Bart International 133

EST. 1988

132 MAY- JULY 2011

EUROPE'S PREMIER BUSINESS AVIATION MAGAZINE

bace11

BUILDING ON MOMENTUM

FROM THE COCKPIT THE V1 CONUNDRUM P 100 THE DOCKET ARE YOU WELL COVERED P 104 EBACE THE EUROPEAN MARKET BOOSTER P 34

OEMs KEEP UP IN GENEVA

EDITORIAL

FROM THE DESK OF…

FLYING ONE GROUNDED THREE

Fernand Francois

DO YOU REALIZE THAT THE TYPICAL NUMBER OF HOURS undertaken annually in the front office of a business aircraft is around a mere 450 hours! I am sure that some pilots reading those lines will protest, claiming that their working stiffs run in the 500 to 600 hour breach. Of course there are exceptions like that company who bought a new jet and put 200 hours on it in six weeks! Charter pilots and instructors log more flying time than business pilots but I question seriously whether they log more waiting time than the executive pilots.

Take a look next time you fly into LFPB or EGKB or EDFH and you see the row of shiny business jets on the tarmac while some place in the airport you will find the guys that fly them. They all got there sometime in between 08.00 and 09.00 and they are free for the day while the boss is thrashing out an important business meeting downtown. Of course some chores have to be done like refueling maybe, taking care of the catering for the flight back to base and updating the Jeppesens. In the meantime, they are completely free to do anything they want. That’s where the role of the FBO is important, because if the passengers will hastily run off from the airport for their business affair, the pilots have nothing to do besides grow ennui..!

The FBO concept is relatively new in Europe where in the past the majority of the airports were run by local Chamber of Commerce, the States or the military. Recently attending the first Business Airport World Expo in Farnborough, I had the opportunity to see the efforts made by dedicated European airports to get the business of the executive aviation. Shower, snooze room, flat screen TV, pizza, snack and coffee are nice but pilots like something different. To keep a bored pilot from watching CNN or worse to pay a visit to the airport bar, some European FBOs now have pool tables and a gym.

Europe has made great progress in terms of modernizing the infrastructure of its regional airports but we are still far away from the US. As an example, the Flying W Airport at Medford NJ highlights a 18 hole golf course on site and an airplane shaped heated swimming pool, while the airport at Harrison AR invite crew members to take their new Ford Mustang for a spin to lunch.

Pilots like action. Sitting in a comfortable lounger in front of the boob tube is passé. A pool table…and why not a ping pong table?… Be prepared Chinese exec pilots will soon be here in force.

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WORRIED ABOUT THE COST OF OVERHAULING YOUR ENGINES?

YOU SHOULD BE. Engine overhauls are expensive, often revealing unexpected problems and hidden costs. Blackhawk makes your King Air “better than new” with factory-new engines that deliver improved performance and savings for the life of your aircraft.

Find out more: +1 (254) 755-6711 sales@blackhawk.aero www.blackhawk.aero Visit us at EBACE Booth #783

Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier Managing Editor Paul Walsh Editor-at-Large Nicholas J. Klenske Senior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries, Michel R. Gr端ninger, Capt. Giancarlo Buono, Markus Kohler, Aoife O'Sullivan, LeRoy Cook, Louis Smyth, Derek A. Bloom, Steve Nichols, Eugene Gordon Business Aviation Consultants Walter Scharff, Guy Visele Director Marketing & Advertising Kathy Ann Francois +32 472 333 636 e-mail advertising@bartintl.com Administration and Circulation Carolyn Berteau Production Manager Tanguy Francois Photographer: Michel Coryn 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

10

FAST TRACK

28

EUROPEAN UPDATE

30

BUSINESS NEWS

OUR ADVERTISERS AND THEIR AGENCIES 29 94 55 111 45 5 27 2-3 39 103 33 15 28 21 25 91 57

Air BP AMSTAT ARINC Baldwin Aviation Safety & Compliance Bizjet Group: Bizjet SA - Eurofly Service SpA Blackhawk Modifications, Inc. BLR Aerospace (BDN AEROSPACE MARKETING) Bombardier Bombardier Customer Services CAE Cessna (MEDIASSOCIATES INC.) Cessna Service Centers, Home Service (COPP MEDIA SERVICES, INC.) CRS Jet Spares Dassault (SINGULIER & ASSOCIES) Duncan Aviation EADS SECA EBACE 2012

19 17 107 13 116 11 99 47 93 37 51 23 81 49 31 8-9 41 115 35 65 83

Embraer Executive Jets (UNIVERSAL McCANN) FlightSafety International (GRETEMAN GROUP) GATES AND PARTNERS Solicitors GE Aviation Hawker Beechcraft Corporation HondaJet (ROUND2 COMMUNICATIONS, LLC) JetExpo 2011 JetNet LLC Jet Support Services Inc. (JSSI) Lufthansa Technik (MEC GmbH) NBAA 2011 Pilatus Aircraft Powerplan Rockwell Collins RUAG Aviation Snecma, Groupe Safran StandardAero Universal Avionics Universal Weather and Aviation Wyvern Yankee Pacific Aerospace (ROMEO OSCAR MARKETING)

114

INSIGHT

MAY - JULY - 2011 Volume XXII - No 2 BART No 132 WWW.BARTINTL.COM

CONTENTS 34

SHOWTIME That's right it's EBACE time again and as always, BART - the Official EBACE Publication -gives you the information you need for a successful show. From the OEMs to engines, avionics, interiors, and everything in between - BART's team of expert writers check in to give you a one-of-a-kind preview of what to expect this year in Geneva.

62

TURBOPROPS, HELICOPTERS AND SUPERSONIC JETS The time is ripe for Turboprop growth in Europe and Marc Grangier reports on what the aircraft really offer.

Meanwhile, Liz Moscrop fills us in on the latest helicopter developments, Jack Carroll explores the exciting world of supersonic business jets and Steve Nichols gets technical with the latest innovations in avionics.

B USINESS A VIATION R EAL T OOL Member 82

INTERIORS, TRAINING AND MROs We get the inside track on aircraft interiors and VIP conversions with Liz Moscrop, who also updates us on the latest developments at FlightSafety International and CAE. Marc Grangier reports that business is booming in the MRO sector and we review the Business Airport World Expo and preview Jet Expo.

100

THE DETAILS LeRoy Cook tries to crack the V1 Conundrum, Aoife O'Sullivan opens the docket on aircraft insurance and Paul Walsh catches up with ARINC Direct in London. Finally we sit down with Alessandro Baviera of Italian operator, Eurofly.

ELEGANCE Aside from its elegance, the P180 Piaggio Avanti II offers the speed of a light/mid size jet and the comfort of a stand up cabin.

OUR COVER With its T-tail and wider-span natural laminar-flow wing, the Cessna Citation CJ3 is configured for precise handling, performance and aerodynamic efficiency.

AGENDA

EMBRAER DELIVERS 8 EXECUTIVE JETS IN 1Q11 During the first quarter of 2011 (1Q11) Embraer delivered eight executive jets. On March 31, 2011, the firm order backlog totaled US$ 16 billion, an increase of US$ 400 million over December 31, 2010.

BizAv FINANCE EVENT TO TAKE PLACE IN SHANNON, JUNE 2011 MIU Events has joined together with Shannon Airport and Shannon Development to initiate a new two day event which seeks to address the topic of financial solutions for Business Aviation. There will be a significant networking element to proceedings with evening functions at the end of both conference days, 29/30 June and a golf tournament on Friday 1 July.

FLIGHTWORX® MOVES INTO NEW FACILITY Flightworx® has moved into a new purpose built facility to cope with demand and better serve its customers. Director, Chris Anderson-Jones states: “Over the last three years Flightworx® has grown from a small UK based Flight Support facility to a fully Worldwide capable service directly managing over 300 owner/operators globally. The UK company headquarters expansion has now given us suitable capability to expand the company further as new clients and requirements continue to grow”.

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GLOBAL PARTS RECEIVES QUALITY CERTIFICATION

CRS JET SPARES ANNOUNCES COST SAVING PROGRAM

GlobalParts.aero, the Hawker Beechcraft parts specialist based near Wichita, has received International Standards Organization (ISO) 9001 + Aerospace Standard (AS) 9120 certification for the company’s Quality Manage-ment System.

This distinction follows on the heels of the company’s earlier accreditation to the Aviation Suppliers Association ASA-100 Quality System Standard.

CRS Jet Spares, a leading Business Aviation aftermarket parts supplier, has introduced a new plan to benefit operators with unscheduled maintenance requirements. The pay as you need program is designed to support capable flight departments with (inhouse) competent staff. Such a program eliminates the need for any pay-by-the-hour excessive maintenance charges.

HAWKER BEECHCRAFT ACCELERATES 400XPR CERTIFICATION PROGRAM Hawker Beechcraft Global Customer Support (GCS) announced it is accelerating the Hawker 400XPR development program by adding a second aircraft to the test program. This aircraft will be used primarily to develop and certify various avionics upgrade options.

“This additional aircraft allows us to engineer the program’s optional avionics upgrade concurrently with the Williams International FJ44-4A engine integration,” said Christi Tannahill, Hawker Beechcraft Vice President, GCS. “This will keep the momentum going on the certification in order to meet the growing demand from our customers.”

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MULTI SERVICE UNVEILS NEW CARD ART Multi Service unveiled new card artwork for the Multi Service Aero Card program. The deployment of the new aviation fuel cards coincides with the aggressive expansion of the program among global military and government agencies.

As the new Multi Service Aero Card artwork is rolled out to cardholders, merchants should be ready to accept purchases from accountholders carrying either the old, gray Multi Service Aero Card as well as the new, blue Multi Service Aero Card.

GE Aviation Business & General Aviation

Introducing the GE Passport

™

The power to go where you want to go The GE Passport is the world’s first integrated propulsion system (engine, nacelle and thrust reverser) specifically designed for ultra-long range, large-cabin business jets. Incorporating TechX technologies, the GE Passport offers longer range from reduced fuel consumption, fewer emissions from state-of-the-art combustion performance and enhanced cabin comfort created from reduced noise and vibrations.* With the GE Passport, you have the power to fly powerfully, more quietly and efficiently – anywhere you want to go.

To learn more, visit geaviation.com/bga.

*versus current generation engines

ROCKWELL COLLINS OPENS SEATTLE SERVICE CENTER Rockwell Collins announced at MRO Americas 2011 the opening of a new, expanded Seattle service center that will enhance the company’s ability to provide asset management and testing for The Boeing Company and its 787 Dreamliner customers.

“This new service center reinforces our commitment to Boeing and its customers,” said Scott Gunnufson, Vice President and General Manager of Service Solutions for Rockwell Collins.

“This expansion will allow us to provide airlines operating the new 787 and other Boeing aircraft with prompt, comprehensive support and spares provisioning through our Global Asset Management program.”

EMBRAER TO PUT LEGACY 600/650 PRODUCTION LINE IN CHINA Embraer signed a framework agreement with AVIC (Aviation Industry Corporation of China) aiming to implement a Legacy 600/650 production line in China, using the infrastructure, financial resources and workforce of their joint venture company Harbin Embraer Aircraft Industry Company (HEAI). In the next few weeks the parties shall finalize the details of the project and execute the relevant documentation

NEW CITATION SERVICE FACILITY IN PRAGUE Cessna Aircraft Company has established a Citation business aircraft service facility in Prague at sister company Bell Helicopter’s service facility at Prague Ruzyne International Airport.

Certified by the European Aviation Safety Agency in February, the center has already begun performing scheduled and unscheduled

14 - BART: MAY - JULY - 2011

maintenance operations. The new Citation service center, sharing nearly 3,000 square meters of shop space, is staffed and managed

by Cessna.

“With the growing fleet of Citations in eastern and central Europe, business already has been brisk,” said Cessna Service Facilities Vice President Stan Younger. “We are beginning with line maintenance and over time we will add more capabilities to provide base maintenance.”

SOME SERVICE CENTERS WILL SEND YOU A MECHANIC. WE SEND YOU A WHOLE SERVICE CENTER. Cessna's Citation Service Center’s HOMESERVICE®: Everything you need, in one box, in your hangar.

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DASSAULT EXTENDS PRACTICAL TRAINING PROGRAM Dassault Falcon is rolling out its certified Practical Training Program for Falcon 900 and Falcon 2000 series business jets, with approval from the French Aviation Authority, DGAC. The program was originally launched in April of 2007 in support of the Falcon 7X entry-into-service and is certified under EASA Part 66 Regulations. The Technical Training Program targets technicians and mechanics and complements the theoretical training provided by Dassault training partners, CAE SimuFlite and Flight Safety International.

METROJET ACHIEVES IS-BAO REGISTRATION

Metrojet has achieved the International Standard for Business Aircraft Operations (IS-BAO) registration. “In achieving this registration, Metrojet has implemented a portfolio of the international standards and industry best practices to manage the safety, security, efficiency and effectiveness of our operations,� said Donald Spruston, Director General of International Business Aviation Council Ltd.

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BOMBARDIER INTRODUCES PARTS SATISFACTION GUARANTEE Bombardier Aerospace raised the bar for customer service excellence with the introduction of a ground-breaking Parts Satisfaction Guarantee for its business aircraft customers.

The guarantee sets high standards for Bombardier’s parts performance, while introducing accountability by waiving the shipping, labour and restocking charges in applicable situations.

In addition, Bombardier continues to make substantial headway in reducing the incidence of No Fault Found (NFF) parts currently in circulation.

Bombardier is the first business aircraft manufacturer to publicly announce parts guarantees and NFF targets for its customers.

18 - BART: MAY - JULY - 2011

LEA CELEBRATES 15 YEARS IN BUSINESS London Executive Aviation is today celebrating the company’s 15th anniversary, looking back on sustained success through dramatic years for global aviation.

Founded on April 1 1996 with just one aircraft, LEA has rapidly grown to become one of Europe’s largest and most respected executive aircraft operators, now flying a diverse charter fleet of 25 jets.

Starting out at the company’s headquarters at Stapleford Airport, LEA today operates seven bases around London and holds a worldwide air operator’s certificate (AOC).

HAWKER BEECHCRAFT LEADS TURBOPROP MARKET Hawker Beechcraft Corporation continued its long-standing leadership in turboprop aircraft sales in 2010 by recording nearly 25 percent of the general aviation industry’s total deliveries in the segment, according to statistics released by the General Aviation Manufacturers Association (GAMA) earlier this year.

Turboprops comprised approximately one third of the general aviation turbine market last year.

JETFLITE INT’L RECEIVES CHALLENGER 601 JetFlite International (JFI), a leading provider of aircraft management and charter services worldwide, has added a Challenger 601 aircraft to its charter fleet.

The Challenger 601 is based in New York at the JetFlite International Center in Farmingdale and is available for charter operations.

20 - BART: MAY - JULY - 2011

PAR AVION LAUNCHES NEW WEB SITE Par Avion Ltd. has launched its new Web site — www.paravionltd.com — with expanded content and added interactive social media functionality.

Par Avion Ltd. is an international aircraft marketing firm based in Houston. The firm specializes in the exclusive representation and acquisition of business aircraft with special expertise.

FLYING COLOURS DELIVERS CHALLENGER 850 TO CHINA

Flying Colours delivered its first Chinese registered aircraft - a Bombardier Challenger 850 business jet (Serial No 8102) to BAA Jet Management Ltd based in Shenzhen on March 22nd. The aircraft left Flying Colours’ Peterborough, Canada facility routing to the East and arrived into China on March 25th. The aircraft is scheduled to go into service this week as the second of the type in the region available for third party charter.

GULFSTREAM SUPPORTS NTSB IN INVESTIGATION OF G650 CRASH Gulfstream Aerospace Corp., has had flight-test and engineering department personnel on site in Roswell, N.M., participating in the National Transportation Safety Board’s (NTSB) investigation of the April 2 crash of a Gulfstream G650 aircraft.

Immediately following the accident, Gulfstream elected to temporarily suspend the flight activities of its four remaining G650 flight-test aircraft as the NTSB, the Federal Aviation Administration (FAA), the company and suppliers work together to analyze the accident.

All other certification and production work on the G650 program continues, and all other activities at the company are proceeding normally.

“We are participating fully in the aircraft investigation,” commented Pres Henne, Senior Vice President, Programs, Engineering and Test, Gulfstream, “and will only resume flying the G650 when we and the Federal Aviation Administration are satisfied it is safe to do so.”

The crash of G650 Serial Number 6002 occurred during takeoff-performance testing.

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LEGACY 650 JET CONTINUES LONG-RANGE FLIGHT DEMOS Embraer’s Legacy 650 large executive jet recently completed a round trip between São Paulo and Fort Lauderdale/Hollywood International Airport (FLL), located 20 miles (32 km) north of Miami.

Following the Dubai-London flight (3,500 nautical miles or 6,482 kilometers) accomplished last year, this time the Legacy 650 demonstrator covered 3,641 nautical miles (6,743 kilometers) of ground distance in 8 hours and 48 minutes on the Miami-bound leg. The flight was conducted with nine occupants – six passengers and three crew members – aboard a typically equipped Legacy 650. On the southbound leg, the aircraft flew nearly the same ground distance – 3,623 nautical miles (6,710 kilometers) – in 8 hours and 43 minutes, but carrying 11 occupants – eight passengers and three crew members.

24 - BART: MAY - JULY - 2011

DAN DOMINGUEZ GETS BALDWIN BUSINESS AVIATION MANAGEMENT SCHOLARSHIP The National Business Aviation Association (NBAA) today announced the recipient of its Donald A. Baldwin Sr. Business Aviation Management Scholarship, which benefits individuals seeking to become NBAA Certified Aviation Managers (CAMs). The scholarship, which is given annually in coordination with the family of Donald A. Baldwin Sr., promotes professional development in Business Aviation by providing financial support for qualified CAM exam candidates. The recipient of the 2011 scholarship is Dan Dominguez, Chief Pilot with Taughannock Aviation Corp in Ithaca, NY. Dominguez was recognized during the NBAA 19th Annual Leadership Conference held last month in San Diego, CA, where Donald Baldwin Jr. announced the scholarship results in honor of his father.

D U NCA N AV I ATION BUSINESS AIRCRAFT SERVICE & SUPPORT ■ ■ ■ ■ ■ ■ ■ ■

Aircraft Acquisition & Consignment Airframe Maintenance Avionics Installation Engine & APU Government & Special Programs Paint & Interior Parts, Avionics, Instrument & Accessories Emergency Assistance (AOG)

Duncan Aviation is an independent business aircraft support organization providing complete service and technical support. The Duncan Aviation name is well-known and respected by manufacturers, service providers and operators around the world. We have a strong reputation for providing one-stop premier aircraft services—delivered on time—for a wide variety of business aircraft.

Visit us at EBACE Booth #7001.

LNK +1.402.475.2611 ■ www.DuncanAviation.aero/worldwide ■ BTL +1.269.969.8400

SATCOM DIRECT BECOMES DISTRIBUTION PARTNER FOR INMARSAT Satcom Direct, provider of satellite voice, fax, datalink and Internet communications solutions, announces it has become a Distribution Partner for Inmarsat's Global Satellite Phone Services (GSPS), including IsatPhone Pro, which targets the corporate, government, and military aviation industries, maritime, emergency response and media outlets, as well as recreational users travelling to remote locations with limited cellular and data network coverage.

GULFSTREAM ENHANCES AIRBORNE PRODUCT SUPPORT™ PROGRAM Gulfstream Aerospace Corp. recently enhanced its Airborne Product Support (APS) program, adding a back-up aircraft, three pilots and two technicians to support customers facing aircraft-onground (AOG) challenges.

Gulfstream introduced the industry's first airborne aircraft maintenance and support program in May 2002. It is the only support program in the industry with a dedicated aircraft available 24 hours a day, seven days a week, 365 days a year to deliver flight-essential parts or technicians to customers whose aircraft are under warranty in North America and the Caribbean. The addition of another Gulfstream G100 means one aircraft should always be available for customer support.

"As the in-service fleet of Gulfstream aircraft continues to grow, we are committed to enhancing our product support capabilities along with it," said Mark Burns, president,

26 - BART: MAY - JULY - 2011

Gulfstream Product Support.

"Since we launched the first Airborne Product Support aircraft in 2002, we have heard time and again from customers how much they appreciate this high level of service. Having a dedicated team - two aircraft, nine pilots and eight technicians - as well as behind-the-scenes logistical support, gives us the rapid-response resources needed to get AOG customers back in the air and avoid a missed trip. We are committed to enhancing the APS program to remain at the forefront of AOG support."

PEOPLE Al Bateen Executive Airport Al Bateen Executive Airport has appointed Pauline Smith to a new role as FBO Manager.

BDN Aerospace Marketing Sam Jantzen has joined BDN Aerospace Marketing as the company’s Vice President of Sales and Marketing.

NBAA COMMENDS FAA ADMINISTRATOR National Business Aviation Association (NBAA) President and CEO Ed Bolen has issued the following statement on issues of air traffic controller fatigue and scheduling: "For years, fatigue and scheduling have been critical safety issues across a number of aviation disciplines. NBAA commends the leadership of Federal Aviation Administrator Randy Babbitt on his action to promptly confront the challenging set of issues raised in recent air traffic control events with revised rules regarding rest time between shifts for controllers, and new safety-conscious procedures for setting controller shifts.

"Likewise, NBAA welcomes the commitment air traffic controllers have demonstrated to work with the Administrator on effective solutions to fatigue-related challenges. The controllers are key aviation safety partners for Business Aviation. Every day, thousands of Business Aviation flights in the United States operate safely under the guidance of professional air crews and the approximately 15,000 professional air traffic controllers in the National Air Traffic Controllers Association (NATCA).

Bombardier Aerospace Bombardier Aerospace has appointed Carine Truong, Sales Director, Asia-Pacific, responsible for North and South-East Asia, excluding Indonesia; and Michael Han, Sales Director, China, including Hong Kong and Macau.

The Russia and Commonwealth of Independent States (CIS) team also grows with the addition of Philippe Dalcher, Sales Director, Russia; and Manny Kapranos, Sales Manager, Russia and CIS and Ross Mitchell is appointed to Sales Director, Eastern Europe.

CRS Jet Spares CRS Jet Spares, a leading Business Aviation aftermarket parts supplier, has named Eduardo Rosales as Mexican Sales Manager.

Sam Jantzen Blackhawk Modifications.

Jim Allmon, President of Blackhawk, announced today that the company has appointed Edwin Black as Director of Global Sales. Scott Cheairs will fill the newly created position of Director of Core Parts Sales.

Dallas Airmotive Wendel Lambert has joined Dallas Airmotive, a BBA Aviation Engine Repair and Overhaul Group (ERO) company, as Regional Service Representative for the company’s AgRight agricultural aviation services program.

Wendel Lambert

Edwin Black

DART Helicopter Services Mike O’Reilly, President of Eagle Copters, Ltd., in Calgary, Alberta, Canada, has succeeded Jeff Shapiro as DART’s President and CEO.

Hawker Beechcraft Corporation Hawker Beechcraft Corporation have announced the appointment of Mike Turner as Senior Product Marketing Manager, Global Customer Support.

In his position, Turner is responsible for all elements of customer support marketing worldwide, Mike Turner including Hawker Beechcraft Services, Hawker Beechcraft Parts & Distribution (HBP&D), Support Plus, Technical Support and additional aftermarket programs.

Turner joins HBC from StandardAero in Tempe, Ariz., where he served as director of Marketing and Corporate Communications for the international maintenance, repair and overhaul organization. Prior to StandardAero, he was the Senior Manager of Public Relations for HBC from 2005 through 2007. Additional experience includes marketing, branding and public relat i ons role s with Sulliv a n H i g d o n & S i n k i n Wichita and Elliott Aviation in Illinois. Turner also worked in new and used aircraft sales for Elliott Aviation.

Oriens Advisors Oriens Advisors’ founder Edwin Brenninkmeyer, takes the role of Chief Executive Officer at the company, while the new role of Chairman is now filled

by Archie Garden.

Piper Aircraft Piper Aircraft Inc. has named Dana Cox, an experienced aviation business development and sales executive, as the company’s Director of Sales for the Asia/Pacific region, headquartered in Brunei.

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GAMA The General Aviation Manufacturers Association (GAMA) has announced that Amanda Joyner will join the Association as its new Director of Government Affairs.

FOR YOUR

FlightSafety International FlightSafety International has promoted Todd Bitgood to Assistant Manager of its Learning Center in St. Louis, Missouri.

Scan with your smartphone

Jet Aviation Ann Hein, who has been with Jet Aviation for 17 years, has been appointed as director of PR and communications for Jet Aviation in the Americas.

Meanwhile Mary-Lou Murphy has been appointed new Manager, PR & Communi-cations for EMEA & Asia responsible for all lines of business in the EMEA & Asia regions.

Landmark Aviation-AVL Marty Kretchman is named General Manager of Landmark Aviation-AVL. Signature Flight Support Corporation Signature Flight Support Corporation has appointed Karl Bowles as Sales Manager, Middle East.

BART: MAY - JULY - 2011 - 27

From the cockpit to the hangar‌

EUROPEAN UPDATE

EUROCONTROL EXTENDS ETS SUPPORT FOR AIRCRAFT OPERATORS

sales

repairs

Beechjet Lear

outright Falcon

exchanges Hawker Gulfstream

Aircraft operators now have access to EUROCONTROL's Emission Trading Scheme (ETS) Support Facility. The Facility first went live on Monday 17 January 2011, with initial access only given to the ETS competent authorities of the EU Member States that have concluded negotiations with EUROCONTROL. The Support Facility will assist these authorities in meeting their regulatory requirements under the scheme, enabling them to do so at a lower cost through provision of validated pan-European data from a central, trusted source.

Upon request from the competent authorities, (and having received approval from EUROCONTROL's Member States), EUROCONTROL is now extending this support to those aircraft operators covered by the EU emissions trading scheme.

Since 1 March 2011, aircraft operators have been able to request data held in the Facility relating to their detailed traffic information and associated annual emissions estimations as relevant to the ETS scheme.

The service is available via the EUROCONTROL website and a handling charge of â‚Ź400 is applicable.

Third parties, such as EU ETS verifiers and aviation services and management companies, are able to apply to receive data on behalf of those aircraft operators whom they are assisting with their ETS reporting obligations. An identity verification process is applied before data is released.

The ETS-SF/AO is a support function operated by EUROCONTROL to provide Aircraft Operators (and other third parties authorized by them such as verifiers and service companies) included in the European Commission's EU ETS list of Aircraft operators with information to support them in discharging the obligations pursuant to Commission Decision No 2007/589/EC of 18 July 2007 establishing guidelines for the monitoring and reporting of greenhouse gas emissions pursuant to Directive 2003/87/EC of the European Parliament and of the Council (Official Journal of the European Union, series L, number 229, 31 August 2007), last amended by Commission Decision 2009/339/EC of 16 April 2009.

The ETS-SF/AO support function has been approved by EUROCONTROL's Permanent Commission through Directive 11-75 (4 February 2011).

The information provided by EUROCONTROL for a specific Aircraft Operator consists of: -A draft annual emissions report for 2010, presenting what that Aircraft Operator's report would be if based on the flight data information available to EUROCONTROL and on the fuel burn and CO2 emissions estimated by EUROCONTROL by applying the same methodology used in the EUROCONTROL small emitters tool. This draft report is provided in the form of an Excel file compliant with the EU ETS Scheme reporting format for such documents. This report will include also the "kilometers" data for the airport pairs contained in the report (for the tonne-kilometer verification).

-A text file in a comma separated file (csv) format containing the list of the flights attributed to the Aircraft Operator and operating in the ETS area (both included and exempted fights). This has details allowing the identification of the flight and the reasons for its inclusion, exemption, the attribution to the operator, and the "kilometer" data (departure airport , destination airport , departure date and time , call sign , aircraft registration mark -if available-, flown distance , applicable route charge exemption -if any- , estimated fuel consumption , estimated CO2 emissions, possible ETS exemption as determined by EUROCONTROL) upon which the Aircraft Operator's draft annual emissions report is built.

In this first year of operation, the information and data can only be provided by email. It is envisaged that in the following years the Aircraft Operator will have permanent access to the Facility via the internet through which it will be able to consult and retrieve its relevant information throughout the year.

ÿ

EUROPEAN BUSINESS AVIATION FLIGHTS GREW BY 5.5 PERCENT IN 2010

In 2010, aviation in Europe pulled out of the economic downturn and began to climb again according to a recent briefing from Eurocontrol.

France and Germany slightly increased their shares of total European Business Aviation departures in 2010, from 16.9 percent to 17.4 percent and from 13 percent to 13.8 percent respectively. In particular, Germany grew by 8 percent, well ahead of the 5.5 percent average.

Nice, London/Luton, Zurich and Brussels all saw near 15 percent growth in Business Aviation flights. Though Italy increased its share overall, its two main airports were relatively weak, so Nice & London/Luton pushed ahead of Linate and Ciampino into 3rd and 4th place, respectively, behind Le Bourget and Geneva.

The Main Flows France domestic remained the busiest flow. By contrast, the fastest growing individual flow in 2010 was Turkey-Turkey, with German internals, UK-Switzerland and UK-North Atlantic also strong. It is notable that a number of flows to the Middle East and former CIS were relatively strongly-growing (even in terms of additional flights, not percentages), while still small.

Aircraft Types Grouped by nominal seat class, it was the 19-seaters which flew most in Europe in 2010. Top 3 of these were Falcon 2000, Challenger 600 and Falcon 900 all with more than 70 flights per day. The Gulfstream 5 wasn't far behind, close to 60 flights per day, and by growing 12 percent on the year it drew closer to the top 3.

In fact the fastest-growing seat class was the 6-seater jets. Half of this growth was from the Mustang, with the bulk of the rest of the growth from the Citation CJ3 and Phenom 100. By nominal seat class, the 19-seaters flew most in Europe in 2010. The 6-seater jets added most to overall traffic.

Source: EUROCONTROL

ÿ

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HAWKER BEECHCRAFT SEES GROWTH IN AVIATION FINANCING

facturers, is playing a more proactive role in helping financial institutions develop a better understanding of the aircraft industry by providing information on future product developments and life cycle plans, for example. These efforts have helped in reducing the asset-associated risk in transactions and created an environment that allows for lending to a wider customer base.

In addition, HBC is doing more to assist potential customers with gathering the relevant material needed to secure financing and making recommendations on potential banks for loans or leases. Financing costs are reduced when customers position themselves in the most transparent way and structure their purchase correctly in terms of registration and operation.

Hawker Beechcraft Corporation (HBC) has announced that it has seen the overall cost of aircraft financing decrease throughout the past 24 months compared to prices seen during the economic downturn, with buyers seeing greater access to aviation financing.

The company says these trends have been aided by a number of factors including the global economic recovery, an increase in knowledge and sophistication of the key players in aircraft asset-based financing, growing competition among local institutions expanding into the global marketplace, and the increasingly active role of manufacturers in helping potential clients find financing.

“Over the past 12-24 months, we have seen a gradual, yet consistent thaw in the aviation finance sector as a number of lenders have gained an increasing appetite for this business,” said Kirsten Bartok, HBC Vice President, Global Aircraft Financing. “A number of large commercial banks are looking to offer aviation finance in a growing number of countries outside of Western Europe and North America, and some smaller indigenous banks are looking to enter or grow their footprint in this market within their own countries, and in some cases beyond this.”

One of the reasons for this growing interest is that HBC, along with other aircraft manu30 - BART: MAY - JULY - 2011

As private banks increase their knowledge and understanding of the aviation industry, HBC has seen them take a more proactive role in not only assisting their clients with their aircraft purchase, but also in educating them on the range of aviation products.

Further, HBC has seen an increased role on the part of export credit agencies (ECA) in the Business Aviation sector, especially in emerging market countries where financing is often harder to secure. ECA financing has historically been very supportive of commercial aircraft purchases and their success in this sector is fueling their involvement in business aircraft purchases as well.

Greater involvement on the part of aircraft manufacturers in providing more industry data and playing a larger role in introducing customers to financial institutions has also led to further interest in post-transaction financing (also known as cash-out or refinancing transactions). Through assisting in building relationships between customers and banks at an early stage, customers are becoming better positioned to purchase an aircraft at a highly competitive price with a temporary line of credit or cash, and then work with the bank to procure more long term financing after the sale.

“Over the past year, the aviation finance sector has grown and become more sophisticated,” Bartok said. “We expect the availability of financing to continue increasing as well.”

$

GROWING DEMAND FOR MIDSIZE PRE-OWNED BUSINESS JETS

JetBrokers Europe, the Farnborough-based European arm of JetBrokers Inc, is experiencing an increased demand for midsize pre-owned business jets. The company has experienced a steady growth of interest since the end of February reinforcing current reports that optimism is returning to the industry and recovery is beginning to emerge. Currently, JetBrokers is receiving multiple new enquiries every week from potential buyers and vendors with demand largely focused on the midsize jet market.

JetBrokers Europe Managing Director, Tim Barber comments: “The global pre-owned business jet inventory has fallen somewhat in the past 12 months and as economic recovery strengthens, we expect to see even greater activity in the pre-owned market.

Buyers are definitely starting to return, are more optimistic and more ready to commit.

Those looking to acquire high quality preowned business jets at attractive prices will find some great deals around.”

Alan Cunningham, Partner and Aviation Finance Lawyer at DWF who regularly works with JetBrokers Europe comments: “We are definitely experiencing more activity of late. In the past six months most of the activity has been concentrated at the top end of the market but since the beginning of the year, the mid and lower end has really picked up. The increased interest in the midsize jet market at JetBrokers Europe would appear to bear this out. We believe the growing demand is being led primarily by an increase in business confidence as well as greater accessibility to financing.”

Aviation financier, Jim Crowley, MD of Guggenheim Partners Corporate Aircraft Group, adds: “We are seeing much more activity and interest from serious prospects looking for potential financing on pre-owned jet purchases. JetBrokers Europe’s listings reflect the trends we’re seeing with an increased number of phone calls from within the European market and also from new emerging regions such as the Middle East and Asia. I think a few buyers have learnt that it’s again a good time to buy.”

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EBAA

CEO’s CORNER

EBAA RAISES ITS GAME TO MATCH BIZAV GROWTH

By Brian Humphries

Eurocontrol continues to provide an excellent service to our sector by not only providing the monthly reports of BizAv activity levels we publish as a Member service, but also an annual report, the 2010 update, which has just been received. From this, we were very pleased to note that last year Business Aviation returned to our position as the fastest growing sector after the low cost carriers, contributing strongly to the overall growth in European air traffic activity. Bouncing back from 2009 with an increase of 5.5 percent, our sector also demonstrated our resilience in coping with the unexpected during the ash crisis, where we were the least affected market segment.

Overall, Business Aviation’s share of IFR flights in Europe climbed from 6.9 percent in 2009 to 7.3 percent in 2010.

Looking deeper into the figures, it was the large Business jets that were busiest in Europe in 2010, but for the first time the fastest-growing seat class was the small 6-seater jets, including VLJs. However, whilst all this is indeed very good news, we must be realistic that in the medium-term, with an expectation of economies continuing to be relatively weak, we cannot expect a return to pre-crisis growth rates.

I am pleased to report that such increases in activity and market confidence are similarly reflected in our own activities. In particular, EBACE looks set for a very good year, with exhibitor numbers, booth spaces and hotel bookings all well up on 2010.

Indeed, reserved booth spaces are already the highest number EVER. At our AGM held at Eurocontrol in March we were also delighted to be able to report to members that our membership has now reached a new record at over 480 members from 62 countries. But, rightly, Members expect a high standard of service and it was encouraging to review just how

32 - BART: MAY - JULY - 2011

many of the goals we set ourselves back in 2007 for enhancing Member value have been delivered. These range from raising our sector’s profile and establishing our credibility with both the public and officials, to giving direct support to our Members with safety tools, through effective lobbying, to being truly influential in the rulemaking and regulatory processes to reflect the needs of our sector. A good example was our success in gaining EASA recognition of the need for different FTL rules for BizAv, to be developed separately from those for mainline commercial operations. We were also delighted with the many favorable comments we received after our Vienna forum, which we reported about in the last issue, and we are now taking forward the actions identified by our Members.

Indeed, much work continues right across the board, not least in the ongoing revisions to slot rules and trying to make the very poor ETS legislation at least affordable and workable for our diverse sector with its many very small operators. I shall be reporting further on these issues in future columns. Meanwhile, to meet the growing workload, we are in the process of recruiting additional highly qualified staff to support us in the process.

We also continue to be very active in SESAR, where we have now brought helicopter interests into the EBAA consortium to ensure that the needs of this sector are not overlooked in the Single European Sky. What perhaps had not been fully anticipated was the recently issued consultation by the UK government to impose swinging new Air Passenger Duties on the Business Aviation sector. Moreover, from the misperceptions revealed in the document, it seems that British government officials are, surprisingly, still deaf to the message clarifying the core values of

BizAv being voiced by our national colleagues. Especially unfair is that the consultation proposes a flat fee at the highest standard rate on each business aircraft passenger, regardless of the distance to be flown.

EBAA is clearly disappointed by this proposal, not least because national Business Aviation representatives were omitted from the initial consultations. As a result, it is clear that UK officials have an extremely poor understanding of Business Aviation’s purpose, value (as recognized by the European Parliament and Commission) and exceptionally good environmental performance, including our formal commitment to continuous improvement.

However, now that the consultation is in its second, formal phase, EBAA is working in close collaboration with leading association members, the British Business and General Aviation Association (BBGA) and the British Helicopter Association (BHA), to open a dialogue with the UK government to better explain the role of Business Aviation in connecting communities and businesses not served by the airlines. We will also seek to explain a notable difference from the airlines, in that Business Aviation will have to buy virtually all our ETS carbon offsets, thereby already meeting our “responsibility for preserving the global environment”, a key stated goal of the new tax. Finally, as proposed, the new tax is by no means fairly applied, a second stated goal in the consultation.

So the theme remains much the same. Overall, our sector is on the return to health, but there are some serious threats out there that we in the EBAA must continue to address convincingly and effectively if we are to ensure that the operating environment in Europe remains fair and affordable to facilitate the continuing growth our customers demand.

ÿ

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PREVIEW

EBACE 2011

SOMETHING TO GET EXCITED ABOUT

By Nick Klenske CAN YOU BELIEVE IT? Spring is here and EBACE is already on the horizon. And as always, BART – the Official EBACE Publication – is here to give you all the insights and information you need for an exciting and productive show.

Within the following pages you will find in-depth articles and interviews with the movers and shakers of the Business Aviation world. From the OEMs to engines, avionics, charter companies, trip planners and everything in between – BART checks in to give you a one-of-a-kind preview of what to expect this year in Geneva.

The only thing we can’t predict is the weather.

As of press time, Hall Seven had a waiting list, while Hall Six was completely sold out and Hall Five filling up quickly.

“Our job is to try to make everyone happy – from exhibitors to attendees,” says Humphries. “Trying to find enough space is a good problem to have at this point in time.”

CONFIDENCE

Growth in the Business Aviation industry means that the prospects for a good turnout at EBACE 2011 are good.

Building on Momentum Last year, despite the global economic recession, EBACE boasted its third largest crowd ever. As the industry begins to rebound and flight activity continues to increase – expectations for EBACE 2011 are high.

“As of right now, things are looking pretty good,” says EBAA CEO Brian Humphries. “Using early March as a reference point, our bookings are up by 18 percent from the same time last year and hotel bookings are up even

34 - BART: MAY - JULY - 2011

more – so there’s plenty of reason for the entire industry to be excited.”

Granted, it’s still early, and you can’t base too many predictions on hotel room bookings, but the signs are there that this year’s edition of EBACE – the 11th annual – is going to be big.

“There’s definitely a sense of excitement across the industry,” notes Humphries. “And this is being seen in how fast the halls of Palexpo are being filled.”

EBACE as a Market Barometer Many look at the success of EBACE as a good measuring point on the current state of health of the market. The show is also seen as an indicator of where things might be going – particularly as to the European market.

EBACE 2011 is offering plenty of good reasons to be optimistic about both.

“We’re seeing an upturn in flying activities,” says Humphries. “But we have to keep in mind that this is still a very tough market with very small margins.”

Accordingly, Humphries feels many companies are seeing a need to get out and push their brand on the regional and international markets.

“And EBACE is the perfect, international stage for doing so,” he adds.

One thing that makes EBACE such a popular show for companies is its intimate character. Whereas NBAA is so big it’s hard to get the one-on-one face

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PREVIEW

time that this industry thrives on (let alone getting from one side of the show to the other!), EBACE is still all about preserving the personal touch to doing business. However, as the show continues to evolve, many fear EBACE will outgrow this unique characteristic.

“Of course we’re sensitive to this issue,” says Humphries. “What we offer at EBACE is a premium product.

It may be a bit pricey, but in return you get an effective, unique and personal platform from which to do business on.”

According to Humphries, the key to preserving this element of EBACE is to find a balance between offering a premium product and a practical service that meets peoples’ needs.

“As long as we stay in the 10 to 15,000 attendee mark, there’s no problem,” says Humphries.

VALUE

EBACE gives exhibitors a unique personal platform from which to do business on.

More than a Show Anyone who has been to EBACE before already knows the event is much more than just an exhibition.

EBACE is also the place to learn and share knowledge with the leading minds and decision makers affecting the industry. In fact, as the premiere

36 - BART: MAY - JULY - 2011

EBACE 2011

gathering for the European Business Aviation industry, EBACE serves as a top forum for industry leaders, policy makers, media representatives and consumers to gather together for networking, learning and discussion. EBACE 2011 is no exception.

This year, EBAA is working to better tailor the information sessions to the issues unique to the European Business Aviation sector.

“Instead of the traditional Bombardier Safety Standown, this time we’re doing something different,” says Humphries. “This year we have decided to run our own program jointly with NBAA and the UK Business Aviation Safety Partnership.”

Humphries says the session will focus on evergreen safety issues particular to the European operator.

“There are a lot of safety issues unique to Europe, such as level busts, for example,” says Humphries. “These are the real problems that our industry faces and our sessions will aim to address the complex question of ‘how we are going to solve them.”

The program is funded by EBAA and free for all attendees.

It’s Showtime!

Will EBACE 2011 break records?

Will it maintain its ‘personal touch’?

What will be the game-changing announcements? Who will make headlines with contract signings?

These are the questions surrounding EBACE 2011 and these are the questions that we’ll just have to ‘wait and see’ for the answers.

But one thing is for sure, EBACE 2011 will once again showcase Business Aviation both here in Europe and beyond as being a growth engine for business success.

“We’re again pushing EBACE as being a growth engine for Business Aviation in Europe, even as we begin to emerge from this recession,” says Humphries. “And as always, EBACE remains a key contributor to our growing membership base and revenue streams.”

So with that, see you in Geneva!

ÿ

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PREVIEW

EBACE 2011

BOMBARDIER GOES GLOBAL

Launched at NBAA 2010 in Atlanta, Bombardier’s new Global 7000 and Global 8000 made a big splash. Expect the OEM to arrive in Geneva with exciting news about both these planes, along with its Learjet 85.

Nick Klenske reports.

B QUARTET

The Global 8000, 7000 and 5000 along with the Global Express XRS, make up the Global family.

ombardier stole headlines at NBAA as they hosted an extravagant launch event for the latest additions to its Global family. The Global 7000 and Global 8000 are being framed as industry game-changers, each featuring an all-new high-speed transonic wing, combined with nextgeneration GE TechX 16,500 lb thrustengines that guarantee to deliver significant efficiency and emissions advantages. At the time of their release, both aircraft were priced at $65 million (2010 value).

Specifically, according to Steve Ridolfi, President, Bombardier Business Aircraft, the Global 7000 fea-

38 - BART: MAY - JULY - 2011

tures a four-zone cabin, with a volume of 2,637 cubic feet. “The 7000 will have a high-speed cruise of Mach .90 and a range of 7,300 when flown at Mach 0.85,” he says. “This means you can fly from London to Singapore, New York to Dubai or Beijing to Washington non-stop with 10 passengers. This puts it in a league of its own.”

According to Ridolfi, the 8000 ups the ante even more. “The Global 8000 will fly farther than any other business jet on the market today. It has a range of 7,900 nm at Mach 0.85 and will connect Sydney to Los Angeles or Hong Kong to New York when flying eight passengers.”

Since its launch, the jets have already taken off.

In March, as part of an order of 120 Global Business Jets, NetJets confirmed that this deal included 20 firm orders for the 7000 and 8000 jets, deliveries of which will begin in 2017.

According to Ridolfi:“We are very proud to have NetJets select the Bombardier Global aircraft family. We are especially happy that NetJets

shares our excitement in the Global aircraft family strategy, including our recently-launched Global 7000 and Global 8000 jets.”

“We are very impressed with Bombardier’s product strategy and vision for the future,” confirms Jordan Hansell, President, NetJets Inc. “These aircraft will be an excellent complement to our existing large cabin capabilities and overall fleet that is unmatched in private aviation.”

As for the latest updates on these two jets? Bombardier is keeping tight lipped, saying only “we’ll have some news at EBACE.” Learjet 85 on Track According to company sources, the Learjet 85 continues to progress on schedule. Late last year, the program reached several significant milestones, including surpassing the 50 percent mark on the detailed design phase.

Parts manufacturing is well underway at both Bombardier sites and via suppliers. And both the Wichita final assem-

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PREVIEW bly site expansion and Queretaro facility are up and running.

In other words, all systems are go for the planned 2013 entry into service.

“We are very excited to see the program continue to advance with such great momentum,” says Ridolfi. “We are working together with all of our suppliers and continue to hit our program milestones. We are very encouraged by the progress we see each day.”

Launched on October 30, 2007, the new Learjet 85 aircraft will be the first Bombardier jet to feature a composite structure and wing and will be the first

FIRST primarily composite structure busi-

The Learjet 85 will be the first Bombardier jet to feature a composite structure.

Bombardier delivered the first Challenger 300 to be operated from China (right).

ness jet designed for type certification under US Federal Aviation Administration FAR Part 25.

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40 - BART: MAY - JULY - 2011

EBACE 2011 In Other News It’s not just the new programs that are making headlines at Bombardier, its entire lineup continues to surpass milestones. In February, the company celebrated the entry into service of its 300th Challenger 300 business jet. The aircraft was handed over to an undisclosed North American customer during a delivery event at Bombardier Aerospace’s headquarters in Dorval.

Customer representatives, company leaders and employees from an almost 1,000-strong Challenger workforce were on hand to mark the occasion.

“The rapid growth of the Challenger 300 jet’s worldwide fleet is testament to this young aircraft platform’s excellent reputation for reliability and performance,” said Ridolfi. “We are encouraged by companies who recognize the strong value of business aircraft and choose to invest in our products and people.”

At the same time, Bombardier also continues to expand its international reach, with significant announcements regarding sales in both Latin America and China. In March, Bombardier announced that it delivered its first Challenger 605 aircraft to an undisclosed customer to be operated from Mexico.

“This milestone delivery for the Challenger 605 jet reconfirms this aircraft’s leadership worldwide,” said Fabio Rebello, Regional Vice President, Sales, Latin America, Bombardier Business Aircraft. “The Challenger series of aircraft, and the

Challenger 605 jet in particular, are leaders in their category in Mexico, with a market share of over 48 percent, and in Latin America, with a 55 percent market share. The dynamism of the Latin American market and the growing travel requirements of Latin American companies are paving the way for a solid expansion of our fleet in the region,” he added.

And just days later, Bombardier Aerospace delivered the first Challenger 300 jet to be operated from China to Donghai Jet Co., Ltd. based in Shenzhen, Southern China. The aircraft is the first of five Challenger 300

jets ordered by Donghai Jet on November 13 2010.

“This is a very important milestone for Bombardier’s growing China-based fleet,” said David Dixon, Regional Vice President, Sales, Asia-Pacific, Bombardier Business Aircraft. “The Challenger 300 jet will offer Donghai Jet’s customers the perfect combination of performance and comfort for their increasing travel requirements throughout China. We look forward to a long relationship with Donghai Jet as they further develop their business jet charter operations in China,” he added.

Although the Canadian-based company may be tight lipped about what’s planned for EBACE, if the rate of news leading up to the show is any indication, expect a big follow up to its performance at NBAA this spring in Geneva.

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ÿ

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PREVIEW

EBACE 2011

CESSNA SHARPENS ITS COMPETITIVE EDGE

I

By Jack Carroll

n 2008, Cessna was on the verge of becoming a $6 billion business, forecasting deliveries of some 500 business jets. As Tom Aniello, Vice President, Marketing, recalls, “At that point we had over 16,000 employees worldwide, had just launched the large-cabin Columbus program and were running full capacity at our facilities in Wichita and Independence, Kansas as well as Columbus, Georgia.”

PENDING

In anticipation of the Citation TEN, Cessna will bring a Citation X fitted with elliptical winglets at EBACE.

Then came the crash. As Aniello explains, “In late Spring 2008 we noticed things tapering off and by August it was evident that our economy—and in fact the global economy— were in deep trouble. Orders were still coming in but the overall numbers were steadily decreasing. In 2009 cancellations started increasing, average utilization of our aircraft dropped off, and we were still looking for the bottom of a shrinking market.” This of course meant production adjustments and the inevitable layoffs.

42 - BART: MAY - JULY - 2011

According to Aniello, the bottom was finally reached in late 2009/early 2010—with an deceiving uptick in 1Q—, followed by a downturn in April as orders from Europe and Eastern Europe also started sliding. “But after that, the situation was pretty stable,” says Aniello, “and we ended 2010 in relatively good shape with fourth quarter orders and deliveries fueled by accelerated depreciation in the US, while exports also increased thanks to special financing we arranged through the Export-Import Bank. In fact, our order intake in December was the highest since October 2008. We also cleared out a lot of aircraft and had very little inventory at year end.”

Cessna delivered 179 jets in 2010 and the company sees 2011 as another challenging year. “Fairly flat with about the same or a slightly higher number of deliveries,” says Aniello. “While our forecasts might be seen as overly conservative, we are sizing our business based on the realities of the marketplace and expect to see a significant increase in orders and deliveries in 2012.”

Export Markets Post Orders And Deliveries Gains According to Aniello, before the fallout in 2008-2009 the US accounted for 70 percent of sales, with exports at 30 percent. “Since then there’s been a dramatic shift in exports, which are now at about 50 percent of our sales total. We’re seeing continued growth in China, the Middle East, India and Russia, but we’re also expending considerable resources in emerging markets, such as Southeast Asia and Asia/Pacific, to ensure that the Cessna brand is well established in those areas, while we continue to support our core markets.”

Cessna’s core markets make up about 85 percent of sales and include the US at 50 percent; Western Europe 25 percent and Latin America at 8-10 percent. Having just returned from an exhaustive tour of his considerable territory, Trevor Esling, Vice President International Sales, reports: “I’ve become a bit more bullish on prospects for Eastern Europe and

Russia. I think there’s still great potential there, at least in the short to medium term, as their economies get more integrated into the EU. Also, there’s more aviation infrastructure and pilotfriendly ATC coupled with ease of aircraft movement, all of which I think will give Business Aviation a strong boost in these regions.”

Taking a world view, Esling points out that, “Today our most active area is Latin America, particularly Brazil. It was a good market for us in 2010 and seems set to continue in 2011. Europe has been slow, but we’re now seeing clear signs of activity there in terms of renewed buyer interest and increased charter business.

We’re also noting considerable activity in China, where there remain issues over infrastructure, airspace, taxes and so on, which are substantial barriers to business aircraft sales. But it’s clear that Business Aviation in the private sector has taken hold. Certainly, in the context of the huge Chinese market, the growth potential is high, but in terms of overall fleet size, it remains small in comparison with other markets. Will the pace of reform pick up, or slow down? Only time will tell.”

Cessna Stays Focused On Light and Midsize Jets In terms of unit sales, the entry level Mustang has been very successful and should prove to be an excellent lure to bring new operators into the Cessna “family” where there are more than enough models to keep a growing customer satisfied. Cessna’s lengthy product line ranges from the Mustang on up to an array of light and midsize jets—the company’s “bread and butter” over the past 40 years—including the CJ series, Excel and Sovereign.

One might say the new Citation Ten is in a class of its own.

As the new CJ4s are coming on line, Aniello notes that, “Buyers are just beginning to appreciate all its benefits. I think it will turn into a versatile workhorse, just like our Citation V, Ultra and Encore; a “go-to” airplane in terms of cabin size, performance and overall value. We have a solid backlog and are ramping up deliveries this year.” The Encore+ has been discontinued, just in time to leave plenty of room for the CJ4.

In the international arena, Esling adds that, “Interest is high on the CJ4 and will be more so since we’ve started a worldwide demo tour with the aircraft.

Aniello emphasizes that the company doesn’t simply react to new competitors. “We serve many broad market segments, with many competitors in each, so we’re constantly looking ahead to anticipate changes in our marketplace. Fortunately Textron has kept up its commitment to R&D and we’re able to work from a 20-year product plan. It may include “clean sheet” designs or block point changes to existing models, such as the Citation V morphing into the Ultra, then Encore. Some may make it to market, some won’t, but we are always prepared to defend our key light and midsize jet market segments. When all

As our best sellers, the Mustang, XLS+ and Sovereign remain popular and I’d say that Europe overall will be a big market for the CJ4, especially in Germany, where we’re seeing the most activity lately. We have no shortage of people who want to see this plane and I think its additional speed, range and payload over the other CJs will appeal to many European buyers—especially charter operators— who increasingly need to travel farther afield in Russia and beyond.”

The Citation X, was recently replaced by the revamped Citation Ten. The $20+ million Citation Ten has a cabin 15 inches longer than the X, as well as a top-of-the line Garmin G5000 avionics suite and new, more efficient engines. “It’s been a fantastic airplane for us,” says Aniello, “with the speed, range and versatility to meet a wide range of missions. It’s also great value, compared to aircraft costing twice as much.” As one might expect, Cessna is determined to have the Citation Ten retain its crown as the world’s fastest business jet.

is said and done, it’s really just a big chess game between companies in a dynamic marketplace. Basically, we build “jack-of-all trades” aircraft for a wide range of prospects and customers.” Asked about the possibility of a large-cabin aircraft, he’s not ruling it out in the future. “If the market is right and our research indicates that there’s sufficient potential for sales and profit, we might take another look at a large-cabin Citation. But for now we have enough on our plate.”

Cessna will be bringing a full complement of aircraft to EBACE, including the Mustang, CJ2+, CJ3, CJ4, XLS+, Sovereign and a winglet-equipped Citation X, as well as the Turbo Stationair and Grand Caravan. This should please Trevor Esling and his hard-traveling international sales team.

OPTIMISM

Cessna VP International sales Trevor Esling sees clear signs of activity in Europe in terms of renewed buyer interest (top).

Tom Aniello VP Cessna Aircraft Company is located at Marketing expects booth # 7081 a significant increase in orders in 2012 ÿ (center).

BART: MAY - JULY - 2011 - 43

PREVIEW

EBACE 2011

THE FALCON EFFECT After a slump in sales in 2009, Dassault Falcon Jet established a record year in terms of deliveries in 2010, with some 80 Falcons delivered.

Heralding the end of a twoyear struggle against a flagging demand and order terminations. Olivier Villa, Senior VP Civil Aircraft estimates that recovery will begin by the end of this year. “The days of cancellations are over and we are already entering the commercial phase” he said.

EFFICIENT

The Falcon 900 LX burns 35 to 40 percent less fuel than any other aircraft in its class.

A

fter its certification last summer, the 4,750 nm Falcon 900LX is going down a storm. The response has been excellent and six aircraft have been delivered so far.

The large cabin aircraft is based on the Falcon 900 EX with enhanced performance and economy, burning 35 to 40 percent less fuel than any other air-

44 - BART: MAY - JULY - 2011

craft in its class, thanks to advanced light weight structures, and extremely efficient wing and Aviation Partners blended winglets. The aircraft can fly from New York to Moscow, Paris to Beijing and Mumbai to London and comes standard with the muchadmired EASy cockpit. Olivier Villa said: “The 900LX might be the farthest in its class, it’s also versatile, but it’s also safe, and can fly slower than its twinjet competitors.”

Advanced Approach Dassault recently flew the first approaches using Europe’s new EGNOS (European Geostationary Navigation Overlay Service) satellite navigation system. EGNOS is expected to vastly improve airport access for aviation throughout Europe. The approaches were flown into Pau Pyrénées airport in France (ICAO: LFBP) on a Falcon 900LX equipped with EASy II, the next generation of Dassault’s award-winning flight deck system. The EGNOS system will offer

pilots more direct enroute flight paths, greater runway capability and reduced separation standards without increased risk. It is one of four major Space Based Augmentation Systems (SBAS) either already deployed or planned for the near future, including WAAS, in use in the US, MSAS in Japan, and GAGAN in India.

Dassault’s team flew seven approaches during the mission, confirming the accuracy and precision of the new signal, which on the runway was close to one foot. “LPV approaches open up accessibility to airports with challenging weather and terrain, while improving the accuracy of the approach,” said Jean-Louis Dumas, the Dassault test pilot who flew the mission. “The mountainous terrain in southwest France where we flew repeated approaches is a perfect example of how the new features in EASy II, like synthetic vision, when combined with improved navigation tools like EGNOS, drastically enhance a pilot’s situational awareness and safety margins.”

“The availability of the EGNOS system is an important step for the European aviation community that will improve accessibility and safety, much like the WAAS system has done for the United States,” said John Rosanvallon, President and CEO of Dassault Falcon. “The development of new features in EASy II, including the ability to use the EGNOS system, puts a new and more effective suite of tools at the disposal of Falcon pilots, improving their ability to fly farther, safer and more efficiently.” LPV approach capability will be available to pilots of Falcon 900LX aircraft with the introduction of EASy II in the summer of 2011. To date, there are more than 2,300 such approaches in the United States.

EASy II Enhancements The next generation of improvements to Dassault’s EASy flight deck (known as EASy II), will offer a number of new options and enhancements, including: a Synthetic Vision System (SVS); improved display symbology; an update to the Flight Management System (7.1); improved Take Off and Go Around capability; a Runway Awareness and Advisory System

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PREVIEW

EBACE 2011 “We constantly gather information on the technical performance of our fleet, and when we detect a problem, it’s the responsibility of our engineering department to work in co-operation with EASA and come up with a solution for our customer,” added Chauvet.

Aside from a round the clock support, customers also want their maintenance costs to be stable and predictable. The FALCONCARE program offers guaranteed fixed maintenance costs for new Falcons on a “pay as you fly” basis. Dassault Falcon also makes sure that their customers have a voice. They have encouraged operators to set up an Operator Advisory Board (OAB), so that they come together and discuss issues and concerns regarding Falcons. They then report to Dassault’s top executives

UPGRADE

EASy II will offer a Runway awareness and Management System, among other enhancements.

(RAAS); and an enhanced navigation package that includes WAAS- LPV and RNP SAAAR. Other new options available in EASy II include Automatic Decent Mode (ADM); XM Graphical Weather integrated into the INAV map and ADS-B Out (Automatic Dependant Surveillance –Broadcast).

Two new communication features, FANS 1A and PM-CDPLC (Controller Pilot Data Link Communication) compliant with Europe’s new datalink mandates, will be also available for Falcon 7X, 2000EX/LX and 900EX/LX aircraft.

Certification of EASy II is expected in June of this year and will be available on the Falcon 900LX immediately and for other 900 EASy aircraft as a retrofit. EASy II will be made available for the 7X in the third quarter of 2012, and for Falcon 2000 EASy variants in the fourth quarter of 2012.

ADVICE

Dassault Director Business and Service Development Olivier Faupin and David Van Den Langenbergh Maintenance Manager at Abelag are the operator’s voice on the AOB

Going Global The French manufacturer has seen increased interest from its international customers and is expanding its global horizons. “Our sales are very active in China, India and South America” says spokesman Vadim Feldzer.

Brazil, for example, is a key focus for the French manufacturer. Speaking at the latest Latin American Business Conference and Exhibition (LABACE), John Rosanvallon said: “As

46 - BART: MAY - JULY - 2011

the Business Aviation market recovers, we expect Brazil will be one of the fastest growing market in the world.

Brazil has experienced a very healthy growth in GDP and benefits from a diversified economy built on export.”

Customer Focus Dassault prides itself on its ever increasing service capabilities. “We are successful because once the sale is made, the company supports the customer in all their activities,” says Villa.

“The key is to build loyalty,” he added.

“We do not wait that a problem happens,” says Jacques Chauvet, Sr VP Dassault Falcon Customer Service.

who make the necessary recommendations. “It’s very important for Dassault to show that the OAB is the operator’s voice and to implement what the OAB recommends,” says Olivier Faupin, Director Business and Service Development. Faupin added “It’s important to underline that Dassault’s top management is committed to be aware about the concerns and priorities of operators. It’s a key responsibility for the reason that once the question is raised we have to find the answer.”

Dassault Aviation is located at booth # 7080

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PREVIEW

By Paul Walsh

F

rom the very start, when Embraer Executive Jets entered the market in 2000 with its Legacy 600, the company’s aim was to become a major player in Business Aviation by 2015.

Recent results show that the company has its target well in sight. It delivered 144 business jets in 2010, including a record 100 Phenom 100s. In the same year the company increased its market share to 19 percent and handed over its first Legacy 650 to Lord Alan Sugar, a high-profile British businessman.

And they’re not done yet!

The company will roll out its Legacy 500 this year and the Legacy 450 in 2012. The two aircraft, which boast the most advanced fly-by-wire systems on the market, are sending waves through the industry. Last year Scott Donnelly, Chairman and Chief Executive of Textron, Cessna’s parent company said, “As the market comes back you do see new entrants like Embraer dropping some new aircraft [in the sector] where our aircraft have historically lived. And that’s part of what’s driving a lot of the investments we’re making”.

ENTRY

Embraer entered the bizav market with the Legacy 600 (top).

Colin Steven Embraer VP Marketing and Sales (center).

British businessman Alan Sugar receiving the first Legacy 650 (bottom).

Research and Development Back at Embraer, Colin Steven, Vice President, Marketing and Sales, Europe Middle East and Africa, told BART about the important role research and development plays in the company’s success. “The only way that you can become a market leader is to bring innovation and technology to the table and, more so, be on top of that new technology and innovative materials. You’ve also have to have some R&D put aside during crisis times.” Steven continued, “Our customers ask us what we’re doing and it’s important that we give them honest feedback – we’re looking for innovative ways to reduce weight and to provide them with something more fuel efficient.”

A brief look at the Legacy 650 confirms that Embraer’s commitment to R&D has paid off. The aircraft’s cockpit boasts a highly integrated Honeywell Primus Elite avionics suite, which allows pilots to go from power up to engine start in just ten minutes.

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EBACE 2011

EMBRAER YOU’RE HIRED

More so, the plane has reinforced wings and landing gear, a fuel capacity of 20,728 lbs and new Rolls-Royce AE 007A2 engines. Passengers can fly non-stop from the Middle East to London and back, or from London to New York and back. According to Steven, the aircraft has something for affluent independent buyers and charter operators alike. “High net worth individuals enjoy it for its cabin size, but also because of the lean performance it offers. And it gives them the ability to get into challenging places like London City and Cannes. For the

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PREVIEW

EBACE 2011

SHHHH!

The Legacy 650 has the quietest cabin noise level in its category.

charter market, the jet comes with the flexibility of holding up to 13 or 14 passengers.”

One of the Legacy 650’s main attractions is its state-of-the-art sound insulation package. “We have our noise levels down to one of the quietest in this category of cabins. People flying in new 650s today say they cannot believe the improvements we have made,” says Steven. But the 650’s three cabin layout is what really makes the jet stand out. “If you look at other aircraft in the class, they’re two cabin aircraft, meaning they can’t fly 10 or 12 people,” says Steven. “To solve this, we offer a unique three cabin layout, which means we offer 18 more feet of space than the competition.” In terms of reliability, Steven said, “It’s still the only product in this class to exceed 14 million flight hours – that’s huge.”

SUPPORT

Embraer’s executive aircraft are backed up with an impressive customer service network says Antonio Martini, Embraer VP Customer Support.

The Legacy 450 and 500 The Legacy 450 and 500 take Embraer’s commitment to innovation to a whole new level. The aircrafts’ closed loop, full fly-by-wire (FBW) technology is set up to make life easier for pilots and flights smoother for passengers. The technology includes redundant high-speed computers that smooth out a turbulent ride, while flight envelope protection avoids upset conditions. And the avionics suite, based on the top-tier Rockwell Collins Pro-Line Fusion Platform, is icing on the cake.

When Steven speaks about the Legacy 500 his excitement is evident.

“It’s absolutely the right time for the aircraft. The flat floor, six foot cabin offers massive comfort and range, and the aircraft will replace lots of aircraft in its category that are 25 to 30 years old and more. It’s the clean sheet

50 - BART: MAY - JULY - 2011

Customer Support

design that the market has been calling for.” On the Legacy 450, Steven said: “It’s the same cabin, same wing, same engine, same avionics, but with a slightly smaller airframe. It’s four feet less and the range is slightly less, so it will fit into its own niche. Somebody may not need to go 2,800 miles, they may only have to travel 2,200 and the 450 will fit them perfectly. For this reason, it will be an important aircraft on the European market.”

Over the course of its brief 11 years of existence, Embraer Executive Jets has not only expanded its portfolio, but also its geographical reach. Steven said that Eastern Europe and Russia are two important growing markets for the company, along with noting the company’s push to expand into Africa.

“Commodities are up today and there’s a lot of new business coming to the table in Africa. As a result, we’re seeing new aircraft going in there,” he says.

But it’s not just selling jets that makes Embraer tick. After all, a jet is only as good as the service that comes with it – which is why Embraer places particular importance on its extensive customer service network. “We deal with 150 different aircraft and almost 100 different customers on a day to day basis in the EMEA region,” says Antonio Martini, Vice President Customer Support & Services at Embraer Executive Jets. “The Legacy 600 and 650 and the Lineage 1000 all come from the commercial airline platform and benefit from the high reliability and experience we have in that sector. Our Legacy fleet has reached 300,000 hours already on an 18 million hour platform, the Lineage 1000 has 2,400 hours on a five million hour platform and the Phenom is rapidly getting closer to the 40,000 hour mark.”

At Embraer, customer service means a 24/7 contact center, comprehensive flight portal, 37 authorized facilities and five owned facilities, as well as $200 million worth of spare parts strategically located around the world.

Martini was keen to mention Embraer’s tip-to-tail program, Embraer Executive Care. “It allows the customer to operate the plane, while we look after all the costs and maintenance.” Around half of Embraer’s customers have already signed up.

Embraer will have much to talk about at EBACE and readers can expect more announcements in the run up to the show. “We’ll be there in force, just as we’ve done in years past,” says Steven. “And all signs are pointing to yet another stellar show.”

Embraer S.A. is located at booth # 7041

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PREVIEW

EBACE 2011

GULFSTREAM BREEDS A PAIR OF THOROUGHBREDS

Gulfstream’s reputation as the “Rolls-Royce of the skies” is well deserved. As the company emerges from the recession, Jack Carroll reports on all the latest developments in the run up to EBACE.

S

LOYAL

Announced early 2008, the G650 has been closely followed by an influx of orders from faithful Gulfstream operators.

tarting the ultra-long range, ultralarge-cabin G650 program in the face of a downturn, logging 200 orders to boot, then following up with the super-midsize G250 program might seem surprising, but the launch of a new Gulfstream product has always stirred up considerable excitement, since the first turboprop Gulfstream I took flight, followed by the Gulfstream II jet and on up to the company’s signature line of today’s large-cabin, long-range jets.

Taking a look at GAMA’s year-end delivery report, we see there’s an 11 percent drop in jet deliveries; but not hardly as severe when compared to 2008-2009. 2010’s decline was offset by a 1.2 percent billings gain to $19.7 billion. A great deal of that was due to deliveries in the large-cabin arena,

52 - BART: MAY - JULY - 2011

which is Gulfstream’s traditional territory. The company had a strong year in 2010, delivering 99 jets valued at a just a shade under $4 billion.

Apparently Gulfstream has withstood the ravages of the recession quite well, leading one to wonder, “How did they cope?” We asked Larry Flynn, Senior Vice President, Marketing & Sales, for the secret. Making it seem simple, he explains, “When the downturn started in full, we were prepared and quickly made the decision to adjust production rates down to match our projected market demand, which resulted in a modest workforce reduction.

When we had that right, we watched our costs more carefully than ever, but we did not spend a dollar less on R&D. We kept spending because we realize this is a cyclical business and being in it 100 percent we have always continued to spend on R&D through all degrees of downturns as well as up cycles. I think that’s something unique to us. We’ve worked up our production rate slowly almost to the previous level, knowing full well we have to be ready when the general aviation business is in full recovery.”

As other manufacturers have experienced, over half of Gulfstream’s sales are now coming from export markets.

Flynn said: “We have the right airplanes to handle the growth of international markets in a global economy.

They’re all long-range aircraft, from our midsize G150 with its best-in-class 3,000 nm range to the 3,400 nm supermidsize G250 and on up through the line to our flagship G650 with its 7,000 nm range.” (It should be noted that Gulfstream aircraft have been recruited by some 37 governments in 37 countries—including the US, of course—for transporting heads of state as well as handling a wide variety of military missions, such as surveillance.)

The G650 was announced early in 2008, closely followed by an influx of orders from “early adopters,” loyal Gulfstream operators and new customers joining the family or upgrading. Flynn expects to make initial deliveries in 1Q 2012. “We now have five aircraft in the test program, all meeting or beating their numbers. As to the G250, which we announced in October 2008, that too has been a

seamless program. We’ll deliver two or three this year and ramp up in earnest next year. In fact, neither program has slowed at all despite the downturn and both are on schedule and on budget to certification.”

According to Flynn, the G250’s predecessor, the widebody G200, will be phased out this year. “The G250 has the same fuselage circumference, but it’s a bit longer with more windows.

Passengers get a little more living area.

Aside from that, the cockpit, wing, tail and engines are new and I’d say it’s about as close to a clean sheet design as you can get. Basically, we kept the features that our customers like best. It has a 400 nm range advantage over the G200 and requires 1,000 feet less takeoff distance, thanks to the our new high performance wing.” As to orders, “They’ve gone very well and we’re essentially sold out into 2013. I’d say we have a multi-faceted order book coming from the ranks of G150 and G200 owners, individuals, new business operators and flight departments adding to their Gulfstream stables.”

As far as the company’s flagship G650 is concerned, Flynn succinctly summarizes, noting from the get-go that, “It certainly looks like a Gulfstream, I’ll give you that. But that’s where the similarity ends.

The G650 can cruise 5,000 nm at 0.90 Mach, 7,000 nm at 0.85 Mach, and we’ve had it up to the max speed of 0.995 Mach.” What makes it so different from its stablemates? “The fuselage is 14 inches wider than the G450 and 500, it has the same elliptically shaped windows, but they’re nearly 20 percent larger and it has the latest flyby-wire controls. The fuselage and wing are all new; the Rolls-Royce engines and Planeview II cockpit are derived from the G550.”

Gulfstream reports over 200 orders for the G650 and projects first deliveries early in 2012, with the next availability in 2017. Flynn said, “We’re all looking forward to producing this aircraft for many years to come.” And besides the US, where will the business come from?

“Overall, the most promising areas are the BRIC countries—Brazil, Russia, India and China—which are all big opportunities for us. And we’re not forgetting our focus on the

Middle East which has traditionally been an excellent territory for Gulfstream.”

While Gulfstream’s line would appear to be as comprehensive as possible with the addition of the G250 and G650, is there room for expansion in the future?

Flynn gives sort of an enigmatic answer.

“If you look at us versus the universe of business aircraft, we’re quite happy to be concentrated solely on long-range airplanes. But, as I said earlier, we will never stop developing programs and have a long history of investing in R&D to bring new aircraft to market.

Obviously, our focus is now on the G250 and G650. Might there be others?

Yes. Are we ready to talk about them?

No.” He notes that, “We once looked at a VLJ program, but decided it just didn’t fit; not our area of expertise.

When the dust settles about a year from now, our line will consist of the G150, 250, 350, 450, 500, 550 and 650, which should keep our hands full.”

As our readers may recall, there was a huge hue and cry over the Big Three automakers’ bosses taking the short hop from Detroit to Washington, DC in their “Gulfstreams” to beg for handouts. In fact, the Gulfstream name has become somewhat generic for any big, luxurious, expensive long-range jet.

Which could possibly pose a bit of a problem if it were to become synonymous with “fat cats” or some such.

“That has all subsided as I think people have re-focused since that Detroit debacle to better understand just what great time machines and management tools business aircraft are.”

Flynn concludes in his upbeat way, “The reality is that the general aviation business creates about a million jobs and adds a billion dollars to our GNP. As to the Gulfstream brand, it has taken a long time to build and we con-

stantly worry, watch over and protect it every day. It is composed of legendary robust, reliable, extraordinary business aircraft, created by a team of outstanding people. It’s that simple: Great planes and great people give you a great brand. And after more than 15 years at Gulfstream, I feel very strongly that we have the very best workforce in the business. I’ve been fortunate enough to have had the opportunity to watch it happen.”

Sounds like life is good at Gulfstream and with the G250 and G650 in its immediate future, it’s all up, up and away. Recession? What recession?

Gulfstream will fly its G150, G200, G450 and G550 to the static area at EBACE. Gulfstream Aerospace Corporation is located at booth # 7040 Editor’s Note: On April 2, 2011, after this story went to production, news reports confirmed that a Gulfstream G650 crashed during takeoff-performance tests in Roswell, New Mexico. Four Gulfstream employees -experimental test pilots, Kent Crenshaw and Vivan Ragusa, and technical specialists, David McCollum and Reece Ollenburg- died in the crash. "We mourn the loss of our colleagues and friends and extend our deepest sympathies to their families," said Joe Lombardo, President, Gulfstream Aerospace. "The Gulfstream team has already rallied to support the people these men left behind, and we know that the local and aviation communities will do the same."

We at BART International would like to express our heartfelt condolences both to the people at Gulfstream and to the families of the crew members.

ÿ

ORIGINAL

With a new cockpit, new engines, new wings and tail, the G250 is close to a clean sheet design.

BART: MAY - JULY - 2011 - 53

PREVIEW

EBACE 2011

HBC LEAN, FIT AND READY TO DO BUSINESS

Smaller, more agile and more efficient is a good way to describe post-recession Hawker Beechcraft. Paul Walsh reports on the manufacturer’s impressive return to form.

A

fter three challenging years, HBC executives have reason to be optimistic. “Over the past few months activity has increased, enquiries have increased and closing activity has increased,” says Sean McGeough, President of Europe, the Middle East and Africa. “In other words, all signs are pointing to a clear horizon.”

Innovation Continues ADVANCE

The King Air 250 is a revamped version of the 200GT with BLR composite winglets and propellers.

The impressive rate of aircraft roll outs and upgrades happening at HBC is evidence that it is well prepared for the rise in demand. Late last year it introduced the King Air 250, a revamped version of the King Air B200GT, with new composite winglets and propellers. The take off run of the

54 - BART: MAY - JULY - 2011

classy turboprop is only 2,111 feet at MSL, its maximum range is of 1,610 nm and it has a maximum cruise speed of up to 310 knots. Further, its operating costs are attractive at $3.06 per mile. The King Air 250 also highlights HBC’s understanding of customer needs. When developing the model, company execs asked potential buyers what they wanted from an aircraft. One common response often repeated was access to more airports.

So HBC responded and the King Air 250 allows passengers to use incrementally more airports than its predecessor.

Due for certification this year, the Hawker 800XPR upgrade program is also progressing nicely. The upgraded jet will not only solidify HBC’s reputation for reliability and cost-efficiency, with Hawker winglets and Honeywell TFE-731-50R turbofan engines, it will also have greater range, better time to climb and faster cruise speeds than the Hawker 800XP. Another major development is the rebranding of the Premier light jet as

the Hawker 200, which is due for certification in the third quarter of 2012. Two Williams FJ44–3AP turbofan jet engines are now powering the aircraft, allowing it to reach top speeds of 473 knots at 29,000 feet. It is currently the largest, fastest, single–pilot business jet in the world. Aside from their reliability, all these aircraft are set to cater to both US and foreign markets alike. “For years, we sold 80 percent of our aircraft in North America, but five years ago that trend started swaying towards international markets,” says McGeough. “Now with aircraft like the Hawker 200, we’re designing aircraft that are robust enough to operate in climates outside North America, meaning they’re capable of handling higher temperatures, higher altitudes and unimproved strips.”

At every HBC facility, production has become more efficient. At the Wichita plant, for example, the Hawker 4000 and the Premier IA come off the same production line, whereas three years ago they were on different ends of the facility. This simple change allows the company to

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PREVIEW

EBACE 2011 says very few special mission applications were used in the Middle East five years ago, whereas today a whole range of applications are popular. “Governments see the value of the aircraft we offer,” he said. “And they’re learning from each other, sometimes they see an application used by another government and want it themselves.”

“Customer Support Sells Airplanes” With a slimmer and more agile Hawker Beechcraft, its executives are keen to expand further into emerging markets like Africa. “We know the

DYNAMIC

“All signs are pointing to a clear horizon” says Sean Mc Geough HBC President EMEA (top).

The Hawker 200 single-pilot entry level jet is an evolution of the Premier 1 (center left).

HBC Customer support introduce new air and ground mobile support vehicles (right).

drive costs down. “We are continually looking for ways to operate more efficiently. For example we’ve taken some of our King Air component manufacturing down to Mexico,” says McGeough. “The Hawker fuselage is built in England, so again we’re looking for economies of scale to make us truly more competitive.”

Special Mission Success It’s not possible to talk about HBC without mentioning their ability to produce sturdy and durable aircraft for the special mission segment. 85 percent of all turboprops delivered to the Middle East over the past three years have been King Airs, and most of them are used for applications like medevac, cloud seeding, surveillance and training. The versatility and robustness of aircraft in the King Air range and their ease of use means that HBC will continue to lead the special mission market. McGeough

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African market very well because we’ve worked it for many years,” says McGeough.

“We’ve recently announced a partnership with ExecuJet that will further help us in the region. We are very aware that customer support sells airplanes.” He continued: “If you look at what ExecuJet has done in the Middle East and South Africa, they’re doing the exact same thing in Nigeria, which is a very important market for us. We have over 50 percent of the market share there and if we’re going to be as successful in the future, we need a partner who can build a facility, do line maintenance along with heavy maintenance. In conjunction with our own people, we will have a fully-fledged service center in Lagos that will be as good as or better than the facilities in Cape Town or the Middle East.”

McGeough added, “That sends a good message to companies in Nigeria and Africa overall.”

In spite of the lure of Middle Eastern and African markets, the manufacturer hasn’t lost sight of Europe’s potential. “When you look at our aircraft population, the majority of the airplanes from the EMEA region will always be in Europe,” McGeough said. “To serve this sector, we have products that will operate throughout the region. What I mean by that is we can land on dirt, gravel and unimproved strips where a lot of our competitors can’t. We have a very robust product line here.

Economies may be doing badly in Europe, but if you look at corporate

profits, whether it’s in Italy or Germany, companies are doing well, the chairmen I’ve been speaking to throughout the region still want to go and do business,” adds McGeough.

At EBACE HBC will be showcasing the Hawker 4000, Hawker 900XP, Premier IA, King Air 350i, King Air 250, King Air C90 GTx, Baron and Bon an z a. “W e are ver y exc i t ed because we have a very special partnership that we are going to mention at EBACE,” said McGeough, “the partnership will allow us to work with a g reater number of prospective customers throughout the EMEA region.” Make no mistake, Hawker Beechcraft is on the rise.

Hawker Beechcraft Corporation is located at booth # 7070

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PREVIEW

EBACE 2011

HONDA AIRCRAFT THINKING OUT OF THE BODY

forming test aircraft and onward to forthcoming FAA and EASA certification, expected in 2012. It wasn’t a case of overnight stardom. As Michimasa Fujino, now President & CEO of Honda Aircraft Company, explains: “The origins of the Honda Jet actually go back to 1986, but it wasn’t until 1997 that the light business jet project received formal approval for development.” That year, Mr. Fujino personally completed the initial design sketches, including the breakthrough over-the-wing engine-mount (OTWM) configuration. Then things really started picking up, with the configuration finalized in 1999, first flight of the proof-of-concept aircraft in 2003, start of flight testing in 2004 and the Honda Jet’s debut at Air Venture 2005, otherwise known simply as “Oshkosh.”

Fujino said: “At the same time we were in the process of ‘commercializing’ the aircraft and established Honda

Honda Jet’s unique over-thewing engine-mount configuration and natural laminar flow wing, fuselage and nose design make it a major contender in the entrylevel jet category.

Jack Carroll reports.

A

t last count, Honda Corporation employed some 177,000 people worldwide. Amazingly, out of this immense group one man has been totally responsible for taking the company’s first business jet from idea to FAA con-

DESIGN

Michimasa Fujino CEO, Honda Aircraft Company completed personally the Honda jet’s initial design sketches in 1997.

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Aircraft as a subsidiary in 2006. We broke ground for our headquarters, R&D facility and factory in Greensboro, North Carolina, in 2007. The final building–the production facility–is now complete and will be fully equipped this year.” Behind the scenes work was ongoing to prepare for mass production of the Honda Jet and to develop new manufacturing processes and design jigs to accommodate the radical design.

It might be called the Proof-ofManufacturing process. Fujino noted: “The aircraft will be FAA-certified to Part 23. We’ll be flying three aircraft in the test program this year and we may add another flying test article to the program early next year. We expect to receive FAA certification in late 2012,

with EASA certification following as close as possible, but probably three to six months later.” The Proof-Of-Concept test aircraft has flown more than 500 hours, while the FAA conforming aircraft first flew in December 2010.

For sure, the Honda Jet will stand out on a crowded ramp. The over-wing mounted engines might seem odd at first but they’ll quickly grow on you.

The aircraft’s main features are the natural laminar flow design of the wings and fuselage nose to minimize drag and increase fuel efficiency. We should point out that the over-wing, pylonmounted engines, while also contributing to drag reduction, also keep supports, struts and other equipment out of the all-composite fuselage, providing more interior space for passengers and luggage. According to Fujino, this configuration also significantly reduces ground-detected noise when the plane is overhead, since the wings act as an effective sound baffle against engine noise.

As might be expected, Honda will handle just about everything at its 263,000 sq.ft. production facility, including final assembly of all structural components and parts, systems assembly and installation, interior completion and painting, and flight testing. The Honda-developed (2,050 lbs. thrust) HF-120 turbofan engines are built in partnership with GE as GEHonda Aero Engines LLC, thus the GE-Honda HF-120 nomenclature.

Fujino points out that, “It’s an ultracompact engine that is one of the most fuel efficient in its class with a FADEC system and it meets CFR 36 and Stage 4 noise regulations.” Honda estimates that its Honda Jet will return, “15-20 percent overall better fuel efficiency

than other similarly sized light business jets, while still offering class-leading performance, including a 420 KTAS maximum cruise speed.”

Regarding interior completions, Fujino is first to admit that he’s taken advantage of Honda’s auto interior expertise. “I think our interiors are lighter and much simpler to install than others I’ve seen in the field, which are much more complex and costly.”

According to Stephen Keeney, Senior Manager, Corporate Communications, the company has well over 100 orders on the books, with the distribution being roughly 80 percent from the US and 20 percent from Europe. Keeney said: “In 2008 we started establishing a sales and support network in Europe

and now have Honda Aircraft Authorized Dealers in three regions, so when our first customers there take delivery, we’ll be ready.” Fujino adds, “Customers are already asking if there’ll be other models in the future, with longer range, larger cabins and so on. But we have a large order backlog right now and that’s where our focus has to be. As to Europe, I think our Honda Jet is the ideal aircraft. It meets all emissions and noise regulations and our 1,200 nautical mile range easily lets an operator cover all of Europe and beyond.”

Mr. Fujino recently flew the Honda Jet from the right seat and had this to say: “I thought earlier that it might appeal to people who appreciate high performance cars. My first flight convinced me. It’s very responsive, has exceptional handling and is very easy to fly. It actually felt like driving a fast high-end sports car. In fact, after we landed I could hardly wait to fly it again and again. It’s simply a very pleasing experience.”

One might say, Michimasa Fujino “wrote the book” on the Honda Jet and it’s a fail-safe bet—judging by what he’s created thus far—that there’ll be many chapters to follow.

Honda Aircraft Company, Inc. is located at booth # 7021

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DISTINCT

Honda Jet’s distinctive over-wing pylonmounted engines contribute to drag reduction.

Its interiors are light and easy to install.

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PREVIEW Piper offers a renamed, redesigned, and totally refined personal/business jet. Its appearance is striking but it's sure to grow on you.

Jack Carroll reports.

EBACE 2011

PIPERJET “ALTAIRE” PROVES A CROWD PLEASER

S

ince Piper Aircraft decided to join the jet set by announcing its then-called “PiperJet” at NBAA 2006, people have pretty much gotten used to its unique tail mounted engine configuration. Randy Groom, Vice President Sales & Marketing said: “With its new, larger fuselage, restyled nose section and new streamlined winglets, the Altaire has a striking appearance with great ramp presence.

It looks like a real business jet now.”

Piper had long explored the possibilities of entering the jet age and recognized the opportunities to build on the success and popularity of other single engine turbine aircraft such as its own

SPACIOUS

Piper’s Altaire boasts an almost 18-foot long cabin and the Garmin 3000 avionics suite.

Piper Meridian turboprop, TBM 700 and 850 series and even the much larger Pilatus PC-12. Groom said: “It was obvious that the next logical step in our line would be our own single engine jet and its many advantages, including simplicity of operation, fuel efficiency and overall performance.

Basically, it was what I would call ‘A conspicuous marketing opportunity.’”

The company was impressed by the instant acceptance of and interest in the new aircraft in its basic mock-up form at NBAA 2006 and soon proceeded to build a Proof-Of-Concept (POC) PiperJet.

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As Groom explains, they kept things simple. “What we used was essentially a stretched Piper Meridian fuselage, developed our tail mounted engine configuration and a new wing and flew the POC aircraft in 2008. The aircraft is still flying and has just about wrapped up its many missions to help us refine the original configuration and understand it better, carefully monitor flight stability, measure all performance parameters, validate all flight characteristics and analyze the large amounts of data collected. At the same time we worked with our engine partner, Williams International, to

develop the exact engine nozzle configuration we needed. (The production Altaire will be powered by the Williams International FJ44-3AP Tubofan with 2,500 lbs. thrust, giving the Altaire a 360 KTAS maximum cruise.) In the last analysis, everyone was completely satisfied with the aircraft’s stability, engine tail engine mount configuration and overall performance.”

As Groom explains: “The original design left lots of room for improvement, which wasn’t surprising since it was our first foray into jets; a sort of learn-as-you-go process. The first thing we looked at was the cabin, since we were looking for a platform we could grow on. Simply follow the old industry practice of taking a base platform then stretching it, changing engines and so on, to make it evolve.

The Meridian fuselage was simply a stopgap measure and would have been extremely limited in any event.

So we decided to go with an all-new fuselage and a total different interior concept. The effect of the new larger, longer fuselage was so dramatic that we decided to give the aircraft a new name before announcing it at NBAA last year. Our in-house creative group developed a number of new identities, with “Altaire” clearly the choice. An

emphatically positive reaction at NBAA confirmed our decision to give this new aircraft its own distinct identity.”

In addition to the wider, nearly 18foot long cabin, the Altaire features a larger wing with a longer chord, but the same basic aerodynamics, refined winglets, a slightly smaller vertical stabilizer, a longer, more streamlined

engine nacelle and larger, round windows and a restyled nose section. And more aerodynamic tweaks are still in process. In short, as the photos show, the Altaire is “the real deal” now.

While the earlier workhorse, non-conforming aircraft is still out there somewhere gathering flight data, Groom expects to have an FAA-conforming Altaire flying by mid-2012. Groom said: “Meanwhile we’re continuing to work on the detailed design and manufacturing the structure and parts that will go into the first of four conforming aircraft. We estimate FAA certification by mid-2014 followed by EASA in early 2015.”

The standard cabin configuration is club seating for four, plus an optional fifth seat in addition to the co-pilot seat as required, since the Altaire will be certified for single-pilot operation.

According to Groom, it’s the only single engine personal jet that will offer an optional private lavatory. “Certainly I think it will have broad appeal as a personal owner-flown jet. But with its large cabin, will also gain more appeal as a business aircraft, much like the Pilatus PC-12 has evolved, which of course is much larger than the Altaire and costs about $1.8 million more,” said Groom.

Now Groom steps up in his marketing mode: “Compared to our competitors–and there are really no direct competitors at present–the Altaire comes fully equipped at only $2.6 million. For example, the TBM is a bit faster, but costs over $3 million. From a space standpoint, our cabin has about the same cross-section of a Cessna Mustang, but is about three feet longer. And we have an impressive range of 1,300 nm, which is a very strong selling point. And the big point to remember, is that we’re talking here about the ultra-low operating cost of a single engine jet. At the current price of Jet-A, that factor really gets their attention. The Altaire also features the most up-to-date avionics available on this class aircraft, the Garmin 3000 integrated touchscreen avionics suite with full digital flight control.”

With its large installed owner base, Piper has a built-in prospect population. Groom said, “We’re getting the most interest from owners of our turboprop Meridians as well as turbocharged Mirages and even some PC-12 owners. But for all that we offer, a combination of fully equipped price, outstanding performance, fuel efficiency and range, we don’t have to look

very far to see plenty of opportunities out there, both in North America and Europe.” Groom also points out that, “Our Altaire mockup will soon start out on its first North American tour covering the US and Canada, which should help quite a bit with our brand recognition and show prospective owners that yes, we’re for real.”

According to Groom, Piper has more than 100 orders on the books.

“This tends to fluctuate from time to time, but it’s held up very well, despite the economy. In fact, we’ve come through the recession in good shape, thanks to our new owner, Imprimus, which has provided tremendous support. (Imprimus is an ownership consortium established by the Government of Brunei.) As anyone can see, the pace of activity here has dramatically accelerated recently.

In fact, just about eighteen months ago we had only a handful of engineers, whereas now we have over 150 and have plenty more talented people coming aboard to see the Altaire project through to certification and, most important, first deliveries.” From all indications, they seem to have made the right choice.

ÿ

TARGET

Piper expects to have an FAAconforming Altaire flying by mid-2012.

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PREVIEW

EBACE 2011

TURBOPROP THE COMEBACK KINGS

For decades business jets have eclipsed turboprops in popularity.

But as Marc Grangier points out, rising fuel prices and tighter margins, mean that the turboprop may be on for a comeback.

A

STRONG More than 6,500 King Airs have been delivered so far.

King Air 350i pictured.

ccording to Eurocontrol, Business Aviation is still a decidedly short range activity in Europe; more than half of Business Aviation flights fall under 250 NM and only around 11 percent of flights extend over 1,000 NM. With such demand for shorter flights, shouldn’t there be more turboprops in the European Business Aviation fleet?

On January 1st 2011, there were 1,254 turboprops in Europe out of a total of 4,167 business aircraft, and there were 6,957 turboprops in the US out of a total fleet of 10,861 jets. (In the US singleengine turbine IFR are allowed for commercial flights). Germany had the largest turboprop fleet in Europe with 224 aircraft, France had 196 and the UK had 177. Spain had only 43 turboprops, three units more than Belgium, while Switzerland had a fleet of 84 aircraft.

Italy, which has always been a “jet” country, had only 61 turboprops – including 47 locally produced Piaggio Avantis.

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A Second Honeymoon In the seventies, turboprops dominated the European Business Aviation market, but the honeymoon ended with the arrival of the first business jets, which were fresher and faster than their less advanced cousins.

Turboprops had a shorter range although this wasn’t the only reason for their decline, after all the early business jets had limited range too.

The turboprop’s old fashioned image affected sales more than anything else and the presence of a propeller instead of a turbine made them look less reliable than jets. Their relatively low cruising speed also contributed to their demise.

Since the seventies aircraft like the DAHER-SOCATA TBM 850 and the Piaggio Avanti II have entered the market, doing wonders for the turboprop’s worn out image. Over short distances these turboprops perform much like jets. For example on a Brussels to London flight, the Avanti II will arrive less than 3 min after a typical jet (8 min for the TBM 850), because air traffic controls in congested areas prohibit full jet speeds, and because short distances discourage jets from climbing to high flight levels.

All modern turboprop aircraft have a range that exceeds 900 NM, which is

more than enough when you consider that business trips in Europe average only 300 NM. The time is ripe for growth in the turboprop market, especially when you consider that the aging turboprop fleet (over 40% of the turboprop fleet are 25 years or older) means that many owners will soon have to replace their aircraft. Observers expect the European civil turboprop market to grow by around 10 percent in the next five years. Single engine turboprops will grow considerably as these aircraft are more likely to compete with VLJs on price and operating costs, and are seen as a logical step up for piston aircraft owners.

People once predicted that turboprop deliveries would slow, as more VLJs became available but the expected slowdown has not occurred. Though some VLJs like the Cessna Mustang are more and more popular, people recognize that turboprops have much to offer, especially when it comes to operations at high altitudes and in rural areas where runways are short (not many jets, if any, can compete in this area). Sales of twin-engine turboprops are unlikely to grow but will remain stable because corporate flight departments and passengers fail to see the need for the extra engine.

When it comes to direct operating costs, turboprops compare well with conventional jets. On a typical 300 NM mission, a DAHER-SOCATA TBM 850 will burn 480 Ib of fuel and a Pilatus PC-12 will burn 598 lb of fuel, whereas a Cessna Mustang will burn 669 lb of fuel and an Embraer Phenom 100 will burn 774 lb. The gap isn’t huge, but operators who use their aircraft as a real tool will appreciate the difference in cost.

The Contenders Six families compete on the new European turboprop market. These are the Hawker Beechcraft King Airs, the Pilatus PC-12 NG, the Piaggio Aero Avanti II, the DAHER-SOCATA TBM 850, the Piper Meridian and the Cessna Caravan and Grand Caravan.

At present, Hawker Beechcraft King Airs boast the largest turboprop fleet in the nine most “Business Aviationminded” European countries (Germany, France, United Kingdom, Switzerland, Italy, Spain, Belgium, Netherlands and Luxembourg).

On January 1st 2011 some 330 King Airs were in operation. The DAHERSOCATA TBM series (700, 800 and 850) is in second place with 99 aircraft. This “Ferrari style” fast singleengine turboprop has had a lot of success due to its high cruising speed, and the latest 850 series competes with the new VLJs, thanks to its lower operating costs. Third on the list is the Pilatus PC-12 and 12-NG series, with 97 aircraft: the “Range Rover” of Business Aviation attracts customers looking for a rugged aircraft with a big cabin and a large freight door that can land on very short runways or remote unimproved airfields.

With a fleet of 76 aircraft, the Piaggio Aero Avanti I and II attract customers willing to fly faster in a twin-engine (max cruise speed of 402 kts) at a max altitude of 41,000 feet.

(Fractional ownership company JetFly Aviation, which started its operation with TBM 700 and 850 and moved on to Pilatus PC-12 and PC-12 NG, finally ordered Avanti IIs for its customers that want higher cruise speeds and greater cabin comfort).

At the bottom of the line the Piper Malibu JetProp and Meridian are cheap alternatives for customers that wish to upgrade from piston-engine aircraft but who don’t want to spend more than $2 million.

Finally, the Cessna Caravan and Grand Caravan, of which 84 are operated in the main European countries, have a niche of their own, delivering a unique combination of economy, dependability and utility, but with a max cruising speed not exceeding 186 ktas.

Caravan and the Grand Caravan are also used for executive flights. In association with Yingling Aviation, Cessna offers the Oasis interior: installed under a Supplemental Type Certificate (STC), this luxurious arrangement provides seating configurations for up to 10 people with two forward facing seats

Cessna Caravan and Grand Caravan. At the end of last year, Cessna celebrated the 25th anniversary of the Caravan. “The Caravan has been a tremendous success for Cessna. Its order book has remained resilient for 25 years including during this most recent economic downturn,” said Mark Paolucci, Cessna’s Senior Vice President of Sales and Marketing.

Cessna delivered its 2,000th Caravan – a Grand Caravan - in September 2010 (compared to the Caravan, the Grand Caravan has a cabin stretched by 1.2m and it is powered by a more powerful PT6A-114A turboprop).

The Caravan/Grand Caravan is certified in 100 countries and the fleet has amassed more than 13 million flight hours. It received FAA type certification in 1984 and marked its first customer delivery in 1985. At the end of 2010, Cessna delivered two new Grand Caravans to AirGEO, a leading Russian operator of passenger and cargo services. These aircraft will be based at Krasnoyarsk Yemelyanovo Airport in Siberia.

One of the main advantages of the Caravan is that it can take off from airfields as short as 2,055 feet, has a range of 974 nautical miles and has a maximum cruise speed of 184 knots true airspeed. Though mainly associated with cargo transportation (Federal Express operates more than 250 Caravans for overnight service to small communities all over the world), the

behind the crew, a four-place club seating area with executive side tables, and aft divan seating for two incorporating a standard flushing toilet approved for occupancy during takeoff and landing.

The interior can be installed in as little as two weeks. The price for a basic configuration is approximately $220,000, but with options it can reach the $250,000 range (which has to be added the basic price of the Caravan, $2,022,450).

Cessna “Mustang Turboprop”. The rumors that Cessna is developing a single-engine turboprop appear to be correct. In a recent interview, Cessna President Jack Pelton hinted strongly that the company has been working on a design that would fill the niche between Cessna’s Corvallis TT highperformance piston single and its Mustang VLJ. “The Mustang evolved from a twin turboprop design we were exploring in the late 1990s,” Pelton said. “The airplane would ideally have a cruise speed greater than 300 knots … and a price point between $1 million and $2.2 million,” Pelton revealed. “We want to be south of the Mustang in terms of price.”

According to Cessna’s President, its current strategy is to emphasize its light- and mid-sized offerings by making upgraded - or new - variants on an annual basis. “We want to be positioned with new products when the economic recovery comes,” he said.

ENDURING

Cessna celebrated last year the 25th Anniversary of the Caravan.

BART: MAY - JULY - 2011 - 63

PREVIEW

EBACE 2011 last year’s activity were DAHERSOCATA’s first deliveries of new TBM 850s in Nigeria and Poland – demonstrating the aircraft’s expanding market penetration.

“The TBM 850’s success is due to its low operating costs and the loyalty of our customers – some of whom purchased their fifth TBM family aircraft in 2010,” said Chabbert: “We’re now looking forward to the introduction of the DAHER-SOCATA 100th Anniversary Special Edition TBM 850 in 2011, which will offer a host of benefits – including an Exclusive Maintenance Program

SPECULATION

Cessna might be developing a Mustang turboprop to fill the niche between the Corvallis TT (top) and the Mustang VLJ. Thirty eight DaherSocata TBMs were delivered last year (center).

Bob Stangarone, Cessna’s VP of Corporate Communications, revealed that the aircraft was at an early stage of a program that may or may not result in a conforming aircraft. “What we’re flying is neither a prototype nor a proof of concept aircraft. It’s a technology demonstrator to help us determine how we could best fill the gap between the Corvalis and the Citation Mustang,” Stangarone said. “Any new aircraft introduction would be some time away.”

By putting the cabin door between the club seats into a shortened Citation Mustang jet fuselage, the Mustang turboprop would compete directly with the Meridian and TBM-850 in a very limited turbine entry market. This new aircraft could fill a huge gap and open up a niche between the smaller Meridian and TBM 850, and the larger PC-12 NG, King Air 200/350. It will be cheaper than the TBM 850, so it could be a real contender if Cessna can keep to those promises.

Many pilots are enthusiastic about this aircraft. One of them believes that “by using the standard length Mustang jet fuselage, adding more power (a 1,650 shp turboprop de-rated to 1,000 shp), and a potty seat opposite the door behind the club seats, Cessna could be able to offer a business turboprop with a 400 mph max cruise at 41,000 ft on half the fuel burn (approximately 30 gallons per hour) of a VLJ. This would be 100 kts faster than the Meridian or the King Air. It may sound impossible for a turboprop, but it was already accomplished 30 years ago by the Piper Cheyenne 400LS! Plus this Mustang turboprop would have short field performance, high payload, and range, unlike a VLJ”.

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DAHER-SOCATA TBM 850. At the beginning of the year, Nicolas Chabbert, DAHER-SOCATA’s Senior Vice President – Airplane Division, announced that 38 TBM 850s were delivered in 2010, bringing the total number of its turboprop aircraft to 222 since its introduction in 2006. This is the fourth best year for the TBM program since 1990, putting the overall TBM fleet number at 545. In 2010, the combined flight time of these aircraft exceeded 800,000 flight hours.

US customers acquired most of the TBM 850s purchased in 2010 (76 percent), with Europe representing 13 percent of the year’s sales. Latin America was next with five percent, followed by Asia-Pacific and Africa with three percent each. Included in

that lowers the scheduled maintenance costs for 5 years or 1,000 hours.”

The TBM 850 has a maximum cruising speed of 320 KTAS at flight level 260 (in ISA conditions). At last Moscow’s JetExpo Business Aviation exhibition, in November 2010, DAHER-SOCATA announced its initiation of the application process for a Russian airworthiness certification of its aircraft. According to Victor Kuklyaev, the General Director of Infinity Aviation – which is the authorized TBM 850 sales representative in Russia: “In today’s challenging economic conditions, the TBM 850 is just the type of aircraft that Russian business travelers are seeking for their personal transportation needs”.

At Wyvern, we have a genuine commitment to aviation safety. We conduct audits around the world to ensure that operators, aircraft and crew continue to meet or exceed The Wyvern Standard. Each month, thousands of reports vetting your charter run through our PASS safety data reporting program, enabling you to make a safe choice on your next trip. Find your Wyvern Wingman Operator at www.wyvernltd.com.

PREVIEW

COMPOSITE

BLR Aerospace composite winglets improve the efficiency of the King Air 250 in all phases of flight.

Hawker Beechcraft King Airs. At the last NBAA, Hawker Beechcraft introduced its newest product, the King Air 250, the development of which resulted from customer-driven changes in its King Air line. The company recently surveyed more than 3,000 customers worldwide about several aspects of overall customer experience, including product development. The King Air 250 is a direct result of that effort.

“Through our outreach efforts, we learned our King Air B200GT owners and operators are satisfied with items like range and speed on this aircraft, but that they would benefit from additional field performance,” said Shawn Vick, Executive Vice President. “We’ve answered that call. The King Air 250’s new features include BLR Aerospace composite winglets to improve efficiency in all phases of flight, composite propellers that provide new technology and lighter weight, and engine induction modifications to increase performance. The resulting takeoff performance is better than its predecessor and any other B200 out there. 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. The new hot/high takeoff performance is even more exceptional. At max gross takeoff weight, from a 5,000 foot elevation airport at 25°C, the takeoff distance over a 50 foot obstacle is 3,094 feet, which is approximately 700 feet improved over its predecessor.

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EBACE 2011

HBC designed the King Air 250 to achieve its excellent field performance without making any significant tradeoffs. In fact, the King Air 250 offers slight increases in high speed cruise, climb performance and range over its predecessor. “The shorter runway capability found in the King Air 250 provides our customers access to more than 1,100 airports that were previously unavailable to them, allowing them to spend less travel time door-to-door by flying closer to their final destinations,” Vick said. “Better field performance also provides peace of mind that comes with knowing you have additional safety margin and operational flexibility when using longer fields.”

Certification for the King Air 250 program took place at the end of last year, and first deliveries started during the second quarter of 2011. More than 6,500 King Airs have been delivered over the years.

On November 11, 2010, Hawker Beechcraft announced the rollout of the 2,000th Beechcraft King Air C90 at its final assembly facility in Wichita, Kansas. The milestone aircraft, a King Air C90GTx, represents the latest advancement in this most successful turbine aircraft lineup. The King Air 90 entered into service more than 45 years ago. It has long been considered the benchmark entry-level business and personal aircraft, serving as the first step into cabin class twin turbine aircraft. Featuring a cabin 50 percent larger than some VLJs, the C90GTx seats up to seven passengers.

Piaggio Aero P.180 Avanti II. At the beginning of the year, the P.180 Avanti world fleet was composed of more than 200 aircraft (+ 4 prototypes). With its two versions, the Avanti I, certified in 1990, and the Avanti II, certified in 2005, the P.180s have flown more than half a million-flight hours.

“The total flying hours is not just a number; it marks a milestone of steadily accumulated experience,” said Alberto Galassi Piaggio Aero’s CEO. Presented as the fastest executive/multi-utility turboprop in the world, the Avanti II offers the speed of a light/mid size jet aircraft, the comfort of a large, whisper quiet full stand-up cabin, with fuel efficiencies that are nearly 40 percent higher than most business jets.

The P.180 Avanti II features fully digital, automatic flight control and utilizes the ProLine 21 avionics system that is also single pilot certified.

Powered by two P&WC PT6A-66B turboprops, the P180 Avanti is able to operate out of small peripheral airports, with landing and take-off distances that are unachievable in a comparably sized jet. The largest fleet of P.180 aircraft is owned by the fractional ownership company Avantair whose records show that its fleet of 55 aircraft have flown more than 225,500 flight hours and that they average more than 120 flight hours a month per aircraft. The highest time aircraft is S/N 1007 with more than 8,650 total flight hours

and a total of 13,080 landings. The Avanti already holds 16 world speed records as it’s able to fly at the incredible maximum cruise speed of 402 kts, 745 km/h (MMO 0.70), and has an endurance of just under 1,500 nautical miles and a maximum altitude of 41,000 feet.

Pilatus PC-12 NG. In the middle of last year, Pilatus Aircraft Ltd completed the delivery of the 1000th PC12. Marking the significance of the occasion, Oscar J . Schwenk, Chairman and CEO of the Swiss company, said: “The traditional Pilatus qualities of high performance, rugged durability, versatility, and superior operating economics have been the foundation of every PC-12 we build. Today’s PC-12 NG is

generations ahead of the first one Pilatus delivered back in 1994. But it holds to these same principles that have made the program such a great success. Since its introduction, the PC-12 has amassed more than 2.6 million flight hours of operating experience and it has become one of the top selling turbine-powered business aircraft in the world”. In 2010, due to the recession, the volume of orders slightly fell compared to 2009, but the company managed to deliver 79 aircraft, “a very successful performance in view of the challenging situation” said Schwenk. Furthermore Pilatus CEO disclosed last year that: “In order to remain amongst the best in its business in five or even ten years time, its company’s research department is currently working on a

brand new aircraft. It will be a product for civil operations, but will not compete with the PC-12 NG: it will have to prove its strengths in a higher market segment”. In the mean time, Pilatus continues to win new orders for the PC-12 NG. Piper Meridian. Powered by a 500 shp Pratt & Whitney PT6A-42A turboprop engine, the Piper Meridian claims a 1,000 NM range, a 260 ktas cruise speed, flight into known icing (FIKI) approved conditions. For Piper salesmen, the advantage of their turboprop, featuring six passenger seats with club seating, is “that it performs more like a business jet than a personal airplane, but costs a million dollars less than its closest competitor”. With Garmin

G1000 avionics, its standard equipped list price amounts to $ 2,071,500 - hence its success among owners/pilots. The Piper Meridian Piper offers as optional equipment the all-glass, fully integrated Garmin G1000 avionics suite. The G1000 has three large-format, high-resolution displays. Its 15-inch MFD (multifunction display) is flanked by two 10.4-inch PFDs (primary flight displays). Garmin’s Synthetic Vision Technology (SVT) is also offered as standard on the aircraft when equipped with the G1000 option.

ÿ

SUCCESS

Strong sales for the Piper Meridian (left), the Pilatus PC-12 NG (right) and the Piaggio Avanti (bottom) prove the continuous turboprop success.

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PREVIEW

EBACE 2011

BLADE RUNNER Congested airspace and difficulty in attaining slots at some of Europe’s more popular airports means rotary lift is a viable alternative for many VIP charter operators. Several OEMs are at EBACE showing the versatility of their products.

Liz Moscrop reports Bell Helicopter

T

LATEST

This year Bell Helicopter delivered its first Bell 429 (top).

The first flight of the Agusta Westland AW169 is slated for 2012 (center).

his year’s HeliExpo threw up a slew of announcements from the major helicopter manufacturers, who are building more versatile and cost effective machines. Given the challenges of getting a fixed wing landing slot at certain popular airfields, particularly around London, and the actual short stage length of many VIP flights, several people are opting to travel by helicopter.

The manufacturers are responding to the market. AgustaWestland, for example, is developing a new generation twin-engine light intermediate category helicopter, the AW169.

First flight is slated for 2012 with certification and entry into service at the end of 2014. The aircraft incorporates several new features in the rotors, blades, engines and avionics and offers a spacious cabin that can take up to ten people. The helicopter can also be configured as a medevac aircraft and comes with

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low CO2 emissions, a low noise signature and promised low maintenance.

New generation advanced FADECcontrolled Pratt & Whitney Canada PW210 turboshaft engines will power the AW169, delivering maximum efficiency and low emissions. Advanced rotor aerodynamics with a new blade design will give the machine a very low external noise signature, well below regulatory limits, making it an eco-friendly helicopter.

Of its current line up, AgustaWestland recently sold its first AW119Ke single engine helicopter to Firefly of Chile. The aircraft will be used to perform corporate transport missions. The AW119Ke has achieved great success in many markets for VIP/corporate transport, EMS, offshore transport, utility and fire fighting applications. More than 90 customers in 30 countries have ordered around 190 of the type so far.

At this year’s Heli-Expo, Bell Helicopter announced the 407GX a new version of the Bell 407 equipped with the innovative Garmin G1000HTM Integrated Flight Deck.

There are numerous optional kits that can be added to the 407GX, including avionics and voice and data links.

The company also received 41 signed contracts at the recent HeliExpo show. John L. Garrison, CEO said: “Generating a record number of orders - selling over 40 aircraft is an indication of customer trust in Bell Helicopter and that we are meeting their mission needs. The mix of aircraft and the geographic diversity are positive indications for our entire industry - and more importantly global confidence in Bell Helicopter.”

Bell also announced that the Bell Helicopter Training Academy at Fort Worth had become the first school anywhere in the world to receive European Aviation Safety Agency (EASA) practical training approval for Bell 206 series, 407 and 412 helicopters. Training academy graduates can now reduce the amount of on-thejob proficiency demonstration they need to become type-certified as a mechanic under European regulations.

The company also announced that it had recently delivered its first Bell 429 helicopter to a customer in the Middle East. The customer, Strong Aviation, is headquartered in Kuwait City and will use the helicopter for VIP missions.

David Adler, SAS president said: “Sikorsky Aerospace Services has a long history of providing aviation support and maintenance within the Kingdom of Saudi Arabia. We look forward to further deepening our relationships in Saudi Arabia through this LOI with Alpha Star.”

Although not a Business Aviation story, the fact that the Sikorsky Aircraft Corporation X2 Technology demonstrator team just won the 2010 Robert J. Collier Trophy, speaks volumes for the technical ability within the company. The prestigious prize is awarded annually to recognize the greatest achievements in aeronautics or astronautics in America. The technology will inevitably filter down to its civil product range.

Eurocopter Eurocopter also had a great Heli Expo, booking 68 new orders and agreements. CEO Lutz Bertling said: “There clearly was a more upbeat atmosphere at this year’s Heli-Expo event, with strong indications of an increase in our customers’ business activity for the second half of 2011.”

The firm also unveiled a range of new and enhanced helicopter products, including its next-generation EC145 T2 at the show. The helicopter is an evolved version of the EC145 that incorporates new Arriel 2E engines, Fenestron shrouded tail rotor, upgraded main and tail rotor gear boxes, a new digital avionics suite and a 4-axis autopilot.

The OEM has already booked 17 orders from four international customers, which will be used for emergency medical services (EMS), oil and gas operations and business aviation.

Eurocopter also announced upgrades right across its product line, including to the AS350, and EC135 helicopters.

Bertling added: “At Eurocopter, we are meeting our promise of investing in the future of helicopter flight, developing this comprehensive evolution of our product line to offer customers even better cost-effectiveness, mission capability, ease of operation and flight safety.”

Sikorsky Sikorsky recently sold five of its S76C++ the Milestone Aviation Group, headed up by former NetJets doyenne Richard Santulli. The aircraft are due

for delivery in the second half of 2011.

Milestone will offer the aircraft for lease.

“The S-76C++ is a great helicopter and a workhorse of the offshore oil and gas industry,” said Santulli. “We believe there will be tremendous demand for these machines from operators all over the world. We are thrilled to work with Sikorsky to deliver their product to market.”

The OEM is also making inroads into the Middle East. Earlier this year it signed a letter of intent with Saudi’s Alpha Star Aviation Services to form a joint venture providing support and maintenance services in the Kingdom of Saudi Arabia.

The light attack X2 Technology demonstrator successfully achieved a speed of 250 knots true air speed in level flight, setting an unofficial speed record for a helicopter. Jim Kagdis, program manager for Sikorsky’s Advanced Programs said: “The X2 Technology demonstrator program set out to accomplish four key performance objectives: low single pilot work load, low vibration, low acoustic signature, and speed – defined as cruise at 250 knots.”

With so much innovation the major manufacturers are proving that vertical lift is a viable alternative to fixed wing for the corporate market.

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PREMIER

Eurocopter unveiled its next-generation EC-145 T2 (top) at Heli-Expo.

The Sikorsky S-76C++ is often used in the offshore oil industry.

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PREVIEW

ADVANTAGE AERION A

FLEXIBLE

The first SBJ will operate in both Transonic and Supersonic Regimes.

By Jack Carroll

nyone who’s taken marketing or advertising courses will recognize the acronym “USP,” which stands for “Unique Selling Proposition.” More often than not, finding the factor that makes a product truly different can be daunting, but not in the case of the Aerion Supersonic Business Jet (SBJ). The company is widely recognized for a patented straight-wing, natural laminar flow design; the brainchild of its Chief Technology Officer and Director, Richard Tracy.

While there have been a number of exploratory efforts towards the development of a supersonic business jet, they seem to have been done with a certain degree of trepidation; dipping one’s “toe in the water,” as it were.

But, as Brian Barents, Aerion’s Vice Chairman explains, “There have been initiatives by Gulfstream and others, mainly attempting to manipulate the sonic boom signature. But we believe it’s highly unlikely in the present environment that we’d see a change in regulations governing sonic boom noise.”

Rather than trying to soften the sonic boom, Aerion chose a completely different course of action. As Barents explains: “The difference between Aerion and all other supersonic initiatives simply boils down to the enabling technology of our patented natural laminar flow (NLF) wing design. It allows us to fly efficiently at high transonic speeds and supersonic speeds up to 1.6 Mach. This means we will be able to fly slightly above the speed of sound over certain populated areas, with no boom on the ground. This will comply with ICAO standards worldwide. The exception is the US FAA, which prohibits supersonic flights. Here we’ll operate at high subsonic cruise between 0.95 and 0.99 Mach, at the highest efficiency of levels of typical large business jets, in

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full compliance with current FAA regulations.” Over water, of course, anything goes.

To be perfectly clear then, Aerion is not developing a magical “boomless” supersonic business jet. “We will create a boom,” says Barents, “It’s impossible to avoid.” Aerion is simply developing a supersonic aircraft that has the unique ability to adapt to changing operating conditions and regulations worldwide, thanks to the flexibility of its natural laminar flow wing design. The aim is to deliver its occupants to their destinations with the highest degree of comfort in the shortest possible time.

Sonic Boom Compliance: No Problem For Aerion.

The key here is adaptability. While the Aerion SBJ is designed to operate under existing sonic boom regulations, it also has the potential to adapt to changing regulations. For example, where new regulations might prohibit a sonic boom from reaching the ground, Aerion could possibly cruise as high as 1.1 or 1.2 Mach without creating a noticeable sonic boom on the ground.

According to Dr. Tracy, the baseline Aerion aircraft has a relatively low sonic boom, with an initial overpressure of about 0.8 psf. That’s less than the boom of most supersonic fighters and doesn’t even come close to that of the Concorde. Tracy said: “Relatively minor changes to the Aerion design can reduce the overpressure to 0.5 psf., with just a modest drag increase.

Over the next decade, we feel that new regulations for low sonic boom could be enacted worldwide and as

improved low-boom technology is developed, we intend to be well-positioned to develop low-boom variants to conform to such new regulations.”

But, he cautions: “That will only happen if we are convinced that any adverse effects on an Aerion variant’s range and fuel efficiency are so minor as to be justified.”

Meanwhile, the company continues to brief and update various government groups on the nuances of its SBJ program and participates in numerous forums—such as ICAO’s—as regulators ponder over how to treat this new category of business jet. But Barents points out: “Aerion is not seeking any rule changes to introduce its supersonic business jet.”

Test Programs Last year Aerion continued its lengthy test program, including an initial series of data flight tests in collaboration with NASA’s Dryden Flight Research Center, conducted aboard an F-15B testbed aircraft at speeds of up to 2.0 Mach.

Data gained from the initial series of five flights have been analyzed or are in the process of being analyzed, by comparing static pressures recorded at 60 points on the aircraft’s under fuselage, pylon-mounted flat plate test article at varying speeds and altitudes with those predicted by aircraft computer models, including the pylon and flat plate test articles.

Future test design goals include the measurement of the extent of supersonic laminar flow and confirmation of its interaction with and resistance to cross-flow pressure gradients, as well as the magnitude of

tion—such as ice—might occur during the general operation of the airplane.”

So now you’re thinking, “When will they be starting to cut metal?” Well, that would mean manufacturing and that means some very serious money.

various surface imperfections that could cause premature loss of laminar flow. The idea is to get rid of those annoying imperfections during testing before they’re ever built into the final product.

Looking well ahead, when aerodynamic optimization of a new test article has been completed, mechanical design and fabrication to NASA flight test criteria will be handled by Aerion, followed by ground and flight qualification tests

by NASA, leading to yet another phase of testing. Other earlier test activities included: ÿ Low Speed Wind Tunnel Tests A series of six tests at the University of Washington’s Aeronautical Laboratory’s low-speed wind tunnel were completed in Aerion’s low-speed configurations to continue refinement of the wing planform flaps, strakes and tail surfaces. Conclusion: The Aerion can handle the challenges of operating from 6,000-foot runways and achieving a 120 kt. approach speed with a modified strake and flap system simpler and smaller than in previous configurations. The tests also collected data for sizing the vertical and horizontal tail configurations.

O Engine Exhaust Nozzle Tests A series of tests on scale versions of engine exhaust nozzle configurations indicated that Aerion will easily achieve sufficient noise reduction to meet Stage 4/Chapter 4 requirements with margin. In addition, all nozzles tested displayed a high degree of efficiency from take-off through 1.6 Mach.

ÿ High Speed Performance Verification Aerion conducted additional wind tunnel tests at the European Transonic Wind (ETW)Tunnel in Germany, simulating supersonic natural laminar flow (SNLF)wing pressure gradients at cruising altitude.

The tests confirmed the extent of SNLF on the test conditions equivalent to flying the actual aircraft at FL 450.

According to Tracy, where supersonic natural laminar flow exists, skin friction drag is reduced by up to 90 percent. The Aerion wing has about 50 percent less drag versus conventional delta wing supersonic designs and a total airframe drag reduction of more than 20 percent versus conventional turbulent delta wing technology. Wind tunnel test runs from 0.95 Mach to 1.35 Mach (the ETW tunnel limit) showed full chord natural laminar flow, confirming the extent of natural laminar flow (NLF) used in range predictions of more than 4,000 nm, in both subsonic and supersonic flight regimes.

Tracy says, “Since natural laminar flow becomes more stable as Mach numbers increase, these lower speeds were considered the most challenging test conditions.”

So now what? Barents said: “As to our test program to date, we’ve concentrated on analyzing and validating the performance characteristics of the natural laminar flow wing, throughout all flight regimes in the transonic envelope and on up to 1.6 Mach. And we’re also carefully analyzing what, if any, performance deterioration or contamina-

$4 Billion Order Book Holds Up; Customer Interest Stays High.

Barents says, “We’ve pretty much completed our preliminary testing, but I think it would be counter-productive to go beyond the aerodynamics and wing design at this point, simply because any OEM who becomes our partner is bound to be influenced by its own internal systems, design logic and so on. Insofar as our discussions with potential OEM partners, the recession has pushed our schedule back somewhat. As you’d expect, most have their on-going projects and it would be difficult to overlay a job of this magnitude onto their production schedules, especially in this economic environment. It’s just not very practical. That said, there continues to be a great deal of interest in Aerion and we’re always involved in many dialogues, so we’re confident that once the economy improves we’ll be able to complete our consortium. And when that happens, I still expect it will be a five-year program from a firm start with a lead OEM partner to certification.”

According to Barents, the interest level from prospects and customers alike, is still quite high. “We’re all heartened by the fact that we started taking orders for these aircraft about three years ago and going into the downturn we had an order book worth some $4 billion. Today, despite the economy, we’ve managed to maintain that order level, which I think speaks volumes about the demand and potential of the Aerion SBJ. “I think the window for Aerion is now moving to the right in terms of what it takes for us to put together and finalize a strong joint venture, including an outstanding lead OEM partner.” Bullishly said, and all our best to Aerion for having had the foresight to commit their funds and jump head first into the fray and—like everyone in the business— we look forward to the first flight of Aerion’s SBJ. Aerion is located at booth # 839

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TESTING

Last year Aerion conducted a number of flight tests in conjunction with NASA.

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PREVIEW

Air BP Booth# 439 Air BP is the specialized aviation division of BP, one of the world’s major energy companies. It is one of the world’s largest suppliers of both aviation fuels (both Jet Kerosene & Aviation Gasoline) and lubricants (for both turbine and piston-engined aircraft) currently supplying around 8 billion gallons of aviation fuels and lubricants to our customers across the globe per annum.

The company is represented at over 600 airports in some 50 countries, with local offices in almost half of these countries. This combination of local representation with a global organization enables the company to focus on relationships with their partners, be they customers, airport operators or other third parties.

Baldwin Aviation SMS Booth# 1241 Baldwin Aviation was founded in 2004 on the premise that smaller flight departments need and deserve the same level of quality resources, services and safety management as their multinational counterparts. By developing flexible proprietary software, Baldwin Safety and Compliance is able to deliver a quality safety management program tailored to each flight department while overcoming budget and employee constraints. Their safety management program and proprietary Safety Barometer® are tools that can be used in any size flight department to monitor its safety culture.

The company’s vision is to be the premier provider of aviation safety programs and support services to flight organizations

Bizjet SA - Eurofly Service SpA Booth# 321 Th e Bizjet Gr o u p i s a c t i v e i n Europe, the Middle East, Africa and Asia, where they specialize in selling 72 - BART: MAY - JULY - 2011

EBACE 2011

AROUND THE EXHIBITION pre-owned Falcon executive jets.

The group’s philosophy is to take the risk out of purchasing a preowned corporate aircraft for its customers. Their staff have the product knowledge to find the best aircraft on the market.

The company’s main facilities are Bizjet SA Geneva, and Eurofly Service SpA a leading Italian operator, with facilities in Turin and Milan. Eurofly operates a fleet of executive jets for charter, including several Falcon 205s, Falcon 50s, Falcon 2000s, and a 900EX, as well as aircraft under management on behalf of their owners.

Eurofly is also a Dassault-approved Falcon Service Station.

Blackhawk Modifications, Inc. Booth# 783 Blackhawk Modifications is a recognized aviation leader in providing engine performance solutions to the turboprop fleet. The company has the largest installed fleet of STC twin engine turboprop engine upgrades making it the largest non-OEM buyer of new Pratt & Whitney turboprop engines in the world.

Founded in Waco, Texas in 1999, Blackhawk’s business plan stated that the company’s goal was to upgrade older turboprop aircraft to better than new performance by installing new generation, high performance engines without modifying the airframe. The business plan also stated that the company should establish a top quality worldwide Distribution & Installation Network while maintaining low overheads and reasonable prices.

Blackhawk’s desire for a tough, reliable engine built with quality standards led it to Pratt & Whitney to provide a superior, factory-new engine to a variety of turbo-prop airplanes. The venerable PT6A has been meeting these standards for over 40 years making it the number one turboprop engine in the world.

BLR Aerospace Booth#2151 With a 20-year history of success, BLR Aerospace is focused on developing the highest performance aerodynamic solutions, and they back their superior designs with unsurpassed manufacturing quality. BLR is a trusted technology partner to fixed-wing and rotarywing operators worldwide, and to original equipment manufacturers like Bell Helicopter and Hawker Beechcraft Corporation.

BLR holds the distinction of being a NASA Technology Transfer Licensee and their innovation-focused company specializes in aftermarket aircraft modifications such as Winglet Systems, FastFin® Systems, Dual Tailboom Strakes and Vortex Generators, all engineered to improve the performance and maximize the return of an aircraft investment.

CRS Jet Spares Booth# 1533 From its inception in 1982, the goal of the CRS Jet Spare’s team has been to provide corporate business jet customers with a cost effective, high-quality alternative to OEM spares and rotable parts. Today CRS has grown to be the preferred supplier to Fortune 100 and Fortune 500 corporate flight departments worldwide. They have achieved this by offering a unique balance of technical expertise, quality products and a total dedication to customer satisfaction.

CRS prides itself on developing personal relationships with their customers. The interaction has led to many unique programs like the Component Rental Program that lets a customer rent a refurbished serviceable component while theirs is being sent out for overhaul. The service keeps the customer’s aircraft in the air while providing considerable savings.

Duncan Aviation Booth# 7001 Duncan Aviation is an independent, business aircraft support organization.

They have been owned and operated by the Duncan family since their founding in 1956.

The Duncan Aviation name is wellknown and respected by manufacturers and service providers around the world. They have a strong reputation for providing premier aircraft services–delivered on time–for a wide variety of business aircraft at their facilities across the US. The company offers nearly every service necessary to operate and maintain a business aircraft, and they perform most services in their own hangars.

This allows them to deliver the highest quality of service to their customers.

The company holds factory authorizations for most popular brands and models of business aircraft. This allows them to complete OEMrequired services in addition to other services to reduce downtime.

Jet Support Services, Inc. (JSSI) Booth# 455 Founded in 1989, Jet Support Services, Inc. (JSSI) is the largest independent provider of hourly cost maintenance programs for aircraft engines and airframes. It offers comprehensive, flexible and affordable financial tools for managing the costs of operating and maintaining nearly all types of turbine-powered aircraft, including jets, turbo-props and helicopters.

There have been plenty of new developments at JSSI recently, as CEO Louis C. Seno told BART when he sat down with us last March. "We have established a new European Headquarters at Farnborough and

we continue to expand our business development and technical teams throughout Europe." Just last month JSSI announced the new addition of industry veteran Greg Martin as their Vice President of Business Development for Europe, Middle East, Africa and Asia.

JSSI's new coverage enhancement, Supplemental Lift, on new enrolments for select engines, is going down well with clients.

"Supplemental Lift is designed for clients operating aircraft with the Rolls Royce BR710 and Tay 61108C engines," Seno said. "It addresses the limited rental engine pool for these two engine models. When there is an AOG situation, or when a scheduled maintenance event requires a rental engine, we work with the client to minimize the impact of down time. The program can cover certain aircraft charter costs in lieu of rental engines because they might not be available."

JSSI knows it has the personnel and resources to cope with almost any customer concern. "Our Technical Advisors have been with us for years and are certified by the relevant aviation authorities and have experience with a wide cross section of engines and aircraft," said Seno. "Few other companies have the depth, width, and breadth of experience under one organization as we do. We give our clients peace of mind by offering 24/7 access to help when they need it."

Powerplan Booth #883 Powerplan’s pay-by-hour program enables the owner/operator of an aircraft to budget the major cost events of engine overhauls. It also delivers insurance against catastrophic engine loss. The aircraft owner/operator pays in set-aside per flight hour and the monies go into a bank account. As engine maintenance expenses occur, the money is drawn out to pay the expense.

The program is a cost-saving and budgeting system for future maintenance whilst also offering insurance against the rare, but costly unscheduled maintenance events. There are

no unpredictable and hidden financial spikes and all costs are locked down. Powerplan makes it easy to enter the program at any time offering two options; a buy-in enrolment and the pro-rated cost share variant.

The latter enables an enrolment with no up-front payment and provides immediate protection. And the plan covers different engine and APU models regardless of the manufacturer. It is therefore a beneficial solution for operators / owners who need one hassle free solution for their multi-typed aircraft fleet.

StandardAero Booth #464 StandardAero provide complete, comprehensive services on many of today’s most popular corporate jet aircraft - a comprehensive service they call CompleteCare™. From engines, APUs, airframes and avionics to interior refurbishments and paint, they handle it all. They are a Factory Authorized Service Center for Bombardier Challenger, Learjet and Global Express, as well as Dassault Falcon and Embraer Legacy with STC Organization Designation Authorization for engineering services and and STC development. An industry leader in turbine engine overhauls, StandardAero is a Honeywell Authorized Service Center for the TFE731, a GE Authorized CF34 service provider, and the sole US-based Rolls Royce Authorized Maintenance Facility for the AE3007.

Their goal is to reduce the complexity of owning and operating an aircraft by providing a single source for all MRO and other service needs.

Over the past year, StandardAero landed several key contracts to augment the company's growing helicopter maintenance repair and overall (MRO) service portfolio. Included, were pieceparts MRO support for the U.S. Army Fleet Support's TH-67 Flying Hour Program and, most recently, a fiveyear contract for Model 250 support for the City of Nashville, Metropolitan Police Department.

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PREVIEW

EBACE 2011

GRAPHIC MODELS MOVING MAPS AND EVERYTHING IN-BETWEEN

Many companies will be coming to Geneva from May 17 till19 to showcase their avionic products and upgrades. But what will they be exhibiting and can we expect any announcements?

Steve Nichols takes a look.

ENHANCED

Rockwell Collins’ Pro Line Fusion features key enhancements and will be certified this year (top).

Rockwell Collins Rockwell Collins Pro Line Fusion avionics system will feature highly at EBACE. It will be certified in 2011 and features key technology advancements and smart integration for flexibility and future growth. Pro Line Fusion is scalable across the business jet spectrum and Rockwell Collins continues to add new capabilities. Expect to hear more about the latest advancements at EBACE. Additionally, Rockwell Collins continues to work on its Pro Line 21 integrated cockpit, which is now flying on more than 4,000 aircraft. Recent enhancements have included dual multi-function displays (MFD), Integrated Engine Indication System and the ability to view video on the system’s MFD. The company will also no doubt be promoting its flight support services for business jet operators, after announcing the acquisition of Air Routing International and Computing

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Technologies for Aviation (CTA) on January 10 this year. The new capabilities from these acquisitions are being fully integrated into Rockwell Collins’ new Ascend Flight Information Services, launched at NBAA. Ascend offers a full-range of applications and services that streamline flight department operations.

At EBACE, Rockwell Collins will highlight Ascend tools and applications available to European operators.

Rockwell Collins Venue™ high-definition cabin management system will also be a key feature at the show. Venue offers the features and functionality of an advanced home entertainment system and executive suites and is scalable to a broad range of aircraft from the Cessna CJ4 to the Airbus A319. The open architecture of Venue enables new technological features to be integrated.

Aircell Aircell has an interesting background. It all started in 1991 in a barbecue restaurant in Denison, Texas,

where company founder Jimmy Ray first made sketches on a paper napkin for an affordable telephone system for aircraft. Since then, Aircell has become a trusted brand in airborne communications, having shipped more than 10,000 airborne systems to customers all over the world. The company’s products are offered at the factory by every major bizav OEM, and are flying aboard the world’s four largest fractional ownership fleets - NetJets, Flight Options, Flexjet and CitationShares.

Aircell also offers Business Aviation’s largest selection of network services, including Iridium Satellite, Inmarsat SwiftBroadband and Gogo Biz™. Its newest solution is its AVIATOR 200 SwiftBroadband system, which operates over Inmarsat’s geostationary satellite system. This is ideal for operators based in Europe, allowing passengers to seamlessly use their personal laptops and mobile devices for e-mail and internet services at up to 200 kbps with virtually worldwide coverage.

Esterline CMC Electronics (CMC) Esterline CMC Electronics’ range of electronic flight bags is likely to attract the attention of show attendees. Its PilotView® EFBs offer a high-resolution, fully-dimmable display system with integrated communication capabilities as well as “FMS-style” line select keys and an integrated sliding keyboard. The EFBs improve productivity by enabling pre-flight planning and access to up-to-date aircraft documentation, checklists, and operational planning information. Last September, CMC announced at NBAA, Orlando, that its EFB would now have real-time weather updates and messaging capabilities via Iridium. More than 40 STCs are available for the PilotView EFB on aircraft including Dassault 900, 2000 and 7X, Embraer Legacy, Gulfstream GIV and GV, and the Bombardier Global Express/5000/XRS. I wouldn’t be surprised to see more news about PilotView® at EBACE. Operators may also be interested in CMC’s other key product lines including FMS, EVS and GPS. Business Aviation represents about 30 percent of CMC’s revenues and last October, CMC licensed the SmartDeck™ integrated avionics system from L-3.

It plans to offer SmartDeck™ for the Part 23 market and for smaller Part 25 aircraft as a retrofit for older cockpits.

Its SureSight® Enhanced Vision System (EVS) infra-red sensors are used by Thales/Bombardier on the Global Express and Rockwell Collins on the Dassault Falcon 7X, 2000 and 900 EASy Series business aircraft.

CMC’s integrated EVS was selected

by Rockwell Collins for the Bombardier Enhanced Vision System (BEVS) program for the Challenger 605 jet.

The newest member of CMC’s SureSight® EVS family was selected

by Rockwell Collins for the Bombardier Global Vision flight deck.

The CMA-2700 features advanced digital signal processing and a high-resolution 512 x 512 pixel focal plane array.

Garmin Garmin has been wooing the world with its G5000 integrated avionics suite for Part 25, larger business jets and commercial aircraft, and it is bound to be a crowd puller.

Cessna was the first aircraft manufacturer to announce selection of the G5000, choosing it for the Citation Ten

INTEGRATED

Esterline CMC Electronics’ PilotView EFBs offer integrated communications capabilities.

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EBACE 2011

business jet. The G5000 is designed specifically for crew-flown turbine aircraft and combines a dual multi-sensor flight management system (FMS), touchscreen vehicle management units, and multi-pane cockpit displays.

The G5000 widescreen displays with touchscreen controls give pilots more information than ever, with worldwide weather, synthetic vision, aircraft synoptics and electronic flight charts all being available.

The G5000 cockpit features WXGA high resolution, wide aspect ratio (12-

inch or 14-inch diagonal) primary flight displays (PFD) and multi-function displays (MFD). These can also accommodate video inputs from InfraRed Enhanced Vision System (EVS) sensors or video cameras. Garmin also offers a new G1000 glass cockpit retrofit for Hawker Beechcraft King Air 300/350s. The glass cockpit system includes two, 26.4cm (10.4in) primary flight displays and a 38.1cm multifunction display. The company, famous for its GPS navigation, will also be showing its wide variety of panel-mount, remote-mount, and portable systems.

ADVANCED Honeywell

The Garmin G5000 has a dual multi-sensor flight management system (top).

The Honeywell Primus Epic features large scalable liquid crystal flat panel (center).

Honeywell will be showing its range of upgrades, including retrofits, modifications and upgrades to engines, avionics and communication systems.

Its Primus Epic integrated avionics solution, as featured in the recently FAA-certified Embraer Legacy 650, is also making its mark. Featuring large liquid crystal flat panel displays, its liquid crystal displays are scalable, allowing charts, maps, and electronic engine instrumentation images to be

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resized for easier viewing with both 2D and 3D graphic models. The system also is designed to allow the easy integration of aircraft utilities and flyby-wire technologies. It now integrates nearly 30 sub-systems from other vendors and has passed five million flight hours. Primus Epic is available on Embraer 170/175/190/195; Gulfstream G350, 450, 500, 550, and G650; Cessna Citation Sovereign; Dassault Falcon 900EX, 2000EX, and F7x and the Hawker 4000. The company has also made big strides to enhance its aerospace customer portal - www.myaerospace.com. Enhanced flight and database services have also been developed to ensure pilots have access to the latest navigation, and flight and fleet following applications through Honeywell’s Global Data Center (GDC) at www.mygdc.com.

The new emissions reporting service is free to subscribers. Additional new features and additions to the GDC portfolio include runway analysis, graphical weather services for ProLine 21 systems, and weight and balance services.

Inmarsat Show visitors may be familiar with Inmarsat’s SwiftBroadband solutions, which have been chosen by business aircraft operators, leading airlines and governments worldwide, with thousands of installations. But developments over the next two years will see a major increase in connectivity speeds with the launch of its Global Xpress service.

Inmarsat has agreed a contract with Boeing for the delivery of three 702HP Ka-band satellites which, through a new network, will deliver speeds of up to 50 megabits per second (Mbps) to customers. The satellites will make up the new Inmarsat-5 (I-5) constellation that will enable the company to deliver a global highspeed mobile broadband service.

With operations expected to start in 2014, the $1.2bn Global Xpress project will offer its 50Mbps services to an aircraft through an antenna the size of an iPad (20cm).

Flight Display Systems Flight Display Systems (FDS) of Georgia, USA, manufactures in-flight entertainment products and cabin management systems, including moving maps, high-definition LCD monitors (5” to 52”), monitor mounts, iPod docks, Blu-ray/DVD players, flight view cameras, and iPad mounts. It recently announced an Android software application for use with its Select Aircraft Cabin Management System (Select CMS). VIP aircraft passengers can now control all cabin functions from the familiar setting of their mobile phone or tablet computer. The launch customer for Flight Display Systems Android CMS soft-

ware was a Hollywood movie producer who owns a Gulfstream III. FDS has also launched a range of iPad or iPod mounts for use in an aircraft’s cabin.

EMS Aviation EMS Aviation will be showcasing its broad range of satellite-based airborne internet connectivity and inflight entertainment systems. The company is one of the main providers for Inmarsat, Iridium, Kuband and air-to-ground connectivity systems.

Recent launches include the EMS Aspire Portable AirMail System, which allows near-instant access to e-mail through personal smartphones via Iridium. The lightweight, portable AirMail unit can be carried onboard as required and then connected to the aircraft’s existing Iridium antenna.

Once connected, the system allows up to four passengers to send and receive e-mail. As permanent installation is not required, an operator can bring the Aspire device from airplane to airplane, retaining connectivity on each flight.

EMS’ Aspire 200 LG system is an Inmarsat cabin solution that offers voice and data connectivity through one channel of SwiftBroadband (SB200) service. Featuring a high-gain antenna, the system also supports automatic reversion to Swift 64 services.

OnAir OnAir staff won’t have far to travel – the company’s head office is in Geneva.

It will be showcasing Mobile OnAir, which allows passengers to use mobile phones and smartphones (e.g.

BlackBerry, Apple iPhone, HTC) for voice calls, e-mail and text messaging during a flight. Internet OnAir allows passengers to work on their laptop computers using a wired or WiFi internet connection.

OnAir has partnered with a number of Business Aviation partners, including Jet Aviation. Aviation Centre Cologne (ACC), one of Europe’s biggest providers of maintenance and modification services for business jets also has an agreement in place with OnAir to install airborne connectivity equipment.

Interview with Universal Avionics’ Ted Naimer Universal Avonics’ President and CEO Ted Naimer doesn’t hesitate when asked what the company will be promoting at EBACE – it’s the company’s new Unilink CMU (Communication Management Unit). Available with or without a built-in VDR (VHF Data Radio), the UniLink CMU is a key component in Eurocontrol’s Link 2000+ program. This will see voice communications between pilots and controllers replaced or augmented by digital messaging. Ted says that although the ground infrastructure

won’t be in place until 2013 the whole project is extremely important.

“Europe has more congested airspace than anywhere else,” he said.

“Even with 8.33kHz VHF spacing, we need more communications capability if a pilot is not to sit on the ground for hours. The key is to make the whole thing efficient, foolproof and safe.”

Universal’s CMU will support a range of new digital communication protocols, including: • FANS 1/A compliance • Automatic Dependent Surveillance – Contract (ADS-C) • Controller-Pilot Data Link Communications (CPDLC) • VHF Data Link (VDL) Mode 2 capabilities.

Two models will be available - the UL-801 with an internal VHF Digital Radio (VDR) and the UL-800, for use with the aircraft’s onboard VDR. Both models will be available by the end of the year. Mandates for the forward fit of this new technology in Europe mean that new aircraft need

to be compliant by 2012, with a mandated deadline for retrofit of February 2015.

Europe is an important market for Universal Avionics. Ted, who lives in Switzerland, points out that Universal’s office in Basel, next to Jet Aviation, is the only permanent office the company has outside of the US. “We’ve been active in a major project with West Air Sweden and on the Dornier 228 in Germany,” he said.

“We’ve also recently equipped the Queen’s Flight’s Hawkers with new cockpit displays as well as FMSs.” But the economy is still hurting sales. “I would say sales are flat – no worse than last year, but no real growth,” Ted said, “When money is tight people are not about to spend a lot of money on something they perceive as non-essential.”

However, Ted gets excited when we talk about precision landing systems, in particular Localizer Performance with Vertical guidance (LPV) - the latest alternative to ILS. Based on the Europe’s new EGNOS (European Geostationary Navigation Overlay Service) satellite navigation system, Ted says that satellite-based landing systems can make the difference between a perfect landing and a disaster.

“In Europe, such a system could mean the difference between landing at your designated airport, or having to divert 300 miles away. Money may be an issue, but it makes perfect economic sense for operators and we can see good sales potential in this field,”

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INNOVATIVE

Universal Avionics’ EFI-890R is an advanced flight display for flight deck modernization (top).

“Europe has more congested airspace than anywhere else” says the company’s President and CEO Ted Naimer.

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PREVIEW 2010 was a poor year for the Business Aviation industry; jet deliveries dropped by 12.3 percent and turboprop deliveries dropped by 17.7 percent. Deliveries in 2011 aren’t expected to be much better although earlier this year GAMA Chairman John Rosanvallon, President and CEO of Dassault Falcon, reported that: “signs of a recovery have started to emerge”. Even if many manufacturers are exercising caution right now, the development of new engines for business aircraft continues.

Marc Grangier reports.

EBACE 2011

LESS FUEL FEWER EMISSIONS MORE POWER

L

ast December, John Saabas, President, Pratt & Whitney Canada (P&WC) announced that its company will invest more than $1 billion in R&D over the next five years to develop the next generation of highperformance aircraft engines. GE Aviation has also indicated that its annual investment in new technology research and development programs for engines and systems amounts to over $1.5 billion. Honeywell is also announcing a 2011 investment of $1.5

IMPROVEMENTS

GE Aviation’s TechX engine will deliver fuel consumption that is eight percent lower than current business jet engines (top).

GE Aviation’s H80 Turboprop engine exceeded 800 shaft horsepower in testing (center).

billion for its R&D programs, while Rolls-Royce, which has invested £3.7 billion in R&D over the last five years, plans to continue its efforts.

All engine manufacturers boast new developments. At the end of last year GE Aviation announced that it had been selected by Bombardier to provide the complete propulsion system – including nacelle - for the new Global 7000 and 8000 jets, launching the development of the TechX. This

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engine will deliver several benefits, including fuel consumption that is eight percent lower than current business jet engines in the 10-20K thrust class, and more than 50 percent margin to CAEP/6 regulations on all emissions (NOx/nitrogen oxides, smoke, hydrocarbons and CO2). “The selection of the TechX engine to power Bombardier’s Global 7000 and 8000 enables us to bring GE’s advanced technology to this Business Aviation

segment,” said Brad Mottier, Vice President and General Manager of GE Aviation’s Business and General Aviation organization.

The TechX engine will produce around 16,500 pounds of thrust and incorporate advanced technologies, such as a composite fan case and a unique front fan blisk that will reduce weight and lower cabin noise and vibration; GE’s eCore technology includes high pressure ratio; a 10-stage compressor with advanced materials for enhanced reliability and durability and improved fuel consumption; and the Twin Annular Pre-mixed Swirler II (TAPS II) combustor that will produce fewer NOx emissions compared to current business jet engines in this segment. First tests of the TechX engine are scheduled to begin in 2013.

With regard to NOx, the TechX will feature important benefits, as Shawn O’Day, Marketing Manager for GE

Aviation’s Business & General Aviation, explained to BART: “Today, the regulated part of all flight cycles account for less than 25 percent of the total NOx produced during the flight. Members of the scientific community are beginning to be more vocal about the environmental and health issues related to NOx emissions. While estimates of cost impact vary, it is clear that while NOx was originally thought to be a local airport issue, data now suggests that NOx emissions at altitude are also problematic. GE TAPS also results in lower cruise NOx than conventional combustion systems. The TAPS combustion system will deliver a dramatic reduction in NOx throughout the entire flight envelope ».

A key cost-of-ownership advantage of the HF120 will be the ability to operate at a best-in-class 5,000 hours between major overhauls. With FAA certification planned in 2011, the HF120 engine will complete more than 15,000 cycles of ground and flight-testing prior to entry into service. The GE Honda HF120 engine was launched in 2006 and selected to power the Spectrum Aeronautical Freedom business jet and the HondaJet. The latter made its first flight on 20 December 2010, and first deliveries are scheduled for 2012.

GE Aviation’s Business & General Aviation Turboprop H80 has arrived on the market.

According to Paul Theofan, its President and Managing Executive, “The new H80 turboprop engine has exceeded 800 shaft horsepower in testing and the specific fuel consumption is better than we anticipated”.

The H80 engine certification testing took place at the Business & General Aviation Turboprops facility near Prague/Czech Republic. The H80 turboprop engine will feature an extended service life of 3,600 flighthours or 6,600 cycles between overhauls, significantly enhanced hot-day takeoff performance and high-altitude cruise speeds.

In mid-February, Aircraft Industries (formerly known as LET Kunovice), a Czech-based aircraft manufacturer, signed a five-year

sales agreement with GE Aviation for the purchase of M601 and H80 engines. The engine agreement is for the L410-UVP-E20 aircraft, a twinengine commuter aircraft. Aircraft Industries plans to complete GE H80-powered L410 aircraft certification by mid-2012. Once introduced, the company will also offer an H80 engine retrofit on already produced aircraft.

“GE Honda Aero Engine’s HF120 engine has demonstrated that it is meeting design objectives for thrust, fuel burn and operability,” said Bill Dwyer, president of GE Honda Aero Engines. Rated at 2,095 pounds of thrust, the HF120 engine succeeds Honda’s original HF118 prototype engine, which has accumulated more than 4,000 hours of testing on the ground and inflight.

Honeywell has delivered the first set of TFE731-50R turbofan engines, with up to a 24 percent range improvement for “hot and high” takeoffs, to Hawker Beechcraft for certification and installation on its Hawker 800XPR jet. “The new engines significantly reduce operating costs while increasing aircraft capability,” said Rob Wilson, President, Business and General Aviation, Honeywell Aerospace. The engine will deliver a 7 percent range improvement for standard takeoffs, and up to a 24 percent range improvement for “hot and high” takeoffs.

The TFE731-50R incorporates the latest single-crystal blade material and features improved vane and blade cooling effectiveness. Durability enhancements extend engine life and reduce maintenance costs. The TFE731-50R engine is the latest evolution of the TFE731 family of engines that entered service in 1972 and have since accumulated more than 74 million hours of operation with nearly 9,200 engines in service.

DESIGN

GE Honda Aero Engine’s HF120 engine is meeting design objectives for thrust, fuel burn and operability (top).

Honeywell will use its TECH7000 turbofan test engine based on its HTF7000 to test aviation biofuels (center).

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Last Autumn Honeywell’s H T F 7 5 0 0 E e n g i n e , selected to power Embraer’s new Legacy 450 and Legacy 500 series aircraft passed its First Engine To Test (FETT) milestone. “The engine has delivered full-rated thrust in static and flight testing,” said Ron Rich, Vice President, Propulsion at Honeywell Aerospace.

Certification of the HTF7500E engine is expected in 2011.

Honeywell designed this engine to be community friendly on Embraer’s Legacy 450 and Legacy 500, producing an acoustic signature well under prevailing regulatory noise limits.

The new combustor technology will reduce NOx emissions to a level better than current ICAO levels while still delivering excellent fuel efficiency. Honeywell will provide the HTF7500E to Embraer as an integrated powerplant system (IPPS) including nacelle, thrust reverser and all engine-mounted accessories.

To develop mature technology for fuel burn reduction and test aviation biofuels, Honeywell has been awarded a $27 million contract by the FAA.

contract, awarded under the FAA’s Continuous Lower Energy, Emissions and Noise (CLEEN) Program, covers a 12-month base period and four 12-month option periods. Honeywell’s UOP, which has developed technology to convert sources like algae and camelina into

Snecma Silvercrest. Developing 9,500 to 12,000 pounds, this new engine family is suited for super midsize to large business jets with maximum take-off weight ranging from 45,000 to 60,000 pounds.

The Silvercrest program started in early 2006. The demonstrator ground

As the basis for its research, Honeywell will use its TECH7000 turbofan test engine, which is a turbofan technology demonstrator based on the HTF7000. The five-year

Honeywell Green Jet Fuel, will also be involved in the program, as well as Gulfstream Aerospace and the Massachusetts Institute of Technology (MIT).

tests were completed in 2008, successfully validating the core architecture, integration and performance.

Snecma’s new engine will decrea se

TRIAL

Pratt & Whitney Canada will test the PW800 engines at Mirabel Aerospace Center Canad (center).

The Snecma Silvercrest, here on a test bed, suits super midsize to large business jets (bottom).

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specific fuel consumption by up

to 15 percent and improve climb and cruise thrust by at least 25 percent over the current generation of engines.

The French engine manufacturer has also designed the Silvercrest to be environment-friendly, with a 50 percent NOx margin under CAEP/6 emission standards and a noise up to 20 dB under Stage 4 margin standards. However, with the business jet market continuing to feel the effects of the slow global economy, Snecma has still not launched the program and is waiting to obtain orders from aircraft manufacturers. Engine certification and service entry dates will depend upon their timetable. When the program was launched, Snecma estimated that certification of the first versions of the Silvercrest family could be completed by 2011, for an entry into service of the first business aircraft applications by around 2013.

advanced alloys to improve engine weight, high-efficiency compressor technology to enhance engine performance and reduce fuel consumption, and further improvements of our TALON combustion system to further reduce engine emissions”.

In October 2010 at MontrealMirabel Airport, the company inaugurated one of the largest flight test operations centers for civil aircraft engines in North America.

The center will support flight-testing for the complete range of Pratt & Whitney engines, including turboprops and turbofans up to 90,000 pounds of thrust. Phase II of the Mirabel Aerospace Centre, already underway, includes construction of a highly advanced facility where P&WC will assemble and test the PW800 engine family for the next generation of large business jets and the PurePower series.

Pratt & Whitney Canada (P&WC) is developing technologies for improved environmental performance, including reduced fuel consumption, lower emissions and less noise.

According to Benoît Brossoit, Senior Vice President, Global Operations: “Our latest R&D programs include cutting-edge materials such as composites and

Rolls-Royce and Bell Helicopter Explore RR500 Applications. Last year, the two companies signed a MOU to explore options for the retrofit of the Bell 206B JetRanger with the RR500TS turboshaft engine.

Approximately 5,000 206B JetRangers have been manufactured, with about 3,500 still in service around the world.

In addition to offering more power at take-off and in hot-and-high conditions than existing engines in this class, the RR500TS will deliver operational benefits to customers through extended engine overhaul intervals and lower total ownership costs. The RR500 core is a growth version of the RR300, which was launched in 2006 to power the Robinson R66. FAA type certification for the RR500TS is expected in late 2011.

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RETROFIT

The RR500TS has been selected by Bell for the retrofit of the 206B Jet Ranger.

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PREVIEW Geneva is a magnet for completions centers large and small. Liz Moscrop reports

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EBACE 2011

COMPLETELY CAPABLE

BACE is traditionally a venue where the world’s top aircraft outfitters display their talents. This year is no different as the major players muscle into Switzerland to showcase their wares. Although some things never change it seems. According to Lufthansa Technik’s Head of Marketing and Sales, Walter Heerdt, widebody completions windows everywhere are still hard to come by. He said: “Due to the delays on the Boeing 747-8 program, the slots are still booked out. So many aircraft are all due to arrive in the same time frame.”

Show Stalwarts

HEFTY

RUAG Aerospace has delivered two Do 228NGs with customized interiors (top).

Jet Aviation is in a distribution agreement with JetBed to provide lightweight portable beds (center).

Many of the aircraft manufacturers exhibiting have their own outfitting centers and will also send customers to a list of their recommended partners. Airbus, Gulfstream, Cessna and Hawker Beechcraft offer aftermarket completions. Airbus Corporate Jet Center, for example, is based in Toulouse. Until the end of 2009 it was a joint subsidiary of Airbus and Zurichbased Comlux Completion.

Airbus is also looking east. The airframer announced in March that it had appointed Taikoo (Xiamen) Aircraft Engineering Company Ltd (TAECO) as its first approved cabin-outfitter in the Asia-Pacific region, thereby expanding its range of completion centers available to corporate jet customers. TAECO’s approval follows a complete audit of the company and its capabilities, allowing Airbus to recommend the company to its customers.

Airbus Executive Vice President, Programs, Tom Williams said: “Our

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customers expect a quality Airbus Corporate Jet from us, even when the cabin is outfitted by another company, and we are determined to help them achieve that, which is why we encourage them to choose an approved completion center.”

Coming the other way round the globe, New Zealand based Altitude VIP Completions has taken a booth.

The independent provider of VIP jet interior services offers a range of skills from product design, refurbishment and reconfiguration to repair, engineering, installation and certification.

Altitude has a team of experienced and skilled engineers, designers and project managers and is a recognized Boeing BBJ completion center.

Former ACJC investor Comlux is also a BBJ Completion Center. At the end of last year Comlux America received its first order for a brand new Boeing aircraft. The company is set to double its hangar space capacity this year.

Jet Aviation is one of the best-known names in the industry. The firm’s renowned center at Basel is one of the world’s largest. Open since 1977, the facility can offer airliner conversions as well as many other services. The company recently announced that it has entered into a distribution agreement with JetBed, a US-based provider of lightweight, portable beds for Bombardier, Cessna, Dassault, Gulfstream and Learjet aircraft. The bed is designed to make comfortable and fully horizontal beds available on aircraft. Jakob Straub, vice president and general manager of Jet Aviation Zurich said: “The patented design and custom fitting of JetBed is unsurpassed in the industry, and we are convinced that many of our clients will enjoy the enhanced cabin comfort it delivers.”

European rival Lufthansa Technik is also a leading integrator capable of handling aircraft interior completions and cabin modifications of every complexity. As well as offering beautiful custom designed airliner cabins, the German company will likely display its latest examples of cabin products and IFE innovation, such as niceview, a moving map system. The new nicestuff widgets allow passengers to choose from a wide variety of Internet content that is processed via the onboard communications system and displayed in the cabin.

Heerdt said: “Nice started as an idea and has been so successful in the market with Bombardier products, as well as naorrowbodies and up to Boeing

Specialists Design, engineering, certification and manufacture of completions structures, components and systems

www.YankeePacificAerospace.com

2 in 1 BART 2011.indd 1

747-400 sized aircraft. We continue to develop the system, which is modular.

It will even work with third party equipment and smart phones.” He added that most customers are looking for the highest quality HD screens and inflight entertainment offerings in their cabins.

Mega player Gore Design Completions is also at EBACE. The company recently expanded its hangarage on site at its San Antonio, Texas headquarters in anticipation of further growth.

The UK’s Ocean Sky will also tout its completions offerings. The firm provides a dedicated design team and a range of materials including buffo and nana leathers as well as custom-made fabrics and carpets. It works with a wide range of private jets including: Ilyushin 96-300 Head of State, Airbus, Bombardier, Raytheon, Dassault and Cessna products, as well as helicopters.

Others on the Floor At the smaller end of the scale Oberpfaffenhofen-based Ruag Aerospace has a joint venture with List

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of Austria to offer customers interior refurbishing of executive aircraft in its facilities in Bern, Geneva, Lugano, Oberpfaffenhofen, Stuttgart and Zurich. Last November the firm delivered its second Do 228NG (New Generation) to Norway’s Lufttransport AS based in Tromsø.

The aircraft was the first Do 228NG in Europe. Lufttransport now operates three Do 228 aircraft, which is a versatile multi-purpose turboprop. Apart from the ability to carry up to 19 passengers, the aircraft can also be configured as a special mission version or other variants.

Another player Elliott Aviation specializes in medevac interiors and has completed a custom air ambulance interior in a Beech King Air B200 for InterMountain Life Flight, a division of Salt Lake City-based Intermountain Healthcare. The company has performed numerous custom air ambulance interiors since opening its completion center in 2003.

With so much choice on offer many people prefer to have some help with their outfitting, which is good news for

consultancy firms. For example ExecuJet’s Completions Management division recently announced that it had attracted several new clients.

Manager Lukas Weiss, oversaw five aircraft completions in 2010, primarily on larger cabin aircraft including Global Express’ and Challenger 605s and has been working with completions centers in the USA, Canada and Europe. The team also oversaw two refurbishments on pre-owned aircraft in 2010, including a Global Express.

Weiss said: “We are extremely encouraged by the increasing numbers of global customers approaching us for independent advice on their aircraft completions and refurbishments.” ExecuJet works hand-in-hand with the OEMs and refurbishment centers as soon as an aircraft deal, new or pre-owned, is concluded with a customer.

Visitors looking to outfit an aircraft have plenty of choice at this year’s show, which looks set to be one of the most exciting yet for interiors specialists.

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SPIRITUAL CONVERSIONS

years. We are seeing continued growth and are looking for the right partnerships to expand our brand.”

In Washington, Tailwind Capital also spotted the potential of the CRJ 200 in 2007. Customers can select their own finishes, but the interior is configurable to between 14-16 people and includes an IFE system with two 21inch screens and two DVDs. CEO Joel Hussey believes that most customers would prefer an airframe with fewer hours. “We look at aircraft with between 13-14,000 hours. He continued: “We want feedstock that is not too old with too many hours.

Otherwise, you could spend lots on maintenance. We would think long and hard about an aircraft of over 20,000 hours.”

Not everyone thinks that way.

Project Phoenix’s CEO Mike Cappucitti said: “High hours would

Cost cutting and lack of completions slots have seen some owners turn to older airframes in a bid to jump the narrowbody queue. Several refurbishment companies will be showing their skills at EBACE. Liz Moscrop reports.

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FOCUS

Flying Colours has converted several Bombardier CRJ 200s into the VIP “ExecLiner”.

nyone ordering a VIP airliner today is faced with long lead times. However, one person’s difficulty is another’s opportunity and several companies have moved to revamp narrowbodies into executive jets.

Canadian interiors specialist Flying Colours is famous for turning Bombardier CRJ 200 regional jets into the executive variant of the type Challenger 850s. The company performs its own conversions and has also worked with Montreal based Project Phoenix on its CRJ 200 upgrade, which was delivered to a customer in Macau in 2009.

Flying Colours has a supplementary type certificate (STC) to install an auxiliary fuel system on the CRJ 200, bringing the aircraft’s range to 3,000 nm.

Sean Gillespie Director Completions Sales said: “We got started on these conversions when we had a request to turn a CRJ 200 that had come off its lease into a Challenger 850.” Flying

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Colours has subsequently converted several CRJ 200s into a 16 passenger VIP model it dubs the ‘ExecLiner.’

According to Gillespie, there has been interest for the aircraft worldwide, especially in developing markets, such as the Middle East and Asia. He added: “We will be focusing on our green Challenger 850 program at EBACE. China is also a big market for us and we will be delivering five aircraft there this year.” He explained: “The sector has changed over the last couple of

not matter to us. The airframe life as 80,000 hours in cycles, so 20-25,000 hours is still low utilization. Executive use is likely to be a maximum of 1,000 hours per year and the aircraft would need 4,000 cycles until its next major overhaul. Given that it uses two hours per cycle, that is 8,000 hours, or eight years before it would need its next major overhaul. The highest we would likely look at is 23,000 hours, but our first one had around 17-18,000 hours.”

European Offerings CRJ conversions are not confined to North American houses. Fokker Aircraft Services (FAS) in the Netherlands has a VIP CRJ700 under its belt. The three-zone cabin is configured to carry 21 passengers. Last year FAS delivered a VIP Airbus A318 to a customer based in the Middle East and is soon to complete an African customer’s A320.

In December the company joined the Middle East Business Aviation Association as interest is mounting for its VIP completions service in the Gulf. Eric Cuppen, Director Aircraft Completions and Conversions said: “With our rich heritage and expertise in outfitting VIP cabin interiors for Airbus ACJ, Boeing BBJ, Bombardier and Gulfstream aircraft we have captured the attention of a growing customer base, particularly in the Middle East.”

Over in Oberpfaffenhofen in Germany 328 Support Services houses a completion center dedicated to Dornier 328 maintenance, refurbishment, and completion. The company is also approved as a FAA Repair Station for the Dornier 328 and is the type certificate holder of both the jet and turboprop variants.

The company launched its new VIP product, the 328DBJ at the Middle East Business Aviation show in December. The high-spec interior is the result of collaboration between UK-based ctm design Ltd and the 328SSG German-based interior completion team. Special features include a new VIP galley, redesigned ceiling and side wall panels featuring electric window blinds. Two more 328DBJ aircraft are being completed in Bavaria for SkyBird Air, a Nigerian customer.

Dave Jackson Managing Director of 328 said: “VIP conversions are enjoying continued popularity owing to the challenging economic times. For a low unit investment of around $4-5 million and a refurbishment of $2-4 million dependent on customer requirements - you have an aircraft that looks brand new.”

The firm recently signed an agreement with STG Aerospace, whereby the latter will supply the former with its latest Wireless Emergency Primary Power System (WEPPS) monitoring and real-time diagnostics technology.

328’s, sister company AMDS will certify the product through an STC modification. As part of the arrangement WEPPS will be available via 328 Support Services to any of the companies operating one of the 200 Dornier 328 aircraft flying worldwide.

Finally, last EBACE saw one of the quirkiest offerings ever to hit the floor when BAE Systems Regional Aircraft teamed with British design consultancy Design Q to create a concept for the world’s first camper jets. There were two versions of the aircraft: The Avro Business Jet Explorer One and Explorer Four. These were the first of five interiors that BAE has commissioned Design Q to develop for the ABJ. The focal point is a unique viewing platform that powers out from the aircraft when they are on the ground.

The huge cargo side door swings open hydraulically, magically revealing a concealed platform that extends out from the fuselage to become a balcony.

This ‘Air Deck’ transforms the rear of the aircraft into what BAE describes as “the ultimate living space.”

The UK’s Cello Aviation played a different tune at last year’s show with a more realistic conversion of an Avro Business Jet (ABJ). Completed at Inflite Engineering Services Southend facility, the aircraft is available for charter. Cello’s CEO Nim Baines designed the 46 first class seat interior, which can be reconfigured as a 44seat layout with a Club 4 arrangement upfront.

Expect to see more at this year’s show.

ÿ

QUIRKY

The Avro Business Jet Explorer One is the world’s first camper jet.

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STEPPING UP TO THE PLATE

VIGOROUS

FlightSafety International has aggressively expanded into the helicopter training market.

As Business Aviation continues to expand its footprint throughout the world, there is increasing demand put on global training centers to provide pilots for the sectors.

Two major industry giants are doing their bit with new product and services offerings to meet this need. Liz Moscrop reports.

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lightSafety International (FSI), one of the world's leading aviation training companies is aggressively expanding into the helicopter training market. The company demonstrated an enhanced version of its VITAL X Visual System at this year's HeliExpo show. Designed specifically for use in helicopter training programs and simulators, VITAL X was created thanks to extensive consultation with heli-

copter operators from various industry segments.

George Ferito, Director, Rotorcraft Business Development said: "We have developed visual scenes for news gathering, law enforcement and other mission specific training that will be available on simulators at our learning centers." VITAL X features continuous global satellite high-resolution imagery achieving exceptional realism with tens of thousands of processed elements and millions of features integrated into animated scenes of the real world.

The system supports hundreds of six Degree of Freedom fully articulated moving models and 3D sea states and is capable of presenting environmental conditions experienced during all phases of flight including physicsbased atmospheric and weather effects and continuous time-of-day operation.

The new highly detailed low altitude visuals include mountainous terrain, accident scenes, pinnacle landings, airports, hospital helipads, obstacles such as power lines, trees, and bridges and an oil rig complete with lighting, and articulation of the model and sea state animations designed to enhance training realism.

Brazilian operators of Bell 212 and 412 types will also benefit from the recent National Civil Aviation Agency of Brazil (ANAC) certification for FSI's 212 and 412 FFS. Barbara Taylor, Manager, Fort Worth Learning Center said: "The approval of our Bell 212 and Bell 412 helicopter simulators by the ANAC shows our commitment and ability to provide our customers in Brazil with training programs and advanced simulators that are approved to the highest standards in the country in which they operate."

ANAC approved FSI's Bell 430 full flight simulator back in 2009. The company offers training programs and simulators for all three of these aircraft at its Learning Center in Fort Worth, Texas.

FlightSafety has provided training for Bell Helicopter rotorcraft for more than 30 years and offers training for Bell 212, Bell 214ST, Bell 222, Bell

230, Bell 412 and Bell 430 aircraft in Fort Worth. FSI also offers training for the Bell 206 and Bell 407 using new FAA Level 7 qualified Flight Training Devices at its Learning Center in Lafayette, Louisiana.

Bizjets Earlier this year FSI brought good news for Bombardier Challenger 605 operators in Europe when it announced it would offer training for the type in early 2012 at the company's Farnborough Center in the United Kingdom.

Scott Fera, Vice President, Marketing said: "Offering Challenger 605 aircraft training in Europe is a clear demonstration of our desire and ability to respond to the needs of our customers and to provide them with the outstanding quality, value and flexibility they deserve."

FSI will install a new FFS simulator at the center, qualified by several worldwide aviation regulatory agencies and featuring the company's VITAL X Visual System and advanced electric motion and control loading technology.

Last December FSI also announced a new Beechcraft King Air 350 Level D FFS at its Wichita facility. Bruce Whitman, CEO said: "The Level D qualification of this new simulator by the FAA will enable us to serve the rapidly growing number of corporate and commercial operators and military and government agencies who rely on FlightSafety for King Air 350 training."

The first initial training course using the new simulator was attended by pilots from Australia, France, the Philippines, Russia, Slovakia,

Thailand, the United Kingdom, and the United States.

The simulator features the Rockwell Collins Pro Line 21 integrated avionics system and is equipped with FlightSafety's VITAL visual system and electric motion and control loading technology. FSI has been Hawker's authorized training provider for over 30 years.

FSI also caters for larger jets. US, Saudi, and European Dassault Falcon 7X operators can now benefit from a new FSI FFS at FlightSaftey's Dallas/Fort Worth Learning Center.

The simulator features the advanced systems of the Falcon 7X and replicates the flight characteristics through all operational regimes. It includes the latest technology in digital flight controls, heads up guidance, and Enhanced Flight Vision System technologies and is equipped with an Emergency Vision Assurance System, Honeywell's Runway Awareness and Advisory System and Electronic Flight Bag. Rival Offerings FlightSafety's major competitor is CAE, which offers pilot, maintenance and cabin crew training on more than 80 different business aircraft types from AgustaWestland, Airbus, Bell Helicopter Textron, Boeing, Bombardier, Cessna, Dassault, Embraer, Eurocopter, Gulfstream, Hawker Beechcraft, and Sikorsky.

Rotorcraft training has been very much at the forefront of the CAE's services offering over the last few months. In March - along with Sao Paolo's Líder Aviação - it announced a joint venture to provide helicopter

training in South America from 2012.

The new joint venture company will purchase the first full-motion Level D CAE 3000 Series full-flight simulator (FFS), which will replicate Sikorsky S76C++ aircraft.

Júnia Hermont Corrêa, Lider's COO said: "Offshore oil and gas platform transport services will generate significant helicopter fleet growth in the coming years, requiring well-trained, highly-skilled pilots who can adeptly handle a variety of weather conditions." Lider operates more than 50 helicopters, representing nearly half the fleet servicing the oil and gas market in Brazil.

The S-76 FFS for Brazil will be the first CAE 3000 Series full-flight simulator fielded with a CAE True Electric Motion six-degree-of-freedom motion platform, and will be qualified for initial and recurrent credits. List price depends on the helicopter configuration and specific features and ranges from C$10 million to C$14 million.

Earlier in the year CAE made its first foray into an initial training program for helicopter pilots with the announcement of a partnership with Airports Authority of India announced to offer ab initio helicopter pilot training at CAE Global Academy Gondia.

The three-year program is expected to graduate approximately 100 new helicopter pilots annually.

V.P. Agrawal, AAI's Chairman explained: "The civil and military sectors in India will require close to 2,500 helicopter pilots over the next 10 years. Current development of new helicopter pilots is insufficient to meet this requirement, so CAE Global Academy Gondia is stepping up to fill this important need to support continued aviation growth in India."

Student enrollment is expected to begin in late 2011, and will use the CAE Aircrew Selection System -- a multidisciplinary process designed to evaluate a candidate's "thinking and doing" capabilities in a contextual aviation environment and under stress.

Following graduation from the CAE Global Academy Gondia with a CHPL, pilots will be prepared for type-rating training on a specific helicopter type and can go on to the Helicopter Academy to train by simulation of flying, a joint venture of Hindustan Aeronautics Limited and CAE, which offers type-rating training at its training center in Bangalore.

GROWTH

Jeff Roberts, CAE’s Group President says that the company has added 20 new simulators in recent years.

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Middle East Ventures CAE has been busy in the Middle East, too. Last December EmiratesCAE Flight Training (ECFT) announced a contract with Greece's Gainjet Aviation for Gulfstream G450, Gulfstream G550 and Bombardier Global Express pilot training at the Dubai center. CAE also provides training for Gainjet pilots on the Embraer Phenom 100 aircraft at Embraer-CAE Training Services in Burgess Hill and the Gulfstream G200 at the CAE North East Training Center in Morristown.

There are also two new Falcon simulators due to come online soon at ECFT. The Falcon 900EX/2000EX simulator, which configurable to either cockpit has been qualified by the regulators and is in training with customers, with the Dassault's flagship 7X, for which CAE is Dassault's Authorized Training Provider will be ready for training by this summer.

Camille Mariamo ECFT's Managing

CONTRACTOR

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Director is bullish about the Type Rating Training Organization's prospects. He said: "We believe in this region, which has had a strong growth record." Since opening in December 2003 the facility has consistently

grown and now houses 14 simulators.

Three quarters of the training offered is for Business Aviation, reflecting the growing importance of the sector to the Middle East region.

ECFT also announced a new CAE 7000 Series Level D full-flight simulator for the Bombardier Challenger 604 aircraft model. The FFS will be ready for training in the first half of calendar 2012.

In addition to the Dubai simulators, CAE also recently said that it is to add a Cessna Citation Sovereign at CAE North East Training Centre in Morristown, New Jersey in mid 2011 and that a Dassault Falcon 50EX FFS located at CAE SimuFlite in Dallas, Texas had been qualified to Level D by the US Federal Aviation Administration.

Jeff Roberts, CAE's Group President, civil simulation products, training and services said: "We have added 20 new simulators in the CAE global training network over the past couple of years, plus numerous interactive e-Learning courses which 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."

Look out for new sales and service announcements from both companies at EBACE this year.

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EBACE 2011

LIGHT AT THE END OF THE TUNNEL FOR EUROPEAN MROs In 2008, most European MRO companies were hit by the global economic crisis and some companies are still in financial difficulty.

But as Marc Grangier reports most MRO providers are experiencing an uptake in demand.

T

he market. According to Kevin Michaels, Partner, AeroStrategy Management Consulting the MRO market is worth $6.2 billion worldwide. The total includes airframe maintenance ($1.4 billion), component maintenance ($1.8 billion), engine maintenance ($1.7 billion) and modifications ($1.4 billion). In Europe, the MRO market is estimated at $0.91 billion (15 percent of the world market).

According to Michaels, it is expected to grow by 11.4 percent (compound annual growth rate) before 2018. High fuel prices coupled with slimmer aircraft acquisition budgets mean that more independents and OEMs are opting for aircraft upgrades and there is renewed interest in winglet installation on some aircraft types. Aircraft re-engining can be also a compelling value proposition – particularly for aircraft approaching their second or third engine overhaul.

In some cases these upgrades go hand in hand with an avionics upgrade.

There is growing demand for integrated MRO solutions with cost guarantees and suppliers have responded with a range of offerings, like MRO services and asset management. Information management is becoming an increasingly critical component of these offerings; the objective is to develop closedloop information systems to capture customer operations and maintenance information. In this respect, manufacturers like Gulfstream, Cessna and Dassault capture data for over 90 percent of their customers via the CMP and Camp programs. New aircraft models are incorporating advanced central

maintenance computers that can transmit data in real time to off-board monitoring centers, which increasingly operate 24/7. It’s true that the recession has cut spending on MRO, but the rise of business jet use is sure to benefit the sector.

According to Michaels, Eastern Europe is likely to recover more quickly than the rest of the world, while Western Europe leads the way for slower growth regions. However all companies are offering new services to attract customers.

Jet Aviation has launched a dedicated AOG hotline service for the EMEA & Asia regions to assist aircraft operators with any and all emergency or AOG situations. Calls to the hotline number within Europe - +800 JETSTARS (+800 5387 8277) - or +41 58 158 4848 from outside Europe - are answered 24/7 by a qualified member of Jet Aviation’s EMEA & Asia MRO

division. This new AOG hotline provides aircraft operators with a worldwide support network in case of emergencies or AOG occurrences. The team of highly qualified technicians, located across Jet Aviation maintenance facilities, has a track record of resolving AOG or unscheduled maintenance requests within 48 hours.

Equipped with visas for most of the EMEA & Asian countries, the team is always on standby, can be mobile within two hours and is able to assist a wide range of aircraft in the event of AOG incidents, says Christof Späth, Senior Vice President MRO and FBO services for Jet Aviation EMEA & Asia. “After gathering all information relevant to the problem, we immediately enlist personnel or parts from the nearest available Jet Aviation maintenance facility or aircraft service center to resolve the situation as quickly as possible,” he adds.

PROMPT

Jet Aviation maintenance facilities have a track record of resolving AOGs within 48 hours.

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COMPREHENSIVE

RUAG Aviation provides a complete range of MRO services.

Jet Aviation, Moscow Vnukovo recently announced that it has expanded its base and line maintenance service offerings to include Challenger CL300 and Gulfstream G200 aircraft under the company’s EASA 145 maintenance approval. Jet Aviation Moscow Vnukovo performs maintenance services under its own EASA #145.0472 approval and recently received the Cayman CAA maintenance approval.

The company opened an operation at Moscow’s Vnukovo airport in November 2007 and is the first global Business Aviation maintenance company to enter the Russian market. It remains the only MRO provider to serve the Business Aviation community in the greater Moscow area. Since 2009, it has expanded its offerings to include 24/7 line maintenance and AOG support as well as providing services to Domodedovo, Sheremetyevo and other Russian airports.

Gulfstream Luton now has 14 foreign authority approvals to provide maintenance and repairs. The seven year-old Gulfstream facility, the only Gulfstream service center outside the US, is now a certified FAA and EASA Part 145 repair station. The company has EASA Part 21 Design Organization Approval, which means its employees can install and repair avionic equipment and cabin interiors for Gulfstream aircraft registered in EU countries. Gulfstream Luton also has approvals from the civil aviation authorities in Bermuda, Bahrain, Cayman Islands, Hong Kong, Isle of Man, Kuwait, Nigeria, Saudi Arabia, United Arab Emirates and the United Kingdom. According to Mark Burns, President, Gulfstream Product Support, Gulfstream Luton serviced some 1,100 Gulfstream last year.

Gulfstream operators in Europe can also get their aircraft serviced at six Gulfstream-authorized facilities: Jet Aviation in Basel and Geneva, Switzerland, Hannover, Germany, and Moscow; Altenrhein Aviation in Altenrhein, Switzerland; and CORJET Maintenance in Madrid.

RUAG Aviation provides comprehensive MRO services, modifications and upgrades as well as interior and exterior services for Bombardier, Cessna, Dassault Falcon, Embraer, Hawker Beechcraft, Piaggio P180

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Avanti and Pilatus PC-12. It provides repairs and repair designs in close cooperation with OEMs. Its Geneva site plays an important role in MRO services. With more than 100 employees, it offers maintenance, modifications, engineering, refurbishment and painting. The Slovenian Government recently benefitted from the new maintenance organization in Geneva when its Falcon 2000EX was entrusted for a C1 Check and a wing tank modification, called “dry bay” modification, (a first in Geneva) to be completed within a challenging five and a half weeks downtime.

In early March, RUAG Aviation announced it had obtained the authorization from Honeywell Aerospace to carry out maintenance, including warranty work, on the TFE731 and HTF7000 engines, as well as on the APUs of the GTCP36-100/150 series.

RUAG is already authorized to maintain General Electric, Rolls-Royce, Pratt & Whitney and Williams engines.

Last January T A G A v i a t i o n opened a new hangar and office complex at Geneva Airport. The new construction project is double the size of the former maintenance hangar and integrates TAG Aviation’s corporate and operational offices in one building for the first time. “Fortunately the timing of the expansion of our maintenance facility could not have been better. Our maintenance production space has nearly doubled with the new

hangar,” said Robert Wells, CEO of TAG Aviation Holding. A notable improvement at the new 4,200 square-meter building includes full aircraft paint capability, a first for TAG Engineering. This service will be complemented in the near future by a Part 21 design capability.

Last December S R T e c h n i c s signed an agreement with TAG Aviation to enter a long-term cooperation in the areas of maintenance, interior completion, and refurbishment for Boeing and Airbus business jets. The agreement covers full support maintenance services, technical consultancy, and aircraft completion services with a focus on interior design, completion, and refurbishment. All services will be carried out in Switzerland.

ExecuJet Aviation, headquartered in Zurich/Switzerland, has launched a MRO and management company in China. ExecuJet Aviation and Tianjin Haite recently announced a Joint Venture agreement with Tianjin.

ExecuJet Haite Aviation Services China Co. Ltd will be based at Tianjin Binhai airport and will offer aircraft management and maintenance services. The MRO facility, which is due for completion in August 2011, will encompass a 6,000 square meters facility. ExecuJet will obtain a Chinese Part 135 Aircraft Operating Certificate (AOC) and a Part 145 maintenance certificate and expects to initially maintain in excess of 40 business aircraft annually.

Lufthansa Technik’s New Established Mobile Aircraft and Cabin Services (MACS) team has completed several maintenance events at the home bases of different VIP and Executive jet customers. The new service, recently launched, meets the requirements of the VIP market to maximize the availability of the aircraft and to reduce the cost for smaller scheduled maintenance checks.

In Amman (Jordan) for example, VIP Jet specialists from Lufthansa Technik in Hamburg (Germany) performed one six and one nine months check of an Airbus A318 Elite for its long-term customer, the Royal Flight of Jordan. Richard Hamer, Director of the Royal Flight Jordan, said: “This new mobile service offered by Lufthansa Technik’s VIP maintenance division has proved to be the right solution for our operation. Performing the maintenance in our own hangar saves the cost and time of the return ferry flight to Europe – including the cost for supporting staff, operating crew, and the aircraft direct and indirect operating costs while ensuring we can maintain the same Lufthansa Technik quality. In addition to cabin interior repairs, the MACS team can take care of small maintenance tasks and the implementation of certain unscheduled Airworthiness Directives (AD) and Service

Bulletins (SB) as well as Technical Log Book items (TLB) and Deferred Defects (DD) to ensure a safe operation of the airplane. This service is currently offered for all Airbus and Boeing VIP Jets.

Last January Cessna announced that it will build a new Citation Service Center at Valencia airport, Spain. The new center could begin operations in 2012. “There are some 400 Citations within a 90-minute radius of the Valencia airport, making it a prime location that will greatly enhance service options for our European operators,” said Jack Pelton, Cessna chairman, president and CEO. “The cooperation from Spanish authorities at all levels has been outstanding.”

The new facility in Valencia will augment the Cessna Citation Service Center in Paris. It will include 6,000 square meters (64,000 square feet) of hangar space and about 8,200 square meters (88,264 square feet) of office, storage and shop space. The new Spanish service center will provide around-the-clock MRO services, and will feature hydraulic and battery shops, parts support, and avionics modifications.

At the end of last year, Cessna also activated its first European Mobile Service Unit. The MSU provides local customer service for southern Europe as part of ServiceDirect, which brings Citation service to the customer’s hangar.

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APPROVED

Beechcraft Berlin Aviation (left) is a fully authorized Hawker Beechcraft Service Center

Beechcraft Berlin Aviation GmbH continues its expansion. Established in 1991 at Berlin Tempelhof airport, the company is an EASA Part-145 maintenance operation and also an EASA Part 21 Design Organization and FAA Repair Station. Since the beginning of 2010, it has also been approved as a fully authorized Hawker Beechcraft Service Center.

Recently, the company opened a new 3,300 sq m aircraft maintenance centre on the grounds of the future Capital Airport, Berlin Brandenburg International (BBI). Besides maintenance and repairs, Beechcraft Berlin specializes in services such as meteorological data capture and weather control, surveillance missions and ambulance equipment (Special Mission Modifications). “With the new Hawker Service Centre we can guarantee a comprehensive range of services,” says Gregor Bremer, Managing Director of Beechcraft Berlin. “Not only do our customers in Western and Eastern Europe benefit from our expertise and many years’ experience, our central position in Europe is also a great advantage for them.”

Lufthansa Bombardier Aviation Services opens a line maintenance station in Riga. LBAS Berlin based leading specialist in the maintenance, repair and overhaul of Bombardier Business Aircraft, set up last summer a line maintenance station in Riga, Latvia. Together with its local Partner, Baltic Business Aviation Center Ltd. (BBAC) / FBO Riga Ltd., and Lufthansa Technik’s VIP & Executive Jet Solutions division, LBAS now offers line maintenance support for corporate aircraft including Bombardier Learjet, Challenger and Global jets, as well as Airbus ACJ and Boeing BBJs. While FBO Riga provides hangar space for aircraft maintenance in proximity to its FBO at Riga Airport, LBAS provides manpower, tools and material support for the increasing number of business aircraft based in Riga and for transient aircraft as well. The VIP line station in Riga operates under the LBAS maintenance approval for Bombardier aircraft.

In early February, Bombardier Customer Services opened a new, updated MRO customer website for Bombardier, Boeing and Airbus air-

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craft operations. Improved functionality means that customers can now order spare parts online, as well as request up-to-date technical publications and notify Bombardier of incoming repairs.

“We decided to launch a fresh website because it’s a vital communication tool for our customers. Based on our customers’ feedback, as well as associated market research, the new website, www.mro.aero.bombardier.com, provides enhanced online services for all our MRO customers,” said Stephen Addis, General Manager, Customer Services, Bombardier Aerospace, Belfast.

Once registered online, customers can view order book status, parts availability and pricing, but also access and request dynamic technical publications, or notify Bombardier of incoming repair units.

Last December Airbus Corporate Jet Centre and Sabena Technics signed a spare parts support agreement for ACJ customers to offer Airbus Corporate Jet customers a comprehensive airframe spare parts support. This airframe spares support for Airbus corporate jet aircraft includes airframe spare parts pool access & repair, spare auxiliary power unit (APU) availability, APU and line-replaceable unit (LRU) pool access & repair, wheels and brakes pool access & repair, and landing gear LRUs pool access & repair. It also offers ACJ operators the chance to opt-in for a double-exchange program allowing them to get back their

original LRUs once repaired. Based on a monthly fixed rate - with the possibility to tailor the spares service package to customer specific needs these services offer ACJ operators peace of mind as their fixed-fees cover the full service.

“Thanks to this new partnership, we are glad to offer our ACJ operators a customized spare parts support to accompany them at every stage of their aircraft’s life, including cabin and airframe,” says Benoit Defforge, CEO of Airbus Corporate Jet Centre.

Fabio Beretta, ACJC’s head of Customer Support and Services, adds: “This co-operation agreement is a fundamental element that completes our VIP Pass offer and gives our customers access to a complete spare parts support range.

Specifically developed for executive, government, and private operators of Airbus Corporate Jet aircraft, VIP Pass includes cabin upgrades and refurbishment, airframe maintenance, cabin and airframe spares, as well as full engine support.

VIP Pass is available for all Airbus corporate jets, confirming the ACJC team’s commitment to supporting every Airbus client’s aircraft throughout its life and to maintaining its airframe and engines to the highest standard of quality and certification.

EADS SECA is one of Europe's foremost engine maintenance, repair and overhaul facilities. It is fully authorized

by Pratt & Whitney and Honeywell to provide all levels of engine maintenance on PT6, TFE731 and PW300

engine models that power virtually all active Hawker and King Air aircraft models.

In April it was granted the status of Major Service Center by Honeywell for its new shop on Le Bourget airport.

Opened to every operator of Falcon, Hawker, Learjet, Cessna and any other TFE powered aircraft, the shop will be dedicated to the performance of short turn time (short time) MPI for Honeywell TFE731 engine scheduled events. This short time MPI concept was developed by EADS SECA to answer customers' expectations in terms of reduced TAT. The implementation of this independent shop, located within Dassault Falcon Service premises, is a way for EADS SECA to return to Le Bourget Airport where the company was founded more than sixty years ago. All activities, from on-site assistance up to CZI, remain managed by the EADS SECA Gonesse head office.

It's also worth noting that EADS SECA can dispatch a Mobile Repair Team (MRT) to any destination in Europe, Middle East, Asia and Africa.

Last year it was selected by Hawker

Beechcraft Corporation (HBC) to serve as its preferred turbine engine maintenance service provider for Europe, the Middle East, Asia and Africa. EADS SECA's MRT capabilities are an excellent compliment to HBC's owned and authorized service center network. The two companies ensure that their customer's engine maintenance needs are met at an HBC authorized service site or by delivering expert maintenance assistance to even the most remote operator's site.

Last year Dassault Falcon Service (DFS) received the “EBAA Safety of Flight Platinum Award”. Part of Dassault Falcon’s service center network (which has 37 locations: 27 Authorized Service Centers, five company-owned Service Centers and five company-owned Satellite Service Centers), DFS Paris/Le Bourget offers scheduled and unscheduled maintenance on all Falcons through all levels of inspections and is the largest service center dedicated to Falcons in the world. Currently, it takes care of over 50 percent of Falcon maintenance and modification market in Europe, Africa and Middle East.

Corjet Maintenance Europe, a joint venture company between Gestair and Iberia based at Madrid Barajas expects to serve 350 aircraft per year by 2013, including most of the executive jets now stationed in Europe, Africa, and the Middle East.

Specialized in MRO services and also unscheduled AOG tasks, it will also provide logistical support and spare parts. The company is a Dassault Falcon and Gulfstream Service Center.

Bromma Air Maintenance AB, which claims to be one of the largest EASA Part 145 facilities in Northern Europe, last year became a Raisbeck Engineering and a Blackhawk modification center. Marcus Lönn, its Director of marketing and sales, believes these new distributor agreements will allow it to offer a wider support to its customers, beside the overhaul of airframes and engines. A Beechcraft Platinum Service Center and a Pratt & Whitney recognized maintenance facility, BAM provides MRO services in its four facilities in Sweden: Bromma City Airport, Norrköping, Linköping and Sveg.

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REVIEW Exhibitors chatted nervously, laid out pamphlets and tweaked banners on the opening morning of the Business Airport World Expo (BAWE), which ran from the 1st to the 3rd of March at Farnborough this year. The first edition of the only exhibition dedicated to Business Airports was about to begin, and success was by no means guaranteed.

By Paul Walsh

BUSINESS AIRPORT WORLD EXPO

FIRST TIME’S THE CHARM 145 repair station certificate from the Swedish CAA in November 2010 and now offers line maintenance services or unscheduled maintenance at the Grafair Jet Center, FBO in StockholmBromma Airport.

Joe Buckley from Shannon Business Aviation said: “It was definitely better than I expected, many people came through the doors, and the decision makers were there. The nice thing was that it was small enough to allow you to meet and talk to the right people in the industry.” No prizes for guessing that Joe was talking about the advantages, which Shannon International Airport offers for Business Aviaton. And why wouldn’t he? The airport has full US preclearance (CBP) facilities, which allow business jets to fly directly to over 220 approved airports in the US.

F

ortunately, the visitor tally at the end of day one dispelled all doubts.

More than 1,000 Business Aviation professionals came through the doors that day and the final attendee figure for the three days was close to 2,500.

People came from almost 50 countries, all of them on the hunt for leads, partners and opportunities.

BAWE’s organizers, UKIP Media & Events, were vindicated. “If you go to some of the bigger shows you see FBOs dotted all around the place, but of course it’s the big manufacturers and the other big names that get most of the attention,” said Graham Johnson, Managing Director, “FBOs deserve their own platform.”

“The expo has worked,” he added, “we’ve had fantastic feedback from all 115 exhibitors.”

But BART couldn’t take his word for it; we wanted the views of the exhibitors and visitors. “It has been overwhelming how busy we have

been,” said Segun Demuren, Managing Director and CEO of Evergreen Apple Nigeria, which opened an FBO in Lagos on the 1st of April this year. “We haven’t had a chance to sit down and it’s exciting how many new contacts we have made!”

Swedish aviation company Grafair backed up the feel-good factor. “It has been very busy,” said Johan Emmoth, FBO Manager, “I have been talking non-stop and we have met many different companies who want to start operations into Stockholm.” The company’s subsidiary, Grafair Flight Management, received an EASA Part

On Home Turf It was no surprise to see the London airports out in force. London Biggen Hill presented their new Managing Director, Jenny Munro who’s brimming with ideas about how to squeeze potential out of the upcoming London Olympics.

“The 2012 Games is going to be the event of the decade,” she said, “I am fortunate to be joining as we begin to develop our operational plans to achieve a full and complete share of the logistical support for the Games.”

London Oxford Airport were letting everyone know that they have approval to use their whole runway length, which increases declared takeoff distance by 21 percent (896ft/273m). ‘Many business jet types can now carry more passengers or achieve significant gains in range from the airport,” said James DillonGodfray, Business Development Director, “And outbound transatlantic charters are now possible on certain types.” While London Southend Airport could publicize their brand new, state of the art Control Tower, which complements other initiatives at the airport – such as the new terminal, train station and forthcoming hotel.

NETWORKING

Joe Buckley of Shannon Business Aviation and Swedish Aviation company Grafair were on the floor at BAWE.

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BUSINESS AIRPORT WORLD EXPO The RAS operations team provides a comprehensive range of handling activities and full FBO service including de-icing, and AC/DC ground power. Professional aircraft valeting is offered in co-operation with partner PAC. “Over the next few years Munich Executive Airport and our FBO will grow in importance as a premier destination,” says RAS Chairman Johannes Graf von Schaesberg. One main reason is the convenient location, just southwest of Munich. But the airport also boasts a 7,500 foot runway with full ILS capability and hangar parking is available on request.

And, we must mention TAG Farnborough Airport, which can cater for 50,000 flights per year, almost twice its previous 28,000 limit, and 8,900 flights on weekends and Bank Holidays - up from the previous 5,000 cap.

International Spread BAWE’s international spread was impressive with Lyon Bron (France), Vipport (Russia), and IAM Jet Centres (Barbados and Montego) taking booths. Germany’s Rheinland Air Service (RAS) were promoting their newly upgraded FBO & Handling Services, which are based at Munich Executive Airport (Oberfaffenhofen).

RAS has invested close to 500,000 in the Fixed Base Operation (FBO), it has added a crew briefing room, two new crew recreation and relaxation rooms and a sundeck.

GLOBAL

For its 1st edition BAWE’s international spread was remarkable.

Lyon-Bron (top), Vipport (center) and Hadid International Services (bottom) all present.

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Munich Executive Airport is regularly used by NetJets, DC Aviation, ILFC and various large corporate flight departments. The airport is also home to several renowned aviation companies, including RUAG Business Aviation Maintenance (authorized service centers for Cessna Citation and Bombardier) and Dornier 328 specialist, 328 Support Services GmbH. Excellent Connections Of course, BAWE wasn’t just about the FBO’s. The exhibition brought MROs, refueling, handling companies, chief pilots, scheduling directors, insurers and data base providers, together under one roof. And the

workshops - on topics such as the airport coordination at the Olympics, and safety and risk management – had something for everyone.

Quintessentially Aviation, which was just launched in September 2010 were showcasing their new services. The company offers private jets and helicopters for charter.

Paul Drummond Co-Founder of the company told BART that BAWE was a great opportunity to form strong relationships with Business Aviation executives, brokers, and other operators from around the world.

“We made fantastic contacts, discovered potential new markets in the vast expanding areas such as China and India. The expo really is the perfect platform to meet important individuals in the aviation industry,” he said.

“And let’s not forget that feel-good exhibition factor – we talked non-stop from morning till night to like-minded people with a passion for providing quality service to time-short individuals.”

mails, a linked-in group and an easy to navigate website,” said Karen Warner, Sales Manager at Powerplan, the payby-hour program.

“We need to be able to spread information about our products and ser-

GDN Airport Services, a Polish based ground handling agent found that the show was an excellent way to raise their profile. “It was a great opportunity to meet our partners and to introduce our company and services to a new ones,” said Krzysztof Bastowski, Executive Aviation Services Manager. “An exhibition like BAWE lets meet people share opinions and experiences. And, it gives a great opportunity to speak personally with present and prospective clients face to face.”

BAWE visitors and exhibitors could see that the exhibition organizers had paid great attention to detail. “The show was marketed very well with e-

vices to everyone involved in aviation from owner/operators to FBO’s and pilots, ground handling and MRO facilities,” she added. “Each one of these connections could potentially get information about our financial services into the hands of a person in need of our products and help save them time, money and aggravation when it comes to maintenance of their aircraft. So, from a company perspective we made a lot of excellent connections and met a lot of the right people at this show.”

Oriens Advisors presented a model of their new airport construction concept. The proposed airport building, developed in conjunction with Cesar

Martinell & Associates, can be erected in as little as two weeks and serves as a temporary structure for a number of years. “It is made of lightweight steel and very energy efficient,” said Michael Stanley Ricks of Oriens, “we foresee a huge interest in the Flexible Based Operation facility.”

Geoff Gates, MD of Securus Escrow was also at the show. He runs a dedicated aviation escrow service that makes the transfer of documents and cash during the sale of an aircraft, smooth and trouble free. “The Securus Escrow terms and conditions have been drafted by lawyers who are very familiar with the industry, and escrow services in general,” said Gates, “this avoids any dispute between the parties concerned.” The company provides sympathetic time zones for people trying to transact between the emerging markets of Asia, the Middle East and the selling markets of Europe and USA. This year's Farnborough BAWE was a hit, and next year's event, which takes place in Cannes, could be even better. "Over 75 percent of the exhibition space for next year is already sold out," says Graham Johnson, "exhibitors and visitors are clearly thrilled at the prospect of travelling to the warm climes of Cannes, France, from 22-23 February 2012." The show could be at least twice the size and twice as successful as this inaugural event in Farnborough. Don't miss out.

ÿ

ADAPTABLE

Oriens Advisors presented a model of their Flexible Based Airport construction concept (top).

There was steady traffic at BART’s booth (center).

BART: MAY - JULY - 2011 - 97

PREVIEW Jet Expo Moscow faced an uphill battle from the start.

After the nosedive taken by the Russian economy and the Business Aviation market in 2008. Despite the initial signs of recovery, the 2009 edition had a definite feel of downsizing while the 2010 exhibition showed a real signal of extinction!

JetExpo MOSCOW

TOGETHER AT LAST

T

here was a strange feeling that something was missing. To make matters even stranger, whenever you did run into an exhibitor at the exhibition center they all talked about how happy they were with the show. It seems that Business Aviation was not disappearing at JetExpo – it was just spread out. Very spread out, between the exhibition center at Crocus Expo and the static display at Vnukovo-3 airport.

Depending on the traffic in Moscow, the bus ride between the two poles of attraction could take as long as two and a half hours.

So while major OEMs like Gulfstream, Hawker Beechcraft, Bombardier and Agusta Westland where present on the floor of the exhibition center, others like Cessna, Embraer, Dassault and Pilatus were all taking care of business exclusively on the tarmac at Vnukovo-3. This kind of set up was creating a logistical nightmare, forcing visitors and exhibitors to choose between the static display and the exhibition hall.

CONVENIENT

For the first time, Jet Expo will host the static display and exhibition side by side at Vnukovo 3.

Reuniting the Family The Russian Business Aviation market is in full recovery mode and the organizers of the leading trade show for the CIS and all Eastern Europe had to find a solution to provide a suitable platform for our industry wishing to showcase its production and capabilities on a promising market. As a result of a unique agreement between Jet Expo and Vnukovo-3 to host Jet Expo 2011 on a combined platform, the booths of the participating companies and the aircraft on static display will be presented at Vnukovo-3 Business Aviation Center.

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Jet Expo’s organizers promise to surprise their exhibitors and visitors at Vnukovo-3, from September 14 to 16, with improved service and an intensive business program. Exhibitors are excited about being able to make presentations and hold customer meetings at a one-stop shop. “Having the static display and exhibition hall in a common location will definitively enhance the show for attendees” says Jeff Miller, VP Communications at Gulfstream Aerospace, a committed exhibitor since the very first edition of the Russian Business Aviation exhibition.

Vnukovo-3, the leader among the airports in Russia and CIS in terms of servicing Business Aviation offers the highest level of infrastructure guaranteeing a maximum of comfort to all participants and visitors of the exhibition. The airport has already been selected by prominent Business Aviation companies. Jet Aviation

Moscow Vnukovo was established in late 2007 and is part of the company’s growing global maintenance services network. Jet Aviation Vnukovo is the first global Business Aviation maintenance company to serve the Business Aviation community in Russia and the company’s clients who regularly fly to and from Moscow. Embraer took the occasion of JetExpo 2010 to announce the naming of the Vnukovo-3 Group as its authorized sales representative in Russia. The company, which operates the dedicated Business Aviation terminal will sell the entire line of Embraer Executive Jets products.

Bombardier’s recent business aircraft market forecast predicts that the business jet fleet will triple by 1019.

At Gulfstream, Joe Lombardo President of the company insists on the European market where “Gulfstream in service fleet has increased by 80 percent within the last five years,” adding “we are especially enthusiastic about the Russian market”. Russia is a young economy and JetExpo is its first endurance test. At Dassault, Gilles Gautier, Vice President of Falcon sales for the Eastern Hemisphere says that, “Today’s Russian market is really mature and professional.” All the indicators are in the green for a great success of JetExpo 2011.

BART International will be there, at Vnukovo-3, September 14 to 16, to report on a successful JetExpo 2011

ÿ

For the first time EVER! Jet Expo 2011 will be held at a unified site – Vnukovo-3 airport

WE DEVELOP THE SHOW. WE THINK ABOUT OUR CUSTOMERS. WE DON’T STOP.

WELCOME ONBOARD

September 14 – 16

2011 www.jetexpo.ru

FROM THE COCKPIT

TAKING OFF

THE V1 CONUNDRUM

E

CONTINUE

Once V1 has been reached the pilot is often better off to fly.

By LeRoy Cook

very time we begin a takeoff run, we place great faith in the concept of V1, a speed beyond which the takeoff should be continued in the event of an engine failure. Prior to reaching V1, it is considered feasible to stop on the available runway/stopway, while beyond it one is committed to fly. V1 is arrived at, usually in automatic fashion with the aid of the FMS, by considering aircraft weight, runway temperature and elevation, wing configuration and other factors. And yet, the trust we place in being able to stop, or to fly away, based on having not yet reached or having passed through V1, can be flawed.

Strictly speaking, the loss of an engine at V1 (decision speed) shouldn’t be regarded as a dilemma to be solved. The very term “decision speed” is a misnomer, because the pilot’s decision should already be made at that point. Rather than having to make a decision about continuing

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the takeoff or stopping once V1 has been reached, the pilot’s job is to simply drive, because, in the vast majority of cases, it’s too late to stop.

The reason this is true stems from the physics involved. As a high-performance airplane rolls down the runway toward liftoff speed, its kinetic energy builds at a rate proportional to the increase in the square of the speed.

That is, an aircraft at 80 knots contains four times the energy than it did at 40 knots, and the accumulated energy has risen by a factor of nine at 120 knots. If the pilot elects to abort the takeoff and tries to bring this hurtling rocket to a stop, the amount of energy to be absorbed by the brakes is truly prodigious.

Unfortunately, the risks associated with a rejected takeoff are seldom sufficiently explored in training or operating manuals. In our early flying, conducted in smaller airplanes with a maximum takeoff weight below 12,500 pounds, it was generally supposed that adding the takeoff roll figures and landing rollout numbers would determine if we had enough runway length to perform an accelerate/stop maneuver, with perhaps a few seconds of delay added for recognition time.

Ostensibly to give the pilot guidance, a convincing accelerate/stop chart may be published in the POH. However, there is no regulatory requirement to add any safety margin to these charts, and the aircraft manufacturer will make sure the numbers are just sufficient.

Takeoff Risks For larger airplanes, and for commuter-category aircraft, there is a certification requirement to develop “balanced” continued takeoff or stopping numbers, showing the distance required to either stop or fly away if an engine should fail during takeoff. The pilot is obliged to operate the airplane in accordance with these calculated runway/clearway/stopway distances.

However, he or she may not understand just how little margin is provided by what appears to be the extra-stringent standards of transport category certification.

Once the balanced field requirements are met, taking into account the existing conditions, the pilot needs operational guidance, in the form of target V-speeds, the first of which to be encountered is the go/no-go num-

ber, V1. However, reliance on V1 speed, or “decision speed”, must assume that your decision to begin a rejected takeoff procedure will be made PRIOR to reaching V1. Once at V1, acceleration to liftoff will continue with the remaining engine(s), resulting in the aircraft becoming airborne and achieving a height of at least 35 feet by the time it reaches the end of the runway. Attempting to stop after V1 is reached is seldom ever advisable.

For this reason, many operators use a two-stage RTO procedure. Below 80 knots, one can reject the takeoff for any reason, while from 80 knots to V1 an abort should only be done for reasons that are relevant to the ability of the airplane to be capable of flight.

The captain’s abandonment of the nosegear steering tiller is usually paired with this shift in focus.

It’s Not Going To Be Easy No matter what the airplane’s certification basis, a rejected takeoff is one scenario that is fraught with hazards.

A Boeing study of simulated aborted takeoffs undertaken at or near the V1 decision speed showed that 4 percent of the aborts would have resulted in an accident, and 12 percent would have created a less-hazardous incident, such as the airplane coming to rest off the end of the usable runway.

The government-approved V1 stopping-distance numbers provided by manufacturers do not take into account real-world factors like slower than normal acceleration, runway slope, slow rolling starts, extended deliberation by the crew or aging brakes. The rejected-takeoff numbers are the best that could be developed by near-instantaneous reactions from test pilots in multiple efforts, using brand-new equipment that could be discarded after the tests, with a level, groomed runway. You can’t expect to better, or probably even match, those figures. Under FAR Part 25, brake fires are allowed to develop and tire blow-out plugs can rupture, so long as the airplane comes to a halt intact.

In another study of RTO cases, it was found that half of the rejected takeoffs undertaken in transport-category airplanes would have been better handled using a continued takeoff procedure. A heavy turbine-powered airplane is a beast to stop when the takeoff is aborted at 120 knots or more. As

the wise aviation sage Dan Manningham once said, “The no-go decision is not a decision that you can stop; it’s a decision that the aircraft cannot fly.” Only if there’s a clear element of danger presented by attempting flight should a decision be made to abort a takeoff near V1. In that case, rolling off the end of the pavement and damaging the aircraft might be preferable.

Braking technique is often flawed as well. Many pilots first pull the thrust levers back to idle, then they apply brake pressure. In reality, the first priority should be maximum braking effort, even before closing the throttles. No attempt should be made to modulate the brakes when anti-skid is operational; just stand on the binders and let the computer logic work.

Remember, reverse thrust is not factored into RTO calculations, simply because the very reason for rejecting a takeoff may involve a powerplant problem, rendering reverse unusable.

Thus, brakes and spoilers are the only devices considered usable for all RTO situations. Reverse is certainly a bonus, if available, but bear in mind that heavy use of reverse thrust carries the risks of FOD, erosion and compressor stalls.

Pollyannic Performance Under Part 25, the calculated distance required to stop as the aircraft reaches V1 is based on a perfect day, perfect performance, and a good level runway surface. There is no margin in those numbers; zilch, nada, none.

When aborting at V1 on a runway of exactly balanced length, if you don’t generate every bit of braking energy, if you take more than two seconds to slam the throttles to idle, if the runway has some unfactored slickness or slope, or if you didn’t wait for the engines to reach full power before releasing brakes at the very end of the runway as you began the roll, you’re going off the end. Count on it.

Therefore, any decision to abort must be made well before arriving at V1, to ensure safety. Many operators consider their working V1 speed to be about five knots below the real computergenerated number.

The balanced field number for continuing the takeoff once the aircraft has reached V1, on the other hand, carries a bit of margin, in that it’s calculated to BART: MAY - JULY - 2011 - 101

FROM THE COCKPIT

produce an altitude of 35 feet over the runway end. That’s not much, but at least it’s a positive number. Unless you elect to stop, and take positive action to do so, much earlier than V1, you’re probably better off to fly.

SAFER

If a light comes on at or near V1, continue, rotate and fly.

When Seconds Count In an evaluation test conducted a number of years ago, aborted and continued takeoffs were made earlier and later than V1. It was found that aborting with a delay of only one added second after reaching V1 resulted in going off the end of the prescribed runway at 40 knots. By comparison, continuing the takeoff after suffering the loss of an engine seven seconds prior to reaching V1 still resulted in crossing the end of the runway at 30 feet, flying and under control. The lesson is clear—abort at V1 only if the airplane can’t fly.

What would be a valid reason to reject a takeoff? Obviously, any doubtful powerplant indication is grounds to abort. Even so, such an indication should be detectable while the takeoff is still young, allowing plenty of time

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TAKING OFF

to shut down and stop. Check the gauges early, not while rolling along at high speed.

Sluggish acceleration, as in the famous Anchorage, Alaska case of a DC-8 attempting to depart with its brakes locked, ought to be noticeable long before V1. Military trained pilots are taught to respect so-called line speeds—when half of the calculated takeoff distance has gone by, the indicated airspeed should be at least 70 percent of takeoff speed.

A good friend from my childhood had the misfortune of crashing during takeoff in a loaded Boeing B-52 Stratofortress in Thailand. It was monsoon weather, with shifting, gusty winds and standing water on the runway. Even with all eight engines blowing, the old Buff couldn’t accelerate through the last knots needed to lift off, and there was no longer room to stop. The airplane went off the end of the runway and broke apart.

Fortunately, my friend extricated before the fire and ordinance explosions.

An unlatched door can be a serious threat to flight, but the accompanying warning lights, sound or vibration should make its presence known early on. If the door pops open at rotation as airflow around the fuselage changes, keep a steady hand and carefully fly the aircraft around for a landing.

Annunciator warning lights will normally be glowing as the takeoff roll begins and should be dealt with then, not when well under way. If a light comes on at or near V1, continue, rotate and fly—you can hunt down the circuit breaker and get it pulled once you’re in the air. Don’t fumble around on the roll.

What about a tire or wheel failure during takeoff? A maingear tire or wheel may have been a factor in an accident involving a nearly-new Learjet 60 at Columbia, South Carolina in 2008. An RTO was begun at 136 knots, after a noise was heard. Even though the conditions were good, stopping was impossible with the maingear damage and the aircraft continued off the end of the runway, consuming 1,000 feet of runway safety area and crossing a roadway before impacting a berm, where it burned. Remarkably, two of the six occupants survived.

If a tire blows well before the V1 point, use whatever braking is available, maintain control and attempt to stop. However, a failure late in the roll, at or anywhere near V1, would be best handled by continuing the takeoff, leaving the gear down and flying to an airport with the longest-available runway and crash-rescue equipment that can be deployed. In such unusual cases, the pilot in command has to determine whether it’s time to fight or flee, but if the aircraft is almost ready to fly, taking to the air would be my choice.

Respect the limitations of the V1 speed, recognizing that it’s based on near-perfect conditions and performance. The rejected takeoff maneuver is not one to be attempted anywhere near a FAR Part 25 certificated airplane’s V1 speed. Rather, it’s an option that’s available early in the takeoff roll or if there’s a clear indication that the airplane is not capable of flying. Otherwise, rotating and flying is a safer choice. RTOs leave little margin for error.

ÿ

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THE DOCKET

AIRCRAFT INSURANCE

MAKE SURE YOU’RE COVERED

By Aoife O’ Sullivan

W

hen buying or leasing a business or private aircraft, there are many issues to take into account– the range of the aircraft, the price, the model, whether or not it will be chartered, which registry it will be flown under, whether or not finance is required. One of the most important aspects of buying or owning an aircraft is the insurance policy and yet many owners (and even some financiers) are not aware of the basic contents or restrictions contained in the insurance policy. It is a little too late to find out after the aircraft has been damaged that your policy isn’t quite as you expected it to be.

Part 1 - Types of Aviation Insurance 1.

Aircraft Hull and Liability There are several standard aircraft liability policies in the London market, but for the purposes of keeping it simple, I will focus primarily on AVN1C, which is the London Aircraft Insurance Policy. This policy is mainly used for general aviation business, as opposed to major airlines, which obviously require wider coverage than is provided by this standard form. It covers both the hull risks and the insured’s liability to third parties and passengers. There are four main sections to AVN1C i. Section I: Loss of or damage to aircraft ii. Section II: Legal liability to third parties (other than passengers) iii. Section III: Legal liability to passengers

UNAWARE

Many aircraft owners are unacquainted with the basic contents of their insurance policy.

iv. Section IV: (A) General exclusions applicable to all sections (B) Conditions precedent applicable to all sections (C) General Conditions applicable to all sections (D) Definitions

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a. Section I – Loss of or damage to aircraft Insurers will, pay for, replace or repair accidental loss of or damage to the aircraft described in the schedule under the policy for the risks covered (generally being flight, taxiing and ground risks). It would be common for aircraft policies to have a separate premium rate for flight risks and a reduced premium rate for ground risks. Operators should be aware of such differentials when seeking insurance, particularly if they have a fleet of business jets, which may have long periods of grounding for commercial reasons or economic downturn.

Operators may be able to negotiate the inclusion of a ‘lay-up’ clause (AVN26A) which would provide premium returns for aircraft ‘laid-up’ for a defined period of time, thus keeping insurance costs to a minimum, subject to various conditions being met, i.e. not for maintenance/overhaul or repair purposes and a minimum of 30 days laid up.

The policy is underwritten on a ‘insured value’ basis whereby, although a value is attributed to the aircraft at inception, the reduced (depreciated) value of the aircraft at the time of any loss is the value that would be used for claim settlement in the event of a total loss. This can however be amended to an ‘agreed value’ basis, thus the amount to be paid in

the event of a total loss is set at inception under the schedule of aircraft.

Any partial losses will be subject to the applicable deductible. Operators should seek insurance on the best terms available regarding lower deductibles. Insurers are flexible in providing alternative premium structures to accommodate various deductible options and the current market for business jets appears to be softening, insofar that very low deductibles can be achieved.

Turbojet aircraft are susceptible to foreign object damage despite recent improvements in design efforts.

Operators should note that foreign object damage is only covered if it is attributable to a ‘single recorded incident’ (being recorded in the aircraft technical log). However, consequent damage sustained to other parts of the aircraft is covered.

Spares coverage is often included within Section I at an additional premium, rated against ‘values at risk’.

Operators should ensure that their spares inventory is kept up to date and declared to their broker. b. Section II – Legal Liability to third parties (other than passengers) Insurers will indemnify the insured for all sums that the insured becomes legally liable to pay as damages (including costs) in respect of accidental bodily injury or property damage

caused by the aircraft or by any person or object falling therefrom.

The policy excludes injury to employees, namely directors/employees acting in the course of their employment, operational crew (can be written back in), passengers (Insured under Section III), property belonging to, or in the care, custody and control of the insured, noise and pollution as defined under aviation clause AVN46B. Operators should consider the limit of indemnity being purchased and seek advice from their insurance broker to ensure that the limit provides adequate protection given their fleet size, aircraft type and area of operation. In Europe, the EU will also have to be adhered to with regards to minimum insurance liability limits for both passengers and third parties, which is determined by aircraft type, take-off weights and seating capacity. c. Section III: Legal Liability to passengers Insurers will indemnify the insured for all sums the insured becomes legally liable to pay as damages (including costs), in respect of accidental bodily injury to passengers whilst entering, on board, or alighting from the aircraft and for loss of or damage to baggage/personal effects arising out of an accident to the aircraft. Again, employees and operational crew are excluded. Operators may wish to consider purchasing an independent Personal Accident policy to cover pilots, crew and other passengers.

Operators again need to consider the limits of indemnity purchased for passenger liability. Most limits are purchased on a ‘combined’ basis in conjunction Section II above. It would not be uncommon for insurers to impose ‘passenger caps’ on certain areas of operation to limit their liability on a ‘per passenger’ basis, so this should be considered and negotiated should the need arise, with particular reference to their lease/finance agreements, to ensure there are no coverage shortfalls. A ‘passenger cap, for example, might be included if operators were regularly flying to the USA, given the litigious nature of this country, i.e. ‘passenger liability in respect of operations within the USA would be limited to US$500,000 each and every passenger.’

Section III would be subject to general exclusions such as ‘illegal uses’, those uses not stated in the policy at inception. Geographical limitations are also imposed where cover is excluded outside the areas stated in the policy.

Operators should therefore be actively keeping their broker up to date with regards to the areas of operation, although it would not be uncommon for many business jet policies to have ‘worldwide’ coverage as standard.

Nuclear risks and war, hijacking and other perils are also excluded by virtue of standard market clauses.

namely in essence, nuclear detonation.

War policies often pay up to 90 percent of extortion, confiscation and hijack expenses. Operators should note that ‘confiscation by the government of registry’ of the aircraft is excluded, although this could be added back into the policy at an additional premium. Repossession by any title holder is also excluded, alongside the market wide ‘five major powers’ exclusion, which is mandatory.

2. War, Hijacking and Other Perils Exclusion Clause (Aviation) – AVN48B It is standard for AVN48B to be included within the wording of a policy. This clause ‘expands’ the exclusion beyond those pure ‘war’ perils and Operators should pay close attention to what perils are excluded. In essence, the clause excludes above and beyond the basic ‘war, invasion and acts of foreign enemies’ and goes further to exclude (inter alia) any hostile detonation of a weapon, strikes, riots, civil commotions, malicious acts or acts of sabotage, confiscation, nationalisation, seizure by any government or local authority and hijacking without the consent of the insured.

It is common practice for operators to ‘buy-back’ the majority of these exclusions in respect of both hull and liability coverage. Operators can purchase a liability ‘write-back’ which provides liability coverage for the majority of the excluded perils contained in AVN48B. This clause is known as AVN52 and is regularly amended and updated. The majority of insurers now offer this coverage up to the ‘Combined Single Liability Limit’ within their policy and operators should ensure that such coverage is in line with their lease/finance agreements in order to avoid any shortfalls. If, on occasions the incumbent insurer is unable to offer AVN52 coverage up to the limit of liability, then it can be purchased as an excess layer independently through alternative insurers with such capacity.

Hull war can also be purchased independently, known as LSW555D (also regularly updated and revised). The coverage provided mirrors that excluded by AVN48B in respect of hull coverage, with one exception,

1. Insurance and Reinsurance Many owners and operators of aircraft have an understanding of the insurance market, mainly in terms of what their legal requirements are and how to go about complying with them.

Less is universally understood about insurance practices, particularly relating to reinsurance.

Reinsurance is insurance the insurer purchases from another insurance company (reinsurer, eg Swiss Re, Munich Re) as a means of risk management and effectively spread out liability under the insurance cover. The reinsurer and the insurer enter into a reinsurance agreement which details the conditions upon which the reinsurer would pay the insurer’s losses (in terms of excess of loss or proportional to loss). The reinsurer is paid a reinsurance premium by the insurer, all of which is worked into the price to the end customer.

The net effect of passing off some of the risk is that the insurance company is able to take on more policies – for example it can issue policies with higher limits than it would be allowed.

Most reinsurance placements are not placed with a single reinsurer but are shared between a number of reinsurers. For example a $30,000,000 excess of $20,000,000 layer may be shared by 30 or more reinsurers. The reinsurer who sets the terms (premium and contract conditions) for the reinsurance contract is called the lead reinsurer; the other companies subscribing to the contract are called following reinsurers.

To further complicate matters, reinsurance companies themselves may also purchase reinsurance from other reinsurance companies. This process can sometimes continue until the original reinsurance company unknowingly

Part 2 – Some Market Practices Examined

BART: MAY - JULY - 2011 - 105

THE DOCKET gets some of its own business (and therefore its own liabilities) back. This is known as a “spiral” and was common in some specialty lines of business such as marine and aviation. Sophisticated reinsurance companies are aware of this danger and through careful underwriting attempt to avoid it.

The insurance company is obliged to indemnify its policyholder for the loss under the insurance policy whether or not the reinsurer reimburses the insurer.

For the owner or operator it is not unreasonable to ask who are the reinsures and what percentage of the policy has been reinsured – if for example only 5 percent is being held by the insurance company you are dealing with, this means 95 percent of your policy has been passed on to other markets. If taking undertakings from the insurer, consider asking for them from the lead reinsurer at least also – they are after all the company taking on most of the risk in this example.

The strength of the policy depends on the credit rating of the reinsurers – in recessionary times, owners and operators will want assurances that if they need to call on their policy in the event of a loss, that those supporting he policy whether through insurance or reinsurance can meet the obligations.

OBLIGATION

Insurers must pay for, replace or repair damage to the aircraft under the policy for the risks covered.

2. Fleet Policies and Single Policies Fleet policies are essentially policies covering more than one aircraft. It has become market practice for some aircraft operators and management companies to offer access to their fleet policy to their customers. Single aircraft policies are single stand alone policies covering only one aircraft, or a number of aircraft owned by one owner.

The commercial difference between the two tends to be that insurance cover under a fleet policy due to economies of scale can be cheaper for higher liability limits. The more aircraft that join the policy, in theory the cheaper and more extensive the cover should be. This doesn’t always happen in practice – those joining the policy from the outset don’t always have the savings in cost passed down to them by later joiners. In addition, the more aircraft there are on a policy, the higher the risk that there may be a claim on the policy.

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AIRCRAFT INSURANCE

If adding your aircraft to a fleet policy, you should take great care to ensure you understand the levels of cover and also the level of protection open to you as an insured under the policy. Ensure that a claim from another aircraft owner does not affect your position under the policy. Likewise ensure that you are not being prejudiced by limitations and restrictions designed for other owners (eg restrictions on geographical locations, war risk where you have no need for it). Ask for the certificate of insurance to be reviewed against the actual policy – the certificate of insurance is merely evidence of a policy, it is not the actual policy. The certificates of insurance tend to be drawn up by brokers with substantial disclaimers at the end absolving themselves from all liability if it turns out that the certificate does not correctly reflect the policy or omits to include important terms of the policy.

An aircraft owner should make it their business to have the policy explained to them by a qualified professional.

3. Insurance as security – assignments of insurance Over the past number of years financiers have started to insist on “Assignments of Insurance”, as part of the security over an aircraft. The practice developed in the commercial airline world and does not translate particularly well into the world of business and private aviation.

The theory behind the assignments of insurance is that the bank should be entitled to receive the insurance proceeds under an insurance policy. In most cases, this goes well beyond what the bank should be entitled to receive.

Banks will usually protect their position by requiring that the air operator

notes the banks’ interest on the insurance policy. If that interest is noted in the form of the London market Lease/Finance Contract AVN 67B or 67C, the bank will be named as “contract parties” for AVN 67B or C purposes and the insurers therefore acknowledge that the bank has interests in the aircraft under certain “contracts” which are listed in the clause.

The key point under AVN 67B/C is that the “contract parties” are elevated to the status of an additional insured under the policy and therefore have an interest in the proceeds of the insurance policy as an insured. This gives them greater status than just being named as a “loss payee” and, in the event of a total loss, the insurance proceeds will be paid either to, or to the order of the contract parties.

If a borrower agrees to an assignment of insurance on top of the protection given by AVN67B, they are assigning to the bank the borrower’s residual rights in a policy after the bank has been paid out on a loss. AVN67B means that the bank will be paid by the insurer usually up to an agreed value. Banks usually set this agreed value at a figure higher than the amount of the loan to cover off any costs or charges associated with a loss.

The bank is therefore adequately covered and arguably should not be entitled to take what is left (and should be given to the borrower). This is particularly relevant where a bank is for example lending on a 60:40 loan to value ratio. The loan amount is 60 percent of the value of the aircraft at the outset of the loan. As the loan is repaid, this amount reduces yet the Agreed Value under the policy does not change. So in theory the bank is more than adequately covered. Why the need for the assignment of what is left?

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THE DOCKET The reason given is usually that there is some concern AVN67B may not work if tested – industry practices and experience on losses show this to be unfounded.

If a borrower does agree to an assignment, it should bear the following in mind: (a) It is not possible to agree to an assignment of a fleet policy. In fact the wording should never refer to an assignment of a policy, but merely the right to proceeds under a policy. This is particularly important in the context of aviation insurance regulation – assignment of a policy would mean assigning the benefit of a policy to the bank which is illegal in the context of some insurance eg passenger insurance. (b) The borrower should agree with the Bank a waterfall of payments so that when the bank’s position has been adequately covered, any remaining amounts should be returned to the borrower. (c) The assignment should only be effective on a default by the borrower – there is usually no need for the security to become effective until the borrower has defaulted. This will allow the borrower to continue to deal with its insurers without having to involve the bank at every turn. (d) A carve out should be given under any assignment for repairs (presumably up to an agreed limit). If the owner or operator conducts repairs on the aircraft then it must only be right that the owner or operator should be entitled to receive the benefits of any insurance cover for the repair work. (e) Some countries impose a stamp duty on assignments of insurance with high penalties if the tax is not paid.

CAUTION

Aircraft owners should pay considerable attention to insurance cover.

4. Public and private use Illegal Public Charter In most jurisdictions, an aircraft is not permitted to fly for the purpose of public transport otherwise than under and in accordance with the terms of an air operator’s certificate (“AOC”). The AOC is granted by the local CAA and certifies that the operator is competent to ensure that the aircraft he operates for public transport is operated safely.

The UAE has established and developed its registry in line with the United Kingdom Civil Aviation Authority.

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AIRCRAFT INSURANCE Similar rules and regulations regarding registration and licensing of aircraft and operators are in operation. Also the GCAA is particularly safety conscious and ensures that only those aircraft that have been certified by the FAA and EASA/JAR are allowed on to the UAE Registry.

A practice has grown however whereby owners of aircraft who are not holders of an AOC do carry passengers for some form of reward. This practice is known as illegal public transport. Aside from the legal consequences, conducting an illegal flight may have serious consequences for the certification of the aircraft itself and may invalidate any otherwise applicable insurance cover, including the passengers’ own life insurance.

It will be an inherent requirement of finance documents and any insurance policy governing the aircraft that the aircraft be properly operated in accordance with the requirements of the relevant regulator. This has repercussions for all parties if an accident occurs – the owner of the aircraft will find him or herself named on a claim which may not be covered by his insurance policy.

Owning the aircraft through a limited liability company will not ring fence the owner of the aircraft against claims for negligence or criminal liability (see further below).

Moreover his financier will typically be entitled to call for repossession of the aircraft for default under the finance documents so any residual scrap value in the aircraft will fall immediately to the bank. The bank will seek to enforce any other security against the owner to make good any balance owed to the bank, calling in all guarantees and supporting collateral. The operator will find itself under investigation for operating an aircraft illegally and the hapless customer may find themselves trying to bring a claim against an empty shell company with no insurance cover.

Liability does not stop there – there is a new and growing trend worldwide for criminal proceedings to be brought following aircraft accidents and for plaintiffs to seek to break the corporate veil of limited liability and seek to attach responsibility and liability to owners and financiers.

Conclusion The underlying theme of this note is that an owner of an aircraft should pay as much attention to the insurance cover as it does to all other aspects of the acquisition transaction.

In addition to buying aviation insurance, a buyer should use all available resources to protect against claims – for example the aircraft should never be owned by the individual personally but rather should be held through a special purpose vehicle with only that aircraft as its asset – this will serve to ring-fence any claim within the company and protect other assets from claims. Where possible, insist on contractual protections such as warranties and indemnities.

If a third party is assuming operational control and risk for your asset, this should be reflected clearly in the contract.

Ensure insurance policy documentation is available and clearly specifies the identity of the insured. If there have been changes of corporate name keep the documents to establish the chain of title with the insurance documents. Also ensure that full copies of any contracts referred to as AVN 67B Contracts are available. Much time is often spent from the insurers’ side in tracking down a full set of documents.

Keeping a “bible” of documents scanned after each insurance placement would be useful. When placing insurance work with your legal advisers and insurance brokers to ensure that only necessary parties are included as contract parties to streamline the claims process.

Take insurance seriously!

ÿ

SAFETY SENSE

WISHFUL THINKING

A DEAD WEIGHT

By Michael R. Grüninger and Markus Kohler of Great Circle Services AG (GCS)

T

he pilot was under pressure because he needed to fund his project. He had built his Express 2000 ER (Extended Range due to the supplemental fuel tanks installed) with his own hands and had modified the original kit to match the performance requirements for his pioneering world record attempt. At that point, no one had succeeded in flying around the world via both poles in a SEP-powered airplane, alone.

This experienced long-haul pilot had already set numerous records and to increase visibility and attract sponsors, he had planned to fly non-stop from Basel (Switzerland, LFSB) to Oshkosh (USA, KOSH) to land at the annual International Experimental Aircraft Association’s fly-in convention in 2007.

But the construction of this experimental aircraft had taken longer than planned. In the beginning the pilot/builder had worked very conscientiously; documenting the building process with care. The engine was delivered late, and by the time the pilot needed to make the publicityseeking flight to Oshkosh he simply hadn’t enough time to test and calculate with the attentiveness he had applied in earlier phases of the project.

An error in calculating the centre of gravity passed undetected. The pilot assumed that the centre of gravity for the flight was located in overweightcondition at 22 percent MAC, while in fact it was located at 35 percent MAC and outside the envelope for a take-off weight of 5445 lbs (instead of the kit

designer’s limits at 3592.6 lbs. In brief: the numbers did not add up, but the pilot was not aware of it. The FOCA approved the AFM Supplement for overweight operations, although with restrictions.

A few days before the day of the flight, problems started to crop up: The extra fuel tanks had been installed for the first time and there was much that needed attention. Then on the day of the flight, fuel leaks from the vent pipe of the auxiliary fuel tank installed in the fuselage, were discovered. The problem needed to be solved before take-off.

In its final report the AAIB noted that media representatives watched the Basel take-off, and were able to interview the pilot before he climbed into the aircraft. When a support at the tail was removed, the aircraft slowly tipped back. Corrective action consisted in quickly fixing four lead plates under the rudder pedals in an attempt to move the CG forward. The mass of these plates was not added up in the mass calculation. The pilot then sat in the cockpit and prepared for departure. When an assistant climbed onto the step located directly behind the wing to talk to the pilot, the airplane tipped back again and struck the ground with the tail. Assistants concluded that the damage was not relevant to the flight and temporarily repaired the tail with high-speed tape.

Once the engine had been started, an assistant had to support the horizontal stabilizer in order to prevent the nose wheel from lifting. The pilot applied relatively high power to prevent the nose wheel from lifting when passing over bumps during taxi.

When cleared for take-off by the tower, with an indicated tailwind of five knots, the pilot applied power and initiated the take-off roll. Initial acceleration in the first 2295 ft (700m) was fairly normal. But then the airplane did not continue to accelerate as planned. Later it was found that the tires were running flattened due to the over weight of several hundred kilograms; they touched the wheel fairings resulting in abrasion and smoke. The fire brigade observed this and communicated it to the tower. The resistance caused by the chaffing tires prevented the airplane from accelerating as required meaning that the take-off run was three times longer than expected. The pilot decided to continue the take-off and eventually managed to get the aircraft airborne in ground effect.

Once airborne, the aircraft lacked the excess power to accelerate to a safe speed. The tail-heavy airplane barely took off, flew at a low level and wasn’t able to climb any further. 2.11 miles (3.4 km) from the airport, HBYMN crashed into the rooftop of a building in the neighborhood south of the aerodrome. The resulting impact and post crash fire killed the pilot, injured some people on the ground, destroying several houses and adjacent constructions.

1 Wrong Assumptions Mass and balance considerations, in relation to the power available, played an important role in a second accident.

On November 15 2009, ZS-OTU, a Sun Road Trading 10CC operated Cessna 208B, crashed after take-off from Eros Aerodrome in Namibia. The aircraft exceeded the maximum take-off weight by 629 lbs. It failed to maintain adequate speed and stalled shortly after take-off, killing three people on board and injuring one.

According to the Namibian AAIB, the pilot of ZS-OTU made one fundamental error in his weight calculation.

He used the incorrect aircraft empty weight. In addition, the cargo was not weighed by the handling agent.

Moreover, some harsh anti-erosion type paint had been applied to the aircraft’s wings leading edges. Such paint did not meet Type Certificate Standards and may have affected the stalling characteristics of the aircraft.

INADVERTENT

It’s not usual for a pilot to deliberately take off when outside an aircraft’s mass or balance limitations.

SAFETY SENSE

OVERCONFIDENT

2 Mass and Balance ICAO Annex 6 Part II 2.2.3.1 (d) requires a pilot-in-command not to commence a flight unless he is satisfied that the “mass of the airplane and centre of gravity location are such that the flight can be conducted safely, taking into account the flight conditions expected”. This standard applies to non commercial operations.

ICAO Annex 6 part I 4.3.1 (d) requires exactly the same from commercial operators, as does EU-OPS 1.605 (a): “An operator shall ensure that during any phase of operation, the loading, mass and centre of gravity of the airplane complies with the limitations specified in the approved Airplane Flight Manual, or the Operations Manual if more restrictive”.

Non-commercial operators may want to embrace the well recognized International Standards for Business Aircraft Operators (IS-BAO) 4.2.3 that reads: “The pilot-in-command shall be responsible for the operation, safety and security of the aircraft and the safety of all crew members, passengers and cargo on board. Specific duties and responsibilities shall include: (a)-(f) ...; (g) determining the aircraft weight/mass and balance limits.”

Both our examples show clearly that errors committed in determining the mass and balance limits are very unforgiving. You can’t cheat physics.

Mass and balance considerations in relation to the power available played an 3 Taking Precursors Seriously important role in In both accidents we observe how the accident of two experienced pilots, one of whom the ZS-OTU. held an Air Transport License, did not

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RULES AND REGULATIONS

respect the mass and balance limitations. How can this be explained?

We cannot assume that a professional pilot will deliberately decide to take off when he or she is not within the mass and balance limitations of an aircraft. But, the reality is that when operating close to the limits, a number of events can combine and lead to an accident. Commercial or peer pressure can also aggravate the situation, by leading the pilots to take undesirable short cuts.

As is common in many accidents, more than one precursor was present, but the safety barriers were not strong enough to prevent the accident trajectory from developing. Some of the precursors, listed below, are not individually sufficient to cause an accident, but when added together, they can easily become fatal: ÿ Optimism and approximation in calculations vs. weighing the actual masses loaded on board ÿ Misinterpretation of wind information: believed to be headwind, while in fact it was tailwind, by pilots and other personnel involved ÿ Time pressure ÿ Stress from being under scrutiny by spectators ÿ Wishful thinking resulting in “seeing what you want to see” and ignoring obvious indicators (major tire deflection due to heavy load, centre of gravity is obviously near or aft of main wheel when aircraft tilts without additional weight in forward area and a person holding the horizontal stabilizer during taxi, very long take-off run before rotation)

ÿ Stress from need to succeed and therefore irrational determination anand decision making based on subjective data ÿ Assuming without making sure ÿ Overconfidence Our judgment is often misled by unrealistic expectations and the focus on achieving a target. It takes strong cultural inhibitors to avoid such pitfalls. Existing cultural techniques in this sense are collaborative decision making (formalized e.g. in briefings) and respecting known technical limitations. A critical element of any mature safety culture is mindfulness, which is characterized by: ÿ Preoccupation with failure ÿ Reluctance to simplify interpretations ÿ Sensitivity to operations ÿ Commitment to resilience ÿ Deference to expertise

þ 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.

PROFILE

ARINC DIRECT

THE ART OF COMMUNICATIONS years. But as Andy Hubbard, ARINC’s Managing Director for the EMEA region explains, ARINC Direct profits from the experience and reputation of its parent company.

“ARINC has been around for over 80 years and it now employs 3,200 people at 120 locations worldwide. Its strength and stability gets passed on to ARINC Direct.”

“Their strength is that they bring services that you might be accessing here, there and everywhere, under one umbrella,” he says, “accessing the services becomes quick, simple and cost-effective. Operators know it’s hard to manage services when they come from different providers, with ARINC Direct they find that bundling things up brings significant savings.”

I

By Paul Walsh

n lean times, Business Aviation operators have to juggle a multitude of tasks and functions. “At one company you could have say a head of maintenance and guess what, he does three other jobs as well, including being the CEO and the chief pilot,” jokes James Hardie, International Manager for ARINC Direct.

Fortunately James and his team are at hand. ARINC Direct offer data link communications, Swift Broadband connectivity, and flight planning solutions in convenient packages that give their clients, usually busy operators, more time for core activities.

THRIVING

ARINC Direct provides direct services to over 350 business aircraft in EMEA.

The Path to Success For years, ARINC relied solely on third parties to distribute data link access to Business Aviation operators. But company executives worried that this didn’t give the best possible service. The ideal solution, it seemed, would be an ARINC subsidiary selling data link access directly, along with a range of high content, flight planning apps. Thanks to the hard work of people like Bob Richard - now ARINC Direct’s Senior Director - the vision became a reality in 2003, and ARINC Direct was born.

The subsidiary now files over 1,000 flight plans per day and provides

112 - BART: MAY - JULY - 2011

direct services to more than 350 business aircraft in the EMEA region. Key industry players admire its hassle-free solutions and find that switching to the provider is effortless. “In a few hours we can do a full flight department change over covering 10 to 12 aircraft,” confirms Hardie, “and that will include retraining all the dispatchers in the new systems.”

It’s remarkable stuff for a company that has only been around for eight

Customer Focus The range of ARINC Direct’s flight planning services is truly impressive.

The company offers airway slot management, runway analysis, critical fuel (ETP) and driftdown computations, ETOPS compliance, third-party provider flight plan storage and integrated RAIM predictions.

Although it’s already comprehensive, the flight planning suite constantly

evolves to meet the changing needs of flight crews. To take one example, last November an ICAO-led regulation stated that operators flying internationally needed a Safety Management System (SMS) including a Risk Factors Assessment. But ARINC Direct had already integrated a Risk Factors Assessment capability in its standard flight planning program, so its clients were well prepared.

Applying the solution couldn’t be simpler. Operators pre-select risk factors for a specific aircraft from a comprehensive library. When a flight plan

map data behind it. The aeronautical charts from Sky Vector can be dragged and zoomed in and out-as far out as needed-to a high enroute world chart.

is prepared, these risk factors are automatically populated and then processed against available data such as weather, airport conditions, and winds.

ARINC Direct knows that enhanced situational awareness is crucial to pilots. It is an FAA QICP-certified weather provider and offers a wide range of text products and hundreds of prognostic charts and animations.

And its exclusive graphical flight following technology lets customers track aircraft worldwide in real time. It also lets them view weather overlays, aircraft data blocks containing estimated time of arrival (ETA), altitude, and ground speed. Customers can compose and send data link messages to an aircraft, while viewing up to five computed flight plans.

Keeping pace with the changing world of flight planning technology is also a key priority. Last year, ARINC Direct integrated its new map technology from SkyVector. Users now enjoy a detailed view of the current route offered and the aeronautical

‘It’s great that you’re a pilot and you have all of this aviation knowledge, but I’m not really that interested in James Hardie’s big idea about this or that, because it’s the customers’ opinion that counts.”

“Really I had to be a filter and a mouthpiece for European operators,” Hardie adds, “I had to understand the problems they faced and figure out the amount of time needed to solve them.

Sometimes we have customers who say, ‘look we’re getting audited and this is a problem.’ They need it fixed and so we fix it.”

In all of this, we couldn’t forget ARINC’s progress in the area of Swift Broadband connectivity. Last year it became a distribution partner (DP) for Inmarsat’s Swift Broadband satellite communication services. ARINC Direct enhances these services with features like acceleration, Voice Over Internet Protocol, automatic fax detection, and an online interface to view real-time traffic. And it offers competitive rates, simplified billing, along with 24x7x365 tech support.

One Number to Call At a press conference in Bracknell, London last March, BART sat down with ARINC Direct and asked one simple question: what keeps the company ahead of the game?

“We get our best ideas from customers.” says Hardie, “When I joined the company, Bob Richard said to me:

The exciting news in 2011 concerns the ARINC Direct iPad app, which will present all of the company’s flight planning information on a friendly user-face. Hardie says: “The app allows pilots to benefit from our Swift Broadband connectivity services, while in the cabin.”

He then reiterates that ARINC Direct’s greatest strength is the completeness of its service package.

“The best thing is that by combining our services, the customer has one number to call. They go: ‘ARINC Direct are the flight planning service provider, and they’re the data link service provider so I guess it’s up to them to figure this out.’ We’ve got the field service rep as well who happens to know how the avionics works. Our tagline should be, ‘just call ARINC.’ Our customers phone us and even if it’s not our problem, our attitude is, ‘what’s the point in wriggling, let’s just fix it.”

ÿ

SATISFIED

James Hardie, ARINC Direct, looks pleased with the ARINC Direct iPad app (top) .

BART: MAY - JULY - 2011 - 113

INSIGHT

WITH EUROFLY’S ALESSANDRO BAVIERA

A FAMILY AFFAIR

We’re not exaggerating, Alessandro Baviera bleeds aviation. His family’s aeronautical history took off with his great grandfather, Baviero Baviera, who got his pilot’s licence in 1916. Today, Alessandro is in the captain’s seat as Commercial Vice President of Eurofly, a leading Italian Business Aviation operator. He recently sat down with BART to discuss the challenges operators face in today’s economic climate.

PASSION

Alessandro Baviera feels aviation is in his blood.

BART: What’s the Eurofly story?

BAVIERA: The company is the result of a merger between CAF (Consorzio Aeromobile Fiat) and Eurofly, who in 2005 took full ownership. Our main focus is managing aircraft on behalf of such companies as Benetton and Diesel, both here in Italy. Today we manage a fleet of 18 aircraft, the majority of which are owned by third parties and are chartered out for public transport purposes and thus giving the companies financial benefits.

We offer comprehensive management packages that include flight planning, maintenance, the whole lot. We specialize in the maintenance of Dassault and Piaggio aircraft and the management of all types of aircraft ranging from small to mid-sized and large. However, due to our strong partnership with Dassault, we don’t manage competing aircraft.

114 - BART: MAY - JULY - 2011

BART: What is the relationship between Eurofly and Bizjet Group, the broker set up by your father, Rodolfo Baviera?

BAVIERA: BizJet, a shareholder in Eurofly, is focused on selling second hand aircraft. Working together, BizJet and Eurofly offer a comprehensive deal – including selling the aircraft and management services. Of course customers get a choice, they can buy the aircraft and choose who they want to manage it. Further, Eurofly is also involved with managing aircraft in Italy, whereas BizJet sells aircraft all over the world.

The relationship between Eurofly and BizJet are very beneficial to both companies. When BizJet sells an aircraft, the customer can trust us to provide good advice on the available global operators as we know both the operators and maintenance providers.

BART: How did Eurofly hold up during the crisis?

BAVIERA: During the downturn we saw demand for smaller jets drop considerably, especially in the charter domain. Companies still want to charter aircraft for long range missions, so demand for mid-sized options hasn’t been too badly affected, and demand for larger jets is starting to pick up. But for short range trips, I think that many people still prefer to take a scheduled flight as we are seeing small jets disappearing from the market. This partially because smaller companies are no longer in a position to buy jets.

BART: What’s your vision of the current condition of Business Aviation in Europe?

BAVIERA: It’s a buyer’s market as there’s a flood of previously owned aircraft ‘on sale’ and going for bargain prices. And the situation isn’t going to change anytime soon – there’s a considerable stock of used aircraft available. So with corporate profits on the rise and with so many second hand planes on the market, it’s definitely the time to buy.

BART: What threat do illegal charter flights pose to your business?

BAVIERA: Clearly it’s a disturbing trend in the industry. But since our customers tend to be multi-nationals well-versed on these issues, we’re buffered from any significant affect. It’s more an issue for smaller companies flying lighter jets, such as those used by celebrities and sports stars. These people don’t know enough about what they’re getting into and end up taking major risks. Thankfully we’re seeing more and more controls.

BART: How do you envision Eurofly in a few years time?

BAVIERA: We are not a big company, but our goal is to build a fleet of around 60 aircraft. This would put us on similar standing as such big names as TAG and Jet Aviation. To achieve this, we either have to merge with another company, allowing us to attain the goal quickly, or steadily increase our fleet.

The challenge is that regulatory burdens are too high for a small company like ours. And it’s getting more and more complicated, meaning higher costs for man hours, certifications, training and so on. So a merger would be a good option, but at the moment we see no immediate prospects. Yet you never know when the right opportunity will arise – and a crisis is a good time to think about fusions!

BART: Do you plan to expand beyond the Italian market?

BAVIERA: Yes. The European market is divided between markets like the Italian, Spanish and Swiss, where midsized and big operators manage most of the aircraft. Then there are countries like France and Germany, where many small operators are managing aircraft. I see a potential for Eurofly in this second category, and I wouldn’t really consider markets like Russia because the differences in regulatory compliance make it too difficult there.

It’s better to stick to what we know!

We are also considering the possibility of getting a foreign AOC. To be honest, the Italian AOC is not very appealing. But this is just thinking, there is nothing concrete yet – although we have commissioned a study to look at other potential countries, including Austria. We have the industry knowhow and I think we could put it to use outside of Italy.

ÿ

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