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EDITORIAL
FROM THE DESK OF
Fernand Francois
THAT TIME AGAIN YOU PROBABLY DREAM OF an end-of-year period full of joy and happiness, and that s what I wish for all of you on the occasion of this finicky time. Indeed, 2011 has been a roller coaster, with ups and downs. The year that was supposed to be a step towards recovery did show real evidence that our industry was ready for a resurgence. EBACE 2011 and the NBAA Convention were fabulous events and the new-and-improved Moscow Jet Expo, relocated to Vnukovo3, confirmed the huge potential that Eastern Europe and Russia in particular hold for the European Business Aviation sector. Conversely, the debt crisis hurting the Euro Zone has slowed the upturn here on the Continent. A challenging climate also prevailed on the other side of the Atlantic, where NBAA President and CEO Ed Bolen had to forcefully challenge disparaging statements about Business Aviation made by President Barack Obama during a June 29th White House press conference. Those kind of harmful remarks are a walk in the park for the cats writing in the general press. The General Aviation Manufacturers Association had to join forces with NBAA to fight against the User Fee , which would impose a $100 fee per flight for commercial and general aviation - a combat that has proven to be successful. Everyone intending to use EU airspace with an aircraft of more than 5,700 kg should put an ear to the ground and listen for the distant drums emerging from Brussels. The drums are beating about the planned Emission Trading Scheme (ETS), under which airplanes using EU airspace will have to pay a fee for carbon emission - even for the leg of the flights completed overnon-EU airspace. This is just
another tax for the failing Euro Zone, and the world wants no part of it, said Ernest Avrai, President of U.S.-based aviation consulting firm Avrai Group Inc. The Civil Aviation Administration of China (CAAC) and the Russian Federation s Ministry of Transport have jointly denounced the EU-ETS program, saying it violates sovereignty and is in breach of the Chicago Convention. Specifically from a Business Aviation point of view, the NBAA has always been opposed to the European Union s plan. We think Business Aviation has been singled out for unfair treatment, says Bolen. According to Bolen, NBAA s position is that the International Civil Aviation Organization is the appropriate body to address this, and having a patchwork of emissions schemes around the world does not make any sense. On October 24th , the U.S. House of Representatives passed The European Trading Scheme Prohibition Act of 2011 , prohibiting all U.S. airlines and general aviation flight operators from participating in the European Union ETS, finding the European Union s extraterritorial action inconsistent with longestablished international law and practice, including the Chicago Convention of 1944 and the Air Transport Agreement between the United States and the European Union and its member states, and directly infringes on the sovereignty of the United States. When asked whether the EU would back out of the ETS in the face of opposition, EU Environment Commissioner Janez Potocnik said No. It s a law! So be ready, the deadline is January 2012. In the meantime, I wish you all a wonderful New Year 2012 even to you too Mr. Potocnik. BART: DECEMBER - JANUARY - 2011 - 2012 - 5
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, Michael R. Grüninger, Fabio Gamba, Capt. Giancarlo Buono, Markus Kohler, Aoife O'Sullivan, 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 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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BUSINESS/EURO NEWS
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ABACE 2012 AIR SERVICE BASEL GmbH AMSTAT ARINC Blackhawk Modifications, Inc. Bombardier Business Airport World Expo 2012 Cessna Service Centers, HomeService (COPP MEDIA SERVICES, INC.) EBACE 2012 FlightSafety International (GRETEMAN GROUP) GATES AND PARTNERS Solicitors Hawker Beechcraft Global Customer Service HondaJet (ROUND2 COMMUNICATIONS, LLC) Jet Aviation Geneva Jet Aviation Zurich Jet Aviation Dusseldorf Jet Aviation London Biggin Hill JetNet LLC Rockwell Collins Universal Avionics Universal Weather and Aviation, Inc. Wyvern
28 CEO S CORNER
82 INSIGHT
DECEMBER - JANUARY - 2011 - 2012 Volume XXII - No 6 BART No 136 WWW.BARTINTL.COM
CONTENTS
B USINESS A VIATION R EAL T OOL Member
30
56
ROTORCRAFT INNOVATIONS AND TRIP SUPPORT Helicopters are becoming lighter, more powerful and more dependable; Jack Carroll whirls through the latest innovations. Meanwhile Liz Moscrop maps the future for flight support in an exclusive BART International report, Trip Planning from Start to Finish.
HERE COME THE LONG RANGERS The 4,000 Nautical Mile club keeps getting bigger, Jack Carroll reports on the latest long range jets. BART’s test pilot LeRoy Cook puts the Blackhawk XP-42A 208B Caravan through its paces. And Aoife O’ Sullivan opens the docket on aircraft sales brokers.
44 FUEL FOR FLIGHT LeRoy Cook gives the low down on jet fuel for business aircraft. And with the clock ticking to the London Olympics Marc Grangier outlines what FBOs are doing to prepare, and the experts from Universal Aviation explain what makes a good FBO.
68 QUIET PLEASE Want to fly neighborly and keep noise to a minimum, LeRoy Cook explains how. The experts at Great Circle Services outline the importance of functional flight checks. BART’s team report back from a vibrant NBAA show. Finally Paul Walsh visits Jet Aviation in Basel and sits down with Jet Aviation’s new president, Daniel G. Clare.
VALUE Keep your fuel free from contamination without paying an arm and a leg. Go to page 44 for BART's top fuel tips. OUR COVER The Sikorsky X2 and Eurocopter X3 are pushing the boundaries of rotorcraft innovation.
PILATUS DELIVERS THE 1,100TH PC-12
AGENDA BUSINESS AIRPORT WORLD EXPO February 22-23 Cannes, France EBACE 2012 May 14-16 Geneva, Switzerland FARNBOROUGH INT’L AIRSHOW 2012 July 9-15 Farnborough, UK
GULFSTREAM G650 RECEIVES PROVISIONAL TYPE CERTIFICATION Gulfstream Aerospace Corp. has announced that the Gulfstream G650 has received its provisional type certificate (PTC) from the Federal Aviation Administration. This clears the way for the company to begin interior completions of the business jet in preparation for customer deliveries in the second quarter of 2012, as originally planned. “We are pursuing a two-step certification approach to keep us on track for our planned deliveries in the second quarter of 2012,” said Larry Flynn, President, Gulfstream. “With the PTC in hand, our plan is to move production aircraft into final phase manufacturing to ensure customer deliveries in the second quarter of 2012.” PTCs have been common in general aviation programs over the past 15 years. Both the Gulfstream V and the Gulfstream G550 were issued PTCs before receiving full certification.
Pilatus have delivered its 1,100th PC-12. Thomas Bosshard, CEO of Pilatus Business Aircraft Ltd said, “We are extremely pleased to have the honor of delivering this milestone aircraft to Frontline Aviation. Since its introduction to the market in 1994, the PC-12 program has greatly exceeded all expectations originally set for it by Pilatus, and we anticipate continued popularity of the PC-12 NG for many years to come.” The PC-12 NG performs many roles worldwide, including executive transport, commuter, medevac, police and border surveillance, cargo transport, military liaison, and regional airliner. Its fleet has amassed 3.3 million flight hours of operating experience.
CAE ANNOUNCES KING AIR 350i TRAINING IN AUSTRALIA CAE is to deploy a new CAE 5000 Series full-flight simulator (FFS) in the Melbourne, Australia area in the first half of 2012 for training pilots and maintenance technicians for the Hawker Beechcraft King Air 350i aircraft with Pro Line 21 avionics. “CAE continues to expand our capabilities globally in order to provide customers with the most advanced training options available in close proximity to where they operate,” said Jeff Roberts, CAE’s Group President, Civil Simulation Products, Training and Services. “The Australia, New Zealand and Southeast Asia region is among the fastest growing in aviation, and we look forward to building on the established CAE presence in Australia to serve this market with Business Aviation training solutions such as the King Air 350i.”
JET AVIATION DUBAI ACHIEVES GULFSTREAM G200 APPROVAL Jet Aviation Dubai has gained Federal Aviation Authority (FAA) approval to perform base and line maintenance on Gulfstream G200 aircraft. The company also expects to receive approval for G150 aircraft in Q4 2011. With these approvals, the company will be authorized to perform base and line maintenance on the entire fleet of Gulfstream business aircraft in January 2012. Jet Aviation Dubai recently added the Gulfstream 200 to its FAA approval schedule and will add approval for the Gulfstream 150 by year’s end. These approvals will authorize the company to provide base and line maintenance support to the entire Gulfstream family. “With these additional approvals, we will extend our support capabilities to the complete Gulfstream series,” says Michael Rücker, Vice President and General Manager of Jet Aviation Dubai. “The ability to provide comprehensive support under one roof demonstrates our commitment to safety, quality and security and directly benefits our Gulfstream customers in the region.”
8 - BART: DECEMBER - JANUARY - 2011 - 2012
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AL BATEEN EXECUTIVE AIRPORT SETS RECORDS AT GRAND PRIX Al Bateen Executive Airport recorded over 150 business aircraft movements during the week of the Etihad Airways Formula 1TM Grand Prix (the period between 8-13 November). This represented a total increase of 58% in movements compared with the same period for last year’s event. In addition to world renowned customer service and facilities aircraft operators using Al Bateen Executive Airport enjoyed free private landing and parking services as part of the airport’s commitment to develop and promote Business Aviation in the region.
EMBRAER HOSTS OPERATORS CONFERENCES IN ASIA PACIFIC Embraer has hosted its annual Embraer Executive Operators Conference (EEOC) for customers, operators and service centers in the Asia Pacific region. The fourth edition of the Legacy 600 and Legacy 650 conference took place on October 31, in Jakarta, Indonesia, while a dedicated session for the Phenom family of jets took place for the first time on November 3, in Mumbai, India. Both sessions covered the latest technical, maintenance and flight operation updates. They provided customers, operators, suppliers, service centers and Embraer’s customer support team the opportunity for a useful exchange of observations and learning through interactive workshops and panel sessions.
StandardAero GETS CERTIFIED FOR ENVIRONMENTAL MANAGEMENT SYSTEM StandardAero announced that it has received third party certification for its Environmental Management System (EMS). The certification is in accordance with the International Organization for Standardization (ISO) 14001:2004 standard for Environmental Management Systems and covers StandardAero’s global service network of 13 primary facilities in the U.S., Canada, Europe, Singapore and Australia, plus sales and field service locations. The StandardAero Enterprise Environmental Management System (EMS) is the first third party certified global system of environmental protection and performance to be employed by a global aviation service provider. The system is expected to yield significant environmental performance improvements including reduced resource requirements and waste generation throughout the service production cycle.
10 - BART: DECEMBER - JANUARY - 2011 - 2012
AERO-DIENST DEPLOYS PHENOM 300 FROM DUSSELDORF Just one month after expanding its business jet fleet with an additional CJ3 based in Oberpfaffenhofen near Munich, Aero-Dienst has taken delivery of a brand-new Embraer Phenom 300. Aero-Dienst recently managed to win yet another new aircraft management customer, whose aircraft will now be operated out of Dusseldorf. It means that Aero-Dienst will for the first time be stationing an aircraft outside Bavaria. Carrying the identification D-CHLR, the Phenom 300 is the first aircraft of this type to be used commercially in continental Europe. With a range of more than 3,400 kilometres and a flight time of up to four and a half hours, it now allows non-stop flights to destinations such as Reykjavik, Bergen, Helsinki, St. Petersburg, Moscow, Istanbul, Cairo, Malaga and the Canary Islands from Dusseldorf.
ExecuJet EUROPE TEAMS WITH SHELL IN FRANKFURT FBO ExecuJet and Shell Aviation have opened a new Fixed Base Operation (FBO) facility in Frankfurt. Business officially commenced on December 01 2011, taking the total number of ExecuJet FBOs in Europe to ten (Zurich, Berlin, Cambridge, Paris in partnership with Advanced Air Support, Barcelona, Palma, Gerona, Valencia, Ibiza). The move also marks the entry of Shell on the General Aviation (GA) Apron in Frankfurt, and is the second such collaboration between ExecuJet and Shell in Germany. The Frankfurt FBO boasts a customer lounge situated adjacent to the entrance of the General Aviation Terminal, offering the shortest route to the aircraft. All the furniture in the private lounge is De Sede, in line with ExecuJet’s corporate style.
SIGNATURE STRENGTHENS CARIBBEAN FOOTHOLD Signature Flight Support has acquired a majority stake in Arrindell Aviation Services N.V. (AAS). AAS has been in operation at St. Maarten, Dutch Caribbean’s Princess Juliana International Airport (SXM/TNCM) for 25 years providing flight support services for both business and general aviation customers and commercial airlines. The enterprise will be formally known as Arrindell Aviation by Signature. The portfolio of B&GA services offered at this new Signature location include ground handling, fuel coordination, ground transportation for passengers and crew, ramp parking, water and lavatory services, gourmet catering and weather and routing services. Liaison between passengers and yacht connections will also be provided, as well as 24/7 aircraft charter brokerage services.
TRAVEL MANAGEMENT SELECTS GOGO BIZ Aircell has announced that Travel Management Company is installing Gogo Biz high-speed Internet service on all mid-size aircraft in its growing fleet of charter aircraft. Installations are already underway and are scheduled for completion in the spring of 2012. The announcement includes 21 firm orders plus options for as many as 30 systems for deployment on additional aircraft. Gogo Biz enables passengers and flight crews to enjoy high-speed Internet capabilities above 10,000 feet in the continental U.S. and portions of Alaska, using their own Wi-Fi enabled laptops, tablets, EFBs, smartphones and other mobile devices.
HAWKER BEECHCRAFT SERVICES INCREASES 400XPR PRODUCTION Hawker Beechcraft Corporation Global Customer Support (GCS) is increasing scheduled production of its Hawker 400XPR program following a sellout of previously planned production. The Hawker 400XPR is a factorydirect aircraft upgrade program for the Hawker/Beechjet 400 that adds Hawker winglets, the Williams International FJ44-4A-32 engine, and optional Rockwell Collins Pro Line 21™ avionics, as well as a number of additional system enhancements. Certification of the engines and winglets is expected for the end of June 2012. “It is exciting to see the level of customer interest we are receiving in our XPR programs,” said Christi Tannahill, Hawker Beechcraft Vice President, Global Customer Support. “The program’s price points, capabilities and fullfactory support are driving forces in its popularity. Increasing planned production for the Hawker 400XPR will provide those customers seeking the performance and value of the aircraft to acquire one sooner than originally planned.”
12 - BART: DECEMBER - JANUARY - 2011 - 2012
AHEAD OF THE CURVE TRUE IN 1951 . TRUE TODAY
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LEARNING CENTERS
FlightSafety, the world’s premier professional aviation training provider for more than 60 years, continually invests in your training. New high-quality training programs, advancedtechnology Level D and Level 7 simulators for current and next generation aircraft and a growing international network of Learning Centers and training facilities.
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Expanded training includes everything from night vision goggle to helicopter-specific crew resource management. We deliver an ever-deeper lineup of eLearning courses; new LiveLearning programs and Operational Day Flow training system; added functionality on the myFlightSafety Customer portal; enhanced VITAL X visual system imagery; and increased support for flight attendant training. A large and growing number of our courses meet international regulatory approval. Current and planned investment in new facilities includes approximately 750,000 additional square feet to further improve conveniently located training and services for our Customers from 154 countries.
Bombardier Global 6000 – Columbus, OH* Dassault Falcon 900LX – Dallas, TX* Dassault Falcon 7X – Dallas, TX Dassault Falcon 7X – Paris, FR* Embraer Legacy 450 – St Louis, MO‡ Embraer Legacy 500 – St Louis, MO† Embraer Legacy 600 – St Louis, MO; Houston, TX; Paris, FR Embraer Legacy 650 – St Louis, MO* Embraer Lineage 1000 – St Louis, MO; Paris, FR Eurocopter AS350 – Tucson, AZ Eurocopter EC135 – Dallas, TX Gulfstream G280 – Dallas, TX* Gulfstream G450 – Dallas, TX* Gulfstream G450 – Hong Kong*
EXPANDING WORLDWIDE New Learning Center in Hong Kong
Gulfstream G550 – Dallas, TX*
New Cessna Maintenance Learning Center in Wichita, KS
Gulfstream G550 – Hong Kong*
New Simulator Design and Manufacturing facility in Broken Arrow, OK
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New and upcoming expansion of other Centers within our network
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Pratt & Whitney Canada Engine Training – Now available at 12 locations around the world
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RUSSIAN OPERATOR PURCHASES 5 P.180 AVANTI II
Piaggio Aero has delivered the first P.180 Avanti II aircraft to JSC FIS (Flight Inspections and Systems), a Russian company which provides Flight Inspection and calibration services. JSC FIS and Piaggio Aero have also jointly announced the signing of new contract s for five more P.180 Avanti II “Flight Inspection” aircraft to be delivered from 2012. JSC FIS is an officially authorized representative of the State Corporation for an AIR traffic management organization and flight inspections of ground systems and navigation aids. The company is responsible for inspecting navigation, radar, and communication in the CIS territories. JSC Flight Inspection and Systems already operates an extensive fleet of laboratory type aircrafts, equipped with modern complex flight control systems. The company inspects radio aided flight systems and radio communications.
QUEST HELICOPTERS LAUNCHES NEW HELICOPTER FAMILY
Quest Helicopters, was launched on 13 November at the Dubai Air Show. The privately-owned company, headquartered in Dubai, UAE, plans to fund, develop and refine new technology for a family of light twin engine and twin rotor system helicopters. Originally Dubbed “Project Q,” the QUEST AVQ series will be assembled and manufactured in Umm Al Quwain in the UAE and will incorporate a number of features, including a unique passenger and crew safety system. Quest has found a suitable plot of land in Umm Al Quwain, UAE where it will build a comprehensive assembly and production facility, as it aims to commence initial production in 2014.
14 - BART: DECEMBER - JANUARY - 2011 - 2012
ONAIR EXPANDS ITS FALCON 7X INFLIGHT CONNECTIVITY SOLUTION OnAir have named Dassault Falcon Service (DFS) as an official Reseller Partner of OnAir’s inflight connectivity solution for the iconic Falcon 7X. As a subsidiary of Dassault Aviation, DFS is the leading Falcon service center and fixedbased operations provider. Through DFS, Falcon 7X owners and operators now have access to the most complete communication suite of products ever deployed on a large cabin long range business jet. OnAir’s inflight connectivity solution for the 7X includes two products: Mobile OnAir and Internet OnAir. Mobile OnAir operates in exactly the same way as international roaming, allowing passengers to use their mobile devices during flights for calls, text messages, email and internet browsing. Internet OnAir is an inflight Wi-Fi hotspot.
ECLIPSE GETS UAE TYPE CERTIFICATE VALIDATION The Total Eclipse Twin-Engine Jet has received UAE Type Certificate Validation. Eclipse Aerospace has already secured commitments and contracts for 5 Total Eclipse aircraft to customers who will register their aircraft in the UAE. And it has been working very closely with the UAE General Civil Aviation Authority (GCAA) and last month received validation of the United States Federal Aviation Agency (FAA) Eclipse Jet Type Certificate. “We have enjoyed our technical cooperation between our team of specialists and those at the GCAA,” states Ken Ross, President of Global Services at Eclipse Aerospace. “We have received overwhelming support and excitement from the UAE Aviation community.”
JET AVIATION DUBAI RAMPS UP 7X MAINTENANCE SUPPORT Jet Aviation Dubai is working closely with Dassault to secure base maintenance approval for Dassault Falcon 7X aircraft. The maintenance engineers at Jet Avation Dubai have completed their training and are Dassault Falcon 7X type-rated for base maintenance approval. “There are six local Dassault Falcon 7X operators in the region,” says Michael Rücker, VP and General Manager, Jet Aviation Dubai, “and....we anticipate delivering premium quality maintenance support to ensure the safety and security of these aircraft owners and operators.”
MOVEMENTS UP AT AL BATEEN
Al Bateen Executive Airport have announced a 12% increase in aircraft movements in the third quarter of this year, compared with the same period in 2010. ADAC Business Aviation airport registered 1,903 commercial traffic movements in the period between July and September this year, generated by a healthy mix of private aircraft and charter operations as well as flights of based and tenant operators.
PUB Jet Aviation GENEVA Jet Aviation Geneva Enjoy our local hospitality; experience our global FBO network
Meet the team who understands the needs of business travelers. As a gateway to Switzerland and France, Geneva is one of the busiest business aviation airports in Europe – also due to the fact that the city is home of international headquarters for several global companies, the United Nations, the Red Cross and other international organizations. Our attentive and caring FBO staff makes it easy for you to travel in and out of the airport with quick and easy arrival and departure. Our Geneva team delivers the best in local service; our global network assists you everywhere else. Personalized to Perfection.
Visit our global FBO locations:
Jet Aviation Geneva Tel. +41 58 158 1811 Tel. +41 58 158 4848 (AOG 24/7) dopah@jetaviation.ch www.jetaviation.com/geneva
Boston/Bedford
Palm Beach
Dallas
Riyadh
Dubai
Singapore
Dusseldorf
Sorocaba
Geneva
St. Louis
Jeddah
Teterboro
London Biggin Hill Zurich
EURO AVIATION RE-BRANDED AS UNIVERSAL AVIATION GREECE
Universal Aviation has rebranded Athens- based ground support location, Euro Aviation, as Universal Aviation Greece. The 24/7 location first opened in 1993 and provides ground support services throughout Greece. “As Universal Aviation continues to expand our growing network of ground support locations around the world, we felt it was important for consistency and clarity that one of our oldest and most established locations now be branded under the Universal Aviation name,” said Jonathan Howells, Regional Vice President, Europe, the Middle East, and Africa. “Greece remains a very important market to Universal Aviation and our clients despite the current economic challenges, and we remain committed to serving our customers operating to Athens and all major Greek locations including the Greek Isles.” “We’ll continue to provide the same award-winning ground support services our customers have come to count on for nearly 20 years,” said Yiannis Arkoulis, Founder of Euro Aviation and Managing Director of Universal Aviation Greece. “Our new name better reflects the value of our location and the power of a worldwide network.”
DASSAULT LAUNCHES FALCON DISPATCH PLUS As part of its ongoing effort to reduce operational costs for Falcon customers and further improve aircraft dispatch availability, Dassault Falcon has launched ‘Falcon Dispatch Plus’, a new program available for all models of Falcon 2000 and Falcon 900 aircraft. This program, developed in partnership with Dassault Falcon’s Authorized Service Centers is based on a thorough fleet analysis of over 900 Falcons. During that analysis, Dassault learned which modifications and improvements were the most effective in reducing costs and downtime. A Dispatch Plus package of specific service bulletins and applicable new parts was then developed for each aircraft. Implementing this new package is significantly less costly than performing the same service bulletins individually. In addition, a Falcon Dispatch Plus package can be completed during a 2A Check without additional downtime. Like all major reliability improvements, this program is implemented free of charge on all FalconCare enrolled aircraft.
ExecuJet BERLIN CELEBRATES FIFTH ANNIVERSARY ExecuJet Europe is marking the fifth anniversary of its Berlin Schönefeld FBO this month. During this time the facility has grown significantly, now handling around 3,000 movements a year. Aircraft visiting have been as large as the Boeing BBJ, Airbus Corporate Jet and Boeing 767, highlighting ExecuJet’s capability to competently handle the full range of business aircraft from small to large cabin aircraft. The ExecuJet Berlin Schönefeld facility is now home to an expanded 25 dedicated personnel, providing fast and exclusive VIP passenger handling for all arriving and departing business aircraft. Nicole Gut, ExecuJet European FBO Director said: “We are delighted to celebrate our fifth anniversary. Our brand and expertise was recognized in January 2010 when we successfully won the bid to manage the airport’s General Aviation terminal (GAT) and again earlier this year when we were proud to receive the Shell Gold Service Award, which recognizes the high standards of safety and security that we provide at ExecuJet for both our passengers and visiting flight crew.”
16 - BART: DECEMBER - JANUARY - 2011 - 2012
BLACKHAWK WINS ANAC CERTIFICATION FOR CARAVAN UPGRADE Blackhawk is bringing its Cessna 208B Caravan XP42A upgrade into Brazil and South America. The company received a Supplemental Type Certificate (STC) for the program on October 14, 2011, from Brazil’s Agência Nacional de Aviação Civil (ANAC), the national civil aviation agency equivalent to the U.S. Federal Aviation Agency (FAA). ANAC certification enables Blackhawk to market, install and support the XP42A program for Cessna Caravans licensed to operate in Brazil.
PIPER SUSPENDS LIGHT JET DEVELOPMENT Piper Aircraft is indefinitely suspending further development of the Piper Altaire business jet following a review to align the company’s business goals with the light jet market outlook, investment strategies and overall economic forecasts. “Following an evaluation of Altaire development and light jet forecasts we determined the best course of action for the company going forward is to indefinitely suspend the program, preserving intellectual property and progress to date,” said Piper Interim President and CEO Simon Caldecott. “Unfortunately and regrettably, this will have serious consequences for many talented Piper employees and for our Piper Altaire customers.”
Jet Aviation Zurich
Enjoy our local hospitality; experience our global FBO network Meet the team who understands the needs of business travelers. At Jet Aviation, we make your trip to Zurich easy. With in-house immigration facilities, valet parking and transportation assistance, our experienced FBO staff makes your passage in and out of the airport a pleasant one for passengers and crews. Just 15 minutes from the heart of Zurich, our FBO is a convenient entry point for those attending the many international events held in Switzerland. Our Zurich team delivers the best in local service; our global network assists you everywhere else. Personalized to Perfection. Jet Aviation Zurich Tel. +41 58 158 8466 Tel. +41 58 158 4848 (AOG 24/7) vip.zrh@jetaviation.ch www.jetaviation.com/zurich
Visit our global FBO locations: Boston/Bedford
Palm Beach
Dallas
Riyadh
Dubai
Singapore
Dusseldorf
Sorocaba
Geneva
St. Louis
Jeddah
Teterboro
London Biggin Hill Zurich
RUAG RECEIVES MAINTENANCE AUTHORIZATION FOR THE CJ4
COMLUX SIGNS AN ORDER FOR TWO SUKHOI BUSINESS JETS
RUAG’s authorized Cessna Service Center at Oberpfaffenhofen have gained the EASA certification for maintenance of the Cessna CJ4. The site is already an authorized Cessna Service Center and now has Part 145 auth orization for b a s e and l in e Maintenance for the CJ4. This type extension is valid for the European Aviation S af e ty Ag ency EAS A, the Am eri can Federal Aviation Administration FAA as well as for operators in Aruba, Bermuda, Bosnia, the Cayman Islands, Canada and Qatar. Further countries will be added in the near future.
At the NBAA Annual Meeting and Convention this year, Comlux The Aviation Group put a $200 million order with SuperJet International, for two Sukhoi Business Jets. The deliveries of the two SBJ aircraft are planned for 2014. Before the entry into service, the VIP cabin interior of the aircraft will be designed and outfitted by Comlux America, the completion center of the Comlux Group, based in Indianapolis USA. Comlux America is appointed as the first approved Sukhoi Business Jet completion center. The Sukhoi Business Jet is the VIP aircraft version of the Sukhoi Superjet 100 regional airliner. It offers a spacious and ultra quiet cabin of 118 m3 / 4192 ft3, and a range of approximately 4300 nm (8000 km), thanks to its additional fuel tanks. The launch of the VIP aircraft version comes just four months after the successful entryinto-service of the SSJ100 in April 2011.
DASSAULT FALCON ADDS $40 MILLION TO GLOBAL SPARES INVENTORY Dassault Falcon significantly increased its global spares inventory in 2011 by adding nearly $40 million (USD) in highusage spares to its strategic distribution locations to further improve availability levels for Falcon operators around the world. “Customer missions illustrate that they view their Falcon as a truly global business tool, and we’ve responded over the last year by placing even more high-usage parts in strategic locations to support their operations,” said Guillaume Landrivon, Vice President Worldwide Falcon Spares. “We’re already planning ahead as emerging markets in India, Asia and Latin America continue to embrace the benefits of Business Aviation, and we are opening significant inventories of spare parts in those locations as well.” “New forecasting and planning software tools helped to guide the inventory placement” declared Kevin McNeill, Director of Spares for Dassault Falcon. To further improve dispatch reliability for Falcon operators, Falcon Spares placed the Top Ten Flight Delay and Cancellation parts as well as the Top Twenty High Removal Parts at all worldwide spares centers.
18 - BART: DECEMBER - JANUARY - 2011 - 2012
CESSNA UNVEILS CITATION LATITUDE
FLYINGGROUP OPENS NEW HANGAR
Cessna has introduced the new Citation Latitude at this year’s NBAA Annual Meeting and Convention. With space for a crew of two plus up to eight passengers, the Citation Latitude features Garmin G5000 avionics and a clean-sheet, 84-inch fuselage for a 6-foot high, flat floor passenger cabin. It also features the Pratt & Whitney Canada PW306D FADEC controlled turbofan engines. “The Citation Latitude is a game-changer for the mid-size segment, offering the payload, speed and range the market requires with an unmatched cabin experience at this price point,” said Brad Thress, Senior Vice President, Cessna Business Jets.
FLYINGGROUP is defying the economic gloom by opening a new hangar at Antwerp International Airport, Belgium. The state-of-the-art, 5.100 square meter hangar nearly doubles FLYINGGROUP's hangarage capacity and boasts a turning platform with a diameter of 32 meters. Overall the facility represents an investment of EUR 2.7 million. FLYINGGROUP said that while the financial crisis has impacted their activities they have been very active on the commercial front. They have continued to attract new customers and in the past three years their fleet has risen from 20 to 35.
Jet Aviation Dusseldorf
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CAE ENTERS LONG TERM AGREEMENT WITH QATAR EXECUTIVE CAE has announced that it has entered into a long-term agreement with Qatar Executive, Qatar Airways’ corporate jet subsidiary, for pilot training services on the Bombardier Global Express XRS (GEX) and the Bombardier Challenger 605. The training will be conducted at Emirates-CAE Flight Training (ECFT) in Dubai, UAE. As anchor customer, Qatar Executive pilots will be the first to train on the new Challenger 605 full-flight simulator (FFS) when it is qualified by regulators in early 2012. Training on the Bombardier Global Express XRS (GEX) will begin this month. Training will include initial and recurrent courses for both aircraft as well as a range of CAE e-Learning general operating subjects. “Private aircraft operated in the Arab world are set to triple over the next 10 years so there will be a growing need for training and maintenance support as this sector flourishes,” said Akbar Al Baker, CEO of Qatar Airways.
EMBRAER NAMES AIR ALLIANCE AS AUTHORIZED SALES REP Embraer has appointed Air Alliance as an Authorized Sales Representative (ASR) in Germany for the entry level Phenom 100 and the light Phenom 300 executive jets. Air Alliance becomes the fourth Embraer ASR in Europe, following ABS Jets, in the Czech Republic; Avcon Jets, in Austria; and the Vnukovo-3 Group, in Russia. “With its outstanding reputation and strong established position in the German Business Aviation market, Air Alliance is the perfect partner for Embraer to further expand its best-in-class Phenom family presence,” said Colin Steven, Vice President, Marketing and Sales, Europe, Middle East and Africa – Embraer Executive Jets. “Our joint expectations for the German market are encouraging, and we are confident that Air Alliance will assist us in further increasing our market penetration in this dynamic part of Europe.”
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DEER HORN AVIATION JOINS RAISBECK S DEALER NETWORK Raisbeck Engineering has announced the addition of Deer Horn Aviation of Midland, Texas, to its domestic dealer network. Deer Horn maintains more than 30 Beechcraft King Airs, and operates two Falcon 2000s, three Citation CJs and five Beechcraft King Airs. Their maintenance operations include a Hawker Beechcraft limited Warranty Repair Center, a Cessna Service Center, an authorized Cirrus Service Center, Deer Horn Paint & Interior and Lone Star Propeller. Deer Horn maintains King Airs from as far as Dallas and Artesia, NM. According to Jetnet LLC and Amstat, there are more King Airs registered in Texas than in any foreign country or in any other state in the United States.
FLY AVIATION SERVICES LAUNCHES THE FLY AeroCard
EMBRAER DELIVERS 1st PHENOM 300 TO JET AVIATION
Worldwide aviation services provider Fly Aviation Services has announced the launch of the Fly AeroCard, a prepaid card that grants customers unlimited permits on a monthly per sector basis. Depending on their aircraft type and flight frequency, operators can choose between the Silver, Gold and Platinum cards. “With the Fly AeroCard’s flexible plans, aircraft operators can budget what are traditionally difficult to manage variable costs” said George Kinj, General Manager for Fly Aviation Services.
Embraer has delivered the first Phenom 300 light executive jet to Baruna AG, during a ceremony at Embraer’s headquarters, in São José dos Campos, Brazil. The aircraft will be managed by Jet Aviation Business Jets’ aircraft charter division, and will be based in Zurich, Switzerland, to serve the European market. “We are delighted to deliver the first Phenom 300 to Jet Aviation Business Jets, one of the biggest charter operators in the world,” said Colin Steven, VP, Marketing and Sales, (EMEA) – Embraer Executive Jets.
15 w st no don 12 u n s g 20 Au slot Lo – to r 25 you ess ly c Ju ure ac c y S e e as r fo
Jet Aviation London Biggin Hill
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PEOPLE Cambridge Airport Cambridge Airport has announced the appointment of David Surley as Senior Business Development Manager. He joined the airport’s management team on November 14th in this newly created role and will report to Archie Garden, Airport Director.
David Surley Comlux Aviation Services Comlux Aviation Services has appointed Tony Bailey as Chief Executive Officer. “We are fortunate to have someone of Tony Bailey’s caliber and experience step up to lead Comlux Aviation Services,” said Ettore Rodaro, President of Comlux Aviation
Tony Bailey
Services, LLC. “We are at a critical moment and we need renewed leadership to successfully implement our strategy and take advantage of the market opportunities ahead.” “Tony has the rare ability to set and follow a vision with a proven track record of execution. His business acumen, knowledge of the industry, and unique leadership abilities are perfectly suited to lead Comlux Aviation Services towards a continued path of growth and excellence that reinforces our position as a leader in the VIP aircraft maintenance community”. Embraer Embraer has named Robert Knebel Vice-President, Executive Aircraft Sales for U.S., Canada and the Caribbean. Knebel will lead the field-based team of regional sales managers throughout North America. He will be also responsible for operational areas in the new Executive Jets Customer Center in Melbourne, Florida, including the New Aircraft Contracts and Specification functions. Currently based in Fort Lauderdale, FL (Embraer’s U.S. headquarters), Knebel will move with his team to Embraer’s new facility in Melbourne, FL, which is in the final stages of completion. “Robert is a seasoned aviation sales professional and his knowledge of the executive jet business is the result of more than 30 years in the industry,” said Ernest Edwards, Embraer President Executive Jets. “I’m confident that his experience in the fractional sector over the past seven years will bring wisdom to our business and guide us as we move forward.” Knebel started his career in various sales and general management roles with Gates Learjet, Securaplane and Cessna Citation. He advanced to executive aviation management and sales positions for some of the leading aircraft manufacturers.
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FlightSafety International FlightSafety International has announced that Steve Phillips has been promoted to Vice President, Communications.
Steve Phillips “Steve is most deserving of this promotion,” said Bruce Whitman, President & CEO. “Steve is a great asset to our company and is recognized by all of us and the industry as a true professional. He continues to contribute to FlightSafety’s success.” Steve is responsible for the design, development and distribution of FlightSafety’s internal and external communications programs. He supports the wide range of industry-leading training services and advanced technology simulation equipment FlightSafety provides the aviation industry and government and military agencies worldwide. This includes promoting, protecting and enhancing FlightSafety’s brand, through advertising, marketing programs, collateral materials, and the company’s participation in trade shows and industry events around the world. He is also responsible for FlightSafety’s public and media relations activities and serves as the company’s spokesperson. Steve joined FlightSafety as Director, Communications in 2005 and has helped to launch and support many of
FlightSafety’s innovative products, services and programs. He was with Bombardier Aerospace for over 25 years prior to joining FlightSafety and held a number of positions with increasing responsibility. They included Director of Advertising and Promotions for Bombardier’s Learjet, Challenger and Global Express aircraft programs and Director of Marketing for Bombardier Flexjet. Gama Group Gama Group has announced the appointment of Andy Patsalides as Director of Marketing. Andy joins the Gama Group leadership team at a time of significant growth, which will see the company expand its territory in the Middle East as well as moving into Asia in 2012.
Andy Patsalides Andy joins Gama after nearly 40 years in various aerospace marketing roles at blue chip companies, including British Airways and Boeing. As Boeing’s Regional Director for Europe and Russia, Andy helped airlines focus on profitability through network development, differentiated products and brands. At British Airways he held a number of Marketing Management positions, implementing major corporate identity programs and managing the
upgrade of the Concorde fleet. He was a member of several aircraft procurement project teams and a Marketing Consultant to numerous BA Franchise Airline Partners. Andy was educated at the University of London, taking specialist qualifications in Transport Economics, Law and Marketing. In his new role Andy is based at Gama’s Farnborough Airport, UK HQ and will report directly to Group CEO Marwan Khalek. “Andy’s broad international aerospace experience brings an added dimension to the Gama Group leadership team,” said Marwan Khalek. “Andy will help to both promote and market our wide range of products and services as we continue to bolster our expertise in the UK and overseas.”
Jet Aviation Jet Aviation has appointed Ruedi Kraft as Vice President of Market Development and Completions Sales at Jet Aviation Basel. In his new role, Kraft will oversee sales for the completions business in the EMEA & Asia region.
Jeff Patterson
Gulfstream Gulfstream has named Mark Bennett as Manager of Community Relations. He reports to Jody Buelterman, Manager, Workforce Development, Community Relations and Inclusion.
Bennett oversees a number of programs aimed at improving the quality of life in the communities where Gulfstream’s 11,500 employees live and work. These programs include charitable con-
Universal Avionics Michelle James has accepted the newly created position of Director of Marketing and Communications for Universal Avionics. In this new role, Ms James’ responsibilities include oversight of and responsibility for all of Universal Avionics’ advertising and campaigns, as well as exhibit and convention activities. “Michelle has done an excellent job of defining our marketing strategies and seeing them through to execution,” said Dan Reida VP. “With our expansion of the department, she was the obvious choice for leading these efforts.” Ms. James began her career with Universal Avionics in July 2000
Ruedi Kraft
Nicole Goodstein
Mark Bennett
Coupled with his aviation knowledge and strong business acumen, we have no doubt that Ruedi is a valuable addition to our global network.”
tributions, volunteering, education outreach and student leadership. The company has also named Jeff Patterson as Senior Regional Sales Manager, Product Support Sales, Central Region. He is responsible for maintenance sales to Gulfstream and nonGulfstream aircraft operators in south Texas, including Houston, San Antonio and Austin. Patterson reports to Gary Smiley, Director, Product Support Sales, Central Region, Gulfstream. It has also named named Nicole Goodstein as Director of Global Total Rewards. She reports to Jennifer Giffen Vadersen, Vice President, Human Resources, Gulfstream.
With over 30 years’ Business Aviation experience, Ruedi is no stranger to Jet Aviation. He joined Jet Aviation Zurich as General Manager in 1989, where he remained until his appointment in 1995 to Vice President and General Manager of the company’s then-new facility in Singapore. Ruedi was instrumental in developing and transforming the Singapore branch to a regional market leader in maintenance and FBO services before returning to Switzerland in 2001 as Vice President of Sales at Jet Aviation Basel. He is an apprenticed electrician, a licensed avionics engineer and has completed further studies in general management at the Institute of Economics with the University of St. Gallen, Switzerland. “We are delighted to welcome Ruedi back to Jet Aviation,” said Krenz. “He has a proven track record in the industry and is exceptionally customer-focused.
Michelle James in the position of Document Control Specialist at the company headquarters located in Tucson, Arizona. In 2001, she transferred to the Technical Publications department as Junior Technical Writer and was promoted to Technical Writer in 2002 and Senior Writer thereafter. Ms. James was then promoted to her most recent position of Relationship Marketing Manager for Universal Avionics’ Marketing Division in 2008.
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PIPER AIRCRAFT S Q3 DELIVERIES INCREASE
During the third quarter of 2011, Piper Aircraft continued to outpace the higher aircraft deliveries and improving revenue performance that the company achieved during the same period a year ago. Revenue from new aircraft sales through the end of the third quarter grew to $92.5 million, compared with $77.6 million during the same period in 2010, an increase of more than 19 percent. During the third quarter, Piper delivered 34 aircraft and received $35.3 million in revenue. That compares with 32 aircraft and $28.1 million in revenue during the same period a year ago, up two deliveries and more than 25 percent in revenue, reflecting stronger Piper M-Class aircraft in the delivery mix. Quarter to quarter, deliveries of M-Class aircraft - Meridian, Mirage and Matrix business airplanes - were up, from 17 a year ago to 21 this year. Backlog Strong “Operational efficiencies, along with matching new aircraft deliveries to a solid understanding of the evolving market, continue to contribute to the company’s performance, which exceeds industry trends for turboprop and piston aircraft,” said Piper President and CEO Simon Caldecott. 24 - BART: DECEMBER - JANUARY - 2011 - 2012
DECLINE SLOWS FOR GA SHIPMENTS AND BILLINGS
“Moreover, Piper’s backlog is the strongest it has been in four years, with aircraft earmarked for retail customers well into next year all across the product lines. Piper’s core business is strong. Our turboprop and piston aircraft lines are meeting or exceeding the company’s internal financial and delivery targets.” Strong Dealer Network Caldecott said the company delivered more international than domestic aircraft in the third quarter. He added that domestic deliveries generated more revenue, reflecting stronger sales of the company’s flagship Meridian turboprop business aircraft to U.S. customers. He attributed much of the company’s recent sales success to Piper’s strong domestic and international dealer organizations. “Piper’s dealer organization, which spans the globe, is our underlying strength. Feedback from our dealers is essential to us in determining new aircraft product improvements going forward,” Caldecott said. “We are steadfast in listening to our dealers and dedicating the resources required to continually improve our turboprop and piston business aircraft, along with our new training aircraft.” Caldecott said Piper is stepping up the focus on product improvements through increased investments in existing lines.
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The General Aviation Manufacturers Association (GAMA) reported that worldwide deliveries of general aviation airplanes in the first nine months of 2011 dropped 9.8 percent as compared to the same period last year, to a total of 1,227 units. Industry billings fell 10.2 percent, from $13.5 billion to $12.1 billion. “These shipments and billings numbers show some improvement over the sharper decline experienced in first half of 2011,” said Pete Bunce, GAMA’s President and CEO. “However, considering the fragility of the economies in the traditional markets of North America and Europe, this is not the time for new, undue government burdens to be imposed on general aviation. Misguided tax policies that single out our industry, unquestionably endanger jobs. Policymakers should be focused on initiatives that encourage investment in our industry and grow jobs.” Piston-powered airplane shipments totaled 577 units compared to 633 units delivered in the first nine months of the year, an 8.8 percent decrease. Turboprop shipments declined 5.9 percent to 223 units in 2011, compared to 237 units during this same period in 2010. Business jet shipments totaled 427 units, a 13.0 percent decrease as compared to 491 units delivered in the first nine months of last year.
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HAWKER BEECHCRAFT REPORTS Q3 NET SALES OF $518.8 MILLION Hawker Beechcraft has reported a decrease in revenues during the third quarter of 2011 as compared to the same period of 2010. However, the company realized an improvement to gross margin, operating loss, and net loss for the third quarter of 2011 as compared to the same period of 2010. “We continue to improve our operating cost structure primarily by the investments we are making to drive costs out of the business,” said Bill Boisture, Hawker Beechcraft Chairman and CEO. “However, we continue to feel the effects of the depressed light-jet market, which is evidenced by fewer deliveries in our Business and General Aviation (B&GA) segment this quarter.” Hawker Beechcraft reported net sales for the three months ended September 30, 2011, of $518.8 million, a decrease of $75.9 million as compared to net sales of $594.7 million in the same period of 2010. Additional information is provided in the Business Segment Summary section below. During the three months ended Se pte mber 30, 2011, Hawker Beechcraft recorded an operating loss of $42.2 million, an improvement of $39.2 million as compared to an operating loss of $81.4 million during the same period of 2010. On September 30, 2011, available liquidity was $336.0 million as compared to $382.4 million on June 30, 2011. The decrease was due to a variety of factors, including temporary supply disruptions in addition to seasonal inventory increases in preparation for deliveries during the fourth quarter of 2011. During the third quarter, the company drew a total of $75.0 million on its revolving credit facility in order to keep a prudent amount of cash on hand as it worked through supply issues and accumulated inventory. The company paid back $25.0 million in the quarter, leaving $50.0 million outstanding at quarter-end. The company may make additional draws on the revolver, which currently has approximately $189.3 million of availability, in order to maintain an appropriate supply of cash for day-to-day operations. The company’s backlog was $1.3 billion on September 30, 2011, as compared to
$1.4 billion on June 30, 2011, with deliveries of $519 million, new orders of $526 million and cancellations of $30 million. Approximately 28 percent of the backlog on September 30, 2011, represented orders that are not expected to be delivered in the next 12 months. Business and General Aviation Deliveries and Sales The company reported 38 deliveries in the third quarter of 2011 as compared to 49 deliveries in the same period of 2010. The primary contributor to the difference in deliveries was supply disruptions that have affected production of the King Air, Hawker 4000 and piston aircraft, causing deferral of some deliveries that were expected to occur in the third quarter. The Hawker 4000 supply disruption has been resolved and deliveries have resumed in the United States, but the company is still awaiting approvals from agencies in other countries before it will be able to deliver Hawker 4000 aircraft in these areas. The supply disruptions related to King Air and piston aircraft are expected to continue in the fourth quarter of this year, resulting in fewer deliveries than planned. Year-todate aircraft deliveries in the B&GA segment are down with 127 planes delivered in 2011 as compared to 137 deliveries in the same period of 2010. The B&GA segment reported sales of $283.2 million in the third quarter of 2011; a decrease of $53.6 million as compared to sales of $336.8 million in the same period of 2010. The majority of this decrease was due to fewer deliveries of aircraft. The B&GA segment recorded an operating loss of $75.4 million for the third quarter of 2011; an improvement of $49.1 million as compared to $124.5 million during the same period of 2010. This improvement is due primarily to one-time charges made during the third quarter of 2010. “We continue to experience lower demand in our B&GA segment due to a lack of confidence in the global economic environment,” Boisture said. “However, with the supplier issues resolved and the recent FAA certification of the Hawker 4000 Upgrade and Enhancement (U&E) program, we have resumed deliveries of our flagship aircraft and it is already receiving great reviews in the marketplace.”
Global Customer Support The Global Customer Support (GCS) segment reported sales of $126.7 million in the third quarter of 2011; a decrease of $8.9 million as compared to $135.6 million during the same period of 2010. The decrease in revenue was primarily due to a temporary disruption in the business that occurred in connection with the implementation of the company’s computer system upgrade. This disruption was short in nature and ordinary operations have resumed. Year-to-date sales for 2011 are $387.5 million; an increase of $1.7 million as compared to $385.8 million during the same period of 2010. The GCS segment recorded operating income of $20.7 million for the third quarter of 2011; a decrease of $2.3 million as compared to $23.0 million during same period of 2010. Year-to-date operating income for 2011 is $68.9 million; an increase of $4.8 million as compared to $64.1 million during the same period of 2010. “We had another successful quarter in our GCS organization,” Boisture said. “Our aftermarket upgrade programs including the 400XPR, 800XPR and King Air 200GTR continue to gain acceptance in the marketplace. In Q3 we received both FAA and EASA certification on the 800XPR and deliveries have commenced. We also recently announced at the National Business Aviation Association (NBAA) Convention an order of up to twelve 800XPR aircraft to XOJET, with seven of those aircraft scheduled to be delivered this year. GCS will also open a new factory-owned service center in Monterrey, Mexico, in the spring of 2012 – an investment that further demonstrates our commitment to support our customers throughout the globe.”
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EUROPEAN UPDATE
EBAA OPPOSES THE EUROPEAN COMMISSION ON SLOT REGULATION REVISION
The European Business Aviation Association (EBAA) vehemently voices concerns over the European Commission’s draft regulation for airport slot allocation. A statement from the EBAA expressed disappointed that the European Commission, despite robust arguments against, has maintained a recast of its Slot Regulation based on the Steer Davies Gleave (SDG) study, which predicates the future allocation of slots based solely on the number of passengers carried, thus rejecting other fundamental criteria. As such, this proposal will have an adverse impact on demand by failing to recognize the pivotal role of regional and Business Aviation in connecting the diverse regions of Europe, increasing mobility and the productivity of businesses, and supporting regional cohesion. The Commission’s recommended approach is fundamentally flawed, as the sole number of passengers for the attribution of slots will inevitably lead to privileging one category of airspace users over others. This would have grave implications for the economies of local/regional communities, Europe as a whole and peripheral locations. EBAA can only express its dismay that, in order to solve the capacity crunch, the Commission opts for rules that would deprive hubs of their spokes and bring uncertainty to investments at regional and secondary airports, thus jeopardizing them. Especially worrying is that even non-European airlines are privileged due to the way secondary trading is orchestrated, resulting in further imbalance. “While EBAA welcomes a revision of the system for allocating slots at Europe’s airports, a fair and equitable solution would recognize historical rights for all airspace users, with an understanding that each airspace model is an essential component of Europe’s air transport policy. It must also consider that using slots 80% of the time is already extremely challenging and should not be reconsidered,” says Fabio Gamba, EBAA Chief Executive Officer. In a competitive industry, the allocation of slots is ultimately the result of a failure to match demand with adequate infrastructure. The Commission should avoid making matters worse ahead of other capacity enhancing initiatives such as the Single European Sky, by artificially stifling competition and allowing hubs and secondary airports to be the monopolies of long-haul super jumbos, operating for the benefit of non-European economies.
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EGNOS TOOLKITS NOW AVAILABLE ON SMARTPHONES The European Commission has introduced free, downloadable and ready-to-use Toolkits to help anyone develop enhanced location and timing applications for Europe’s EGNOS satellite-based augmentation system. Integrating EGNOS capabilities into GNSS-based positioning applications can be a time-consuming endeavor. The new EGNOS Toolkit provides an easy and effective way to harness EGNOS corrections in smart phone devices by clearly explaining what is needed and providing all the necessary files and resources.
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What is an EGNOS Toolkit? EGNOS Toolkits include downloadable software packages, demo applications and other supporting materials, allowing application developers, researchers, university students and others to create, use and maintain EGNOS-capable positioning applications. For receiver manufacturers and mobile phone developers, the EGNOS Toolkit contains free source code, allowing the easy integration of EGNOS capabilities into a smart phone. An EGNOS Toolkit provides a means of exploring and understanding the entire chain from the raw GNSS satellite signal to a GPS and enhanced EGNOS positioning data.
EUROPEAN BIZAV TRAFFIC COULD GROW BY UP TO 3.7% FOR 2011 For only the second time this year, overall European Business Aviation October activity levels have shown a decrease - 2.6% - compared to the same month last year, calling in to question the final out-turn for 2011.
EGNOS Positioning Data Along with EGNOS-enabling software tools developed under the EU 7th research framework program-funded projects, ‘SIGNATURE’ and ‘PEGASE’, the new ‘EGNOS SDK’ provides an easy way incorporate all EGNOS corrections and integrity capabilities, allowing developers to perform real EGNOS integration directly into a smart phone. EGNOS SDK is a highly flexible tool that works with different operating systems, including Android, Apple and RIM. Michaël Mastier, EGNOS SDK Project Manager at the European Commission, says, “With the publication of the EGNOS SDK, the Commission aims to provide documentation and easy-to-use software to foster the development of applications that harness the advantages of EGNOS on smart phones and handheld receivers.” Andreas Kroier of EGNOS SDK developer, DKE Aerospace, says both static and kinematic tests have been conducted and EGNOS performed well in both cases: “The EGNOS SDK provides an average increase of 30% in position accuracy over GPS alone.” Users can install the demo application on a smart phone for a lively introduction to the EGNOS SDK world. Red dots on screen represent the normal positioning information from GPS alone and green dots represent the enhanced position with EGNOS. The EGNOS SDK provides all the necessary files for the demonstration application, for use as a basis for a new application, as well as core libraries, to integrate enhanced EGNOS positioning capability into an existing application. The EGNOS SDK (core software, demo application, documentation) is now available for download from the EGNOS Portal website: www.egnos-portal.eu.
According to the EBAA on the evidence of just one month, it is difficult to predict whether this will remain an anomaly reflecting special circumstances - as was the fall in March - or rather constitutes a structural change. However, it is no surprise that the current economic turmoil has engendered a fall in Business Aviation activity and, worrying though this is, the industry is still on course for a relatively robust yearly growth of between 3.3 and 3.7%, albeit lower than airlines, which forecast an annual growth of 4.5 - 5%.
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EBAA
CEO s CORNER
WHY PERCEPTION DOES MATTER Fabio Gamba EBAA CEO As the popular saying goes, changing jobs is amongst the most stressful things one can go through in life, along with moving residence. Having acquired a flat less than a year ago, and been in the EBAA office for two months, it is easy to imagine how high my stress levels have been lately! More seriously, day by day I am discovering more about the essence of Business Aviation and how it functions. Of course it’s not a world away from the airline industry, but it does have quite specific features of its own. The sense is that I have joined this industry at a turning point: operating in a challenging economic environment but with more visibility, more exposure and recognition perhaps, growth of course, but not double-digit anymore… an industry on the path to maturity. One of the first questions raised in my early weeks in office was how I believed Business Aviation was faring and how I saw it developing in the coming years. This question, fully legitimate in its own right, was almost always immediately followed by another one: what motivated my move from the airline industry. With hindsight, these are not only legitimate questions; they are absolutely spot on. To the new kid on the block, Business Aviation appears to be characterized by two salient traits: firstly its heterogeneity, and by this I mean the variety of stakeholders that compose what is labeled “Business Aviation” and secondly the fact that Business Aviation complements other means of transport, notably scheduled air transport. This heterogeneity is well illustrated by a dichotomy that is unique to Business Aviation, i.e. commercial vs. non-commercial. But, despite this and other distinctions, and beyond technical and operational issues, Business Aviation has remained focused on achieving one simple objective: to get public (and political) recognition. Be it from the national authorities, the general public, or the decision-makers. This may sound relatively common, but it is actually not!
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There is now a feeling that a fleet of 4,000 business aircraft with more than 7% of IFR movements in Europe, and regularly outgrowing scheduled operators, should be a force to be reckoned with. But the feeling is that it is not. Or at least not to the point it should be. Heterogeneity can be both a blessing and a curse. To achieve recognition, one needs to demonstrate how important the sector is, or has become. And although much better equipped than we were a decade ago, there is still no live evidence, no robust and current database that the EBAA can dig into in order to make the case for its members. There have been some excellent studies done on the roles and intrinsic value of the sector, but studies are by definition static and only represent a snapshot of a given situation at a given time. These studies need to be done on a regular basis, like the excellent monthly and annual Business Aviation activity level reports issued by Eurocontrol and market updates and assessments by such organizations as Bombardier, the Teal Group, Honeywell and others. But these need to be complemented by databases containing up-to-date information on operational and user topics including demand variation, ATC costs, fuel costs, up-to-date emissions and tax data, etc. We have already decided to commission two new studies: one working in conjunction with the European Regional Airlines’ Association (ERAA) as a response to the Steer Davies Gleave impact assessment on slot allocations, the other one with a view to update the now ageing – yet still widely used – study of PriceWaterhouseCoopers (2008) on the importance of Business Aviation. Both studies deal with the need to extract the quintessence of the industry, that is to say, to highlight its role as an economic and social enabler of Europe Plc. We are also working with others in the service sector to obtain better cost data and will be commissioning a third study to better quantify user value, an essential factor in determining the sector’s overall economic benefit to the Community.
The fact the business complements other forms of transport is not emphasized enough, and yet it can play an absolutely crucial role in the quest for public recognition. Today, Business Aviation connects 100,000 city-pairs in Europe, i.e. 3 times more than scheduled operators and almost exclusively those served very poorly - or not at all by the airlines. In an ever-expanding European Union, which will grow further with the accession of Croatia next year and other Balkan countries in the near future, it is vital that these city-pairs are not only maintained, but developed further. Especially at a time of consolidation amongst airlines and LCCs, synonymous with cuts in scheduled operations. The fact that we complement other forms of transport, alongside the enabling role of our industry, must and will form the backbone of the information campaigns the EBAA will be pursuing in the future. And now to close the loop and come back to the initial questions, it seems to me that Business Aviation has its future pretty much in hand: it meets a vital need, which continues to grow and is forecast by experts to continue doing so strongly throughout the next decade. But, to ensure our sector gets fair and equitable treatment in Europe, we need to continue to develop our communication with decision-makers supported by more accurate and timely data to demonstrate, unequivocally, our importance and the value we bring to Europe. Our sector is defined by strong and healthy competition and yet we are able to focus on common objectives, and hence to coexist under the same roof of one trade association. Frankly, isn’t that an ideal organization to be joining, for someone coming from a much more segmented industry, with limited growth perspectives and a natural tendency to status quo and naysaying? I am very pleased to be here!!
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GENEVA, SWITZERLAND
HELICOPTERS
ROTORCRAFT TECHNOLOGY
PATHFINDERS TO THE FUTURE From wooden rotor blades, primitive instruments, and cantankerous reciprocating engines, the amazing machine called the helicopter has come a long, long way. Jack Carroll reports.
T RECORD
The Sikorsky X2 set a speed record of 250 ktas in level flight last year.
he introduction of turbine engines to power helicopters— lighter, more powerful and more dependable than piston engines, might be considered the first step in the progression of helicopters to the present, according to Matt Zuccaro, who flew helicopters in Vietnam and now pilots the Helicopter Association International as its President.
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“Following that, we’ve seen the development of composite materials and their increasing use, both in the helicopter’s structure as well as its rotor blades,” he explains. “From there we started using twin engines for more power, a greater payload and vastly improved safety. The next step up was to avionics that allowed IFR flight and on to sophisticated digital avionics suites.” These are continually improving, even as you’re reading this. Quietening Down But wherever a helicopter flies, other than when it’s over the ocean, attention must be paid to the issue of and need for noise abatement measures. This is especially true in crowded cities, such as New York and Sao Paulo, where helicopters fly in and out on a daily basis and where there are always bound to be noise complaints. Fact is, if helicopters brought the rotor blade noise down to a whisper, there would still be complaints; it would appear that some people simply don’t care for helicopters. That is, until they find themselves in a sticky situation and are fortunate enough to get rescued by one. As you’d expect, the OEMs, engine makers and HAI have been working for many years on a variety of noise abatement measures. For example, swept rotor blades were developed to reduce noise on the outside as well as inside the cabin. Zuccaro ticks off others: “Any way you look at it, noise is always going to be a community issue, so we now have better encapsulation of the engines. An increase in the number of rotor blades allows the rotor speed to be varied and run at slower speeds, which in turn significantly decreases the rotor blades’ noise imprint.” To further reduce noise, there are shrouded tail rotor blades, such as Eurocopter’s familiar “fenestron” shrouded tail rotor blades found on its Dauphin, Colibri and Ecureil models. And let’s not forget the MD helicopter models that are equipped with its revolutionary NOTAR system, eliminating tail rotors altogether. NOTAR as you’ve probably figured out stands for “No Tail Rotor,” by the way. Shrouded tail rotors give operators an important fringe benefit in the form of improved safety on the ground for those who might not pay attention to their sur-
roundings and walk into a standard, un-shrouded helicopter (before being driven to a hospital or worse). So what new technology are we on the cusp of now? Says Zuccaro, “We’re seeing highly advanced avionics suites that are user-friendly, intuitive for the flight crews, and also have more built-in failsafe measures. They’ll be able to detect a pilot error in progress or incorrect inputs, and automatically compensate for them.” “Another important factor in advancing the art of helicopters is advanced high-tech maintenance systems. “Take the HUMS system for example— which stands for ‘Health Usage Monitoring System.’ It links with Flight Data Monitoring (FDM) and Flight Data Recording (FDR) systems. With these the maintenance department has advance warnings of any trends that are developing or potential failures of engine components. With this real-time monitoring, the maintenance specialists can head off such problems before they can lead to incidents or in worst cases, accidents. As Zuccaro continues, “Data retrieved via HUMS monitoring can be used to extend overhaul or component replacement timing, for example. The operator can prove by data analysis that a given component, under the conditions normally flown, is lasting longer than projected. He can get credit for that and use the part longer, replacing it fewer times. And since there’s less maintenance time required, he’s reducing costs in that area as well. “Another advantage of these systems is that in case of an incident or accident, there’s plenty of data available to investigators to better determine their cause. It’s a very effective investigative tool.”
What s Up In Head-Up Displays? And Where Are They Going? Zuccaro tells us that there are headup displays with enhanced vision systems in place that actually improve the pilot’s visual acuity and perception, so he can see better in deteriorating weather conditions. Playing somewhat the soothsayer, he adds: “But the ultimate system will be synthetic vision which engineers and researches are exploring. Such an allweather system will allow crews to see as if they’re out on a VFR day; determine what’s ahead of them in terms of obstacles or territory. “They may be surrounded by clouds in IFR conditions, yet be fully aware of the environment in the helicopter’s flight path. That’s going to be truly amazing when it arrives. And of course it’s going to result in the highest possible level of safety.” In other words you’ll be able to avoid flying into a mountain or power line tower.
RADICAL
The NOTAR system on MD helicopters eliminates tail rotors completely (top). HAI President, Matt Zuccaro predicts more IFR use in the helicopter industry.
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HELICOPTERS
ROTORCRAFT TECHNOLOGY reports and rumors that the X3’s performance has been so exceptional that there are thoughts of putting it into production as early as next year. If so, they are off-the-wall, premature thoughts. How does one go about certifying a hybrid? It’s never been done before. So the FAA will have to learn, so we’re talking about at least a few years minimum here. So don’t hold your collective breaths. But back to our questions and some sage answers from Matt Zuccaro. “The X2 may have flown its last flight, but it proved you can have a stable platform that performs well in all material aspects and at much higher speed regimes. Basically, it has broken the speed restrictions imposed by existing
SOARING
The experimental Sikorsky X2 (top) has flown its final flight, but there is still plenty of rotorcraft innovation in the air, the Eurocopter X3 (center) and the AgustaWestland AW609 (bottom).
What Do The Sikorsky X2 And Eurocopter X3 Prove? The X2 set an unofficial helicopter speed record of 250 ktas in level flight last year, reaching the program’s maximum speed objective. It also hit 260 ktas in a shallow dive. This apparently satisfied the engineers, designers and management that the X2 program had achieved everything it was designed to do and would make its final flight, which it did. But who knows if it really was final? In recognition of its impressive feats of
engineering, the X2 Technology Demonstrator team was declared the winner of the prestigious Robert J. Collier trophy, in 2010. It is awarded annually to recognize the year’s “greatest achievements of aeronautics or astronautics in America.” Among the innovative features of the X2 are: FlyBy-Wire controls, counter-rotating rigid rotor blades, hub drag reduction, active vibration control, and integrated auxiliary propulsion system. Meanwhile, the hot hybrid from Eurocopter, the X3, reached a speed of 232 ktas, exceeding its original target speed of 220 ktas. This happened after the third mission, after an upgrade that integrated the X3’s definitive gear boxes, enabling it to fly at full power. Take note that there have been 32 - BART: DECEMBER - JANUARY - 2011 - 2012
rotor blade technology. It has taken the advancing blade and retreating blade concept to a new level.” For those of our readers who are not well acquainted with the workings of rotor blades, he breaks it down into simple terms, which suits this scribe just fine. “In a regular rotor system, one of the blades is always advancing as one is retreating, or going away from the direction of flight. That one has the potential of having a tail wind component, so to speak, and the faster you go the greater the chance of that blade losing its performance capability; no longer providing the required lift. So the aircraft will have sort of a retreating blade stall. It’s similar to a wing stall, but here it’s the blade
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HELICOPTERS
TILT
After performing to all expectations in Afghanistan, the Osprey could be adapted to civilian use.
that’s rotating away from the direction of flight, in essence, going downwind, while one blade is always advancing toward the wind. When you have counter-rotating systems as on the X2, one of the blades on either side of the aircraft is always advancing into the wind as opposed to a single rotor system. It simply allows the helicopter to fly at much higher than normal speeds, as the X2 has proven.” Asked “What’s the next step,” he has high praise for both machines. “I think both the X2 and X3 have done a great job in taking down the barriers to high performance levels. They’re helping move us closer to the next generation of helicopters. They’re also maintaining the intrinsic value of vertical lift and the ability to land anywhere, while enhancing the ability of helicopters to operate closer to a conventional airplane’s performance in terms of speed, altitude and range.” So where is the helicopter industry headed? “I think the industry is headed toward having a greater ability to serve the end users more by being able to carry them faster and farther. I also see it moving to more IFR use via advanced systems, which will enhance safety in a more controlled flight environment, while improving the helicopter’s service reliability by being able to operate and complete its missions in all weather conditions. In the future, I think helicopters will be able to move freely between IFR and VFR conditions as needed, just as airplanes are able to do today.” What about the case for tilt-rotor technology? The “Osprey” had a welldocumented series of incidents and
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ROTORCRAFT TECHNOLOGY
QUEST AVQ Debuts at Dubai Air Show
accidents in testing and training. But from all accounts the “bugs” have been worked out and is has performed to all expectations in Afghanistan and could possibly be adapted to civilian or commercial use. If anyone out there can afford it, that is. As to the Agusta Westland AW609, it has been around several years now, moving ahead in fits and starts, but now that Bell is out of the picture and Agusta Westland has full control of the project, all that may change. We shall see, but on videos shown at various HAI conventions and other shows, the aircraft is quite impressive making high speed dashes at around 275 knots, then smoothly transitioning to vertical flight for landing or takeoff. There are orders reportedly on the books from some very patient buyers, somewhere around 80 they say. However, precisely who “they” are is unknown at this time. But it would be nice for the AW609 to finally enter service and prove itself to all the skeptics. As Zuccaro concludes in his informative lecture, “I think the tilt-rotors are actually doing much the same things as the X2 and X3. That is maintaining the vertical lift capability, while applying more airplane type characteristics including significantly increased speed, altitude, range and payload. To sum up, HAI has supported and is supporting any and all advances in helicopter technology. The industry needs them and the end users want them. We’ve come a long way, for sure, but we still have a ways to go. The opportunities are certainly out there, all we have to do now is take them.” Well said, Matt.
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Rotorcraft technology is forging ahead, and as if to underline the point, Quest Helicopter launched a new helicopter family at the Dubai Air Show. The QUEST AVQ series will be the first civil helicopters to be assembled and manufactured in Umm Al Quwain in the UAE and will incorporate a unique passenger and crew safety system. Quest will build a comprehensive assembly and production facility in the UAE, and it aims to commence initial production in 2014. These “clean sheet” prototype helicopters, have been designed by Volodymyr Udovenko. They will feature a new series of engines with FADEC built in the Ukraine. Its technologies include a primary “flyby-wire” control system, a distinctive eject-able crew and passenger safety capsule cabin and a “telemetry downlink” maintenance monitoring system. The first four-seat model, which is highly competitively priced at US$2.95 million will have a range of 435 nm (700 kms), a maximum speed of 185 mph (295 kph), and a maximum endurance of 3.6 hours. The helicopters’ maximum take-off weight will be 4,960lbs (2,250 kgs) and empty weight will be 1,300 kgs. The UAE principals and investors in Quest Helicopters, a subsidiary of Quest Investments, have pledged an initial investment of up to US$50 million in the initial program. Quest’s investment lends support to further develop the expertise of design bureau chief, Vlodomyr Udovenko, overseen by the Ukraine’s Academy of science and technology. Quest’s project is expected to generate new jobs in the UAE from the end of 2012. Collaboration on the project has been further bolstered by a proposed bilateral agreement between EASA and the Ukraine’s Civil Aviation Authority enabling the new helicopters to be built with joint cooperation and a parallel certification program. The helicopters will be powered by new technology engines from aviation manufacturers Progress DB/
Motor sich Ukraine, 2 x AI-450 M turbines with FADEC, delivering up to 465 shaft horse power (shp) per engine. Additionally, Quest Investments, a subsidiary of the Quest Group has recently signed an MOU between Ukraine’s Academy of Science and Abu Dhabi’s Higher College of Technology and Centre of Excellence for Applied Research and Training, to invest and develop specialist research into health, climate & other technological advancements. Chief designer Volodomyr Udvenko says: “I am delighted to have the opportunity to realize my dream with the Quest AVQ series of helicopters, which will be utilizing and incorporating unique technology in primary control and safety systems. Our initial prototype helicopter will be defining the technology as a test airframe and we expect the final production models to reflect many refinements in look and systems. If it were not for the vision of Quest’s Chairman Mahmood Al Ansari and his board of directors we would not have the funding to develop this new technology.”
Tempest in a Teacup? No sooner had Quest Helicopters made its Dubai Airshow debut with its new AVQ tandem rotor helicopter than one Jean-Pierre Dubreuil, ex-Eurocopter and a member of the French Air & Space Academy, let his true feelings be known in no uncertain terms, addressing a couple of the AVQ’s features in a doubtful fashion. To make a potentially long story short, his remarks dealt with first, the unique passenger escape capsule; the first such device ever for a helicopter. The capsule is ejected forward, not up as with an ejection seat. Monsieur Dubreuil wondered whether humans–the pilots and passengers– could handle the g-forces involved. Mike Creed, Commercial & Deputy Project Director for Quest Helicopters was quick with his kindly rebuttal, saying, “Firstly we appreciate Mr. Dubreuil’s comments and expertise. His comments give us the opportunity to clarify areas of concern or simple misunderstanding. “As to the capsule, we stand by our computations that project an initial four Gs of 0.5 seconds and two Gs for 1.5
seconds. These forces are indeed acceptable on the body, especially since the capsule cabin detaches and then progressively accelerates in a forward trajectory. Not an upwards ejection. This, of course, is only to be used in the event of a catastrophic failure. But we believe that if there is technology available to save the passengers and crew, then we should do everything possible to develop this system. Safety is Quest Helicopters’ prime goal with our AVQ series.” Creed then took on the fly-by-wire control system. “Our designers have been evaluating systems from several suppliers over the past two years. We have chosen EKRAN, from Kiev, Ukraine, to supply our initial system. EKRAN supplies their systems to Antonov, which are already being used in some of their aircraft. Our goal was to select a reputable, talented supplier for a light fly-by-wire system that could be used in our AVQ helicopter series. And I believe we have done just that.” Even Quest’s projected initial development costs of some $50 million USD were met with a fair measure of skepticism. Basically, Quest reminded all that it is not Eurocopter. “We do not have a budget for R&D that a Eurocopter would expect as a matter of course. However we do not have the hefty overheads either. Our process started two years ago and the ‘up to
and initial $50 million budget’ that we quoted is a fluid figure due to the complexity of the processes. In the Ukraine, we can carry out our R&D in a very cost-effective environment.” And there’s more: “We already have over half of Prototype #1 constructed and the costs are still going to plan, as predicted. As everyone knows, though, it is the certification process that will take time and money.” Actually it has been known to eat time and money. Says Creed, “I am sure that additional phases of our program will require more funding, however we are happy to walk before we run. We will announce Phase 2 of the program in due course.” And what of Monsieur Dubreuil? As Creed concludes, “I do hope we have addressed his concerns and we would be delighted to discuss more on our project at any time, as a full understanding of our program is absolutely necessary to gain a clear picture of our overall goals. We also extend an invitation to Mr. Dubreuil to come and speak with us directly about the project.” Should the invitation be accepted, should one assume there might be a security check first? More likely, the whole incident will just fade away quietly. If not, we’ll let our readers know in these pages. Gentlemen, place your bets.
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SAFETY
The Quest AVQ will be the first civil helicopter to incorporate a passenger and crew safety capsule.
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FLIGHT SUPPORT
ROUTING AND SERVICES
MAPPING THE FUTURE
Flight support services companies have been kept busy recently ensuring their clients don t trip up. Liz Moscrop talks tricky routings and new services with some of the world s major players.
T TURBULENCE
Trip support services are essential in troubled times.
he last eighteen months have been some of the most turbulent in civil history in terms of airspace disruption. Political instability in the Middle East and unforeseen physical disasters, such as the Japanese earthquake and Icelandic ash cloud, have meant that professional trip support has been more necessary than ever. Additionally the development of the Business Aviation sector in emerging markets, such as Brazil, Russia, India, and China, has boosted the need for flight departments to send their executives to sometimes hitherto inaccessible or remote regions.
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John Picciano, ITPS business manager for aviation services provider ARINC Direct pointed out that the turmoil in Libya was not the worst problem for his customers. A major inconvenience was Air Traffic Control (ATC) strikes in France. He said, “ATC strikes involve lots of reroutes that our customers find frustrating, but necessary. Our product allows our customers and flight coordinators to avoid specific FIR boundaries without having to bring out the charts and do everything by hand. With regard to Libya, we do not send much traffic there so the impact is minimal.” James Harvey manager, Rockwell Collins’ regional trip support for flight information solutions said, “The biggest event of the last 18 months for us was the Icelandic volcano. That caused lots of problems, when you couldn’t transit Europe for one month. Our in house meteorologists have now developed weather products to analyze ash clouds.” Most of ARINC’s customers travel to Europe or Asia, and Picciano added that as customers get more sophisticated they handle more of the “routine” ground arrangements on their own and call on ARINC for over flight and landing permits. He said, “The bulk of our customers do ask for the full range of services when operating into the complex areas of the world (Asia, India, South America). He continued, “Our most requested services
include ground handling, fuel releases, landing/over flight permits, and customs and immigration. Other requests included in the mix are catering, hotel arrangements, and transportation arrangements.” Despite the uprisings in the Gulf, the Middle East is home to several worldclass trip support providers and Business Aviation is a maturing sector in the region. Dubai-headquartered United Aviation Services (UAS), for example, has partnerships with fuel suppliers and Fixed Base Operators (FBOs) worldwide. Earlier this year UAS implemented newer technologies and systems that the company says improves the quality of its flight plans, and pilot to base communications. Omar Hosari, Managing Director said, “This year’s EBACE was one of our most strategically planned exhibitions as we will progressively proceed to strengthen not only our core business within Europe, however also introduce our new brand and share our new technologies with the rest of the world.” Meanwhile, Sharjah UAE-based Moonjet offers tailored flight planning services and announced at EBACE this year that it had expanded its services to create a global network. The company’s services include: full computerized flight plans with live winds, ATC flight plan filing and coordination, as well as the charts for runway analysis and NOTAMS.
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FLIGHT SUPPORT
Companies with such a wide-ranging
EXPERTS scope of services can frequently help
French ATC strikes caused more problems than the Libyan turmoil for trip planners at ARINC Direct (top). Universal Weather and Aviation join forces with Honeywell to provide extra flight services (center).
with access to developing countries or regions. In July, Dubai-based Hadid International announced that it had been granted exclusive rights to handle permit requests for the African state Niger, although Hadid says that the permits are actually issued by the government. Over in Europe the UK’s Flightworx Aviation is going from strength to strength since its inception in 2008. The company said, “Clients do not have to enter into a
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ROUTING AND SERVICES
contract when joining us. We rely on providing an excellent service every time. We are not aligned, affiliated, or partnered with anyone in the industry. This means that we have the ability of using any suppliers we wish, such as handling agents, FBO’s, fuel companies.” Mergers The larger players are teaming up to offer a huge range of services. At the recent National Business Aviation Association conference held in Las Vegas this October Universal
Weather and Aviation (Universal) and Honeywell announced that they had joined forces to provide extra flight services support for Business Aviation operators. Honeywell will augment its Global Data Center (GDC) offering with flight permits plus global ground handling, concierge and security services provided by Universal. Meanwhile Universal customers will be able to access Honeywell’s GDC and Flight Sentinel real-time flight following packages. GDC facilitates flight planning, while Flight Sentinel mitigates air traffic delays in the U.S. The companies will not charge subscribers extra for the upgraded services, which are “avionics agnostic,” according to Carl Esposito, Honeywell VP of Marketing and Product Development. However, he added that the GDC tools work particularly well with the company’s Primus Epic cockpits. Esposito said that his company has no immediate plans to offer Flight Sentinel internationally, but he does not rule out the possibility for expanding the service beyond the U.S. in the future. Not to be outdone, rival Rockwell Collins said at the same show that it had chosen FlightApps of San Francisco to deliver supplemental services, including installation, training, and application support and hosting for its Ascend Flight Operations System (FOS) software.
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FLIGHT SUPPORT
ROUTING AND SERVICES Ma na gemen t an d Specialty Products, pointed out that although the U.S. government is opposed to the l eg isl at ion , the sc heme i s pres entl y com pu l so r y. H e sa id , “Operators must comply with the regulation and submit a verified annual emissions report by the deadlin e.” H e ad d ed t ha t Un i versa l Weather has observed that one issue that has emerged has been slowness in submitting information. This could potentially cause problems in the future; because a key issue for operators is that there are few certified verifiers. Universal Weather’s resource center is available for free, but paying subscribers
Last year, Cedar Rapids, Iowa-based Rockwell Collins acquired flight-planning and handling-provider Air Routing International and rebranded the Air Routing services under the Ascend name. Earlier this year, Rockwell Collins also bought Computing Technologies for Aviation, a developer of Flight Operations System (CTA-FOS) software. CTAFOS services are available via mobile device applications. The company also announced that it had added European Union regional trip support to the services provided under its Ascend flight information solutions. Ascend will help arrange flight planning and filing, runway
SPECIALISTS
analysis, weight and balance, concierge services, weather data and fuel services. Enhancements to the regional trip support service will include Eurocontrol route validation and message management system. Ascend automatically uploads navigation, terrain, graphical weather and other inflight deck database updates to the airplane via networks on the ground. Harvey added, “Since we ac qu ired Ai r R outin g International last year, and expanded our operations into Europe we have been able to serve a huge market.”
Honeywell VP Marketing and Product Development Carl Esposito (top). Rockwell Collins Ascend Flight Information Emissions Trading Monitoring European Emissions Trading Solutions now offers EU trip Scheme (EU-ETS) monitoring is a hot support (center). issue for operators, and Universal 40 - BART: DECEMBER - JANUARY - 2011 - 2012
Weather and Aviation announced at NBAA that it had enhanced the services available on its EU-ETS resource center. The center offers calculators, sample reporting plans and how-to information. It also offers the ability to present the information to an accredited verifier with which Universal has a relationship in the format the verifier requires. The Houston-based trip support services provider says that it has seen increased activity on the portal, as the deadline for ETS reporting for operators flying in Europe looms nearer. Carbon monitoring and reporting for EU-ETS is now in its second year, and operators must submit their emissions reports by March 31, 2012. Randy Stephens, Universal Weather’s divisional VP Product
can also collate their information and present it to a verifier of their choice. Last year, Dubai’s UAS also announced a new partnership with carbon accountancy experts ETS Aviation to offer its clients a cost-effective EU Emissions Trading Scheme (EU ETS) service called ETS Linked. The program streamlines the recording, reporting, and verification of flight data, as well as helping to maximize carbon credit allocation. According to UAS, in addition to administrative challenges, the new regulations may bring financial risks. Failure to submit tone/kilometer reports or lack of accuracy in reporting data could cost a medium-sized airline millions of euro over the reporting cycle.
Direct
SM
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For more information log onto flight-planning.aero/bt
FLIGHT SUPPORT
CLEARANCE
Shannon Airport offers preclearance rights into the U.S. for operators flying from Europe.
Free carbon certificates are a major upside of the scheme and will be calculated according to 2010 flight emissions levels and then multiplied by the 8-year reporting cycle, from 2012 through to 2020. Errors and inconsistencies can also incur substantial fines but the loss of free carbon certificates could be a much larger financial risk. The value of just 1,000 airline flights could be worth upwards of €3 million in free carbon certificates for the reporting cycle 2012–2020. The ETS Linked scheme enables either UAS or the operator to upload flight data and the system organizes everything, separating information into flight lines, which are stored in a dedicated database. UAS reckons that the scheme locates any errors, allowing corrections to be made before the annual emissions and tone/kilometer reports are produced. Operators can also upload flight records as support documentation and benefit from a secure online connection to aviation verification service providers. A spokesman for ETS, a verifier that is partnering with UAS said, “This feature alone promises additional new benefits and cost-efficiencies with electronic data and remote auditing. ETS Aviation consultants will act as a virtual ETS department for any UAS client and help with administration, regulatory issues and pre-verification services.” São Paulo, Brazil-based Colt International has thrown its hat into the ring, too. The company announced last year that it now offers a turnkey solution for flight departments burdened by EU-ETS. Colt’s program allowed operators to comply with the March 31, 2011 deadline to submit verified 2010 emissions data. The program records, monitors, error checks, and safeguards all relevant flight data and then builds the proper reports necessary for verification. “These regulations are a challenge for any flight department,” said Colt International’s flight operations Manager, Pete Bennett. “The investments of time and manpower necessary for managing and reporting emissions data can be a big distraction. Inaccuracies or errors in the
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ROUTING AND SERVICES
data will result in overpayment of emission charges, under allocation of carbon credits, and eventually fines or penalties.” Colt’s system is designed to be able to collect and report data even if customers are not using Colt for international trip support. In addition, Bennett said that Colt’s relationships with several leading verifiers would provide access to preferential pricing. Airfield Offerings and Permits Ireland’s Shannon Airport offers pre clearance rights into the U.S for operators flying there from Europe. Earlier this year the process through which business aircraft passengers and crew could clear U.S. customs and immigration was speeded up since operators can now keep their aircraft powered up while on the ground. Procedures can be completed in just 45 minutes from chocks-on to chocks-off, compared with at least 80 minutes when all aircraft power had to be shut down. The U.S. Customs and Border Protection (CBP) agency ruled this summer that aircraft could keep their auxiliary power units (APUs) running as long as their exhaust outlets are at least eight feet above the ground. Alternatively crews can keep the aircraft under power with ground power units. The pre-clearance facility is open from 7 a.m. to 7 p.m. on Sunday through Friday, and from 7 a.m. through 3 p.m. on Saturdays. Part 135 charter operators have to give 48 hours’ notice to use the service. For private aircraft, only 24 hours is required. Dubai’s JetEx Flight
Support this year established a joint venture with local company Westair to operate an FBO on site. The complex includes an executive terminal–complete with pilot and passenger lounges and flight-planning room–and 40,000 sq ft of hangar space. The facility also provides fueling and EASA-approved aircraft maintenance for several business jet models. iPads in the Cockpit The iPad has taken the cockpit by storm, with several trip support companies developing their own apps and electronic flight bags. The iPad eliminates traditional paper charts to offer in-flight display of approach plates, flight planning, load manifests and trip itineraries, among other things. Pilots can also access general operating manuals, aircraft manufacturer operator’s manuals and other technical publications and applications. This summer Cessna subsidiary CitationAir announced that its pilots were using the Apple iPad Electronic Flight Bag (EFB) with Jeppesen’s Mobile FliteDeck application. CitationAir received FAA approval to use the device and is beta-testing it prior to a full distribution to all pilots. CitationAir is one of the first private aviation companies to use the iPad EFB. CEO Bill Schultz said, “By integrating the use of the iPad into our flight operations, [we] will become even more proficient in-flight, as well as in our dispatch and scheduling process. We are thrilled to take advantage of emerging technology in new and innovative ways to increase our operational efficiency.”
ating. We believe that an analytic and scientific model-based approach to the crew fatigue issue will be critical for increasing overall flight safety in the commercial aviation industry as we move forward.” Jeppesen included the newly proposed Notice of Proposed Rulemaking (NPRM) flight time limitation regulatory approaches from the U.S. and Notices of Proposed Amendment (NPA) approaches from Europe, to provide a wide range of regulatory guidelines that are used, and will be used in the future to address crew fatigue factors. Safety is always the most crucial part of any flight operation and although political turmoil has Tim Huegel, director of Jeppesen aviation portfolio management added, “CitationAir pilots will appreciate Jeppesen’s data-driven and interactive digital en route navigation information and worldwide geo-referenced terminal charts, which are presented through a dynamic and easyto-use platform.” ARINC has also developed an iPad app that gives pilots streamlined access to flight plans, weather information, charts, and NOTAMS through the ARINC Direct portal. It updates and stores all flight-relevant information automatically each time a pilot logs on. Bob Hanley VP, Business Aviation solutions said, “Our new cockpit app is built on the actual feedback we received from pilots before and during our three-month beta-testing period.” Pilots can update flight plans using the iPad touchscreen, and email uploads using “sign and send” technology available with SwiftBroadband connectivity. Safety Measures Trip support providers are a linchpin of operational safety. Several companies also look at how to improve operations. Boeing Flight Services subsidiary Jeppesen, for example, recently released the results of a study conducted to determine the level of effectiveness of flight and duty time regulations related to crew fatigue management. In the study, Jeppesen quantified the performance of seven flight time limitation regulatory approaches (FTLs) that were measured against
300 of the largest airline fleets worldwide. The study highlighted the inadequacy of using strict FTL rules to limit crew fatigue and instead proposed a shift in direction by focusing on interactive fatigue models that incorporate continuous data and feedback. Jeppesen conducted more than 2,100 optimization simulations using its crew pairing program. The company then analyzed the results to calculate efficiency and safety differences. Huegel explained, “This study of flight and duty time regulations allows us to quantify the effectiveness of the constraints under which airlines are oper-
restricted some flying this year, for the most part, operators have been able to get to their destinations by using prudence and professionalism. Rick Snider, Manager, Training Solutions for flight information solutions at Rockwell Collins summed it up. He said, “Political turmoil and natural disasters have meant that operators have looked at the safety and security of flying into certain countries. They asked us ‘Are we able to do that?’ We have lots of tools we use that our customers can access, as well as our own intelligence.”
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LIGHTER
iPad EFBs have taken the cockpits by storm. Universal Weather and Aviation (top) and ARINC Direct (center) have developed exclusive programs for Business Aviation.
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REPORT
FUEL
K FUEL FOR FLIGHT By LeRoy Cook
ASTUTE
Making fuel arrangements before setting out is a wise fuel control measure.
Pilots tend to generalize about fuel, thinking about it in one of two ways; Do we have enough? and, Will we be able to get it at our destination? Fuel represents time in our tanks, pure and simple. Whether measured in liters, pounds, gallons or hours-andminutes, it s a necessary burden to be uplifted, the ultimate consumable required for flight.
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eeping the flow of fuel going to the burner cans of our turbine engines is a lengthy, involved process, requiring exploration and discovery, extraction and refining, distribution and delivery—all the steps being subject to interruption and marketeering. A supertanker full of crude oil may be traded a dozen or more times before it makes port, and users of jet fuel must compete with other petroleum consumers for each drop. Crude oil is a global commodity, and the trading of it goes on every day, around the clock, somewhere. Heating oil is the main competitor for Jet-A’s portion of the barrel. The ageless laws of supply and demand act to establish a market price. Supplies of Jet-A, however, have generally been good, in most places. Airline and military users tend to stabilize the draw of jet fuel for Business Aviation; if the airport you’re going to has some of these steady users on the field, you should have lit-
tle problem obtaining fuel. Price, of course, is another matter. Because fuel costs make up onefourth to one-third of an aircraft’s operating expenses, controlling the amount and price of fuel used is a major concern. Still, if you need it, you’ll pay whatever the tariff requires to get home. But, an expensive fill-up is not quickly forgotten and will likely be advertised by word of mouth in the community of operators. How does one control fuel costs? Contract fuel, secured through a tripplanning provider like Universal, BaseOps or Rockwell Collins Ascend Flight Information Solutions (formerly AirRouting), gives a certain stability to the process, both in assurance of availability and price. Carrying wads of currency to pay for topping off the tanks is no longer a common practice, thankfully; most business aircraft operators rely on well-supported charge cards.
Some of the more common fuel cards, usable for other charges as well, are the UVair card from Universal Weather and Aviation, the Multiservice Aviation card from Multiservice, AirBP’s Sterling card (good at 600 locations), Avfuel’s Platinum card (accepted at 600+ FBOs), the JETCard from ConocoPhillips and many others. AirBP can also help with trading emissions credits in the European Union’s ETS. World Fuel Services, a global marketer of fuels and related services, supplies an AVcard that’s accepted at 7,200 worldwide locations. Using a card, however, is primarily a matter of convenience; it doesn’t necessarily mean you’ll get the best price. Making arrangements for fueling before setting out is a wise fuel control measure. A good handler can go a long way toward easing your path in and out of an unfamiliar airport, including obtaining fuel service. The unplanned tech stop, when winds and ATC routing are not cooperative, is a source of price worry, versus a wellchosen stop to pick up fuel known to be bargain priced. In addition to computer programs, more and more smart-phone applications are becoming a tool of choice when shopping for a fuel stop.
The issue of taxation, particularly the VAT (Value Added Tax) levied by 18 European countries, is an issue requiring prior planning and preparation. VAT exemption must be sought annually, and it does not always apply to each flight or stop, but VAT compliance is much easier if handled by a company like Universal Weather’s subsidiary, EFSL (European Fuelling Services Limited). It’s not necessary to pre-order fuel to gain VAT exemption. In some cases, the VAT may be charged when an exemption actually applies, in which case a “reverse charge” can negate the tax. Tankering Costs Money Fortunately, modern turbofan engines can often make a generouslength out-and-return trip without refueling, but carrying the weight of extra fuel is not done for free. To climb to altitude with full tanks requires extra thrust, used over a longer time, and consequently one must apply a rule of thumb, like the one that says you’ll be using about 4% of the excess payload’s weight in fuel to carry it one hour. Therefore, tankering in 1,000 pounds to use on the return leg of a two-hour flight will require 80 pounds more fuel. In that case, if
the destination airport’s fuel is priced 8% higher than home-base fuel, tankering is a break-even situation. Naturally, a host of other factors must be considered; handling fees, courtesy, and wear and tear on the engines. Of course, if availability is uncertain, carrying the return fuel makes sense. Fuel quality is oftentimes based on trust, since pilots can’t observe each step of the supply chain. Know your supplier, or the person you’re working with at the handling office, to make sure the jet fuel going in your tanks is the real elixir of dinosaur your engines need. Historic Perspective Going back to the very beginning of powered, fixed-wing flight, gasoline was the fuel of choice in early aero engines, representing the source of propulsion that delivered the most energy-per-pound available at the time. Originally nothing more than a crude motor car propellant, true aviation gasoline, with increased anti-knock capability, allowed ever-more powerful aircraft engines to be developed. Jet fuel, on the other hand, is represented by the exact opposite end of the refinery process, akin to simple heating oil. Early turbine-engine fuels
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BART: DECEMBER - JANUARY - 2011 - 2012 - 45
REPORT
FUEL
were gasoline-based, with kerosene added as an extender, eventually evolving into today’s Jet-A-1 specification. We’re accustomed to its sweet pungency and oily feel rubbing off on us as we work around our aircraft, taking it for granted to a greater degree than we really should. Taking Precautions Jet fuel has peculiarities pilots need to keep uppermost in their mind, the most widely-observed being a propensity to absorb moisture. Unlike the rejection of water observed in gasoline, separating into distinct upper/lower bands, Jet-A permits water to disperse throughout the mixture, where it can,
EASE
A good handler eases your path toward obtaining good fuel service. TAG Aviation (top), Signature Flight Support (center).
in sufficient quantities, freeze into ice crystals to interrupt flow and, eventually, the combustion process. Regrettably, most of our flying takes place at altitudes where temperature is well below the freezing point of water, thus we must take measures to assure that our fuel remains ice-free. Fuel heaters are one such measure, keeping filters free of blockage. High-Mach flight does tend to raise airframe temperature, often sufficiently to warm the fuel-laden wings. For added protection, the anti-icant of choice is quite often to have PFA 55-MB added to the fuel, also known as Prist. Developed by Phillips Petroleum, this venerable additive has performed well for near-
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ly 50 years, even if its use wasn’t always mandated or opted for. That it does prevent ice formation can’t b e a r gu e d; the i ss u e i s whether water is always present or the temperature is low enough to make Prist necessary. Jet fuel itself can freeze, given sufficiently depressed temperature. Jet-A specifications call for a freezing point of -40 C., while Jet-A-1 has a -50 freezing point. Military fuel, such as JP-4, does not freeze until -60 C., given its gasoline content. The trade-off, of course, is a crash hazard due to JP-4’s low flash point for ignition. The other prime hazard in jet fuel is bacteriological; microbes like to multiply and create globs in the stuff, partic-
ularly with water present, forming at the junction of dissolved water and fuel. The jelly-like growth plugs up filters and corrodes tanks and pumps. Some fuels have anti-microbial additives that inhibit growth of the bacteria. Adding Prist kills the bugs, but it won’t do anything about the ones living and waiting in next load of fuel. Finally, dirt and debris can be suspended in agitated jet fuel; loading FBO tanks stirs up such FOD, which may be present despite three or more filters used at each stage of the supply chain. In fuel farms, the old rule of thumb is to allow one hour of settling time for each foot of fuel level. That means two tanks should be available in order for fuel off-loading to continue while receiving a fresh load. Taking a sample of fuel means we look for “bright and clear” in the liquid we observe. A cloudy appearance is indicative of microbial presence. The clear standard means contaminates have settled out, leaving pure fuel for the pickup outlet. Color should be the familiar tan, straw-like cast we have grown to know and love. As the final, ultimate user of the traded, blended, marked-up, transported and stored jet fuel, pilots must participate in the process to protect their passengers and the aircraft. In the final analysis, controlling cost may take second place to assured supply and quality. Know what you’re getting and take measures to avoid fuel concerns.
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FOCUS
PEERING BEHIND THE FRONT COUNTER
It usually takes little more than a quick glance to identify some of the major differences between what is considered a Western-style FBO and is the type of ground services available in most of the world. But how do you determine the best handler in the United States, Europe and the Middle East, where options are abundant and there is no shortage of plush facilities and amenities? To answer this question, BART recently visited Universal Aviation.
A
PRIORITY
Safety should be the first concern when choosing a handler says Universal Aviation.
ccording to Jonathan Howells, Vice President, EMEA, Universal Aviation, the criteria for a good FBO changes depending on where you are in the world. But in a mature corporate aviation market such as Europe, is there really a major difference between FBOs? “Absolutely,” says Howells. “The term FBO remains very misleading as very few ‘US-style’ FBOs exist in Europe. That’s
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FBOs
not to say you will not receive great handling, it may just be different.” What this means for the operator is that it is important to plan in advance so you know what to expect. “Certainly, over the past decade standards have improved, and there is far more choice, but you need to understand what service a Business Aviation handler can really provide to you on the ground,” notes Howells. Howells explained that a handler’s capabilities are defined by what the airport authority or licensing allows it to do. In some cases it may be full handling just like a US FBO with ramp staff, equipment and customer service staff, a lounge etc., while in other cases it may just be a ‘man in a van’ who brokers services and facilities. “All can work and meet your passenger and crew expectations, but you need to really examine their credibility and capability so you don’t end up in a mess,” says Howells. “To be clear, excellent facilities and customer service are extremely important components of any good handler, but there are more criteria that should be analyzed before making a selection.”
Howells notes that some of the most important aspects of a handler will not be obvious to an operator and that not asking the right questions can absolutely make or break a passenger’s experience. So what should an operator look for when selecting a ground services provider? The place to start is with the company’s safety record. This typically means taking a look to see if the company has a history of accidents or mishaps. “The best facilities in the world will not make up for the fact that the passenger’s multi-million dollar aircraft was damaged by an improperly trained and inexperienced staff member,” says Howells. “You should always ask the handler if they’ve had any accidents in the last five years and, if so, ask what happened and why?” Howells further recommends reviewing your level of insurance coverage for third party liability: “Ask questions about coverage. If you don’t get good answers look elsewhere. Ask who actually handles the aircraft? Is it the handler or is it a third party company? Ask what validation of quality the han-
dler has made of the third party provider- what level of insurance coverage does the third party provider have? If your aircraft is going to be towed, you should know about training and insurance before the event, not after.” So we’ve discussed the importance of having a strong safety record, but what happens when there is a mishap or accident? Although uncommon, ramp accidents can and do happen. And when they do, it is best to be in the hands of a provider with adequate insurance coverage. “There’s no such thing as a small accident when multi-million dollar aircraft investments are involved,” says Gregg. “It’s a huge gamble to work with an FBO that doesn’t have enough insurance coverage to cover the full cost of repairs should something unfortunate occur. Under-insurance is a problem that’s not always considered, but it has to be a priority when selecting an FBO.” In summary, a good handler will have a culture of safety cascading from the leadership down to all levels of the organization, including the handlers on the ramp. Companies that pri-
oritize safety conduct regular safety and equipment audits. In fact you can ask how often the handler conducts these audits and what are the results? Another easy way to identify whether a handler prioritizes safety is to find out what certifications it holds and if they are from an accredited and respected program. As a word of caution of course these questions should be asked on a caseby-case basis. There are many FBO networks or chains with multiple locations, but some of those locations may be locally-owned franchises, so the standards may not be consistent from location to location. One network location may have a top-notch safety record, while another franchise may be trying to save money by using antiquated equipment, potentially leading to a safety issue. The Essential Role of Equipment When it comes to FBOs, good equipment goes a long ways in providing good service. Yet, perhaps surprisingly, many FBOs experience equipment issues. According to Vic Gregg, Director, Standards Quality Assurance
and Audit at Universal Aviation, equipment issues are definitely not unheard of – particularly during a financial crisis: “Some companies may try to save funds by holding on to older equipment. Now if the ground services provider has a quality safety audit program, this is usually not an issue, but there are cases where I’ve heard of equipment being used that was more than 25 years old and too beat up to be safe.” Issues with equipment are usually less obvious and, not something you will notice from the passenger and VIP lounge. However Gregg notes that outdated and poorly maintained equipment could mean tainted drinking water in the cabin if the filler hoses are allowed to sit around and accumulate algae and other bacteria. “Asking questions and understanding what’s involved in a handler’s safety audit is something I’d recommend all operators do before choosing a provider,” says Gregg. “I’d also ask about the quality of their fuel and how they test, especially in more remote locations where there may not be as much corporate traffic.”
ANTICIPATE
You want your passengers and crew to be comfortable, so find out exactly what amenities an FBO offers.
BART: DECEMBER - JANUARY - 2011 - 2012 - 49
FOCUS Gregg notes that a fuel test should be easy to administer and that the provider should be able to demonstrate that the fuel has not been sitting around becoming contaminated with water. If they cannot show you the results of a fuel test, consider it a major red flag. On the other hand, a lack of equipment may also be an issue. “Not all handlers have dedicated equipment, which could mean a long wait at some locations,” says Howells. “I recommend asking about a location’s ability to get lav, water, tow equipment and fuel in a timely manner if they are not a full handling company. At many airports, general aviation is an afterthought to the fueling vendors, who prioritize service to the airlines. Ask the handler if they have their own trucks and if not, ask about the type of agreement it has arranged with fuel vendors to help eliminate long waits.”
EFFICIENT
Ground services employees should be adaptable and quick on their feet.
It s All About Experience Now that you’ve determined that the handler has a good safety record, what’s next? “The experience and training of the staff is vital, both in ensuring safety and in being able to facilitate unique requirements with a sense of urgency and in a timely manner,” explains Gregg. “Different providers have different ways of training their employees and ensuring standards and to figure out these differences, look to see if the location has a dedicated safety manager and if recurrent training is provided in-house.
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FBOs According to Gregg, the difference between a mediocre and a great FBO is the ability to realize that to do the job right, you have to make a commitment to investing in training. “You have to recognize that someone with no experience or extensive training will not have the technical or customer service skills required of a firstrate FBO,” he says. At the same time, what goes on behind the scenes is equally important. “The operators and passengers may not see every member of the ground handling crew, but these employees are just as important as the people greeting them at the front counter,” notes Gregg. “Handlers should have experience working with a wide variety of aircraft, including those with special needs such as larger aircraft that may require steps or have special parking requirements.” According to Howells, ground services employees have to be adaptable and have the ability to think quickly on their feet to meet demanding requests. Understanding how long the employees have worked in the region and for the provider will give you an idea about their experience and local knowledge – with the best locations having employees who are equal parts concierge and aviation professionals. “Private jet operators demand a high level of service, which can only be delivered by employees with skills learned over time,” says Howells. “Ask the handler about the average amount of experience its employees have. This will tell you a lot about the type of service you will receive. The best ground services providers will assign an experienced team member to be available 24/7 to meet any and all customer requests.” Along with experience comes local expertise as in the FBO world it is especially important that employees know the local area as having connections to local authorities and vendors is invaluable in fulfilling last-minute and difficult changes. After all nothing can replace the trust established between staff and authorities. “If there’s a chance of a short-notice request being fulfilled, the authorities are going to give it to the handler
they trust,” explains Howells. “I’d recommend asking about the provider’s compliance policy and culture as well - ground services companies and their staff should have a good understanding of all applicable laws and how to conduct business in a compliant manner.” Beyond the major hurdles, some of the simplest requests like finding the quickest route from the FBO to a business meeting can become a headache with an inexperienced staff member. A location that has employees who know where to go and who to talk to can make some of the most outlandish requests look routine. Facilities and Price We’ve talked a lot about what goes on behind the scenes, but it is equally important for an FBO to have good facilities. After all, you want to make sure your passenger and crew are comfortable. According to Howells, a good FBO will have such amenities as private lounges for passengers and crew, WiFi throughout the building and other special touches. “Again, just because an FBO is part of a network doesn’t mean that every location will be the same,” warns Howells. “Ask questions before arriving for the first time. A great location in London does not ensure the location in Paris will be up to the same standards.” Of course in today’s economic environment, price will play an important role in the minds of many operators. Howells advice is to shop around and compare services for value before choosing. “But be wary that the lowest price is not always the best value in the long run,” he says. “Are you sacrificing service and safety to save a few dollars? In the long run, it could prove more expensive.” Most importantly, do your research. A good handler is a regular investor in people, equipment, training and insurance, identifying a provider with a strong safety history, experienced employees, sufficient insurance and good facilities will set you well on your way toward a successful experience.
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FLIGHT SUPPORT By Marc Grangier
The clock is ticking to the London Olympic Games when droves of participants and viewers will flock to the UK capital; many coming by private aircraft. According to the latest estimations, London airspace is expecting up to 2,500 private aircraft during the games, which will take place from July 27th through August 12th, 2012. And that s aside from approximately 1,300 daily helicopter flights and 1,800 airline flights. For that reason, UK based FBOs are in the starting blocks.
EUROPEAN FBOS
EUROPEAN FBOS IN THE STARTING BLOCKS
experience of the Beijing 2008 Olympics and the 2006 FIFA World Cup in Germany. For example, Jet Aviation London Biggin Hill, which is the closest Business Aviation airport to the Olympic Park has recently leased a new Executive Terminal to accommodate the anticipated surge of visitors. The company will offer a comprehensive range of FBO services, along with heated hangars, fueling and aircraft cleaning. It will also provide scheduled and unscheduled maintenance, aircraft repair, defect rectifications and 24/7 AOG support. For Jet Aviation London Biggin Hill’s General Manager, Chris Webb: “We look forward to doing what we do best in support of the successful staging of the London Olympic Games, including slot booking free of charge”.
D
EVENT
The London Olympics will place unprecedented demands on London-area service providers.
uring the Olympics, all aircraft arriving and departing from the UK will have to be slot-coordinated to operate, and slots at peak times will be in heavy demand. On top of their existing day-to-day activity, the 14 principal business airports in the UK are expected to handle more than 110,000 movements during the 31-day peak period, according to the UK Department for Transport. The department advises business aircraft operators to book slots as soon as possible. Frank Kusserow, Jet Aviation Director FBO services EMEA & Asia, told BART that a task force has been created for the Olympics, based on its
52 - BART: DECEMBER - JANUARY - 2011 - 2012
and from the U.S. as the airport location lies directly on the flight path that avoids London’s busy airspace,” he adds. Migeon continued: “For a long time ExecuJet was looking for a location in the UK, not just to have an FBO, but to boost our UK operations and that’s exactly what Cambridge is going to help us do. We’re going to relocate our operations there and turn it into a hub
Signature Flight Support UK is also actively preparing for summer of 2012, as Joe Gibney, Managing Director for Signature’s EMEA operations, recently told BART. The company has created a dedicated customer support team and hotline to handle the influx of private aircraft during the games. Signature, which has locations at airports encircling the Olympic venues, offers complete coverage across the UK. Whether visiting the Olympic park in London, watching the sailing events on the south coast or going to a football match in Glasgow, the company can accommodate all customer requirements for flight and ground support. Its 24-hour hotline will assist customers in arranging slots, handling, drop & go and long stay parking at Signature remote reliever sites, as well as offering access to an extensive UKwide hotel network, dedicated general aviation caterers, crew accommodations, rental cars and competitive fuel pricing. “Our 24-hour hotline will assist customers from pre-arrival to departure as well as on-ground transportation and accommodations,” said Gibney, adding that additional staff from the other 24 existing Signature FBOs in Europe will be brought to the UK for the occasion. ExecuJet Europe and Cambridge Airport recently announced that ExecuJet Europe has been awarded the hotly contested tender to manage the airport’s FBO business. Effective
January 1st 2012, ExecuJet Europe will take over the management of the former Marshall Business Aviation FBO. Cambridge Airport will be ExecuJet’s ninth European FBO and its first full service FBO in the UK. “ExecuJet’s arrival will bring both a strong brand and extensive worldwide network to the airport, and airport management will be able to call on its experience next summer as Cambridge Airport operates 24/7 during the 2012 Olympics”, said Cedric Migeon, Managing Director ExecuJet Europe. “Cambridge is an excellent alternative destination for Londonbased traffic, especially for travelers to
Cambridge Airport is one of just five regional airports in the UK capable of accepting business and passenger services with a 24/7-slot allocation during the period of the 2012 Olympics. ExecuJet will be able to support Cambridge Airport’s Olympic traffic plans, by bringing its experience of the South African World Cup. Furthermore, with its extended FBO network, it will be able to help resource the additional temporary roles, which the airport will need to maintain levels of service during the extended traffic and opening hours of the 2012 Olympics. The airport has no runway restrictions as it holds a Public Use license, and can accept the operation of public transport aircraft up to Boeing 757 and Airbus A320 size. Access to London’s King Cross by train takes just 45 minutes from Cambridge. Rizon Jet also intends to be part of the Olympics traffic handling, thanks to its new £3m, 2-storey VIP passenger lounge at Biggin Hill airport. Located within a major newly-built 130,000 sq m hangar and VIP terminal facility at the airport, the lounge – comprised of a 478 sq m ground floor space with an additional 186 sq m purpose-built mezzanine floor – was launched at the same time as a similar facility in Doha, State of Qatar. With the opening of this new VIP terminal, Patrick Enz, Chief Executive of Rizon Jet, believes that his company will be able to have its share of the Olympics business, as this new facility will mark a major milestone for Rizon Jet. For U.S. business aircraft leaving the UK after the Olympics, Universal Aviation in Shannon can help them to pre-clear all U.S. Customs and Immigration, then proceeding directly to more than 200 airports within the U.S. According to Derek Collins, Operations Manager, Universal Aviation in Shannon, Shannon Airport was the first airport in the world, out-
PREPARED
ExecuJet Europe acquired Cambridge Airport s FBO. ExecuJet Europe Managing Director, Cedric Migeon (left), Cambridge Airport Director, Archie Garden, (right). Rizon Jet offers a 2-storey VIP passenger lounge at Biggin Hill aiport (center).
BART: DECEMBER - JANUARY - 2011 - 2012 - 53
FLIGHT SUPPORT
side of the Americas, to allow Part 91 operators to pre-clear all U.S. Customs and Immigration. The process time for pre-clearance takes about an hour to 90 minutes. “Shannon is already a cost-efficient location for Business Aviation because there is no VAT tax, the zero duty zone, and Shannon’s strategic location as a tech stop,” said Collins. As there is a risk of paying overinflated prices because of expected high demand during the Olympics, most operators have set up a London 2012 Olympic Games “Fair Pricing and Practice” Charter. The Charter is a voluntary code of practice, which will provide clients wishing to get to the UK for the Olympics with one of the most safe, secure and professional options for the event prices. According to Paul Cremer, Commercial Manager of Gama Group, a leading UK Business Aviation charter and management company: “The Charter is in line to normal policy of fairness to our clients and by signing up to it, we are making it clear to our potential customers that we are here to support them, as much as their Olympians, to travel easily, safely and at the right price”. SWISS
Air service Basel offers airframe, electrics, engine and avionics maintenance (left). RUAG provides AOG support at its four sites in Geneva, Lugano, Bern and Munich (right).
Other European FBO news In order to be able to offer faster assistance for emergency technical problems, RUAG Aviation has set up a central AOG support center for its four sites, Geneva, Lugano, Bern and Munich. If aircraft are grounded due to technical problems, there is now a unique number for the RUAG Aviation AOG Support Center: +49 171 1500 700. Last September, RUAG Business Aviation in Oberpfaffenhofen (D) celebrated its
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EUROPEAN FBOS
30th anniversary as a Service Center for Bombardier Business Jets in Europe. A new customer lounge was also opened. RUAG also announced that it gained the EASA certification for maintenance of the Cessna Citation CJ4 at this same site. Cessna is on track to open its second European Citation Service Center by the fourth quarter of 2012. Construction of the Valencia/Spain location is scheduled to be completed next summer. “With a high concentration of Citation business jets flying in Europe and additional deliveries occurring all the time, Valencia will complement our Paris service center,” said Dave Brant, Senior Vice President of Customer Service. “The Valencia Airport will provide around-the-clock services as well as scheduled maintenance, and feature hydraulic and battery shops, parts support and avionics modifications. Jet Aviation Moscow Vnukovo has received EASA consent to pursue further approvals to expand its operations. The European Aviation Safety Agency (EASA) and the Russian Civil Aviation Authority (CAA) have agreed to terms that allow Jet Aviation Moscow Vnukovo and others to seek EASA 145 aircraft approvals. “The Business Aviation market in Russia is growing rapidly and we need to expand our maintenance capacity and service offerings accordingly,” says Ian Ludlow, General Director at Jet Aviation Moscow Vnukovo. “We’re currently in discussions with a number of OEMs and intend to increase our certifying staff and obtain further approvals to expand our operations and services offered to customers.” Jet Aviation began operating at Moscow’s Vnukovo airport in November 2007
and has offered line maintenance and AOG support throughout Russia since 2009. Signature Flight Support has signed an agreement with Fraport AG to open an FBO at Frankfurt Main International Airport. Supervisory services and coordination for fuel and concierge services will be offered complementing Signature’s facility in Munich and its complete flight support services which assist customers with a single point of contact for fuel, billing, catering, hotels, ground transportation and other essential services. Frankfurt will be Signature's second full service ground handling business in Germany, with an existing FBO at Munich. Meanwhile the Swiss Aviation Authority (FOCA) recently granted Air Service Basel several additional aircraft type ratings for its Continuing Airworthiness Management Organization (CAMO+). This extensively increases the Swiss company’s CAMO capabilities so that it can now offer Continuing Airworthiness Management for all Gulfstream series, Bombardier Challenger & Global series, and Dassault Falcon series aircraft. Indeed Air Service Basel has been a well established CAMO+ organization since early 2009 for all Cessna Citation, Beech King Air and Learjet aircraft. Aside from its CAMO offerings, Air Service Basel is well known for its complete airframe, electrics, engines and avionics maintenance solutions. From its base at Euroairport BaselMulhouse Switzerland you can get line maintenance and routine inspections but also sophisticated repairs and upgrades. The company is approved by EASA (European Aviation Safety Agency) as a Part-145 maintenance organization as well as by the Bermuda DCA for various aircraft and their avionics, instruments and electrical system installations. And with trademark Swiss efficiency Air Service Basel’s FBO facilities cater for customer’s refueling and detailing needs, while also offering significant hangar space. Its corporate hangars have private office facilities, a private lobby, and a private parking area.
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GLOBAL
LONG RANGE BUSINESS JET
HERE COME THE ULTRA LONG RANGERS As conventional thinking on the subject of Business Aviation has dictated, forever it seems, Don t buy too much airplane for the missions you fly. But it seems that adage is pretty much ignored these days, judging by the number of aircraft in our 4,000 Nautical Mile Club, with most able to fly far more than that distance, which we set as a benchmark. Jack Carroll reports.
W
CONTENDERS
The G650 (top) with a 7000 nm range is leading the pack, but Bombardier should take the lead with their Global 8000.
e had to cut our long range list off somewhere and, after all, a 3,000-3,500 nautical mile range is not really considered long range nor is it exceptional. It’s OK, but operators still want the flexibility to travel much farther without making a pit stop. And who may have started the long distance race? The evidence seems to point directly at the Gulfstream IV, which entered service in 1987, boasting a 4,200 nm range. Since then Gulfstream has continued building longer and longer range jets and the company now fields six 4,000+nm jets. With its 7000 nautical mile marvel, the G650, set to receive provisional certification before year end. Sure, the G650 is a tough act to follow right now. But Bombardier and its Global 8000 with a 7,900 nm range should take the lead sometime in 2017 if all goes as
56 - BART: DECEMBER - JANUARY - 2011 - 2012
they have planned. But as to speed, the G650 will reign supreme among large-cabin jets at Mach 0.925. Until someone comes up with a faster aircraft; the supersonic Aerion, perhaps? Gulfstream, The Flying Rolls-Royce Gulfstream has been called many things over the years, in the Business Aviation community, such as “The Gold Standard,” and “The Flying RollsRoyce,” or variations of the two. In fact, no one to my knowledge has ever uttered an uncomplimentary word aimed in Gulfstream’s direction. It has a long list of aficionados in the upper atmosphere of corporate executives worldwide. As well as their wives, of course. And Heads of State and Governments around the globe are not
immune to Gulfstream’s seductive looks and smashing performance. At last count, Gulfstreams were in the employ of some 34 Governments in 22 countries worldwide. And let us not forget the U.S., where Gulfstreams are often pressed into service as “Air Force One,” or to transport members of congress, sundry Senators and even some lucky members of the media. (By the way, any aircraft carrying the President of the United States automatically becomes Air Force One.) The military also find the Gulfstream’s range and speed quite attractive. For example, IAI has modified Gufstream G550s for battlefield surveillance missions. To paraphrase comments by an IAI spokesman, “The modified Gulfstreams are able to move along with a strike group and have far more flexibility than legacy AWACS or even modular drone systems.” Well, after all IAI did the fuselage antenna “blister” covers modifications and installed all the sensors and other intelligence gathering gear. Now can you see any drawback to the brand, “Gulfstream.” Well there is one. When a plane becomes so popular and recognizable, it tends to be a bit generic, especially with lay reporters, who may tend to be prone to calling any large executive aircraft a Gulfstream. Many times it’s true, but sometimes not. So when you read something like, “The CEOs of the Big Three American auto makers flew their Gulfstreams
As with Gulfstream, the British military took a liking to the Global Express, which it modified extensively into the Raytheon Sentinel R1, which can detect, track and image moving targets from a 200 nm distance. It can operate with such assets as British Watchkeeper UAVs as well as the U.S. E-8 Joint Stars, which are really aging. The solution may well be the Global 7000 or 8000, since the original Global Express’ seem to be working out so well for the Brits.
FORERUNNER
Bombardier entered the ultralong range arena in 1996 with the Global Express.
Dassault s Tough Long Range Birds Dassault Falcon Jet follows closely with four models in the 4,000+ nm class: The top-of-the-line 7X trijet at 5,950 nm down to the 2,000 LX at 4,000 nm. Dassault’s new version of the Super Midsize Falcon 2000 is the 2000S, currently in development and receiving down to Washington to beg for handouts,” you can be a bit skeptical. Were they all really Gulfstreams? Maybe, maybe not; we’ll never know. But for people in the industry to know what the brand really stands for, it will never be generic. Bombardier s Global Ambitions As to Bombardier Aerospace, the company founded–amazingly—on the success of the Bombardier “Snowmobile,” it is Gulfstream’s top challenger in the long distance sweepstakes, with five models exceeding the 4,000 nm level, including the ultra long-range Global 7000 (7,300 nm) and the aforementioned Global 8000 (7,900 nm) in development. Those two even at this early stage have made a significant coup in the large-cabin, ultra-long range category with an order from NetJets, which also supports NetJets Europe, for up to 120 Global business jets. This includes a firm order for 50 Global jets and options for 70 additional ones. The firm order comprises 30 Global 5000 Visions and Global Express XRS Visions, with deliveries scheduled to begin in 4Q 2012. Bombardier Aerospace’s record order, the largest in the company’s history, also includes 20 firm orders for Global 7000 and 8000 jets. The firm orders are valued at some $2.8 billion USD. If all options are exercised, the total value of the 120 aircraft order will soar to approximately $6.7 billion USD. That Warren Buffett, NetJets
owner, sure has deep pockets, not to mention a deep-rooted faith in Bombardier Business Jets. Bombadier’s first foray into the world of large-cabin business jets was the Canadair Challenger, based on an original design by Bill Lear, to be called the “LearStar 600.” Bombardier acquired Canadair and, as they say, the rest is history. In fact the Challenger 600 series, based on the original model, is one of the most successful business aircraft ever. Its current Challenger models are the 850, based on the CRJ, Bombardier’s hugely popular Regional Jet, the 605, with a 4,000+nm range and an optional Bombardier Enhanced Vision System (BEVS) for improved situational awareness, and the Super Midsize Challenger 300. The company entered the ultra-long range arena with the introduction of the Global Express in 1996, followed by the Global XRS, now the Global 6000, with a 6,000+nm range.
rave reviews from critics and members of Falcon’s loyal “fan base.” Alas, its range doesn’t make our cut, even at a respectable 3,350 nm; then again it’s virtually a whole different airplane from the Falcon 2000, competing with the likes of the Challenger 300 and Hawker 4000. As with Gulfstream and Bombardier, Dassault Falcon Jet has a large flock of fans who absolutely wouldn’t switch their aircraft for anything. Well, of course, “anything” can have many meanings in this business, besides “absolute.” But back to the flock of ardent fans. It has often been said the Falcons are “overbuilt,” and many welldocumented incidents, starting with the original Falcon 20s, seem to prove that they are. One more thing: Falcons have no lifelimited components. And that counts for a lot. A nice slogan might be, “Falcons Are Forever.” Or close to it. But that belongs to De Beers Diamonds anyway. Pity.
ZENITH
With a range of 5,950 nm, the Falcon 7X is the pinnacle of Dassault s four models in the 4000 nm class.
BART: DECEMBER - JANUARY - 2011 - 2012 - 57
GLOBAL
LONG RANGE BUSINESS JET 4,300 nm, enabling a non-stop flight from Paris to New York, for example. As a relatively new aircraft, it received a good deal of interest since it was launched at the 2011 Paris Air Show, but hasn’t been showered with orders thus far; it’s much too early in the game. And there are many larger, longer range aircraft from which to choose. But they’re bound to find a niche. There you have it; the top-of-heap, upper echelons, elite long and ultralong range, extra large cabins, from airliners configured as business jets. And all fitted out with palace-like interiors. Or at least palace guest house interiors at the very least. They’re going to cost the high and mighty scary amounts of money. But, after all, what do they care? They have the money. As to the commoners with pur-
Long Range Airliner Derivatives There are a number of airliner derivatives on the market right now that have long range capabilities ranging from Airbus’ ACJ 318 at 4,200 nm to its ACJ 340 with nearly 10,000 nm, on down to Embraer’s Legacy 650— based on its ERJ 135 platform— at 3,900 nm; close enough to put it in our “4,000+ nm Club,” which we just did. But is there much of a market for such extra-large cabin, ultra longrange “business aircraft?” According to a spokesperson for Airbus, the company has sold twenty of various ACJ models in China alone; the majority to individuals. Obviously there’s plenty of cash in their pockets, with the ACJ 318 starting at $65 million USD with a basic interior. Cabin options, such as Airbus’ specialty cabin concept, referred to as “Phoenix” for some reason, and designed specifically for the Asian market, can add significantly to the total cost. But for most well-heeled buyers, it would seem to be a case of “Who cares? It’s only money after all. DERIVATIVE
Embraer Lineage (top) and Sukhoi Business Jet (center) are drawn from airliners.
So let’s put the airliners-cum business jets in their own category. The latter include the Airbus ACJ series, Boeing’s BBJ series, plus the Embraer Legacy 650, the Lineage 1000, based on the Embraer 190 and last but not least, the recently introduced Sukhoi Business Jet.
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I’d say everyone who devours Business Aviation publications like this one knows at least bits and pieces about all the above, save the Sukhoi Business Jet. Or as it’s called in airliner mode, “The SuperJet.” Wait, I must take some of the last sentence back. There is no Business Aviation publication like BART International; I’m pleased to set the record straight. As to the Sukhoi Business Jet, or the SSJ900 “SuperJet,” it is in Embraer Lineage 1000’s class and not surprisingly resembles it somewhat. The range with extra fuel tanks in the cargo hold, is just shy of the 1000’s at
pose-built jets? Well, “Let them eat cake,” as someone once said in French. But at the end of the day, as they say in the UK, what’s it all about, Alfie? It is all about time, opportunity and money. As the legendary business leader, Lee Iacocca, the CEO, who saved Chrysler back in the 80s, once said, defending said company’s use of business aircraft, “I don’t want executives who make over $250,000 a year to sit around waiting at airports.” Well said, when you think about that today, the salary number would be well over a million bucks, give or take.
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FLIGHT DEMO
XP-42A UPGRADED CARAVAN 208B
A CARAVAN ON STEROIDS
By LeRoy Cook
F
inal EASA approval of the Blackhawk Modifications XP-42A engine upgrade for the Cessna 208B Caravan was obtained in midSeptember, allowing the Texas-based company to convert standard 675-hp Caravans to a steroid-charged 850-hp XP-42A version. We were fortunate enough to be able to fly the aircraft used for the certification testing when we encountered it at AOPA’s Aviation Summit in Hartford, Connecticut. As might be expected, it’s an eye-opening experience for anyone acquainted with the stodgy manners of a fully-laden ‘Van.
APPROVE
BART s test pilot LeRoy Cook gives his thumbs up to Blackhawk s XP-42A 208B Caravan upgrade.
The Walkabout Chris Dunkin, Blackhawk’s Manager of Flight Operations, walked us around the familiar Cessna utility turboprop, the better to acquaint us with the salient features that mark the transition from standard to super. The most obvious change is the one to a pair of short exhaust stacks, similar to those seen on other single-engine turboprops that are powered by the PT6A.
60 - BART: DECEMBER - JANUARY - 2011 - 2012
In the early 1980s, Cessna developed the aircraft with a PT6A-114, using a conservative single exhaust outlet emptying into a secondary augmenter shroud, directing effluent below and starboard of the engine compartment. Extensive testing during the 210 hours logged in Blackhawk’s recertification showed no CO contamination in the cockpit or cabin, owing to the precise “clocking” of the Frakes stacks installed on the PT6A-42A engine.
The test aircraft was fitted with a full APE (Aircraft Payload Extender) kit, which allows a gross weight increase to 9062 pounds (max landing weight is 9000 pounds). The standard 208B ramp weight is 8785 pounds. To take advantage of the weight increase, the XP42A approval requires installation of the APE kit’s minor changes, if the retrofitted aircraft is not already so equipped, as many are. The APE kit is marked by larger mainwheel axles, an
airflow fence on each wing’s outboard leading edge and a wavy aerodynamic device added to the inboard portion of each flap’s trailing edge. A 100-inch four-blade Hartzell propeller is part of the installation, replacing the 104-inch standard propeller. Standard TBO for the new engine is 3,600 hours. Credit is given for the service-life hours remaining on the traded-in PT6A-114. The original engine mount and accessories are used, but new vibration isolators are installed and support ring’s mounts are increased from three to four. Typical weight increase is between 20 and 40 pounds. The PT6A-42A engine is three inches longer, requiring installation of an all-new carbon-fiber composite cowling. Blackhawk builds the cowling in-house, at its Morgantown, Kentucky composites facility. There is ample workroom inside the cowling; someone listened to long-suffering maintenance technicians. Dunkin lifted the left cowling half to point out an engine oil sight glass, used to verify proper oil level without pulling a dipstick. On the right side, a Concord RG-380E/44 lead-acid battery is found at the firewall. The oil cooler
is 40-percent larger than before and the adjoining air intake opening is bigger as well, with its angle changed to increase FOD dispersion. Aft of the firewall, most of the airplane remains the same as it came from Cessna. The rugged maingear straddles the belly-mounted cargo pod, mounting 29 x 11.0-10 tires. Up in the cockpit, the power quadrant is unchanged, but all the power gauges are replaced by Blackhawk’s own
Digilog units that have digital vernier readouts as well as analog needle presentations. A new placard on the panel calls for a minimum of 130 knots airspeed to be maintained when flying in icing conditions. Those are the only changes required. Regarding the icing-speed limitation, Dunkin related his experiences when conducting the natural icing tests. He was directed by meteorologists to a likely area in western
Going Up, Fast We climbed into the cockpit, pulled up the boarding ladders and went through the routine PT6A starting procedure; master on and fuel pump to normal, engage start switch and watch rotation begin on the Ng gauge, waiting for 15% Ng to introduce fuel. The lightoff and rise in rpm caused no more than a 750 C. indication on the ITT, where the start limit is 975 C. Once stabilized, we confirmed that the
Kansas one sloppy autumn day, where ice was present between 5000 and 9000 feet. He flew in the accumulating ice for 50 uninterrupted minutes and never saw the airspeed deteriorate below 145 knots, even though the boot-equipped aircraft picked up massive chunks of rime on unprotected areas. When the photos were shown to a meteorologist it was pronounced to be “near severe icing”. No further testing was needed.
starter had been switched into generator mode and we flipped on the avionics. The cooperative Hartford, Connecticut tower offered to arrange for VFR flight following service as we exited their airspace to the east, where we planned to execute a max-performance climbout above Providence, Rhode Island’s Class C environment. We quickly taxied to runway 21 for a prop governor test and advanced to high idle condition, extended ten degrees of flap and took the inertial separator handle out of “bypass” position. With the APE kit, extreme shortfield takeoffs are approved with 30 degrees of flap, versus 20 degrees for an unmodified airplane. The propeller wound up to 2000 rpm while we held the brakes, and we advanced the power lever to about 2150 pounds of torque on the roll. The torque built to 2200 at liftoff, which occurred at a leisurely 80 knots, halfway down the 4400-foot runway. Once past 95 knots, the flaps were brought up and I quickly accelerated the aircraft to 120 knots. Dunkin advised me to hold 115 in the climb; by doing so, visibility over the nose
BOOST
Blackhawk have doubled the climb rate of a standard 208B Caravan, they ve also replaced the power gauges with their own Digilog units.
BART: DECEMBER - JANUARY - 2011 - 2012 - 61
FLIGHT DEMO
PERFORM
The XP-42A upgraded 208B Caravan represents a new level of capability.
was nil. The VSI read 2000 fpm initially, finally settling in at 1600 to 1700 fpm. Blackhawk’s brochure talks about the XP42A having double the climb rate of a standard Caravan, and when we compared numbers with the standard and modified charts, it appeared to be so; under similar conditions, a 675-hp 208B would manage around 850 fpm. With torque tweaked occasionally to keep the 2200 pounds pulling us upward, the ITT started out at 730 degrees C. and rose to no more than 750 at the top of our climb, 11,500 MSL. Only about 8 minutes had elapsed since our sea-level liftoff. The -42A Pratt had kept its 2200 pounds of torque until 10,500 feet. Temperature was about 16 degrees over standard ISA and takeoff weight was estimated at 7700 pounds. Airspeed built as we leveled, so with 2100 pounds of torque and 750 degrees on the ITT, we settled in at 165 knots IAS, computing to a TAS of 202, while burning 460 PPH of Jet-A. The standard 208B’s book showed that only 1370 pounds of torque would have been available at 12,000 feet, leaving the TAS about 158 knots. In all fairness, Dunkin pointed out that at full gross weight our TAS would have been ten knots or so less than today’s demonstration. With power reduced to 1900 pounds torque, we lost about 10 knots of speed, cutting fuel flow to 400 PPH. Dunkin then demonstrated a quietcruise mode by backing away a bit of torque and slowing the propeller rpm to 1700, bringing torque back up to
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XP-42A UPGRADED CARAVAN 208B
2200 pounds, but in a much quieter environment for the passengers. Handling at cruise remained truck-like but benign, just as the Caravan has always been. We experimented with slowflight at 80 knots and full flaps, which turned out to be a thoroughly honest bit of flying, simply lighter on the control feel but still ponderous in response. We did not essay a full stall, but Dunkin assured us that nothing has changed over the simple Skyhawk manners we have come to expect in the 208. Because the FAA insisted on duplicating the certification criteria, a complete spin program has been flown, comprising some 115 spins, we were told. Going Down, Fast Because one of the major markets for the XP42A mod is for skydiving centers, we experimented with the skydive descent at flight idle, pushing over to maintain the 180-knot redline. With the VSI pegged solid at 3000 fpm down, we timed an eardrum-splitting 4000 fpm descent, then quickly resumed a 500 fpm letdown. Combining the improved climb rate and rapid descent, skydive centers will be able to take four loads per hour to the top of the non-oxygen altitudes. Cleared to land back at Hartford’s Brainard airport, we slowed to 175 knots where ten degrees flap was permitted and then further reduced speed to 150 knots to extend twenty degrees of flap. The final flap limit is 125 knots, extended as we turned onto final. A defunct set of runways just a few miles
east of the airport, the former Rentschler Field from World War II, tempted us into an early descent; fortunately, Dunkin caught my mistake before it became serious. Cessna indulged in no equivalentlevel-of-safety games when certifying its big single under FAR Part 23, meeting the 61-knot Vso stall speed limitation with pure aerodynamic wizardry, at least at the standard airplane’s 8,500-pound landing weight. As with all Caravans, approach and landing was simple; no landing gear to extend, no switches to throw, just slow to as little as 80 knots and drive to the runway. We indulged in a 90-knot “high-speed” final for the benefit of following traffic, followed by an easy touchdown on the tall gear. A bit of reverse brought us to a halt in short order; as it turned out, the inbound jet was bringing FAA Administrator Randall Babbitt to the Summit. As with all PT6A-powered airplanes, particularly those with four-blade props, one must be judicious with the power reduction to idle during landing, which produces a rapid increase in drag and a sudden touchdown. We extended the inertial separator vane while taxiing in, Dunkin’s standard procedure. Shutting down and lowering the gangplank to debark, it was apparent that Blackhawk’s XP42A modification takes the 208B Caravan to a new level of capability. To repeat CEO’s Jim Allmon’s statement, “Cessna built a good airplane, we just made it better”. We have to agree.
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THE DOCKET
AIRCRAFT SALES BROKERS
LET S HEAR IT FOR THE BROKERS A
s the global economy stabilizes and corporate earnings improve along with rising demand from newly-minted wealth in the most rapidly growing global economies of Brazil, Russia, India and China (the BRIC countries), the general industry belief is that private aircraft prices will hold and begin to increase, with demand decreasing the used market supply. By all accounts, it is currently a buyer’s market – the fire sales when aircraft were being off loaded during the initial 2008/2009 recessionary days at 50% of their value have stopped and the market has stabilized. Interest rates are still relatively low, inventories are rising (see JetNet or Amstat) and the earnings of corporate buyers are back on the increase, which should see their return to the corporate jet market. The private jet market continues unabated (many entirely unaffected by the recession). We are very unlikely to return to the heady days of pre 2008 and indeed many of the industry participants are concentrating on high end, large cabin, and long range jets. Small and light jets are still suffering and are likely to stay that way for some time. The corporate buyers coming back into the market are justifying By Aoife O Sullivan
The immediate and brutal onslaught of the global recession in 2008 and 2009 was a fairly miserable time for the aircraft sales industry. Demand for business aircraft all but vanished, new orders dried up and existing orders for aircraft were cancelled with many buyers happy to surrender their deposit rather than complete the aircraft purchase. As a result the OEMs reduced their production rates and concentrated on selling off the backlog or white tails left on their ramps by errant buyers.
ESSENTIAL
A respected and well-connected broker is a must if you want to avoid costly pitfalls. BART: DECEMBER - JANUARY - 2011 - 2012 - 63
THE DOCKET
AIRCRAFT SALES BROKERS The Aircraft Sales Broker Buying a business or private jet for the uninitiated (and indeed even for those familiar with the industry) is a complicated, expensive and potentially hazardous jaunt into the unknown. Getting the purchase of an aircraft wrong means getting it very wrong and without the appropriate industry guidance a buyer can end up paying a lot more than just the purchase price. Buying an aircraft is so much more than turning up to a manufacturer’s parking lot and picking out the most impressive looking aircraft. The entire process from deciding to buy an aircraft, finding the right model and carrying the transaction safely through to completion is a process
CONTACT
Aviation is a small market and the brokers often discuss sales with each other.
the high end spend due to a need for increased travel in response to a burgeoning global business economy. The private buyers tend to be wealthy individuals who concentrate on the top end of the market which is exactly where they will find the financiers happy to lend. Financiers tend to like to lend to people who have enough cash to buy the aircraft themselves and in a market where aircraft finance is still a challenge to secure, lenders will freely admit that they would rather lend on high value aircraft where the returns are higher and the borrowers a more secure credit. Whilst we concentrate on the BRIC countries in most of the industry, Andrew Hoy of ExecuJet Aircraft Trading warns, “let’s not get over excited and return to the days of Russia in 2006/7 when OEM’s convinced buyers to take more than they needed. In some cases, 5 or 10 aircraft, where the sales guy is very happy and wealthy of course, but the buyer is left holding the baby as a de facto dealer in country……..this built up an enormous bubble and consequently a louder bang at the end. If the buyer needs one aircraft, sell one aircraft. It’s a longer term relationship than some sellers may recognize”. For the 20-year period from 2011 to 2030, the Bombardier Business Aircraft Market Forecast predicts a return to sustained growth in Business Aviation, with business jet manufacturers delivering a total of 24,000 business jets in all segments in which
64 - BART: DECEMBER - JANUARY - 2011 - 2012
Bombardier competes, representing total revenues of approximately $626bn for the industry. For the 10year period spanning 2011 to 2020, 10,000 deliveries worth $260bn are anticipated, and 14,000 deliveries worth $366bn are anticipated in the 10year period from 2021 to 2030. Zenith Jet Business Aviation 10 Year Market Forecast (2011-2020) estimates that total deliveries over their forecast period (2011-2020) will amount to 11,103 units. They expect the compounded annual growth of new aircraft deliveries between 2011-2016 to be 15%. All good news to those involved in the business of buying and selling aircraft.
that should be taken extremely seriously by any buyer and having the right experts on hand is the only way to avoid the inevitable and costly pitfalls along the way. Much like the poor maligned lawyers, aircraft sales brokers spend much of their time defending their rightful position in the aviation industry. On the one hand aircraft sales brokerage is entirely unregulated as an industry around the world. In an industry expected to generate nearly USD240 billion in sales over the next 10 years, it is incredible that anyone with a decent website can set up in the business of aircraft sales and indeed
What Makes a Good Broker? Our experience in helping buyers and sellers through the legal aspects of sales and purchases has introduced
many people they want to carry on board, whether an extra fuel tank is required, age of aircraft etc.; the choice is endless. That’s before the chief pilot gets involved and starts considering the avionics and engineering capabilities of each aircraft. A good broker really needs to understand the needs of their clients and know how to match a particular aircraft to a particular client. Convincing a buyer to spend an extra half a million to buy the aircraft you have had on your books for a few months does not make you a good broker. Working with a client through the types and variables on offer and helping them to come to their own conclusion does. (b) The New and Pre-Owned Market Buying a new aircraft directly from a manufacturer can be less complicated in the sense that it is clear who the
us to the wide and varied world of the sales broker. I have highlighted some areas below where the genuinely good brokers come into their own and help to make what could be a very complicated and lengthy (and indeed sometimes very painful) process efficient and professional in the best interests of all concerned – the buyer, his financier, the seller, their lawyers, the manufacturers and the supporting advisors. (a) Finding the Right Aircraft Many green buyers in the corporate and private jet world will have had no idea of the impressive array of choice on offer. Depending on where they want to fly to, their price range, how
owner is, the valuable warranties come directly to the buyer through the aircraft sale agreement and the buyer is assured of a new and reliable model. This does not mean a broker has no place in the purchase and in fact the opposite can be true. Manufacturers can have a soft side and the good brokers know how to negotiate a better deal for buyers whether in the form of price, elevated delivery date and additional perks or credits such as additional training or increased warranty periods. Knowledge of the OEMs and having a strong relationship with them can make a significant difference to the end position for a buyer. Some brokers
many do – a simple Google search will highlight international sales brokers with pages of expensive looking aircraft on offer. Some have never even seen the aircraft they have on offer – they list the sales of other brokers, wait for an offer and then work their way into the sale transaction without adding any real value other than to pass on the phone number of the buyer to the seller’s brokers. They then sit back and wait to collect a fairly substantial commission for the service and the hapless buyer enters into the murky world of endless title chains, unwarranted commissions and unprotected sales.
have established distributorship deals with manufacturers (e.g. TAG/Bombardier; Cessna/Comair) and their insight can be invaluable in dealing with the relevant manufacturer. The broker’s relationship with the buyer of a new aircraft direct from the manufacturer in many cases continues well after delivery of the “green” aircraft. Some brokers offer a completion and delivery service, which will make sure that the manufacturer delivers what has been ordered and that the product delivered is built according to the specifications promised, such as the exact thickness of the paint, quality of leather and stitching or making sure that components installed on the aircraft have not been stocked for too long on the manufacturer’s shelves before being installed on the aircraft. In the words of Pascal Bachmann and Lukas Weiss of ExecuJet, “Buying an aircraft without such assistance is similar to building a house without the help of an architect. You set yourself up for surprises that will in the end be much more costly than what the architect’s fee would have been in the first place”. The broker’s position is just as valuable in the pre-owned market. Knowledge and reputation is essential in this regard. Through his or her contacts, the broker can help source the right aircraft “off-market” (and certainly before it has hit Google). For example a broker with an international footprint could help align a Cayman seller with a Malaysian buyer of a UK registered aircraft (eg Jetcraft/ACASS). Having a wider reach means that neither seller nor buyer are restricted and can avail of the abilities of the international broker to identify global industry trends and create a market not necessarily open to local dealers. Conversely, an in depth understanding of the local market in a region by a local well connected broker can make all the difference on a sale. They can approach sellers quietly and perfect a sale entirely off the public radar – confidentiality to both buyer and seller being in many cases a key driver of sales. In addition, the broker who has a long term relationship with buyer or seller will also have an in-depth knowledge of the history of the aircraft and can be a valuable source of information when researching title, whether there has been any damage to the aircraft etc.
PERCEPTION
A good broker has to know how to match a particular aircraft to a particular client.
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THE DOCKET
AIRCRAFT SALES BROKERS (e) Pre Purchase Inspections
AGREEMENT
Some brokers have established distributorship deals with manufacturers and their insight can be invaluable in dealing with the relevant manufacturer.
The same completion and delivery service offered by such brokers can be used in the case of a pre-owned aircraft purchase, to plan and execute an efficient cabin refurbishment and/or new painting to adapt the aircraft to the buyer’s taste or corporate colors. The completion centers in the main deliver an excellent product. However, the sensible buyer will still hire a broker with the right expertise to take the buyer through the acceptance process to help detect any snag or defects needing rectification. The seamless transition from brokerage to completion management and later entry into service reflects the true meaning of “turnkey” and can only be provided by an organization that offers every service aspect along the way. (c) Getting the Price Right I have unfortunately had more than one occasion of being approached by a new buyer who got slightly carried away on champagne at a trade show and found himself the happy signatory to a new aircraft purchase contract. Needless to say there are better ways to approach an aircraft purchase where millions of dollars will be spent on the aircraft itself and many more on the subsequent maintenance operation of the aircraft. Ensuring you get the right price for your aircraft both as a seller and as a buyer is not achieved by rushing into a transaction. Having a good broker with you whether as a buyer or a seller is well advised and if the buyer does decide to buy the exact aircraft he sees on the static, the broker will usually know the comparisons available on the market, prices and how to help negotiate the
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best deal possible. More of a challenge may be securing the ferry pilots to fly it home for the buyer that same day! On the pre-owned market, the market price for the aircraft is difficult to judge. Sources like the “Blue Book” or “Amstat” rely on reports of sales from the industry and accordingly they do not catch all aircraft sales figures. It is worth contacting a broker to take their view on current sales prices as they tend to have a more realistic take on the market. This can be important information to a financier of a new purchase who will need to rely on current market value to achieve the right loan to value ratio on the finance and will need to rely on the market hold of a particular type to maintain residual values at the end of a finance transaction. (d) The Importance of Being Independent A crucial aspect of the good broker is the necessity to remain independent. If the broker is a distributorship agent for Embraer for example, he or she should make this clear to the buyer. That agent’s relationship with Embraer will be essential in securing the right deal for the buyer of an Embraer model. In the case of a buyer who has not yet decided the right model, a presentation of all relevant types and models is key to helping the buyer find the right asset. It’s better for brokers to act for either the buyer or the seller but not both. There is a point in every transaction where some element of negotiation will be required and the broker should act in the best interests of his client – trying to be all things to all people does not always work.
In the pre purchase inspection process a broker’s assistance can be very valuable. Having a technical advisor on hand who is well versed in and can help a buyer agree the level and grade of pre purchase inspection is crucial to identifying any discrepancies in the delivery condition of the aircraft. Furthermore and particularly in pre owned sales, a pre purchase inspection will almost always throw up some issues for discussion between the buyer and the seller. There are some superb brokers who may spend 24 hour days at inspection facilities resolving issues between buyers and sellers and helping to resolve disputes around what constitutes an airworthy item and so a seller cost as opposed to a cosmetic item and therefore a buyer cost. Having the broker on hand to act as mediator between the parties can be a very cost effective way of closing out a deal rather than turning to the courts to resolve the dispute in litigation. Typical personality traits required include having the patience of a saint, the dispute resolution prowess of a UN peace negotiator and the technical expertise of an aeronautical engineer. (f) Expert Introductions Most good brokers will have a very well respected reputation across all facets of industry and will have access to a strong contact base for both buyers and sellers in terms of lawyers, financiers and insurers. Aircraft sales tend to be international in nature and having an advisor who can help introduce the right professional advisors to a transaction can help run the transaction efficiently to a successful completion. Conversely, a good reputation is paramount for a good broker. Who are you really dealing with? Ask the lenders, the insurance companies, and friends who own these assets for a reference on your sales agent. If the banks haven’t heard of them or dealt with them, it will be a rough and nervous ride to the completion of the transaction. (g) Exclusivity Selling an aircraft can be a tedious business and in a slow market, the temptation to hire a number of different brokers around the world can be immense – the theory being supposedly that the more brokers selling the aircraft, the more opportunity there will be
to locate a buyer in a shorter space of time. The reality is quite different. Giving a broker exclusivity on the sale of an aircraft will ensure that the aircraft does not appear on every broker website around the world and so over expose the product. It will prevent intermediate brokers from getting involved in the transaction – those without an exclusive mandate will not enlist the attention of the buyers. There was a purchase recently where the buyer was offered the same aircraft on the same day by two different brokers at a price differential of $2 million (USD). Needless to say, the buyer’s faith in the market in general and in the particular model being offered was shattered and the sale did not proceed. As Oliver Stone of Colibri Aircraft put it “while the temptation is to believe that having more brokers working to sell your aircraft means you have more leads, what it really means is that you have more people fighting for their own interests involved in your deal. A nonmandated broker’s interest is himself and his company, and that is often, and usually, at odds with the owner’s objectives”. The aviation industry remains a very small market and the brokers will discuss sales with each other. There is no need to have all competing against each other on the same aircraft – it puts an unprofessional pressure on the brokers to close out a sale ahead of their colleagues and should be discouraged. Brendan Lodge of JetBrokers summed it up recently, “ the very best brokers, (by whom I mean those at the professional end of the spectrum, those with the best connections, those investing the most in advertising and PR …won’t look upon a multi-mandate, non-exclusive appointment as an attractive proposition - why would they? What most owners forget is that a professional broker views each project as an investment. It costs many thousands of dollars to market, sell and represent an aircraft. Such a use of money and time needs a return on investment. A non-mandated situation places such a return at risk, and makes it a very unattractive proposition for any but the most desperate of companies”. (h) Commissions Undoubtedly much of the disenchantment with brokers has been in the historical treatment of commissions. Until the recent advent of anti corruption
laws (most notably the Bribery Act in the UK or the Foreign Corrupt Practices Act in the U.S.) brokers were pretty much free to add their commissions to the sale or purchase price, in many cases without seller or buyer knowing. Many engaged in the practice of what is known as “back to back” transactions where the broker would place himself between buyer and seller; buying and selling at a different price to secure his commission. In many cases the buyer and the seller had no idea they were not dealing with the true seller or buyer. The legal risk for a buyer in such transactions is that the contract, title, valuable warranties and assurances from the seller are coming from the wrong party and are effectively worthless. The practice is dwindling mainly due to an increased sophistication by buyers in the market and is certainly now only for those foolish enough to ignore the draconian provisions of the anti corruption laws. The remit of both the U.S. and the UK laws are extensive and prosecutors are already sharpening their knives. On November 18 this year, having pleaded guilty to charges of Bribery and Misconduct in a Public Office the previous month, Mr Munir Patel was the first person to be sentenced under the new Bribery Act in the UK. Mr Patel, a former court clerk was found guilty of accepting a £500 bribe to “get rid” of a speeding charge. He was sentenced to a total of six years in prison at Southwark Crown Court. This sentence sends a clear message to organizations and will serve as a timely reminder that the Act needs to be taken seriously. Good brokers deserve their commissions. It is entirely right that an adviser who has led a buyer throughout the entire purchase process, (sometimes for months on a no win no fee basis), should be entitled to be paid an agreed fee for the very valuable position he has taken on a transaction. Even back to back transactions can be entirely legal if they are transparent and in some cases are essential to help secure the aircraft and take it off the market. The commissions range from between 1-3% of the purchase price of the aircraft and are a matter of negotiation between buyer and seller. Buyers need to be realistic on what fixed fees they are paying for an acquisition agreement. Some brokers advertise
$25,000 (USD) for a brokerage service. The professional brokers simply cannot and will not compete and the buyer really needs to consider the service required and what he is paying for. Going cheap on the commission payable to a broker will not help a buyer find the right deal on the right aircraft. Appointing a broker, giving him a mandate to either sell or buy your aircraft should be approached in the same way all professional advisory services are approached – on the basis of agreed terms, at an agreed price and with an agreed work scope. Buyer and seller should be responsible for their own advisors and all fees should be paid at the time of or immediately after completion of the sale. Conclusion Aircraft sales brokers have a very important part to play in the business and private jet industry. Buyers and sellers should not be put off by the few remaining unprofessional brokers who have done much to destroy the reputation of a very important aspect of the industry. Whether the brokers themselves can evolve and self regulate themselves to their own gold standard or whether an industry body such as EBAA takes up the gauntlet remains to be seen. In the meantime, let`s hear it for the brokers!
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Aoife O’Sullivan is a partner in the Aircraft Finance Department at Gates and Partners, London. Gates and Partners is an aviation specialist law firm with offices in London, Singapore, Paris and Brussels. The firm was recently voted one of the top ten law firms in the world by Air Finance Journal 2010 and was granted a Finance Monthly Global Award for Achievement 2010 as Aerospace Law Firm of the Year – UK. Contact aosullivan@gatesandpartners.com T: 0844 692 4966 M: 07709 432 350
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QUIET PLEASE
By LeRoy Cook
The sounds of air traffic overhead may be music to us hard-core aviation devotees, but our exuberance has to be tempered with the reality that, to the majority of the population, itÂ’s just plane (sic) noise. As far as they are concerned, (1) it should be eliminated, or at least minimized, and (2) it should go away as quickly as possible.
T NOISE
Airplane noise is not a Mozart symphony to everybodyÂ’s ears.
o a lay person, the sound of an approaching aircraft signifies danger. The aerial vehicle passing overhead could fall from the sky at any moment, causing great harm that the hearer is powerless to prevent. Other perceived impacts include belching copious quantities of environmental pollution and an objectionable statement of a profligate lifestyle. Even if
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the aircraft were completely silent, a condition we, as pilots, would find extremely unnerving, its presence would still bother certain segments of the non-flying populace. Aircraft noise is one of those inarguable subjects that is next to impossible to debate. People who object to any invasion, or threatened invasion, of their space treat it like a religion. Against such logic, there is no defense. Reasonable people can have a reasonable discussion, thereby learning much about each other’s position and possibly reaching a workable agreement. But a position based on passion instead of facts is probably immovable. Having understood that dogmatism, we can take steps to mitigate some of our noise footprint by altering our flight path and operating methods. This will accommodate the reasonable objectors who will reward a good-faith effort. It will never, though, satisfy an anti-bizjet zealot. Therefore, airport operators should not initiate unsafe noise-mitigation procedures in an effort to have everyone love the airport. Avoiding noise-sensitive areas in the vicinity of the airport may preclude us from flying a circle-to-land maneuver in certain sectors. Similarly, turning after takeoff may be restricted until
reaching a specified altitude. However, this information is not always readily available; air traffic control won’t always include it in its instructions and it may only be posted on obscure flight planning bulletin boards. Always check the local communication outlets to see if the airport or runway you’re about to use has restrictions. Progress Jet noise has decreased immensely over the years, as fanjets have replaced turbojet engines. The concurrent increase in fuel efficiency was received with greater consideration than the noise reduction, but bypass engines were certainly welcomed by everyone under the flight paths. By comparison, propeller aircraft noise is dominated by the pulses delivered by passing propeller blades, particularly when the tips are whirling fast enough to enter the supersonic range. Adding more blades both lowers the noise level and alters its quality, and usually allows a lower rated rpm with the same or greater thrust. The overall diameter of the prop can also be less with an increased blade count, thereby reducing tip speed. The quietest air mover is a fan, particularly a shrouded multi-blade one as used in the fanjet engine. Burying the shriek of a jet’s core engine exhaust in
a sheath of slower-moving fan-generated airflow is a more effective quieting method than installing any ejector nozzle or acoustic shroud. How much noise does a jet produce? Typically quoted noise levels are 100 dB from an unspecified jet flying overhead at 1000 feet. Is that bad? It is twice as loud as the 90 dB commonly seen in piston aircraft cockpits, because the dB scale reflects a logarithmic, rather than linear, increase. Consider the increase in flyover noise as altitude decreases and you’ll see that we do need to take some measures to lessen our impact. Sound And Hearing Sound becomes noise when it is an annoyance. Perception is derived from both pitch, or tone, and intensity, or loudness. The human ear is capable of detecting sounds from 20 to 20,000 Hertz, although it’s most acute between 500 and 5000 Hz. From an intensity standpoint, we hear most effectively between 10 dB and 140 dB, beyond which our entire body vibrates as an eardrum. Propellers generate sounds of about 300 Hz and become “noisy” at fairly low actual dB intensities, because of our relative intolerance of low-frequency vibration. Jet noise, on the other hand, is a smoother high-frequency shriek and is less objectionable at similar intensity, but it becomes an annoying thunder as the exhaust points to the hearer. Debilitating levels of noise intensity are easily found around operating aircraft, both outside and in. Cockpit noise in business jets with aft-mounted engines is quite tolerable, but is often elevated by such details as windscreen rumble and pressurization sounds. Temporary hearing loss may follow exposures of sustained intensities of 90 dB; 100 dB experienced for several hours will result in hearing loss and 140 dB, as found outside the aircraft near jet engines operating at full power, will produce actual pain. Do not attempt to be brave; wear hearing protection. Age alone is not the reason older pilots usually suffer hearing impairment in the 2000 Hz range. To comply with the various constraints laid on by airport authorities, we often are required to modify normal departure and arrival procedures. A bit of preparation and practice will improve the results.
QUIET
Many airports have brought in radical noisemitigation measures.
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FROM THE COCKPIT
TECHNIQUE
Lowering the gear and extending flaps may allow descent with no further power needed.
Taking Off The most frequently-used noise-mitigation departure techniques involve using takeoff power to 1000 feet or 3000 feet AGL, targeting V2+10 knots as a climbout speed, then transitioning to climb power with acceleration to normal climb speed. Such a noise-abatement takeoff technique has some unnerving aspects for the passengers, which makes it advisable to include the cabin occupants in the pre-takeoff discussion. An all-out attempt to mitigate noise impact includes a full-power runup before brake release, which increases the altitude over the departure path. The sudden acceleration can take passengers by surprise, particularly those in aftfacing seats. A rotation timed to lift off and climb at a deck angle that maximizes altitude gain can also seem akin to a roller coaster start. The transition to a reduced-power climbout may target a 1000-fpm climb rate, entered at the field boundary, with a commensurate lowering of deck angle to maintain or increase speed. The diminution of thrust and accompanying pitch-over can be intimidating to those unprepared for them, so a little pre-departure discussion could be warranted. Unrestricted use of climb power is usually resumed at 3,000 feet AGL. Catapulting from a noise-sensitive runway takes skill and practice, so that the aircraft is not placed in an unsafe
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NOISE
configuration. Because business aircraft are typically over-powered with all engines operating, we can mitigate noise by using maximum climb angle and reduced power. Although, in any case where safety of flight is an issue, we must always err on the side of safety. Arriving In the early years of turbojet transports, it was necessary to deploy considerable drag on approach in order to keep the engines spooled up, because of the slow acceleration of pure-jet powerplants from idle thrust to goaround power. Fanjet engines, with their quicker acceleration characteristics, no longer require such long, low, flat approaches. An approach over noise-sensitive areas is best conducted in as clean configuration as practical, flown gearup with minimum flaps for the speed selected. This reduces the power required to stay on the approach slope. Lowering the gear to initiate final descent and extending flaps incrementally may allow descent to the runway with no further power needed. The absence of power changes and concurrent surge in noise levels helps allay noise complaints. Configuring the aircraft for landing should be delayed until you’re no more than two miles from the threshold and 500 feet AGL. If extra speed is held until this point, there may be no
need to add power to maintain the glidepath. Of course, air traffic control may have assigned a speed for spacing that must be held, in which case all is for naught. Once landed, use minimal reverse thrust, particularly late at night. Better to roll to the end than to make an annoying statement. On The Apron Most of our aircraft taxi along quite smartly with idle power, therefore we can execute most taxi turns and parking maneuvers with little need for added thrust, given some planning. Hopefully, the marshalling crew will allow us to shut down without further movement. At the FBO apron itself, running an auxiliary power unit all afternoon, on the odd chance that the owner will arrive without warning and require a chilled cabin, is bothersome to everyone in the area. Try to make other arrangements if possible. Being a good neighbor means you’ll be welcomed back. It’s doubtful that we’ll ever be allowed to come and go without harassment from the restless natives beyond the airport fence. We do need to recognize that not everyone shares our enthusiasm for the sound of flight. Therefore we should conduct ourselves as responsibly as safety allows.
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Shanghai, China March 27, 28, 29, 2012
IN PARTNERSHIP WITH SHANGHAI AIRPORT AUTHORITY
Asia Is Open for Business Aviation Shanghai Hawker Pacific Business Aviation Service Centre on Hongqiao International Airport Exhibits, Static Display of Aircraft and Education Sessions – All in One Location CO-HOSTED BY: THE NATIONAL BUSINESS AVIATION ASSOCIATION (NBAA), THE ASIAN BUSINESS AVIATION ASSOCIATION (AsBAA) AND THE SHANGHAI EXHIBITION CENTER INTERNATIONAL PARTNERS: THE INTERNATIONAL BUSINESS AVIATION COUNCIL (IBAC), FLIGHT SAFETY FOUNDATION THE GENERAL AVIATION MANUFACTURERS ASSOCIATION (GAMA) AND THE HELICOPTER ASSOCIATION INTERNATIONAL (HAI)
WWW.ABACE.AERO
SAFETY SENSE
RULES AND REGULATIONS
FUNCTIONAL FLIGHT CHECKS
Functional Check Flights All pilots know that after maintenance some functional problems may occur. It is therefore important to be particularly alert. Such “test flights” need to be given particular attention. Experience shows that the first flight after (heavy) maintenance bears a higher risk of some malfunction. There are numerous stories of inverted flight control cables. In one recent instance the crew of an A320 almost lost control just after take-off due to inverted aileron deflection, after the wiring of the commander’s side-stick had been inverted and was not detected by the maintenance engineers, the flight crew doing the pre-flight checks on ground or the
By Michael R. Grüninger and Markus Kohler of Great Circle Services AG (GCS) Surprises After Maintenance
FAILURE
Ground checks failed to detect that the bleed air line on a PC-12 was not connected properly. PC-12 cabin air supply hose (right).
The first sign of trouble that the pilot detected was an abnormal sense of tiredness. The Pilatus PC-12 aircraft was in a climb to FL240 after he and his co-pilot had picked it up at the manufacturer’s facilities in central Switzerland where it had undergone a scheduled annual inspection. The crew noted that the cabin altitude was at 15,000 feet and climbing and that the differential pressure was abnormally low. The pilot stopped the climb, immediately ordered the oxygen masks to be donned and diverted to Geneva, Switzerland. Maintenance engineers performed various ground checks to determine the cause of the fault in the pressurization system. Several components were replaced. Further ground tests were completed satisfactorily and the aircraft was returned to service. The same crew picked up the aircraft again. When passing 5,000 feet in the climb the crew noted that pressurization was not taking place and returned to the airport immediately. Further investigation by maintenance personnel found that the bleed air line from the engine to the pressurization system was not properly connected. After this condition was rectified the aircraft was released to service and returned to Spain without further incident.
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As a matter of policy, the PC-12 AMM does not contain any post-maintenance functional check flight requirement. Aircraft components and systems as well as maintenance activities are designed in such a way that satisfactory completion of the tasks can be determined using ground based tests only. These checks rely heavily on Built-in-Test (BIT) capabilities of the components and systems. Most aircraft manufacturer’s maintenance instructions do not require functional post-maintenance check flights anymore. However, in this particular case such a check flight would have detected the fault in the pressurization system.
computers. Only the co-pilot’s sidestick was correctly wired and he successfully took control after lift-off. “Functional check flights” encompass various types of check flights: post-maintenance check flights to verify proper performance of maintenance, customer acceptance flights, end-of-lease flights prior to handover of an aircraft etc. Special attention is required from flight crews during the first flight after maintenance even if the certificate of release to service certifies that all aircraft systems are fully and normally operative. Today there are no EASA regulations which specify the training requirements for flight crews who perform functional check flights. Some NAAs have published guidance material on this subject and EASA has recently identified a need for regulatory requirements for check flights. In the proposed regulation –which comes into force in 2012 - a distinction is made between four types of “flight
testing”. Three categories involve experimental, engineering and production test flying, i.e. what is conventionally understood to be performed by “test pilots”. However, in the current version of the future regulation, functional check flying will fall in the fourth category, for which no specific crew training requirements are defined. Operators are left to determine which pilots are capable of performing the check flights. And, in the absence of clear guidelines and instructions from the manufacturer, they are also left to define the check programs themselves. Manufacturers cannot be required to define check programs to be performed in flight if there is no control over the flying skills that can be presumed to be available in the crew that performs the flights. Testing systems,
The investigation by the French BEA found that the crew adapted the check program in an improvised manner, according to the constraints of the flight plan and ATC. Specifically, the “crew decided, without preparation, and in particular without a call-out of the theoretical minimum speeds, to undertake the check of the low speed protections at an altitude of 4,000 feet” according to the BEA report. The crew waited for the triggering of the stall protection devices, which did not trigger properly due to the frozen angle of attack (AOA) sensors, and allowed the speed to decrease to below stall speed. Several triggers and indications would have been available to identify the dangerous condition, but there was neither the time nor the mental preparedness to properly identify the indications and
Proper Planning and Preparation Functional check flights are not regulated yet. EASA is considering the introduction of relevant rules. The industry advocates the development of industry standards. Today it is up to each organization to develop its own set of procedures and standards to reduce the risks involved in functional check flights. Such company actions might include the creation of a check flight cell, Internal Safety Investigations, the creation of a check flight manual, the specification of training and currency requirements and of crew requirements, specific training courses for functional check crews, the authorization of each individual flight by both maintenance and flight operations managers.
particularly emergency and protection systems, require the aircraft to be operated at or near the limits of its envelope. Such flights involve more risk, which needs to be identified and controlled.
take appropriate action. The crew lost control of the aircraft and all occupants perished when the aircraft impacted the sea. Functional check flights are an unregulated area in operations. They may be specifically required by manufacturer’s maintenance programs following certain types of maintenance to ensure that “everything was put back together” properly, or they are performed by owners/operators on a voluntary basis to make sure aircraft are ready for service in order to reduce the probability of operational irregularities. Given the very specific risks of functional check flights, utmost care must be taken to prepare for such flights. In a commercial operational environment, functional check flights are normally the domain of a technical pilot who is generally a pilot of higher seniority or education. Airlines may even designate dedicated check flight managers.
Given the evident risks, no professional should perform functional check flights without proper preparation. We have all heard of the 7-Ps: Proper Prior Planning Prevents Painfully Poor Performance. For Functional Check Flights the 7-Ps are even more applicable.
Functional Check Flights Improperly Executed An Airbus A320 crashed near Perpignan, France, in 2008 while performing low-speed checks at low altitude). The leasing contract required a check flight at the time of re-delivery from the lessee. A few days prior to the accident flight, the aircraft was washed without the required protectors being installed on the angle-ofattack sensors. Water entered the sensors and eventually froze, seizing two of the three sensors almost simultaneously and in the same position. The check plan was developed by an airline based on a manual used by Airbus for customer acceptance flights, which are performed by flight test pilots.
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Michael R. Grüninger is the Managing Director of Great Circle Services (GCS) Aviation Safety Advisors. GCS assists in the whole range of planning and management issues, offering customized solutions to strengthen the position of a business in the aviation market. Its services include training and auditing (IS-BAO) consultancy (IS-BAO, IOSA), manual development and process engineering. He can be reached at michael.grueninger@gcs-safety.com or +41-79 442 44 89. His column, Safety Sense appears regularly in BART International.
DEADLY
A poorly executed flight check on an Airbus A320 in 2008 had fatal results. Angle of attack sensor (right).
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REPORT
NBAA 2011
NBAA 2011 DEFIES THE GLOBAL DOWNTURN While most people go to Las Vegas for fun and debauchery, NBAA show attendees descended on Sin City last October ready to tackle the mounting challenges in the Business Aviation industry. report.
A
DETERMINED
Business Aviation players descended on Vegas to tackle the industry s growing challenges. Chinese bystanders were in the crowds.
fter a seven-year absence from the Nevada desert, over 26,000 Business Aviation personnel streamed through the doors of the Las Vegas Convention Center last October 10-12, where The National Business Aviation Association’s convention was being held. Once again, a massive, festive trade show filled the halls and multitudinous seminars were held in the meeting rooms. Registrations were up 7% from 2010’s NBAA show in Atlanta, Georgia and about 4,000 international guests attended from 88 non-U.S. countries. Other aviation attractions may pack in more people, but none have participants as informed and ready to buy as the average NBAA attendee.
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Eastern Promise The news announcements at the show were varied in significance, as business aircraft companies jockeyed for attention by framing a sale in glowing terms, even if it were for just two planes. For good news in the face of a sluggish North American and European economy, many companies looked to the growing BRIC countries of Brazil, Russia, India and China, which have been in a buying mood, most particularly China. It seemed that every other press release concerned a Chinese agreement or sale.
The PRC’s representatives, entrepreneurs and private companies doing business at the show spent billions of Yuan Renminbi (CNY) buying aircraft. China has discovered the advantages of flying business aircraft around the huge country. Of the four airliner-size Boeing Business Jets sold in the past year, three went to China. And so, the 2011 NBAA show in Las Vegas will go down in history as the year of the Chinese buyout, when thousands of millions of dollars in orders were placed for all sorts of business aircraft. In general, the Chinese were looking for large-cabin jets, to be
used in charter and other transportation tasks. On the show’s opening day, Minsheng Financial Leasing agreed to buy 33 aircraft worth $1.2 billion—20 Dassault Falcons and 13 Embraer Legacy 650s. This came on top of the firm’s earlier purchases of 87 planes. Minsheng Chairman Kong Linshan said that as many as 1,000 jets will go to China in the next 10 years. He added that the new orders will continue, as China has a growing number of high net worth consumers - about 3,000 Chinese nationals now are worth more than US$500 million. The maze of trade show displays and static aircraft stands made for some lengthy foot marches at NBAA. Some 1,160 exhibitors were on hand, up 2% over 2010, with 101 display airplanes among the attractions. The sold-out static display spaces at Henderson Executive Airport, encompassing 63,000 square feet, held 85 aircraft with 50 tents and chalets for doing business, and another dozen or so aircraft were towed over to the Convention Center from McCarren International Airport, where they were publicly displayed in the parking lot. Randy Babbitt, the 16th Administrator of the U.S. Federal Aviation Administration, followed the NBAA and GAMA (General Aviation Manufacturers Association) presidents during the opening sessions. Taking note of the plethora of “No User Fees” buttons worn by the attendees, the genial Captain Babbitt said “I was asked what I was going to say about the proposed user fees, but I see lots of badges reminding us not to talk about user fees, so I will not discuss them.” He went on to stress the need for SMS safety initiatives and ADS-B equippage.
Glimmers of Hope Many new product unveilings were announced, as vendors attempted put a good face on the continuing lackluster economy. For buyers, it was a good time to avail oneself of bargains or to be wooed for new business. There were some signs of an uptick in business, versus the totally recessiondominated news of last year. At one of the show’s press conferences, Charles Edelstenne, Dassault’s CEO, expressed caution over the rumors of improvement in the Business Aviation sector, which he sees as subject to disruption by the Eurozone crisis. The “Arab Spring” turmoil has held back Middle Eastern buyers, while China customers took 15 Falcon jets this year. Dassault is forging ahead with plans to certify its new super-midsize jet by the end of 2016. Meanwhile Dassault Aviation Senior Vice President Civil Aircraft, Olivier Villa told BART that the development of the future Falcon SMS mid-size jet “has gone a step further, and is now 100 percent go”. According to Villa it will be a twinjet with fly-by-wire controls, using the latest version of the EASy flight deck. More than 1,500
engineers are working on the program, using 4-D CATIA design software, and a mock-up has already been finalized. Certification of the SMS is planned at the end of 2015 with first deliveries in 2016. Emerging business aircraft giant Embraer announced several notable orders for its products, including a Legacy 650 for action movie star Jackie Chan, now a designated spokesman for Embraer, particularly for the Chinese market. Ernie Edwards, Embraer Executive Jets President, said that the company’s Melbourne, Florida, facility, now building only Phenom 100s, will become its business jet “center of gravity”, providing easier access than Brazil for North American and European customers. Embraer continues to achieve milestones in its midsize Legacy 500 development program. Three prototypes are currently in production. The wing and fuselage of the first prototype have been mated. In addition, systems installation in the first prototype is underway. The Honeywell HTF7500E engines and tail cone for this aircraft have been delivered to Embraer’s assembly facility. According to Maurício Almeida, Vice President, Programs - Embraer Executive Jets, the second prototype’s wing trailing edge and other structural components and systems are also being assembled. The first structural segments of the third prototype are being finished, and the fuselage will be joined by the end of this year. The Rockwell Collins Proline Fusion Integrated Flight Deck has been selected. Currently, the company is revisiting the first flight schedule due to a lack of readiness of the software development for the fly-by-wire control unit. Meanwhile, aircraft ground testing will commence on schedule. Tiny Eclipse Aerospace, with support from investor United Technologies’ Sikorsky division, is coming back from its rough start-up. Production will resume with a fullyequipped Eclipse 550, replacing the 500, now the Total Eclipse. Its airframe will be built by PZL Mielec in Poland and assembled in Albuquerque, New Mexico. First deliveries are anticipated in mid-2013; the new Eclipse 550 is priced at $2.965 million.
CAUTION
Dassault Aviation Chairman and CEO, Charles Edelstenne (center) remains cautious about Business Aviation growth. The acquisition of a Legacy 650 by movie star Jackie Chan was celebrated by Embraer.
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FIGHT BACK
Hawker Beechcraft CEO Bill Boisture bemoaned an inconsistent BizAv marketplace (top), NBAA President Ed Bolen and GAMA President Pete Bunce (center) hit out at the U.S. administration s stance on Business Aviation.
BOOMING
Demand for Hawker Beechcraft s Hawker 400 XPR program is growing rapidly said Christi Tannahill, Hawker Beechcraft VP Global Customer Support (center). Superjet International CEO, Carlo Logli and Comlux Aviation Group President, Richard Gaona celebrate Comlux order for two Sukhoi Business Jets (bottom)
REPORT Inconsistent Market Hawker Beechcraft’s CEO, Bill Boisture, somewhat echoed the sentiment of his peers, by calling the current market inconsistent, given its upand-down cycles, and then alluding to consistent stagnation, with business in 2012 expected to be much like 2011, which was a lot like 2010. HBC had a successful order intake in the third quarter, he reported. As with NBAA President Ed Bolen and GAMA President Pete Bunce,
Boisture had no kind words for the present U.S. Administration’s stance on Business Aviation, which he termed an irresponsible attack on American industry, driving jobs away from the U.S. HBC is considering opening a production line for the Hawker 4000 in China, where interest in a super mid-size jet is strong. AVIC Aviation Technologies, builder of the Chinese J-10 fighter, is looking for a partner that is willing to share technology by having AVIC build and develop executive jets. The company also announced that XOJET has placed an order for 12 Hawker 800XPR aircraft. For Christi Tannahill, Hawker Beechcraft Vice President, Global Customer Support, “the Hawker 800XPR program offers major airframe modifications such as the replacement of the existing TFE731-5BR engines with TFE73150R as well as adding Genuine Hawker winglets”. The initial contract with XOJET represents a potential commitment of up to $50 million. Hawker Beechcraft also announced that all of its turbine-pow-
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NBAA 2011 ered aircraft are now approved to use biofuels. SuperJet International, the joint Italian-Russian venture that is marketing the executive version of Sukhoi’s Superjet 100 regional airliner, announced its launch customer, the Comlux Aviation Group of Geneva, Switzerland. Two of the widebody Superjets are to be delivered in 2014, with options for two more. They’ll be put to work as Comlux charter aircraft, a lower-cost alternative to a Boeing BBJ or Airbus ACJ, but offering much the same level of comfort. The Comlux aircraft will be delivered with the cruise ceiling increased from 40,000 to 43,000 feet, ETOPS extended from 120 to 180 minutes and takeoff weight increased by 2,000 pounds. Like all other aircraft manufacturers, Piaggio Aero is keen to penetrate the Chinese market, “one of the most promising markets of the world,” for Piero Ferrari, Piaggio Aero Chairman. At NBAA the company announced that its P.180 Avanti and Avanti II aircraft had just received their type certificate from the China Civil Aviation Authority, CAAC. On Day One Cessna President, Scott Ernest raised a few eyebrows when he unveiled the new Citation Latitude mid-size jet. It was the company’s second product announcement in two weeks – earlier it had launched the Citation M2. Ernest also said that the Citation Ten program was on track for first flight by year-end and deliveries are planned for the second half of 2013. Disclosed just a year ago, the Ten is a mid-size aircraft with updated design and perfor-
A PAIR OF NEW CITATIONS The Citation M2 is a step-up Citation for Mustang owners and light jet buyers, while the Citation Latitude offers a larger, stand-up cabin. LeRoy Cook reports. In separate announcements designed to enhance the impact of each new model, Cessna Aircraft Company has unveiled two new jets, artfully rounding out the Citation line-up. At a closeted pre-NBAA presentation in late September, Cessna announced the introduction of a Citation M2, a revised version of the Model 525 CitationJet, most recently known as the CJ1+. The smallest CJ had been left wanting in sales, owing to cost and sibling rivalry. The Citations CJ2, CJ3 and CJ4 were attractive, progressively-larger improvements to the 525 series, leaving little need for the CJ1. However, Cessna has historically been reluctant to leave any gap unfilled in its model lineup. The Citation Mustang has been a strong seller; almost 400 are in the field. It s especially popular in Europe, where its range and cabin size are perfectly suited to the region. Some operators are putting 1,000 hours per year on their Mustang. What was needed was a step-up Citation for Mustang owners that would be less expensive than a CJ2 or CJ3, a new entry-level CJ. As it happened, Embraer had fielded its Phenom 100 as a strong competitor for such a role, requiring a quick response. By developing its M2 from an existing certificated product, however, Cessna neatly sidestepped a long development process that would have been needed to certificate an entirely new design. That it requires a new type rating for Mustang step-up buyers is of minor consequence, since any aircraft being considered would present that obstacle. More For Less Garmin s G3000 flight deck will be used on the M2, a move calculated to provide a certain inducement for Mustang owners familiar with their G1000 system. Cessna designates its Garmin suites an Intrinzic flight deck, by adding distinct touches to the package. The M2 s advantages of more room, more speed, an aft lav, and new avionics and cabin entertainment utilities, all at a price point fitting into the slot below the CJ2, would seem to invigorate the sales chase for Mustang owners wanting to move up.
A Higher Latitude Two weeks later, at the NBAA Convention in Las Vegas, Cessna publicly unveiled its plans for a larger-cabin mid-size business jet, to be called the Citation Latitude . Sized and priced to fit between the XLS+ and Sovereign, the Latitude is a response to customer input. The most commonly-heard request during market surveys was for more room, so the 680A Latitude will have a 72-inch flat floor cabin height, with no dropped aisle manipulation. Cabin width is 77 inches and overall length will be over 16 feet. Although the Citation Latitude s interior will have eight-passenger capability, a
standard arrangement features four-place club seating plus a two-place side-facing couch, versus the Sovereign s 20-foot double-club cabin. An electrically operated entrance door will be used and a rear lavatory is to be standard, roomy enough to change clothes in, according to Cessna presenters. The cabin will incorporate the extensive seating, lighting and data management upgrades Cessna is developing for the Citations, with the Clairity [TM] system managed by touch-screen controls at each seat or accessed through personal electronic devices, using a fiber-optic backbone. A maximum cruise speed of 442 knots is projected, with a direct climb to 43,000 feet in 23 minutes; maximum operating altitude will be 45,000 feet. Payload with full fuel is to be 1,000 pounds, providing a range of up to 2,000 nautical miles. The standard-day runway requirement is expected to be 3,900 feet, at a maximum takeoff weight of 28,000 pounds. Up forward, the Garmin G5000-based Intrinzic cockpit, similar to that planned for the Citation Ten, will be a pilot s delight, thanks to the wider nose section of the Latitude. The Citation Latitude is priced at $14.995 million in 2011 dollars; Cessna is offering a $1 million discount for an unspecified number of early adopters. First flight is anticipated in mid-2014 with U.S. certification and first deliveries following in 12 to 18 months. EASA certification will follow in the first half of 2016.
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REPORT
NBAA 2011
mance, enabling it to get to altitude faster and travel farther than the Citation X (Model 750). Recovery Continues Fabio Gamba, succeeding Brian Humphries as CEO of the European Business Aviation Association, was at the U.S. NBAA convention and spoke of the potential for growth in European Business Aviation. Recovery is still in progress, he said, after a peak in activity in 2008. Business Aviation, Gamba Nevertheless, Bombardier continues its investment in development of the Learjet 85 and the Global 7000 and 8000. It was announced that the bigger Globals are going to be assembled in Toronto and completed in Dorval, Quebec, like the rest of the company’s large-cabin business jets. This new-product R&D has cost Bombardier over $2.5 billion in the past two years, but is considered a necessary investment in the future of the company.
STATIC
Honda advanced light jet (top). An array of Gulfstreams (center). Learjet and Global jets (center right) were among the stars of the static display.
warns, frequently overreacts to trends in the economic times, so recession worries are still in play. HondaJet returned to NBAA with its now-familiar lavish displays and a model of the recently-opened Greensboro, North Carolina campus, where a quarter-million square feet of plant space awaits the start of production after certification in 2012. A redesigned HF120 GE/Honda powerplant is being prepared, after ground icing tests proved the need for an upgrade. The HA420 aircraft will be delivered fully painted and completed. Gulfstream announced the renaming of its G250 as the G280, because the G250’s numerology was deemed “unfriendly” in certain areas of the world (it can be translated as “stupid” in Mandarin). The G280 has had a 200n.mi. range boost to 3,600 miles. Gulfstream said that its ultra-largecabin, ultra-long-range G650 has moved several steps closer to its anticipated certification later this year. As of Oct. 5, the four aircraft in the flight-test program had accumulated more than 2,077 hours on more than 626 flights. “On Sept. 15, we had five G650 aircraft in the air at once,” said Pres Henne, Senior Vice President,
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Programs, Engineering and Test, Gulfstream. “Four of the aircraft were conducting flight-test activities, while the fifth aircraft completed a post-production test flight. Fourteen aircraft are in the production process. Powered by Rolls-Royce BR725 engines, the G650 has a range of 7,000 nm at Mach 0.85 and a maximum operating speed of Mach 0.925. It remains on schedule for entry-into-service in 2012. But, if you want to order one, it can’t be delivered until 2018; 2017 production is already sold out. Bombardier Aerospace CEO Guy Hachey said that economic recovery is somewhere out there beyond 2012.
Bombardier also stated that production of its new Learjet 85 aircraft has officially begun to meet the Learjet 85 aircraft’s entry into service date in 2013. Several test fuselages and key elements of the composite structure have been produced at the facility to validate the manufacturing and assembly processes. In addition, a full-length composite fuselage has been assembled, and production of the first flight test vehicle is underway. In addition to new products, retrofitting of existing aircraft was the topic of many announcements. Sierra Industries, Ltd., in cooperation with Garmin International, showed its
G501SP modification of the Cessna Citation 501, fitted with new Williams FJ44 engines, Garmin three-screen glass cockpit, Cobham digital engine gauges and other improvements. Hawker Beechcraft Services presented its Hawker 800XPR and 400XPR upfits, while Nextant Aerospace showed what is being billed as a “remanufactured” 400XT edition of the Beechjet 400A/XP aircraft. Rockwell Collins announced the first Pro Line Fusion panel upgrade for Pro Line 21equipped airplanes, initially for Beechcraft King Airs. Jet Support Services, Inc. (JSSI), were doing steady business at the show and announced that Executive AirShare / Executive Flight Services has enrolled its twentieth aircraft onto the JSSI hourly cost maintenance program. Louis C. Seno, Chairman and CEO of JSSI was in typically buoyant form. “JSSI is the only hourly cost maintenance program that covers a diverse fleet of aircraft like Executive AirShare’s. We have the specific program coverage and technical expertise they need for their entire fleet.” He added that new product announcements are breathing life into the industry and that the Chinese interest in large cabin airplanes bodes well for the future. “Even though we are in uncertain times we’re still seeking to expand in the right ways in the right places,” he said. “We’re thinking about what new markets really make sense like Brazil and like China.” Training In flight training, Bombardier and CAE announced the addition of a Level D full-flight simulator (FFS) for Challenger 300 aircraft training. The newly added CAE-built simulator will be located at Bombardier’s training center in Montréal, Canada, and will be deployed in the second half of 2012. Jeff Roberts, CAE Group President, Civil Simulation Products, Training and Services told BART. “The relationship between Bombardier and CAE has been established for several years but it has continually grown and expanded as we’ve gone along. We can help them by positioning training infrastructure, which creates a productivity gain for them.”
CAE also announced the introduction of “RealCase” evidence-based training scenarios. According to CAE these increase training effectiveness by enabling pilots to apply their analytical and decision-making skills in an interactive environment. Meanwhile FlightSafety International announced that they are investing in the design and manufacture of 14 new Level D-qualified simulators. The simulators will include an AgustaWestland AW139, Bombardier Challenger 605, Global 5000 and Global 6000, Embraer Legacy 450 and 650, Falcon 900LX, Gulfstream G280 and G650, HondaJet, Pilatus PC-12 and Sikorsky S-76D. FlightSafety will also be adding new training locations for the Gulfstream G450 and G550 aircraft in Dallas and Hong Kong during 2012. The company will also increase its fleet of Gulfstream G650 simulators to three. This includes a second to be installed in Savannah during 2012, and a third to be added in 2013. Avionics Universal Avionics said that it has been selected by Honda Aircraft to supply cockpit voice and flight data recorders as optional equipment on the new HondaJet. Available in five configurations, Universal’s new CVFDR supports an internal Recorder Independent Power Supply (RIPS) option, which provides a backup power source in the event of a main power fail. StandardAero announced that it continues to expand its experiential knowledge of the Rockwell Collins Pro Line 4 to Pro Line 21 upgrade program on Falcon aircraft, with its recent avionics upgrade of the Falcon 2000. StandardAero’s Pro Line 4 to Pro Line 21 upgrade program is available now for F50EX, F2000 and F2000EX platforms. Rockwell Collins is bringing the capabilities of its Pro Line Fusion avionics system to turboprops and light jets. This latest configuration of Pro Line Fusion includes touch-control primary flight displays, integrated head-up synthetic vision, and autonomous backup flight control modes. Additional features include MultiScan weather threat detection and full integration with Ascend flight information solutions.
Previously, advanced functionality such as synthetic vision on head-up displays and automated weather radar were only available for larger aircraft. The system will be available for new aircraft applications as well as a display retrofit for turboprops and light jets equipped with Rockwell Collins Pro Line 21 avionics. Certification is expected by the end of 2013. Honeywell, the first avionics company to bring a certified synthetic vision system to business aircraft, disclosed that it is now flying Enhanced Vision Systems infrared technology integrated with synthetic vision on a test aircraft to develop the future version of the SmartView synthetic vision. Honeywell’s SmartView provides pilots with a clear depiction of the terrain and potential obstacles exactly as they would see them looking out the cockpit windscreen, regardless of outside weather conditions. Down On The Field At the static display area on Henderson Executive airport, a half-hour road trek from the Convention Center, seven temporary buildings had been erected as sales chalets, in addition to the tents and other shelters used for making business deals. Cessna showed a “Captain America” red-white-and-blue paint job on a display Citation Mustang, Embraer brought its huge Lineage 1000 executive jet, Gulfstream’s new G650 was available for tours and Bombardier’s entire line was parked by a huge red carpet. An Airbus ACJ319 was on display, from UK charter company Aeropolis Aviation. AVIONICS While it will have a tough act to fol- Rockwell Collins low after the robust Las Vegas show, is bringing the the 2012 NBAA Convention will be capabilities of its held in Orlando, Florida, scheduled for Pro Line Fusion October 30 through November 1. to turboprops ✈ and light jets.
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PROFILE
JET AVIATION
FINISHING WITH STYLE By Paul Walsh
PRECISE
Attention to detail rules in the upholstery shop at Jet Aviation Basel.
We walk into the cabinetry shop at Jet Aviation Basel to find craftsmen bending veneers around corners and fashioning them into complex designs. They make it look easy but then we see that each veneer is a fraction of a millimeter thin and that the margin of error is almost zero. This is highly skilled work. The wood is expensive and we cannot afford for it to be destroyed, says Dan Clare, President, Jet Aviation.
A
ttention to detail rules in the upholstery shop too where a ten-strong team glue and sew the upholstery of the seats, cabinets and sidewalls. This commitment to quality might be rare nowadays, but remember that Jet Aviation Basel makes cabin interiors for some of the world’s most demanding customers. They make so much by hand to give the buyers more choice, letting them decide what materials are used and how they are used- right down to the stitching in the seams. So BART can report that there’s not a whiff of assembly-line engineering at Jet Aviation Basel; having said that, we were greatly impressed by the engineers’ contribution. Working with the latest Dassault Systèmes, CATIA and SmarTeam software, they fine-tune the customer’s cabin vision to fit the precise limitations of the aircraft. They produce the designs in 3D to iron out any certification issues before production begins. The design is handed over to the production teams and the end result is a cabin that is finished to the highest standards, but that fits with the weight and balance specifications, and the certification requirements of 80 - BART: DECEMBER - JANUARY - 2011 - 2012
an aircraft. “Finishing a hotel room, or high-end apartment is one thing,” says Clare, “dealing with an aircraft is a different ball-game.” Collaborative Spirit No doubt about it, a collaborative spirit makes it all happen in Jet Aviation’s completions hangars. But the spirit goes further, allowing the completions teams to work closely with their colleagues in maintenance. And this gives the customers even more control. The point is that no-one likes having their aircraft down for a heavy maintenance check. However, Jet Aviation softens the blow by offering avionics retrofits, airframe medications and cabin upgrades in tandem with the check. You’ll find services like these at Jet Aviation’s 26 facilities worldwide. Indeed the offerings stretch beyond maintenance and completions to include aircraft management, charter services and aircraft sales. And it doesn’t matter what service is provided, or where it is offered, customers will always get the same care and attention. “We want to welcome someone in Singapore one day,
ingly. He adds there is always steady traffic going through Basel’s maintenance hangars from Boeing, Airbus, Bombardier, Gulfstream and Dassault aircraft models. Securing the Future It seems that the real growth over the next couple of years will be in bundled refurbishment and maintenance packages. “The pre-owned market is driving this,” says Clare, “because when people buy a pre-owned aircraft they want to tailor it to their own taste. But really the great thing about Jet Aviation Basel is that we can do it all. We can do maintenance, refurbishment, completions, exterior paint and meet all of the certification requirements.” in Dubai the next, and in Moscow the day after that,” says Clare, “making sure that they get the same level of service at every center. It’s a tradition that’s firmly established, and which we intend to continue.” The Long Road to Success Speaking of tradition, we must mention Jet Aviation, founder Carl W. Hirschmann who bought Globe Air’s hangars in Basel in 1967 to establish Europe’s first Business Aviation maintenance facility. His decision came from the belief that Business Aviation would flourish over the following forty years. (Not a bad prediction you’ll agree.) Since then Jet Aviation has added new facilities in Dusseldorf, Germany in 1975 and in Jeddah, Saudi Arabia in 1977. Then throughout the 1980s, 1990s and 2000s it added facilities in the U.S. at Boston/Bedford, Massachusetts; Palm Beach, Florida; Teterboro, New Jersey; and Dallas, Texas; in the UK at Biggin Hill, London and in the UAE in Dubai. Fast forward to 2005 and Permira Funds acquires Jet Aviation, ending 38 years of family entrepreneurship. Then in 2008, General Dynamics (GD), an Aerospace and Defense company buys it, opening a new chapter in the company’s evolution. At the time, some manufacturers had concerns that with GD involved, Jet Aviation would favor GD’s other subsidiary, Gulfstream, over other OEMs. But it didn’t. As Johannes Turzer, Vice President, Maintenance Accountable Manager, points out, “In fact in the
beginning we over-compensated a little. We were focusing very intensively on the other OEMs. But now we have found the right balance; no complaints from the other OEMs, no complaints from Gulfstream.” With GD on board, costs are controlled more rigorously than before, but Turzer says, “they have allowed us stay true to our customer focused tradition and they always keep our long term objectives in mind.” Since then, Jet Aviation has made some very sensible investments, such as a new wood shop in Basel as well as new SAP, business management systems. And it’s clear that the investments are coming at the right time. Clare notes that business aircraft numbers are growing by over 3% a year and that maintenance activity is growing accord-
But there is always room for improvement and over the past year the Basel facility has made significant progress in the predictability of its completions schedules. The facility has re-organized its engineering processes; engineers now work closer to the aircraft, and often on the aircraft. “In completions we had too many projects on at the same time,” Clare adds, “so we’re going to take on less projects. We’ll be a bit more selective and only take the really top-of-the-line jobs.” And that’s a fitting way to conclude: Jet Aviation Basel aims to take the biggest completions jobs from the world’s top customers. This is Switzerland after all; the facility was never going to be a low cost, low quality provider.
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SIZEABLE
Jet Aviation Basel s completions facility can accommodate a number of wide body aircraft.
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INSIGHT
WITH DANIEL G. CLARE, PRESIDENT JET AVIATION
BUILDING ON A PROUD TRADITION Since his appointment last July Dan Clare, President, Jet Aviation has been busy meeting with clients while getting to grips with Jet Aviation s global operations. At NBAA he took time out with BART to give his perspective on Jet Aviation s plans for the future.
EXPERIENCE
Formerly Chief Financial Officer at Gulfstream, Daniel G. Clare was named President of Jet Aviation last July.
BART: Now that you’re a few months into the position, can you say what you would like to bring to Jet Aviation in the coming years? Clare: I just want to build on the history of customer service at the company; maintaining our dedication to the customer while finding new ways to build on the services that we already provide. When someone buys an airplane we can offer them a package of services, we can manage it for them, get it serviced and we offer completions and refurbishments, among a range of other options. This is what attracts people to us. BART: Your background is in accounting and financial management. Do you think this will benefit Jet Aviation at a time when companies are increasingly cost-conscious? Clare: The experience I have in financial management is always useful. Before I joined Jet Aviation I was Chief Financial Officer at Gulfstream. However, it’s clear that in this climate all CEOs will be trying to find the most efficient and cost effective ways of serving their customers. I don’t think I’m different in this regard. And running a company involves more than just keeping an eye on the figures. I have a good understanding of the aviation industry, of its customers and opportunities so I bring more to Jet Aviation than just my financial background. BART: Are you happy with the diversity of Jet Aviation’s service offerings? Are there any areas that you would like to expand into? Clare: We offer a very comprehensive portfolio of services and at the moment we don’t have particular plans
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to expand into new areas. We are expanding geographically though. Asia is becoming an increasingly important market for us. We’ve got plenty of business coming through our bases in Singapore and Hong Kong and at both locations we offer scheduled and unscheduled maintenance, aircraft repair and AOG support among other services. Of course we’re always looking at how we can augment these services. And we’re always looking at the possibility of opening centers in new locations. We’re also very well established in Russia. We were the first global Business Aviation maintenance company to serve the Business Aviation community there and our Russian operations continue to grow. BART: Despite the optimism at this year’s NBAA, we are still operating in an uncertain economic climate. Are you fearful of a double-dip recession, and how it might affect the Business Aviation industry? Clare: Yes it is an uncertain time for the economy and for this industry. And of course much depends on how European politicians deal with the debt crisis in Europe. However, I’m confident they will eventually come through with a workable solution. There have been issues in Switzerland too, where we’re based, with the value of the Swiss Franc and the impact that it’s had on competitiveness in Switzerland. But we’re weathering the storms very well; the value that customers see in our full service offering has seen us through. Our plan is just to continue doing what we’ve been doing.
BART: It’s clear that politicians aren’t very keen on supporting our industry. What’s your take on the antipathy that some U.S. politicians show towards Business Aviation? Clare: I think their position is not helpful and especially when you think of some of the things that the U.S. President has said recently. It’s just one of those things, when the economy hits a downturn and politicians run into difficulties, Business Aviation becomes a useful scapegoat. But if you reflect properly on the value that Business Aviation contributes to the economy, it’s clear that these criticisms don’t make any sense. You’ve got to think about the jobs that Business Aviation provides and the efficiency it creates for businesses. But unfortunately that side of Bu si n ess Av iation i s often ignored. BART: What is the focus of Jet Aviation’s participation at this year’s NBAA? Out of the announcements that Jet Aviation has made, are there any that you are particularly excited about? Clare: More than anything else it’s a chance for us to meet with our clients and business partners. It gives us the opportunity to get their perspective on what we offer and what we can improve upon. And in this sense the show has been an extremely positive experience. We have had a lot of traffic coming through our booth. We’ve definitely acquired some business and made more contacts, and the mood of the people is not just cautiously optimistic, it’s optimistic. In terms of announcements we’re now offering specialized global support for U.S. N-registered aircraft based in the EMEA & Asia region through our Van Nuys aircraft management and charter operation. We’ve also brought two members of our design team from Jet Aviation St Louis to share insights and tips with operators interested in aircraft refurbishment. So there’s a lot going on.
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