MAY - JUNE - 2014 Volume XVII - No 2 BART No 150 WWW.BARTINTL.COM
CONTENTS 30 EBACE GOES FOR GROWTH EBACE will highlight a European market starting to recover.
52 TURBOPROPS AT EBACE As not every trip requires a jet, we report on the most cost effective turboprops at EBACE.
70 HELI-EXPO The ever-expanding rotorcraft market was on display at Heli-Expo last February. Read our report to find out more.
74 SHORTAGES Is a skills-shortage threatening the future of the industry? Paul Walsh reports.
84 FROM THE COCKPIT Our resident pilot LeRoy Cook looks at the importance of snap judgments for pilots.
90 INSIGHT Relentless customer service has been the key to Comlux's success. We sit down with company President Richard Gaona to find out more.
Member
PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE
OUR ADVERTISERS AND THEIR AGENCIES 13 17 96 41 79 21 15 9 81 27 6 73 59 29 75 23 93 47 66 67 39 35 63 11 19 31 2-3 45 95 33 77
ARINC Beechcraft Global Customer Support Cessna Jet Sales (COPP MEDIA SERVICES, INC.) Comlux The Aviation Group CRS Jet Spares Daher-Socata Dassault Falcon (PUCK L'AGENCE) Duncan Aviation EBACE 2015 Euro Jet Intercontinental FlightSafety (GRETEMAN GROUP) GCS Safety Solutions Gore Design Completions, Ltd. HondaJet (MILNER BUTCHER MEDIA GROUP) Honeywell Aerospace Jet Aviation Jet Expo 2014 JetNet LLC Jet Support Services Inc. (JSSI) Jet Support Services Inc. (JSSI) Lufthansa Technik (MEC GmbH) Mallard Aircraft NBAA 2014 Pilatus Aircraft The Registry of Aruba Rolls-Royce Snecma, Groupe Safran TAG Farnborough Airport Universal Avionics Universal Weather and Aviation, Inc. West Star Aviation, Inc.
Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier Managing Editor Paul Walsh Editor-at-Large Nick Klenske Senior Writers Liz Moscrop, Jack Carroll Contributors Fabio Gamba, Michel R. Grüninger, Capt. Giancarlo Buono, Ivan Veretennikov, 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 (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. Bimestriel. Bureau de depot B-1380 Lasne. Responsible editor Fernand M. Francois, 38 rue de Braine 7110 La Louviere.
SECTIONS 7 EDITORIAL 8 FAST TRACK 22 EUROPEAN UPDATE 24 BUSINESS NEWS 26 CEO S CORNER
FLAGSHIP Geneva is once again the location for Europe's marquee Business Aviation event. Not to be missed. OUR COVER Versatility combined with cabin comfort; find out more about Pilatus' PC-24 at EBACE.
OUR FAMILY OF CUstOMeRs | A LetteR seRIes
Industry Veteran Finds FlightSafety Second to None
Kim Welch Contract Pilot
to find out about the many benefits of being a Flightsafety Customer, please call steve Gross, Vice President, sales, at 314.785.7815. sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company
From the Editor
It could happen to you! IT'S ESSENTIALLY PART OF HUMAN NATURE to quickly put behind fatalities of all kind. Car smashing, aircraft crashing, boat sinking or electric hair dryer dropped in the bathtub are news regularly-spread by the media. Nevertheless our attention was recently trigged with disappearance of Malaysian Airlines Flight 370, with a possible hijacking being one of the early explanations. Of course we don't want to jump to premature conclusions and even the thought of being hijacked between destinations 200 miles apart may seem ridiculous knowing that the airplane carries insufficient fuel to go much farther than its destination. But it happened when a wicked young man shot both pilots of the Eastern shuttle between New-York LaGuardia and Boston Logan. The copilot died and the wounded captain landed safely at BOS. In 1996, 125 people died after a hijacked Ethiopian Airlines crashed in the Indian Ocean after running out of fuel. In that case, the hijackers were seeking asylum in Australia. We empathize with the airline crews for giving everybody the fishy stare. There was a time when just showing my Private Pilot License to the flight attendant was enough to be invited in the cockpit of an Alitalia B727 for a scheduled flight between FCO and BRU. Never again this could happen. The relaxed attitude and the gracious informality are now once and for all locked up behind the secured cockpit door. If nowadays the majority of the hijackings do not make any victims, we cannot forget the attack on the World Trade Center.
"Prudence is the footprint of Wisdom." Amos Bronson Alcott
We in Business Aviation cannot sit back in the weeks, stare at a cumulonimbus development and treat with nonchalance the scary dissemination of senseless terrorist bombings in our cities, our airports and killing innocent people. By the core of its operations, Business Aviation is now in a state of ever-present peril. Operators, especially European fly more into Africa, to countries in political turmoil. The Russians grinding their loins, Eastern Europe countries may also represent a threat. It would not be too difficult for someone with unkind thoughts toward either your passengers or crew, to leave a fistful of nuts and bolts in the intake of your aircraft and on a jet, such action is not readily apparent until one has fired up and noticed that the engine is shimmying in its mount. Following the terrorist attacks of September 11, 2001, the general aviation industry instituted a myriad of voluntary and regulatory changes to harden the community against threats from terrorism. The NBAA has its 'Best Practices for Business Aviation Security' and TSA published the 'Security Guidelines for General Aviation Airport Operators and Users'. Unfortunately the many recommendations given in these documents are rarely applicable when the aircraft is not at its airport base, especially in troubled regions. How could you lock the door of the hangar if there is no hangar available? It would be well for all operators to adopt a walk around checklist before each day's flight. The likelihood percentages are slim but it only takes one.
AGENDA
BALDWIN AVIATION SELECTED BY CROWNAIR AVIATION
EBACE 2014 May 20-22 Geneva, Switzerland
Crownair Aviation Selects Baldwin Aviation Safety & Compliance to Create Industry-Leading Safety Management System for Independent FBO/MROs Crownair Aviation at Montgomery Field in San Diego, CA has selected business aviation’s premier provider of IS-BAO based Safety Management Systems (SMS), Baldwin Aviation Safety & Compliance, headquartered in Hilton Head, SC to develop and tailor a SMS program specifically for its growing independent Fixed Base Operation and Maintenance Repair Operation (FBO/MRO). Crownair employs 35 people and “has made it a strategic goal to further develop our positive safety culture and we look forward to working with Baldwin Aviation to achieve this goal,” according to the firm’s President and Chief Executive Officer, David Ryan.
FARNBOROUGH INT’L July 14-20 Farnborough, UK LABACE 2014 August 12-13-14 São Paulo, Brazil
DASSAULT REINFORCES CUSTOMER SERVICE IN CHINA Dassault Falcon Jet’s investment in customer support in China continues to grow with plans to increase inventory to 3,000 parts valued at more than $13 million. This last round of expansion, which will nearly triple the number of spares in inventory in China, is to be completed by this summer. “China presents a unique set of business challenges that Dassault has been able to successfully negotiate thanks to a healthy relationship we have with the Chinese authorities,” “We’ve been ambitious and bold in building the Falcon brand in China” said John Rosanvallon, President and CEO of Dassault Falcon Jet. “This level of spare parts commitment is just one example of our long term dedication to this market.”
UNIVERSAL AVIATION CUTS RIBBON AT LE BOURGET Universal Aviation Paris has officially inaugurated its updated FBO at a ribbon-cutting celebration attended by clients, airport officials, and media. Universal Aviation is the ground support division of Universal Weather and Aviation, Inc. Universal Aviation has more than 40 locations in 19 countries, including 11 in Europe. "We recognize the strategic importance Paris serves as a destination for business aviation operators and also the many ground support options they have at Le Bourget. As part of our ongoing program to further enhance our clients' experience on the ground at all of our locations, we have updated our historic FBO at Le Bourget with features and amenities our clients told us they wanted," said Jonathan Howells, Senior Vice President, International, Universal. "Based on that input, we've also recently added an additional 12,094 square meters of parking space to our ramp, bringing our total to 32,000 square meters, to ensure our clients have options and flexibility." The update to the FBO includes renovated crew and passenger lounges, business center, client meeting rooms, and private screening facilities. Universal Aviation Paris has the only private hangar in the Paris area that can accommodate two of the larger commercial aircraft used for business aviation, available for use by monthly-based clients on overnight or flexible durations. The 3,000 square meter heated hangar measures 50 meters wide by 60 meters deep, with 15-meter-high doors.
8 - BART: MAY - JUNE - 2014
Arjen Groeneveld Arjen started with Duncan Aviation in 2009 as a Sales Representative in Europe. He took on his current role as a European Regional Manager in 2011. Prior to Duncan Aviation, Arjen worked 25 years in the industries of aerospace research, commercial airline and aircraft leasing. +31.2.0820.2328 Arjen.Groeneveld@ DuncanAviation.com
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 well-known 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 May 20-22, 2014 at EBACE Stand #4634.
www.DuncanAviation.aero/ebace Owned and operated by the Duncan family since our founding in 1956.
DASSAULT JOINS CENTRAL FUSELAGE OF NEW FALCON 5X
Dassault Aviation has joined the main center fuselage subassemblies of the Falcon 5X, a key milestone in the production program for this innovative new large cabin twinjet. The 5,200 nm Falcon 5X was unveiled at the National Business Aviation Association Convention in Las Vegas, Nevada last October and performed its first virtual flight on the simulator last November. It will complete assembly and begin ground tests this summer. The aircraft will feature the largest cabin cross section and the most advanced flight controls in the industry. First flight is expected in the first half of 2015 and entry into service mid 2017. The center fuselage subassemblies – the front and rear lower subassemblies and the upper subassembly – are part of the main center section, which includes the cabin and baggage hold. They arrived in March at Dassault's Biarritz plant in southwestern France and were joined there to the wing center section in mid-April.
GAMA AVIATION TARGETS ASIAN LEISURE MARKET As this year’s Asian Business AviationConference and Expo, ABACE 2014, Shanghai, China gets underway, Gama Aviation, the global Business Aviationservices company, Stand P501 is maximising its presence at the event by promoting its valuable “glocal” – global and local - knowledge to Asian delegates. After more than a year of operations in Asia Gama Aviation has seen a significant increase in activity from the Asian region and anticipates that this figure will escalate substantially over the next twelve months as it continues to promote its international aviation offering. With its Hong Kong office complemented by operational bases in the Middle East, Europe and North America, the company is well placed to offer a variety of charter services to delegates wishing to head to Europe for the continent’s wide array of summer events. “Gama Aviation’s Hong Kong location offers full turnkey facilities to our growing worldwide customer base and helps attract Asian clients from all sectors who enjoy visiting Europe during their leisure time, as well as on business. Executives are under considerable pressure to perform and spend less time with their families so holiday and leisure time become ever more precious. Using a private jet to maximise this time has immense worth for a family who relish their time together,” says Albert Kwong, Manager Business Development, Gama Aviation Asia.
GENEVA AIRPARK RECORDS 10% GROWTH Geneva Airpark has registered a 10% increase in clients according to its latest report. And thanks to an increase in the number of tugs available, it carried 100% of its departures on time. A statement from the group attributes this success to a round-the-clock work schedule and close collaboration with airport authorities. The 10% client growth, which represents around 100 aircraft, is due mainly to the optimization of its planning and surface management tools. The report also state that its occupation rate covers 5% more of its surface than the previous year with an additional 20% growth in the services treated in its hanger. The Airpark also confirms impressive client loyalty: since 2009 all year-long clients have continued to work with Geneva Airpark, and 50% of short-term clients returning to Geneva continue to call on its services. Geneva Airpark has recorded 4,500 annual movements since 2012, and accommodates 30 aircraft with a yearly contract with an average of 18 aircraft daily, a peak of 26 aircraft in one day was reached in 2013. It has established itself as a privileged regular or occasional accommodation solution for Business Aviationfacing the frequent constraints on Geneva International Airport. Offering a comprehensive range of services for private and business aircraft, including daily or long-term covered parking and services for crews and aircraft, Geneva Airpark has 20,000 m2 of facilities (hanger, offices, car park) dedicated to Business Aviation, with direct access from the runway.
10 - BART: MAY - JUNE - 2014
JET AVIATION ADDS TWO GULFSTREAM G450S AND A G550 TO ITS ASIAN FLEET
NEW MAINTENANCE FACILITY FOR WEST STAR AVIATION
Jet Aviation is adding two Gulfstream G450s and a new G550 to its managed fleet in Asia and now operates a total of 30 aircraft in the region. Delivery of the aircraft is expected by the end of May 2014. Jet Aviation is rapidly expanding its aircraft management and charter division in Asia in response to growing demand for aviation services in the region. The company recently signed three aircraft management agreements for two Gulfstream G450s and a new G550, increasing the company’s fleet in the region to 30 aircraft. The G550 and one of the G450s will be based in Hong Kong and maintained by Jet Aviation’s Hong Kong maintenance facility — a Gulfstream Factory Authorized Warranty Service Center for G450/G550/G650 aircraft. All aircraft are scheduled to be delivered by the end of May 2014.
West Star Aviation is nearing completion of their brand new 47,000 square foot maintenance facility at their East Alton, IL (ALN) location. In addition to the new maintenance facility, the multimillion dollar expansion includes a 14,000 square foot wood shop and 6,000 square foot accessory repair shop, bringing the East Alton facilities from 250,000 to 317,300 square feet with approximately 300 employees. The new facilities are scheduled to be complete by May 2014, and West Star will host an open house to celebrate the milestone.
DAHER-SOCATA s TBM 900 MAKES PUBLIC DEBUT DAHER-SOCATA has launched the TBM 900, which marks the new aircraft’s first public European appearance, and includes the initial TBM 900 delivery for Europe – with an aircraft received by RAS GmbH, the TBM distributor for Austria and Germany. DAHER-SOCATA President and CEO Stéphane Mayer said: “AERO 2014 brings together an audience of some 30,000 visitors, many of which are pilots. Therefore, it provides the right venue for introducing our TBM 900 to the European market, and to explain the three years of intensive work that covered everything from market surveys, product strategy to engineering and manufacturing." Nicolas Chabbert, the Senior Vice President of DAHER-SOCATA’s Airplane Business Unit, explained how the TBM 900’s improvements in speed, eco-efficiency and comfort respond to the expectations of customers in Europe. “At AERO we can see that successful general aviation products are the ones that offer a good performance/cost ratio, along with environmental friendliness – which are designed-in attributes for our new TBM 900.” RAS GmbH CEO Johannes Graf Von Schaesberg added that strong interest in the TBM 900 already has been generated among potential customers. “We welcome the TBM 900, as its superior performance, low fuel consumption and low operating noise levels are key ingredients for success on our region.”
JSSI OFFERS TIP-TO-TAIL COVERAGE FOR CITATION LATITUDE AND SOVEREIGN Jet Support Services, Inc. has launched its signature Tip-to-Tail® Program for the new Citation Latitude and the recently launched Citation Sovereign+ business jets. As the only provider in the industry to offer Engine, Airframe and APU coverage through one comprehensive maintenance program, JSSI is the single source solution for new Latitude and Sovereign+ owners. "We continue to expand our Tip-to-Tail Programs for current production business jets," commented Kevin Thomas, Senior Vice President, Business Development & Strategic Planning for JSSI. "The Latitude should be certified this year with deliveries beginning in 2015, but today, a buyer has the option of enrolling onto a Tip-to-Tail Maintenance Program from a single source. Our Program will not only enhance their new aircraft warranty but provide them with a dependable maintenance budget with superior JSSI service, while delivering peace of mind, year after year, no matter where they fly the aircraft," added Thomas.
12 - BART: MAY - JUNE - 2014
FLIGHTSAFETY SIGNS MULTI-YEAR TRAINING AGREEMENTS FlightSafety International announces that it has signed multi-year training agreements with three leading aviation companies at ABACE 2014. “The selection of FlightSafety by Minsheng Business AviationLimited, Beijing Capital Airlines Company Ltd., and Shanghai Deer Jet, clearly demonstrates our ability and commitment to deliver the highest quality training, and provide the outstanding value our Customers deserve and expect,” said David Davenport, Senior Vice President. FlightSafety will offer Customers of Minsheng Business AviationLimited training for their pilots, maintenance technicians, flight attendants and dispatchers. Minsheng Business AviationLimited is a division of Minsheng Financial Leasing Company.$The multi-year training agreements signed with Beijing Capital Airlines Company Ltd. and Shanghai Deer Jet includes pilot training for the Gulfstream G450 and G550 aircraft. The majority of the training will take place at FlightSafety’s Learning Center in Hong Kong. “We are proud to serve the growing number of Gulfstream aircraft owners and operators based in China and the surrounding region,” said Dan Yuen, Managing Director, Asia and Pacific Rim Marketing.
JET AVIATION SINGAPORE EXPANDS INTERIOR SERVICES Jet Aviation Singapore will provide comprehensive interior refurbishment services from its new 420 square meter Interior Shop at its new hangar facility in Seletar Aerospace Park. Jet Aviation Singapore has significantly increased the size of its Interior Shop at its new hangar facility to expand its interior services capabilities from minor interior repairs and touch ups to full interior aircraft refurbishment. The new facility’s 420 square meter Interior Shop is outfitted with state-ofthe-art equipment for upholstery, wood and veneer finishing and carpeting. Coupled with the new 60 square meter ecofriendly spray-painting and buffing shop, the new production environment is designed to support the highest quality and service standards for interior aircraft refurbishment.
14 - BART: MAY - JUNE - 2014
INNOVATIVENESS CONTINUES AT ARUBA The registry of Aruba is a pioneer in many respects being the first aircraft registry to outsource its administrative operations to an independent company, a model now followed by many small registries. And the innovativeness continues in Aruba as it develops a reputation for flexibility and its range of value added services. Indeed the Registry of Aruba has announced that it is now possible to elect domicile through a local representative. This means that foreign jurisdictions, corporate entities, and US trustees can arrange for domicile of their company in Aruba, which offers aircraft owner’s flexibility in the ownership, and operation of the registered aircraft. When structuring ownership the election of domicile offers owners their choice of jurisdiction, which is not only tax-efficient but also provides confidentiality. Furthermore, when registering with Aruba US Trustees can simply elect domicile and they do not have to change their current company structure. Under the terms of the new legislation local representatives are defined as: lawyers, accountants, and trustoffices that are directly or indirectly under regulatory supervision in Aruba. Having a qualifying local representative will, In principle, not create a taxable presence for the international company registering an aircraft in Aruba. Speaking about the new legislation Chief Executive of The Registry of Aruba, Jorge Colindres said, " I am very pleased that the Government of Aruba has introduced this new legislation. The implications for aircraft owners and operators are endless; this legislation is progressive and it offers efficiency, which is crucial in this ever changing and evolving industry. Once again The Registry of Aruba is delivering a quality level of service with the highest safety standards in the business”.
7X SETS A NEW RECORD. FASTEST SELLING FALCON EVER.
WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600
COMLUX AMERICA TO MAINTAIN AND REFURBISH A BBJ BASED IN ASIA Comlux the Aviation group is pleased to announce that its Completion & Service center Comlux America, based in Indianapolis IN, has been awarded the maintenance and refurbishment contract for a BBJ based in Asia The BBJ is expected to arrive at the Comlux America facility during the 2nd quarter of 2014 and will spend 4 months on site. The undisclosed owner of the BBJ is represented by the aircraft management company, Sino Jet, led by CEO Jenny Lau. Jenny’s involvement was integral in the selection of the best Service center for this project. With this new contract, Comlux further affirms the continued growth of its ultra modern facility in the US, as well as the development of its business in the Asia region. The maintenance program includes mandatory 12 year-check, new painting and major cabin refurbishment with complete re-upholstery of the seats, new custom made carpet and several reworks on valence panel and bulkheads. “The owner wanted to bring light into his aircraft. Thanks to the new material selection: leather, suede and the choice of colors: white, light beige and gold, the designers of Comlux America have managed to create his vision all throughout the cabin” says Jenny Lau, CEO Sino Jet.
NEXTANT AEROSPACE APPOINTS NEW SALES REPRESENTATIVE FOR CHINA REGION Nextant Aerospace (“Nextant”), maker of the Nextant 400XTi – the world’s only remanufactured business jet – today announced the appointment of AVIC International Aero-Development Corporation (“AVIC ADE”) as the exclusive sales representative for the Greater China region. As part of the agreement, AVIC ADE expects to take delivery of its first 400XTi by the end of the year. This partnership will allow AVIC ADE to closely align with sales, marketing and customer support efforts in the region. AVIC (the Aviation Industry Corporation of China) is China’s largest aviation company with interests in manufacturing, charter operations, maintenance and general aviation. AVIC ADE is a subsidiary of AVIC International, which serves as one of the main channels for the import and export of civil aviation products in China. Its general aviation team was established in 1997 and assists customers with aircraft sales, importation service, financing, logistics, training, warranty claims and parts supply. AVIC ADE also provides assistance with tendering, bidding, negotiations and documentation for government procurements.
JETEX ANNOUNCES A NEW HANDLING FACILITY IN MANILA, PHILIPPINES Jetex Flight Support has set up a new handling facility at Ninoy Aquino International Airport in Manila. Through this facility Jetex will provide a full range of services to private jet operators. The company will also provide supervisory service at the country’s other airports. “Manila is the ideal place for us to establish a strong presence and expand our network. The rising demand combined with the region’s potential make this a strategic move for us” said Jasper Gargollo, Station Manager in Manila. Passengers will enjoy a first-class service at Jetex’s VIP Lounge in Manila and will benefit from the offered credit payment throughout the country. Jetex will also help with obtaining landing and over-flight permits in addition to arranging fueling, ground handling, air traffic clearances and concierge services. Aircraft charter service will also be on offer including air ambulance and panoramic private tours.
16 - BART: MAY - JUNE - 2014
EURO JET OPENS VIP CREW LOUNGE IN ROMANIA Euro Jet Intercontinental, the leading provider of ground support services in Europe and Asia is pleased to announce that on April 4, 2014, they officially opened up a new complimentary VIP crew lounge in the Romanian seaside town of Constanta. Constanta is best known as a top Summer destination in Eastern Europe. Last year the United States Military announced that they had designated Constanta as a major transit point for troop movements. Subsequently they built a large facility to accommodate the increased presence. According to CEO Charlie Bodnar: "As a company, we are always looking at ways to further develop and take to a new level the Euro Jet experience. Our complimentary crew lounges are a great added benefit to using us, especially in locations that are seeing increased traffic. We identified Constanta as one of those locations and can now offer our customers an even higher level of service with this lounge."
Consumable parts for virtually every aircraft make and model, including our competitors’.
Proprietary • Aftermarket • Rotables • Tooling • Consumables • Out-of-Production Parts
Order today: Beechcraft.com/parts • +1.316.676.3300
©2014 Beechcraft Corporation. All rights reserved. Hawker and Beechcraft are registered trademarks of Beechcraft Corporation.
BOMBARDIER S LEARJET 85 AIRCRAFT TAKES FLIGHT Bombardier Aerospace announced that the Learjet 85 aircraft successfully completed its first flight, achieving a major milestone in a business aircraft development program that will redefine the midsize segment. This first flight marks the start of the Learjet 85 aircraft’s flight test program leading up to the first customer delivery. The Learjet 85 flight test vehicle one (FTV1) was flown by Captain Ed Grabman, Chief Flight Test Pilot, Bombardier Flight Test Center; assisted by his co-pilot, Jim Dwyer; and Flight Test Engineer Nick Weyers. The flight departed from Wichita-Mid Continent International Airport at 8:19 am CST. During its maiden flight which lasted approximately 2 hours and 15 minutes, the Learjet 85 aircraft reached an altitude of 30,000 feet (9,144 metres) and an air speed of 250 knots (463 km/h; 287 mph). All flight controls were exercised with the systems and aircraft performing as expected.
Advertorial
ABS Jets MARKS 10th ANNIVERSARY ABS Jets reaches a milestone this year as it celebrates its 10 year anniversary. What began in 2004 as a humble aircraft charter and maintenance operator of two jets with a staff of twenty, has grown into one of the major players in European business aviation industry with a fleet of twelve and more than 200 employees. The company is now also providing flight trip planning, FBO and executive handling, aircraft sales and consulting, and it has one of the finest maintenance departments in Central and Eastern Europe. Ten years have forged a solid ABS Jets out of challenges and opportunities and it has earned the reputation of a company that delivers premier quality of services and complies with the highest standards in the industry in every element of its organization. “An organization builds relationships with customers called ‘goodwill’. Part of goodwill is developed by customers knowing and noticing that staff members are motivated and well trained. People are a key competitive differentiator that has lead to ABS Jets’ success. Committed people deliver value to customers and drive customer loyalty, customers bring growth to the business, and growth offers opportunities to a company,” says Vladimir Petak, CEO and Member of the Board of Directors. Having been with the company from day one as a pilot, Stefan Kukura, Director of Flight Operations and Chief Pilot Embraer Legacy remembers: “ABS Jets was one of first business aviation operators in this region. You can imagine that the conditions were pretty tough; being first meant settling the rules and conditions of business aviation from scratch. Nowadays, ABS Jets is one of the very few companies in Central Europe that have the financial and human resources to support and implement the systems required to operate aircraft to the very highest level of safety and security. ABS Jets’ pilots and crews are among the most qualified and well trained professionals in the industry who are internationally recognized.” “I remember when I came on board eight years ago; we had four people available for dispatch. There were times when we would do a dayshift of 14-16 hours, then go home quick, have a fast sleep, and be back again at our workstation at seven in the morning. Presently, we have twelve people for dispatch, always at least three at daytime and two at night,” says Jan Kralik who currently is Director of Ground Operations and he continues: “Being an established business jet operator ourselves gives us competitive advantage to fully understand the needs and requirements of demanding business jet customers. We can see and evaluate our operations not only from the side of the service provider, but also from the client's side, because we are a very demanding client ourselves.”
18 - BART: MAY - JUNE - 2014
PEOPLE Beechcraft Corporation has announced two new Indian appointments. John Williams has been appointed as India country director – a new position created in recognition of India’s strategic value to the company.
Reghu Raman Reghu Raman has been appointed as field service representative for India. Based in New Delhi, Raman has 24 years of aviation experience, having started his career as a maintenance engineer for Beechcraft King Airs. Comlux The Aviation Group has appointed David Edinger Executive Vice President of Comlux Management and also Board Member of the Comlux Group. Meanwhile Jim Soleo is now taking over David’s duties and is promoted to Chief Executive Officer of Comlux America. Jim Soleo has over 35 years’ experience within the aviation industry, with multiple years of experience at the Executive Level and as a former Partner in Ownership of a completion center in Savannah, GA. FlightSafety International has announced that Christopher Adams has been appointed Senior Director, Business 20 - BART: MAY - JUNE - 2014
Development and Marketing, Government. The company also named Jon Pollack Director, Business Development, Rotorcraft. Meanwhile Brian Moore has been promoted to Assistant Manager of the company’s Cessna Learning Center in Wichita, Kansas. He succeeds Randy Annett who has been promoted to Manager of FlightSafety’s Learning Center in Tucson, Arizona. FlightSafety also announced that Jennifer Bensky has been promoted to Director, Courseware Support. She succeeds Jon Pollack who has been named Director, Business Development, Rotorcraft. Finally the company announced that John Cameron has joined the company as Regional Director, Business Development, Commercial Simulation. He will support FlightSafety’s flight simulator sales efforts in Europe and Africa. Jet Aviation has appointed Joâo Pedro Pires Martins as the manager of the Jet Aviation Geneva FBO, succeeding Bernard Ratsira, who has been appointed director of FBO Client Relations for EMEA and Asia. Both appointments are effective March 1, 2014.
Joâo Pedro Pires Martins
As the FBO manager, Martins will oversee the Jet Aviation Geneva FBO operation. He succeeds Bernard Ratsira, whose new role includes developing client relations and promoting customer service excellence in the EMEA and Asia region. Ratsira will also oversee staff training to ensure continual delivery of 5-star customer service throughout the network. Both Ratsira and Martins report to Monica Beusch, head of FBO Services in EMEA and Asia. Meridian, the award-winning private aviation company based at Teterboro Airport, is pleased to announce that Mike Moore has been promoted to VP of Aviation Sales for Meridian Air Charter. George Poh has been appointed Vice President, Sales & Marketing – Asia Pacific (APAC), of StandardAero’s Airlines & Fleets business sector. Poh will be located at StandardAero’s Singapore office and will serve customers throughout the APAC region. Universal Avionics has announced that Mr. Bob Sanchez has been appointed to the newly created position of Program Development Manager, Military and Government. In this new role, Mr. Sanchez will be responsible for maintaining Universal Avionics’ existing programs and relationships within the Government and Military market segment, as well as seeking out and developing new programs both domestically and internationally. Meanwhile Robert Clare, Director of Sales for Universal Avionics, has announced that Mr. Corey Wilkinson has been appointed to the newly created position of Sales Manager for the Latin America sales region. Judith Moreton has been named Regional Vice President, Europe, Middle East, and Africa, Universal Weather and Aviation, Inc. Judith, will be
Judith Moreton based in the United Kingdom. Judith comes to Universal with nearly 30 years of Business Aviation and entrepreneurial experience, including Shell Aircraft and most recently serving as Vice President and General Manager for Jet Aviation (UK) Ltd.
Joan Pompa West Star Aviation recently announced they have appointed Joan Pompa as Interior/Paint Project Manager at their East Alton, IL (ALN) location. Joan joined West Star in 2013 as Interior/Paint Sales Manager at their Grand Junction, CO (GJT) location. Joan will continue to support GJT interior and paint sales while she transitions into her new role.
MAX RANGE
45 WWW.TBM.AERO
14 AMERICAS
EUROPEAN UPDATE
EASA GO AHEAD FOR CENTRALIZED ISSUES MORE ACCESSIBLE LICENSE FOR GA AIR TRAFFIC SERVICES IN EUROPE The European Aviation Safety Agency (EASA) published a decision to accompany the recently published regulation on new and more accessible instrument ratings (IRs) focused on General Aviation (GA) pilots. This is part of the Agency’s on-going work to simplify and improve GA regulations. This decision is expected to provide more flexibility in obtaining such ratings, thereby allowing more pilots to safely operate in instrument meteorological conditions (IMC), for example in low visibility. With this regulation and the Decision (AMC/GM1) the European Commission and the Agency introduce three new pathways towards obtaining a rating with the privilege to fly in IMC: the competencybased instrument rating (CB-IR), the En-route Instrument Rating (EIR) for private and commercial aeroplane pilots, and the cloud flying rating for sailplane pilots. The regulations and the AMC/GM material are the result of extensive consultations with experts from national authorities , flight crew organizations, training schools, and the GA community. EASA says it is on the road towards simpler, lighter, better rules for General Aviation.
✈
EASA CERTIFIES TWO NEW-GENERATION EUROPEAN HELICOPTERS The European Aviation Safety Agency (EASA) issued on Friday 7 February 2014 a Type Certificate to AgustaWestland, a Finmeccanica Company, for the AW189 medium twin-engine helicopter. This certification occurs one week after Airbus Helicopters, an Airbus Group Company, completed the EASA Type Certification process for its EC175 medium twin-engine helicopter. Both helicopters now comply with the highest and most stringent safety requirements set by EASA for Europe. Patrick Ky, EASA Executive Director said: “Both certifications are a great achievement and an important milestone as they pave the way for entry into service of a new generation of multirole European helicopters. They respond to a growing market demand and I am confident that the will operate safely in sometimes very demanding environments”. EASA will continue to work closely with the two manufacturers to ensure that the certified helicopters maintain the highest standards of safety throughout their entire in-service lifecycle.
✈
The 40 EUROCONTROL Member States have decided to go ahead with developing, setting up and demonstrating 6 Centralized Services (CS 1, 4, 5, 6, 7, 8). Feasibility studies will be carried out for another 3 Centralized Services (CS 2, 3 and 9). The EUROCONTROL Agency intends in parallel to conduct a feasibility study for CS 8. The Centralized Services deal with ATM data and support the Air Traffic Control technology stemming from the Single European Sky Research and Development Program (SESAR). They are being put in place on a central pan-European basis to cover the airspace of the 40 EUROCONTROL Member States. Following the Single European Sky Conference in Vilnius in 2013, where the EU Member States declared that they were ready to establish a limited market for some ANS support services, EUROCONTROL, with the full support of the European Commission, will now develop Calls For Interest in which the ANSPs of the EUROCONTROL Member States and ATM Manufacturing Industry as well as other Stakeholders can declare their interest in developing and later on providing those services under a performance-based time-limited contract with EUROCONTROL. The Operational Concepts for the Centralized Services were developed in a series of workshops in the course of 2013 with large stakeholder participation. As a next step interfaces, data sets, interoperability questions will be discussed, in order to present them also on a global scene to ICAO. “It makes complete sense to offer centralized services rather than building up the infrastructure and the service in a fragmented way on a national level; the economies of scale are enormous,” says Alberto Varano, Principal Director Resources at EUROCONTROL. “We anticipate savings in the range of 1.5 to 2.0 Billion over a tenyear period after the start of operations; this figure has been validated by an external independent company. The Airspace Users have been very supportive of the program, subject to the condition that the Centralized Services are really centralized and there is an obligation by the European Commission and the Member States to avoid duplicating the technology and service on national level and that subsequently there is a commitment from the ANSPs to provide the data needed for the good operation of the services and to use them. Otherwise the airspace users would pay for the duplication of the technology and for the services as well. As a next step, we will be developing this market for ANS support services in Europe in full transparency with all stakeholders. A list of frequently asked questions (FAQ) on this program has been developed, that is publicly available on our website.” The Centralized Services will also support European Air Navigation Service Providers to come closer to the EU cost-efficiency targets as they will not have to spend money on a national basis for the set-up and operation of the services. According to Alberto Varano “Our assessment at EUROCONTROL is that the Centralized Services will not lead to a job loss on local level or at EUROCONTROL. Part of the feasibility study will be to assess the situation individually with the respective ANSPs”.
✈ 22 - BART: MAY - JUNE - 2014
TIMELESS TO VISIONARY
We create the most exciting and challenging interiors flying today and into the future.
Having completed more than 200 highly customized quality cabin interiors since 1977, our Design Studio at Jet Aviation Basel understands that aircraft interior design is a process as well as an end product. We are experts at managing unique cabin interiors to ensure that they are aesthetically beautiful, technically feasible and ergonomically sound.
Jet Aviation Basel I Completions Center I Design Studio Tel. +41 58 158 4111 I www.jetaviation.com/basel
JOINING FORCES FOR INCREASED EFFICIENCY? By Marc Grangier THERE’S NOTHING NEW in mergers and acquisitions and in the last decades, many Business Aviation companies have changed hands. Learjet has been one of them, as well as Gulfstream, Galaxy Aerospace, Piper Aircraft, Rockwell International, Eclipse Aviation, Bell Helicopter, Hughes Helicopters, Page AvJet, Butler Aviation, Maguire Aviation, Transairco and Jet Aviation, to name but a few. Some deals went on well, others were unsuccessful. Textron Aviation Recently merger and acquisition activity is increasing. And, last December, we learnt that Textron (already owner of Bell Helicopter, Cessna Aircraft and Lycoming), which officially announced, as we have already mentioned it in BART’s previous issue, that it had reached agreement to purchase all outstanding equity interests in Beech Holdings, LLC, the parent of Beechcraft Corporation, for approximately $1.4 billion in cash. Textron Chairman and CEO Scott C. Donnelly and Bill Boisture, CEO of Beechcraft both stated that this was a tremendous opportunity to extend their general aviation business and to create a broader selection of aircraft and a larger service footprint. Boisture also admitted that Textron’s experience in the industry and its willingness to invest in and maintain the Beechcraft brand made it an ideal parent company. Since its emergence from Chapter 11 protection in February 2013, the market has responded positively to the new Beechcraft Corporation. Last February, it announced its fourth-quarter and year-end 2013 delivery data. In the fourth quarter, the company delivered 72 commercial aircraft compared to 48 in the same period the previous year. Throughout the entire year, the company saw a 64 percent increase in deliveries with 205 commercial aircraft delivered during 2013 compared to 125 in 2012. Deliveries of 24 - BART: MAY - JUNE - 2014
King Air series aircraft rose from 89 in 2012, to 135 in 2013 – a 52 percent increase year over year. In the piston aircraft segment, which includes the G58 Baron and G36 Bonanza, deliveries rose from 36 in 2012, to 70 in 2013 – a 94 percent increase year over year. The transaction was unanimously supported by Beechcraft’s board of directors and it was expected to close during the first half of 2014, subject to customary closing conditions including regulatory approvals. One can only hope that this latest Textron’s acquisition will be a full success, and that Beechcraft workforces, which have already diminished after last year’s bankruptcy, won’t shrink again. According to a financial analyst BART talked to, their brands are rather complementary and should not create any friction between them. Furthermore, the combined companies should be able to pick and choose their strongest offerings and prune back some weaker models. Cessna could then be able to boost its lineup of propellerdriven aircraft as it seeks to counter a slump in its business-jet sales. However the biggest challenge, to squeeze out costs in order to attain the best synergy, might be the combination of both support and service networks, though it was reported that initially Beechcraft would continue as a separate brand.
$
Rockwell Collins and ARINC Another move at the end of last year was the announcement by Rockwell Collins of its acquisition of ARINC Incorporated from The Carlyle Group for $1.4 billion. This acquisition - less surprising that that of Beechcraft as ARINC had been listed for sale since 2010 - was successfully completed on December 23rd 2013. For Kelly Ortberg, Rockwell Collins Chief Executive Officer and President, “this acquisition is a natural fit for Rockwell Collins. It accelerates our strategy to develop comprehensive information management solutions by building on our existing information-enabled products and systems and ARINC’s ground–based networks and services to further expand our opportunities beyond the aircraft.”
ARINC broadly touches the entire aviation eco-system, including pilots, operators, maintenance, passengers, controllers, regulators, security, and airport operations. When completed, the acquisition will shift
the balance of Rockwell Collins’ business to approximately 54 percent commercial and 46 percent government. “ARINC’s strong customer base, high customer retention rates and subscription business model will help the company achieve accelerated growth and benefit from greater earnings consistency throughout the commercial aviation business cycle,” added Ortberg. For ARINC Chairman and Chief Executive Officer John Belcher, “Rockwell Collins’ expertise in managing information onboard the aircraft, coupled with our innovative and reliable air to ground communications services, will be instrumental in providing new integrated information management solutions for our customers.“ ARINC employs about 780 people in Annapolis and close to 1,800 worldwide, and the merger brings total Rockwell Collins employment to about 21,000. Rockwell Collins has plans to divest ARINC’s Aerospace Systems Engineering and Support business, based out of Oklahoma City, which has been renamed Rockwell Collins Information Management Services. No layoffs are planned. On the contrary, Ortberg indicated the company could start adding new
workers within a year, after integrating the two companies, which should take about six to nine months.
$
Flexjet Always at the end of last year Bombardier announced the closing of the sale of Flexjet’s activities to Flexjet, LLC, a newly created company funded by a group led by Directional Aviation Capital (which already
Air and API). The previously announced total consideration of US$185 million, following purchase price adjustments, is now estimated at US$195 million, including the assumption of an estimated US$70 million of customer advances by the acquirer. This transaction
has received the approval of all appropriate regulatory authorities and other consents from government bodies in the U.S. As a result of this closing, a firm order by Flexjet, LLC for 115 business aircraft (25 Learjet 75s, 60 Learjet 85s, 20 Challenger 350s and 10 Challenger 605s) has been confirmed. The agreement also includes options for an additional 150 business jets. The transaction for the firm aircraft order is valued at approximately US$2.4 billion based on 2013 list prices. If all the options are exercised, the total value of the order will be approximately US$5.6 billion, also based on 2013 list prices.
holds investments in other companies related to Business Aviation , such as Nextant Aerospace, Constant Aviation, Everest Fuel Management, Sojourn Aviation, Spinnaker
Luxaviation Finally, as we were going to press, we learnt that Luxaviation, the Luxembourgish Business Aviation group, had acquired Unijet and was therefore becoming the third largest European Business Aviation group. This acquisition was made through its Belgian subsidiary Abelag. Based at Le Bourget, Unijet will provide the group access to the premier European Business Aviation airport. With this acquisition, the new group increases its staff to 350 employees and operates sixty business planes including one third of long-range jets spread over Benelux, Germany and France.
$
BART: MAY - JUNE - 2014 - 25
CEO S CORNER By Fabio Gamba EUROPEAN OFFICIALS and politicians are used to hearing that one industry, or sector, is absolutely vital to Europe. They’ve heard it dozens of times, maybe hundreds of times. I could, but I will – partly – refrain from doing so. The nice thing is that there are at least some people in the European institutions that are convinced of Business Aviation’s importance. For instance there are those that called for the implementation of core aspects that BA/GA need in order to thrive. The document: “An Agenda for a Sustainable Future of General and Business Aviation” (February 2009),
Fabio Gamba, Chief Executive Officer of the European Business Aviation Association.
was a stroke of genius, and it gave rise to a visionary document. It was able to capture the essence of the conundrums faced by Business Aviation; in particular it underlined two major aspects which were already topical back in 2009 and which, even more so today, summarise the woes of Business Aviation: I am referring to 1) SPECIFICITY, i.e. the need for proportionate regulation, and 2) ACCESS, i.e. the need to secure access to the existing infrastructure (both in the air and on the ground)
26 - BART: MAY - JUNE - 2014
HEARD IT ALL BEFORE?
Have we progressed on these two points? Yea-and-nay, or more prosaically, we’re sort of faced with a mixed situation: Let me start with ACCESS, which our Board defined as the single most pressing issue. ❍ We were allowed not so long ago in the Heathrow or Main of this world. But we got progressively squeezed out. OK, we’re not desperately seeking access to these airports. Their capacity at handling traffic in a flexible way is notoriously poor. Because of holding delays, long taxying routes and so on, unless
for interlining purposes, it make no sense for us to fly there. But the same cannot be said about secondary airports, the Brussels, Geneva, Düsseldorf, Luton or Linate of this world. When they are schedule facilitated, BizAv can find a modus vivendi in coordination with airlines and the airport in question. But when these become level 3 fully-coordinated airports, we inevitably lose our historical rights; ❍ The new Regulation on slots doesn’t fix this. It took us a lot of efforts and the graceful support of a few amongst you
PREVIEW
EBACE 2014
EUROPE ON THE MEND
EBACE 2014 the only European show dedicated exclusively to Business Aviation is set to return to Geneva from May 20 to 22. And this year you can expect new sales announcements, the debut of new aircraft and an update on the latest trends in the Business Aviation sector.
European Business Aviation Trends
J
ESTABLISHED
EBACE quickly evolved to become one of the world s largest Business Aviation shows.
ointly sponsored by the NBAA and EBAA, this year’s event returns to Geneva’s Palexpo convention center, with the static display at the adjacent Geneva International Airport. Organizers of EBACE 2014 expect to build on the success of last year’s event. As of printing, organizers say that exhibitor space is filling up fast, with numbers outpacing the final totals of last year’s show. Attendance is expected to exceed 12,000, coming from around the world. The static display is also shaping up to play host to the latest and greatest aircraft, with an expected 50 to 55 aircraft to be on display when the show opens. “EBACE has proven to be the premier Business Aviation marketplace in Europe, and the best forum for promoting the industry,” says Kathleen
28 - BART: MAY - JUNE - 2014
Blouin, NBAA’s senior vice president, conventions and forums. “If you use an airplane for business, EBACE2014 is a can’t-miss event as it’s the only show in Europe that brings together all of the latest aircraft and aviation equipment and the top experts in aviation, including renowned figures in business and aviation.”
In addition to meeting with exhibitors and viewing aircraft on display, EBACE2014 attendees have access to a full slate of educational opportunities, ranging from day-long seminars on topics such as safety and international transactions, to shorter education sessions focusing on emissions trading, optimizing the Business Aviation value chain and much more. After four tough years of austerity and rising taxes, the economies of many European nations are on the mend. At an education session on May 20, a panel of international aviation experts will address the question everyone in Business Aviation would like answered: Will Business Aviation profit from the developing upturn in the European economy? The session, to be presented by Pete Bunce, president and CEO of the General Aviation Manufacturers Association (GAMA); David Marsh, Eurocontrol; Charles Schlumberger, World Bank; Alasdair Whyte, Corporate Jet Investor; and a representative from Ascend, will analyze macroeconomic and operational indicators to forecast the impact on business aviation.
PREVIEW Despite growth in other regions of the world since the recession ended, the industry is still trying to determine whether Europe’s share of worldwide general aviation aircraft sales — which has plummeted from 25 percent to 15 percent — is the “new normal,” according to Jens Hennig, GAMA’s vice president of operations. “It appears that Europe is still continuing to struggle its way through economic uncertainties,” says Hennig, noting that other markets seem to be stabilizing. There are market differences between Western and Eastern Europe, however, which are cause for optimism, and the European market for large intercontinental jets is doing better, according to Hennig. Furthermore, aircraft deliveries often lag behind market demand. Even so, “2013 was one of the toughest years [in Europe] that we have seen,” says Hennig. The industry experts at the EBACE session will also discuss the significance of the still-declining European flight operations. Although activity continues to decline, the trend is improving, with a three-month decline of 0.4 percent year-over-year from January 2013 to January 2014, which is the smallest in over two years. The implementation of Single European Sky, the European Air Traffic Control modernization program, and its delays, is also sure to be a topic of discussion, as regulatory and policy uncertainty affect overall European aviation operations and impact operators making decisions on how to equip their aircraft for the future.
INFLUX
Over 12,000 people from around the world will make their way to the show.
The European Perspective As EBACE is a European show, it only makes sense that it feature the viewpoints of European leaders – which is exactly what the Opening Session aims to do. Frank Brenner, director general for Eurocontrol; André Kudelski, vice chairman of Geneva International Airport and chairman and CEO of the Kudelski Group; and Roland Werner, state secretary of transport, Saxon State
30 - BART: MAY - JUNE - 2014
EBACE 2014
Ministry for Economic Affairs, Labour and Transport, are slated to speak at EBACE’s opening session. Brenner, who has worked in air traffic control his entire career, joined Eurocontrol as deputy director general in 2012 and was named director general in January 2013. Prior to that, he was general manager for operations at FABEC, the organization that oversees air traffic in Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland. He has also served as vice chairman of Eurocontrol’s Performance Review Commission and as a member of the Performance Review Body. Much of Brenner’s career was spent working for Germany’s air navigation service provider, DFS, and in the organization that preceded it, BFS. Kudelski began his career in 1984 as a research and development engineer with Kudelski SA. In 1986, after working for several months with a firm in Silicon Valley, he returned to work in the family business, first as pay TV product manager and then as director of Nagravision SA, a company in charge of the pay TV sector. Kudelski then took over from his father Stefan Kudelski and was named chairman and CEO of the parent company Kudelski SA in 1991. In addition, he serves as vice chairman of Geneva International Airport and on the board
of several other companies and organizations. Werner has served in his current position since 2009. Prior to that, he was executive director of the FDP group in the Saxonian Parliament from 2006 through 2009. From 2000 to 2005, Werner was the personal advisor and spokesman to the chairman of the FDP parliamentary group in the Deutscher Bundestag, Dr. Wolfgang Gerhardt. From 1997 to 2000, he served as the personal advisor to member of Parliament Dr. Guido Westerwelle. “We are delighted to have these aviation leaders as speakers at the Opening General Session of EBACE,” says NBAA President and CEO Ed Bolen. “We’re looking forward to hearing their informative and insightful perspectives on aviation in Europe, and we anticipate a strong opening to a successful event.” “EBACE is widely recognized not just as a premier marketplace, but as a venue for substantive discussion about the challenges and opportunities facing business aviation in Europe,” adds EBAA CEO Fabio Gamba. “Having these highly regarded authorities at the event’s Opening General Session will be highly valuable in fostering that discussion.”
✈
rolls-royce.com
CorporateCare®a global liquid asset
Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com.
Trusted to deliver excellence.
PREVIEW
EBACE 2014
BOMBARDIER BUSINESS JETS FAMILY TEAMS UP IN GENEVA By LeRoy Cook
W
ith one of the broadest product lines in the aerospace industry, Bombardier is showing its growing lineup of business aircraft at EBACE 2014. The Bombardier business jets are comprised of three divisions; the light-jet Learjet family with 50 years of production in Wichita, Kansas, the large-cabin Challenger line built in Montreal, Quebec and the ultra-long-range Global aircraft, built in Toronto, Ontario and completed in Montreal. Each grouping serves a distinct market with models targeted to customers’ needs. Total 2013 deliveries remained steady, even though deliveries of Bombardier’s light jets were held down by the shift from Learjet 40XR and 45XR production into the replacement Learjet 70 and 75 models. However, deliveries of the long-range Global and large-cabin Challenger airplanes saw a boost in numbers over 2012, resulting in an overall 2013 yearend business jet total slightly above that of 2012.
EXTENSIVE
Bombardier has one of the broadest product lines in the aerospace industry, and the Learjet 60XR is one exciting example.
Learjet Models Bombardier’s Learjet light-to-midsize business jet division has been given reason for optimism, spurred a tidy backlog, including 60 orders from one customer for its forthcoming mid-size Learjet 85. In late 2013, fractional ownership provider Flexjet LLC increased its previous Learjet 85 order to 60 firm purchases, and Flexjet also holds options for an additional 45 of the Learjet 85s. With the other Bombardier products it has on order, Flexjet LLC could eventually take up to 245 of the company’s airplanes. The Learjet 85 will be in full flight test mode by EBACE time, having received its FAA flight test permit on 19 February. The new largely-composite midsize model will target a highspeed cruise of Mach 0.82 and be capable of a 3,000-n.mi. range. The high-capacity Ethernet network in the
32 - BART: MAY - JUNE - 2014
Cabin Management System and a Bombardier Vision flight deck that incorporates Rockwell Collins’ ProLine Fusion suite brings the latest technology into the Learjet 85. FAA certification of the Learjet 75 was received in mid-November, 2013. It and the Learjet 70 sistership are transitioned from the earlier Learjet 45XR and Learjet 40XR; the Learjet 70’s certification is following closely behind the Learjet 75. The Learjet 75 and 70 feature upgraded Honeywell engines that improve high-and-hot airfield performance by up to 9% and add as much as a 4% increase in fuel efficiency, with the help of new canted winglets. The Learjet 75 and 70 also
feature a Bombardier Vision flight deck, using a Garmin G5000 avionics suite that replaces the 45XR and 40XR’s Primus 1000 avionics, and they share interior design touches from the Learjet 85. The Learjet 60XR continues as a light jet capable of carrying up to 9 passengers and offering a range of over 2,400 n.mi., with a Mach 0.81 cruise speed. While marketed as light jets, the Learjet line offers big-plane features like APUs and twin-wheel maingear. Challenger Series The Bombardier Challenger 350 super-midsize jet is nearing entry into service, augmenting the Challenger
PREVIEW
EBACE 2014
300 in the lineup. A much-improved aircraft, the 350 has larger windows, more payload with higher operating weights, 7% added thrust from the Honeywell HTF7350 engines, a strengthened and wingletted wing, and Rockwell Collins ProLine 21 Advanced avionics. Double-club seating in the cabin and 3,200-n.mi. range bring added value over the Challenger 300. NetJets evidently sees a great future in the aircraft, in that the fractional operator has placed a 75-ship order with 125 options, worth over $5 billion US. Bombardier’s Challenger 605 largecabin business jet brings comfort and spaciousness, with room for up to 12 passengers and a 4,000 n.mi. range capability. The even-larger Challenger 850, developed from the CRJ200 airliner, has a range in excess of 2,800 n.mi. and can fly at up Mach 0.80., configured for seating up to 14.
Global ADVANCING
The Challenger 605 (top right) and Global 6000 are progressing steadily; expect more updates at EBACE.
On 31 January, Bombardier announced a sizable order from an undisclosed customer for Global ultra long-range business jets, incorporating a mix of the Global 6000, 7000 and 8000 variants, worth approximately $537 million US. “We
34 - BART: MAY - JUNE - 2014
are confident that the Global aircraft product line’s strong momentum will continue in 2014,” said Eric Martel, president of Bombardier Business Aircraft. “The leadership of our products in terms of range, cabin volume and comfort, as well as state-of-theart technology, is once again confirmed by this order.”
The Global 6000 (previously known as the Global Express XRS) offers just over 2,100 cubic feet of cabin space and can carry 8 passengers, plus augmented crew, from Paris to Tokyo non-stop, given its 6,000 n.mi. range. The Global 6000’s Bombardier Vision flight deck offers the latest in fight technology. The Global 7000 increases cabin volume by 20% over the 6000, allowing a four-zone cabin, High speed cruise is to be Mach 0.90 and range at Mach 0.85 will reach 7,300 n.mi. Ten passengers can be carried non-stop from London to Singapore. The Global 7000 is scheduled to enter service in 2016. The extremely-long-range Global 8000 offers slightly less cabin space than the 7000, but will deliver a range of up to 7,900 n.mi. at Mach 0.85, taking eight passengers from Sydney to Los Angeles non-stop. Entry into service is expected for 2017. Given its expertise in railroad technology, turbofan and turboprop airliners, fire-fighting amphibious aircraft, and light/mid-size, super-midsize and ultra long-range business aircraft, Bombardier is uniquely positioned to supply transportation needs. We can expect additional product announcements from Bombardier at EBACE.
✈
The all-new Turbine Mallard combines classic quality with unmatched speed, comfort and style on land, sea, and air.
1- 8 17- 5 5 6 - 0 7 0 0
|
W W W. M A L L A R DA I R C R A F T.C O M
PREVIEW
EBACE 2014
A MEETING OF MINDS AT CESSNA AND BEECHCRAFT By Paul Walsh
T
he last time we visited Cessna and Beechcraft it was clear that both companies had adopted similar strategies, committing to efficiency and lean manufacturing and positioning themselves for success once Business Aviation markets returned. Indeed, it occurred to us that this shared philosophy could translate into a joint company combining the expertise of two of aviation’s most famous names. Could a giant pooling of resources return Wichita to its former glory? And then it came to pass; in December 2013 Cessna Parent, Textron acquired Beechcraft’s parent Beech Holdings for approximately $1.4 billion, bringing the two companies together in a combined segment called Textron Aviation, while keeping the individual brands distinct. Some commentators are calling the acquisition a marriage made in heaven, with Beechcraft’s twin-engined King Air turboprop line slotting in easily between Cessna’s single-engined Caravan and its light jets. Indeed one of Cessna’s big opportunities will be in convincing King Air owners to upgrade to the Cessna Citation Mustang or M2. With Cessna and Beechcraft already extremely lean organizations it is unlikely that there will be huge workforce cuts, although estimates still say there is potential for $65 million in annual synergies as a result of the acquisition.
JOINED
After months of speculation both Cessna and Beechcraft now belong to the same company: Textron Aviation.
Moving Forward Soon after the announcement we saw renewed activity from both divisions. Cessna kicked it off by adding to their Cessna CJ-series with the new CJ3+, which includes a fully integrated Garmin G3000™ avionics suite, all-new interiors with a redesigned cabin and cockpit, new pressurization, and new diagnostics systems.
36 - BART: MAY - JUNE - 2014
“The CJ3+ is another example of how Cessna listens to customers to deliver an aircraft that meets their aviation needs now and in the future,” says Kriya Shortt, Senior Vice President, Sales and Marketing. “Customers are already pleased with the CJ-series, but they also appreciate the new features of the G3000 system. Combining all these avionics features with a fresh new interior and other significant upgrades strengthens an already powerful jet and makes its value proposition even more compelling for customers.” Additional features of the CJ3+’s new G3000 avionics include improved turbulence detecting weather radar, TCAS II, advanced Terrain Awareness Warning Systems (TAWS), a wireless media server, Garmin integrated cockpit and cabin Iridium phone, and high speed internet capabilities from Aircell. The CJ3+ includes the installation of automatic dependent surveillance-broadcast (ADS-B) capabilities, bringing the aircraft in compliance with this aspect of Next Generation (NextGen) air traffic control requirements. Cessna’s CJ3+ is expected to receive FAA certification during the second half of the year, with deliveries following afterward.
The company also announced a recent testing milestone with the Citation Latitude. In only the aircraft’s third flight, the Latitude prototype has successfully achieved full envelope performance for maximum speed (440 KTAS, 506 mph), Mach speed (0.80) and altitude (45,000 ft). The aircraft was cleared for a direct climb to 45,000 ft with a gross takeoff weight of 29,000 pounds. “Following the first flight, we are seeing the Citation Latitude’s high-speed capabilities. The Latitude is an aircraft that delivers a lot of firsts from Cessna – the wide fuselage, the stand-up cabin with a flat floor, auto-throttles, the electric door and the improved cabin environment,” says Scott Ernest, Cessna president and CEO, “All these achievements stem from listening to the voice of the customer and getting down to the business of delivering what customers need and desire. Cessna’s Citation Latitude is a breakthrough aircraft in many ways, and these successful flights are a testament to our rigorous testing procedures. The Citation Latitude is a clear and resounding affirmation of Cessna’s commitment to new product development, and we feel it delivers an
incredible amount of performance and style to the mid-size category.” “From an engineering perspective, I am very proud our team has designed an aircraft that is proceeding in a very predictable, reliable manner and displaying characteristics of a very mature system in its first few flights,” adds Michael Thacker, Cessna senior vice president of engineering.
covered too, signing a long-term engine service agreement with Pratt & Whitney Canada (P&WC) to support the PT6A-60A engines powering the Wheels Up King Air 350i aircraft. Under this renewable agreement, the Wheels Up King Air 350i fleet will be enrolled in P&WC’s world-class Gold Eagle Service™ Plan (ESP® Program).
Meanwhile the Hawker 400XPR upgrade program is showing great promise with three aircraft now undergoing final airframe modifications. Its first customer aircraft had a Rockwell Collins Pro Line 21 avionics system installed in 2013 as part of the upgrade program and re-entered into service. It recently returned to
Wheels Up named Beechcraft as its comprehensive aircraft maintenance services provider for North America and Western Europe as part of its King Air 350i order for up to 105 aircraft announced in August. “We are delighted to partner with Pratt & Whitney Canada to provide this comprehensive engine maintenance service for our customer Wheels Up, in support of the largest order of propeller aircraft in general aviation history,” said Christi Tannahill, Beechcraft senior vice president, Global Customer Support. “This elite program has a proven track record of optimizing costs and providing peace of mind, which will be beneficial for Wheels Up and how it will utilize its fleet of King Airs.”
Beechcraft for additional modifications, including the installation of genuine Hawker winglets and Williams International FJ44-4A-32 engines. The second aircraft is receiving new engines, winglets and the Aircell ATG 2000 WiFi Internet and voice package, while the third aircraft is receiving new engines, winglets, paint and interior. Beechcraft offers the exclusive factory designed, engineered and supported upgrade package for the Hawker/Beechjet 400. The upgrade includes several factory approved airframe modifications that significantly improve performance, operating cost and resale value.
Beechcraft reborn Meanwhile Beechcraft has established a rock solid sales platform. Deliveries of King Air series aircraft rose from 89 in 2012, to 135 in 2013 – a 52 percent increase year over year. In the piston aircraft segment, which includes the G58 Baron and G36 Bonanza, deliveries rose from 36 in 2012, to 70 in 2013 – a 94 percent increase year over year. “The Beechcraft team worked collectively to put this company in a strong position in 2013, which began with a solid first quarter and momentum that continued throughout the year,” said Bill Boisture, CEO at the time. “In addition to the impressive full-year delivery numbers, we saw our highest booking rates in years and had solid revenue from servicing Hawker and Beechcraft aircraft in both the commercial and military segments.” Among highlights for Beechcraft was the largest general aviation propeller aircraft order in history, valued at up to $1.4 billion to deliver up to 105 King Air 350i aircraft to Wheels Up. Once that announcement was made we learned that Beechcraft had the maintenance side
✈
LAUNCHES
Cessna s Citation CJ3+ (center left), launched in early 2014, Scott Ernest, Textron Aviation President and CEO (center right), Beechcraft King Air 350i Interior (below right).
BART: MAY - JUNE - 2014 - 37
PREVIEW
EBACE 2014
FALCON FAMILY SET TO GROW AGAIN
REPEAT
The 5X stole the show at NBAA. Will the 8X make a similar impression at EBACE?
Just five months after announcing the launch of the Falcon 5X at NBAA 2013, Dassault arrives in Geneva set to announce the latest edition to the Falcon family the Falcon 8X. By Nick Klenske
N
ot one to sit still, Dassault is expected to announce the launch of the new Falcon 8X at EBACE. The announcement comes only five months after the highly anticipated launch of the 5X last fall. Rumors of the aircraft have persisted for some time now, and Dassault has often alluded to its existence as project M1000 or the Falcon 7X M1000. Needless to say, the 8X designation gives the jet a much more contemporary brand identity. The 8X, which is still under development, will sit at the top of the company’s product line. The jet will offer a 1 meter stretch of the Falcon 7X and include an additional 500 nm range. This increase will occur by adding an extra meter to the 7X’s main fuselage 38 - BART: MAY - JUNE - 2014
barrel, along with a rework of the fuselage’s rear section in order to accommodate the increase in weight. Other alterations include reworked wings to offer extra strength necessary to balance the heavier fuselage. These changes will allow for an increased fuel load, which allows for the increased range. Although little is known about the jet, it is rumored that Dassault has in fact been discussing the new jet with customers for some time – so perhaps initial sales news can be expected at EBACE. Of course there are still rumors of a future Falcon 9X floating around, and whispers will surely be heard in Geneva. It is likely that the 9X will be a stretch of the currently-in-development 5X, thus potentially seeing it launched in the next two years. The Falcon 5X If you’re not one for rumors, it’s a safe bet that there will be plenty of talk about the Falcon 5X. Unveiled in Las Vegas at the National Business Aviation Association’s annual convention, the company bills the Falcon 5X as an industry breakthrough, offering
Like nothing on earth.
No matter how exclusive your wishes are, Lufthansa Technik VIP & Executive Jet Solutions can implement them. With our dedication to unrivaled perfection, we set new standards in interior completion. Our customers receive both the latest technical solutions and outstanding designs. It all adds up to VIP solutions that will leave you breathless. Lufthansa Technik AG, marketing.sales@lht.dlh.de Call us: +49-40-5070-5553
www.lufthansa-technik.com/vip-services
More mobility for the world
PREVIEW
PIONEER
Dassault s 7X still generates hype years after its launch.
the largest cabin cross section of any purpose-built business jet and fuel efficiency as much as 50 percent better than competing aircraft. “The Falcon 5X is the new benchmark for the creative use of advanced technology in Business Aviation,” says Eric Trappier, Chairman and CEO of Dassault Aviation. “Using design and manufacturing software and systems pioneered by Dassault, we have been able to build a larger, more comfortable and more capable aircraft that is also more environmentally friendly and much more economical to operate compared to other airplanes in its class.” The Falcon 5X represents an important addition to the Falcon product line, expanding its offering in the large-cabin segment. The new jet has a cabin height of six feet, six inches (1.98 m), an important consideration for passenger comfort on flights of 10 or 11 hours’ duration. The 16-passenger aircraft has a range of 5,200 nautical miles (9,630 km), connecting Los Angeles with London, Sao Paulo with Chicago, Johannesburg with Geneva or Paris with Beijing. Functionality and modern style blend in the cabin. The company conducted extensive research into new cabin technology and styling techniques that will greatly enhance passengers’ sense of spaciousness and comfort. The new aircraft’s digital flight control system represents a major advance in making aircraft control more precise, easier and safer. The
40 - BART: MAY - JUNE - 2014
EBACE 2014
system integrates all moving control surfaces for the first time, including an additional control surface called a ‘flaperon’, that allows steep approaches at slow and safe speeds. It also integrates nose wheel steering for safer runway handling in strong crosswind conditions and on wet or slick runways. Dassault Aviation is a leader in digital flight control technology having pioneered it on fighters four decades ago and having introduced the first business jet with digital flight controls, the Falcon 7X, in 2007. Honeywell will provide the 5X with a new generation of the Falcon series’ EASy all-digital cockpit, as well as its most advanced radar, capable of detecting turbulence at greater distances than current models. The cockpit will feature the industry’s most advanced “head-up display” technology, provided by Elbit Systems. The new HUD will combine “enhanced vision” and “synthetic vision” for unsurpassed situational awareness, even in total darkness, fog or dense haze. Enhanced vision uses infrared sensors to display terrain in darkness and reduced visibility. Synthetic vision uses a global terrain database for the same purpose. In the 5X, they will be combined for the first time on the head-up display providing a high fidelity view of the outside world even when actual visibility is zero. The aircraft will be powered by newgeneration Silvercrest engines from Safran Snecma, the French-based engine maker and 50-percent partner
with General Electric in CFM, which builds the world’s bestselling jet engine, the CFM56. “The Silvercrest engine is 15 percent more fuel efficient than other engines in its power class; Emissions are dramatically lower than current standards, and the engine is remarkably quiet,” said Trappier. “Dassault Aviation and Snecma worked closely to marry the aircraft and the engine for optimum efficiency and performance. The companies have a long history of close collaboration”, Trappier noted. Snecma provides the M88 engines for the supersonic Rafale fighter. Both aircraft and engines will have the industry’s most advanced real-time self-diagnosis onboard maintenance system. These computerized monitoring systems report service issues immediately to ground-based service hubs, so maintenance teams can begin to respond while the aircraft is still in the air. Snecma’s ForeVision™ health monitoring system, which equips the Silvercrest, can forecast when maintenance will be required several flights or even hundreds of flight hours in advance, making scheduling easier and ensuring availability of the aircraft when it is needed. In November the jet performed its first simulated flight, completing an important milestone in the development program.
✈
Other companies may lease you a jet. Only Comlux offers you the complete luxury solution to the most demanding aviation needs. Buying, Managing, VIP charters, Designing and building your own cabin. Flying your own routes to your own timetable. MORE THAN A LUXURY AIRCRAFT, THE FREEDOM TO MAKE THINGS HAPPEN YOUR WAY Freedom is your greatest luxury. Comlux, the complete luxury aviation service. For more information contact us at fly@comluxaviation.com, call us on +41 43 888 7250 or visit www.comluxaviation.com
PREVIEW
EBACE 2014
EMBRAER S BRAZILIAN HEAT
By Ivan Veretennikov
E LEADER
Embraer Executive Jets has risen to become one of the world s leading business jet manufacturers. Lineage 1000 (top).
mbraer is continuing to progress and expand on the Business Aviation market, capturing new segments and finding new customers for its growing lineup. A company that recently, it seems, had just one aircraft on offer is now delivering 5 models and looking to certify two more in the near future. Its forward-looking development strategy has already earned it a spot among the top Business Aviation manufacturers, while its aggressive marketing may see it overtaking its competitors using a combination of advanced technology, good value, and stylish design all driven by true Brazilian passion. Embraer Executive Jets reported total deliveries of 119 business jets in 2013, of which 90 were light and 29 were large aircraft. More specifically, the breakdown is as follows: 30 Phenom 100, 60 Phenom 300, 21 Legacy 600/650, 4 Lineage 1000 and 4 more ERJ corporate shuttles. This is an improvement on 2012 with 99 deliveries, both in number and value. As of today, a total of over 740 Embraer business jets have been delivered. The outlook for next year is flat, with Embraer expecting to deliver
42 - BART: MAY - JUNE - 2014
between 80-90 light jets and 25-30 large jets in 2014. Big news came on the management side, as Marco Túlio Pellegrini took over the position of President and CEO from Ernest Edwards, after the latter left the post late last year. Support On the support side, there is a total of almost 70 service centres worldwide, 6 owned by Embraer and the rest authorized. In 2013, a 200,000 sq ft service centre opened in São Paulo,
representing a US$25 million investment. Plans for 2014 include a joint effort with Flight Safety International to train maintenance crews for the new Legacy 450/500 aircraft. As for the changes and updates to the product lineup, let’s take a closer look at what’s going on. The Phenom 100 changed quite a lot in 2013, receiving a new speed brake / ground spoiler combo. This new mechanism helps the aircraft lose speed and altitude faster and reduces lift when it is rolling along the runway. The upgrade was deemed necessary as there have been a couple of incidents involving Phenom 100 aircraft going off the runway, attributed to pilot error but substantial enough for the company to consider augmenting the design. Another update will have owners rubbing their hands together in anticipation: 11 completely new interior configurations and completion options are available, while 3 of the 4 cabin seats can now move and swivel, adding to the comfort and flexibility of the airplane. Although light, the Phenom 100 does feature a rather big cross-section for its class, so this additional convenience will be much appreciated. A Phenom 100E designation was introduced to underline the enhanced performance and appeal of the upgraded machine. The new Garmin G3000-based Prodigy cockpit, with touch screens used to manage system settings instead of trackballs or joysticks, should be a joy for pilots of the Phenom 300, as this upgrade is available for the aircraft and will be featured as standard on all new planes. What’s more, Embraer has persuaded aviation authorities that the Phenom 100 and 300 are similar enough to be considered different variants under one type certificate. This will mean faster transition between the types for crews, as well as easier maintenance and some other benefits for operators or companies who have both models in their fleet. The 90 deliveries of the pair last year prove the continued success of these two light aircraft, whose main competitors from the Cessna CJ lineup are struggling to keep up even though there are five models to choose from.
Two more aircraft, nothing short of revolutionary, will put up a fight with the manufacturer from Kansas and also take on competition from Bombardier and Gulfstream. The Legacy 450 and 500, differing mainly in flight range and cabin length, are on track for first deliveries this and next year (Legacy 500 coming first), with the 450 making its first flight just before New Year’s Day. The only notable changes in the program were announced when the maximum range of the Legacy 450 was increased from 2,300 nm (4,300 km) to 2,500 nm (4630 km). This will pitch it squarely against the Cessna Latitude and open up routes such as New York to LA or New Delhi—Beijing. Manufacturing The company is looking to manufacture these new aircraft at its Melbourne, FL facility where USbound Phenoms are currently assembled. The new Legacies will also be constructed in Florida for US customers, while rest-of-world buyers will get their machines from the headquarters in Gaviao Peixoto. Both Florida and Brazil are great places for an aircraft acceptance ceremony, so none will be worse off. Chinese film superstar Jackie Chan, owner of a brightly painted Legacy 650, is also in line to get the first Legacy 500 in China in 2015. He will probably go to Brazil to collect his aircraft, as the manufacturer has not announced plans of producing them in his home country. On the other hand - and this is probably the biggest news of the year for the Legacy 600/650 program - the bestselling large business jets are already built there. 2013 saw the first flight of a Legacy 650 assembled by the Harbin factory in China, a joint venture between Embraer and the Chinese AVIC. The flight took place in August 2013. After a full systems check and extensive testing the debut was deemed a success. Thus the Legacy 650 became the first large executive jet to be assembled and flown in China. It is worth noting that the Harbin factory was initially targeted at building ERJ passenger aircraft, but due to a lack of orders it was considered more appropriate to produce business jets instead. Up to 25 orders exist as of today on behalf of Chinese customers.
Another milestone was the first delivery of a Legacy 600 featuring a new interior with Honeywell Primus Elite avionics, improved soundproofing, and the Honeywell Ovation Select cabin management system was sold in 2013. This upgrade, however, was available alongside an optional 32” credenza TV and some other features since 2012, both for the Legacy 600 and 650 models. The matter was down to somebody actually getting the aircraft in this new configuration, and Air Hamburg became the happy owner. Some changes have been made at the top of the list too. The new Lineage will be called 1000E to set it apart from the predecessor, and there are reasons for this. First, its range will be increased from 4,400nm to 4,600nm with eight passengers. Due to some structural changes such as removed blind windows (which will now also make the Lineage 1000E distinguishable from the ERJ model) and the use of new materials in the interior, the aircraft became lighter and can perform the longer legs on the same amount of fuel. While Embraer’s new interior design studio in Melbourne, headed by Jay Beever, is certainly helping reimagine this business liner (which now comes with new interior options and floorplans) as well as the other aircraft of the manufacturer, the most interesting and ambitious project came as an answer to the Robb Report “Perfect Gift” award. Designer Eddie Sotto, who had long wanted to try his hand at aircraft interiors, joined the team at Embraer to create Skyacht One, an aircraft inspired by classical yachts and themes of navigation. The aim of this striking concept was to focus on the elements that make a product stand out from others: it has to be hand-made, with great attention to detail and exhibiting unmatched craftsmanship. It has to have a background and tell a story. And it must be a joy to own, an everyday source of pleasure. According to Eddie Sotto, such a project could only have been done with Embraer. It is easy to see why, as the manufacturer continues to improve its existing products, broaden its production and support network, and push forward with revolutionary developments that may prove crucial in deciding the market share between major players in the coming years.
✈
BART: MAY - JUNE - 2014 - 43
PREVIEW RECORDBREAKING
EBACE 2014
By LeRoy Cook
A
Gulfstream s s Gulfstream Aerospace’s celebrated G650 European fleet presence continis racking up city ues to grow, the company has pair records made increased commitments to supacross the world. port in Europe. In the past five years, the number of Gulfstream aircraft in the region has nearly doubled, from 109 at the end of 2008 to 196 on 31 December, 2013. In addition, the total of all Gulfstream airplanes in service in Europe, the Middle East and Africa has grown to more than 340 aircraft. With sister company Jet Aviation, which is well represented regionally with seven European support facilities, Gulfstream Aerospace makes up the Aerospace group of corporate owner General Dynamics.
GULFSTREAM S RECORD BREAKING SUCCESS CONTINUES The G650 flagship, on the other hand, shook off headwinds of over 100 knots during its own record-setting flight from Honolulu to Singapore’s Changi International airport, flying the 5,909 n.mi. in just over 14 hours and averaging Mach 0.85. The long-legged G650 had already garnered a roundthe-world record in October, 2013, when it circled the globe in 41 hrs. 7 min.
CRUCIAL
Maintenance support is vital in Gulfstream s strategy.
Now that the newest members of the Gulfstream family, the G650 and G280, have marked their first year in service, it is to be expected that updates will be issued at EBACE covering the fleet’s growth and service experience. An impressive set of city-pair records were generated in early 2014 as the latestgeneration G280 and G650 traveled to the Singapore Airshow. The G280
44 - BART: MAY - JUNE - 2014
sprinted from Gulfstream’s U.S. headquarters at Savannah, Georgia, on the Atlantic coast, to Anchorage, Alaska, flying 3,206 n.mi. in 7 hrs. 41 min. It then flew to Tokyo’s Narita airport, covering 3,040 n.mi. in 6 hrs. 50 min., and hopped on to Singapore, spanning 3,032 n.mi, in 8 hrs. 9 min. Average speed was Mach 0.80; this makes 39 city-pair records collected by the G280.
Support Is Vital In order to provide added support for the newest models in Gulfstream’s growing fleet, Gulfstream Aerospace’s service center at London Luton Airport has recently gained EASA approval to perform comprehensive services on the G280, following similar approval for the G650 last year. Mark Burns, president, Gulfstream Product Support, said “Gulfstream Luton’s ability to work on our newest aircraft brings an added level of convenience to G650 and G280 operators based in Europe. With our factory-trained technicians and the addition of G650 and G280-specific tooling, we are wellequipped to meet our customer’s maintenance needs.”
ABSOLUTELY ICONIC
The Business Aviation Gateway to London Experience TAG Farnborough Airport. The ultimate business aviation airport. Be inspired by the iconic architecture. The most discreet and efficient airport experience anywhere.
www.tagfarnborough.com
PREVIEW
SUPPORTED
Gulfstream s growing fleet benefits from an efficient customer support team. Mark Burns President Product Support, Gulfstream.
Opened just over 10 years ago, Gulfstream Luton is a certified EASA and FAA repair station and holds EASA Part 21 design organization approval, enabling technicians to install and repair avionics and interiors for Gulfstream aircraft registered in EU countries. The 968-square meter hangar at Gulfstream Luton can accommodate up to 12 aircraft. A 929-square meter parts and materials warehouse is adjacent to the hangar and is currently stocked with more than $43 million in inventory, according to Gulfstream. More than 100 aircraft are serviced monthly by the Luton facility, including those on location. Last July, a new Gulfstream sales and design center was opened in central London’s Mayfair district, the first such Gulfstream facility outside the U.S. The over-500 square meter center has given international customers convenient access to Gulfstream’s sales and design staff. The showroom has leather, fabrics, carpet and veneer selections, and offers DesignBook software to create highly-realistic images of cabin interiors on touchscreen monitors or tablet computers. In the U.S., Gulfstream has announced plans to add another new Product Support Distribution Center at its Savannah, Georgia headquarters, consolidating departments currently dispersed in several buildings around the company campus. The large facility will encompass 31,411 square meters of storage/production area and 6,299 square meters of office space on three levels, housing 300 employees and $900 million in inventory.
46 - BART: MAY - JUNE - 2014
EBACE 2014
Gulfstream is also expanding its MRO service center at Georgia’s Brunswick Golden Isles airport, approximately 125 kilometers south of Savannah, adding 10,219 square meters of space to its hangar there. The $25 million project is to be completed in Q2 2015 and will increase Brunswick employment by 50 percent. The location has been a company site since 1992. Certified by FAA, EASA and Transport Canada, it serviced over 150 aircraft in 2013. At Savannah, Gulfstream plans to spend $500 million on a seven-year expansion plan.
A Complete Fleet As can be seen from the foregoing, Gulfstream Aerospace is investing heavily in its future, now that the large-cabin G650 deliveries number over 50 aircraft, currently having flown in excess of 14,000 hours. Termed the largest cabin in a purpose-built business jet, the airplane’s low cabin altitude and Mach 0.925 speed make 7,000 n. mi. trips routine. The G550 continues in production, having first reached market in 2003; it offers Mach 0.885 speed and a range of up to 6,750 n.mi. The only-slightly-smaller G450 carries 12 to 16 and can fly up to 4,350 n.mi., u si ng R oll s -R oy c e T ay 6 1 1 - 8 C engines. The G280, now approaching 18 months in service, carries up to 10 in its cabin and is powered by Honeywell HTF725-250G engines. The G280’s maximum cruise speed i s Ma ch 0 .85 a nd i ts ra n ge can extend to 3,600 n.mi. The smallest Gulfstream, the G150, carries six to eight passengers up to 3,000 n.mi. an d is powered by Ho ney wel l TFE731-40AR engines. In nearly six decades of producing aircraft exclusively designed for business aviation, Gulfstream has always striven for the superlative. First introduced by Grumman Aircraft in 1958, Gulfstreams became known for reliability and performance equivalent to, or exceeding, airline standards. As a part of General Dynamics, Gulfstream is well positioned to continue on its standard-setting course.
✈
[ know more ]
“JETNET CRM has become a crucial part of our daily business lives. I’d love to keep it as a secret ingredient to our success, but because our friends at JETNET are so incredibly helpful when we call, we have to endorse them! JETNET’s Customer Relationship Management program is a great addition to their Evolution aircraft service.” René Banglesdorf / CEO, Charlie Bravo Aviation, LLC / Client since 2008
The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com
VIsIT The JeTNeT exhIbIT AT The ebACe shoW, MAy 20-22 IN geNeVA, sWITzerLANd, booTh #6015
PREVIEW
EBACE 2014
PILATUS TAKING ORDERS FOR THE SUPER VERSATILE JET
By Nick Klenske
Pilatus has high expectations for EBACE 2014. Not only will it be exhibiting a mockup of its PC-24, its enhanced PC-12 will on the static. Expect to hear the company announce key launch customers for the PC-24, along with new orders happening at the show.
A
ccording to Pilatus, every crystal found in the mountains of Switzerland is entirely unique – which is the model they used when developing the PC-24. Billed as the only aircraft combining the versatility of a turboprop with the cabin size of a medium-light jet, and the performance of a light jet, the company is right when it says the PC-24 is a plane that simply doesn’t fit into any of the existing business jet categories. The solution? Create a new category.
ANNOUNCEMENT
Want to know who the PC-24 s launch customer is? Find out at EBACE. 48 - BART: MAY - JUNE - 2014
Which is exactly what Pilatus aims to do with its PC-24, the first (and only) Super Versatile Jet (SVJ). “The PC-24 has been engineered to be ‘off-road’ compatible from the beginning,” says Ignaz Gretener, Vice President General Aviation at Pilatus Aircraft Ltd. “Its outstanding short-field performance – even on unpaved runways – opens up an incredible level of mobility. With the PC-24, you will have access to almost 100% more airports around the world.” “What this means for the end user is that you can fly closer to your final destination than with any other business jet,” continues Gretener. “You‘ll be able to use smaller airports and avoid massive administrative procedures, and reduce ground transfer time to an absolute minimum.” The PC-24 will offer its future owners a combination of performance and versatility unrivalled by any other business jet. The cabin interior will be available in a wide choice of different configurations ranging from an executive layout with 6-8 passenger seats to a commuter setup with room for up to 10 passengers, or even combi-versions with ample space for passengers and cargo, right through to special installations for emergency medical flights. The PC-24 reaches a maximum speed of ~425 knots (787 km/h). The maxi-
mum range with four passengers is 3,610 km. The PC-24 is powered by two Williams FJ44-4A turbines, each of which produces 15,124 kN of thrust. The avionics system draws on a completely new Pilatus concept: the “Advanced Cockpit Environment” (ACE™) system, developed especially to reduce cockpit workloads. Even in 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 on the screen itself, in graphical form. “The first PC-24 prototype is currently under construction at Pilatus headquarters in Stans, Switzerland, and is scheduled to make its first flight by August 2014. A total of three aircraft will be used in the flight test program. Certification and first customer deliveries will occur in 2017. Pilatus plans to begin taking orders for the PC-24, and announce key launch customers, at the EBACE convention in Geneva, Switzerland in May, 2014” says Oscar J. Schwenk, Chairman of Pilatus Aircraft Ltd. An All New PC-12 In celebration of the 20th anniversary of the PC-12’s first delivery, Pilatus has introduced five exciting new features in its 2014 model. The additions aim to keep up with the high demand of the popular single engine turboprop. The new 2014 PC-12 NG responds to customer feedback by incorporating new technological upgrades and BMW DesignworksUSA executive interior options.
Pilatus continues its longstanding partnership with BMW Group DesignworksUSA by offering six new interior packages and a new array of exterior paint schemes crafted exclusively for Pilatus. The palettes satisfy nearly every aesthetic from understated, to expressive and natural, to technical. In the Pilatus tradition, the interior designs combine modern style with a focus on function, quality, and innovation. Responding to the increased demand for the PC-12 NG in emerging markets, for the first time, all BMW interiors will be available globally. The new model will also include electric landing gear. By replacing the PC12’s original hydraulic landing gear with a new electric system, PC-12 operators will enjoy both weight and maintenance cost savings. The electric landing gear provides a 13 lb (5.9 kg) weight savings over the previous hydraulic system, and reduces the landing gear maintenance and inspection costs. The 2014 PC-12 NG is now an all- electric aircraft, similar to the most modern airliners. In addition, the 2014 model is equipped with light emitting diode (LED) landing, taxi, recognition, navigation, and strobe lights. The tailmounted strobe light has been eliminated by incorporating its function into the two wingtip strobes. The LED lights are even more reliable due to their solid state design, and produce more light than the incandescent bulbs employed in previous models of the aircraft.
The new wireless Connected Flight Deck system is a set of four innovative iPad applications that interface with a wireless gateway system onboard the PC-12 NG. Each application is designed to enhance the efficiency of data exchanged between the aircraft, pilot, and maintenance personnel. The apps enable fast and simple wireless updates of airport, navigation and terrain databases, off-aircraft flight planning and uploading directly to the flight management system, maintenance and diagnostic recording with email to a service facility, and a moving map feature for passengers. This industry first was the result of a collaborative joint development effort between Pilatus, Honeywell, Jeppesen, and Aspen Avionics. The aircraft’s wireless entertainment system allows passengers to connect wirelessly to their favorite movies, music, and a moving map using their personal Wi-Fi enabled devices. An onboard media server with USB, Ethernet, and Wi-Fi inputs provides passengers the ability to easily connect and independently access stored movies, music, photos, XM satellite radio, and other content. The standard high resolution moving map display allows passengers to instantly track their location, speed, altitude, and remaining flight time. Pilatus also offers both satellite and ground-based options for in-flight Internet access for SPOTLESS the North American market. Pilatus aircraft are manufactured at a pristine facility in Stans ✈ Switzerland.
BART: MAY - JUNE - 2014 - 49
PREVIEW
EBACE 2014
THE HONDA JET IS COMING SOON
By Ivan Veretennikov
The entry-level HondaJet has been a noticeable feature of Business Aviation shows worldwide, always ready to surprise attendees with beautiful displays, dramatic unveilings, talking robots the list goes on.
A
FINALLY
With certification just around the corner the Honda Jet is heading for the finish-line.
nd as its long-awaited FAA certification seems just around the corner, the machine is ready to live up to the hype. The engine is finally certified, as is the new customer service facility in Greensboro, NC. Adding to the good news, the FAA issued a Type Inspection Authorization just before the end of last year, propelling the HondaJet toward the finish line. “Achieving FAA Type Inspection Authorization is a tremendous milestone for the HondaJet program and a significant step toward type certification,” Michimasa Fujino, president and CEO of Honda Aircraft Company stated recently. “We have successfully demonstrated through ground and flight testing that the HondaJet will meet certification requirements. We are now ready to begin the final stage of certification flight testing with FAA pilot participation.”
50 - BART: MAY - JUNE - 2014
Personal Project For him, this is personal. The HondaJet started as his vision of a new light aircraft that would bring breakthrough technology, advanced design, and superior performance to a class of aircraft that is as enjoyable as it is functional: the personal jet. At $4.5 million the HondaJet is not the cheapest entry-level jet, but rightly so. It is bigger and faster than the competition, flies farther and higher, and needs less fuel for the same job. Not all of its appeal, however, can be expressed with a figure. There’s also
the OTWEM, or over-the-wing engine mounting. This engineering solution makes it stand out but has also been the source of most of its problems. Fujino has been an OTWEM advocate from the start; and this system does have advantages. Indeed, removing the engine support structure from the aft end of the aircraft allows a bigger cabin, which is also quieter as the engine is not attached directly to the fuselage. The wing helps reduce the noise footprint on the ground, too. To avoid certain penalties, however, such as
drag at high speed and hefty wing reinforcements, the whole arrangement has to be fine-tuned to perfection. This, as well as breakthrough features such as natural laminar flow, an all-composite fuselage, and changes in avionics (production aircraft will feature a tailored version of the Garmin G3000 suite with touch screen controllers) kept the aircraft in the works for quite a while. Home Stretch But now it’s on the home stretch, the custom-built HF120 turbofans, developed jointly by Honda Aircraft and General Electric, were cited as a cause of delay last year when they failed to achieve FAA certification as planned. The problem is out of the way by now, and the HF120 engine was certified last December following an extensive ground and flight test program involving 13 engines accumulating over 14,000 cycles and 9,000 hours of testing.
Moreover, the FAA has issued a Type Inspection Authorization for the HondaJet just before 2013 year-end. As stated in FAA Order 8110 on Type Certification “The TIA is issued when examination of technical data required to TC is completed or has reached a point where it appears that the product will meet pertinent regulations.“ Put more simply, FAA pilots will now begin extensively testing the aircraft and its systems to make sure it meets airworthiness standards and can indeed be granted a type certificate. Six aircraft
are participating in testing, with machine number 5 outfitted with a production interior. All systems will be as on aircraft intended for customer deliveries including the futuristic G3000 avionics suite, as well as the attractive cabin that looks and feels a little different than those on competitor aircraft. This particular plane will be used in interior and cabin systems tests, as well as function and reliability testing. This and aircraft number 4 were subjected to cold weather tests last year (of temperatures down to minus 40 degrees Celsius), while number 3 successfully passed wet runway water ingestion testing. What’s more, the new 90,000 sq ft customer service and MRO facility at Piedmont Triad International Airport (KGSO) at Greensboro, NC, got Part 145 approval. This is also a key element in the certification process. “We have been working closely with the FAA to finalize our certification schedule for the HondaJet,” Fujino commented.
sure up to competition and beat it in performance – at least on paper – it has a joker up its sleeve: loan financing solutions offered in-house by a special branch of the American Honda Motor Co. holding. This may prove a crucial point in winning over potential customers, especially from established market players. As for a purely technical stand-off, HondaJet’s only real competitor will probably be the well-established Embraer Phenom 100, praised by private and corporate owners around the world and already delivered in ample quantities (about 300 since introduction in 2008) despite the market downturn. But the HondaJet has advantages here: higher cruise speed, flight range, and rate of climb, a cabin which is longer by a foot, and better economy, all with a lower MTOW and higher engine thrust. The HondaJet is an exciting light aircraft that has managed to hold the attention of the Business Aviation community for quite a while, and this
“Based on the recent FAA type certification of the HF120 turbofan engine and this TIA milestone achievement, we can expect aircraft type certification in the first quarter of 2015 with deliveries following immediately after.”
time it really looks like the wait will soon be over. Apart from those who have been very patient after placing the 100 confirmed orders, one other man will be very happy on the day of first delivery: Michimasa Fujino, for whom this will be a personal victory and a milestone of a lifetime. Who knows, maybe it will be a new chapter in aviation history. After all, when did we last see a successful newcomer in aircraft manufacturing coming out of the blue?
Attention Grabbing Honda Aircraft’s presence at KGSO is now noticeable indeed with a total 600,000 sq ft of facilities. But in a weak market type certification and even production of aircraft does not guarantee success. While the HondaJet does mea-
✈
VAST
Honda Aircraft covers 600,000 sq ft of facilities in Greensboro North Carolina.
BART: MAY - JUNE - 2014 - 51
PREVIEW By LeRoy Cook
T
he viability of turbopropeller aircraft remains strong, even though the panache afforded by acquiring a jet can be very attractive. From a practical standpoint, the economics and flexibility of turboprops make a lot of sense. Among the chief advantages are easier pilot certification, simpler operational rules and better low-altitude fuel specifics.
EBACE 2014
TURBOPROPS ROUNDUP
The Kings Of The Air Beechcraft Corporation’s King Air line has carved out a huge market niche, outlasting most of the competitors in its arena. Now celebrating its Golden Anniversary, the original King Air first flew on 20 January, 1964. 1980s. Similarly, Cessna makes only fixed-gear single-engine aircraft and therefore Beech’s piston-engine Bonanza retractable-gear single and twin-engine Baron have no counterparts at Cessna. It is to be hoped that the corporate culture of each of these long-standing iconic companies can be preserved under a single parent’s oversight. In the utility role, Cessna offers the Caravan turboprop single, which continues to fill roles in freight carriage, company shuttle and private ownership. Lacking pressurization. With its low-maintenance fixed landing gear, the simple, rugged Caravan is found in out-of-the-way places worldwide.
STEADFAST
The King Air 350i (top) and the Grand Caravan EX continue the long-standing Wichita tradition of reliable turboprops.
Precisely on the design’s 50th birthday, Beechcraft celebrated the occasion by staging a three-ship flyby over the still-extant factory in Wichita, Kansas. Current models in the King Air line include the flagship King Air 350i, the mid-size King Air 250, and the fundamental King Air C90GTx, which comes closest to the planform of the original King Air. In addition to its executive service, the 350i is adaptable to special-mission status, often flying with outsize radar housings, wingtip fuel tanks for extended loiter, and observation blisters. The 250 is the latest refinement of the Super King Air 200 that was first marketed in 1974; with 40 years of production history,
52 - BART: MAY - JUNE - 2014
the 250 carries venerable status of its own. The C90GTx continues the 90series King Air’s ability to introduce businesses to turbine-powered executive aircraft, retaining the low-mounted tailplane, Pratt & Whitney Canada PT6A powerplants and single-wheel maingear of its predecessors. Of primary interest at EBACE 2014 will be the ongoing acquisition of Beechcraft by Textron, Inc. for $1.4 billion. Textron, of course, already owns Cessna Aircraft, Lycoming engines and Bell helicopters. Merging Beechcraft into the Textron family would seem to be non-competitive on all counts, since Beechcraft no longer builds jets and Cessna hasn’t produced executive turboprops since the
Socata-Daher The Socata-Daher TBM 850 Very Fast Turboprop will be represented at EBACE with the TBM850’s quicklyconvertible Elite interior arrangement, offering added aft-cabin space by removal of the rearmost pair of seats and reversal of the middle row to a forward-facing position. For all-cargo use, of course, the forward crew door option is available, supplementing the large rear door. Over the years, the original TBM has grown and adapted to do many jobs, and with the 850-shp power upgrade, it now offers a cruise speed of 320 knots at FL260. Of the worldwide fleet of over 660 aircraft, some 340 are the latest TBM 850 variant. Total fleet hours now exceed 1.1 million.
Pilatus At EBACE, Pilatus Aircraft Ltd. is displaying the PC-12NG as well as its PC24 Super Versatile Jet mockup, which was developed as a follow-on to the PC12’s 20-year run of success, now approaching 1,300 deliveries. Significantly, Pilatus Aircraft celebrates its 75th Anniversary in 2014. The PC12NG’s 2014 product enhancements include a notable change to electricallyactuated landing gear, which saves nearly six kilograms of weight over the original hydraulic system and provides reduced maintenance and inspection costs. In external lighting, the 2014 PC12NG features light-emitting diode landing, taxi, recognition and navigation lights, and the tail-mounted strobe light has been eliminated in favor of aftcoverage from the wingtip strobes. A total of six new interior packages are being offered for 2014, in an on-
going partnership with BMW DesignWorks. The march of universal connectivity continues, with a Connected Flight Deck in the PC12NG that uses four innovative iPad applications to interface with a wireless gateway system. Also supported are database updates, pre-loaded flight planning, and diagnostic
recording for e-mailing to service facilities, along with a moving map feature for the passengers. Pilatus partnered with Honeywell, Jeppesen and Aspen to create the system. Passengers will be able to connect wirelessly to entertainment options, using personal devices through an onboard media server.
Piper Meridian Uniquely positioned as a personallyflown light single-engine turboprop, Piper Aircraft’s PA-46-500TP Meridian performs well in a most affordable market niche. A total of 34 Meridians were delivered in 2013, a 7% increase over 2012. Although Piper does not plan to have a display at EBACE 2014, it has dealership representation in Belgium, Italy, Germany, Spain and the U.K. Piaggio Aero The Avanti II twin-pusher turboprop rivals light jets with its altitude and cruise performance, and it has gained considerable market interest in the business and charter segment. Piaggio Aero has enhanced the aircraft over 25 years, now designated the Avanti II version with the Rockwell Collins ProLine 21 flight deck. The uniquelypositioned aircraft flies as fast as 400 knots, and as high as 41,000 feet, with a huge cabin seating 8 to 10 passengers. Popular as a charter and fractional-ownership aircraft, the Avanti II operates very much like a light jet, but with greater flexibility and economy from its PT-6A powerplants. The turboprop stands at EBACE will provide plenty of options for the business traveler. Clearly, not every trip requires a jet.
✈
COSTEFFECTIVE
Not every trip requires a jet. From top: Pilatus PC12, Daher-Socata TBM 850, Piper Meridian, Piaggio Aero Avanti II.
BART: MAY - JUNE - 2014 - 53
MISSION
QUEST KODIAK
AIRCRAFT & TECHNOLOGY A SHARING THE GOSPEL
MISSION
Tim Imbrock from the Mission Aviation Fellowship shows off the Quest Kodiak before heading off to Papua Indonesia (center). Kodiak Summit Executive Interior (below). 54 - BART: MAY - JUNE - 2014
By Fernand Francois
lthough comparable to a Cessna Caravan, the Quest Kodiak is substantially smaller than the Wichita workhorse. Powered by the -34 version of the PT6A, the aircraft is a 10-place single turboprop that embodies rugged reliability. It’s designed for STOL use and float capability, and can land and take off from unimproved surfaces, while also being able to work off floats without structural upgrades. It can take off in under 1,000 feet at full gross takeoff weight of 7,255 lbs. and climb at over 1,300 feet per minute. A 3-panel Garmin G1000 integrated avionics suite including Synthetic Vision Technology is standard equipment. From the very beginning the underlying mission at Idaho-based Quest Aircraft has been to design and manufacture a backcountry aircraft specifically suited to the demanding needs of mission and humanitarian aviation organizations. The truth is that many mission field situations can only be accessed by a STOL aircraft that can land on, and take off from, unpaved, remote strips. Even so Quest Aircraft Company was also proud to bring in a Kodiak with the new Summit Executive interior at the Sun ‘n Fun Airshow in Florida. The topof-the-line interior features club seating with a recline function, folding tables, forward cabinets, enhanced sound proofing and other amenities. The Summit is expected to be fully certified during the second quarter. Sam Hill, President and CEO of Quest told BART “The Summit broadens the range of interior choices available to customers, whether they want a rugged workhorse or a comfortable passenger transport for business or personal use, the Kodiak is the right aircraft for their mission.” The Summit will be available on new aircraft coming off the production line following certification and can also be installed in existing Kodiaks with minor modifications. The versatility of the Kodiak makes it a suitable aircraft for personal and business use. Its useful load and superior performance allows it to land right at the construction or mine with a crew and equipment, right there, ready to work.
A WING AND A PRAYER Mission Aviation Fellowship MAF is a major user of the Kodiak and those who visited the Sun ‘n Fun Airshow had the opportunity to catch a glimpse of their newest Kodiak aircraft. Located at the south east of the airport, MAF had a standalone exhibit managed by MAF pilots Scott Channon and Tim Imbrock. Before heading to its final home in Papua Indonesia, the Mission Aviation Fellowship’s newest aircraft did a tour, visiting several areas of the U.S. and BART took the opportunity of a dedication ceremony at the Wickenburg Municipal Airport in Arizona to catch up with the pilots. “MAF is an international organization serving people who deal with challenges due to isolation in regions such as Africa, Asia, Eurasia, and Latin America by providing aviation, communications, and learning technology services” said Imbrock. “We will fly this Quest Kodiak to our base in Nampa Idaho before heading to its final destination in Papua Indonesia where it will be used to transport medical teams, missionaries and relief workers. It will carry children to school and the sick to the hospital” he added. Mission Aviation Fellowship operates globally a fleet of more than 136 aircraft capable of taking off and landing on short, rugged airstrips and waterways to reach some of the most isolated people in the world. With its fleet of 57 planes, MAF-US based in Oregon is a significant part of this effort. “MAF pilots are not bush-pilots” says Imbrock, who has flown with the organization for 22 years. A minimum of 400 flight hours, a commercial license with instrument rating is indeed required to apply for a position as a MAF pilot.
VISIONARIES Former CEO and President of Alaska Airlines, Bruce Kennedy took position as Chairman of Mission Aviation Fellowship in 1991 when the Cessna 206 was the backbone of the MAF fleet. “The Cessna 206 is a nimble aircraft that can take off and land from short, rugged airstrips, allowing us to support those that no one else can reach” says Imbrock. “Unfortunately, the Cessna 206 has a piston engine and avgas is very expensive and difficult to obtain in Indonesia and many other isolated places where MAF works. In some countries we pay as much as $21 per gallon” Imbrock added. “That’s when our newly appointed Chairman went to meet with Tom Hamilton a well-known aviation entrepreneur, asking him to design an aircraft having the same characteristics than the Cessna 206 but powered by a turbine”. Along with an early group of supporters, Tom Hamilton counseled by David Voetman who had more than 40
years of flying experience with humanitarian organizations put the KODIAK on paper and went out in search of funding. In May 2001, the company was official launched and a Board of Directors was chosen. Bruce Kennedy was designated as Quest’s Founding Chairman. Quest Co-Visionaries Tom Hamilton and David Voetmann are responsible for the reality that is the KODIAK today. Going on with our conversation and recognizing that the Kodiak was an
excellent aircraft for the mission, Tim Imbrock confessed that he had a slight preference for the Caravan for its carrying volume, which with a FAR Part 23 waiver can seat up to fourteen passengers. Nonetheless he emphasized that that the Kodiak is more economical to operate because it has a faster cruise speed and is quicker in rotation. The MAF Kodiak took off from the Wickenburg airport leaving us with the impression that we had seen a well-built turboprop flown by two dedicated pilots ready for the mission.
✈
TAILORED
The Quest Kodiak fits the demanding needs of mission and humanitarian organizations.
BART: MAY - JUNE - 2014 - 55
PREVIEW
EBACE 2014
BUSINESS JET INTERIORS AN ENDLESS CUSTOMIZATION
long range business aircraft, manufacturers have had no choice but to adapt what they offer, if they want to beat the competition. This explains why last January, Gulfstream Aerospace Corp.’s Product Support organization created the company’s first private label for cabin interior refurbishments. The Gulfstream Portfolio Collection is a carefully curated collection of in-stock fabrics, leathers and carpets that shortens the lead time and cost for interior refurbishments. Furthermore, as the non-US market is rapidly growing, Gulfstream opened last year a sales and design center in London, the company’s first such facility outside the United States. Large cabin volumes offer endless customization possibilities. In this respect, Jet Aviation Basel announced at the beginning of the year that it had been selected to complete the interior of an Airbus corporate jet ACJ-A320 for an undisclosed head-of-state. The VIP aircraft will be delivered to the Basel Completions Center in the third quarter of 2014. Jet Aviation Basel was recently awarded a
By Marc Grangier
L
EXCLUSIVE
Gulfstream s portfolio collection comprises instock fabrics.
ess than a year ago, Gulfstream Aerospace celebrated the 55th anniversary of the first Gulfstream I (GI) flight. The twin-engine turboprop was the first aircraft specifically designed and built for business travel. More than fifty of these aircraft are still in operation around the world, and when you compare their interior to that of a G650, you realize the huge progress made by the industry in just half a century. Over the years, customers have demanded that their business aircraft interiors duplicate the sophistication of their actual home. As aircraft volumes have increased, single cabin zones have disappeared, replaced by several cabin zones, master suites with king or queen-size beds, showers, dining rooms, office desks, several lounge areas and extensive selection of material finishes to meet all tastes. Walk-in showers are now available as standard for most large business aircraft. The list of customization options now seems endless, spurred by passengers
56 - BART: MAY - JUNE - 2014
who want the most exclusive and comfortable cabins to enjoy non-stop 6,000 to 7,000NM capabilities, while staying in touch with their business through high-speed data connections, in-flight phones and fax/printers, or using their own wi-fi-enabled laptops, tablets, smartphones, electronic flight bags and other mobile devices. In order to meet the growing demand of requirements, especially from operators of long-range and ultra-
VIP cabin interior completions contract for a head-of-state ACJ-A320 aircraft. Configuration of the A320 includes a luxurious bedroom, a bathroom, a lounge and an office area in addition to a large executive staff area. The aircraft will be re-delivered to the client at the end of 2015. The company was also awarded a new A340 completions contract in August last year. Furthermore, at the end of 2013, Jet
Aviation Basel announced it was getting ready for Boeing 787 VIP interior completions at its Basel facility. Lufthansa Technik also believes that it can get a share of the Boeing 787 VIP completion market. Currently, the German company is holding talks with several customers of the twelve Boeing 787 VIPs sold to date. The company is offering the necessary capacity for VIP completions of this aircraft type as of 2014/2015 at its main facility in Hamburg. Walter Heerdt, Senior Vice President Marketing & Sales, also indicated that with the development of a new process for secure cabin installations in new CFRP aircraft types, Lufthansa Technics has laid the foundation for customized cabin solutions for its VIP customers. This know-how is already being applied in two current completion projects involving Boeing 747-8. For Heerdt, the 787 and the 747-8 VIP are new chapters in Lufthansa Technik’s long history of providing cabin interiors for the newest, most modern VIP aircraft types: the first Airbus A340 in 1994; the first BBJ in 1999; the first Boeing 777 in 2000; the first Airbus A330-200 in 2008; and the first Boeing 767-400 this year. In
Hamburg the company is currently working on the VIP completion of two Boeing 747-8s, of which the first will be delivered in mid-2014. Comlux The Aviation Group recently announced that Comlux America, its completion and maintenance center based in Indianapolis USA, had extended its work scope to include wide body VIP aircraft (Airbus ACJ330-ACJ340-ACJ380 and Boeing
767BBJ-777BBJ-747BBJ), a reason why it recently expanded the size of its hangar, which is now able to accommodate in total one wide body aircraft plus up to six narrow bodies at the same time. Last February, the company was awarded the completion contract for an Airbus ACJ320. The aircraft was expected to arrive at the facility during the second quarter of 2014.
upgraded insulation package to make it one of the quietest cabin interiors in the air, according to David Edinger, Comlux America’s CEO.
Once completed, its cabin will include a Forward Lounge, as well as a Master Suite area. Just aft of the Master Suite will be a Dining room with two VIP galleys. The aircraft will also feature a business class area where meetings will be made easier with the addition of Swift broadband and wifi connectivity. The aircraft will be equipped with the latest technology including surround sound throughout, mood lighting, and an
pletion centre, the company recently delivered an ACJ340 for a head of state client. This was the second delivery in a year for the San Antonio based facility. The interior of the aircraft includes a spacious stateroom suite, six lavatories (two of which feature a shower), conference room with seating for nine, two VIP seating areas, staff seating, and a medical room at the aft of the aircraft. The passageway flaunts a screen
For Jerry Gore, G o r e D e s i g n Completions CEO, business is now better than ever. Selected by Airbus as its second North American com-
CONTRAST
Jet Aviation s Timeless to Visionary marries classic and modern design (center right). Comlux is now focusing on wide-body VIP aircraft (below right).
BART: MAY - JUNE - 2014 - 57
PREVIEW
EBACE 2014 it will be adding full service interior refurbishment capabilities to its comprehensive line and heavy maintenance offering at its wholly owned Singapore Service Centre located at Seletar Airport in Singapore. Flying Colours Corp. has been selected to offer these services on site to all these business jets. The Ontario, Canada-based aviation Company will deliver a full range of services, including preliminary Interior Inspection, interior removal and installation, interior repair work, interior modification work and interior refurbishment work.
The Swiss aircraft manufacturer continues its longstanding partnership with BMW Group Designworks USA by offering six new interior packages and a new array of exterior paint schemes crafted exclusively for Pilatus. Responding to the increased demand for the PC-12 NG in emerging markets, all BMW interiors will be available globally for the first time. For customers who need to replicate seamless connectivity from home or office direct to their aircraft, I n n o t e c h A v i a t i o n , Montreal, Canada, has successfully installed
RUAG Aviation, which recently received Bombardier Outstanding Achievement Award in acknowledgement of the performance and support delivered on a special Bombardier Global Express project, is now collaborating with Yasava to deliver the Astral design concept for long-range largecabin business jets such as the Dassault Falcon 7X, Bombardier Global and Embraer Lineage 1000. The companies are currently slated to upgrade the standard interior of a Bombardier Global 6000 XRS. Ruag Aviation will perform the integration at its facility in MunichOberpfaffenhofen, Germany. Cabin customization is however not limited to large cabin aircraft. Ignaz Gretener, Vice President General Aviation at Pilatus Aircraft Ltd Pilatus Aircraft, told BART that in order to “celebrate the first delivery of a PC12 twenty years ago, we have added many new features to make the 2014 PC-12 NG the best PC-12 to date.”
and certified a dual Ku/SatTV system on a Bombardier Global aircraft. This unique combination offers all Global operators the simultaneous operation of both the SatTV and Ku Satellite high speed Broadband service, providing dual capabilities and coverage for simultaneous access to Satellite TV, high-speed Internet service, Voice over IP (VOIP), Voice Wi-Fi, and other office-in-the-sky applications. Simultaneous on-board connection can also be made with any wireless device, such as laptops, Blackberries, iPhones, and iPads. And for the most demanding customers, Innotech has developed, combined, and certified a dual Ku and Sat TV system to deliver live TV and the fastest high speed internet using the worldwide coverage of ViaSat Yonder service for speeds that average over 1.5Mbs, with options to select even faster speeds.
VIP
Gore Design (top left) recently delivered an ACJ340 for a Head of State client, Flying Colors (center left) is boosting its Bombardier refurbishment capabilities and RUAG (center right) continues its longstanding partnership with BMW Group Designworks.
HIGH-TECH
Innotech Aviation recently installed a duel KU/SatTV system on a Bombardier Global Aircraft.
dividing wall to the conference room with optional opaque or transparent glass for privacy at the click of a button. A total of approximately 250 Bombardier business jets being currently based in Greater China, India and the Asia Pacific region, Bombardier recently announced that
58 - BART: MAY - JUNE - 2014
✈
In all the world, there will be no other airplane like yours. Ours is a business of exceeding expectations. No easy feat when our customers are some of the most demanding in the world. When an aircraft comes to Gore Design Completions, it is one of many from the same assembly line. But, it is here that art takes over where industry leaves off. Our team of artists, craftsmen, and technicians bring to life a creation that will never be duplicated in another airplane, every detail perfect in every way. It is because our customers expect nothing less that we consistently deliver so much more.
607 N. Frank Luke Drive San Antonio, TX 78226 Telephone: 210.496.5614 Fax: 210.496.6641 www.goredesign.com Complete solutions. Total perfection.
PREVIEW
EBACE 2014
AVIONICS INNOVATIONS IN GENEVA By Steve Nichols
T
his year’s EBACE event in Geneva is shaping up to be even more successful than 2013’s. With more than 12,000 attendees and nearly 400 exhibitors, it has become the must-attend annual meeting place for the European Business Aviation community. Avionics will once again feature prominently at EBACE so let’s take a quick look at what visitors can expect to see dual-touch capability and an Intel® Core i7 processor that enables a wide range of advanced software applications. These include charting, electronic documentation, en-route realtime weather moving maps, terrain awareness, camera surveillance, and aircraft data monitoring and reporting. Its new EFB, known as the CMA1612, features a 12.1-inch LED-backlit display with multi-touch support, and delivers high-end processing capabilities. CMC has now accumulated a fair amount of experience in supporting new EFB system configurations enabling iPad and tablet operations in the cockpit. Esterline CMC Electronics (CMC)
ADVANCED
CMC Electronics (top and center left) will showcase its latest PilotView electronic flight bags at EBACE, while Garmin will exhibit its high-tech G5000.
Esterline CMC Electronics (CMC) (Booth 3339) says it will showcase its latest PilotView® electronic flight bags (EFB) and new aircraft information servers, as well as its IntegriFlight™ GPS receivers, satellite communications antennas, and SureSight® enhanced vision systems. With more than 4,000 of its EFB units delivered to the business jet, air transport and military markets, CMC’s PilotView® class 2 EFB systems continue to evolve, with product configurations ranging from 8.4-inch to 12.1inch displays. The 8.4-inch CMA-1100 Mk 3, 10.4inch CMA-1410 Mk 3 and new 12.1inch EFBs feature the company’s latest display enhancements, including
60 - BART: MAY - JUNE - 2014
Garmin This year Garmin (Booth 6055) says it will be promoting its G5000, G1000 and G950 retrofit series. The G5000 is designed specifically for crew-flown turbine aircraft and combines a dual multi-sensor flight management system (FMS), touchscreen vehicle management units, and multi-pane cockpit displays. Its widescreen displays with touchscreen controls give pilots more useful information at their fingertips than ever with worldwide weather, synthetic vision, aircraft synoptics and electronic flight charts all being available. The G5000 also features one of the most intuitive pilot-vehicle interfaces available.
In its standard form the G1000 comprises two LCD displays, one acting as the primary flight display (PFD) and the other as a multi-function display. These are available in a choice of 10- or 12 inch flat-panel LCDs, with a 15-inch MFD available as an option. The G950 provides a path for OEMs and qualified engineering facilities to design, install, and certify an integrated flight deck, introducing better situational awareness, simplicity and safety to the cockpit. It puts flight-critical data at the pilot’s fingertips, resenting flight instrumentation, navigation, weather, terrain, traffic and engine data on large-format, high-resolution displays. Honeywell At this year’s Ebace Honeywell Aerospace (Booth 6622) will be focusing on its range of satellite connectivity solutions, including its line of hardware for Inmarsat’s forthcoming GX Aviation Ka-band service. Visitors to Honeywell will also be able to experience Ovation Select Honeywell’s Cabin Management System, which delivers passengers 1080p high definition video and surround sound audio. It also supports streaming TV, movies and gaming as well as JetMap, Honeywell’s 3D moving map feature. Also being showcased on the Booth will be a selection of Honeywell’s cockpit avionics systems, including its latest LCD display upgrades and Primus Epic and Primus Apex flight deck fea-
tures for improved situational awareness and reduced pilot workload. In addition Honeywell says it will be highlighting its range of maintenance plans and aftermarket support services. Rockwell Collins Rockwell Collins (Booth 6129) will be showcasing its full suite of avionics systems for business aircraft, including Pro Line Fusion and Pro Line 21, which is available as an upgrade to its Pro Line 4 avionics and as a major overhaul to other flight decks. Both systems display future airspace capabilities such as Link 2000+ and ADS-B. Pro Line 21 is Rockwell Collins’ integrated flight deck system found on hundreds of twin-engine turboprop aircraft, business and regional jets, and rotary wing platforms. The system integrates flight information systems, electronic charting and real-time data link weather graphics to the cockpit. It also brings advanced features like 3-D flight plan mapping and an Integrated Flight Information System, which includes geographical boundaries/water features, electronic charting and real-time data link weather graphics. This will also be the first trade show in which Rockwell Collins and ARINC will also be combined under one “roof”. Quite how ARINC will appear (that is, will we see a name change for parts of the business) is still being worked out at the time of writing.
However, expect to see the ARINC inflight app for the iPad. This gives customers up-to-the-minute access to a whole host of information, including weather, packages, and airport charts in an easy-to-use format. The ARINC Direct Xplore router may also be on show. Xplore is a small box, no larger than an iPad, that users can carry onto the aircraft and enables communication with Iridium satellites. Rockwell Collins says it will also feature its solutions for the cabin, including its Venue HD cabin management and entertainment system. Universal Avionics As well as promoting its complete range of avionics, Universal (Booth6555) says it will be focusing on two important projects. CPDLC and FANS will be front of house with its UniLink® UL-800/801 Communications Management Unit (CMU). The CMU meets FANS 1/A+ standards and includes CPDLC and ADS-C functionality. Combined with Universal’s SBAS-FMS, the UniLink UL-800/801 CMU also provides an opportunity to take full advantage of the safety and efficiency benefits that advanced data link capabilities offer. The other news is that Business Aviation operator Clay Lacy Aviation has defined a clear path for certifying a Universal Avionics FANS 1/A+, CPDLC, Link 2000+ and ADS-B solution for the Gulfstream IV and GIVSP type aircraft. The STC should be in hand by April.
POPULAR
Honeywell s Apex PC12 NG (right) is flying today on aircraft across the world, meanwhile Rockwell Collins Pro-Line Fusion 21 (left) is found on hundreds of twin-engined turbopops.
BART: MAY - JUNE - 2014 - 61
PREVIEW Duncan Aviation (Booth4634) has been working with Universal on an EFI-890R cockpit retrofit upgrade for the Falcon 900B. The EFI-890R cockpit upgrade replaces 25 older instruments and significantly improves reliability and situational awareness. The cockpit upgrade presents a simple concept – replace only the most critical components to maximise upgrade efficiency.
Connectivity
AWARENESS
Universal Avionics EFI-890 Falcon 900 significantly improves situational awareness, while Inmarsat will be keen to update EBACE visitors on its GX Aviation Ka-band service.
Satellite connectivity provider Inmarsat (Booth1215) will be keen to update visitors on the progress of its GX Aviation Ka-band service, due to enter full service in 2015. One satellite is already in orbit with two more planned for this year, bringing global coverage. Honeywell Aerospace is busy working on a tail-mount antenna and Kymeta is working on an innovative meta-materials flat panel Ka-band solution that may only protrude about two inches above the fuselage of bizjets. Meanwhile Inmarsat’s existing SwiftBroadband offering, especially in the lighter SB200 guise, continues to be ideal for bizjets. ViaSat continues to push for a bigger share of the bizav market, based on their growing Ku-band coverage and Viasat Yonder. Viasat says that this delivers “cable-like performance”, plus seamless connections around the globe, in-flight and on the ground. Quite how its Ka-band offering with Exede will impact the bizav market remains to be seen.
62 - BART: MAY - JUNE - 2014
Geneva-based OnAir (Booth1218) is on home territory and will be promoting its internet and telephony services for the executive jet and VVIP market. As an Inmarsat SwiftBroadband provider it offers consistent global coverage for both inflight GSM and Wi-Fi, thanks to more than 90 regulatory approvals and 350 roaming agreements. Aircell (Booth 5223) will be promoting both its Inmarsat SwiftBroadband and Iridium products. It also offers the Gogo air-to-ground (ATG) service over North America and recently passing a significant milestone with more than 2,000 Gogo Biz system installations in the Business Aviation market now completed. It has also been appointed as a distribution partner and airtime reseller for GX Aviation (GX), Inmarsat’s new Kaband satellite service. Cobham SATCOM (Booth 6321) will be displaying its entire AVIATOR satcom product line including the new AVIATOR S series of products. AVIATOR 200S is a unique, compact two LRU (Line Replacement Unit)
satellite communication system which will exploit the unique features of Inmarsat SwiftBroadband’s packet data. It combines the provision of SwiftBroadband Aircraft Communications, Addressing and Reporting Systems (ACARS) data services for Air Traffic Control and Aircraft Operation with an Internet Protocol (IP) data pipe. IDAIR (Booth 6146) will be showcasing its seamlessly-integrated IFE, communications and CMS incorporating the latest technologies such as HDTV, digital rights management, wireless/wired Ethernet and passenger device integration. Satcom 1 (Booth 1643) will be promoting its range of connectivity solutions for bizjet and VIP/VVIP operators, including AvioIP, AvioBoost and AvioSpeedLink. It recently launched AvioGuard, which prevent users from overspending on unnecessary data traffic while flying. AvioGuard, once activated, protects the user from system and software updates, background applications and video streaming, all of which can consume large amounts of data that is often not essential while in-flight. Satcom Direct (Booth 2429) will be showing its SDR router, which can handle multiple satellite connections to different platforms. It is also bringing moving maps to bizjet passengers with its MYflight app for the iPad. Designed to be completely mobile, the company says MYflight is the first moving map of its kind that doesn’t require any additional hardware, only an internet connection.
✈
BUSINESS AVIATION CONVENTION & EXHIBITION | OCTOBER 21, 22, 23 | ORLANDO, FL
Learn More at
www.nbaa.org
PREVIEW
EBACE 2014
ENGINE OEMS BALANCE PERFORMANCE AND VALUE
Delivering an optimal balance of performance and value that maximizes propulsion efficiency with lower maintenance costs and highly reliable operation
T
his is what all business aircraft engine manufacturers are now aiming at, and therefore investing heavily for this purpose.
ADVANCES
The engine innovators at Rolls-Royce are intensively researching composite materials (left). GE s Passport has already been chosen to power the Global 7000 and 8000 (right)..
For Colin Smith, Rolls-Royce Director - Engineering and Technology: “We are working on new designs which are the result of implementing our ongoing technology programs. They will deliver what our customers tell us they need: even better fuel efficiency, reliability and environmental performance.” In order to produce better engines, Rolls-Royce is intensely looking towards composite materials because of their high specific strength and stiffness. Three groups are being studied: polymer matrix composites (PMCs) which currently account for almost all of the composite materials used in the gas turbine, despite their relatively low temperature capability of typically less than 150°C. Then metal matrix composites (MMCs), which are attractive for application at intermediate temperatures.
64 - BART: MAY - JUNE - 2014
And finally ceramic matrix composites (CMCs), that offer exciting possibilities for very high temperature applications where loads are modest. If these three classes of composite materials achieve their full potential, Smith believes that the gas turbine engine twenty years from now will have significantly higher composite content than today. PMCs could constitute much of the nacelle, fan system, shaft support structures, casings and some stators. The intermediate and high-pressure compressor rotors will be MMC while the combustor can, nozzles and some of the rear structure will exploit the advantages of CMCs. Brad Mottier, vice president and general manager of the Business & General Aviation and Integrated Systems organization at GE Aviation, told BART International that his company is investing close to $1 billion annually on research and development of advanced technologies and materials. Its latest engine, the Passport, is definitely benefitting from these efforts. Already chosen to power the Bombardier Global 7000 and Global 8000, it will incorporate CMC material and a unique blade surface that will improve performance, reduce fuel burn and enhance durability. For Mottier, it will be the first non-military
By Marc Grangier
engine to use Oxide-Oxide (Ox-Ox) CMCs and the first GE business aviation engine to feature super finish. GE Aviation began developing OxOx in the late 1980s as part of its CMC research efforts. Ox-Ox was introduced on F414 exhaust seals in 2011 to improve durability. For the Passport engine, the Ox-Ox CMC material will be used on three parts: exhaust mixer, center body and core cowls. The lightweight material is resistant to high temperatures found in the exhaust area. These advantages will enhance the engine’s durability and lower fuel consumption. Passport’s high-pressure compressor (HPC) blades and blisks feature a unique super finish surface, which makes the blades four times smoother than traditional blades. The super finish allows the air to pass more efficiently over the blades, resulting in lower fuel consumption. The surface finish also allows the blades to better retain their efficiency and performance by creating a layer of air, which guards against contaminants that might stick to traditional blades. Concerning Passport development, certification testing continues, with the second Passport engine on the test stand at GE Aviation’s Peebles Testing Operation in Ohio (USA).
This follows the first engine to test that occurred last June in which the engine reached maximum thrust of 19,200 pounds. The engine has accumulated more than 130 hours and 220 cycles of ground testing and will rack up 4,000 hours and 8,000 cycles before entry-into-service. The certification program will involve testing of eight Passport engines and two cores.
in Liers, Belgium, which is handling the endurance tests. The flying testbed started flight tests at the end of last year. Four other engines are at various stages of assembly, which will bring the total number of engines to be used for testing to eight. These engines will have logged nearly 4,000 hours of tests by the certifica-
actions, from simple preventive maintenance to sending a mobile maintenance crew on-site. Production of the Honeywell HTF7350, the latest engine to join its HTF7000 series is now in full swing. This engine will power Bombardier’s new Challenger 350 super midsize business jet, which joined the flighttest program last December. First
Flight-testing on GE’s flying testbed is scheduled for this year. Engine certification is anticipated in 2015. The Passport engine will produce 16,500 pounds of thrust and will for example provide eight percent lower specific fuel consumption than other engines in its class. Snecma, whose Silvercrest has already been chosen to power the Dassault Falcon 5X (two engines rated at 11,450 lb of thrust) and the Cessna Citation Longitude (two engines rated at 11,000 lb of thrust), continues at forced march the development on its new engine. The first series of ground tests have logged excellent results. Since the start of ground tests on the first complete engine in October 2012, Snecma has reached and even exceeded maximum takeoff thrust. Results during these initial series of tests have confirmed the engine’s excellent dynamic performance at all levels of thrust, coupled with very good operability and low noise and vibration levels. In line with the development program, four engines are now undergoing ground tests on Snecma’s outdoor test stands in Villaroche, near Paris, and on the open-air test cell in Istres, southern France, for the performance tests, and on a test stand operated by Techspace Aero (Safran)
tion of Silvercrest, slated for 2015. An additional twenty engines will also be delivered to the aircraft manufacturers for their own flight tests. “We’re on schedule to deliver the first engines to Dassault Aviation during 2014,” explains Laurence Finet, director of the Silvercrest program at Snecma, adding that “We have used the latest 3D Aero design technologies, allowing us to offer aerodynamic efficiency that is unrivaled by other business jet engines in this thrust class, as reflected in the streamlined shape of the fan blades. The high-pressure compressor features four singlepiece ’blisks’ and a centrifugal stage, while the high-pressure turbine has an active clearance control system, another first in this type of engine, for even greater internal aerodynamic efficiency.” Furthermore, Silvercrest integrates ForeVision, a real-time monitoring system developed by Snecma and offered for the first time on a business aircraft. ForeVision continuously monitors engine readings in flight. If it detects an anomaly, the system immediately sends this information to Snecma’s data center, where it is analyzed by specialized engineers using expert systems. If deemed necessary, these engineers can then inform the operator and recommend the required
delivery to its launching customer Netjets is scheduled around EBACE, and Bombardier announced at the beginning of the year that it had received a firm order for ten Challenger 350s from an undisclosed customer, above the 100 firms and 175 options already signed by Netjets. The HTF7350 features Honeywell’s latest systems designed to lower fuel consumption and reduce emissions, such as an efficient compressor design across the HTF7000 series that provides reduced Thrust Specific Fuel Consumption (TSFC) to lower operator costs, Honeywell’s Single Annular Combustor for Emissions Reduction (SABER) technology reduces NOx, CO2 and unburned hydrocarbon emissions. With SABER, NOx emissions are up to 25 percent lower than International Civil Aviation Organization requirements. Targeted engine improvements deliver 7,323 pounds of thrust per engine (500 pounds more than the latest HTF7000), enabling the Challenger 350 a direct climb to 43,000 ft. Pratt & Whitney Canada (P&WC) recently announced investments totaling $275 million over five years, including the creation of a World-Class Centre of Excellence for Intelligent Manufacturing in Longueuil. At the
DEDICATED
Snecma s Silvercrest is a dedicated Business Aviation powerplant (left). while the Honeywell HTF7350 (right) will power the Challenger 350 super mid-size jet.
BART: MAY - JUNE - 2014 - 65
PREVIEW
POWER
The Pratt and Whitney PurePower 1000G is a highbypass geared turbofan engine family.
heart of these investments is the World-Class Centre of Excellence for Intelligent Manufacturing, an $80-million initiative. The Centre of Excellence will come to fruition with the development and implementation of three new intelligent production lines featuring cutting-edge equipment and technology. The production lines will be dedicated to manufacturing highly complex key components for the new-generation family of PurePower engines recently launched by Pratt & Whitney. For Benoit Beaudoin, Vice President, Operations, P&WC, “the unique properties of the new materials used in key parts for our next generation of engines, as well as the extreme conditions to which these materials are subjected, inspired us to design new, fully integrated, ultra-efficient production lines. Equipped with automation, closed-loop process control and high-precision machining technologies, the World-Class Centre of Excellence for Intelligent
EBACE 2014
Manufacturing will propel us into a new era in manufacturing.” The introduction of the three intelligent production lines will require extensive upgrading of P&WC’s Longueuil plant, which is set to begin in the next few months, with the objective of being fully operational in 2015. Last December, the U.S. FAA awarded Part 33 certification to GE Honda
Aero Engine’s HF120 turbofan engine, setting the stage for the production of this all-new engine. The HF120 engine’s airworthiness certification follows an extensive ground and flight test program that involved thirteen engines. During its certification program, the HF120 accumulated more than 14,000 cycles and 9,000 hours of testing. Assembly is currently under
®
ALL THE VALUE THE OEM MAINTENANCE PROGRAMS PROVIDE
Visit us at EBACE Booth #606 ®
jetsupport.com Q communication@jetsupport.com +1 312 644 8810 Q +44 1252 52 6588
way at GE’s facility in Lynn, Mass., which is responsible for initial production. Production will transition to the Honda Aero Inc. facility in Burlington, N.C., during this year. Rated at 2,095 pounds of thrust, the HF120 engine includes new technologies such as a wide-chord, compound, swept front fan blisk, along with composite outlet guide vanes, a high-temperature titanium impeller in the compressor for maximum engine pressure ratio and stall-free performance, a compact reverse-flow configuration combustor and single-stage air-blast fuel nozzles. A key cost-of-ownership advantage of the HF120 will be its 5,000-hour TBO. Concerning engine support, Je t Support Services, Inc. (JSSI) and China Business Aviation Group, China’s leading provider of turnkey solutions for aircraft purchases and operations, announced they had signed cooperative agreements for the Chinese market. “The opportunity here in China is significant because of the tremendous growth in business aviation, coupled with the fact that most of the aircraft are
flying unprotected or naked as we refer to it,” stated Neil Book, JSSI CEO. “Whether you are a business or an individual with a business jet, no one likes to be surprised by the significant cost of scheduled or scheduled maintenance. JSSI and the China Business Aviation Group are here to eliminate that risk, provide peace of
mind to the owners, increase the value of the aircraft and deliver comprehensive programs that cover the aircraft’s entire maintenance lifecycle from Tip to Tail. And finally, to deliver the highest level of service to the Chinese market.
✈
+
TESTING
GE HondaAero s HTF120 has accumulated 14,000 cycles and more than 9,000 hours of testing.
+
TRANSFERABILITY
+
SINGLE POINT OF CONTACT
+
MRO FLEXIBILITY
PLUS ALL THE ADDED VALUE THEY DON’T
+
BUY-IN OPTIONS
THE JSSI TRUST
+
OVER 325 MAKES & MODELS
PREVIEW By Nick Klenske
O
ne thing is for certain, Business Aviation always has been and remains at the forefront of innovation. As new technologies come onto market, the Business Aviation sector is often an early adopter. From inside the cockpit and cabin to the wings and even the fuel – Business Aviation is all about technology. Thus is should come as no surprise that the leading training companies have also been committed to providing the very best training solutions using the latest technologies. For example, FlightSafety International recently rolled out its new FS1000 Full Flight Simulator. “The all-new design and advances in technology incorporated into the FS1000 simulator will significantly enhance the effectiveness and efficien-
EVOLVED
FlightSafety recently rolled out its new FS1000 Full Flight simulator (top). The 7000XR is the latest evolution at CAE.
cy of the training FlightSafety and our commercial airline, government and military Customers provide,” says John Van Maren, Vice President Simulation. FlightSafety worked with representatives from aircraft manufacturers and pilots who train at its Learning Centers to ensure that the new FS1000 simulator would exceed their requirements and offer unprecedented value and reliability. The design also benefitted from the experience gained by FlightSafety’s 1,800 instructors who provide more than one million hours of training each year to pilots from around the world. The simulator fea-
68 - BART: MAY - JUNE - 2014
EBACE 2014
EVOLVING TECHNOLOGY FOR EVOLVING DEMANDS
tures tightly integrated computer hardware and software across subsystems which allows for more accurate and higher fidelity simulation than found in other current and previous generation simulators. It includes the latest multi-core 64-bit architecture and the supporting real-time tools. “Our team of close to 600 design and manufacturing engineers and specialists developed the new FS1000 to outperform current generation flight simulators in virtually all aspects, and to offer exceptional value,” says Dr. Nidal Sammur, Director of Engineering. The simulator’s new light weight and highly robust modular design offers
added configuration flexibility and ease of systems integration. This will enable FlightSafety to respond quickly as new aircraft and advances in technology are introduced and will serve to increase reliability and reduce maintenance time. The completely new Instruction Operating Station has been designed to provide instructors with a highly productive and efficient work space equipped with an intuitive interface, scalable graphics, and large multi touch displays. The interior of the simulator offers close to twice the amount of interior space for flight instructors, and observers compared to previous generation simulators. The FS1000 has also been designed to maximize the effectiveness and efficiency of FlightSafety’s VITAL 1100 visual system, Crewview glass mirror display, and new electric Motion Cueing System. CAE In April, CAE announced at the World Aviation Training Conference and Tradeshow (WATS) in Orlando the introduction of the CAE 7000XR Series full-flight simulator (FFS), the latest evolution of CAE’s industry benchmark FFS. Designed in collaboration with our customers, the CAE 7000XR Series sets a new standard in level D full-flight simulators.
Leveraging the latest advancements in technology and training capabilities, the CAE 7000XR Series is designed to optimize life-cycle costs for our customers and to address new and future training requirements. Enhanced features include a re-designed instructor office with support for mobile devices and real-time data analysis and feedback,
embedded training capabilities to address the new FAA regulation related to Upset Prevention and Recovery Training, and the CAE Flightscape Insight(TM) debriefing station with the Simulator Operational Quality Assurance (SOQA) system to assess training effectiveness. The CAE 7000XR Series also introduces the new CAE Sentinel diagnostic application, designed to optimize life-cycle operation by real-time monitoring, preventive and predicative maintenance, and advanced capabilities for support and troubleshooting. “At CAE, we have a longstanding heritage of technology leadership and innovation. With the CAE 7000XR Series, we are taking the industry benchmark to the next level, offering our customers intuitive solutions that enhance the efficiency of their training operations and provides a platform for future technological advancements,” says Nick Leontidis, CAE Group President, Civil Simulation Products, Training and Services. “This new product demonstrates our commitment to be the airlines’ training partner of choice.” The CAE 7000XR Series will become the common platform for all CAE civil aircraft full-flight simulators. The first CAE 7000XR Series FFSs, built for the
B737NG and for the A320 aircraft types, will be ready for training during the third quarter of 2014. New Jets, New Training Further, as the OEMs continue to launch new jets, the training companies are busy developing new training programs. For example, earlier this
year CAE and Dassault announced an agreement naming CAE as the exclusive Dassault-Approved Training Provider (DATP) for the newlylaunched Dassault Falcon 5X. This includes the provision of advanced pilot, maintenance and cabin crew training for the all-new Falcon 5X long-range business jet. “We are very pleased with our long-standing partnership with CAE,” says Frédéric Leboeuf Vice President, Falcon Operational Support, at Dassault Aviation, “and we are delighted to expand our relationship with the addition of the Falcon 5X.”
“CAE is very proud to be part of the innovative, new Falcon 5X aircraft program as the approved training partner,” says Nick Leontidis, CAE Group President, Civil Simulation Products, Training and Services. “The process was highly competitive and our customer-focused approach, technological leadership and global training center network are what set us apart. We will be ready for training with a complete training program, including the deployment of two full-flight simulators, to support entry-to-service of the 5X.” To support this program, CAE will develop the world’s first two Falcon 5X simulators. CAE has designed, developed and delivered the world’s first full-flight simulators for more than 40 new aircraft from 16 different original equipment manufacturers (OEMs). Similarly, FlightSafety International recently announced it will offer training for the Embraer Legacy 650 executive jet at its Learning Center located at the Paris-Le Bourget airport in France.
“Providing training for the Legacy 650 in Paris is another example of FlightSafety’s commitment and ability to offer the highest quality training at conveniently located Learning Centers, “says Steve Gross, Vice President, Sales. Training for the Legacy 650 is expected to begin early in 2015. The program will include initial, recurrent and update training for pilots, maintenance technicians, and flight attendants who operate and support the Legacy 650. The program will feature a FlightSafety built Level D qualified full flight simulator equipped with the latest technology.
✈
APPROVED
CAE was named the exclusive Dassault Approved training provider for the Falcon 5X. Among many aircraft types, FlightSafety is offering training for the Embraer Legacy 650 at Paris-Le Bourget.
BART: MAY - JUNE - 2014 - 69
REPORT
HELI-EXPO
A WORLD OF OPPORTUNITY AT HELI-EXPO 2014
By Paul Walsh
Sometimes the helicopter industry seems to occupy a different universe to the rest of our economically depressed world.
I
ndeed going to the industry’s flagship show Heli-Expo in Anaheim last February was a bit like suspending reality and entering a realm of eye-watering business opportunities and continuous growth. The only downside was that it only lasted for three days. clamoring to get a first look at our new Bell 505 and it was thrilling to reveal not one but three mock ups of this beautiful new rotorcraft to a chorus of cheers and applause. I am pleased to report the excitement did not stop there – customers from around the world were eager to sign commitments to purchase more than 170 of the aircraft.” According to Garrison, customers also lined up to see the new full-size mock up of the Bell 525 Relentless in a searchand-rescue configuration. “Our customers have told us the versatility of the Bell 525 will make it ideal for search-and-rescue operations,” he said. “It was gratifying to be able to show cus-
PROSPER
A booming helicopter sector on display at Heli-Expo, From the top: Bell 505 Jet Ranger, Garmin Flight Decks, Airbus EC130T2.
There were streams of people there, 19,038 in all, who could choose from 714 exhibitors and view some of the 42 aircraft flown in for the display. But the real indication that things were going well was the slew of orders made during the show. On the first day alone Bell Helicopters clocked up more than 100 signings alone and one of their big draws was the Bell 505 Jet Ranger X, which features the Garmin G1000H offering critical flight information at a glance. “The energy surrounding the return of the Jet Ranger is hard to describe,” said John Garrison, president and CEO of Bell Helicopter. “Customers have been
70 - BART: MAY - JUNE - 2014
tomers how well the Bell 525 accommodates that configuration – and how much flexibility it provides to support a range of other important types of missions.” Similarly successful, Airbus Helicopters booked 78 orders at the show underscoring the competitiveness of its product line – with acquisitions covering rotorcraft that range from the
phase of flight test activities with the installation of advanced sensors. This will allow the Sikorsky Autonomy Research Aircraft (SARA) to conduct real-time perception work. SARA – an S-76® commercial helicopter outfitted with Fly-By-Wire controls – will demonstrate autonomic siteselection and landing with this new sensor equipment. As a flying test lab,
Sticking to advanced technology Rockwell Collins stood out at the show with their HeliSure family of technologies, along with its Pro Line Fusion integrated avionics. HeliSure provides helicopter pilots with what they need, namely situational awareness to help them fly more efficiently in increasingly hazard-filled and crowded airspace.
workhorse EC225 and the AS350 B2 and B3e, to the next-generation EC175, along with the new EC145 T2 and the evolved EC225e and AS332 C1e versions. The new EC175 – which was certified in January for deliveries beginning later this year – logged 14 orders, while the EC145 T2, which is another new Airbus Helicopters rotorcraft to enter service this year, expanded its order book by a 25-rotorcraft booking from Waypoint Leasing. This latest-evolution member of the twin-engine EC145 family combines the company’s latest technologies, including an advanced cockpit design and modern Helionix avionics, four-axis autopilot and Airbus Helicopters’ signature Fenestron shrouded tail rotor. Joining these helicopters on Airbus Helicopters’ exhibit was the EC130 T2, a light single-engine helicopter including all the latest technology and a roomy modular cabin that can accommodate 1 pilot plus up to 7 passengers. Sikorsky’s show theme was “technology meets tradition” as they marked seventy-five years since the first Sikorsky prototype helicopter, the VS300 took off. And to demonstrate that they are just as concerned with innovation as they are with tradition, they announced that their technology autonomy research program has progressed to the second
SARA means rapid flight testing of software and hardware, including multispectral sensors. And when it’s not in flight, SARA can be configured as its own simulator to develop and test autonomy software and hardware. Sikorsky’s team were also busily promoting the X2 TECHNOLOGY™ demonstrator aircraft, which incorporates several new technologies and has successfully demonstrated them in a flight environment. These include an integrated Fly-byWire system that allows the engine/rotor/propulsor system to operate efficiently, with full control of rotor rpm throughout the flight envelope, high lift-to-drag rigid blades, low drag hub fairings, and Active Vibration Control. Meanwhile at AgustaWestland it was all about the technology, as it announced a new addition to its range of light twin-engine helicopters, the AW109 Trekker, the first AgustaWestland light twin to offer skid landing gear. With a maximum take-off weight of 3,175 kg (7,000 lb) and 3,200 kg (7,055 lb) with external loads and over 1,500 kg (3,306 lb) of useful load together with a class leading cruise speed (Vne of 160 kts - 296 km/h) the AW109 Trekker is, to say the least, a highly productive light twin turbine.
Meanwhile Universal Avionics introduced one of its flagship features of the new avionics package in the redesigned Next Generation MD Explorer, a cursor control for the advanced display system as an integrated part of the collective. This “point and click” philosophy brings some of the most advanced technology in the market into the flight deck of the redesigned Explorer, which is set to be the first helicopter in the lighttwin market to feature such a system. The “point and click” display control for the Next Generation MD Explorer flight deck is designed to use a Cursor Slew Switch mounted on the primary flight controls. This control enables the pilot to easily change frequently used EFIS selections while maintaining positive control of the aircraft. With the pilot’s hand on the collective and their thumb over a cursor switch, they are able to position and move the cursor on the displays, making selections while never letting go of the primary controls. Then in maintenance support Vector Aerospace Helicopter ServicesNorth America (“HS-NA”), announced that it had signed a 5 year, exclusive MRO support contract with Blackcomb Aviation. This will cover Blackcomb Aviation’s fleet of Rolls Royce M250 Engines, Turbomeca
INNOVATE
Advanced technology with the Sikorsky S76 (left) and Universal Avionics Conceptual Flight Deck for the MD Explorer, Next Generation.
BART: MAY - JUNE - 2014 - 71
REPORT
EXPOSURE
Rolls-Royce displayed their RR-300, a turbine engine developed for the light helicopter market.
HELI-EXPO
Arriel 1 & 2 Engines, and Eurocopter AS350, AS355 and EC130 Dynamic Components. “HS-NA is pleased to be working with Blackcomb Aviation by providing repair and overhaul support for their fleet of light Bell and Eurocopter helicopters,” said Eric Hicks, Regional Sales Director, Western Canada at HSNA. “This contract reinforces the strong relationship we’ve maintained with Blackcomb spanning two decades.” Hicks also noted that this contract is a great example of how Vector is developing full fleet MRO solutions tailored to meet their customer’s requirements.
Operators will benefit from M250 and RR300 fleet support through the 24/7 engineering support center, aligning overall support processes with the Rolls-Royce Defense Operations Center in Indianapolis.
And staying with maintenance, Rolls-Royce launched a 24/7 operations center for its civil helicopter engines to deliver round-the-clock support for its global customer base. The new center is the focal point of a series of improvements to the customer experience for helicopter engine operators and fleets, aimed at further enhancing mission success. Greg Fedele, Rolls-Royce, Senior Vice President, Helicopters, said: “Rolls-Royce has always been focused on ensuring a smooth, seamless customer experience. Now, we are raising the bar for our helicopters team and bringing innovation and even more dedicated professionalism to the task to ensure heightened customer response and satisfaction.” “Helping customers keep their mission success at a high level is our objective,” he added, “and the operations center demonstrates that RollsRoyce is focused on that goal every day.”
industry’s safety record by simply reminding pilots that their aircraft can land almost anywhere as part of their normal daily activities. “I want to reintroduce the concept of the precautionary landing — a conscious, conscientious decision by the pilot to set the aircraft down before the situation becomes an emergency,” said HAI President Matt Zuccaro. “In other words, the pilot needs to land while he or she is still in command of the aircraft and not merely a passenger along for the ride.” According to Zuccaro, the campaign Land & Live was born out of a sense of frustration that so many helicopter accidents are preventable and is based on a simple premise: that short of a catastrophic mechanical failure, making a precautionary landing will break most accident chains. But the decision has to be made before a situation has become an emergency. And too many pilots either don’t consider such a landing as part of their safety
72 - BART: MAY - JUNE - 2014
Live and Land In spite of all this activity, Heli-Expo wasn’t just about doing business and taking orders. It was also an opportunity to push for increased helicopter safety, an area where the simplest answers are sometimes the most effective. At the show the Helicopter Association International (HAI), launched a campaign to improve the
checklist or wait too long before making the decision. Part of the message is aimed at helicopter operators — the companies that employ the pilots — and at first responders who may receive the call that a helicopter has landed in a local park or at a school. “Pilots have to know not only that their bosses are committed to safety, but that they will back them up if the pilot makes a safety-based decision to terminate a flight and make a precautionary landing rather than completing the mission in less-than-safe conditions,” said Zuccaro. “And we want to offer some guidelines to authorities on the ground who are faced with the unexpected arrival of a helicopter.” HAI has developed a micro-site, LandAndLive.rotor.org with information and guidelines for pilots, operators, and first responders. It includes analyses of six accidents in which a precautionary landing would almost certainly have broken the accident chain, and information on picking a suitable landing spot. For operators, the site includes suggested language about precautionary landings that can be added to an operations manual. And it has information about a pilot’s rights and responsibilities regarding safety of flight, as well as how a first responder can assist a pilot who has just made a precautionary landing. In addition, pilots and operators will be able to “take the pledge” to make precautionary landings part of their safety tool kit and print a certificate that they can display for their passengers and customers. “Just last month, the National Transportation Safety Board members put helicopter safety on their Most Wanted List, and looking at accident records, it’s clear they have a legitimate reason to focus on helicopter safety,” concluded Zuccaro. “HAI, too, has safety as our primary mission. The good thing is that, in the precautionary landing, we have a powerful tool that can break most accident chains. With such a powerful tool and a unique aircraft that can land almost anywhere, why wouldn’t a pilot choose to Land & Live?”
✈
Aviation safety and quality training IS-BAO preparation and audit
Management
SMS implementation suppor t
Safety and quality auditing
MELs and technical publishing
Your Swiss Partner for Aviation Safety and Quality...
130025 · sli.ch
Now celebrating 100 years of combined aviation experience
Bahnhofweg 2 · CH-6048 Horw / Luzern · phone + 41-41 460 46 60 · contact@gcs-safety.com · www.gcs-safety.com · Great Circle Services AG
FEATURE
SKILLS SHORTAGE
A SKILLS SHORTAGE THREATENING OUR PROSPERITY?
PREDICTED
An aviation skills shortage may be just around the corner. By Paul Walsh
At a time when many qualified pilots struggle to find work in Business Aviation it seems strange to speak about a skills shortage threatening the industry s future.
W SEARCH
Finding personnel is already an issue in maintenance and in the Russian helicopter market. (Right page).
e get ample applications at the moment,” says George Galanopoulos Managing Director of London Executive Aviation. “It’s true that we have a large and diverse fleet, but I know that operators with smaller fleets don’t have problems attracting pilots either.” Estimates say that there are over 8000 unemployed pilots in Europe, with many caught in the no-man’s-land of meeting the requirements for a full ATPL, but lacking the 1500 hours needed to land a job. “The new wave of students graduating during the downturn found that doors were closed,” says the Director of Aviation Training at the Baltic Aviation Academy, Indre Sveistryte.
74 - BART: MAY - JUNE - 2014
In other words there has been little sign of a European skills deficit recently. But just because a problem isn’t apparent, doesn’t mean it doesn’t exist and as the industry enters growth-mode operators should reflect on whether they’ll be able to fill future positions.
Sveistryte admits that the skills shortage will soon be an issue. “The market is recovering, aircraft orders are growing and airlines are hiring. It won’t be long before the supply of qualified pilots won’t match the demand.”
what’s missing?
It s Coming To be clear about how a skills shortage will affect Business Aviation, we should first look at the impact it’s likely to have in the world of commercial aviation. According to Boeing’s latest market outlook, the number of commercial aircraft in service is predicted to double by 2030. Over the next 20 years airlines are set to take delivery of up to 35,000 aircraft creating unprecedented staffing demands. Boeing’s latest Pilot & Technician Outlook projects that 498,000 new commercial airline pilots and 556,000 new maintenance technicians will be needed to fly and maintain all of these new aircraft. “The urgent demand for competent aviation personnel is a global issue that is here now and is very real,” said Sherry Carbary, vice president of Boeing Flight Services. “The key to closing the pilot and technician gap in our industry is enhancing our training with the latest, cutting-edge technologies to attract and retain young people interested in careers in aviation.” Boeing say that Europe will require 99,700 pilots over the next 20 years, North America will need 85,700, Latin America 48,600, the Middle East 40,000, Africa 16,500, and the CIS 15,200. There are a couple of striking examples. In Russia estimates suggest that between 600 and 700 pilots annually either retire or leave the market, with training organizations only preparing approximately 400 pilots per year. “The looming shortage dates back to the 1990s when a major downturn in Russian forced pilots to leave the industry, and created the image of aviation as an unattractive career choice,” says Skaiste Knyzaite, the CEO of AviationCV.com. “Once the Russian
aviation boom started in 2000s, it wasn’t long before it became hard to find pilots to fly the aircraft on the market.” A helicopter pilot shortage also appears to be an issue; “the vast majority of new civil helicopters in Russia are made by foreign manufacturers, while most pilot experience is limited to non-Western helicopters,” Knyzaite adds. Other parts of the world are facing this issue too, such as the Asia Pacific Region where it’s causing pilot scheduling constraints with Boeing estimating that the region will need 192,300 new commercial airline pilots and 215,300 new technicians between now and 2032. “There is a very real, urgent demand for competent aviation personnel globally, and the Asia Pacific region is particularly impacted,” said Bob Bellitto, global sales director, Boeing Flight Services. “This is an industry-wide issue that can only be solved with industry-wide solutions. Maintenance Shortages Maintenance shortages are an issue too, with the 2013 Boeing Pilot and Technician Outlook predicting a need for approximately 556,000 maintenance technicians by 2032. In Europe, the number of engineering and maintenance staff to support new aircraft will have to grow by at least 140,200 people. Once again Asia Pacific represents the greatest need; requiring 215,300 new technical personnel, 93,900 of which will need to go to China. Meanwhile Airlines in Europe will require 108,200, North America 97,900, the Middle East 53,100, Latin America 47,600, the Commonwealth of Independent States 18,000, and Africa 15,900.
You are! The Global Customer Committee (GCC) is an independent group of aerospace professionals that works hand in hand with Honeywell to identify and address key issues facing the business aviation community. We are currently looking for new members to represent business aviation operators and pilots in the EMEAI region. If you would like to influence the direction of Honeywell programs, technical fixes and support strategy, and ensure that the views and concerns of the regional Business Aviation community are represented, then apply today.
For more information on GCC, visit http://committees.honeywell.com or email gcc@honeywell.com © 2014 Honeywell International Inc. All Rights Reserved
FEATURE As far back as 2012 the US Aeronautical Repair Station Association (ARSA) revealed that in a survey of its members, skilled worker shortages are one of the most serious long-term threat to aviation maintenance. Fifty-seven percent of the ARSA members surveyed say they have had difficulty filling technical positions in the past two years, and 65% expecting their business and markets to grow. The BBGA’s CEO Marc Bailey says that while the traditional maintenance apprenticeships do a good job of getting people into the airworthiness side of the industry, many disciplines need to be developed such as quality, logistics and continuing airworthiness maintenance. He adds that ground operations are a forgotten corner of aviation services, “possibly because unlike people working under FAA regulations there are no formal flight-dispatcher requirements in the UK. As a consequence organizations tend to take in and develop their own staff, provide their own training, effectively in a self-help society.” This is not necessarily a bad thing according to Bailey, “but it doesn’t help consistency, nor is it as cost effecNo-Entry
DISILLUSIONED
People are not as passionate about an aviation career as they used to be.
However the real problem is that even though shortages are already an issue, the aviation sector still remains a closed shop to people trying to break in. The problem is exacerbated by the fact that airlines and manufacturers own most of the intellectual property concerning training. This means that independent training providers find it increasingly difficult to develop training programs and create career pathways. As a recent report from the Royal Aeronautical Society (RAS) stated, “A young person may still stare at an aircraft in the sky, gaze over the fence at an airport and develop an unimpaired enthusiasm for a career in the aviation operating sector, but access to information, advice and guidance and then to find the entry points which are available and accessible has become very difficult.”
76 - BART: MAY - JUNE - 2014
How then to create tangible pathways into the industry? In the UK this is something the British Business and General Aviation Association (BBGA) has been working on quite diligently, with a particular focus on aviation services such as airworthiness, ground operations and flight operations.
tive as it could be. What we’re working on is an apprenticeship stream to generate staff with a good understanding of operations.” Flight operations pose the most significant skills-shortage challenge, where there’s a “high cost of entry, with all that risk passed onto the entrant.”
Experience Is Everything. “We need to work hard now to improve the mechanisms now to reduce the barrier to entry before it gets too high. The data from our NAA shows that the majority of licensed aircraft engineers are over-50 and the gap behind them is quite stark. On top of this the current mechanism being used to generate replacements has not worked. The focus has been on graduates as the route to generating licensed engineers. Unfortunately these people have never been selected for their hand skills and understanding of the industry in which they wish to work, in many cases they have not been selected for their ability to manage or supervise staff. Finally their aspiration’s mean that they are not looking for a permanent role as a licensed engineer, just a stepping stone to senior management.” “This picture is even more acute for the real craftsman as they are not in a position to pass those skills onto the next generation.” The BBGA’s aim then is to create new qualifications to be used by our whole sector, and delivered by centers of excellence across the UK. “This is where we are specifically hoping to help Business Aviation. Because many of our members are SME’s this provides an opportunity to plug into a recognized approach and qualification, taking some of the difficulty out of the decision to employ a young person.” He adds that the important thing with recent initiatives is that the funding flows to industry and not to further education colleges. “This is a vital difference and will help us to secure a better conversion and retention rate for the investment.” Perception However if these objectives are to be achieved, there’s an additional hurdle: people don’t consider Business Aviation to be a serious long-term career choice in the first place. According to Galanopoulos the issue is to do with perception. “Twenty years ago a career in Business Aviation was less stable and lucrative than it is now. A pilot’s salary could be about 60% of an equally ranked airline pilot. And the conditions were poor, you had no home time, you were on call 24/7, you had no roster. But that’s been completely turned on its head; it’s something that people are surprised by. In many cases the money in our industry is better than in the airlines; today we recruit pilots directly from commercial aviation. On top of that you will have a roster and you’ll have all of the usual benefits like health insurance and pensions and so on. There’s also lots of potential for career advancement, which in many cases comes quicker than it does elsewhere. It’s just that the industry needs to sell itself better, because when you talk to pilots most of them are thinking about going for the airlines, and maybe only planning to work in Business Aviation for a few years to build up experience. But why? Sometimes I can see that one of our pilots wants to give the airlines a go. So I say go on, give it a try. But usually they come back in a few years; we had one guy come back to us in 18 months.” The point is that there’s something about the excitement and the variety of Business Aviation that’s unmatched in the commercial aviation world. “Sure you have to be a bit more flexible. But if you’re a certain type of person, you want to see the world, have different experiences, not the same destination pairs all the time, there’s no beating Business Aviation.”
✈
To You. And To Us.
Experience West Star. With nearly a century in aviation maintenance and support between them, the co-founders of West Star Aviation, Jim Swehla, Sam Haycraft and Mike Durst know a thing or two about the importance of experience. Both sides of it. There’s the real-world, hands-on type that can be found with our FAA-approved and factory-trained technicians and program managers that know your particular aircraft inside and out. Then there’s the other side of experience – yours. Did your last job come in on time and on budget? Was the company responsive to your needs? Were your expectations exceeded at every possible turn? West Star was founded on these principles and continues to operate with both sides of experience in mind. When it comes to complete corporate aircraft MRO services, we don’t take experience lightly. And neither should you.
PAINT / INTERIORS / MAINTENANCE / AVIONICS
Where Experience Shines
®
Falcon 3 Citation l Gulfstream l Learjet Hawker l Challenger l Global Express
®
Embraer l King Air l Conquest l Piaggio www.weststaraviation.com
MAINTENANCE MATTERS The availability and pricing of spare parts are perennial concerns of business jet operators. Manufacturers are working constantly to reduce waiting times, and Dassault has embarked on an ambitious program to align prices with customers perception of value
O
TASK
Reducing waiting times is a challenge for the spare-parts businesses.
ne aspect of spares pricing that particularly irks customers is wide variations in prices for apparently similar parts. The automotive industry has adopted a technique called value based pricing, which is not based solely on their cost but also takes into account customers’ perception of their value. Last year Dassault Falcon started applying the idea to business jet spares. Guillaume Landrivon, vice president of worldwide spares, says Dassault’s Right Size Pricing approach is an industry first, though he expects others to follow suit, and will eventually cover 40,000 parts. The first step in validating the move was to identify 300 of the most frequently ordered part numbers in five different categories, including filters, hoses and electrical consumables such as switches and lights. “We picked the fast movers, the parts that our customers are buying the most,” Landrivon explains. “We looked at the top movers in each category and we made a physical analysis of each item. We measured them, we weighed them, we took at least three or four pictures of each part, and then we looked at the technology that was used. Was any special machinery used to manufacture them? Was the material just plastic, or aluminum or titanium?” All the parts in each category were compared, taking one part as the reference. Dassault also looked at open market prices for items such as filters that can be bought from distributors. And while it found the overall prices were not high, there were instances where very similar parts were sold at widely different prices. The reason, Landrivon says, was the cost-plus approach to pricing, with the selling price determined by the cost from the vendor plus a standard mark-
78 - BART: MAY - JUNE - 2014
SPARES PRICING
RETHINKING THE SPARES PRICE EQUATION By Bernard Fitzsimons
MAINTENANCE MATTERS duced a few years ago, which guarantees a fixed price for most exchange parts, does not apply. “But the benefit for the customer is significant discounts.” The program has become steadily more popular, Landrivon says: “The customers are taking advantage of genuine parts from Dassault, repaired by us and by our approved network, but without the warranty that we provide as standard for other customers. Over the past few months our market share really increased for those airplanes. We used to have the reputation of being expensive for those parts, but now we see that customers we did not have a lot of relationship with before are coming back to us.”
STOCK
Spare parts inventory is at an all-time high.
from Teterboro to the West coast, for example, but we wanted to save those hours. Our customers do not have inventory like in the airline industry where airlines have stock. That’s why we decided to move a significant part of our inventory from Teterboro to San Jose in California.” Dassault has done the same in countries with time-consuming import procedures such as Brazil, Russia, India, China and South Africa. “We have parts in all these countries in which there are a large number of airplanes or where there are a large number of airplanes flying in on a regular basis. “We want to make sure that a customer who stays in those countries for just a few hours or days can find any assistance they need from Dassault. When you stay 24 hours somewhere, if you don’t have the part on site you can be sure that you have a delay. So we put quite a few millions of dollars in those countries.” Inventory levels are also increased ahead of special events such as this year’s FIFA World Cup in Brazil. “We know that destination will be very popular, so we are putting even more parts there that we know might be used.” That is part of Dassault’s tactical approach to spares provision, Landrivon says. “We know what we need to have on a worldwide level,
80 - BART: MAY - JUNE - 2014
which is the strategic approach. The tactical approach is where we put the inventory or where we move the parts. And it’s something that is dynamic, it’s never frozen. We are moving parts everywhere based on the demand, or upgrading our inventory.” Falcon Classics Another innovation in spares provision is designed for operators of the several hundred legacy Falcon 10, 20, 200 and 50 models still in service. “We realised that the customers were not fully satisfied with our support in terms of spare parts,” Landrivon says. The response was the Falcon Classic program, which involves three partners in the United States – Jet Parts in Boca Raton, Florida, Western Aircraft in Boise, Idaho, and StandardAero Business Aviation in Tempe, Arizona — where a large part of the classic fleet is based. “We realized that a Falcon 10 operator does not always want to pay to have a two-year warranty for a part he buys from us,” Landrivon explains. “Falcon Classics gives them the option to get genuine parts from Dassault through this specific channel of distributors but with just six months’ warranty.” Dassault Classics rotables still qualify for free shipping if returned within 10 days, he adds. The “no supplemental billing” program Dassault intro-
NFF and DoA Dassault is also tackling the well know problems of no fault found and dead on arrival parts, Landrivon says: “We have a very low rate of NFF and DOA, but they are extremely irritating for the customers. So we are aggressively working on this. If a customer receives a part which fails upon installation or within 10 hours we will not only provide a new part free of charge but we also compensate the customer, giving him a credit of $500 just to cover the time that he spent to install the part on the airplane and reinstall a new one from us.” The compensation scheme has been in force for some time, but the new credit rate of $500, introduced at the beginning of 2013, is probably one of the highest in the industry, he says. In terms of availability, Landrivon adds, last year saw Dassault Falcon achieve service levels consistently between 98.1 and 98.7 per cent. “Availability is a concern for our customers,” he says. “They usually stop for a short period at their destination, that’s why we put the parts in regional distribution centers. And the service level is basically our ability to deliver the part on the date required by the customer. We measure our performance based on the customer’s need date. We have really increased out inventory level and the way we are working. And right now, we don’t have significant complaints about parts availability.”
✈
BUSINESS AVIATION – THE FASTEST ROUTE FROM B TO B www.ebace.aero
THE DOCKET
EUROPEAN POLICY
EGNOS AND GALILEO PAVE WAY FOR FUTURE OF FLIGHT
In January, members of the European space community gathered to discuss the Prospective State-of-Play of EU space programs at the Sixth Conference on EU Space Policy in Brussels. By Nick Klenske ith the inclusion of space in the Horizon 2020 Framework Program for Research and Innovation, the European Union has made clear that (aero)space remains an important policy area. However, this support cannot be taken for granted. If space is to remain a priority, its case needs to be consistently made and regularly updated to reflect the evolving needs of society. “Space is a key enabling technology,” said Carlo des Dorides, Executive Director, GSA. “Our job is to bring European research onto market that both enhances Europe’s competitiveness globally and increases the overall well-being of our citizens locally.” In this sense, the challenge is to ensure that space remains a driver of growth, innovation and employment that provides real, tangible benefits to European citizens. EGNOS and Galileo are two prime examples of how Europe is meeting this challenge.
W
REACH
There are now over 200 EGNOS based approaches at over 100 airports.
82 - BART: MAY - JUNE - 2014
EGNOS a Success EGNOS, which has been operational since 2009, is proving very successful. For example, in the aviation sector there are more than 200 EGNOSbased approach procedures published at over 100 airports. Yet there is always room for improvement.
“Now that the GSA is fully in charge of EGNOS, our challenge is to maintain and improve upon the existing performance of EGNOS,” said des Dorides. “Although performance is already very good – at nearly 100 per cent – we can improve on this by providing more coverage in, for example, Eastern Europe.”
The development of the next EGNOS release (version three) is also progressing, with an intended launch date in late 2017. The new release will bring improved performance of both signal and capacity, along with increased coverage. Version three will also provide a complementary overlay with the Galileo system. Great Expectations for Galileo “There were indeed some who wondered why we need to spend the money if there are other systems that you can use,” said Marian-Jean Marinescu, Rapporteur on the Regulation on the implementation and exploitation of European Satellite Navigation Systems, European Parliament, addressing the Galileo budgeting process. “But no one questioned the added value of Galileo for reviving the economy, creating jobs, ensuring the independence and competitiveness of the EU and for improving our daily lives.” Galileo is currently shifting from deployment to operations, with Early Services becoming available in late 2014/early 2015. With the expected launch of six additional satellites to the Galileo constellation, users will soon be able to benefit from such Early Services as Open Service, Search and Rescue (SAR), and Public Regulated Services (PRS). With over EUR 12 billion to be invested over the next seven years, expectations are high. Speaking at the conference, European Commission Vice President, Antonio Tajani that 2014 will be a crucial year for European space policy, and in particular the Galileo program. The Vice President noted that with a partially deployed system comprising of four satellites in orbit and numerous ground stations around the world, Galileo is now a reality. “The tests are conclusive, Galileo’s accuracy is very stable and unmatched and the expected performances are excellent,” he said. “These results are the culmination of our industry’s expertise and open attractive prospects for services, development opportunities and innovation.” Expectations for Galileo are not confined to Europe, as there is also growing interest from abroad. According to Tajani, during his international visits he has witnessed an increasing inter-
est in EU space initiatives from third countries. In particular, Galileo’s offering of an independent system and signal is of interest to international businesses. The challenge, however, is to translate this interest into business opportunities for the European space community. “In this regard I want to be clear, I will not let any obstacle such as
Proposals should aim at developing new innovative EGNSS applications in different market segments, with future commercial impact. The call is of particular interest to the Business Aviation sector. Today’s GNSS penetration in the global aviation market is over 80% (and up to 90% in the instrumental user sub-segment). The shipments of
patents penalize companies that want to use our system,” he said. “We can obtain a formal approval of settlement before the end of the mandate of the European Parliament in April.”
EGNOS enabled devices are expected to dominate the entire market, including the regional, business and general aviation segments. The penetration of SBAS enabled units in equipped aircraft reached 30% in 2013 in regional, business and IFR General Aviation and it is expected to increase in the coming years. Galileo will add other opportunities for aviation users contributing to the future multi-constellation environment. It will also enable advanced ground based augmentation systems. European GNSS plays an important role in nearly all aviation sectors. For example, in Business Aviation EGNOS is increasing accessibility to smaller airports and enhancing safety via increased situational awareness. Fostering further GNSS adaptation in aviation is a key focus of Horizon 2020, in particular creating tools and methods to enable LPV implementation to small airports. There is also an opportunity to increase its use in the helicopter sector. The European GNSS Agency (GSA) was a source in this article. Learn more at http://gsa.europa.eu/.
Business Aviation under Horizon 2020 Horizon 2020 is the financial instrument implementing the Innovation Union, a Europe 2020 flagship initiative aimed at securing Europe’s global competitiveness. Running from 2014 to 2020, with an expected budget of over 70 billion, the EU’s new program for research and innovation is part of the drive to create new growth and jobs in Europe. “Judging by the success of the FP7 funding period, the Call for Applications in Satellite NavigationGalileo-2014 should result in the development of EGNSS applications and the implementation of pilot projects,” said des Dorides. “It has the potential to substantially contribute to the growth and strengthening of the European GNSS market and have a significant impact on sectors where the EU’s added value and cost effectiveness are the greatest.” The proposals submitted in Galileo Call within Innovation Actions
✈
IMPROVED
The Galileo satellite system will lead to more accurate approaches across the aviation industry.
BART: MAY - JUNE - 2014 - 83
FROM THE COCKPIT
DECISIONS
SNAP JUDGMENT
By LeRoy Cook
F
DECISIVE
What is piloting all about? Making the right decisions.
lying can, and often does, require that pilots make up their mind— quickly. Coming to a conclusion about the proper action to take is, quite simply, what piloting is all about. In training, I frequently pose the question “what’s the purpose of having a pilot in the aircraft?” Usually, the trainee will say “to control the plane” or “to get the aircraft back on the ground.” My elucidation will be “to make decisions”. In the final analysis, that is all we’re there for. An AFCS can operate the controls, programming the FMS sets up the routing, and ATC controllers can clear the flight into their airspace. But, the PIC has to decide when, where and how to execute the flight’s management. Decision making is our job—our only job. Weighing the nuances of myriad variables is what humans are good at, or at least better at that job than computers. In aviation, there’s not always a lot of time to make and follow a decision. Airplanes have the obvious property of needing to move, in order to sustain flight. As one of my old instructors once told me, “Never let the airplane take you anywhere your brain hasn’t been 10 seconds earlier.” When I was a student pilot a half-century ago, I well remember dropping into a neighboring airport, just to add it to my list of accomplishments, while coming back from a solo cross-country trip. As I lined up for my landing, at the last
84 - BART: MAY - JUNE - 2014
second, I caught a glimpse of tall stakes with cloth flags waving on them. The runway was marked off for construction! Immediate application of power and a rotation into climb attitude pulled me out of danger, and I learned to pay more attention to Notices To Airmen and visual markings. And so, sometimes, people make mistakes. My first decision, to explore new territory on my own, followed by deciding to shoot a landing before I went home, led to having to make a quick decision to rectify my mistake. Deciding wrongly sometimes requires a host of follow-on decisions, in order to clean up the mess. To avoid this, wise pilots ALWAYS have a Plan B they can execute, in case the intended result doesn’t develop. Most importantly, they make the DECISION to follow that plan, in a timely fashion. Touch, Or Go? If a jet touches down too far along the runway, or with too much speed, the obvious error requires a fast, correct decision; do you stay on the ground, or do you try to go around? Most of the time, the more survivable option is to make every effort to decelerate on the remaining runway. Jets take time to accelerate, time that equates into distance consumed, and an attempt to make a late touch-and-go will likely result in a burning wreck after a 100-knot overrun, a much more serious outcome than a less-broken airplane that has rolled into the weeds
at 25 knots. Unless the touch-and-go is planned in advance, it’s not a good idea to employ it when runway length is critical. Two highly-publicized wrong-airport landings recently occurred within the span of two months, both within 300 km of my home. Each involved transport-category jets, making night-time visual arrivals, that wound up on adjacent, but wrong, airports. Both times, the runway was about half as long as the one at the intended destinations. Fortunately, the two heavy jets came to a stop without incident. The first newsmaker was a highlymodified Boeing 747 freighter, operated by Atlas Air, with cargo from Italy intended for a plant at the Air Force Base in Wichita, Kansas. Only seven n.mi. separated the AFB from a nontowered business airport, with nearly identical runway configuration. Despite panel displays, the PF and backing-up PNF acquired the wrong set of lights and the Big Bertha came to a halt on an airport that was too narrow to accommodate a turn-around. The embarrassed crew had made a wrong decision, but followed up with the right one, which was to stay down and attempt to stop. The second event, a potentially more-serious faux pas, took place two months later, when a Southwest Airlines Boeing 737-700 was landed with 124 passengers on a non-towered airport’s 3,700-foot by 100-foot runway, again seven n.mi. from the 7,100 by 150-foot runway with the airline terminal. The runways were within 30 degrees of alignment, and, panel displays to the contrary, the wrong set of lights was selected out of the dark landscape. The short runway ended with a precipitous drop-off into a ravine, leaving scant room for error. But, again, an initially erroneous decision was followed by a good one, and excellent piloting skill brought the 737 to a safe stop. However, as in the first incident, the damage to two piloting careers was already done. Similarly, a successful rejected takeoff requires practiced adherence to procedures that were well thought-out in advance. Only serious warnings of a flight-critical failure should trigger an abort response when V1 is near. However, if stopping is necessary,
immediate application of full braking is the first priority, even if the throttles have yet to be moved aft and ground spoilers haven’t extended. The extra runway length preserved by timely braking could be just the amount needed to keep the aircraft intact. Ice Requires Action Extraction from a sudden icing encounter is another quick-decision moment. You didn’t expect it, but the V-speed numbers. Ask the airplane for all it can give, for the few seconds needed to counter the threat. In April, 2013, a Lion Air Boeing 737 apparently encountered windshear on approach to Badung, Bali, sinking into the sea short of the runway. Thankfully, all 108 aboard survived. Not so lucky was an ATR-72, operated ice is there, accumulating rapidly on the aircraft, and it has to be dealt with. Do you go up, go down, or turn around? If you have all the anti-icing systems turned on, and they are still not doing the job, you’ll need to move fast. Unless you’re already established on the approach and expect to break out soon, you’ll probably ask for a higher altitude to get out of the ice, but the decision has to be made quickly. Icing doesn’t always follow textbook examples. Certification requirements do not account for water-droplet sizes and accretion rates beyond certain criteria, which can and do exist in nature. Exercising pilot-in-command authority will be required in such cases, without deliberation. In December, 2011, a TBM-700 turboprop ran into severe icing at 17,000 feet, climbing out after departure from Teterboro airport in the New York City area. From all indications, the accretion rate was so rapid that the pilot’s actions came too late for survival; the airplane went out of control and crashed on a motorway median, with no survivors. Another pilot flying in the same area later reported picking up four inches of ice in five minutes, despite use of all anti-icing equipment. Sadly, the only remedy for severe icing is immediate extraction, which can require execution under the pilot’s emergency authority. If the situation warrants such an extreme measure to save the aircraft, report your inten-
tions to ATC, along with your declaration of an emergency. It’s far better to be present at the hearing in person, instead of being discussed posthumously. Windshear Waveoff Pulling out of a windshear encounter is also not a time for deliberation. When airspeed or climb/sink rate changes rapidly, in close proximity to terrain, immediate and drastic action is called for. After recreated windshear crash scenarios were performed in simulation, survival was proven to require application of maximum thrust and pitch rotation until stick-shaker activation. This is not a time to be concerned about engine parameters and
by Lao Air, that may have encountered typhoon-related shear the following October, during a landing at Pakse, Thailand. The ATR wound up in the adjacent Mekong River, with 49 fatalities. It is speculative to consider if timely action could have prevented these accidents, but the conditions were clearly indicating a need for caution, and a readiness to act quickly. Remember, putting off deciding is, in actuality, making a decision. When you have yet to acquire sufficient information, deferring is a good thing. But, in aviation, we quite often don’t have that luxury. The best snap judgments are those we have planned for, just in case they are needed.
✈
SNAP
Pulling out of an icing or a windshear encounter requires great judgment.
BART: MAY - JUNE - 2014 - 85
SAFETY SENSE
APPROACHES
GNSS APPROACHES KNOW WHAT YOU DO !
By Michael R. Gr端ninger and Capt. Carl C. Norgren of Great Circle Services AG (GCS)
A
APPROACH
The pilot on VHTNP (right) may not have been suitably familiar with GNSS approaches.
t 0906 Eastern Standard Time on 28 July 2004, a Piper Aircraft Corporation PA-31T Cheyenne aircraft, registered VH-TNP, with one pilot and five passengers on board, departed Bankstown, NSW on a private flight to Benalla, Vic. The pilot had submitted an instrument flight rules (IFR) flight plan for the flight to Benalla and return. After changing the route in-flight and tracking along the coast, the pilot requested a clearance direct to BLAED, one of the initial approach points for the RWY 26L GPS approach. This routing was approved by ATC. The aircraft however did not track direct to BLAED. Instead it tracked 3.5 to 4 degrees left of the cleared track. The radar controller did not question this tracking discrepancy. The pilot descended and commenced the approach, which was in uncontrolled airspace. Shortly thereafter the aircraft struck a ridge 34 km south-east of the airfield. During the subsequent investigation it became apparent that the pilot had initiated the approach not over BLAED, the initial approach point, but
86 - BART: MAY - JUNE - 2014
at a point approximately 34 km southeast of the airfield. How could an experienced pilot with more than 14,000 flying hours loose situational awareness and not notice such a gross navigation error? GNSS Approaches GNSS approaches have been established in ever greater numbers in recent years as they offer a number of advantages compared to conventional, ground based approaches. Procedure design is more flexible and new approaches can be set up quickly. They do not require expensive ground navigation installations and hence offer large cost savings. These advantages have lead to a rapid increase in the number and the types of GNSS approaches. Flying GNSS approaches however is not as straightforward and easy at it might seem. It requires diligent planning and careful execution by the flight crews in order to maintain awareness and to properly supervise the navigation equipment and the flight guidance system during the approach. A Delicate System GNSS approaches have high navigational accuracy as long as the integrity of the navigation sensor is assured. For this, on-board GNSS equipment is
equipped with Receiver Autonomous Integrity Monitoring (RAIM). This function monitors the navigation information received from each satellite and ensures that the required level of accuracy for each phase of flight is achieved. If RAIM detects a satellite which is sending an incorrect signal, then the Fault Detection and Exclusion (FDE) function automatically excludes this satellite from the navigation position fix. This requires a minimum number of satellites available (4 for RAIM, 6 for FDE for most GNSS systems). All GNSS approaches must be treated with the same level of caution as non precision approaches. Many believe that a GNSS is a straightforward and reliable solution to navigation. However, error and faults are common in this highly complex system. GNSS systems are delicate and need constant monitoring. Vigilant Monitoring The accident report concluded that the most likely cause for the gross navigation error was that the GPS had insufficient satellites to determine its position and had therefore continued in dead reckoning mode. In this mode the GPS maintains a heading based on the last available groundspeed and track. This could account for the divergent track.
The dead-reckoning mode would have been annunciated by a “DEAD RECKONING” message on the GPS display as well as a lit MSG annunciator on the instrument panel. In addition the “RAIM NOT AVAILABLE” message would have appeared. These two messages should have made the pilot aware that his GPS was not navigating based on valid satellite signals any longer. When the aircraft was within 2 NM of the final approach fix, the APR annunciation on the GPS should have appeared. Without this annunciation, the GNSS approach may not be commenced. At the FAF, the receiver checks for RAIM and if not available, displays the message “RAIM UNAVAILABLE – EXECUTE MISSED APPROACH”. At this point latest, the pilot should have realized that something was wrong and that he could not continue the approach. When flying with a GNSS as a primary means of navigation if is of utmost importance that the pilot be familiar with the meaning of the messages which the GPS receiver can generate and that he is familiar with the actions required to be taken. He must know exactly when the GPS receiver is no longer available for navigation and must then revert to alternate means of navigation. Even if the GPS does not generate any messages, it is good airmanship and a standard operating procedure with many operators to crosscheck position information provided by the GNSS with conventional groundbased navigation aids. In the case of the approach into Benalla, the pilot could have crosschecked the position of BLAED if he had followed the standard airway routing and then joined the approach at BLAED. The waypoint BLAED is on radial 221 from Albury VOR. Also it was noted that the navigation database of the GPS was out-ofdate. Flying with an out-of-date navigation database is not only poor airmanship, but is a potential hazard to the flight – and illegal. For commercial operators an out-of-date navigation database is an MEL item which requires rectification within a specified timeframe. Without an up-todate database an aircraft is not airworthy.
High Workload Although many pilots expect the workload associated with safely flying a GNSS approach to be lower than performing a conventional approach, this is incorrect. Although the level of automation might be higher, the level of monitoring required to safely perform a GNSS approach is as high if not even higher than on a conventional non-precision approach. This is reflected in a survey performed by the ATSB in 2007 where pilots perceived the workload on a GNSS approach as being higher than on any other type of approach. GNSS approaches can give pilots a false sense of safety. This must be counteracted with precise monitoring of system messages and crosschecks with alternate navigation sources. In turn the study suggested that pilots considered GNSS approaches to be safer than NDB approaches, but less safe than all other type of approach. Pilot-Controller Co-operation Another layer of safety which could have prevented this accident would have been a query from ATC regarding the tracking discrepancy. On numerous occasions these discrepancies were realized by the ATC controllers, but the pilot was never confronted with this issue. During the enroute phase, well above MSA, the tracking discrepancies did not pose an imminent danger to the flight. Only when the flight started the approach, did this position error become a threat. At that point the pilot had switched to the local Common Traffic Advisory Frequency (CTAF) and was outside of controlled airspace. GPS = Get Procedures Straight To ensure safe flight operations with GPS receivers including GNSS approaches clear and unambiguous procedures must be established for normal, abnormal and emergency operations. Such procedures must be customized to the aircraft type, the installed navigation equipment and the nature of the operation. Pilots must be trained in the handling of the navigation equipment including the handling of abnormal and emergency situations. This can be very challenging as many different types of GNSS navigation equipment
have been installed in aircraft as postmodifications. Such modifications are often not available in the aircraft simulator. This means that GPS abnormal and emergency procedures cannot be simulated and trained in the flight simulator. Especially among business aircraft operators with older aircraft this is an issue. To compensate for this GNSS failures need to be trained onboard the aircraft to the extent this is possible (e.g. by deselecting GPS sensors or individual satellites in flight to generate the respective messages). Only if pilots and operators Get their Procedures Straight can they benefit from the advantages of GNSS approaches without compromising flight safety.
✈
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.
PREVENTION
GNSS failures should be trained on board to the extent that this is possible.
BART: MAY - JUNE - 2014 - 87
PROFILE
MALLARD AIRCRAFT
THE MALLARD LIVES ON By Kirby Harrison
T
his is not a story about the return of the venerable Mallard flying boat. Rather, it is a story of its rebirth, fresh and new, nose to tail. The original Grumman G-73 Mallard, with great booming twin radial engines, entered service 68 years ago. The expectation was that the airplane would be used primarily by regional airlines for flights between seaport cities. Most of the amphibious flying Jantzen has spent a good bit of time since the first of the year traveling the globe to promote the project. “There is one offshore manufacturer who would like to build it in that country and arrange for certification there. If we went that way, we’d have the airplane built there and shipped here to be assembled, outfitted and certified.
RETURN
The famous Mallard Flying Boat is being brought back to life.
boats, however, ended up in the hands of private and corporate owners, and most prominently in the hands of Prince Shah Karim al Husseini, better known simply as the Aga Khan. In 1970, Frakes Aviation in Cleburne, Texas began refitting those earliest and aging Mallards with Pratt & Whitney PT6A turbine engines and upgrading the interiors for 17 passengers. They were dubbed, Turbo Mallards. Today, barely a dozen Mallards – T-73 and T73Ts – are still in service worldwide. So with a dwindling fleet of these amphibious flying boats and growing demand, enter Mallard Aircraft, a new company backed by the Frakes family. According to Mallard Aircraft Managing Director Sam Jantzen, most of the manufacturing tooling and jigs still exist at Frakes Aviation and the team is already updating technical engineering drawings, making design upgrades and improving the original production process. When the new airplanes, renamed the Turbine Mallard, begin rolling off the assembly line, it will be under the Mallard T-73T type certificate, with
88 - BART: MAY - JUNE - 2014
upgraded Pratt & Whitney PT6A-34, “or maybe the -140 engines,” said Jantzen. The T-73T type certificate includes the PT6A engines and is held by Frakes Aviation. “The FAA type certification should be relatively easy, followed by an EASA approval,” he said. “It’s the production certification that may offer the biggest challenge.” The Frakes family, said Jantzen, has no interest in becoming involved in the project, other than possibly as a minor parts supplier through Frakes Aviation. The most likely avenue at this point is a license agreement with a manufacturer for production and assembly.
“We have also gotten some interest from a U.S. manufacturer, and at the Singapore Air Show, we were approached by several potential manufacturers along the Pacific Rim,” Jantzen added. Mallard Aircraft is also actively exploring end-user interest, from charter operators to private individuals. To date, these include: ❍ An American financier who expressed the possibility of a fleet order with the intent to lease the aircraft to end-users. ❍ The charter operator of a Cessna Caravan in the United Arab Emirates. ❍ A number of potential customers in Southeast China who looked at
THE NEW TURBINE MALLARD PEFORMANCE AND SPECS
the Turbine Mallard as a fast and convenient alternative to time-consuming and uncomfortable water ferry transportation so common in the area. ❍ Several possible end-users in the Mediterranean who see it as a faster alternative to helicopter charter. ❍ A mining executive in Southeast Asia who told Jantzen bluntly, “I can use that airplane right now.”
With the new PT6-34 engines, the Turbine Mallard is expected to have a maximum cruise speed of 190 knots and a range in excess of 1,100 nautical miles. (See performance and specs box below.) Jantzen also noted that the materials and technology to reduce cabin noise have come a long way since the older Mallards, and the company is looking at a number of cabin acoustics suppli-
❍ Operators who see the Turbine Mallard as a fast and efficient means of transport along the U.S. East Coast, capable of delivering passengers to waterfront docks within a few minutes of downtown in major cities such as New York. A number of upgrades are planned for the new Turbine Mallard, starting with Rockwell Collins Pro Line 4 cockpit avionics. Also being considered is the Garmin 1000 package. The interior will come in three configurations. An executive cabin will typically seat seven passengers, or eight if approved for single-pilot operation. The commuter variant will hold 17 passengers, and a utility version for cargo transport is planned.
ers to create a quieter interior in the new airplane. As for pilot and mechanic training, Mallard Aircraft anticipates an agreement outsourcing to a facility with experience in float plane operations and maintenance. Support and service will be the responsibility of the manufacturing partner. Built new, the Turbine Mallard will retain many of the identifying features as the original Mallard from 1946; high-wing with under-wing floats and retractable tricycle landing gear and a two-step hull. The original post-World War II Mallard was listed at $115,000. The later Mallard conversion to turboprop was in the $4 million range. Jantzen
Max cruise: 190 kts Max range 1,100 nm Accelerate/stop, land 4,000 ft Accelerate/stop, water 5,600 ft Landing distance, land 3,633 ft Landing distance, water 4,400 ft Two-engine rate of climb 1,500 ft/min Single-engine rate of climb 359 ft/min Maximum operating altitude 24,500 ft Aircraft length 48 ft 4 in Aircraft height (to top of beacon 19 ft 6 in Wingspan 66 ft 8 in Cabin height 5 ft 9 in Cabin Width 5 ft 7 in Passenger capacity, VIP 7 Passenger capacity, utility 17 Baggage weight capacity 1,000 lb MTOW 14,000 lb Max landing weight 13,500 lb Max zero fuel weight (land and water) 12,800 lb Max gross weight (land and water) 14,000 lb Useful load 5,700 lb Maximum fuel capacity 666 gallons @ 6.7 lb/gal 4,462 lb Normal fuel capacity 500 gallons @ 6.7 lb/gal 3,350 lb
said the company is tentatively estimating of the new Turbine Mallard at around the price of a Viking 400 Twin Otter (float plane) or King Air 350, both of which are in the $6 to $8 million range, depending on how they are equipped. “Our goal is to be back in production within the next year,” said Jantzen, “and have if everything goes well, to deliver the first customer airplane by the 4th quarter 2015. The original Mallards were known for reliability, speed and efficiency. “I expect the new Turbine Mallard will be no less, and there will be an enthusiastic market for the airplane for a long time to come,” Jantzen concluded.
✈
CAPACITY
With its new PT6-34 engines the Mallard can carry 17 passengers in commuter configuration and 7 passengers in VIP configuration.
BART: MAY - JUNE - 2014 - 89
INSIGHT Comlux The Aviation Group has grown steadily from a small operator to a multi-purpose Business Aviation group, with the strategy of giving their clients relentless support and one point of contact for a range of different services. We sat down with recently President and CEO Richard Gaona, who elaborated further.
UNYIELDING
Relentless customer service is a strategy for success says Comlux s President Richard Gaona.
BART: Can you tell me how it all started, and what your role was in developing Comlux into the multifaceted company it is today? GAONA: Comlux was created to manage aircraft and create some additional charter business. When I joined in 2007 it had six aircraft; and my job was to turn what was essentially a small airline into a Business Aviation group, with a range of different products and services. I started with a blank page and worked out a business model which involved taking care of the aircraft, helping customers to acquire an aircraft, having it completed at our completions centers and then supporting it when it’s in service. On top of that if the customer wants to re-sell his plane one day, we help him buy a new one. It comes down to a few main activities: aircraft operations, aircraft management, cabin completions, maintenance and refurbishments and aircraft transactions. On top of these, we provide legal advice and a lot of other smaller services for the customer. And yes, as you mention, the growth has been significant. In 2007 we had about 90 people working for us and six aircraft, now we have 19 planes and 614 people working for us. Two thirds of them are working in the US, with the other third working in aircraft operations. To support all this business we have several commercial offices in the world, Zurich Moscow, Bahrain Hong Kong, and Indianapolis. The customer gets one point of contact for all of these different services. And that makes things as easy as possible for him. For instance one of our customers recently put their aircraft into a big refurbishment program and for six months we chartered an air-
90 - BART: MAY - JUNE - 2014
WITH RICHARD GAONA PRESIDENT AND CEO OF COMLUX THE AVIATION GROUP
INTEGRATING SERVICES ACROSS CONTINENTS ters, with the notable exceptions of Lufthansa and Jet Aviation. All these guys are American.
craft for him. Not many other completion centers can provide that sort of service, and if it’s our customer they know they’ll be looked after with the chartered plane. It’s also very important to be sensitive to different customer needs. Comlux is only one group but we have 35 different nationalities. If you don’t understand the culture of the client, you can’t do business with them – that’s part of our philosophy. BART: You’re also spread out geographically, with your completions center based in Indianapolis in the US and your management and charter operations based in Europe. What’s the logic behind this? GAONA: If we wanted to operate aircraft in the US, we’d be required to have an US AOC, and we’d need to have an American shareholder owning 51% of the business, hence the European operations. But in the US there are many people who are qualified to do completions and maintenance work. And transactions are all done in dollars. You’re producing in dollars, selling in dollars. If we were working with the Euro we’d be much less competitive. And really the completions business is an American specialty. If you look at completion cen-
BART: You also recently announced that you are expanding into wide-body completions. What is the rationale behind that? GAONA: This is my understanding of the market: there are probably only between 300-400 people seriously in the market for an ACJ or a BBJ. And the market does not change so much, with the core members of this group remaining the same for a long time. You don’t get so many people upgrading to these aircraft from smaller aircraft. The guy who flies in a Challenger or a Falcon 2000 will not buy an Airbus or a Boeing tomorrow. The image or the operating costs of these aircraft won’t allow it. Where there is movement is with people who have BBJs or ACJs and want to trade up to wide-body aircraft, and there is a wave of wide-body aircraft coming on the market now. We have two divisions within the same company, refurbishments and completions and they complement each other. The big difference is that refurbishments will usually take a maximum of three months where as a completion will take between 12 or 18 months. It’s also true that the business of refurbishments is going to grow very fast, because there are many aircraft that are approaching 12 years of age. And the life of these aircraft is 4-5000 hours. These aircraft are not old. So when they reach about 10 years of age, the owner has a choice, either to buy a new one and resell the one he has, or if he cannot sell it then he’ll need to upgrade the cabin. There is a lot of potential here for us. Also, along with this we also do avionics upgrades. We can put connectivity on board on board; when someone has a big C-check for instance, that’s the right time to install this kind of
technology. And then in maintenance we are approved by Bombardier as an Authorized Service Facility. And we are approved on Airbus and Boeing up to the level of C-check. For Gulstream we’re approved on the GII, G-III, GIV. BART: Tell me a little about the management and charter business at Fly Comlux?
all of the same staff as a large operator. You’ll need a safety officer, a quality manager, a CEO; you’ll need between five and ten guys. So if you only have two aircraft it’s very expensive.
GAONA: I would say we are involved in three different markets. First of all we have a Boeing 767 aircraft, which is unique on the market in that it is certified commercially. This is an aircraft that can fly 14-15 hours non-stop so there are very few people on the market who can compete with that. Then the market of BBJs and ACJs is highly competitive. So you cannot feed an aircraft like we were doing a few years ago with 800-1000 hours per year. However we have four Airbus and I think we are doing 10,000 flight hours of charter in the last five years on Airbus, so it’s not that bad. So when it’s vacation time demand is very high, when it’s March or November very few people are chartering aircraft. And overall these days I would not say it’s quiet. It’s much better than it was two years ago.
you need to have tailored packages for each of your clients. Do you agree with that? GAONA: Yes we have a profile for every customer, we know what they like and what they don’t like and we adjust to suit them. It’s clear that we should offer a much better service than first class on commercial airlines. So our cabin crew are trained by one of the top hotel schools in Lausanne, so for instance they know how to serve food to the highest standards and create the right ambiance. The cabin crew is a very important part of the organization; it’s the part of the iceberg that the client sees. If this part is not good, then even if you’re doing everything else very well, clients won’t come back.
BART: How important is charter to Fly Comlux? GAONA: For the most part charter is a supplement. The way I see it an operator can’t exist without charter, but equally can’t exist without managing aircraft. That’s why I often wonder about some of the smaller operators out there, say with two or three aircraft. I think it’s very difficult to breakeven with that kind of set-up. You need
BART: I’ve heard it said that chartering and managing aircraft is really like a high-end service industry and that
BART: Does you charter and management business help you to win clients for your completions services? GAONA: I would say it’s a win-win situation for the two businesses. As I said if someone puts their aircraft in our shop for a long period they can charter one of our planes during that time. But likewise for the aircraft we manage and own, if one of them needs an upgrade we will send it to Indianapolis to make sure that the upgrade is done properly.
BART: You recently moved a lot of your operations to Malta. How has this helped you? GAONA: The move has been taking place over a long period. We started by moving the aircraft over there and then we moved other aspects of the business, human resources and so on. So now in one building in Malta we have all the technical aspects of the airline, flight ops, training and HR and finance. In Europe the only part that is not in Malta today is the commercial activity. Initially Comlux had a Swiss AOC, and we stopped it to avoid cabotage issues in Europe. For instance we had aircraft registered in Russia. If one of those aircraft flies to Nice, and on Monday the principal wants to go to Paris, it’s cabotage. But if you are registered with EASA then it’s less of a problem. You fly from Moscow to Nice and the next day to London or Paris. We’ve been very particular with the quality and aspects of our operation. So we simply can’t have a cabotage issue. Actually we have to comply with the same standards you’ll find at BA or Air France. And many of our pilots come from Air France. They are not going to break the rules. And that is why is why I am upset when I see that I am losing charter flights to companies in the grey market. Why I do I invest so much? I was speaking to the EBAA chairman Rodolfo Baviera recently and I asked him: What are you doing? And he said OK, if you tell me who the client is, I can check. But I think that the EBAA should act more to support the operators who are acting professionally. BART: Given that the EBAA is not a regulator, what can it concretely do to address this problem? GAONA: Well I think they should be more controls of aircraft. Take an aircraft that lands in Le Bourget with 60 passengers on board. It’s very easy to go and talk to the passengers and ask them how they got on the plane. This is the role of EASA and national authorities. And the EBAA’s role is to push these organizations to make more controls. Because in the end, by closing your eyes to this, you are promoting the grey market.
✈
GROWTH
Comlux is currently expanding into wide-body completions.
BART: MAY - JUNE - 2014 - 91
PROFILE By Paul Walsh IN BUSINESS AVIATION we’re used to steady, no-nonsense engines boasting the reliability and efficiency of commercial jets. Indeed, many BizAv engines are simply commercial powerplants readjusted to fit smaller aircraft. As Business Aviation grows in status and fleet size, it’s clear the industry needs its own dedicated platforms, focusing on flexibility and ease of maintenance to support aircraft that fly a range of different missions under varying conditions. At the forefront of this evolution is the French manufacturer Snecma. With a history dating back to the end of the Second World War, Snecma has huge experience in aircraft engines. Highlights range from collaborating
DAWN
Snecma s Silvercrest opens a new era for Business Aviation powerplants.
with Rolls-Royce to make the Concorde’s Olympus 593 to providing powerplants for Dassault’s fighter jets. It also partnered with GE to produce the CFM56, which now powers more than 4,900 aircraft around the world. Over a decade ago its team turned their attention to Business Aviation and saw a need for engines that can be maintained based on how much they are used rather than in fixed cycles. This idea evolved into a program launched in 2006 as the Silvercrest, a dedicated Business Aviation platform; rated at 9,500 to 12,000 pounds of thrust, and hitting the sweet-spot of super-midsize, large and long-range business jets; a segment projected to produce 8,000 new aircraft in the next 20 years.
92 - BART: MAY - JUNE - 2014
SNECMA SILVERCREST
THE FRENCH CONTENDER
Working from a clean sheet, Snecma’s team used 3D Aero design to streamline the shape of the fan blades and include a high-pressure compressor with four single-piece ’blisks’ and a centrifugal stage. As well the high-pressure turbine has an active clearance control system, giving even greater aerodynamic efficiency. Noise Thanks to innovations like these Snecma can say that the Silvercrest offers a 15% reduction in fuel consumption and CO2 emissions, compared with today’s engines, as well as up to a 50% margin in oxides of nitrogen (NOx) emissions versus the ICAO’s CAEP/6 standard.
Always with an eye to the future Snecma’s engineers also saw the importance of reducing its noise footprint. “Excessively low bypass rates were the major factor in the noise generated by the older generation engines,” says Francis Couillard, Director of Environmental Policy at Snecma. “By increasing the rates, we significantly reduced the velocity of the air coming out the nozzles and therefore the jet noise. Our efforts have concentrated on the fan architecture in particular.” The Silvercrest’s bypass ratio is 6:1 and overall the engine is quiet: up to 20 EPNdB under Chapter 4, which already meets the upcoming Chapter 14 standard, cutting the noise footprint in half versus competitors. Testing has validated the work put in so far. In ground tests the Silvercrest reached and exceeded maximum takeoff, and also showed good operability and very low levels of noise and vibrations. Today four engines are undergoing tests on Snecma’s outdoor test stands in Villaroche, near Paris, on the open-air test cell in Istres, southern France, and on a test stand operated by Techspace Aero in Liers, Belgium. On top of this four other engines are at various stages of assembly, which will bring the total number of engines used for testing to eight. The plan is to log 4,000 hours of tests by the certification time, slated for 2015.
PROFILE
APPLICATIONS
The Silvercrest will power Cessna Citation s Longitude and Dassault s 5X; its test bed has been busy lately.
If this sounds urgent, it’s because the Silvercrest has already been chosen to power two aircraft, Cessna’s Citation Longitude and Dassault’s Falcon 5X, with both Cessna and Dassault convinced they’ve made the right choice. “We are thrilled to bring the Silvercrest engine to Cessna customers because of its best-in-class efficiency, reliability and quality,” said Scott Ernest, Cessna President and CEO. “This engine is expected to take the Cessna Longitude to a new level and to give our customers the range, efficiency and noise-reduction they need to be successful in today’s competitive environment.” And when Dassault’s choice of Snecma was announced at NBAA last year Eric Trappier, Chairman and CEO of Dassault Aviation said: “thanks to the technologies incorporate d in S i l v e rc r e st , d e v el o p e d through Snecma’s long experience as a manufacturer of commercial
94 - BART: MAY - JUNE - 2014
SNECMA SILVERCREST
and military jet engines that we can meet our ambitious performance goals”. And so Snecma is already gearing up for production with the engine assembly line being set up at the Villaroche plant. They’ve selected suppliers including Aircelle for nacelles, Techspace Aero for the low-pressure compressor and Sagem for the Fadec engine control unit. Maintenance Then there’s the question of maintenance, with Snecma introducing the first on-condition maintenance program and a maintenance monitoring system that essentially sees problems before they occur. The approach rips up the rule book on fixed schedule maintenance, where engines that are operating satisfactorily have to be removed and serviced prematurely, increasing maintenance costs and reducing availability.
In the Silvercrest approach engines are removed only when a component reaches its individual life limit, or when the engine begins operating outside the manufacturer’s recommended parameters. The end result increases mean-time between overhauls by up to 30%. At the same time Snecma’s preventive maintenance technology can detect potential issues before they become problems. Aptly called ForeVision, the system uses embedded sensors that give continuous engine readings, which are then transmitted to Snecma’s engineering support center. With proprietary algorithms Snecma’s engineers can detect and analyze the slightest deviations. If an issue is confirmed, their customer support team informs the aircraft maintenance unit recommending the appropriate action – from proceeding with the flight and scheduling maintenance at the operator’s convenience, to sending a fast response team with spare parts to the plane’s next destination. The final piece of the puzzle is Snecma’s round the clock maintenance support, which already boasts skilled personnel and a global network. There are three regional service centers, located in Europe, North America and Asia, each offering replacement engines and equipment, spare parts and mobile maintenance teams. Taken together, this really is a new era for Business Aviation engines.
✈