Bart International 130

130

Beechcraft KING AIR B200GT / WHY I FLY

BI-MONTHLY / DEC 2010-JAN 2011 / POSTING OFFICE BE 1380 LASNE

Ask Lars Thrane if he flies any aircraft besides a Beechcraft, and his answer is simple: “No. Never thought about it.”

EST. 1988

130 DEC 2010-JAN 2011

EUROPE'S PREMIER BUSINESS AVIATION MAGAZINE

1

Power, dependability and performance in Europe’s most popular business aircraft.

With customers worldwide, Thrane & Thrane is a leader in mobile satellite communications.

So when Lars Thrane isn’t flying for pleasure, he’s flying between his company’s two facilities in Denmark—and anywhere business takes him in Europe. His choice is a King Air B200GT. WHY? “The only aircraft that satisfies all of our requirements is a King Air. From unimproved airstrips to mountain flying, YOU CAN DO WHAT YOU WANT, WHENEVER YOU WANT. It’s a reliable workhorse, so when developing our AVIATOR 200 aeronautical broadband system, I only considered the King Air to showcase our product.” And the King Air B200GT is one of the greenest aircraft in its class, making Europe’s most popular business aircraft the most responsible choice.

LEARN MORE, VISIT HawkerBeechcraft.com/Beechcraft EUROPE, MIDDLE EAST & AFRICA +44 (0)1244.523.803 ASIA-PACIFIC +852.3756.3755

UNITED STATES & THE AMERICAS 1.800.949.6640

1.PER EUROCONTROL STATISTICS AND FORECAST SERVICES (STAR FOUR) AIRCRAFT MOVEMENTS FOR THE PAST THREE CONSECUTIVE YEARS. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

Preview MEBA 2010

GET ON BOARD. GET GET ONLINE. GET ON WITH LIFE.

With a global aircraft communications system from Aircell, you can now send and receive e-mail, make calls, and even surf the web. We offer a wide variety of network services, including SwiftBroadband and Iridium along with equipment options to meet your specific needs. All provide the very best in affordable, high quality connectivity, worldwide.

Stop by MEBA stand E212. Or contact Jean-Luc Rosenfeld at jlucrosenfeld@aircell.com, or +41 (32) 841 2838.

Find out how to get onboard and online, today.

Š2010 Aircell Business Aviation Services LLC. All Rights reserved. Aircell, In Touch, In Flight is the registered trademark of Aircell Business Aviation Services LLC or its affiliates.

EDITORIAL

FROM THE DESK OF…

CHRISTMAS GRUMBLING Fernand Francois

“I KNOW MANY OF US ARE BORED HEARING ABOUT EU-ETS,” says EBAA President and CEO Brian Humphries in his CEO’s corner on page 24! Well who would not be frustrated by the environmental lobby’s constant flood of costly regulations? These groups hold aviation responsible for so called “climate change”, and frighten people by circulating images of beleaguered polar bears drifting ashore from melting ice-banks.

I don’t want to labor the point, suffice to say that the total emissions from aircraft are very small compared to other emissions from the burning of fossil fuels. Aviation emissions are only a tiny fraction of all transportation emissions, and business aircraft emissions are a small portion of these. Nonetheless environmentalists continue to spread false information about the industry.

Lecturers from the English and Welsh Green party have said that: “Aviation is the most highlypolluting transport mode on earth, and its pollution constitutes a major hidden cost to the economy.” The eminent speakers added to their propaganda by claiming, “Aviation is also subsidised directly and indirectly by the taxpayer, and is a major drain on the UK balance of payments!”

Misinformation and a disregard for our industry’s efforts to reduce engine emissions are common tricks used by the green lobby. Today’s aircraft engines are cleaner, quieter and more fuel-efficient than ever. And it seems there’s more to come.

Could bio-fuel and electric propulsion be the next big things? Cessna is working on a C172 proof-of-concept aircraft. This may be an answer for automobiles while environmentalists close their eyes to the pollution created by power stations and the incredible amount of dead batteries accumulated each year.

The Swiss explorer and scientist Bernard Piccard is making waves with the first solar aircraft that can fly day and night. While we should applaud this achievement, and acknowledge the skill and expertise behind it, it is hardly a solution for Business Aviation. We need real airplanes for business and we are not going to let go of them.

The adventurers of the last century were constantly pushing the limits of the possible. Charles August Lindbergh did not fly across the Atlantic to sip a glass of champagne at the “Folies Bergère”! He was motivated by the method, the vehicle, and the future possibilities that a successful crossing promised. Progress initiated by real heroes cannot be stopped.

Thinking about heroes at this time of year it is impossible not to be reminded of the incredibly difficult and dangerous celestial odyssey performed by the Apollo 8 astronauts Frank Borman, James Lovell, and William Anders during the Yuletide season in 1968. At the time it was the most watched TV show of all time. Millions of people were glued to the boob tube on Christmas Eve for the final orbit. To this day I am bowled over by the precision with which they pulled it off. If they went too steep and they would have baked, if they went too shallow and they would have skimmed off like a flat stone into outer space. Finally, in holy exultation as Apollo emerged on course to Hawaï, Jim Lovell’s unforgettable words rang out for all to hear. “Please be informed that there is a Santa Claus.”

So keep faith in our aviation. Our OEMs are doing a great job at making sure our aircraft are equipped to push the world’s economy forward. Some of them working at changing the sonic “boom” into a supersonic “pfoouuit”! I wish you all Happy Holidays and a Wonderful New Year.

BART: DECEMBER - JANUARY - 2010 - 2011 - 3

Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier Managing Editor Nicholas J. Klenske. Senior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries, Michel R. Gr端ninger, Capt. Giancarlo Buono, Markus Kohler, Aofie O'Sullivan, LeRoy Cook, Louis Smyth, 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

SECTIONS

4 EDITORIAL

6 FAST TRACK

20 EURO/BUSINESS NEWS

24 EBAA: CEO CORNER

OUR ADVERTISERS AND THEIR AGENCIES 59 2 37 21 61 65 24 25 35 73

Air BP Aircell LLC AMSTAT Argos VIP Private Handling Avinode CAE CRS Jet Spares EBACE 2011 Future Business Jet Conference (Bahrain) GATES AND PARTNERS Solicitors

84 9 7 11 47 49 55 19 15 67 17 29 31 53 83 43

Hawker Beechcraft Corporation Hawker Beechcraft Global Customer Service HondaJet (ROUND 2) Jet Aviation (PUBLICIS WERBEAGENTUR AG) JetEx Flight Support JetExpo 2011 JetNet LLC Jet Support Services Inc. (JSSI) Lufthansa Technik (MEC GmbH) NBAA 2011 Pilatus Aircraft Powerplan RUAG Aviation AG (OTTIGER & PARTNER BSW AG) Shannon Airport (MEDIAVEST) Universal Avionics Universal Weather and Aviation

82 INSIGHT

DECEMBER - JANUARY 2010 - 2011 Volume XXI - No 6 BART No 130 WWW.BARTINTL.COM

CONTENTS

B USINESS A VIATION R EAL T OOL Member

26

62

SHOWTIME IN THE SANDS Continuing its reputation as a Business Aviation hotspot, Dubai and the Middle East prepare for the 2010 edition of MEBA. Liz Moscrop not only goes inside for a sneak peak of the show, but also provides a comprehensive report on the region.

THE DETAILS BART Resident Pilot LeRoy Cook talks approaches in this edition of “From the Cockpit”, while the experts at Great Circle Services talk rules and regulations.

Aofie O’Sullivan opens The Docket on the pertinent legal issues facing BizAv.

40 FUEL, AIRPORTS AND PLANNING You can’t fly without fuel, and Universal Weather & Aviation tells you how to make sure you get it. Senior Editor Marc Grangier focuses on the specifics of the fuel sector. LeRoy Cook looks at the ins and outs of Business Aviation airports, while Jack Carroll talks flight planning.

74 LOOKING BACK All signs at NBAA pointed at a upward turn – albeit a gradual one – for the BizAv market. Marc Grangier gives us a report of all the headlines from Atlanta, along with a inside look at Universal Avionics.

AFFLUENCE At MEBA, Big Iron Jets wait on the tarmac for Gulf entrepreneurs and UHNWI

PIPER PAVES WAY FOR M-CLASS UPGRADES

AGENDA MEBA 7 - 9 DECEMBER 2010 Dubai, U.A.E HELI-EXPO 5 - 8 MARCH 2011 Orlando, U.S.A EBACE 17 - 19 MAY 2011 Geneva, Switzerland

BRAZILIAN STATE OF GOIÁS ORDERS THREE AW119KE AgustaWestland, a Finmeccanica Company, is pleased to announce that the State of Goiás, in central Brazil, has ordered three AW119Ke single engine helicopters for law enforcement, firefighting and transport missions. The contract is worth $11M and also includes training for both aircrew and maintainers, with all three aircraft scheduled for delivery in December 2010.

GULFSTREAM LARGE-CABIN AIRCRAFT NOW FAA CERTIFIED STAGE 4

Gulfstream Aerospace Corp. announced that the Federal Aviation Administration (FAA) recently certified the jet-maker’s large-cabin aircraft to the Stage 4 noise standard. The certification applies to the Gulfstream G550, G500, G450, G350, GV, GIV-SP and GIV. These aircraft have always been Stage 4 compliant but have now been formally certified to the standard.

Stage 4-certified aircraft may avoid restrictions based on operational noise levels being considered at several airports around the world, and may be subject to lower usage charges related to the noise levels generated.

6 - BART: DECEMBER - JANUARY - 2010 - 2011

Piper Aircraft Inc. is making the transition from any new aircraft in its M-Class lineup – the Meridian, Mirage and Matrix – to the new PiperJet Altaire attractive to company loyalists. The PiperJet Altaire single-engine business jet is being developed for certification and first deliveries in 2014.

For new single-engine turboprop Meridian buyers, Piper offers $100,000 off the $2.5M base purchase price of the PiperJet Altaire. Buyers of new pressurized single-engine piston Mirages get $50,000 off the price of a new Altaire, while buyers of unpressurized single-engine piston Matrixes can defer $25,000 of the initial deposit of $75,000 on a new PiperJet Altaire.

NEXT PHASE FOR RAISBECK LEARJET 60 AFT FUSELAGE LOCKER Raisbeck Engineering, designer and manufacturer of the world’s leading aircraft improvements for four decades, announced that its Learjet 60 Aft Fuselage Locker development program has entered its final design phase before manufacturing of the first-article parts. This is an important step in getting to the final phase of a program, which is flight test.

The Raisbeck Aft Fuselage Locker is being developed in full cooperation with Learjet. It is designed to add an additional 25 cubic feet of watertight cargo space, external of the cabin, bringing the Lear 60’s total external storage volume to 72 cubic feet. The Locker is 25 Feet long overall, aerodynamically faired, and holds an additional 300 pounds of luggage or other cargo in two compartments that in themselves total almost 12 feet in length.

THE ASAHI SHIMBUN TAKES DELIVERY OF A GrandNew AgustaWestland, a Finmeccanica company, and Kaigai Aviotech Corporation are pleased to announce that Japan’s leading newspaper ‘The Asahi Shimbun’ has taken delivery of a GrandNew light twin engine helicopter.

This helicopter will be used to perform news gathering and aerial photography missions. The aircraft is the first GrandNew helicopter to be sold in Japan and is the first of its type to be used for Electronic News Gathering.

WEST STAR APPOINTED HAWKER BEECHCRAFT SERVICE CENTER West Star Aviation’s Grand Junction, CO (GJT) facility is pleased to announce it has been appointed by Hawker Beechcraft (HBC) as an authorized service center. The agreement includes services on all Beechcraft KingAir models, as well as on Beechcraft Baron and Bonanza models.

FIELD AVIATION AWARDED

BY UNIVERSAL AVIONICS Canada’s Field Aviation has been awarded Universal Avionics’ TOP NORTH AMERICAN DEALER for 2010.

In a ceremony at the National Business Aircraft Association (NBAA) annual meeting and convention in Atlanta, Georgia, Universal Avionics president and CEO, Ted Naimer, presented Field Aviation with the top North American dealer award in recognition of Field’s outstanding sales performance and dedication in supporting the Universal Avionics line of advanced avionics equipment.

NBAA PROMOTES SECURITY MEASURES FOR GENERAL AVIATION

GULFSTREAM SELECTS UNIVERSAL AVIONICS’ CVFDR WITH EMBEDDED RIPS

Although Business Aviation has never been identified as a security threat, the recent security concerns involving cargo aviation highlight the need for continued vigilance across all of aviation. NBAA is in continuing contact with officials from the Department of Homeland Security and the Transportation Security Administration (TSA), and it is the Association’s understanding that last week’s events are not anticipated to have an impact on security policies related to the Business Aviation community.

NBAA will continue to work with federal security officials to promote effective measures to enhance general aviation security while accommodating the mobility and flexibility that are the hallmarks of Business Aviation.

Universal Avionics Systems Corp.

Cockpit Voice Recorder (CVR) with RIPS (Recorder Independent Power Supply) and Flight Data Recorder (FDR) have been selected by Gulfstream Aerospace, A General Dynamics Company, headquartered in Savannah, GA, as forward-fit equipment on Gulfstream’s G450, G550 and G650 business jets. Universal Avionics’ CVR with RIPS (CVR-120R) and the FDR (FDR-25R) will be standard on these aircraft.

Gulfstream will be the first Fixed Wing Original Equipment Manufacturer to announce compliance with the U.S. Federal Aviation Administration Final Rule on CVR and Digital FDR, accomplished with Universal Avionics’ CVR and FDR.

8 - BART: DECEMBER - JANUARY - 2010 - 2011

HAWKER BEECHCRAFT GLOBAL CUSTOMER SUPPORT.

DEDICATED TO YOUR AIRCRAFT AND TO YOUR SUCCESS.

“The King Air 350 has great flexibility and agility, and so does Hawker Beechcraft Services. Buying and upgrading an aircraft is a complicated process. Hawker Beechcraft proved they were willing to go the ‘extra miles’ to satisfy our needs.”

—Captain Renato Balbino, Director of Flight Operations, Viação São Geraldo

LOWER OPERATING COSTS. INCREASED VALUE. ENHANCED OWNERSHIP. When Viação São Geraldo wanted to purchase and upgrade a Beechcraft King Air 350 to operate throughout Brazil and the South American continent, Captain Balbino, Director of Flight Operations, chose the people who know the King Air best: Hawker Beechcraft Services. With new avionics

GLOBAL CUSTOMER SUPPORT

and a flawlessly installed new interior, the final challenge for the the customer was getting the

SUPPORT PLUS

TM

PARTS & DISTRIBUTION

U.S.-registered aircraft from Florida to Viação São Geraldo’s South American base. HBS sales manager

HAWKER BEECHCRAFT SERVICES

Victor Martinez stepped up to serve as the registered pilot for the five-day, 4,200 nautical mile journey.

TECHNICAL SUPPORT & PUBLICATIONS

READ THE WHOLE STORY IN FLIGHTPATH MAGAZINE

FlightPath.HawkerBeechcraft.com

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

UNIVERSAL AVIATION MOVES INTO REFURBISHED DUBLIN FACILITY Universal Aviation at Dublin has relocated into a newly refurbished facility at Dublin International Airport and has acquired dedicated fuel trucks to further increase the speed and ease of fueling requests.

The new facility has several benefits for clients, including a secure private car parking area for exclusive use by Universal Aviation clients and employees.

AVITAT PREMIER CARD LAUNCHED

World Fuel Services Corporation and ExxonMobil Aviation have partnered together to launch the

UNIVERSAL INTRODUCES MOBILE TRIP PLANNING WEB SITE Universal Weather and Aviation, Inc. announced that it has introduced Universal® Mobile, a mobile-optimized Web site giving its clients complete access to its suite of online applications on any Webenabled mobile device, including iPhone®, iPad, BlackBerry®, Android and more.

The initial release of Universal® Mobile, now available by visiting www.universalweather.com, provides clients the ability to view and manage the details of their trips through Universal Trip Support Services on any mobile device via Universal’s Web-based UVtriplinksm Trip Status application.

Avitat Premier Card program.

This new affinity card was made available in October 2010 and can be used to obtain discounted fuel and aviation-related services at participating Exxon and ExxonMobil Aviation-branded Avitat FBO locations throughout the United States and the Bahamas.

AIR PARTNER LAUNCHES THE MIDDLE EAST JetCard

Private jet provider Air Partner has added a third service area to its JetCard product and unveils the most flexible jet card scheme on the market for travel within the Middle East.

The launch of the new 25 hour Air Partner Middle East JetCard follows last year’s successful introduction of the company’s European and Continental US service area cards.

GE AVIATION APPOINTS SKY TRACTOR SUPPLY Sky Tractor Supply Company has signed an agreement with GE Aviation to become an Authorized Service Center for the M601 and H80 turboprop engines.

As part of the agreement, Sky Tractor Supply Company will offer comprehensive line maintenance, removals and re-installations of engines and LRUs and engine spares for the M601 and H80 engine families. GE Aviation will provide Sky Tractor with comprehensive material support and training.

HBC RECEIVES ORDER FOR FIVE KING AIR C90GTx

FLIGHTSAFETY’S BELL 407 QUALIFIED TO LEVEL 7

Hawker Beechcraft Corporation (HBC) is pleased to announce it has received an order from its international representative Corporate Aircraft for five King Air C90GTx turboprops for deliveries beginning in 2011. The official signing took place at the 2010 National Business Aviation Association (NBAA) Annual Meeting & Convention in Atlanta. Corporate Aircraft has offices in Milan, Italy; Paris, France; and Geneva, Switzerland.

FlightSafety International is pleased to announce that its Bell 407 advanced flight training device has been qualified to Level 7 by the Federal Aviation Administration.

The new Bell 407 flight training device is located at FlightSafety’s Learning Center in Lafayette, Louisiana. It will be used during initial type training, recurrent training, inadvertent IMC training, and a wide variety of mission-specific and scenario-based programs.

The device is designed to replicate the unique operational requirements of Emergency Medical Services, Off-Shore, Law Enforcement, Electronic News Gathering, Paramilitary Operations and others. The flight training device allows for emphasis on maneuvers and scenarios not safely or realistically suited for the aircraft. Among these are engine fires, loss of tail rotor effectiveness and starting problems such as hot or hung starts.

10 - BART: DECEMBER - JANUARY - 2010 - 2011

0 70 A EB . C M no at th us boo sit l, Vi Hal l ra nt Ce

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

CERTIFICATION FOR EMBRAER LEGACY 650

HBC AND FlightSafety MxPro RECEIVES EASA CERTIFICATION

Brazilian Civil Aviation Agency (Agência Nacional de Aviação Civil – ANAC) and the European Aviation Safety Agency (EASA) have granted certification for the Legacy 650 executive jet. This large extended-range aircraft is a derivative of the successful Legacy 600 super midsize, which has nearly 200 units delivered to customers, worldwide.

Hawker Beechcraft Corporation (HBC) and FlightSafety International announced they have received approval to conduct theoretical and practical, hands-on technical training to support the Hawker 125 series business jets from the European Aviation Safety Authority (EASA). The authorization paves the way for HBC and FlightSafety to provide their MxPro Regulatory maintenance training to technicians who, upon completion of the course, will be certified to perform maintenance on the Hawker 750, 800, 850 and 900 models.

ROCKWELL COLLINS PRO LINE 21 IDS NOW AVAILABLE FOR KING AIR 350

HAWKER BEECHCRAFT OFFERS AIRCELL WI-FI UPGRADES

Rockwell Collins has received Supplemental Type Certification (STC) approval to provide its Pro Line 21™ Integrated Display System (IDS) for the Beechcraft King Air 350 aircraft. The STC allows operators of older Beechcraft King Air 350 aircraft to upgrade to a Rockwell Collins Pro Line 21 display system while retaining the aircraft’s existing APS-65 autopilot and Pro Line II™ radios and sensors. The Rockwell Collins Pro Line 21 IDS system provides operators with advanced capabilities, increased reliability and enhanced value.

Leading the way in offering enhanced airborne broadband productivity to inservice aircraft owners, Hawker Beechcraft Services (HBS) announced two new Wi-Fi broadband solutions for in-service Hawker 4000 and Hawker 800XP aircraft equipped with Honeywell avionics. Both Supplemental Type Certificates (STC) feature Aircell ATG 4000 and ATG 5000 equipment that utilizes global communication towers to deliver the fastest airborne connectivity available today.

GULFSTREAM HONORS OUTSTANDING FLIGHT AWARD RECIPIENTS Gulfstream Aerospace Corp. recently announced Phoenix Air Group Inc. of Cartersville, Ga., and the US Navy’s Executive Transport Detachment Pacific, Hickam AFB, Hawaii, as the winners of the Gulfstream Outstanding Flight Award.

Representatives from the two organizations received the AlberRowley Trophy during an awards dinner at the National Business Aviation Association (NBAA) Annual Meeting and Convention in Atlanta.

12 - BART: DECEMBER - JANUARY - 2010 - 2011

FAMILY OF EXCELLENCE EXC EX CE CE LL E NC E

At Gulfstream, we back each aircraft with a superior warranty and award-winning product support. That’s why we are The World StandardŽ in business aviation, and have been for more than 50 years.

To learn more, please contact our regional vice presidents: Northern / Southern Europe: Steve Jones, +44 118 977 0180, steve.jones@gulfstream.com Central / Eastern Europe: Wolfgang Schneider, +49 172 811 1458, wolfgang.schneider@gulfstream.com Central Europe: Rebecca Johnson, +41 78 924 1420, rebecca.johnson@gulfstream.com

www.gulfstream.com

StandardAero HAWKER 900XP TOOLS UP TO SUPPORT RECEIVES AWARD EMBRAER LEGACY 650 Hawker Beechcraft

Corp.

(HBC) announced that its industry-leading midsize business jet, the Hawker 900XP, has been selected by the Robb Report China as a “Best of the Best” recipient in the Best Material of Y2010 classification.

StandardAero SIGNS MAINTENANCE AGREEMENT WITH AirNorth StandardAero announced that it has signed an exclusive maintenance agreement with Australia’s Airnorth, on the Hamilton Sundstrand APS2300 Auxiliary Power Unit (APU). TheAPS2300 APU is installed on Airnorth’s Embraer 170 aircraft. The agreement isf or three years with two consecutive two-year options.

Full execution of all options would extend the service agreement through July 2017.

BOMBARDIER LAUNCHES CUSTOMER DELIVERY TEAMS StandardAero, an Embraer Legacy Authorized Service Center (ASC), announced that in preparation for Embraer’s introduction of the new Legacy 650 business jet into operational service, it is tooling up to provide support for the new aircraft model. Preparatory activities include working with RollsRoyce to update the company’s test cell to accommodate the new AE3007A2 engine.

Bombardier Aerospace elevated its customer service and support offering with the introduction of customer delivery teams designed to provide support to new business aircraft owners around the world for a seamless entry-into-service experience.

The program is offered at no extra cost for new Learjet, Challenger and Global aircraft customers and is uniquely tailored by Bombardier to the specific situation of each operator.

HAWKER 4000 RECOGNIZED FOR SIX WORLD SPEED RECORDS

DASSAULT FALCON LAUNCHES NEW SPARES PRICING INITIATIVES Dassault recently launched two new initiatives to help Falcon operators reduce operating costs. The new “High Volume Discount” program for spare parts purchases and free shipping on core returns purchases from Dassault are part of a broader effort to reward customers and further improve the customer service experience.

Dassault’s High Volume Discount program is based upon a customer’s total annual spare parts purchases from Dassault, with a discount being applied to qualifying purchases in the following year.

The updated program includes three new tiers of purchase volume, each with its own discount, allowing operators who fall into these categories to potentially qualify for a higher discount in 2011.

Hawker Beechcraft Corporation (HBC) was recognized for setting six world speed records in its flagship Hawker 4000 business jet between October 2009 and April 2010. For the second year in a row, National Aeronautic Association (NAA) President Jonathan Gaffney presented the official certificates for the marks, which are sanctioned by both the NAA and the Federation Aeronautique International (FAI), to HBC Chairman and CEO Bill Boisture and Executive Vice President Shawn Vick at the National Business Aviation Association (NBAA) Annual Meeting & Convention.

14 - BART: DECEMBER - JANUARY - 2010 - 2011

We make your dreams come true.

SixStars, from Lufthansa Technik VIP & Executive Jet Solutions: Whether it’s our full-range offering or single parts of our program, you always get exactly what you need. That’s because individual care is important to us. For example, Creative Design takes you from the fi rst sketches to your completed custom interior. Get in touch with us.

Lufthansa Technik AG, Marketing & Sales E-mail: marketing.sales@lht.dlh.de www.lufthansa-technik.com Call us: +49-40-5070-5553

More mobility for the world

PHENOM 100 JET GAINS NEW AIRBORNE AWARENESS SYSTEMS Embraer has certified a new Traffic Alert and Collision Avoidance System (TCAS) and a Traffic Awareness and Warning System (TAWS) for its entry level Phenom 100 executive jet.

These systems are now standard options for Phenom 100 customers. TCAS II will be supplied by Aviation Communications and Surveillance Systems (ACSS), and TAWS A by Garmin.

TCAS is an airborne system that operates independently from ground-based Air Traffic Control (ATC). It was designed to increase cockpit awareness of approaching aircraft, and to serve as a “last line of defense” to prevent mid-air collisions.

SIGNATURE FLIGHT SUPPORT LAUNCHES THE IFBO™ IPHONE® APP Signature Flight Support Corporation launched iFBO™, a new iPhone application to Provide its customers with handheld access to key flight planning and service information.

Earlier this year, Signature launched the mobile version of its website leading to a dramatic increase in the use of handheld devices accessing Signature website. The free iFBO™ App can be downloaded from Apple’s iTunes store for the iPhone and iPad. iFBO™ includes three key functionalities: a fuel calculator, a Signature locations database and a favorites section. The fuel calculator allows the user to calculate the fuel and handling costs at a particular location, for a specific aircraft make, model and fuel uplift, and for both AvGas and JetA. The locations database provides customers with detailed FBO information including amenities, services offered, airport map, and local points of interest. The favorites function allows the user to mark any location and add it to their favorites list for easy and convenient access.

AVIDYNE, JEPPESEN TO PROVIDE CUSTOMERS WITH CHARTS FOR IPAD Avidyne Corporation, a leading provider of integrated flight deck and safety systems for general aviation aircraft, and Jeppesen, the leading global provider of integrated aviation information solutions, announced today that Avidyne’s Entegra Release 9 and Entegra Multi-function Displays (MFD) customers who have CMax™ Chart subscriptions can now download a free version of their same charts subscription for use on an Apple iPad.

LEARJET 60XR SETS EIGHTH CITY PAIR RECORD BART was delighted to be on board when Bombardier Aerospace set a new speed record with the midsize Learjet 60XR on November 7, 2010. Carrying two crew and five passengers the aircraft flew non-stop for 2,113 nm from Luton, UK to Sharm El Sheikh, Egypt in just under five hours. The flight is awaiting official ratification by the National Aeronautics Association (NAA) and the Fédération Aéronautique Internationale (FAI). There was an air of excitement throughout the flight as Captains Chris Barnett and Bradley Cox - Learjet demonstration pilots for Bombardier Business Aircraft - raced against the clock, focusing hard on reaching their speed goal. The Airshow flight display in the back consistently showed an average speed of around 525 nm/h. Barnett said: “I wanted to fly the complete flight plan with Captain Chris Barnett a speed from take off to touchdown greater than 500mph.

However, we had a slower landing and touchdown, which brought our average down to 496mph.”

Indeed the aircraft was abeam Sharm El Sheikh airport at just four hours and 35 minutes, however thanks to exceptionally busy traffic, the crew were placed on a 25 mile final and it took 21 minutes to fly the final approach, bringing the average time right down. The record setting flight was the culmination of months of careful planning and a personal first record for Barnett. He said: “We were excited during the mission. Had we not set the record, we would probably have been flying slower to save fuel. We had to pay attention to every detail when climbing and planning our descent.” Signature Flight Support at Luton had been instrumental in arranging the trip and there was a great deal of external support en route. Co pilot Cox was frequently consulting his chart for the best winds and available cruise altitudes, and air traffic controllers throughout the trip offered short cuts to shave time off each leg.

The process of setting a record is lengthy. First of all Bombardier checked with the NAA that there were no records for the midsize class of aircraft between the two chosen cities. It then decided to set the speed benchmark. Both pilots had to apply for sporting licenses from the FAI and then submit their applications.

Barnett continued: “The Learjet 60XR is known for its speed and performance and holds several other speed records. We wanted to reinforce the high performance of this aircraft, which is ideal for the Middle East region. Sharm El Sheikh is a popular tourist destination, so we proved that you can easily take a group down here non stop.”

In service since July 2007, the 60XR is certified to 51,000 ft. November’s record setter was one of Bombardier’s Signature Series Red aircraft, with a high gloss stylish interior. Barnett paid tribute to the characteristics of the aircraft, adding: “I am always-amazed that the 60 holds less than 8,000lb off fuel, but is able to carry six passengers at 500mph only burning 1,200lb per hour. You can go many city pairs with no stop, and everywhere with one stop.”

16 - BART: DECEMBER - JANUARY - 2010 - 2011

A D V A N T AFGO UEN: D Your search for the ultimate aircraft will take you many places. But the true innovator is always led back to the PILATUS PC-12 NG. GO WHEN, GO WHERE YOU WANT + STRETCH-WAY-OUT CABIN COMFORT SKIP THE AIRLINE LINES FUEL-EFFICIENT HYPERMILER +

PILATUS. DESTINATION: FOUND WWW.PILATUS-AIRCRAFT.COM + 41.41.619.6296

+

+

ALWAYS AISLE AND WINDOW

NEARBY, SMALL-AIRSTRIP ABILITY

SWISS ENGINEERED PRECISION

PEOPLE AJ Walter Aviation AJ Walter Aviation has appointed Nick Price as Regional Director, Contract Services.

Blackhawk Marc Strange has been named African Regional Sales Director for Blackhawk Modifications.

Aviation Management Systems Aviation Management Systems announced that Thomas W. Mitchell has joined them as Senior Vice President Operations and Business Development.

FlightSafety International Kelly Allender has been promoted to Assistant Manager of the company’s CessnaLearningCenter in Wichita, Kansas and Paul Kucht as Assistant Manager of the Dallas/Fort Worth Learning Center

Marc Strange

Thomas W. Mitchell Banyan Air Service John Mason has been appointed Director of FBO Services at Banyan Air Service, based in Fort Lauderdale Executive Airport.

Bombardier Aerospace Bombardier announced changes to its business aircraft sales team in Canada and the US, as Peter Likoray, Sales Director, Canada, now adds US South-East to his Canadian Portfolio. Further Antonio Regillo was named Sales Manager, Canada, and Denise Bell joins as Sales Manager, South-East US.

Eligio Trombetta

Kelly Allender Gore Design Completions, Gore Design Completions, Ltd. Has appointed Gerard Sheridan as its new Director of Finance.

Cessna Roger Whyte has announced his retirement from the position of Sales and Marketing SVP, Cessna Aircraft after 28 years with the company. He is being succeeded by Mark Paolucci.

BBA Aviation Mary Miller was named Vice President, Industry and Government Affairs for BBA Aviation’s US operations.

Mark Paolucci

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RUAG Philipp Berner was appointed CEO of RUAG Aviation and a member of its Executive Board.

Philipp Berner

Gerard Sheridan

John Mason

Piaggio Aero Industries announced that its Board of Directors has appointed Eligio Trombetta General Manager.

Gulfstream Bill Colleran has been named Director, Technical Information Services. Further, the company appointed Tony Swift, a veteran company employee, as a Field Service Representative and Robert Glasscock and Mitchell Cannon as Program Administrators within the company’s Organizational Designation Authorization Office.

Piaggio Aero

StandardAero George Trivino has joined StandardAero’s Business Aviation sales team as Regional Sales Manager for Latin America. Further, the company announced that Mark Bianchi has been named Vice President and General Manager of its Los Angeles (LAX) facility.

WestStar Aviation West Star Aviation announces the promotion of Dan McKillips to Manager of Paint and Interiors at the company’s.

EUROPEAN UPDATE

FOCUS ON CAPACITY AS AIR TRAFFIC RETURNS TO EUROPE “Air traffic grew by more than 5 percent on average during the key summer months (June-October). This trend confirms the industry’s recovery”, says Karl-Heinz Kloos, Director of the Maastricht Upper Area Control Centre (MUAC). “A continued focus on efficiency is therefore essential to maintain delay-free services.”

Anticipating a return to pre-recession air traffic growth rates, MUAC has increased its published sector traffic monitoring values the number of aircraft accepted each hour in a given sector. Traffic monitoring values are used as a basis for the pan-European pre-tactical planning process, coordinated by EUROCONTROL’s Central Flow Management Unit.

These revised values reflect the significantly higher traffic levels actually processed by air traffic controllers. A workload monitoring evaluation phase recently confirmed that it was safe to officially increase traffic monitoring values on a permanent basis.

While the previous traffic monitoring value of one of the busiest sectors in Belgian airspace stood at 50 aircraft per hour, the actual traffic processed safely by air traffic controllers is most of the time around 60 aircraft per hour. Actual available capacity therefore often exceeded the capacity values used so far in the pre-tactical planning process.

“The formal increase in traffic monitoring values presents clear benefits for the entire European network: more accurate traffic predictions will free latent capacity, reduce the probability for pre-tactical regulations and ultimately support more effective air traffic management across the entire network. Furthermore, with more capacity being made available for flight planning, airlines will be able to access more preferred flight profiles and routes, which will generate fuel and emissions savings”, Karl-Heinz Kloos added.

According to the latest issue of the Air Traffic Management Costeffectiveness (ACE) 2008 Benchmarking Report (June 2010), air traffic flow management delays contributed to 17 percent of the total economic cost of air navigation services in Europe in 2008. Every minute of air traffic delay is currently estimated to cost the community 82.

Containing delays to a minimum is therefore vital for the industry’s profitability.

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HARMONIZATION OF OAT RULES UNDER IFR After six years of joined efforts between experts from EUROCONTROL’s Directorate of civil-military ATM coordination and experts from the Member States, the Pre-Implementation Edition of the EUROCONTROL Specifications for harmonized Rules for Operational Air Traffic under Instrument Flight Rules inside controlled Airspace of the ECAC Area (EUROAT) has now been submitted to the States.

EUROCONTROL Member States requested through the CivilMilitary Interface Standing Committee (CMIC), to harmonize the

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national Rules for Operational Air Traffic (OAT) under Instrument Flight Rules (IFR) inside controlled Airspace at the European scale.

The EUROAT is designed to provide this harmonized and standardized regulatory framework in line with the intent of the SES Framework Regulation and its statement of Member States regarding the enhancement of civil-military cooperation and the facilitation of cooperation between their armed forces in all ATM matters.

With the EUROAT, one of the first IP 1 deliverables of the ATM Master Plan has been produced and provided to the member States for implementation. However, since OAT is a matter of national sovereignty, the intended achievement to conduct OAT-IFR in Europe under a single set of rules will depend on the magnitude of national implementation. The aim is to achieve a widespread national implementation across Europe and a resulting entry into force of the EUROAT around 1 October 2011.

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EUROPE’S FLIGHT CREW LICENSING VOTE POSTPONED UNTIL DECEMBER The vote on the draft rules for EASA’s proposed Flight Crew Licensing (FCL) has been delayed until mid-December. The European Commission has expressed that it is not ready to support the current draft rules because there is a risk that the EU and US may not have a mutual recognition procedure for FCL rules in place before the entry into force of the new EASA FCL rules, scheduled for April 2012.

On October 6, the European Business Aviation Association (EBAA) along with the International Business Aviation Council (IBAC) and the National Business Aviation Association (NBAA) sent a letter to the European Commission warning that the proposal to reverse a long-standing reciprocal acceptance policy for pilots’ credentials between the EU and US could adversely impact safety. As proposed, the rule would disallow pilots licenses and aircraft N-numbers used in the EU from being obtained in the US or elsewhere, and would instead require that both be obtained through European authorities.

As stated in the industry’s letter: 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 Business Aviation operations since, of course, 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 Business Aviation fleets are located, to expect the relocation of such activity to Europe to comply with the new rules is completely unrealistic.

At a Committee meeting held on 14 October during which European Member State representatives and the Commission discussed the Flight Crew Licensing (FCL) proposal, the Commission insisted that the vote be postponed until the end of this year in order to allow more time to revise the proposal.

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AIRBUS, RUAG STRENGTHEN PARTNERSHIP WITH NEW CONTRACTS

In aeronautical structural engineering, the aircraft manufacturer Airbus and the technology group RUAG will continue their proven partnership into the future. They have agreed to new, multi-year contracts with an extendable order volume of 85M Swiss francs per year.

RUAG produces all wing end-pieces for Airbus (wingtips, wing fences, winglets) as well as certain fuselage sections for the current civil aircraft in the Airbus families.

Furthermore, RUAG has just taken on the function of a “quality gate” for the complete international supply chain for components of Airbus fuselage sections.

The durations of the contracts vary between three and six years, depending on aircraft type. RUAG’s presence in Germany complements the group’s activities in Switzerland, and thereby benefits many other companies. The agreed contracts directly bolster the jobs of more than 600 RUAG staff around 440 in Oberpfaffenhofen (Germany) and 180 in Emmen (Switzerland).

Since 2009, RUAG has followed a strategy of risk minimization in aeronautical structural engineering; this has been through a focus on profitable specialist products and niche applications. The successful new deals with Airbus reflect this approach, and create the foundation for attaining profitability.

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StandardAero SIGNS MAINTENANCE AGREEMENT WITH AirNorth

LEARJET 85 AIRCRAFT PROGRAM PROGRESSING ON SCHEDULE

StandardAero announced it has signed an exclusive maintenance agreement with Australia’s Airnorth, on the Hamilton Sundstrand APS2300 Auxiliary Power Unit (APU). TheAPS2300 APU is installed on Airnorth’s Embraer 170 aircraft. The agreement is for three years with two consecutive two-year options. Full execution of all options would extend the service agreement through July 2017.

“StandardAero is pleased to be the provider of choice for Airnorth,” said Ian Smart, Senior Vice President, Airlines & Fleets, StandardAero. “Establishing a maintenance contract helps position us for long-term growth in the region and offers Airnorth a number of benefits, including preferential contract pricing; guaranteed turn times and access to spare APU’s, if required. Today’s announcement provides ‘bottom line’ benefits for both parties.”

This exclusivity agreement adds to the growing number of operators worldwide who have signed similar agreements with StandardAero. Other than original equipment manufacturer, Hamilton Sundstrand, StandardAero is the only authorized repair facility for the APS2300 APU.

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Bombardier Aerospace announced that several new milestones have been reached in its Learjet 85 aircraft program development. The detailed design phase is now 50 percent complete, and parts manufacturing is underway at Bombardier sites, as well as with suppliers.

The development of manufacturing sites is also progressing on schedule, with the Wichita final assembly site expansion under way and the Querétaro facility commissioned for the start of parts fabrication. The program is on schedule for entry-into service in 2013.

Over 150 of 1500 composite tools have been delivered to the Querétaro facility, allowing parts fabrication to begin. Suppliers have begun to order material components and have started producing development and production parts.

The first of two Rockwell Collins System Integrated Test Stations (SITS) began formal integration testing on September 13, 2010.

The SITS is a static representation of the cockpit that includes actual displays, controls, panels and avionics computers and allows for integration testing of the avionics suite, as well as all other equipment that communicates with the avionics computers.

The SITS brings numerous benefits across the program, primarily in the areas of systems integration, product maturity, pilot and maintenance personnel training, production support and certification. In total, 63 test rigs will be commissioned worldwide to assure alignment with suppliers throughout the program, and to date, seven rigs have already been commissioned.

Construction and readiness of manufacturing and assembly facilities for the Learjet 85 aircraft continue to progress according to plan.

The Wichita Learjet site expansion is in progress following the July 2010 announcement of a $27M bond financing from the State of Kansas. In Querétaro, tooling is on site and parts manufacturing has already begun. An inauguration ceremony for the new Learjet 85 aircraft building will be taking place on October 21.

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LUFTHANSA TECHNIK PANASONIC AVIONICS JOINT VENTURE INTENDED

GENERAL DYNAMICS TO REALIGN AEROSPACE BRANDS

Lufthansa Technik AG and Panasonic Avionics Corporation (Panasonic) have signed a Letter of Intent to establish a joint venture company for the development, manufacture and sale of In-flight Entertainment and Communications (IFEC) and Cabin Management Systems (CMS) for VIP aircraft.

Once established, the joint venture will leverage Panasonic’s and Lufthansa Technik’s unique sets of knowledge, experience and expertise to design and develop new, innovative CMS / IFEC solutions for VIP aircraft.

These new solutions will represent a fresh idea in how CMS / IFEC systems are architected for VIP aircraft. They will be based on a combination of the technologies seen in Panasonic’s X Series commercial IFE system, Panasonic’s Global Communications Suite (eXConnect and eXPhone) and the nice® CMS / IFE system developed by Lufthansa Technik’s Innovation Business Unit. The joint venture’s efforts will be primarily aimed at narrow body and wide body VIP aircraft and will provide all the advantages both companies have to offer, such as digital distribution, high definition media playback, iPod® and iPhone™ controls, remote maintenance, high speed connectivity, ipTV, media and game libraries and much more.The joint venture will bring together two companies with unique sets of expertise within the aviation industry. For more than 30 years, Panasonic has designed and implemented breakthrough IFEC solutions that engage and delight passengers. With IFEC as its exclusive focus, Panasonic is recognized globally for its experience and leadership in product innovation and customization, system reliability, and customer care.

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HBAC RELEASES 3Q RESULTS

General Dynamics Aerospace group will consolidate four well-respected aviation brands into two in a move to simplify and strengthen its brand identity in an expanding global market.

Effective January 1 2011, General Dynamics Aviation Services will be rebranded Gulfstream, and Midcoast Aviation will be rebranded Jet Aviation. The rebranding initiative is expected to enhance the service experience for customers.

In a move designed to simplify and harmonize Jet Aviation’s growing brand footprint around the world, the Midcoast Aviation operation in St. Louis will be rebranded to Jet Aviation effective January 1 2011. Jet Aviation and Midcoast Aviation strategically complement one another and are together one of the leading providers of completions, maintenance and modifications in the world.

The identity change is the next step in a logical progression to supplement Jet Aviation’s completions center in Basel, Switzerland, which is at capacity for narrow-body completions. The organization has been working toward developing an additional resource for performing this work.

Further, General Dynamics Aviation Services, a network of five service-center locations, will begin operating under the Gulfstream name on January 1 2011.

Gulfstream and General Dynamics acquired the locations by purchasing K-C Aviation from Kimberly Clark C

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Hawker Beechcraft Acquisition company, LLC (HBAC) reported net sales for the three months ended September 30 2010, of $594.7M, a decrease of $163M compared to the third quarter of 2009. The decrease was largely attributable to lower aircraft deliveries in the company’s Business and General Aviation (B&GA) segment as a result of depressed demand across the general aviation market. During the third quarter of 2010, the company delivered 49 business and general aviation aircraft compared to 64 during the same period in 2009. Included in the third quarter 2009 results were seven King Air aircraft delivered under the US Government’s Project Liberty program.

Project Liberty deliveries are reported as part of the B&GA segment. Partially offsetting the decline in the B&GA segment was increased volume in the Customer Support segment.

During the three months ended September 30 2010, the company recorded an operating loss of $81.4M, compared to an operating loss of $721.1M during the comparable period in 2009. The improved operating loss versus the prior period was primarily due to charges of $581.5M related to asset impairments recorded during the three months ended September 27 2009. A majority of the charges that occurred during the third quarter of 2009 were recorded in the B&GA operating segment.

The company consumed $26.8M of cash in operations during the three months ended September 30 2010, as compared to the $58.5M generated by operations in the same period of 2009. On September 30 2010, the company’s cash and cash equivalents balance was $252.6M. Backlog was $1.9 billion on September 30 2010, compared to $2.4 billion on June 27 2010. The backlog at September 30 2010, includes 34.6 percent of orders that are expected to be delivered at least twelve months from now. The backlog also includes significant orders from the US government.

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From the cockpit to the hangar…

EBAA

CEO’s CORNER

TIME FOR ACTION Brian Humphries verall, air traffic activity has maintained its upward momentum – up 3.6 percent on the same month last year.

However, it’s not just in the air that activity levels have been increasing. We are now reaching a critical point here on the ground, with a number of ongoing initiatives that need your urgent attention. ETS, Slots, and EASA rulemaking are all approaching critical points, so let’s deal with them one at a time.

I know many of us are bored hearing about EU-ETS, so let me spare you the details and recommend just a few simple actions. If you are a small, non-commercial aircraft with a MAUW above 5.7 tons who only occasionally visits Europe, you should by now have registered with the State to which you have been allocated. And if you haven’t – it’s not too late!

Just check the Eurocontrol or European Commission website to find out if you’re on the list and to which country you’re allocated.

Next, the EASA rulemaking consultation process is reaching a very important point. First, some good news. Thanks to universal criticism from all airspace user stakeholders, the European Commission has rejected the EASA opinion on Part FCL and has ordered them to come back with another draft opinion in December. We are hopeful this will protect operator interests, in case there is no bilateral agreement with the US and Canada by April 2012!

Meanwhile, CRDs have recently been issued for Authority and Organization Requirements, and we now have less than two months to comment. So please do sift through the documents and focus just on what, in the rather daunting hundreds of pages, might affect you. Then if you have a concern, put in your comments. The draft rules for Commercial Air Transport and Special Approvals are also now imminent, and if you are a commercial operator, the same applies.

Concerning slots, the consultation process is now closed, and there is to be an EC public meeting later this month at which EBAA will be represented. The Commission wants to explore the key issues of secondary trading, primary slot allocation, local rules and the independence of slot coordinators.

For SESAR, as a stop-gap measure, we are trying to find a way to patch helicopter interests into the EBAA airspace user consortium. Although we think we have found a temporary solution, the longer-term plan is for there to be a helicopter consortium similar to ours.

One final note, be sure to mark your calendars for the third EBAA regional forum, 20-21 January 2011 at the Hilton Vienna in Austria: “One Europe: A Roadmap for Aligning East and West”.

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EBACE2011

BUSINESS AVIATION – LINKING COMMUNITIES AND ECONOMIES

PREVIEW

MEBA

TRIPLE TRIUMPH FOR MEBA

The Middle East Business Aviation Association has gone from strength to strength since its inception in 2006. A key part of its strategy is arranging the Middle East Business Aviation show. Liz Moscrop reports.

BUOYANT

In just a few short years, MEBA organizers succeeded in making the event the world’s third largest private aviation tradeshow.

veryone who is anyone in the Middle East will be descending on Dubai this December. Aircraft buyers and sellers alike will be on site at the Dubai Airport Expo between 7-9 of the month for the third edition of the Middle East Business Aviation Show (MEBA) organized by the Middle East Business Aviation Association and in conjunction with Dubai Air Show organizer F&E Aerospace.

E

ROYAL

A founding member of the MBEAA, Royal Jet is the Middle East’s leading private jet operator.

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The 2008 show saw some $1.5 billion in orders and attracted 250 exhibitors from 30 countries, plus over 5,500 visitors. In just a few short years, MEBA has become the third largest private aviation tradeshow in the world. This year’s event is expected to attract more than 7,000 people who will be able to tour an exhibition area of 350 stands.

Here they can update themselves on the latest – as well as future – models in aircraft design and technology and browse through the entire range of supply chain companies. The organizers have increased exhibition space by 40 percent to cater to demand.

They have also invited the heads of state of the six Gulf Co-operation Council states and their entourages to attend, since the VIPs will be leading delegations to the GCC Summit in the UAE capital of Abu Dhabi the day before the show.

Alison Weller, F&E Aerospace’s managing director said: “The UAE’s hosting of the GCC Summit at the beginning of December presented On Site

us with the opportunity of extending invitations to the Gulf’s Heads of State to attend MEBA, which is taking place just as the summit is concluded.”

She added: “We are hopeful that such prestigious delegations, which include important decision-makers, would consider MEBA as a suitable venue in which to view the very latest and best of the Business Aviation industry.”

There will also be an extra hall this time, in addition to the East and

Central halls, so the show will feel bigger. Weller says that there has also been more interest in dedicated country pavilions, with the UK, US and Malta all signed up so far.

Weller highlighted the ease of access to the show. She said: “People confuse us with the Dubai Air Show, when we are much smaller and more accessible. There is ample car parking space and plenty of taxis. There’s also the new Metro that takes you right to the show site and runs until midnight.”

Hospitality chalets lining the aircraft display park are traditionally a sanctuary for companies to network with their clients and for visitors to negotiate deals in privacy. Top international Business Aviation manufacturers showcasing their aircraft and services include Airbus, Boeing, Bombardier, Cessna, Dassault, Embraer, Gulfstream, Hawker Beechcraft and Piaggio.

MEBA will also prove to be a magnet for aircraft management companies, aircraft brokers and service providers, who will be eager to showcase their products and services in a region that is still seeing an increasing demand for private air travel.

European operators are not unaware of this fact and have taken booths at the show to promote their local offerings. British company Gama Aviation earned its United Arab Emirates Operating License in February. Dave Edwards, managing director said: “We’re absolutely delighted to have been awarded our UAE AOC. We started the application process in June 2009 and I’m particularly pleased with the speed that we’ve been able to drive the project forward - it’s a proud achievement for everyone. This

LEADERS

Gulf Heads of State consider MEBA a suitable venue to view the best of the Business Aviation industry (Pictured from top: G550, BBJ and Piaggio Avanti.)

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PREVIEW

PLAYERS

GAMA Aviation CEO, Marwan Abdel Khalek (top) is proud about the UAE AOC granted to his company.

Walter Heerdt, Lufthansa Technik’s senior VP marketing and sales (center), in conversation with His Excellency Sultan Bin Saeed Al Mansoori, UAE Minister for Economy.

VistaJet is now enjoying considerable success in the Gulf says Thomas Flohr, founder of the company (bottom).

MEBA The order also facilitated VistaJet’s strict policy of maintaining a young fleet age, with an average age of less than two years and with no one individual aircraft being more than three years old. Thomas Flohr, founder of VistaJet, said: “Having demonstrated its resilience during the recent global economic downturn by increasing revenues, VistaJet is now enjoying increasing demand across all its service areas and these larger, longrange new aircraft will play a key role in our ongoing success. For our customers, the Bombardier fleet provides the ‘aircraft of choice’, whether flying medium or long haul and in a level of comfort that they demand from us.”

Certificate means that we can begin providing our respected and experienced aircraft management and charter services to Middle East clients.”

Marwan Abdel Khalek, the Group’s CEO added: “The UAE AOC marks another significant step in Gama’s worldwide development. We are now the only Business Aviation group to hold operating licenses in Europe, North America, the Middle East and Bermudan Approval. With the addition of the first three aircraft in the region, a Challenger 605, 604 and an 850, it brings our worldwide fleet to over 75 business jet aircraft, which represents models from the Learjet 45 all the way through to the Boeing Business Jet and at every level in between. When I founded the business, I always aimed to expand into the region where I spent my childhood, and after sustained growth and development, we have now achieved it.” Gama Aviation FZC is based at Sharjah International Airport and also has a sales office in the Dubai Airport Freezone.

Fellow operators Ocean Sky and VistaJet are also strutting their stuff at MEBA. Earlier this year, Ocean Sky chief Stephen Grimes said the company intended to expand into the Middle East, not only with its charter offering, but also with its Jet Centre FBOs. He said: “The Jet Centre growth is a vital part of our strategy to establish ourselves within the top three players in European Business Aviation. Our plan is to see our brand of premier Jet Centers stretching across Europe and into the Middle East.”

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VistaJet has also had considerable success in the Gulf, so much so that it has upped its fleet. This summer the Austrian-headquartered operator confirmed a $277M order for six Bombardier aircraft. The order was for four Global Express XRS aircraft and two large-cabin Challenger 605 aircraft for delivery across 2011 and 2012. The purchase looked for large, longer-range aircraft, and will significantly increase VistaJet’s long-haul capability at a time when the company is successfully winning new customers, both PROGRAM and OnDemand, in markets such as the Middle East, where customers typically fly sectors of over six to- eight hours.

Steve Ridolfi, president, Bombardier Business Aircraft, added: “This significant order is great news for both our companies. In particular, it is further evidence of VistaJet’s confidence in Bombardier aircraft, offering the advantages of fleet commonality and Bombardier Aerospace’s strong commitment to customer support. We are confident the new aircraft will provide VistaJet with the ability to continue to offer the exceptional quality and customer service it is known for as it continues its expansion.”

What Else is on Offer?

Companies have rocked up from all over the world to display their wares.

Such diverse European entities as

engineering firm 328 Support Services, charter broker Air Partner and operator Air Harrods will be lining up to sell their offerings to a burgeoning Middle East customer base.

Significant first time faces are Honeywell, RUAG and Emerald Jet from Lebanon, which has taken a chalet. RUAG comes fresh with the news that it has just appointed a new CEO, Philipp Berner. Berner heads up the company’s Military Aviation Business Unit. The company’s previous chief, Dr Peter Guggenbach, will now focus on RUAG’s Space division.

Guggenbach said: “I am very pleased to be able to hand over the management of RUAG Aviation to my experienced colleague Philipp Berner. He is closely acquainted with the needs of customers, the market and our employees and can therefore drive forward the successful internationalization of the unit.”

Other companies taking booths include Amjets Executive, Avicom, Malta Enterprises OnAir and Jeppesen, with the return of Happy Design Studio and JCB. UK and Qatar-based Rizon will also exhibit for the first time, as will the interestingly named MoonJet – a flight support ser-

vices company from Sharjah. There are several other new entrants from the Middle East region. Alison Weller, managing director of F&E Aerospace, which organizes the show said: “We’re seeing a growing trend of flight support services companies exhibiting as the industry grows.”

Exhibitors have come from places as far flung as Brazil, Europe, Hong Kong and the USA. Regional companies include the Middle East’s finest, such as Dubai World Central-Aviation City, Abu Dhabi Airports Company (ADAC), Saudi Arabia’s MAZ Aviation, Lebanon’s Executive Airport Services and Jordan’s Arab Wings. Other locals include Ramjets and Megadoor.

Weller added that a good barometer of the importance of the show is the fact that Asian companies are signing up and expressing interest for the first time. She said: “Usually Asian companies are region-centric or only attend the major world shows, such as Paris or Farnborough. We are very encouraged at the enquires we have received.”

Newly GCAA certified Al Bateen Executive Airport, the Gulf’s first and only dedicated private aviation airport, operated and managed by ADAC, will

doubtless win new business. The company recently provided free landing and parking services for the Etihad Airways Formula 1 races.

Yousef Al Hammadi, deputy general manager said: “ADAC is continuously striving to provide unmatched services to its niche clientele, guests and operators. The aim is to make their decision to use Al Bateen Executive Airport as their travel hub the natural choice based on their comfort and convenience.”

In addition to airports and manufacturers, trip support providers are out in force. Colt International, Jetex, Nexus, Rockwell Collins, Signature Aviation, Skyplan, and Universal Aviation all have booths. The trainers are there, too – both CAE and FlightSafety International have booths.

CAE comes fresh with the news that Emirates-CAE Flight Training (ECFT) in Dubai has ordered a new CAE 7000 Series Full Flight Simulator (FFS) for the Dassault Falcon 7X aircraft. The sale of the FFS to ECFT, a joint venture of Emirates Group and CAE, brings the total number of FFS sales that CAE has announced to date during fiscal year 2011 to 14.

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PREVIEW Jeff Roberts, CAE’s group president, civil simulation products, training and services said: “CAE has continued to aggressively position advanced training capabilities to serve our Business Aviation customers more efficiently and effectively.”

He continued: “We have added 20 new simulators to the CAE global training network the past couple of years, numerous interactive eLearning courses that bring the power of Level D simulation to the customer’s laptop anywhere in the world, and operational performance enhancements such as the CAE Flightscape flight data analysis service.”

Given the glut of new aircraft owners, it is hardly surprising that the likes of Gore Designs, Goodrich and Jet Aviation have come to show off just how beautiful and luxurious interiors can be.

To see such interiors in situ, attendees can visit more than 70 of the latest aircraft types on display at the static park, plus models available in the near future.

Weller said: “We are bringing the world’s top Business Aviation manufacturers and companies to the UAE to give corporate operators and high networth individuals the opportunity to see and experience what’s on offer in the industry, all in one place. They will be able to meet with the top aviation professionals and discuss the most ideal fit of aircraft for their requirements, whether for corporate or family use.”

She continued: “The Business Aviation industry was not immune to the recent global economic downturn and many companies are now willing to encourage purchasing again by offering aircraft at very attractive rates, so I strongly urge people not to miss their chance to come and enjoy a show that comes around just once every two years, and they may be in luck with acquiring the right aircraft at the right price.”

ADVOCATE

MEBAA’s CEO Ali Al Naqbi has worked tirelessly to build up the Association.

MEBAA Yet another significant event is taking place this December in Dubai.

The International Business Aviation Council will meet in the region for the first time the day after MEBA. The meeting is a real coup for MEBAA, which has gone from strength to strength since its inception in 2006.

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MEBA

MEBAA is the driving force behind the show and a necessary entity.

Business Aviation is becoming a key industry in the Middle East. Local private aviation movements have risen from 93,000 in 2008 to 1.3 million movements the following year – a huge hike. The installed regional fleet of 450 aircraft is expected to double over the next eight years. MEBAA’s figures indicate that the Middle Eastern market is set to expand 15-20 percent every year for the next four years to become a $1 billion-per-year industry. The association is bullish on the region’s appetite for new aircraft and estimates that the Middle East and North Africa markets will account for 20-25 percent of all new business jet deliveries worldwide between 20122018. This would be worth some $463 billion.

MEBAA’s CEO Ali Al Naqbi has been a firm advocate of the association since its inception and has worked tirelessly to build it up. He says that MEBAA provides a great deal of value for its membership. The organization has a firm strategy in place and is focusing on five main goals: implementing a database of anonymous industry information on number of movements, hours and sectors flown; sharing viewpoints and best practices; creating useful communications tools, especially with media and GCAA regulatory bodies via conferences and events; bettering members’ welfare through training and conferences, and establishing a regional industry code of conduct. MEBAA is also looking to establish a forum for insurance and fuel purchases, since volume purchas-

es could translate into discounts for MEBAA members.

There are now 148 MEBAA members, up by 100 since the last MEBA show in 2008. MEBAA’s founding chairman Ali Ahmed Al Naqbi said: “This is good growth despite what is going on in the market. We are seeing good recovery in the Business Aviation sector, with an increase in flying hours. People who put their operations on hold are now coming back.”

In the long term, MEBAA would also like to introduce an awards system whereby key movers and shakers are honored at the show, as well as to move the show to an annual basis. So what can we look forward to this year that’s radically different from last? Al Naqbi smiled: “I can’t tell you right now, but we’re working on something.

We always hope to produce an element of surprise,” he said.

Both Al Naqbi and Weller stress that they would ideally like to see MEBA move around the region. Al Naqbi said: “I would like to see MEBAA have an office in all the GCAAs in the region, but we have limited resources as a nonprofit organization.” Weller pointed out that many countries are as yet unable to host such a large event. She said: “We will consider taking it around the region if facilities allow it – this forms part of our long term plan. Dubai at the moment is willing to host it.”

She concluded: “I am very optimistic that this fourth running of MEBA will prove to be the best yet and that companies will find they’ve made a wise decision in participating.”

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REGIONAL REPORT

MIDDLE EAST

GULF PROSPECTS

After a sharp drop in sales in the aftermath of the downturn, the Middle East Business Aviation sector has seen some recovery in recent months.

New and existing companies are making their mark.

Liz Moscrop reports he Middle East seemed like the answer to manufacturers’ prayers before the recession bit. The region experienced rapid growth, thanks to booming economies and development across the Gulf.

However, once the financial crisis sank its teeth into the world, companies drastically shaved corporate travel spending, which had a knock on effect on business jet operators.

Demand fell sharply. Consequently, prices for chartering corporate aircraft have fallen between 33 percent and 37 percent from their peak in 2006-2007, according to the Middle East Business Aviation Association (MEBAA).

The Gulf countries are: Algeria, Bahrain, Egypt, Iraq, Iran, Israel, Jordan, Kuwait, Lebanon, Libya, Morocco, Oman, Palestine, Qatar, Saudi, Sudan, Syria, Tunisia, Turkey, UAE and Yemen. Today there are some 26 charter firms across the region, and demand for their services is once again rising. A recent study by research gurus Frost & Sullivan indicates that there should be an influx of more than 200 new business jets into the Middle East by 2015. The region now takes a six percent share of the global business jet market.

T

WEALTH

Having ordered six A350XWB jets in VIP configuration, Maz Aviation is the largest operator of the type (top).

MEBAA’s CEO Ali Al Naqbi has voiced concern about the ‘greymarket’ of charter operators (center).

32 - BART: DECEMBER - JANUARY - 2010 - 2011

Saudi Arabia and the UAE account for 70 percent of the installed fleet, split roughly evenly between them.

Recently, the UAE has caught up with its neighbor since an increasing number of operators have moved into the Emirates to expand their businesses.

One example is Abu Dhabi’s Al Jaber Group, which is aiming to operate 21 aircraft for its VIP charter operations within five years. It has orders booked with both Airbus and Embraer, has placed a $1.2 billion order for aircraft and has signed a letter of intent for two VIP A380’s.

Fellow Abu Dhabi player Royal Jet has said it will have a fleet of 20 aircraft in the next two years, which it will grow to 50 aircraft by 2020. Shane O’Hare CEO said: “Our main business is with wealthy individuals and government officials and we’ve actually seen demand increasing.”

Meanwhile, Saudi Arabia’s MAZ Aviation will be the largest fleet operator of VIP configured Airbus A350 XWB aircraft. Having ordered six of the type, as well as buying into the Airbus completions center, Mohammed Al Zeer, MAZ chairman is optimistic about the future for wide-bodied VIP aircraft. He said: “The opportunity for growth in this sector has not diminished at all.”

With an estimated 170 privately owned jets, domestic travel alone would keep VIP ground handlers and FBO’s in Saudi Arabia’s key destinations busy, with Beirut and Dubai being the most common. The business and private aviation market has a total of nearly 16,000 private aircraft movements per year.

Western companies, too, are looking seriously at the Gulf. VistaJet is targeting 25 percent growth across global regions including the Middle East.

Company founder, Thomas Flohr, says that “executives that flew privately before the economic downturn are still spending big on business travel,” adding that the major part of the company’s expansion strategy is going to come from the Middle East region.

MEBAA’s chairman Ali Al Naqbi attributes this rapid growth to a desire to travel easily, not only on intercontinental routes. He said: “Sometimes there are no direct flights between places. It can take two or three days to go anywhere flying on airlines because of connections. For businessmen and women, time is money. With a private plane you can breakfast in Dubai, go to Bahrain, and return and sleep with your family overnight.”

Located in Dubai, CAE Flight Training is the result of CAE and Emirates joining forces to offer the highest-quality training to commercial airlines, business jet operators and helicopter operators in the Middle East, Europe, Africa and Asia. As a gateway between Europe and Asia, and the fastest growing economic hub in the Middle East, Dubai is an excellent location to train. Emirates CAE Flight Training is a JAA Type Rating Training Organization (TRTO) and FAA part 142 approved centers.

The center has become recognized as a world-class facility for aviation training in the Middle East.

Infrastructure Airport access has dramatically improved in the UAE recently. In Dubai, the newly opened Al Maktoum International Airport has allocated space for VIP travelers, however, most private jet charters use Dubai International Airport.

Al Bateen Executive Airport is the region’s first and only dedicated private aviation airport. It opened last year in Abu Dhabi after being converted from a military base. Aircraft movements have increased 34.4 percent in the first six months of this year, in comparison to the same period in 2009. However, more runway space is needed. Al Naqbi recently said that the biggest obstacle to growth in the regional business jet sector is airport access.

Another challenge to overcome is coordinating air traffic control.

There are 22 regulatory authorities, which raises safety and planning concerns. Al Naqbi is aware there

will be hurdles ahead, but says that the fact MEBAA talks on behalf of a group of operators will help smooth the path. He said: “Our objective is to represent the needs of our members. We are the only association to talk to an authority that is not representing just one operator.” He added: “We will continue to talk about traffic rights to civil aviation authorities to make it easier for Business Aviation to be recognized as a major player. There are lots of agendas to talk about.”

Things are improving, however. A permit for a trip from Dubai to Medina would require a month to obtain five years ago. Today it is more likely to take a week, or even two days in exceptional circumstances.

In the next five years, a major ambition is to create an organization similar to Eurocontrol in Europe for the Middle East. Al Naqbi said: “That comes with lots of effort talking to governments and private companies happy to have Middle East rules pro-

duced by all the key operators. We have worked very hard to change things, but there is still lots of room for improvement.”

MEBAA will also work with aviation authorities to create a greater number of Business Aviation terminals and FBOs. In addition to Al Bateen in Abu Dhabi, Al Naqbi predicts that the region will see a further three dedicated private aviation airports by 2015 in Jordan, Saudi Arabia and Egypt.

Another major concern is the socalled ‘greymarket’ of charter operators, whereby unscrupulous owners rent out their aircraft commercially despite the fact they have no documentation or insurance. Al Naqbi said: “This is one of our biggest challenges, it is a huge safety concern. It is very important for our business in the region to stamp it out. We have submitted various proposals to the GCAA, but it needs lots of work and coordination.” One of the barriers to eliminating the problem is the lack of access to airfields in some jurisdictions. Al Naqbi cautioned: “If anything goes wrong, people don’t realize they are not insured. Everyone should know whom they’re flying with. If a broker gets a really good price, check the registration of the aircraft. People don’t PRISTINE understand the full consequences of Al Bateen an accident.”

Executive is the region’s first Rapid Growth dedicated private There are several ambitions players aviation airport in the region who are developing at a (top). fast pace. “If there was such a thing as Abu Dhabi’s a ‘Superplayer’, we would certainly be Royal Jet will one,” said Royal Jet’s commercial vice have a fleet of president John Morgan. The award- 20 aircraft in the winning Abu Dhabi based luxury char- next two years ter operator is constantly expanding (center).

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REGIONAL REPORT

MIDDLE EAST

and last year opened a Dubai charter brokerage business to give it global reach.

The service offers aircraft availability when Royal Jet’s own jets are either in use or of an unsuitable size. The company says it aims to double its fleet by 2013 and has recently moved into Saudi Arabia, operates an FBO at Abu Dhabi, and is also active in the Medevac field. based in Doha and one aircraft in London. The company has offices in Qatar, the UK, Bahrain, and the UAE and is focused on providing travel solutions and business aircraft support in the Middle East, Europe, India, Russia, the Far East, and Africa.

VistaJet also has sizeable ambitions for the Middle East – the block charter company has said it sees a significant proportion of its major order for Bombardier business jets being based in the Middle East. Chairman Thomas

PLAYERS

UAE operator Dana Executive Jets have ambitious expansion plans in the region (top).

Arab Wings’ Challenger 604 (left).

Rizon has offices in Qatar, the UK, Bahrain and the UAE (bottom).

Like several of the region’s rapidly evolving VIP aviation businesses, Royal Jet has imported new talent, often casualties of the downturn elsewhere. According to Morgan: “We are all part of a bigger experienced team.

We work closely as a unit to get the best out of the business and develop a strategic direction.”

Another company that could lay claim to the “Superplayer” title is Jordanian luxury charter business Arab Wings, which recently announced that it had obtained a UAE air operators certificate (AOC), which it used to open a new charter company Gulf Wings in Sharjah in December 2009. Ahmad Abu Ghazaleh, Gulf Wings chief executive officer said that Arab Wings is aiming to be the largest aircraft services group in the UAE within two years. He said: “You may think this is ambitious, but to quote Warren Buffet, ‘it is good to be fearful when people are greedy and greedy when people are fearful’. Our growth is organic and coming from revenues, which is great for us.”

He added that the next logical step for the company is to establish an MRO in Jordan and that Arab Wings already has: “several large MRO players in Europe talking about possible

34 - BART: DECEMBER - JANUARY - 2010 - 2011

partnership with us.” Arab Wings’ fleet is mostly comprised of Bombardier aircraft, so any potential partner is likely to cater for that type.

Fellow UAE operator Dana Executive Jets also has aspiration for ‘Superplayer’ status and will take delivery of two new aircraft in the next few months – one large cabin and one mid size. The company is remaining tight-lipped as to the aircraft types, but says that they form part of ambitious expansion plans for the region over the next few months.

Wholly owned by the government of Ras Al Khaimah, UAE, Dana offers charter, management and line maintenance services.

Qatar and UK executive charter operator Rizon has five business jets

Flohr expects to achieve market growth of 10 percent in the next two years. He said: “The Middle East is right in the geographical center of Europe and Asia. By 2012, I expect the region to account for one third of our revenues.”

Meanwhile, Dubai-based Air Partner recently launched a jet card for the Middle East. This is the first card of its kind in the region and allows regular business jet users to book 25-hours of jet time for a set fee. The company’s head of marketing, David Macdonald, said that the card was restricted to large jets as the market in the region was not sufficiently well equipped with the smaller and lighter jets to enable Air Partner to meet its 48-hour guarantees.

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Founding Chairman, Middle East Business Aviation Association (MEBAA) Other speakers include: Alison Chambers, Emerald Media Dave Edwards, Managing Director, Gama Aviation FZC Ralph Eisenschmid, acting Chief Executive, MENA Aerospace Richard Gaona, President, Comlux Andrew Hoy, Managing Director, Execujet Steve Jones, General Manager, Al Bateen Executive Dr Mark Pierotti, COO, Al Jaber Aviation Jane Stanbury, Emerald Media Greg Thomas, CEO, Privatair

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Under the patronage of the Kingdom of Bahrain CAA, The Future of Business Jets in the Middle East the conference will offer providers, users and others working in the business jet sector with a valuable update on the latest trends and regulatory issues within the Middle East market, as well as staging a networking forum for service providers to meet with prospective clients.

The conference will bring together senior industry figures to network and debate strategic, regulatory, legal, financial, insurance, and technical issues. In particular, The Future of Business Jets in the Middle East will appeal business jet operators and leasing companies, corporate flight departments, corporate jet managers, brokers, charter companies, aircraft manufacturers, specialist lawyers, accountants, corporate service providers, insurance companies, banks, regulators, consultants, FBOs, registration companies and handling agents.

REGIONAL REPORT

SAUDI

King Abdulaziz International is the largest airport in Saudi Arabia (top).

Wallan Aviation is Cessna’s sales representative in the region.

Citation Sovereign (left).

First Falcon 7X delivered in Saudi Arabia (right).

Saudi Arabia accounts for the largest slice of the regional pie. The country’s main airports are King Abdulaziz International in Jeddah, King Khaled International in Riyadh, King Fahd International in Damman and Prince Mohammad Bin Abdulaziz in Madina.

It is well serviced by large maintenance services providers, including Alsalam Aircraft Company, Arabasco, and Wallan Aviation. Wallan, for example, has a long history as a Cessna authorized sales representative. To complement this relationship, Cessna appointed Wallan as an Authorized Service Facility for Cessna 500, 600 and 750 series aircraft.

The country has a good concentration of business jets. Saudia Private A viatio n ( S PA ) , t he B u si n e ss A viatio n u n i t o f S a u d i A r a b i a n Airlines, has taken delivery of the first of four Falcon 7Xs. “This marks the first Falcon 7X delivery in Saudi

36 - BART: DECEMBER - JANUARY - 2010 - 2011

MIDDLE EAST

Arabia,” says Wajdi Abdullah AlIdrissi, head of SPA. “Two more are scheduled for delivery to SPA later this year and the final aircraft will come in 2011.”

Al-Idrissi says SPA will use the Falcon 7X for VIP charter flights around the world, as well as within the Middle East. “With a range of 5,950 nm, the aircraft can connect major cities, such as New York to Riyadh, Dubai to Tokyo, or Rio de Janeiro to Jeddah. The 7X was carefully chosen out of many options due to its excellent technical specifications and performance. It is a unique aircraft that can fly non-stop for more than 11 hours. It does not require a long runway, which saves valuable time because we will able to land at lower traffic airports. The 7X is distinctive and matchless in its class and conforms to the high standard requirements of royal and VIP clients.”

Al-Idrissi adds: “Though SPA was carved out of Saudi Arabian Airlines a year ago, our long experience spans more than 60 years in VIP aircraft chartering, leasing, management and consultation and ground handling.”

To support the new fleet, Dassault plans to establish an additional Falcon authorized service center with Saudi Arabian Airlines in Jeddah. Dassault has more than 50 Falcons based in the region and expects this number to increase by almost 50 percent over the next three years.

Another major Saudi player is NetJets partner National Air Services. Established in 1999, the program offers fractional jet ownership and has 16 aircraft in operation.

It also offers aircraft management services. It has signed management and operations contracts with over 66 governments, corporate and private aircraft.

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REGIONAL REPORT UAE The UAE boasts several charter firms including: Abu Dhabi Aviation, Aerogulf Services, Al Jaber Aviation, Dana Executive Jets, Eastern SkyJets, Elite Jets, Emarat Link, Empire Aviation Group, ExecuJet Middle East, Falcon Aviation Services and Royal Jet. Locally based trip support providers include Signature flight support, Jetex, Palm Aviation and Skyplan.

UAE

Al Jaber Aviation offers an A318 Elite for VIP charter (center).

Dubai based JetEx Flight Support provides global trip planning, FBO and ground services (bottom).

The Emirates are also well served by management and maintenance providers, such as Abu Dhabi Aircraft Technologies, Abu Dhabi Aviation, Agusta Aerospace Services, Emirates Engineering, ExecuJet Middle East, Falcon Aviation Services, and Jet Aviation Dubai.

ExecuJet Middle East recently took on a new hangar at Dubai International Airport and added a Hawker 800XP to its regional managed fleet. The second 4,830 m² hangar is suitable for up to 10 aircraft. The new facility complements ExecuJet’s existing 5,600 m² maintenance, FBO and office facility at the airport, where it also offers aircraft management and charter services.

38 - BART: DECEMBER - JANUARY - 2010 - 2011

MIDDLE EAST Managing Director Mike Berry said: “The addition of this second hangar, coming so soon after our newly won maintenance accreditation for the Embraer Legacy family, means we are in a strong position to take on more maintenance contracts and accommodate more base aircraft.”

Abu Dhabi Aviation has tapped the lucrative medevac market and is to supply air ambulances to Saudi’s Red

Crescent Authority. Abu Dhabi Aviation’s vice chairman HE Sheikh Hamdan Bin Mubarak Al Nahyan said: “This agreement will further strengthen commercial relations between the Kingdom of Saudi Arabia and the United Arab Emirates. We’re focusing on achieving significant growth in key markets such as Saudi Arabia as part of our expansion strategy. There is so much more that we can provide to the Saudi Red Crescent Authority and this initial agreement is pivotal to our ongoing relationship to work even closer with them in the future,” The agreement is for six helicopters, comprising four Bell 412 and two AW 139 as Air Ambulances, to provide support to the Saudi Emergency Medical Services program. The helicopters are to be stationed at the two main bases of Saudi Arabia - Jeddah and Riyadh.

This September, Al Jaber Aviation (AJA) claimed a Middle East first as it offers an Airbus for VIP charter flights following the delivery of its first A318 Elite. Further, it has three A318 Elites and two ACJs on order, which it says will make it the largest operator of Airbus corporate jets in the region. Group CEO Mohammed Al Jaber said: “We aim to provide VVIP clients with the ultimate in comfort, space and service, and because the A318 Elite and Airbus ACJ have the widest and tallest cabins of any business jet, we now deliver it.”

Meanwhile, Ayla Aviation Academy ran the first ever aviation summer camp in the Middle East this summer.

The two-week camp, held in Jordan’s famous beach resort, was aimed at introducing young people aged between 13 and 21 to the world of aviation, as well as giving them the opportunity to develop themselves through leadership and communication workshops.

Ayla has already developed a reputation for training aspiring pilots to become future leaders. Along with its UK subsidiary Atlantic Flight Training, the firm offers a full JAA license to aspiring pilots. To date, it has graduated 145 students currently working for major airlines in the Middle East and Africa.

Bahrain Bahrain is one of three other rapidly growing countries. It is home to Bexair and Comlux, which recently ordered its tenth ACJ and eleventh Bombardier Challenger aircraft, a CL605 Richard Gaona, President said: “Comlux is one of the largest providers of VIP charters at the top end of the market, a sector that continues to have good demand, but our global strategy is to be a player in almost all business aviation sectors.”

Jordan At the end of last year, charter operator RayaJet and Ayla Aviation Academy in Jordan jointly ordered a Premier II to accelerate business development. The partners plan further expansion in the Middle East, with Amman-based

RayaJet also linking with Air Route Aviation Services to gain entry to the Saudi Arabian market.

Ayla’s CEO Marwan Atallah said: “The alliance will enable the two companies to pool their resources and experiences to establish a general aviation service center in Aqaba, where Ayla already has the facilities and the qualified staff. The two companies will provide the region with a number of services, based in Jordan, which is in line with the Civil Aviation Regulatory Commission’s new vision of making Jordan an aviation hub. The total investment will amount to approximately $5 to $10M.” The merged company intends to compete with charter operators established in the Arab Gulf states of Dubai and Abu Dhabi for charter business in Saudi Arabia.

Qatar Qatar is no slouch when it comes to developing its Business Aviation ambitions. Qatar Airways recently purchased two Bombardier Global 5000 aircraft in a deal worth $90M as part of plans to further develop its 12month old corporate jet subsidiary, Qatar Executive. The new business jets were scheduled for delivery in October 2010 and August 2011 – and will join three Bombardier Challenger jets currently operating within the Doha-based Qatar Executive fleet.

The two additional Bombardier aircraft will be based in Doha and can operate non-stop to anywhere in Europe, as well as most places in Asia and Africa. All Qatar Executive jets can reach North America with a fuel stop in Europe.

Fellow Doha based operator Rizon plans to base five jets in Doha and another in London is working towards a building an FBO and VIP terminal development in the capital.

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VIP CHARTER

Bahrain is home to Comlux, which recently ordered its tenth ACJ (top).

Challenger 601 of Amman-based Rayajet (center).

BART: DECEMBER - JANUARY - 2010 - 2011 - 39

FUEL It’s hard to imagine having difficulty re-fueling anywhere in the oil-rich Middle East. And while strikes and fuel shortages such as those occurring in France are a rarity in the Middle East, operators should be aware of fuel-related operational issues that could impact their trip, both in their home regions and in neighboring regions such as Europe and Africa.

DISPARITY

Depending on the location, refueling can either be a pleasant experience or a difficult process.

ubai may be the Middle East’s capital of Business Aviation, as evidenced by the thousands of operators congregating there this month for the 2010 Middle East Business Aviation Association show, but as a fuel tech stop, Dubai does not rank highly within the region.

D

40 - BART: DECEMBER - JANUARY - 2010 - 2011

FUEL STOPS

TOPPING OFF THE TANK

Dubai Delays As Dubai’s economy has exploded over the past decade, so too has the amount of air traffic to Dubai International Airport. This additional traffic, while good for business, does mean that fueling at peak hours could be delayed for Business Aviation operators.

“Fuel in Dubai is inexpensive relatively speaking compared to other parts of the world, and volume is not an issue,” explained Greg Linton, Master Trip Owner, Universal Weather and Aviation, Inc. “The issue is that Business Aviation falls second to the commercial airlines in the pecking order for fuel services.”

Most of the time fueling in Dubai is not an issue, but delays are possible during peak hours and special events.

“Dubai is not a good choice as a technical stop,” said Linton. “I know of several flights that have been delayed up to two hours because all of the fuel trucks were servicing commercial airlines. General aviation is just not a priority and gets fit in when it can, so I advise using other stops in the region such as Abu Dhabi, Doha, Bahrain, and Muscat. Those locations generally have less traffic and you can do quick turns. The authorities are also very easy to work with and welcome the business.”

One option Linton advocated was doing a drop and go.

“During events like MEBA, in addition to delays with fueling, you can also run into shortages of long-term parking and hotels,” said Linton. “An alternative I often advise crews of is to drop passengers in Dubai and reposition the aircraft at Abu Dhabi, which is about an hour and a half to two hours away.”

Shortages in Europe While fuel is plentiful in supply in the Middle East, the same cannot be said for certain locations in Europe, such as France and Italy. Air traffic controller strikes in France have limited movements at some French airports to just eight per hour.

“The strikes are really nothing new, but operators must remain cognizant of what’s going on politically, as it could impact their operations when traveling to France,” said Linton.

At the time of writing, the strikes had not made major impacts on fuel avail-

ability at the larger airports in the Paris and Cote d’Azur regions.

However, Linton advised the situation could deteriorate rapidly and recommended that operators pre-arrange fueling needs.

“Operators should continually monitor all NOTAMs that come out regarding fuel shortages in France,” said Linton. “The strikes can delay traffic by hours and operators who have not paid attention could be stuck.”

The areas most typically impacted by the strikes are outlying areas such as Corsica and Saint-Nazaire, which at one point during October’s strikes was completely out of fuel.

To help alleviate the delays, operators are avoiding French airspace, said Linton.

“Several countries such as Tunisia, Algeria and Morocco are being more flexible in allowing aircraft to operate in their air space to help accommodate the situation,” said Linton.

The French Riviera is also a traditional trouble spot.

“There is just so much congestion at Nice and Cannes that fuel shortages can regularly become an issue,” said Linton. “I always recommend preordering fuel in these locations based on the volume an operator wants to uplift. This is especially true during the summer months and during special events such as the Monaco Grand Prix and Cannes Film Festival.”

Certain areas of Italy are also subject to fuel shortages.

“Pre-ordering is always recommended, but even that requires some planning,” said Linton. “For example, at Grosseto Airport in the Tuscany region, you have to pre-order fuel 24 hours prior to the date of flight. But if for some reason you order it and don’t uplift it or all of it, you will still be charged €500 plus value added tax VAT for the entire uplift requested as a penalty.”

VAT in Europe Operators traveling from the Middle East to the United States should think carefully and plan ahead when considering fuel stops in Europe, as prices, value added taxes, and duties can vary significantly.

“Operators really need to consider more than just the cost of fuel when choosing tech stops in Europe, they also need to compare the VAT and excise duties charged by the various

countries,” said Linton. “VAT varies significantly from country to country.

In some cases, operators can pay up 20 percent or more in countries like France, Germany, Italy and Spain, while other countries such as the UK and Ireland are much cheaper.

(However, beginning January 1 2010, the UK will begin charging 20 percent VAT.) Shannon, Ireland charges no VAT, so it’s often a location I recommend as a tech stop for Middle Eastbased operators en-route to the US.” One thing to remember about VAT is that it usually only applies to private Part-91 operators.

“Charter operators are usually exempt to VAT, but certain criteria have to be met. One way to save on VAT is to work with a provider that offers a VAT exemption program. That way, determining whether an operator is eligible for VAT exemption can take place before a trip is scheduled.”

Once fueling has started, it’s too late and there’s no going back,” said Linton.

Although the line between what is a private flight and what is a charter flight can often be confusing, Linton advised that private operators not try to claim charter status to avoid paying VAT. “I strongly advise operators not to try to beat the system. Sometimes private operators will show the fueler the AOC to claim charter status,” he said.

“The problem with this is that usually the very next question they will be asked is to see the charter landing permit, which a private operator obviously wouldn’t have. Lying to save money on VAT will backfire and end up costing the operator more in the way of penalties and fines.”

Fuel in Africa Like Europe, fuel shortages are a regular occurrence in Africa.

“Because of riots or strikes, fuel sometimes just doesn’t make it to the airport,” explained Christine Vamvakas, Team Lead, Charter Management Teams, Universal.

“Especially at the smaller more remote airports, it’s critical to check on fuel before arrival. This can be an issue even at larger airports. On a recent trip to Nigeria, just two days before arrival, we were notified that fuel was not available. We had to rapidly arrange an alternative tech stop. This can be a problem, especially BART: DECEMBER - JANUARY - 2010 - 2011 - 41

FUEL

ANTICIPATION

It’s always a good idea to tanker just enough to get to another location, especially if your destination might have a fuel shortage.

for charter operators, as you have to get new permits, which cost money and can change the overall costs associated with a trip.”

Because credit is not always readily available in Africa, Vamvakas advised that if operators do not want to carry large amounts of cash, they have to use a provider or handler they trust that can pre-pay.

“Some locations in Africa require cash only, and some do not accept new bills because of counterfeiting problems. A handler can often receive a guarantee on the fuel,” she said. “But it’s important to choose a handler you can trust. Don’t just go by the cheapest price. It’s important to pick a reputable provider that has proven fueling contracts over time. Even with a guarantee, however, I advise bringing a hardcopy of the fuel release available as a backup.”

If a location does have fuel, the next step is to verify the quality.

“Some airports don’t receive a lot of traffic, so the fuel status with regards to quality could be an issue,” said Vamvakas. “There are times when we need to ask if the fuel has been tested

42 - BART: DECEMBER - JANUARY - 2010 - 2011

FUEL STOPS

to ensure its quality and that it doesn’t contain impurities.”

Although pre-planning is a must, Linton said there are some good tech stops in Africa.

“For operators going south from the Middle East, a couple of good tech stops are Addis Ababa, Ethiopia; Djibouti; Dar es Salaam, Tanzania; and Ndjamena, Chad,” said Linton.

“I usually recommend operators traveling from the US to the southern part of Africa and making fuel stops along the coast to go to Accra, Ghana; Abuja, Nigeria; Luanda, Angola; and Libreville, Gabon,” added Vamvakas.

Tankering – Just in Case Regardless of where they are operating to, both Linton and Vamvakas agreed that it’s always a good idea to tanker a little fuel whenever traveling to an area with fuel issues.

“If your destination has fuel shortages or has had them in the past, it’s a good idea to tanker just enough to get to another location should that become necessary,” said Vamvakas. “On a recent trip, an operator going to France decided not to tanker because they did-

n’t want to make the extra stop before reaching their destination.

Unfortunately, because of fuel shortages, the aircraft was grounded for several days. If it had tankered before arrival, even just a little fuel, the aircraft would’ve been able to operate to another nearby location and re-fueled there.”

The most important thing for operators to remember is that pre-planning is critical and situations change rapidly.

“A fuel shortage can occur overnight,” said Linton. “It’s critical to always have a Plan B in place should a new tech stop be required. I advise using a trusted service provider that has experienced professionals available 24/7 in the region, who can make alternate arrangements on the fly and can ensure your fuel is confirmed.”

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.

✈

Flight support is easy to come by.

Success is the Universal experience.

You endeavour to ensure that each and every one of your missions is successful. With more than 50 years of experience, and after facilitating over 2.5 million trip legs, Universal Weather and Aviation, Inc. provides the solutions you require to meet your flight operation’s objectives.

Universal® gives you comprehensive regional support from our European Operations Centre. Your operation can also benefit from award-winning Universal Aviationsm ground handling in 20 countries; the UVair® Fueling Card, accepted at over 2,000 locations; and do-it-yourself tools, like optimised online flight planning that’s CFMU/RADcompliant. From itinerary planning to mission’s end, Universal leverages our regional European resources and broad expertise to help you achieve your goals.

The The result? Success. That’s That’s the Universal experience. experience.

Find out how the Universal experience can work for you at universalweather.com.

For more information, contact Haylie Mason at +44 (0) 7748 183 483, e-mail eurosales@univ-wea.com, or visit universalweather.com.

FOCUS

FLIGHT PLANNING

THE FINE ART OF FLIGHT PLANNING Business aircraft operators have a plethora of choices in flight data presentation, essentially as flight planning companies continue widening the scope of their ancillary services. Jack Carroll reports. he master planners were out in force at NBAA 2010, bedazzling visitors to their booths with impressive on-screen demonstrations showing off their programmers’ sorcery and the seemingly limitless capabilities and built-in options afforded by the various systems’ adaptable architecture.

In the planning business, system versatility and the ability to quickly and accurately customize trip solutions for a particular customer are the competitive keys. As Pete Lewis, Senior Vice President, Trip Support Services Operations for Universal Weather & Aviation notes: “Over the course of the 2.5 million trip legs we’ve coordinated, we realized early on that no two customers, trips, or flight requirements are exactly alike. So we don’t try to provide a one size fits all approach. We customize unique solutions to meet each customer’s specific needs. In short, each member of our clients’ dedicated team is positioned to listen, respond and utilize the global resources of Universal to provide operationally efficient solutions. Our clients don’t want us to take orders; they want us to identify cost-effective solutions at every step of a trip.”

As you’d expect, the “old timers” in flight planning/support have had plenty of time to establish formidable networks of agents and owned facilities overseas. These continue to expand, of course, as there’s no letting up in the growing need for global business travel. And a physical presence on the ground is always comforting, especially to an infrequent flyer to foreign lands.

During our foray among the more than 1,000 exhibitors on the NBAA convention floor, we managed to engage a good sampling of flight plan-

T

UNIQUE

Universal Weather and Aviation say that their new solutions meet each customer’s specific needs.

44 - BART: DECEMBER - JANUARY - 2010 - 2011

ning companies, replete with eager sales reps poised to show all the bells and whistles on their bright demo screens. After seeing a few, the thought occurs that they all look pretty much the same. They do, but after all, what can one do with tabular data on a horizontal screen? But then they can punch in an infinite number of overlays and tweak the programs to handle just about any contingency or customer requirement.

What follows is a sampling of flight planning/support exhibitors and their latest offerings, as recollected by this reporter after his recovery from “demo dizziness”.

Rockwell Collins As a Rockwell Collins representative, who happened to be the systems architect of the company’s Ascend™ Flight Information Solutions, remarked proudly: “It’s sort of like Big Brother watching over you for the entire journey.” Which is, after all, what the customers want.”

At NBAA the company introduced its Ascend Flight Information Solutions, described as “a globally available suite of flight support, maintenance operation and cabin services,” which covers a lot of ground. Steve Timm, Vice President and General Manger,

Information Management elaborated: “Ascend provides access to a full range of flight department services from a single provider. In the current environment, Flight Operations Managers are dependent on multiple sources to plan different aspects of a trip. Ascend integrates all of these services together and synchronizes them between the aircraft and flight department, increasing safety, security, predictability and efficiency.”

The full range of Ascend solutions is adaptable to the size and needs of individual flight departments. These include flight planning and filing, concierge services, weather updates and fuel services. An automatic data transfer system handles navigation, terrain, graphical weather and other flight deck databases and maintenance diagnostics. A bonus: Ascend also includes cabin system management capability, sincluding TV and other information and entertainment services. Customers can pick or choose from Ascend’s extensive menu through a customized web portal or an old-fashioned phone call. They thought of everything.

Says Timm, “Our acquisition of Air Routing International (ARI) in January was a key enabler to the development of Ascend, which complements our avionics and cabin systems.

Customers have trusted ARI to provide exceptional trip support for more than 35 years and, with Ascend, we’re bringing even more value to existing customers with a much broader set of services that will evolve in the years to come.”

Universal Weather & Aviation More than a half century ago, Tom Evans had the prescient notion of preparing weather briefings designed specifically for business aircraft operators. So he stepped out onto the proverbial limb and founded Universal Weather & Aviation, Inc., which still keeps a wary eye on the weather of course, but has evolved into a comprehensive worldwide aviation solutions provider with more than 40 locations in 20 countries. In fact, a spokesman points out that the company’s Universal Aviation ground support division is the only network of ground support facilities backed by a leading Business Aviation trip support provider. One that at last count has facilitated over 2.5 million trip legs.

Do all trips go smoothly? Of course not. Some go very smooth. Some pretty smooth. And others can become extremely complicated, the result of a last mintue trip change or even multiple changes. As Lewis remarks: “It’s often been said there are two things certain in life: Death and taxes. In my own experience, I would certainly add ‘trip changes’ to those.” But he’s unfazed by the unexpected, since over the years Universal has developed the tools, techniques and infrastructure to handle any customer trip requirement or cope with unforeseen complications in an initial trip plan.

As with any support company that has managed to stay in business and prosper, Universal offers an extensive menu of planning tools and services. For the record, Universal’s

INTEGRATION

With Rockwell Collins’ Ascend Flight Information Solutions, a single provider gives access to all flight department services (top).

Universal Weather and Aviation: keeping a wary eye on the weather and the occasional ash cloud (bottom).

BART: DECEMBER - JANUARY - 2010 - 2011 - 45

FOCUS

EXPERIENCE

Jeppesen has provided navigation and flight information for over 70 years.

resources include customized trip support, the UVair® fuel program, worldwide ground support, and a range of online do-it-yourself trip tools that allow its clients to operate on their own or in conjunction with Universal.

As far as anticipating or responding to customers’ needs, Universal revealed a few new examples at NBAA: Universal Mobile is a mobileoptimized website giving its customers full access to its suite of online applications on any web-enabled mobile device. The initial release of Universal Mobile gives clients the ability to view and manage their trip details through Universal Trip Support Services, via its web-based UVTriplink Trip Status Application. The next phase will be rolled out before year end, which will include every online application available through Universal’s Registered Users Portal.

Says Dave Diulus, Universal’s COO, “We’ve listened to our customers who want to be able to check trip changes on the fly and see confirmation and next leg information wherever they are on their mobiles. We’re committed to creating tools to help our customers save time and increase efficiency.”

That’s what Business Aviation should do, after all.

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FLIGHT PLANNING

Jeppesen With a name virtually synonymous with ‘charts’, Jeppesen has been providing navigation and flight information for over 70 years. Its JetPlan trip planning program, whether using ETOPS, ERAD or CDRs, calculates an optimized plan, based on aircraft type and route choice, for filing with ATC. As a rule, Flight Planning/Support companies don’t play favorites as far as the size of the flight operations they serve. Even a one-man flight department. A good example: Jimmy Hobson, Chief Pilot on Morgan Freeman’s SJ30 jet - yes, that Morgan Freeman - is used to handling everything, including flight planning for the US and Canada. But when a multicountry trip came up last year, shortly after the SJ30 delivery, Hobson needed help and turned to Jeppesen.

Says Hobson: “We knew their reputation and even had friends there. Plus we heard from various people that they had the best connections in Africa.” It was a done deal. Freeman signed off and Jeppesen handled everything, planning routes from Los Angeles to St. John’s, Newfoundland; across the Atlantic to Santa Maria, the Azores; to Sal in the Cape Verde islands; to Acra, Rwanda,

Johannesburg, Botswana, Nairobi, Africa; and on to Dubai, up to Sicily, then to Madrid, and back to the Azores, St. John’s and Los Angeles.

“They handled everything, every step of the way. Had ground support waiting, arranged hotels, lodging, permits and fuel, through World Fuel Services. What more could you want?”

Jeppesen stands out with its worldwide aviation weather that includes proprietary, exclusive products, such as a six-hour NEXRAD radar forecasts and worldwide turbulence, icing and lightning detection forecasts.

The company employs a staff of meteorologists 24/7 who can also provide custom briefings for specific routes and flight requirements.

Worldwide NOTAMS are also available as part of Jeppesen’s Weather Services.

ARINC Direct As with most “full service” flight planning/support organizations, ARINC Direct offers a comprehensive array of capabilities. Under Flight Planning alone it lists 18 features, including ARINC’s own Multiple Route Optimization™ and Known Routes ™ database. Other tools at the ready, depending on your needs and budget, include ARINC Direct’s Graphical

jetex.aero

ANOTHER REASON TO CHOOSE JETEX

Each year millions of children and mothers in the world’s poorest countries become victims of disease, famine, _RefcR] UZdRdeVc R_U T`_ ZTe JetEx Flight Support is working with UNICEF to improve the lives of these ^Z]]Z`_d R_U ScZ_X eYV^ R ScZXYeVc WfefcV JetEx have pledged UNICEF one percent `W eYVZc cVgV_fV Wc`^ `gVc ZXYe R_U landing permits to help provide clean food and water, education, medication and much more to some of the most gf]_VcRS]V aV`a]V `_ eYV a]R_Ve

In aid o JetEx Flight Support are proud to support unicef

FOCUS Flight Following, QIPC Weather Services (ARINC is an FAA certified UIPC weather provider.), ARINC Direct Mobile ™, Air Traffic Services that cover Eurocontrol airway slot management and Eurocontrol route amendments, as well as high-density and special event airport reservations, RVSM

EXPANSION

In less than ten months JetEx have gained 25% of the market at Paris’ Le Bourget Airport.

monitoring, Contract Fuel, Flight following and international trip support.

To help simplify matters, James Hardie, ARINC Direct’s UK Business Manager, who conducted an impressive demonstration, summed things up succinctly: “To understand all that our web-based system offers, just think of it as a complete Operations Department in a box. At ARINC Direct, we’re basically master integrators of massive amounts data, covering just about every flight planning contingency.” Well said, I must say.

Of special note is the fact that AIRINC’s Data Link Communications was developed back in the 1970s and, says a spokesman, “Has become the industry standard for air-ground communications, dramatically improving flight safety and operational efficiency.

In fact, nearly every airline and more than half the world’s business jets rely on ARINC’s Data Link Communications.” He emphasizes that with ARINC Direct, operators can order direct from the source, eliminating resellers and cutting costs considerably. ARINC’s Data Link Services (ACARS and VDL Mode 2) support all avionics types, while ATS Data Link

48 - BART: DECEMBER - JANUARY - 2010 - 2011

Services are also offered, depending on avionics type and configuration. In addition, ARINC also supports flight deck weather graphics for a wide variety of avionics such as Honeywell’s Primus Epic or Rockwell Collins Pro Line 2 avionics suites.

At NBAA, ARINC Direct added to its lengthy list of online tools and capabilities when it announced a major upgrade to its Flight Planning system, including a new interactive planning capability with worldwide mapping and navigation data. ARINC integrated its new map technology from SkyVector, a leading online chart provider to help simplify flight planning for its online customers. Says Bob Richard, ARINC Senior Director, “Our customers will be able to view the current route in great detail, as well as the aeronautical map data behind it. In the past, many customers used paper navigation charts.

Now our new integrated charts will make flight re-planning a whole lot easier for them.” Best of all, Richard notes that no additional costs are involved in the new ARINC Direct Flight Planning Engine, which will be available to current AIRINC Direct subscribers through their existing accounts.

JetEx One fact that causes JetEx to stand out is that its headquarters and main operations center are based at Dubai International Airport, which positions it perfectly to take advantage of the burgeoning Business Aviation opportunities in the region. At Dubai, JetEx also operates its own VIP/VVIP charter service, in addition to its standard flight planning and support functions.

And speaking of locations, JetEx operates its own ultr-luxe FBO at Paris’ Le Bourget Airport. As JetEx CEO Adel Mardini rather proudly reports: “In less than ten months we’ve gained a 25 percent market share at Le Bourget. I think our success in such a competitive market demonstrates that we can occupy a dominant position in Europe, and this is just the start.”

As part of JetEx’s continuing, careful process of strategic expansion, the company has also opened a regional office in Beijing and more recently opened an exclusive VIP lounge in Kiev, Ukraine, at Zhuliany International Airport.

According to JetEx’s Business Development Manager for the CIS, Maria Vynohradova, the company is quickly building on its presence in Kiev; “We’re now concentrating on Ukraine as a gateway to the region, in response to expanding client demand.”

So with all the expertise available from such reputable sources, how does one evaluate a flight planning/support company before hiring? Just do what any prospective employer would do: Ask the company for references. Take time for due diligence. Ask your own industry contacts. Perhaps the company might have a trip planning example similar in scope to your own.

In the end, though, the decision just might boil down to chemistry with the people you’ll be dealing with and your own level of confidence.

✈

• † ‡…—–

MOSCOW

‡ƒ⁄ ‹ › −‰ ›

SEPTEMBER

14–16 14–16

EVALUATION

BUSINESS AVIATION AIRPORTS

WHAT MAKES A GOOD BUSINESS AVIATION AIRPORT?

by LeRoy Cook

FACILITY

Shannon is the first airport in the world outside of the Americas to offer US preclearance to passengers traveling to the USA.

All of us have had the experience of arriving for the first time at an airport, not knowing what to expect and with a load of important personages in the back. In Business Aviation, we’re generally on our own when it comes to dealing with issues like finding our way around, arranging services, meeting immigration and setting up ground transportation. Thank goodness for dependable handlers! ur airline brethren have the advantage of knowing there will be a nice terminal waiting, where parking is assured, fueling is on hand and company personnel are standing by to assist – creating a sense of familiarity. Not so with Business Aviation.

O

50 - BART: DECEMBER - JANUARY - 2010 - 2011

At many locations, a business aircraft is an unfamiliar visitor, and the airport was not established or developed with unscheduled corporate traffic in mind.

When you make that first entry to a new destination, you’re not quite sure what you’ll find. Wisely, you probably did some early research, but we all know the veracity of sources can differ. What was true last year might not

their environs and will keep their airports operational at all times, just like a motorway or dock.

An airport with a control tower will usually get them nod over a non-controlled field, if for no other reason than that the presence of a tower denotes an airfield with at least a modicum of services. Met reports are more reliable, IAP minimums are probably

Is it Suitable?

remain so this time. The International ACUKWIK guide is extremely vital for airport and services selection – any airport sized to accept business aircraft is likely to be listed.

What, then, defines a good airport for Business Aviation? If there’s any one term I’d vote for, it would be ‘lack of surprises’. We all want to have a routine passage, for both us and those we’re charged with transporting. It is true that pilots primarily earn their pay for dealing with the unplanned circumstances – but that doesn’t mean we relish a daily diet of it.

For business travel purposes, suitable airports should offer reasonable operating hours. The most welcoming airport will be a 24-hour facility, so we don’t have to race the clock to conform to a curfew. Failing that, one could hope that the runway remains illuminated and navaids stay operational during the evening hours so we can at least get the bird on the ground after a long business day. Progressive cities want commerce to take place in

lower and the tower operator represents one more friendly voice from which to solicit assistance.

Almost always at the top of the list for business aircraft crews is freedom from the hassle of securing an arrival and departure slot. The uncertainty of herding a load of passengers into a cabin in order to meet a slot time is one source of stomach ulcers pilots would like to do without. If you have the freedom to arrive or launch an hour later than planned, you’re well on your way to classifying the airport as friendly to business airplanes. A reasonable fees schedule is also attractive – while we may well expect to pay for services rendered, no one likes to be extorted, even if it’s the company’s money.

Location, meaning convenient access to the city proper, is important. The smaller, closer-in airport will hopefully have fewer delays, no slot problem, and perhaps lower fees. However, using such an airfield may not always be possible because the first stop incountry must be at an airport of entry.

ed, beyond just a glance at the charted runway length. Issues to confirm are: has the surface been maintained so that it is FOD-free and well drained?

Can it take our weight, is there sufficient room to maneuver on the ground, and if services are not available, how far must we reposition to obtain them? Remote airports must always be approached with alternatives firmly in mind and ready for use if things don’t look good out the window. Yes, rely on a local handler to set up the details, but don’t abrogate your prerogatives.

Safety is the prime concern for business flying, and an unsafe airport environment cannot even be considered.

That said, all airports are safe for somebody, and just about any can be unsafe for the wrong aircraft. The Canadian crash of a Bombardier Global 5000 at Fox Harbour, Nova Scotia on 12 November 2007 illustrates this most pointedly. Unlike the company’s Challenger 604 that had successfully used the short airport in the past, the

The utility of business aircraft stems from its access to locations off the beaten path, where company personnel can be delivered near a work site or prospective customer. This means that we can be asked to boldly land where no jet has gone before. Can it be done? Some research will be need-

SUITABLE

A maintenance facility and a control tower will get an airport the nod over a noncontrolled field.

BART: DECEMBER - JANUARY - 2010 - 2011 - 51

EVALUATION

IDEAL

A passenger lounge (eg Lyon Bron), a place to rest for the pilot and a follow me vehicle make for a good FBO.

BUSINESS AVIATION AIRPORTS

bigger 5000 was landed two meters short of the pavement due to confusion over the cockpit-to-wheels height.

Jetport’s crash dramatically illustrates the thin margin some airports leave for larger corporate aircraft.

Use or refusal of a particular airport must remain within the crew’s discretion, and all properly-done operations manuals will provide for this stipulation.

Some runways are usable only for a dry, daytime, visual arrival, depending on the airplane type. Ideally, a good airport for business aircraft would impose no restrictions on the majority of aircraft expected to use it. That means the runway is wide enough, long enough and free from low spots in the pavement to trap standing water.

Can a business aircraft ever be landed on a well-kept grass runway? In some cases, yes, assuming the airplane is certified for operation on such surfaces. I would want to have intimate knowledge of the airstrip, not only making sure its groundskeepers have been doing their job in the past, but also checking into its recent history.

Did the area suffer heavy rains yesterday? Are there unrepaired divots in the turf, left by previous traffic that would cause damage as we roll across them? Unusable spots need to be clearly marked. Don’t forget that braking friction is markedly reduced on grass. Your decision to use such an airport requires daily weighting. The risk of using a turf runway should only be assumed if its location is supremely attractive. Otherwise, stay on the pavement.

It takes more than a runway to make a safe business airport, however.

Obstructions in the approach path and departure lanes – be they terrain, man-

ADVANTAGE

Benefiting from no slot restrictions, 24/7 capability, 1965m/6447ft runway, Marshall Airport/Cambridge is suitable for short-haul and intercontinental business jets.

52 - BART: DECEMBER - JANUARY - 2010 - 2011

made obstacles or just tall trees – might not be a hazard to pilots familiar with the field, but for a first-time user they could be deadly. Again, a good business airport should impose no concerns about unlighted obstacles and prohibited circling sectors.

Low instrument approach procedure minimums should be on the list of

desirable attributes – it can be difficult to explain to the passengers why landing was impossible on this trip when it was carried off successfully last time. As with other restrictions, it’s always best for an airport to welcome business arrivals by removing all worries about being able to make the landing due to dropping weather.

Now that We’re Down...

Airport planners frequently give little thought to an unfamiliar user trying to negotiate the taxiway and ramp maze. It is disheartening to find that a new runway extension does not have an exit at the end, requiring a cautious 180-degree turn-around on the runway. The paved radius of taxiway intersections should be adequate for the class of business aircraft expected to use the airport, so that a main landing gear won’t be inadvertently dropped off into the mud.

Signage might not be important to a locally-based crew, but for a new arrival it’s critical. “A dark night, at an airport that knows how to keep its secrets..” is not a good beginning for a flying novel. Let’s cast a vote for lighted taxi-route signs and attention to snow and vegetation removal around them, as part of the friendly business airport environment.

The trip always ends with parking the aircraft, and a good business airport should make this a simple affair.

Unfortunately, some airports make no affiliation between aircraft and passengers, forcing deplanement to take place at the only terminal entrance, followed by a repositioning to a remote spot of doubtful security. A good business airport allows the aircraft to remain in position for a subsequent departure.

What Means “Fixed Based Operator?”

An airport bereft of a general aviation terminal or FBO can’t be considered welcoming to business aircraft. No crew wants to nap on the plane or (horrors!) use its sanitary facilities. For the safety of the return flight, it’s best to provide for a rested, alert team in the aircraft. A quiet, private lounge for pilots, a flight planning room where Internet access and land lines are available, and a conference room for quick business meetings are all part of a hospitable facility.

Researching the available amenities is always subject to verification. A listing might show a phone number for general aviation services, when it is only a handling firm’s office in a terminal. Promised support may be slow or expensive, so only experience or word-of-mouth reference can authenticate the welcoming Business Aviation atmosphere.

A good local handler, courteous and fluent in both directions, is well worth the cost, particularly in far-flung places or when new at the game. The best of them will have a monitored frequency for the use of the crew, so they can be hailed upon arrival. Easing the path through customs, arranging for secure transportation and accommodations, and negotiating a reasonable fuel price are simply rewarding to all concerned. The best Business Aviation airports, of course, provide FBO staff to render much of this assistance.

If your aircraft requires ground support equipment, a good Business Aviation airport will have it. Hopefully, maintenance won’t be needed, but it’s a plus to have it on site rather than have to spend the company’s money to have mechanics and parts flown in to repair an AOG aircraft. And an available hangar is always desirable, particularly in winter.

Shannon Airport

Your Key to America

Shannon, Ireland is the IJÇÈÉ ¾ÇÅÄÇÉ ¾Ã ɽº ÌÄÇÁ¹ to provide full U.S. Preclearance for Business Jets and direct access to over 200 U.S. airports Also available for Airlines

ÌÌÌ È½¶ÃÃÄÃaviation.com

EVALUATION

BUSINESS AVIATION AIRPORTS

PET PEEVES OF BUSINESS JET PILOTS

AMENITIES

A conference room for business meetings (Marshall Aviation) and deicing equipment (DFS) – definite signs of a welcoming FBO.

Traits of a non-friendly airport for Business Aviation, as volunteered by a crew friend, include the following, in no significant order: 1. No General Aviation Terminal of any sort.

2. Slots required.

3. Distant location from city center, requiring lengthy ground travel.

4. Considerable airline traffic, causing delays both airborne and on taxiway.

5. Exorbitant fees and charges.

6. Slow refueling and servicing.

7. Lack of ice, hot water and newspapers.

8. A requirement to bring your own tow bar for the business jet.

9. Waiting 10 minutes for a follow-me vehicle, for a 100-meters taxi to park.

10. Poor handler performance; unintelligible English, discourteous, unprofessional, lack of equipment.

EXCLUSIVE

Home of UK’s first powered flight in 1908, Farnborough airport is today exclusively dedicated to Business Aviation.

54 - BART: DECEMBER - JANUARY - 2010 - 2011

Can We Get Fuel Here?

When dealing with a first-time, unknown-quantity visit to a strange field, take every precaution to secure alternative refueling options. Make phone calls, double-check the handler’s assurance, and if you need additives or other special fluids, carry some along. Airports friendly to business aircraft will have what you need.

Why are facilities for business aircraft often lacking? The twin prongs of the dilemma are local inertia and small demand. No one wants to build an expensive airport and support

infrastructure for business airplanes when they don’t see them in large numbers. Conversely, business aircraft don’t show up, simply because they have chosen to land somewhere else, where they are welcomed.

Thus, they remain rare at cities that lack vision.

What’s needed is an understanding of how business travels, not just inside the airport fence, but also in the halls of the town council.

Adding another 300 meters of pavement may bring a sorely-needed investor to a city, someone who might otherwise land in a more welcoming spot. Although a good Business Aviation airport is important for the crew, it’s also vital for the community around it.

✈

Know More “Knowing more means we always provide our clients with seamless and timely transactions, backed by our proven expertise, commitment to integrity, and experience. JETNET’s professionalism and speed guarantee that our business, and our reputation, are on solid ground from start to finish. We couldn’t do it without them.”

Rebecca Posoli-Cilli

President and COO, Freestream Aircraft Limited

Client since 1990

Global Marketplace Intelligence • Online, On-Demand 24/7 Service • Custom Aircraft and Market Profiles Unmatched Research • Expert Customer Support

Know More.

800.553.8638

+1.315.797.4420

JETNET.COM

Worldwide leader in aviation market intelligence.

FUEL

PROGRAMS AND CARDS

MINIMIZE YOUR FUEL EXPENSES, SIMPLIFY YOUR OPERATIONS

By Marc Grangier

Enrolling in a fueling program or carrying a fuel card has become a necessity in every flight department. Whether fueling an aircraft in Paris, Texas, or scheduling groundhandling services in Paris, France, flight departments are looking for new and innovative ways to reduce costs and improve payment insight. A number of cards for fuel and/or aviation services are available to help flight departments streamline their operations and make them more dependable, efficient and cost-effective.

AVCARD

H

CONVENIENCE

Carrying a fuel card is essential to reducing costs and facilitating swift payment.

ere are the main contenders in this market.

Air BP Air BP, the specialized aviation division of BP, is currently supplying over 26 million tons (around 8 billion gallons) of aviation fuels and lubricants to its customers across the globe per annum. It is represented at over 600 airports in some 50 countries.

Air BP offers two principle cards, the Sterling Card and the Flight Card. The Sterling Card can be used by business and corporate aviation customers for the purchase of Jet Fuel across the Air BP network. It gives access to competitivly priced Jet Fuel around the world, contact with a dedicated Account

56 - BART: DECEMBER - JANUARY - 2010 - 2011

Holder and use of its 24 hour service team. Concerning the Flight Card, it applies to operators of light aircraft and helicopters for the purchase of Jet Fuel or Avgas outside of the USA. The Flight Card allows you to purchase fuel in the aircraft operator’s home country or further airfield with no fuelling prearrangement required. For the general aviation sector, Air BP has developed Self Serve and Card operated dispensers, which are positioned in those locations where for various reasons a staffed site is more difficult to achieve particularly on a 24 hour basis.

Naturally, Air BP wishes to meet the demands of their customers so offering this service is a viable option.

Currently, there are several initiatives in Air BP globally to provide self fuelling facilities.

AVCARD, which was acquired two years ago by World Fuel Services, has over 10,000 cardholders and more than 7,200 card acceptors and fuel suppliers in over 190 countries worldwide. According to the company, its card, which can be used to pay for virtually every aviation-related service, offers a contract fuel program with significant savings from posted prices. Since early this year, Baseops and AVCARD have combined their resources and expertise to develop ways to improve the process of providing invoicing and analyzing aviation purchases. This means that customers will receive only one weekly invoice and make only one payment for Baseops International Trip Planning (ITP), weather, and third party re-billable services combined

with all other AVCARD aviation purchases. At last NBAA, Hiller announced a combined AVCARDFlybus designed specifically for FBOs. Avfuel Avfuel Corp. has a network of more than 600 domestic dealers and 700 international locations. The company

Colt International

Global-Fleet Aviation Fuel Card

Accepted at over 1,000 US FBOs and offering competitive fuel prices at over 3,800 locations worldwide, the Colt Card accepts charges of full ancillary services at most locations with low admin fees. In Europe, it allows, according to Don Fortner, V.P. of Taxes, to take advantage of

More than 20 years ago, Global-Fleet started to offer fuel management solutions to US and international operators. Its signature solution, the GlobalFleet Aviation Fuel Card, is accepted by more than 7,000 aviation service providers in over 190 countries. A comprehensive network of fuel suppliers and handling companies allow Global-Fleet cardholders to fly anywhere in the world. According to the company, more than 80 selected fuel suppliers offer discounts of as much as 50 percent when the Global-Fleet Aviation Card is used internationally for contract fuel.

Global Fuel Solutions/GFS Though it’s not a fuel card per se, Global Fuel Solutions’ system provides its customers with a portfolio of fuel cards for a number of fuel vendors.

Upon logging in, the customer enters his trip itinerary to review discount fuel options. He then selects and orders the fuel from his vendor of choice at each flight destination, and

offers the Avfuel Charge Card program, which includes the Avfuel Platinum Card. The Avfuel Charge Card program can accept almost any card a pilot gives. Since last year, Cessna’s US Citation Service Centers accept Avfuel Charge Cards and Cessna Contract Fuel Cards from Avfuel Corp. “We are very pleased to offer the additional convenience of Avfuel charge cards to thousands of Citation customers using our company service centers in the US,” said Cessna Vice President of Service Facilities, Stan Younger.

Chevron Alliance Card Chevron supplies a network of more than 750 FBOs and distributors. It offers the Alliance Card Program, a one-card solution designed to meet the needs of aircraft operators. It has competitive processing fees and no transaction processing fees to the FBO. Corporate flight departments have the ability to purchase retail and contract fuel at branded FBO dealers.

Customer purchases can be specified on their receipt and billing statement with 49 individual product codes for fuel, products and services and billing statements easily integrate with operators’ computer systems.

VAT fuel purchase exemption benefits. “Our tax team works diligently everyday to ensure we deliver our customers the most comprehensive VAT reduction program available,” says Fortner. Colt International offers up front VAT exemptions from the following qualifying countries: Austria, France Germany, Ireland, the Netherlands, Switzerland and United Kingdom.

ExxonMobil Airworld Card ExxonMobil Aviation AVITAT, now in its 42nd year, is a network of independent, premier quality FBOs. Its ExxonMobil Airworld card is internationally accepted for fuel at more than 400 sites around the world. With this card, operators get prompt processing and detailed receipts; informative management reports to help them track and manage their aviation costs.

No enrollment fees are charged and there is a rebate program (available in the US only and based on qualifying purchase volume). For example, 5,000 US gallons of qualifying purchases of aviation fuel in the US during the Airworld billing period would earn a rebate of $45.00 (500 gallons @ $0.00 c/g plus 501-5,000 gallons @ $0.01 c/g).

submits the order for authorization.

Once selected, confirmations are distributed to the customer, the fuel vendor and the FBO. GFS streamlines the billing process. Upon conclusion of the trip, the customer forwards his fuel receipts to the Global Aviation accounting department. Once invoices are reconciled with quoted fuel prices, his account is processed for payment.

Instead of receiving multiple trip billings, he receives a single monthly statement allowing him to pay one bill every 30 days.

Hadid Worldwide Fuel Services Fuel is the lifeblood of the entire aviation industry. Given this fact, Hadid’s fuel department guarantees to supply its customers with fuel not only immediately and efficiently, but also with competitive prices.

Hadid International Aviation Services provide

OPTIONS

A full range of cards are offered to help flight departments streamline their operations.

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FUEL

PROGRAMS AND CARDS

fueling services at over 2,200 stations worldwide. Due to the sheer volume of fuel that Hadid provides, it can pass on the benefits of “lower fuel prices” to its customers immediately. It honors major fuel credit cards such as AVCARD, Multi Service, Air Routing Card, UVair and others. But coming very soon, it will be offering its very own Hadid Fuel Card.

Multi Service Aviation Multi Service Aviation provides cardholders with customized billing, available in nine currencies. It offers Internet-based spend control, account management and reporting features, and provides access to discounts for fuel and other aviation-related services inside and outside of the US. Established in 1978, Multi Service expanded into the aviation industry in 1980 with its Multi Service Aviation Card. This business was sold to US Bank in 2005. The Multi Service Fuel Card is now its flagship product. 7,500 aviation service providers in more than 190 countries accept it.

Phillips 66¨ Aviation

PLUS

Preferred pricing, rewards programs, credit facility and Internet spend control are among the conveniences offered by the fuelling programs.

The Phillips 66¨ Aviation Corporate Card is accepted at more than 7,500 locations in over 190 countries. Phillips’ network includes more than 700 FBOs. In addition, the company has several programs to reward its customers. For pilots, it offers rewards, discounts and rebates and, for example, its WingPoints Rewards program allows one to start earning points twice as fast every time the corporate card is used. Itemized billing statements are made by individual aircraft, and charge categories are shown separately, online and in real time. Last August, Dassault FalconWilmington announced it had joined the Phillips 66¨ Aviation-branded dealer network.

58 - BART: DECEMBER - JANUARY - 2010 - 2011

Rockwell Collins Ascend Fuel Further to its acquisition of Air Routing, Rockwell Collins is now offering its own fuel card, Ascend Fuel.

Steve Timm, vice president and general manager, Information Management for Rockwell Collins Commercial Systems business unit, told BART: “Our fuel department stays involved in every aspect of the fuel business. This begins with maintaining up to 9,000 current prices on international and domestic locations. In addition to negotiating fuel prices on a broad scale throughout the world, we target specific locations where the larger volumes dictate further price considerations.”

In conjunction with Ascend Card Services, Rockwell Collins offers its clients a worldwide credit facility through the Ascend Flight Information Solutions card.

Shell Aviation Every day at over 800 airports in more than 40 countries, Shell Aviation provides fuel for almost 7,000 aircraft, refueling a plane every 12 seconds.

Shell Aviation’s customers range from the private pilot to the largest airlines.

Wanting to reward its customers for their loyalty, Shell offers the AeroClass US Rewards Program, a simple and easy way to earn rewards.

As a Shell AeroClass member, customers earn Shell AeroClass points (one per gallon) each time they fuel their aircraft at a participating location.

At the end of the year, 1,000 points are worth $10 and can be redeemed for a Mastercard gift card or donated to a charity.

UVair Fueling Card Program The UVair Fuel Program was initially launched at five international locations (Heathrow, Gatwick, Stansted, Le Bourget, and Madrid), and in the first month had about 10-15 uplifts. In the months that followed, uplifts rapidly grew, and soon UVair was authorizing 30-50 uplifts per day. For its first few

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FUEL

years of operation, UVair was the only program providing contract fuel to general aviation. Soon the concept caught on and other providers started launching their own contract programs. As popularity in the program continued to grow, UVair expanded its locations and increased its number of suppliers each month to reach today’s worldwide location acceptance.

The UVair Fueling Card gives its 14,000 cardholders preferred pricing on Jet-A fuel. UVair’s sales department works directly with UVair cardholders to negotiate fuel pricing for each trip.

The team also works with Universal Trip Support Services to recommend FBOs along trip routes (Universal Weather and Aviation is the parent company of UVair).

DISCOUNT

With prices being updated every 24 hours, it’s recommended to negotiate the fuel price before refueling.

World Fuel Services/Baseops Headquartered in Miami, Florida, World Fuel Services sells fuel and delivers services to its clients at more than 6,000 locations in 200 countries.

Baseops International, its aviation division, provides 24 hour/365 day worldwide assistance in order to oversee every aspect of a trip and to help determine optimum routings and techstops, and advise on operational issues.

It also provides solutions to unstable, escalating fuel prices and refueling

60 - BART: DECEMBER - JANUARY - 2010 - 2011

PROGRAMS AND CARDS

delays through its Baseops World Fuel Card. This card gives clients competitively priced and dependable jet fuel resources in even the most remote locations.

According to Michael Szczechowski, Senior Vice President of Business Aviation at World Fuel Services: “We acquire fuel through leveraging our relationship with the oil companies in all parts of our business. Annually, we purchase in excess of 2 billion gallons of jet fuel.”

Furthermore, Jeppesen and World Fuel Services provide, through the Jeppesen World Fuel Services Platinum Card, a fueling program that offers contract fuel pricing at more than 1,500 locations across the globe.

At NBAA, World Fuel Services Corporation and ExxonMobil Aviation announced they had partnered together to launch the Avitat Premier Card program, which will give access to contract fuel at more than 1,600 locations globally through the World Fuel Services FBO network.

How Much Discount?

Though it is always difficult to quote precise amounts, which depend upon various factors, we can mention that when it comes to discounts on fuel, most cardholders receive pre-negotiated discounts at contracted FBOs, both

in the US and internationally. On a card’s web site, holders can normally search the world’s airports for a list of services, fuel providers, and contract fuel prices. These prices are updated every 24 hours.

Some contract fuel companies charge between seven and 15 percent administrative fees, but others, like AVCARD, don’t charge any administrative fees, which obviously inflate overall operational costs. When comparing fuel prices, flight departments should make sure the administrative fee charged by some companies are added to their fuel price per gallon.

According to UVair, the final savings offered to its clients easily reach 25 to 50 cents per gallon, with fuel credit and confirmation assured. A pilot also told us that it is possible to earn free handling just by handing over a different piece of plastic - he saved well over 300 pounds sterling that day. Another pilot mentioned that he needed to allow four hours as the fuel provider had to find a gap from the main apron and he had to take 2,500 liters+, but it was 30 percent cheaper than everybody else. Finally, let’s mention Global Fuel Solutions/GFS, which indicates that its system can save its customers an average of 65 to 70 cents per gallon.

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FROM THE COCKPIT

APPROACH

THE FINAL MILE

by LeRoy Cook

62 - BART: DECEMBER - JANUARY - 2010 - 2011

A pilot’s work intensifies when the aircraft is flying low and slow, expectantly waiting for that pleasure-filled chirp of rubber against concrete that means his aircraft is once again attached to terra firma. Bringing an aircraft safely home is a drawn-out process, beginning at the top of the descent, when the throttles are moved back, and continuing through all the ATC negotiation, maneuvering and configuration changes, culminating with that last segment leading down to the runway.

call the conclusive part of the descent to a landing the ‘final mile’, a time when there are only seconds remaining to fix mistakes and to decide whether or not to touch down. Overshoot accidents don’t begin with a puff of smoke as the tires touch pavement – airplanes most often wind up in the weeds off the departure end because the situation was out of control in that final mile (or three) before landing.

Perhaps due to the pressures of keeping a schedule, working to comply with a controller’s request, or an overly-zealous attempt to beat deteriorating weather, an excess of energy had to be dissipated and not enough time was left to do it.

Conversely, neglecting the aircraft’s energy needs and allowing it to wind up slow and sinking with the power at idle can result in a tragedy.

It’s vital to have the approach stabilized well beyond the final mile, or before descent below 500 feet above ground level, in accordance with established SOP. Any low-and-slow condition requires immediate action.

A famous US Air Force accident in April of 2006 brought a huge C-5B transport to earth several hundred yards short of the runway, because landing flaps were selected with two of the four engines at idle, an impossible task even for the powerful Galaxy. The crew allowed airspeed to deteriorate in an attempt to hold the glideslope, until three-quarters of a million pounds of aircraft and payload were turned into junk.

Fortunately, all 17 occupants survived.

I

Pacing the Approach A well-flown ending to a flight doen’t happen without thoughtful consideration of where the aircraft must be at each stage in the arrival. You can’t play catch-up at the last minute without the risk of getting behind the aircraft in a critical low-altitude situation.

Because of this risk, there are sound reasons to have the approach stabilized as you finish the landing sequence. However, there are equally valid reasons to alter the sequence of arrival procedures to accommodate the unique requirements of the day. In the case of the aforementioned jumbojet crash, a landing with one secured engine – let alone two – required delay

OVERSHOOT

The control tower might issue that dreaded call ‘be ready for a possible goaround’ instead of issuing the clearance to land when you’re five miles out.

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FROM THE COCKPIT of landing flaps extension until the runway was made.

What else could call for changes in the routine approach to a landing? The control tower might issue that dreaded call ‘be ready for a possible go-around’ instead of issuing the clearance to land when you’re five miles out. Given such a warning, you will probably delay the final flap extension and keep your hand ready to shove up power, when the usual drill is to extend full flaps and bleed off some speed.

In another scenario, strong winds may generate enthusiastic wind shear that dashes any hope of holding constant power down the glideslope. And there’s always the ever-popular request for ‘best forward speed’, which can be expected every day at busy terminals. That extra energy must be dissipated prior to arrival. Somehow, we’re supposed to work with all these variables and still plant the tires in the proper box on the runway.

PRECISION Energy Management

The pilot has to work with all kind of variables and still plant the tires in the proper box on the runway.

We all have an ideal approach profile in mind for that final mile, even if we must modify it for the day’s situation.

If conditions allow it, we’re going to enter the last mile or two of final approach with power and flaps set to keep us ‘sinking five’ (a 500-fpm sink

APPROACH rate) at the bugged airspeed, adjusted for today’s landing weight, plus a little comfort margin. Don’t get carried away with those ‘extra knots for the wife and kiddies’. An added five knots goes a long way on the runway – don’t be taking 10 or 15 extra into the flare.

One rule of thumb is that each 2.5 knots of extra speed at touchdown adds 10 percent to the stopping distance – planting the tires 10 knots faster than normal requires nearly half-again the runway, after an extended float.

An unchanging glidepath, like a bead sliding down a wire that’s attached to the beginning of the touchdown zone, is a comforting experience. It’s also rare. Most of the time, we have to work to hold things together in the final mile. Don’t get so hung up on achieving a perfect profile that you forget to review the final pre-landing checks. Sometime, in that last mile or so, you must settle your remaining open accounts. If you’re fast, rein in the machine and, if you’re slow, stoke up the fires to keep energy adequate.

If you’ve been holding off on the final flap extension, get it done so you won’t have to contend with the trim and drag changes at the last instant. Don’t forget the short-final rechecks of configuration and landing clearance.

Photo Courtesy Aerocomp

64 - BART: DECEMBER - JANUARY - 2010 - 2011

The Wind Doth Blow Surface wind reports, compared to what you’ve been experiencing at altitude, are a good harbinger of things to come in the final mile.

Seldom do strong winds aloft continue unabated to ground level, so if you’ve battled a headwind for a straight-in arrival you can expect a decreasing wind during the descent, as ground friction slows the flow.

Advance power at the first sign of this decrease in wind speed, then adjust throttles as necessary to hold the glidepath. We old-timers called it a ‘sinker’ when a downdraft was encountered off the end of the runway, perhaps blaming the slope of the terrain. It’s more properly defined as vertical wind shear, when the speed drops off upon reaching lower altitudes above ground level.

Gusts in wind speed present a control problem, just at a time when you are least prepared to make strong control inputs. A slow and draggy airplane isn’t the best tool to overcome roll, pitch and yaw displacements, so it’s tempting to sprint down final with lots of speed to enhance control. However, the standard rule is to add only half the gust spread, meaning that winds reported as 15 gusting to 25 call for a mere 5-knot increase in approach speed. Don’t tack on 20 knots extra unless your airplane can magically dissipate speed quickly in the flare. Extra speed calls for an early reduction of power, so be sure you’re comfortable doing that as you commit to a landing.

Don’t forget that drag is reduced when the aircraft enters ground effect. If you prefer to keep the power up while you feel for the ground, don’t use airspeed add-ons of more than half the gust spread—unless you have a very long runway at your disposal.

Always use a proper aiming point in the windshield, out there in the final mile. Remember, you won’t touch down just where the motionless spot is sitting, but slightly beyond it. VASI beams and electronic glideslopes take us to the fixeddistance markers, nominally 1000 feet down the runway, to ensure obstruction clearance for the rearmost parts of the plane. If you’re being challenged by a short runway

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FROM THE COCKPIT

OBSTRUCTION

Electronic glideslopes lead to the fixeddistance markers, to ensure obstruction clearance for the rearmost parts of the plane.

APPROACH

length, you can compromise on a point halfway between the runway numbers and the fixed-distance markers, but at the risk of reduced obstruction clearance. The ‘gate’ for category II operations is only 14 feet deep and 90 feet wide – that’s the standard of precision we should be aiming for.

time to drop the wheels. ‘Gear down’ generally means you’re definitely descending to land, so further power reduction may not be needed because the gear’s drag takes its place. A second flap extension can often be used to offset the trim change of the lowered gear, again slowing the aircraft well into the segment of the airspeed that

for holding off the high-drag, lowpower configuration until the last minute, aiming instead for crossing early arrival targets at the maximum speed you’re comfortable with using.

You’ll need to reduce power and trim quickly to get things under control for the final mile, but you’ll do it later in the arrival.

Making it Easy

allows full flaps to be extended when desired. Again, follow the SOP for your aircraft and company.

As you enter the last couple of miles of final approach, you’ll be all set up to make the final flap extension and trim to the target approach speed. Avoid getting low and having to make a large power change, as you might do when underestimating the wind. Do not mute the gear-warning horn when you’re maneuvering for final approach, even though extending flaps beyond the first segment will override a muted gear warning. If you’re low, delay further flap extension to assist in regaining the normal glidepath. Maintaining a lower power setting on approach also keeps the airport neighbors happier.

At uncontrolled airports, which often have shorter runways, your attention may be diverted by the need to watch for traffic and seek slower approach speeds. In VMC, you’ll usually be obliged to fly the standard traffic pattern, even if arriving under IFR procedures, and be prepared to resequence behind a pop-up airplane. It helps to be slowed and configured for landing early on, so your divided attention won’t lead you to make the landing with half-flaps or, horrors, the gear up.

The final mile en route to the beckoning runway is a hazard zone that calls for proper planning. Most of the time this requires precision stick-andrudder flying as you’ll be off autopilot, out of the clouds and in a hurry. Don’t be casual as you enter this last segment of the flight.

There are ways to get into the final mile without creating a heavy workload. Getting down early helps, if you can manage it. Always maintain proper obstruction clearance, by knowing which way the taller terrain and towers lie from the final approach course, information obtained from scanning the chart or its replica on the MFD. By locking onto the minimum altitude for the charted segment of an approach, or, if visual, an altitude of 1,500 feet AGL, you can concentrate on speed management as the next order of business.

I like to slow to a speed that allows for additional flap extension at my convenience. I also prefer to be ten knots under the limiting speed before extending gear or flaps, respecting the age of my equipment. Most high-performance airplanes handle better with approach flaps out, and the drag of initial flaps makes it easier to slow to Vlo when it’s

66 - BART: DECEMBER - JANUARY - 2010 - 2011

Special Cases You should practice for the slamdunk arrival needed at high-density airports, as well as the slow-and-stately heads-up entry to a short uncontrolled field. The first approach calls

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SAFETY SENSE

RULES AND REGULATIONS

FREE TO COMPLY

By Michael R. Grüninger, Markus Kohler and Capt. Giancarlo Buono of Great Circle Services AG (GCS

allowed malfu n ction s an d m an y other non compliances with established rules, regulations and procedures.

When the last flight of the day takes place without passengers, pilots often feel a sense of relief and relaxation. In some type of operations, this last leg is also a “positioning” flight, with no passengers on board and a strange feeling of “freedom” that arises when we are alone in the airplane with another colleague.

Intentional Non-Compliance The NTSB has analyzed the behavior that can lead to these types of accidents. In most cases, intentional noncompliance with procedures has been identified as a casual factor. Voluntary violations to procedures, rules and regulations have been found to be more common when the following three elements are present: ❍ Motivation (Reward) ❍ High Probability of Success ❍ Absence of Peer Pressure or reaction

ll of the professional pilots would be perfectly familiar with the feeling of flying the last leg of a long duty day: fatigue and that pressing desire to get home or to the hotel as soon as possible.

Luckily enough, professional pilots are nowadays well trained in human factors and CRM techniques and are usually able to recognize hazardous attitudes and to put in place the necessary measures to prevent the incident trajectory to materialize.

A

RELIEF

During positioning flights, pilots often feel a sense of relief and relaxation.

Accident-Prone Positioning Flights It is a fact that of all turbine airplane accidents in the USA from 1997 through 2005, 48 accidents – more than one quarter occurred during a flight identified as a “positioning” flight in the accident report. These positioning flights include empty leg flights to pick up passengers, ferry flights for maintenance and “tail-end ferry” flights.

The reports for these accidents identify many causes and factors, but the common theme for many of the repositioning accidents is the crew’s failure to adhere to standard operating procedures or to fly the airplane within its performance limitations. Causes and factors include unsta ble approac hes, flight into severe weather, failure to go around, intentional operation with non MEL

68 - BART: DECEMBER - JANUARY - 2010 - 2011

Looking at these factors from a safety culture point of view illustrates why these issues are so problematic and very difficult to control.

It’s Fun, It Still Works NTSB analysis pointed out that intentional non-compliance is an important accident contributor.

Why do pilots not follow the rules?

Because it seems fun - and it still works. Sometimes, it’s not fun, but it saves time. Thus, it is perceived to serve the higher purpose of company well-being and customer satisfaction.

Pressure from other crewmembers, the company and the customers could lead to a “can-do” attitude where the intentional violations will be mentally justified as being rewarding.

It seems that a lot of this is the result of a learning process where wrong behavior has been successful, i.e. the reward has been obtained without negative consequences. If this behavior is applied once, and no negative consequences are experienced, then the success rate is 100 percent. Through repeated application, the individual builds up positive experiences that further

validate the theory-in-use to the point where it may become a habit and is executed without conscious reflection and thought.

Organizational Culture Modeling According to a widely accepted model of organizational culture, there are three levels at which culture can manifest itself: artifacts, norms and values, and finally learned behaviors.

1 A level termed “artifacts” encompasses the observable manifestation of culture in an organization. With regards to the non-compliance with procedures and regulations that we are looking at here, behavior of flight crew that consciously or unintentionally violate the rules.

2 One factor that influences the actual behavior of the crew is the elements of an organization’s culture that are on the “norms and values” level. This level includes the written policies and rules of the organization, i.e. the emphasis that the organization places

behaviors that have been absorbed and are being applied mostly unconsciously, i.e. the individual may not even be able to explain “why” he has done something.

Break the Vicious Cycle One cure of the urge of pilots to have fun or be excessively company minded is positive peer pressure and negative consequences for a certain type of undesired behavior.

Changing the theory-in-use is very difficult, in particular once it has been allowed to develop to the point where it has become part of the organizational culture.

A management that understands these mechanisms may recognize that timely (re)action is necessary to break the vicious cycle of negative behavior and apparent positive outcome. Having previously done the action without a negative result may allow the pilot to expect success and simply reinforces this behavior. The

would then be a consequence that the behavior results in.

A more desirable situation is when such a high level of professionalism is already a firmly established and shared basic assumption in the organization. In this case there would be peer pressure on the individual who does not share the common values and norms, i.e. the culture.

Just Culture It is paramount that organizations and individuals alike adopt strategies aimed at avoiding these factors, particularly during positioning flights.

Far from the criminalization of errors, positive behaviors should be rewarded while intentional non-compliances should be dealt with the necessary determination in order to avoid the “Reward” effect.

Hence, true freedom is the freedom to comply with safe operating practices, at all times.

✈

FAILURE

Accident reports identify crew disregard for standard operating procedures. on the value of the rules and on the norms that should be applied by all employees with respect to the rules. It is quite obvious, though, that there may be a discrepancy between the value that organizations (claim to) place on those norms, and the personal conviction of importance that any employee places on them.

3 A main reason may be found in the fact that overt behavior as well as the espoused values, are influenced by the underlying basic assumptions as to “how things work”. At this third level of the culture model these theories-inuse are deeply ingrained learned

negative behavior will also be reinforced by a lack of negative peer pressure from the other colleague or passengers.

Attempts to break the cycle may be effective at several stages. A central issue is to ensure that the undesired behavior is not experienced to be successful and rewarding. This could, for example, be in the form of a Flight Data Monitoring program that is based on the expressed norm that a high value is placed on maintaining a high level of professionalism, and that disregard of the stated norms is not accepted. The element “reaction”

Michael R. Grüninger is the Managing Director of Great Circle Services (GCS) Aviation Safety Advisors. GCS assists in the whole range of planning and management issues, offering customized solutions to strengthen the position of a business in the aviation market. Its services include training and auditing (IS-BAO) consultancy (IS-BAO, IOSA), manual development and process engineering.

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

BART: DECEMBER - JANUARY - 2010 - 2011 - 69

THE DOCKET

BRIBERY ACT 2010

PUTTING THE BRIBERY ACT 2010 INTO AN AVIATION CONTEXT

By Aofie O’Sullivan

f so, read on - you will be directly affected by new changes in UK anti-corruption legislation.

The UK Government has passed legislation, which is effectively the country’s first major overhaul of anti-corruption legislation in over 100 years.

The changes will bring the UK into line with the Organization for Economic Co-operation and Development’s (OECD) recommendations in dealing with bribery and corruption.

The Bribery Act 2010 was passed in April 2010 and is due to come into force in April 2011. The Act is an important one, and not just for UKbased businesses. The Act will introduce changes in the law that will significantly impact conduct of business both in the UK and abroad.

The Act creates a new strict liability offence of failing to prevent bribery. An organization will only have a defense to this if it can show that it had implemented “adequate” anti-corruption compliance procedures. More so, the scope of the Act is extensive and has significant reach beyond the UK.

I

SUSPICION

If you parade an extravagant life style you might be suspected of being bribed.

Are you an aircraft management company with employees or consultants based in the UK? Does your company hire the services of a UK based pilot to fly your corporate aircraft? Are you a manufacturer with an approved maintenance facility in the UK? Do your brokers or aircraft sales agents base any part of their business out of the UK? Does your company (or anyone associated with your company) offer commissions, bribes, hospitality and goodwill gestures in return for services?

Has your business ever facilitated or been aware of a broker or agent commission in the sale of an aircraft, which was not, made known to seller or buyer? Have you ever bought and sold an aircraft as a ‘back to back’ deal?

70 - BART: DECEMBER - JANUARY - 2010 - 2011

Bribery Offences The four new offences can be summarized as follows: Bribing Another Person It will be an offence to offer or give a financial or other advantage to a person ❍ With the intention of inducing them to behave improperly; ❍ As a reward for that person to behave improperly; and ❍ Knowing or believing that the recipient’s acceptance of the “advantage” would constitute improper behaviors.

Being Bribed It will be an offence to receive a bribe if the person receiving it agrees to or receives an ‘advantage’ to act in an improper manner. The offence occurs where the bribe is either paid directly or through a third party. In many cases it does not even matter if the recipient knows that his or her acceptance would constitute a bribe.

Bribery of Foreign Public Officials It will be an offence to offer or give any advantage to a foreign public official with the intention of influencing

them in their capacity as a public official and to obtain or retain business or a business advantage from them.

There is no requirement under this heading for the advantage to be ‘improper’ and there is a guarded exemption where the law permits payments to officials.

Failure of Commercial Organizations to Prevent Bribery

For businesses, the new corporate offence will make companies liable if anyone acting under its authority commits a bribery offence, including employees, agents, subsidiaries, partners and consultants.

Furthermore, the offence does not need to take place in the UK. So companies that have a UK office or operate

of both culpability and harm caused.”

‘Senior officers’ (which is broadly defined and will include directors and key management; possibly even shadow or non-executive directors) can also be convicted of an offence where they are deemed to have given their consent or connivance to giving or receiving a bribe or bribing a foreign

A company or a partnership will be automatically liable for any bribe offered or given in connection with its business unless it can show that it has in place adequate procedures designed to prevent bribery.

in the UK or even simply hire a UK resident will be liable under this Act. All that is needed is a UK presence.

The offence is a strict liability offence – meaning there is no need to prove negligence or the involvement and guilt of the company.

public official. Importantly, it is possible that omitting to act might be regarded as consent or connivance and lead to prosecutions, fines and/or imprisonment. A director convicted of a bribery offence is also likely to be disqualified from holding a director position for up to 15 years.

Who Does the Act Apply to?

The Act is far-reaching and extends to cover bribery committed worldwide by individuals who are UK nationals or are ordinarily resident in the UK, as well as organizations that conduct some portion of their business in the UK. The Serious Fraud Office (SFO) will be able to take a more wide-ranging approach to investigating and prosecuting corporations and individuals involved in corruptive practices in the UK and abroad.

It is also likely that an SFO investigation may increase the risk of parallel investigations in other jurisdictions with countries that have a close working relationship to the UK (e.g. the US). In fact, US companies with a presence in the UK will now not only have to comply with their local Foreign Corrupt Practices Act (FCPA), but will also need to comply with the Bribery Act, which is more extensive.

What are the Sanctions Under the Act? Convictions under the Act include jail and/or unlimited fines for individuals. Companies can receive unlimited fines that are likely to be substantial. The recent case of R v Innospec in the Crown Court set out some guidance on the scale of fines for corruption offences. As an indication of the judiciary’s approach to such offences, Lord Justice Thomas commented: “The courts have a duty to impose penalties appropriate to the serious level of criminality that are characteristic of this offence. For example, one of its many effects is to distort competition; the level of fines in cartel cases is now very substantial and measured in the tens of millions. It is self-evident that corruption is much more serious in terms

What Should Companies Do? A company commits an offence if a person associated with it bribes another person for that company’s benefit. ‘Association’ is loosely defined to include people who perform services for or on behalf of the company, regardless of the capacity in which they do so. It does not stop at your employees and will include agents, consultants and suppliers.

The only way to avoid criminal liability under the Act is for companies to establish a system of ‘adequate procedures’ designed to prevent bribery.

The term ‘adequate procedures’ is not defined in the Act, but is currently undergoing a consultation process, the results of which will be published as guidelines in early 2011.

SANCTION

A director convicted of bribery can be disqualified from holding a director position for up to 15 years.

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THE DOCKET

PENALTY

Convictions under the Act include jail and/or unlimited fines.

The essence of the guidelines is six basic principles designed to give commercial organizations a basis for planning and implementing their regime to combat corruption. These principles must be followed and be in place by April 2011: Principle 1: Risk Assessment Conduct a risk assessment on your global business and identify areas of high risk. Do you operate in countries where corruption is perceived to be high (e.g. Africa, Russia, and India)?

The World Bank provides up-to-date data on corruption risks in its

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BRIBERY ACT 2010 Worldwide Governance Indicators website. Transparency International is a non-governmental organization that sets out corruption risks in countries around the world.

Do you interact with public officials and do you provide corporate hospitality as a way of encouraging business with your company? Do you make use of agents in high-risk jurisdictions and do they ever tender for business?

What processes do you have in place to ensure these people are not engaging in corruptive practices? Do you have commission agreements and do they include warranties and undertakings from the various parties as to anticorruptive compliance?

Conduct a group-wide survey of employees and officers of the company in positions where they may be exposed to bribery.

Principle 2: Top Level Commitment Immediately issue a clear statement of anti-corruption culture at the highest levels of management. Stick to it and ensure the message is not only given, but also shown to be followed – lead by example. The anti-corruption statement should be clearly published and accessible, both internally and externally. Put it on your website and clearly state your zero tolerance approach to corruption.

Principle 3: Due Diligence Put in place processes for auditing the anti-corruption program at all levels. Carry out an audit regularly – spotcheck arrangements with suppliers and brokers. Are your sales teams aware of their duties? Are they reporting back, and is your response team effective in dealing with the reports?

Review your contracts and assess the structure you have in place for appointing agents, the purpose of their appointment and the way they are remunerated. Appoint a compliance officer.

Clear, Practical and Accessible Policies and Procedures Ensure all persons associated with your business are aware of your stance and have a system of reporting in place. Train staff and update them regularly on anti-corruptive practices.

Make clear statements about your company’s stance on gifts and hospitality, payments to advisers and agents,

and political contributions. Check your stance on paying officials simply to secure the performance of their normal duties (e.g. granting a license).

These acts are commonplace around the world, but may now constitute an offence under the Act. Effective Implementation Your system should include a process for investigating reports and set out your strategy on disciplinary action. Incorporate this strategy in your commercial contracts at all levels - employee contracts, pilot and crew arrangements, service and supply arrangements, sales and management agreements, etc.

Conclusion All of the above aside, a reasonable and measured approach needs to be taken towards any sensible risk assessment. Just because someone is paid a commission does not make your company guilty of corruption.

Yes, your company will be guilty if your sales brokers agree to pay backhanders to chief pilots to ensure their employer buys your aircraft.

However, you don’t have to stop taking clients and customers out to lunch to discuss business – the lunch being on board a private jet to Monaco may be a step too far, but please put it all in context – the requirement under the bribing offences is an element of ‘improper behavior’. Take a reasoned and systematic approach to your compliance strategy, but above all else, make sure you implement it and ensure that it doesn’t sit on the shelf gathering dust.

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Aoife O’Sullivan is a partner in the Aircraft Finance Department at Gates and Partners, London. Gates and Partners is an aviation specialist law firm with offices in London, Singapore, Paris and Brussels. The firm was recently voted one of the top ten law firms in the world by Air Finance Journal 2010 and was granted a Finance Monthly Global Award for Achievement 2010 as Aerospace Law Firm of the Year – UK. Contact aosullivan@gatesandpartners.com T: 0844 692 4966 M: 07709 432 350

Gates and Partners is recognised independently as one of the worlds preeminent aviation and commercial law firms.

We can assist you in all areas of aviation and commercial law including: ■ Aircraft acquisitions and disposals ■ Aviation insurance and reinsurance ■ Aircraft finance ■ ■ ■ ■

Regulatory issues and registration of aircraft Operational and management issues Offshore Structuring Aviation Litigation

As a niche firm, we offer the advantage of a more direct, personalised service but with the depth of expertise that you would expect a substantial international law firm. We have lawyers admitted to practice in mainland China, Hong Kong, Singapore, the United States, Russia, Greece, the Cayman Islands, the Eastern Caribbean and various jurisdictions in Australia. Our head office is based in London, UK with an office in Singapore and representatives in key locations worldwide.

In London: Gates and Partners 5th Floor, Capital House 85 King William Street London EC4N 7BL United Kingdom T: +44(0)844 692 4900 F: +44(0)844 692 4901 E: info@gatesandpartners.com In Singapore: Gates and Partners 9 Temasek Boulevard 42-03 Suntec Tower 2 Singapore 038989 T: +65 688 44600 F: +65 688 44655 E: info@gatesandpartners.com In Paris: Gates and Partners 30 Rue de Lisbonne 75008 Paris France Tel: +33 1 4289 1077 Fax: +33 1 4289 0697 E: info@gatesandpartners.com www.gatesandpartners.com

REPORT

NBAA

NBAA 2010 - AN UPBEAT MOOD

Cessna Aircraft announced the launch of the Citation Ten, a larger, advanced version of the Citation X. It also marks the debut of the Garmin G5000 avionics suite (see below) and features more powerful and more efficient Rolls-Royce engines. Jack Pelton, Cessna Chairman, President and CEO, disclosed that the first flight of the new Citation Ten will be in late 2011, with certification and first delivery in 2013. The aircraft, which is priced $21.495M (2010), features a 15-inch longer fuselage, winglets, a new electrical system, dual lithium-ion batteries, new avionics, autothrottle, a redesigned cabin

By Marc Grangier

According to Pat Cunningham, chairman of the NBAA Board of Directors, the mood at the Association’s 63rd Annual Meeting & Convention, which took place mid October in Atlanta, was “upbeat”.

Acknowledging that no one was expecting a rapid recovery from current economic conditions, he said there were several positive signs for an industry that has faced numerous serious challenges over the past two years. To prove this, many new programs were unveiled during the show.

LAUNCH

The Mustang High Sierra edition and the Bombardier Global 7000 and 8000 were introduced in Atlanta.

Bombardier introduced two new jets, the Global 7000 and Global 8000 aircraft. Steve Ridolfi, President, Bombardier Business Aircraft, explained to BART that the Global 7000 features a four-zone cabin, with a volume of 2,637 cu. ft. (74.67 cu. M).

The aircraft will have a high-speed cruise of M 0.90 and a range of 7,300 nm (13,520 km) at M 0.85. It will fly London-Singapore, New York-Dubai or Beijing-Washington non-stop with 10 passengers. Entry into service is scheduled for 2016.

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Concerning the Global 8000, Ridolfi said it will fly farther than any other business jet, thanks to a range of 7,900 nm (14,631 km) at M 0.85. It will connect Sydney-Los Angeles or Hong Kong-New York non-stop with eight passengers. The Global 8000 jet will reach a high-speed cruise of M 0.90.

Entry into service is scheduled for 2017.

Bombardier’s new Global aircraft will feature an all-new high-speed transonic wing, combined with next-generation GE TechX 16,500 lb- thrustengines to deliver significant efficiency and emissions advantages. Both aircraft will be priced at $65M (2010 value).

with new interior seats and cabin appointments, and a proprietary fiber optic-based cabin management system.

Performance is also enhanced with a 211nm increase in range at high-speed cruise, a 214-pound increase in maximum payload and a faster rate of climb direct to 45,000 feet. The Citation Ten will use a pair of new Rolls-Royce AE 3007C2 high-flow-fan turbines, each rated at 7,034 pounds of thrust. This will give the aircraft a four percent improvement in takeoff thrust, nine percent improvement in climb performance, seven percent improvement in cruise thrust and an additional 1.4 percent improvement in specific fuel con-

and far, all in comfort and as efficiently as possible. Based upon these inputs, we have made the Hawker 200. The aircraft will fly at 450 knots and 43,000 feet, all for a low operating cost per mile and a low purchase price: $7.55M”.

The aircraft is scheduled to enter service in 2012.

Hawker Beechcraft also introduced its newest product, the King Air 250, which features BLR Aerospace composite winglets, composite propellers, and engine induction modifications to increase performance. At max gross takeoff weight, the takeoff distance over a 50-foot obstacle is only 2,111 feet from sea level airports, which is 400 feet shorter than the B200GT. Hot/high takeoff performance has also been improved. Certification is scheduled for the end of the year, with first deliveries planned for the second quarter of 2011. sumption. The Citation Ten will use the integrated Garmin G5000 avionics suite that centers on three 14-inch LCD primary and multifunction displays and four touch-screen control panels.

Hawker Beechcraft Corporation (HBC) launched the newest member of its Hawker lineup, the Hawker 200.

Evolving from the Premier II program, the Hawker 200 has the same segment characteristics and performance, but now comes with more capability. “We’ve spent the last 18 months gathering input from light jet customers around the world,” said Shawn Vick, HBC executive vice president. “Not surprisingly, they reiterated their desire to go fast, high China being a top priority for Dassault Aviation, as was stressed at the Convention by its CEO Charles Edelstenne, the company mentioned that it had recently signed an agreement adding Shanghai Hawker Pacific Business Aviation Service Center to the Falcon Authorized Service Center Network (ASC). The new service center, at the Hongqiao International Airport (ZSSS), was scheduled to come fully online within six months. A Falcon GoTeam, however, is already positioned on-site and ready to provide support for Falcon operators in the region. The new Shanghai service center is expected to receive its Part 145 Repair Station Certification from both

INDUCTION

Cessna introduced The Ten, a larger version of the Citation X. The Hawker 200, evolving from the Premier II, and the King Air 250 are HBC novelties.

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REPORT

NBAA

PROGRESS

Dassault exhibited its newly certified 900LX. Dassault Falcon CEO Charles Edelstenne stressed that China was a top priority for the company. the US and Chinese airworthiness authorities by April of 2011, and will be capable of servicing Falcon 900, 2000 and 7X aircraft. A Beijing ASC was expected to be announced by the end of the year to accommodate a growing regionally based Falcon fleet as well as increased transient traffic.

Concerning the future Super Midsize (SMS) twinjet, Edelstenne only disclosed that this was “an on-going program”. The design has been frozen, a 4-D mock-up has been realized and systems development is on its way.

DEBUT

The Gulfstream G250 made its arrival in Atlanta after a 6192nm flight from Tel Aviv.

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Gulfstream Aerospace announced in Atlanta that it had improved the payload-carrying capability and performance of its large-cabin, long-range G450. By increasing the aircraft’s maximum takeoff (MTOW) and maximum ramp weight (MRW), a 700-pound (318 kg) weight increase in the payload with full fuel - from 1,800 (816 kg) to 2,500 pounds (1,134 kg) - is possible. The MTOW is now 74,600 pounds (33,838 kg), while the MRW is 75,000 (34,019 kg). The benefit of this enhancement is the G450’s ability to now carry 12

passengers with a maximum fuel load.

For a payload of 12 passengers traveling at the long-range cruise speed of Mach 0.80, the G450’s range is 4,270 nautical miles (7,908 km), up from 4,170 (7,723 km). Powered by two Rolls-Royce Tay Mk 611-8C engines, the aircraft’s range with eight passengers traveling at Mach 0.80 remains at 4,350 nautical miles (8,061 km).

“The extra weight gives the aircraft more flexibility and addresses the need of operators to carry more passengers and baggage,” said Pres Henne, Gulfstream senior vice president, Programs, Engineering and Test. Gulfstream will incorporate the modification in production aircraft beginning in the first quarter of 2011.

In-service aircraft can be modified through an aircraft service change (ASC).

Piper Aircraft announced that its single-engine very light business jet will be getting a much larger round fuselage design to give a more spacious cabin. The single-pilot PiperJet Altaire, as it is now named, was unveiled in Atlanta. “We wanted to give our customers a roomier light jet that incorporates a scalable design paving the way for a future family of business jets,” said Piper CEO Geoffrey Berger.

The new PiperJet features a larger, redesigned round fuselage mounted on top of an expanded-chord wing, with a shorter vertical empennage located slightly aft atop an elongated engine nacelle. Price point for the Altaire is $2.5M, with a typically equipped aircraft priced at $2.6M. The Altaire will cost an average of 25 percent less to operate per hour than comparable production very light jets, said Berger. Its cabin will be nine inches taller and four inches wider than the previous design. PiperJet Altaire improvements are based upon the baseline proof of concept PiperJet, which has flown more than 375 flight test hours.

The new Piper jet will seat six passengers with an optional seventh seat located across the aisle from the entry door. A lavatory will be interchangeable for that seat. Altaire maximum range is targeted at 1,300 nautical miles with a maximum cruise speed planned at 360 knots. The first prototype will begin flying in 2012.

Certification and first customer deliveries are planned for 2014. The air-

plane will be equipped with Garmin G3000 avionics.

Daher Socata, which had been working for some time on an add-on to its TBM 850, confirmed to have signed an exclusive agreement with Allied Aviation Technologies, which owns the assets of the SPn jet program, stopped since the bankruptcy of Grob in November 2008. The French manufacturer will evaluate an all-composite, twinjet aircraft program based on the SPn platform aircraft. Before going bankrupt, Grob mentioned it had some 100 orders for the SPn, then priced at $7.7M.

Piaggio Aero announced that their P.180 Avanti and Avanti II aircraft fleet has passed the significant landmark of 500,000 flight hours. The P.180 Avanti world fleet is composed of 203 aircraft (+ 4 prototypes). In its two versions - the “Avanti”, certified in 1990, and the Avanti II, certified in 2005 - the P.180s have flown more than half a million flight hours as of September 2010, said CEO Alberto Galassi. The largest fleet of P.180 aircraft is owned by the fractional ownership company Avantair, whose records show that its fleet of 55 P.180 aircraft has flown more than 225,500 hours and average more than 120 flight hours a month per aircraft.

Honeywell, which was the first avionics company to bring a certified synthetic vision system to business aircraft, told BART that it was now flying Enhanced Vision Systems infrared technology integrated with synthetic vision on a test aircraft to develop the future version of the SmartView synthetic vision. It is expected the blended synthetic vision and infrared technologies will provide pilots with even greater situational awareness at night or in low-visibility conditions. This vast improvement could eventually challenge today’s taxi, takeoff and landing minimums and provide greater operating flexibilities, said Chad Cundiff, Honeywell Aerospace vice president of Crew Interface products.

ALTAIRE

Cockpit of the single PiperJet (top). Piper Executive VP Randy Groom announced a a larger, round fuselage design, more cabin space and a new name for the PiperJet Altaire.

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REPORT

DEAL

Embraer and NetJets announced they have signed a purchase agreement for 50 Phenom 300 executive jets, plus 75 options.

Honeywell’s SmartView, recognized as a breakthrough in flight crew interface technology, provides pilots with a clear depiction of the terrain and potential obstacles exactly as they would see them looking out the cockpit windscreen, regardless of outside weather conditions. Integrating realtime forward-looking data from an infrared camera onto the SmartView display adds an advanced level of outside terrain details to improve the sense of motion, enhance detection of the runway environment at night and in bad weather to reveal obstacles in the plane’s path.

“Initial flight tests indicate pilots appreciate the addition of the infrared imagery on the flight display and it aids in detecting the runway lights and approach environment during reduced visibility flying,” Cundiff said.

Honeywell’s evaluation of the forwardlooking infrared display so far includes more than 20 hours of flight tests, more than 50 approaches in day and night instrument and visual flying conditions.

Garmin International mentioned at NBAA that it is developing a new integrated flight deck for the Part 25 business jet market. The Garmin G5000 (Cessna was the first manufacturer to announce it had chosen it for

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NBAA

its new Citation Ten) is designed specifically for crew-flown turbine aircraft and combines a dual multi-sensor flight management system (FMS), touch screen vehicle management units, and multi-pane cockpit displays. These widescreen displays with touch screen controls give pilots more useful information at their fingertips than ever before, including: worldwide weather, Garmin’s synthetic vision technology (SVT), aircraft synoptics, electronic flight charts, and more, said Gary Kelley, vice president of marketing. The G5000 features WXGA high resolution, wide aspect ratio (12-inch or 14-inch diagonal) primary flight displays (PFD) and multi-function displays (MFD). It is expected to satisfy the global operational requirements of emerging NextGen (Next Generation for US airspace) and SESAR (Single European Sky ATM Research) initiatives.

Garmin expects to receive TSO certification in 2012.

At NBAA, Jet Aviation launched its “JetStart” program, designed to enable first time buyers to enjoy the benefits of aircraft ownership from day one.

The services include all preparations to ensure compliance with the FAA regulations, permits and authorizations, flight department processes to

support all mission requirements and aircraft preparation for flights in accordance with the owner’s personal requirements. It also offers ad hoc services that can be integrated into the package to support the owner’s specific operational objectives. These services include: pre-buy inspection, aircraft conformity checks, completion monitoring, personnel recruitment, Part 135 services (partner program), flight following, maintenance planning and tracking, consulting and auditing services. To lead the new “JetStart” division, Jet Aviation announced the appointment of Chris Wheeler, who joined Jet Aviation in 1995 and since held several managerial positions within the company.

Embraer and NetJets announced they have signed a purchase agreement for 50 Phenom 300 executive jets, plus 75 options. The total value of the deal may exceed $1 billion, at current list price. Specially developed for NetJets, the Phenom 300 Platinum Edition will feature technology and comfort based on the requirements of NetJets’ fractional share owners.

Deliveries of the new aircraft are scheduled to begin in 2013. They will join NetJets’ existing worldwide fleet of over 800 light, midsize, and largecabin aircraft.

Aircell highlighted the role played by the new generation of inflight Internet services. The past two years have seen a meteoric rise in adoption for Aircell’s Gogo Biz and Gogo Inflight Internet services. Before Aircell launched Gogo in mid-2008, there were an estimated 200 business and airline aircraft worldwide equipped with a true high speed Internet connection. Today, after just over a year in the Business Aviation market, shipments and orders for Gogo Biz are already approaching 1,000 units.

“Inflight Internet is a prime example of what companies are doing to counter the effects of the current economy,” said John Wade, Aircell’s Executive Vice President and General Manager. “With corporate investment still being curtailed in many areas, the rapid adoption of these services speaks directly to the value companies place on keeping their employees connected and productive while they fly.”

Aircell also announced that shipments were imminent for its new AVIATOR 200 SwiftBroadband solution.

With reduced antenna size and increased affordability, this new system makes satellite-based connectivity practical for a whole new segment of the industry, including light jets and turboprops.

Jet Support Services, Inc. (JSSI) announced the introduction of two new engine programs and a new coverage enhancement to meet the growing maintenance and service requirements of their clients. The Platinium Engine Maintenance Program is designed specifically for owners and

operators of large cabin aircraft. It covers Rolls-Royce BR710, Tay 611-8, 6118C and AE3007A1E engines, as well as GE-CF34-1A, 3A, 3A1, 3A2, 3B and 10E7 engines. Clients enrolling their engines on the Platinum Program will receive comprehensive coverage for scheduled and unscheduled engine maintenance and additional coverage for Removal and Replacement (R&R) and shipping. Clients have the option to add coverage for scheduled repair and replacement of Life Limited Components, as well as routine inspections.

Concerning the new JSSI Unscheduled Program, it protects clients from unforeseen and sometimes costly maintenance expenses at an affordable rate. Kandi Spangler, Vice President of Marketing for JSSI, also announced a new offering of Member Privileges through vendors,

which currently include Avfuel, Carey Limousine, Duncan Aviation, EmbryRiddle Aeronautical University and Global Jet Services.

Ascend Flight Information Solutions - a suite of flight support, maintenance operation and cabin services - was introduced by Rockwell Collins at the show. “This suite provides access to a full range of flight department services from a single provider,” said Steve Timm, vice president and general manager, Information Management for Rockwell Collins Commercial Systems business unit. He explained that in the current environment, flight operations managers are dependent on multiple sources to plan different aspects of a trip. Ascend integrates those services together and synchronizes them between the aircraft and flight department. Ascend solutions include: flight planning and filing,

concierge services, fuel services and weather updates; automatic data transfer of navigation, terrain, graphical weather and other flight deck databases; maintenance diagnostics, etc.

“Our acquisition of Air Routing International in January was a key enabler to the creation of Ascend, which continues the expansion of Rockwell Collins’ offerings to complement our avionics and cabin systems,” added Timm. “We are bringing even more value to these customers with a broader set of services that will continue to evolve in the years to come.”

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PLATINIUM

JSSI CEO Louis C. Seno (left) announced two new engine maintenance programs.

Veteran Bryan Moss (right) joined the newly formed JSSI Advisory Board.

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PROFILE

UNIVERSAL AVIONICS

By Marc Grangier

WHEN NICHE BUSINESS IS GOOD BUSINESS

ccording to Paul Deherrera, Universal Avionics’ Chief Operating Officer, the company has weathered the recent market downturn rather well. It never laid off a single employee, thanks to the fact that its OEM market has grown over the course of the year, both internationally and domestically. Even if the retrofit market has been slightly down since 2009, on the whole, business has been balanced.

At NBAA, the company celebrated the delivery of its 20,000 th FMS. Hubert L. Naimer, Universal’s founder, originally conceived of a multi-sensor ‘master navigation system’ as early as 1976, and he formed Universal Avionics to pursue this vision. The company unveiled the industry’s first FMS at the 1983 NBAA and the first customer delivery took place in March 1983, with dual FMS installed in a Dassault Falcon 50.

Since its foundation, the company has always looked towards new developments. Deherrera specifically mentioned its new Cockpit Voice and Flight Data Recorder (CVFDR) with internal Recorder Independent Power Supply (RIPS) capability, which will be mandatory for new aircraft deliveries starting in 2011. Available since least

A

SIM

Avionics fixedbase simulator at the Universal Avionics booth in Atlanta.

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year, this CVFDR provides a back-up power source, allowing for up to 10 minutes of data recording time after a power failure. The system also meets emerging requirements for cockpit voice and digital flight data recording per the National Transportation Safety Board (NTSB) and newest FAA TSOs. “RIPS is one of most wanted aviation safety improvements. We are very pleased to now offer the first solution to accommodate this 10 minute power requirement after a power loss without the headache of maintaining batteries,” said Deherrera.

The NTSB lists this back-up power source capability on its transportation safety improvements “10 Most Wanted List”, as well as two-hour cockpit audio recording capability. The CVFDR supports 25 hours of flight data recording and interfaces with data downloader tools, allowing for the quick download of data from virtually any aircraft between flights. Universal Avionics’ CVFDR also incorporates an Ethernet interface for on-aircraft flight data downloading. Boltdown mounting eliminates extra weight and cost of rack trays. Weighing less than nine pounds, the CVFDR combo unit is four pounds lighter than Universal’s CVR-30/120 for fuel-cost savings.

Synthetic Vision Another niche where Universal Avionics has been very active is synthetic vision. According to Deherrera, Universal was the first company to offer such systems for Part 25 aircraft.

Its Vision-1 Egocentric system, designed for PFD (Primary Flight Display) and EADI applications, provides the pilot with a perspective of looking out the flight deck window.

The dynamic VGA video output can be displayed on either the EFI-890R or the MFD-640 navigation displays.

Overlay of the flight plan from the FMS, along with deviation indicators and compass symbol with course and heading information, provides the pilot with an increased level of situation awareness.

There are bright prospects for retrofitting existing aircraft with synthetic vision systems, but also with new FMS. In this respect, the company recently carried out the modernization program of a Dash 8, with EFI-890R Flat Panel Display systems. The program featured a five-panel EFI-890R display suite that included Primary Flight, Navigation and Engine Displays, dual Vision-1 Synthetic Vision, Radio Control Units and

WAAS/SBAS-Flight Management Systems. Replacement of existing electromechanical individual instruments with a single screen with dualchannel redundancy brought significant reduction in maintenance costs and back-up display. Universal Avionics’ COO believes there are many operators of existing Falcon 900s, Falcon 50s, Beech King Air 350s and 90s that will be interested in these types of retrofits, including a full flight deck replacement.

Attitude Heading Reference Systems Concerning AHRS (Attitude Heading Reference Systems), Universal Avionics has developed a low-cost solution for next generation flight decks. Last summer, it unveiled the stand-alone AHS-525, which is a solidstate AHRS system providing stable and accurate aircraft analog and digital pitch, roll and heading measurements.

The company designed the AHS- 525 as a low-cost solution for next generation flight decks and to seamlessly replace increasingly difficult-to-maintain analog gyros. FAA Technical Standard Order was expected before the end of the year.

The AHS-525 incorporates Microelectromechanical Systems (MEMS)based technology, a system that combines the computational ability of microelectronics with the acuity and control of micro-sensors and microaccelerometers. This solid-state construction, with no internal movable parts, reduces downtime and increases Mean Time Between Failure

Universal Avionics COO Paul Deherrera

We don’t have the intention to compete with OEMs, but we look at niche products and offer retrofit programs

(MTBF). The system integrates with flight deck displays, flight control systems, flight management systems, weather radar, terrain awareness and warning system, flight data recorder and a host of additional avionics systems. When interfaced with Universal’s Electronic Flight Information System, data display and control is managed directly through the EFI-890R Flat Panel Displays, without the need for additional heading control panels that clutter the flight deck. The unit’s compact size lends flexibility to installation, with possible mounting locations in pressurized, non-pressurized, controlled and non-controlled temperature environments.

Looking for their Niche According to Dherrera, Universal Avionics’ intention is not to compete with OEMs, but to look at niche products and offer retrofit programs, while at the same time building its own suite. Another very promising niche program is related to the Eurocontrol Link 2000+ program. Over the next decade, a range of measures will have to be introduced to cope with the anticipated growth in the traffic in Europe. Initially, these will consist of modifications to route structures and the arrangement of a number of sectors. However, these measures will produce diminishing returns and there is a limit to their effectiveness. Thus, it is recognized that new technologies will have to be introduced into the ATC process to meet the growing demand.

Another very promising program is related to the Eurocontrol Link 2000+ program, introduced to cope with the growth of traffic in Europe

Controller-pilot data-link-communication (CPDLC) is one of the first such new technologies that can have a direct impact on ATC capacity. For this reason, Universal Avionics has developed its UL-801 UniLink Communications Management Unit (CMU), which will be available during the second quarter of 2011. It will provide a two-way datalink designed to meet the pilot’s needs for specific airto-ground communications.

Using Universal’s FMS for control and display, UniLink will connect the pilot with a selected groundbased service via VHF radio, satcom or digital telephone. All three communication mediums will be supported. UniLink will be available with or without an internal VHF radio.

According to Deherrera, its versatile design will allow increased installation flexibility and more features at a fraction of the size, weight and cost of traditional systems. As the aerospace industry moves toward reducing voice communications and closer to a “free flight” airspace environment, the FMS-UniLink suite will provide a growth path to take advantage of the evolving Communication, Navigation, Surveillance/Air Traffic Management (CNS/ATM) routing and communication benefits of tomorrow. For this reason, Universal’s system should generate an important demand, because after Europe, other countries will be on the list.

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We never laid off a single employee, thanks to the fact that our market has grown over the course of the year, internationally and domestically BART: DECEMBER - JANUARY - 2010 - 2011 - 81

INSIGHT

FLIGHTSAFETY INTERNATIONAL

COMMITTED TO TRAINING EXCELLENCE From the new Gulfstream G650 simulator to an Extended Advantage Program, FlightSafety International had lots to talk about at NBAA in Atlanta. Executive Vice President Eric Hinson sat down with BART during the show.

GROWTH

Eric Hinson, Executive Vice President, Flight Safety International says that the company’s market is growing, but at a slow pace.

BART: As we’re sitting here in the thick of NBAA, how’s NBAA going for FlightSafety?

Hinson: It’s better than last year! There seems to be more optimism, more activity – and flight departments are actually in attendance. That being said, there’s still signs of challenges, as I don’t foresee any real pickup in aircraft sales until 2013. In other words, the market is growing, but we’re in a slow growth era.

One exception is in helicopter training, as the market for offshore, EMS, etc. continues to show strength.

BART: What are you doing to serve the growing helicopter sector?

Hinson: We have recently introduced several new light helicopter training programs including the Eurocopter AS350, Bell 206 and Bell 407. We conduct this training on new state-of-the art Level 7 Fixed Training Devices (FTD’s) that incorporate our latest Vital X visual systems. Customers are extremely impressed with the realism of our new visuals. We’ve even incorporated NVG training capability on the AS-350. The light helicopter market is a new market for FlightSafety and complements the training we are already conducting on mid-size and larger helicopters through our partnerships with Sikorsky and Bell Helicopter. By year end we will also be adding a full motion Level D simulator for the Eurocopter EC-135. The helicopter market continues to grow and the need for high quality training is growing right along with it.

BART: But by no means are helicopters show-stoppers. The arrival of the G650

82 - BART: DECEMBER - JANUARY - 2010 - 2011

and G250 has also garnered significant attention – and opportunity for FlightSafety. Can you just touch upon your relationship with these aircraft?

Hinson: Along with many other OEMs, FlightSafety International has a long term partnership with Gulfstream. We will be the authorized training provider for both for the flagship G650 and the G250. Simulators for both aircraft are in development, and we plan to start training for both aircraft about a year from now.

BART: Beyond the G650 and 250, this week there have been several announcements by OEMs releasing new versions of old aircraft. How does play out from a training standpoint?

Hinson: For derivative aircraft, sometimes we can modify an existing simulator by updating it with new avionics, etc. In other cases the changes are more significant and require a new dedicated simulator. We work closely with our OEM partners to ensure we have the best possible training product for any new program whether it’s a derivate design or clean sheet.

Besides Gulfstream we are working with HondaJet, Embraer , Cessna, and Hawker Beech on previously announced new or derivative programs.

BART: For FlightSafety, one of your big news items was regarding your Extended Advantage Program. What’s happening there?

Hinson: The Extended Advantage Program provides FlightSafety Customers with preferred access, discounts, and other benefits for many of the products and services that are necessary to operate a safe, efficient and high-quality flight operation and to assist with increasing operational requirements they face. It is available to all FlightSafety customers and is accessible via the MyFlightSafety.com website. This program is another example of how FlightSafety delivers the exceptional value our customers deserve and appreciate.

Companies selected to participate in the program so far include, ARGUS PRISM Safety Management System; PASSUR – Corporate Flight Coordination Solutions; Alertness Solutions - Fatigue Alertness Training; SOLIDFX- FX8 electronic Jeppesen terminal chart and document manager; FlightRisk – Risk Assessment and flight planning tool; Absolute Computer Solutions - Electronic Flight Bag (EFB) bundles and support; Onboard Data Systems (OBDS) Electronic Checklist Customization & Update Service and ClipTraining Microsoft Windows & Office online training.

BART: The future seems to be more and more about the added value a company can provide. What else does the future hold for FlightSafety International?

Hinson: Customers appreciate a high quality training experience and FlightSafety is committed to continuously finding ways to improve our product. We will continue to invest in technology that improves our ability to train pilots and maintenance personnel. You will see FlightSafety positioning itself to better serve the emerging markets. We will expand our training coverage to better serve these new markets as our OEM partners sell a greater percentage of their aircraft outside North America. As we expand into new regions, we’ll also have to balance our unique FlightSafety brand with the various differences in culture.

On the one hand, we pride ourselves in the fact that you can go to any FlightSafety facility and know what to expect. On the other hand, each of our facilities has a unique, local feel. We will also be focusing more on maintenance training as increasing aircraft complexity and new regulatory requirements are driving more demand for type specific training.

✈

GET ON BOARD. GET GET ONLINE. GET ON WITH LIFE.

With a global aircraft communications system from Aircell, you can now send and receive e-mail, make calls, and even surf the web. We offer a wide variety of network services, including SwiftBroadband and Iridium along with equipment options to meet your specific needs. All provide the very best in affordable, high quality connectivity, worldwide.

Stop by MEBA stand E212. Or contact Jean-Luc Rosenfeld at jlucrosenfeld@aircell.com, or +41 (32) 841 2838.

Find out how to get onboard and online, today.

Š2010 Aircell Business Aviation Services LLC. All Rights reserved. Aircell, In Touch, In Flight is the registered trademark of Aircell Business Aviation Services LLC or its affiliates.

130

Beechcraft KING AIR B200GT / WHY I FLY

BI-MONTHLY / DEC 2010-JAN 2011 / POSTING OFFICE BE 1380 LASNE

Ask Lars Thrane if he flies any aircraft besides a Beechcraft, and his answer is simple: “No. Never thought about it.”

EST. 1988

130 DEC 2010-JAN 2011

EUROPE'S PREMIER BUSINESS AVIATION MAGAZINE

1

Power, dependability and performance in Europe’s most popular business aircraft.

With customers worldwide, Thrane & Thrane is a leader in mobile satellite communications.

So when Lars Thrane isn’t flying for pleasure, he’s flying between his company’s two facilities in Denmark—and anywhere business takes him in Europe. His choice is a King Air B200GT. WHY? “The only aircraft that satisfies all of our requirements is a King Air. From unimproved airstrips to mountain flying, YOU CAN DO WHAT YOU WANT, WHENEVER YOU WANT. It’s a reliable workhorse, so when developing our AVIATOR 200 aeronautical broadband system, I only considered the King Air to showcase our product.” And the King Air B200GT is one of the greenest aircraft in its class, making Europe’s most popular business aircraft the most responsible choice.

LEARN MORE, VISIT HawkerBeechcraft.com/Beechcraft EUROPE, MIDDLE EAST & AFRICA +44 (0)1244.523.803 ASIA-PACIFIC +852.3756.3755

UNITED STATES & THE AMERICAS 1.800.949.6640

1.PER EUROCONTROL STATISTICS AND FORECAST SERVICES (STAR FOUR) AIRCRAFT MOVEMENTS FOR THE PAST THREE CONSECUTIVE YEARS. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

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