bart international 129

129

EST. 1988

129 OCT - NOV 2010

HAWKER 4000.

EVERY BUSINESS HAS ITS PLACE. VISIT US AT NBAA OCT. 19 - 21 Atlanta, GA (DeKalb Peachtree Airport/PDK)

BI-MONTHLY / OCTOBER - NOVEMBER - 2010 / POSTING OFFICE BE 1380 LASNE

EUROPE'S PREMIER BUSINESS AVIATION MAGAZINE

WHAT MAKES A GOOD FBO p 52 CUSTOM MODIFICATIONS p 56 GREEN TECHNOLOGY MODERN ENGINE NEW AIRCRAFT p 60

FLIGHT TEST WHIPPING THE THOROUGHBRED FALCON 2000LX p 64

STEP INTO A HAWKER-CLASS CABIN. THE STANDARD-SETTING GLOBAL BUSINESS JET ENVIRONMENT. We know that the experience you’ll have traveling on any one of our aircraft is just as important as how fast you get there. In the Hawker 4000—the world’s most technologically advanced super-midsize business jet—we engineer our interiors with productivity in mind.

Hawker craftsmen bring superior workmanship to a spacious cabin that accommodates eight in stand-up, stretch-out comfort, with amenities and finishes that set the standard for the industry. So you and your team can take advantage of valuable time—in the aircraft— to maximize the potential of your business. Learn more HawkerBeechcraft.com/Hawker

EUROPE, MIDDLE EAST & AFRICA +44 (0)1244 523 803 UNITED STATES & THE AMERICAS +1.800.949.6640 ASIA-PACIFIC +852.3756.3755 ©2010 HAWKER BEECHCRAF T CORPORATION. ALL RIGHTS RESERVED. HAWKER AND BEECHCRAF T ARE TRADEMARKS OF HAWKER BEECHCRAF T CORPORATION.

NBAA 2010 PREVIEW 1

For increased mission endurance, L-3 chose Raisbeck’s fully-enclosed main landing gear doors to equip the U.S. Air Force Project Liberty aircraft.

Why? 33 minutes more time-on-station.

Photo courtesy of U.S. Air Force, Joint Base Balad (Iraq), and AF.mil

Think Raisbeck

It just m akes good mission sense!

tobin@raisbeck.com Contact Tobin Shackelford (206) 723-2000 (800) 537-7277

www.raisbeck.com

Think Raisbeck

It just m akes good mission sense!

tobin@raisbeck.com Contact Tobin Shackelford (206) 723-2000 (800) 537-7277

www.raisbeck.com

EDITORIAL

FROM THE DESK OF…

BUSINESS AVIATION KEEP-OUT!

Fernand Francois

HAVE YOU EVER NOTICED WHILE TAXIING the number of new airlines proliferating on the tarmac of European airports? You knew the classics, and now you discover a bunch of new kids on the block. With the help of its controversial CEO Michael O’Leary, you cannot ignore Ryanair, but have you heard about Bmibaby, Anadolujet, Belle Air or Bora Jet? Did you know that there are 43 low cost airlines in Europe, compared to only nine in the US? No other sector of public air transport has grown on the Continent like the low cost airlines.

On the other hand, I should also mention that we figure 84 defunct low-cost carriers since the beginning of the no-frills airline concept, initiated in 1981 by People Express Airlines.

This reminds me of the story in Aesop’s Fables of the dog with a bone in his mouth crossing a bridge over a pond. In the middle of the bridge the dog stops and looks down upon the still waters, where he sees another dog with a bone in his mouth. He snarls in greed and leaps on the second dog so that he could have both bones. All he got was wet and, as the story goes, he lost his bone in the bargain.

All at once, these newcomers are bringing a delight for regional/secondary airport operators. The continued growth of scheduled commercial air transport, combined with the increasing number of congested coordinated airports, has shifted the focus of many regional airports towards meeting the needs of scheduled airlines – as opposed to those of the broad spectrum of operators. This trend is increasingly becoming a factor during peak periods.

Historically, Business Aviation has attempted to use secondary or regional airports closer to the place of business. This is also a means of relieving pressure on the major hub airports.

However, over the last decade, scheduled air transport’s expansion into secondary and regional airports has further encroached on the non-scheduled operators, further restricting access.

Faced with these difficulties, Business Aviation user associations have set up a series of measures to fight against the existing and potential restrictions to airport access.

The EBAA is working with the European Commission on a possible revision of Council Regulation (EEC) 95/93 on the allocation of slots at Community airports, a regulation written back in 1993 in a very different European aviation operating environment – when the airline industry was being liberalized extensively through the implementation of the ‘Third Package’ of measures.

In the United States, the NBAA is providing their Members with a Business Aviation Airport Access Program (BAAAP) created to identify, track and resolve issues that place domestic airport access in the United States in jeopardy.

Business Aviation has, and will continue to face, the airport access problem. Going forward, we have to be careful not to lean over backwards because someone like Michael O’Leary might swat you in the butt!

4 - BART: OCTOBER - NOVEMBER - 2010

LEARJET

85 WITNESS THE PROGRESS AT

WWW.LEARJET85.COM

* Registered trademark(s) or trademark(s) of Bombardier Inc. or its subsidiaries. Š 2010 Bombardier Inc. All rights reserved.

See us at NBAA, Booth #3737.

For those who are addicted, consider us an enabler.

With a SwiftBroadband system from Aircell aboard your aircraft, passengers can use Wi-Fi enabled devices such as PDAs, laptop computers and smartphones as easily as when they are on the ground. They can surf the Web, send and receive e-mail with attachments, download files and much more without interruption — wherever you fly in the world.

Aircell’s SwiftBroadband system is the lightest, smallest and most affordable Inmarsat package ever offered, backed by the recognized global leader in airborne voice and data communications. Now anyone can get a digital fix in the air, as we’re taking orders today.

For additional information, stop by NBAA booth 3737 or contact Jean-Luc Rosenfeld. jlucrosenfeld@aircell.com or +41 (32) 841 2838

©2010 Aircell Business Aviation Services LLC. All rights reserved.

Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier Managing Editor Nicholas J. Klenske.

Senior Writers Liz Moscrop, Jack Carroll, LeRoy Cook Contributors Brian Humphries, Michel R. Gr端ninger, Capt. G iancarlo Buono, Markus Kohler, Aofie O'Sullivan, Louis S myth, Derek A. Bloom, 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 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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SECTIONS

4 EDITORIAL

12 FAST TRACK

26 EURO/BUSINESS NEWS

30 EBAA: CEO CORNER

82 INSIGHT

OCTOBER - NOVEMBER 2010 Volume XXI - No 5 BART No 129 WWW.BARTINTL.COM

CONTENTS

B USINESS A VIATION R EAL T OOL Member

32

56

SHOW TIME! Business Aviation from all corners of the globe will descend on Atlanta in mid-October for the NBAA Annual Show and Convention. From the static display to the crowded halls of the exhibition, BART Senior Writer Liz Moscrop and Editor Nick Klenske take you behind the scenes for our annual show preview.

PUTTING IT ALL TOGETHER How do you make a good plane better? According to LeRoy Cook, the answer is with modifications. How do you make a quality plane more efficient? According to Marc Grangier: by going green.

And once it's all put together it's time to test it out, as we do with the Falcon 2000LX (compliments of Volare).

48

68

GOOD SALES, GOOD FBOs Even in a time when everyone else seems to be struggling, the Airbus Corporate Jet (ACJ) is surpassing expectations, Senior Writer Jack Carroll reports. We all use them, but how should we choose them? Universal Weather and Aviation break down the essential elements of finding a Good FBO.

THE DETAILS BART Resident Pilot LeRoy Cook talks about dealing with latesummer thunderstorms in this edition of "From the Cockpit", while the experts at Great Circle Services talk rules and regulations. Nick Klenske reports from JetExpo Moscow and checks in with StandardAero.

RECEPTION You should expect a good reception when choosing an FBO, not a deception!

Read our report provided by Universal Weather and Aviation on page 52 (photo Jet Aviation)

COVER The Falcon 2000EX is the latest addition in Dassault’s familly of Executive jets.

Marco Locatelli reports on his flight test on page 64. (photo Dassault)

While you’re looking at this Silvercrest engine, Snecma customer support engineers are doing exactly the same thing.

The brand-new Snecma Silvercrest engine offers far more than meets the eye. It’s the only business jet engine that monitors in real time its own performance in flight, sending diagnostic and prognostic data to our support teams on the ground, worldwide. Within minutes, our engineers can

tell you exactly where and when servicing operations will be needed.

So you fly on schedule, while saving time and money because we anticipate and plan maintenance. Silvercrest delivers 15 percent lower fuel burn than current bizjet engines, while reducing emissions and noise. Snecma Silvercrest. Worth keeping your eye on. Visit www.silvercrestaero.com

AGENDA NBAA CONVENTION 19 - 21 OCTOBER 2010 Atlanta, U.S.A MEBA 7 - 9 DECEMBER 2010 Dubai, U.A.E HELI-EXPO 5 - 8 MARCH 2011 Orlando, U.S.A

HAWKER BEECHCRAFT ANNOUNCES BONANZA XTRA UPGRADE PROGRAM Hawker Beechcraft Corporation (HBC) announced Bonanza XTRA, a new program for owners, operators and repair stations of the Beechcraft Bonanza, that provides the most popular upgrades in a bundled package directly from Hawker Beechcraft Parts & Distribution (HBP&D). In addition, the company will offer seamless, turn-key aircraft installation of the packages through its factory-owned service network, Hawker Beechcraft Services (HBS).

BLACKHAWK ENGINE UPGRADE FOR EUROPEAN PIPER CHEYENNE OPERATORS Blackhawk has just been awarded EASA certification for its popular XP engine upgrade for the Piper Cheyenne I, II and IIXL models. The XP upgrade package replaces original and aging engines with factory new Pratt & Whitney PT6A135A engines. The 750 Shaft Horsepower -135A engines are flat rated to the original airframe horsepower limit, which increases the available torque in climb and at cruising altitudes. This Blackhawk engine upgrade allows all Cheyenne models to achieve max cruise speeds in the 280 knot range while it reduces time to climb and extends range. Blackhawk lowers the operating and maintenance costs and offers the Cheyenne operator a solid return on investment while they fly and superior resale value.

LEARJET 45 XR SETS THE PACE FOR RENO AIR RACERS Bombardier Aerospace announced that its Learjet 45 XR demonstrator aircraft is the official pace plane for the 47th annual National Championship Air Races, which are taking place from September 15 to 19 in Reno, Nevada. The role of the pace plane is to lead a formation of race aircraft to the start line. The pace aircraft must be stable and very maneuverable at both low and high speeds to give each racer an equal entry onto the race course at the start. The pace aircraft must take off and fly slowly (160kts) so that as many as eight race aircraft have time to depart from the airport and join the formation. The aircraft must then accelerate to near race speeds (>300kts) in limited airspace and time to bring the formation to the start line.

MARSHALL CAMBRIDGE AIRPORT HOSTED BGAD10

The UK popular business and general aviation event – BGAD10 – took place on 21st September at the new Marshall Business Aviation Center and its adjacent MRO facilities.

Visitors from the business and general aviation industry and local businesses were there for an effective day of networking. A popular part of the day was the seminars on a range of subjects including the benefits of securus escrow to business aviation (by BACA), managing in-flight emergencies (by MedAire), and Avinode Business Intelligence. The static display consisted of the Embraer Lineage 1000, and 17 other jets, turboprops and helicopters including Cessna, Beechcraft, Gulfstream, Eurocopter, and a range of high-class cars.

12 - BART: OCTOBER - NOVEMBER - 2010

EMS OPENS SCANDINAVIA’S 1ST CITATION SERVICE CENTER Cessna Aircraft Company is delighted to announce that European Maintenance Service AB (EMS) is opening Scandinavia’s first Cessna authorized Citation Service Center. Located at Gothenburg Säve Airport in Sweden, the Nordic Citation Service Center is a 3,000-square-meter facility that will serve customers throughout Scandinavia. The Center will provide maintenance services for 500, 525, 550, 560, 560XL and 680 series Citation business jets and can house up to eight aircraft at a time. Among the many amenities to be offered are : 24/7 Aircraft on Ground ( AOG) support service and business, leisure and accommodation services for visiting crew.

jetAVIVA SELLS, DELIVERS 1ST EMBRAER PHENOM 100 TO AUSTRALIA jetAVIVA has sold and delivered the first Phenom 100 to a client in Australia. The Phenom was flown 13,142 nautical miles with stops in Canada, Alaska, Russia, South Korea, Taiwan, Hong Kong, Vietnam, Singapore, Thailand, and Indonesia, before arriving in Australia.

This delivery flight marked the first time ever for any Phenom 100 to land in Alaska, Russia, South Korea, Taiwan, or Vietnam. The airplane was flown by jetAVIVA Manager of Phenom Acceptance and Delivery Captain Marcio Lucchese and First Officer Edwin Sahakian.

FLIGHTSAFETY, BOEING TO OFFER FIRST OFFICER TRAINING PROGRAM FlightSafety International and Boeing Training & Flight Services have entered into an agreement to jointly offer a comprehensive First Officer training program. The two phase program is designed to provide those with no prior flying experience the opportunity to pursue a career as a professional pilot.

CESSNA APPROVED BY TSA FOR PARTS SHIPMENTS Cessna Aircraft Company is one of the first aviation companies to be approved by the US Transportation Security Administration to participate in the Certified Cargo Screening Program for aviation parts shipments. The Transportation Security Administration (TSA) created the Certified Cargo Screening Program (CCSP), which allows certified facilities across the country to screen cargo before it reaches the airport. CCSP facilities are approved

by TSA and adhere to strict security standards. Cessna processes screen employees and contractors to meet these TSA standards.

ExecuJet MIDDLE EAST TAKES NEW HANGAR AT DUBAI INTERNATIONAL

ExecuJet Middle East is expanding its maintenance capability at its Dubai International Airport base with the addition of a second 4,830 m² hangar. The facility is suitable to accommodate up to eight to ten aircraft or more of various sizes and also features 417 m² of additional office space.

The new facility, which ExecuJet has committed to under an initial three year lease, complements its existing 5,600 m² maintenance, FBO and office facility at the airport, where it also offers aircraft management and charter services.

14 - BART: OCTOBER - NOVEMBER - 2010

ARGUS OPERATOR RATINGS TO BE AVAILABLE IN CHARTER DIRECTORY ARGUS is pleased to announce their new alliance with Air Charter Guide. Users of Air Charter Guide’s on-line directory will soon be able to view the ratings of ARGUS rated charter operators. ARGUS offers the only truly independent rating of charter operators derived from factual data and information crucial to performing due diligence on a particular operator. The number of ARGUS rated operators has been rising steadily and currently consists of 314 Gold, 25 Gold Plus, and 85 Platinum rated charter operators.

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*Of those operating business aircraft.

HBC TAPS QAA TO PROVIDE OVERHAULED ENGINE ACCESSORIES Hawker Beechcraft Corporation (HBC) announced it has selected Quality Aircraft Accessories (QAA), a leading distributor of aftermarket new and reconditioned general aviation engine accessories, to provide overhauled engine accessories for its Beechcraft Baron G58 and Beechcraft Bonanza G36 aircraft. QAA will overhaul engine accessories at its repair station in Tulsa, Okla., and deliver them to HBC’s parts distribution facility in Dallas, Texas. Future plans call for HBC to stock the overhauled accessories at all of its global distribution points.

Do 228NG WELL UNDER WAY

The first RUAG aircraft, the Do 228NG (New Generation) S/N 8300, was handed over in Oberpfaffenhofen to the Japanese customer New Central Airservice (NCA). At the same time, RUAG announced to build

AgustaWestland AW139 OBTAINS RUSSIAN CIVIL CERTIFICATION AgustaWestland is pleased to announce that Russian civil certification for the AW139 medium twin helicopter has been successfully accomplished fulfilling MAK requirements.

MAK has now issued the Russian AW139 Type Certificate Data Sheet. This adds to Russian civil certification already received for the single engine AW119Ke as well as for the AW109 Power and Grand light twin models. a Do 228NG Special Mission aircraft. Customer is the German Federal Office of Defense Technology and Procurement (BWB), which on behalf of the German Federal Ministry of Transport, Building and Urban Development, has ordered a Do 228NG. The specially equipped aircraft is planned to be used for oil pollution control above the German North and Baltic Seas.

POWER 90 ENGINE UPGRADE ENHANCES VALUE OF KING AIRS Owners of King Air C90 aircraft who take advantage of the Power 90 Upgrade Program and upgrade engines to the GE M601E-11A will gain “…significantly increased operating efficiency, reduced variable costs, and net savings…” according to a July 2010 study by Conklin & de Decker performed for GE Aviation. The comparative analysis of the GE engine against its competition was acknowledged by Vref, which recently recognized 100 percent of the conversion cost in the value added to a C90, when the GE engine upgrade was selected.

LINEAGE 1000 JET DEMONSTRATES LONG-RANGE FLIGHT CAPABILITIES

Embraer’s ultra-large Lineage 1000 executive jet demonstrator aircraft recently made history by completing the longest distance ever flown by an Embraer airplane. In its first nonstop flight from Mumbai, in India, to London’s Luton Airport (LTN), in England, the Lineage 1000 covered a ground distance of 4,015 nautical miles (7,435 km) in 9 hours and 15 minutes. This distance is equivalent to 4,400 nautical miles (8,149 km) with no headwind.

16 - BART: OCTOBER - NOVEMBER - 2010

We get it: Your business aircraft is how you stay ahead in an

unforgiving world – how you help your company succeed. It’s far more than aluminum, engines, electronics and seats – it’s a daily test of your flight department’s reputation. And we are dedicated to keeping it flying, increasing your aircraft availability and reducing your operating costs. Discover how our TotalCare™ approach to Business Aviation Services can contribute to your success. Visit us at NBAA Booth 7601 or at www.standardaero.com/totalcare.

AVIONICS

PAINT

ENGINES

AIRFRAME

COMPLETIONS

© Copyright StandardAero 2010. All Rights Reserved.

AL HABTOOR’S LINEAGE 1000 ENTERS ROYAL JET SERVICE Royal Jet - the Abu Dhabi-based international luxury flight services company chaired by His Excellency Sheikh Hamdan Bin Mubarak Al Nahyan – has added an Embraer Lineage 1000 aircraft owned by the Al Habtoor group, the UAE-based business conglomerate, to its fastgrowing fleet.

The aircraft – part of an Aircraft Management Agreement signed in April this year – which has already entered service and taken to the skies has reinforced Royal Jet’s offering of unparalleled levels of comfort and luxury while providing further flexibility in terms of capacity.

Under the terms of the Agreement, apart from managing the aircraft’s day-to-day operations, Royal Jet itself carried out due diligence on its purchase, prepared the technical specifications and conducted the associated financial, commercial and technical reviews. Through its project management and acquisition team, Royal Jet provides a tailored, comprehensive service from initial consultancy through to acquisition, management and sale of an aircraft – a ‘one-stop’ service which reduces overall costs for clients, without compromising on quality or safety.

The aircraft is uniquely configured to carry up to 19 passengers across five separate zones, each offering unparalleled levels of comfort and includes a private stateroom with VIP bathroom and shower.

FLIGHTSAFETY TO OFFER KING AIR 350 TRAINING IN AUSTRALIA

FlightSafety International is pleased to announce that it will offer Beechcraft King Air 350 training in Australia. The Full Flight Simulator is scheduled to be installed at the Ansett Aviation Training facility in Melbourne, Australia by the end of 2011.

18 - BART: OCTOBER - NOVEMBER - 2010

QUINTESSENTIALLY AVIATION OFFICIAL JET PROVIDER FOR ASPIRE4SPORT Quintessentially Aviation has been appointed as the official jet supplier for Aspire4Sport, a major sporting conference and exhibition in Doha, Qatar in November 2010 in conjunction with Qatar’s bid for the 2022 FIFA World Cup.The air charter company will arrange private jet and helicopter transport and for the delegates as they arrive from all over the world to attend this unique 4 day event, including a Brazil V Argentina soccer match with the current teams.

Their participation will see such sporting legends such as Bjorn Borg, John McEnroe, Marcello Lippi, Michael Johnson, Lothar Matthaeus, Barcelona President Sandro Rosell, Internazionale de Milano CEO Ernesto Paolillo and many more mingle with attendees in a number of informal discussion forums and exciting evening events.

CESSNA’S 2000TH CARAVAN GOES TO DHL PARTNER AIR ST. KITTS-NEVIS

Cessna Aircraft Company delivered its 2,000th Caravan turboprop, this one going to Air St. Kitts-Nevis to be used as part of the carrier’s DHL courier operation. The carrier, which operates out of multiple bases in the Caribbean, will also take delivery of another new Caravan this year. The two new Garmin G1000-equipped Grand Caravans will replace two older models in its fleet.

CRS JET SPARES OFFERS IMPROVED SOLUTIONS PAY OFF FOR OPERATORS

CRS Jet Spares reports a 25% decrease in customer additional billings, a.k.a. “billbacks”. The company attributes this significant decrease to their Option 2 pricing program. When a Business Aviation operator needs a part in a hurry it is generally accepted that an exchange transaction is preferred. Over the years, companies like CRS have provided flat rate exchange prices contingent on the condition of the returned core. As a result of this type of transaction there exists the chance for additional billing to the operator. CRS has dedicated time, energy and effort in seeking ways to minimize this “billback” scenario over the past several years.

20 - BART: OCTOBER - NOVEMBER - 2010

ICG, ROCKWELL COLLINS DEMONSTRATE ICS-220A International Communications Group (ICG) and Rockwell Collins have successfully demonstrated the compatibility of ICG’s NxtLink ICS-220A communication systems with Rockwell Collins Pro Line Fusion avionics that are the basis of the PlaneView250 ® flight deck on the Gulfstream G250. The three-channel ICS-220A has been developed and certified to equally serve the Air Transport and Executive Jet markets with flight deck Datalink Air Operations Center (AOC) and Air Traffic System (ATS) communications capabilities. The tests, which were conducted on July 29, utilized flight simulation equipment at Gulfsteam’s Integration Lab in Savannah and the Air Traffic Control Communications Testing Facility and Avionics System Test (ACTFAST) at Edwards Air Force Base, California to exercise the Controller Pilot Datalink Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) functions of the G250’s Pro Line Fusion avionics.

A 04 BA 4 N .2 o at s hn t u oot si Vi , b lB al H

We have a company-wide passion for service that makes you feel welcome You know what to expect when you choose one of Jet Aviation’s FBOs. No matter where you fly in Europe, the Middle East, Asia or North America, you will receive the same outstanding and personalized service. As a global leader with more than four decades experience, Jet Aviation, a wholly owned subsidiary of General Dynamics, offers you the full scope of premium aviation services. Our experts provide you with the right solutions because our mission is to serve you best. Satisfying all your travel needs is one commitment that will never change. Personalized to Perfection. www.jetaviation.com/fbo

North America I Boston/Bedford I Dallas I Palm Beach I St. Louis I Teterboro I EMEA & Asia I Dubai I Dusseldorf I Geneva I Jeddah I London Biggin Hill I Riyadh I Singapore I Zurich

BELL SCORES 1ST 429 ORDER IN CHINA Bell Helicopter has received its first 429 customer order in the People’s Republic of China. The order was confirmed during the Bell 429 demonstration tour in Zhuhai, China on September 15, 2010. Sold to Mr. Ren Jianjun, a prominent industrialist from Hebei province, this is the first Bell 429 scheduled for delivery in China. Mr. Ren, an aviation enthusiast and pilot, also owns and operates a Bell 206B-3 JetRanger.

HONEYWELL-CAE TRAINING ALLIANCE EXPANDS COURSE OFFERINGS Honeywell and CAE announced that their Honeywell-CAE Training Alliance is now offering maintenance training courses for technicians in Europe, the Middle East, and Asia, and is also incorporating the expertise of other best-in-class partners.

The alliance delivers technical training at the Honeywell Aerospace Academy in Phoenix, Arizona, in CAE training centres worldwide, at selected partner locations, and at customer facilities.

HARTZELL PROPELLER INTRODUCES 3-BLADE TOP

Hartzell Propeller Inc. has developed a new 3bladed Top Prop™ performance conversion for Cessna 180 and 185, as well as early 210 and 205 aircraft. This propeller system blends advanced technology scimitar airfoils into a robust design machined from aluminum alloy forgings to provide increased performance, maximum durability and reliability suitable for any conditions.

BELL REDUCES DIRECT OPERATING COSTS FOR 407 HELICOPTER Bell Helicopter has significantly reduced direct operating costs for 407 operators by removing a series of life limited parts in its maintenance manual. As part of an ongoing effort to reduce direct maintenance costs on the Bell 407, a team of engineers has reevaluated life limited items listed in Maintenance Manual Chapter 4 to ensure operators are able to take full advantage of Bell products and more effectively operate their aircraft.

BANYAN TO HOLD KING AIR DAY Banyan Air Service at Fort Lauderdale Executive Airport (FXE) will be hosting King Air Day on Friday, October 29, 2010.

This event is for owners and operators of King Airs to learn more about avionics, PT6 engines, winglets, and other upgrades that will increase their flying pleasure and also the value of their aircraft.

22 - BART: OCTOBER - NOVEMBER - 2010

HAWKER BEECHCRAFT GLOBAL CUSTOMER SUPPORT.

DEDICATED TO YOUR AIRCRAFT AND TO YOUR SUCCESS. “The real value in the Hawker we purchased is the relationships that come with it. This is absolute customer dedication, and another example of the simply stellar support we have received post-delivery on this aircraft.”

—Eric Norber, Founder and Pilot of ELJ Aviation

VISIT US AT NBAA OCT. 19 - 21 Atlanta, GA (Hall B, Location 947)

LOWER OPERATING COSTS. INCREASED VALUE. ENHANCED OWNERSHIP. As lightning struck and an AOG threatened to cancel a critical mission, ELJ Aviation founder and pilot Eric Norber learned firsthand how the Hawker Beechcraft Global Customer Support team defines commitment. Field service representative Tim Mau orchestrated Hawker Beechcraft Services and RDO engineering resources to find a solution for Mr. Norber that others would have called impossible. Working through the night, the GCS team had the aircraft ready for dispatch—on time—by sunrise.

READ THE WHOLE STORY IN FLIGHTPATH MAGAZINE

GLOBAL CUSTOMER SUPPORT SUPPORT PLUS

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PARTS & DISTRIBUTION HAWKER BEECHCRAFT SERVICES TECHNICAL SUPPORT & PUBLICATIONS

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©2010 HAWKER BEECHCRAFT CORPORATION. ALL RIGHTS RESERVED. HAWKER, BEECHCRAFT, AND SUPPORT PLUS ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

From the cockpit to the hangar…

PEOPLE Air Partner Air Partner has appointed Suzanne Sharp as Manager of the company’s UK Commercial Jets division.

Coon, Greg Haataja, Mark Chris, Myron Jackson, Pat Tisdale, Randy Johnson and Eric Covington were named Associate Technical Fellows.

CRS Jet Spares David Prince has been promoted by CRS Jet Spares to Repair Control Manager and Julian Thom as Repair Control Coordinator.

FlightSafety International FlightSafety International announced that Andy Johnson has been promoted to Manager of the company’s Learning Center in Orlando, Florida.

Suzanne Sharp Aviator Farnborough The Aviator Farnborough Hotel has appointed Andrew Donovan as Executive Chef.

sales

repairs

outright

exchanges

Beechjet

Falcon

Hawker

Lear

*OHSSLUNLY

Gulfstream

Andy Johnson Gulfstream Gulfstream appointed two new vice presidents to oversee production. Greg Collett has been promoted to vice presi-

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Andrew Donovan Bell Helicopter Bell Helicopter announced its 2010 Engineering Technical Fellows. Carlos Fenny, Walt Riley, Paul Oldroyd and Paul Madej are the company’s new Technical Fellows, and John Brieger, Mithat Yuce, Kent Stewart, Jack Shue, Tim Ledbetter, Ron Woods, Marty Shubert, Pat Hollifield, Brad Stamps, Roger Aubert, Jon

Greg Collett

dent of Initial Phase Operations, and Austin Shontz, has been named vice president of Final Phase Operations.

Hawker Beechcraft Scott Plumb has been named vice president, Hawker Sales for EMEA Region. The com-

Ocean Sky Captain Don Sigournay was named director of flight operations, Lenny Gray as general manager of Ocean Sky Aircraft Interiors, and Paul Macintyre as the new engineering manager.

Raisbeck Engineering Michael McConnell has been named President of Raisbeck Engineering. McConnell is an

Scott Plumb pany further named Simon Roads director of Completion Sales, Alexander L.W. Synder, vice president General Counsel and Secretary, and Mike Haenssi, director of product marketing.

Michael McConnell experienced senior executive with a track record of building organizations and delivering results through corporate strategy, product development, customer relations and innovative marketing campaigns.

The company further announced that David Lednicer, CFD expert, has joined the Raisbeck Engineering Design Team.

Alexander L.W. Synder London Oxford Airport Steve Jones, managing director of London Oxford Airport, is taking over as general manager of AlBateen Executive Airport in Abu Dhabi.

David Lednicer

EUROPEAN UPDATE

EASA PUBLISHES RULES FOR HARMONIZED PILOT LICENSING The European Aviation Safety Agency (EASA) published a proposal to the European Commission for a harmonized regulation on Flight Crew Licensing (Part-FCL) in the form of an ‘Opinion’. This new regulation will ensure that the same pilot licensing requirements and related high safety levels apply in all Member States.

This ‘Opinion’ covers requirements for pilot licensing for airplanes, helicopters, airships, powered-lift aircraft, sailplanes and balloons. Measures to ensure a smooth transition to the new rules are also provided.

As requested by the European Parliament in its Agenda for Sustainable General and Business Aviation, the newly developed Light Aircraft Pilot License, which is part of the new regulation, will facilitate the access to aviation for a broader public while maintaining a high level of safety.

EASA’s proposal was initially open to public consultation from June 2008 to February 2009. Over 8,000 comments were received from a wide range of stakeholders and this feedback was taken into account and integrated in this ‘Opinion’.

The new regulation on Flight Crew Licensing will be adopted by the European Commission and enter info force as Community law by April 2012.

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EBAA TO HOST ONE EUROPE REGIONAL FORUM

On 20-21 January, 2011, at the Hilton Vienna in Austria, the European Business Aviation Association (EBAA) will host its third regional forum entitled “One Europe: A Roadmap for Aligning East and West”.

During this interactive two-day forum, guest speakers such as Dr. Caspar Einem, president of the Austrian Business Aviation Association; Leonid Koshelev, chairman of the Russian United Business Aviation Association; and Kimon Daniilidas, chairman of the Hellenic Air Carriers Association, will join EBAA Chairman Rodolfo Baviera and EBAA CEO and President Brian Humphries in addressing a range of issues including aircraft financing challenges, achieving industry standards for insurance benefits, and easing access for Eastern Europe-based operators into Western Europe and vice versa. A full schedule of speakers and discussion points will be released in the coming weeks.

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“As the influence of Business Aviation increases, it is ever-more crucial that European operators regularly convene to discuss challenges and share best practices to ensure safe and fair operations across the breadth of Europe,” says Humphries. “In our ongoing series of regional forums, we’ve selected ‘One Europe’ as a theme to emphasize the necessity of harmonizing practices –operations, safety, services and pricing – in order to erase distinctions between activities in the North and South or East and West.”

Forum participants will be encouraged not only to exchange insights, but also to help develop a strategic action plan to achieve a standardized treatment and operation of BisAv activities across Europe.

“The European National Associations are non-profit organizations and are therefore able to keep fees to a minimum for such regional events, which are run on a ‘not for profit basis’ unlike other conferences,” explains ABAA’s Dr. Caspar Einem. “Furthermore, all income is channeled directly back into our organizations to further develop activities that directly benefit the Business Aviation community.

“Regional forums are also distinctive because they are meetings in which issues are discussed AND acted upon. They offer a chance for members of the community to speak their minds so that National Associations like the ABAA can advocate on their behalf at local level, and the EBAA can reliably serve as their voice at European and international level.”

The “One Europe” Forum in Vienna is open to both members and non-members of the European Business Aviation Association.

EBAA members, however, have an opportunity to exhibit during the forum as well.

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EBAA WELCOMES NEW AFFILIATE NATIONAL ASSOCIATIONS The European Business Aviation Association (EBAA) welcomes the addition of new affiliate National Associations representing the local interests of business aircraft operators across the region.

Over the past year, EBAA has supported the creation of the Russian United Business Aviation Association, (RUBAA) , which combines the efforts and membership of the former RBAA and UBAA, the Spanish Executive Aviation Association (AESAVE), EBAA Belgium, Malta Business Aviation Association and the Austrian Business Aviation Association (ABAA). These entities join the British Business & General Aviation Association (BBGA), EBAA France, EBAA Switzerland, the German Business Aviation Association (GBAA), Italian Business Aviation Association (IBAA) and Norwegian Aircraft Operators Association (NAOA) in having their national issues highlighted and addressed at European and international level through the efforts of EBAA and the International Business Aviation Council (IBAC).

“The importance and reach of Business Aviation in Europe continues to increase, with the sector flourishing across the breadth of the region,” says EBAA President & CEO Brian Humphries. “EBAA supports the ongoing development of new, non-profit, National

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Associations that represent the interests of business aircraft operators and endeavour to advocate on their behalf not only locally, but also at European level and globally by satisfying the requirements of IBAC membership.”

“One important RUBAA activity is to implement and promote within Russia internationally accepted voluntary standards for the operation of business aircraft. To achieve this, we rely heavily on our cooperation with EBAA and IBAC,” says RUBAA President Leonid Koshelev.

“Among the leading priorities of the Malta Business Aviation Association are the challenging issues of setting up a successful aircraft register in Malta, and subjects regarding access to Malta International Airport including fees and charges, security and better facilities. We welcome the support and expertise provided by EBAA to help us address these issues within a European context.

Furthermore, through EBAA we can easily liaise with operators across the continent to share best practices and exchange advice,” explains Stanley Bugeja, President of the MBAA. “The Austrian Business Aviation Association looks forward to cooperating with EBAA to hold its next regional Business Aviation forum in January, where we’ll examine business aircraft operations in Austria and across Eastern Europe,” says ABAA Founder and President Dr. Caspar Einem. “No matter the country, operators and service providers have much to learn from each other to ensure the harmonization of activities across Europe. We all benefit by having a unified message towards governments, media and the public to voice concerns and promote understanding of our important sector.”

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EUROPEAN COMMISSION HOLDS PUBLIC CONSULTATION The European Commission has decided to launch a public consultation on the impact assessment for a possible revision of Council regulation 95/93 on common rules for the allocation of slots at Community airports.

The consultation can be viewed until 29/10/2010 at http://ec.europa.eu/yourvoice.

The EBAA stresses the importance for Business Aviation operators to participate in this consultation to let the EC know what the specific needs of Business Aviation are regarding the utilization of slots at congested airports and the need to grandfather the use of these slots. EBAA held a preliminary meeting with the consultant, which has been commissioned by the EC to carry out the study and consultation on potential changes to the Slot Regulation. During this meeting, which was held in mid-August, EBAA explained the current, unfavorable situation and the need to be able to operate at congested airports with the same historical rights as airlines.

✈ BART: OCTOBER - NOVEMBER - 2010 - 27

HARTZELL PROPELLER PARENT COMPANY ACQUIRES ASSETS FROM KELLY AEROSPACE

Tailwind Technologies Inc. is the parent company of Hartzell Propeller Inc., Mayday Manufacturing Company and Industrial Tube Company, Electrofilm Manufacturing Company and AcousticFab LLC, collectively Hartzell Aerospace. Founded in 1987 and headquartered in Piqua, Ohio, the company buys and operates value-added manufacturing businesses in general aviation, aerospace and industrial sectors with a longterm hold strategy.

$

StandardAero SPRINGFIELD FACILITY GETS $500,000 INVESTMENT StandardAero announced that the compaTailwind Technologies Inc., the parent company of Hartzell Propeller Inc., has purchased assets from Kelly Aerospace Energy Systems, LLC, of Montgomery, Alabama.

Price of the transaction was not disclosed.

The new Tailwind-owned company will be named Hartzell Engine Technologies LLC., and will be led by Mike Disbrow who also currently serves as senior vice president of sales, marketing and customer support at Hartzell Propeller in Piqua, Ohio. Disbrow has over 20 years experience in the general aviation industry.

The acquisition of the Energy Systems assets of Kelly Aerospace continues Tailwind's aggressive growth strategy through the formation of a new business with a broad suite of engine and aircraft accessories. Hartzell Engine Technologies' product line will include turbocharger systems, alternators, starters, Janitrol Heaters, fuel pumps, oil filters, ignition harnesses, magnetos, voltage regulators and MCUs and a large range of other electrical components, primarily serving piston-engine general aviation and military aircraft, as well as piston and turbine engine helicopters. In combination with Hartzell Propeller, Tailwind now has an even stronger offering of engineered products for the general aviation market.

28 - OCTOBER - NOVEMBER - 2010

Hartzell Engine Technologies will be based in Montgomery, Alabama. Customers include major piston engine manufacturers, airframers and distributors worldwide.

Jeff Kelly, currently president of Kelly Aerospace Energy Systems, has agreed to continue with Hartzell Engine Technologies LLC, as Executive Vice President reporting to Mike Disbrow. Kent Kelly, Kelly Aerospace's founder and chairman, will also continue with Hartzell Engine Technologies in order to ensure a successful transition from Kelly Aerospace.

James W. Brown III, president of Tailwind Technologies, said, "Adding Hartzell Engine Technologies to our group of aircraft supplier companies is an exciting new step for Tailwind in the general aviation market.

Acquiring these assets from Kelly Aerospace Energy Systems will allow us to grow our "firewall forward" suite of products."

Hartzell Engine Technologies' Mike Disbrow, said, "Creating Hartzell Engine Technologies complements our already strong position in the general aviation market, allowing us to share customers and platforms with Hartzell Propeller Inc. "As with Hartzell Propeller, we expect Hartzell Engine Technologies to be known for well engineered, high quality products delivered with superior customer service," he added.

ny’s Business Aviation services facility in Springfield, Ill. will receive a facility siteimprovement investment worth $500,000.

Work begins soon and is expected to be completed over the next six months.

The details are still being finalized but the projects involve repainting of the facility’s hangar floors and walls, in addition to the installation of large-facility ventilation fans and new energy-efficient lighting, all with the goal of providing a more comfortable environment for company employees, and StandardAero customers and their aircraft.

“We’re excited about the positive impact these improvements and upgrades will have on our customers and employees,” said Mike Menard, vice president and general manager, StandardAero Springfield. These improvements will definitely enhance the quality of our customers’ experience while in our facilities making them comfortable and productive. Additionally, it will create a better work environment for our employees as well as contribute to significant reductions in utility costs throughout the facility.”

Reiterating his objective of ensuring worldclass customer service was Scott Taylor, StandardAero’s senior vice president of Business Aviation. “Today’s announcement is just another step Business Aviation is taking toward ensuring we deliver a world-class customer experience. We’re making a difference and it’s showing,” Taylor concluded.

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EBAA

CEO’s CORNER

AUTUMN COMES IN WITH A BANG

Brian Humphries

While traffic slowed in August in line with the normal annual cycle, for the fourth month running overall activity levels in Europe were up six percent on the same month last year, with some regions enjoying much higher rates. These encouraging figures suggest that the recovery is becoming sustained – and so too is the recovery in rulemaking and other official work in Brussels and Cologne. In September we witnessed an explosion in activity, all of it with potentially significant implications for the Business Aviation sector.

OVERLOAD

Demanding consultations and forum are challenging a sustained recovery says Humphries.

irst and foremost, the EASA rulemaking consultation and review work is reaching its conclusion, and we are about to enter the all important Comment and Response Document (CRD) Phase for the key draft rules. Indeed, that of Flight Crew Licensing (FCL) has already been completed, and EASA has expressed its opinion to the European Commission. Perhaps this is a fore-

F

30 - BART: OCTOBER - NOVEMBER - 2010

taste of what is to come because, after almost two years of advising the EASA Rulemakers through the Working and Review groups, it seems our advice may not have been heeded and in the final draft of part-FCL there is no provision for the conduct of Initial, Re-validation and Renewal of Class/Type ratings outside the Territories of Member States.

Currently some 4000 such checks are conducted each year and, clearly provision must be made for the over 300 examiners outside the EU, holding ICAO licenses and appropriate Member State examiner approvals, to continue their work. Without this, there will be a highly negative impact on the safety of BizAv operations since, as many European operators rely on simulator training conducted in Canada or the US. Moreover, because so many European business aircraft are manufactured in North America where the biggest BizAv fleets are located, to expect the relocation of such activity to Europe to comply with the new rules is utterly unrealistic. We shall, therefore, continue to fight hard with our US colleagues to allow the status quo to continue.

Meanwhile, CRDs are due shortly for Commercial Air Transport (CAT) and Non- Commercial Complex (NCC) aircraft, and we must all prepare to take the time to review the drafts and to comment as necessary. These new rules could include changes that would have a huge impact on the future success of our businesses.

While we have worked hard in the various specialist groups, we urge all operators to take the trouble to be involved in the CRD process and to comment accordingly.

We continue to be active in the slot consultation process.Now that the open stakeholder consultation process is under way, it is important that all BizAv operators participate in the consultation and let your views be known

about our sector’s specific needs and, in particular, the need to grandfather the rights of historical slot usage. So please go to http://ec.europa.eu/transport/air/c onsultations/2010_10_25_regulation_95_93_ec_en.htm.

Turning to more immediate matters, there is increasing concern about the growing number of potentially illegal flights in Europe, especially those from third countries that are offered without the necessary operating permits having been obtained from the relevant Member States. Accordingly, we have formed a specialist working group to review what is going on and spearhead actions to ensure that the flights being offered are in every way legal for the routes to be flown. We have already prepared some draft text for brochures, and we plan to develop these for wide circulation.

Finally, in recognition of our panEuropean role, on 20-21 January, 2011 at the Hilton Vienna in Austria, the EBAA will host its third regional forum entitled “One Europe: A Roadmap for Aligning East and West”.

As the influence of Business Aviation increases, it is ever-more crucial that European operators regularly convene to discuss challenges and share best practices. Our goal is to ensure safe and fair operations across the breadth of Europe and we have chosen ‘One Europe’ as a theme to emphasize the necessity of harmonizing practices –operations, safety, services and pricing – in order to erase distinctions between activities in the North and South or East and West. This event is non-profit making and will provide a real opportunity for stakeholders to exchange ideas and develop and harmonize best practices, so make a note in your dairy now and we look forward to seeing you in Vienna in January!

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PREVIEW

NBAA 2010

CAUTIOUS OPTIMISM It’s been a tough old time for Business Aviation, although the industry looks to be stabilizing somewhat. The good news is that this year’s NBAA show has a sold out static park and full exhibition hall. Liz Moscrop looks at what lies in store. he National Business Aviation Association’s 63rd annual meeting and convention is shaping up to be a good show, and may prove to be a timely shot in the arm for the beleaguered Business Aviation industry. The 2010 show takes place at the Georgia World Congress Center, featuring a static display at DeKalb Peachtree Airport, plus over 100 education, maintenance and operations sessions. The organizers anticipate some 25,000 Business Aviation professionals showing up to see what’s happening with their industry.

Apart from the important issues discussed at the show, NBAA is traditionally the place where the world’s major

T FAR-OFF

To face the increasing demand from businesses needing to travel long distances, Bombardier had to increase the production of the Global family

32 - BART: OCTOBER - NOVEMBER- 2010

business aircraft manufacturers display their latest wares. This year Gulfstream is likely to cause the most excitement, particularly if it flies its flagship new G650 to town. At the time of writing this was not definitely going to happen. However, given the flight test status of the company’s new flagship, it is highly likely. Look out, too, for a possible new product from Hawker Beechcraft, as well as new interiors for the PiperJet. After last year’s financial pummeling, there are small signs of recovery in some segments, although the lower end of the market is still suffering. The latest report from JP Morgan Equity Research indicates that business aircraft jet sales are still sluggish thanks to a large used aircraft inventory, which is priced attractively.

According to the report, manufacturers are cutting into their backlogs.

Should this continue, further production rate cuts would seem likely.

Hardest hit are the smaller jets. Long range and large jets, such as Bombardier’s Global Express XRS,

Dassault’s Falcon 7X and the Gulfstream G550 are still in demand.

Honeywell’s latest forecast indicates similar findings.

According to Bombardier’s spokesperson Danielle Boudreau, Learjet and Challenger backlogs have continued to decline, while the Global family backlog is growing. She said: “Our Global product line is still busy.

We have upped production, and there were few cancellations. Our smaller product line has seen more difficulties.” She attributed this to the fact that people “still need to travel long distance”.

Luis Carlos Affonso, Embraer executive vice president, Executive Jets had a slightly different point of view. He said: “The market is not fully recovered yet. There is a high number of second hand aircraft across all models and brands. We are finding our newest models are selling best. The Phenom 300 and Legacy 650 are attracting the most interest.”

It does look like the ferocious backlash against traveling by private jet has diminished somewhat. Campaigns like “No Plane No Gain”, the joint initiative between NBAA and the General Aviation Manufacturers Association (GAMA) that educates the public on the importance of Business Aviation to the US, have played their part. The project highlights the fact that in the United States, Business Aviation supports 1.2 million stable jobs, provides a lifeline to communities with little or no commercial airline service, and helps thousands of businesses of all sizes to be more productive and efficient.

There are indications that Congress is listening. In September, the US Senate approved legislation that includes a provision to accelerate cost recovery of strategic business purchases this year, including business aircraft. NBAA CEO Ed Bolen said: “Accelerated depreciation is a proven investment incentive, and could significantly benefit the Business Aviation community. The industry continues to grapple with a slow recovery from the drop-off in flight activity and aircraft sales, as well as job losses in this challenging economic climate.”

However, the airframers are here to do business and have come out in force for the show.

Aerion Corporation (Booth 6202) To date, Aerion has collected over 50 orders for its $80 million supersonic business jet - each secured by a $250,000 deposit. The total backlog now exceeds $4 billion.This past March, the company completed a series of low-speed wind tunnel tests at the University of Washington.

These tests are the fifth and sixth lowspeed tests of Aerion low-speed configurations. The purpose was to continue the refinement of Aerion's flaps, strakes and tail surfaces.

These tests showed the ability of the Aerion configuration to meet the challenging goals of operating from 6,000foot runways and achieving a 120-knot approach speed with a modified strake and flap system that is simpler and smaller than in previous designs. The tests also collected data for sizing the vertical and horizontal tail configurations. In addition to the configuration development, data from this test has shown that Aerion's analytical methods are accurate in predicting the performance of Aerion's low-speed configurations.

Airbus Corporate Jets (Booth 2215) Airbus will be bringing an A318 Elite to the static. The airframer has had a good year in terms of its corporate jet sales. The first Airbus A318 Elite to be based in the Middle East for VVIP flights was delivered to Abu Dhabibased business jet charter specialist Al Jaber Aviation this summer. Al Jaber has ordered three more A318 Elites and two Airbus Corporate Jetliners.

The company has also just appointed Jean-Noel Robert as area sales director for Greater China, Japan and Korea in a bid to beef up its China presence.

Boeing Business Jets (Booth 3304) At the time of writing, Jim Condelles, Boeing's spokesman, was unsure which aircraft would be on display at the static. He did, however, say that total orders for the BBJ program stood at 194. This represents nine 737s, 144 BBJs, five 757s, eight 767s, five 777s,

12 787 Dreamliner conversions, three 747-400s and eight 747-8s.

Meanwhile, Boeing's ground-based private aviation business is also prospering particularly internationally.

Growing interest in ownership in Asia has led to sales to companies such as Hong Kong's Asia Jet, which sells jet cards priced from $100,000 to $500,000. Asia Jets has three planes on order, including a Boeing Business Jet, and says it hopes to begin basing planes in Mainland China next year..

Bombardier Aerospace (Booth 3561) George Tsopeis, vice president of aviation services for Montreal-based Zenith Jet, caused a media stir last month. He predicted that Bombardier would unveil a new ultra-long-range aircraft during the NBAA convention an upgraded Global Express XRS to go head to head with the Gulfstream G650. He envisioned a more powerful engine, upgraded wings, plus the new Bombardier Global Vision cockpit and

estimated that it would cost Bombardier between $200 and $300 million to develop and certify these upgrades. Tsoepeis worked for Bombardier for ten years, so would appear to have some “insider” credentials.

However, Danielle Boudreau would not comment on Tsoepeis’ claims, preferring to focus on what the airframer has already confirmed it is bringing to the show. Bombardier will field a Global Express XRS, as well as a Challenger 850, CL605 and CL300, a Learjet 45, 60XR, and the mockup of

the new 85, whose program, she said, “is still on track”.

Bombardier has added Learjet 85 production to its Wichita facility, in which it plans to invest $600 million, adding to the $27 million in financing from the state of Kansas. The primary structures of the all-composite aircraft will be manufactured in Querétaro, Mexico, and then subassemblies shipped to Wichita. Learjet 85 deliveries are set to begin in the first quarter of 2011.

To support its new product, Bombardier has also added a Learjet 85 simulator and started tooling installation in Queretaro this summer. The airframer bought a Learjet 85 full-flight simulator from training partner CAE to help refine the design and flight characteristics of the midsize aircraft. The simulator will be housed in Montreal and will be used to support the eight-passenger twinjet’s certification program.

Customer training on the new simulator is to begin in the first quarter of 2013.

TARGET

Aerion continues to progress to a planned 2015 certification (top).

Interior Boeing Business Jet of Artemis Air (left).

BART: OCTOBER - NOVEMBER - 2010 - 33

PREVIEW

NBAA 2010

The company will also be announcing new options for the LearJet 40XR, 45XR and 60XR programs. Boudreau said: “These new elements are based on our customer focus groups’ feedback. Elements that were optional are now standard, such as extended range.”

She added that aircraft sales were split roughly 30:70 between North America and the international market.

She added: “The US is an extremely important market for us as it is still our largest installed base and there will definitely be expansion there when the market recovers.” tions of the three offered interiors, a special paint scheme, a Garmin G1000 with Synthetic Vision Technology, electronic charts, locking fuel caps as well as unique service and parts programs.

The airframer is reducing Mustang deliveries this year to 70, but has delivered more than 300 of the $3 million airplane to customers around the world. Oliver added: “In any discussion with Cessna, you cannot discount the importance of our global service and support operations. It is a real discriminator.”

Cessna Aircraft Company (Static display)

SPECIALTY

Cessna is developing a medical version of the Mustang (left).

Cirrus plans to spend 2010 validating the design concept on its personal jet technology demonstrator (top).

Cessna Aircraft is focusing on bringing in business at the static park. The Wichita-based airframer is taking its full range of jets to the show.

According to spokesman Doug Oliver, the OEM will be highlighting the Citation Mustang’s multimission capability. Bucking the trend for superior sales in the larger segments, the entry level Mustang jet is currently Cessna’s most popular product. Oliver said: “The Mustang leads all segments and is our best selling model.”

In July, the manufacturer announced that it had teamed with Spectrum Aeromed to develop a medical transport version of the Mustang. Fargo, N.D. based Spectrum Aeromed developed the interior and patient loading system and is pursuing a supplemental type certificate, while Cessna developed the pre-installation modification – including an enhanced power system and new aft-facing folding seat to

34 - BART: OCTOBER - NOVEMBER - 2010

accommodate patient loading. The first delivery is set for October to Jet Budget, a Caribbean charter operator.

Cessna will install the system at its Citation Service Center in Wichita and expects the work to take one week to complete. Pricing for the system is being developed and will be available to customers soon.

According to Oliver, the Mustang is also widely used for government and special mission applications. He said: “It’s not just medevac, we are finding there is excitement for its multimission capability thanks to its operating economics and 1000nm capability. It is perfect for both US and international markets.”

Bearing this up, the Mustang has also proven popular with flight training organizations, such as ST Aerospace, the training academy for Singapore Airlines.

Cessna also launched a new “High Sierra” edition of the aircraft at Oshkosh, featuring special luxury edi-

Cirrus Aircraft (Static display) At EBACE, Cirrus Aircraft announced that it planned to spend 2010 validating design concepts on V1, the technology demonstrator for its SF50 Vision personal jet. First flight is slated for the end of 2011 and CEO Brent Wouters said he anticipated certification roughly 18 months later. He told delegates that 2010’s focus remains on achieving financial objectives that will help secure development financing on the SF50. The company has spent about $64 million on the program, with roughly a third coming from non-refundable deposits, which now stand at $1.72 million, up from $1.55 million and the original $1.39 million.

On current models, the company announced perspective ESP at Oshkosh, a safety and flight stability augmentation system by Garmin that will be available on Cirrus SR-Series Aircraft for new orders scheduled for fall 2010 delivery. The system operates in the background when the Garmin

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PREVIEW

NBAA 2010

GFC 700 autopilot has been disengaged. If the pilot becomes incapacitated, disoriented or distracted, the system uses the digital autopilot servos and sensors to detect and help correct unsafe flight conditions. After it senses things are back to normal, it goes back into the background. Similar systems of this sophistication and capability were previously available only on the world’s most advanced and most expensive ‘fly-by-wire’ business and military jets.

Pat Waddick COO said: “Enhancing flight safety is the most fundamental driver of the design of our aircraft and of every business decision we make…Loss of control is the number one cause of flying accidents.”

Daher-Socata (Static display)

EVOLUTION

An Intelligence, Surveillance and Reconnaissance version of the TBM 850 and 700 is now available (left).

The Falcon 900LX (top) is an evolution of the 900EX.

Earlier this year, Socata debuted its TB20 Trinidad GT single-engine general aviation aircraft retrofitted with a Garmin G500 avionics suite. The retrofit received its European Supplemental Type Certification (STC) in April, providing a modern glass cockpit configuration for this category of aircraft. The G500 avionics suite is an affordable way for aircraft owners to transform their existing “six- pack” avionics panel to a full glass cockpit dualscreen display configuration.

And in August, the OEM announced that the Intelligence, Surveillance, and Reconnaissance (ISR) version of its multi-mission TBM aircraft had received a Major Change Approval (MCA) from EASA. The MCA is applicable to all TBM 700 and 850 models, and will enable Socata to present the ISR version of its TBM-MMA demonstrator to potential customers – which

36 - BART: OCTOBER - NOVEMBER - 2010

include governmental organizations, military services, civilian agencies and contract operators. The console is designed for installation on all TBM models, enabling both the TBM 700 and TBM 850 to perform observation, detection, and data-gathering missions.

Dassault Falcon Jet Corporation (Booth 1905) Although Dassault’s latest half-year figures show a slump in sales, down to EUR 11.32 billion from EUR 12.32 billion as of the end of 2009, the company says the number of cancellations has reduced. Falcon jets comprise some 60 percent of the company’s order book.

Spokesman Vadim Feldzer said: “The paradox is that we’ll probably establish a record year in terms of deliveries with more than 80 Falcons to be delivered in 2010 versus 77 last year. We had already delivered 45 aircraft at the end of June.”

This summer, Dassault Falcon received EASA and FAA certification for the 4,750 nm Falcon 900LX. The large cabin aircraft is based on the Falcon 900EX, with enhanced performance and economy, burning 35 to 40 percent less fuel than other aircraft in its class, thanks to advanced light weight structures, an extremely efficient wing and Aviation Partners’ blended winglets. John Rosanvallon, CEO said: “The Falcon 900 LX delivers the next evolution of enhancements to the successful Falcon 900EX. The improvements to its range, performance and efficiency set the standard in its class and make it a highly desirable business tool.”

The aircraft can fly from New York to Moscow, Paris to Beijing and Mumbai to London and comes standard with the award-winning EASy flight deck.

Dassault has seen increased interest from its international customers.

Feldzer added: “Our sales are very active in China, India, and South America.” Brazil, for example, is a key focus for the French airframer.

Speaking at the 2010 Latin American Business Aviation Conference and Exhibition (LABACE), Rosanvallon, said: “As the Business Aviation market recovers, we expect Brazil will be one of the fastest growing markets in the world. Brazil has experienced a very healthy growth in GDP and benefits from a diversified economy built on exports. All of the elements for a very bright future in Brazil are in place.”

Dassault Falcon owns over 60 percent of the large cabin business jet category in Brazil, and expects its market share to continue to grow as 13 new Falcons are delivered in the country over the next five years. To service the installed base, the airframer has set up a service center in Sorocaba, which offers maintenance, parts, and AOG services.

The company also recently appointed Gilles Gautier as head of sales for the Eastern hemisphere, replacing Alain Aubry, who retired after ten years in the post.

And what of the new super midsize product? Feldzer said: “Our design office is currently working on the SMS, but we won’t unveil the new program until we’ll be ready to sell the airplane.”

options to turn any DA42 TDI into a virtually new aircraft, with all the features of new production DA42s.

Peter Maurer, president said: “The best part of upgrading your DA42 TDI with new engines is that you will not only enjoy enhanced performance, reliability and comprehensive North American-based after sales support, but also reduced operating costs and increased value and marketability of the converted airplane.”

Dornier Seaplane Company (Static display) At the last NBAA show, Dornier Seaplane announced that it would relaunch production of its $6 million 10seater Seastar amphibian. The Seastar first flew in 1984, and three were built in Germany before production ceased in 1991 due to a lack of funding.

NBAA 2010 will mark the US debut of Embraer’s new Legacy 650, which made its first public appearance in August at LABACE. The aircraft was launched at last year’s NBAA show.

Based on the successful Legacy 600 platform, the 650 can travel up to 3,900 nautical miles (7,223 km) nonstop with four passengers. The 500nautical-mile (926-km) increase in range was accomplished through extensive airframe modifications.

Equipped with the new Honeywell Primus Elite avionics suite, the jet has the same comfortable and functional cabin of the Legacy 600 – with three distinct cabin zones, a spacious wet galley and the largest executive jet in-flight accessible bag-

The company is displaying a Falcon 900LX (certified mid July), a Falcon 2000LX and a Falcon 7X.

A year ago, CEO Joe Walker told delegates that his company had obtained more than 25 letters of intent for the twin-engined turboprop. The first Seastar is scheduled to roll-off the production line next year and the first 10 aircraft will be delivered in the Seastar’s original configuration.

However, later aircraft will be upgraded versions.

In May, the company announced that it is planning to break ground next year on a final assembly plant in Montreal. Saint-Jean-sur-Richelieu will be the manufacturing site for the allcomposite, Pratt & Whitney Canada PT6A-135-powered aircraft.

Dornier Seaplane chief executive Joe Walker said: “We hope to finish building the assembly facility in the third quarter of next year and deliver the first aircraft in 2012. The supplier selection process should also be completed within 12 months.”

gage compartment. The 650 also features new state-of-the-art insulation materials for improved noise comfort and Inmarsat’s SwiftBroadband system for high-speed Internet inflight. The aircraft is scheduled to enter service during the second half of this year.

Embraer’s other programs are also doing well. More than 150 of Embraer’s best selling Phenom 100s are in operation through 18 countries and last summer Mexico’s Omnilife became the first Lineage 1000 customer for the Americas. The Lineage also stole headlines in September when it flew non-stop from Mumbai to London - the furthest any Embraer aircraft has flown. The aircraft covered 4,015 nautical miles (7,435 km) in nine hours and 15 minutes. Luis Carlos Affonso said: “It was important for us to demonstrate the range that we announced.”

Diamond Aircraft Industries (Static display) Two months ago, speculation grew that the Austrian airframer Diamond was unlikely to certify its D-Jet until 2012. The company is finishing the last modifications to the aircraft as it prepares to start the certification.

Initially due to enter service in 2006, the program has suffered numerous setbacks, thanks to lack of funding challenges and changes to the engine and de-icing systems.

For its current production products, this summer the company introduced DA42 engine conversion programs in North America. US owners and operators now have the choice of upgrading their DA42 with either Lycoming or Austro Engine power. There are also

Embraer Executive Jets (Booth 5119)

UPGRADE

Diamond Aircraft introduced DA42 engine conversion programs in the US (left).

Dornier Seaplane is looking at upgrade versions of the Seastar amphibian (right).

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PREVIEW

LATEST

The Gulfstream G650 (top) and the Embraer Legacy 650 (center) will debut in Atlanta.

Training for the Phenom 300 is now underway. In August, Embraer CAE Training Services (ECTS) announced that the Brazilian Civil Aviation Agency ANAC, the FAA, and EASA had qualified the first Phenom 300 Full Flight Simulator, which is installed at Dallas.

Embraer’s two newest executive jets, the midlight Legacy 450 and midsize Legacy 500, recently won the International Design Excellence Awards/Brasil and Affonso says the programs are on target. “We are on schedule for the first flight of the 500 in the second semester of next year.

We made the first metal cut in April and already have landing gears and other machine parts.”

On the customer support side, Affonso said the company has increased the amount of parts in its service centers and that these are

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NBAA 2010

“growing very fast.” He added: “We reaffirm our commitment and vision created back in 2005 to become an important player through innovation.”

Gulfstream Aerospace Corp.

(Booth 2043) It is highly likely that Gulfstream will fly a G650 to the show. In August, the 7,000nm (13,000km) range, fly-bywire, Rolls-Royce BR725-powered twinjet reached Mach 0.995 as part of its 1,800-hour flight-test program, becoming the world’s fastest production business jet. The same month, the jet passed high-speed flutter testing, a key milestone in meeting its planned certification next year.

The airframer’s other new product is leaping forward, too. In June, the third and final Gulfstream G250 aircraft joined the flight-test program. During the two hour, 56 minute flight, the

super-midsize aircraft reached a maximum speed of 250 knots and a top altitude of 20,000 feet (6,096 m). Powered by twin Honeywell HTF7250G engines, the G250 can fly 3,400 nautical miles at Mach 0.80. The first G250 rolled out of Gulfstream’s partner Israeli Aerospace Industries’ manufacturing facility in Tel Aviv under its own power in October 2009. It is on schedule for type certification in 2011.

Last month the G250 Integration Test Facility (ITF) accumulated 1,000 hours of testing on the PlaneView250 software that will be the basis for securing the aircraft’s initial Type Certificate. “The cockpit of the G250 is going to lead the industry,” said Pres Henne, senior vice president, programs, engineering and test.

The company will also be showing off its G150, which this summer received Wide Area Augmentation System (WAAS) functionality. The optional WAAS-capable receiver can be installed on new G150s during final-phase manufacturing or as a retrofit on all in-service G150 aircraft.

WAAS is composed of satellites and ground stations that improve the accuracy of the Global Positioning System (GPS). The system also allows pilots to fly into approved airports using a pseudo-glideslope, just as they would with an instrument landing system approach.

Gulfstream spokesperson Heidi Fedak said: “We are excited about the show, especially with news of our new G250 and G650. We will have a 250 mock-up, as well as a G550, G450 and G200 and G150 on display. We will also have scale models in the exhibition hall.”

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the people on the ground who keep you in the air

PREVIEW

NBAA 2010 individual Beechcraft and Hawker brands. The Hawker customer is typically corporate or VIP with no special mission applications, unlike customers of the Beechcraft products.

Hawker Beechcraft had nine sales staff that sold both products. Now five salespeople are assigned to Beechcraft types and four to the Hawker family.

HBC announced at Oshkosh that it had received certification for its Beechcraft Baron G58 and Beechcraft Bonanza G36 pistonengine aircraft from the Civil Aviation Administration of China (CAAC). The first Bonanza in the region is scheduled to be delivered in third quarter 2010, and will be based in Shandong Province. Justin Firestone, HBC president, AsiaPacific said: “The market in China for our entire lineup of aircraft continues to expand, especially as the growing customer base in the region becomes more familiar with the range and capabilities represented by our family of products.”

Hawker Beechcraft Corp.

(Static display)

DEBUT

HBC will debut its flagship Hawker 4000 at DeKalb Peachtree Airport (top).

Honda's CEO Michimasa Fujino is pleased with the recently concluded power-on tests.

At the time of writing, rumors abound that Hawker Beechcraft Corporation (HBC) will launch a new Beechcraft product at the show, as well as make some exciting aftermarket announcements. At the very least, the OEM will debut its flagship Hawker 4000 and Beechcraft King Air 350i, in addition to the largest product line up it has ever fielded anywhere.

Nicole D Alexander, manager, communications and public affairs said: “Our presence at this year’s NBAA is reflective of the priorities of our business - customer support and airplanes.

We have dedicated our hall space to the most important part – taking care of the customer. All aspects of our global customer support organization will be on-hand to interact with customers.”

Having been slammed by the recession, Hawker Beechcraft is beefing up its worldwide sales force in Europe, the Middle East, and Africa by twothirds over the next 18 months in an effort to stimulate demand for its business aircraft line throughout its largest market.

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The airframer delivered 217 aircraft in 2009, 115 fewer than the previous year, and expects shipments to fall again in 2010. To reverse the trend, the airframer recently realigned its international team to focus on the

Honda Aircraft Company (Booth 4555) What will Honda Aircraft Company bring to NBAA? The company said at Oshkosh that it had completed successful power-on tests for its first con-

since it needs to raise a further $50 million in development funding before it can start production. Over the long run, the OEM will look at developing other aircraft types, including light jets, on its own or in joint ventures with other entities.

Piaggio Aero (Booth 2643) The Italian airframer will be bringing its P180 Avanti II, demonstrator to the show. John Bingham CEO said: “The aircraft is beautifully equipped and we are focusing our main energies on the static display rather than inside. That said, we will be showing our clear link with Ferrari and have a Ferrari on the stand.” The Ferrari Formula 1 team flies the Avanti to and from races. forming flight test aircraft. It also announced the successful consolidation of fuselage and wing assemblies for the first static test aircraft, which is undergoing static structural testing beginning in August.

The recently concluded power-on tests included confirmation of power supply, both from the on-board battery to the aircraft’s power distribution system (PDS) and from the external ground power unit to the PDS. Honda’s CEO Michimasa Fujino sad: “The success of our power-on tests is an important step in the completion of the first conforming flight test aircraft.

With this significant milestone achieved, we are now focused on the integration of avionics and other electrical systems in anticipation of first flight later this year.”

The company also achieved for the wing and fuselage assemblies of the first static test aircraft, which incorporates over 1,800 strain gauges that will be used to evaluate the aircraft’s performance during stress testing, which is already well underway at Honda’s Greensboro facility. The test facility includes an environmental chamber to simulate hot-wet conditions, which is required testing for the validation of composite structures.

The 250,000 ft square Greensboro production facility is scheduled for total completion in early 2011, and will also house Flight Safety International Level-D, full-motion flight simulators for training of all HondaJet pilots and crew.

The $4.5 million aircraft will be able to cruise at up to 420kt and offers a six-seat cabin with a lavatory.

Kestrel Aircraft (Static display) Kestrel Aircraft (KAC) made the public debut of its proof of concept single engine turboprop at AirVenture 2010. The plane, initially developed by Farnborough Aircraft, will be built in Maine. The composite aircraft, which can be configured with six or seven seats, first flew in 2006.

Alan Klapmeier now heads up the KAC, which he owns with Farnborough Aircraft owner Anthony Galley as well as several other investors. Klapmeier founded Cirrus in 1994 with his brother Dale, and led the Minnesota-based manufacturer until he resigned last year, as chief executive.

KAC plans to hire about 100 engineers to complete the development program, however, the company will not put a date on entry into service

Earlier this year, Piaggio Aero confirmed that it is not planning to launch its twin-engined jet program in 2010 as the market is still not right to unveil a mock-up and start sales. The manufacturer has been working on its P1XX jet project for four years, but has not yet formally launched the program.

Bingham said Piaggio is well advanced with the design, but there is no point launching an aircraft when demand is depressed.

In the meantime, Piaggio is stepping up its sales effort for its P180 Avanti II. Bingham added: “Some of the activities that we’ve been doing include going into South America. We are now in Brazil, Venezuela and Mexico.” He said that the company had seen “good interest in Asia”, where it has sold another couple of planes to Susi Air - an Indonesian

PROPS Initially developed by Farnborough Aircraft, the Kestrel (top) will be built in Maine. Piaggio is stepping up is sales efforts internationally.

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PREVIEW

NBAA 2010

charter operator. Piaggio is also prospecting in Australia. Bingham said: “There is good potential there for all kind of things including medevac applications.” He said: “We are looking forward to the show as the market starts to pick up and opening additional markets. We’d also like to see greater movement in the more traditional markets of Europe and North America.”

SINGLE

Pilatus delivered this summer its 1000th single turboprop PC-12.

Piper is preparing to begin production of its single jet PiperJet.

Pilatus Business Aircraft (Booth 7954) This summer, Pilatus Aircraft delivered its 1000th PC-12 at a special ceremony at its wholly owned subsidiary Pilatus Business Aircraft in Broomfield, Colorado. Oscar J. Schwenk, CEO said: “Today’s PC-12 NG is generations ahead of the first one Pilatus delivered back in 1994.

But it still holds to these same principles that have made the PC-12 program such a great success.” Since its introduction, the PC-12 has steadily grown in sales and success to become one of the top selling turbine-powered business aircraft in the world.

In spite of the general financial and economic crisis, 2009 saw Pilatus obtain its highest-ever operating income (CHF 78 million), a record number of PC-12 NG deliveries (100) and the biggest single order in its entire history with the PC-21 assignment from the United Arab Emirates, which opted for 25 aircraft in a deal worth over CHF 500 million.

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Piper Aircraft (Booth 1247) Expect the unveiling of the new interiors for the PiperJet at the show. Piper has selected DeCrane Aerospace and Propel Designs to outfit the cabin for its new light aircraft. The companies will incorporate cabin improvements that have already been verified in the singleengined proof-of-concept jet.

Piper is now preparing to begin production on five conforming aircraft.

Last month it selected Italy’s Mecaer Aviation to supply the undercarriage system and at Oshkosh executive vice president Randy Groom promised “a

pretty significant announcement regarding PiperJet at NBAA”. He added Piper intends to fly the first conforming aircraft next year. The airframer also announced in August that it had cut metal on the first conforming prototype for the PiperJet, which remains on track to enter service in 2013.

Piper has 100 engineers assigned to the development effort. Meanwhile demand for the OEM’s existing piston and turboprop line has increased over the last year with sales slated to be 75% higher than last year.

Quest Aircraft Company (Static display) In June, amphibious float manufacturer Wipaire won STC authorization for its Wipline model 7000 float - designed for the Quest Kodiak single-engined turboprop. The 7000 float has been in full production since December when it received FAA approval via a Technical Standard Order Authorization (TSOA). Customer deliveries are now underway.

This proved useful for the US Fish and Wildlife Service’s ( Servic e) Migratory Bird Management program, which announced the receipt of nine new Kodiak float planes during Oshkosh. The amphibious aircraft are vitally important to the service’s mission to monitor and manage waterfowl and other migratory bird populations. In addition, the aircraft can be used to conduct aerial damage assessments due to environmental disasters such as hurricanes, and enable remote sensing and survey work in portions of the continent previously inaccessible using older, limited-range aircraft.

Rowan Gould, acting director, US Fish and Wildlife Service said: “Migratory birds are some of nature’s most magnificent resources and serve as a useful barometer of the health of the environment, while providing economic and cultural benefits as well. These planes will have a significant impact in helping us conserve and manage migratory birds for present and future generations.”

The first Quest Kodiak aircraft equipped with an External Cargo Compartment (ECC) went to Oshkosh this summer. Odds on it will appear again at NBAA. The ECC is available as an option on all new Kodiaks and can also be retrofitted to previously delivered aircraft. “The external cargo compartment is an option that many of our customers are interested in installing on their KODIAK,” said Paul Schaller, Quest CEO. “We have quite a few orders for ECC retrofits and in-line installations and over time expect about 15% of the Kodiak fleet will be equipped with this option.” The ECC can carry an additional 750 pounds of cargo or luggage.

The Best of the Best The OEMs are presenting the best of the best in business aircraft production today. However, NBAA also recognizes outstanding personal achievements and will honor six business aviation luminaries as ‘Master Pilots’ during the show.

1

Astronauts Neil Armstrong and Gene Cernan, air force test pilot Bob Hoover, Clay Lacy - videographer, former Cessna chairman Russ Meyer and golfing legend Arnold Palmer will all be honored and be present at the event to receive their certificates in person from FAA Administrator Randy Babbitt.

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6

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HONOR

Ed Bolen said: "Each of these distinguished figures has made indelible contributions to Business Aviation, and we are delighted that they will stand together and be recognized for reaching a milestone in flight as part of our convention."

✈

The NBAA will honor six business aviation luminaries during the Show.

1 Neil Armstrong.

2 Gene Cernan.

3 Bob Hoover.

4 Clay Lacy.

5 Russ Meyer.

6 Arnold Palmer.

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PREVIEW

NBAA 2010 CRS Jet Spares (6213)

EXPERTS

1. CRS Jet Spares is a leading aftermarket support facility serving Business Aviation 2. AirBP supplies over 26 million tones of aviation fuel per year.

3. FlightSafety Int'l provides more than one million hours of training per year.

4. Aircell connects Business Aviation travelers up in the air.

AROUND THE HORN Air BP (7903) Air BP is the specialized aviation division of BP and is one of the world’s largest suppliers of both aviation fuels and lubricants – currently supplying over 26 million tones to customers across the globe per year. Air BP is represented at over 630 airports in some 59 countries, with local offices in almost half of these countries. This combination of local representation with a global organization enables the company to focus on building relationships with its partners, be they customers, airport operators or other third parties.

CRS Jet Spares is a leading aftermarket support facility in the business jet community. Suppling total solutions to operators around the world through exchanges, sales, provisioning packages and repair or rental options, CRS supports Learjets, Hawkers, Gulfstreams, Beechjets, Challengers and Falcons through a comprehensive inventory. CRS provides services that conform to IS)9001 and AS9120 quality standards. At NBAA, the company plans to raffle off a brand new Harley Davidson motorcycle.

FlightSafety Int’l (1227, 1327) As one of the world’s premier professional aviation training companies, FlightSafety also supplies flight simulators, visual systems and displays.

The company provides more than one million hours of training per year to over 75,000 pilots, technicians and

2

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other aviation professionals across the globe, including the US, Canada, Europe and Asia. The company designs and manufactures full-flight simulators for civil and military aircraft

3

Aircell (3737) The talk at the Aircell booth will be on SwiftBroadband and Iridium-based product lines, with a focus on working to let operators know what connectivity options are available to them while in the air – along with promoting the recently rebranded Business Aviation service as Gogo (see Insight, this issue). As the world turns its focus on productivity, there is nothing better to enhance a Business Aviation travelers’ productivity than to give them connectivity while up in the air. And Aircell remains at the forefront for this.

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programs and operates the world’s largest fleet of advanced full-flight simulators at 40 training locations.

FlightSafety International and Boeing Training & Flight Services recently entered into an agreement to jointly offer a comprehensive First Officer training program.

“This joint program will help airlines meet their growing pilot hiring and training requirements by expanding the pool of pilots from which they can select,” said Roei Ganzarski, Chief Customer Officer, Boeing Training & Flight Services.

“This program will provide FlightSafety Academy graduates with unmatched opportunities to become a professional pilot,” said Daniel Greenhill, Manager, FlightSafety Academy. “In addition to having received high quality training designed to enhance safety, Airlines around the world will recognize the many advantages graduates of this program possess as a result of having been trained by Boeing and FlightSafety, two of the world’s leading aviation training companies.”

HBC Global Customer Support (947) With more than 100 authorized service centers, including companyowned Hawker Beechcraft Services, more than 3,000 service and support personnel, a parts distribution system second-to-none and much more.

Hawker Beechcraft Corporation delivers service and support that is unmatched in Business Aviation.

Zeroing in on service, no one cares

1 2

Business Aviation services companies in the world. Close to 5,000 employees cater to clients needs from 24 airport facilities throughout Europe, the Middle East, Asia and North and South America.

3

port services and extensive international support for corporate flight operations Fixed base operations (FBO) Completions services (outfitting and refurbishment) Maintenance and repair; avionics services Engineering services Aircraft sales & acquisition JSSI (7337) JSSI provides comprehensive, flexible and affordable financial tools for managing the costs of operating and maintaining nearly all turbinepowered aircraft, including jets, turboprops and turbine powered helicopters. The company is an independent hourly costs maintenance provider, meaning it can service customers across the globe through its network of technical advisors stationed worldwide.

more about an aircraft than Hawker Beechcraft Services (HBS). The company's highly trained and dedicated technicians are standing by anytime, anywhere 24/7/365. Whether it be a simple tire change, an AOG event, a major inspection or modification, HBS is ready as a factory owned connection to the finest network of aircraft maintenance facilities in the industry.

Jet Aviation (2404) Jet Aviation, a wholly owned subsidiary of General Dynamics, founded in Switzerland in 1967, is one of the leading

More than fifty percent of Jet Aviation’s business is generated in Europe, followed by North America, the Middle East and Asia. As the company’s global growth continues with new acquisitions or the expansion of existing facilities, Jet Aviation will continue to provide its clients with an ever-broadening menu of complementary services combined with the highest level of customer support. Today, Jet Aviation provides: Global executive jet charter services; flight planning and flight tracking Aircraft management and flight sup-

AUTHORITY

1. Raisbeck expect to deliver Aft Fuselage Lockers for Lear 60s early in 2011.

2. HBS highly trained technicians are standing 24/7/365 3. Close to 5,000 Jet Aviation employees cater to clients needs worldwide.

4. JSSI is an hourly costs maintenance provider based at Farnborough airport.

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PREVIEW Raisbeck Engineering (7937) Raisbeck Engineering is dedicated to design, development, certification, manufacturing and distribution of advanced technology systems for business and corporate aircraft – with the focus of enhancing performance and increasing productivity.

Expect to hear a lot about the company’s Aft Fuselage Locker for the Learjet 60 – a project introduced last year at NBAA in Orlando. Last spring, Raisbeck Engineering revealed that it had frozen its final design for the Aft Fuselage Locker and is progressing with detailed design. FAA certification flight test on the aerodynamic shape were completed in late fall, 2009. First production deliveries are scheduled to begin early in 2011. Raisbeck engineers have meticulously evaluated different door, hinge and interior designs to come up with the most integral, efficient and spacious baggage locker possible, while still reducing overall airplane drag.

StandardAero (7601) Founded in 1911, StandardAero is one of the largest independent MRO and aviation service businesses in the world, providing comprehensive services to commercial, military, business aviation, helicopters and industrial operators. Over 300 years of collective experience brings customers unique knowledge and expertise in solving maintenance challenges.

EXPERTISE

1.Universal Weather And Aviation provides a broad array of services around the world.

2. Universal Avionics' EFI890R Flat Panel Display System are available for cockpit retrofit.

3. StandardAero provides comprehensive services, solving maintenance challenges.

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Speaking of StandardAero and JSSI, just over a year ago the companies combined talents to provide JSSI’s clients with the finest in engine maintenance, repair and overhaul (MRO) services. Twelve months later, the alliance has been deemed a success, having developed numerous beneficial support services, such as enhanced engine performance packages and guaranties, designed to keep engines and APUs on-wing for longer periods of time.

“The JSSI/StandardAero alliance allows JSSI and its clients to take full advantage of StandardAero’s unique ability to service a vast array of engines, APUs and airframes,” said StandardAero’s President and Chief Executive Officer, Rob Mionis. “Our Agreement with JSSI spans no less than 11 engine models, giving JSSI greater buying power, StandardAero stronger volumes and JSSI’s clients lower maintenance costs. Plus, they receive state-of-the-art OEM-authorized MRO services. In addition, every JSSI client receives preferred airframe, avionics, paint and completions terms at one of our four fly-in facilities. This is truly a win-winwin alliance.”

Universal Weather and Aviation (3927, 3937) Since 1959, Universal has seen clients face incredible challenges, and delivered the solutions they need to prevail. To do this, the company leverage what makes them unique: providing the complete global resources you need, all coordinated and executed by our team members around the world.

With a broad array of services and capabilities, Universal can help a customer overcome the unexpected – and the everyday challenges they face, including: Knowledge, experience, and resources that come from more than 50 years in business, in which we’ve facilitated more than 2.5 million global trip legs Voted #1 in the Professional Pilot PRASE survey 18 times, including #1 in International Trip Planning from 2003-2010 Universal Aviation ground support in 20 countries – voted Best Handling Service three years in a

row in the Professional Pilot PRASE survey Universal Aviation – first ground handler to complete the NATA Safety 1st® Certified Professional Line Service Training in Asia, Latin America, and Europe Buying power of a trustworthy network of thousands of proven suppliers around the world Consistently one of the Top 10 Best Places to Work in Houston as ranked by the Houston Business Journal Operators of a business aircraft and flight department, giving us an owner’s perspective, as well as an opportunity to test product and service enhancements Universal Avionics (1941) Universal Avionics specializes in flight management systems, integrated displays and situational awareness. Over the summer, Universal Avionics’ EFI-890R Flat Panel Display Systems have been selected by Field Aviation of

Canada to fulfill the flight deck component of its Dash 8 (Q-Series) Modernization Program. The program will feature a five-panel EFI890R display suite including Primary Flight, Navigation and Engine Displays, dual Vision-1® Synthetic Vision, Radio Control Units and WAAS/SBAS-Flight Management Systems. Universal Avionics is expected to have the final software and hardware design package available for installation and certification in 2010.

Integration and installation will be completed by Field Aviation.

The new flight deck will be available to operators of non-EFIS and EFIS Dash 8/Q-Series 100, 200 and 300 aircraft. By reducing the number of line replaceable units onboard the aircraft, the Dash 8 Modernization Program benefits operators by significantly reducing maintenance and repair costs while improving reliability.

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HEAVY IRONS

ACJ

AIRBUS CORPORATE JET SALES ACCELERATE

By Jack Carroll

Company Predicts 2010 Increase After Posting Record Sales In 2009. n a year when sales were down across the board, Airbus Executive and Private Jets were the exception, as the division delivered a record 14 business jets in 2009 – 12 single aisle and two wide body models.

According to David Velupillai, Product Marketing Director, Executive & Private Aviation, there were no postponements or order cancellations and Airbus expects its corporate jet sales to post a 2010 record as well.

Airbus’ single aisle corporate aircraft, such as the A318 Elite, are positioned at the top end of the Business Aviation market – well above traditional large-

I STATUS

The Airbus A318 Elite single aisle corporate aircraft is positioned at the top end of the Business Aviation market.

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cabin types. But there’s yet another level. Says Velupillai, “When customers want to move further up to our wide body models, such as the A330 and A340 Prestige, they’re essentially getting much more comfort and space, the ability to carry more people as needed and what we call ‘non-stop to the world’ range.”

Breaking down the 2009 sales tally, single aisle models included four A318 Elites, seven ACJs (Airbus’ first business jet, derived from the A319) and one A320 Prestige. Sales of two widebody Prestige models – a twin-engine A330 and a four-engine A340 – added considerably to the company coffers as well. “Considerably” is perhaps too modest a word when one realizes the list prices of Airbus wide body airliners range from over $191 million USD for the A330-200 to nearly $264 million USD for the A340-600. Plus comple-

tion and cabin outfitting, that can be anything within reason and cost whatever the customer can bear.

As Velupillai explains, “Some want the aircraft outfitted for fewer passengers, say 25-50, to maximize space and comfort on long flights, or a government might need to carry a large delegation of 100 or more. The possibilities are endless. The main point we like to stress is that Airbus can offer a complete family of corporate jets,derived from our modern design airliners.” The A380, as you might expect, is in a league of its own at more than $346 million USD. The emphasis is on “modern,” as he points out that, “All our aircraft are 80s designs or even more recent, and I consider that one of our major strengths.

If you look at our A318 Elite, ACJ or A320 Prestige, they’re natural steps up for the company or individual who happens to be flying a standard top-ofthe-line, large-cabin aircraft. We can offer a cabin that’s about twice the volume of a of a typical business jet in that category, which is a huge difference. For instance, I can just about stand up in a standard large cabin, but it’s a bit uncomfortable for me.” (At 6’3,” Velupillai would be pretty much relegated to the aisle.) “But in the A318, ACJ or A320, the airliner-size cabin has great headroom throughout that allows maximum freedom of movement – not just along the cabin’s center line.”

A Closer Look Taking a closer look at the Airbus Corporate Jet family, the company lists a 4,200 nautical mile (nm) range with eight passengers for the A318 Elite.

(The eight-passenger count is widely used in the industry and is just a basis for a quick comparison; all Airbus models can carry many more passengers of course. In the case of the A318, typically up to 19.) The A318 comes with a cabin designed by Lufthansa Technik in cooperation with Airbus.

Velupillai refers to it as “the affordable package,” where the customer has a limited choice of cabin arrangements.

“There are some choices,” he explains, “such as colors and fabrics or small changes such as having a mid-cabin storage area or bathroom,

range, but the ACJ leads the single aisle family with an impressive 6,000 nm range.

“That’s simply because it has the most possibilities for extra fuel tanks in the cargo hold,” says Velupillai.

“With the A318 and A320 you have just two extra tanks in the hold.” The ACJ has an equally impressive price tag: About $80 million, including a “typical” VIP cabin, while the similarly outfitted A320 Prestige, also with a VIP-outfitted cabin is priced at around $85 million, according to Velupillai, who cautions that, “the final prices can go higher, depending on the owner’s wishes.”

He sees versatility as a strong selling point for Airbus corporate jets.

“Maybe you’ll use the aircraft for business most of the year, but you always

ROOMY The Airbus ACJ allows a spacious journey. This one designed by the Alberto Pinto Company is outfitted by the Airbus Corporate Jet Center

but essentially the customer is accepting the cabin as is. It’s not very flexible in terms of complete customization, but the advantage here is that it gives you a much more affordable travel solution.” Which amounts to about $65 million USD with the standard executive cabin.

As to other models, such as the ACJ, the customer can take it to any completion center he wishes, though Airbus has recommended centers worldwide. The ACJ, Airbus’ first corporate aircraft, was launched in 1997 after the A319, from which it was derived, entered airline service in 1996. The ACJ was followed by the A320 Prestige and the A318 Elite, the most recent single aisle model introduced. The A320 has a 4,300 nm have options over traditional largecabin business aircraft, when you want to carry larger groups such as family members or employees. I think people are always looking to trade up, no matter how good their aircraft may be.

They’ve had large-cabin business jets and have gotten pretty used to them, but for the next aircraft they might want something much bigger.”

“Take governments, for example, a sector where we’re going very well.

They may need to transport entire delegations. Typically that might include the delegation leader, who could be a President or Prime Minister, who will want to travel with his senior government officials. So now you’re at 30 to 40 people or more. With our aircraft you can do that. With traditional large-

INTERIOR Created by Lufthansa Technik in cooperation with Airbus and Comlux, the bigjet cabin is part of an affordable package (center).

The spacious private office of this A318 Elite converts to a bedroom (bottom).

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HEAVY IRONS

cabin aircraft you’re going to need more than one. You might have to charter another aircraft or take some people on the corporate jet and send everyone else via the scheduled airlines. So, yes, there are inherent advantages to a large jet.”

GOVERNMENT

Airbus A-319 VHVHD of Australia's Antarctic Program after landing on an ice runway.

Customer Profile So who is the typical customer for an Airbus corporate jet? “Most of our customers are private and by that I mean either companies or individuals and sometimes the two are linked,” says Velupillai. “For instance, you might have the head of a company who is also its owner. Is he considered a company, an individual or both? Take your pick.”

We couldn’t help asking about the sale of an Airbus 380, called the “Flying Palace,” which will certainly be an apt description. “We have sold one to a private customer, Prince Al Waleed of Saudi Arabia, but delivery is still in the future and no decisions have been made thus far as to completion, cabin outfitting and equipment.”

According to Velipullai, Airbus has sold over 160 corporate aircraft; over 110 single aisle models and the balance in wide body aircraft. This is a small number relative to the airliner side of the business, but nevertheless ,sizeable in its own right. “At this point, we have over 100 corporate jets in service, in addition to those in completion centers or in production, and have aircraft operating on every continent.”

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ACJ

And he means every continent.

“We’re the only corporate jet manufacturer to have an aircraft flying to Antarctica. There’s a company in Hobart, Tasmania, called Skytraders that operates an ACJ to take groups of scientists between Australia and Antarctica. It takes about five hours, which is a lot better than a ship that takes about ten days, depending on the ice. The service highlights the versatility of the ACJ, which uses an ice runway with a roughened surface to gain friction to help with braking.

Skytraders flies the ACJ on behalf of the Australian government during the Antarctic Summer when there’s a window of a few months.”

As to product support, Velupillai notes that , “We have airliners operating all over the world for some 400 customers, so as a corporate customer you’re going to find airliner-type support and more. For instance, we have 170 Field Support Teams, six Spares Centers, two dedicated training centers, with others operated in cooperation with CAE, plus a team of service representatives dedicated to corporate customers.”

He points out that, “Across the board, our customers are operating aircraft that have great track records and an outstanding 99.5 percent operational reliability rating. And they’re not using their aircraft nearly as much as the airlines would. Our business jets were designed for robust airline service and so for corporate operators are

proving to be excellent investments that have a high residual value.

Actually, we haven’t seen that many second-hand sales of Airbus Corporate Jets, only a handful or so since they’ve been around. But as far as we know, all sold at higher prices than their owners originally paid.”

Emerging Markets Asked where he sees the strongest markets for future sales, Velupillai singles out China, as does just about everyone. “We’ve seen a lot of activity in China, especially Hong Kong and Macau, which seem to be the hottest markets for the moment.” He reasons, “China is one of the world’s fastest growing economies and economic growth tends to drive air travel. And the government is also starting to realize the value of corporate aircraft in helping the economy grow. So China is a very important market where we’ve had an awful lot of success thus far and that’s a part of the world we’ll be watching closely in the future. And of course we’ll be keep our focus on the Middle East and Asia, another upcoming market, as well. We think the Business Aviation market is starting to come back and we’re very optimistic for the future.”

Now all Airbus has to do is concentrate on breaking its own corporate jet sales record by year end. Judging from past performance, I wouldn’t bet against it.

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EBACE2011

BUSINESS AVIATION – LINKING COMMUNITIES AND ECONOMIES

FBO

EVALUATION Experience of Staff

WHAT MAKES A GOOD FBO?

When shopping for a fixed base operation (FBO), it’s wise to remember the old saying, “What matters most is on the inside.” That’s because while operators may be wowed by newly renovated reception areas and luxurious passenger and crew lounges, the most important aspects of an FBO are less visible to the naked eye.

STAFF

A well trained personnel is one of the most important elements of a good FBO. Universal Aviation, Rome Ciampino, LIRA. 52 - BART: OCTOBER - NOVEMBER - 2010

nother important consideration is the question: What is an FBO? The definition can vary greatly according to who’s answering it and what region an operator is in. Outside of North America and Western Europe, very few “true” FBOs exist.

Regardless of whether operators will be utilizing a traditional FBO or the increasingly popular general aviation terminal model, Universal Weather and Aviation, Inc. helped BART identify the questions operators need to ask.

A

The most important thing to consider before anything else when selecting an FBO is to understand the experience of the staff running the location.

“A good FBO is a company that invests in the training and quality of its people,” said Jonathan Howells, Regional Vice President, Europe, the Middle East and Africa, Universal Weather and Aviation. “When you choose an FBO, you want to be working with people who have a sense of urgency about your request and are ready to facilitate your needs no matter what the time is day or night. As any operator knows, changes to a trip itinerary can happen in an instant, so you want to choose an FBO with staff capable of adapting quickly and tackling last-minute requests with a cando attitude.”

Proper training is critical for all employees of the FBO, not just those the operator interacts with. “An operator might walk into an FBO and be greeted by the most professional and customer service oriented front desk staff they have ever encountered,” said Howells.

“Now creating a customer friendly environment is an important part of a successful FBO, but the most critical aspect of a good FBO is ground handling – the personnel responsible for taking care of multi-million dollar aircraft. At the end of the day, it doesn’t matter how great front office staff is if the ramp agents are not doing their job properly.”

Howells explained that experience cannot be substituted when it comes to providing great service at an FBO: “When a last-minute change comes in from the passengers, the FBO staff needs to have the experience and knowledge of how to react,” he said.

“Experience cannot be substituted when it comes to working with airport authorities or having unmatched knowledge of the local area and what is going on in the area that could impact an operation. They will have the knowledge of the most efficient routes from the airport to the client’s destination in the event roads are closed or alternate routings need to be taken.”

“Inexperienced staff just does not have the capability or contacts for transportation companies, caterers, and other reliable 3 rd party vendors to do this,” he continues. “It’s a critical component of ensuring a successful trip that cannot be overstated.”

Howells added that most good FBOs will have a designated representative assigned to an operator to walk them through every step during quick turns to ensure everything runs smoothly.

“A good FBO will assign a qualified and trained individual to be there for the client at all times, 24/7 should anything need to be coordinated quickly and to answer any questions,” he said. “You should always have a go-to person to provide that comfort level that you know everything is being arranged properly. In Europe, you should have trained staff used to working with EuroControl on slot issues as well.”

Relationship with Local Authorities Another often overlooked attribute of a good FBO is the staff’s relationship with local authorities. This helps ensure that all requests (permits, customs inspections, and more) are done in compliance with local and US laws.

“An established FBO with experienced and professionally trained staff members will have developed strong and trusting relationships over the years with the local authorities. Will

an inexperienced or new FBO have the cell phone number to call the Customs Official in the middle of the night to ensure someone is available to clear passengers? Probably not, but

“Most operators wouldn’t allow a non-licensed driver to operate their vehicle, but not all of them bother to

the established location will,” said Howells. “Trust goes a long way with the authorities. When a short-notice request comes in, an FBO that has demonstrated over time that it operates in accordance with all local laws is much more likely to receive a prompt reply. It also gives the operator peace of mind that the FBO staff is knowledgeable and aware of local laws and has a proven track record of working collaboratively with the authorities to ensure all trips coordinated are fully compliant.”

ask whether the FBO they’ve hired to take care of their aircraft is properly trained and licensed,” said Vic Gregg, Director of Operations, Universal Aviation. “There are some fly-by-night FBOs or Ground Handlers out there.

Operators must do the proper due diligence to find out if the FBO they are using is properly licensed by the governing authorities.”

According to Gregg, just having the proper training is not enough if the FBO doesn’t put that training into practice.

“Safety is a culture that must be permeated from the top down throughout an FBO,” he explained. “You can have all the great manuals in the world, but without enforcement of those standards and a culture of safety and accountability, your aircraft could be at risk.”

There are some telltale signs that an FBO is not safety oriented: “What’s the FBO’s equipment like?” he said. “Is it new or are they trying to get by with old and outdated equipment to save a few dollars? Does the FBO audit its equipment regularly to ensure it’s in proper working order?

I’ve seen instances where an FBO was still using a worn-out piece of equipment not less than 25 years old.

I’ve also heard of safety violations like drinking water tanks being full of algae because they haven’t been

Safety and Equipment

ESSENTIAL

The most critical aspect of a good FBO is ground handling and the personnel taking care of multimillion dollar aircraft (right).

When a lastminute change comes, the FBO staff needs to have the experience and knowledge of how to react (left).

BART: OCTOBER - NOVEMBER - 2010 - 53

FBO treated properly and filler hoses for drinking water lying on the ground without a cap.”

“It’s important to ask detailed questions about the safety training an FBO’s staff is put through and what type of recurrent training occurs,” continues Gregg. “Operators should ask these questions on an individual basis, even when working with a chain of FBOs. Many FBO chains are actually locally owned franchises that don’t necessarily operate under the parent company’s standards. Ask the FBO if they are audited regularly for safety and operational standards.”

Operators should also be diligent in asking FBOs about their fuel quality and service.

“In the US, to be considered an FBO, the location normally has to sell fuel and have its own fuel trucks,” said Gregg. “That’s usually not the case in other parts of the world. So it’s important to ask questions about the quality of the fuel and to ask how the FBO performs fuel testing, as water can sometimes contaminate fuel that’s been sitting for a long period of time. If the FBO cannot show the results of a fuel test in front of you, don’t put its fuel into your aircraft. Also remember that if an FBO does not have a dedicated fuel truck, you could be waiting a while if a commercial aircraft needs fuel also.

Many fueling vendors main responsibility are the airlines – that’s where they make most of their money – so you could be waiting in line a while for fuel if the facility does not have its own dedicated fuel trucks or at least an agreement with a fuel into-plane vendor who serves general or corporate aviation customers.”

Howells added that the staff should have experience working with aircraft with unique needs.

“Does the staff understand how the unique requirements of large aircraft?” he said. “Does the aircraft require steps or need to be parked in a more secure area? A good FBO staff will know this without having to be told.”

VIGILANCE Operators should be Insurance Unfortunately, accidents on the ramp diligent, asking FBOs about their are a part of aviation. Therefore, it’s fuel quality absolutely critical that operators ask service. about the FBO’s insurance coverage.

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EVALUATION

“Operators should ask the FBO what its insurance levels are to ensure it is adequately covered in case an unforeseen event damages the aircraft or injures the passengers,” said Howells.

“Aircraft are expensive, multi-million dollar investments,” added Gregg. “A small accident could cause thousands of dollars in out of pocket expenses to the owner if the FBO is not insured at the proper levels. If the FBO breaks your aircraft, does it have the coverage to get it fixed? Outside of the safety of the passengers and crew, the most important thing for an operator is the safety of the aircraft. Using an under insured FBO is taking a huge risk.”

Facilities While safety and operating standards should be the most important criteria when selecting an FBO, a good FBO should also have proper facilities.

“A quality FBO should have facilities that are comfortable for the crew and passenger to spend time in should they choose,” said Howells. “Are there dedicated lounges and meeting rooms?

Does the facility have Wi-Fi available?

The value of a true network is that passengers and crew know that they will receive the same standard of service at every location no matter where they are. This adds a level of comfort, as in most parts of the world, the quality of service and facilities can vary greatly.”

Remember What’s Considered an FBO Varies Widely Although corporate aviation continues to grow around the world, particularly the BRIC countries (Brazil, Russia, India, China), it’s important to note that what’s considered an FBO overseas most likely is not comparable to what operators are used to in the U.S. and Western Europe.

“In reality, about 85 percent of the world does not have Western-style FBOs,” said Gregg. “There may be elements that are similar in ways to an FBO, such as a GAT or VIP terminals, but full service FBOs are pretty rare in many areas of the world. For instance, operators should be aware that at many VIP terminals, the handlers are probably using the airline handlers or 3rd party vendors to tow the aircraft and provide ‘under-wing’ handling services while the VIP Terminal staff concentrates on taking care of the needs of the passengers and crew.”

“It’s a common fallacy for many corporate operators in the West to expect that they will receive the same FBO-type services in rural India or Russia as they would in Paris or Rome and this is not always the case.”

“Even in Business Aviation-friendly locations such as Japan, operators

consulting with airports from the first phase and sharing the Universal footprint for GATs. We are continuing to work with airports to implement solutions such as GATs where a full-scale FBO may not be possible.”

will not receive the ‘same’ FBO experience, as by law, passengers must go through the regular Customs and Immigration lines with commercial passengers.”

Model for Improved Services Charlie Mularski, Vice President, Strategic Acquisitions & Development, said that expanding true FBOs around the world is difficult but that infrastructure and services are improving globally.

“What we’ve seen is that airport authorities and government officials which historically have been mostly focused on commercial traffic, are starting to understand the value of general aviation,” he said. “A successful model that Universal has implemented in places like Aruba and Mumbai are GATs, which have proven to make airports money and elevate service quality to both global and regional general/corporate aviation operators. The key to this model is

Research is Key No matter where an operator is traveling, research should always be conducted. Howells and Gregg advised operators to have a checklist of questions at the ready so they are prepared when they speak with the FBO’s owner or general manager.

“A good FBO should represent good value for the money you are paying,” said Howells. “The best way to help ensure your experience will be positive is to prepare on the front end and ask the right questions. As mentioned previously, questions about the FBO’s safety culture, insurance coverage, quality of its facilities, training of its staff and market share should provide a good view into what service levels will be like.”

✈

Article provided by Universal Weather and Aviation. For more information and urgent operational updates, operators can visit www.univ-wea.com/operationalupdates or contact Universal’s Global Regulatory Services team at 713378-2734.

FEATURE

If the FBO breaks your aircraft, does it have the coverage to get it fixed (top)?

A quality FBO should have facilities that are comfortable for the crew and passengers.

Marshall Aviation Cambridge (center).

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COMPLETIONS

CUSTOM MODIFICATIONS

MODIFYING FOR ENHANCEMENT

by LeRoy Cook

Aircraft owners are ever eager to add improvements to their aerial conveyance.

The latest and greatest airplane only exists for a brief shining moment, after which there’s always going to be a newer, better model or an aftermarket upgrade that can negate its supremacy.

The world of aircraft modifications exists to satisfy this innate appetite for improvement.

TECHNOLOGY

Raisbeck Dual Aft Body Strakes are pushing King Air C90s through the air (top).

The Blackhawk PT6A-42A engine upgrade adds utility to the Caravan. It reduces takeoff distances, doubles the climb rate and pushes 200 KTAS in cruise (center)

ho of us would not like to make our airplane cruise a little faster, climb a little quicker, or fly further non-stop? All certificated aircraft are delivered as a compromise - at the time of their construction, engines were chosen that could meet a design target, mated to an airframe that could be produced at an acceptable price, and equipment added to satisfy current tastes, thereby balancing performance against payload, range and cost. Modifiers simply pick up where the factory left off, tweaking the aircraft in ways that the original manufacturer didn’t or couldn’t.

W

56 - BART: OCTOBER - NOVEMBER - 2010

Drag Reduction, Power Increase, or Both?

Tailoring airflow to cut drag and enhance stability is a frequent target for modifiers. Aft fuselage strakes (dual ventral fins), wingroot fairings, leading edge cuffs, wingtip winglets and vortex generators can all play a role in getting an older airplane to do more work on the same pounds of fuel. Because turbine airplanes spend the majority of their time at high altitude, anything that can improve efficiency and handling up there is a worthy undertaking, and boosting climb performance to TOC pays off handsomely.

In the world of turbine-powered aircraft, by far the greatest performance enhancements stem from powerplant upgrades. Improvements in metallurgy, fan design and fuel controls can allow newer versions of a basic core engine to deliver more thrust at the same or higher cruise altitude, and/or depart with more payload under adverse combinations of temperature and airport elevation. Squeezing extra miles out of the same fuel load makes a venerable airframe competitive with newer models.

The cost of switching to a different engine “dash number” has to be weighed against the fuel savings and increased resale value. It makes the most sense to pursue this course when faced with an overhaul or heavy inspection decision, as taking care of the old engines is already going to cost a good share of the upgrade tariff.

The payback, at corporate utilization rates, may take years to achieve, but if the airplane is to be most salable at disposal time, an engine upgrade may be nearly mandatory. Thus, spending a little more now will be banking value for future recovery.

Not every upgrade is undertaken for purposes of boosting performance.

Capability is almost as desirable, as when adding storage space in aft nacelle lockers or installing extra seats. Fitting a baggage locker under the aft fuselage or putting a couch along the cabin sidewall may be just

the ticket for your particular operation, even though you’re otherwise perfectly satisfied with the range and speed of your aircraft.

Promises, of course, are easy to make. Fortunately, the business air-

Learjets. Now, a 25 cubic foot aft-fuselage locker is being developed for the Learjet 60, to be offered both as a retrofit and as a customer option on new aircraft. Initial deliveries are anticipated in the first quarter of 2011.

Aviation Partners

craft industry is small enough to make verifying results and reputations not only possible, but desirable. Product support and acceptance for approval are things to discuss with customers who’ve been through the conversion process. A company’s track record speaks for itself, in most cases.

Blackhawk Modifications

of Gulfstream II business jets sport API’s blended winglets, and the product is seen on many Boeing 737, 757 and 767 airplanes. Every BBJ is delivered with API’s blended winglets.

Founded in 1993, API has steadily expanded its offerings to include the Hawker 800 and 800XP, as well as the Falcon 2000, whose fans were long a hold-out against unnecessary additions to the legendary Dassault wing.

Current production Falcon 2000LXs now can be fitted with fuel-saving API winglets. The company quotes a predictable payback of efficiency from installing the blended winglets, stressing the “green” benefits of extending the effective wingspan. StandardAero, an API installer and operator of Dassault Falcon service centers, recently completed its first Falcon 2000 winglet mod, which reportedly can add 260 nautical miles of range.

It’s no secret that API’s next targets are to be the Falcon 900 and Falcon 50 airframes. The Dassault trijets will receive similar blended winglets to the WINGS ones seen on the Falcon 2000, with the Aviation Partners final timetable yet to be announced. winglets adorn the legendary Sierra Industries Dassault wings Sierra Industries’ modifications to (left). the early Cessna Citation kick the little Sierra Industries' bizjet up to a new level of perfor- long-wing mod mance. Long a desirable upgrade to kick the early bring Citation 500s up to the 501’s Cessna Citation standard, Sierra’s Eagle long-wing up to a new level mod increases the 500’s wing span by (right).

Raisbeck Engineering For 28 years, Raisbeck Engineering has been making great airplanes better.

This successful history has made James Raisbeck’s name synonymous with desirable modifications, so much so that many of the company’s signature King Air add-ons are available on brand-new airplanes. Raisbeck’s EPIC King Air packages bring superior performance to the older Beechcraft turboprops, primarily through airflow enhancements – high-activity propellers, aft body strakes, ram air recovery cowlings and leading edge extensions. Raisbeck’s well-known nacelle wing lockers can boost King Air C90 takeoff weight by as much as 850 pounds while adding 17 cubic feet of storage space.

For the fast-flying Learjet owners, Raisbeck’s ZR Lite Learjet 30-series performance modifications reduce drag through airflow tailoring, and the company’s popular aft fuselage lockers for the Learjet add badly-needed baggage space outside the cabin. Most Learjet 31s have Raisbeck mods installed, as do many of the 35/36

Best known for its engine upgrades to the Beech King Airs, Blackhawk Modifications, Inc. actually works similar PT-6A magic on the Cessna Conquest I 425, Piper’s Cheyenne I and II, and the early Cessna Caravan.

By installing later dash-number engines, all of these airplanes can benefit from evolutionary powerplant improvements and enhanced resale value. Blackhawk also offers additional fuel in nacelle tanks for the King Air C90, and it can replace analog engine gauges with its proprietary DigiLog digital display system. The DigiLog instrumentation upgrade fits neatly into the same holes as the old analog swinging-needle gauges, offering a digital presentation of the parameters.

Blackhawk has been installing its engine upgrades since 1999, steadily increasing its supplemental type certificate offerings. According to a company spokesman, upgrading engines, compared with overhauling the old ones, is a better investment because it brings the airplane up to new specs at a lower cost than buying a new plane outright. When it comes to the Piper Cheyenne II XL and Beech King Air F90, it’s the economics, rather than pure performance, that favor exchanging the old PT6A-135 engines for -135A powerplants at overhaul time.

In the aftermarket winglet world, API, or Aviation Partners Incorporated, reigns supreme as the most-capable “go to” folks. Fully 70%

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COMPLETIONS

CUSTOM

The latest addition to the BLR King Air offerings are retrofit winglets for the King Air 90 series (top).

The 50Dash4 modifications concede a full range of better performances to the original Falcon 50 (center).

about three feet for better altitude performance. At the powerplant level, Sierra can exchange the venerable Pratt and Whitney JT15D fanjets for more-efficient Williams FJ44 engines, resulting in a Citation 501 that can climb higher and quicker, cruise faster, or range farther. A Super II version of the Citation 550 changes the 2,500-lb-thrust JT15Ds for 2,800-pound FJ44-3As, increasing speed by 30 knots or economy-cruise range by 400 miles. A similar improvement package for the Citation S-II results in a Super S-II. In business since 1983, Sierra boasts 300 STC’s available, so it has many more Citation upgrades than the wing extensions and engine swaps. An aft-cabin fuel tank, using the rear 18 inches that is almost directly on the CG, offers some 120 gallons of added fuel. A 36-inch-wide cargo door can replace the 23-inch standard door, almost a mandatory modfication for medical transfer missions. A quick-release radome is available for early-model Citations, and gas-strut supports for the baggage door can save the copilot’s noggin in high winds. An aft baggage kit opens up the unused space in the rear fuselage for bulky items.

Interior options available from Sierra include a three-seat rear divan, armrests, barrel seats and more.

Sierra’s latest Citation upgrade is a glass-cockpit installation for the Citation 501, slated for approval in

58 - BART: OCTOBER - NOVEMBER - 2010

CUSTOM MODIFICATIONS

early 2011. Called the G501SP flight deck, it will feature Garmin GDU 1040 dual primary flight displays and a central multi-function display, with a pedestal-mounted alphanumeric keypad. Optional features include Meggitt EIDS digital engine instrumentation, SVT synthetic vision and TAWS A or B. With Sierra’s improvements, the early Citations gain a new lease on life.

Check to see which modifications have gained EASA approval or have it pending.

BLR Aerospace Don’t count on spotting a Beech King Air 350 by taking note of its winglets. It’s best to count the windows, because BLR Aerospace offers add-on winglets for the Super King Air 200 and 300 models, as well as other airflow devices for aircraft like the Cessna 441 Conquest II. By controlling tip vortexes, the effective span of the wingletequipped wing is increased, paying

big dividends in climb and high altitude performance, particularly in ISA+ conditions.

The latest addition to the BLR King Air offerings are retrofit winglets for the King Air 90 series, certified in March, 2010 by FAA and EASA. By the 3rd quarter of 2010, 64 shipsets had been delivered. Every one of Beech’s new King Air 90GTx is equipped with the winglets as standard equipment. If BLR has its way, there will be no Beech King Airs left unwingletted.

Premier Aircraft, LLC The Honeywell-engined Falcon 50 trijet is a great corporate aircraft, but it can be made more so by changing from its original TFE-331-3-1C engines to TFE-731-4-1C powerplants, a conversion offered by Premier Aircraft, LLC. Premier Aircraft is now wholly owned by West Star Aviation, Inc., in a deal announced August 2nd, 2010 by former partner Yankee Pacific Aerospace.

The 50Dash4 modification allows higher takeoff weights under highand-hot conditions, which benefits range to the tune of more than 600 nautical miles. Nearly all parameters show improvement with the more efficient, lower-emissions engines; cruise speed can be 35 knots faster, runway distance is shorter, direct time to climb is less and payload is increased.

It’s most advantageous to pursue the 50Dash4 mod when faced with a hot section or core inspection, when Honeywell MSP will credit back the monies that would have been spent on the older engines. Premier LLC’s performance upgrade is certified by both FAA and EASA, with installation available at Jet Aviation locations worldwide and Duncan Aviation, Midcoast Aviation and West Star Aviation in the Americas.

AvFab Aviation Fabricators and its sister company, Central Airmotive, offer a host of seating and interior options for the Beech King Air, Mitsubishi MU-2, Falcon, Commander, Learjet and other business aircraft up through

Gulfstreams. Side-facing divans are one of the most popular options, adding an extra seat in a footprint formerly occupied by two facing seats.

Aft seating for the King Air’s cabin baggage area is also a sought-after modification. AvFab products are PMA approved, built to strict specifications for the individual aircraft type, with STC approvals for installation.

AvFab is also a source of refreshment consoles, toilets and frequently-needed interior parts, in addition to the add-on seating options.

AvFab has developed high-density seating for King Airs, allowing as many 15 seats to be installed in the Super King Air 350, for instance.

Another popular new product is a sidewall and table upgrade for older King Airs, to create the look of the newer GT series. Stretcher installations for medical evacuation work are also a frequently-ordered AvFab item. The company works directly with the Beech factory when its products are installed in new-production special-mission King Airs.

In the final analysis, the decision of whether to upgrade one’s existing aircraft or to trade up is a weighty one.

However, when well-satisfied with the equipment and accoutrements in the present aircraft, a proven modification package from an established supplier can add value and capability.

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RETROFIT

Side-facing divans are popular options proposed by AvFab. Two place divan for Beechjet 400 recently approved by EASA (top).

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INNOVATION

GREEN TECHNOLOGY

BUSINESS AVIATION GOES GREEN

By Marc Grangier

Going green may have started as a fashion, but now it has become a vital necessity. A few years ago, a report to the United States Congress stated that: “The effects of aircraft emissions on the current and projected climate of our planet may be the most serious longterm environmental issue facing the aviation industry.”

ccording to Jack J. Pelton, President and CEO of Cessna Aircraft, “Aviation has established an outstanding track record in reducing its environmental impact.

The market demands efficiency. And with greater fuel efficiency comes reduced emissions. Still, we recognize there is much more we must do.”

Our community recognizes that we must do our part to reduce aviation emissions further even as we grow to meet rising demand for transportation.

Here’s a look at what we are doing – along with a look at what might lay ahead…

A

FOOTPRINT Bombardier is implementing green design in the development of its new allcomposite Learjet 85 business jet

Biofuels Biofuels are a key element of Business Aviation’s strategy to reduce its carbon emissions. They are expected to reduce lifecycle CO2 emissions by as much as 80 percent. Significant developments have been made in the past years, and certain biofuel blends have already been certified for “dropin” use in existing aircraft. Remaining challenges include aggregating sufficient demand for sustainable biofuels to justify the investment required in production and distribution infrastruc-

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tures. The target is to certify biofuels as safe for aviation use by 2013, but the latest information is that certification could be completed in 2011.

Once claiming about 25 percent of total operating costs, aviation fuel can now demand more than 45 percent of operating costs - eclipsing all others.

Moreover, while carbon dioxide regulations and costs reflect efforts to protect our atmosphere, they are adding even further overwhelming stress to the industry’s bottom line – even if new aircraft are 70 percent more fuel efficient than 40 years ago and 20 percent more efficient than 10 years ago.

Aiming for further improvement, the industry has pledged to increase fuel efficiency by another 25 percent by the year 2020. This is why, during recent years, a number of studies and reports have investigated the potential for use of biofuels in aviation. Hydrogen has also been suggested as an aircraft fuel of the future. In reality, hydrogen aircraft would require new engines and airframes, which are unlikely to be seen for at least several decades.

Hence, at the present time, novel liquid fuels are the only realistic alternative for air transport.

Demonstration Flights and Tests Use Biofuel Blends Honeywell (through its UOP business) is preceding researches in aviation biofuels. It has developed and is working to license technology that will allow fuel producers to convert a broad range of biological sources like algae or camelina into Green Jet Fuel.

While Honeywell is not traditionally a fuel producer, it is utilizing a small demo scale processing unit to produce the fuel that is being used for the commercial and military demonstration flights and multiple military flights with the US Air Force and Navy, as well as a helicopter flight with the Royal Netherlands Air Force earlier this summer. “These flights are critical to demonstrating the viability of fuels made from non-food, sustainable feedstocks and enabling the certification of Green Jet Fuel for military aircraft,” said Jennifer Holmgren, vice president and general manager of UOP’s Renewable Energy & Chemicals business.

Last July, Bombardier announced that for the first time, a Q400 turboprop aircraft will be flown by early 2012 using fuel from an oilseed crop

as part of a new biofuel test program.

According to Helene V. Gagnon, Vice President, Bombardier Aerospace, “renewable fuel from camelina offers a real opportunity to reduce the environmental impact of aviation by significantly reducing carbon lifecycle emissions”, adding that “the Q400 aircraft is already one of the greenest aircraft in service around the world, and this test program provides an opportunity to further the industry’s biofuel efforts and ultimately help reach its emissions reduction targets.” of combustion characteristics along with full-engine testing of both the APU and turbofan engine, and, in each of these tests, the engines performed just as they would with traditional aviation fuels. Renewable jet fuel made from sustainable sources like jatropha and algae has great potential to reduce the carbon footprint of jet engines in the coming decades while reducing our dependence on traditional fossil sources,” said Ron Rich, Director, Advanced Technology, Honeywell Aerospace.

For Walter Di Bartolomeo, Vice President, Engineering, Pratt & Whitney Canada: “We have implemented new technologies to significantly reduce fuel consumption, environmental emissions and engine noise in our latest generation of engines and we are developing cutting-edge green technologies for the future. We are committed to testing alternative fuels, including second and third-generation biofuels, in an effort to reduce the environmental impact of our products.”

At this year’s Berlin and Farnborough Air Shows, EADS showcased the world’s first flight of an aircraft powered by pure biofuel made from algae. A Diamond DA42 New Generation aircraft powered by two Austro AE300 engines took part in the daily flight demonstrations. Due to the higher energy content of the algae biofuel, the fuel consumption of the Diamond DA42 New Generation is 1.5 liters per hour lower when compared to conventional JET-A1 fuel - while maintaining equal performance. Tests also proved that only relatively minor modifications and adjustments had to be made to the aircraft’s engines to

qualify the biofuel from algae for the demonstration flights. According to EADS research and technology Chief Jean Botti: “This is the first time anyone has done it with 100 percent biofuel.” Bench tests with algae biofuel in the AE300 engine indicate fuel savings of 5-10 percent over kerosene as the biofuel burns more efficiently. “We are amazed that it had better combustion than kerosene,” added Botti.

A year ago, Honeywell completed initial testing of renewable jet fuel on its 131-9 Auxiliary Power Unit (APU) and TFE 731-5 turbofan engine, with results comparable to traditional aviation fuels. The renewable jet fuel was produced using technology from Honeywell’s UOP, for use in the Boeing sustainable biofuel flight test program, and was tested by Honeywell Aerospace in cooperation with Boeing and UOP. “In a series of tests in both propulsion engines and APUs, Honeywell saw no degradation in engine performance or fuel consumption,” said Bob Smith, Vice President, Advanced Technology, Honeywell Aerospace.

“The test regime for both APUs and turbofan engines included evaluation

Greener Engines For several years, Snecma has been developing the Silvercrest, designed to cut fuel burn and engine emissions, and therefore reducing environmental impact. Despite the current economical downturn, the French engine manufacturer believes that history has shown that the market still enjoys a long-term growth outlook. Thus, it is convinced that its new generation powerplant, which will develop from 9,500 to 12,000 pounds of thrust, has excellent prospects for large cabin and long-range business jets that will enter service as of the end of 2014.

The successful series of core demonstrator tests have demonstrated that the Silvercrest will deliver a better fuel burn value than the initial goal of 15% fuel burn improvement over current engines in the same thrust range, and 50% NOx margin versus the ICAOÕs CAEP/6 standard. The Silvercrest also aims to reduce noise up to 20 EPNdB versus Stage IV. Snecma, which dedicates one-third of its annual Research & Technology budget to reducing environmental impact, also takes a proactive approach to environmental protection, spanning all products and pro-

ALTERNATIVE

EADS teamed with Diamond for the first flight of an aircraft powered by pure biofuel (right).

The first flight of a Bombardier Q400 using fuel from oilseed crop is scheduled for 2012 (left).

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INNOVATION

ELECTRIC

First flight of the electric-powered C172 Skyhawk is expected to take place by year end. (left).

The Cri-Cri is a low cost test bed for system integration of electrical technologies (right).

GREEN TECHNOLOGY

duction sites (certified ISO 14001).

The company is also highly focused on meeting ACARE (Advisory Council for Aerospace Research in Europe) environmental objectives.

Furthermore, it participates in a number of European research programs aimed at developing innovative solutions to significantly decrease aircraft engine noise and emissions (CO2 and NOx).

Early September, EADS announced the first flight of the Cri-Cri, the firstever four-engine all-electric aerobatic plane, and a low-cost test bed for system integration of electrical technologies in support of projects like EADS hybrid propulsion concept for helicopters. The plane incorporates numerous innovative technologies such as lightweight composite structures that reduce the weight of the air-

Package, includes Raisbeck/Hartzell 4-blade Quiet Turbofan propellers, dual aft body strakes, increased gross weight to 10,560 lbs (ramp) and 10,500 lbs (takeoff), FAA-Approved Flight Manual Supplement, and optional Crown wing lockers. This package, which has been FAA approved since the fall of 2009, is available for all C90A/B/, C90GT and C90GTi models.

Electric Propulsion

frame and compensate for the additional weight of the batteries, four brushless electric motors with counter-rotating propellers, which deliver propulsion without CO2 emissions and significantly lower noise compared to thermal propulsion, and high energy-density Lithium batteries.

The combined utilization of these environment-friendly technical innovations enables the Cri-Cri to deliver novel performance values: 30 minutes of autonomous cruise flight at 110 km/h, 15 minutes of autonomous aerobatics at speeds reaching up to 250 km/h, and a climb rate of approximately 5.3 m/sec.

To date, nearly 40 percent of all new production C90GTi and B200GT owners are electing to have Raisbeck Performance Systems installed prior to first delivery. Raisbeck’s C90GTi EPIC Performance Package benefits include higher ramp and takeoff weights (460 lbs and 400 lbs more, respectively), 13 percent shorter takeoff distances, significantly better climb, lower cruise RPM and shorter landing distances. Over 6,000 Raisbeck systems have been installed since 1982.

Similarly, Hawker Beechcraft recently announced that Beechcraft King Air 90x composite winglet testing and certification is complete. Winglets for King Air C90 and E90 models increase wing aspect ratio to reduce induced drag and allows the King Air to fly faster on less fuel. Introduced last summer, the King Air 90x upgrade is a two-part conversion that synergizes the aerodynamic benefits of winglets with a gross weight increase to create enhanced King Air 90 handling/range/payload capability.

“The King Air 90x package provides added value and versatility to an aircraft that already has a well-deserved reputation as a workhorse,” said Christi Tannahill, HBC vice-president, Global Customer Support. Additionally, the per-

Last July, Cessna Aircraft announced it was collaborating with Bye Energy, Inc., an integrator of clean, alternative energy technologies for business and general aviation aircraft, to design and develop an electric propulsion system for a Cessna 172 proof-of-concept (POC) aircraft. Cessna’s Chairman, President and CEO Jack J. Pelton said, “As we look at the landscape of alternative fuels for general aviation aircraft, the electric power plant offers significant benefits, but there are significant challenges to get there. We believe Bye Energy has gotten off to a good start in understanding those challenges and how to overcome them.”

George Bye, CEO of Bye Energy Inc., thanked Cessna for its collaboration. “We are honored to work with Cessna in accomplishing the proof of concept endeavor. Cessna’s support of the electric and electric-hybrid program is vital to moving general aviation into the future,” he said.

First flight of the electric-powered Cessna 172 Skyhawk POC is expected to take place by year end. Cessna has delivered more than 43,000 Cessna 172s.

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Implementing the Design for Environment Engineering Going green is of course reducing CO2 emissions, but apart from using biofuels, there are other ways to reduce the environmental impact of business aircraft, for example by improving their aerodynamics. In this respect, a company like Raisbeck Engineering is pushing hard to improve performance of a given plane, while reducing its fuel consumption. One of its packages, the King Air C90GTi EPIC Performance

formance enhancements gained through the installation of the winglets will, over time, provide enough fuel savings to offset much of the cost of the modification.

Bombardier too is implementing green design for environment engineering in the development of its new products. It also integrated the use of composites technology with its new all-composite Learjet 85 business jet, scheduled for entry into service in 2013. According to the Canadian manufacturer, the new Learjet 85 is a perfect example of inte-

cedure for its customers and promoted that procedure until it became standard practice for most pilots.

With each new product, Gulfstream has offered improved fuel efficiency, less noise and lower emissions. In terms of aero/propulsion/systems, the company takes an integrated design approach to optimize airplane performance and efficiency. It also continues to explore the use of lighter weight materials, including composite materials. In addition to the application of weight-saving structural design and advanced materials, the

grating these initiatives in product design. The aircraft, powered by two PWC PW307B engines, features an advanced low NOx emission combuster with reduced environmental impact. It is also the first business jet designed for type certification under FAR Part 25 to use composite materials for all external primary structures.

According to Hélène V. Gagnon, Vice President, Bombardier: “We are committed to supporting the aviation industry’s drive for carbon-neutral growth and are constantly striving to produce aircraft that will have a reduced environmental impact, and our lifecycle management approach to new product design will help minimize our environmental footprint at all stages of product life.”

manufacturer is utilizing high-powered computing to optimize the aerodynamic shape by evaluating literally thousands of designs against performance and efficiency criteria. It also continues to work closely with propulsion system suppliers to achieve step improvements in fuel efficiency, noise and emissions that are expected in the next generation engines. Gulfstream also leverages the capability inherent in a fly-by-wire (FBW) control system by reconfiguring the airplane to a low-drag configuration based on flight condition, and to reduce critical design loads, thereby reducing structural weight.

Concerning avionics, Gulfstream has invested significantly in the development of new systems and functionality to improve safety and operational capability while also providing improved efficiency. Examples include its Enhanced Flight Vision System. This product utilizes infrared technology to allow pilots to see through fog and at night. When used during approach and landing, it reduces the probability of go-arounds or diversions to other airports, thus saving fuel.

Gulfstream has also recently received FAA approval for RNP SAAAR, which

Case Study: Gulfstream Aerospace Aware that it was producing ‘big irons’ – which are not always supposed to be green aircraft - Gulfstream Aerospace has made every effort to limit their impact on the environment.

According to Pres Henne, Senior Vice President, Programs, Engineering and Test, the company developed in the early 1980s a unique quiet flying pro-

stands for Required Navigation Performance Special Aircraft and Aircrew Authorization Required. This feature allows precision vertical and lateral navigation guidance to within 0.1 nautical miles and allows improved use of preferred airspace routes, which results in lowered fuel usage.

Furthermore, Gulfstream’s PlaneView Flight Deck is capable of sending and receiving real-time data, including weather, such as winds aloft and thunderstorm data. Using a sophisticated onboard Flight Management System (FMS), the flight crew can make strategic decisions to fly at altitudes that optimize fuel burn for the planned route.

For the future, Gulfstream is actively involved in industry developments and plans to develop new systems in line with FAA’s NextGen, Europe’s SESAR, etc. As an example, Continuous Descent Trajectory is the ability to begin the descent to an airport hundreds of miles away at idle power without the standard level-offs of today. Using advanced onboard navigation systems and displays, the aircraft can reach the airport with significantly less fuel burned.

✈

EFFICIENCY

The Snecma Silvercrest is designed to cut fuel burn and engine emissions (top).

Winglets for King Air C90 and E90 allows the King Air to fly faster with less fuel. (left).

Each new Gulfstream product offers improved fuel efficiency and lower emissions (right).

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FLIGHT TEST

FALCON 2000LX Preparing for Takeoff

A REAL THOROUGHBRED

Welcomed by Dassault’s chief test pilot Philippe Deleume, Beatrice Dubreuil, test engineer and manager of the 2000 tests, and Vadim Feldzer, communications manager, I immediately asked a provoking question: “Why, given the current economic slump, would a company manufacturing business aircraft choose to make them able to achieve performance levels that, on paper, are guaranteed by the products of other, aggressive manufacturers but that cost half the Falcon’s price?”. I know I was challenging, but it has to be kept in mind that the strategy of the French manufacturer is based on about forty years of experience in the design and production of high-end business jets.

The performance charts of the new Falcon show data that I shall try to verify during my test flight. The Falcon 2000LX, at maximum take-off

I spent many months in the classroom and many hours in the cockpit of many different aircraft in Istres, Provence, France. Not only is it a wonderful place, it is the location of one of the test pilots’ schools that the Italian Air Force sends its officers to achieve their qualification as test pilots. But I have to forget the emotions and souvenirs that fill my heart and head today and concentrate on the test flight I am going to perform: A still-green Falcon waits for me on Dassault Aviation’s apron, the same apron from which the Rafales and Mirages 2005 take to the air. he 2000LX is the latest addition in Dassault’ s family of executive planes and is the extended range derivative of the Falcon 2000EX, which has an operating range of “a mere” 3,800 miles (6,115 km). The LX has large and elegant winglets that extend from wings that still feature the original design conceived at the Saint Cloud center in Paris. The new wings afford an aerodynamic perfor-

T OFFSHOOT

The 2000LX is the extended range derivative of the 2000EX.

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mance improvement in excess of five percent, hence the aircraft range is increased by 250 miles (402 km) and climb to 47,000 feet (14.3 km) is shortened by two minutes. On the whole, it is a new airplane with which Dassault intends to offer its customers the possibility to cross the Atlantic Ocean non-stop – enhancing the flexibility of an aircraft designed to permit its eight passengers to fly coast-to-coast in the US.

weight, needs less than 1,500 m to take off under ISA conditions. Cruise speed is also important: the ability to fly some one-hundredths above Mach .8 may be a key element to obtaining a more direct routing. Besides, a few knots more can make the difference in terms of time and costs when flights last seven or eight hours.

Philippe Deleume pointed out that the Falcon 2000LX (it weighs about 20 tons at full load) can operate from

short runways, so it will be fairly easy to see it leave London City Airport inbound to New York or Washington.

All the above are the reasons for which an adhoc developed plane – even if its price tag shows an amount that is twice as much as that of the competitor – can be more appealing.

In fact, a competing ship derived from an airliner is slower and has worse performance characteristics, hence it is not always able to complete the mission economically.

The Falcon has been designed to operate independently: it does not require external power sources, is equipped with an internal power generator able to supply the airborne systems, start the two PW 308 engines and provide for air conditioning. It does not need handling personnel for movements on the ground, to assist its passengers or take care of the baggage. The crew can provide for all the above thanks to the plane’s special features, including the ladder mounted inside the baggage compartment

recording systems and water ballast tanks to simulate any variation in the load and CG. The plane I was to fly is the one destined for the measurement of the take-off and landing distances, and for the test of the new auto-brake system which reduces the landing roll.

The temperature was 28° C and a strong Mistral (28 kt - 51.8 km/h) was blowing, as usual. Take-off was planned to be from runway 33, then climb would be directly to 43,000 ft (13.1 km). I took the left seat, Deleume took the right one, Sergio Barlocchetti the jump seat- he was to be our flight engineer and official photographer. Dubrueil was to be at the ground telemetry station, listening to us and reading the data we would transmit from aloft. The takeoff run consumed a minimum section of the runway: I could read the 4 km remaining sign when we rotated at 103kt (190 krn/h), at full power and the flaps in position 2.

by Dassault’s bright intuition to give pilots information about how to manage their total energy. It is fairly difficult for Mirage and Rafale pilots to know by heart the attitude required to maintain level flight at all speeds, but it is sufficient for them to align the flight path marker on the horizon line, then move the throttle to align the chevrons too.

Flying straight and level becomes easy then. In fighter aircraft this system provides the advantage to allow pilots to have full control of their energy in high performance maneuvers and during aerial combat. To realize the advantages achieved in a civil aircraft, just picture in your mind what it is like to be in the terminal area of New York or London with a failed autopilot. How would your VIP passengers feel when deplaning if you do not have systems that reduce the crew workload during hectic phases like approach and departure?

In the Falcon, the EASy avionic is the pilot’s best friend.

door and the automatic pressure refueling system. The EASy avionics developed by Dassault and Honeywell, constantly monitors all aircraft systems.

The aircraft was readied for a three-hour flight with four passengers on board. Take-off took place at about half the useful load, i.e. at a total mass of 31,000 lb (14.6 t), 6,000 of which were of fuel. The aircraft interior was fitted with flight data

Just less than 15 seconds had passed since the start and I had to concentrate and pitch up fast in order not to exceed the maximum allowable speed in the then-current configuration (250 kt, 463 km/ h). A glance at the primary screen and a new pleasant souvenir came to my mind. The display showed the flightpath marker like in a fighter! I could also see again the mythical chevrons, i.e. the markings created

Back to the Climb I wrote down the results: 43,000 ft reached in 14 minutes, fuel burned 800 lb (362.8 kg), anti-ice system on, and a few deviations from the optimal speeds to check lateral and longitudinal maneuverability, which were OK for me. At the assigned altitude, the difference between stall speeds (high and low) was still high: 160 and 250 kt.

The wing showed an excellent margin

EASY

The author of the article in the left seat with Dassault's chief test pilot Philippe Deleume.

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FLIGHT TEST

AVIONICS The 2000LX EASy avionics, developed by Dassault and Honeywell, constantly monitors all aircraft systems.

of maneuver, and protections from load factors higher than 1.5 g at Mach .8 were available. I also noted a good behavior in turbulence and good maneuver capabilities.

The controls are fitted with a Mach trim that harmonizes longitudinal travel of the stick and efforts on it at high speed, a situation in which I felt that all trims were very sensitive, while the relationship between the efforts on the controls and airspeeds was remarkable. This means that piloting the Falcon LX2000 manually at high speed may entail high pilot’s workload. The phugoid, initiated at 250 kt, caused long oscillations that dampened out only after a few minutes. The impression I got was that static stability was significant, but had reduced damping.

On the other hand, all Dassault’s business aircraft are famous for being highly maneuverable and strong like combat aircraft, and I could observe that this Falcon has the same characteristics as the agile Mystere 20 and the bigger Falcon 900.

Controls were well harmonized and accurate along the axes, but a continuous action on the lateral trim - and a slight one on the roll trim - was

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FALCON 2000LX

required throughout the entire flight to compensate some unbalanced situations, possibly due to the fact that the aircraft was green. Behavior at slow speed was excellent, with the trim point barely changing with the flap, landing gear and speed brakes extracted, thus the pilot’s workload during manual take-off and landing should be reduced. Roll performance was interesting, also under g loading, where the favorable effects of the highly swept wing could be noted. The dihedral effect was clearly observable and lateral oscillations were well dampened.

The pilot’s workload during landing, both in cross-wind and during oneengine-off patterns, was always more than acceptable.

Approach to stall in clean configuration stopped when the stall warning sounded. Past that point, the wing might generate sustained roll conditions that worsen significantly if aileron is applied. The main reason for the limitation is related to the loads on the tail structure, which can be damaged by heavy buffeting. We reached 106 kt (190 km/h) while flying at flight level 1SO(4.570 m), our weight was

29,200 lb (13.2 ton), and returned to the flight line with the nose five degrees below the horizon and after having lost 200 meters of altitude.

There are no stick shakers or kickers, which means the the aircraft must also have a sound behavior at the maximum angle of attack.

In order to investigate the reason it was decided to install a single pressurization system, even if the Falcon can fly at very high altitude, I carried out an emergency descent at the maximum speed possible. The vertical velocity indicator showed minus 10,000 ft (altitude loss was 3,004 meters per minute), speed was .862, the engines were idle, the speed brakes out and attitude about 30 degrees below the horizon. In three minutes we were below 14,000 feet and no longer running a risk of hypoxia.

We then checked two interesting functions of the autopilot: protection at maximum and minimum airspeed. In both cases with autopilot and autothrottle engaged, the aircraft prevented the limits from being exceeded and dangerous situations from arising. The auto-throttle cut in - and if necessary,

the stick does to command pitch-up or pitch-down - to correct speed. In manually controlled flight, conversely, the pilot is the one who decides.

According to Dassault’s traditions, he or she can insist and fly past any limits. This is a feature I appreciate because in case of need, for instance if there is risk of collision or of impact with the ground and obstacles, the pilot is and stays the master.

We then flew a few landing patterns, also simulating the on-engine- out condition: performance levels were excel-

Engines Dimensions

Weights

Performances

Price

2 PW308C engine delivering 7000 pounds of thrust each on takeoff Cabin Height, Max 6 ft 2 in Cabin Width, Max 7 ft 8 in Cabin Length 26 ft 2 in (Cockpit separator to baggage door) Cabin Volume 1024 cu ft (Excluding cockpit and baggage) Baggage Volume 130.6 cu ft Max. Ramp Weight 42,400 lb Max. Takeoff Weight 42,200 lb Max. Landing Weight 39,300 lb Max. Zero Fuel Weight 29,700 lb Basic Operating Weight 23,465 lb Fuel Capacity (Usable) 2,487 U.S. gal TAKEOFF DISTANCE Balanced Field Length 5,585 ft (42,200 lb Maximum takeoff weight, sea level, ISA) APPROACH SPEED (VREF) 113 KIAS (26,490 lb Typical landing weight, 6 passengers, NBAA IFR reserves) LANDING DISTANCE 2,630 ft (26,490 lb Typical landing weight, 6 passengers, NBAA IFR reserves, sea level, ISA, FAR 91) RANGE 4,000 nm (6 Passengers, Mach .80, NBAA IFR reserves) Basic Standard equipment $31.65M

lent and touch and- goes possible in the tiniest spaces. The feeling was that the limit was not thrust, but the ability of the pilot to react fast enough. Landing is obviously where the auto-brake comes in very handy, as it shortens the distance required to stop permitting the braking action to be started immediately after the main gear wheels touch down and the nose is still up – hence, before the pilot can apply the brakes. For this reason, about two seconds are gained and the remaining roll can be up to 200 meters shorter.

The test continued until the aircraft came to a complete stop with the antiskid system cutting in when the wheels were just about to lock, and the crews of a couple of Mirages were observing us “slamming on the brakes”.

✈

By Marco Locatelli (Reprinted with permission from Volare) RESPECT The 2000LX is a genuine high performance airplane designed with a Photos Sergio Barlocchetti high regard for and Dassault the pilot.

BART: OCTOBER - NOVEMBER - 2010 - 67

FROM THE COCKPIT

THUNDERSTORM

PUNCHING HOLES IN THUNDERSTORMS

by LeRoy Cook

hunderstorm penetration is to be avoided at all costs, and we’ve all been taught to stay at least 20 miles away from a mature CB. Like most pilots, I’ve cut the corner a bit too close on occasion, and learned why the 20-mile standard was established. While dodging around the upwind edge (the rear side, from its direction of motion) of a 60,000-foottall monster, I flew into clear air turbulence so violent that I couldn’t read the instruments, let alone control the aircraft. Resistance, shall we say, was futile. After five or ten seconds, the ogre released his grip and all was smooth again.

T SAFETY

Avoiding CBs incursions is a safe approach for a secure flight.

As pilots, we are particularly privileged to witness some stunning sights from our cockpits, but perhaps none inspires more awe than when we peer toward a gathering of mature cumulonimbus clouds, particularly when it’s located between us and our destination, acting in concert with development of others of its kind.

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And so, we must resolve to keep our distance from thunderstorms, usually an easy sell to the owner riding in the back who can see the storm out his own window as we make the required deviations. I shared the waiting room with two planeloads of business travelers just last week – they were loitering while their crews pondered the radar display, which was filled with red blotches blocking their path. I’m sure some of the ambitious travelers were dismayed at the delay, but the television news of the following morning confirmed the wisdom of waiting.

While they were laid over, a transcontinental airliner picking its way around

the same line of storms encountered severe turbulence, injuring seventeen passengers and four members of the cabin crew. Thus, the value of prudence was proven.

However, On The Other Hand, Etc. The utility of private air transportation dictates that trips must be flown unless a clear and present danger prohibits the flight. Crews that complete a run uneventfully, skillfully evading the sharks lurking in the surf, are well thought of. Get-there-itis must not push us on into the face of peril, but neither can we cancel at the merest forecast of convective activity.

DUTY

The utility of private transportation dictates that trips must be flown unless a danger prohibits the flight.

BART: OCTOBER - NOVEMBER - 2010 - 69

FROM THE COCKPIT

THUNDERSTORM

The issue is one of capability – can we outflank the storms, or divert to a safe haven, within the aircraft’s range?

Will ATC allow us to stay high to conserve fuel, or does our experience with the route lead us to believe that we’ll get held down and receive lengthy vectors? For planning purposes, we need to avail ourselves of all the forecasting models and lifted index charts so we can be prepared for the day’s storm activity.

I used to tell a charter client of the uncertainty in the weather and give him or her a percentage of likely success. Some customers will accept a 50 percent chance of being diverted to an alternate destination, trusting our judgment to do the best we can, while

ISSUE

Can you outflank the storm or divert to a safe haven within the aircraft range!

others prefer to delay or cancel the trip. Most of them appreciated being involved, instead of being surprised at the outcome.

With a good airplane, carrying a surfeit of fuel, one can work around a storm line and perhaps make an attempt at an approach with plenty of options. Never proceed unless you have an “out” toward which you can turn in an untenable situation. To be sure, there are political overflight issues and ATC’s cooperation may be difficult to secure, but when push comes to shove, the pilot’s authority must be exercised.

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Use the Tools Once the trip is planned and given a chance of success, the tools of the trade are applied to the task of outsmarting the convective weather while en route. Never forget that storms operate dynamically – what you saw before departure soon becomes history, so you must keep abreast of developments. That means watching the path of movement on radar, and noting a tendency for a line of storms to bow outward or develop a hook, both bad signs for that sector. As soon as you can determine the direction of move-

ment, start planning your alternatives.

Unless the movement is slow, don’t try to get in ahead of the storm or, if you do attempt the arrival, keep a clear-air alternative at your elbow. Never commit to an approach that must be made.

Check surface weather conditions at other airports, those lying in the storm’s path before it arrives at your destination, which can alert you to outflow winds or other phenomena. Only a timely report is of value – if it’s a stale hourly observation, it’s no better than a history lesson.

Your best input is your own eyeball, taken in concert with what you’ve heard from metro, seen on your display and expected from traffic activity ahead of you. Stay in VMC if at all possible, so you can work around the towers and avoid the overhangs where hail can fall.

Using your experience, you’ll know what a mean-looking cloud holds inside, and if you can get a look at it, you won’t go there. The embedded cell is always a threat when you must fly in cloud, so adjust tilt and check a profile view to stay current on the radar returns ahead. Always remember that radar shows precipitation, not turbulence. Heavy rainfall rates are only one indicator of areas to avoid.

If All Else Fails...

It’s inspiring to read accounts of the early days of flying the line, when men of iron plied the skies and one flew in the weather, not over it or around it. Captains of the old unpressurized piston planes simply had to

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FROM THE COCKPIT

MISTAKES

Serious muddle of flight control have coincided with errors of the crew of this A319, hit by a hailstorm in a thunderstorm area.

choose a “soft spot” and bore through, hoping they had heard correctly of clearing weather through their static-filled headsets. Often out of fuel and luck, they had no alternative but to press on.

Those who brag of penetrating a thunderstorm may have only been blessed with good fortune, in that they missed the core of the storm, or picked one that was in its dissipating stage, or encountered a less-severe specimen. Even so, the ride will be memorable, from what I’ve heard and read. All hands on board should be secured tightly at their stations, loose objects stowed, cockpit lighting selected full-bright and engine ignition turned on. Turbulent air penetration speed is obviously a starting point – don’t expect that it will be held with any degree of precision.

Restrict the autopilot to flight director mode as hand-flying is the better choice when the going gets tough.

Inform air traffic control that you will be requiring a block of altitudes; mostly likely, your bit of airspace is uncongested. Only the hardy and the half-witted are out here today.

I once flew through the edge of a line with an experienced captain in a medium twin and noticed that his hand was on the landing gear handle as we entered the area, slowed to Vlo. His reasoning was that, if he felt the initial updraft that meant we were entering the storm’s upward surge, he would drop the gear to stabilize the aircraft and add drag. At his command, I would retract it when we flew into a downdraft or cleared the storm.

During the passage, one can expect torrential rain, hail, rapid icing, extreme turbulence, blinding lightning and perhaps St. Elmo’s fire or lightning strikes. The quickest way out is straight through, so the primary focus should be on heading control, with maintaining a level attitude given priority over sticking to an assigned altitude. Lessen the stress on the airframe by allowing the airplane to rise and descend. Once the ride smoothes out, check for electronic or control damage and see to the cabin, where some tidying up may be needed.

72 - BART: OCTOBER - NOVEMBER - 2010

THUNDERSTORM

What Triggers the Thunderstorm Lifting is the mechanism that initiates the birth of cumulonimbus clouds, which can be present at several sources. Commonly, unstable air masses provide the fuel for expansion of a moisture-laden air parcel, but there has to be a starting trigger, something as small as a thermal updraft from a parking lot or open field. Once begun, the lifting of damp air continues, feeding on itself.

A convenient upslope with a windflow oriented perpendicular to the ridgeline will surely springboard unstable air upward to create mid-day thunderstorms, and some coastlines with onshore winds will generate storms. However, the most-feared thunderstorm generators are opposing air masses crashing into each other like atmospheric tectonic plates. Cold fronts act as snowplows, using the density of cooler air to shove lighter, warmer air upward with its load of moisture. The influence of such frontal attacks is felt far ahead of the actual surface front, as squall lines form and dry lines of wind gusts make their presence known in the warm air sector.

Individual thunderstorms form and die in a matter of a couple of hours.

But, the complex of storms can continue generating a “train” of storms to take the place of fallen comrades. As pilots, we need to observe the dynamics of the situation and adjust our plans accordingly. Is the area moving out of our way, or expanding into it?

Two movements are usually seen – the individual storms drift one way, while the area itself goes off in another. In addition, a rapidly-expanding complex can simply grow larger to engulf what had been an open route, in a third direction. Therefore, you need to continually revise your exit strategy and alternates available, not sit on plans made earlier.

Thunderstorms influence airport operations to a great degree, so delays must be factored into one’s planning.

Thunderstorms in the arrival gates or on a final approach course ruin an air traffic controller’s day – an airplane arriving with minimal fuel only adds to the muddle. Be ready to switch approach procedures as storms pass by, and expect to calculate landing distances based on tailwinds and wet runway surfaces. The preferred strip of concrete may be unavailable, due to barbarians at the gate, so you’ll have to land in a best-option manner. Wind shear is an ever-present possibility when thunderstorms are moving through the area, requiring extra care during landings and takeoffs.

If you fly in a region where thunderstorms are a seasonal occurrence, you’ll need to draw upon your experience from past years and deal with them as best you can. Modern aircraft and flight management tools have given us more capability, but the rules of the game haven’t changed. Avoid, plan and stay flexible – that’s still the way to stay safe in thunderstorm country.

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As well as focusing on regulatory, legal, financial, insurance, and technical issues, The Future of Business Jets will provide a forum for topical issues.

Conference chaired by: Sean Gates, Senior Partner, Gates & Partners Speakers Include: Bobby D. Butler, Jr., Vice President & Chief Compliance Officer, Universal Weather & Aviation, Inc // Trevor Esling, Cessna Aircraft UK // Shaun R. Flanagan, Thrane & Thrane // Brian Humphries, CBE, President & CEO, EBAA // Guy Lachlan, BBGA Peter Leiman, Co-Founder and Managing Director, Blink // Sean McGeough, President, Europe, Middle East and Africa,Hawker Beechcraft // Aoife O’Sullivan, Partner, Gates & Partners // Bo Redeborn, Director Cooperative Network Design, Eurocontrol // Fred Reid, President, Flexjet // Willy Sigl, Air Operations Officer, Rulemaking Directorate, EASA // Ed Smith, General Aviation Manufacturers Association (GAMA) // Andrew Woolfson, Director, International Finance, Cessna Finance Further infor mation visit www.quaynote.com email alison@quaynote.com telephone 44 (0) 20 8348 3704

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SAFETY SENSE

RULES AND REGULATIONS

ARE YOU PREPARED TO BE SAFAED?

By Michael R. Grüninger, Markus Kohler and Capt. Giancarlo Buono of Great Circle Services AG (GCS) magine a bright sunny morning at a European airport. Flight preparations and the loading of the aircraft are completed. Just about ready to go, when two gentlemen approach your aircraft and address the pilot: “Good morning, we are representatives from the local competent authority and are conducting a SAFA inspection. Please show us...”. You may have heard of SAFA, but are you prepared for what is happening? Are you aware that you may not be going anywhere at all?

SAFA is the acronym for the Safety Assessment of Foreign Aircraft program, is established by the European Commission. It is a program created for the inspection of aircraft from third-countries operating in European airspace and landing in Europe.

During a ramp inspection, given the limited time, inspectors will primarily focus on crew and aircraft documentation and the physical condition of the aircraft. But they will also observe how a crew solves its normal and abnormal

I

PRUDENCE

Be prepared for a ramp inspection if you are operating in Europe from a third-country.

74 - BART: OCTOBER - NOVEMBER - 2010

tasks (including dealing with this surprise inspection) on the ground. From the assessment of the displayed level of professionalism and the procedural discipline, they will draw conclusions as to whether an operator is to be trusted as a safe partner in the skies.

And yes, they have the authority to delay the departure of the aircraft until any issues they find that, in their opinion, “have a major influence on safety” have been corrected. Worst case, they can withdraw the Certificate if Airworthiness.

Safety Assessment of Aircraft The State is responsible for the safety of aircraft registered in their registry. States have the obligation of overseeing these aircraft. For a Civil Aviation Authority in such a State, this oversight approach works from the top to down. The State registers an aircraft and then oversees its operation and safety by various statutory means, such as airworthiness reviews, pilot licensing and operations inspections performed in its own territory.

However, in the last 30 years, commercial regulations in airlines and charter companies have changed drastically. Liberalization and deregulation of markets offered flexibility but also created a situation in which aircraft are operated globally without ever returning home where the competent authority may execute its oversight responsibility (this assumes it would do it in the first place).

The consequences of deregulation and liberalization in aviation made it necessary to rethink the role of the State. The Safety Assessment of Foreign Aircraft (SAFA) Program was initiated as a consequence. ECAC initially sponsored the initiative, managed by the JAA. Granted, SAFA would probably not have prevented the Birgenair Flight 301 accident from happening, but SAFA started changing the awareness of Operators that safety was a constant effort and States were not looking away.

Take, for example, an accident occurring on the night of January 3rd, 2004.

The Flash Airlines Flight 604 Boeing 737-300 crashed south of Sharm-elSheikh in the Red Sea. Most of the passengers were French tourists returning home from the popular vacation destination. The flight was cleared for an initial climbing left turn after take-off and

the crew had already initiated the left turn when the autopilot was engaged. A few seconds later the autopilot disengaged and the aircraft commenced a slow roll to the right. CVR data indicate an increasing state of confusion of the captain, and the FDR recorded aileron deflections, which resulted in an excessive right bank angle. The aircraft continually lost altitude and crashed into the Red Sea some two and a half minutes after take-off, killing all 142 passengers and 6 crew members. The final investigation report by the Egyptian Ministry of Civil Aviation cited four possible causes, all related to technical problems; however, “no conclusive evidence could be found”. The report’s conclusions were highly contested, with the French Bureau d’Enquêtes et d’Analyses (BEA) and the US NTSB placing more emphasis on the human factor aspects of the accident sequence.

This very same aircraft had been subject of a SAFA inspection in Switzerland in 2002. As a result of the significant SAFA findings, the Swiss competent authority had banned the airplane and its sister airplane from landing in and overflying Switzerland. However, international exchange of SAFA findings between participating States did not automatically trigger a ban in other SAFA States. The Swiss informed States to which Flash Airlines was operating about the serious findings and the Swiss ban, but these States continued allowing operations by Flash Airlines.

After this accident the European Commission understood it was important to create common rules on this topic and adopted Directive 2004/36/EC on the safety of thirdcountry aircraft using Community airports. Thereafter, this legislation matured further and additional technical rules were adopted. For example, Regulation (EC) No 2111/2005 provides a provision for a decision making process whereby an airline may be banned from European airspace for safety reasons. Those airlines will then appear on a “Community list”, commonly referred to as the “Black List” (http://ec.europa.eu/transport/airban/list_en.htm).

SAFA is a spot examination of the operative state of an aircraft and its crew. It is not a cure-all solution for substandard safety performance, but it has proven to raise awareness among aircraft operators considering the con-

sequences they may face in case they “get caught”. Unsafe attitudes and behavior are often identified and highlighted by ramp inspectors. Even if the findings are not dramatic (yet?), the fact that an inspector starts asking questions may serve as a trigger for change. And not seldom has SAFA most probably stopped the proverbial “accident waiting to happen” from taking off again.

Be Prepared Robert Baden-Powell’s motto is equally applicable to millions of Scouts as it is to foreign aircraft operators subject to unannounced SAFA inspections when flying to European airports. Specific items the SAFA team will review may include licences of the pilots, procedures and manuals that should be carried in the cockpit, compliance with these procedures by flight and cabin crew, safety equipment in cockpit and cabin, cargo carried in the aircraft, and the technical condition of the aircraft.

More guidance and information may be found on the EASA website at http://easa.europa.eu/approvals-andstandardisation/safety-assessment-offoreign-aircraft-SAFA.php. Note that the NBAA 2010 Convention in Atlanta will also feature two presentations on the European SAFA Program.

Having all your ducks in a row by consistently upholding a high level of compliance and professionalism and by fostering a healthy safety culture you will be able to quickly convince the SAFA inspectors of the safety of your aircraft, so that you can be off on your flight into the sunny day.

✈ Michael R. Gruninger 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 and other standards), consultancy, manual development and process engineering.

He can be reached at Michael.grueninger@gcs-safety.com or +41-79 442 44 89. His column, Safety Sense, appears regularly in BART International.

BART: OCTOBER - NOVEMBER - 2010 - 75

REPORT

JET EXPO MOSCOW

MORE SHOW THAN TRADE

By Nick Klenske ord is out: The Russian Business Aviation market is in full-recovery mode and, in general, business is booming. So, one would expect the leading tradeshow for the region would also show signs of recovery – especially after last year’s dismal showing. If we thought the 2009 edition showed signs of ‘downsizing’, then 2010 showed signs of disappearing!

Where was the business? Where were the booths? The industry movers and shakers? And where were the OEMs? Taking a glance around the exhibition hall at Moscow’s Crocus Expo, one was quick to notice that many marquees were missing. Granted, Gulfstream (who also hosted a pressconference), AgustaWestland, Bombardier and Hawker Beechcraft were all there in full force. But what about Cessna? Where was Embraer?

And what about Dassault? Walking the aisles and stopping by booths one also noticed the lack of key players – where were the CEOs and company presidents? Instead of Business Aviation, the show floor seemed more filled with meeting zones, a piano area, lounges, bars, smoking corners and even a souvenir photo shop.

To make matters even stranger, whenever you did run into an exhibitor at the exhibition center they all talked about how happy they were with the show. Happy? Show? Were REVIVAL we missing something?

Christophe Degoumois, Breaking Up the Family It seems that Business Aviation wasBombardier regional vice n’t disappearing at Jet Expo – it was president, sees just spread out. Very spread out. As in signs of two and a half hours spread out.

Like most industry trade shows, Jet recovery. The Canadian Expo also has a static display at the Company city’s Vnukvo-3 airport. And that assured a strong seems to be where much of the show presence at was happening. The missing OEMs? JetExpo. Cessna, Embraer and Dassault were

W

76 - BART: OCTOBER - NOVEMBER - 2010

ates a logistical nightmare and forces both exhibitors and visitors to choose between either the static or the exhibition hall. As it seems more and more prefer the convenience of working right where they fly into, the exhibition hall becomes more and more of a ghost town.

Business Aviation is a unique industry in that it is really a tight-knit family. We work best when we work together .

Putting a two and half hour taxi ride between us is akin to breaking up the family. And breaking up the family is bad for business!

all taking care of business exclusively on the tarmac. And the movers and shakers? Once again, at the static.

At shows like EBACE, where the static display is just a short walk out the exhibition hall door, this set up works great. But in a city with the traffic congestion like Moscow, the set up cre-

We at BART aren’t sure what the best solution is, but we know something needs to be done. Visitors walking into the exhibition hall will get the impression that Business Aviation in Russia is depressed, and this image hurts the entire industry across the globe – let alone being far from the truth…

The Truth: Russia is Back After taking a significant hit during the recession, Business Aviation in Russia is once again taking off.

Speaking at the opening ceremony, Christophe Degoumois, Bombardier regional vice president sales, Russia, CIS and Eastern and Central Europe, touched on the five-year history of Jet Expo.

“What an interesting five years it has been for Jet Expo, for Bombardier and for the business jet industry as a whole,” he noted. “From record sales just two years ago – to the most challenging year our industry has seen in a decade – to this moment, where thankfully I can say that we are seeing signs of a recovery.

Cancellations are slowing substantially and, more than that, we have begun to announce orders once again.”

Speaking specifically to the Russian market, Degoumois said that at the Farnborough airshow in July, Bombardier announced orders for nearly 800 million dollars and, among those orders, four were Global Express XRS jets set for delivery in Russia.

“The fundamentals of Business Aviation remain strong, and the sophisticated and discerning customers here in Russia understand that these aircraft are tools of efficiency, which are vital to the growth and sustainability of many businesses.”

In Bombardier’s recent business aircraft market forecast, the company predicted that the Russian business jet fleet will nearly triple by 2019, making Russia what Degoumois calls “a dynamic market that has unlimited possibilities for growth.”

According to Gilles Gautier, Vice President of Falcon sales for the Eastern Hemisphere, “If you look at our sales records in the past few years and today’s projects in Russia, I feel confident about a very promising future despite the Russian market being more affected by the downturn than India or China.”

“Today, this market is really mature and professional,” continues Gautier.

“The number of Falcons sold in Russia is very encouraging, and Russian Falcon owners and operators are our best ambassadors.”

Furthermore, speaking at a press conference organized by Gulfstream, Joe Lombardo,

President of the company, underlined the fact that nowadays Gulfstream was more globally oriented and had a strong interest from the Big Four: Brazil, Russia, India and China. "We are especially enthusiastic about the Russian market," he said.

He also insisted on the European mar-

ket, where, according to Lombardo, the Gulfstream in-service fleet has increased by 80 percent within the last five years.

And to ‘walk the walk’, let’s take a brief look at all that is happening in and around Jet Expo Moscow.

Embraer took the occasion to announce the naming of the Vnukovo3 Group as its authorized sales representative (ASR) in Russia. The Vnukovo-3 Group, which operates a fully dedicated Business Aviation terminal – Vnukovo-3, in Moscow – providing service for over 90 percent of business aircraft flights in the city, will sell the entire line of Embraer Executive Jets products.

“We are pleased to welcome the Vnukovo-3 Group as Embraer’s sales representative in Russia,” said Luís Carlos Affonso, Embraer Executive Vice President, Executive Jets.

“Embraer already has a very important presence in the Russian market with over 30 Legacy 600 executive jets operating in the region. By partnering with the Vnukovo-3 Group, a leader in Business Aviation in Russia, we expect to expand our best-in-class executive jet presence.”

“We are honored by Embraer’s confidence in choosing the Vnukovo-3 Group as a partner to develop Embraer Executive Jets sales in Russia,” said Vitaly Vantsev, Chairman of the Board of the Vnukovo-3 Group.

“This responsibility is a valued addition to our extensive services and products portfolio. We have high expectations for the Russian market, especially because Embraer’s aircraft are world-renowned and incredibly well-suited to this region.”

Italian Business Aviation Manufacturer, Piaggio Aero announced its entry into the Russian Business Aviation market during the show. As part of its market expansion program, it is currently seeking Russian Certification for its P.180 Avanti II aircraft and that they would begin sales deliveries in April/May 2011, upon completion of the aircraft’s certification.

Piaggio Aero also announced that they have reached an agreement with Aviacharter to become a partner for the sales and marketing activities of the P180 Avanti II aircraft in Russia.

Aviacharter is also the first Piaggio Aero customer in the country having already signed a Letter of Intent (LOI) to buy

WORLDWIDE

Joe Lombardo, Gulfstream president said that Gulfstream was more globally oriented, underlining the importance of the Russian market. The company had a full-size booth in the Convention Center as well as a presence on the static display.

BART: OCTOBER - NOVEMBER - 2010 - 77

REPORT

STRONG

Hawker Beechcraft also had a significant presence both on the static and in the exhibition.

"We are impressed with the resiliency of the Russian business community" said Sean McCeough, HBC president Europe.

two P.180 Avanti II as soon as the aircraft’s Russian certification is attained.

“We have evaluated the Russian market very carefully since we appeared at Jet Expo two years ago and we think that it’s now the right moment to enter into this important market for Business Aviation,” said CEO of Piaggio Aero, Mr. Alberto Galassi. “We are delighted to be bringing our aircraft to this market and people will be surprised at what a great alternative it is to the other more established aircraft in Russia. Our aircraft is a really unique and distinguished high technology product, made in Italy with great performance, unrivalled comfort and unmistakable style”.

“This is a great opportunity for our company to commence co-operation with a distinguished airframe manufacturer,” said Aviacharter Director for P.180 Sales in Russia, Mr. Oleg Yastrebov. “We are looking forward to introducing this remarkable aircraft to corporate, VIP, rescue and special mission markets both in Russia and in several CIS states.”

According to Daniel Kunz, Director of Sales and Marketing for the Pilatus PC12, the current fleet of PC-12 aircraft currently based in Russia is around 10.

This is due in part to the bankruptcy of Air Alpha Aircraft Sales, the company’s designated distributor and service center, in 2009. However, taking into account the growing number of Pilatus aircraft operating in the region, new service centers are on the drawing boards.

“It will definitely be one of the key tasks of any new Pilatus Center to establish a service center in Russia,” says Kunz. “We will use our best efforts to have a service center in Russia as soon as possible, but at this moment in time I cannot give you a firm indication about where it will be and when it will become fully operational.”

Hawker Beechcraft also had a significant presence, both on the static and in the exhibition. “We are impressed with the resiliency of the Russian business community and its prospects for growth,” said Sean McGeough, HBC president, Europe, Middle East and Africa region. “Along with the proven reputation of the Hawker series, the Hawker 4000 has gained instant popularity with Russian customers as it is perfectly suited for regional and inter-

78 - BART: OCTOBER - NOVEMBER - 2010

continental travel. Additionally, our King Air products offer economical and reliable transportation solutions that are well suited for both commercial and special mission applications.”

In partnership with its local distributor Premier Aviation, HBC featured its Hawker 4000, Hawker 750, Beechcraft Premier IA and King Air 350i on the static display.

Turning to rotors for a moment, Eurocopter Vostok delivered the first EC135 T2i helicopters, part of a purchase contract for eight EC135 helicopters in passenger configuration, to Gazpromavia at Eurocopter’s facility in Donauwörth, Germany. This EC135 is the first Eurocopter helicopter equipped with Russian-built mission avionics, produced by Transas Aviation – a leading Russian avionics manufacturer based in St. Petersburg.

“The EC135’s introduction into our fleet is a milestone event for Gazpromavia, and its Russian content has enabled the perfect customization of this reliable and efficient helicopter to our operational needs,” said Gazpromavia’s general director Andrey Ovcharenko. “We plan to extend our strategic partnership with Eurocopter – particularly in the field of training services – which will be in addition to the operations support and maintenance provided by the company in our facility at Ostafievo airport.”

AgustaWestland also had big news at the show, announcing the completion of work to secure Russian certification for its AW139 medium twin, which the company has high expectations for in the regional market – particularly as the model will be assembled locally at HeliVert.

Looking just outside Russia, JetEx Flight Support continues to rapidly develop its network throughout the Ukraine as it builds on the success of its 24-7 multi-lingual operation at Airport Kiev. JetEx Business Development Manager for the CIS, Mariya Vynohradova, says: “There is a great deal of focus on private aviation developments in the CIS and Jetex is concentrating on Ukraine as a gateway to the region in response to expanding client demand.”

Vynohradova confirmed that JetEx has been licensed by the CAA (Ministry of Transport of Ukraine, State Aviation Administration) for ground handling administration at five airports. These are the Municipal Enterprise “International Airport Kyiv” (Zhuliany) UKKK; the “International Airport Boryspil” State Enterprise UKBB; the Municipal Enterprise “International Airport Mykolaiv” UKON; the International Airport “Kharkiv” (“New Systems AM Ltd”) UKHH; and the International Airport “Lviv” State Enterprise UKLL. “Our clients find it convenient and reassuring that we are growing daily with their needs in mind. Demand for our services, including fast track customs, guides and supplementary services for trips throughout airport Kiev is rising,” JetEx reports.

To round out the show, Gulfstream brought three aircraft to the static: the large-cabin, mid-range G200, the largecabin, long-randge G450 and the largecabin, ultra-long-range G550.

Bombardier showed off its Learjet 60XR and Challenger 850, while Dassault brought its 2000LX and 7X.

✈

64TH ANNUAL MEETING & CONVENTION OCTOBER 10, 11, 12, 2011 LAS VEGAS, NV

ZZZ QEDD RUJ

PROFILE

StandardAero

THE DIFFERENTIATOR

and top-notch.” The Springfield investment further included a new fan system for heating and cooling and some new machines for stitching and wood working. Customer offices were upgraded recently.

Truly Tip-to-Tail Whereas everybody claims to offer tip-to-tail service, StandardAero redefines the slogan. “The scope of our MRO services for Business Aviation are broad in every sense of the word,” says Taylor. “Where some can do tip-to-tail in relation to the paint, we can do that on basically all

By Nick Klenske ounded in 1911, StandardAero is one of the largest independent MRO and aviation service businesses in the world, providing comprehensive services to commercial, military, business aviation, helicopters and industrial operators. Over 300 years of collective experience brings customers unique knowledge and expertise in solving maintenance challenges.

But enough about the past, how’s business going today?

“Business is going well,” says Scott Taylor, senior vice president, Business Aviation at StandardAero. “In fact, it is much better than last year.”

According to Taylor, revenue is up significantly, particularly in certain areas. “In the MRO and engine sectors, we’re up double digits, while the overall market is down double digits.

Granted, some of this has to do with StandardAero’s market share, but it is also a sign that things are turning around.”

Taylor further noted seeing a pick-up in the airframe maintenance sectors and in such discretionary spending areas as avionics upgrades, paint jobs and cabin refurbishments. “The first half of the year we were up on all these items, well over last year’s numbers,” says Taylor. “Even though July was very slow, the rest of the third quarter filled in nicely and now we’re back on track.”

F

TIP-T0-TAIL

StandardAero offers a wide range of MRO services. Falcon avionics (top).

ACJ interior (right).

80 - BART: OCTOBER - NOVEMBER - 2010

In terms of regional activity, Taylor notes the company recently picked up some European airframe jobs and refurbishment work, helping to grow the business on the Continent. In the US, all regions are showing signs of increased activity. And in Latin America, where StandardAero recently attended a “very busy” LABACE, they are seeing a significant amount of growth.

“As business grows, we have to ensure we are able to provide the quality of services our clients expect,” notes Taylor. “For example, in our Springfield facility, we are repainting all the hangars and floors. We’re not expanding, we’re upgrading to make sure our facilities remain up-to-date

light, ultra-long range jets on the market. In other words, we’re broad in scope.”

As an example of some of what Taylor refers to as StandardAero’s differentiators, he points out that the company does mid-point hot sector work, but unlike its competitors, will go all the way to the core of the engine. “We offer a very broad airframe and engine service on a broad range of aircraft – on everything from Hawkers to Challengers and Falcons.”

“I can say that what differentiates StandardAero from the crowd is that we are a one-stop-shop for many types of airplanes,” says Taylor. “Take the Falcon 2000 for example. This is a jet

In the MRO sector you won’t find many strong partnerships,” notes Taylor. “What we’re doing is, whenever we find that we don’t have a capability – whether that be a certain product or in a certain region – we’re creating partnerships with other providers to ensure that we are always able to offer a truly tip-to-tail service.”

“At StandardAero we pride ourselves on our intense focus on how the customer thinks. When an operator wants something, they want it quickly. They don’t care who provides it. With partnerships, we can meet this expectation better. This is innovation in the MRO sector – and what we’re doing is a game changer.”

No Lip Service Taylor says at NBAA the company will likely have some announcements on this partnership concept, both with

where there is very little we can’t service. And when you add in our engine component, there’s simply no one else who can offer what we do.”

“When somebody needs something done, they go to one place: StandardAero.”

Innovating the Industry When speaking about innovation, every industry – and every sector within an industry – will have a different definition. In other words, what is innovative for one may be common for another. At StandardAero, innovation means aggressively forging strong partnerships to better serve the customer.

StandardAero Reopens TFE731 MPI Shop at Springfield Service Center StandardAero has officially reopened the engine shop at its Springfield, Ill, service center (SPI).

Company officials and customers were on hand for an event and reception to celebrate the opening.

“Customer feedback indicated there was a strong desire in re-establishing an engine shop in Springfield to support their need for ‘one-stop-shop’ capabilities,” said Scott Taylor, senior vice president, Business Aviation. “Listening to our customers and incorporating their feedback into our operations is an important part of our business.

Remaining true to our strategy of providing comprehensive business aviation services and the best customer experience available in the market, we followed through.”

Due in part to its Garrett Aviation lineage, StandardAero is the largest independent provider of airframe, paint, avionics and modifications, as well as TFE731 heavy maintenance, repair and overhaul (MRO). At 265,000 square feet of production and support function floor space, Springfield is StandardAero’s largest business aviation shop and services a significant volume of TFE731-powered aircraft. Initially, the shop will be capable of providing major periodic inspections (MPIs) for TFE731 engines. The capabilities of the shop will be reassessed periodically with a possibility of adding other engine types and services based on customers’ needs.

“I’m very excited to have the engine shop up and running again,” said Mike Menard, vice president and general manager of StandardAero’s Springfield facility. “Our customers tell me regularly that this effort shows a long-term commitment by StandardAero to this facility and our continually increasing presence in the market. And, just as important, they mentioned that when the customer spoke, ‘you more than listened….you acted’.” providers and customers. The company currently has a partnership program with Netjets – a major client.

“We’re working on taking this same partnership concept down to a smaller level,” says Taylor.

The company will also have some news on new engine services.

“Last year at our press conference I stood and said we were going to focus on the customer experience,” says Taylor. “This year, we will show you that we’ve been doing what we said we would do. There’s no lip service at StandardAero.”

✈

ADVANCE

Innovation at StandardAero means "Partnership".

Heavy maintenance of TFE731s on a Falcon 50 (top).

Hawkers on maintenance (center).

StandardAero supervisor on duty (bottom).

BART: OCTOBER - NOVEMBER - 2010 - 81

INSIGHT

AIRCELL

IT’S GOGO AT AIRCELL!

From Europe to the US – Aircell seems to be connecting business travelers across the globe. To catch up on all that is happening out in Colorado, BART Managing Editor Nick Klenske caught up with John Wade, executive vice president.

GOGO

More and more people tend to move between flying commercial and flying a business aircraft. Now when they see Gogo in their business jet they'll know exactly what they can expect in terms of Internet connection and productivity.

BART: At EBACE Aircell announced pending availability of the new SwiftBroadband 200 system. Can you bring us forward from there?

Wade: Both the service and equipment components have progressed quickly. We’ll have some announcements to make at NBAA. People should think of the new Aviator 200 as simply an additional option for bringing SwiftBroadband capabilities to their aircraft. The system’s small, low-gain satcom antenna reduces overall system size and weight as well as the cost and complexity of aircraft modifications. Operators will be able to seamlessly use their personal laptops and mobile devices for e-mail and light Internet services at up to 200 kbps with coverage in any of several world regions. They can also use the system’s integrated cabin handsets to make and receive voice calls – all in a single equipment package. It’s ideal for smaller aircraft seeking a costeffective voice and data system, yet don’t require seamless global coverage – exactly the type of aircraft you see in high use throughout Europe.

The equipment is available for order now, and first shipments and service availability is scheduled for early October.

BART : You recently announced the rebranding of what was formerly known as Aircell Highspeed Internet to Gogo Biz Inflight Internet – which, to clarify, is a different service than SwiftBroadband. Why? Wade: The main reason for the rebranding decision was to bring the Business Aviation service in line with our sister program found on the air-

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lines. On the commercial side, we’ve been operating as Gogo for some time now and it has caught on as a recognizable brand name here in the US market.

The rebranding as Gogo Biz allows us to bring more familiarity of the internet capabilities available in business jets – especially as more and more people tend to move between flying commercial and flying a business aircraft. Now when they see Gogo in their business jet they’ll know exactly what they can expect in terms of Internet connection and productivity.

BART: When you say people move between flying commercial and business jets, does this include the charter and fractional sector?

Wade: Of course. In fact, these two – in many ways very different – sectors, we’re seeing a lot of interest in our products. This is because these sectors understand that what Aircell offers is a productivity tool that gives their clients the ability to make efficient use of their time in the air.

Charter companies see their aircraft as a way to make money, and see offering Gogo Biz as a differentiator. When they can offer a client the ability to stay connected, be productive and get work done while onboard their aircraft, what they’re doing is adding value to their plane – and their service.

The fractional market is a little different, although here too we’re seeing a very high level of interest. Instead of seeing their planes as revenue generators, as the charter companies do, they see having Gogo Biz available as being an essential part of the passenger experience. We’ve also seen both sectors using our service as an operational tool and a way to reduce costs by getting more done in less time.

BART: Coming back to the Aviator 200, have you made any decisions as to pricing yet?

Wade: Aircell’s Aviator 200 equipment package is in the $55-60,000 range, depending on options, plus installation. For the service side, several service plan options will be available, but operators will pay between $8-12 per Megabyte of data transferred and a flat $1.45/minute for voice service. These are very similar to the service plans available with traditional SwiftBroadband systems.

BART: And what can we expect from Aircell at NBAA? Wade: We’ll be focusing on the adoption rate of inflight internet services – which has been absolutely positive.

The customer response has been astounding. We’re meeting everyone’s expectations for what affordable broadband promised to do.

In fact, when you look at what the economy has been doing in comparison with how our Gogo Biz is doing, there’s a night and day difference.

While the economy struggles, broadband connection is taking off. I think a lot of this has to do with the fact that broadband service equals productivity.

Aircell is bucking the trend simply because we’ve created a tool that allows companies to be more productive, which, in part, is what is driving the economic recovery.

Clearly, things are happening at Aircell.

With Business Aviation continually working to place the focus on the business benefits of using our sector, staying connected while in the air will only become more essential. Needless to say, expect Aircell’s ‘go-go mentality’ to continue.

✈

For increased mission endurance, L-3 chose Raisbeck’s fully-enclosed main landing gear doors to equip the U.S. Air Force Project Liberty aircraft.

Why? 33 minutes more time-on-station.

Photo courtesy of U.S. Air Force, Joint Base Balad (Iraq), and AF.mil

Think Raisbeck

It just m akes good mission sense!

tobin@raisbeck.com Contact Tobin Shackelford (206) 723-2000 (800) 537-7277

www.raisbeck.com

129

EST. 1988

129 OCT - NOV 2010

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