JETEX EXTENDS FUEL SERVICES IN BRAZIL
DASSAULT INTRODUCES FALCON 2000LXS
Jetex Flight Support has taken its first major step into the expansion of the company in South America, particularly in Brazil. As of October 2012, Jetex can supply fuel to international operators in domestic airports in Brazil. Brazil is an emerging market and since the beginning of Jetex operations, a significant growth in private aviation has been observed in Brazil. There is an increasing demand for VIP transport. In the last five years, traffic at airports within 100 miles of Sao Paulo has doubled. Between 2010 and 2011, there has been a 14 per cent growth in the number of private jets in Brazil. The helicopter market is also emerging rapidly, with a growth of about 12 percent per year. The next couple of years show a promising future for Business Aviation in South America with the World Cup to be held there in 2014 and the Olympics in 2016. This move will effect Jetex operations throughout the emerging market of Brazil. Prior to the announcement, this service was only available to Jetex clients at international airports in Brazil. The Fuel network has now been extended to both domestic and international airports and fuel services can be provided in any location throughout Brazil.
Dassault Falcon has launched the Falcon 2000LXS, offering improved airport performance, payload and cabin comfort compared to the Falcon 2000LX which it will replace in 2014. The 4,000 nm Falcon 2000LXS will allow operators to access more airports because of new full-length inboard slats which give the aircraft category-leading airport performance and balanced field length. “Customers are demanding more of their business jet and that’s what Dassault is delivering in the Falcon 2000LXS. Like all Falcons, the 2000LXS will offer the best fuel economy and the lowest operating costs in its category, said John Rosanvallon, President and CEO of Dassault Falcon.
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Meet our Jeddah and Riyadh teams who understand the needs of VVIP and business travelers. As the first foreign company to set up an FBO in the Kingdom of Saudi Arabia we are very proud to have served our customers for over three decades, always making them feel welcome and at ease. We recently moved into a new state-of-the-art FBO facility in Jeddah, ensuring faster turnaround times, enhanced privacy and better security. Jet Aviation also secured the 25-year right to continue operating out of Riyadh, including a significant expansion of the existing FBO. Our Jeddah and Riyadh teams deliver the best in local service, our global network serves you everywhere else. Personalized to Perfection.
CESSNA RENEWS AGREEMENTS WITH JET AVIATION Cessna Aircraft Company has signed agreements renewing the appointment of Jet Aviation’s operations in Dusseldorf, Germany, and Zurich, Switzerland, as Citation Authorized Service Facilities. The extension of Cessna’s relationship with Jet Aviation is the latest development in Cessna’s drive to expand its customer support network in Europe. The company recently launched new Cessnaoperated Citation Service Centers in Doncaster, United Kingdom, and Valencia, Spain, which complement existing Citation-operated Service Centers in Paris, France, and Prague, Czech Republic. Joe Hepburn, Cessna senior vice president, Customer Service, said: “With more than 1,000 Citation business jets operating in Europe, our focus is on providing Cessna’s current and future customers with the best aftermarket support in the industry. Jet Aviation has been an effective customer support partner for Cessna and we look forward to our continued partnership.”
CAE AND APS TO PROVIDE UPSET PREVENTION TRAINING AT OXFORD AE and Aviation Performance Solutions (APS) announced an extension of their partnership to provide comprehensive academic and in-flight Upset Prevention and Recovery Training (UPRT) to flight instructors and student cadets attending CAE Oxford Aviation Academy flight school programs. Student pilots will receive Basic UPRT training with options for an upgrade program. Instructors will go through a Professional Pilot UPRT program. The UPRT program is designed to teach pilots how to recognize, avoid and effectively recover from stalls, airplane upsets and a range of other unusual attitude situations, as well as enhance overall manual flying skills to improve safety of flight. “The program CAE and APS are delivering to cadets and flight instructors is a proven approach to reducing the potential threat of loss of control in-flight,” said Jeff Roberts, CAE’s Group President, Civil Simulation Products, Training and Services. “Graduates will not only understand the theoretical concepts of stalls and loss of control, they will develop confidence through the practical experience of recovering their aircraft safely.”
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DASSAULT TRAINING PROGRAM GRADUATES 300TH TRAINEE
Dassault Falcon’s Certified Practical Training Program has passed the 300th trainee mark, demonstrating its growing popularity among Falcon operators and service centers. Mr. Wu Jian Ming from Business Aviation Asia, based in China, was the 300th participant. By using real production aircraft and actual work cards, the Practical Training Program puts students in real-life maintenance and trouble-shooting conditions, providing a smooth transition from required theoretical training and simulator training. “This innovative approach means that the trainees are better prepared and more efficient when it comes to working on Falcon aircraft in the field,” said Eloi Dufour, Director Customer Relations. “It is not just a ‘show and tell’ exercise. Each student performs the required tasks himself and works on green aircraft – i.e. without interior fittings – allowing for easier access to all aircraft components.”
HAWKER BEECHCRAFT INTENTS TO EMERGE FROM CHAPTER 11 AS STANDALONE COMPANY Hawker Beechcraft, Inc. (Hawker Beechcraft) has announced that it intends to emerge from Chapter 11 protection as a standalone company. Hawker Beechcraft also announced that it is no longer pursuing a transaction with Superior Aviation Beijing Co., Ltd. (Superior) because the parties could not reach agreement on the terms of a Plan Sponsorship Agreement. Robert S. “Steve” Miller, CEO of Hawker Beechcraft, Inc., said, “We made the decision to proceed with the standalone Plan of Reorganization after determining that, despite our best efforts, the proposed transaction with Superior could not be completed on terms acceptable to the company. We are disappointed that the transaction did not come to fruition, but we protected ourselves by obtaining a $50 million deposit from Superior that is now fully non-refundable and property of the company. The go-forward business plan we have developed with our creditors ensures that we will emerge from this process in a
strong operational and financial position, with an enhanced ability to compete well into the future.” Business Plan Upon its emergence from Chapter 11, the company intends to rename itself Beechcraft Corporation and will implement a business plan that focuses on its turboprop, piston, special mission and trainer/attack aircraft – the company’s most profitable products – and on its high margin parts, maintenance, repairs and refurbishment businesses, all of which have high growth potential. Bill Boisture, Chairman of Hawker Beechcraft Corporation, said, “Beechcraft Corporation will emerge as the world’s leading designer and manufacturer of turboprop, piston and trainer/attack aircraft with the largest global customer support network in the industry. Our business strategy will focus on growing our key existing product lines: high performance single and twin engine piston and turboprop aircraft, uniquely missionized variants for the global special mission market, and multi-role light attack and trainer aircraft systems, as well as the product development opportunities within these segments.”
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HONEYWELL FORECASTS UP TO 4% BUSINESS AVIATION GROWTH In its 21st annual Business Aviation Outlook, Honeywell is forecasting nearly 10,000 new business jet deliveries worth about $250 billion from 2012 to 2022. The 2012 Honeywell survey reflects an approximate 9 percent increase in projected delivery value over the 2011 forecast. The expected gains come from pricing increases and a change in expected business jet mix, which reflects a continued trend toward larger business jet models. Honeywell forecasts 2012 deliveries of approximately 680 to 720 new business jets, a single-digit increase over levels reported last year. “Next year’s totals are anticipated to be of similar magnitude, reflecting the protracted nature of the global economic recovery,” said Rob Wilson, president, Honeywell Business and General Aviation. “Over the medium term, a return to historical growth conditions supported by globalization, wealth creation in developing nations and new aircraft development should boost orders and support accelerated growth beginning mid-decade. Despite the economic challenges our industry has been dealing with for the past 40 months, we believe some progress is being made.” Survey Findings In its latest survey, Honeywell found that about 30 percent of operators interviewed have plans to purchase a new business jet over the next five years either as a replacement or in addition to the respondent’s fleet. This level of interest has been largely stable for the past three survey cycles, and compares favorably with results of 25 percent or less that were the norm until 2006, but below the peak of 40 percent in 2009. This year, about 20 percent of those with plans to purchase a new business jet intend to make it by 2013, with a similar proportion planning 2014 and 2015 purchases. The survey does not allocate specific years beyond 2015. This is similar to last year’s results and leads to a relatively stable level of projected demand in the near term.
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Higher purchase expectations continue to be placed upon larger aircraft, implying they will command the bulk of the value billed from now until 2022. This class of business jet is expected to account for nearly 70 percent of all expenditures on new business jets. Volume growth between now and 2022 will also be represented by this class of aircraft, reflecting more than one-third of additional units and two-thirds of additional retail value. “The trend toward larger cabin aircraft with ever-increasing range expectations and advanced avionics continues to be reflected in this year’s survey,” said Rob Wilson, president, Honeywell Business and General Aviation. “As a full spectrum supplier to the industry, Honeywell has been successful in building strong content levels on most of the more popular super midsize and larger aircraft in production or scheduled to enter service over the next few years.” “The Honeywell operator survey has been an invaluable tool for the industry over the past two decades,” explained Carl Esposito, Honeywell Aerospace Vice President of Marketing and Product Management. “The annual outlook has helped guide our own product decision process that has led to focused investments such as designing and developing optimized propulsion offerings, flight efficiency upgrades, innovative safety products, and enhanced services.” Regional Buying Details Regional purchasing results are nuanced according to each market’s maturity, economic environment and other characteristics. Emerging markets generally show higher but historically more volatile levels of demand, as well as a more pronounced preference for larger aircraft. As developed markets’ performance strains under both economic sluggishness and business lifecycle transitions, emerging markets have been shaping the industry’s growth, backlog and portfolio composition or mix. The overall level of forecast aircraft demand coming from outside North America continues to increase as projected. This year, roughly 53 percent of projected demand comes from North American operators, down two points from the 2011 survey. Honeywell first spotlighted growth in the BRIC countries (Brazil, Russia, India and China) last year. In 2011, these results led the survey with 50 percent of respondents reporting acquisition plans. This has since lowered to 46 percent but with a firming profile. While last year less than one-third of BRIC purchases were planned to happen within two years, this year more than 40 percent of those surveyed say they intend to begin purchasing activity in the next two-year timeframe. Some signs of uncertainty regarding business conditions do show up in this group’s timing profile, with a marked increase of purchases not allocated to a specific year or placed by default in 2017. Together, the emerging market results from BRIC countries reflect a slight tempering of enthusiasm compared to a year ago but are still quite strong when compared with other regions, or with results accrued during the more than 20 years Honeywell has been conducting this survey. The Asia Pacific region, where many of the industry’s major players have high expectations for long-term future growth, reports 34 percent of its operators as interested in new purchases. This is lower than the 45 percent reported last year but remains above the world average and results in an aggregate share of world fiveyear projected demand of about 7 percent, off two points from 2011 levels.
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SHANNON AIRPORT, IRELAND EUROPE’S NO.1 AIRPORT FOR TECHNICAL STOPS
SHANNON AIRPORT
UNITED KINGDOM
IRELAND
SHANNON
LONDON
There are many reasons why Shannon Airport leads the field for technical stops: ∑ No operating restrictions (no slots or curfews) ∑ 24 hour operation, including fuelling ∑ Very competitive fuel prices ∑ 3,200 metre runway (10,500 ft) ∑ Unique US Customs and Immigration Preclearance for business jets ∑ Centre of Excellence for aviation business development
Contact Joe Buckley Email joe.buckley@daa.ie Phone number +353-87-6375840
www.shannonairport.com
PEOPLE Michael Grana recently joined Banyan Air Service as aircraft sales associate. In his new role, he will be responsible for aircraft research and aircraft brokerage listings. “We’re excited about Michael’s experience and enthusiasm and are thrilled to have him join our team,” says Michael O’Keeffe, senior vice president of aircraft sales. Michael has an extensive background in the aviation industry. He has five years of aircraft sales experience, has held several positions as a corporate pilot and has assisted in corporate aircraft management. He is a commercial fixed wing and helicopter pilot with flight instructor ratings in single and multi-engine aircraft. He also holds a type rating the Citation 500 series aircraft. Besides his professional pilot ratings, he has a Bachelor of Science degree in Aeronautics from St. Louis University, with a concentration in Aviation Management. Comlux Aviation Services has added veteran sales professional Joseph Spring as the company’s new Director of Sales. “Previous collaborations over the years have shown Joe to be as dedicated as he is resourceful and his past successes prove he is completely focused on cus-
tomer satisfaction,” said Tony Bailey, Chief Executive Officer of Comlux Aviation Services. CRS Jet Spares has named Randy Shelton North Central Regional Sales Manager for CRS Jet Spares. The region consists of 11 states including IA, IN, IL, KY, MI, MN, MO, ND, OH, SD, and WI. Randy brings a diverse background of a 20 year career to the business jet community. Having worked with Gulfstream Aerospace, Pentastar Aviation, and Comlux along the way of servicing operators of Lear Jet, Hawker, Gulfstream, Challenger, Falcon, and Beechjet aircrafts. Gulfstream Aerospace Corp. recently named Sherman Collins to its staff of field service representatives (FSRs) in the United States. From his base in the San Francisco Bay Area, Collins provides technical and maintenance assistance to Gulfstream owners and operators in northern California.
Dallas. The company operated a Gulfstream G550 during Collins’ last six years on the job and a GV during his first six years. The Business Aviation arm of the Marshall Aerospace Group is expanding its breadth of expertise with the creation of a dedicated Aircraft Sales and Brokerage business. Based at its Cambridge Airport, UK headquarters, the new business will focus initially on acquiring and selling pre-owned business jets and turboprops. Experienced senior business aviation sales executive, Howard Povey will head the new operation and he joins the company’s management team as Sales Director on November 5th. He will be based at Cambridge Airport and will report to Managing Director of Marshall Business Aviation (MBA) and Marshall Executive Aviation (MEA), Steve Jones. A new company, R2 Aerospace, has been established by former Yankee Pacific Aerospace (YPA), Inc., vicepresident of business development and founding shareholder, Rick Richardson. R2 Aerospace will pursue new opportunities in aircraft industry manufacturing and MRO in Tulsa, Oklahoma. Richardson has extensive experience over his 26-year career across all aspects of large aircraft interior completions.
Sherman Collins
Joseph Spring
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Collins, who has been involved in the maintenance of Gulfstream aircraft for more than 22 years, reports to Mike Quaid, manager, Field Service Operations, Western United States. Most recently, Collins spent 12 years as the director of aircraft maintenance for an air transportation company located in
Rick Richardson
Richardson will continue to provide technical and marketing support for YPA under a consulting agreement. StandardAero has appointed R o b C o r d s as Senior Vice President of its Airlines & Fleets business. Airlines & Fleets is the largest of StandardAero’s six business sectors. The other sectors include: Associated Air Center, Business Aviation, Components, Government & Military and Helicopters & Energy. “Rob brings a very deep commercial background and established relationships with many key mainline and regional airline customers, OEMs, MROs, industry leaders, suppliers and internal stakeholders to his new role,” said Rob Mionis, President & CEO, StandardAero. “His intellect, creativity, ability to drive results, discipline and overall experience will be instantly applied toward successfully leading this important business.” West Star Aviation has hired Rick Januszewski as King Air Technical Sales Manager. Rick brings 35 years of experience in the aviation industry with him to West Star Aviation. Rick has gained extensive experience though his diverse background and employment history during his aviation career. Most recently Rick held the position of Sales Manager for Safeflight Instruments. In addition, he is a current pilot, mechanic, and aircraft owner. Also at West Star Aviation, Greg Byrnes has been named Senior Vice President, Sales, while Rick Brainard, previously VP of Sales, has been assigned to a new position, Vice President, Business Development. The changes are effective immediately.
EUROPEAN UPDATE
EBAA AND NBAA WELCOME EU-ETS DELAY The National Business Aviation Association (NBAA) have applauded a recommendation by the European Union’s Commissioner for Climate Action to delay by one year implementation of the European Union’s Emissions Trading Scheme (EU-ETS) for aviation. Citing positive developments at a meeting of the International Civil Aviation Organization (ICAO) on Nov. 9, Commissioner Connie Hedegaard suggested in a conference call with representatives of the 27 EU Member States that they “stop the clock” on implementation for one year when it comes to the enforcement of EU-ETS requirements on non-European based operators conducting flights originating from outside Europe. Those operators based within the European Union will still be required to comply, and it appears that intraEuropean flights may be subject to the scheme. Hedegaard said the moratorium would remain in effect for one year, until after the ICAO General Assembly next autumn, where she expects an agreement on the international regulation of carbon emissions within the aviation industry. “But let me also be very clear,” she wrote in a memo dated Monday, Nov. 12, “if this exercise ends in nothing, then needless to say we are back to where we are today with the EU-ETS. And we are back there automatically.” NBAA President and CEO Ed Bolen warmly greeted Hedegaard’s statement as a major step back from the brink of a looming trade conflict. “The international Business Aviation community is clearly committed to minimizing its environmental footprint,” Bolen said. “We believe this is a global issue that requires a global solution, not a unilateral solution imposed by some on others. NBAA appreciates Commissioner Hedegaard’s recognition of this fact and her decision to give ICAO an opportunity to create that global solution. NBAA looks forward to participating in the dialogue for developing effective emissions policies.” Meanwhile the European Business Aviation Association (EBAA) is optimistic about the EU Climate Action Commissioner’s announcement that the application of the region’s Emissions Trading Scheme (ETS) to flights to and from the EU has been suspended. This move at least demonstrates the Commission’s willingness to support the drafting of a global framework tackling CO2 emissions. It shows that Brussels has been listening to members of the Business Aviation community, alongside representatives from the global aviation industry, who have long argued that a comprehensive market-based mechanism (MBM) adopted worldwide would be much more meaningful against climate change. “This decision will empower MBM negotiations as they advance. We are pleased that the Commission recognizes the effectiveness of multilateral solutions over unilateral decisions,” says Fabio Gamba, EBAA CEO, “and we only regret that this reasoning did not lead to the application of the same measure to intra-EU flights. A worldwide MBM would, after all apply universally. It remains to be seen how this change will affect smaller European operators who bear the brunt of administrative costs, as these will again augment considerably. In any case, as ICAO assembles a high level policy group to
work on this important issue, EBAA, together with members of the global Business Aviation community, looks forward to contributing to the ultimate proposal.” The International Air Transport Association (IATA) has also welcomed the announcement by the European Commissioner for Climate Action suspending the inclusion of international aviation in the European Union Emissions Trading Scheme (EU ETS). “Commissioner Connie Hedegaard’s announcement that she has ‘stopped the clock’ on the imposition of the EU ETS on flights to and from non-EU countries represents a significant step in the right direction and creates an opportunity for the international community. The Commission’s pragmatic decision clearly recognizes the progress that has been made towards a global solution for managing aviation’s carbon emissions by the International Civil Aviation Organization (ICAO),” said Tony Tyler, IATA’s Director General and CEO. The details of how the pause in the application of the EU ETS will be administered at a technical level remain to be clarified, and the proposal still needs to go through the co-decision process with the EU States and Parliament. Nonetheless, Commissioner Hedegaard has made it clear that the EU wishes to “create the space” for the ICAO process to succeed. “The flexibility shown by the European Commission demonstrates that the ICAO process is working, and we look forward to seeing all parties working together to present positive proposals to the ICAO Assembly in September 2013,” said Tyler.
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SINGLE EUROPEAN SKY INITIATIVE TOO IMPORTANT TO FAIL SAYS EBAA The European Business Aviation Association (EBAA) commends the European Commission Vice-President Siim Kallas and MEP Brian Simpson for having voiced so forcefully their frustration over the lack of decisive action taken by Member States and for having unequivocally condemned them for failing to make the changes needed to deliver the benefits of the Single European Sky (SES) initiative. The Commission’s sentiments are completely aligned with EBAA’s recent calls to national stakeholders to no longer delay in taking action to realize the promises of SES. “It seems unlikely at present that objectives will be met due to the lack of mobilization among Member States. There can be no arguing that air traffic control drastically needs modernizing in order to create cost-efficient capacity for future growth and help reduce both fuel burns and emissions. On this last point alone, SES could have a real impact on curbing CO2 emissions, far greater than anything the EU ETS hopes to deliver. As such, foot dragging by some Member States seriously jeopardizes Europe’s reputation as a leader in tackling environmental issues and reducing carbon emissions,” says Fabio Gamba, CEO of EBAA. “Airspace users and their passengers are obliged to incur on-going, substantially high costs that should otherwise have been avoidable,” adds Fabio. “Considering the gravity of Europe’s economic landscape today, inefficiencies cannot be afforded in sectors like aviation that are fundamental to enabling Europe’s recovery.
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INTERVIEW WITH EBAA CEO, FABIO GAMBA
EBAA FIGHTS FOR TRANSPARENCY By Paul Walsh
Parachuted in from the airline industry last year, EBAA CEO, Fabio Gamba has brought a fresh perspective to those tiresome issues plaguing Business Aviation in Europe. Yes you know them well: slots, illegal charter, unfair taxes and the general lack of recognition of the sector s value it s like a series of headaches that won t go away, although this didn t stop Gamba from mastering his brief early on.
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ore than that, Gamba raised some issues of his own, from calling for comprehensive industry statistics to hinting at the need for consolidation in an overly fragmented market. The new approach has brought grumbles from some quarters because, as it turns out, some people like things the way they are. But Gamba will keep banging the drum for openness and transparency and telling it like it is. As he says to BART, if the EBAA doesn’t speak the hard truth about industry challenges, who will? According to Gamba, there are currently around 3,000 aircraft in Europe belonging to a range of different sized entities from large corporations to midsized operators, right down to owner/operators. What these numbers suggest particularly as to the broad spectrum, is a concern for the sustainability of the business model. “Obviously it is sustainable – otherwise there would be no operators,” he tells BART. “But in the long run we need to think about whether such a large spectrum, this eclectic representation, of business models within the sector is not a source of weakness in such a challenging business environment.” A dispersed and fragmented industry in Europe means profits are hard wonhaving said that, it’s not clear that consolidation is the answer. “First of all, Business Aviation’s business model is completely different from that of the
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scheduled carriers. For instance, many BizAv operators are dealing with small markets.” “I was speaking with one operator recently – he said there were around 300 people in his region that can afford to fly Business Aviation and he knows all of them. Which of course is why he’s successful, he knows his tiny market really well. However, this makes it difficult for him to expand into another country as he’d have to start from scratch. But here you see the difference with the scheduled carriers – if they operate from a hub in one region, it is relatively logical to move to a hub in a different region.” Because of the importance of developing special relationship with customers, organic growth is more problematic than in other transport sectors. Only around 30 operators have a fleet of 10 and more aircraft in Europe. Of course on top of this most Business Aviation operators simply don’t have the cash to buy another company. However, Gamba is quick to point out the benefits. For example, if you buy one aircraft there’ll be little rebate, but if you acquire 10 you can get a great deal more A Passion for the Industry “Since I’ve been at EBAA I’ve learned a lot about the passion in Business Aviation,” adds Gamba. “That’s less the case with the airlines where the people driving growth tend to come from different backgrounds, including finance they’ve rationalized the business much more, and have turned transporting people into a commodity, transforming an industry that once prided itself on being different.” As we all know, this is simply not the case in Business Aviation, where the sector is driven by people with a passion for aviation, people that want their company to thrive and offer the best service to their clients and to fly the latest machine – regardless of whether that aircraft is optimized for their needs “While people know their local business very well, they’re sometimes not in tune with what’s going on in other frontiers,” says Gamba.
This year Gamba tried to pull together some statistical data from EBAA members to get a clear picture of the industry’s position. Perhaps unsurprisingly, he found resistance within the membership as people showed no particular interest in sharing data. The point being is that this data could be helpful for new entrants – those passionate ex-pilots who want to fly and become the “umpteenth operator in Europe”. “We need to be able to inform them that this comes at a cost and that the perceivably low cost to entry is an illusion that, if not fully catered for, can bring huge disillusions to the new company and hence to the whole sector as well.” Of course there is the question of whether it’s EBAA’s role to be raising these concerns, and some people have told Gamba quite clearly that it’s not: “People say ‘let us look after our businesses – you should focus on the aero-political aspects’. But I believe an association goes beyond being merely a trade representative – it should be able to flag the concerns operators aren’t able to recognize themselves.” A Real Tool, not a Luxury On a more positive note –Oxford Economics in conjunction with the EBAA recently released a report challenging the perception that Business Aviation is a luxury item and not a real tool. As the report points out, the EU is pushing for air transport to play an important role in developing EU regions. EBAA wants to ensure that Business Aviation is seen to play a role in achieving this goal. In talking with the decision makers and authorities, Gamba has conceded that Business Aviation alone is not the solution to regionalism, but notes that it can be one part of the solution. “Unfortunately their line is that Business Aviation isn’t the solution to regionalism, regional airlines are,” he says. “What EBAA continues to highlight is the fact that not only do we connect 100,000 city pairs, but that 96% of these locations lack scheduled options.”
Perhaps this is a message that will be easier to pitch now that this report has highlighted the true business advantages of Business Aviation. “People no longer fall into the trap of confusing luxury and Business Aviation,” notes Gamba. “Today the major battle we need to fight is to distinguish business and general aviation because policy makers still think Business Aviation involves someone making a recreational flight once a week.” A key to overcoming this obstacle is to redefine Business Aviation in Europe as an actual business sector: “In Europe we are not a sector. Business Aviation is a title that you put on anything from a private owner to someone like NETJETS,” says Gamba. “Our priority is to show people that we are a sector and that we make a significant contribution to the European economy.” Of course this all sounds good, but will policy makers realize that taxing Business Aviation isn’t taking money from wealthy people but in fact is really hurting ordinary workers like ground handlers and maintenance professionals. How can our sector better tell this important story? “I think a good place to start is the Oxford Economics report,” says Gamba. “From here we can tell policy makers that our sector matters just as much as any other sector. But this also creates a challenge as every industry is trying to make the same point – every Commissioner has
numerous reports on their desks showing how many jobs and indirect jobs every industry produces. If you look at from a comparison point of view, Business Aviation is pretty small.” Gamba explains in the light of this that Business Aviation needs to start telling a new story. “Unlike many other industries, our industry facilitates the expansion of other industries,” he notes. “Business Aviation’s story – our differentiator – is that we are an enabler. If you look at the size of our industry on its own, it’s small. But if you look at what it allows other industries to do, it’s huge.” Unfortunately even this story often comes down to fighting ‘luxury taxes’, which, according to Gamba, puts the industry back at square one: “The political battle is difficult for us because we are always at risk for being portrayed as defending rich individuals, even though our argument that these taxes are discriminatory are correct.” To overcome this obstacle, EBAA has been moving away from a political battle in favor of a legal battle – which has the advantage of avoiding newspaper headlines – and exactly what they are doing in Italy. “We have started a legal battle that we hope will open the eyes of the Italian government,” says Gamba. “Either the government will see our request as legitimate and will change their approach, or we will take it to the Italian Constitutional Court.”
Access to Airports Another contentious issue for EBAA is the use of Level 3 Coordinated Airports, which Business Aviation could be restricted from using if a pending proposal makes its way through the European Parliament and Council. “The problem is that historically we have not been vocal enough. When the Commission launched its revision of Regulation 95/93 we saw it as an opportunity to change this,” says Gamba. “By 2025 there will be more than 200 Level 3 Coordinated Airports, and restricting our access to any of these will have serious repercussions.” A decision is expected by the end of 2012. “I am relatively confident that we will have something more than what we had in the past,” says Gamba. “In the past we had nothing except certain airports like Geneva and Dusseldorf, who have their own local rules – which is exactly what we are asking to be preserved.” EASA’s recent FTL proposals have made special consideration for Business Aviation, thanks to a good working relationship with EBAA. “Thanks to EASA’s good understanding of the specificities of the sector, the Agency made it clear it wouldn’t impose an FTL framework where it doesn’t apply. We now can start working together with other stakeholders knowing that we can focus on what matters without having to demonstrate in what way we differ from the airline industry – a tricky and time-consuming task.”
Taxing Business Aviation is not taking money from wealthy people. It s just hurting folks like ground handlers and maintenance professionals.
By 2025 there will be more than 200 Level 3 Coordinated Airports. Restricting our access to any of these will have serious repercussions.
I am relatively confident that we will get more than what we got in the past when only a number of airports had their own specific rules.
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MEBA SETS GROWTH IN THE SPOTLIGHT
Ny Nick Klenske
The Business Aviation sector in the Middle East has been growing at a rate of 10 to 12% in the past five years, with a slight down turn in 2011. As MEBA approaches, expect the industry to focus on the great potential this important region holds – a fact made clear with the addition of a dedicated US Pavillion.
PREVIEW MEBA 2012 is set to take place December 11 - 13 at Dubai’s Al Maktoum International Airport – Dubai World Central and, for the first time, will feature a dedicated US Pavilion organized by Kallman Worldwide. Over the past few years the US Business Aviation market has proven its resiliency, with one of the key reasons for this survival being the industry’s focus on those regions of the world where the market is most active – i.e., the Middle East. With budgets down and marketing dollars being scrutinized, companies are seeing the benefits to investing in a show that is tailor-made and Business Aviation focused. “The typical visitor to an event like MEBA is mainly interested in quality, as evidenced from the type of aircraft and plush interiors they are ordering,” says Gerric Cozic, Director of Aerospace and Defense at Kallman Worldwide. “When talking about quality, the US maintains the finest reputation in the world for quality aircraft avionics, interiors, etc., and MEBA is the perfect showcase to highlight these innovative products to a targeted audience.” The US pavilion is a new feature to MEBA, who is celebrating its fifth edition. Thus, not only does this US presence showcase American Business Aviation and its values at its best – but also shows how far MEBA has come in just five shows. “We expect this year to be the start of more countries supporting MEBA with national groups,” says Cozic.
MEBA 2012 New Focus Areas In addition to the new US focus, other sectors of the Business Aviation industry will also take center stage at the show. Due to a growing demand for interior repair and refurbishment capabilities in the Middle East, MEBA will showcase VIPinteriors@MEBA enabling companies such as Alsalam Aircraft Co, Gore Design, Sabena Technics and Delta Interior Design to feature some of their latest evolutions in cabin design, engineering, completions and new interior systems. Rising traffic in the region has led to an increasing focus on facilities, thus MEBA will aslo turn the spotlight on BusinessAirports@MEBA, where companies such as Royal Jet, London Biggin Hill, Rizon Jet, Jetex and Fujairah International Airport will be given the opportunity to promote their FBO services to encourage owners and operators of business jets to route through their airports. Finally, as the Middle East remains a stable and increasingly influential market in VIP Helicopters, the new Helicopters@MEBA focus area will highlight such companies as Hawker Pacific. “The demand for these products and services are strong,” says Michele Van Akelijen, Aerospace Director at F&E Aerospace. “As anticipated, we have generated a lot of interest in all three focus areas - enabling MEBA to become a one stop hub for an owner, operator or prospective buyer to be able to source, purchase, fit out and operate a business aircraft in the region.”
A Mid-East Trend Perhaps unique to the Middle East region, many national commercial airlines have moved into the Business Aviation sector – something prominently on display at MEBA. For example, Qatar Executive, a subsidiary of Qatar Airways, is spreading its wings and is set to become a global player in the world of private jets. Its current six aircraft fleet includes the Challenger 605, Global 5000 and Global XRS, and recently the company signed a letter of intent for a mix of 10 Global 7000 and 8000s. Currently one of its jets is based in Moscow and typical trips include flights from the Gulf to Sardinia, Nice
SECTORS
VIPinteriors@ MEBA and BusinessAirport @MEBA will be the opportunity for different sectors of Business Aviation to showcase their competences and facilities.
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PREVIEW
MEBA 2012
VIP
President Dubai CAA, Sheikh Ahmed bin Saed Al Maktoum visiting Royal Jet BBJ during MEBA 2010.
BULKY
Embraer Executive Jets focus on ultralarge, large and super-midsize (Legacy 650 center). Qatar Executive takes advantage of an extensive partnership with Bombardier Flexjet (bottom).
and Paris. There are also two new FBOs in Qatar Executive’s future. When Doha’s new airport opens in 2013, FBO facilities will be revamped to create one of the world’s most prestigious fixed base operations for private jet aircraft. Further, in three or four years there are plans for a more unique FBO facility that will include a subterranean entrance for extra privacy and jet bridges (instead of stairs) to service the regions large fleet of 747s, 777s, A340, ACJs and the like that operate as private aircraft for royal families and Ultra High Net Worths. In general, when a commercial airline moves into the Business Aviation business, it’s proven to be good news for the industry. Remember at last EBACE Qatar Executive announced an extensive partnership with Bombardier Flexjet. In addition to providing Flexjet services and “white glove” transfers to Qatar Airways’ passengers arriving in North America, and private flying in Europe and the Middle East for Flexjet clients, there is a direct synergy between Qatar Executive and Flexjet. For example, arriving nonstop from Europe or the Middle East, Qatar Executive flight crews are subject to minimum rest periods. In these cases if the customer wants to be on the move sooner, Flexjet is ready.
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The Marquee Companies Embraer Executive Jets understands the growing customer base in the MidEast, a point proven as in October it held one of its Embraer Executive Operators Conferences (EEOC) in Abu Dhabi. The conference focused on the ultra-large Lineage 1000 and large Legacy 650 and super-midsize Legacy 600. “As our executive jet family of operators grows, it is increasingly important to maintain close relationships,” says André Luis Vieira de Sousa, Director,
Customer Support & Services for Asia Pacific – Embraer Executive Jets. “This is one of the most important ways we communicate because face-to-face meetings help improve the service and operation of our aircraft as part of our commitment to their success as operators.” The conference covered the latest technical, maintenance and flight operations updates and gave customers the opportunity for a useful exchange of key observations and suggestions through interactive workshops and panel sessions.
PREVIEW Likewise, Cessna is also well positioned in the Middle East market. According to Scott Ernest, Cessna President and CEO, (pictured) the company is well positioned to meet the emerging needs of the Middle East Business Aviation. “The aircraft in our range fall right in the sweet spot for the Middle East’s emerging business leaders,” says Ernest. “Whether an owner is looking for short range regional transportation or a jet able to power into Europe at maximum speed, Cessna is able to provide an industry-acclaimed solution that offers exceptional value.” Hawker Beechcraft, who sells 70 percent of its airplanes outside the US, says its sales of aircraft to the Middle East have been boosted by govern-
OPTION
Citation CJ4 and X side by side in Dubai illustrate Cessna s vision for the MiddleEast (center). Hawker Beechcraft sees government business as an opportunity (King Air350R bottom). 32 - BART: DEC - JAN - 2012 - 2013
MEBA 2012 ment purchases, especially for socalled special-mission aircraft, amid a slowdown in the industry. “We’re fortunate that the government business side is so strong that markets like the Middle East continue to perform regardless of world economic conditions,” says Sean McGeough, (pic bottom left) president of the company’s European, Middle Eastern and African operations. “We sell a lot of special-mission aircrafts to governments – that part of our business is still healthy.” 80 percent of sales in the Middle East are to governments, McGeough says. The special-mission aircraft include those for medical evacuation, surveillance and border protection. However, shipments of civil planes fell to 1,227 in the first nine months of 2011, down 58 percent from 2,912 in the same period of 2007, according to data gathered by the General Aviation Manufacturers Association, a Washington-based trade group. Further, business jet sales fell 13 percent in 2011 from a year earlier. “When you look at the market place today and the overall aviation industry, it’s suffering,” McGeough said. “It’s going through a bad time. Fifty percent of the overall industry has been wiped out compared with the time before the financial crisis.” Gulfstream expects its new products to perform strong in the region, stating that the Middle East market for Gulfstream jets continues to expand,
and that increasingly these aircraft are being used as essential transportation to pursue investments and business interests around the world. “Gulfstream has had a strong presence in this market since the GII days – more than 40 years,” says Larry Flynn, President, Gulfstream. “The difference today is that more and more businesses are viewing business jets as essential to their widening interests. The long-range capabilities of our aircraft easily allow businesses to reach markets in Asia, Europe and beyond. “This is part of a worldwide trend. As investors and businesses look around the globe for opportunities, the need for long-range, rapid transportation increases. Gulfstream is the industry leader in meeting that demand.” Flynn pointed to Gulfstream’s market share in the large-cabin segment within the Middle East. The company’s share exceeds 40 percent, making it the largest provider of large-cabin, long-range jets in the region. According to Bombardier, worldwide deliveries are forecasted at 24,000 aircraft for the segments for which it competes valued at $648 billion over the 20-year period from 2012 to 2031. According to the company’s business aircraft market forecast, Turkey and the Middle East are expected to take delivery of 1,185 business jets during the forecast period. Deliveries for the ten-year period from 2012 to 2021 are expected to amount to 410 business aircraft, while the ten years stretching from 2022 to 2031 will see an additional 775 new business aircraft deliveries.
Needless to say, the Mid-East is definitely on Bombardier’s radar: “The Middle East’s appetite for Business Aviation is continuing to expand as more businesses start to embrace the true value of corporate aviation,” says Khader Mattar, Regional Vice President, Sales, Middle East, Africa and India, Bombardier Business Aircraft. “The region is forecast to take delivery of
some 1,185 business jets over the next 20 years, and we are excited to display our class-leading jets at MEBA.” Last but not least, Dassault has also seen deliveries increase throughout the Middle East as the market for business jets recovers, helped by economic growth and the rise of strong regional and international operators in the area.
Companies in the region now operate more than 60 Falcon business jets and will take delivery of a dozen additional aircraft over the next 24 months, boosting the regional fleet by 15%. Says John Rosanvallon, President and CEO of Dassault Falcon. “The Middle East represents a major market for Dassault Falcon, with a two year backlog of aircraft deliveries. Our view of the Middle East business aviation market over the long term remains very positive because of the vitality of the region and the strong internationalization of business.” The Falcon 7X accounts for 40 percent of Falcon Middle East sales. Saudia Private Aviation, the respected Business Aviation unit of Saudi Arabian Airlines, operates four of
RANGE
Long-range capabilities allow businesses to reach markets in Asia, Europe and beyond. Gulfstream G550 (top), Bombardier Global Express (center) and Dassault 7X (bottom).
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PREVIEW these aircraft, which makes it the largest Falcon 7X customer in the world. Dubai-based Empire Aviation Group manages three Falcon 7Xs. Turning away from the OEMs, the sector’s many service-based companies are also busy in the Middle East market. Jet Aviation has been providing maintenance and FBO services in Dubai since 2005. Located at Dubai International Airport, the company provides both scheduled and unscheduled maintenance, FBO services, aircraft washing and hangarage. It is also an authorized service center for Boeing’s BBJ, Gulfstream’s GIV and GV series, Dsassault Falcon 900 and 2000 series and the Hawker 800. On the training side of the equation, Emirates-CAE Flight Training is also located in Dubai and offers the “highest-quality training to business jet and helicopter operators in the Middle East, Europe, Africa and Asia”. Ideally situated as a hub between Europe and Asia, the facility is seeing remarkable growth – even during the economic downturn. Emirates CAE Flight Training is a JAA Type Rating Organization and FAA part 142 approved center. More so, according to a company representative, the center has become “recognized as a world-class facility for aviation training in the Middle East and delivers safety and service excellence to clients across the industry.” Likewise, FlightSafety International is also seeing an increase in demand from operators based in the Middle East. Over the past 12 months the company has supplied more than 2,000 training events, including for pilots, maintenance personnel and dispatchers. Since 2007, FlightSafety has increased Embraer training by 92 percent, Sikorsky by 84 percent, Cessna by 26 percent and Gulfstream by 22 percent. More so, during this same period, maintenance training has been TRAINING up by 30 percent. Located in Dubai, Emirates- Getting There CAE Flight The only thing left is getting to the Training offers region. According to Universal qualty training to Weather and Aviation, the Middle East business jet and is a straightforward and relatively easy helicoppter operating environment for the well operators. prepared Business Aviation operator.
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MEBA 2012 tives will begin thinking differently about Business Aviation. He says the market must move towards a “more efficient use of aircraft” with companies regarding them as a “business tool” and not just an exclusive method of transport for individuals of high net worth. Although sales of business jets in the Middle East have boomed in the past eight years, the most popular brands are airliner-based variants from Airbus, Boeing and Embraer, as well as large-cabin types from Bombardier, Dassault and Gulfstream. Mid-size jets tend to be
With adequate pre-trip planning, the problems that can surface from time to time are almost always avoidable. “We recommend you always double-check all required documentation and confirm that permit requirements are met,” says Keith Foreman, Master Trip Owner, Universal Weather and Aviation. “More so, cultural considerations are especially important in this part of the world.” Keith notes that “with a degree of cultural awareness and respect for the cultures of the region, operators can look forward to a successful, troublefree and rewarding travel experience to the Middle East.” Moving Forward In conclusion, speaking with MEBAA president Ali Al Naqbi, (pictured) he notes that leading up to MEBA he hopes Middle East execu-
used for missions such as medevac, with light and entry-level types which have suffered worst globally as a result of the downturn - barely registering. Bridging the gap between scheduled airlines and chartering large aircraft for tens of thousands of dollars is something the industry has to work harder at, says Al Naqbi. “The core of the market is big jets, but we are calling for more use of smaller aircraft. There will always be people who fly with two colleagues on a BBJ, but we want to capture the ordinary community of businessmen and women,” he says. “Business Aviation should not just be about luxury. It needs a new type of business mentality.”
✈
BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI — MAKE PLANS TO BE THERE
Shanghai Hongqiao International Airport at Shanghai Hawker Pacific Business Aviation Service Centre In Partnership With Shanghai Airport Authority and Co-hosted by NBAA, the Asian Business Aviation Association (AsBAA) and the Shanghai Exhibition Centre (SEC)
WWW.ABACE.AERO
TRENDS
AROUND THE MIDDLE-EAST
CHRISTMAS PRESENCE IN DUBAI As the Business Aviation world descends on Dubai for December s seasonal show, Liz Moscrop unwraps a selection of regional developments in the sector.
D
ecember is the time of year when the Business Aviation market attention turns to the Gulf. For the past few years visitors have flocked to either the Middle East Business Aviation (MEBA) show, or the Dubai airshow in the weeks preceding Christmas. This year is no exception. Indeed aided by high commodity prices, the resource-rich Sub-Saharan African economy grew by 4.8% in 2011, and over a third of countries in the region attained growth rates of at least 6%. And according to the market experts at Bombardier, rising oil output, increasingly diversified trade with growing Asian will push output growth higher than 5% in 2012. Indeed Bombardier expects jet fleet per 100 million population in the region to grow from 64 to 142 over the next 20 years. Vast Potential Widebody jets are still the preferred carriage of choice and both Airbus and Boeing have several aircraft installed
LARGE
Wide-body and long range jets are still number one in the Middle-East. Airbus ACJ (top), Boeing BBJ (center) and Bombardier Global Express (bottom).
MEBA is the brainchild of the Middle East Business Aviation Association (MEBAA), and forms part of the group’s campaign to bring Business Aviation in the region in line with more mature markets. Founding chairman Ali Ahmed Al Naqbi explained, “We have 23 Middle East and North African governments to contend with. We are in constant discussions with these governments.” There is certainly vast market potential in the region. Thanks to its wealth, business aircraft manufacturers have long looked to the Gulf as a place in which to sell. Indeed the Middle East has frequently bolstered a depressed market, particularly in recent years.
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in the region. MEBA will doubtless see sumptuous offerings from both players on the static park. Airbus showed off an ACJ319 at October’s National Business Aviation Association event in Orlando. Operated by Comlux on VVIP charters, the aircraft entered service earlier this year. The aircraft may well put in an appearance at MEBA. It features club seating, a conference/dining table, a lounge, two offices that convert to bedrooms, and two bathrooms – one with an ensuite shower. Indianapolis-based Comlux America outfitted the aircraft, which seats 19 passengers. Airbus’ archrival Boeing announced upgrades to its BBJ family at NBAA. The BBJ Max 8 and the BBJ Max 9 are based on the 737 Max 8 and Max 9 respectively, and are the first members of the BBJ family to include CFM International’s new LEAP-1B engines,
NBAA. The aircraft is equipped with state-of-the-art avionics, as well as a full-service galley located in the forward section of the aircraft. The spacious cabin features a private stateroom, plus light-colored leather and ostrich embossed leather upholstery. In March 2011, NetJets placed a firm order for 50 Global business jets with options for an additional 70 Global aircraft. The transaction for the firm
business jet with a top speed of Mach 0.935. A spokesperson from the company said, “We can’t wait to bring the Citation X to the Middle East and the world, it’s will quite simply be exceptional and its range will make a city pairing such as Riyadh-London a convenient nonstop flight.” Dassault Falcon also has offerings suitable for customers based in the Gulf. The company unveiled an
plus the Boeing developed advanced technology winglet. According to the Seattle –based OEM, these enhancements will provide customers with a 13 percent fuel-use improvement. Captain Steve Taylor, BBJ president said, “We anticipate the BBJ MAX 8 will be a very strong seller as a VIP aircraft and will likely capture a larger share of the market because it’s the right combination of performance, space and comfort.” There are also plans for a BBJ Max 7 in the pipeline. The pure business jet players strongly believe there is room for their products in the Middle East market, too. Bombardier and NetJets introduced the latter’s first Global 6000 jet at
order is valued at up to $2.8 billion US based on list prices. Deliveries will begin in 2017. At a total retail price exceeding $6.7 billion US, NetJets’ order is the second largest aircraft purchase agreement in the history of private aviation, second only to its order this June, which included purchases from Bombardier and Cessna for $9.6 billion. Cessna, meanwhile, expects newlylaunched aircraft such as the Citation Longitude, Latitude, and Citation M 2 to be very attractive to Middle East buyers. It also has high-hopes for the new version of the range-topping Citation X, which is now the world’s fastest
upgrade to the Falcon 2000LX, the 2000LXS at NBAA. The updated airplane offers improved airport performance, payload and cabin comfort compared to the Falcon 2000LX, which it will replace in 2014. Dassault deliveries have increased throughout the Middle East recently, thanks to an economic resurgence and the rise of strong regional and international operators in the area. Companies in the region now operate more than 60 Falcon business jets and will take delivery of a dozen additional aircraft over the next 24 months, boosting the regional fleet by 15%. “The Business Aviation market in the Middle East has matured to the extent
PROGRESS
Upgraded version of best sellers fit for the Middle-East include: Falcon 2000LXS and Cessna Citation Sovereign in upgraded version.
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that, today, a business jet is viewed in the region as a powerful tool to enable quick and convenient access to customers, within the region and worldwide. Falcon business jets are recognized as a vital business asset,” declared John Rosanvallon, President and CEO of Dassault Falcon. “The Middle East represents a major market for Dassault Falcon, with a two year backlog of aircraft deliveries. Our view of the Middle East business aviation market over the long term remains very positive because of the
VISION
Gulfstream is banking on strong sales for the G650 (top). Peerless Honda Jet should create interest in the Middle-East (left). With new upgrades on their PC12, Pilatus have a strong business proposition for the region (right).
vitality of the region and the strong internationalization of business.” Brazilian airframer Embraer is hoping that its new midsize aircraft the Legacy 450 and 500 will prove to be regional bestsellers. The OEM debuted a mockup of the 450 cabin and cockpit mockup at NBAA. The mid-light Legacy 450, which is expected to enter service in 2015, is designed to carry up to nine passengers and have a range of 2,300 nm with four passengers at Mach 0.78. And last October Embraer held an operator’s conference in Abu Dhabi, as a way of maintaining and building relationships with their Middle Eastern clients. “The operator conference is a key tool for us to receive feedback,” said Pedro Paiva, Vice President Customer Support & Services for Europe, Middle East and Africa – Embraer Executive Jets. “It is critical to helping us define processes and solutions for the growing number of Embraer Executive Jet operators and is one of the most important opportunities for customers, operators, service centers and Embraer teams to exchange infor-
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mation and gather ideas for better operations.” Gulfstream is banking on strong Middle Eastern sales for its newly certified ultra-large-cabin G650, which it says has a proven range at Mach 0.90 of 6,000 nautical miles. This represents a 1,000-nm increase over the original range expectations for the airplane, and enables G650 owners to fly city pairs such as New York to Dubai nonstop, according to the OEM. The company has another newcomer on its books. The freshly certified G280 is a super-mid-size jet capable of flying 3,600 nm at Mach 0.80. At the smaller end of the scale Honda has announced that production of its HondaJet has started. The Japanese company says that its next milestones are FAA approval and delivery of its first model. Michimasa Fujino, CEO said, “An assembly line for HondaJet production is in place, major aircraft components including the fuselage and wing have been produced, and we have started assembly of the first customer aircraft.” The first aircraft is in final assembly now, with testing scheduled for early 2013.
Turboprop manufacturers, too, believe that they have a strong business proposition for the region. Pilatus Business Aircraft, for example, is continually upgrading its PC-12 turboprop series. Earlier this year, it announced that it is to offer a Garmin G600 New Perspective glass panel avionics retrofit for its legacy (pre-NG) PC-12 turboprop singles through its authorized and satellite service centers. Garmin is expected to receive supplemental type certificate (STC) approval for the installation late this year. The system costs $169,000 and is slated to provide legacy Pilatus pilots with enhanced situational awareness and workload reduction. Another airframer pinning its hopes on strong turboprop sales is Wichitaheadquartered HawkerBeechcraft Corporation (HBC) – soon to become Beechcraft Corporation. The company announced at the NBAA show that it is to stop producing jets, but would add a turboprop single to its line. After a troubled year chairman Bill Boisture announced the demise of the jet line at NBAA. He said that the company plans to emerge from its bankruptcy
protection as Beechcraft Corp. in early 2013. From then on it will focus exclusively on its propeller-driven airplanes. Nonetheless, the company is clearly intent on growing its Middle Eastern market share and it has an expanded office in Dubai, United Arab Emirates (UAE). The office, which is located in Jumeirah Lake Towers, is staffed by a team of sales and support experts available to provide advice on the full Hawker Beechcraft product lineup and turnkey solutions for aircraft ownership and support. The decision to expand HBC’s operations in the UAE comes as demand for Business
Aviation in the Middle East continues to expand during the global downturn. “We view the Middle East, Dubai in particular, as one of our key international growth markets and expect this to continue as the Arab nations continue to grow in importance in the global economy,” said Sean McGeough, HBC president, Europe, Middle East and Africa. “Therefore the new Dubai office will help us expand our presence in the region and capitalize on customer demand.” CAE Pulls a Cracker In addition to providing training centers worldwide – including a state of the art complex in Dubai in conjunction with Emirates - CAE has paired with Aviation Performance Solutions (APS) to provide academic and inflight upset prevention and recovery training (UPRT) to flight instructors and student cadets attending CAE Oxford Aviation Academy flight school programs. Student pilots will receive basic UPRT training with options for an upgrade program, while instructors will go through the professional pilot UPRT program.
The UPRT teaches pilots to recognize, avoid and effectively recover from stalls, airplane upsets and a range of other unusual-attitude situations, as well as enhance overall manual flying skills to improve safety of flight. APS president Paul Ransbury elaborated, “Our all-attitude, all-envelope upset training exposes pilots to ‘edge of the envelope’ situations not normally included in typical commercial or business aircraft training programs.” Kissimmee, Florida-based Stallion 51 also recently unveiled its new Unusual Attitude Training subsidiary to train more business aircraft pilots about
recovering from unusual attitudes. The company is offering instrument and visual flight rules training on the L-39 turbojet aircraft and visual flight rules training on the TF-51 mustang. In other training news Jet Aviation’s pilot selection and training partner Horizon Swiss Flight Academy has reached a milestone 500 passes for its operator-specific initial and recurrent training at its centers in Switzerland. Horizon launched the courses last year in response to market demand, and has received an extremely positive response. Nicolas Bachmann, accountable manager said, “We saw a real need emerging from our customers, who want to cover regulatory requirements effectively, as well as reduce their administration costs by passing the organization and supervision of their crew ratings to us.” Horizon augments modern flight training with Internet based study as a supplement to traditional learning forms. FlightSafety International (FSI) also uses eLearning extensively. The firm has released an eLearning version of its cold-weather operations course that runs on an iPad and on a
standard Windows PC. The course covers both ground and in-flight icing, de-icing and anti-icing, including the latest 2012/2013 holdover timetables. Regionally headquartered FTOs are also growing from strength to strength. Jordanian flight training academy, Ayla Aviation, for example, has appointed the former Chief Commissioner for the Jordan Civil Aviation Regulatory Commission as its new chairman. Captain Suleiman Obeidat officially took over as chairman and a member of the board of directors, on 1 October. As well as training pilots, schools also train technicians, which will be of value to the growing need for maintenance, repair and overall organizations that service the Gulf region. Entities such as Jet Aviation Zurich recently received repair station approval from the Egyptian Civil Aviation Authority (ECAA). The company is now authorized to provide maintenance support to Egyptian-registered aircraft, including off-site maintenance in AOG situations, as well as radio, instrument and accessory repairs as stipulated. Closer to home for most, the region’s only pure Business Aviation field Al Bateen Executive Airport in Abu Dhabi set up shop in 2008 and offers executive lounges, and full conference facilities, as well as plentiful hangar space. There are other executive aviation terminals in the region. Qatar Holdings has a VIP terminal in Doha, and Rizon Jet, the Qatar-based high-end private aviation services provider, has received the internationally respected Aviation Research Group/US (ARG/US) Platinum Safety Rating at its Doha facility.
PRESENCE
HBC Dubai offices is staffed by a team of support experts (left). State-of-the-art CAE building in Dubai (right).
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Rizon Jet is the first and only aircraft charter operator in the Middle East and North Africa to achieve ARG/US Platinum rating. CEO Captain Hassan Al-Mousawi, said, “Achieving the highest aviation safety rating has been our priority. We are now one of a few Platinum rated operators outside the US, and indeed the only one in the MENA region, and are confident this will help us to stand out in what is a highly competitive marketplace.” Gama Aviation also created a new FBO (Fixed Base Operation) at Sharjah earlier this year, which it says has resulted in significant growth in business jet movements through the United Arab Emirates’ newest executive terminal facility.
EXCELLENT
Rizon Jet Doha is among the few Platinum rated operators outside the U.S. (top) Universal Weather & Aviation run a useful blog providing useful tips including no fly zone in the area (center).
Meanwhile Zurich-based ExecuJet Aviation Group is extending its partnership with Bilen Air Service to include aircraft handling at Istanbul’s Sabiha Gokchen Airport, thus providing 24/7 general aviation flight support capability to the city. The two companies joined forces last year to provide FBO services at Istanbul Atatürk Airport. Other Gulf-headquartered ground handlers include Jetex Flight Support and Sharjah’s Skyplan Services, No Turkeys Here Charter operators are reporting that the market has picked up. This summer Abu Dhabi-based international luxury flight services firm Royal Jet reported that a 19% increase in the number of flying hours has contributed to the best summer in its history.
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Meanwhile MENA Aerospace Enterprises of Bahrain beefed up its staff with a number of key management appointments in order to support the corporate group’s sustained growth and regional expansion, including former CEO Ralph Eisenschmid promotion to the role of Executive Director on the company’s board of directors. Operators would not get very far without sophisticated flight planning services. Global support services provider ARINC Direct, for instance, offers services such as advanced route planning, airway slot management, runway analysis, and collaborative decision making. The company provides exclusive proprietary graphical flight following technology that allows users to track aircraft worldwide in real time.
Competitor Universal Weather & Aviation runs a useful blog on its website, that provides up to the minute useful tips, such as ‘no fly’ areas. As we went to press, it was offering helpful advice about flying into Syria, which was experiencing a wide range of sanctions from the U.S. and other countries. Earlier this year Rockwell Collins expanded its presence in the Middle East with a new regional headquarters in Dubai and a United Arab Emirates office in the capital city of Abu Dhabi. Locally-grown trip support providers have also promoted good news. Aviation services company Hadid International achieved the ISO 9001 quality standard this summer. Based at the Dubai Airport Free Zone, Hadid has been providing ondemand aviation services for more than 30 years. CEO Mohammed Abu Libdeh, said, “Achieving ISO9001 certification will help us realize our key goal, which is to be the partner of choice for the global aviation industry looking for world class flight support services.” They are strong words, reflecting the fact that the outlook is good for the Middle East business aviation market. Although most countries in the Gulf do not really celebrate Christmas, it looks like the MEBA 2012 show will be a rich seasonal gift as the Gregorian year draws to a close.
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BUSINESS AVIATION –– MAKING THE DIFFERENCE IN EUROPE Nearly 500 Exhibits • 60 Aircraft on Static Display • Over 12,000 Attendees
TUESDAY, MAY 21; WEDNESDAY, MAY 22; & THURSDAY, MAY 23, 2013 Palexpo and Geneva International Airport Geneva, Switzerland
www.ebace.aero
REPORT
TRIP PLANNERS
STRIVING FOR PERFECTION
Major trip planners continue adding features to their online systems, improve software and strengthen ground support networks to meet or beat their formidable competitors; more clearly defining their companiesÂ’ positioning in the marketplace to attract potential customers. Jack Carroll reports. STRUCTURE
The "old chart company" Jeppesen is now a major force in flight planning and trip support (top). Arinc Direct is a relatively new bud in the flight planning branch (bottom). 42 - BART: DEC - JAN - 2012 - 2013
W
e can make this statement with a high degree of certainty: All trip planning/support providers are not created equal. They all have different corporate cultures, varying personnel skill sets, known specialties, areas of operation, customer bases, global infrastructures, market shares, levels of experience, company longevity, competitive strengths, mission statements and on and on, but we’ve made our point.
But while the companies themselves differ in every possible way, one thing that differs very little, in some cases not at all, and that is their portfolios of product and service offerings. Which of course can make it very difficult when a Business Aviation operator decides it’s time to call in an outside flight planning organization as its international business continues to grow. No operator would disagree with the that there is a very high degree of competence, experience, expertise and well-deserved customer loyalty among the major players. And how do they get their common message–“We are different”—across to their prospects, retain their customers and stave off their competitors? Here we’ve attempted to discover product differences, branding differences, and positioning in the marketplace. So, in no particular order, we’ll start with Arinc Direct. ARINC Direct: A relative youngster in the flight planning and trip support business, ARINC was originally owned by the airlines for about 80 years until some people thought there were better ways to do the job and decided to make its mark by concentrating on Business Aviation. After some ten years, ARINC Direct appears to have solidified its niche–brand position— as innovators.
According to Bob Richard, Senior Director of ARINC Direct, the “Direct” refers to the fact that while the company will distribute its products through resellers, such as Universal Weather and Honeywell GDC, it also sells its array of products and services direct to the end users, business aircraft operators and corporate flight departments. Richard cites a few examples of ARINC Direct’s innovation: “For example, we were one of the first to integrate runway performance data into flight planning and first to come up with ACARS via Iridium satellite. ACARS stands for Aircraft Communication Addressing and Reporting System, but to pilot’s minds it’s essentially datalink, in a format that’s interoperable between a whole array of ground systems around the world and a wide range of information available. For instance getting a pre-departure clearance to your flight deck will go up over ACARS and your digital ATIS will go up over ACARS so you can read it instead of listening on the radio. The ACARS system has traditionally been VHF and over land that’s fine, but for long distance over water flights where there is no VHF, we came up with a way of providing ACARS over Iridium, which of course has global coverage. We actually pioneered that before anyone in aviation did.”
“We’re based in Annapolis, Maryland, but have people stationed all over the world, as well as an approved global supplier network.” says Richard, “These are not only ground handling crews, but also technical support personnel who can meet an aircraft to troubleshoot systems when there’s a ‘squawk,’ such as a problem with the satellite system for example. And they’re also qualified to handle the passengers’ needs as well, for instance fixing internet cabin communications and entertainment systems. We pay close attention to our passengers, as you’d expect.” Summing up, Richard feels that ARINC Direct’s real strength is customer service. “I think it’s the biggest point of difference we have. We listen carefully to our customers and meet their needs. A lot of early adopters were very patient and understanding as we didn’t have a complete service offering when we launched. Now we have new software releases about once a month, as opposed to our competitors, who might have a new release every couple of years. We build a little, test a little, deploy. And do it continually, which our customers really appreciate and can’t help being impressed by the constant flow of new features.” And they always have new applications to “test drive.” ARINC Direct’s latest move, announced at NBAA, is a partnership with FlightAware to offer live tracking for Business Aviation operations. The main reason being, according to Richard, that ARINC Direct was using a 20-year old tracking system called Web ASD, owned by another Division of ARINC. “We decided to go with FlightAware simply because they are the world’s largest such operation, and acknowledged experts, providing flight tracking, flight data, and flight planning services to over three million users per month. And that fact that some 50 percent of our customers use the iPad and Web ASD simply couldn’t support it. We think we’ve found the perfect solution with FlightAware.” Euro Jet. While the major players in flight planning/trip support services tend to stress their advanced trip planning software and menu of capabilities first and ground support services second, Prague-based Euro Jet takes the opposite track and stresses its concentration and expertise in a specific geo-
TRACKING
Arinc Direct in partnership with FlightAware offers live tracking for Business Aviation operations.
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REPORT
TRIP PLANNERS Honeywell Global Data Center (GDC) Flight Support Services: One of the big features Honeywell has always touted is its Flight Sentinel service, according to Blane Boynton, Director, Product Marketing, Honeywell Global Data Center. “Flight Sentinel” is a pro-active flight following and concierge service that was typically available only in the United States. We basically take care of everything for Flight Sentinel subscribers, from flight planning to active flight monitoring and ground support coordination, such as catering; all you’d expect of any trip we plan. Most importantly, well before they take off and while they’re in the air, we take pro-active measures to look for anything that
SELECT
Prague based Euro Jet concentrates on Central / Eastern Europe and CIS region (top). Honeywell partners with Universal Weather and Aviation on the GDC Flight Support Services (center).
graphic area covering Central and Eastern Europe, and the CIS region. Which, according to Gareth Danker, Director of Global Sales & Marketing, sets it apart from other trip support service organizations. “Our point of difference and competitive advantage is the fact that we are the only company offering a complete ground support network, with our own team of agents in Central and Eastern Europe and the CIS countries. Danker points out that, “While comprehensive ground support is our core offering, bearing in mind that there are few true FBOs in our operations area as opposed to what one might see in the United States or Western Europe, we also offer a wide range of services including flight planning, flight following, fuel, permits, security, crew care, ground transportation, pre-screened hotels and catering, to name but a few.” In other words, they leave no vendor un-vetted. Danker stresses the importance of having a physical presence at airports to create relationships and pre-screen all vendors. “These are Euro Jet employees, well versed in airports and supervising the servicing of VIP aircraft. I like to say that we try to give our customers ‘a western experience’ as much as possible, with comprehensive advance planning and attention to detail. For instance, an arriving aircraft is met by a uniformed, English-fluent Euro Jet employee who has arranged everything, which can include fuel, crew hotel and transport and catering
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with all our negotiated rates, often times through credit arrangements, so the crew doesn’t have to be concerned about payment on-the-ground.” According to Danker, Euro Jet has a presence in 29 countries, serving some 200 airports, providing complete ground support for business and private aircraft, commercial, cargo, government and military flights. In a sense, with its ground support orientation and focus on customer service, one might say that Euro Jet provides “virtual FBOs.” As far as brick and mortar are concerned, Euro Jet is now in a program of refurbishing or constructing private VIP crew lounges at participating airports in its expanding network.
could disturb the planned route, such as tropical disturbances, weather closures, traffic restrictions and the like.” What may be a bit surprising–at least to this writer—is that last year Honeywell chose to partner with one of its major competitors, Universal Weather and Aviation as its exclusive provider of International Trip Support services. Says Boynton, “This partnership allows Honeywell to GDC to bring to the table the expansion of Flight Sentinel on a global basis.” A customer can call Honeywell GDC or Universal to reach a single point of contact for any information or request. It’s all coordinated digitally full time so each side is aware of what its counterpart is doing.” While GDC subscribers
are billed by Honeywell, the international trip support legs are billed by Universal, which can also offer flight following with Flight Sentinel as an add-on. Says Boynton, “It’s sort of a dual-referral structure with both sales forces thoroughly trained in our respective offerings, so for a combined U.S. and international trip, with all it entails, we’re coordinating with our partner, Universal, to handle the international legs. Honeywell’s GDC in-flight services include Air Traffic, Navigation Database, Graphical Flight Following and WINN Graphical Weather. According to Boynton, WINN was developed by Honeywell for it Primus Epic cockpit. “We’re pretty excited about WINN right now. In the past get-
ting graphical weather into the cockpit could take two paths; either VHF or Satcom, which could be time consuming and expensive to deliver. But we’re encouraged by advances with Immarsat which are on the way, and we’re looking to expand the WINN coverage to include global weather radar data where available. What we’re always hearing from pilots is that flying within the U.S. it’s easy to get access to the weather data, but outside the U.S. it’s a whole other story. Also, I should mention that we’ll soon be announcing a partner to help us achieve a more complete global weather capability.”
Jeppesen: The good old “Chart Company” has come a long way over more than seven decades and as we all know is indeed a major force in the business of flight planning and trip support. And, yes, charts of course. To get a picture of the 2012 model Jeppesen, we spoke with Ted Glogovac, Senior Product Manager, International Trip Planning Services. So what makes Jeppesen stand out from all the other trip planning and support services? Says Glogovac,“The differences between companies are not all that clear and to a certain degree suppliers are all doing certain things the same way; ground handling, for example. But the thing any supplier has to remember is that you’re only as good as your last trip. The things we focus on in the
marketplace are the overall product offering and consistent, good oldfashioned personal service to our customers.” According to Glogovac, Jeppesen’s reputation is backed by an impressive product portfolio equal to or wider than any of its major competitors. As any company does, Jeppesen wants to emphasize the fact that it is, to use the cliché, a “one-stop shop,” which indeed it is. The company has been providing flight planning, weather and international trip planning services to the Business Aviation community for over 30 years and a sampling of its wares would include JetPlan, to calculate what it calls an optimized
flight plan for the selected routing to file with ATC. That’s whether using ETOPS, ERAD or CDRs. JetPlan is available through a web interface, JetPlan.com, or PC software, JetPlanner. Among its capabilities/features you can graphically depict the route, overlay weather and navigation and track the progress of a flight. Yes, yes, we know; other companies can offer pretty much the same, but that’s why Jeppesen has salespeople, after all. So, what’s new? Jeppesen recently announced its new FlitePlan Online solution, specifically designed for business aircraft operators. Says Glogovac, “The intention here was to create an online system for the Business Aviation market, allowing a pilot or flight department, to log in to the system, be presented with some simple questions, provide input and quickly have a fuel-optimized flight plan returned for filing and acceptance by ATC, usually in less than a minute.” Basically, Jeppesen pared down and simplified its very successful-across-the-board
HOTTEST
Jeppesen recently announced its new FlitePlan Online Solution.
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REPORT JetPlan, removing certain features that Business Aviation operations simply didn’t need; hence the speed and ease of operation.
Jet Ex Flight Support officially
STRATEGY opened for business in December
Jetex Dubai luxury VIP/VVIP FBO is also the world headquarters of the company. The Ascend concept started with the acquisition by Rockwell Collins of Air Routing Intl (right).
2005 at the Dubai Air Show; its first step a luxury VIP/VVIP FBO. Not surprising, judging by the extreme wealth levels of passengers on large and ultralarge cabin business jets passing through the airport every day. Dubai was also Jet Ex’s obvious choice for its world headquarters, being at the heart of the business and private aviation industry in the Middle East, which accounts for roughly ten percent of that market and continues to grow steadily.
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TRIP PLANNERS Since then, Jetex has grown carefully, steadily and strategically, while building a highly recognizable global “brand.” The company now employs
The company was now officially “on a roll” and the same year followed up with another luxury FBO in the rolling green fields of Shannon, Ireland.
over 100 people headquarters in the Dubai Airport free zone and some 300 worldwide, as it continues its ambitious expansion program. As Komal Qaiser, Communications Manger notes, “We’re expanding strategically rather than over-aggressively and place our facilities based on air traffic statistics and predicted growth in select geographical locations. Once we make sure all the conditions are right, then we move very quickly” The first major step in the global business plan was the establishment of an ultra-deluxe FBO in 2009 at Paris’ Le Bourget Airport, also offering a wide range of global flight planning and trip support services as in Dubai. This might be described as Jet Ex’s “Jewel in its crown,” featuring such niceties as the “Le Royal VIP Lounge” for government officials, boardroom siting for 20 guests, “snooze rooms,” satellite TV and all the flight planning capabilities, trip support and concierge services to satisfy the most demanding government officials and captains of industry. Most, if not all, of these services are duplicated at all Jet Ex’s facilities. By 2011, China and its huge business and private aviation projected expansion beckoned and Jet Ex opened its Beijing headquarters with a dedicated staff to plan and support flights throughout China and the Far East.
And why Shannon? The strategic reason was the fact that Shannon was the world’s first airport outside the Americas to provide full-service U.S. customs pre-clearance–through its USCB terminal (please spell out) to passengers traveling to the continental U.S. Says, Qaiser, “It is a very important strategic location for us to help save time and eliminate customs hassles for our passengers traveling across the Atlantic to the U.S. from our locations in the middle east. Rockwell Collins Ascend Flight Information Solutions: The Ascend concept started with the strategic acquisition of Air Routing International in 2010, followed by other key building blocks, such as CTA FOS scheduling and dispatch software. While picking up the pieces might have been relatively simple, integrating them posed a number of engineering challenges to be sure, but according to Matt Pahl, Manager Flight Operations Services, Rockwell Collins did it right. “It’s not so much the system components we acquired, or developed ourselves, but how Rockwell Collins put them together to allow us to offer what I like to call ‘total end-to-end flight operations solutions’. In fact, I see this as a prime point of difference between Ascend Flight Information Solutions and its competitors.”
Air Routing International (ARI) had of course been the “go-to” company for international flight planning, but coincidentally, it had been steadily expanding into domestic flight planning services using online tools. This made the company an even better fit with Rockwell Collins’ plans, so it was not surprising that FOS was acquired about a year after ARI. As Nancy Welsh, Marketing Manager, Flight Services explains, “I think our FOS (Flight Operations System)scheduling and dispatch software is one of the most robust tools ever designed for managing a flight operation; it’s like an ERP system for a flight department. Using FOS, a flight department can input trip data and access that information in Flight Manager–our online trip support portal that ARI originally built–or via a mobile device. “The two systems talk to each other so it really streamlines the trip planning and execution process for everyone involved. It tracks everything a flight department could possibly need, such as crew duty times, crew availability, crew legality, aircraft maintenance, passengers, fuel and so on. It’s a fully integrated tool that a customer can use as an online resource to manage all aspects of a trip.” A seamless operation, in short. Universal Weather and Aviation: After more than half a century supporting Business Aviation worldwide, while facilitating over 2.5 million trip legs, it can be safely said that the company can handle any trip management task that comes its way, no matter how complex it may appear. Its customers are well aware of that, of course. And while its major competitors have similar trip tools and planning capabilities, all would agree that it’s not a simple matter to dislodge a satisfied, longtime customer. Gaining a new one can depend on the presentation, a perceived difference or nuance, a technological advance, or just being in the right place at the right time. We spoke with Darryl Young, Director, Trip Support Services, to gain some insight. Says Young, “If you’re used to traveling around the United States in a business jet, flight planning can be pretty simple and routine. That’s your ‘comfort zone.’ This can vary from operator to operator. For instance, some may have a great
deal of experience flying into Mexico or around Latin America and have no problems with these areas. But if there’s a first trip planned out of one’s comfort zone, say to Africa, that’s a whole different story along with a set of different challenges. The aircraft operator would hardly know where to begin. Flight planning and weather. Security when you get there. What about country overflights? Which permits are needed? What about ground support? Accommodations? Catering? Well now we’re talking about Universal’s own “comfort zone” and none of the above pose any problems.
Says Young, “That’s where Universal as a global trip management provider comes in and where we can deliver real value to our customer. Because while we might be talking here about an operator’s first trip to Africa–or anywhere else in the world for that matter–we’ve facilitated many thousands of such trips over the years, so there are really no surprises.” He can’t resist ticking off some incountry capabilities: “We know the best ground support services. Arrange permits. Have credit facilities in Africa. Arrange security to protect passengers and crew as well as that $50 million aircraft sitting on the ground. And all the usual needs such as hotels and ground transportation.” Those are just routine for a company like Universal. Says Young, “Our competitive strength comes from the vast amount of trip data accumulated over the years from our customers as well as from our people on the ground within our global community. We contact customers after each trip to get feedback on their experiences, enroute and at destination, and data-base it for quick reference on future trips. The information is really never out-dated as it’s replenished and revised continually.” And a unique, valuable asset, for sure.
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CHAMPS
It can be safely said that Universal Weather and Aviation can handle any trip management task that comes its way.
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TOP TIPS
FLIGHT OPERATIONS
FLYING FROM THE MIDDLE EAST As proven by the influx of Business Aviation traffic from around the globe, including the United States and Europe, interest in Business Aviation in the Middle East is high. But it s not just foreign operators operating business jets into the Gulf- traffic originating in the Middle East and operating to the U.S. is growing too.
W
ith all eyes on the upcoming MEBA show - taking place at Dubai’s Al Maktoum International Airport, December 11-13, BART asked the experts at international Business Aviation trip management provider Universal Weather and Aviation, Inc. to discuss the do’s and don’ts of flying to the US from the GLOBAL Middle East. New Dubai's Al Maktoum Fewer Restrictions International for Middle East-based Operators “We see quite a bit of traffic for busiAirport benefits from business ness,” said Universal Master Trip traffic going Owner Keith Foreman. “Typically trafto major fic is going to your major destinations destinations in like New York, Los Angeles, Miami, the U.S.A. Washington D.C., but we’re seeing 48 - BART: DEC - JAN - 2012 - 2013
more internal U.S. stops like Colorado, Las Vegas and Jackson Hole, Wyoming.” Foreman said with the suspension of the controversial National Security Entry-Exit Registration System or NSEERS in April 2011 by the U.S. Department of Homeland Security that there are fewer restrictions for Middle East-based operators traveling to the U.S. NSEERS was a system of extra security measures put into place in 2002, following the terrorist events of Sept. 11, 2001. Under NSEERS, visitors from 25 countries, mostly in the Middle East, were required to undergo special registration procedures for entering and exiting the U.S.
Homeland Security determined that the program became redundant with the implementation of the Advance Passenger Information System or APIS requirements. So from that standpoint, there are fewer restrictions for Middle East operators. Even without NSEERS, though, Customs and Immigration always has the right to perform additional screening at their discretion. “Traveling to the U.S. for Middle East-based operators has become fairly routine, but it still requires proper preparation and pre-planning, as there are a few issues that still occasionally can be troublesome if overlooked. Overall, though, I’d say that things are getting easier and less restrictive.”
Proper Documentation According to Universal Master Trip Owner Greg Linton, operating to the U.S. requires all the standard documentation needed for any private flight. “You’re going to need the usual documents like complete crew and passenger information, insurance, and last but certainly not least, a valid U.S. visa. This is probably the one area where I’ve heard the most amount of confusion and not having a visa has derailed what could have been smooth missions,” said Linton. “For charter flights, there’s a bit more involved. Operators will need a U.S. Customs bond, and to make sure they have a valid Master Crew List on file when they file their APIS.” Visa Confusion Avoiding visa issues is simple – the pilot in command needs to make sure that everyone onboard the aircraft has a valid U.S. visa, said Foreman. “That sounds simple, but there’s still a lot of confusion regarding who needs a visa and if they’re covered under the Visa Waiver Program,” Foreman continued. “The easy answer for Middle East nationals is that they will all need visas to enter the U.S. That’s because Middle East countries are not included among the list of 37 nations within the Visa Waiver Program, which allows citizens of those countries to travel to the U.S. for business or tourism without a visa.” One area of confusion occurred on a trip when the company flying foreign nationals into the U.S. was a signatory carrier in the Visa Waiver
Program, which they believed negated the need for all passengers to have a visa. “For example, if a United Kingdomregistered company is a signatory carrier under the Visa Waiver Program, this does not mean that they could bring nationals into the U.S. from a country not included in the 37 countries within the program,” explained Foreman. “So Middle East nationals will still need a visa. So while the U.K.based company may be a signatory carrier, the passengers who are not citizens of one of the 37 countries will still need a visa.” “Another issue regarding visas that I’ve seen occur for flights originating from the Middle East to the U.S. A flight was originating from Saudi Arabia en route to U.S. All of the Saudi nationals had visas. The flight made a tech stop in Shannon, Ireland and unexpectedly picked up the passenger’s friend, an Irish national, who then boarded the aircraft headed for the U.S. The crew was busy and assumed everything was good and didn’t check to see if the passenger had a visa. “In that scenario passenger didn’t realize he needed a U.S. visa because he’d come to the U.S. many times onboard commercial aircraft. Because the airlines are part of the visa waiver program, citizens of one of the 37 countries included in the Visa Waiver Program, do not need visas when traveling commercially. That’s not the case for any type of private flight. All passengers will need visas unless the company operating the aircraft is under the Visa Waiver Program and
the passengers are nationals of one of the 37 countries. “Upon arrival in the U.S., it was discovered that the Irish national did not have a U.S. visa. Fortunately, in this example, a visa was able to be arranged on arrival, but I have seen similar instances when a passenger arrived without a visa and was promptly placed under house arrest at the airport and forced to leave the country immediately on the next flight out.”
MANDATORY
Middle East nationals need a visa to enter the U.S. because Check the Expiration Date their countries One easy-to-overlook “gotcha” are not part of according to Foreman is when a visa is the 37 nations valid but the passport it’s tied to is within the Visa expiring. Waiver Program. BART: DEC - JAN - 2012 - 2013 - 49
TOP TIPS
FLIGHT OPERATIONS
(Transportation Security Administration) Airspace Access Waiver to operate any domestic legs in the U.S. “Operators with potential domestic stops need to be plan accordingly, as the lead time for a TSA waiver is five days,” explained Universal Master Regulatory Services Specialist Saad Farid. “Once approved, it’s good for up to 90 days. I advise foreign-registered aircraft operating to the U.S. to apply for a TSA Waiver that includes alternates and potential destinations even if they aren’t on the original itinerary. This allows for flexibility in operations which is key to business aviation, where plans can and do change frequently.”
STOPOVER
“In this case, the person will need to carry both the expired and current passport as well as the visa,” said Foreman. “A passport must be valid for a period of six months after the national exits the U.S., so that should also be checked prior to the trip.”
Shannon is the only airport in Europe to offer U.S. pre-clearance. Domestic Legs in the U.S. It's a zero duty Require a TSA Waiver zone and has no Foreign registered aircraft based in value added tax. the Middle East, will require a TSA
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Picking the Right Tech Stop Selecting the right tech stop for flights originating in the Middle East headed to the U.S. depends on the range and type of aircraft. But not all tech stops are created equal according to Linton. “What I look for when advising my clients on a tech stop is an airport that had good fuel prices and can turn an aircraft quickly,” said Linton. “Some options are Shannon, Ireland and Stansted, U.K. Shannon is a great option for several reasons. It has no value added tax, a zero duty zone, and
geographically it’s positioned so that operators can then proceed directly to their destination in the U.S. It’s also the only airport in Europe that offers U.S. customs pre-clearance to private aircraft. That’s a potential time savings, as it allows the flight to then fly directly to more than 200 airports within the U.S. The process continues to be streamlined as well and usually takes less than 45 minutes. Operators that decide not to preclear in Shannon should take into consideration the time it takes to clear customs in major hubs said Foreman. “In the U.S. Customs can take a while to go through, so in some circumstances, I will advise my clients to avoid major airports like Boston, New York or Miami and instead use a smaller airport of entry like Bangor, Maine,” said Foreman. “I’ve seen clients clear customs in Bangor in under an hour whereas in some of the other locations it can take a lot longer.”
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Article provided by Universal Weather and Aviation. For more information and urgent operational updates, operators can visit www.univ-wea.com/operationalupdates/ or contact Universal’s Global Regulatory Services team at 713-378-2734.
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ROUND UP
FUEL SUPPLIERS
SUPPLIERS TAKE THE FRUSTRATION OUT OF FUELING While no supplier can control pain at the pump, all are soothing it somewhat by improving and adding services to take some of the frustration out of fueling by ensuring availability and simplifying the fueling process. Jack Carroll reports.
T
he specialized aviation division of the energy giant BP, Air BP supplies aviation fuels at over 600 locations globally. Meaning it has a decent piece of the global aviation market. How big is big? According to BP it currently supplies over 26 million tons or approximately eight billion gallons of aviation fuels and lubricants annually. That huge figure includes all sectors of the aviation market of course. Air BP is represented in some 50 countries with local offices in the vast majority of these. As Miguel Moreno, Air BP’s Global General Aviation manager explains, “It is the combination of local representatives, who understand GA businesses and airport operations in their geography, with the global nature of our business sharing this knowledge and expertise effectively across our network, which works extremely well in
GLOBAL
Air BP is respresented in some 50 countries. 52 - BART: DEC - JAN - 2012 - 2013
meeting the needs of our customers.” Earlier this year they expanded their global team as they re-entered the business directly in North America – you can visit www.airbp.com/ga for options to get in touch with your local GA representative. In addition to fuel and lubricants, Air BP supports its general aviation customers with a range of added services depending on their specific needs. Air BP offers two fuel cards; the Sterling card and Flight card. The Sterling card is designed for use by larger business and corporate aviation customers for the purchase of fuel across the Air BP network, while the Flight card better fits the needs of smaller businesses or individuals requiring Avgas or Jet fuel. As Miguel explains “With our cards customers have the convenience of being able to pick up fuel without the need for any pre-advisal or fuel releases at all but two locations globally, eliminating any hassle if your plans change last minute. Air BP can also help where customers may manage their own refueling at their home base. From advice and support on the design and installation of equipment through to support of how to minimize the operational and product quality risks again Air BP is experienced in sharing its knowledge gained from operating one of the largest GA fuelling networks globally. As Miguel explains “the specific needs of a GA fuelling location can be quite different to those of a large commercial airport. We have developed our technical support to meet the specific needs of the GA market for example our operational support package called OMEGA (Operations Manual for External General Aviation) provides all the support a GA site would need in one place.” In business for almost 14 years, Colt International took the fast track in the highly competitive aviation fuel business, building a network of more than 2,500 fueling locations
in a relatively short time. Like all companies in the business, Colt offers a contract fuel card but with an unusual title that says it all: “Trusted By More Pilots.” Not surprisingly, Colt promises preferred pricing at all locations and zero membership fees. According to Colt President Malcolm Hawkins over 4,000 flight departments now use Colt International’s
name a few. Colt also maintains a Tax Desk to ensure that its customers are taking full advantage of VAT exemptions, refunds and maximum FET reductions. What else? Oh, yes, they have Web Accounting for invoices, reports and reconciliation. The data is easily and quickly accessible and, most important, accurate. You can get reports that will quickly summa-
time commitment to aviation since 1928. Its reputation as an innovator began in World War II, making key contributions, such as its development of 100 octane-fuel. When the jet era began, the company’s research team came perfected anti-icing additives for jet fuel, as well as technological improvements including the variable pitch propellor, the first specialized refueling truck and, of all things, the drag chute. Who knew? Phillips 66 Aviation distributes 100LL Avgas, Jet A, Jet A with anti-icing, JP8 Military Turbine Fuel through its 11 refineries and an extensive network of strategically located supply terminals and pipelines throughout the U.S. Says Bryan Faria, General Manager Aviation.” For over 85 years our company’s strengths have focused on supplying the highest quality fuels with a consistent degree of reliability. And we’ll continue to build on those strengths in the future.” In other words, “If it ain’t broke, don’t fix it.” On the lubricant and hydraulic fluid side of the business, Phillips 66 has shown its leadership and innovation in
card for fuel, trip support and insurance. “Our goal is to make fueling as easy as possible for our customers.” Hawkins said. “For instance, customer’s can get real-time fuel pricing via email, phone, or through our inhouse developed online tool: eFuel. Colt’s eFuel allows customers to quickly find current Jet-A rates at more than 2,500 locations. With just a click, fuel is arranged and a confirmation is sent directly to the customer’s inbox.” That’s a nice convenience, but not a Colt exclusive by any means. But there’s more. As part of its “tool box,” Colt also offers Waypoint, an interactive fuel map. It is basically a trip planner that plots routes overlayed on an interactive map with airport and runway information that displays fuel prices at all selected airports. This tool can work in concert with Colt’s new Trip View, an online trip information platform that provides, well, just about all the information you’ll need on a trip. Away from your computer? No problem. Colt Mobile lets customers access priority features on their phone or tablet from anywhere in the world; you can find fuel prices, set up fuel purchases and check for lastminute fuel and travel notices, just to
rize your operational details in any time frame or format requested. As the industry grows and changes, Hawkins said there are some key elements customers should pay attention to in order to ensure they are working with the company that is right for them. “The industry trends we’ve seen are more versatile software programs, more web-based technology, and more fuel re-sellers emerging over the past several years,” Hawkins explained. “All claim to lead an operator to the cheapest fuel available. Some deliver what they promise; some can’t.” A sprightly 85 year-old with no signs of slowing down, especially in new technology, Phillips 66 has a long-
this market as well, logging a number of significant “firsts” including the first company to develop multi-grade piston aviation oil; first and only company to develop multi-grade oil approved for engines designed for 120 grade; invented the aviation refueling truck; and first to market with 100LL Avgas. It has had its share of accolades, of course, having been voted pilots’ favorite fuel brand for ten consecutive years. As a company spokesman points out, “Our line of aviation lubricants is approved by the FAA and by leading engine manufacturers around the world and, in fact, Phillips 66 X/C can meet a our customers’ needs from break-in to TBO” The company also
CARD
The Colt fuel card offers preferred pricing and zero membership fees.
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ROUND UP
offers high performance lubricant properties, allowing engines to handle climate conditions from the arctic to the tropics, as well as protective additive packages.
SAFETY
Shell Aerojet is designed to minimize the build-up of water in fuel.
If one were to distill Shell Aviation into a single sentence, it would be: Shell produces Aviation gasoline, turbine fuels and power boost fluids. It produces a great deal of these precious liquids; has done so since the early 1900s, when the company became heavily engaged in the worlds of exploration, auto racing and aviation. In fact, Shell fuel powered Louis Bleriot’s aircraft; the first to cross the English Channel. A formidable feat in those early days of derring-do. Shell’s specialized lubricants and greases for piston and tubine aircraft engines are sold under its AeroShell brand worldwide. Shell claims that “Every day at over 800 airports in more than 40 countries, Shell Aviation provides fuel for nearly 7,000 aircraft, refueling a plane every 12 seconds.” We have no idea how and by whom those figures were calculated but judging by the company’s size and scope, they sound reasonable enough, give or take. The company seems particularly proud of Shell AeroJet, which it developed as a premium aviation fuel that has a vital safety benefit. Available in select countries in the Asia-Pacific region, Middle East, Europe and South America, it is designed to minimize or eliminate the build-up of water in fuel tanks on business jets, turboprops and helicopters. As a Shell spokesman explains, “Even though Shell Aviation takes extreme care to ensure that only on-specification, clean and dry fuel, water can enter aircraft tanks when humid air is drawn in via tank vents and condenses during the aircraft’s descent. The water buildup can result in two serious problems;
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FUEL SUPPLIERS
ice and microbiological organisms. Lumps of ice and ice crystals can block filters and interrupt fuel flow to the engine, while the latter can damage tank coatings and lead to corrosion.” Shell’s solution was to use Fuel System Icing Inhibitor (FS-11), an approved additive that greatly lowers the freezing point of water to prevent ice formation. Sounds simple, but we’re sure it took a lot of trial, error and chemical wizardry to get there. As does every fuel supplier, Shell offers a number of cards to its customers, including the Shell Aviation Business card and Shell Aviation Private Pilot card. Shell aviation fuel is supplied by more that 250 FBOs in the U.S. and at Shell Aviation’s 800+ facilities in over 90 countries worldwide. The UVair Fuel card dates back to 1981; the concept of Universal Weather and Aviation’s founder, Tom Evans. It was designed to simplify and solve problems for general and business aviation fueling needs, especially for international operations. There was nothing like it at the time as first the UVair® Fuel Program was launched, followed closely by the UVair Fueling Card, which provided credit and fuel services through a contract program. No longer would flight crews have to travel with large amounts of cash to cover their aviation fuel needs abroad. That’s a huge plus, greatly appreciated by business aircraft operators. The UVair Fuel Program had a modest start at five locations–London Heathrow, Gatwick, Stansted, Paris Le Bourget and Madrid–where operators soon realized that fuel savings could add up to as much as fifty cents per gallon, with aviation fuel credit and order confirmations supplied, removing another pilot peeve. UVair had the field to itself as the only program offering
contract fuel to general aviation. Of course, competitors soon began selling their own programs, but with its head start the company stayed ahead of the pack, continuing to expand its network to the point that today the total number of UVair Fuel cardholders is approaching 20,000 and there are upwards of 4,000 card-accepting locations at airports worldwide. It might be said that Tom Evans revolutionized the aviation fuel industry with the first swipe of his UVair card. UVair stresses such features as competitive Jet-A savings with no annual fees, online fuel management, and single invoicing combining all fuel and all ground services as do most competitors. But according to a spokesman, a new feature growing in importance in cashpinched times is the company’s VAT compliance and exemption support program This provides VAT-compliant invoicing on aviation fuel uplifts throughout Europe, thus far a total of 18 countries, effective in 2013. UVair cardholders enrolling in the VAT exemption program–which applies to private non-revenue and charter operators–can receive UVair fuel and VAT compliant invoicing, on demand, for uplifts throughout Europe via European Fueling Services Limited. Incidentally, once you sign up for your Uvair card, Universal Weather and Aviation, being a major flight planning/trip support company would be more than willing to assemble a tidy package of trip support and flight planning services to go along with your new UVair card. The border lines between Flight Planning/Trip Support companies and global fuel suppliers have become significantly blurred as a number of fuel companies now offer flight planning/trip support services, while
independent flight planning/trip support services all offer fuel, booked in advance at “highly competitive rates.” World Fuel Services is no exception as it bills itself as “A single source provider of fuel, trip planning, flight support and charge card services.” The company is of course a major fuel re-seller with over 25 years’ experience and self-styled “marketer of choice for the world’s major oil companies;” a title, I’m sure, that similar companies have embraced at one time or another. But so what? We’re talking business here after all. As to coverage, the company offers fuel at more than 3,000 locations worldwide, a key selling point for any fuel company. Another of its strengths is the ability to structure ‘customized credit lines’ for its customers, thanks to its own financial resources and credit rating. As mentioned, simplifying the fueling process for its customers is a goal of any fuel service company. In the case of World Fuel, its clients can check up-to-date fuel prices and fuel availability worldwide at any time via an online form allowing clients to order fuel and receive a confirmation ‘within minutes,’ the company claims. According to Warren E. Boin, VP Marketing and Branded Programs for Business Aviation, “If you don’t already have a User Name and Password to access FuelFinder on our website, you can get one simply by contacting your local World Fuel Sales Executive.” Rest assured, there are plenty available. The fuel market is volatile, to say the least. World Fuel offers a solution in the form of Risk Management Programs, that are customized according to the user’s needs, such as calculating a predictable fuel cost basis or a formula for managing complex global purchases. But fuel isn’t all you’ll find at World Fuel. Its BaseOps division can provide all the flight planning and trip support functions of any dedicated provider, from computerized flight plans to complete concierge services and, of course, contract fuel and fuel credit. As one would expect, some of its competitors also offer such services. It stands to reason, if an operator is satisfied with their fuel services, chances are he’d trust the company’s trip planning services as well. As we all know, “plastic” is a prime mover in the fuel business and like all suppliers World Fuel offers its own cards. The company offers both a contract fuel card and a retail charge card. For contract fuel, World Fuel has historically offered a standard solution involving pre-releases prior to the transaction. To provide its customers with an on-demand option, World Fuel recently introduced the Alliance Card. The program will be phased in over the next 12 months in the U.S. and will eventually replace the need to prearrange fuel worldwide in 2014. Once fully deployed, it will ultimately give cardholders access to more than 3,000 contract fuel suppliers in some 200 countries. A key benefit for suppliers: Alliance is an automated solution for authorizing and submitting payments for processing and does away with paper-heavy, archaic manual procedures. Keep it simple is the rule. And yes, cardholders can earn World Fuel’s FlyBuys reward points. These same customers also have the option of using the The World Fuel AVCARD charge card for fuel transactions outside the Alliance Fuel Program. Aside from fuel, it can be used to charge anything and everything sold through airports or FBOs. The card is accepted at over 7,200 worldwide locations in 200 countries. And there are no fees for any of the card services offered.
Merry Christmas and Many Safe Refuelings in 2013
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www.airbp.com
General Aviation
REPORT
MEANT FOR By Paul Walsh
When investing millions of dollars in an aircraft you need to be sure that it does exactly what it is supposed to do more so you need to be sure that the person selling it is completely and utterly dependable.
T PRISTINE
Embraer Executive Jets offer the brightest, cleanest and quietest working environment imaginable at Melbourne Florida.
hat’s why OEMs themselves spend millions of marketing dollars to win their customer’s trust and loyalty. However, Brazilian manufacturer, Embraer, has pioneered another way of securing customer approval. Their idea was simple: build a customer and design center alongside an assembly plant on the space coast in Melbourne, Florida. So when customers finish browsing interiors and examining materials in the customer center they can make the short walk to the assembly plant to see their aircraft being put together in one of the brightest, cleanest, quietest and friendliest working environments imaginable.
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EMBRAER MELBOURNE FLORIDA
When I say friendly, I’m speaking about the 164-strong team of technicians that produce eight aircraft a month on a joint Phenom 100/Phenom 300 assembly line. When we visited they smiled and greeted journalists before returning to the job at hand giving the impression that Embraer’s people know exactly what they’re doing when it comes to making aircraft. The Phenom’s fuselage, empennage, and wings are manufactured in Sao Paulo, Brazil before being shipped directly to Melbourne. Here landing gear, flight deck equipment, instrument panels, engines and interiors are all painstakingly installed from five different assembly stations. Deadlines are strictly enforced and every seven days the aircraft moves from one assembly station to the next. Paperless One of the great things about the Melbourne assembly plant is that there is hardly piece of paper in sight. What it all comes down to is Embraer’s Manufacturing Execution System (MES), a computer-controlled data collection and reporting system that supports handheld intelligent devices and barcode scanners. If technicians want to bring up instructions, specifications, or data on a particular component they can do it directly on a tablet. Moreover if technicians want to speak with the production control support staff – that’s easy, as they’re located right by the assembly stations. Perhaps there’s one final reason for the good humor at the plant: Phenom demand has remained remarkably steady throughout the downturn and there’s enough to ensure that assem-
bly at Melbourne will keep humming along for years to come. Underlining this point - just last month Embraer Executive Jets and Flight Options marked the 100th delivery of the light Phenom 300 to the Cleveland, OHbased fractional jet ownership company. “The delivery of the 100th Phenom 300 light jet will be a major milestone for Embraer Executive Jets since it comes less than three years of this award-winning aircraft entering service,” said Ernie Edwards, President Embraer Executive Jets. The ever gracious Michael J. Silvestro, Chief Executive Officer of Flight Options congratulated Embrear, noting that the delivery of its 100th Phenom 300 jet was a, “milestone which reflects the appeal of this aircraft’s combination of comfort, performance, sound economics and newgeneration technology. He adds, “with a firm order of 100 Phenom 300s, we look forward to this aircraft serving as the foundation of our fleet for years to come.” The delivery of the 100th Phenom 300 is part of a firm order for 100 aircraft plus 50 options placed by Flight Options in 2007. The company, the second largest fractional ownership operation in the U.S., has taken delivery of 21 Phenom 300s to date and also operates the Legacy 600 in its fleet. Meanwhile the Phenom 100 recently passed another program milestone when flight hours totaled 100,000, a little over three years since it entered service in December 2008. “This is a significant milestone achieved in such a short time,” said Luciano Castro, Embraer Vice President, Programs – Executive Jets.
“The Phenom 100 now has a healthy market share. The success of the aircraft, with 240 now in service worldwide, results from its flexibility in being able to meet the needs of diverse customers including private individuals, corporations, flight schools and motor racing executives as well as fractional and charter companies.” The 100,000 hour mark comes after the company delivered the first U.S. produced Phenom 100 to Executive AirShare in December and the certification of an optional fifth seat a month earlier. We should note that the Phenom 100 can accommodate up to eight occupants and its range of 1,178 nautical miles (2,182 kilometers), including NBAA IFR fuel reserves, means the aircraft is capable of flying nonstop from New York to Miami; from Geneva to Helsinki ; or from Sydney to Auckland. And although it’s already a winner with customers, Embraer are continuing to improve it. Indeed the entry level jet now offers an optional increase in Maximum Zero Fuel Weight (MZFW) for those requiring a higher payload capacity. The move expands the flexibility of the entrylevel jet affording additional capacity for passengers and baggage. “These changes provide greater flexibility for operators,” said Luciano Castro, Embraer Vice President, Programs – Executive Jets. “The 330pound increase in MZFW payload enables operators of the Phenom 100 to carry even more payload and is particularly interesting for those flying heavy loads in high-density configurations such as aircraft equipped with the fifth seat and the belted lavatory.” “This is an important step for Embraer Executive Jets,” said said JetSuite Founder and CEO Alex Wilcox, who operates a large fleet of Phenom 100s. “This is more great news from Embraer Executive Jets. It shows Embraer listens to customers to develop continual improvements that increase the competitiveness of their aircraft. This increase in payload capacity increases the capability of the Phenom 100 and means JetSuite can provide better service to members and clients, and that is very important to me.” The optional MZFW increase is already available for new aircraft and will be available shortly for retrofit via Service Bulletin.
DISPATCH
The Phenom wings, fuselage and empennage are shipped from Sao Paulo, Brazil to Melbourne.
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REPORT
EMBRAER MELBOURNE FLORIDA guide them by saying, yes, silk is great but and the same time it doesn’t wear as well, but my advice won’t go further than that. I suppose educating is the word.” And if the customers choose an interior the designer doesn’t like, designers must, as Beever puts it, be maliciously obedient: “Malicious to the aircraft but obedient to the customer, but it’s not something that happens that often. In many cases the customer will have hired their own designer and we’ll work with them.”
Interiors Once we had toured the assembly plant we walked back to the customer center and design suite: another vital part of Embrear’s effort to win the hearts and minds of its customers. Jay Beever the company’s Vice President Interior Design points out that the center is all about enriching people’s experience. “Customers need to be able to say: this place is so good we’re never going anywhere else. Lunch was good, dinner was better and the choice of materials and styles is priceless.”
STYLE
The hearts and minds of Embraer customers are captivated in the Melbourne Interior Design Center.
Indeed Embraer’s design team can provide over 3,000 options for the Phenom, Legacy and Lineage executive aircraft. And they can rapidly produce high-quality renderings of furnishings and materials – the point is that customers need to know exactly what they’re choosing before its put in their aircraft. Beever adds, “We have so many different carpet samples available, different metals, different stones – people
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really get a feel for what’s going to be in their aircraft. And the design process is thoroughly collaborative.” “Designers sometimes get a bad name for pushing their opinion on people. But we have to realize that this is the customer’s space. So what I try to do is to learn about the customer, get as much information as possible about them and how they use the airplane.” Then for example they may want to put 100% silk in the aircraft and I try to
“The main point is that it’s dangerous to be too forceful in getting your opinions across - if you convince somebody to do something that they don’t want to do, they’ll come back sad and miserable and at the end of the day it’s their airplane, their choice.” As Vice President of Interior Design at Embraer, Beever’s task is to define the design DNA is of an Embraer Executive Jet. And he’ll soon be able to put his design philosophy in place at an Engineering and Technology Center soon to be opened by Embraer in Melbourne. “The point is that when you get into a Legacy or a Lineage or a Phenom, you’ll need to know immediately that it’s Embraer. And if you know one Embraer model you should know all of them - because the switches are familiar and the layout and features feel simpler. Each mode might look different but you’ll need to know that it’s from the same family. That’s what we’ll be working on at this center.”
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THE DOCKET
SLOTS
HEADING FOR A FREE TRADE MARKET By Giulia Mauri, Partner, Verhaegen Walravens n December 1st 2011, the European Commission adopted a comprehensive package of measures whose declared aim is, among others, to address capacity shortage at European airports. The so called “better airports” package should be approved before year end and the European Business Aviation Association (EBAA) has been following up closely with the Commission to to avoid “discriminatory” against Business Aviation operators being adopted. This holds true in particular for allocating slots and the prohibition of using off-slots – where the Commission’s proposal has explicitly singled out Business Aviation. This article does not focus on the overall analysis of the new measures proposed by the Commission, but on the proposed recognition of a secondary market for slots.
O
AUTHORITY
Giulia advises international clients on all aspects of aviation and transport law, including assetfinance and leasing, regulatory issues, carrier's liability and litigation matters. She can be reached at gmauri@verwal. net
Secondary Slot Trading under Regulation No. 95/93 The allocation of slots at European airports is currently regulated by Regulation No. 95/93 which provides that slots are allocated at coordinated airports (i.e. the most congested airports) by a coordinator on the basis of the rules set forth in the Regulation. The general rule, the so-called grandfather right, is that an air carrier having operated its slots for at least 80% during the summer/winter scheduling period is entitled to the same slots for the following year. According to the so-called “use-it or lose-it” rule, slots which are not sufficiently used by air carriers return to the pool of slots managed by the coordinator at the relevant airport. The coordinator will then assign such slots in accordance with the rules established by the Regulation. On the basis of these rules, a primary market of slots is not allowed and cannot evolve. Newly-created slots are
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assigned by coordinators and are not traded on a market. Regulation 95/93 does not contain any provision on a secondary market for slots, i.e. a market where slots may be freely traded between air carriers. It was the position of the Commission during the 90s, when the Regulation was discussed and approved, that trading of slots was illegal. This position was clearly mentioned by the EC Commissioner for Transport, Mr Neil Kinnock, in 1997: “The regulation in no way provides for slot trading, but simply for the exchanges foreseen in Article 8(4). In addition, there can be no reason related to Article 85(3) EC to envisage monetary considerations for transfers. On the contrary, such requirement would make it more difficult for a competitor to gain access to a route”. Article 8(a) of the current version of the Regulation (as amended in 2002, 2003 and 2004) provides that slots may be: A) Transferred by an air carrier from one route or type of service to another route or type of service operated by that same carrier; B) Transferred in very limited cases such as an intragroup transfer, as part of the acquisition of control over the
capital of an air carrier or in the case of a partial or total take over; C) Exchanged, one for one, between air carriers. The rules of Regulation 95/93 have generally been interpreted, based on the position taken by the Commission on this topic, as forbidding any sale of slots against consideration. However, at Heathrow airport in London, one of the most congested community airports, air carriers developed the practice of exchanging slots against consideration. Regulation 95/93 allows exchanges of slots, but it is silent on whether such exchange could be completed with a monetary compensation. These exchanges against consideration have been considered as “artificial” as they are, in fact, proper sales of slots. In this form of exchange, one airline, the seller, exchanges its highly valuable slots during peak times at a congested airport against so called “moonlight” or “junk” slots, i.e. slots without commercial value, at the same airport. The air carriers receiving the high value slots at peak time (the buyer), pays a monetary consideration to the “seller” and transfers its moonlight slots to the seller. These junk slots are then returned to the pool by the seller since it has no intention of using them. With the exception of the UK airports, these artificial exchanges have not been practiced very often because of uncertainty about their legality. Indeed, many countries do not allow exchanges of slots against consideration. The case of Heathrow Secondary slot trading in the form of exchanges against consideration developed in the UK and, in particular, at Heathrow. In their report commissioned by the European Commission, Mott McDonald evaluated the implications of the formal introduction of secondary trading mechanisms for runway slots at congested community airports.
In their study, they have analyzed the current (in 2006) status of secondary slot trading at several airports. The final result of their analysis is that the most developed secondary trading of slots has taken place at Heathrow. Mott McDonald identifies six different forms of slot transactions at Heathrow: ❍ An outright sale of slots on commercial terms, ❍ A lease of slots on commercial terms, ❍ As part of the transfer of a route from one carrier to another, ❍ As part of the restructuring of a bankrupt air carrier (eg Sabena or Swissair) ❍ To redeploy slots within an airline alliance or other group of carriers, ❍ To temporarily babysit surplus slots. Secondary trading at Heathrow has been favored by the existence of a clear case law declaring exchanges of slots with consideration perfectly legal. In other countries no such case law has developed and the general feeling has been that an exchange of slots against compensation was a practice that infringed the law. In the UK, the English High Court ruled at the end of the 90s that exchanges of slots against monetary compensation do not infringe Regulation 95/93. The case known as the “Guernsey” case opened the door for the development of secondary trading of slots in the UK. The case concerned a transfer of slots between Air UK and British Airways at London Heathrow. Air UK was a regional air carrier serving the London Heathrow/Guernsey route. This route was extremely important to the Guernsey economy as it constituted the link between the island and the most important London hub. Air UK had no intention to continue operating that route and exchanged its slots against “moonlight” slots held by British Airways and against payment of monetary consideration. The moonlight slots were then returned to the pool. British Airways used the newly acquired slots on routes other than the Guernsey/London Heathrow therefore depriving Guernsey of its main link to London Heathrow. The Guernsey government brought an action against the airport coordinator at London Heathrow for having approved such exchange of slots. The High Court ruled in favor of the coordinator and
also found, incidentally, that there was nothing prohibiting monetary compensation in Article 8(4) (now article 8(a)) of the Regulation. Even if the decision of the English High Court did not have the value of a precedent and could therefore not be used in other jurisdictions, its findings allowed the development of a secondary market for slots in the UK. The 2008 Communication of the Commission The reasoning followed by the English High Court was also partially taken on board by the Commission in its communication of 2008 on the application of Regulation No. 95/93. The Commission indicated in its communication that “where there is no transparent market for the scarce resource of slots at congested airports, incumbent air carriers are often not aware of, or confronted with, the full opportunity costs of the slots they hold. As a consequence an air carrier may retain a slot even when its market value far exceeds the value that the air carrier generates from retaining and using the slots. […] the Commission recognizes that exchanges of slots for monetary and other consideration, more commonly referred to as secondary trading, are taking place at a number of congested community airports. This has had certain advantages, notably in allowing the creation of additional services on specific routes”. If the 2008 communication of the Commission partially recognized the value added by the creation of a secondary trading for slots, it failed to clearly authorize transfers of slots for monetary compensation. The Commission merely stated that it would not pursue infringement proceedings against Member States where such exchanges took place in a transparent manner. This meant that each Member State continued to apply existing practices and regulations and therefore where exchanges of slots against compensation were not allowed, things did not change. However, as Mott McDonald’s report shows, most of the players in the market (including airlines and airports) recognized that a clear authorization of secondary trading of slots at community airports would allow a better use of scarce resources such as slots at congested airports. A second report, issues in March 2011 and commissioned to Steer
Davies Gleave to assess the impact of revisions to Regulation 95/93, identified several advantages in a clear authorization of a secondary trading of slots. The Proposed Amendments to Regulation No. 95/93 The Commission’s proposal suggesting amendments to Regulation 95/93 contains an explicit recognition of secondary trading of slots.
In the introduction to the proposed revised text of the Regulation, the Commission explicitly indicates that, in order to encourage greater slot mobility, the new regulation should expressly allow airlines to buy and sell slots. According to the Commission’s proposal, Article 8(a) should become Article 13 and should provide that slots may be “[…] (b) transferred between two air carriers, with or without monetary or any other kind of compensation; (c) exchanged, one for one, between air carriers, with or without monetary or any other kind of compensation”. The article allows the creation of a secondary trading of slots. It is interesting to note that transfers or exchanges have always been considered to be allowed between slots of one and the same airport even if there is nothing in the Regulation that would forbid an exchange of slots between different airports. By eliminating the need to put in place an artificial exchange of slots, the new proposal sets airlines free, as long as they comply with the provisions of the Regulation, to buy and sell slots. It remains to be seen whether airlines will eventually proceed with exchanges of slots at different airports or will prefer to proceed with separate direct sale and purchase agreements.
REACTION
The European Commission recognized the added value of secondary trading for slots in a 2008 report.
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THE DOCKET
CAPACITY
Calculation of an airport's capacity is based on an objective analysis of the possibilities for accommodating air traffic.
According to the draft regulation, only airlines will be allowed to transfer or exchange slots. This is an important point as, under other jurisdictions, and namely in the US, slots have been used as collateral to secure financing. This will not be easily done under European law as, in case of default of the airline, creditors will not be able to sell or exchange the relevant slot. The proposed draft regulation imposes a duty on Member States to establish a “transparent framework” to allow contact between air carriers interested in transferring or exchanging slots in conformity with Union law. The choice of the Commission has been not to regulate this aspect of the sale and transfer of slots. Member States are left free as to the framework better suited to grant a transparent exchange of slots. An example that could be used by other Member State is what is been done in the UK. Airport Coordination Limited, the company responsible for coordinating slots at UK airports, has set up a service offered to airlines wishing to buy, sell, lease and swap airport slots. The service, called Slot Trade, is a web-based facilitator of slot exchanges. Airlines interested in selling, swapping or leasing a slot may complete an online posting form which helps them initiate dialogue with an account manager at Slot Trade. The posting is then published on the web platform and information about the desired transaction is sent to all interested parties.
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SLOTS If any one party is interested in buying the slot, they will have to respond to the announcement and show their interest through the web platform. At this point, the account manager puts the parties in contact and the negotiations proceed off-line. If agreement is reached between the parties, then a slot transaction is enacted with the coordinator of the airport who will confirm feasibility. Upon completion, the details of the slot trade are posted on the web platform therefore ensuring transparency of the slot trading process. Airlines may disclose the price paid on a voluntary basis. The system devised by ACL ensures transparency of the slot trading process. It would be interesting to know how many parties actually disclose the price paid for the relevant slots. Indeed, disclosure of the price would make the market more transparent, however, price is usually considered as confidential information. The proposed regulation, on the other hand, requires that air carriers shall give the coordinator the details of any monetary or any other kind of compensation paid for the transfer. It will be interesting to see how this proposed article will evolve through the legislative process and whether it will be accepted by airlines and Member States. Towards A Free Secondary Slot Market The Commission’s proposal for a secondary slot market has been welcomed by all interested parties as a step in the right direction in addressing slots’ shortage at congested community airports. Even if the proposal will most probably be further amended from now to the adoption of a final text, the principle of tradability of slots seems to have been accepted and set. At UK airports, airlines will no longer need to use artificial exchanges in order to sell or buy slots. A straightforward sale will be sufficient. As regards other less liberal European airports were there were doubts about the legality of exchanges of slots with monetary compensation, such exchanges should now be
allowed together with direct sale of the same. Local airports should also be invited to create systems to allow a transparent trading of slots. If these measures will benefit airports and congested traffic, they will certainly benefit air operators as well. Slots may be very valuable possessions. However, until now, airlines have been reluctant to include slots on their balance sheet. As indicated by a study prepared in 2011 by accounting firm Deloitte, “historically, airlines have only capitalized landing slots which they have purchased”. However the vast majority of slots remain “off balance sheet”. According to Deloitte, BA’s landing slots could be worth at least £2bn. It remains to be seen if the express recognition of a secondary trade in slots and the creation of a transparent market through the obligation to communicate the price paid for the purchase of slots (if this article is maintained as such in the final drafting) would not convince airlines to account for slots on their balance sheet. This accounting should however be carefully supported by an evaluation methodology that would allow to estimate useful economic lives of slots as well as consider impairment - for example, should the airport decides to build a new runway. Even if slots may be accounted for on airlines’ balance sheets in the future, I doubt that they will be used as security in financings as it has been done in the US. As already mentioned, the draft regulation provides that exchanges or transfers may only happen between air carriers. This means that enforceability of a security on one or more slots of an airline will be extremely difficult if not impossible. Indeed, in case of default of the relevant airline, the creditor will be stuck with an “asset” that it cannot sell. However, human creativity cannot be underestimated. We have witnessed the development of a secondary market for slots even in the presence of a Regulation that seemed to forbid it and I would not be too surprised if we should witness at some stage in the future, the creative use of slots as security in financings.
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MAINTENANCE MATTERS
MIDDLE EAST
AIRCRAFT SUPPORT IN THE GULF
By Bernard Fitzsimons
Maintenance provision for business jets in the Gulf region is growing steadily in response to dynamic growth in the region s population of executive and VIP aircraft.
T
he number of business jets in the Middle East may have fallen last year – from 550 to 516, according to market analyst Brian Foley – but the fleet is still more than twice the size it was just 10 years ago. A function of the global economic crisis rather than a response to local political upheavals in Foley’s view, 2011’s decline in numbers had been accompanied by the removal of some unsustainable elements and the situation was already stabilizing. In the meantime, maintenance provision continues to grow in response to increasing demand, with new facilities opening or under development throughout the region. UAE ExecuJet became one of the first independent companies to offer Business Aviation services in the region when it established its base at Dubai International Airport in 1999. In
2010 it added a second hangar, 4,820 sq m in area, which trebled the facility’s capacity, and by the end of 2011 it employed more than 130 maintenance staff. The Dubai operation is OEM approved to work on most Bombardier Global, Challenger and Learjet models, the Embraer Legacy 600/650 and Phenom 300, the Gulfstream G150 and G200 and almost all Hawker models. The Legacy approval covers base maintenance up to 24-month L4 inspections. In addition, it is an authorised service center for Honeywell engines, APUs and avionics, a Rockwell Collins Business and Regional Systems dealer and an Artex Level 1 service centre. ExecuJet Dubai also has a long list of regulatory approvals from EASA and FAA, regional authorities in the UAE, Bahrain, India, Jordan, Kazakhstan, Lebanon, Pakistan, Qatar and Saudi Arabia, popular business jet registries such as Aruba, Bermuda and Cayman and the African states of Angola and Nigeria. In May ExecuJet revealed that it was to expand its service offering through a tie-up with new Bahrain interiors joint venture Galmena. The two companies said they would provide an allinclusive cabin interiors service. Galmena has its own refurbishment
center in Bahrain, and the company said it would also operate a refurbishment and installation workshop for business and VIP aircraft interiors in Dubai, while ExecuJet will provide workshop space in its hangar for a regional satellite centre for Galmena‘s products and services. “Single-source service in today’s global market is essential for enduring success,” said ExecuJet Middle East maintenance director Nick Weber. “We intend to ensure that all these elements are in place to meet the full expectations of our customers.” As Dubai became an increasingly important focus for business jet operations, Jet Aviation opened its maintenance and FBO operation at DXB in 2005. Its dedicated hangar is big enough to accommodate two BBJs or Airbus Corporate Jetliners simultaneously. Providing scheduled and unscheduled maintenance, FBO services, repair, defect rectifications and modifications along with aircraft washing and hangarage, Jet Aviation Dubai is approved as a repair station by the FAA as well as the UAE, Bermuda, Cayman, India, Jordan, Pakistan, Qatar and Saudi Arabian authorities. It has OEM authorization to provide maintenance and warranty support for the Boeing BBJ, Gulfstream IV and V
APPROVAL
ExecuJet Dubai is OEM authorized on most Bombardier, Embraer, Gulfstream and Hawker models.
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MAINTENANCE MATTERS
MIDDLE EAST
series and G200, Dassault Falcon 900 and 2000 series and Hawker 800 series. FAA approval covers base and line maintenance on the Bombardier Challenger 604 and 605 and A checks on Airbus single aisle aircraft. Jet Aviation Dubai also offers maintenance services for the Boeing BBJ1 and BBJ2, Cessna Citation 500 and 650 series, Embraer Legacy, other Gulfstream models, the Hawker 700/800/1000 and Bombardier Global Express. It is a dealer for Rockwell Collins and Honeywell products, and Jet says its avionics specialists, can inspect, install, troubleshoot, service and repair all types of avionic equipment, from required upgrades such as The latest addition to the range of services is an interior refurbishment capability embracing upholstery, carpeting, overhaul repainting of headliner and side panels, chrome and gold plating, woodwork, sheet metal work, and repair of fibreglass, plastic and composite items. The aim is to meet growing regional demand for interior repair and refurbishment, particularly when aircraft undergo heavy maintenance, says vice president and general manager Michael Rucker. “These new
GIANT
Jet Aviation hangar at DXB is big enough to accommodate two BBJs (top). Falcon Aviation Service in Abu Dhabi (center). Richard Lineveldt, newly appointed as Gama Aviation general manager at Sharjah International (bottom).
cockpit voice and flight data recorders and emergency locator transmitters to cabin entertainment system upgrades. Last year the facility completed the first Certification Foxtrot Basic upgrade in the region of a Gulfstream 550 PlaneView cockpit.
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service offerings will improve efficiencies through better utilization of aircraft downtime,� he comments. In Abu Dhabi, Falcon Aviation Services is an Authorized Service Center for the Embraer Lineage 1000, Legacy 600 and Phenom 100 and 300
as well as offering support for the Gulfstream G450 at Al Bateen Executive Airport. FAS, which has been operating at the airport since 2006, has built its own 10,000 sq m hangar, big enough to accommodate up to three Lineage 1000s, and also operates a dedicated aircraft exterior cleaning facility that accommodates aircraft up to the size of a BBJ. Earlier this year the airport completed refurbishment of three hangars to support its growing business jet activity. One of them, 2,400 sq m in extent, has been leased by Jet Aviation Abu Dhabi, which started offering line maintenance services at Al Bateen last year using a temporary hangar. The northern emirates of the UAE are also developing MRO support for Business Aviation. At Sharjah International, Gama Support Services won UAE GCAA approval in August to carry out line maintenance on the Challenger 604 and 605. Sister company Gama Aviation opened a new FBO in January and is responsible for all business aircraft handling at the airport. The company says it plans to further develop it hangar facilities at Sharjah, gain additional maintenance approvals and employ additional engineers. Gama Group has its headquarters at Farnborough in the UK. Business jet maintenance at Ras Al Khaimah International is provided by Dana Executive Aviation, an RAK government-owned company that also operates its own Gulfstream V, Challenger 604 and Hawker 800 jets.
Bahrain Mena Aerospace is building a general aviation and hangar complex at Bahrain International Airport, where it already has an established joint ventures devoted to avionics and a more recent one concerned with aircraft interior design, refurbishment and installation. SA Mena Avionics, a joint venture with Scandinavian Avionics housed in a purpose-built facility at the airport, added UAE GCAA design approval to its EASA Part 21J approval in August. The result should be more efficient handling of avionics design issues, the company said. It already has maintenance approval from the FAA and EASA as well as the Bahrain, Saudi and UAE authorities. Last year Mena announced the formation of its new interiors joint venture with GAL Aviation of Canada. Formally established in May, Galmena will focus on cabin refurbishment, reconfiguration and warranty programs, according to GAL. Mena is establishing fabrication and design capabilities and carrying out training, supported by GAL Aviation’s production center in Canada. Qatar Qatar Executive, the corporate jet division of Qatar Airways, became a Bombardier line maintenance facility in April for the Challenger 300, 604 and 605 plus the entire Global family. “We look forward to offering exceptional maintenance service and professional expertise to regional Bombardier jet owners and visiting private jet operators,” said Qatar Airways Chief Executive Officer Akbar Al Baker. “We are confident this partnership [with Bombardier] will be a success that further cements Qatar’s position as a major aviation and maintenance hub.” Qatar Executive Technical Operations employs more than 20 full time engineers and technicians in a new 6,400 sq m hangar at Doha International designed to accommodate and support four Global and four Challenger aircraft simultaneously. There is 8,400 sq m of dedicate business jet apron and parking space. The Bombardier authorization covers line and AOG maintenance plus warranty repairs to the jets. It has invested in specialized tooling and spare parts that it says exceed Bombardier’s requirements for an Approved Service Facility.
Engineers and technicians are factory trained by the manufacturer, and Qatar Executive has an in-house team of engineering specialists dedicated to developing and optimizing maintenance programs that are tailored to the local environment. Maintenance work packages are scheduled to minimize aircraft downtimes and achieve high aircraft utilization rates. It also has a team of trained interior and exterior cleaners available 24/7. Doha-headquartered Rizon Jet has operational bases both there and at London Biggin Hill, with licensed aircraft engineers available round the clock to service airframes, avionics and engines. As well as the Qatar CAA, Rizon Jet has Part 145 approval from EASA and the Bermuda, Cayman, Aruba and UAE authorities, with approval by Bahrain and Saudi Arabia pending. The QCAA certification covers line and base maintenance on the Hawker 750, 800XP and 900XP and the Bombardier Global Express and Global 5000. The EASA and Cayman Islands tickets allow base and line maintenance on those Hawker models plus the 850XP and the Bombardier Challenger 605. Rizon Jet also offers AOG support. Rizon Jet’s own fleet comprises two Challenger 605s and a Hawker 900XP, while its managed fleet includes a third Challenger 605, and a Global Express. An Airbus ACJ319 is due to join on a private management contract in 2013. The only independent private jet operator with its own terminal in Qatar, officially inaugurated in March this year, Rizon Jet says it intends to
be a key player providing engineering and maintenance services for business jets and private aircraft. Its Doha hangar is capable of accommodating four Global XRS or nine Challenger 604/605 aircraft and has more than 1,500 sq m of workshops and technical offices. Saudi Arabia Saudi Arabia’s National Air Services established its maintenance operation at Riyadh’s King Khaled International Airport in 2001. Restructured in 2009 and now known as NAS-Tech, the company supports the business jets operated by fellow NAS Holding subsidiary NasJet and airline nasair’s fleet of Airbus A320s and Embraer 190s as well as providing services to third party customers. Nas-Tech offers line maintenance and A checks for the Boeing BBJ, Citation 550, Hawker/HS125 and Gulfstream IV. The company has Saudi GACA Part 145 and Cayman CAA approvals and plans to add approval by the FAA and EASA.
DEAL
Andy Nurredin VP customer services Bombardier Business Aircraft and Qatar Executive EVP Gabriel Tillman after signing authorized service agreement (top). Dohaheadquarterd Rizon Jet has EASA Part 145 agreement (center).
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MAINTENANCE MATTERS In 2010 NAS and Lufthansa Technik signed a 10-year cooperation agreement under which the German MRO major provides engine and component maintenance for the entire NAS fleet while helping NAS-Tech build up capabilities for line and light base maintenance of narrowbody aircraft, particularly the A320. NAS, meanwhile, is investing in a hangar and workshops intended to support all business jets, including Falcons, with wheel, brake, tyre, avionics and other repairs. At Thumamah Airport, 16 nm north of King Khaled International, Wallan Aviation operates a Citation Service Center approved to work on Citation 500 and 600 series aircraft and as a service center for the Citation X. Wallan, a long-standing Cessna authorized sales representative for the Middle East, also expects to add approval for the Mustang. It holds regulatory approval from the Saudi Arabian GACA and Pakistan CAA, and expects to add FAA and UAE GCAA approvals. Wallan’s two custom built hangars have a combined area of 4,660 sq m plus 450 sq m of workshops and offices, including fully equipped shops for wheels, lead acid and NiCd aircraft batteries. Staff are trained by FlightSafety International and equipment includes Cessna-specified ground support and avionics test equipment. Services comprise scheduled and unscheduled maintenance, defect rectification and troubleshooting. An AOG service covers the entire Middle East plus North Africa and Pakistan, with an AOG available for dispatch usually within 24 hours.
SAUDI
NAS CEO Sulaiman AlHardan cooperates with Lufthansa Technik (top). Arabasco is the first HBC authorized service center in Saudi Arabia (center/bottom).
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MIDDLE EAST In Jeddah, Arabian Aircraft Service Company (Arabasco) has a dedicated Part 145 base and line maintenance facility at King Abdulaziz International Airport, with mechanics and avionics technicians trained and type rated on aircraft ranging from Gulfstreams to Boeing Business Jets. It has battery and wheel and brake shops along with a non-destructive testing (NDT) capability. Arabasco became the first Hawker Beechcraft authorized service center in Saudi Arabia in 2009, initially for the Hawker 800 series. It is also a Honeywell authorized service center, approved to perform work under warranty on the TFE 731-2 to -5 series engines and GTCP36-6 series APUs. The company’s Saudi GCAA certificate allows it to carry out all checks on
the Hawker 700/750/800/900 series, the Gulfstream II, II, IV and G450, line maintenance and A checks on the Boeing 737, A and B checks on the Dassault Falcon 900 and 2000 and line maintenance on the Airbus A319/320/3321. The company’s FAA approval covers the single-aisle Airbus models, the Boeing 727 and 737, Hawker HS125 series, Gulfstream II, II and IV, and Falcon 2000 and 900, plus LRUs for the associated engines. Arabasco is also approved by the UAE, Bermuda and Cayman authorities.
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FROM THE COCKPIT
HIGH ALTITUDE FLYING
THE HAZARDS OF ALTITUDE
By LeRoy Cook
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odern business aircraft must routinely operate at altitudes that not only provide freedom from terrain and weather concerns, but also enhance efficiency by taking advantage of the low temperatures of the upper atmosphere. Fortunately, turbine engines are wonderfully dependable devices, not only as prime movers but in their ability to supply bleed air to pressurize our cabins. Sitting in our shirt sleeves at FL410, oblivious to the minus-50 temperature of the wispy air outside our window, has become a routine occurrence. Before we relax in a state of blasé bliss, we should take care to understand what’s really taking place, and the need to prepare for any unexpected development that could make our unfaltering support systems falter. High altitude operation is not to be taken lightly. “Oh, I seldom fly above the low 20’s”, turboprop operators might say, considering such mid-range flight levels to be well within reach of survivability, should the pressurization fail. This is hardly so. At 18,000 feet, you have left half the earth’s atmosphere below, and the partial pressure of oxygen taken
into your lungs has dropped to only 78.5 millimeters of mercury (mm/Hg), from the 160 mm Hg found at sea level. Bold mountaineers scaling heights above 20,000 feet without supplemental oxygen pay a high price for their efforts; it takes weeks of acclimation to acquire the ability to function at such heights, and even then there’s a risk of pulmonary edema, hampered vision and frostbite. We cannot depend on our superior physical condition as aviators to sustain us if our environmental system goes awry. Last month, one of my acquaintances undertook a short ascent to 25,000 feet in an unpressurized airplane, breathing supplemental oxygen from a multiport manifold. He did not have a flowmeter in the line and didn’t realize his O2 wasn’t flowing. He did have a pulse oximeter clamped to a finger, and remarked to the pilot flying “I’m down to 56%”, just before he passed out from hypoxia as they were leveling off at FL250. Fortunately, clear weather conditions and an absence of traffic permitted a rapid descent and he revived shortly after the airplane descended below 18,000 feet, but with an afternoon-long headache. Even the low 20’s are extremely hazardous if your pressurization is lost.
Keep The Pressure On Time of useful consciousness shortens quickly above 18,000 feet. At 25,000 feet, only two minutes are available for trouble-shooting after pressurization or oxygen supply is lost. For this reason, most regulatory authorities require crews to have an operable oxygen mask in place above 25,000 feet, or to have a quick-donning mask beside their seat, capable of being put to use in five seconds. Even the latter option is removed at 41,000 feet, where TOC following sudden decompression is down to about 20 seconds; above FL410, a mask must be worn as a precaution. For extreme high-flyers, consider that TOC at 65,000 feet is about 12 seconds and the boiling point of water is less than body temperature, leaving the 70% of our body mass that is composed of fluids subject to simmering away. Loss of pressurization at high altitude is a very, very big deal. The concept of supplemental oxygen as being able to sustain life must be modified according to altitude. A hospital-type nasal canula may suffice to deliver oxygen at altitudes below 18,000 feet, but no higher. A simple disposable mask works only into the mid-20’s, above which a fitted mask, sealed to the face, is required, and by
OXYGEN
The concept of supplemental oxygen as being able to sustain life must be modified according to altitude.
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FROM THE COCKPIT
LETHAL
Helios Airways crashed outside Athens after a cabin altitude mis-set pressurization control.
the mid-30s diluter-demand oxygen flow is no longer sufficient; 100-percent oxygen is now needed. Along with added oxygen, pressure breathing technique is required, a tiresome forcing of O2 into the lungs instead of relying on the influx provided by diminished ambient pressure, and by the mid-40s, the body needs the protection of a pressure suit. There can be no delay in executing an emergency descent if depressurization occurs at FL450. Simple emergency oxygen systems are only designed to be sufficient to reach lower altitudes. Cabin pressure is maintained at 8,000 feet or less in certificated aircraft, relieving most occupants of concern while the aircraft is at an actual altitude of 30,000 or 40,000 feet. However, even 8,000 feet of cabin altitude can result in problems for some passengers, those with impaired breathing ability, heart trouble or joint problems. A condition known as the bends, resulting from the expansion of gases
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HIGH ALTITUDE FLYING
trapped in tissues and body fluids, can show up as severe pain in the joints, abdomen or chest. If you have a passenger complain of such conditions, descend the cabin as quickly as possible. By regulation, automaticallydeployed constant-flow emergency oxygen equipment must be on board if the airplane is flying above 30,000 feet, so that if the cabin pressure exceeds 14,000 feet the masks will deploy on their own. In addition, while loss of pressurization is rare, passengers in poor health may require supplemental oxygen and it should be available in a portable “walk-around” bottle if needed. Given the unfailing flow of compressor-section bleed air supplying our cabin environmental systems, and the simple regulation of differential pressure through outflow valves, we may feel an altitude emergency is not likely to come up in our flying career. The worst we may expect is a failure to pressurize, detected during climbout, in which case the flight is terminated and we simply return to land. Longrange flights, however, are predicated on being able to maintain an efficient specific-range altitude, and can leave us at risk if, for some reason, we’re unable to fly at the altitude needed to make the destination. Always know your options, if an early unplanned descent is required at various times in the flight. Alternates should be more than “paper designations”, and will necessarily be shifted as the trip progresses.
Accident Briefs There have been several spectacular crashes due to loss of cabin pressure, sad instances of sleeping occupants being carried to their death by an airplane that continued its automated flight until the fuel ran out. On August 14, 2005, a Boeing 737 operated by Helios Airways crashed just outside of Athens, Greece, after a mis-set pressurization control raised the cabin altitude and caused passengers and crew to lose consciousness. American professional golfer Payne Stewart and his retinue died in a chartered Learjet 35 on October 25, 1999, after four hours of straight-line flight on autopilot, during which the aircraft reached an altitude of 51,000 feet. The flight was planned from Orlando, Florida to Dallas, Texas, but it was determined to be non-responsive and in difficulty when the Learjet failed to make a westward turn over northern Florida. Cleared to FL390, the pilot’s last transmission was
made as the airplane left FL230, climbing steadily. As it happened, a U.S. Air Force F-16 fighter was in the area on a test flight and intercepted the Learjet at 46,000 feet, finding the windshield iced over from frozen condensation inside, and no life signs visible. Several other Air Force aircraft continued the escort until the hapless Learjet lost power and crashed in South Dakota. Turboprop aircraft are susceptible as well. On January 10, 1980, another high-profile U.S. sports figure, collegiate football coach Bo Rein, died with his pilot in the crash of a Cessna 441 Conquest II turboprop after it lost cabin pressure. In the course of a short flight that was supposed to start and end in the state of Louisiana, a deviation off-course to avoid convective weather continued on an eastward track, with no response to air traffic control inquiries. The capable Conquest climbed to an altitude of 41,600 feet and eventually ran out of fuel over the Atlantic Ocean, crashing into the water. Again, intercepting military aircraft shepherded the airplane until its demise, finding no sign of life. There was speculation of a slow, undetected loss of pressurization. Rather than explosive decompression, the spectacular event assumed in many training scenarios, it appears that a stealthy, gradual rise in cabin altitude is more likely than not to go undetected, warning lights and alarms notwithstanding. If these
warnings don’t result in action taken, the lethargy of hypoxia soon makes action impossible. The noise and shock of an explosive blowout, on the other hand, would likely galvanize a crew into an immediate response. Temperature Concerns Other than maintaining a breathable atmosphere for the aircraft’s cabin, the environmental system also has to maintain a comfortable temperature range for the human occupants. Outside air temperatures of 50 degrees below zero are raised by the heat of compression before being tapped for cabin use, so much so that a cooling expansion cycle is needed before bringing it into the cabin ductwork. Should the pressurization fail, all this heat can go away, leaving another reason to descend immediately; emergency oxygen doesn’t prevent hypothermia and frostbite.
At the other extreme, a failure in the cooling process can flood the cabin with pressurized, but furnacehot, environmental air. I recall one tale, from a Falcon 20 crew member, of encountering such a failure on an over-water crossing. In order to preserve specific range, they were forced to stay at altitude while the cabin temperature climbed to an almost unbearable level. As soon as the aircraft was in a position to make an emergency diversion, they descended to 10,000 feet, dumped pressure and popped a hatch to ventilate the cabin/oven. The point is, high altitude flight carries the responsibility to assess risks, plan for eventualities and take action at the right time. Our aircraft provide truly wondrous capability, but we mustn’t lose sight of the hostile nature of the environment in which we operate.
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APEX
Windshield iced over from frozen condensation inside (top). Emergency oxygen systems are designed to reach lower altitudes (center).
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SAFETY SENSE
RULES AND REGULATIONS
GET THE FIGURES RIGHT By Michael R. Grüninger and Capt. Carl C. Norgren of Great Circle Services AG (GCS) From Computation to Performance
ERROR
Emirates Flight EK407 experienced a tail-strike take-off after a pilot's mistake when entering the take-off performance parameters.
On the night of 20 March 2009 Emirates Flight EK407, an Airbus 340541, first sustained a tailstrike and then took off by overrunning the end of the runway on departure from Melbourne Airport’s 3657 metre long runway 16. A successful lift-off requires thrust and speed. These depend on ambient conditions and critically, on the actual weight of the aircraft. On flight EK407 the flight crew made a mistake while entering the take-off performance parameters into the electronic flight bag (EFB) and then copying these data into the Flight Management Computer. The flight crew did not detect the incorrect data entry in subsequent checks. Before take-off, their fuelled aircraft weighed 362 tones. But they had accidentally entered a weight of only 262 tones, resulting in too little engine power. It was only late in the take-off run that the pilots realized their potentially fatal mistake and applied TO/GA power. In climb the cabin did not pressurize as a consequence of the tailstrike having cracked the composite rear pressure bulkhead and deformed the bulkhead diaphragm support ring. A mistake during data entry and subsequent ineffective and superficial verification by the flight crew led to the occurrence. It became obvious that the flight crew had failed, as other crew in many other occurrences, to perform reasonableness checks to determine if the parameters were appropriate for the flight. The Australian Transport Safety Bureau’s accident report also highlights that the flight crew did not detect the degraded take-off performance until well into the take-off run.
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Typing figures into a machine is no easy task Pilots often err when calculating takeoff parameters. Some interesting studies have been conducted to better understand the nature of such errors and to explore ways to avoid that such errors are repeated. In 2008 the French BEA published a report by the Laboratoire d’Anthropologie Appliquée (LAA) on the “Use of Erroneous Parameters at Takeoff”. The most salient conclusions are: ❍ The variety of events shows that the problem of determining and using takeoff parameters is independent of the operating airline, of the aircraft type, of the equipment and of the method used;
❍ Half of the crews who responded to the survey of participating airlines had experienced errors in parameters or configuration at takeoff, some of which involved the weight input into the FMS; ❍ Checks on the “takeoff parameter calculation” function can be ineffective because they consist of verifying the input of the value but not the accuracy of the value itself, In addition, the FMS itself normally does not alert pilots when weight and speed values are missing or grossly wrong. In a survey, pilots cited their strategy to avoid significant errors: pilots first determine by empirical methods (i.e. experience) the order of magnitude of takeoff parameters for a given airplane type and then compare these remembered parameters to compare them with the actual parameters. However, since such parameters change with environmental conditions and airplane configuration/weight, pilots struggle to maintain experienced parameters in working memory for a long time and they typically do not succeed in creating an internal representation of the values. This might explain why pilots do not possess orders of magnitude of speeds and thus do not raise a doubt over values incompatible with the flight. This loss of memory is accentuated in cases where pilots do not fly very often, as is the case in many business aircraft operations. An important factor for erroneous takeoff parameters is distraction and time pressure shortly before departure, ineffective procedures and noncompliance with procedures. The design of automated systems can also contribute to errors. The user interface and the functionalities vary
between different EFB system providers and subtle differences can make a big difference. The loss of a B747-200 freighter in 2004 in Halifax was traced to miscalculated power settings. The EFB retained data from the previous flight and this data was used erroneously to calculate the power setting for the take-off in Halifax. Preventing errors in entering data Procedures and their disciplined implementation are and remain the most powerful risk control mechanism, in particular when it comes to information flow across several persons and systems. Advisory Circular (AC) 120-76B, recently released by the US FAA, contains guidelines for the certification, airworthiness and operational use of EFBs. This document is a useful reference with regard to the development of procedures related to the use of EFBs, as it includes instructions to “avoid complex, multi-step data entry tasks during takeoff, landing and other critical phases of flight. An evaluation of EFB intended functions should include a qualitative assessment of incremental pilot workload, as well as pilot system interfaces and their safety implications.” Pressures of the Operating Environment Distraction is the number one killer of discipline and procedural stability. Interruption, task resumption and prospective memory also contribute to errors. Prospective memory means the intention to perform an action in the future, coupled with a delay between recognizing the need for the action and the opportunity to perform it.[1] The ATSB Accident Report clearly states: “Although SOPs are normally presented in operational documents in a sequential manner, in the operating environment, many of them can often be carried out in parallel or in a different order, depending on the flow of information into the cockpit.” In the context of utilizing electronic tools such as EFBs, pilots easily type wrong figures into the algorithm, resulting into wrong outputs, which become the input to the FMS which in turn controls the energy status of the flight. The majority of errors, slips and lapses pilots incur into, as studies have shown, involve attention problems,
As computer scientists like to remind us: garbage in - garbage out. Utilizing an EFB requires pilots to be aware of transcription errors, keystroke errors, and the selection/calculation of incorrect data. This gross error check was unfortunately not successfully performed by the crew of EK407 on that night when preparing for departure. The screen figures were indeed wrong.
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most often related to competing demands in high-tempo operations.[2] It also appears, as another study found, that the majority of errors occurs during pre-departure, takeoff, and descent-approach-landing. Crews detect errors by routine checks, in particular when crews suspected a problem and go looking for it. In the case of the EK407, the crew did not suspect a mistake and attention was low. Many commentators of the Australian report criticized it for not acknowledging fatigue as a major contributor to such errors. Interaction with Automation Data presented by automated systems is perceived by system users as being highly reliable and accurate. This is a dangerous assumption, since automation only presents data either entered by humans or calculated along man-made algorithms.
Michael R. Grüninger is Managing Director and Capt. Carl C. Norgren is Head of Business Development of Great Circle Services (GCS) Safety Solutions. 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 (IS-BAO, IOSA), consultancy, manual development and process engineering. GCS can be reached at www.gcs-safety.com and +41-41 460 46 60. The column Safety Sense appears regularly in BART International. [1] Dismukes, K. (2006). Concurrent task management and prospective memory: pilot error as a model for the vulnerability of experts. In Proceedings of the Human Factors and Ergonomics Society 50th Annual Meeting 2006, 909-913. [2] Sarter, N.B. & Alexander, H.M. (2000). Error types and related error detection mechanisms in the aviation domain: an analysis of aviation safety reporting system incident reports. The International Journal of Aviation Psychology 10(2), 189-206.
SCRATCH
Serious dents in the airframe and scratches in the runway' surface resulted from the faulty take-off.
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REPORT
NBAA 2012
WEATHERING THE STORM IN ORLANDO By Marc Grangier
No doubt that Hurricane Sandy had an impact on NBAA 2012 and dampened the mood as well the attendance. However, given these challenges, Rob Wilson, President Business & General Aviation, Honeywell, told BART: We are slowly emerging from the worst economic downturn, though the industry continues to remain cautious about a slower growth.
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arket optimism was, however, tempered by what Ed Bolen, President and CEO NBAA, calls a continuing lack of financing. Nevertheless, most manufacturers are seeing the first signs of recovery, especially in the US market. For example, according to Thomas Bosshard, president and CEO of Pilatus Aircraft, the present economic climate presents an excellent opportunity for Pilatus and its fuel-efficient PC-12. But while Europe has a poor economic growth, other regions in the world are enjoying recovery. In this respect, Honeywell forecasts 2012 deliveries at approximately 680 to 720 new business jets – a single-digit increase over levels reported last year.
OPENING
Cutting the ribbon, Senator Jerry Moran (RKS), member of the Senate GA Caucus (top). President and CEO Ed Bolen (center) dedicated this year's show to "the legacy of American hero Neil Armstrong".
Three Trends From our conversations with the many companies exhibiting in Orlando, we noticed three major trends shaping our industry. The first is emerging dominance of the large cabin jet. According to Wilson, through 2022, this category should account for more than 40% of all new purchase plans. More so, this class of business jet is expected to account for nearly 70% of all expenditures on new business jets. The second trend we noticed is the continuous development of mid-size and super mid-size bizjets, which constitute the backbone of the sales for Bombardier/Learjet, Cessna,
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Embraer, Dassault and Gulfstream. All of these companies continue to push their existing models towards an upgrade – with the exception being the Hawker Beechcraft 4000, which soon might no longer be produced by the Wichita company. The third trend on display at NBAA is the increased competition in the light jets and turboprops category, with Embraer, Cessna, Honda, Kestrel and Eclipse working on new developments and follow-on to their existing models. Beechcraft plans to
put its foot into the wide-cabin light singles with a single-engine turboprop (SETP) version of the Premier I which, according to Shawn Wick, Hawker Beechcraft Executive VP of Customers, could reach the market by 2016 – even if for the time being he admits his company is simply gathering customer feedback on the concept. Likewise, Cessna is in the same situation with its SETP concept unveiled earlier this year. With a composite airframe and a seven-seat cabin, this new aircraft, which would bridge the space between the Corvalis and Mustang, would sell for $2.1 to 2.5 M and have a max speed of 260 kts. But Pilatus could soon stir the pot with its new PC-24, which still remains a well-kept secret (despite company representatives admitting the program is progressing on schedule. Concerning avionics, we should also mention the explosion of the iPad within the corporate area. Now fully part not only of the cockpit as electronic flight bags, they have also invaded the cabin and are managing airshow and entertainment systems, benefiting from numerous apps developed by most OEMs. Around the Horn Many announcements were made at NBAA, a clear indication that despite the recession, most manufacturers have been investing heavily.
Bombardier announced the entryinto-service of the 200 th Challenger 605. For Steve Ridolfi, President, Bombardier Business Aircraft: “The Challenger 600 aircraft series is now the largest fleet in the category worldwide with over 850 aircraft in service.” Concerning the Global 7000 and 8000, GE Aviation mentioned that assembly of the first full engine to test is set to begin by year-end. Brad Mottier, Vice President and General Manager of GE Aviation’s Business and General Aviation organization, said that testing was complete on two eCore demonstrators, which accumulated 150 hours. Another eCore demonstrator is scheduled to run next year. The Passport engine for the Global 7000 and Global 8000 jets will produce 16,500 pounds of thrust and, according to Mottier, will provide eight percent lower specific fuel consumption than other engines in its class, margin to CAEP/8 emissions and Stage 4 noise regulations.
Valencia, Spain, to complement its existing facilities in Paris, France, and Prague, Czech Republic. Dassault introduced a new member to the Falcon family, the Falcon 2000LXS. Built on the Falcon 2000 platform, it offers inboard slats, an enhanced and proven engine, new cockpit aesthetics, next-generation EASy II flight deck and FalconCabin HD+ cabin management system. John Rosanvallon, Dassault Falcon CEO, told BART that the aircraft is going to be certified for steep approach, permitting it to operate at restricted airports with approach angles of up to six degrees. With full
Scott Ernest, President and CEO at Cessna, introduced the New Citation Sovereign, which now delivers an increased range, updated technologies and enhanced capabilities – including a new cockpit with a Garmin G5000
avionics suite and an increased range of 150 nm that boosts its range to over 3,000 nm. Powered by the new Pratt & Whitney Canada PW306D engine, the aircraft will offer improved short runway performance. Winglets have been added, giving the aircraft an aerodynamic boost. Entry into service is expected in the early third quarter of 2013. Cessna also indicated it has opened two new Citation Service Centers, one in the UK, at Robin Hood Airport Doncaster Sheffield, and the other one in
fuel, the Falcon 2000LXS can carry a payload of 2,190 pounds. It has a maximum takeoff weight (MTOW) of 42,800 lbs and a balanced field length of 4,675 feet - more than 1,000 feet better than comparable aircraft. At M.80, the Falcon 2000LXS offers a range of 4,000 nm (standard aircraft with full fuel, six passengers, NBAA IFR reserves, 85% Boeing Annual Winds). It features a certified ceiling of 47,000 feet. With a typical end-offlight profile, the Falcon 2000LXS needs just 2,260 feet of runway – no longer than that needed by many turboprop aircraft. Priced US$ 32.8M, the Falcon 2000LXS will be certified in the first half of 2013. Pratt & Whitney Canada announced it has developed an enhanced version of the PW308C engine to power the Falcon 2000S. This engine features a high-efficiency, reduced volume TALON II combustor (Technology for advanced low NOx) and new air blast fuel nozzles, which are maintenance free until engine
FAME
From top to bottom: Bombardier Global Express 6000. Dassault LXS, new member of the Falcon family. Better performances for the Cessna Citation Sovereign enhanced version. Boosted version of the P&W308C to power Falcon 2000S.
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REPORT overhaul. The engine satisfies FAA, ICAO and CAEP/6 smoke and emission levels and meets Zürich class 5 requirements for NOx levels, avoiding certain airport surcharges. Embraer’s Legacy 500 completes preparation for its first flight, expected in a matter of weeks. The Brazilian company continues work to ensure the program will be mature when the aircraft enters service in 2014. Meanwhile, the second and third Legacy 500 prototypes continue ground testing, said Ernest Edwards,
President, Embraer Executive Jets. In May, Prototype No 2 underwent power-on testing and is now in ground testing. Prototype No 3, powered up in August, has completed lightning tests and is now undergoing High Intensity Radiated Fields (HIRF) tests. Embraer has begun signing letters of intent for authorized service centers around the world, for example in China with ExecuJet Haite Aviation Services China Co.
UPDATE
The Embraer Legacy 500 completes preparation for 1st flight. The Gulfstream 650 offers better performance than originally published.
Gulfstream Aerospace was happy to announce its G650 offers better performance than originally published. The improvements affect the aircraft’s range at high speed and takeoff distance. For Larry Flynn, president, Gulfstream Aerospace, the G650’s range at its high-speed cruise of Mach 0.90 is now 6,000 nautical miles (11,112 km), a 1,000 nm (1,852 km) increase over the original target. The additional capability makes such city pairs as Tokyo to New York, New York to Dubai, Shanghai to London and Moscow to Los Angeles possible.
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NBAA 2012 “The G650’s flight time for a 6,000nm mission at Mach 0.90 would be 40 minutes less than the same mission flown on a G550,” says Pres Henne, Senior Vice President, Programs, Engineering and Test, Gulfstream. The G650’s takeoff balanced field length decreased to 5,858 feet (1,786 m) from the original 6,000 feet (1,829 m) at the aircraft’s maximum takeoff weight of 99,600 pounds (45,179 kg). The G650 received its type certification from the FAA on Sept. 7, 2012. Deliveries of the aircraft are scheduled to begin before year-end.
Hawker Beechcraft also celebrated the delivery of its 7,000th Beechcraft King Air since production began in 1964. The milestone aircraft is a King Air 350i delivered to Herman & Kittle Properties, Inc., based in Indianapolis. Maria Della Posta, Senior Vice President Sales & Marketing at Pratt & Whitney Canada also attended the delivery ceremony. “The King Air is still king,” says Shawn Vick, HBC Executive Vice President, Customers. “We delivered the 5,000th King Air in 1996, the 6,000th in 2005 and now we’ve reached 7,000.”
H a w k e r B e e c h c r a f t clearly announced its intention to survive and emerge from Chapter 11 protection by next March. The company also indicated it was no longer pursuing a transaction with Superior Aviation Beijing concerning the sale of the Hawker 4000 production line. Bill Boisture, Hawker Beechcraft Chief Executive, told BART that the company, which will be renamed simply Beechcraft, will focus on its turboprop, piston, special mission and trainer/attack aircraft and therefore could close its entire jet business if no satisfactory bids are received. In the mean time, the company keeps fighting by developing new aircraft and systems. In this respect, Boisture was very enthusiastic concerning the new single engine turboprop concept using the Premier I composite airframe. Seating between eight and 11 passengers, the aircraft could have a range with four passengers of 1.750 nm and a high sped cruise of 302kts to compete with the Pilatus PC-12.
Honda Aircraft announced it has commenced production on its HondaJet. The company also highlighted key testing milestones: “An assembly line for HondaJet production is in place, major aircraft components – including the fuselage and wing – have been produced, and we have started assembly of the first customer aircraft,” says Honda Aircraft President and CEO Michimasa Fujino. Over the past year Honda Aircraft has completed various flight, systems and structural tests, including: crew seat crash tests, speed brake testing, ultimate load tests, EASA windshield bird strike testing, wind tunnel icing tests, night lighting testing, etc. The company recently completed the first in a series of remote testing to validate the HondaJet aircraft’s performance under extreme temperatures. Hot-weather flight tests were conducted in Yuma, Arizona, and included critical case tests for both aircraft systems and infrastructure.
Piper Aircraft, which celebrated its 75th anniversary this year, announced the roll-out of its 500 th pressurized single-engine turboprop M-Class Meridian since first delivery in 2000. For Piper President and CEO Simon Caldecott, “Single-engine Piper turboprops are growing in popularity as replacements for less economical twin-engine jets and turboprops.”
MILESTONE
Delivery of the 7000th King Air (top). Honda Aircraft have started production of the Honda Jet (left). Piper Aircraft announced the roll-out of the 500th turboprop Meridian (right).
The big news from Snecma was that it has kicked off testing of its Silvercrest engine. The French company indicated the first complete Silvercrest engine (First Engine To Test) is instrumented with a number
of sensors, recording over 900 different parameters and monitoring the engine’s mechanical and thermodynamic performance. Three other development engines are under construction, and a total of eight engines will be used for testing and certification. “The start of tests on the first complete engine culminates several years of intensive work by the program team,” says Laurence Finet, Silvercrest General Manager at Snecma. The Silvercrest engine develops 9,500 to 12,000 pounds of thrust and is designed for the premium business aircraft market. It will decrease fuel consumption and CO2 emissions by about 15% and reduce NOx (oxides of nitrogen) emissions by 50% in relation to current CAEP/6 standards, while reducing noise by 20 dB versus Stage 4 requirements. The Silvercrest engine was selected by Cessna in May 2012 to power its new Citation Longitude, expected to enter service in 2017.
HIGHLIGHT
SNECMA kicked off testing of the Silvercrest (left). Rockwell Collins begun flighttesting of the latest version of Pro Line Fusion featuring touchscreen primary flight display. Rockwell Collins has begun flighttesting for its latest configuration of Pro Line Fusion featuring the industry’s first touch-screen primary flight displays. The tests are taking place on the company’s Hawker Beechcraft King Air B200GT. Rockwell Collins’ Pro Line Fusion with touch-screen and cursor-controlled flight displays will debut as a retrofit option from Hawker Beechcraft Global Customer Support BART: DEC - JAN - 2012 - 2013 - 75
REPORT
NBAA 2012
(GCS) for Pro Line 21™-equipped King Air aircraft. Certification is expected by the end of 2013, with entry into service in early 2014. Jet Aviation has added 20 new aircraft to its global aircraft management and charter fleet since May 2012, two of which are available for charter. Jet Aviation has grown its global aircraft management and charter fleet by 20 aircraft since last May, with 11 new aircraft added to the managed fleet in the US and nine in EMEA and Asia. Universal Weather and Aviation clients can now instantly receive Central Flow Management Unit (CFMU)-approved routing options from EuroControl, quickly conform their flight-planning format to ICAO 2012 requirements via an automated wizard, and conveniently calculate a high-level risk assessment – all within UVflightplanner.com. Users have access to the same flight-planning engine used by Universal Trip Support Services teams. Universal worked closely with EuroControl to build a tool that links into CFMU, allowing users to automatically receive routing recommendations with the click of a button upon receiving a failed route.
AUTHORITY
Jet Aviation added 20 new aircraft to its global fleet (top) while Jet Aviation Basel delivered a newly completed ACJ319 VVIP (center). Universal Weather and Aviation worked closely with Eurocontrol on CFMU routing options (bottom).
Fleet expansion in the US includes two Global Express aircraft, two Falcon 900s, two Gulfstream 550s, a Gulfstream 450, one Falcon 7X, a Falcon 50, a Challenger 604 and a 601. In EMEA and Asia the company added two G550s, two G450s, a Challenger 300, a Hawker 800XP and a Falcon 7X. The company is also bringing a G650 into its fleet in early spring 2013, as well as a Moscow-based Global 5000, with delivery expected in December 2012. Jet Aviation Basel recently delivered a newly completed Airbus ACJ 319 VVIP aircraft to an undisclosed client operating in the Commonwealth of Independent States (CIS). This is the fourth VVIP aircraft delivered by Jet Aviation Basel this year. In 2012, the company has delivered two newly completed Airbus 340s to undisclosed customers, as well as a 319 CJ aircraft. All three aircraft feature customized VVIP interiors.
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StandardAero has signed a partnership with Embraer to provide worldwide certification services for Embraer’s family of executive jets. The agreement establishes StandardAero as one of Embraer’s preferred STC completion suppliers for aftermarket aircraft.
Universal Avionics has completed flight test activities for its new AHS525 Attitude Heading Reference System (AHRS). The TSO package for the AHS-525 is now in process of submittal to the FAA. All flight test activities have met or substantially exceeded FAA Technical Standard Order
Jet Support Services, Inc. (JSSI) and China Business Aviation Group have formed a new alliance to support JSSI’s business development strategies throughout China. JSSI continues to expand its Asian presence and has teamed up with China Business Aviation Group to assist them with navigating the complex aviation sales and business development channels existing in China. They are based in Beijing with a mission to promote the healthy growth of Business Aviation in mainland China and throughout the region. JSSI also announced it had recently opened its Asian headquarters at the Hong Kong International Airport. (TSO) requirements for performance. Additional testing for customer desired functions such as in-flight realignment are underway. The AHS525 project completion date remains on schedule with certification and shipment expected in February 2013. Orders and delivery scheduling for the AHS-525 is now available.
Universal Avionics completed flight test of its new AHS-525 (left). Honeywell LASEREF selected by Cessna for Citation Latitude and Longitude (right).
REGION
JSSI CEO, Louis C.Seno increases JSSI presence in Asia (center). Bombardier and CAE are expanding services in Europe (bottom).
Honeywell mentioned that Cessna has selected its LASEREF navigation and communications systems for the new Citation Latitude and Longitude. The new business is expected to be worth up to $800 million over the life of the program. Honeywell will provide the Latitude and Longitude air-
craft with high-frequency (HF) radios, LASEREF VI inertial reference navigation systems, digital cabin pressure control and monitoring system (CPCMS), and the environmental control systems (ECS) that will help further improve safety, flight navigation
NEWS
and passenger comfort on these longrange business jets. Honeywell will also provide its RE100 auxiliary power unit (APU) for the Latitude. The new Citation Latitude and Longitude aircraft also feature Honeywell’s environment control system pack.
Bombardier and CAE continue to expand their customer services in Europe. They will establish a new Bombardier-dedicated training center in Amsterdam, scheduled to open in 2014. Bombardier has also appointed CAE as the Authorized Training Provider (ATP) for business jet pilot and maintenance training in Europe and named CAE as the worldwide Authorized Training Provider for Global 5000, Global 6000, Global 7000 and Global 8000 jets. The Bombardierdedicated facility in Amsterdam will begin by offering pilot and maintenance training on Global 5000 and Global 6000 aircraft equipped with the Bombardier Vision Flight Deck.
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PROFILE
By Paul Walsh
It s a common story in Silicon Valley: someone goes into their garage with a dream and a soldering iron, and takes just a few short years to build a worldconquering multi-national corporation.
CONVERSE
BART Managing Editor, Paul Walsh (right) sat down at NBAA with CRS Jet Spares President Armando Leighton Jr (center) and Jack Caloras VP Sales and Business Development (left)
CRS JET SPARES
ALWAYS AVAILABLE
B
ut in our world: aviation, weighed down as it is with much-needed rules and regulations these stories are rare. In aviation, if someone started out in a garage usually they’re still there, tinkering away and hoping against hope that their innovation is going to revolutionize the world of commercial flying– more often than not the regulators will have other ideas. If there are exceptions CRS Jet Spares is definitely one of them. Now before we get ahead of ourselves, we accept that CRS isn’t exactly Apple, Google or Microsoft. But in the world of aftermarket support for aircraft, it’s a force to be reckoned with. It’s got $60 million worth of spare inventory, and a network that spans
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the globe. Moreover its people respond to AOG situations with the speed and efficiency that today’s flyers demand.
How did it all begin? Yes, that’s right; it was thanks to one young man in a garage in Miami- and a little help from his mother.
Humble Beginnings Armando Leighton Jr. was just twenty-two when he started CRS Jet Sparesbut the story starts earlier than that, back when Leighton Jr. was thirteen and working after school for a company that sold military aircraft parts. As he majored in business at school, he quickly saw that parts are just a commodity, following basic economic principles. But he also saw that the Business Aviation sector was lagging behind commercial aviation. “In commercial aviation, there was an aftermarket in place with many companies actually offering real discount. But there were very few established companies in Business Aviation so I felt it was the right time to start CRS.” But there was something else driving him. Armando’s parents had divorced so the onus was on him to support the family, and thankfully his family rallied together to ensure the business would be a success. Leighton Jr.’s mother was his first employee. “She’s been with us for thirty years - I can’t get her to retire.” With $2000, Leighton Jr. started buying up high-demand parts and generating sales. Slowly but surely he built an inventory. In the beginning he focused exclusively on the Sabreliner aircraft –visiting repair stations and taking mental notes of what they had. Thanks to an inventory card system and a good memory if someone called looking for a part, he knew who had it. Armando’s biggest hurdle was getting people to trust a 22 year old with something as critical as an aircraft part. So he got hold of the Sabreliner 40/60 IPC book and memorized all of the important part numbers within the ATA chapters - when someone asked him about a part he’d know exactly what they were talking about. And he freely admits creating a façade – no one knew that he operated out of garage – he set up a toll free number and had a 24/7 operation, he even spent money on advertising and building up much needed name recognition and credibility. Suffice to say it didn’t take long for Armando to outgrow his small garage and soon he was expanding his horizons beyond Sabreliner platform aircraft. “We would choose aircraft models carefully, looking at how many were out there, how many were out on warranty and what issues they were hav-
ing. And things started to move fast, we quickly got on to Learjets, then Gulfstreams and then Hawkers and Falcons.” And they scaled up again, moving to a 43,000 sq.ft building. “When I walked in, I was struck by the grandeur of the facility and I saw that we would be able to expand our product lines. In the beginning all that empty space was a motivating factor, we knew we’d have to work hard to fill it. It’s actually a tremendous investment - we’ve been there over twenty years and we still have a room for growth.” The Changing Face of the Industry During the thirty years of CRS’s existence, Leighton Jr. has seen some big changes in the maintenance, parts and aviation industry. In the dotcom boom he saw the pressure that OEMs were under to deliver new aircraft. “Pre-owned jets seemed to double in price from one year to the next. FBOs were sprouting everywhere just to handle the demand.” Then, soon after, the reverse phenomenon set in with people who had spent $10 million on an airplane finding out that it was only worth $4 million. “Losing equity on their asset ramped up demand in other thriving economies - with airplanes going to Brazil, Russia, Southeast Asia and Africa.” “And what did we do? We followed them. There is a beautiful thing about an aircraft that’s out of warranty: it has a calendar requirement. It doesn’t matter whether it sits or flies, you need to service it and protect the resale value. That’s how our business has grown internationally in the past few years.”
This brings challenges too, one of the biggest being the daily struggle of getting parts through customs. “Let me tell you: in Russia and Brazil it is not easy. Argentina! Sometimes it takes three to four days to deliver a part.” “And it’s not just us. The OEMs have the same problem. In fact it doesn’t matter who you are, they are going to put a blockade on you. But OEMs are becoming far more sophisticated in the customer support they offer. They’ve made the commitment to customers, and customers want nothing short of the best.” “If someone has invested $20-70 million in an aircraft they deserve to get the right support, no matter where they are in the world. And more and more you’ll see OEMs putting stocks of parts in different corners of the globe. Things are definitely getting better now.” In spite of the improved OEM offerings, there are still gaps that CRS can fill. “For newer aircraft the OEMs have it covered, and for older aircraft the market gets too competitive with so many of aircraft being parted out. But for aircraft that are off warranty but still relatively new, that’s us. That’s our sweet spot.” Leighton Jr. notes that if CRS is going to secure its future success, it’s got to rival the OEMs on quality and beat them on cost. “And one thing we never wavered from is our service and to invest and enhance the parts we offer.” “But the bottom line is the same as it was thirty years ago. People come to us asking have we got this part. We say: ‘yes we do, and we’re going to get it to you.’”
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CONVENIENT
Parts availability is the best part of CRS Jet Spares.
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INSIGHT
WITH GULFSTREAM PRESIDENT LARRY FLYNN
GULFSTREAM BREEDS SUCCESS
Supported by a $16 billion backlog and with revenues up 30 percent in the third quarter of this year, Gulfstream are everyone s favorite good news story. And there s plenty more to come with deliveries of both the G650 and G280 to start in earnest before the year is through. Looking for the secret to Gulfstream s success BART sat down with their Gulfstream President, Larry Flynn at NBAA. BART: Could you give our readers an update of where the G650 and G280 are now in terms of certification? Flynn: The G650 has its type certificate and the simulator is also certified. We’re training pilots and we’ll start delivering airplanes in the 4th quarter. And for the G280, we´ve already started delivering and the customer response has been fantastic. BART: Cessna have announced that their Citation Ten is the fastest business jet, are you tempted now to try and go one better with the G650? Flynn: The first thing to say is that we have the fastest certified airplane in the business – they still have to get their airplane certified at that speed.
Ours is certified in our speed, which means we still have the world’s fastest production airplane. I think it’s a fun thing to talk about. I wish them good luck and I will say from our side that there’s more to come. BART: Now that that all those long hours, time and effort on the G650 and G280 are producing some visible results where does that leave your production teams? What new products are on the horizon? Flynn: Well what I say to the team is to remain focused on getting on these airplanes to market. That’s their job No 1. But have we thought about what’s next? The answer is yes. We have been thinking about it. I have been with Gulfstream for 17 years we’ve always been thinking of the next project. It’s an approach we’ve had for many years, to keep the engineers employed and looking out for the next decade. That’s what we are doing. BART: If you look at business aircraft over the past 30 years, genuinely revolutionary aircraft designs are few and far between. Do you agree with this assessment and is it something that Gulfstream would like to address? Flynn: Well there are a couple of things to note here. Firstly we believe
in practical technology. We don’t believe in technology for technologies sake. The G650 has a lot of new technology, but does it look and smell and taste like a Gulfstream? Yes it does. It’s got an all new wing, an all new cockpit, with fly by wire and a whole host of new systems. Not to mention its speed, as I said it’s the fastest production airplane. So this aircraft is a pretty big step forward from where we were before. But we’re not going to design something that just looks different for looks sake. And of course there’s supersonic, which is a slightly different issue. We have a very modest supersonic R&D project and we believe there is a significant market for supersonic flight - if the airplane can fly supersonic over land. So naturally our focus is on getting rid of or minimizing the sonic boom. We are not interested in an aircraft that that can only do supersonic over sea. The restriction is too big for such a big investment. However I will say that we are working with NASA on boom technology. BART: Gulfstream is widely recognized for its strength in customer service but increasingly other OEMs are investing heavily in customer ser-
BACKING
Having product support responsibility for 13 years, Gulfstream's President came up with very creative assistance solutions.
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INSIGHT
INNOVATION
Studio G is part of Gulfstream commitment to their customers and employees.
vice too. Do you have to work harder to stay ahead of the pack? F l yn n : Generally we are more inwardly focused than we are outwardly focused and it’s part of our strategy to offer the best service possible - the customer then gets to decide whether we’re the best in the industry. We are focused on everything and anything we can do to make the experience for the customer better. We were the first to come out with airborne product support back in 2002, and that’s still in place. We came up with Fast Teams, we have over $1.2 Billion in parts inventory and we have 3,700 people employed in customer service. And at our leadership team level there’s unwavering support to continue to invest in this side of the business. I had responsibility for Product Support for 13 years so I understand what’s going on there, the investment is there and we have come up with very creative solutions in product support. We also have a good mix between owned and authorized service centers. There has to be enough business in the market to make it worthwhile to build an owned service center in a particular region. For instance in Russia we are not quite at critical mass were we would have a Gulfstream service center, but our sister company, Jet Aviation works on Gulfstreams and other types of airplanes, and can make a
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WITH GULFSTREAM PRESIDENT LARRY FLYNN
living doing that. For example at San Paulo Brazil we have critical mass and we just turned a Jet Aviation service center into a Gulfstream service center. This is not necessarily part of a general strategy to turn Jet Aviation service centers into Gulfstream service centers; we will just look at what each market needs and then we go from there. We are very patient, we know we have to have service, we would prefer to have our own but when we don’t, we pick good partners or we bought a lot of service capacity over the years. We bought KC aviation, the regional centers of Signature Flight Support, including Luton. We have purchased a lot of service capacity over the year. And I should also note that we stringently evaluate every authorized service center. We are certainly not against them, indeed we invest in them when it comes to parts and training and typically one of our field service reps works with them. BART: PlaneConnect is your new way to monitor and aircraft’s performance while it’s in flight, tell me how it works. F l yn n : As the aircraft starts to descend, the program will indicate whether there are any potential faults on the airplane. We have the plane wired up with sensors, indeed, we’re increasing the number of sensors. In the G650 we will have them in the
cabin, so for instance we’ll know if a motor is going to fail on a seat before it fails. So we are getting live information on these airplanes and we have people monitoring them. If we think they are going to have an issue we’ll get the operator on the phone and in many cases we’ll have the right part at the destination before the airplane lands. That’s the philosophy behind it. It is fascinating to see it and it is one of the best things we have done recently. It saves money, it saves time and it helps to minimize AOG situations. It gives us all sorts of trend monitoring data which is very important, because if we see a trend we can make a modification to the part or the software in question. And it helps operators because we can feed information back to them. If we know there is an issue with an airplane we can call for an earlier inspection. Operators also get to see their fleet information on mygulfstream.com. If you own a G650 you’ll be able to go in there and see what our top removals on the airplane are. That’s a known list and the pilots and crews are briefed on it. And it also helps when we are stocking spares, we know now the failure rate of each part and know where we should stock them. It’s just simple mathematics, we know how many failures there are, where airplanes are going and where we need to have parts. We track all of that information. B A R T : Another innovation at Gulfstream is Studio G, or I suppose you could call it Gulfstream TV. What’s that all about? Flynn: Studio G: that’s part of our commitment to our employees and our customers to offer the very best in product support. Essentially it’s just a television studio and the purpose is to get information out to the customer. So think about videoing the removal of a part that’s difficult to get to. We’ll get that video up on the internet so that people can watch it before doing a removal. It’s just another innovation at Gulfstream to make the experience better for our customers.
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