Bart International 145

145

145 July-August 2013 Our 25th year

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PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE IN EUROPE

FLYING HIGH AT LABACE

REPORT EBACE 2013

FOCUS ON BRAZIL

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From the Editor

SEIFR - The Creeping Paralysis REMEMBER THE DATE: JUNE 19, 2013 the day when the all mighty European Commission approved a new public transportation mode. The announcement, which was made to coincide with the Paris Air Show, opens the door to the long-awaited authorization for commercial Single Engine IFR Operations (SEIFR). But before you get too excited remember, this EU stamp of approval has nothing to do with an EASA approval. No, the European Aviation Safety Authority, which inherited the SEIFR case from the conservative JAAs, is indeed currently and from some time now diligently working on this type of operations.

For the time being, the Air Operator s Certificate that enables a European operator to fly commercial IFR was granted by the French Civil Aviation Authority to Voldirect SAS, a French business charter operator employing six people, including three pilots. The company operates a TBM 850 from Rennes Airport and markets to customers in western France a region poorly served by the scheduled airlines.

Now let me comment on both this and the imbecility of certain rules kept in place by old school regulators, those who simply refuse to keep up with the pace of an evolving technology that is much safer than their onetime safety routine. Think about it. In your opinion, is it safer to fly in an old Piper Navajo with two reciprocating Lycoming engines than it is to fly in an aircraft powered by a single, modern turbine? Statistically, you are more at risk of losing a piston engine. And when you lose an engine, you lose altitude and you certainly don t have the assurance of finding a suitable landing site!

In skating over thin ice, our safety is in our speed Ralph Waldo Emerson

On the other hand, single turboprops are typically equipped with the PT-6. Produced by Pratt&Whitney Canada, the PT-6 engine is well known for its extremely high rate of reliability.

Now of course if you lose the PT-6 the scenario starts the same: you go down. But according to what we learned in Flying 101, airplanes have a lift and drag ratio that allows them to glide.

The solution put forward for years now by consultants and Business Aviation specialists is, in the unlikely event of an engine loss, to have special itineraries for SEIFR operations containing appropriate landing sites along the route that are easily reachable by GPS. Still not convinced? Let s take a look at the numbers. There are 412 Citation Mustangs in the world, with 95 or 23% of these light jets in Europe. Compare this with the 1,980 Cessna Caravans flying worldwide, of which 127, or a mere 6%, are here on the Continent. And out of the 1,113 PC-12s operating globally, 142, or 12%, can be found in Europe. These numbers are of interest in that, despite the much higher number of aircraft operating in their fleets, the USA and Canada have adopted commercial SEIFR for many years now. In fact, some airlines are operating PC-12s, and FedEx s fleet of Caravans is crisscrossing the country day and night.

Now that the European Commission has opened the door, it is time for the other relevant institutions to force EASA through the gate. I m specifically looking at you EGAMA, your members are counting on you to take them across the finish line. Remember, airplanes don t have accidents, people do.

The mark of a good business pilot is that he does not fly single or twin airplanes he flies people.

JULY - AUGUST - 2013 Volume XVI - No 3 BART No 145 WWW.BARTINTL.COM

CONTENTS 28

56

LATIN FLAVOR LABACE 2013 is poised to catapult Latin America into the top echelons of the industry. Read our preview as well as an exclusive report on Brazilian Business Aviation.

SHOW REPORTS The Paris Air Show witnessed a Business Aviation resurgence, while EBACE confirmed that Europe's industry is returning to growth.

46 FLIGHT DECKS MOVE FORWARD As Glass Cockpits continue to advance, LeRoy Cook reports on the latest developments.

52 FALCON TURNS 50 With 50 years under its belt, Dassault Falcon is looking forward to another 50 years of making some of the world's most advanced business jets.

66 FUEL FAILURES Writing From the Cockpit LeRoy Cook explores why some pilots still take risks with fuel.

81 INSIGHT Immediately following the launch of Pilatus' PC-24 at EBACE, BART sat down with Oscar J. Schwenk Chairman of the Board at Pilatus.

Member

OUR ADVERTISERS AND THEIR AGENCIES 55 13 37 84 11 15 21 9 51 35

AMSTAT ARINC Avinode Blackhawk Modifications, Inc. Dassault Falcon (PUCK L AGENCE) Duncan Aviation EBACE 2014 FlightSafety (GRETEMAN GROUP) Garmin GCS Safety Solutions

2 23 17 19 69 80 39 7 83 45

Gulfstream Aerospace Javajet Asia Jet Aviation MRO Geneva Jet Aviation MRO Basel Jet Expo 2013 JetNet LLC NBAA 2013 Pilatus Aircraft Universal Avionics Universal Weather and Aviation, Inc.

Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier Managing Editor Paul Walsh Editor-at-Large Nicholas J. Klenske Senior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries, Fabio Gamba, Michel R. Grüninger, Capt. Giancarlo Buono, Markus Kohler, Aoife O'Sullivan, Giulia Mauri, LeRoy Cook, Louis Smyth, Derek A. Bloom, Steve Nichols, Eugene Gordon Business Aviation Consultants Walter Scharff, Guy Visele Director Marketing & Advertising Kathy Ann Francois +32 472 333 636 e-mail advertising@bartintl.com Administration and Circulation Carolyn Berteau cberteau@bartintl.com Production Manager Tanguy Francois Photographer: Michel Coryn, Pascal Strube Circulation and Editorial Office: BART International, 20 rue de l'Industrie, BE1400 Nivelles, Europe Phone +326 788 3603 Fax +326 788 3623, e-mail info@bartintl.com BART International Business Aviation Real Tool (USPS #016707), ISSN 0776-7596 Governed by international copyright laws. Free subscription obtainable for qualified individuals. Bank account: Fortis 271-0061004-23. Printed in Belgium. Bimestreil. Bureau de depot B-1380 Lasne. Responsible editor Fernand M. Francois, 38 rue de Braine 7110 La Louviere.

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE IN EUROPE

SECTIONS 3 EDITORIAL 6 FAST TRACK 22 EUROPEAN UPDATE 24 BUSINESS NEWS 26 CEO S CORNER

GROUNDBREAKING It climbs like a jet but lands like a turboprop, Pilatus ' PC-24 creates a new aircraft category: the Super Versatile Jet. OUR COVER Embraer's Legacy 500 leverages the latest advances in aerodynamics, lightweight materials and technical innovations.

AGENDA

GREENPOINT TECHNOLOGIES ACQUIRES HANGAR FACILITY

LABACE 2013 August 14-16 Sao Paulo, Brazil

Greenpoint Technologies, a premier VIP completions center for Boeing Business Jets (BBJ), acquires an equity position in the new ownership of Aviation Technical Services (ATS), the largest and most tenured provider of maintenance repair and overhaul (MRO) services on the U.S. West Coast.

Greenpoint and ATS have worked together for over 15 years on VIP and Head of State programs. Acquiring an equity position in the new ownership ensures Greenpoint the hangar capacity and installation labor required to meet current and future completion needs. Jon Buccola Greenpoint Chairman and Founder will serve on the Board of Directors and states, “We are excited to grow our partnership with ATS. Greenpoint continues to make strategic investments that secure capacity to deliver customers quality and on time completions.

Jet Expo 2013 September 12-14 Moscow, Russia NBAA CONVENTION October 22-24 Las Vegas, USA SHEDULERS & DISPATCHERS January 14-17, 2014 New Orleans, USA

GULFSTREAM OPENS SALES AND DESIGN CENTER IN LONDON Gulfstream Aerospace Corp. recently opened a sales and design center in London, the company’s first such facility outside the United States. The nearly 5,500-square-foot center, located in the Mayfair district of central London, gives international customers more convenient access to Gulfstream’s sales and design staff.

Gulfstream also has sales and design centers at company headquarters in Savannah and at its facility in Dallas.

“Because of London’s stature as one of the world’s financial and cultural capitals, many of our customers and potential customers worldwide have business interests there and visit frequently or have a residence in the area,” said Scott Neal, senior vice president, Sales and Marketing, Gulfstream.

“They’ll now have a convenient Gulfstream facility in London where they can go through the aircraft selection and cabindesign process easily and efficiently.”

PILATUS PRESENTS PC-24 Pilatus Aircraft has unveiled the PC24, the world’s first “Super Versatile Jet”.

The PC-24 is the first business jet worldwide with the ability to use very short runways, paved or unpaved, and a cargo door as standard. The jet also boasts a spacious cabin which can be configured to individual requirements.

Oscar J. Schwenk, Chairman of the Board of Directors of Pilatus, remembers: “Over ten years ago, we started asking our PC-12 customers what they would like to see in the next Pilatus aircraft. The answers were always the same: Further and faster – whilst retaining the much appreciated strengths of the PC-12, such as the ability to use very short runways. It was a huge challenge for our development team! We are all the more proud to be able to unveil an aircraft with exactly those qualities today: the PC-24.”

6 - BART: JUL - AUG - 2013

PLEASE VISIT US AT LABACE 2013 STATIC DISPLAY 5110 SAO PAULO, BRAZIL

Even Leonardo da Vinci would have been excited about our technology.

Pilatus PC-12 NG. For people with vision.

Leonardo da Vinci was ahead of his time. Like him, we believe in the power of vision, and we also have the engineering and manufacturing expertise to turn great ideas into reality. We have brought Swiss quality, precision, and know-how to bear in turning our own vision into reality. The result is the Pilatus PC-12 NG, the world’s most popular single-engine turboprop business aircraft.

Find out more about our visions and products at www.pilatus-aircraft.com. Alternatively, please call +41 41 619 62 96 or e-mail salespc12@pilatus-aircraft.com.

EXECUJET AFRICA CELEBRATES AFRICAN AVIATION AWARD WIN ExecuJet Africa has been recognized for its ‘Outstanding Services to African Aviation Development’ at the African Aviation awards in Nairobi.

The company was praised for its expansion into Africa and for increasing the overall aviation services in the region by the awards organizer African Aviation journal, at the ceremony held during the African Business Aviation Conference & Exhibition from 27-29 May. Ettore Poggi, Managing Director of ExecuJet Africa, says: “We are committed to supporting Africa’s economic development and are honored to be recognized with this award. We have worked hard to build our facilities and services as Business Aviation develops in the region. We are extremely pleased that our FBO and maintenance facility in Lagos, which has been operational for just over a year, is being recognized by international and local operators for its exceptional service. Our managed fleet has grown to over 60 aircraft and we are pleased to be seen as the supplier of choice for aircraft management services in Africa.”

VOLDIRECT SAS OBTAINS ITS AIR OPERATOR S CERTIFICATE The French civil aviation authority has officially awarded VOLDIRECT SAS an Air Operator’s Certificate (AOC), which enables the airline to fly commercial passengers on the DAHER-SOCATA TBM 850.

The announcement of this milestone was made by VOLDIRECT and DAHERSOCATA during the 2013 Paris Air Show at Le Bourget Airport, where the singleengine very fast turboprop aircraft was on display.

The European Commission has just approved this new public passenger transportation mode. It is the result of combined efforts involving the operator, the aircraft manufacturer, and the OSAC French civil aviation inspection authority after VOLDIRECT demonstrated a safety level equivalent or superior in all fields of operations and as mandatory to any airline in Europe.

The high reliability of the TBM 850’s Pratt & Whitney Canada PT6 turboprop powerplant – which has accumulated more than 350 million flight hours – made possible this evolution of the regulations to allow the use of a singleengine pressurized aircraft for the public transport of passengers in instrument meteorological conditions.

8 - BART: JUL - AUG - 2013

NEW INNOVATIVE TOTAL SUPPORT SOLUTION FOR EUROCOPTER

An innovative total support solution for Eurocopter helicopters in deployed operations was launched with a consortium agreement signed yesterday at the Paris Air Show by its five participants: Eurocopter, DAHER, DCI, Eurotradia and Vector Aerospace.

This solution – designated E-HOTS (Eurocopter Helicopter On Theatre Services) – consolidates the five partners’ expertise and pools their resources, providing a turnkey support package that covers an extensive range of services for rotorcraft in any deployed operation such as humanitarian and crisis relief missions, in conflict zones, and for oil and gas exploration.

The consortium agreement was officially signed at the Eurotradia booth, with participation from Olivier Lambert, Senior Vice President Sales and Customer Relations; Eurocopter; Trevor Pritchard, Business Development Director of Vector Aerospace UK; Didier Kayat, Executive Vice President of DAHER; Patrick Belval, Chief Operating Officer of Eurotradia; and JeanBaptiste Pinton, Deputy Chief Executive Officer for DCI.

OUR FAMILY OF CUstOMERs | A LEttER sERIEs

“I have flown 17,700 accident-free hours thanks in a big way to FlightSafety’s excellent training.”

Glenn E. Lewis Corporate Pilot – Retired

to find out about the many benefits of being a Flightsafety Customer, please call scott Fera, senior Vice President, Marketing, at 718.565.4774. sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company

VISTAJET EXPANDS FLEET WITH CHALLENGER 350 JETS VistaJet announced a transaction with Bombardier Aerospace for 40 Challenger 350 jets, consisting of 20 firm orders and 20 options with a 2013 list price of $1.035 billion US. The new Challenger 350 jets will join the VistaJet fleet in mid-2014.

Thomas Flohr, Founder and Chairman of VistaJet, commented, “VistaJet leads the industry in offering the world’s most modern fleet of large cabin jets. We now expand this strategy by adding the newest supermidsize aircraft to our current fleet of Global and Challenger aircraft. Having personally participated in the focus groups that led to the Challenger 350 jet’s conception, I am confident that this aircraft will deliver the comfort, technology and range that our customers rely on when flying with VistaJet.” Flohr added, “Our Think Global strategy and commitment to provide point-to-point global coverage includes providing the best aircraft option for our customers’ intercontinental and transcontinental travel needs, always with guaranteed availability.”

JAVAJET ASIA PRESENTS GLOBAL 5000 FOR CHARTER

G280 ADDS TO CITY-PAIR RECORD BOOK

Javajet Asia has presented a brand new 12-seater Bombardier Global 5000 vision for charter, out of Taiwan and Hong Kong, where the heavy jet will be based most of the time. Operated by Executive Aviation Taiwan Corporation, under a sales & marketing agreement, Javajet Asia has been appointed as the sales agent. Taking delivery in December 2012, the Global 5000 has been flying the owner since then and only recently let go for charter.

Smoking allowed with permission, this Global 5000 can fly into all areas and is equipped with the latest in flight entertainment system, capable of making passengers busy enjoying a 10-hour direct flight.

Gulfstream’s new G280 aircraft continues to amass city-pair records during its world tour. The latest was set June 9 upon arriving in Europe from the United States for demonstration flights before this week’s Paris Air Show.

The super mid-sized business jet left Hanscom Field in Bedford, Mass., at 10:05 a.m. local time and arrived 7 hours and 21 minutes later at Poland’s Bydgoszcz Airport. The aircraft covered 3,538 nautical miles (6,557 km) at an average speed of Mach 0.80.

In May, the G280 set two other city-pair records crossing the Atlantic Ocean to and from the European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, where it was on static display.

En route to EBACE, the aircraft left New Jersey’s Teterboro Airport at 2:07 a.m. local time on May 19 with five passengers on board. It arrived at Geneva International Airport 7 hours and 34 minutes later.

The G280’s average speed for the 3,492-nm (6,467 km) journey was Mach 0.80.

10 - BART: JUL - AUG - 2013

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JET AVIATION BASEL PERFORMS INSPECTION ON LEGACY 600 Jet Aviation Basel is performing its first-ever 96-month inspection on an Embraer Legacy 600. The aircraft is operated by the Prague-based aircraft management and charter group Grossmann Jet Service.

Jet Aviation Basel inducted an Embraer Legacy 600 from Grossman Jet Service in April 2013 for its 96-month inspection. This is Jet Aviation’s first inspection of this magnitude to be performed on an Embraer Legacy 600.

Its dedicated team of experienced professionals is utilizing the company’s enhanced planning and execution processes to manage the 96month inspection, developed as part of their continuous improvement initiatives. “We are thrilled to forge ahead with our Embraer maintenance support,” says Johannes Turzer, vice president and general manager of the Maintenance Center at Basel.

LEA OPENS FIRST INTERNATIONAL OFFICE IN ATHENS London Executive Aviation (LEA), one of Europe’s largest business jet charter operators, has opened its first international office in Athens, Greece. The latest addition to the LEA fleet, a Cessna Citation XLS, tail number G-ECAI, is now based in Athens and is available for charter.

The new office is being managed by Kimon Daniilidis, LEA’s business development manager, south east Europe and the Middle East, who has more than 20 years’ experience in the Greek Business Aviation industry. He is responsible for managing the aircraft, supporting customers and developing the new office, with a focus on new business opportunities.

Kimon Daniilidis says: “In spite of the current economic climate in Greece, the demand for private aircraft charter remains strong and now is an ideal time for LEA to establish a presence in the country. By basing the Citation XLS in Athens, not only is LEA well positioned to serve the Greek market, but also the Balkans, Turkey and the Middle East, all of which are emerging Business Aviation markets with lots of potential in both charter and aircraft management.”

PILATUS DELIVERS PC-12 NG TO TEXAS DEPARTMENT OF PUBLIC SAFETY In a ceremony at Pilatus Business Aircraft’s facility in Broomfield, CO, the Texas Department of Public Safety took possession of the newest addition to their fleet.

The new Pilatus PC-12 NG Spectre aircraft built for the Texas Department of Public Safety (DPS) incorporates a variety of mission-specific equipment in the versatile airborne platform. The aircraft accommodates up to two pilots and seven passengers and integrates state-of-the-art communications, mapping, and surveillance systems controlled by the pilots and operational personnel on board the aircraft. Data gathered in flight may be transmitted in real time to authorities on the ground.

Thomas Bosshard, President and CEO of Pilatus Business Aircraft Ltd stated, “We are proud to support the Texas Department of Public Safety by providing them with this PC-12 NG Spectre aircraft. The PC-12 has earned a solid reputation amongst federal, state, and local agencies as an extremely versatile and efficient tool to help protect their citizens.”

12 - BART: JUL - AUG - 2013

LUFTHANSA AWARDED BEST VIP CABIN OUTFITTER BY AIRBUS For the second year in succession Lufthansa Technik was named by Airbus Corporate Jets as the “best VIP cabin outfitter” for the work done in its completion centers in Hamburg /Germany and at BizJet International in Tulsa (OK) in the United States. The award recognizes the best of the Airbus Approved Outfitting Centers in 2012.

Dr. Hans Schmitz, Senior Vice President VIP & Executive Jet Solutions at Lufthansa Technik, accepted the award at the EBACE 2013 in Geneva, saying: “I would like to thank all Lufthansa Technik employees within our VIP business for their permanent engagement and discipline. We are extremely proud that we have been able to keep our high level of performance and quality in our VIP business which has led to this re-acknowledgement by Airbus Corporate Jets.”

WORLD FUEL SERVICES NETWORK IGNITES INTERNATIONAL GROWTH World Fuel Services Network has shown significant growth in the international business & general aviation market thus far in 2013. The growth is attributed to expanded service offerings throughout Europe, the Caribbean, and South America. These accomplishments are a direct result of the growth in fuel supply to European locations and the success of World Fuel Services’ contract fuel program along with the steady expansion of the Ascent global fuel brand and the Air Elite Network – a global network of uniquely exceptional FBOs. In April 2013, World Fuel Services Network was proud to begin serving three of the eight FBO locations operated by Italian-based Sky Services S.p.A. (www.skyservices.it). The Sky Services Venice – Tessera (LIPZ), Verona – Villafranca (LIPX), and Treviso – Canova (LIPH) locations are all currently supplied fuel through the World Fuel Services Network. The company has a notably strong presence in Italy. In addition to their FBO locations, Sky Services offers catering through Sky Cuisine, brokerage, credit facilities and supervision at all Italian airports.

14 - BART: JUL - AUG - 2013

EAN TO REPRESENT GULFSTREAM IN NIGERIA

Lagos-based Evergreen Apple Nigeria (EAN), the first fully integrated FBO, maintenance and hangar facility for business jets to open at Murtala Mohammed Airport, announced at EBACE 2013 that it has signed a representation agreement with Gulfstream Aerospace (a General Dynamics Company). Under the terms of the agreement, EAN will promote the sale of new and used Gulfstream aircraft within Nigeria. As a Gulfstream representative, EAN will also be tasked with seeking and developing profile-raising opportunities for Gulfstream, will advise Gulfstream about prospects’ individual requirements and will provide feedback about Nigerian Business Aviation activity. EAN’s CEO/MD Segun Demuren will be managing the relationship and facilitating communication between Gulfstream, EAN and customers.

Business Aircraft Service & Support ■ ■ ■ ■ ■ ■ ■ ■

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

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

Visit us at LABACE Stand #1012/1014. +1 402.475.2611 ■ www.DuncanAviation.aero/worldwide Owned and operated by the Duncan family since our founding in 1956.

EMBRAER EXECUTIVE JETS SELLS LINEAGE 1000 Embraer Executive Jets announced at the 13th EBACE, the sale of an ultra-large Lineage 1000, to an undisclosed European client, operated by FLYINGGROUP. The aircraft, the first Lineage 1000 sale to a customer in Belgium, will join the Belgium-based company’s fleet and will be available for thirdparty charter. Delivery of the aircraft is scheduled for the second half of 2013.

“We are especially honored by the confidence of the client and FLYINGGROUP in selecting Embraer Executive Jets and by choosing our Lineage 1000 to expand its business aircraft fleet in the ultra-large category,” said Ernest Edwards, President, Embraer Executive Jets. “Being the first to operate the Lineage 1000 from Belgium, FLYINGGROUP will provide its customers with the optimum in comfort offering a stylish cabin within five zones.”

“We are delighted to introduce the Lineage 1000, which boasts a cabin volume up to two-and-a-half times larger than traditional corporate jets in this category,” said Bernard van Milders

VISTAJET AND JSSI REACH HISTORIC DEAL VistaJet International and Jet Support Services, Inc. (JSSI) announced they have agreed to a record-setting enrollment of 50 Bombardier* Global 5000* and Global 6000* aircraft onto JSSI’s Platinum Engine and APU hourly cost maintenance programs. The long-term agreement is valued at over $205 million US based on JSSI 2013 list prices. The aircraft are part of VistaJet’s largest order in aviation history placed in November 2012.

“Having our Engines and APUs on a JSSI maintenance program is critical to the VistaJet business model,” commented Thomas Flohr, Founder and Chairman of VistaJet. “In addition to providing budget stability, JSSI adds another dimension of service to the standard maintenance program. We currently have 2 Global aircraft and our AugustaWestland Helicopter enrolled with JSSI, and are delighted to increase our business with them as our worldwide fleet continues to grow. This agreement demonstrates the continuation of VistaJet’s Think Global strategy and its commitment to provide nonstop point-to-point global coverage with guaranteed availability.”

16 - BART: JUL - AUG - 2013

RUAG AVIATION COMPLETES FIRST D INSPECTION

RUAG Aviation has successfully completed its inaugural D Inspection, having performed the fully comprehensive project on a Piaggio P180 Avanti.

The inspection was conducted at RUAG Aviation’s Piaggio Authorized Service Center in AgnoLugano. Both Pratt & Whitney Canada PT6A engines were overhauled and reinstalled, while several primary and secondary structural repairs were carried out on the aircraft fuselage. The project also included the inspection of the aircraft’s avionics and electrical wiring systems, with repairs performed where necessary.

Aircraft components which were removed as part of the inspection were thoroughly tested and overhauled by means of RUAG Aviation’s extensive in-house component overhaul capabilities.

In addition to these heavy maintenance services, the Piaggio P180 Avanti also received full carpet replacement along with a minor refurbishment of its interior and a paint touch-up of its exterior livery. The customer’s response to the inspection was extremely positive, with assurances that they would be recommending RUAG Aviation’s D Inspection services to others with similar requirements.

COMLUX BECOMES FIRST TO TAKE DELIVERY OF AN ACJ321 Comlux has taken delivery of the first Airbus ACJ321, which means that it will become the first to have operated every corporate Airbus A320 Family version.

The Airbus ACJ321 is now being outfitted with VVIP cabin

by Comlux America in Indianapolis, and is due to be completed in 2014. Like the Airbus ACJ318, ACJ319 and ACJ320, the ACJ321 will have the widest and tallest cabin of any business jet and, because of its stretched fuselage, it will also have the longest.

Additional center tanks will also give the ACJ321 extra range.

CAE LAUNCHES CAE TROPOSTM-6000XR VISUAL IMAGE GENERATOR

CAE announced at the CAE User Conference the introduction of the latest generation of its market-leading visual image generator (IG) for civil aviation training: CAE Tropos(TM)-6000XR. The software provides a more immersive environment and an enhanced pilot training experience with new features leveraging the power of the latest NVIDIA commercial graphics processors.

The first simulator to be equipped with the new CAE Tropos(TM)-6000XR visual system is an Embraer 190 full-flight simulator (FFS) delivered to Swiss Aviation Training (SAT). “The CAE Tropos-6000XR visual system has demonstrated great reliability and the highest level of realism, greatly improving pilot training and safety. One feature that is particularly valuable is the precise and highly realistic replication of all airport lighting in both fine and foggy weather. This is especially useful in offering pilots optimum training for flight operations under adverse weather conditions.� said David Birrer, Vice President Training Devices at Swiss Aviation Training (SAT).

Jet Aviation Geneva

Count on our local expertise; benefit from our global MRO network Meet the team who can do it all. Specialized in Gulfstream, Bombardier Global Express, Hawker series, the Dassault Falcon 50 and 900 and the Boeing Business Jets aircraft, as well as a number of smaller jets, we have been providing base and line maintenance, repair and overhaul and avionics support to mid and large cabin aircraft since 1969. And if your aircraft is grounded you can always count on our 24/7 AOG support on short notice. Our Geneva team takes care of you here while you benefit from our global network everywhere else. Personalized to Perfection.

Jet Aviation Geneva Tel. +41 58 158 1111 | AOG 24/7 +41 58 158 4848 jgva@jetaviation.ch | www.jetaviation.com/geneva

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AIR CULINAIRE WORLDWIDE EXPANDS CAPABILITIES In-flight catering provider Air Culinaire Worldwide announced it has opened a new satellite kitchen at Stansted Airport (EGSS). The satellite facility at Stansted will be based in the recently renovated FBO of Universal Aviation UK. “The opening of our new satellite kitchen will give our clients operating to and from Stansted more flexibility when things change, as we will now be able to fulfill more lastminute in-flight catering requests,” said Paul Schweitzer, Vice President Sales

BLACKHAWK EARNS FAA CERTIFICATION FOR 208A CARAVAN UPGRADE The Federal Aviation Administration (FAA) issued a Supplemental Type Certificate (STC) on June 10 authorizing Blackhawk to sell and install the XP42A Upgrade Package on Cessna Caravan 208A aircraft, Jim Allmon, President and CEO of Blackhawk Modifications, Inc., announced today. Now, those who fly 208As can enjoy the same operational and economic benefits that have made the upgrade so popular with the 208B community.

“Our team is enthusiastic about this program because it will really make a difference to the Caravan fleet,” Allmon said.

“We’ve had strong demand for the upgrade, which adds so much more capability to an already capable workhorse aircraft.”

First deliveries will start this month. The upgrade has already been proven by more than two dozen successful XP42A installations in 208B Caravans operating worldwide.

The X42A Upgrade Package includes a factory-new Pratt & Whitney PT6A-42A engine rated at 850 continuous shaft horsepower (SHP). In addition, the package utilizes a new, wide-chord, 100-inch diameter Hartzell four-blade propeller; new composite cowling and high efficiency inlet duct; new 40 percent larger oil cooler; new Blackhawk DigiLog engine gauges, and new exhaust stacks.

EMBRAER EXECUTIVE JETS' PHENOM 300 TO SPREAD WINGS IN CHINA Embraer Executive Jets announced that a Phenom 300 light executive jet will join the fleet of China's Erdos General Aviation Co., Ltd. in the third quarter of 2013, marking the first aircraft of this model sold in the China market. The Phenom 300 was certified by the Civil Aviation Administration of China (CAAC) last November.

Established in 2003, Erdos General Aviation is one of the top five companies in China's growing general aviation industry. Its 19-aircraft fleet has accumulated more than 30,000 flight hours and over 12,800 cycles.

"Having Erdos General Aviation as the launch customer of the Phenom 300 in China is an important milestone for Embraer Executive Jets," said Guan Dongyuan, President of Embraer China. "The new partnership is indeed a strong endorsement of Embraer Executive Jets. Our companies share the same vision of the promising future of China's executive aviation market. The Phenom 300 has been well received worldwide by owner-operators, corporate flight departments and leading fractional providers alike, making it an ideal aircraft to satisfy customer requirements for comfort, performance and reliability."It's a great honor to be the first customer of the Phenom 300 in China, marking the beginning of our partnership with Embraer Executive Jets," said Shang Zhanhu, President of Erdos General Aviation Co., Ltd. "After comprehensive studies of the jet, we are confident the Phenom 300 is ideally suited to our customers' needs for interior comfort and operating efficiency."

Since the first Embraer Executive Jets aircraft was delivered to Greater China in 2004, the company has booked firm orders there for 31 executive jets. The orders include the Phenom 300, super-midsize Legacy 600, large Legacy 650 and ultra-large Lineage 1000. Embraer Executive Jets also named world-renowned movie star Jackie Chan as its global brand ambassador.

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JET AVIATION OPENS NEWLY REFURBISHED AND EXPANDED FBO Jet Aviation Geneva recently completed the refurbishment of its FBO. As part of the global refurbishment program announced last year, Jet Aviation Geneva is the first company facility to be transformed with a fresh new corporate look and feel. Initiated with the intent to offer more customer enhancements while introducing a Jet Aviation brand design at the company’s major FBO and MRO facilities worldwide, the newly refurbished Geneva FBO is nearly twice the size of the original, adding 313 sq m for a luxurious total of 648 sq m.

The main floor of the FBO now offers a spacious and inviting new reception area and three new elegantly appointed customer lounges. A stairway was also built to extend the facility to a second floor, which includes a meeting room for clients as well as a large crew area featuring a lounge, a meeting room, a crew resting area and an operations center.

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Count on our local expertise; benefit from our global MRO network Meet the team who can do it all. Founded in 1967, we are committed to the safety and satisfaction of our clients. We specialize in all current models of the majority of Gulfstream, Bombardier, Dassault Falcon, Embraer, Airbus and Boeing aircraft, and perform the full range of maintenance activities. This includes D-Checks, major modification and alteration of airframes, and upgrades of cockpit and cabin electronic systems. You can also take advantage of our extensive paint and refurbishment capabilities and our 24/7 AOG services. Our Basel team takes care of you here while you benefit from our global network everywhere else. Personalized to Perfection.

Jet Aviation Basel Tel. +41 58 158 4111 | AOG 24/7 +41 58 158 4848 jbsl@jetaviation.ch | www.jetaviation.com/ basel

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PEOPLE BP have announced that David Gilmour has been appointed

David Gilmour Chief Executive of Air BP, the oil company’s aviation fuels business. David replaces Andy Holmes who has successfully led Air BP for three years. David has been Chief Operating Officer in Air BP since 2009, and has many years’ experience in the sector as well as in global marine fuels, lubricants and marketing. “Air BP has been growing in recent years and is an ever more important part of BP’s refining and marketing business,” said David Gilmour. “We will continue to invest in our operations and infrastructure to support the needs of our commercial, military and general aviation customers around the globe, especially in the growing aviation markets. Our primary focus is to ensure safe and reliable operations at the airports we serve and for our customers.”

Beechcraft Corporation has announced the appointment of Dave Rosenberg as vice president of Strategic Planning and Programs and Don Alvord as vice president of Human Resources. Both serve on the company’s Executive Team.

Flight Display Systems has announced that Reed Macdonald has joined the com20 -BART: JUL - AUG - 2013

pany as Chief Operating Officer.

Reed will oversee all aspects of company operations including oversight of Research, Product Design, Manufacturing, Logistics, Customer Service, Accounting, and Finance.

“We’re delighted to have Reed on board,” said CEO, David Gray.

“Reed’s experience in process management and his expertise in finance is a perfect fit that helps position Flight Display Systems for future growth. His proven experience in growing small businesses and his bias toward action fit nicely with the entrepreneurial culture here at Flight Display Systems.”

FlightSafety has announced that Christopher Weinberg has been promoted to Chief Information Officer.

Corp. and subsidiaries GAL Aviation Inc., and GAL Aerostaff Ltd. Prior to joining GAL Aerospace, Mr. Lynch spent seven years as president & CEO of Starlink Aviation where he successfully led a corporate transformation resulting in an industry leader in aircraft management, fixed based operations, MRO, including light and heavy maintenance, avionics and structural repair of business and regional aircraft, and the operation of a small commuter airline with domestic and international operations.

Jet Aviation has appointed Monica Beusch as the new general manager of Jet Aviation Zurich. Beusch will also serve as head of FBO Services in EMEA and Asia.

Christopher Weinberg

Monica Beusch

As CIO, Chris is now responsible for all aspects of FlightSafety’s Information Technology programs as well as the company’s Competitive Advantage, Continuous Improvement, and Business Systems teams. His leadership will enhance FlightSafety’s ability to respond quickly to the changing needs of its Customers and to provide new and innovative solutions that further enhance the value they receive.

GAL Aerospace Corp., a Montreal based aerospace management company, has named Glen Lynch president and CEO of GAL Aerospace

In her new role as general manager, Beusch is charged with overseeing the Jet Aviation Zurich operation, as well as leading the FBOs in Geneva and Dusseldorf. As head of FBO Services in EMEA and Asia, Beusch is also responsible for ensuring all services meet customer needs and growing the network in strategic locations.

She reports directly to Stefan Benz, Jet Aviation's vice president of MRO and FBO operations, EMEA and Asia.

Satcom Direct, provider of satellite voice, fax, datalink and Internet communications solutions, has promoted Wayne

Wayne Hundsdorfer Hundsdorfer to Chief Operating Officer (COO) for the company.

Hundsdorfer joined Satcom Direct in March 2007 as Director of Business Aviation Sales and most recently was Vice President of Sales for North, South and Central America for the company and was based in St. Louis, Missouri. In his new position as COO, he will oversee worldwide activities in key operations, sales and marketing.

Vector Aerospace Engine Services - Atlantic has named Clovis Martins as Sales and Service Manager for Brazil.

“We are excited to make this announcement,” says Jeff Poirier, president of Vector Aerospace

Clovis Martins Engine Services-Atlantic. “We realize that Brazil’s business culture relies heavily on the development of strong personal relationships and so it is extremely important that we have a local presence in order to invest time in developing those relationships.”

EBACE2014 M AY 2 0 , 2 1 , 2 2 , 2 0 1 4 G E N EVA, SWITZ E R L AN D

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EUROPEAN UPDATE

EUROPEAN CHARTER FLYING SOLIDIFIES IN MAY

By WINGX Managing Director, Richard Koe There were 63,000 flight departures in May 2013, 15% more than in April. But don´t get out the bunting; that´s a standard seasonal jump in activity. Compared to May 2012, flight departures across Europe were 2.7% down. That´s in line with the downwards trend this year, and reflects the continuing somber outlook for the Eurozone economy.

For the most part, individual countries´ economic prospects were reflected in flight activity; Business Aviation in Italy continued to slump (on average 350 flights fewer every month this year), whilst emerging Turkish and Ukrainian economies supported robust growth in flights. There were also exceptions; Business Aviation in Spain and Greece appears to have hit the bottom and is bouncing back. And in Germany, apparently Europe´s most resilient economy, Business Aviation activity collapsed 11% in May. Underlying the aggregate data, there is some good news for charter operators. Most of the decline in activity in May came in private flights. The number of charter flight departures in Europe fell only 1.1% year on year (YOY). Excluding piston charter flights, overall charter activity was slightly up in May. But one month does not yet indicate a trend; year to date (YTD), 2013 charter flights are down 2.9% on 2012. Over the last 5 years) recoveries have frequently been promised without materializing.

Central, Western and Eastern Europe appear to be suffering the worst of the slowdown in Business Aviation activity. Flights from the Mediterranean picked up, and there was double digit growth from the Middle East. Further afield, flights into Europe from BRIC countries continued to grow. The specific pattern varies. For example, May´s 300 flights from India represented a 15% increase YOY, whereas form China, 396 flights showed up a 16% decrease.

When it comes to activity by aircraft type, the flight pattern in May confirmed well-established trends. The clearest of these is the general correlation between popularity and size/range. Super Midsize, Heavy, Ultra Long Range (ULR) jet usage climbed, whilst almost all other segments, from Mid-size jets down to piston aircraft, saw activity declines. Worst affected was the Entry Level segment.

These aircraft lost out to the one exception to the hybrid segmentation of usage: Very Light Jets (VLJs), which gained 5% activity in May. A glance at the breakdown of flights by sector length indicates where VLJs are succeeding and other light jets falling back. It´s in the longer-range 1.5-3h sectors (rather than the most-flown sub-1.5h trips) that VLJs are taking significant market share from Light Jets.

Likewise it appears that Midsize jets, which lost 4.9% activity in May and are 8.1% down YTD, are losing flights to the Super Midsize segment, which are up 4% YTD and significantly increased their share 1.5-3h sectors by 11%.

As you would expect, these activity trends adversely affected the activity of light aircraft OEM fleets and showed up the popularity of large airframe manufacturers: the likes of Piper, Daher-Socata, Beechcraft and Learjet fleets lost activity; Dassault, Gulfstream,

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WHERE ARE WE IN THE CHARTER FLIGHT ACTIVITY CYCLE? Charter activity had its normal big seasonal increase in May. Excluding the seasonal effect, charter is trending slightly up, towards the middle of the recovery corridor.

Airbus and in particular Bombardier Challenger and Global aircraft, which gained 595 flights in May, are doing well. Usage varies by mission type. For example, Bombardier´s (Challenger and Global) aggregate gains all came in charter, Gulfstream and Eclipse gains were largely in private, whilst the Piper fleet showed big declines in charter.

The aircraft type with most growth in activity in May was the Global Express (which includes XRS and 6000), up 25% on May 2012, and is 741 flights up YTD. The stand out performer YTD is the CJ4, which is rapidly picking up activity this year even as the CJ1, CJ2 and especially CJ3 (down 20% YTD) fly less. The versatile PC-12 turboprop fleet was up 4.9% and the King Air 200 6%, even as the turboprop fleet activity as a whole fell by 5%. Despite the doldrums, there are still customers migrating to the best-value utility aircraft.

It´s interesting to see the contrasting popularity of aircraft employed for charter and private usage. The influential Challenger 600 fleet picked up 15% charter activity in May, but lost 5% private flights in the same month. Contrastingly, demand for Falcon 2000 charter fell but private flights on the same aircraft trended up. The glaring lossleader in terms of aircraft type is the Citation XLS. Flying more than 4,000 departures a month, it´s the most regularly used aircraft in the fleet. But it lost 5% in May and is 1,300 departures down YTD. As the traditional staple of its commercial fleet, NetJets will be worried.

We can probably expect more of the same in the months ahead.

The ´new normal´ of stuttering, spotty progress is firmly in place.

Across most of the fleet, it´s a buyer´s market and the charter customer is showing selective preference for good-value, versatile aircraft. Less competitive aircraft are surplus to capacity, evident in their diminishing activity. Then there is the parallel market for premium aircraft. Across this fleet, typified by the Global Express, ✈ there is still insufficient capacity to meet a growing demand for charter and ownership.

WINGX Gmbh WINGX Advance is a data research and consulting company which provides actionable market intelligence to the Business Aviation industry.

EUROPEAN COMMISSION MOVES TO BREAK SES DEADLOCK European airspace users supported the initiative of the European Commission to revise the Single European Sky (SES) regulation with the so-called SES II+ proposal, announced today, which represents a further step down the road of realizing the long-held commitment to create a true Single European Sky. The airspace users therefore condemn the industrial actions by the air traffic controllers’ trade unions in France and the European Action Day organized for tomorrow by the European Transport Workers’ Federation (ETF) in reaction to the proposals.

Even if the specific measures proposed in the Commission’s latest legislative package are insufficiently ambitious to accelerate defragmentation and eliminate the current inefficiency of European Air Traffic Management (ATM), the Commission is right to continue the momentum of reform.

The heads of the airspace users’ associations AEA, EBAA, ELFAA and ERA comment: “Instead of industrial actions and counterproductive confrontation, which will severely penalize European air passengers, airspace users call for a clear commitment by all stakeholders, including states, to work together to achieve the successful and timely implementation of the Single European Sky. There is a real need to address this situation urgently: solutions exist but they require a real political and institutional impulse.”

The lack of the SES costs some €14m per day and has a negative impact on aviation’s carbon emissions. A comprehensive and timely implementation is necessary to eliminate the current fragmentation of airspace and to improve the competitiveness of European aviation. The continuing crisis in the aviation sector and particularly in

the airspace users’ industry adds urgency to bringing European ATM services to an efficiency level, comparable with global best practice. There is a clear need for more ambitious technological, operational and economic targets at a European level, while ensuring fully compliant application by all stakeholders.

"While the newly-proposed regulation sets definite, if modest EU targets, it is less clear on appropriate measures to enforce them.

After eight years of unsuccessful attempts to harmonize the European airspace, European consumers need to see solutions now.

We urge the policy-makers in the European Parliament and the EU Council to break the current deadlock of SES by adopting and enforcing a legal framework to take the Single European Sky from concept to reality." - agree the heads of the associations.

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CAE REPORTS LATEST RESULTS CAE has reported financial results for the fourth quarter and full-year ended March 31, 2013. Net income attributable to equity holders was $43.8 million ($0.17 per share) this quarter, compared to $53.2 million ($0.21 per share) last year. Net income attributable to equity holders for the year was $139.4 million ($0.54 per share), compared to $180.3 million ($0.70 per share) last year.

Excluding $10.1 million (after-tax) of restructuring, integration and acquisition costs this quarter, net income attributable to equity holders was $53.9 million ($0.21 per share). On the same basis, it was $190.7 million ($0.74 per share) for the year.

Revenue for the quarter was $587.9 million, 16% higher than $506.7 million in the fourth quarter last year. For the full year, revenue was $2,104.5 million, up 16% from $1,821.2 million last year.

“Our results for the quarter and the year reflected our integration of new businesses and restructuring of Civil and Military operations,” said Marc Parent, CAE’s President and Chief Executive Officer.

“Backlog exceeded $4 billion for the first time in CAE’s history, with a high proportion involving recurring services. In Civil Products, we had a strong finish to the year, meeting our mid-30s full-flight simulator order outlook. With continued high levels of aircraft deliveries, we expect strong demand for civil full-flight simulators again in fiscal 2014. In Civil Training, the integration of Oxford progressed well, with cost synergies on target. In Military, we booked orders involving enduring aircraft programs, which gives us confidence in sustaining our business in a still-challenging environment. New Core Markets delivered on our financial goals and we expect our investments in new products and expanded sales capabilities to bear fruit in the period ahead.” * All financial information is in Canadian dollars.

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BOMBARDIER RELEASES 20-YEAR FORECAST Bombardier Aerospace has released its annual 20-year forecast for the business and commercial aircraft market numbers.

As the business and commercial aircraft markets continue to recover from the industry downturn, signs of forward momentum are beginning to emerge. While demand for new aircraft orders will continue to come from established and developed markets, the growth potential in emerging markets such as China, India, Russia and Latin America is predicted to play an increasingly important role in the global aviation marketplace. With fuel prices and environmental concerns continuing to rise, operators across both industries continue to focus on fleet optimization and aircraft efficiency.

“Bombardier Aerospace has a long history of developing industry-leading solutions to meet the diverse mobility needs of its customers. This has been achieved by following its long-term vision to create state-of-theart aircraft, and investments in the technology and the talent to develop new and sustainable products within the business and commercial aviation sectors,” said Michael McAdoo, Vice President, Strategy and International Development, Bombardier Aerospace. “With its comprehensive product portfolio, dedication to superior customer support, and solid product-development roadmap, Bombardier is well-positioned for future growth.”

Business Aircraft Market Forecast Numbers Bombardier is confident in the strong, longterm potential of the business aircraft industry and forecasts a total of 24,000 business jet deliveries from 2013 to 2032 in the segments in which Bombardier competes, which represents approximately $650 billion in industry revenues. Bombardier’s Business Aircraft Market Forecast anticipates 9,800 aircraft deliveries, worth $269

billion, during the 2013 to 2022 period, and 14,200 aircraft, worth $381 billion, from 2023 to 2032.

The Business Aviation market continues to recover, and while current macroeconomic indicators are mixed, the overall trend for the world economy is stable to positive. It is expected that as confidence returns to world markets, aircraft orders and backlogs will expand and deliveries will grow. While business jet orders and deliveries for 2013 are expected to be comparable to those of 2012, Bombardier forecasts that they will begin to improve in 2014 and that the industry will surpass its prior delivery peak year of 2008 by as early as 2016. It is also anticipated that with demand for business jets shifting towards emerging markets, the fleet of Large and Medium category aircraft will grow, with the Large aircraft category demonstrating the fastest growth.

Over the forecast period, Bombardier predicts North America will receive the greatest number of new business jet deliveries between 2013 and 2032, followed by Europe which, despite its continued economic challenges, remains the second largest market.

China is forecast to become the third largest region in terms of deliveries over the next 20 years with 1,000 deliveries from 2013 to 2022, and 1,420 deliveries from 2023 to 2032. Bombardier also expects key growth markets including Brazil, India, Russia/the Commonwealth of Independent States (CIS), Mexico, and Turkey to receive a significant share of business jet deliveries during the next 20 years.

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BOMBARDIER DELIVERS 400TH CHALLENGER

Bombardier Aerospace has announced that it has recently delivered the 400th Challenger 300 super mid-size jet in a ceremony held at Bombardier’s facilities in Montréal. The jet will be operated by BJET. “The Challenger 300 jet is an outstanding super mid-size jet, arguably the aircraft that defined the segment. In some nine years, we’ve reached the 400th delivery milestone, a milestone we can all be proud of,” said Stephane Leblanc, Vice President and General Manager, Challenger, Bombardier Business Aircraft. “This aircraft offers

First Quarter Segment Results

tremendous value to customers, and alongside the Challenger 350 jet, we know we have the best aircraft for the segment’s current and future needs.”

BJET Chief Executive Officer, Alexey Butrimov said: “We are delighted to have this aircraft join the BJET fleet, which includes the Global 5000, Global 6000, Challenger 605, Challenger 850 and Learjet 60 aircraft. The Challenger 300 is a well-respected jet that delivers true performance. We’re excited to start flying customers in our newest Challenger 300 jet.”

Cessna Revenues at Cessna increased $39 million, primarily the result of higher used aircraft sales. Cessna delivered 32 new jets in the quarter down from 38 units in last year’s first quarter.

Cessna recorded a segment loss of $8 million in the first quarter compared to a segment loss of $6 million a year-ago.

Cessna backlog at the end of the first quarter was $1.03 billion, down $28 million from the end of 2012.

Bell Bell revenues decreased $45 million, primarily the result of lower military unit deliveries and lower commercial aftermarket sales. Bell delivered 9 V-22’s and 6 H-1’s in the quarter, compared to 10 V-22’s and 7 H-1’s in last year’s first quarter and delivered 40 commercial helicopters, up from 30 units last year.

Segment profit decreased $16 million, primarily reflecting the lower military deliveries and commercial aftermarket volumes.

Bell backlog at the end of the first quarter was $7.08 billion, down $386 million from the end of 2012.

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TEXTRON REPORTS EARNINGS

Textron has reported first quarter 2013 income from continuing operations of $0.40 per share, compared to $0.41 per share in the first quarter of 2012. Total revenues in the quarter were $2.86 billion, approximately flat with the first quarter of 2012.

Segment profit was $235 million, down $24 million from the first quarter of 2012. First quarter 2013 manufacturing cash flow before pension contributions reflected a use of cash of $425 million compared to a use of cash of $106 million during the first quarter of 2012. The company contributed $140 million to its pension plans during the first quarter.

“We saw strong growth in Bell commercial helicopters, Textron Systems defense products, and E-Z-GO vehicles, but demand in the business jet market was softer than expected,” said Textron Chairman and CEO Scott C. Donnelly.

Outlook Donnelly continued, “Based on current business jet market conditions, we are reducing our 2013 business jet delivery outlook and now expect that deliveries will be down this year compared to 2012. This reflects our expectation for lower deliveries in the light category, partially offset by growth in the midsize category. Accordingly, we are adjusting production schedules and implementing other appropriate cost actions at Cessna.”

“While we are taking these immediate actions, we believe the global business jet market still has significant long-term growth potential and we remain committed to our new product plans, which include introduction of the M2, and new Sovereign and Citation X models later this year, as well as the Latitude in 2015 and the Longitude in 2017.”

Textron’s 2013 guidance for earnings per share from continuing operations is now $1.90 to $2.10 and cash flow from continuing operations of the manufacturing group before pension contributions is expected to be approximately $400 million, with planned pension contributions of about $200 million.

EMBRAER RELEASES RESULTS

In the first quarter of 2013 (1Q13), Embraer delivered 17 commercial and 12 executive (8 light and 4 large) jets; representing a reduction of 4 commercial and 1 executive jets delivered in the same period of 2012; Firm order backlog grew to US$ 13.3 billion, mainly as a result of an improvement in the order environment in Commercial aviation, as well as continued orders in the Defense & Security segment; -As a result of aircraft deliveries, coupled with revenues from the Company's growing Defense & Security business, 1Q13 Revenues reached US$ 1,085.9 million and gross margin was 22.2% for the period; EBIT and EBITDA¹ margins were 3.6% and 9.2% respectively, in 1Q13; Net income attributable to Embraer and Earnings per ADS totaled US$ 30 million and US$ 0.1651, respectively, in 1Q13; Net cash² position totaled US$ 98.2 million.

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BART: JUL - AUG - 2013 - 25

CEO S CORNER

By Fabio Gamba

Fabio Gamba, Chief Executive Officer of the European Business Aviation Association.

The case of writer’s block, so to speak, is always looming when someone is facing an audience of several hundreds of people. Or is it only me?

The fact remains that there is so much to say, about so many different topics, that finding the right tone and thrust to address an important ceremony such as the Opening General Session at the EBACE is a challenge.

Take the 2013 edition for instance.

Around 250 people eager to quickly applaud at the ribbon cutting ceremony so as to then immediately hop to the entrance of Hall 5 and kick off a busy 3-day show is already a matter of stress (“let’s not get this too long!”) It is even more so when you have guests of the calibre of Daniel Weder, CEO of Skyguide, Patrick Ky, Managing Director of the SESAR Joint Undertaking (SJU), and Siim Kallas, Vice President of the European Commission; without mentioning of course my counterpart and co-organizer Ed Bolen, President & CEO of NBAA. I opted eventually for the following address, which I hope you will concur is an honest summary of the situation that Business Aviation finds itself in Europe: “As we gather this week, EBACE is shaping up one again as a strong and robust show, and this despite the fact that times are tough. Still, the static display is full, just as Halls 5, 6 and 7 are, with numbers of exhibitors and visitors that are on a par with last year.

This is per se excellent news given the challenging economy in the region. As you may know, 40% of the companies exhibiting here this year are based in Europe, and they’re facing significant economic headwinds.

In fact, it’s not just the companies selling Business Aviation products and services that are feeling the impact – the entire value chain is suffering.

The 10 most-important markets in Europe have, without exception, lost significant portions of movements in 2012, and have continued to do so in the first five months of 2013. There are still areas of growth, indeed, but at the periphery, in places such as Ukraine, Turkey, and some Scandinavian countries and because they are at the

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GIVE CAESAR WHAT BELONGS TO CAESAR

periphery, the numbers nevertheless remain, in absolute terms, relatively modest.

Some traditional national powerhouses have sharpened the effects of the crisis by opting for short-sighted, if not outright incomprehensible policies, such as exceptionally taxing Business Aviation owners and/or passengers. I am naturally referring here to Italy and the UK, but one could include as well Austria, Germany and France. I am obviously not simply suggesting that Business Aviation should be taxexempt solely because we don’t like it.

No one likes paying taxes! I am simply saying that, if some homework had been done before imposing taxes left right and center, decision makers would have realized the obvious: taxing revenue and profits is one thing – taxing the means to achieve it is another. Business Aviation is an engine of growth – so please tax growth, dividends, surpluses, etc. – but don’t tax the means driving them!

Unfortunately, many governments fail to learn past lessons. Countries such as Sweden, Ireland and the Netherlands have all imposed a tax on air transport at some point, and all withdrew the tax upon realizing that it was counter-productive.

So where am I going with all of this?

Is it all doom and gloom?

Business Aviation Can Make a Difference Well, of course not! As you know, the theme for this year’s EBACE is that Business Aviation is “Making the Difference in Europe,” and that’s appropriate, because I believe that when it comes to concerns about aviation policies, and even the need for an economic turn-around, Business Aviation, CAN make a difference.

I really do. Why? Well, when it comes to the economic situation, it may be best to compare the value of Business Aviation to cars in the 1960s, or to scheduled air transport in the 1980s. Like those transportation modes, business aircraft are becoming vital tools for companies of all sizes.

No crystal ball is needed to predict that there will be a growing demand for Business Aviation in an increasingly networked global economy. This is a fact. And technology will make the need for Business Aviation accelerate with increasing speed and reducing costs.

So – as frustrated as we may be with current conditions, we remain convinced of an exciting future. For this brighter future to materialize though, we must lay out some essential conditions for it to occur – today. Where to start? The starting paradigm, I reckon,

is that we’ve reached, in many different ways, the limits of a system – air transport – which was basically conceived 70 years ago, in the aftermath of World War II. It is a system that couldn’t foresee the amount and diversity of traffic it would ultimately need to accommodate.

Today, the cracks in the system are all too apparent. Traffic rights, for

Another consideration, as we think about how to make progress on modernizing our aviation system, is what will be required to make it safer, more efficient and more effective? What technologies will be required? And how will access to the system be guaranteed, at what cost to the government, and the user, including Business Aviation? with us, and I look forward to their perspectives.”

And I concluded by inviting Ed and the other panellists to share their views of the current and future challenges and their solutions. This year, as those of you present that day noticed, the focus was on Air Traffic Management. SESII and SESAR were high on the agenda. There was consensus to treat them both as future enablers and yet current barriers, in one of these paradoxes so typical in Europe. What will it be tomorrow? It is hard to say, but I expect that, with a gradual return to growth, questions of

example, and the way they are being handled, are unsatisfactory to all. To fix it, the European Commission has proposed a “Fair Competition” approach – which balances traffic rights against regulatory convergence – whilst the United Arab Emirates and other countries push for the full liberalization of traffic rights worldwide, a sort of global Open Skies. At a recent Air Traffic Control Conference held by the International Civil Aviation Organization, the U.S. delegation submitted a paper that, in essence, pled for ICAO to develop guidance material as to how States should treat international Business Aviation operations from an economic standpoint. That’s an interesting and welcome initiative, even though the U.S. only had in mind NON-COMMERCIAL business aircraft operations when the delegation submitted the paper.

Business Aviation First Perhaps, following the example of cargo operators 10 years ago (“Cargo First”), we should think of a new, global approach for all Business Aviation operations, including commercial activities – one that caters for seamless operations on the basis of the U.S. proposal.

When it comes to these questions, the good news is that you have here, firmly in your corner, two formidable Associations working with colleagues to get answers from decision-makers, even as we continue fighting tirelessly to tell the story of Business Aviation to those same people. It is something we do throughout the year, but EBACE provides a special platform for expanding that discussion. As I mentioned, we have a panel of eminent specialists

access to airspace and airports will continue to be prominent. And, as if to illustrate this point, the French controllers’ strike of 11 th and 12 th June reminds all how cumbersome and convoluted progresses in SESAR can be and that, today, a handful of ATCOs, highly paid civil servants, can hijack thousands of passengers and force cancellations for hundreds of movements.

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SATISFACTION

EBAA chiefs satisfied with EBACE 2013 results.

President Brian Humphries (left) and CEO Fabio Gamba (right).

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PREVIEW

By Nick Klenske

It s hard to believe that 10 years ago our pages mentioned a small Business Aviation show starting up in the Brazilian capital of São Paulo.

At the time, the Business Aviation sector was booming and all eyes were on the North American and European markets. Latin America, we smiled, Well, it s good to see them trying, we thought.

LABACE

LABACE RISING

"Last year we had more than 70 aircraft on display at the static, which is held at São Paulo's Congonhas Airport," says Ferreira. "Traditionally, our exhibitors are a mix of both domestic and foreign manufacturers, operators, maintenance providers,

All About Growth LABACE consistently exceeds expectations when it comes to numbers and business concluded.

Whereas at many similar trade shows and exhibitions the focus has become more on product launches and networking, LABACE is still a show where business gets done. "In the past, many negotiations were begun or concluded at the fair, including aircraft sales," says Eduardo Marson Ferreira, president of the Brazilian Association for General Aviation (ABAG), who organizes the show.

interior finishers, and equipment suppliers - we even have a few entrepreneurs proposing the development of new airports to better serve the rapidly growing Business Aviation fleet."

Ferreira is confident that the 2013 edition will continue this trend and will again "reflect the industry's growth, confirmed by the growth of the general aviation fleet in Brazil." Further, according to Ricardo Nogueira, executive director of ABAG, this year we will likely see more helicopters on the static. "There has been a steady growth in the acquisition of helicopters and jets,"

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BUSINESS

LABACE is still a show where business gets done says ABAG president Eduardo Marson Ferreira.

ow so much has changed in so little time. Now, as the industry continues to try to kick start its way out of a seemingly never-ending recession, company leaders are turning towards Latin America to provide a much needed spark.

And so far, the region is not disappointing.

Not only is Latin America the home to one of the industry’s most dynamic manufacturers (Embraer), it is now home to the world’s second largest Business Aviation convention. In 2012 LABACE welcomed a record 16,622 visitors – 10 percent more than the year before. This year, the 10 th Anniversary edition of LABACE, scheduled for August 14 – 16 in São Paulo, is poised to catapult the region to the top echelons of the industry.

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he says. "More so, in the service sector we see a growing demand for aircraft management, so expect to see this at LABACE 2013."

New to the program will be a tracing of the industry's economic profile, clearly outlining the impact that general aviation has on the Brazilian economy. This is part of ABAG's recently launched "General Aviation National Asset" campaign which, like NBAA's "No Plane, No Gain" message, aims to show both the public and decision makers the important role the industry plays in the country's growth. This message will only become more urgent as global investors are starting to show signs of skepticism towards the Brazilian economy, which has a projected rate of growth of just three percent this year - in comparison to China's eight percent and India's six percent. This comes on the heels of a slow 2012, where Brazil grew by only one percent.

According to Nogueira, other challenges include the high-costs and bureaucracy that make it difficult to do business in many of the region's countries, including Brazil. This deters many foreign investment opportunities, which shows in the region's lack of high-tech companies.

Another significant challenge is a general lack of infrastructure that creates restrictive measures on the use of airports.

However, despite these challenges, the future is still bright for Brazil and the surrounding Latin American region. According to our Fleet Report published last February, the region's fleet grew by 5.3%, with Brazil and Argentina registering strong performances at 5.7% and 5.8% respectively.

As if this wasn't convincing enough, we also noted that the region remains underappreciated and thus well-positioned to continue to play a key role in sustaining the global Business Aviation industry.

"Brazil stands out with the expansion of businesses to new regions, which has boosted demand, mainly for light jets," say Embraer's Ricardo Santos, Corporate Communications.

"This has been meeting the growing need of companies that look to the executive jet as a tool for productivity,

which assists in prospecting and developing business in promising areas around the country and often inaccessible via scheduled carriers."

With the exception of Brazil, the vast majority of aircraft in operation in the region exceeds 10 years, providing huge opportunities for both replacing aircraft, as well as adding to the fleet.

According to figures provided by Embraer, Brazil has the youngest fleet across the region with only 45 percent of the fleet exceeding 10 years. Some 78 percent of the Mexican fleet is over a decade old and, in the rest of the region, 74 percent of the fleet exceeds 10 years. In addition, corporate owners have the largest share of the market at 62 percent compared to other regions where fractional owners, management and charter companies hold large shares.

"Brazil and Latin America in general continue on the path to economic development, confirming its position in the global marketplace," says Ferreira. "The world knows what this means and many companies, especially in the Business Aviation industry, are watching the promising growth of the country's market."

"Starting with the 2008 crisis in the American and European markets, manufacturers have 'discovered' the Brazilian market, which had a great potential and need for the aircraft fleet growth," adds Nogueira. "It is clear that our overall economic stability has greatly contributed to both the market and LABACE's growth."

Let's Samba!

Many of these companies that Ferreira is alluding to are no longer content to watch and wait, but, convinced by the region's numbers and projected growth, are ready to dance and many will be playing their card at LABACE 2013.

The Latin American Region continues to be a very attractive market for the two extremes of the size spectrum, with under 10,000 pound models like the Cessna Mustang and Embraer Phenom 100 and the over 35,000 pound jets such as the larger Falcons, Gulfstreams and Bombardiers posting consistent growth. In fact, the smaller jets showed a 20 percent increase in fleet size from 2011 to 2012 and a 17 percent increase for the large models.

This represents a significant change

DYNAMIC

Motivated by the regionÂ’s projected growth, many companies will play their card at LABACE 2013.

BART: JUL - AUG - 2013 - 29

PREVIEW

as, traditionally, light and medium jets were the models of choice for the market - making up nearly three quarters of the region's total fleet.

STRATEGY

The executive jet sector is now outgrowing EmbraerÂ’s traditional commercial business says Frederico Curado, president and CEO of the company.

Dassault One European company doing particularly well in Latin America is Dassault, who earlier this year announced plans to deliver at least six Falcons into Brazil. It currently boasts a 60% market share of the large cabin business jet class in Brazil.

"Brazil is a dynamic and well diversified economy with a healthy growth in GDP," says John Rosanvallon, President and CEO of Dassault Falcon. "We've seen countries like Brazil become the epicenter of Business Aviation's recovery over the past several years."

Dassault did not just jump on the Brazil Band Wagon, but has been a long-time investor of the region, selling its first Falcon in 1978 and opening its first office in 1996. "Dassault has been committed to Brazil for a very long time, and that commitment will only increase as Brazil takes a larger part on the global stage," notes Rosanvallon.

Dasssault also boasts the company owned Sorocaba Service Center in Brazil, which is authorized to perform line maintenance and airframe inspections on all Falcon models except the Falcon 20 and Falcon 100. The facility is also qualified to perform engine maintenance on the CFE-738; Honeywell TFE731-series and Pratt & Whitney Canada PW307A, PW308C models. And it can carry out specialized non-destructive testing (NDT) services, such as Penetrant and Eddy Current methods. A full service battery shop is available to repair, replace or charge main and emergency batteries on Falcon or other aircraft models.

Dassault opened the center in June 2009, and since then it has continued to expand with an increased headcount, as well as spare parts and tool-

30 - BART: JUL - AUG - 2013

ing. Certifications for U.S., Bermuda and Argentinean registered Falcons have been received and approval for European registered Falcons is expected very shortly.

For Latin American fliers who get stuck in a tricky AOG situation, it's reassuring to know that Dassault's 'GoTeam' is there to provide a rapid mobile response directly to aircraft located anywhere in South America.

Speaking about Parts and Tools, Dassault houses over $3 million (U.S.) in high usage parts located in Sao Paulo and its 23,000 square foot facility can also be used to hangar up to three Falcons.

Cessna Cessna is also poised to tap into the lucrative Latin American market, recently announcing a 50 percent expansion of its global sales force, with a good portion of the expansion happening in Latin America. This move is part of a new sales strategy of utilizing decentralized satellite offices in market areas where the company is well established or sees an opportunity for growth. Needless to say, Latin America meets both of these standards.

"With six new products hitting the market during 2013 and the future introductions of the Citation Latitude and Longitude models, it's an exciting, dynamic time to be a part of the team," says Bob Gibbs, vice president of regional sales, Latin America.

And the company will have plenty to update customers on with the Citation Citation Latitude and Citation Longitude programs steadily moving forward.

"The enthusiasm continues to build for the Citation Latitude," said Terry Shriner, business leader for the Latitude and Longitude. "We recently completed cyclic testing of the electrically-operated main cabin door, having simulated 19,000 flights with nine passengers and two crew members. The critical design review for the throttle quadrant and the environmental controls is also completed. Over half of the 28,000 necessary parts are complete. The first prototype is being assembled, and we expect to have it flying by first quarter of 2014."

Americas. "LABACE is an important event in world aviation and has gained increasing importance in our company's strategy in the Latin America region."

Beechcraft also recently announced that LABACE will be a stop on its Special Mission King Air 350ER global tour. "We discovered through a similar tour last year that the best way to demonstrate the performance, versatility and low operating costs of the King Air 350ER is to take the aircraft around the world," said Dan Keady, Beechcraft senior vice president, Special Missions. "Experiencing the aircraft firsthand makes it easy for governments, military and commercial customers to see why the King Air is the ideal aircraft to address the unique challenges of most special mission operations."

Announced at last year's EBACE, the Citation Longitude is designed to be the first Cessna Citation jet capable of extended intercontinental routes.

Cessna expects the Longitude to be a strong addition in the super mid size category of business aircraft, providing yet another step up in the Citation family of business jets which meet customer needs as they change and increase.

"We are excited that the Longitude recently completed wind tunnel performance validation," said Shriner.

"Testing confirmed we have met our range projections for a 4,000 nm (7,408 km) range at a cruise speed of Mach 0.82. When compared with aircraft in the super mid size category, we are confident that at the price

point we are targeting for the Longitude, no one will be able to match this aircraft's range, efficiency and performance."

Beechcraft Recently restructured Beechcraft is also enthusiastic about more Business Aviation success in South America.

Brazil's business turbine aviation fleet includes more than 1,200 business turboprop and jet aircraft and nearly 40 percent of these aircraft are Beechcraft products.

"Brazil has become a key market for the entire Beechcraft product line and is now the company's second largest market in terms of sales outside the United States," said Richard Emery, Beechcraft president of the

Gulfstream Gulfstream sold its first new airplane in Brazil in 2002 and, since then, its presence throughout the Latin America region has steadily grown. To support this market, Gulfstream Brazil, located just 60 miles from S達o Paulo, is certified by Brazil's National Civil Aviation Agency (ANAC) to perform maintenance, repairs and alterations on all Gulfstream aircraft registered in the country. The facility consists of a 24,000-square-foot hangar, which can accommodate a mix of four to six large- and mid-cabin aircraft, nearly 8,000 square feet of company and customer offices, and a 3,000-square-foot bonded parts warehouse.

POTENTIAL

Latin America is a strong market for both Cessna and Beechcraft.

Beechcraft 350ER (top), Cessna Citation Latitude (center).

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PREVIEW

LABACE "The Gulfstream fleet in Brazil has increased from nine aircraft in 2006 to 36 aircraft today, and three-quarters of those are large-cabin, longrange models suited for travel to Europe, Asia and elsewhere," Flynn said.

In that same period, the Gulfstream fleet in Latin America has grown from 58 jets to 150, predominantly large-cabin, long-range models.

Gulfstream has more than 2,000 jets in service, with Latin America representing nearly 8 percent of its worldwide fleet.

"We're investing for the long-term and are quite optimistic about the future of Gulfstream in Brazil, in Latin America and around the world," Flynn said.

EQUIPPED

Gulfstream's Sorocaba facility can perform maintenance on all Brazilregistered Gulfstream aircraft.

Gulfstream President Larry Flynn recently reaffirmed Gulfstream's commitment to expanding support for its growing Latin American fleet, especially with two new models, the G650 and G280 now in service.

"We have established our first factory service center in Latin America in Sorocaba, Brazil, and this will become an increasingly important hub for us," said Flynn.

"Ensuring we have the right resources in the right places for our operators, who are increasingly spread out around the world, is extremely important and a driving factor behind our growth," Flynn said. "Around the world, we already have begun preparing for the entry-into-service of our two newest aircraft, the Gulfstream G650 and G280.

"We are thrilled with the performance of these aircraft and know that our customers will be, too."

The G280, he noted, is the performance leader in its class, with a

32 - BART: JUL - AUG - 2013

range of 6,667 km (3,600 nautical miles) at Mach 0.80 and takeoff capability under 5,000 feet.

"The G650 establishes a new class, with unparalleled capability, including a top speed of Mach 0.925," Flynn said. "It flies faster and farther than any other business jet, and in a level of comfort far greater than any other aircraft in its class."

Flynn noted that the world economy has been challenging for Business Aviation, and Gulfstream is addressing this by investing in new aircraft and an expanded worldwide support organization.

"We are doing what it takes to make sure our customers have the most capable aircraft with the best support," he said. "The imperative to conduct business internationally will not change, and that means that Brazil and other countries will need the kind of high performance, longrange aircraft we provide.

Bombardier Canadian-based Bombardier will be flying in the fleet for LABACE, displaying the Learjet 75 for the first time in South America, along with the Challenger 300, Challenger 605 and Global 6000. "The show is becoming increasingly important for us each year in terms of presence and activity," says Annie Cossette, Senior Advisor, Bombardier Business Aircraft. "The Latin American market is a key market for us as the growth of the economies and industrial sector brings many opportunities for business jet prospects."

She further notes that the Latin American market remains a very important Learjet installed base: "As you know, we have many new Learjet products coming up, so there is a lot of potential there as well."

And to support its growing Business Aviation fleet Bombardier has gone to great lengths to put its support as close as possible to the operational bases of its customers.

Recently the company opened a business aircraft Regional Support Office (RSO) in S達o Paulo, Brazil. The RSO is located alongside Bombardier's already-established parts depot and Authorized Service Facility (ASF), SynerJet Brasil. The office is staffed by an RSO Manager who oversees three Field Service Representatives, with a long-term plan to add a Customer Support Account Manager and Customer Liaison Pilot.

Embraer Last but definitely not least is 'hometown favorite' Embraer. According to Ricardo Santos, with nearly 4,400 business aircraft in operation in Latin America, Business Aviation is reflecting the strength of one of the fastest growing regions in the world. "The demand for business jets is growing and Embraer Executive Jets expects Latin America to add between 620 and 700 business jets between now at 2022," he says. "The business jet fleet now numbers around 2,100 units, so this will be a big jump for the market."

Embraer Executive Jets delivered almost 150 executive jets in seven countries in the Latin America region.

In 2012, Embraer delivered 99 executive jets, representing 15% of the industry's total deliveries, with Latin America representing 25% of total deliveries.

With home team advantage at LABACE , Embraer plans to roll into Congonhas Airport, with a comprehensive suite aircraft, including the Lineage 1000, Phenom 100, Phenom 300, Legacy 650 and the recently debuted Legacy 500,which has already over 300 flight test hours and was recently on show at EBACE. "Embraer Executive Jets has already created a lot of comments about the Legacy 500 and now people can take a look at this remarkable aircraft for themselves," said Ernest Edwards, President, Embraer Executive Jets.

"The aircraft is no longer a concept and its debut is a very significant milestone for the company. Our mission is

to bring amenities normally found in larger, more expensive jets to all levels of Business Aviation and, in doing so, have brought changes to the entire industry. The Legacy 500 will continue what has become our role in the industry and that is to raise the bar across the entire class spectrum and drive the change the 21st Century Business Aviation user is seeking."

There are currently three Legacy 500 prototypes in flight test, and over 30% of the flight test campaign has been completed. Serial Number One, which made its maiden flight on November 27, 2012 is being used for performance flights and systems tests. Serial Number 2, which took to the air in February 2013, has finished the IFTD (In Flight Thrust Determination) tests and is continuing with additional performance and systems tests. Finally

Serial Number 3, which joined the test campaign in March, has passed cold soak tests at Eglin Air Force Base in the U.S. Meanwhile, development of the midlight Legacy 450 is proceeding on schedule with the first flight expected in the second half of 2013. The Legacy 450 fuselage is now being assembled and will soon be mated to the wings which have already been produced and we can expect further updates at LABACE. "LABACE is Latin America's largest Business Aviation show and offers a great opportunity to strengthen our relationships with current and prospective customers," said Marco TĂşlio Pellegrini, Senior Vice President Operations & COO, Embraer Executive Jets.

✈

SHOW

Embraer will be bringing its complete range of aircraft to LABACE including the Lineage 1000 (top), While Bombardier will bring a selection of Learjets (center), along with a Challenger 300, 605 and Global

BART: JUL - AUG - 2013 - 33

REGIONAL REPORT

BRAZIL

BRAZIL S BUSINESS AVIATION BOOM

By Liz Moscrop

Coffee prices have slumped due to a glut in production, and GDP growth has been disappointing this year, but the Brazilian economy recently perked up with the IPO filed by cement producer Votorantim Cimentos. The filing is set to raise almost $5 billion in one of the largest public offerings of the year. Indeed many of the world s largest IPOs in 2013, including the biggest one so far this year, are coming from Brazil. In April, Banco do Brasil s insurance unit, BB Seguridade, raised about $5.7 billion in its IPO.

T STABILITY

The cement production at Votorantim Cimentos is compensating the tumble of the coffee price.

his positive activity bodes well for the Business Aviation sector.

Brazil is home to around 1,700 corporate aircraft - a number that is rising. The country is also home to Embraer, the world’s third largest commercial aircraft manufacturer, behind Boeing and Airbus, and its fifth largest business jet producer.

Embraer began making business aircraft in 2002 and now has seven available models.

34 - BART: JUL - AUG - 2013

The airframer is serving a sector with a long and well-established presence in the country, which most resembles North America in terms of business jet fleet penetration. It is, therefore a relatively mature market.

A high proportion of the installed fleet is in the light jet category. However, at the end of 2011, Brazil had one of the oldest business jet fleets in the world, with an average age of 18 years. As a result, it should account for a significant number of replacements in the next few years.

According to Bombardier’s latest annual forecast, the Latin American business jet market will account for 2,285 aircraft deliveries over the next 20 years. This region is expected to be one of the most important global markets. It is slated to see 985 aircraft deliveries between 2012 and 2021 and 1,300 deliveries from 2022 to 2031.

In terms of current flying activity, helicopters are still the preferred method of transport for business leaders in the congested cities of Sao Paolo and Rio de Janeiro. There is also a booming offshore oil sector; meaning helicopters are much in demand.

The fixed-wing fleet is also expanding.

Small jets are abundant, with Embraer types particularly popular.

This is largely because Brazil’s ground infrastructure is abysmal.

There is a gridlocked two-lane highway connecting Sao Paulo and Rio, with few railways. That said, traveling

by Business Aviation still has some way to catch up with its Western counterparts. There are few fixed-base operations and access to slots and airspace is restricted at the big airports.

International Events This could prove problematical soon, since Brazil is playing host to two major international events in the next three years, the 2014 World Cup and the 2016 Olympics. To cater for the excess demand, the government has unveiled an ambitious plan to build eight new mega-airports and 800 new regional airports. In 2011 president Dilma Rouseff said that any city with a population close to 100,000 people should have an accessible airport within 60 kilometers. He also said he would stimulate the general aviation industry.

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REGIONAL REPORT

BRAZIL

More immediately, this year’s FIFA Confederations Cup will be held in Brazil at six different cities from June 15 through June 30. The games are the preliminary events before the world cup next year. There are a number of considerations operators should keep in mind when entering the country for the events. According to Universal Weather and Aviation’s Andre Camargo, (writing in his blog), top-of-mind considerations include regulatory issues, destination airport information, over flight and landing permits, flight plan filing, ground handling and fuel prices.

He said, “Researching all of these elements, pre-trip, is a recipe for a successful trip.” He added, “Keep in mind that Brazilian authorities always require non-Brazilian crew to have a pilot license from the country in which the aircraft is registered.“

GREEN

Embraer, Boeing and Airbus collaborate on aviation biofuel commercialization.

Flagging Infrastructure Growth in Business Aviation sector is hampered by administrative and infrastructure issues. During this year’s European Business Aviation Convention and Exhibition Rui Aquino, from the Brazilian Business Aviation association ABAG reiterated the need for improved facilities. The country, he said, faces a particular challenge next year to meet the increased requirements for executive transport during the FIFA World Cup.

36 - BART: JUL - AUG - 2013

Universal’s Carmago agreed. He pointed out that Brazil-based operators conducting flight ops in non-Brazil-registered aircraft in Brazil are susceptible to being grounded without proper paperwork. Aviation authorities can and do - ground non-Brazil-registered aircraft – even those operated by Brazilian nationals – until it is determined where the aircraft is based, whether the owner has a non-Brazilian residence, and whether the local operation in Brazil is permitted. If a non-

Brazil-registered aircraft is grounded and/or seized, companies will have to hire a lawyer to sort things out.

Business aircraft imported to Brazil are subject to a high tax of over 35%. If the aircraft is not registered correctly, operators may be questioned prior to each flight, and/or the aircraft in question may only be permitted to remain in Brazil a few days.

The flight-planning process in Brazil can be complex. Landing permits are mandatory for every stop, regardless of the type of flight. A landing permit has to be requested in advance, but can only be validated after arrival when landing fees are paid (these fees cannot be paid in advance). After landing in Brazil, operators must pay landing fees prior to an onward flight plan being validated, regardless of the next destination, even if it’s a tech stop.

While there are few airspace restrictions in Brazil, all flights between Brazil and Europe or Africa must use certain designated entry and exit gate points as published in notices to airmen (NOTAMs). Also, as noted on charts, there are some regions in Brazil with airspace restrictions; so prior planning is always required. For example, when departing Congonhas, Sao Paulo, there are particular routing NOTAMs applicable depending upon destination. Departure routings are continually revised and must be care-

REGIONAL REPORT

SUCCESSFUL

Embraer continues to prosper worldwide.

Phenom 300 taking off.

fully reviewed each time a flight plan is filed. Only about 20% of flight plans presented at Congonhas are approved on the first attempt. Some NOTAMS are available only in Portuguese.

As well as visiting international operators, there are plenty of indigenous charter and management companies in Brazil, including Colt Aviation, Brasil Vida Taxi Aereo, Lider Taxi Aereo - Air Brasil, BHS-Helicopteros Macae, Interavia Taxi Aero, and Tam Taxi Aereo Marilia. For those operating outside the country, Camargo has the following advice. He said, “It’s important to ensure that all Brazilianbased crew and passengers have appropriate documentation when traveling internationally. Visas are one of the biggest considerations. Being aware of visa requirements and having the means to secure visas in a timely and efficient manner are very important.” For example, Brazilians often require visas when traveling to Africa or Asia. Multiple-entry crew visas are recommended to accommodate shortnotice trips.

Camargo continued, “Language barriers may be an issue. Brazilian pilots need to ensure they’re able to communicate in commonly spoken languages to avoid issues like delays at destination.”

He also urged that crews be aware of potential issues when filing flight plans online. He said, “This is especially important when multiple permits are involved or when operating to areas – including Asia, Europe and India –

38 - BART: JUL - AUG - 2013

BRAZIL

where preferred routings, airways and restrictions may change frequently. It requires expertise to create correct routings that will be accepted by air traffic control.” He explained that many Brazilian-based operators travel frequently to Africa. Such operations can be complex due to the multitude of permits required. He also cautioned that in remote regions, it may not be possible to print flight plan packages, and Internet connections can be intermittent.

Embraer Leads the Way On a more positive note, homegrown superstar manufacturer Embraer continues to prosper in Business Aviation markets worldwide. The company’s executive jets division sold one of its ultra-large Lineage 1000 types in May to an undisclosed European client.

Belgium’s Flying Group will operate the jet, and delivery of the aircraft is scheduled for the second half of 2013.

Ernie Edwards, president, said, “Being

the first to operate the Lineage 1000 from Belgium, Flying Group will provide its customers with the optimum in comfort.”

The Lineage 1000 is the flagship of Embraer Executive Jets’ seven-aircraft portfolio, which also comprises the Legacy 650, 600, midsize, the 500 and 450 midlight, and the Phenom 100 and 300 light jets. Edwards flew a prototype 500 into the EBACE show, marking the aircraft’s debut on the international circuit. The eight-seater arrived in Geneva after completing a record distance flight of about 2,362nm (4,370km), flying non-stop from St John’s International airport in Newfoundland.

The aircraft is set to enter service in the first half of 2014. Although Embraer’s deliveries of business jets in the first quarter of 2013 fell slightly below expectations, the company said that this was due to administrative delays rather than order cancellations.

All in all, there is definite global enthusiasm for the Business Aviation sector in Brazil. According to organizers of the annual Latin American Business Aviation Conference and Exhibition (LABACE) in San Paulo, last year’s event was the second largest general aviation show in the world behind the one in Oshkosh, Wisconsin. The ninth edition in 2012 had a record 16,622 visitors, and the event is slated to be even larger this year. Maybe all that extra coffee has perked the market up.

✈

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REGIONAL REPORT

AFRICA

INTO AFRICA Africa is the new hot continent for Business Aviation players.

Liz Moscrop reports

M PROSPECT

Governor Sullivan Chime greeted at Akunu Ibiam Int l Airport (top).

Considered by some as the new hot territory for Business Aviation, the African continent is home to over 30 per cent of the world s mineral resources.

any people believe that Africa offers the best growth prospects of any region in the world for Business Aviation. A key driver is its booming mining industry.

The continent is home to over 30 per cent of the world’s mineral resources and is increasingly attracting investment from large multinational mining corporations.

Since resources are mostly in remote spots, and developing road and rail infrastructure lags behind the opening of new mines, there is an increased demand for air transport.

Flying is often the most convenient, and sometimes the only way, to transfer between sites.

Nigeria at the Forefront Nigeria is tipped to be the number one African nation for Business Aviation eventually, knocking South Africa off its current slot. So much so, that earlier this year Lagos played host

40 - BART: JUL - AUG - 2013

to the first Nigerian Business Aviation Conference. Around 120 attendees visited the city to discuss issues surrounding the industry. Organized by Evergreen Apple Nigeria (EAN), the owners of the first private Fixed Base Operation (FBO) in the country, the conference was a definite success.

The installed fleet of private aircraft in Nigeria is around the 150 mark (up from 50 in 2007), mostly large cabin types. Local companies have ambitious growth plans to serve the growing market, which was apparent during the conference. For example, EAN’s CEO Segun Demuren said he would like to “bring base maintenance and do D-checks on all OEM aircraft in Nigeria.”

Demuren also highlighted the value of Business Aviation as an economic driver. Funding new aircraft is a major issue, however. Segun Agbaje, MD of Nigeria’s GT Bank addressed difficulties with lending in the country, while Investec’s Melanie Humphries pointed out that relationships are crucial to developing Business Aviation in Nigeria. Indeed, all the financiers present said they needed to see more established aircraft management companies in place in order to fund aircraft

The particular areas of potential difficult in the new aviation policy are the words: “For private aircraft owned or leased by individuals, only the family members of the owner/lessee of the aircraft will be permitted on board as passengers.” The same thinking flows to aircraft run by businesses, which are permitted for employees or directors only. Another tricky area could be for charter companies, where the new proposed wording reads: “For aircraft belonging to non-scheduled or scheduled operators, only the employees and members of the board of directors of the company may be permitted on board as passengers.” Lastly, the policy requires operators to reveal the identities of everyone on board before being given ATC clearances. This is viewed as a breach of privacy.

Ayo Oyewole, CEO of Triton Aviation Charter Company, which operates a Hawker 4000, and a Dassault Falcon 900, said, “The new NCAA proposals are cause for concern. They are giving us lots of food for thought as to how to operate in future.” However, he added, “There is a problem with the illegal charter market in Nigeria, and the government’s intent to sanitize this is laudable.”

out of Lagos and operates three Dornier 328 jets. VistaJet also has had two dedicated aircraft in West Africa.

Its top two African destinations are Lagos and Abuja, according to Wynton Faure VP of sales for the region. He said that the entire VistaJet fleet would number 80 in five years time. Britain’s Hangar 8 also has a strong presence in Lagos.

Thanks to the mining industry, rotorcraft has a strong presence, too.

Caverton Helicopters, for example, serves the oil rights and is the only certified Agusta Westland Service Centre in West Africa.

Investment is evident in Nigeria.

There are new FBOs springing up, especially in Nigeria. For instance, there is a new FBO operated by ExecuJet, creating a better working environment for operators. There are also more maintenance facilities coming online in Nigeria.

Bombardier’s Lagos-based FSR for Africa Marco Garcia said, “It’s all about support.” Robert Prentice, VP Africair, and Cessna’s representative for the continent, agreed, pointing out that his company is training local engineers. Embraer is also establishing a service center in Kaduna

purchases. They are more likely to look favorably on fleet operators as less risky propositions. Today most transactions are made in cash.

After last year’s fatal Dana Air crash, in which 153 passengers were killed, the Nigerian Civil Aviation Authority is drawing up new proposals to enhance safety. The NCAA already has stringent safety requirements, and all aircraft must go through inspections every five months. However, some of the wording is causing concern to operators.

Achieving Maturity

Airport in northern Nigeria in the next year, while both Execujet, and MCM, which works in partnership with EAN, support Bombardier types.

Dassault, too, is to open a facility in Lagos later this year. Prentice said, “Nigeria is the most important market for my company. I see smaller jets as key to economic growth here.”

Indeed, small planes reign in the region. There are plenty of turboprop aircraft operating throughout Africa, with Beechcraft King Airs the dominant type.

There are several legitimate charter operators in Nigeria. Toucan Aviation, for example, operates six aircraft, two Cessna Citation Sovereigns, one Cessna Citation XLS, two Falcon 900EX types and a Hawker 850XP. Business, rather than leisure is the driver. MD Achuzie Ezenagu explained helps owners bring aircraft into the country, helping them to find suitable suppliers. He is looking to add a further four aircraft to his fleet this year.

SkyBird Air also runs a charter service

SAFETY

After last year s fatal Dana Air crash, the Nigerian CAA is drawing up new proposal to enhance safety.

All aircraft must go through inspections every five months.

BART: JUL - AUG - 2013 - 41

REGIONAL REPORT

AFRICA

Supporting the Oil Elsewhere in Africa, Business Aviation is flourishing. Angola is another key Business Aviation destination thanks to oil-related activities in the country. Since oil exploration is the key driver behind the development of the Business Aviation sector, the market is slated to grow in such areas as the Central Africa region including South Sudan.

Universal Weather and Aviation’s Jason Smith also recommends other airports in Africa for tech stops for international operators. He said that Sal Island, Cape Verde offers 24-hour

PROGRESS

ExecuJet Africa was recognized for its Outstanding Services to African Aviation Development at the African Aviation Awards (top). Refuelling at Jomo Kenyatta airport in Nairobi (center).

quick turns with reasonable jet fuel cost “and is a good stop coming from and going to Africa. No airport slots are required, but you’ll need a landing permit for a private non-revenue or charter (non-scheduled commercial) operation, with official lead time of five working days.”

He added that Cape Verde Civil Aviation Authority might approve a landing permit within the lead time frame at its discretion. He also recommended Dakar, Senegal as a good tech stop between Africa and South America or Africa and the Middle East “with 24-hour services, reasonable jet fuel prices and quick turns.”

Airport slots are not required, but landing permits are (five working days lead time). Another is Cairo, Egypt, due to its geographic location, but he cautioned, “be aware of the local political situation.” Cairo is a 24hour location with more reasonable jet fuel costs than other airports in the area. Slots are not required, but

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all aircraft do require a landing permit (with four days lead time) for tech stops.

Nairobi, Kenya offers quick turns and “good fuel prices 24 hours a day.”

No airport slots are required, and the landing permit lead-time is five working days, but Civil Aviation Kenya may approve it within the required timeframe at their discretion. Smith concluded, “We’ve also had good tech stop success with Niamey, Niger. This 24-hour airport offers quick turns and fairly reasonable fuel costs.” Landing permit lead times there is five working days and no airport slots are required.

South Africa is the most mature market in the continent. ExecuJet South Africa is based at Lanseria International Airport near Johannesburg and at Cape Town International Airport, with a state-ofthe-art FBO facility offering 5,000sqm of hangar and 7,000sqm of dedicated ramp parking. Its domestic lounges at Cape Town and Lanseria house a pri-

vate apron situated at the facility. It also has international lounges situated at the main terminal buildings.

The lounges offer waiting areas, showers, bars, hot and cold snacks, complimentary daily newspapers, magazines and plasma televisions.

Business center facilities include Internet access, telephone, fax and business equipment. There are also flight crew lounges and rest areas with access to the Internet, as well as operations briefing rooms for flight planning.

FBO services include flight planning, arranging over flight and landing clearances, organizing inflight catering, and providing a complete menu of ground handling and concierge services, including aircraft, passenger and baggage handling, fuel, aircraft valet and hangarage, security, customs and immigration, and limousine transfers. This division of ExecuJet also has extensive experience in the planning and execution of VIP, diplomatic and presidential flights; advance team dispatching and specialist security services for operations into Africa.

BidAir Services also provides ground handling at Lanseria, which is also home to two charter operators, NAC and Swift Flite.

These highlighted pockets of activity prove that Business Aviation as a sector in Africa is rising. The NBAC demonstrated how important the region is. Indeed, Demuren concludes the conference by saying that the event was just the first in a series of annual such gatherings.

✈

FLIGHT OPS FOCUS

A

lready projected be the one of the world’s fastest growing Business Aviation markets, Brazil will be further thrust into the world spotlight in the next few years as it will serve as the host country for the 2014 FIFA World Cup and 2016 Olympic Games. As with any major world event, proper pre-planning is essential, especially for those operators traveling to Brazil for the first time. Complicating matters is the fact that there are still many unanswered questions in regard to how Brazil will accommodate the increased traffic.

Although the exact slot, parking and airway procedures for Business Aviation operators traveling to Brazil for the Olympics and World Cup won’t be

announced for some time, Andre Camargo, Universal Aviation Brazil, Managing Director and Marcia Taue, Operations Manager, Universal Aviation Brazil – Sao Paulo, shared some general tips on what flight crews should expect when traveling to Brazil and what they can begin arranging now.

Start Reserving Hotels Now “Currently, the Brazilian government is racing to enhance the infrastructure in advance of the events,” said Camargo. “Congestion is already an issue so for the World Cup and Olympics, this will definitely create a challenge for operators. It’s too early to reserve slots, but operators who think they might be attending the World Cup should start booking hotels now, as there are a limited number of 4- and 5-star hotels available in the 12 host cities.

BRAZILIAN WORLD CUP

ALL EYES ON BRAZIL

“It’s always recommended to stay in a 4- or 5-star hotel, as personnel speak English well, amenities are better, are in a more secure area, and offer better security for their guests. Major U.S., European, and Brazilian hotel chains are of similar standards and are all good options.

Also, some ground handlers have special rates for specific hotels, and, of course, your 3rd-party providers should have options with contract prices and often extra included amenities.”

Taue added that operators can expect to pay high prices.

“Prices will be higher, cancellation policies will be extended, and some reservations may be non-refundable,” said Taue. “We’ve also heard reports of some lower-end hotels gouging prices, so it’s critical that accommodation is identified early.”

Visas and Passports Another step operators can begin working on now is ensuring their passport and other documentation meet Brazil’s requirements. This is essential, because if crew and passengers do not have appropriate documentation on arrival (passports, visas, airline transport [ATP] licenses, medical certificates etc.), they’ll be deported.

“Operators need to have at least six months’ remaining validity remaining on their passport. Alternatively, you may be permitted to stay in Brazil as long as your passport is valid,” said Camargo. “No visas will be issued to passengers on arrival, and an individual without a visa will be immediately deported. When out walking, carry a copy of your passport, a photo ID, and just the cash and credit cards you’ll need for that day.”

ADVICE

It s recommended to stay in a 4-5 stars hotel where personnel speak English.

Operators need to have at least six months remaining validity on their passport.

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FLIGHT OPS FOCUS Visas are not issued on arrival in Brazil. Always confirm visa requirements prior to arrival. Pilots do not require visas if they’re in uniform and listed as crew on the general declaration (Gen Dec), but must have passports and licenses to clear customs. Flight attendants and aviation maintenance technicians must be licensed by the FAA or something equivalent. Alternatively, a visa will be required.

“Crew arriving on business jets and departing via airline back home will not require a visa if they have a valid inbound Gen Dec stamped by the immigration department,” said Camargo. “Even though visas aren’t required for crew who meet the criteria mentioned above, there have been instances where customs requests them. To ensure that no issues arise, we recommend that crew always have valid visas with them. Yellow Fever vaccinations are recommended, but no longer required in Brazil unless operating from areas considered endemic.”

2014 World Cup planning Below is the list of host cities for the 2014 World Cup. City Region Belo Horizonte Southeast Brasilia Central-West Reg. Cuiabá Central-West Reg. Curitiba South Fortaleza Northeast Natal Northeast Porto Alegre South Recife Northeast Rio de Janeiro Southeast Salvador Northeast São Paulo Southeast

providers will be able to assist you with this. Additionally, because of the heavy traffic congestion expected, some passengers may choose to use helicopters, and due to demand, reservations should be made as soon as possible.”

Taue added that while operators and crew traveling in Brazil should always be aware of their surroundings and take the proper precautions to not let that take away from their experience.

“After all your pre-trip planning is done and you’ve landed in Brazil, you’ll find our local area and culture a welcoming environment,” said Taue. “Try to take advantage of the many available cultural experiences and special events. Your ground handler or hotel can recommend the right places to go to experience the local, one-of-a-kind Brazilian culture. We always hear from flight crews that they find operating here a satisfying and rewarding experience.”

✈

Security arrangements

SECURE

Prepaid car and driver is preferred to rental vehicles due to traffic and security issues.

Although airport security and surveillance is adequate throughout Brazil, operators may arrange private security, if desired, for their aircraft.

However, off-airport, Camargo recommended hiring secure ground transportation for passengers and crew. And due to the long distances between the airport, hotels, and game sites, it’s never too early to arrange security.

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“I recommended avoiding rental vehicles due to traffic and security issues and possible road closures during events like the World Cup and Olympics,” said Camargo. “Prepaid local transport (car and driver) is the preferred option for many business aircraft operators, and your ground handler will be able to make these arrangements. It’s always best to use vetted transportation companies with drivers.

Your ground handler or 3rd-party

For more information on operating to Brazil, you can read Andre and Marcia’s blog posts at http://www.universalweather.com/blog/tag/brazil/.

Article provided by Universal Weather and Aviation. For more information and urgent operational updates, operators can visit www.univ-wea.com/operationalupdates/ or contact Universal’s Global Regulatory Services team at 713-378-2734.

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REPORT

GLASS COCKPIT

FLIGHT DECKS MOVE FORWARD

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Aviation electronics, or avionics, have now become so integrated with other cockpit equipment that one speaks in terms of flight decks , rather than racks of radios fitted into instrument panels, bays or pedestals.

Once, aircraft manufacturers delivered an airplane with round-gauge flight instrumentation, but left the selection of avionics to the customer, or perhaps offered only suggested or custom-built packages.

Today, the aircraft, flight controls, powerplants, instrumentation and avionics are combined into an integrated entity. All systems work together, connected to a common communication network, and pilots see flight and systems information not just on bits and pieces scattered across the instrument panel, but in a complete, easy-toread array, organized on flat display panels—the true “glass cockpit”. In truth, glass is no longer involved, with the replacement of old-fashioned cathode-ray tubes by liquid-crystal displays.

In this round-up of the current state of integrated flight decks, it’s necessary to differentiate between replacement suites, designed to upgrade older aircraft, and those delivered with new airplanes, engineered specifically for the task of integrating with the airframe. Each shares common outcomes, but must approach the solution differently. When retrofitting, it’s best to have truly “open architecture” that can work with existing sensors from other manufacturers. For an originalequipment installation, less acceptance of other information sources is required, and greater integration can be achieved.

The Players Long-established space, military and civil supplier Rockwell Collins and envelope-pushing upstart Garmin are vying for flight deck supremacy, with Honeywell, Esterline CMC, Innovative Solutions & Support, and Universal Avionics offering alternative solutions.

Business aircraft rely on dependable gear from suppliers with proven track records; light general aviation airplanes may find innovative non-TSOed equipment available, and some pilot are even using iPad tablets for flight instrumentation, but these will not do for executive and charter transport.

To achieve the desired systems integration, airframe manufacturers and avionics suppliers must work together from the concept stage, developing platforms that connect seamlessly.

While it’s possible to bring advanced technology into an older aircraft, the goal is always to simplify the process with a fresh start.

Garmin Headquartered in Olathe, Kansas, Garmin has taken advantage of the brightest and best talent from neighboring Honeywell/Bendix-King, leapfrogging over obstacles to a dominant position in the avionics marketplace. Initially, Garmin developed the G1000 panel, a dual-display system that combined flight instruments, navigation, communication, engine instruments, position and identification in a size that would fit in singleengine piston cockpits. The G1000’s operating logic borrowed heavily from Garmin’s GNS-series of panelmounted GPS navigators that had already captured the retrofit radios market.

Still in production, the G1000 has been steadily upgraded, growing into three-tube systems with a companion autopilot, and is widely used to retrofit light jets and turboprops. It’s available with 10 or 12-inch displays, or with a 15-inch MFD. Options now include synthetic vision, weather and charting.

The G2000 system, targeted at the high-end piston aircraft market, takes the G1000 concept into the touchscreen age, with a GTC 570 pedestal controller replacing the twist-knob interface of the G1000. Available with 12 or 14-inch displays, the G2000 can also be outfitted with synthetic vision. Information from a digital AcU-Kwik directory can be recalled through the touchpad, and environmental and entertainment systems

can be controlled as well. The MFD’s split-screen capability allows material to be viewed on two separate screens at once. With a compatible autopilot, the G2000 supports Electronic Stability and Protection (ESP) to enhance safety with emergency stabilization when necessary.

The G3000 moves up to light turbine aircraft with the G2000’s touchscreen capabilities. It’s interface requires fewer keystrokes to manipulate the shallow menu structure, lessening workload. Wide viewing is provided by 14.1-inch displays, with WXGA format. The MFD’s splitscreen capability allows added information to be displayed, including graphical synoptics of the aircraft’s systems. For diehard hands-on comfort level, the GTC 570 touchpad still retains a set of concentric knobs and a volume control knob.

The flagship G5000 flight deck (the G4000 designation was previously allotted to a portable GPS) is Garmin’s thrust into the business jet market, and it has succeeded admirably at this point. Cessna has chosen the G5000 to equip the revamped Citation X, Citations Latitude and Longitude, and the improved Citation Sovereign.

Bombardier will be using the G5000 on the Learjet 70 and 75 as a fourpanel suite with two GTC 570 controllers. The G5000 suite can incorporate up to four touchscreen controllers, using high-resolution WXGA displays.

MOVING UP

Garmin moves up to light turbine aircraft with the G3000.

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REPORT

GLASS COCKPIT

Rockwell Collins

FORMATS

Rockwell-Collins Pro Line Fusion deck uses three 15-inch LCD displays showing multiple formats.

As pioneers of electronic flight instrumentation, based in Cedar Rapids, Iowa, Rockwell Collins has traditionally been at the forefront of glass cockpits. The now-passe CRT-based Pro Line 4 can be upgraded, in many cases, to the LCD-display Pro Line 21 system, utilizing much of the existing architecture. Included is Rockwell Collins’ IFIS (Integrated Flight Information System), supporting charting, weather and navigation mapping. An FMS upgrade and GPS-4000S satellite receiver enables SBAS and LPV approach capabilities.

On Gulfstream’s new G280, Rockwell Collins Pro Line Fusion flight deck uses three 15-inch LCD displays capable of showing multiple formats, such as terrain, approach plates and taxi charts.

Optional SVS and EVS are available.

At EBACE, Rockwell Collins announced enhancements to the Pro Line 21 avionics for Bombardier’s recently-launched Challenger 350 and 300 models. Key capabilities implemented in Pro Line 21 Advanced include LPV guidance, RNP > 0.3, RNP AR 0.3, SVS (Synthetic Vision System) and Link 2000+ CPDLC (ControllerPilot Data Link Communications).

Also available with Pro Line 21 Advanced is a MultiScan Threat Detection System for the Challengers, providing automatic weather and turbulence identification.

The company also recently announced that Piaggio Avanti P180 aircraft equipped with Rockwell Collins’ Pro Line 2™ avionics can now be upgraded to Pro Line 21™. The new offering, available from-Switzerlandbased RUAG Aviation, modernizes the flight deck with the latest in LCD technology for greater situational awareness and enhanced flight operations.

“This upgrade provides enabling flight deck technologies that allow P180 operators to take operational advantage of current and future communication, navigation and surveillance capabilities,” said Claude Alber, vice president and managing director, Rockwell Collins in Europe, the Middle East and Africa (EuMEA). “We look forward to working with RUAG on enhancing legacy P180s flight decks to greatly improve continuity with those coming off the production line.”

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”We pride ourselves on providing superior services to our Piaggio Avanti P180 clientele. We have just completed the first D inspection at our facilities, and anticipate a growing demand for support for the P180,” said Stephan Woodtli, general manager at RUAG Aviation’s Italian-speaking Lugano site. “Pro Line 21 enhances flight safety by ensuring pilots are able to access all necessary information clearly, accurately and conveniently. We are delighted to work with Rockwell Collins on this exciting program.”

The Pro Line 21 display upgrade solution features three or four large, configurable 10- by 8-inch LCDs that include Rockwell Collins’ Integrated Flight Information System (IFIS).

With IFIS, pilots have access to high resolution electronic charts, XM graphical weather, including NEXRAD, lightning data, satellite images and winds aloft, and enhanced navigation maps.

The Piaggio Avanti P180 Pro Line 21 upgrade by RUAG Aviation also includes an upgrade to a Rockwell Collins’ Flight Management System (FMS) and a GPS-4000S satellite navigation receiver that, when combined, enable Space Based Augmentation System (SBAS) with vertical guidance and Wide Area Augmentation System (WAAS) GPS localizer performance with vertical guidance (LPV) approach capabilities.

In addition, operators that upgrade to Pro Line 21 join a large and growing

family of over 4,000 aircraft operators that are positioned to accommodate future technology changes including ADS-B out and data link mandates due to the system’s open architecture design.

Honeywell Aerospace Based in the southwestern U.S. at Phoenix, Arizona, Honeywell Aerospace has had a long-standing integrated flight deck relationship with Pilatus, Dassault and Gulfstream, three big names in Business Aviation.

Additionally, the conglomerate has a very broad involvement in aerospace, from providing communications for NASA space missions to supplying engines, APUs, wheels and brakes, and flight controls, in addition to its cockpit instrumentation.

Gulfstream brands its Honeywell Primus Epic suite on the G550 and G450 as a Gulfstream PlaneView cockpit, or, in the case of the new G650, the PlaneView II, featuring four 14-inch adaptive LCD readouts. PlaneView II enhancements include a smaller pedestal for easier access, three PlaneBook computer tablets, a standby multifunction controller incorporating standby flight instruments, and a fully-automatic 3D scanning weather radar that uses a terrain database to suppress ground clutter. The G650 also incorporates Gulfstream’s EVS II enhanced vision system, SV-PFD (synthetic vision-Primary Flight Display) and HUD II.

On the Dassault Falcon 900EX flight deck, the Honeywell Primus Epic system is known as the EASy II, using the four LCD screens in a T-arrangement instead of the four-across setup of the Gulfstream. At Dassault, much emphasis has been placed on human factors, with primary flight display cues provided for vital items like track, heading and thrust direction for a stabilized approach. With SVS supported by an enhanced terrain mapping database, flying the EASy II cockpit is almost like bringing the outside inside.

It’s also worth noting that the latest certification of EASy II continues Honeywell’s support of Dassault Falcon jets, building on the existing flight deck certifications for the Falcon 900 series. This unified cockpit experience across the Falcon series brings 2000S, 2000LXS and 7X operators an intuitive interface that enhances situa-

tional awareness and helps reduce pilot workload. Features include an Automatic Dependent SurveillanceBroadcast (ADS-B) Out transponder, which enhances predictability, safety and airspace system capacity certified to the most stringent requirements.

And for the Falcon 7X, EASy II has been certified for Protected ModeController Pilot Data Link Communication, greatly improving the efficiency of communications between controllers and pilots, and will supplement the increasingly congested voice channels with secure and more reliable data links.

Pilatus uses the Honeywell Apex cockpit for the PC12NG turboprop,

again using four displays in a T-configuration. A trackball cursor control device is a popular option for the PC12NG. The Apex system was designed around lighter, non-transport category business aircraft, but is based on software from the Primus Epic systems.

The PC-12NG offers SmartView SVS and INAV, or interactive navigation, for flight planning, radio tuning, chart call-ups and systems overview. Apex uses a FPM (Flight Path Marker) to guide PC-12NG pilots during vertical transitions, helping manage the airplane’s energy state.

Meanwhile Honeywell has also been chosen to supply the avionics suite for the newl y announced Pilatus PC-24 Twin Jet. A combination of components from Primus Epic and Primus Apex will provide the core functionality, safety and display content for the Pilatus

A d v a n c ed C o c kpit En viron m en t (ACE), designed specifically for the PC-24.

Primus Apex is proved on several platforms including the Pilatus PC-12 NG. Drawing on functionality from Honeywell’s Primus Epic flight deck, which is available for larger cabin business and regional aircraft, Primus Apex for the PC-12 NG and Pilatus ACE for the PC-24 ensure the consistency of design philosophy and operational practices throughout the Pilatus business aircraft line. Pilots will have access to safety features and operational functionality previously reserved for the most sophisticated global business jets.

As Victor Valente, Vice President, Business and General Aviation, Honeywell Aerospace, EMEAI pointed out: “Honeywell has long been a supporter of Pilatus by providing PC-12 NG pilots with access to the most advanced safety, autoflight, navigation and situational awareness capabilities available for turboprop planes.

Building on that foundation, the Pilatus PC-24 will utilize the Pilatus ACE based on Honeywell’s Primus Epic and Primus Apex flight decks, providing pilots with features and capabilities previously only found on high-end business jets.”

Oscar J. Schwenk, Chairman of the Board, Pilatus Aircraft added: “For our first twin jet, we wanted to make sure that the PC-24 had the latest avionics and technology to provide pilots with the safest flying experience possible.

Through our work with Honeywell on the PC-12 NG, we know that Honeywell’s integrated flight deck products provide pilots with safety enhancements and technology that greatly increase operational efficiency and the overall flight experience. Therefore we decided to jointly develop the unique and customized Pilatus ACE focusing on the individual needs and requirements of the future PC-24 operator.”

Universal Avionics Duncan Aviation and Universal Avionics have partnered to create a technologically advanced flight deck for the Dassault Falcon 900B, a retrofit announced at the 2012 NBAA show.

Older 900B’s can now be brought into the integrated cockpit age, using five EFI-890R LCD displays, configured as a PDF and MFD for each pilot and a central Engine Indication unit. Two Vision 1 Synthetic Vision Systems are used and two ASU (Application Server Units) supply charts, checklists and aircraft documents.

The Universal/Duncan 900B upgrade takes the place of 25 olderstyle instruments. Dual UNS-1Ew FMS units, with five-inch CDUs (Control Display Units) are standard, with a third FMS optional. Other options include Radio Control Units and a datalink system for FANS and CPDLC capability, using the UniLink UL-801 Communications Management Unit.

“Its high standards in engineering, structural quality and technological advancements make the Falcon 900B a

DISTINCTIVE

The Pilatus ACE PC-24 avionics will be based on Honeywell's Epic and Primus Apex format found on High-end business jets.

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REPORT

RETROFIT

Duncan Aviation and Universal Avionics have partnered to create a technologically advanced flight deck for the Falcon 900B.

long-life aircraft,” said Bruce Bunevich, Universal Avionics’ Great Lakes Regional Sales Manager. “Upgrading the flight deck greatly improves the utility of the aircraft, safety of flight and value to make it a cost-efficient alternative to buying a new aircraft,” he added.

With more capabilities than most new aircraft, this exciting upgrade offers operators maximized safety, increased capability, improved cockpit efficiency, improved reliability and maximized Return on Investment (ROI).

Additionally, the upgrade program will ensure that the aircraft is approved to fly in all airspace, and gain compliance with emerging mandates.

At EBACE, Universal Avionics announced that its SBAS-FMS would assure compliance with JAA TGL-10 for P-RNAV (Precision Area Navigation) in European airspace. Not only will PRNAV enable more direct routing, it is a requirement for entry into airports such as Amsterdam’s Shiphol airport.

Also, with flight test activities for Universal Avionics’ new AHS-525 Attitude Heading Reference System (AHRS) largely completed, it is now available for order and delivery scheduling. Certification and shipment is expected in August 2013.

“We are very pleased with flight testing of the new AHS-525, as it has performed at or beyond expectations,” said Paul Damschen, Universal Avionics’ Manager of Airworthiness and Flight Operations. “We expect it to exceed customer expectations, and our confidence has allowed us to start using the AHS-525 in IMC flight conditions already,” he added The stand-alone AHS-525 presents the superb reliability of MicroElectromechanical (MEMS) technology needed to support Next Generation flight decks. The AHS-525’s MEMS technology has all of the advantages of reliable solid-state technology, along with a compact/lightweight size, ease of alignment procedures, increased reliability over VGs and DGs, simplified retrofit installations, and operating costs.

Arizona-based Universal Avionics also announced its new AHS-525 Attitude Heading Reference System, using MEMS (Micro-Electromechanical) technology. A cost-effective solution for

50 - BART: JUL - AUG - 2013

fragile mechanical gyros, the AHS-525 offers compact size, ease of alignment and increased reliability.

Esterline CMC Electronics Canadian electronics manufacturer Esterline has a long and successful history as a builder of avionics, most particularly in the field of Enhanced Vision Systems. The company’s SureSight CMA-2700 high-resolution Integrated Sensor System recently won approval from EASA for installation on the Bombardier Challenger 605.

Esterline’s SmartDeck Integrated Avionics Suite was chosen for the developmental Cobalt Co50 composite pusher piston airplane, incorporating two 12-inch PFD and MFD screens and a pedestal-mounted 6.5-inch display for flight planning, autopilot and audio management. Dual ADAHRS and WAAS GPS are included.

The SmartDeck integrated Flight Controls and Display System has been offered to a variety of OEM and retrofit markets. The system’s operating philosophy is “three clicks or less” simplicity, delivering information in a clearer and more intuitive manner, according to the company’s web site.

Innovative Solutions & Support Headquartered in Exton, Pennsylvania, IS&S is a supplier of display and flight management equipment for military, airline and Business Aviation segments. The recentlyannounced Pilatus PC-24 jet, for instance, uses a UMS-100 Utilities Management System from IS&S, incorporating four Data Concentration and Processing Units, each servicing up to 324 signals and controls to record and process functions such as

control surface positions, landing gear operation, electrical loads, environmentals, and autopilot and navigation parameters. The UMS integrates control of systems and reduces workload, while serving as the central maintenance computer.

IS&S’s avionics suite, as an Integrated Flight Management System, is found on the Eclipse 550 light jet, where it is termed the Avio IFMS. Two 10-inch PFDs are used, with a 15-inch central PFD, flanked by electronic standby instrument units.

Stowable keyboard trays are beneath each PFD, or data can be entered via knobs and buttons on the display bezels. Based on the IS&S Vantage Premier suite, the Avio IFMS has three ARHS platforms (with a fourth optional), dual Beta 3 GPS, full RNP compliance and support for synthetic and enhanced vision functions.

In Summation We now find "glass cockpit" no longer an operable reference. Today's flight environment, with its emphasis on precision navigation, emissions reduction and cost savings, demands total systems integration. This can only come from flight decks that tie all parts of the airplane together, feeding data to a set of servers that can distribute information to engine controls, navigation systems and, most importantly, the pilot.

More and more, however, "quiet and dark" monitoring only presents information on the flight deck display when a system abnormality is present, and when a fault cannot be handled by the aircraft's automation.

The latest flight-deck advances are truly impressive; amazement is ever more difficult to achieve.

✈

More and more business jets and turboprops are being Garminized as we speak.

Yes, we’re building a growing portfolio of business aircraft that can be upgraded with full G1000®/G950® glass flight deck systems – featuring our ultra-smooth GFC 700 series digital autopilot (G1000 only) and optional SVT™ 3-D synthetic vision. Moreover, we’re committed to adding even more turbine airframes to our list. Certified installations available today include the King Air series, Cessna CitationJet, Citation 501, TBM 700 and Piper Meridian. Available soon: Twin Commander and Beech 1900D. To learn more, visit our website: Garmin.com

©2013 Garmin Ltd. or its subsidiaries

Flight Deck Upgrade

SPECIAL FEATURE

By Paul Walsh

I

nnovation: the word is used so often, it’s beginning to lose all meaning so that now when an executive instructs his team: “to foster innovative in the workplace,” they might well respond, “that’s great, but what should we actually do.”

The aviation industry is certainly not exempt from this linguistic banality, with engines, flight-decks, winglets, in board slats and even window-shades frequently described as innovative.

More often than not the word is out of place. Indeed, success rarely comes through innovation alone in the aviation industry. Usually it has much more to do with striking a balance between conservatism and incremental growth on the one hand, and a desire to do something new, on the other.

PIONEER

Founded in 1929 by aviation legend Marcel Dassault (center), the company entered the bizav market in the sixties with the Mystère 20 (top), Interior of a Mystère 20 (bottom).

Key to Success A good example is French manufacturer Dassault.

Respecting traditions is an important part of Dassault’s DNA, and, still today, the legacy of the company’s founder Marcel Dassault casts a long shadow over the organization.

Spend time with Dassault’s people and you’ll find that they’re fiercely loyal to their company’s history, indeed, employees generally start with the company when they leave university and stay until they retire.

In 1984, Benoit Berger, currently Senior Vice President Industrial Operations began his career at the company steadily rising through the ranks.

Today encounters with Marcel Dassault are still fresh in his mind.

“He criticized my design for the Rafale Marine, telling me I needed to reduce the size of the aircraft for the carrier role. A week later we’d shortened the fuselage by a meter and reduced the wing area as well. Even then (aged 92) he was totally committed to perfection.”

Although this type of admiration is common, Dassault’s engineers and design teams generally have few qualms about pushing the technological envelop. And executives insist that there must always be room for developing and moving forward.

Like we said it’s all about finding the right balance.

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DASSAULT FALCON S 50TH ANNIVERSARY

LOOKING BACK TO LOOK FORWARD

Looking Back It helps that Dassault can test many new developments on military aircraft, before then applying them to the more mundane world of civil flying.

This dynamic goes right back to the beginnings of the company, which depending on how you define it, dates back to 1929 when aviation pioneer Marcel Dassault (then named Bloch) founded Société des Avions Marcel Bloch. The company built a range of civil and military aircraft, although it wasn’t until the 1960s that Dassault began making business jets.

At that time Business Aviation was becoming recognized as a powerful business tool, and Dassault entered the market with the Mystère 20, a low-wing aircraft, powered by two rear-mounted Pratt and Whitney JT12A engines, and clearly displayed the Dassault’s combat aircraft expertise: its aerodynamics and flight control system were inspired by the Mystère IV and its fuselage by prototype aircraft, the MD316T. As the aircraft was being developed a delegation from Pan Am lead by Charles Lindbergh arrived in Merignac, and almost immediately they offered to sign a production contract – eventually they ordered 40 aircraft. Dassault then replaced the Pratt engines with more powerful GE CF700 Turbofans, giving aircraft a 25% range increase, the name was changed too: enter the Falcon 20.

Success bred success and in 1971 Federal Express ordered 33 aircraft,

followed by an order for 41 Falcon 20G from the US coast guard in 1977.

In this period Dassault’s business jet portfolio was also growing. There was the launch of the Falcon 10 in 1970, which was smaller and faster than the Falcon 20. Powered by two TFE731-2 turbofan engines, it had a cruising speed of Mach .85.

Then in 1979 Dassault launched the Falcon 50; an aircraft that aircraft married the speed of the Falcon 10 with the cabin of the Falcon 20.

Advancing Further Steadily Dassault’s Business Aviation foothold grew, and at the beginning of the 1980s customers were again demanding bigger cabins and more range. So again Dassault responded, this time with the Falcon 900 an aircraft capable of flying 4,000 nm with 14 passengers on board. It was launched in 1984.

The ‘EX’ or extended range version of this aircraft entered service in 1996 followed by the 900LX, which brought winglets into the mix and adding 7% additional range over the Falcon 900EX. As well, climb performance was also improved by 10%, allowing the airplane to reach FL390 in just 20 minutes.

Another important moment in Dassault’s story was the Falcon 2000, which was launched in 1994, as a twin engine jet with the wingspan and part of the fuselage of the Falcon 900. This was the first aircraft designed in full using computer generated modeling techniques, a process that reduced both development costs and develop-

ment time. The aircraft was particularly suited to the American transcontinental market and could fly 12 passengers a distance of 5800 km (3120 nm).

New versions of the 2000 followed: in 2003 the 2000EX was certified with Pratt & Whitney Canada PW308C turbofan engines. Then in 2007, Dassault Aviation launched the 2000LX a derivative that was able to travel 4000 nm (7400 km) at Mach .80 and climb to 41000 ft (12500 m) in just 18 minutes.

As with the 900LX, the 2000LX brought the addition of winglets, reducing the fuel consumption by 5%.

2012 saw the launch of the Falcon 2000LXS, offering improved airport performance, payload and cabin comfort compared to the Falcon 2000LX which it will replace in 2014. The 4,000 nm Falcon 2000LXS will allow operators to access more airports because of new full-length inboard slats which give the aircraft leading airport performance and balanced field length.

With full fuel, the Falcon 2000LXS has a payload of 2,190 pounds; a maximum takeoff weight (MTOW) of 42,800 lbs with a balanced field length of 4,675 feet, which is over 1,000 feet better than some aircraft in its category.

Ahead of its Time As Dassault continued to churn out refinements and new versions of the 900 and 2000 it also launched an entirely new aircraft, the Falcon 7X in 2005. The aircraft challenged Dassault’s aerodynamic experts to realize a cruising speed of Mach.85, a maximum operating speed of Mach .90 and a range of more than 5,700 nm.

Not to mention low speed capabilities for access to short runways.

To meet the challenge, it was crucial to get the wing exactly right. And so, again, Dassault’s designers turned to CATIA’s 3-D visualization techniques.

With this 3D software, engineers modeled a wing with an increase sweep angle of the leading edges so as to reduce wave drag. They also lengthened it, making it 19.7 ft longer than the Falcon 900, and up to 40% larger, than wings on previous Falcons.

Not only does this increase lift capability, it also allows the jet to land on runways that are shorter than 4921 ft or 1,500m.

DATED

Cockpit of a Mystère 20 in 1963

BART: JUL - AUG - 2013 - 53

SPECIAL FEATURE

FUTURE

This anniversary is not about nostalgia.

Dassault has a long range of ambitions says Eric Trappier, Dassault Aviation Chairman and CEO.

The aircraft has an MMO of Mach 0.90, allowing quicker climbs and descents, as well as low-level dashes on short legs. It is powered by three Pratt & Whitney Canada 307A engines, rated

54 - BART: JUL - AUG - 2013

DASSAULT FALCON S 50TH ANNIVERSARY at 6,400 lb thrust each. To date the Falcon 7X fleet has accumulated more than 170,000 flight hours, marking a significant milestone for the company’s longest range aircraft. The first 7X was delivered in June 2007 and since that time, more than 180 have entered service in 34 countries.

One of the most significant features of the 7X is its fly-by-wire technology, which while new for Business Aviation, has a developmental history at Dassault going right back to the electronic con-

Looking Forward At a recent press tour to celebrate 50 years of building Dassault Falcon Jets the emphasis was clearly on what Dassault plans to do over the next 50 years rather than what they have done so far. Eric Trappier Dassault Aviation’s Chairman and CEO noted that, “When I heard that we would celebrate the 50 anniversary I was a bit skeptical. I am not a fan of bragging about past accomplishments so this anniversary is not about nostalgia.”

trol systems used on the supersonic Mirage III fighters in the 1950s.

FBW allowed engineers to reduce the horizontal surface area of the 7X by 20%. In the cockpit there’s more space too, thanks to the side-stick controller which liberates space allowing pilots read charts and other material.

Finally, the advances in digital design which accompanied the 7X’s development meant that the aircraft went from initial design to service entry in less than five years. In another first for the company, there was no full scale prototype of the aircraft, and the airframes’s components were manufactured using the same computer modeling system on which they were designed in the first place.

Now CATIA technology extends not only to manufacturing but also to maintenance. For instance, when Dassault Falcon Service has to carry out a forward fuselage replacement, as it did twelve months ago, it can use CATIA to predict how the replacement would impact the aircraft’s overall structure. This can take an estimated three weeks off the turnaround time.

The company has a range of long term ambitions, from introducing more electrical systems to aircraft, further digitalizing aircraft and making them more environmentally friendly.

They also focus on goals common to most aircraft manufacturers: comfortable cabins, competitive products, effective maintenance.

Reducing noise is an important issue, indeed, by 2025 Dassault is aiming for their aircraft to be 20 dB quieter than the aircraft they produced in 2000.

Dassault is also thinking green in aircraft assembly, aiming to rationalize the process further to reduce its carbon footprint.

The fruits of some of these developments may be available on Dassault’s “SMS,” which will be launched at NBAA this year.

There’s little to say about the aircraft at the moment, but it’s safe to assume that it will balance a respect for tradition and a commitment technological advancement.

✈

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REPORT

PARIS AIR SHOW

BUSINESS AVIATION RESURGENCE IN PARIS

damp, there was a healthy resurgence of Business Aviation activity, including a handful of order announcements. Overall, there was a generally upbeat feeling for the future of the industry that has long been absent from the big summer shows.

In case you missed it, here’s what happened at Paris:

By Paul Walsh

REVIVAL

There was a resurgence of Business Aviation activity at the Paris Air Show 2013.

Gulfstream G250 and G650 at the Static.

With Business Aviation players using up all their fire at EBACE, recent editions of the Paris Air Show or Farnborough have been damp squibs as far as our industry is concerned.

T

his year, however, we saw something different. Although the Paris Air Show 2013 was still

56 - BART: JUL - AUG - 2013

Gulfstream After a six year absence, Gulfstream returned to Le Bourget in style, with some members of the team arriving via a G650 demonstration aircraft. It flew from Savannah to Paris in 7 hours and 12 minutes, breaking a city pair speed record in the process.

“This record demonstrates the G650’s tremendous speed and range,” said Scott Neal, senior vice president, Sales and Marketing, Gulfstream. “It also speaks to the capabilities of the GIV, which handily held that record for a quarter of a century – evidence that the aircraft was ahead of its time in terms of technology, innovation, speed and range.”

Three weeks earlier, the aircraft accomplished a similar feat between Las Vegas and Madrid, making the 4,940-nm (9,149-km) journey in 9 hours and 14 minutes. The aircraft

left McCarran International Airport in Las Vegas at 11:16 p.m. local time on May 8th and arrived at MadridBarajas Airport in Spain at 5:30 p.m. local time the next day, averaging Mach 0.90.

“Each of the records was extraordinary in its own right and shows our customers that the G650 is a superlative aircraft that will help them achieve more, regardless of the mission,” Neal said.

The G650 demonstrator, which entered into service in January 2013, has been busy, visiting 75 cities in 27 countries in less than a month. It has flown 334 hours, covering more than 142,900 nm (264,651 km).

At the show, Gulfstream also announced the opening of a sales and design center in London, the company’s first such facility outside the United States. The nearly 5,500square-foot/511-square-meter center, located in the Mayfair district of central London, gives international customers more convenient access to Gulfstream’s sales and design staff.

Gulfstream also has sales and design centers at its company headquarters in Savannah and at its facility in Dallas.

“London’s stature as one of the world’s financial and cultural capitals means many of our current and potential customers worldwide have business interests there and either visit frequently or have a residence in the area,” said Neal. “They’ll now have a convenient Gulfstream facility in London where they can go through the aircraft selection and cabin-design process easily and efficiently.”

As in the Savannah and Dallas centers, customers can use Gulfstream’s new visualization software called DesignBook™, which displays a realistic image of a cabin in real time on a touch-screen monitor or tablet computer screen. The rendering includes cabin configurations, colors, fabrics and furnishings.

Dassault Dassault was making the most of its home team advantage at the show, opening and closing the show with a Falcon 7X flight demo.

On the first day, a Falcon 7X flown

by Dassault Aviation Chief Pilot Philippe Deleume and Co-Pilot and Philippe Rebourg, took off with the nose up to maximum demonstrating

the aircraft’s climb performance and low ground noise level. It then banked left and flew to an altitude of 1000-1200ft, before flying to center stage to perform a 360. “This was to show that the aircraft can remain stable and move in a gentle and continuous fashion,” Deleume told BART following the demo. “It also showed that the aircraft can be flown in mountainous regions, in a valley for instance, where space is limited.”

Following the 360, the aircraft ascended released the flaps and landing gear and banked left towards the presentation line, flying over it at as low a speed as possible. “Here it’s about demonstrating the aircraft’s ability to fly slowly, and emphasizing that it can touch down slowly and land easily on short landing strips,” explained Deleume. But instead of landing, the aircraft does a go-around.

After coming around again, it’s time to land. “We begin at 1500 ft in quite a tight tack and touch-down precisely where the landing strip begins,” says Deleume. “We put it into reverse and do not break until the very end.”

“The demo looks straightforward, but it’s not so easy to do within the special and temporal constraints we are given,” Deleume adds. “All I want

Pilatus Swiss manufacturer Pilatus was also at the show, demonstrating the PC12NG, as well as a mock-up of the PC24, the new “super-versatile jet” that

Bombardier Speaking of orders, one of the most striking pieces of news at the show came from Canadian manufacturer Bombardier, who announced an order for up to 40 Challenger 350’s from European operator Vista Jet. The order is for 20 Challenger 350 jets, with options for an additional 20 Challenger 350 jets. The transaction

was launched at EBACE. This will be the first business jet able to use very short runways, paved or unpaved, with a cargo door as standard.

However, although the aircraft had a high-profile launch at EBACE and has caused quite a stir since, Pilatus won’t be accepting orders until 2014. Instead of taking advantage of the launch’s hype, a Pilatus spokesperson told BART they preferred to be sure about all of the aircraft’s specifications before taking orders, “so that customers won’t experience any postorder changes”.

for the firm aircraft order is valued at approximately $518 million US based on 2013 list prices. If all options are exercised, the total value of the order is approximately $1.035 billion US, based on 2013 list prices. Deliveries for the Challenger 350 aircraft, launched last May 20, will begin in mid-2014.

“Following a historic Global aircraft order late last year, we are very proud that VistaJet has once again chosen to partner with Bombardier for their fleet expansion needs. Our newly launched Challenger 350 jet will be an excellent

to show is that the aircraft is elegant and smooth, performs well, and has good takeoff and landing capabilities.”

NATIVE

Dassault was making the most of its home team advantage.

Falcon 2000S and 900LX (left).

Bombardier announced an order for up to 40 Challenger 350 jets (right).

Pilatus PC-24 night-light interior (center right).

BART: JUL - AUG - 2013 - 57

REPORT complement to their existing fleet of Bombardier aircraft,” said Steve Ridolfi, President, Bombardier Business Aircraft. “The Challenger 350 jet’s superior performance, new cabin and best-in-class operating costs will further support VistaJet’s global expansion and mission to offer the ultimate business jet family across the world”.

“VistaJet leads the industry in offering the world’s most modern fleet of large cabin jets. We now expand this strategy by adding the newest supermidsize aircraft to our existing fleet of Global and Challenger aircraft,” said Thomas Flohr, Founder and Chairman of VistaJet. “Having personally participated in the focus groups that led to the Challenger 350 jet’s conception, I am confident that this aircraft will deliver the comfort, technology and range that our customers rely on when flying with VistaJet.” As if this wasn’t enough, Bombardier also announced that it had received firm orders for 12 Global 8000 business jets from an undisclosed customer. The transaction is valued at approximately $804 million US, based on the 2013 list price for typically equipped aircraft.

Embraer While Embraer’s main focus at the show was the launch of its regional E-Jet E2 family, members of Embraer’s team were also speaking enthusiastically about their recent

SPOTLIGHT

The E-Jet E2 family was Embraer's main focus at the Show.

Safran was promoting the Snecma Sivercrest engine that will power the Cessna Citation Longitude (bottom).

58 - BART: JUL - AUG - 2013

PARIS AIR SHOW

Business Jet achievements, particularly the program developments on the Legacy 500. With three prototypes in flight test, over 30% of the flight test campaign has been completed. The Legacy 500 is making swift progress since Serial Number One made its maiden flight on November 27, 2012.

The campaign began in December and pilots are reporting flying qualities that have exceeded expectations.

It is being used for performance flights and systems tests. Serial Number 2, which took to the air in February 2013, has finished the IFTD (In Flight Thrust Determination) tests and is continuing with additional performance and systems tests. Serial Number 3,

which joined the test campaign in March, has passed cold soak tests at Eglin Air Force Base in the US. Development of the mid-light Legacy 450 is also proceeding on schedule, with the first flight expected in the second half of 2013. Currently, the fuselage is being assembled and will soon be mated to the wings, which have already been produced.

Cessna While Cessna were not present at the show, Safran, whose Snecma Silvercrest engine will power the Citation Longitude, did plenty of promoting on its behalf.

Safran announced that the Citation Longitude business jet will utilize the patented PERT (Planar Exit Rear Target) thrust reverser from Aircelle (Safran).

The PERT agreement, which includes supply of the thrust reversers and product support to Cessna, was signed during the show by Aircelle Chairman and Chief Executive Officer Vincent Mascré and Justin Salmans, the Cessna Aircraft Company’s Senior Vice President of Procurement.

“This is Aircelle’s first thrust reverser application on a Cessna aircraft, and we are committing our full resources to support our newest customer,” Mascré said. “This marks an important new expansion of Aircelle’s presence in the international business jet market.”

The PERT thrust reverser is a proven design with two blocker doors that serve as the engine’s exhaust

exit during flight and are deployed on landing for the reverse thrust function. This concept provides and combines thrust reverser effectiveness with an optimized weight. For its application on Cessna’s Citation Longitude, Aircelle will increase the use of composite materials and apply additional advanced acoustic treatment.

“With our selection of PERT, the Citation Longitude will benefit from a proven – and improved – design and Aircelle’s recognized expertise in thrust reverser design, production and customer support,” Salmans said.

Cessna’s Citation Longitude is the company’s entry into the super midsize business jet category, setting new standards in private business travel for cabin efficiency, technology, luxury and comfort.

high-value cargo, to electronic and imagery surveillance, air ambulance, airway calibration, photographic mapping, training and weather modification.

The Special Mission King Air 350ER made a stop at Le Bourget as part of its yearlong tour that takes the aircraft to more than 15 countries on six continents, flying an estimated 80,000 miles to demonstrate its performance, versatility and low operating costs. It is a standard extendedrange (ER) airplane, which includes additional fuel capacity and increased capability landing gear that allows for a 2,500 nautical mile range and take-off weight of 16,500 lbs.

The aircraft’s interior configuration can accommodate a fully functioning medical station complete with medDAHER-SOCATA

Beechcraft Beechcraft’s attention in Paris was mainly focused on defense, although they did demonstrate that their business aircraft have the versatility to be converted into a range of special mission options.

A company spokesperson pointed out that since 1964 more than 7,000 King Air turboprops have been delivered and are currently operating in 127 countries around the world. The line of twin-engine turboprops, which has surpassed 60 million total flight hours, is the best-selling business aircraft family in the world, with each model building on a reputation of proven performance. King Airs serve a variety of missions ranging from traditional transport of personnel and

ical oxygen, vacuum and pressure, a medical cabinet and a side-facing, three-place couch for doctor/medical attendants. The large cabin provides room for the installed airline-style seating showcasing standard King Air chairs in a commuter airline mission. In addition, a maritime patrol console has been installed to demonstrate surveillance configurations.

The French Customs aircraft displayed at the show was a King Air 350ER fitted with an electro-optical and infrared system FLIR Star Safire III HD, a THALES radar Ocean Master 400, IR/UV scanner and a SLAR TERMA. The aircraft, which was delivered in December 2012, is the fourth aircraft delivered to the organization since 2010.

Finally, turboprop manufacturer DAHER-SOCATA announced that the French civil aviation authority officially awarded VOLDIRECT SAS an Air Operator’s Certificate (AOC), enabling the airline to fly commercial passengers on the DAHER-SOCATA TBM 850.

The decision marks a regulatory milestone, being the first time a single engine airplane will be allowed fly commercial single engine IFR in Europe. This stems from the European Commission's recent approval of this new public passenger transportation mode, a result of combined efforts involving the operator, the aircraft manufacturer, and the OSAC French civil aviation inspection authority following VOLDIRECT's demonstration of a safety level equivalent or superior in all fields of operations and as mandatory to any airline in Europe.

The high reliability of the TBM 850's Pratt & Whitney Canada PT6 turboprop engine- which has accumulated more than 350 million flight hours - made possible this evolution of the regulations to allow the use of a single engine pressurized aircraft for the public transport of passengers in instrument meteorological conditions.

✈

PROPS

Daher Socata opens the door to commercial SEIFR in Europe with the TBM 850.

Beechcraft's attention was mainly focused on defense.

King Air 350 ER (left).

BART: JUL - AUG - 2013 - 59

REPORT

By Marc Grangier

Let s start with the good news: EBACE 2013 was a resounding success. Organizers report that 12,353 delegates attended the event, a figure on par with attendance figures for recent years. More so, they visited 460 exhibitors a count comparable to that of 2012 and the third-highest number in the event s 13-year history.

EBACE 2013

THE COMEBACK KID

N

ow the bad news. Although the number of turbine-powered aircraft in Europe has nearly doubled since 2001, with the current fleet at some 4,000 aircraft, 18% of the fleet is currently for sale, compared to 13% of the global fleet. This hurts new aircraft sales, not only in Europe, but worldwide, as pre-owned aircraft sales are now part of a truly global industry.

Needless to say, this uncertainty worries all manufacturers.

Despite the grey skies (both literal and figurative), this year’s show did provide evidence that the industry may be down but by no means out.

Instead, EBACE showed us signs of an industry fighting back, not only addressing the economic situation, but investing in a return to growth.

Leaving EBACE 2013, you could easily call Business Aviation The Comeback Kid.

LAUNCH

EBACE saw the unveiling of Pilatus' PC-24 and the selection of FlightSafety International as authorized training provider.

60 - BART: JUL - AUG - 2013

Aircraft Setting the tone with a world premiere, Pilatus unveiled its latest flagship, the PC-24 twinjet. Oscar J. Schwenk, Chairman of the Board of Directors at Pilatus, told BART this development marks the creation of an exciting new segment in the Business Aviation market. Tagged “The Super Versatile Jet”, the all-metal PC-24 will combine the practicality of a turboprop, the cabin size of a medium size jet and the performance of a light jet.

It will be the first business jet worldwide capable of using very short runways – grass, paved or unpaved. It features an enormous(4.2 ft high by 4.1 ft wide) cargo door as standard. Its cabin – 504 cu ft/14.2 m3 – is more spacious than that of the Cessna Citation XLS+,

although smaller than that of the Hawker 900XP. As icing on the cake, it is available in an array of configurations ranging from an executive layout with six to eight passengers to a commuter setup with room for up to 10.

There’s even a combo versions, including a passengers/cargo hybrid and special installations for medevac.

The aircraft will have a fully enclosed, externally serviced lavatory and as much as 90 cu ft of internal luggage capacity. According to Schwenk, the PC-24, which has a MTOW of 17,650 lb (8,005 kg), will reach a maximum speed of 425 knots (787 km/h) at FL300. Its maximum range with four passengers will be 1,950 nm (3,630 km). It will have a balanced field length of 2,690 ft (820 m) and a

landing distance (50ft obstacle) of 2,525 ft (770 m). Powered by two Williams FJ44-4A turbines, each of which produce 3,435-pound-thrust, the PC-24 will climb to its max altitude of 45,000ft in less than 30 minutes.

The avionics system developed by Honeywell draws on a completely new Pilatus concept: the “Advanced Cockpit Environment” (ACE) system, especially elaborated to reduce cockpit workloads. Even the basic version, the “Pilatus ACE”, offers four 12-inch screens, the SmartView synthetic vision system, TCAS II, IRS, LVP and the option to complete flight planning procedures in graphical form right on the screen itself.

Work on the PC-24 prototype in Stans is in full swing, with a roll-out scheduled for the third quarter of 2014. First flight is planned towards the end of 2014. Certification by EASA and FAA is planned for early 2017, with deliveries following immediately thereafter.

The list price (basis 2017) is approximately US$8.9 million and first orders will be taken at EBACE 2014. Unlike the PC-12, the fuselage of the PC-24 will be built in Stans and, according to Markus Kaelin, assistant to Schwenk, Pilatus has developed new techniques to considerably lower production costs.

For pilot training, FlightSafety International has signed a Master Training Services Agreement with Pilatus to provide factory-authorized training. The current plan is to install

the simulator at FlightSafety’s Learning Center in Dallas, Texas.

More good news came from the recently restructured Beechcraft Company, who impressed everyone by announcing that it had registered 59 deliveries during the first quarter, up from 37 units during the same period of 2012. This is the company’s highest booking rate posted in the past three years. In Europe, Beechcraft has an overall market share of 41 percent of the business turboprop segment, with 462 King Airs in service today. When you compare the 2003-2007 period to the 2008-2012 period, King Air deliveries have grown a whopping 47 percent.

Meanwhile, Bombardier Aerospace came packed with some exciting news of its own, announcing it has expanded its Challenger family with the addition of the new Challenger 350. This new, super-midsize jet was launched with NetJets as launch partner, who placed an order for 75 aircraft. Deliveries of the aircraft are expected to begin in 2014.

According to Steve Ridolfi, President, Bombardier Business Aircraft, the Challenger 350 will be priced at US$25.8 million and will offer increased performance from the new twin Honeywell HTF7350 engines, each producing 7,323 lbf (32.57 kN) of thrust, reduced emissions, and increased aerodynamic efficiency with its new canted winglets. It has the ability to fly eight passengers 3,200 nm (5,926 km) and can climb directly to 43,000 ft (13,106 m).

The new Challenger will feature Rockwell Collins Pro Line 21 Advanced avionics, including synthetic vision, dual inertial reference systems, a completely paperless cockpit and Multiscan Weather Radar.

Cessna said it is making progress on its Citation Latitude and Longitude programs. “On the Latitude, we recently completed cyclic testing of the electrically-operated main cabin door, having simulated 19,000 flights with nine passengers and two crew members,” said Terry Shriner, business leader for the Latitude and Longitude programs. “The critical design review for the throttle quadrant and the environmental controls is also completed and the first prototype is currently being assembled, with an expected first flight in the first quarter of 2014.”

When it comes to the Longitude, testing confirmed projections for a 4,000 nm (7,408 km) range at a cruise speed of Mach 0.82. Prototype first flight is projected for mid-2016, with FAA type certification and entry into service in the latter half of 2017. At this point, EASA type certification is projected for mid 2018.

Dassault Aviation’s new Chairman and CEO, Eric Trappier, noted that his company would officially unveil its new, long-awaited Super Mid-Size (SMS) jet at this year’s NBAA. In other news, the company announced that EASy II avionics on the Falcon 7X has received approval from both the FAA and EASA. “EASy II offers new

LATEST

Cessna Latitude and Longitude (top left).

Bombardier Challenger 350 (top right).

Beechcraft range of turboprops (center left). Eric Trappier Dassault Aviation new chairman and CEO (center right).

BART: JUL - AUG - 2013 - 61

REPORT

UPDATE

The all new Legacy 500 flew into Geneva (left).

Michimasa Fujino, Honda Jet president and CEO gave an update on the program (center).

Gulfstream displayed the recently FAA certified G650 (right).

EBACE 2013

functionalities and improved capabilities based upon new regulations and operational changes that accompany a new set of air traffic management tools,” said Trappier. “Data link tools such as CPDLC allow air traffic controllers to communicate with pilots via a text-based protocol, which can reduce miscommunication associated with voice-based communications.”

In addition, EASy II is compatible with the US’s Wide Area Augmentation System (WAAS) and the European Geostationary Navigation Overlay Service (EGNOS), a recently implemented SBAS system that allows precision approaches at more European airports.

joined the test campaign in March, has passed cold soak tests at Eglin Air Force Base in the US. Entry into service of the aircraft is expected for the first half of 2014.

Gulfstream Aerospace announced that it is increasing its sales and marketing efforts in Europe and Africa with the June opening of a sales and design center in London and the appointment of company-authorized independent sales representatives in the United Kingdom, central Europe, Turkey and Nigeria. In addition, the company positioned its regional vice president for International Aircraft Sales/Africa, in Cape Town, South Africa. According to Scott Neal, senior

transitioned to production of customer aircraft. On May 16, 2013, the program’s fifth FAA-conforming HondaJet achieved first flight. This aircraft will be used for function and reliability (F&R) testing. F&R testing will simulate in-service flight operations of the aircraft. FAA certification is now slated for late 2014, a year later than planned as a result to engine problems that have since been solved.

Last but not least, DAHER-SOCATA announced that the Abalone Group purchased a TBM 850 Elite model 2013, the latest version of its new model. At this date, the TBM 700/850 fleet (631 units) has exceeded more than 1.1 million flight hours.

Embraer Executive Jets President Ernest Edwards flew into Geneva in style aboard the all new Legacy 500 – marking the first public appearance of the midsize jet outside Brazil. The aircraft has achieved over 300 flight test hours. “With three prototypes in flight testing, over 30% of the flight test campaign has been completed,” noted Edwards.

The Legacy 500 is making swift progress since Serial Number One made its maiden flight on November 27, 2012. The campaign began in December and, according to Edwards, pilots are reporting outstanding flying qualities that exceed expectations.

Serial Number One is currently being used for performance flights and systems tests. Serial Number 2, which took to the air in February 2013, has finished the IFTD (In Flight Thrust Determination) tests and is continuing with additional performance and systems tests. Serial Number 3, which

vice president, Sales and Marketing, Gulfstream: “The momentum following the entry-into-service of our two new aircraft, the G650 and G280, makes this an ideal time for launching a renewed focus on Europe, a traditionally strong business jet market.”

Gulfstream capitalized on this momentum by displaying its new G650, which received it FAA certification last September, for the very first time at EBACE. The aircraft, which has a maximum range of 7,000 nautical miles (12,964 km) at Mach 0.85 and a max speed of Mach 0.925, recently flew more than 6,855 nautical miles (12,695 km) in 13 hours and 32 minutes, marking a city-pair speed record between Shanghai and Newark, N.J. Michimasa Fujino, president and CEO of Honda Aircraft Company, said that the HondaJet program is steadily approaching the final phase of flight-testing, and manufacturing has

FBOs/MROs/Maintenance

62 - BART: JUL - AUG - 2013

Hometown favorite Jet Aviation Geneva recently completed the refurbishment of its FBO. As part of the global refurbishment program announced last year, Jet Aviation Geneva is the first company facility to be transformed. Initiated with the intent of offering more customer enhancements while introducing a Jet Aviation brand design at the company’s major FBO and MRO facilities worldwide, the newly refurbished Geneva sit is nearly twice the size of the original, thanks to the addition of 313 sq m for a total of 648 sq m.

A stairway was also built to extend the facility to a second floor, which includes a meeting room for clients, as well as a large crew area equipped with a lounge, meeting room, crew resting area and operations center. Jet Aviation will integrate the same design style throughout the company’s facilities worldwide, particularly in the

lobby areas. Jet Aviation Zurich is slated to be the next FBO to be refurbished, with construction currently underway.

At EBACE, Jet Aviation introduced its amazing new 3D video and virtual reality displays that allow future customers to view what their aircraft will look like, in 3D. Taking up two floor plans with similar layout, the Jet Aviation Basel Design Studio developed two unique design approaches for providing a glimpse into the future of cabin interior design, particularly as aircraft manufacturers increasingly introduce lightweight airframes of composite structures. Renderings of the two designs have been created by ACA Advanced Computer Art GmbH, along with a 3D video and a virtual reality display.

Platinum Engine and APU hourly cost maintenance programs. The long-term agreement is valued at over US$205 million based on JSSI 2013 list prices.

The aircraft are part of VistaJet’s November 2012 aircraft order of 56 firm orders for Bombardier Global Jets with options for an additional 86 Global aircraft. The transaction was valued at more than $7.8 billion US, and deliveries will commence in 2014.

“This is the largest single enrollment for any hourly cost maintenance program that we are aware of,” stated Neil Book, President and Chief Executive Officer for JSSI. Avionics Rockwell Collins announced a series of enhancements to its Pro Line 21 avionics for the Bombardier

for the Piaggio Avanti P180. “We have just completed the first D inspection at our facilities, and anticipate a growing demand for support for the P180,” said Stephan Woodtli, general manager at RUAG Aviation’s Lugano site.

The Avanti P180 Pro Line 21 upgrade also includes an upgrade to a Rockwell Collins’ Flight Management System (FMS) and a GPS-4000S satellite navigation receiver that, when combined, enables Space Based Augmentation System (SBAS) with vertical guidance and Wide Area Augmentation System (WAAS) GPS localizer performance with vertical guidance (LPV) approach capabilities.

Universal Avionics strongly promoted its Satellite-Based Augmentation System (SBAS)-Flight Management Systems (FMS) that

Since its first completions project in 1977, the Jet Aviation Basel Completions Center has created more than 200 cabin interiors. The Jet Aviation Basel Design Studio was established in 2001 and currently employs 12 designers. Up to now, it has created cabin interior designs for roughly 40% of the large, narrow- and wide-body aircraft it has completed, including three Boeing 747s.

TAG Farnborough Airport disclosed its plans for new facilities, including additional office space and a customer-dedicated second entrance to the airport. The announcement follows the recent purchase of 1 Meadow Gate, a 38,000 sq ft office building and associated land, located on the airport’s northeast boundary.

Jet Support Services, Inc. (JSSI) and VistaJet International unveiled an agreement for a record-setting enrollment of 50 Bombardier Global 5000 and Global 6000 jets into JSSI’s

Challenger 350. The avionics system, which Bombardier will market as Pro Line 21 Advanced, significantly enhances mission performance, increases airport access and enables future airspace operations. Key capabilities include: ❍ Localizer Performance with Vertical (LPV) guidance ❍ RNP basic (RNP > 0.3) ❍ Required Navigation Performance Authorization Required (RNP AR 0.3) ❍ Future Air Navigation System (FANS 1/A) ❍ Synthetic Vision System (SVS) ❍ Automatic Dependent Surveillance -Broadcast (ADS-B Out), including DO-260A capability ❍ Controller-Pilot Data Link Communications (CPDLC) for Link 2000+ Speaking of Rockwell, RUAG Aviation announced it is now offering Rockwell Collins’ Pro Line 21 upgrade

ensures compliance with the Precision-Area Navigation (P-RNAV) requirements set out in JAA Temporary Guidance Leaflet 10 (TGL10). The company explained that operators not approved for P-RNAV operations are finding access into European airports increasingly limited and, in some cases, may not be allowed to land. Area Navigation (RNAV) helps remedy this issue by including shorter, more direct routes

ADVANCE

Recently refurbished Jet Aviation FBO in Geneva (left).

Vista Jet

International signed the enrollment of 50 Global Jets with JSSI (center).

Rockwell Collins announced a series of enhancement to its Pro Line 21 avionics for the Challenger 350.

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REPORT

ROTOR

Bell helicopter expands in Russia where they delivered eight aircraft (left). Full-scale mock-up of Eurocopter EC175/VIP configuration (center).

and more precise navigational accuracy in the terminal and approach airspace.

In Terminal Airspace where RNAV procedures have been introduced, the application of conventional procedures and radar vectoring by Air Traffic Service Providers to accommodate non-P-RNAV approved flights negatively affect airport capacity and increase delays. Therefore, many European countries have placed restrictions on aircraft that aren’t fully compliant with P-RNAV standards. Amsterdam Schiphol Airport was the first airport in Europe to allow such aircraft. Other airports that have since followed include, among others: London Heathrow, Gatwick, Zürich, Vienna International, Stockholm-Arlanda, Brussels, Malpensa, Nice Côte d’Azur and Faro.

Universal Weather and Aviation is now working with TRACE, who specializes in anti-bribery solutions. “With increasing enforcement of anti-bribery and corruption violations on a global basis and associated multimillion dollar fines being assessed, our clients want assurance that the companies and third-party suppliers they work with comply with all applicable compliance laws and regulations,” said Bobby Butler, Senior Vice President and Chief Compliance Officer, Universal. “TRACE provides a best-inclass solution via its TRAC (TRACE Registered Access Code) platform.

TRACE is already successfully used in other industries and we will use it to help reduce potential risk and exposure for our clients.”

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EBACE 2013

Helicopters Turning to rotarcraft, Eurocopter presented a full-scale mock-up of its EC175 in VIP/Executive configuration. Features include a two-zone cabin layout, with the forward zone providing a lounge atmosphere with facing club-seating for four passengers and sofa-style seat in the rear zone that comfortably accommodates three passengers. Options include electro-chromatic windows, an in-flight entertainment system with audio and video interfaces, and wireless connectivity via satellite communications links.

Bell Helicopter continues to expand its presence in Russia. Prior to the show, the company delivered eight aircraft there, including five Bell 429s.

The company anticipates the upcoming delivery of the first two Bell 429s configured for HEMS in Russia to St. Petersburg and the first Bell 407GX to be operated in Russia.

The AgustaWestland and HeliVert/Russian Helicopters joint venture announced that they have

signed a contract for the supply of five AW139 helicopters that will be assembled at the HeliVert plant in Tomilino, near Moscow. This contract, which includes a mix of five VIP and utility-configured helicopters, follows the first contract signed for Russian-built AW139 helicopters and includes an AW139 that was to be delivered last June. Over 20 AW139 have been ordered so far in Russia, and almost 50 across the CIS countries.

Engines Snecma/Safran said it is successfully pursuing the ground development tests of its Silvercrest engine. Loïc Nicolas, Snecma’s Business Aviation general manager, told BART: “Results continue to fulfill design specifications.

Our engineers are giving special attention to engine mechanical behavior and performance evaluations, which are as projected.” A total of eight engines will be used for testing and certification.

The Silvercrest was selected by Cessna in May 2012 to power its new Citation Longitude, expected to enter service in 2017. Furthermore, it now seems more and more certain that Silvercrest will also power the new Dassault Falcon SMS jet, to be officially announced next October.

Assembly continues on G E Aviation’s first Passport development engine that will power the Bombardier Global 7000 and 8000.

GE Aviation began building the first full-size engine in March, and the first engine test was scheduled for June. “We look forward to placing it on GE’s outdoor test stand in Peebles, Ohio, next month and running the engine up to full power,” said Brad Mottier, vice president and

general manager of GE Aviation’s Business & General Aviation and Integrated Systems division. Eight Passport engines and two cores will be used in the engine certification program. Flight-testing on GE’s flying test-bed is scheduled for 2014, with engine certification expected in 2015.

H o n e y w e l l indicated that its HTF7350, the latest engine to join its HTF7000 series, will power the new Challenger 350. In addition, Honeywell will supply Bombardier with its 36-150 APU, which is currently on the Challenger 300, its Inertial Navigation System and Enhanced Ground Proximity Warning System (EGPWS) database for improved navigation and situational awareness.

Honeywell’s EGPWS database boast more than 800 million flight hours to date and contains data on approximately 30,000 runways and 80,0000 objects in more than 10,000 airports worldwide.

GE Honda Aero Engines announced it is nearing completion of FAA certification testing on its HF120 engine. In the last six months, the HF120 engine successfully completed crosswind testing and the 150-hour block endurance test. The final remaining test, the medium bird ingestion, was scheduled for completion in July. Engine type certification from the FAA is expected in the fourth quarter of this year. Rated at 2,095 pounds of thrust, the HF120 engine succeeds Honda’s original HF118 prototype engine, which accumulated more than 4,000 hours of testing on the ground and in-flight.

Eurocopter will use Pratt & Whitney PW206B3 engines to power the next EC135 helicopter, the EC135

P3. The PW206B3 has the same engine architecture as the PW206B2, which offers up to 10% more thermal takeoff power in hot and high conditions. Engine line maintenance can be performed without engine removal or scheduled oil change or vibration monitoring and offers a 4,000-hour POWER TBO with on-condition HSI (hot-sec- Two GE Honda tion inspection).

Aero Engines power the Honda Changes Ahead Jet (top).

EBACE 2014, which will take place The Snecma on May 20 - 22 2014, will certainly look Silvercrest will different. During this year’s show it probably power was announced that Hall 7 will no the new Falcon longer be devoted to the “top tier” SMS firms, but that all exhibitors will be (center left). mixed throughout halls 3 to 6. The Honeywell Furthermore, the static display will be will power the moved east in order to benefit from new Challenger larger space, a much needed decision 350 (center considering this year’s show packed right). The PW 52 aircraft into the sold out, waiting-list 206B3 offers only static space.

9,400 hours TBO ✈ (bottom).

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FROM THE COCKPIT

RUNNING LOW

WHY DO PILOTS RUN OUT OF FUEL?

By LeRoy Cook

F

uel is one of those absolutes in aviation, like altitude and airspeed, which positively must be maintained and managed until the aircraft is parked. It would seem simple enough to keep sufficient fuel in the tanks to enable a planned landing. But, several times a year, some pilot somewhere tries to fly with his tanks contaminated by air, with a less-than-successful outcome. It’s embarrassing to run out of petrol in a car, but it’s more than embarrassing in an airplane, when you can’t just coast over to the side and flag down a passerby. Rather than preach to the choir about checking for fuel quantity before departure and keeping plenty of reserves, let’s examine why people run dry and see how it can be prevented.

HOPE

Wishing and trusting doesn t add fuel to the tank

Three methods persist in bringing us to earth, when it comes to running empty. The first, fuel exhaustion, is simply using up every drop of gas on board; there are no options, the airplane is now a glider and it must be steered to a landing of some sort. The second error, fuel starvation, means that the pilot mismanaged the fuel supply, running empty on one tank and allowing himself to be forced down while there’s still fuel available somewhere else. Lastly, fuel system failure is more rare, but it can happen, such as when a pump fails, a valve won’t function or a leak develops, ren-

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Every planned stop needs an alternate and that alternate needs an alternate.

dering all or some of the fuel unavailable at just the wrong time.

Ignorance Amazingly, some pilots just don’t have a clue as to how their engines are supplied with the necessary fuel.

Understanding the fuel system is cru-

cial to longevity in this business, meaning that you need to know how many tanks there are, how they feed and what it takes to get the fuel to the engine—lines, vents, pumps, valves and drains. Easy fuel management is a great asset for an airplane, but it’s important for pilots to know that not every airplane is as friendly as others they’ve flown. Moreover, the system behind the perceived simplicity is often quite complicated.

Most modern transport-category aircraft utilize automated, simplified fuel management procedures. This does not mean the fuel supply and delivery

system is simple, just that it normally does not require pilot interaction. You must still understand its inner workings and how to recognize faults. You were given an overview of your plane’s plumbing during initial or differences training; review the layout periodically to maintain your knowledge.

As an example, Cessna’s older tiptanked piston-powered twins had a convoluted fuel system that grew more complex over the years of production. Fuel is contained in as many as six tanks, which must be used in an exact order, with pumps on the engines, in the tanks and in the lines, some of which are activated by switches and some on their own. The valving and gauging takes some study, and I guarantee you that running a tank dry once in a while is a given. Not studying a diagram of the twin Cessna fuel system before flying it is a big mistake.

Another case of ignorance that leads to running out of fuel is guessing at the consumption rate. I never cease to be amazed at the pilots who actually base their decisions on simple rules of thumb, instead of the numbers derived by test pilots and placed in the airplane’s operations manual. Even those latter figures, however, should be verified in your own operation. Yes,

a fuel computer works off a superaccurate transducer in the line, but even it can be fooled by incorrect inputs from the crew, or erratic refueling, perhaps caused by a sloping ramp or an unfamiliar refueler.

Missionitis The intense desire to get home even if the fuel is running low, or to finish the flight without making an inconvenient tech stop, or neglecting to stop because you don’t have the correct credit card with you, has put more than one airplane down a few miles short of its intended arrival.

We can all succumb to pressure to complete a mission. I nearly had to glide in with a turbocharged executive twin in the dark, because I was returning after midnight and it would have been difficult to find fuel at that hour, and because my passengers were anxious to get to bed. So, once committed, I stared at the seductive airport beacon light, inching closer as the gauges settled more solidly on the empty mark, mixtures leaned to the edge of roughness. The approach was straightin, since the wind was in our face (as it always is when you’re pushing fuel) and we parked at the pumps, feeling

INTRICATE

Automated simplified fuel management does not mean the fuel supply and delivery system is simple.

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FROM THE COCKPIT quite full of ourselves for completing the trip. The next morning I signed a fuel chit that showed 5 gallons were left in each side of the system, hardly enough for a good go-around. That’s what comes of letting a desire to complete the mission override your judgment.

Sometimes you start a mission with a barely-adequate fuel load and then everything changes, leaving you with an unplanned marginal fuel state.

Increasing headwinds or passengers who can’t make up their mind are simply factors that have to be dealt with; it’s your responsibility to pick the best fuel stop and eliminate the pressure to press on. If you’re coming back later than expected, take on extra fuel; refueling options become more limited in the wee hours. Remember, you’re the one acting as pilot in command and the pressure of the mission can’t be allowed to make you abdicate your responsibility.

LEAKING

In August 2001, an Airbus A330 exhausted its fuel supply over the Atlantic.

Over-optimism Wishing and trusting doesn’t add fuel to the tanks. A fatalistic acceptance of a situation has often led to a pilot proceeding until dry-tanks, ignoring all the signs because of his assumption that all will turn out right.

I suppose one reaches a point at which there’s no sense in worrying, because there’s nothing more you can do. However, such acceptance should be a last-ditch condition. As long as you have flight controls and flying speed, you have the power to improve your condition, even if it’s just steering to stay over landable terrain. You must, however, plan to never reach such an untenable point.

When you plan the flight, base your expectations on worst-case scenarios.

Add extra time to a headwind calculation and don’t count on every bit of tailwind that’s forecast. Move to the more-pessimistic line on the cruise chart if you’re between altitudes or power settings. Don’t pin your hopes on refueling at only one airport along your route. That may be the one that’s closed for construction, blocked for traffic or out of fuel.

Every planned stop needs an alternate and that alternate needs an alternate.

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RUNNING LOW

Understanding the fuel system is crucial to longevity in this business.

Fuel Management In August, 2001, an Airbus A330 exhausted its fuel supply over the Atlantic, because an unknown leak was dumping Jet-A overboard at one gallon per minute. Miraculously, an airport 65 n.mi. away in the Azores was reached with altitude to spare and all 306 persons aboard survived. Had the crew known the source of the excessive consumption, steps could have been taken to isolate the leak.

Most fuel incidents happen because no one manages the fuel, not because the gauges fail or a filler cap comes off or headwinds pick up. Start by checking the tanks during preflight. If you want full tanks, make sure you have full tanks, and that doesn’t mean fuel is simply visible in the filler neck.

Most flat wing tanks can hold several gallons more if topped off slowly and you had better believe that placarded amount painted on the wing was based on squeezing in every drop.

Computational errors have brought about some famous fuel-exhaustion incidents, the most notable being the “Gimli Glider”, a Boeing 767-233 that was mistakenly short-fueled by

employing the wrong metric-conversion factor. Fuel gauging and fueling systems can be calibrated in gallons, liters, kilos and pounds, but the aircraft’s engines know only time. Make absolutely certain you are working with the correct units when computing

The aircraft s engines know only time.

your fuel load, both to avoid an erroneous over-weight takeoff and the other extreme of a serious shortage of fuel in the cruise and arrival segment.

Bush-country pilots, tasked with bringing out anything that can be stuffed aboard, frequently quip “fuel doesn’t weigh anything”, preferring to have extra endurance when crossing the jungle. However, excessive tankering limits performance and costs fuel to lift the added weight to altitude.

Pilots run out of fuel because they ignore the obvious and refuse to make piloting decisions. Taking an optimistic view of life may make you a joy to be around, but it won’t extend the time left in your tanks. Learn your airplane’s fuel system, then use that knowledge to make good fuel decisions.

✈

8

MAINTENANCE MATTERS

CERTIFICATIONS

GETTING YOUR UPGRADE CERTIFIED

By Kate Dolan and Danielle Kavan, Duncan Aviation Communications Specialists

W

AUTHORITIES

Operators need to make sure their MRO facility knows how to work with an oversight authority for the aircraft country of registry.

hen aircraft operators choose a Major Repair and Overhaul facility (MRO) to perform maintenance, upgrades or repairs on their aircraft, they are hiring much more than someone to service, refurbish and install equipment in their aircraft. They need to also make sure the MRO facility they hire knows how to work with the oversight authority for their aircraft’s country of registry, providing the proper documentation and certification required to return the aircraft to service.

This final step, the documentation and certification, is what ensures that the aircraft will fly another day. “In aviation, all roads lead to certification,” says Mike Chick, Manager of Engineering Certification at Duncan Aviation in Lincoln, Nebraska.

“Without the required certification, an aircraft sits on the ground. Period.”

Chick continues, “Whether we fix a broken antenna, retrofit a cockpit— replacing all of the old analog equipment with digital—or refoam and cover all of the cabin seats, we have to inspect and recertify our work in order to maintain the airworthiness of the aircraft. To do that, we have to meet two criteria: The aircraft has to meet its type design (or properly altered condition) and be in a condition for safe operation. We have to ensure those two conditions are met on every aircraft that we work on in our hangars.”

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A Complex Process Aircraft are complex and safety is crucial. So navigating a certification is not a simple process. Whether they are working with the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) or another regulatory agency, an MRO facility needs to have a plan for final certification before a project begins.

“We know (certification) is not a simple process,” says Mary Bill, Engineering Alterations Planning Specialist with Duncan Aviation. “But we’ll help customers, make sure they have a great experience and get them home on time. All we need is a solid plan that accounts for a variety of scenarios and requires nearly all the paperwork to be done prior to the aircraft’s arrival.”

As European aviation authorities continue to harmonize their specifications under the EASA umbrella, Bill says

Duncan Aviation’s team members are constantly working to stay up-to-date on new regulations in order to walk customers through every step of the process, from the initial review of design data to the Design Organization Approval (DOA) and approval for return to service.

Moreover they have formed a series of partnerships with EASA-approved DOA firms. These firms provide design approval and certification for the work the company does on EUregistered aircraft. Because these relationships are firmly established, it’s possible to seek the necessary certification from these entities without tacking on additional downtime for customers.

And in some cases, like a recent project completed by Heron Luftfahrt GmbH & Co. Aviation, all this preplanning can help get a customer back in the air even before they anticipated.

An Early Delivery for Heron Aviation From the moment Duncan Aviation and Heron Aviation signed the proposal for inspections, partial interior work, upgrades, avionics and paint for the German-registered Falcon 900, the customer tracked down aircraft data needed to obtain design change approvals that complied with EASA standards.

Duncan Aviation requested Heron Aviation provide flammability data, floor plans, the interior maintenance manual and completion specifications, among other documents.

“It’s important to request this information up front; otherwise we won’t be successful with the project. We’re transparent about the process early on because setting realistic expectations is vital to our overall success,” says Suzanne Hawes, Completion Sales Representative with Duncan Aviation’s Battle Creek, Michigan, facility.

This data is needed for design approvals, but tracking down exactly what the DOA needs in a sea of paperwork can be a daunting task.

Consequently, when an aircraft is placed on the schedule, a certification coordinator is immediately assigned, along with a project manager and a variety of team leaders who provide hundreds of years of experience working with and for the customer to hone in on the right documents.

“There are a variety of different names and descriptions for exactly what we need and it can be more than

confusing, which is why we help the customer during this initial process,” Bill says.

Once the team and the customer find all the necessary data, they compile the plan for approval and determines whether or not any pertinent information is missing. If not, the team will submit design changes to one of several DOAs Duncan Aviation routinely partners with for approval. If data is missing, the certification coordinator makes every attempt to track it down.

“After exhausting all resources and relationships to obtain the data, we can re-engineer it in house, but that takes extra time and adds to the overall cost, so we really try to work with the original source,” says Jerri Becker, Certification Coordinator for Duncan Aviation.

Fortunately, because of extensive preplanning for international aircraft modifications, if re-engineering is required, it is done prior to the aircraft’s arrival so it doesn’t affect overall turntime of a project.

“There are times when the data just isn’t available,” Hawes says. “When this happens, we have other methods we can use, which are not always optimal. We are currently working on an aircraft where we have to sample panels to get the data we need. It’s not optimal, but if we’re able to plan for it, so it’s attainable.”

Heron’s Falcon was scheduled for an airframe 2C inspection, 144-month routine upgrades as well as due items, avionics Traffic Collision Avoidance

System 7.1 installation, partial interior refurbishment and partial paint refurbishment. Fortunately for Heron Aviation, the customer was able to supply the data and the DOA approved Duncan Aviation’s plan.

Of course, even with all that planning, the process isn’t foolproof.

“The DOA on this particular project had to change its process in the middle of everything, so we adapted,” says Becker. “That’s why all the team members are involved from the very start through delivery, so we can shift all the moving parts together when the unexpected materializes.”

After approval, EASA issues a part number for each compliant part.

Those numbers have to be physically inscribed on each part prior to final installation and engineering bulletin signoff, completing the production process.

“We did a check flight, fixed a handful of minor squawks the following morning and the aircraft departed five days before expected delivery,” says Jerry Tollas, Duncan Aviation Project Manager. “Heron Aviation was ecstatic.”

Since regulations continue to change and no two aircraft projects are identical, Duncan Aviation’s Certification Planning Team excels at problem solving, extensive planning and a little extra elbow grease to ensure an ontime delivery.

Proper Planning Starts at the Beginning When an operator contacts a Duncan Aviation technical sales representative for information about an interior modification, the doors open for an information sharing process that helps operators identify exactly what they want and helps Duncan Aviation properly plan for the potential work. Planning properly helps set a realistic turntime on a project and helps to ensure the proper paperwork is completed, filed and approved when the project is completed, allowing the aircraft to return to service with a minimal amount of hassle for the operator.

When an operator turns his questions into an official Request for Quote (RFQ), a sales team brings a larger group in to assess the project. Ryan Oestmann, Manager of Engineering Services, explains that it is critical to involve his team in this step. “Before we remove a bolt from an aircraft, the

AHEAD

Heron Luftfahrt GmbH&Co Falcon 900 was back in the air before the anticipated time.

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MAINTENANCE MATTERS

TRICKY

The certification process requires the ability to navigate the tricky skies of CAAs.

customer has a quote that details the time frame, costs and data necessary to certify the aircraft for airworthiness and return it to service.”

The accuracy and transparency of this is a result of efforts by the Alterations Planning Team (APT). The team’s goal is to streamline the planning process so we don’t keep an aircraft on the ground by failing to allocate the necessary resources. Shawn Carraher, Manager of the Alterations Planning Team, is fond of his edited, five-P version of the military’s six-Ps: Prior planning prevents poor performance. The members of the APT heartily endorse this motto.

The team reports to Engineering management and includes a Team Leader/Coordinator from Sales, an Engineer, a Certification Specialist and representatives from Interior and Install. The team reviews quote requests every morning. In addition to providing accurate information in quotes, this team has helped customers receive more efficient and less expensive service. For example, an APT member recently knew a customer was dreading 200 hours of labor costs associated with repairing his broken antenna, thinking the interior would have to be removed to access the antenna. The team member, an interior specialist, knew from experience that replacing this antenna was a two-hour job that didn’t require removing the interior because the antenna is located in the nosecone. That knowledge made a substantial difference to scheduling, anticipated work times, downtime for the aircraft and the customer’s bottom line.

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CERTIFICATIONS

WHERE IN THE WORLD? The certification team at Duncan Aviation is well-versed in navigating the often tricky skies of Civil Aviation Authorities (CAA) all over the world. Whether an aircraft s country of registry is Colombia, Estonia, Mongolia, Indonesia, Tanzania, India or any other, our certification specialists will work with the CAA to secure the necessary plan for approval of the alterations.

Many countries, including South Africa, Canada and Australia, have organizations approved by their CAA that are similar to the EASA-approved DOAs (Design Organization Approval). Duncan Aviation partners with these organizations to coordinate a plan for approval of any design changes prior to an aircraft arriving in the United States at one of the company s facilities.

Some countries certify data themselves through their CAA. Mary Bill, Engineering Alterations Planning Specialist says, For instance, the agency responsible for regulating and maintaining the safety of civil aviation in Brazil is the ANAC (Agencia Nacional de Aviacao Civil), and we secure all of the necessary approvals and certification from them prior to Brazilian-registered aircraft touching the ground in the United States.

Bill continues, We stay on top of the regulations for our customers by working with the CAAs for their countries of registry to ensure the aircraft that are returned to service meet the requirements determined by their airworthiness authorities.

Flammability Testing Over the past year, team members from interior production, certification, engineering, senior management and training came together to ensure the company’s burn-testing procedures were evaluated based on recently issued FAA advisory circulars.

Additionally, Duncan has developed relationships with a number of DOAs in Europe to obtain approval of the interior design changes, including flammability aspects, for customers with EU-registered aircraft. As part of the preplanning efforts, to ensure these approvals are handled in a timely and efficient manner, Duncan will work with and on behalf of European customers to obtain the OEM burn packages necessary to support approvals for design changes of their aircraft.

Duncan Aviation’s Fammability Lab, located at its Battle Creek facility, tests materials used in interior modifications to ensure that they meet the flammability requirements established by the FAA. Kristi Steward, Interior Manager in Lincoln, says, “At the end of the day, the most important thing to us is our customers’ safety.”

Steward says that an aircraft that has interior work certified at Duncan Aviation will deliver with an approved burn data package indicating the burn test results and return to service documents. This valuable data is not only necessary for the aircraft’s return to service today, but also forms the basis for certification of any future work the customer wishes to have done on the aircraft in the future.

✈

PREVIEW

JET EXPO

OEMS GET READY FOR JET EXPO A

s September approaches our thoughts will be turning to Russia, one of the few bright spots in the European Business Aviation marketplace. In particular, we will be making our plans for Jet Expo, which has gone from strength to strength over the past three years and has established itself as a firm fixture on the BizAv calendar.

This year it takes place September 1214 at Vnukovo -3 Moscow, and already some of the world’s largest OEM’s are gearing up.

Dassault Dassault confirms that it expects to have a large presence at the show. The company is currently working in conjunction with Avia Group on a major hub for Russian-based and transient executive aircraft. It would also provide a solid presence at the city’s largest airport, which is projected to experience rapid growth in the coming years.

Falcon jets in Moscow are currently serviced by Dassault Falcon’s Satellite Service Center at Vnukovo Airport, which handles most of the city’s business jet traffic.

Gulfstream Gulfstream is set to exhibit a range of its aircraft at the show. “The number of Gulfstream aircraft in Russia has grown considerably over the past several years,” said Larry Flynn, president, Gulfstream. “Since 2007, the Gulfstream fleet in the country has grown six times over. All of our aircraft are well-represented and ideally suited to the diverse needs of the Russian market.”

One of the most popular Gulfstream aircraft in Russia is the G550, which can fly nonstop from Moscow to nearly every major city thanks to its 12,500km range. For example, the G550 can fly from Moscow to São Paulo or from Moscow to Perth, Australia, nonstop.

Cessna Cessna is seeing a growing interest in Russians using Business Aviation for business purposes, along with an increasing demand for smaller aircraft

to fly between locations within Russia.

These trends were confirmed last year when the company celebrated an order for 15 Grand Caravans from Russian state transport leasing company Gosudarstvennaya Transportnaya Lizingovaya Kompaniya (GTLK).GTLK will be leasing the aircraft on a subsidized basis to local operators as part of a government initiative.

Beechcraft Beechcraft is another company hoping to profit from the growing turboprop demand in Russia. “Russia is a particularly attractive market for us as it offers great potential for the private aviation sector,” a Beechcraft spokesperson said. “Not only are there a growing number of ultra-high net worth individuals in the region, but given the country’s large land mass, the economic benefits of flying privately is greater than in many other countries.”

Bombardier Bombardier Aerospace will be also showcasing a range of business jets at the show.

“The Russian market for business jets truly is prevalent in Moscow,” said Christophe Degoumois, Vice President, Sales, Russia, CIS, China, Asia-Pacific and Australia, Bombardier Business Aircraft. “With the industry expected to grow substantially over the next 20 years, Jet Expo is the perfect opportunity for us to highlight the class-leading attributes of our jets.

Embraer Finally, Embraer will also be present and will certainly be pushing their Lineage 1000, which received its Type Certificate from the Interstate Aviation Committee (IAC), paving the way for Russian customers to register and operate the type in Russia.

Colin Steven, Vice President Sales – Europe, Middle-East and Africa, Embraer Executive Jets said, “Embraer Executive Jets has already received strong market acceptance in the country with more than 40 Legacy 600s and 650s owned by Russian customers now flying in the region today. We are pleased to be able to better serve our customers by offering the Lineage 1000 on the Russian register for those who wish to operate the aircraft in Russia.”

✈

ESTABLISHED

Jet Expo is now a firm fixture on the BizAv calendar.

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FEATURE

AIRPORT OPERATIONS

BANGOR KEEPS ITS RUNWAY CLEAR

By Michael Medalyer THE CLAIM THAT ESKIMOS have a dozen or more synonyms for the word snow may well be an urban myth. But ask Marty Kelly, airfield maintenance supervisor for Bangor International Airport (BGR) in Maine how many types of snow he has to contend with as the airport’s ‘snow boss’ and he will regale you, not just with the differences between one type of snow and another as it falls or collects on the ground, but how the very surface on which it falls can alter the way in which his team has to deal with it.

GEAR Closest US port of entry from Europe, Bangor is well equipped to contend with extreme weather.

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Located on America’s north eastern seaboard, just 3,123 miles from London, the New England airport is the closest US port of entry from Europe and provides the shortest trans-Atlantic crossing on the Great Circle route. Not only does this make Bangor a favorite for ‘tech stops’ and cargo traffic - a full government clearance tech stop averages a little over an hour for a Boeing 757; an hour and a

half for a 747 - but its 11,440 ft., CAT III runway and 24/7 ground handling capability combine to make BGR the diversion destination of choice when bad weather closes Boston, New York or other major airports in the region.

Extreme Conditions With its proximity to the coast BGR has to contend with extreme weather conditions, especially in winter, making 20-year veteran Kelly’s task all the more difficult. Bangor has nearly the same elevation and latitude as Seattle, for example, located some 2,500 miles away in the Pacific Northwest region of North America, but its mean January snowfall is three times that of the average snowfall over the whole year in Seattle.

That, plus the fact that the BGR snow team’s achievements have been recognized by its peers three years running in the industry-wide BalchenPost awards for excellence in snow and ice control, no doubt contributed to Marty Kelly’s appointment this year to the committee of the International Aviation Snow Symposium (IASS) in Buffalo, New York.

Now in its 46 th year, the first IASS was attended by 200 individuals from the US and Canada. In recent years, as many as 800 attendees participated from countries including Russia, Scandinavia and Greenland, making it the largest gathering of its kind exclusively focused on winter airport operations.

“A heavy snowstorm can easily cost a major airport a quarter of a million dollars for snow and ice removal alone,” says Thomas Dames, airfield superintendent at Buffalo Niagara International Airport and symposium chairman. “Associated operating delays commonly multiply the cost, and the value of the time lost by air travelers is practically incalculable but very real, nevertheless.

“Fortunately, these costs and delays can be minimized by sound strategies, effective equipment and efficient techniques for coping with snow, slush and ice. These elements are exactly what the annual International Aviation Snow Symposium is all about.”

Snow Team BGR’s 28-strong snow team operates a $30 million, state-of-the-art fleet of snow removal equipment, including 13

x 22ft. Oshkosh snowplows, two with sanders; one Oshkosh 10ft. rollover plow; two Caterpillar 972 loaders with 30ft. blades; one backhoe loader; seven high speed Oshkosh snow blowers; five 20ft. front-mounted brooms; a 4,000 gallon Tyler de-icing truck; one 40 ton per hour Trecan snow melter and three one-ton trucks with 10 ft. plows.

While the volume of snow is a major factor, the unpredictability of the weather, almost from one moment to the next, coupled with the short notice they might receive from a diverted aircraft, is what really stretches the airfield maintenance team. “We can experience a five-degree variation in temperature in the space of ten minutes, which may not sound like much, but its impact on pavement temperature is critical,” says Kelly. “The airport has both concrete and asphalt pavements, the former holding the frost much longer. The frost in Maine permeates the ground to a depth of five feet and as concrete warms up it makes ice and takes a lot more work. Give us asphalt pavements every time,” he adds.

With the responsibility of keeping the runway, the taxiways and the ramp all clear of snow and ice in this regional, but busy airport, the BGR snow boss works closely with the tower,

Pavement temperature is the key, according to Kelly. “It’s the one thing I’m always aware of, because it plays such an important part in how we treat it. Making the right move is the single biggest challenge the snow team faces. That, plus trying to second guess the weather keeps us on our toes. Thankfully, we get it right most of the time.

“As for how much time we have to prepare, ideally we’ll have one hour’s notice of a diversion, ample time to clear the runway, even in a major snow storm. But I’ve known it when we had just 10 minutes before an emergency landing and that really does call for out-of-the-box thinking.”

making full use of the Doppler Radar system, which measures the velocity of incoming weather. Given sufficient time they will pre-treat the runway with liquid potassium acetate, a commonly used de-icer, which breaks the bond so that, when the snow does arrive, the liquid underneath allows the team to scrape off the ice before it freezes to the pavement.

one runway, while using another.

“We’ve just got to keep going,” says Marty Kelly. “It’s part tradition, part professional pride, with some members of the snow team having been here for more than 17 years. We never have closed and I intend to keep it that way on my watch.”

100% Success Rate By mid-April this year BGR had been hit by 100 inches of snow, including the massive storm in February that dumped up to 3ft a little further south while hurricane-force winds battered the eastern states and up into Canada.

Despite this, the snow crew maintained the airport’s long-standing reputation of always being open.

With just one runway, albeit one of the longest on the east coast - capable of handling any aircraft in the world the crew faces a bigger challenge than other airports, which can shut down

REWARD

BGR is granted by the International Aviation Snow Symposium with the Balchen/Post Award for outstanding achievement in airport snow and ice control.

✈ BART: JUL - AUG - 2013 - 75

SAFETY SENSE

By Michael R. GrĂźninger and Capt. Carl C. Norgren of Great Circle Services AG (GCS)

S

MARKER

A lack of signage due to a lack of money could have resulted in a tragedy.

ince the outbreak of the global financial crisis in 2008 Business Aviation has suffered a serious set-back. The European Business Aviation Association keeps track of Business Aviation traffic in Europe and the numbers are discouraging.

Today the level of Business Aviation traffic in Europe is still around 16% below pre-crisis levels (Source: Business Aviation Departures, Arrivals, Internals and Overflights Report for EU 27, EUROCONTROL April 2013). For many operators it comes as no surprise that the number of flights today is lower than before the crisis.

This has forced operators to downsize their fleets and to launch cost saving programs in order to maintain profitability, which raises the question: does the financial crisis have an impact on safety?

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ECONOMICS OF SAFETY

CRISIS NARRATIVES

Impact on Safety 2012 was the safest year in aviation ever. Despite the current economic hardship, operators pilots and other operations personnel seem to succeed in maintaining and even improving safety levels.

But this is no justification for complacency. The lack of financial resources can affect safety.

Unfinished Work 26 September 2009, G-VIIR, a Boeing 777-236 lines up at Intersection Bravo of Runway 07 of St. Kitts International Airport. From this intersection, instead of the required 1915 meters Takeoff Run Available (TORA), only 1220 meters TORA are available. It is sheer luck that the lift off takes place before the end of the runway and the climb continues without further problems, so this serious incident did not

develop into an accident, but it was a weak sign, a precursor, of an accident in the making.

The crew had previously never flown to St. Kitts. They were not aware of the fact that at the Robert L. Bradshaw International Airport taxiway and holding point signs were not provided. In 2006 the airport operator decided against implementing a fully ICAO compliant taxiway and runway signage. This was due to lack of finance, as the investigators later found out.

The root cause of this serious incident lies in the airport authority’s decision not to install any taxiway or holding point signs on the airfield. Had the crew briefed the taxi routing, the confusion might have been avoided. Had the Air Traffic Controller informed the flight crew that they were at Intersection Bravo, the take-off might have been stopped in time. Had the

two dead-head company employees, who had noticed that the aircraft was lining up at Intersection B instead of Intersection A, been able to talk to the commander right before take-off, the commander might have become aware of the wrong take-off position.

The operator reacted by adding a caution statement in its route manual, stating that “due to lack of signage and poor taxiway delineation, extreme care must be taken ensuring that taxiway Alpha is correctly identified when taxiing for take-off for runway 07”. In addition, a note stated that “at present there are no taxiway lines on the physical apron linking taxiways A and B; other taxi lines may not be consistent with the diagram”.

multi-cultural, with employees from many nations with varied flying origins and basic training. The management, in the words of the investigation report, described the firm as a big family, in which each member

Culture at Work 10 January 2000, late winter afternoon, it is dark. HB-AKK, a Saab 340, takes off from Zurich’s Runway 28.

ATC changes the departure clearance.

The first officer reprograms the FMS to change the SID as requested by ATC, but omits to select the turn direction. The Commander flies the work-intensive initial climb phase of the flight without using the autopilot and does not instruct the first officer to program the FMS nor does he supervise the entry; most likely the Commander lost spatial orientation.

Two minutes and 17 seconds later, after a right-hand spiral dive, the aircraft crashes into an open field near Nassenwil, in the direct vicinity of Zurich airport. All thirteen occupants perish and the aircraft is destroyed.

The post-impact fire damages the surrounding farmland.

One of the contributing factors to the accident was identified in the commander not being systematically acquainted with the specific features of Western avionics systems and cockpit procedures. The commander was hired from an eastern European aviation background. Although experienced on this aircraft type, the particular avionics configuration differed, especially the Attitude Direction Indicator (ADI).

In the aftermath of the accident, investigators noted that the operator of the Saab 340 had hired pilots in significant numbers from countries where salaries were significantly lower than in Switzerland. The pilot corps was therefore considerably

could turn to his or her superior in the event of a problem, at any time and in full confidentiality. Some employees though had a different view of the culture at work. They questioned the company management’s way of dealing with criticism was such that many found it illadvised to express criticism openly.

Rapid growth requires cost control the same way it is required in the current economic crisis in which many operators are divesting.

Safety Culture Inertia When companies and operators suffer stress from rapid growth, from divesting, from economical crises or from operating in difficult environments, such as the airport of St. Kitts in the West Indies, they rely on the resilience built into their DNA over several years. Survival depends on the way employees learn to deal with risks and the safety culture they grow up with.

We have borrowed from the science of business administration the concept of organizational inertia, translated it into the safety management science and elaborated the concept of Safety Culture Inertia.

Safety Culture Inertia can have both positive and negative implications.

Inertia helps a good culture to continue to be good for a while, until resistance becomes too strong and lowers the culture. This is the good side of inertia. Inertia may also become a negative factor, when a culture needs to be developed and resistance acts against such a move.

In the case of the current economic crisis Safety Culture Inertia actually supports a company and individual employees from falling back to regressive ways of behavior and decision making. It is like living from the dividends of previous efforts oriented to building a strong safety culture.

Once the organization has achieved a high level of safety culture maturity, it is less likely that under stress the culture deteriorates to a level at which risks are no longer being effectively controlled.

Proud to Work Safely DuPont, a world-class science and engineering company, sets the benchmark for the journey toward worldclass safety performance. Four stages describe the shifts in mind-set and actions that need to occur over time to develop a mature safety culture.

The highest of these four stages is the interdependent stage, which is reached when employees care for and help each other. Employees are proud of their organization. Needless to notice the difference with those employees who work for the sake of survival in a company which delegates safety to the natural instincts of employees and management is not committed to safety.

In times of hardship, a strong safety culture can make the difference.

Safety culture, being related to attitudes and behavior, comes at practically no cost. Companies that have invested in their safety culture over many years, today benefit from this dividend.

✈

Michael R. Grüninger is Managing Director and Capt. Carl C. Norgren is Head of Business Development of Great Circle Services (GCS) Safety Solutions.

GCS assists in the whole range of planning and management issues, offering customized solutions to strengthen the position of a business in the aviation market. Its services include training and auditing (IS-BAO, IOSA), consultancy, manual development and process engineering. GCS can be reached at www.gcs-safety.com and +41-41 460 46 60. The column Safety Sense appears regularly in BART International.

DIFFERENCE

Hiring pilots from countries where salaries are low may lead to a very costly experience.

BART: JUL - AUG - 2013 - 77

PROFILE

GE AVIATION CZECH

THE EASTERN EUROPEAN CONTENDER

By Paul Walsh

W

e've seen it time and time again, a new product or innovation becomes successful in Business Aviation, and in a short space of time, a flurry of competitors dive into the market with the result that products enjoying unchallenged supremacy are few and far between.

These do exist however, and one example that immediately stands out is Pratt and Whitney's PT6. This may, however, be about to change as competitor GE has hatched a plan to try and break its spell, with a strategy doesn't involve turning to some as yet unannounced ultra-modern technology.

Sounds familiar? Well yes, it's not such a stretch to say that the M601 was the Soviet's answer to the PT6, in that it's sturdy, reliable and has proven its worth on a range of aircraft, including the Let 410, of which 500 are now in service.

But it took GE to see this opportunity, and once they did they wasted little time in buying up Walter's assets, intending to re-tune the M601 and relaunch it as the H80.

INVIGORATE

On acquiring the assets of Walter Aviation Engines, GE has revitalized engine manufacturing at a Prague facility.

Indeed GE think that they've found their answer in a small corner of Prague, Czech Republic at an engine manufacturer that that many had considered to be past its prime.

Walter Aviation Engines was founded in 1911 to produce motor cycles and motor tricycles, and by 1920 had scaled up to aircraft engines. By the 1950s, then named Motorlet, it was producing some of the main power-

78 - BART: JUL - AUG - 2013

plants for the Soviet Union's Aviation Industry, such as the Soviet Klimov VK-1 engine for the MiG - 15.

With the fall of communism the factory's reputation lost some of its sparkle, and one of the few things that kept it going was the M601, a robust turboprop engine, launched in the 1960s and currently on more than 30 applications with an impressive 17 million flight hours.

Upgrading the Engine "We were just extremely impressed by the M601, it's elegant, cost efficient so we were keen to leave much of it as it was," said Jim Stoker President and Managing Executive of GE Aviation Czech. "We have access to all sorts of expertise and resources at GE, but we've got to use technology that's affordable so that the engine is the right price for the market."

Stoker notes that the first step was to integrate GE's 3D aero design and advanced materials into the compressor stages and turbine of the engine's gas generator. Then GE looked at Walter's approach of attaching each blade individually to the compressor disk on the M601.

GE's engineers concluded that instead of fixing blades and disks together it would be better to produce a single element or blisk,

which significantly reduces drag by lowering the number of components in the compressor.

One potential issue here is that blisks can sometimes increase maintenance costs. Indeed on the M601 if a

blade was damaged an owner could just replace the blade, however on the H80 he'll have to replace the entire blisk.

"We considered that," said Milan Slapak, Commercial Director at the Prague facility, "and saw that an extremely small proportion of unscheduled maintenance is related to blade damage. We know that replacing a blisk is expensive, but it's an extremely rare event and a lot of damage can be repaired on the blisk, so that no replacement is required."

GE's final adjustment - for now at least - was to introduce materials with higher temperature capabilities into the turbine nozzle guide vanes of both the gas generator and power turbine.

This increases shaft horsepower, improves engine fuel efficiency and increases temperature margin - hotday takeoff performance is radically improved as are high-altitude cruise speeds.

Moreover there are no recurrent fuel nozzle inspections on the H80 and no hot section inspection. The engine has a service life of 3,600 flight-hours or 6,600 cycles between overhauls.

There are Apps for It Aside from improving the engine, GE has also improved the way the engine is made. In Walter's day techni-

cians manufactured a large portion of the engine at a single bank, needing skills in most aspects of the engine production. The disadvantage was that training replacement staff was a slow and costly process.

But at GE it's all about six sigma and lean manufacturing, where employees become experts in their position on to production line, with the result that that the manufacturing process is smoother and training new staff is no longer such an ordeal.

Thanks to these processes, GE has been able to scale up production without having to bring on many new personnel. Indeed, the Prague facility is experiencing a dramatic increase in production: when GE bought Walter's

assets in 2007, Walter was producing at most 10 engines a year, this year GE are increasing production to about 70 engines.

The engines are being made for a range of new applications. Aside from the Let 410, GE have secured an approval to get the H80 on the Thrush 510G (a 510-gallon crop duster), and the CAIGA's forthcoming Primus 150 business turboprop. It's got an STC for the King Air C90 as a retrofit option and it's been chosen for Russian based Technoavia's Rysachok, a twin-engine, ten-seat general aviation aircraft, which is due to enter into service in 2014.

Last year, GE Aviation launched two H80 derivative engines, the H75 and H85 engines. The H75 engine is rated at 750 shaft horsepower (shp) for takeoff and maximum continuous operation, while the H85 engine is rated at 850 shp and both engines are aimed at the agricultural, commuter, utility and business turboprop aircraft segments.

The question remains as to whether the H80 will become a powerful challenger to the PT-6. But given that the PT-6 now enjoys almost 99% market share in the business turboprop segment, manufactures, owners and operators can only be happy that there is more choice on the table.

✈

INCLUSIVE

All elements of H80 design, manufacturing and assembly take place at GE Aviation Czech.

BART: JUL - AUG - 2013 - 79

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INSIGHT

WITH PILATUS CHAIRMAN OSCAR J. SCHWENK

PILATUS ENTERS THE JET BUSINESS

Immediately following Pilatus s EBACE launch of the all new, clean sheet PC-24, BART sat down alongside Pilatus Chairman of the Board, Oscar J. Schwenk. And with a new category of Super Versatile Jet entering the fray, there was only one topic on the agenda.

BART: Congratulations on the launch. But were you not tempted to wait until you had a completed aircraft to show off?

Schwenk: I think we’ve done a good job at keeping this project confidential till now, but so many of our customers asked to see the product that we decided to build a full scale mock-up, we’ll be using it until the middle of next year.

I should note that production is very advanced and we’re simultaneously working on three prototypes. We’ll roll out the aircraft in the third quarter of 2014 and the maiden flight will be at the end of 2014. EASA and FAA certification is planned for early 2017 and the first aircraft will be delivered immediately after that.

BART: It seems like your customers have put a challenge in front of you: build an aircraft with

the landing performance and versatility of the PC-12, but with more speed and more range.

What’s the most difficult part in making this a reality?

Schwenk: It’s not easy to get a reasonable speed at 45,000 feet, that’s why we’ve got a highly sophisticated wing with a very good spoiler and flaps system so it can land on gravel strips and short strips.

Overall we’re very happy with the results, we’re creating a new segment in the business jet market. It’s got a maximum speed of ~425 knots (787 km/h) and a maximum range with 4 passengers of 3,610 km. It has a midsized cabin that can seat 6-8 passenger in executive configuration and up to 11 passengers in commuter setup.

At Pilatus we always build airplanes that are aerodynamically clean, this will be no exception. We just finished our wind tunnel tests and we are not afraid to go back if we think we can improve the results and find some drag points.

BART: Instead of going through the lengthy process of building and certifying a new aircraft, did you ever consider just buying an existing program – the Grob Spn for instance?

Schwenk: It’s a badly kept secret that we looked at the Grob Jet. I had a very good relationship with the founder, Burkhart Grob; he was a good engi-

neer with a passion for aircraft and a nice factory. As engineers we had excellent discussions.

But he wanted to be the fastest to market with an all-composite aircraft and at Pilatus we don’t do things that way.

Look, if we go for a ride on Sunday morning and you gallop and I trot we’ll never reach the destination at the same time.

So Grob lost his shares and a South African, Roux Marnitz bought the company and restarted the jet project.

He was a good business partner of mine - I understood him very well.

He said: let’s build that jet together and I’ll finance it. And again I said no.

And then, of course, there was that tragedy: a really excellent, qualified test pilot, Gérard Guillaumaud lost his life in a test flight. Marnitz sold all his shares and the German government asked if we wanted to buy it. My first response: not for one Euro.

When they started talking about subsidizing the project I went there with 40 of our best engineers; we had free access for three weeks. In the end we sat down together, I said they’ve built three, four, five prototypes and still don’t have the right data on the material and strengths. They had no configuration management system in place.

If you don’t have that information what’s the point in having proto- types?

There were just so many things wrong with it, so one last time I said no.

BUOYANT

Oscar J. Schwenk and the P-24 were out of the realm of the shadows at EBACE 2013.

BART: JUL - AUG - 2013 - 81

INSIGHT

WITH PILATUS CHAIRMAN OSKAR SCHWENK We’re aiming for customers who cannot use jets because their runways are too short and customers who want a fast cargo jet with a big freight door, that they can load with a forklift.

I’ve met people in mining all over the world - especially in Australia. They all like to travel, and many of them want to fly a business jet to the mine, not a piston or small turboprop. They need to transport spares and they need to get IT staff into a mine at very short notice. Our jet is ideal for these missions.

BART: Getting back to the PC-24 you’re using Honeywell’s Apex avionics that are already available on the PC-12. Are you bringing any new features into the mix?

Schwenk: Yes there are a few improvements. But look, we tried to find commonality between the PC-12 and the PC-24. If you fly with Honeywell’s Apex on the PC-12, it’s not so difficult to upgrade to the PC-24 afterwards.

BART: Will Pilatus build the fuselage in Stans or will it be built by a third-party elsewhere?

Schwenk: Never say never, but for the first two or three years at least, there is no doubt that the PC-24 will be built in Stans.

Its structure is designed for automatic riveting and we may eventually opt for a totally new production philosophy, but not at the very beginning. You know, Switzerland has high labor rates, so if we can do some work with robots and still build everything to Pilatus’ standards then we’ll definitely look into it.

SHORT

Pilatus is aiming for customers with short runways and a need for pax/cargo transportation.

BART: Can you say something about the fuel efficiency of this aircraft?

Schwenk: I could give you a number but Pilatus’ philosophy is that if we give a number, it will be the right one, so you’ll have to wait for that.

82 - BART: JUL - AUG - 2013

BART: The PC-24 seems well suited to operations in Africa. How important will this market be for the aircraft’s success?

Schwenk: Let’s be very open. We all know the economic situation in Africa.

There is a hell of a lot of money going there right now. Just take the charity organizations - they all need aircraft, the United Nations needs aircraft.

There are Presidents of smaller African countries who want a Falcon or a Global, but can’t afford them. So with a bit of support from the World Bank I think we can deliver PC-24’s in Africa. But Africa is not the main market. The US will make up about 60%70% of the market.

BART: More generally, how does the PC-24 fit into Pilatus’s overall strategy for developing and launching new aircraft?

Schwenk: Incremental growth is very important for Pilatus. At NBAA twenty years ago we launched the PC-12, which as you know became a success.

We took the money we made from that, plus what we had from the PC-9, another training aircraft and invested in the PC-21.

Remember, what we offer in the PC-21 is not just an aircraft, it’s a whole training system. We’re pilot-makers, we find the students, qualify them and bring them through the whole process: it’s a full training system.

Thanks to that, we can say that we are the best air force trainer provider worldwide.

And with the success of the PC-21 we’ll pay for the PC-24: a brand new aircraft, which will last for another 30 or 40 years.

Of course it helps that Pilatus is not a publically listed company. That means I can talk to my shareholders and outline the benefits of embarking on a new project; we’re all in it together, everyone understands the situation.

Thank God we’re not on the stock market, it just wouldn’t work.

BART: You’re not even slightly apprehensive about getting into the jet business?

Schwenk: I have never been afraid of the jet business and I have never been afraid of competition. You need competition, but it’s got to be fair competition, and we’re ready for it.

✈

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