Bartintl156

MAY-JUNE 2015

CELEBRATING THE 15 TH ANNIVERSARY OF THE EUROPEAN BUSINESS AVIATION CONVENTION AND EXHIBITION

OUR 27th YEAR

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

HERITAGE KNOW-HOW TECHNOLOGY

Cessna CJ3 +

We flew a Citation on Steroids LeRoy Cook reports on page 82

ebace15

Falcon 5X - Dassault's Winning Card at EBACE

Enthusiasm and Versatility at Heli Expo 2015 Report on page 92

Think Fast.

The Mach 1.5 Aerion AS2 will shrink your world and create time. Shave hours o routes such as London to Seattle, Tokyo to San Francisco and Riyadh to Singapore. Save more than six hours from New York to Sydney. Think about the possibilities.

It’s About Time. www.aerionsupersonic.com

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Avionics Editor Steve Nichols

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

Editor and Publisher Fernand M. Francois Associate Publisher Kathy Ann Francois Executive Editor Paul Walsh Senior Editor Marc Grangier Safety Editors Captain LeRoy Cook, Michaël Grüninger

MRO Editor Bernard Fitzsimons New-York Editor Kirby J. Harrison CONTRIBUTING EDITORS Fabio Gamba, Nick Klenske, Louis Smyth, Giulia Mauri, Derek A. Bloom, Guy Viselé, Aoife O'Sullivan

MAY - JUNE - 2015 Volume XXVII - No 2 BART No 156 WWW.BARTINTL.COM

SECTIONS 6 EDITORIAL

PRODUCTION Tanguy Francois Production Manager ADVERTISING Kathy Ann Francois Advertising Director kafrancois@bartintl.com CIRCULATION Thais Cremer Marketing Assistant tcremer@bartintl.com

8 POINTER 10 FAST TRACK 28 TRANSATLANTIC UPDATE 32 BUSINESS NEWS

CONTENTS 34

82

EBACE 2015 This year’s EBACE will showcase a European market in full scale recovery mode. Read our report to find out about the most interesting exhibitors.

FLIGHT-TEST CESSNA CJ3+ BART’s resident pilot LeRoy Cook tests out the various innovations on the Cessna CJ3+.

60 COST-EFFECTIVE TURBOPROPS The workhorses of our industry are experiencing a resurgence in demand as LeRoy Cook reports.

70 INTERIORS Marc Grangier looks at how a trend towards VVIP interiors is changing the completions industry.

74 START YOUR ENGINES The race for engine efficiency is spurring innovation among powerplant manufacturers.

We examine the main players.

88 TOP TRIP-PLANNING TIPS With schedulers and dispatchers assuming more responsibilities Universal Weather and Aviation offers some top tips to stay ahead.

102 SAFETY SENSE The safety experts at Great Circle Services look at the importance of managing stress in the cockpit.

106 GETTING THE RIGHT AVIONICS What factors should you consider when choosing avionics for your aircraft?

Steve Nichols investigates.

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OUR ADVERTISERS AND THEIR AGENCIES

Member

SPACE Geneva Airpark will be inundated with demand in the run up to EBACE as professionals fly in for the show.

OUR COVER Conversations will be buzzing about Dassault’s 5X and Cessna’s CJ3+, and many other aircraft at EBACE.

2-3 33 73 23 69 51 99 13 29 87 7 85 91 53 9 17 19 21 81 77 63 11 65 25 107 15 39 37 112 43 111 27 45

AERION Corporation Aéroports de Lyon AMAC Aerospace Avfuel Corporation Aviation Partners, Inc Comlux The Aviation Group Concorde Battery Corporation Dassault Falcon (PUCK L’AGENCE) Duncan Aviation EBACE 2015 FlightSafety International (GRETEMAN GROUP) Garmin GCS Safety Solution GDC Technics Gulfstream Aerospace Corporation HondaJet (MILNER BUTCHER MEDIA GROUP) Honeywell Aerospace (TMP Government) Jet Aviation Jet Expo 2015 Jet Support Services Inc. (JSSI) JetNetLLC Lufthansa Technik (MEC GmbH) NBAA 2015 Pilatus Aircraft Ltd. Rockwell Collins ARINCDirect Rolls-Royce TAG Farnborough Airport Textron Aviation Customer Support (Sullivan Higdon & Sink) Textron Aviation Jet Sales (Sullivan Higdon & Sink) UAS International Trip Support Universal Avionics Systems, Corp.

Universal Weather and Aviation, Inc. West Star Aviation Inc.

BART International. Business Aviation Real Tool is the Premier Transatlantic Business Aviation Magazine. ISSN 07767596 Printed in Belgium and published Bi-Monthly by Société Anonyme Frankie&Lette 20 rue de l’Industrie, 1400 Nivelles, Belgium. Phone +326 788 3603; Fax +326 788 3623. With US offices in Texas and Arizona, BART International is governed by international copyright laws. Single copy $12.95 U.S. or €10.00 EUR. Professional Subscription available at 12 issues $31.00 U.S. or €24.00 EUR. Bank account BNP PARIBAS Fortis BE92 2710 0610 0423.

Administration and Circulation Thais Cremer tcremer@bartintl.com. International distribution by ASENDIA. USPS 016707 Periodical postage paid. For details call IMS at 1(800) 428 3003. Belgian posting office: BE1380 Lasne.

Office Coordinator Paul Walsh - Strategic Development Officer. Responsible Publisher - Fernand M. Francois

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Upfront From the Editor

HAI 2015 – REVOLUTION IN ORLANDO WELL, PAUL, SORRY YOU COULDN’T make it to ORD in March. It was one of the best HAI Conventions ever. I had the feeling there that the helicopter industry has gained unprecedented momentum. Helicopters are not ugly anymore, they’re sleek and innovative and the manufacturers outdid themselves by staging them in remarkable displays. Airbus Helicopters even hired security guards to contain the enthusiasm of a crowd bowled over by the full composite mockup of the H-160.

Bell Helicopter displayed their commercial products on a stupendous booth, constantly assaulted by a fascinated crowd, while the people at Agusta Westland attracted considerable interest with their AW609 business tiltror.

The attendance record surpassed the preceding peak of Anaheim last year and exhibits were heavily attended each day.

Everyone came out of Orlando with a bullish feeling about the future of rotor flying. Real progress has been made in nearly all avenues: the Bell fly-by-wire, the MD Notar, the full composite Airbus, the AW tiltror and more. I am not helicopter whiz and it’s not my intention to start a show report now. I will leave that to our rotorcraft expert, Ian Frain who inaugurates our new regular column “Helicopters Affairs” on page 88, with a complete HAI2015 report.

Far away from the HAI Conventions of the eighties when the floor was mainly occupied by helicopters in uniform, we have now a

majority of what I would call Industry Helicopters: Offshore, Coast Guard, Police, Agriculture, but also Business Aviation dedicated helicopters. Operated by corporations or chartered at airports for quick transportation to a center of affairs the helicopter is gaining ground within the business world. Two of the largest, mostcelebrated and best-known capitals of Europe, if not the entire world, London and Paris are separated by a relatively small distance and a small body of water. Meanwhile, if it’s not too difficult for a limo to drop Bigdome in the Center of Paris after landing at Le Bourget airport, the situation is quite different when London is the place of business. “Business Aviation is about time” and I wonder where is the time benefit if after a fifty minutes jet fling the Boss has to endure more than one hour of traffic jam in the UK on the M25!

Even if Biggin Hill is located inside the perimeter of the M25, it still takes one hour by car from the airport to London. That’s when the helicopter enters, cutting down the time to 6 minutes from BQH to Battersea Heliport.

I will also make an educated guess that the economy will take off again, with the aircraft that are still on paper today solving the range and speed limitations of the rotorcraft, but it will probably take more time than it should. I can’t wait to complete a Paris to London center flight in 40 minutes in a nextgen tiltrotor.

“The helicopter is a fine way to travel, inducing a view of the world that only God and CEOs share on a regular basis.”

Morley Safer

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FLIGHTSAFETY INSTRUCTOR TRUST AD - BART INTL - MAY/JUNE 2015 ISSUE - Trim: 8.25” w x 11.25” h

Bleed: 8.5” w x 11.5” d

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POINTER Events

Agenda

EBACE 2015 May 19-21 Geneva, Switzerland

Paris Air Show June 15-21 Le Bourget, France

IN SEQUENCE Hello, I just received the Feb-April edition of BART International Magazine. I very much enjoy this magazine but wanted to check to see if this is a Free or Paid subscription, quite frankly I do not remember as it was a gift to me from a Pilot friend? One thing for sure, I do not want to miss it.

I want to congratulate you on the following features, first the size of the magazine and its glossy pages are very professional. It has good weight, is not flimsy and just the right amount of pages. I only regret not to find any Classified Ads in the back.

I think what really draws me in is that the articles are well written and not too long. I like to keep abreast of the World of Aviation especially outside of the USA for I know so little about the rest of the World.

Usually a Corporate Flight Department is a luxury and is the first place to cut if the economy goes south. When I read that Flight Departments are for the most part expanding worldwide then I know the economy is turning around too. This helps me make other business and investment decisions. I can get this info with BART and not from another source which might be tainted or biased. In as much as I enjoy it, even if I have to cut my expenses I really would like to renew my subscription. Your answer is appreciated.

Keep up the good work.

Best Regards, Capt. Walter Folker Corporate Jet Pilot Charlotte, NC 28226, USA Thank you for your kind words of appreciation, this really encourages us to pursue our goal towards the recognition of Business Aviation as a Real Tool at the service of the global economy. Don't worry Walter, you will continue to enjoy the good reading, as your friend has already taken care of your subscription renewal.

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LABACE August 11-13 Sào Paulo, Brazil

EAA AirVenture July 20-26 Oshkosh, USA

Jet Expo Sep 10-12 Moscow, Russia 8 - BART: MAY - JUNE - 2015

@bart_intl

OUR MAN ON THE SAFE SIDE At BART International we place Safety as a priority for efficient Business Aviation operations. For more than 10 years now we regularly publish our Award Winning Column “Safety Sense”, written by Michael Grüninger and his team at Great Circle Services.

Michael Grüninger is a graduate from Pontificio Ateneo S. Anselmo in Rome with two Bachelor of Arts Degrees (Theology and Philosophy). He holds a Master of Business Administration of Webster University in Geneva. Moreover, Michael is a type rated airline transport pilot. His aviation background includes work as a flight inspector at the Federal Office of Civil Aviation (FOCA) and as vocational trainer for airline Managers. He is an accredited ISBAO and IOSA Auditor, as well as a Human Factors Specialist EAAP. Michael teaches at the Zurich University of Applied Sciences.

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Range shown is based on NBAA IFR theoretical range at Mach 0.80 with eight passengers. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors.

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COMLUX AMERICA COMPLETES FIRST FANS PROJECT ON CHALLENGER 601 Comlux America, the completion and service center of the Comlux Group has announced the successful installation and certification of the first FANS program on a Challenger 601 aircraft. For Comlux, this comes on the heels of receiving the STC in March 2015, for installing FANS capable equipment in the entire 600 series aircraft.

Scott Meyer, CEO of Comlux America stated, “The Challenger CL-600 airframes represent a large segment of our services division. We are now able to offer our customers a solution that will allow them to operate in an environment that requires FANS and Link 2000+ capability. We are proud to be the very first company to have been awarded this STC and for the success of the first program.”

TEXTRON AVIATION OPENS NEW PARIS SERVICE CENTER Textron Aviation has opened its larger, state-of-the-art Paris Service Center at Paris-Le Bourget Airport, boasting complete maintenance and repair capability for Citation business jets and Beechcraft King Air turboprops.

“Our customers are excited about our new Paris facility, and with good reason. The new facility is three times larger than the original and offers faster service, easier facility access, and first-class customer areas,” said Brad Thress, senior vice president, Customer Service. “With the combination of Beechcraft, Cessna and Hawker under Textron Aviation, and with the increased Business Aviation activity in Paris, we wanted a larger and more robust center there to match the other facilities across Europe. The feedback from customers has been very positive.”

More than 200 customers and guests attended the grand opening event and toured the new 156,000-square-foot facility, including the 42,000-square-foot service bay, double the size of the service bay in the former Paris service center.

Cessna opened its first service center outside the U.S. at Le Bourget in 1997, and it quickly became one of the top facilities in the network. The new center is one of six company-owned Textron Aviation service centers in Europe. The Paris facility also offers a mobile service solution allowing customers to receive service at their aircraft’s location. All six Textron Aviation European service centers hold European Aviation Safety Agency (EASA) certification as a Continuing Airworthiness Management Organization (CAMO).

HONDAJET RECEIVES PROVISIONAL TYPE CERTIFICATION FROM FAA The HondaJet has received provisional type certification (PTC) from the United States Federal Aviation Administration (FAA). This achievement indicates the FAA’s approval of the HondaJet design based on certification testing, design reviews, and analyses completed to date.

“Provisional type certification for the HondaJet is a tremendous milestone for the program, and we are pleased to reach this significant step toward customer deliveries and entry into service,” said Honda Aircraft Company President and CEO Michimasa Fujino. “Honda Aircraft has completed nearly all of the testing and reports required by the FAA, and we are very close to achieving final type certification for the world’s most advanced light jet.”A provisional type certificate is a design approval by the FAA and is common for business jets when final certification is near. Honda Aircraft has demonstrated that the HondaJet is safe for flight and meets the airworthiness standards defined by the PTC.

10 - BART: MAY - JUNE - 2015

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JET AVIATION BASEL SELECTED BY BOEING BUSINESS JETS TO COMPLETE TWO B777-300ER Jet Aviation Basel has been selected by Boeing Business Jets (BBJ) to complete the interiors of two Boeing B777-300ER aircraft on behalf of an undisclosed client in Asia. The project will be completed in Q3 2018.

Following an intense and competitive bidding process that Boeing Business Jets undertook to achieve its customers’ detailed requirements, the Jet Aviation Basel Completions Center was recently awarded a Completions contract for two Boeing B777-300ER aircraft. The project is slated for immediate commencement. “We have invested heavily in process and product improvements for popular wide-body platforms such as the B777 in order to bring VIP interiors to the next level of quality and precision,” said Matthew Woollaston, director, Market Development & Completions Sales, Jet Aviation Basel. “This is a fantastic opportunity for us to showcase our new capabilities.”

“This contract is the culmination of a lot of hard work by our team of professionals in recent years developing new ways of doing business and building cabin interiors,” says Neil Boyle, vice president and general manager of the Jet Aviation Basel Completions Center.

“This is a significant program for Boeing Business Jets and we are honored to have been selected to complete these two B777s. We look forward to demonstrating our skills and expertise to Boeing directly.”

A FIRST FOR AN FBO IN AMERICAS American Aero FTW, a fixed-base operator (FBO) located at Meacham International Airport in Fort Worth, Texas, has become the first FBO in the Western Hemisphere to be issued a rigorous new safety and ground handling accreditation from the International Business Aviation Council (IBAC).

American Aero was awarded the IBAC International Standard for Business Aircraft Handling (IS- BAH) certificate of registration.

IBAC officials made the announcement at the annual International Operators Conference in San Antonio, Texas.

“We would like to congratulate the entire team at American Aero FTW for this tremendous achievement,” said Terry Yeomans, ISBAH Program Director for the IBAC. “By adopting the IS-BAH code of best practice, American Aero has made a clear commitment to demonstrate its leadership in safety management and risk mitigation.”

FIRST CESSNA CITATION M2 ENTERS CHARTER SERVICE IN EUROPE

Cessna announced at the AERO Friedrichshafen trade show in Germany the delivery of the first Cessna Citation M2 available for charter in Europe. The Citation M2 is managed by private jet operator Catreus, based in Biggin Hill, United Kingdom.

“The Citation M2 is unmatched in its category – no comparable light jet has its size, payload or range,” added Tom Perry, vice president, Sales, Europe. “The aircraft can handle non-stop legs throughout Europe, such as Paris to Athens, Zurich to Moscow and Berlin to Madrid, and therefore is an ideal aircraft to enter charter service in the region.”

“We are delighted to add this versatile light jet to our charter fleet of Cessna Citations,” said Cy Williams, managing director, Catreus. “We expect the Citation M2 to be popular for short trips within Europe, such as to the Mediterranean, for both business and pleasure.”

12 - BART: MAY - JUNE - 2015

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CESSNA GRAND CARAVAN EX EARNS EASA CERTIFICATION Cessna announced at AERO Friedrichshafen in Germany that its Grand Caravan EX has earned certification for a 14-place configuration from the European Aviation Safety Agency (EASA).

This approval by EASA allows the newest model of the Grand Caravan to offer higher density seating and greater operational capability for operators in European countries.

“The approval by EASA to certify the 14-place Grand Caravan EX is a win for both Cessna and our customers, as it will allow many new uses for the aircraft in Europe,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design.

WEST STAR AVIATION INTEGRATES CARBON FIBER INTO AIRCRAFT While carbon fiber has been readily used in the structure of aircraft for some time, it’s now making its way into the interior and exterior of the aircraft. A prime example of this relatively new trend is West Star Aviation, who has successfully integrated carbon fiber into five custom aircraft refurbishment and/or exterior paint projects since 2014. When integrated into the cabin, carbon fiber covers surfaces where wood veneer is traditionally used, such as countertops, side ledges, tables or bulkheads. In addition, West Star has completed an exterior paint project with carbon fiber aircraft paint.

“The use of carbon fiber in cabin design has continued to grow in popularity as it gives a unique, hi-tech, and more modern look than the traditional veneer options,” said Debi Cunningham, Vice President Marketing & Interior Design, West Star Aviation.

DUNCAN MARKS 35 YEARS OF LANDING GEAR WORK Duncan Aviation has overhauled more than 3,200 landing gear ship sets in the last 35 years; the very first was from a Learjet 24 aircraft. In 1980, Duncan Aviation performed its first landing gear overhaul. Using parts purchased from Learjet and tools they made themselves, the Duncan Aviation Learjet airframe team performed everything from gear tear downs to rebuilds, including the required work on stab actuators, bushings and paint. This was completed on four small benches in a shop at the back of the main airframe hangar.

Thirty-five years later, Duncan Aviation has a 6,000 square-foot dedicated landing gear shop with an overhead crane, fixed stands and large paint booth with curing room.

Nine technicians work three shifts covering every day of the week. And the team does more than just Learjet gear now.

They have overhaul, inspection and repair capabilities on Beechcraft, Cessna, Embraer, Bombardier Learjet, Bombardier Challenger and Bombardier Global landing gear.

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EPIC AVIATION AND UAS INTERNATIONAL TRIP SUPPORT OFFERING GOES LIVE

UAS International Trip Support and EPIC Aviation announce the launch of their fuel program components, which provide substantial added value to their customers.

The fuel program was initially announced in February, but this week the details and functionality became available to customers who’ve been eagerly anticipating the enhanced programs. Customized UAS pricing has now been incorporated into the EPIC system, granting expanded access for EPIC Cardholders to fuel at more than 3,000 international locations.

“This is an important step for this fuel program and great news for EPIC Cardholders,” stated Jay Husary, Executive Vice President of UAS, adding, “They no longer have to thumb through a stack of credit cards, trying to determine the best method of payment at FBOs overseas – plus they get the added value of enhanced trip support and expertise from an established network.”

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StandardAero LAUNCHES 2,000+ NEW COMPONENT REPAIR CAPABILITIES StandardAero recently added more than 2,000 new part repair capabilities to its expansive portfolio of industry leading component repair offerings.

Growth in StandardAero component repair has continued to surge over the last three years. In 2014, the company repaired more than 35,000 parts while maintaining a 95% on-time delivery rate. The majority of repairs were performed at StandardAero’s 250,000 square foot, world-class MRO facility located in Cincinnati, Ohio. Moving forward, the company has expanded its component repair capabilities to a second 100,000 square foot facility in Winnipeg, Canada, to accommodate additional engine lines and unique repair development capabilities.

“We are constantly developing customer-requested, OEM-aligned component repairs,” said Rick Stine, President of StandardAero Military & Components sector. “And, we will continue to reduce or customers’ MRO costs in 2015.”

TAG AVIATION ADDS SIXTH G650 TO ITS FLEET

AG Aviation announced that it has added a sixth Gulfstream G650 to its fleet, making it one of the largest operators of the world’s fastest, ultra-long-range jet.

The Gulfstream G650, one of the most fuel-efficient aircraft, can fly near the speed of sound, with a maximum speed of Mach 0.925. With a range of 7,000 nautical miles, this private jet is capable of flying nonstop from London to Buenos Aires or Singapore. It features a wide cabin interior and is equipped with industry-leading inflight Wi-Fi and satellite communications systems.

The large windows and low cabin pressure enhance comfort and reduce fatigue.

“We are proud to manage one of the world’s largest fleet of this revolutionary and highly sought-after aircraft”, said Graham Williamson, President Aircraft Management and Charter Services, TAG Aviation Europe. “We serve an international client base which values our expertise in aircraft management. Our focus is to provide our clients with bespoke services and identify the most technologically advanced business aircraft for their specific travel needs.”

“The number of Gulfstream G650 aircraft within TAG Aviation’s fleet speaks to the aircraft’s flexibility, reliability, comfort, technology and performance”, said Trevor Esling, Regional Senior Vice President, International Sales, Gulfstream.

GULFSTREAM BEIJING RECEIVES FAA PART 145 AUTHORIZATION Gulfstream Aerospace Corp.’s service center in Beijing, China, recently received Part 145 approval from the U.S. Federal Aviation Administration (FAA). The authorization gives Gulfstream Beijing technicians the authority to perform base and line maintenance and provide aircraft-on-ground support for most U.S.-registered Gulfstream aircraft.

Gulfstream Beijing is a joint venture between Gulfstream and Hainan Airlines Group.

“This achievement marks the culmination of a committed effort by many employees at Gulfstream Beijing and company headquarters in Savannah,” said Mark Burns, president, Gulfstream Product Support. “More and more of our U.S. operators are based in or traveling to China and this certification enables them to take advantage of the comprehensive support provided by our team at Gulfstream Beijing.”

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UAS INTERNATIONAL TRIP SUPPORT EXPANDS SERVICES IN ASIA-PACIFIC UAS International Trip Support announces the placement of three new airport station managers at three Chinese airports: Shanghai, Chengdu, and Guangzhou. These new resources will augment the recently-opened AsiaPacific (APAC) headquarters in Hong Kong and the regional office in Beijing, China.

Forecasts for growth in the general aviation industry in Greater China are quite positive, and UAS is strategically positioning itself to provide heightened levels of flight support services in APAC, as part of a continued commitment to serving the region and the increased demand for quality services. Since the ground expansion into the Asia-Pacific, UAS recorded a service increase of 41% in November 2014. “With the airport station managers, we now can provide even more immediate assistance to our clients. Our station managers will not only be hands on with all cases, but will provide first-hand information to clients on site. This experience and knowledge is absolutely invaluable and enables us to easily deal with last-minute situations or changes,” said Mohammed Husary, UAS Co-founder and Executive President.

UNIVERSAL AVIONICS FUTURE AIR NAVIGATION SYSTEM (FANS) 1/A+ SOLUTIONS EXPANDS REACH Nine additional aircraft have joined the growing list of platforms with Universal Avionics Future Air Navigation System (FANS) 1/A+ solutions. Aircraft platforms include the Bombardier Challenger CL-600, CL-601, CL-601 3A/R and CL-604, and Gulfstream 1125 Westwind Astra, Astra SPX, G100, GIV and GIVSP. The installed systems also provide the foundation to meet Automatic Dependent Surveillance-Broadcast (ADS-B) and Link 2000+ Programme mandates.

The following Universal Avionics Authorized Dealers completed the Supplemental Type Certificates (STC) for FANS 1/A+ installations: • Comlux Aviation: Challenger CL-600, CL-601, CL-601 3A/R and CL-604 • Chicago Jet Group: 1125 Westwind Astra, Astra SPX and G100 • Clay Lacy Aviation, KaiserAir: Gulfstream GIV and GIVSP FANS 1/A+ STCs with Universal Avionics FANS solutions are also currently issued or in development on an additional 12 aircraft platforms, with more to come. Additional platforms with completed FANS 1/A+ installations and certifications include: Bombardier Learjet 45 (Bombardier), Falcon 50 (Chicago Jet Group), Falcon 900 (Chicago Jet Group, Duncan Aviation), Falcon 900EX (Chicago Jet Group) and Gulfstream GIII (Chicago Jet Group).

Airframes that are currently in development for FANS 1/A+ retrofit and installation and certification include: Boeing B767-200, Falcon 50EX, Falcon 2000/2000EX, Hawker 4000, and Gulfstream G-200, GII, GIIB, GV and GVSP.

CESSNA UNVEILS STANDARD PRODUCTION CARAVAN INTERIORS Cessna has unveiled at the annual Sun ’n Fun International Fly-In and Expo in Lakeland, Florida, a new standard interior for the Caravan line of single-engine turboprops, which this year celebrates 30 years in service. The new interiors, which improve cabin comfort and functionality, are available and customer deliveries have begun.

“We can’t think of a better way to celebrate three decades of production than to offer our Caravan operators such a significant upgrade to their favorite utility turboprop: a standard interior centered around durable, comfortable seating that results in reduced weight at no additional cost,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design.

A Grand Caravan EX featuring the new interior is on static display this week at Lakeland Linder Regional Airport. The most noticeable upgrade is an all-new machined seat frame replacing the previously welded seats. The new design includes enhanced ergonomics such as an improved back angle, seat belt location and sight lines to cabin windows. In addition, the seats now feature a durable luxury covering that is stain resistant and has an antimicrobial finish, which is especially beneficial in air ambulance and other special mission operations.

18 - BART: MAY - JUNE - 2015

carry on

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Honeywell’s Ovation Select® cabin management system offers passengers a broad range of cabin entertainment, control and integrated communications that maximize in-flight comfort and productivity. Seamlessly integrating the latest consumer electronic devices into the cabin is easy. Simply carry them on and plug them in. Leveraging nearly 40 years of cabin suite expertise and with over 1600 systems installed, Ovation Select delivers media content in crisp surround sound audio and vivid full high definition (HD) 1080p video on all of the latest digital technology.

The system lets passengers receive and respond to e-mail, access the Internet, host video conferences and make telephone calls. Additionally, our JetMap® HD moving map system allows passengers to follow their flight plan while viewing helpful in-flight information.

Possibilities of Connectivity. Made Easy.

See how Honeywell can make flying a better experience, visit aerospace.honeywell.com/ovation © 2015 Honeywell International Inc. All rights reserved

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LOCAL AUTHORITY APPROVES LONGER OPERATING HOURS FOR LONDON BIGGIN HILL AIRPORT Biggin Hill Airport’s (BHAL) local authority The London Borough of Bromley has approved in principle its request to extend its operating hours.

BHAL has requested extending its operating hours from 06:30 hours to 23:00 hours Monday to Saturday (currently 07:30 to 21:00) and from 08:00 to 23:00 on Sundays and public holidays – versus 09:00 to 21:00, currently. Biggin Hill and the Council will now negotiate a more detailed agreement to extend the operating hours, for final approval by the Council in the near future.

As the only dedicated international Business Aviation airport in Greater London, the extended operating hours along with a number of other initiatives such as the London Heli Shuttle will enable BHAL’s current and potential customers to undertake even more productive business activities in London and the South East as well as entice more aviation related aviation manufacturing, engineering and support activities.

TEXTRON AVIATION EXPANDS PROADVANTAGE SUPPORT PROGRAMS FOR HAWKER JETS Textron Aviation has announced it has expanded coverage of its industry leading ProAdvantage product support programs to the Hawker 125-series, which include the Hawker 750, 800, 850 and 900 models, and Hawker 400-series business jets.

The addition of the Hawker 125- and 400-series aircraft under the ProAdvantage program follows the inclusion of Beechcraft King Air aircraft in 2014. ProAdvantage programs were originally developed to cover Cessna Citation business jets and Caravan turboprops.

“Extending ProAdvantage, one of the leading support programs in the industry, to more of our products is part of our commitment to the long term support of these aircraft and to our customers,” said Brad Thress, senior vice president, Customer Support. “The addition of optional coverage under ProAdvantage for Hawker 125- and 400series aircraft is another step in our overall goal of integrating our service offerings and gives these customers the benefit of better prediction of ownership costs, as well as access to technical support at a fixed rate.”

ProAdvantage is a support solution, previously exclusively available for Cessna Citation customers, comprised of a number of programs providing life-cycle maintenance and spare part support for aircraft airframes and avionics, engines and, when applicable, auxiliary power units. It is designed to increase efficiency, reduce costs and optimize the value of aircraft within the Textron Aviation family of products.

DUNCAN AVIATION EARNS INTERNATIONALLY RECOGNIZED CERTIFICATION Duncan Aviation is pleased to announce three team members have successfully completed the requirements to earn the American Society for Quality – Certified Calibration Technician (ASQ-CCT) designation. The ASQ-CCT is given to individuals who have at least five years of calibrations work experience and demonstrate an understanding of, and commitment to, quality practices in the field of calibrations.

In December of 2014, James Hood, quality manager; Todd Lieske, technical manager; and Dale Nitzel, master technician, passed the rigorous three-hour ASQ certification exam testing them on their proficiency in and comprehension of calibration principles and practices.

The Duncan Aviation calibrations lab is audited annually to ensure the proper procedures, equipment and employee knowledge is maintained at the highest level of quality standards. Having team members with the ASQ-CCT designation demonstrates that technical competency.

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SAFETY FIRST Jet Aviation Maintenance and Refurbishment Services You can count on Jet Aviation’s 50-plus years of industry experience whether you need a routine inspection, heavy maintenance and repair, refurbishment, or the technical expertise of our round-the-clock AOG team. Strategically located around the world, our repair stations are staffed by technicians trained in all major airframes. Keeping your aircraft safe and operational is our No.1 priority at every Jet Aviation facility. You can count on us.

VISIT US AT EBACE HALL 4, BOOTH #A050

Visit our global MRO locations: Basel, Boston/Bedford, Dubai, Geneva Hong Kong, Jeddah, Moscow Vnukovo Singapore, St. Louis, Teterboro, Vienna www.jetaviation.com/maintenance

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JET AVIATION SINGAPORE RECEIVES FAA APPROVAL FOR THE GULFSTREAM G650 Jet Aviation Singapore recently received approval from the Federal Aviation Administration (FAA) to provide line and base maintenance to Gulfstream G650 aircraft. The company also added repair station approval for Thailand DCA. As a Factory Authorized Service Center and Warranty Repair Facility for the Gulfstream series, the FAA approval permits Jet Aviation Singapore to extend warranty line and base maintenance support to owners and operators of G650 aircraft registered in the U.S. “We are consistently seeing more operational activity of long-range, large cabin aircraft across Asia, the Pacific and Australasia, and several new aircraft deliveries are expected in the region over the next few years,” said John Riggir, vice president and general manager of Jet Aviation Singapore. “With approximately two thirds of the aircraft we service in Singapore representing Gulfstream, I’ve no doubt that our extended support capabilities for the G650 will be well received by the market.”

GKN AEROSPACE TO SUPPLY G500/600 WING SKINS

GKN Aerospace has been selected by Gulfstream Aerospace Corporation to supply the wing skins for its latest G500 and G600 ultra-long range business jets. In a long term contract GKN Aerospace is to produce the upper and lower wing skins for the development and production aircraft.

The G500 and G600 upper wing skins are constructed in a single piece, eliminating fasteners and joints, lowering weight and reducing maintenance. The lower wing skins are comprised of several panels and incorporate a number of complex design features. All skins are being manufactured at GKN Aerospace’s advanced machined structures facility in Wellington, Kansas, USA, using the country’s longest multi-spindle gantry machining center.

CONCORDE OPTIMIZES RG® SERIES AC & DC POWERED HEATED AIRCRAFT BATTERIES Cold temperatures increase the internal resistance which decreases a battery’s capacity and slows the battery’s ability to accept charge current. For years operators in cold climates have made it a practice to endure the inconvenience of removing batteries from aircraft, transporting and storing them in a heated environment, then reinstalling prior to departure.

Some also use external heater blankets that wrap around the battery and heat the outermost cells when the aircraft is parked. Although this solution increases capacity, in some cases the battery cells are not equally heated resulting in diminished capacity and disproportionate recharge across battery cells.

In order to maximize battery performance, Concorde has developed heated batteries in their most popular sizes to mitigate these problems. Concorde’s RG-380E/44, RG-380E/60 and RG-390E series of heated batteries incorporate internal AC (115 V nominal) and DC (28 V nominal) heater blankets that surround cells in the most optimal manor for equalizing cell heating. These blankets are controlled by a Heater Control Unit (HCU) offered in four different TSO authorized varieties. HCU-1 is a DC only unit and uses DC power supply to operate the heaters. HCU-2 is an AC only unit that heats the battery using AC power. HCU3 and HCU-4 are dual power units that allow for either AC or DC power supply. HCU-3 accommodates AC or DC power supplied through a single receptacle whereas HCU-4 has separate receptacles for AC and DC power. Each HCU controls battery temperature with thermal switches that automatically turn on or off depending on the temperature of the battery. Redundant switches are in place to prevent the possibility of overheating.

Some airframe manufacturers have already incorporated this design into their aircraft to provide end users with optimal performance and zero inconvenience.

Heated batteries are TSO authorized and available in the following part numbers: RG-380E/44KH, RG-380E/44KSH, RG-380E/44LH, RG-380E/44LSH, RG-380E/60KH, RG-380E/60KSH, RG-380E/60LH, RG-380E/60LSH, RG-390E/KH, RG-390E/KSH, RG-390E/LH and RG-390E/LSH. Concorde has designed and manufactured application specific solutions for over 3 decades in West Covina, California. Concorde supplies over 90 models of Original Equipment and direct replacement batteries for fixed wing and rotary aircraft. Concorde batteries are installed as Original Equipment by the majority of aircraft manufacturers and adopted by military aircraft operators worldwide.

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Fuel. And so much more.

速

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DUNCAN AVIATION TO PERFORM NDT INSPECTION FOR ENSTROM HELICOPTER Duncan Aviation is geared up and prepared to perform the magnetic particle inspection required on the main rotor spindle of the Enstrom F-28A, F-28C, F-28F, 280, 280C, 280F and 280FX model helicopter.

In February, Enstrom Helicopter Corporation issued Service Directive Bulletin No. 0199 to address potential spindle separation due to fatigue. This affects all the serial numbers of the main rotor spindle, P/N 28-14282-11 and P/N 28-14282-13.

For compliance, spindles with 5,000 hours or more time-in-service need to be inspected within the next five hours time-in-service and repeated every 300 hours thereafter. Spindles with fewer than 5,000 hours time-in-service need to have this inspection performed at or before reaching this threshold.

Once Duncan Aviation receives the spindle, accessory technicians are able to turn the unit the same day. With enough advanced notice, Enstrom operators can expect to receive their spindle back the next day.

BOMBARDIER ANNOUNCES ORDER FOR SPECIALIZED AIR-AMBULANCE AIRCRAFT Bombardier has announced a firm purchase agreement with Swiss Air-Ambulance Rega (“Rega”) for three Bombardier Challenger 650 aircraft. The transaction is valued at approximately $130 million US, based on 2015 list prices and includes various aircraft modifications, such as the installation of a medical evacuation interior. Deliveries of the modified Challenger 650 aircraft are scheduled for 2018.

A loyal Bombardier Challenger aircraft customer, Rega is the leading Swiss air-ambulance provider. As a privately funded foundation, its mission is to carry out air-rescue operations in Switzerland and to repatriate patients from abroad. As one of the world’s pioneers in aeromedical evacuation, Rega has a long tradition in dealing with medical emergencies around the world. Their current fleet of three Challenger 604 aircraft are used exclusively for ambulance flights and are outfitted with intensive-care units.

“Bombardier has enjoyed an excellent working relationship with Rega since 1982 when the company purchased its first Challenger aircraft and again in 2002 with the addition of the Challenger 604 aircraft to its fleet,” said Stéphane Villeneuve, Vice-President, Specialized Aircraft, Bombardier. “We are very proud of the confidence that Rega continues to place in Bombardier, and we look forward to many more years of collaboration.”

LEAR 45 LANDING GEAR CAPABILITY AT AEROSPACE TURBINE ROTABLES, INC. Aerospace Turbine Rotables, Inc. (AeTR), a wholly owned subsidiary of First Aviation Services Inc., announces that it has received FAA certification to perform major inspections and overhauls on the main and nose landing gear for the Bombardier Lear 45.

The Lear 45 capability adds to AeTR’s existing expertise in King Air, Beechjet, Premier, Gulfstream, Challenger, T-6 Texan II, Global Express, Pilatus, Citation, Twin Commander, Fairchild and Piper. AeTR is a recognized leader in the repair and overhaul of landing gear for some of the world’s most popular FAA certified aircraft in corporate and military applications.

“We are really proud to be the first independent MRO to support the Bombardier Lear 45. This is a popular and growing market and fits perfectly with our current customer base.” says Dave Seavey, Vice President and General Manager of AeTR. “We have our own cores and have also been working with third parties to expand the exchange core pool for our customers.”

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PC-1

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PEOPLE Accelya, the leading provider of financial and business intelligence solutions to the Airline and Travel industry, recently announced the appointment of John Johnston as Group Chief Executive Officer. John’s induction in Accelya’s leadership team is a part of the succession plan of Philippe Lesueur, President Accelya Group, who will continue to remain on the Board of Accelya companies and serve as an advisor.

John Johnston was until recently, Chief Executive Officer of Champ Cargosystems and has been responsible for the creation and growth of CHAMP Cargosystems into the world’s largest dedicated IT provider to the Air Cargo Industry. During his career, John has held senior executive positions in several countries and has provided senior management and consulting services to a number of Global Airlines Aerion has appointed Ernest (Ernie) Edwards, one of Business Aviation’s most accomplished executives, as Senior Vice President and Chief Commercial Officer. He joins Aerion’s senior leadership and has responsibility for all sales activity related to the company’s Mach 1.5 AS2 supersonic business jet. Edwards reports to Aerion CEO Doug Nichols.

Ernie Edwards

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Edwards retired as president of Embraer Executive Jets at the end of 2013 and earlier served as that company’s Vice President of sales & marketing for North America. In those roles (from 2005 to 2013), he helped build Embraer, a new entrant to Business Aviation, to become one of the industry’s leading brands.

Comlux America has announced the appointment of Scott Meyer as the new CEO. Scott currently serves as the COO for Comlux America and he will take on this new role beginning the 1st of April 2015.

Scott Meyer started his career in aviation over 25 years ago, with a focus on VIP interior modifications. Scott has been with Comlux America almost since the inception of the company.

Scott Meyer Duncan Aviation has announced the appointment of three new Team Leaders within its Engine Rapid Response (RRT) network.

J o e S t u b b s has been with Duncan Aviation for 10 years, nine of those on the engine line at the company’s headquarters in Lincoln, Neb. In 2014, he successfully launched a new Engine Rapid Response office in Long Beach, Calif., then moved on to join the Seattle RRT. Turbine Engine Service Manager James Prater says that when the Atlanta leadership

opportunity became available, Stubbs was the clear choice.

“Joe’s flexibility, versatility and wealth of engine knowledge make him a valuable resource in our RRT network. We are happy that he has accepted this leadership opportunity in Atlanta.”

Mike Bruhn joined the Rapid Response Team in Chicago with experience as an A&P certified technician in flight departments and repair stations on a broad spectrum of corporate jets. In his five years at Chicago, he has built a strong rapport with area operators. “We are excited to allow Mike the opportunity to continue to strengthen those relationships while serving as Team Leader and work toward his vision for growing the team and expanding its presence throughout the area,” says Prater.

Fort Lauderdale is Duncan Aviation’s largest Engine Rapid Response Team. Regis Biarrieta has taken over as the new Team Leader for the Fort Lauderdale office. Baiarrieta has been with Duncan Aviation for four years, having worked in both Atlanta and Fort Lauderdale.

FlightSafety International has announced that Brian Moore has been promoted to Manager of the company’s Wichita East Learning Center. He succeeds Debbie Jones who has retired from the company after 26 years of outstanding service.

Brian Moore

Flying Colours Corp. has announced the appointment of Paul Dunford as General Manager of Flying Colours Corp.

Asia PTE. Ltd., based at Singapore’s Seletar Aerospace Park.

Canadian-born Dunford joins the company following a 25-year career within the aerospace industry and was selected for his extensive knowledge of Bombardier Challenger and Global completion programmes.

Previously working for Bombardier Aerospace in Montreal, Dunford has relocated to Singapore where he is responsible for managing the progress of interiors completion projects, developing new business and building a robust, onsite interiors team for Flying Colours.

Greenpoint Aerospace has announced Steve Bruce as new Sales Director.

Steve Bruce joins Greenpoint Aerospace with 25 years of experience in the aerospace industry.

Steve has been with Zodiac Aerospace for the past five years, working as their Business Development Director for U.S. Business Aircraft. Prior to his work at Zodiac Aerospace, Steve spent 13 years holding leadership positions in sales, maintenance and commercial operations at Embraer.

West Star Aviation recently announced they have welcomed Chris Woolverton to their sales team as Avionics Technical Sales Manager. Chris will be based at West Star’s East Alton, IL (ALN) facility.

Chris has built an extensive career in the corporate aviation industry over the last 16 years, holding varying roles in avionics installations and sales for major aviation companies. Most recently, Chris has concentrated on providing support to Global 5000, 6000 and Challenger 605 customers. A certified A&P Technician, Chris also spent six years in the United States Air Force.

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TRANSATLANTIC EUROPE ON OUR RADAR THIS MONTH CONNECTIONS, OPPORTUNITY, BUSINESS AVIATION People often ask me what I mean when I say Business Aviation. And as you and I know, explaining exactly what it is – in all fairness to its variety of business models, complex operations, and far-reaching benefits – is not always a quick or simple task. Sure, we can begin to outline all of the various service options, or explain how it differs from airlines; and sure, we can begin to give lists of the concrete benefits in terms of how much time is saved in minutes, or how many jobs are created in this service industry versus that one.

Fabio Gamba CEO EBAA

But these are only parts of a bigger Business Aviation picture. And if we’re talking about the big picture, I’d rather talk about connections. I’d want to illustrate that Business Aviation is about connections between cities and regions (it serves around 103,000 European cities); between businesses (B2B and B2C); and business people (face-to-face no matter where they are in the world). Business Aviation is an indispensable part of a larger air transport network, allowing people to schedule business travel when and where necessary, in order to connect the dots of making business deals happen. We shouldn’t forget that, on average, the users of business aviation are also the biggest users of airlines; they utilise the most appropriate mode of transport for the business situation.

These users are connecting the dots in order to create business momentum that in the end connects Europe – internally and to the rest of the world. So the next time someone asks me what Business Aviation is, I’ll say it’s aviation for business, for connecting Europe to business opportunities and growth.

Consider this: you’re a CEO. You, along with your executive team, have an important meeting in London, followed by a meeting in Paris, and one in Milan – but not this month, not even this week; you need to get to all three meetings tomorrow! Business Aviation is the only way this is going to happen. But why are these meetings so urgent? Because they enable business deals, increase company activity and profits, and result in economic growth.

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As the CEO, it’s your responsibility to make the connections and sign the deals that create growth for your company, jobs for its employees, and value for its shareholders. Ultimately, the economic contribution touches cities, regions, countries. It’s all about connecting the opportunities.

Business Aviation is intrinsically tied to the economy.

Since 2008, as the economy dipped, so did Business Aviation activity. But in 2014, the sector delivered its first positive growth year in flight movements since 2011. Three of the four key European markets – France, UK, and Italy – contributed robust traffic growth figures (up to 2.2%), despite the overall growth rate being slightly muted at 0.7%. This instilled within our industry an optimism that an upswing may be in the air. But was our optimism premature? If the first two months of 2015 are to set the tone, we are not yet out of our previous predicament. January saw growth dip to 4.5%, and February -3.9%.

Still early days, we’re hoping that these figures were a glitch, but they certainly raise questions about early optimism, and certainly point towards caution. Although we may not know what outcome we’ll see in the months to come, we do know that Business Aviation is an enabler for business, and what Europe needs today is tools that enable business opportunities. If we can make this link more visible to

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/EUROPE TRANSATLANTIC decision makers – whether in politics or in business – then I believe we’re heading in the right direction.

It’s not all doom and gloom.

If we take a look at other indicators, the European Business Aviation aircraft fleet (that’s 60% corporate fleets; 20% Government; 17% mix of charter, fractional ownership, emergency and medical; and just under 3% private individuals) has been growing steadily since 2001 (6% in 2014, compared to 2013). I don’t need to tell you that ultra long-range aircraft have best weathered the economic storms; but what may come as news is that today the average flight duration is on par with Business Aviation’s best years.

In addition, average fare prices are trending upwards, but this is not supply-side imposed, since operating costs have not increased thanks to a drop in fuel price (around 18% of operating costs). This points to demand-side pressure. Businesses and business owners in today’s global economy still see the value in using business aviation to lift their companies to higher levels of efficiency and growth.

Opportunity is knocking.

If we remain optimistic and say that 2014 has set the scene for an upturn, where do the opportunities lie? For users, I think it’s pretty obvious. For the industry, we need to look a little deeper. The opportunities, in many ways, lie in overcoming some of the major challenges of the operating environment. Ill-suited legislation, at EU and national level, due to misapprehension by Governments and regulators is one aspect. In recent years, new regulations have created obstacles for Business Aviation.

For example, at a time when European businesses and regions need more than ever to be fully connected, small airports are being threatened by closure as a result of new European State Aid Guidelines. Yet hubs are suffering from congestion without clear solutions for more space or better efficiency within the current space. Reduced access to airports and infrastructure hits the industry at its core, but it also hits those regions facing airport closure.

The subtler issue is that regulations for aviation are more and more becoming ‘one-size-fits-all’.

Unfortunately one size does not fit all, and this kind of thinking is not only irritating for our industry, it is unconducive to enabling business opportunities for Europe. I believe what is needed is a rethink: a perception change. Developing solutions and new business models to best serve the market is where the opportunities lie. Innovative and entrepreneurial thinking that facilitates dynamism within the industry will essentially drive businesses and economic opportunities further.

Who helps ensure Duncan Aviation’s on-target turntimes?

Duncan Aviation pairs its customers with project managers to provide a single point of contact regardless of how many shops touch an aircraft during its stay. Project Manager Tiffany Griffin works with schedulers and maintenance, interior, engine and paint shop team members to ensure that her customers are always aware of what’s happening with their aircraft.

Just as importantly, Tiffany keeps the various shops in the loop on the progress of the work in order to accommodate tight schedules, making small tweaks as needed to ensure promised aircraft out-dates are met.

In July, Tiffany was part of a team that oversaw 13 aircraft scheduled for maintenance, interior and/or paint work at Duncan Aviation’s Battle Creek, Michigan, facility. Every single aircraft delivered on time.

For the rest of the story visit www.DuncanAviation.aero/experience/tiffany.php.

Visit us at EBACE Stand #N090.

✈

Experience. Unlike any other. +1 402.475.2611 | 800.228.4277

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TRANSATLANTIC U.S.A. ON OUR RADAR THIS MONTH STRONGEST-EVER ABACE HIGHLIGHTS CONTINUED GROWTH OF BUSINESS AVIATION ACROSS ASIA-PACIFIC

From the Desk of Ed Bolen NBAA President and CEO

THE STRENGTH AND DIVERSITY OF business aviation across the Asia-Pacific was vividly demonstrated as the 2015 Asian Business Aviation Conference & Exhibition (ABACE2015) concluded April 16, as the event's strongest edition yet throughout its 10-year history.

ABACE2015 featured 38 aircraft on static display, more than triple the aircraft at the first ABACE in 2005 and 30 - BART: MAY - JUNE - 2015

encompassing the full spectrum of business aircraft, from pistons through intercontinental jets, as well as helicopters. The event drew 183 exhibitors from more than 40 other countries across Asia and beyond, more than six times the number of exhibitors at the first edition of ABACE. More than 40 percent of the exhibitors were based in the region, marking the highest percentage of Asian companies exhibiting at ABACE to date.

In addition to its role as a world-leading business aviation event, ABACE2015 also served as an important venue for bringing together government leaders who can help foster the industry’s continued growth. Top national and international officials served as keynote speakers for the ABACE2015 Opening General Session, where attendees heard from Wang Zhiqing, deputy director of the Civil Aviation Administration of China (CAAC); Susan Kurland, assistant secretary for aviation and international affairs at the Department of Transportation (DOT); and Li Durun, chairman of the Shanghai Airport Authority (SAA).

Wang and Kurland also joined Jiang Huayu, CAAC East bureau director, as participants in a China Eastern Region General & Business Aviation Airports Seminar, hosted by the CAAC in

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/U.S.A. TRANSATLANTIC conjunction with ABACE. The event – which drew more than 300 attendees, and featured officials from airports around the world – was the latest example of China's commitment to growing its general aviation industry and infrastructure, and built upon work by NBAA and other groups over the past decade.

Separately, the China Business Aviation Development Symposium included CAAC officials as well as two top diplomats: The Honorable Max Baucus, the U.S. ambassador to The People’s Republic of China, and The Honorable Guy Saint-Jaques, the Canadian ambassador to The People’s Republic of China. ABACE2015 concluded with its highest-attended Career Day yet, drawing more than 159 students from several area colleges interested in possible careers in business aviation.

Additionally, a wide range of informative educational sessions focused on new technologies and equipment mandates, legal structures and taxation policies, and operational safety and best practices in aircraft maintenance and support. This year's event also featured an expanded roster of sessions devoted to the growing presence of helicopter operations in the region.

The Asia-Pacific region has evolved dramatically over the past decade, with a dynamic and rapidly evolving economy spurring growth throughout a broad range of enterprises. As cities such as Beijing, Singapore, Mumbai, and Seoul join London, Geneva and New York as major international centers for commerce and industry, companies in the region continue to invest in business aviation, which provides unmatched speed, efficiency and security.

By any measure, ABACE2015 was the best one yet. The event not only demonstrated the unlimited potential that business aviation represents to Asian companies; ABACE2015 also showed how the industry is not only established in the region, but that it is flourishing.

✈

FAA EXTENDS NBAA’S SMALL AIRCRAFT EXEMPTION FOR MEMBERS The National Business Aviation Association (NBAA) has announced that the Federal Aviation Administration (FAA) has approved its request to extend NBAA’s Small Aircraft Exemption for a 12-month period, expiring on March 31, 2016. The exemption, which is available only to NBAA Members operating in the U.S., allows operators of small aircraft to take advantage of the flexibility usually offered to operators of larger, turbine-powered airplanes.

FAA also is reviewing NBAA’s request to remove a previously imposed limitation that barred use of the exemption for operations conducted outside the U.S. The agency wants to ensure that removing this limitation would comply with International Civil Aviation Organization (ICAO) standards. Many aircraft that utilize the small aircraft exemption fly to international locations, and the previous exemption limited the ability of some owners to use their aircraft.

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NBAA OUTLINES FAA REAUTHORIZATION PRIORITIES National Business Aviation Association (NBAA) President and CEO Ed Bolen has set forth the Business Aviation community’s top priorities as Congress begins work on crafting legislation for “reauthorization”, or funding and governance of the Federal Aviation Administration (FAA).

In written testimony submitted to the U.S. House of Representatives Transportation & Infrastructure Committee’s Subcommittee on Aviation, Bolen outlined nine “guiding principles” NBAA and its Members consider fundamental for ensuring that proposals offered in conjunction with FAA reauthorization support Business Aviation, which helps generate over a million American jobs and more than $200 billion in economic activity each year.

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LOSS OF CONTROL IN FLIGHT, RUNWAY EXCURSIONS IDENTIFIED AS TWO PRIMARY SAFETY ISSUES The National Business Aviation Association (NBAA) Safety Committee has released its third annual list of Top Safety Focus Areas, highlighting two primary safety issues – loss of control in flight (LOCI) and runway excursions – which the committee’s research shows should be primary risk-mitigation targets for all operators.

In addition to the two top safety issues, the committee identified the following safety hazards, in no particular order of priority: ❍ Airspace Complexities ❍ Birds and Wildlife ❍ Distraction and Technology Management ❍ Fatigue ❍ Ground Handling Collisions ❍ Procedural Non-Compliance ❍ Single-Pilot Task Saturation

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PILATUS GENERATES OVER ONE BILLION LONDON OXFORD SWISS FRANCS IN REVENUE FOR THE SECOND TIME AIRPORT REPORTS BUSINESS AVIATION MOVEMENTS ON THE UP

Pilatus built and delivered 127 aircraft during the year under review – 15 more than in 2013. Half of those went to civilian customers, the other half went to air force customers.

Fleet deliveries proceed as planned The Government Aviation Business Unit looks back on another exceptionally successful year in the military training aircraft market, with another 22 percent rise in sales revenue. No less than seventy percent of total Pilatus year-end sales revenue was generated by Government Aviation. This is obviously very pleasing, but it must be noted that Pilatus has seen years in which General Aviation also delivered 70 percent of total Pilatus turnover. For this reason, Pilatus approach is a two-pillar strategy: it allows the company to even out fluctuations across its business units. The ongoing three major projects for India, Saudi Arabia and Qatar are progressing as planned with all deliveries to customers completed on time so far.

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the year under review, even if we are far from the “golden times” of pre-2008. Pilatus delivered a total of 66 PC-12 NGs to customers around the world, of which 50 were to the USA. Work to develop the market in China continues in parallel, and with good results: of the ten Pilatus Porter PC-6s sold during the past year, no fewer than nine went to China.

Investment at Head Office in Stans In the past, Pilatus would invest in aviation projects rather than in concrete. But there comes a time when a change of approach is required, especially in the light of the untenable parking situation at Stans. Pilatus therefore went ahead with the construction of a new car park with four floors and space for over 1000 vehicles. The new logistics building is still under construction. Featuring a fully automated 24m highstorage bay facility, it will be the most expensive and complex building ever erected at Pilatus. And finally, the start of PC-24 series production is drawing closer, and a new assembly hangar shall be essential. The preliminary work is already underway.

$

London Oxford Airport reports a steady increase in Business Aviation activity over the last twelve months. For the period February 2014 to February 2015 the airport reports a growth of 7.5 % year on year in commercial Business Aviation flights (those flown by AOC operators). In particular it notes a peak growth for the period September 2014 to February 2015, with monthly movements peaking at an average of 20% over the six-month period with September showing an overall growth of 28%.

The increase in activity has been generated by more flights originating from the USA, Canada and CIS countries, with aircraft arriving regularly from Slovakia, Czech Republic, Poland and Hungary.

These expanding markets serve to complement London Oxford’s established Western European activity and the trend is expected to continue in line with the anticipated rise in the growth of the business economy.

London Oxford Airport has seen growth over the last year in the type of aircrafts with Cessna Citation up to Bombardier Global Express, amongst others taking advantage of the airports opening hours, customs and immigration service, and competitive pricing. The overall increase has been driven by visitor aircraft choosing London Oxford Airport owing to its convenient location, and easy access to west London.

“We are especially pleased to be seeing more activity from heavy business jets and ultra-long range jets, with regular arrivals and departures served by Global Express, Gulfstream and Challenger aircraft. In addition to the visiting aircraft London Oxford Airport is currently home to over 35 business aircraft of which seven are in the mid to heavy jet category” said Andi Pargeter, Managing Director.

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READY FOR TAKE OFF

I To date, manufacturers confirmed to have aircraft on display include Bombardier, Cirrus Aircraft, Dassault Falcon, Embraer Executive Jets, Nextant Aerospace, Pilatus Aircraft Ltd., and Textron Aviation. There will also be mock-ups of several aircraft including the Bombardier Global 7000, Falcon 5X, Bell 505 and HondaJet in the Palexpo exhibit hall.

And here’s an exciting new feature – an exhibit area for UAS manufacturers. This display will be located in the Palexpo exhibition hall and will allow attendees to see the capabilities and features of a wide range of UAS. “One highlight of EBACE is exploring new aircraft, equipment and technology,” says Joe Hart NBAA’s director of static displays. “EBACE2015 promises to deliver a great experience for Business Aviation pilots, operators and potential buyers.”

I

T E

T

EBACE offers the best of both worlds.

It’s cozy yet comprehensive.

n many ways EBACE offers the best of both worlds, it has the breath of a show like NBAA, but it’s small enough that you can actually visit all of the main exhibitors in three days.

And as will be clear at this year edition’s which runs from May19-21, EBACE has evolved to become much more than a strictly European affair.

Using Geneva to its advantage, the show brings in visitors from the US, Asia, the Middle East, and increasingly from the growing Business Aviation sectors of Africa.

“We at NBAA and EBAA are honored to host exhibiting companies from around the globe at EBACE2015,” said Chris Strong, NBAA’s senior vice president of conventions and membership. “Typically, European companies represent just over half of all exhibiting companies, but we also see exhibitors from China, India and other regions.”

And while the format will stay largely the same as previous years, the organizers are committed to continually improving the visitor’s experience. “On top of the usual – and invaluable – networking and business opportunities at EBACE, this year’s show will feature highly insightful keynotes and education sessions on the relevant issues for our industry in

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2015 and beyond. We expect this 15th show to be one of the best,” says Brian Humphries, president, EBAA. Getting into the numbers –there will be more than 450 exhibitors in the three halls of the Geneva Palexpo conference center. On the static there’ll be more than 60 aircraft, including dozens of previously owned aircraft.

So it’s the perfect opportunity to view aircraft, to buy aircraft and to stay up to date with all of the latest product announcements.

The NBAA and EBAA will also cohost a coffee social to celebrate the anniversary at their booths on the exhibit floor during the show, and throughout EBACE2015 attendees will have an opportunity to mark their participation at the anniversary event on a large signing wall on the exhibit floor. Signage hung throughout the exhibit hall will feature historic moments from the show’s inaugural year in 2000.

“While we look forward to celebrating the anniversary of EBACE and the

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exciting moments of the event’s past, we are also looking to the future by introducing new events and activities,” said Strong. “Our aim is to provide attendees with a fresh experience at EBACE2015.”

Aside from its networking benefits, EBACE is also a place to take stock of where the industry is heading and address its challenges. For one thing the show’s educational sessions cover a wide range of topics and include an aircraft transactions session which provides a review of some crucial tax, legal and regulatory issues. There’s also the EBACE Safety Workshop, focusing directly on human performance and aiming to challenge the way that you think about safety.

Then there’s a session on looking at the challenges and opportunities in the UAS market and whether the European Commission’ standards for regulating civil drones are sufficient.

Perhaps one of the highlights of the show will be the State of the Industry panel featuring speakers such as Richard Aboulafia and Pete Bunce, and coming at a very interesting time for the industry with Business

Aviation demand growing while at the same time uncertainty increases in Eastern Europe.

It’s also worth noting that there’ll be a Women and Aviation networking event on the evening of Tuesday May 19 which will focus on bringing more women into Business Aviation to tackle the industry’s growing skills gap. One final session worth noting is one that focuses on how to maintain secure operations “Fail to prepare = prepare to fail”.

Maintaining safe and secure operations is not only a must. And aside from these there are sessions on access, the perception of Business Aviation, access and careers.

Finally we should mention that there’s a young professionals networking event on Wednesday May 20th.

“The young professionals networking event aims to support individuals with new careers in Business Aviation,” said one organizer.

“Development of young talent is critical to the sustained success of our industry and this event will provide an opportunity for young professionals to network with peers at this important juncture of their careers.”

✈

UAS

This year’s show features a new drone exhibit, as well as your favorite OEMs including Pilatus and HondaJet.

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BOMBARDIER

BOMBARDIER ANTICIPATES GOOD SHOW AT EBACE

CONFIDENT

With a strong backlog and growing orders, Bombardier arrives at EBACE with a spring in its step.

Challenger 650 (top) Learjet 70 (center).

B

By Kirby Harrison

ombardier Business Aircraft will arrive at the European Business Aviation Association Conference & Exhibition (EBACE) with every expectation of a successful show.

The Canadian OEM delivered 204 business jets in 2014, 24 more than in 2013 and Bombardier’s own 2013 forecast suggests business “is expected to improve starting in 2015.” Further not-

ing that a strong aircraft backlog is a short-term predictor of growth in deliveries, the forecast points out that, “Bombardier has the largest backlog among business jet manufacturers.”

And as orders increase, it will translate to increased production rates as manufacturers adjust output to meet market demand.

The Bombardier business jet fleet is the largest in Europe with 571 aircraft.

The fleet in Africa totals 87 aircraft,

there are 103 aircraft in the Middle East, and 42 in the CIS (Commonwealth of Independent States).

The Challenger 650 was introduced at the NBAA convention last year with launch customer NetJets. The fractional ownership giant had placed an early firm order for the 650 for 25 aircraft and options for another 50. The “Signature” series 650 was designed with unique features such as customized cabinetry, seating, next-generation in-flight entertainment and LED lighting. The airplane is expected to go into service in late 2015 or early 2016.

If the European fleet weren’t already impressive, consider that the new Challenger 650 is in the product certification phase and FAA approval is expected in the second half of 2015, and the Global 7000/8000 program “is making great progress.” The Learjet 85 light jet program has not recovered from the economic downturn as quickly as predicted and combined with insufficient sales it remains in stasis for the time being. However, the Learjet 70 and Learjet 75 programs have fared better and both received type certification from the French Direction Générale de l’Aviation Civile (DGAC) in mid-December 2014.

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BOMBARDIER

Assembly

SERVICE

Bombardier’s customer service network continues to grow. Stan Younger Vice President Aircraft Service Centers (center).

Final assembly of the Global 7000 and Global 8000 will be done at Bombardier’s Toronto site. Work package contracts have been awarded to Bombardier manufacturing sites in Belfast, Ireland (horizontal stabilizer and tailcone), Querétaro, Mexico (aft fuselage and wiring) and Saint-Laurent, Canada (cockpit and forward fuselage).

Cabin completion will be at the Global Completion Center in Dorval.

Based on continued growth, the Canadian OEM expects to have “a representation of all three Bombardier Business Aircraft product lines” at EBACE 2015. At last year’s show, aircraft featured on the static display line included the Learjet 74, Challenger 300, Challenger 605, Global 6000, as well as Global 6000s from Vistajet and NetJets.

Also a possibility this year is the new Challenger 350 and a Global 7000 mockup. Bombardier notes that the 7000 mockup is the largest ever built in Business Aviation.

Considering the Russian preference for size, configuration, cabin features and in particular for exceptional range, Bombardier has a positive view of that market. “Because our Russian customers frequently fly long distances, we know that our Challenger and Global jets have great appeal,” For example, the Global 6000 will “easily” fly eight passengers, non-stop from Moscow to Singapore or Los Angeles. Across the region, including Africa, the CIS, Europe and the Middle East , the new Challenger 350 is receiving “solid interest.”

The OEM is also tracking growing inquiries into the Global 7000 and Global 8000 in Russia. “Our Global aircraft show significant potential in the region, accounting for a quarter of deliveries,” according to Bombardier. “The ultra-long-range of both the Global 5000 and Global 6000 make them the product of choice for several of our customers in the Middle East, allowing them to fly from Dubai to key cities in Asia or Europe for business or leisure.”

Customer Service In the meantime, Bombardier continues to expand its worldwide footprint, marking this year as the first anniversary of its Singapore Service Center.

The facility has provided maintenance support for more than 150 aircraft, received nine certifications and implemented dedicated maintenance teams since its official opening in February 2014.The 38,000-square-foot center is equipped to perform scheduled and unscheduled maintenance, as well as modifications, avionics installations and AOG support for the Learjet, Challenger and Global jet lines.

It is also home to a Flying Colours interior shop that can support Bombardier business aircraft customer needs across the region. Including warranty, repair, line service and cabin refurbishment needs. “The center continues to expand its service capabilities and maintenance capacity [and] we expect more certifications in 2015 and 60 engineers and technicians at work by year end,” said Stan Younger, vice president of aircraft service centers.

Further to the west, Bombardier Business Aircraft has announced the recent addition of Arabasco as an

authorized service facility for Challenger 605 customers based in or flying to Saudi Arabia. Under the agreement, Arabasco will offer Bombardier business aircraft customers a full range of maintenance services from its 31,446-square-foot (2,921-square-meter) facility at the Private Aviation Terminal of King Abdul-Aziz International Airport in Jeddah, Saudi Arabia.

Deliveries of business aircraft to high net worth individuals, those with a net worth of $50 million or more, account from one-third of the overall business jet market, according to Forbes. In addition, many of these deliveries are the high net worth individuals who have reached billionaire status. In March 2014, Forbes estimated a record number of billionaires at 1,645 worldwide, an increase of 219 over the 2013 estimate.

The most significant growth occurred in Africa and Europe, which, during 2013, was a year-over-year increase of 45 percent and 41 percent, respectively.

Forbes went on to note that looking at growth over the past two years, Africa’s billionaire population increased by 81 percent from 2013 to 2014, from 16 to 29. It was the smallest number of billionaires growing at the fastest rate in the world during this time.

With these numbers, it is apparent that EBACE continues to be a significant show for Bombardier Business Aircraft as it pushes deeper into markets in Africa, Europe, the Middle East and Russia. EBACE is the way for Bombardier to promote, sell and showcase its widest portfolio of business aircraft in those regions, said a company spokesman.

✈

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AIRBOURNE

T e i a ion a i ude s irs lig reac ed an al i ude o 2 000 ee and a ained s eeds o 2 0 .

By Paul Walsh

etermination and perseverance are two qualities necessary for any executive to survive volatile Business Aviation market cycles. For instance when the market is down, and pessimism abounds, executives need to be thinking ahead and investing for the next upturn.

The strategy was evident at Cessna, and in the depths of the recession, it didn’t rein itself in, rather it launched new and innovative programs like the Latitude and Longitude, to be ready for when demand returned. The approach seemed risky at the time, but now that the American market is booming again and the European market is starting to grow, we see that it’s starting to bear fruit.

Indeed this is the message that will be emphasized at EBACE 2015.

Cessna kicked off 2015 by rolling out the first production Citation Latitude at the company’s Wichita, Kansas manufacturing facility, just three years since being announced to the market.

The assembly of the Latitude features a variety of technological advancements including the use of new automated robotics and ergonomically friendly tooling stations.

“Our product investments extend beyond the design and performance features of the aircraft with innovations in our manufacturing processes,” said Scott Ernest, president and CEO. “The Citation Latitude team has redefined what customers should expect from a business aircraft in this segment, while also redefining the aircraft build process.”

The Citation Latitude certification program, which includes four flying aircraft, has accumulated 500 flights and 1,200 hours to date. The first fully-configured aircraft made its public debut at last fall’s National Business Aviation Association (NBAA) Convention & Exhibition in Orlando, Florida and has since been touring the country for customer demonstration flights.

The aircraft features an all-new fuselage creating a very open cabin environment in the midsize category. With a flat cabin floor and six feet (1.83 meters) of cabin height, the Latitude has the widest fuselage

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CESSNA

CESSNA GEARS UP FOR MARKET REBOUND

of any Citation jet. Cessna’s Clairit cabin-technology system ties into the Latitude’s advanced avionics center to provide connectivity and entertainment to each passenger through their personal electronic devices.

Moreover it accommodates up to nine passengers, can reach a flight level of 43,000 feet (13,106 meters) in just 24 minutes and has a range of up to 2,700 nautical miles (5,000 kilometers). It is designed with a powerful new environmental system, a pressurization system providing a 6,000-foot (1,829-meter) cabin altitude at the aircraft’s maximum operating altitude of 45,000 feet (13,716 meters), an electrically-operated cabin door, Garmin G5000 avionics, two Pratt & Whitney Canada PW306D1 engines, and standard auto-throttles.

NEW PROGRAMS And aside from working on the Longitude and Latitude, Cessna is also aggressively pushing programs like the Cessna Citation Sovereign+ and Citation M2 “The Citation Sovereign+ and Citation M2 are the latest in a string of newly certified Citations introduced in

the past year that have garnered significant interest throughout regions like the Middle East and Europe,” said Bill Harris, vice president, sales.

The Citation Sovereign+ features a large cabin for up to 12 people, a range of 3,188 nautical miles (5,904 km), a top speed of 460 knots (529 miles per hour) and a direct climb to 45,000 feet.

“The Citation Sovereign+ also excels in high-temperature, short-runway performance and needs as little as 3,530 feet for takeoff, which is a key advantage for the Sovereign+ in this region,” Harris added.

The Citation M2 has a maximum cruise speed of 404 knots true airspeed (460 miles per hour) and a range of 1,580 nautical miles (2,926 km). The aircraft can operate at airports with runways as short as 3,210 feet (978 m) and will climb to 41,000 feet in 24 minutes. The Citation M2 is certified for single-pilot operation with room for seven passengers and features two Williams FJ44 engines.

Both the Citation Sovereign+ and the Citation M2 were certified by the U.S. Federal Aviation Administration (FAA) in December 2013 and by the European Aviation Safety Agency (EASA) in June 2014.

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SPEED And of course we couldn’t forget the Citation X+ which has set several cityto-city speed records for its weight class including Seattle to Miami, making the 2,375 nautical mile trip in 4 hours, 52 minutes.

“This provides yet another example of how the Citation X+ meets customers’ need for speed,” says Scott

“It’s great to set records with the speeds we’ve seen from the Citation X+ starting with our earliest test flights,” Michael Voigt, Cessna’s pilotin-command said of the NAA certification. “The real reward comes, though, when we hear from our Citation X+ customers about what speed means to their business and their ability to get more done, more efficiently.”

tudes and to consume less fuel, as well as improving takeoff and landing performance at higher elevations or on hot days. Powered by two FADEC-controlled Rolls-Royce AE3007C2 turbofan engines, the Citation X+ can fly above most commercial traffic and often above adverse weather at a maximum altitude of 51,000 feet.

The cockpit features ergonomic seats designed for transcontinental flights, and a dual-zone temperature control system. The flight deck is centered on the Garmin G5000 avionics package with four, full-color touchscreen controllers and three 14-inch high-resolution displays, as well as fully integrated auto throttles to reduce pilot workload. Standard Garmin Synthetic Vision Technology on the primary flight displays gives the crew a virtual reality view of runways, terrain, traffic and obstacles.

The aircraft also features a longer cabin with significant leg room, built around a proprietary intelligent cabin management and entertainment technology solution integrated with the aircraft’s avionics and electrical systems. Each seat location is also pro-

Ernest, president and CEO of Textron Aviation at the time the record was set. “Maximizing the hours in the day is what Business Aviation is all about.

When you have the opportunity to spend less time in the air and more time in front of your customers, you’re making the choice to invest in winning the market, and the X+ is the perfect aircraft to meet that mission.”

According to the National Aeronautic Association’s (NAA) certification, the Citation X+ set four speed records over a two-day period in weight class C-1h (12,000 kg to less than 16,000kg) for flights over a recognized course: 1) Wichita MidContinent Airport (KICT) and King County International Airport (KBFI) outside Seattle; 2) Seattle to OpaLocka Executive Airport (KOPF) near Miami; 3) Miami to Seattle; and 4) Seattle to Wichita. The aircraft was loaded to simulate a typical customer flight, including required crew and four passengers and luggage.

With a maximum aircraft speed of Mach 0.935, the record-setting effort generated an average maximum speed of Mach 0.916 during the two-day period.

The new Citation X+, certified by the U.S. Federal Aviation Administration in June 2014, has seating for up to 12 passengers, a maximum altitude of 51,000 feet, an unmatched maximum speed of Mach 0.935 and an increased max range of 3,408 nautical miles.

The most distinct outward difference with the evolved Citation X+ is the addition of winglets, allowing the aircraft to cruise efficiently at higher alti-

vided with its own individual touch screen to control cabin lighting, window shades and temperature. The interior of each new Citation X+ can be tailored to the customer’s specifications in seating layout, color and material choices and entertainment options that can include global, satellite Wifi connectivity.

✈

ADDITIONS

T e i a ion o as ro en a range o s eed records ile e i a ion So ereign e cels in ig e era ure s or run ay er or ance.

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BEECHCRAFT

GAINING ALTITUDE TOGETHER

Improved Performance The latest model of the Beechcraft King Air C90GTx has also been improved and now offers new standard features that deliver shorter takeoff and landing distances, better handling characteristics and enhanced passenger experience.

“This is the latest in a long series of continuous enhancements we have introduced to the King Air 90 series.

The new Beechcraft King Air C90GTx looks stunning on the ramp and performs like no other,” said Christi Tannahill, senior vice president, Turboprop Aircraft. “The most significant of the changes is shortening the takeoff distance by nearly 600 feet

By Paul Walsh

M

IMPROVED

Beechcraft’s King Air C90GTx offers more climb thrust with less noise, while the King Air 250’s take-off weight is increased to 13,420 pounds.

any analysts celebrated Textron’s acquisition of Beechcraft as the best possible outcome both parties, predicting that Beechcraft’s portfolio of robust turboprops, would enhance Ceesna’s aircraft mix.

One and half years on, it seems they’ve been proven to be correct.

For one thing, Beechcraft now has more resources to widen its customer service network, while at the same time improving its formidable range of turboprops. To take an example one recently announced modification on the King Air 250 increases the maximum takeoff weight from 12,500 pounds to 13,420 pounds, providing 1,025 pounds of payload with full fuel.

“This is an important upgrade that many of our King Air 250 owners have been asking for, especially our special mission operators who want more capacity to carry heavy equipment or operators who want more range with increased passengers and baggage,” said Christi Tannahill, senior vice president, Turboprop Aircraft. “Having the option to fill the King Air 250 with full fuel and still get more than 1,000 pounds of payload is a great addition to an airplane that has been exceptionally popular in every corner of the world.”

By increasing the King Air 250’s max ramp weight to 13,510 pounds, the enhanced payload modification takes the cabin payload with full fuel from the current 155 pounds to 1,025 pounds. King Air 250 aircraft with this option are certified in the commuter category, and includes the installation of safety systems such as engine fire extinguisher and illuminated escape path floor markings. A BE-200 type rating is required to operate airplanes in the commuter category.

The modification, developed with CenTex Aerospace, Inc. of Waco, Texas, also is an aftermarket option for in-service King Air 250 aircraft and available through Textron Aviation’s factory-owned service centers.

(182 meters), opening up more airports and getting our owners closer to their final destination.”

The increased takeoff, climb and landing performance resulted from the incorporation of Raisbeck Engineering’s performance enhancements consisting of swept-blade propellers and dual aft body strakes.

The aircraft features the Hartzell swept blade turbofan propeller with a 30-degree blade sweep and 96-inch diameter (6-inch increase over existing). The propeller provides more takeoff and climb thrust with less noise in the cockpit. The aircraft’s takeoff distance was reduced by 23 percent, from 2,575 feet to 1,984 feet.

While slower approach speeds provide

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PREVIEW

10 percent shorter landing distances over a 50 foot obstacle from 2,400 feet to 2,160 feet.

In addition to the new propeller, dual aft body strakes have been added to improve directional stability at low speeds, passenger ride quality and aircraft handling characteristics. Other improvements include a new highspeed nose gear tire and updates to the Collins Pro Line 21 flight displays.

Flight testing and certification was conducted under a joint program by Raisbeck Engineering and Beechcraft.

GLOBAL

The Beechcraft service network is increasing across the world.

Customer Service And in customer service, an area where Beechcraft has always been strong, improvements are also taking place. For instance Textron Aviation’s company-owned service centers in Sacramento, California, Mesa, Arizona and Paris, France, have gained certification for Beechcraft King Air 90-, 200- and 300-series aircraft service and repair, expanding factory service accessibility to its global customer base.

“The combination of Beechcraft, Cessna, and Hawker under the Textron Aviation umbrella continues to pay dividends to our customers, this time with the expansion of company-owned King Air services for our operators in both the Western U.S. and Europe,” said Brad Thress, senior vice president, Customer Service. “Throughout 2015, we’ll continue our Beechcraft and Hawker service expansion across our global, companyowned service network.”

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BEECHCRAFT

The Sacramento and Mesa facilities are the first Citation service centers in North America to gain U.S. Federal Aviation Administration (FAA) authorization for Beechcraft King Air service, opening up factory service options to King Air operators on the West Coast and in the Southwest.

The added King Air service capability at the company’s Paris facility comes shortly after the opening of Textron Aviation’s larger, state-of-theart service center at Paris-Le Bourget Airport. Textron Aviation also operates two additional European companyowned service centers in Dusseldorf and Zurich with full-service capability for most Beechcraft, Cessna and Hawker aircraft.

It’s also worth noting that Beechcraft is expanding the upgrade packages that allow operators to enhance existing Hawker models. One example is the Hawker XPR which allows operators improve the performance and operating cost of the Beechjet 400A/Hawker 400XP. In addition to engines and winglets, the XPR can include upgrades to the aircraft’s exterior, cabin and avionics.

Recently Guardian Flight, the largest air medevac provider in Alaska, has secured six orders for the Hawker 400XPR upgrade package. First deliveries are planned for the first half of 2015.

“The order demonstrates Guardian Flight’s confidence in the added range performance and operating value pro-

vided through the Hawker400XPR upgrade,” said Brad Thress, senior vice president, Customer Service at Textron Aviation.

Guardian Flight’s upgraded Hawker XPR aircraft will feature Genuine Hawker Winglets and the increased power of the Williams International FJ44-4A-32 engines. Combined, these modifications are projected to realize a 33 percent increase in range along with improvements in runway and hot/high performance.

The Genuine Hawker Winglet increases wing aspect ratio to reduce induced drag and allows the airplane to fly farther on less fuel. By increasing wing surface area, the winglets provide greater slow speed handling and improved stability at higher flight levels. Preliminary performance data shows that aircraft upgraded with Hawker winglets should see a three to four percent increase in range. Also during NBAA, Beechcraft announced winglet testing is complete and FAA certification.

The Williams International FJ44-4A32 engines will enable the Hawker 400XPR to climb directly to FL450 in only 19 minutes at max takeoff weight.

Based on preliminary performance data, the 400XPR will fly 1,970 nautical miles with four passengers departing a 5,000-foot elevation airport at 30°C. Certification of the new engines is pending.

✈

EXPERIENCE

BEYOND There’s Skill, Intellect & Passion.

You Need All Of Them For

Exceptional SERVICE. MAINTENANCE – AVIONICS – PAINT – INTERIOR At West Star we value the importance of experience and understand its duality. Specifically, how our experience directly impacts yours as the customer.

But there’s more to it than just claims of hands-on, day-to-day experience.

Beyond experience, there’s skill, intellect and passion.

These are some of the characteristics that make experience truly valuable to our customers.

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D

By Paul Walsh

assault seldom tries to produce the fastest civil aircraft in the world or the farthest reaching aircraft. Perhaps because of its immense technical know-how and formidable heritage, it doesn’t feel the need to prove itself. Or perhaps it thinks that other attributes are more important, such as advanced technology, environmental performance, engine efficiency, or the ability to reach a greater number of airports.

Whatever the reason, its two latest releases the 8X and the 5X, score highly on this second set of metrics and they’ll be the main focus of Dassult’s display at EBACE. First off all there’s the 8X which although it’s not the farthest flying aircraft in the world, can nonetheless fly 6,450 nm (11,945 km) at Mach 0.80.

What it does have is an enhanced version of the 7X’s Digital Flight Control System and a redesigned cockpit featuring an optional combined synthetic/enhanced vision head-up display.

When it comes to accessing a larger number of aircraft, note that the Falcon 8X can fly approaches up to 6 degrees, allowing it to serve challenging airports such as London City Airport and Lugano, Switzerland that are normally not accessible to large cabin aircraft. The aircraft will have a balanced field length of about 6,000 ft and an approach speed at typical landing weight of 107 kts.

IMPRESSIVE

The 8X (top) can fly 6,450 nm at Mach 0.80. The 5X (bottom) is the biggest and most advanced Falcon to date.

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DASSAULT

DASSAULT AVIATION TO SHINE AT EBACE

On Schedule Its program is also running to schedule; wing mating and engine installation on the first Falcon 8X were completed in July and first power up occurred shortly after. Ground tests, including flight control system testing, vibration tests and fuel system testing concluded in November and the first engine run up took place in early December.

Then last February the 8X, successfully took to the skies for the first time, completing its first flight a little more than one month after rollout.

With test pilots Eric Gérard and Hervé Laverne at the controls, aircraft 8X s/n 01 lifted off from Dassault Aviation’s Mérignac plant near Bordeaux at 02:00 PM. The aircraft leveled off at 5,000 ft (1,500 m) and raised its landing gear before beginning flight handling maneuvers and system tests at 15,000 ft (4,500 m). It later climbed to FL400 (12,000 m) accelerating to Mach 0.80. The aircraft subsequently descended to 5,000 ft for approach and landing at 03:45 PM. “Throughout the flight, the Falcon 8X demonstrated excellent handling qualities, the hallmark of all Dassault Aviation aircraft,” said Gérard. “We

reached each of the performance objectives set for the first mission and, in a few cases, surpassed target goals.

I am confident that the remainder of the flight test program will proceed just as smoothly and feel extremely honored to fly such a handsome and well-engineered aircraft.”

“Today we reached a key milestone in the Falcon 8X program, and are right on target for mid-2016 certification and second half 2016 deliveries,” added Dassault Aviation Chairman/ CEO Eric Trappier. “The new Falcon has been well received in the market place and already shows every sign of being a commercial and technical success. This early achievement reflects Dassault Aviation’s half century of experience in the Business Aviation industry.”

Falcon 8X s/n 02 and 03 are scheduled to take to the air in the coming months. Each will take part in the flight test program that is expected to last around 500 flight hours. Serial number three will leave midyear for the Dassault Aviation completion facility in Little Rock, Arkansas, where it will be fitted with a complete interior and undergo a stringent system test campaign.

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Falcon 5X Like the 8X, the 5X has also generated a significant amount of hype since its launch in September 2013. After all the aircraft is the biggest and most advanced Falcon jet to date, boasting an advanced flight control system, new aerodynamics and other advanced technologies, many of which were developed in Dassault’s military programs.

Honeywell provides the cockpit as well as an advanced radar system, which is 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

The aircraft’s mock-up has been doing the rounds at various trade shows and what you see is that this is undoubtedly a large cabin aircraft. It has a cabin height of six feet, six inches (1.98 m), something that passengers will appreciate on flights of 10 or 11 hours’ duration. And its range reaches 5,200 nautical miles (9,630 km), and connects Los Angeles with London, Sao Paulo with Chicago, Johannesburg with Geneva or Paris with Beijing.

Upfront in the cockpit the digital flight control system makes aircraft control more precise, easier and safer. The 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. But this is what you’d expect from Dassault they’ve pioneered digital flight control on fighters for four decades and the Falcon 7X,was the first business jet with a digital flight control system.

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.

Finally the aircraft is powered by new-generation Silvercrest engines from Safran Snecma, the Frenchbased engine maker and 50-percent partner with General Electric in CFM, which builds the world’s best selling jet engine, the CFM56.

And 5X sales are already taking place for instance at MEBA, a Falcon 5X ultra-wide body twin jet was sold to Wallan Aviation, the prominent Middle East general aviation company.

According to Wallan Aviation, Falcons - including the new Falcon 5X and 8X - are well-suited to the needs of the region, offering long range, spacious and comfortable cabins with low cabin pressure, and large luggage

storage capacity. Wallan Aviation have already experienced and operated a Falcon 900EX EASy and a Falcon 900LX. Indeed the Middle East region accounts for 20% of Falcon 5X worldwide sales.

Falcon Broadcast But it’s not just in the production of aircraft that Dassualt is expanding, many innovations are taking place in customer service too. For instance it was announced recently that Dassault Aviation has delivered the 100th Falcon equipped with Dassault’s new FalconBroadcast airborne health monitoring tool.

First introduced in 2012 on the Falcon 7X, FalconBroadcast enables operators to begin troubleshooting unscheduled maintenance events while the aircraft is still in the air, reducing aircraft downtime. It is designed to be hosted on any Falcon equipped with Dassault’s award-winning EASy cockpit, and is currently available on Falcon 7X, 2000S, 2000LXS and 900LX models and will be available on the Falcon 8X. “FalconBroadcast’s real-time event tracking capability allows maintenance teams to identify and quickly resolve issues that might otherwise lead to an AOG situation,” says Jacques Chauvet, Senior Vice President, Worldwide Customer Service. “Feedback from operators shows they truly appreciate the exceptional reactivity the service offers.”

More than two thirds of all newbuild Falcon buyers opt to activate the FalconBroadcast option, and almost 100% of customers renew their subscription when it comes to term.

FalconBroadcast permits event messages generated by the Central Maintenance Computer to be transmitted to Dassault (either by satellite or VHF radio communications link), where it is automatically processed and forwarded, via an email alert, to the operator’s ground personnel. The operator can then log onto the Falcon web portal to access detailed reports outlining the history, timeline and causes of the event and if need be, order parts and tooling to fix it while the aircraft is still in the air.

✈

SOFTWARE

All of Dassault’s aircraft are designed by advanced CATIA software from Dassault Systèmes.

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Page 48

PREVIEW

48-4

EMBRAER

A MAJOR PLAYER IN THE INDUSTRY Embraer is looking forward to a strong 2015 .

The company plans to be at EBACE with a full line-up of business jets; the ultra-large cabin Lineage 1000E, the Legacy 650, Legacy 500 and Legacy 450 prototype, as well as the Phenom 300, Phenom 100 and follow-on Phenom 100E. Customer service and support executives and representatives from the facility at Paris Le Bourget Airport will constitute a major presence.

By Kirby Harrison

I

ARRIVED

After delivering 116 business aircraft last year Embraer is now a significant BizAv force President and CEO Marco Túlio Pellegrini (center).

t was on May 5, 2005 that Embraer Executive Jets was formed as a division of Brazilian aircraft manufacturer Embraer. At the time, its first executive vice president, Luis Carlos Affonso, unapologetically announced its intent to become a major player in the business jet world, raising no few skeptical eyebrows in the industry.

This year on May 5, Embraer plans to formally celebrate both the formation of Embraer Executive Jets and its arrival among the major players. And there will likely be no raised eyebrows.

In a forward looking statement accompanying its 2014 financial results, Embraer said it expects to deliver 80 to 90 light executive jets and 35 to 40 large executive jets in 2015, including both the Legacy 450 and Legacy 500. The company further anticipates 28 percent of its annual revenue for the year will come from executive jets, and the division claims a 26 percent market share worldwide.

According to an Embraer spokesman, the São José dos Campos-based OEM expects to deliver 115 to 130 business jets in 2015.

With certification of its new midsize Legacy 500 in December last year and anticipation building toward certification of its Legacy 450 light-midsize sister later this year, Brazilian OEM

48 - BART: MAY - JUNE - 2015

Deliveries The company ended 2014 on an upnote with 116 executive aircraft deliveries; 92 light jets and 24 large, “meeting the company’s total deliveries guidance for the year.” Also in 2014, Embraer delivered its first Legacy 500 to a Brazilian customer and showcased the new Legacy 450 prototype at the NBAA convention in Orlando, Florida. Certification of the 450 is expected in the fourth quarter of this year.

The “new-generation” fly-by-wire Legacy 500 was certified by EASA in December 2014 and the month was further high-lighted in the same month by the conversion of 10 Signature Series Phenom 300 purchase options into firm orders by fractional ownership giant NetJets. The

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original order in 2010 was for 50 firm and 75 options. “EASA’s certification is a very important achievement for the Legacy 500,” said Embraer Executive Jets President and CEO Marco Túlio Pellegrini.

The annual 2014 results noted that with 73 deliveries in 2014, the Phenom 300 was “the most delivered business jet in the world [for] the second consecutive year [based on General Aviation Manufacturers Association numbers].”

As of mid-March this year, the total Phenom 300 in-service fleet has reached 250 aircraft and a total of approximately 200,000 flight hours.

According to Pellegrini, “This achievement further reaffirms our commitment to deliver the highest level of customer support and services.”

Embraer claims a 57 percent market share in the light-jet category. The company also claims an overall 22-percent market share in the business jet segments in which it competes.

The Embraer fleet size in Europe totals 143 aircraft. In Russia the fleet total is 20 and there are 39 Embraer business jets combined in service in Kuwait, Saudi Arabia and the United Arab Emirates. The fleet in North America remains the largest with more than 300 aircraft in service.

Among the most recent aviation service providers to add the 9-passenger Phenom 300 is the FlairJet managed aircraft division of Marshall Aviation Services in the United Kingdom. The aircraft is currently based at Florence Airport in Peretola, Italy but is moving for the summer to the Spanish island

Page 49

of Ibiza in the Balearic Islands. The Phenom 300 joins two Phenom 100s that are already part of FlairJet’s managed fleet.

With the projected growth of sales, particularly amid an improving North American economy, Embraer is also expanding its footprint in the U.S., most recently breaking ground for an assembly complex in Melbourne, Florida for both the Legacy 500 and the Legacy 450. “With addition of the Legacy assembly and delivery programs, Embraer will double its presence at Melbourne International Airport by 2016,” said Melbourne International Airport Director Greg Donovan.

Manufacturing Embraer Executive Jets now has three manufacturing plants, one each in São José dos Campos, Brazil, Melbourne, Florida, and Harbin, China. The company also has 75 owned and authorized service centers worldwide to support 850 Embraer executive jets in service in 60 countries.

With the growing worldwide fleet, Embraer is also expanding its global service and support presence.

Most recently, it introduced the S&S Embraer app to connect the user to the nearest service center regarding Embraer’s services portfolio, field representatives, news and events. It also offers general information on FlyEmbraer portal and Customer Care Center.

With the entry of the Legacy 500 into service, Embraer’s Customer Support & Services division is expanding rapidly with four centers in Europe and the Middle East. An Embraer-owned facility is located at Paris Le Bourget Airport. The other three are authorized centers operated by ExecuJet in Dubai, Inflite at London Stansted, and Nayak Aircraft Services in Cologne, Germany.

A new center in Sorocaba, Brazil, near São Paulo, is now providing service for the Legacy 500. The 215,278-square-foot center represents an investment of $25 million.

In addition to support, the facility provides hangar space and an FBO service.

Embraer is planning a support center in Japan and is partnered with Jet Aviation for support in Russia.

The company has its own center in Beijing, China and a support partner in Hong Kong is currently providing services for the Lineage 1000E. This year will mark the first exhibit at EBACE of Embraer’s entire aircraft line, including the Legacy 450 prototype. “EBACE is an essential event for one of Embraer’s most traditional markets, where the opportunity to visit with customers and prospects from across the region is unique,” said Embraer Executive Jets communications manager Daniel Bachmann.

✈

NETWORK

Embraer now has a comprehensive support network to match its growing fleet.

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PREVIEW

GULFSTREAM

RECORD BREAKING GROWTH AT GULFSTREAM

W

SPEED

T e recen ly cer i ied ul s rea 0 as already se o ci y- air records.

Sco eal Senior V Sales cen er .

By Kirby Harrison

ith its new Gulfstream G650ER already setting records and rapidly expanding product service and support, Savannah, Georgiabased Gulfstream Aerospace is anticipating a strong showing at the European Business Aviation Convention & Exhibition 2015.

The extended-range variant of the G650 can travel 7,500 non-stop nautical miles at Mach 0.85, approximately 500 nautical miles more than the 650.

The large-cabin, twin-jet was certified by the Federal Aviation Administration (FAA) in October last year, customer deliveries began in November and in February this year, the aircraft set two city-pair records during a one-stop, around-the-world flight.

Carrying three passengers and four crewmembers, the big, large-cabin jet flew 6,939 nautical miles (12,851 kilometers) eastbound from White Plains, New York to Beijing, China at an average speed of Mach 0.87, reeling off a total flight time of 12 hours and 20 minutes. It then flew east-bound 6,572 more nautical miles to Savannah, Georgia at an average speed of Mach 0.89 and a total flight time of 12 hours.

“There isn’t another business jet capable of this mission,” said Scott

50 - BART: MAY - JUNE - 2015

Neal, Senior Vice President of worldwide sales and marketing. “We promised customers an aircraft that could take them further [and] faster than any other; we delivered on that promise.”

And to sweeten the prospect of greater range to existing G650 owners and order-holders, they can upgrade their original to a G650ER. According to Gulfstream President Larry Flynn, the G650ER “goes further at faster speeds than any other business jet on the market.”

Gulfstream expects to have the G650ER on display at EBACE, along with the G550, G450, G280 and G150.

At the company’s booth in the exhibit

hall, the company’s Product Support network will have a prominent place, signaling rapid growth in that sector.

With 150 aircraft deliveries in 2014, up from 144 in 2013 and similar expectations for 2015, product support has a growing role in Gulfstream’s worldwide reach, which includes a fleet of 2,500 aircraft already in service.

Included in that total are G650 and G650ER deliveries totaling to date more than 100 aircraft. More than 200 Gulfstreams are based in Europe and Russia. In the Middle East the installed Gulfstream fleet totals nearly 90 aircraft, and in Africa it totals approximately 75 aircraft.

Among the facility expansions are a new Product Support Distribution Center and a $33 million, 72,000square-foot (6,690-square-meter) Product Support paint hangar under construction at the headquarters complex in Savannah, Georgia, as well as a $25 million support expansion in Brunswick, Georgia. All are expected to be operational this year.

The Brunswick expansion also allows Gulfstream to increase maintenance, repair and overhaul work and the new paint hangar will increase overall total capacity for exterior paint in Savannah. The Product Support Distribution consolidates worldwide

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PREVIEW

GULFSTREAM

material distribution departments, “enhancing the speed and service capabilities of our distribution network around the world.”

A new European Parts Distribution Center, located at Heathrow Airport near London, opened in 2014 and also provides rapid-response support to the service center at London Luton Airport.

The Product Support division has also added a new Field and Airborne Support Team (FAST) vehicle to the Luton center to support operators in Europe. Also at Luton, Gulfstream’s ser-

LEADER

ul s rea ain ains i s leaders i in cus o er su or roug con inuous inno a ion.

vice center has earned maintenance organization designation from India’s Directorate General of Civil Aviation, allowing technicians at Luton to work on Gulfstream aircraft registered in India.

FAST teams, specializing in AOG (aircraft on the ground) situations, includes a Europe-based unit of 12 dedicated mobile maintenance engineers.

Members were recently added in Barcelona and Malaysia. The latter is the first Gulfstream center based in Asia.

Gulfstream’s site in Lincoln, California is dedicated to component repair and has added a pick-u-and-delivery route for wheels, brakes and other aircraft components for the business jet sector north of Los Angeles. It allows Gulfstream to pick up components at and near general aviation airports in Van Nuys, Burbank and Camarillo, transport them to Lincoln for repair and return them to the operator. “There is a strong business case for this service because we have more than 100 operators in the area,” said Mark Burns, president of Gulfstream Product Support.

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“Many of them requested this added convenience.”

PlaneParts, Gulfstream’s cost-per-hour maintenance program, has grown now to more than 325 customers worldwide.

The four-year-old program offers customers “predictable maintenance costs for replacement parts due to scheduled and unscheduled events.”

Elsewhere, the Gulfstream service center in Sorocaba, Brazil received FAA Part 145 approval, allowing GulfstreamBrazil technicians to perform maintenance on most U.S. registered Gulfstream business jet models. “Many of our U.S.-based customers travel to Brazil to conduct business,” said Mark Burns, president of Gulfstream Product Support. “We are pleased to add to our service capabilities to meet their needs.”

In August last year, Gulfstream Brazil employees moved into a 38,000-squarefoot (3,530-square-meter) facility at Bertram Luiz Leupolz Airport not far from São Paulo. The site includes a 34,768-square foot (3,230-square-meter) hangar and parts warehouse with an inventory valued at more than $8 million.

Trained technicians are a key element in Gulfstream service and support and to date have received more than 490 FlightSafety Master Technician designations. It is, “the most of any business jet manufacturer,” according to Gulfstream. In fact, the latest FlightSafety statistics indicate that 1,570 of the more than 2,450 Master Technician designations worldwide are in support of Gulfstream operators.

As of October last year, the product service and support organization worldwide totaled more than 4,200 employees, an increase of better than 10-percent from the previous year. “Our team continues to grow at a fast pace to meet the demands of a growing fleet,” Burns. “Whether they are new facilities or more personnel, the customer resources we’ve announced and added enable us to achieve the goal [of] creating and delivering the world’s finest aviation experience.”

EBACE, said a company spokesman, is one of our biggest airshows and is the only airshow in Europe focused solely on Business Aviation. “This gives us the opportunity to continue to showcase the many benefits that business jets can have for operators in Europe as well as the rest of the world.

“The show also gives customers the chance to see our different aircraft models side-by-side,” he added.

“This allows them to experience first-hand each cabin environment and find the aircraft that best meets their mission requirements.”

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PREVIEW

54-5

HONDAJET

HONDAJET HITS THE MARKET WITH ART AND TECHNOLOGY

By Marc Grangier

inall after much waiting and anticipation the onda et is now entering the market t s been a long road and people will remember the first protot pe flight that took place wa back in ecember

T

he program is now running at full speed for this atypical looking light jet and its over-the-wing engine configuration. Sold at US$ 4,5M (2010$), the HondaJet flies at a

PRODUCTION

i y ondaJe s s ould co e o e line is year according o e anu ac urer.

maximum cruise speed of 420 knots (483 mph) and its maximum altitude is 43,000 feet. It seats up to five passengers in a standard configuration and can travel at an NBAA IFR range of 1,180 nautical miles.

Fifty aircraft should come off the line this year, going up to between 75 and 80 next year. Though the manufacturer declined to disclose its order book, it is expected that around 100 aircraft have been ordered to date and this figure will probably increase as deliveries begin and hangar talk starts buzzing in the Business Aviation community.

The first announced customer was General Electric, which ordered two

54 - BART: MAY - JUNE - 2015

aircraft for supply chain flights. About two-thirds of the orders are from North America and the rest come from Europe. The company hired and trained more than 300 assembly technicians during the last 14 months to support aircraft production and its continued ramp-up. It also added 150 production jobs prior to entry into service.

Expanding facilities Honda Aircraft recently announced its intention to expand its world headquarters located at the Piedmont Triad International Airport in Greensboro, North Carolina, to accommodate the increasing sales activity and add a ded-

icated hangar for delivery preparation.

Construction has begun on two projects, which include a 49,968-squarefoot (4’642 sq. m) expansion of the main headquarters building and the addition of a 24,405-square-foot (2’267 sq. m) hangar to support aircraft production and delivery.

Both projects are scheduled for completion in the second half of 2015. The US$19 million expansion will bring Honda’s total capital investment in Honda Aircraft Company’s facilities to approximately US$160 million and increase its total square footage to more than 680,000 square feet (63’174 sq. m). “Honda Aircraft has experienced remarkable growth in both our workforce and infrastructure since the company’s founding in 2006,” said Michimasa Fujino founding president and CEO of the company. “Our workforce now exceeds 1,200, and the expansion is part of a phased plan to accommodate our growth.”

First HondaJet flight simulator In order to cope with the program, Honda installed last March its first HondaJet full motion Level D flight simulator at the Greensboro world headquarters. “Pilot training is an important factor for safety, and we are putting significant effort and investment into flight training for all

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of our customers,” said Fujino. “The HondaJet flight simulator is part of a customized training program using the latest technologies to create a learning experience that is engaging and real to life.” Honda partnered with FlightSafety International to develop the simulator and training program. The simulator was constructed and assem-

bled at FlightSafety’s manufacturing facility in Broken Arrow, Oklahoma, with the collaboration of Honda Aircraft.

The aircraft is single-pilot certified to meet both the FAA and EASA regulations. Prior to certification, four flight test aircraft participating into the program maintained an intensive certification-testing schedule conducted at various locations across the United States. This included test of minimum control speed on ground (Vmcg) in Kinston, North Carolina; high-field operation test in Telluride, Colorado; high-elevation field performance test in Roswell, New Mexico; crosswind landing test in Lubbock, Texas; avionics system test in Wichita, Kansas; and extreme cold weather testing at Eglin Air Force Base in Florida. The HondaJet flight test fleet logged more than 2,000 flight hours.

Financing Being now relatively hard to finance the acquisition of light jets, Honda announced last year that they would be offering term loan financing for US customers, while this provision is expected to roll out soon to other countries. For this purpose, the company established a dedicated finance

Page 55

subsidiary, Honda Aviation Finance Company, LLC, which has begun accepting loan applications. “Honda Aircraft has an established infrastructure and network to support sales and service,” said Fujino. “Together with our dealer network, we will be ready to provide our customers with financing service from the first HondaJet delivery.”

Warranty The Honda Aircraft Company stands behind the HondaJet by warranting the aircraft to be free from defects in material and workmanship under normal use and service for up to three years on most parts (exceptions and limitations apply). The warranty is transferable upon aircraft resale. Concerning the airframe and OEM components, their warranty runs up to 36 months after delivery or 1,500 flight hours, the earlier to occur. The same applies to supplier items, avionics and engines. Paint and interior are warranted until 12 months after the delivery date.

HondaJet engines GE Honda Aero Engines Maintenance Repair & Overhaul (MRO) facility will be located at Honda Aero, Inc. (HAI) in Burlington, NC. During the last months, it has developed a strong network of Authorized Service Providers (ASPs) to prepare their support for customers in the US, Canada, Mexico, and Europe.

“We have aligned ourselves with the best service centers in the industry to deliver exceptional support for customers flying our product.” said Masahiko Izumi, executive vice-president of GE Honda Aero Engines.

“Expanding the HAI production facility to also include MRO will give us the flexibility to better respond to customer demands.”

GE Honda Aero Engines offers longterm Engine Maintenance Care programs that extend beyond the basic engine warranty, with coverage of both scheduled and unscheduled maintenance events. The two levels of service coverage offered under this program are EMC2, a hands-off solution for customers requiring comprehensive service, and EMC, which is predominantly a parts-only program.

Both programs are offered through the GE Honda ASP network.

Sales network HondaJet has chosen to sell its aircraft through distributor network. The aim of the company is to have one agent within 90 minutes of flight for most buyers. The first dealerships were in US, then in Europe, but Honda expects to add more when their aircraft will be certified in other countries.

Rheinland Air Services, RAS, based at the Monchengladbach airport, close to Dusseldorf, Germany, is the exclusive Dealer for Honda Aircraft Company in Central Europe. Its future HondaJet Sales & Service Center in Munich, Germany, will offer exclusive service and support for the HondaJet. It will provide everything from sales and support to extensive maintenance TRAINING service. Concerning Western Europe, onda e s TAG Aviation is the exclusive dedica ed HondaJet Authorized Dealer for lig Sa e y Northern Europe, UK, Scandinavia, Training rogra Benelux and part of the French-speak- a es lace a i s ing part of Switzerland. reens oro ✈ ead uar ers.

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PREVIEW

56-5

PILATUS

PILATUS IN FULL SWING

By Marc Grangier

A

year ago at EBACE, Pilatus opened its PC-24 order book and sold 84 PC-24s in just one and a half days – namely all the PC-24s scheduled to come off the production line during the first three years!

No doubt that the situation is bright for the Swiss manufacturer who created 459 new jobs at its headquarters in Stans during the past three years.

Furthermore, at the beginning of this year, the company delivered the 1,300 unit of its single-engine turboprop PC12. It’s worth mentioning here that it is Hans Erni, the 105-year worldrenowned painter, graphic artist and sculptor, who decorated the new PC12NG demonstrator (serial number 1515).

During 2015, the “Hans Erni PC-12” will be on display at numerous air shows and conventions, including EBACE in Geneva, Aero Expo in EXPANSION Friedrichshafen, JetExpo in Moscow Mar us and the Paris Air Show. uc er is residing o er New partnership Pilatus recently announced its parti ressi e gro a nership with TASL, a Tata Group ila us.

- 2 Company, for the assembly of PC-12 decora ed y aero structures at its facility in Hyderabad, India. The long-term conans nri o S ans acili y tract between Pilatus and Tata o o . Advanced Systems Limited (TASL) 56 - BART: MAY - JUNE - 2015

has been signed for a ten-year period and provides for delivery of the first complete PC-12 NG aero structure during the second half of 2016.

The project includes tooling, jigs and training of TASL’s personnel at Pilatus facilities in Switzerland. TASL replaces an existing Pilatus supplier who was formerly responsible for producing PC-12 aero structures in Eastern Europe.

For Markus Bucher, CEO of Pilatus Aircraft Ltd.: “We are delighted to enter into a relationship with TASL, which is known for its high quality aero structure assembly capability.

TASL is without doubt a partner of choice for Pilatus in the continued expansion of its portfolio of international subcontractors.” The partnership is also important in the context of Pilatus’ offset obligation resulting from the sale of the PC-7 MkII Training Aircraft System to the Indian Air Force.

In 2012, Pilatus entered into a contract with the Government of India to supply 75 PC-7 Mk turboprop basic trainers to the Indian Air Force.

Located in the Telangana region, Southern India, TASL has set up a number of similar aero structure programs for global OEMs since 2009.

In order to develop sales in the CIS, Pilatus recently appointed Nesterov Aviation as PC-12 Sales and Service Center for Russia.

The company has offices in St. Petersburg and Moscow. For Eugene Okladnikov, its General Director: “The PC-12 has outstanding qualities that

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make it fully compatible with Russian demands. The Russian market holds great opportunity and we are determined to tap its potential.” This year, Nesterov Aviation will also initiate preparations for a maintenance center in the northwestern part of Russia, which will enable further expansion of its operations across the country.

PC-24 According to Pilatus representatives, the PC-24 program is developing as planned. A total of three prototypes will participate to the test flight program. The maiden flight of the first prototype, which was presented at the rollout last August, was to occur before EBACE. Final certification and start of deliveries to customers will start in 2017.

Maximum takeoff weight is estimated at 17,650 pounds, and maximum range with four passengers anticipated at 1,950 nautical miles.

The aircraft’s cabin layouts can accommodate six- to eight-seat executive floor plans, 10-seat commuter setups, or emergency medical and passenger-and-cargo combinations. The PC-24’s avionics package borrows heavily from the Honeywell Primus Apex flight deck, the suite used in the company’s PC-12NG turboprop single. The new Pilatus aircraft will be sold US$8.9 million in 2017 economic terms.

Pilatus touts the PC-24 as “the world’s first ever business jet to come equipped as standard with a cargo door”, with the kind of performance specification that allows it to operate in and out of very short runways or even unmade strips. The Swiss manufacturer indicates that there are around 10,650 airports in the world that one can access with an aircraft able to operate on runways with a length of 3,130 feet (954 m). There are an additional 1,300 airports that become available with an aircraft needing only 2,690 feet (820 m).

Of course, in both cases these runways will have to be paved. And when you realize that the number of runways around the world that offer a length of at least 2,690 feet (820 m) but feature unpaved surfaces – like grass, gravel, sand, or snow, exceeds 21,000, this means that PC-24 operators will have access to almost 100% more airports around the world. This also means their operators will be able

to fly closer to their final destination than with any other business jet, and use smaller airports and avoid massive administrative procedures, thus reducing ground transfer time to an absolute minimum.

Sales and service representatives For the time being, Pilatus Aircraft Ltd has already formally appointed sales and service representatives for its PC-24 in Canada, Mexico, and Eastern Europe. With headquarters in Thunder Bay, Ontario, Pilatus Center Canada has been named the authorized sales and service center for all of Canada. Pilatus Center Canada has

been an authorized PC-12 Sales and Service Center since 1997. Based in Monterey, Pilatus Center de Mexico will sell and service PC-24 aircraft in the country of Mexico.

It has been an authorized PC-12 Sales and Service Center since 2002.

J.B. Investments Ltd, located just east of Warsaw, will sell and service the PC-24 in Poland, Estonia, Lithuania and Latvia. J.B. has been an authorized PC-12 Sales and Service Center since 2010. Finally, based in Pribram, Czech Republic, southwest of Prague, OK Business Aircraft has been named the authorized Pilatus PC-24 Sales and Service Center for Czech Republic, Slovakia, Hungary, Slovenia, Croatia, Serbia, Montenegro, Former Yugoslav Republic of Macedonia, Bosnia and Herzegovina, Kosovo and Albania.

OK Business Aircraft has been an authorized PC-12 Sales and Service Center since 2010. Markus Bucher, CEO of Pilatus Aircraft Ltd stated, “We are pleased to complete the definition of our PC-24 partner network across all of North and South America, and Eastern Europe.

Our goal is to provide customers around the world with the highest level of service and support. Pilatus is confident that through our Authorized Pilatus Centers we will create a cus- RUGGED tomer experience, the Pilatus Class, ila us s -2 that is unmatched in the Business can o era e ou Aviation industry.” o ery s or run ays or e en ✈ un ade s ri s.

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AERION

A DREAM BECOMING REALITY

By Paul Walsh

P PROGRESS

The Aerion AS2 is one step closer to reality thanks to a recent deal with Airbus.

eople in Business Aviation want results, not just plans and intellectual property, which means you have to build an aircraft and bring it to market before you get any credit; designing one isn’t enough.

So you have to admire Aerion’s executives for turning up at Business Aviation shows year after year, as they searched for a company with the manufacturing prowess to turn their supersonic dreams into a reality.

But now people are finally starting to take them a lot more seriously. At NBAA last year Airbus stepped in and announced itself as Aerion’s partner, with both companies agreeing to collaborate on technologies and exchange knowledge and capa-

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bilities in design, manufacturing and certification.

The objective of actually commercializing Aerion’ s AS2 supersonic business jet is much closer now than before. Under the agreement, Airbus Group, will assign senior engineering staff to Aerion’s expanding development organization. Aerion and Airbus Defence and Space professionals will work together at Aerion’s new and larger engineering offices in Reno, Nevada.

“This is a major step forward for Aerion,” said the company’s chairman and principal investor, Robert M. Bass. “It puts us solidly on track toward our objective of certifying the world’s first supersonic business jet in 2021. Needless to say, we are thrilled with the resources Airbus Group will bring to the program.”

Over the longer term, Aerion will provide proprietary technology and assistance to Airbus Group in its aircraft technology development. These technologies include Aerion’s extensive research, its proprietary design tools and patented aerodynamic designs.

“Aerion’s pioneering work has broad applications for both performance and efficiency. We are looking forward to a fruitful cooperation,” said Jean Botti, Airbus Group Chief Technical Officer.

The joint effort provides expanded engineering capabilities to Aerion as it enters a design phase in which propulsion systems, structures, avionics and equipment are specified and sourced. Under the current timeline, Aerion is targeting first flight of the AS2 in the 2019 timeframe.

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with industrial collaborators in the aerospace industry. The company anticipates certification in or about 2021.

The Aerion AS2 is a three-engine jet and is larger than the originally con-

“This agreement accomplishes two major objectives,” according to Aerion CEO Doug Nichols. “It provides validation from the industry leader in aerospace innovation, and it decisively kicks the program into high gear.

Each company will benefit. Aerion moves quickly toward building a supersonic jet, and Airbus Group gains exclusive access to more than a decade of successful research and proprietary high-performance aircraft technology.”

Initial collaboration activities have commenced between engineering teams from Aerion and Airbus Defence and Space, which is Airbus Group’s principal liaison organization for AS2 development.

The agreement comes off the back of an entirely revamped design for the Aerion AS2, which now has a larger cabin, with cross-section dimensions roughly equivalent to those of today’s long-range business jets. Indeed Aerion interrogated its potential market and found that cabin width was much more important than length.

The company also added a trijet configuration that confers a number of benefits, especially for runway performance, external noise properties, and maximum range.

According to Aerion CEO Doug Nichols: “The message from many of today’s long-range business jet operators is very clear: They want a supersonic jet sooner rather than later; a cabin comparable in comfort to today’s

long-range jets; a range of 5,000 nm or better; and they are willing to pay more than $100 million for such an aircraft. That is the supersonic jet we are working to deliver.”

In the first quarter of 2014, Aerion completed its third market study in ten years to assess demand for a supersonic business jet, as well as the basic parameters of the most preferable configuration. That study, conducted by Roland Vincent Associates, confirmed a consistent level of demand for more than 600 units over 20 years, although with a desire for a larger cabin and more range.

One difference from the earliest market research study in 2005 was the incorporation of on-line and face-toface interviews from long-range jet operators based in markets around the world. The initial study surveyed mainly U.S. operators. “In the latest study, we analyzed a number of design trade-offs to determine the optimum aircraft,” said Vincent. “We interviewed more than 130 operators of large cabin jets on-line and conducted 28 face-to-face interviews in the U.S., Europe, Middle East and Asia.”

“The bottom line,” according to Vincent, “is that the desire for supersonic transportation is steady and strong. The buyers are there. Their biggest question is, when can we have one?”

Aerion’s answer is that such an aircraft would be available in about five years from a formal program launch

ceived Aerion supersonic business jet.

Fuselage length is 160 feet and maximum takeoff weight is 115,000 pounds. Minimum projected range is 4,750 nautical miles with the intention to achieve a range of more than 5,000 nautical miles.

The aircraft will have a 30-foot cabin in a two-lounge layout plus galley and both forward and aft lavatories, plus a baggage compartment that is accessible in-flight. Cabin dimensions widen from entryway to the aft seating area where height is six feet, two inches and cabin width is seven feet, three inches.

Balanced field length is 7,500 feet when fully fueled. The company expects that operators will be able to routinely operate at takeoff weights below 100,000 pounds while retaining trans-Atlantic and transcontinental U.S. capability, thus allowing the aircraft to operate from Teterboro as well as other major business aviation hubs with runways in the 5,000- to 6,000-foot range.

As with the smaller, original Aerion SBJ, the new aircraft will have two cruise “sweet spots,” where range and efficiency are at a maximum: one at about .95 Mach, for efficient cruise where supersonic flight is prohibited; and one at about Mach 1.4. At both speeds, total operating cost will be comparable to today’s largest ultralong-range business jets. Maximum speed is Mach 1.6.

✈

POPULAR

With a max speed of Mach 1.6 the AS2 is attracting renewed customer interest.

Deal signing with Airbus (right).

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TURBOPROP AIRPLANES ENDURE

TURBOPROP AIRPLANES ENDURE

By LeRoy Cook

About 30 years ago, turbine airplanes with propellers were being labeled “passe.” Jets were the thing, fuel was cheap and no one wanted to be seen on the ramp in a turboprop business plane. Fortunately, several purveyors of turboprop airplanes kept on producing usable, capable, efficient designs, and wise shoppers took advantage of them.

A

ENDURE

Rugged turboprops like this Pilatus PC-12 have endured many market cycles.

t first, the only-jets-are-truly-worthy concept seemed destined to become a prevailing attitude, despite corporate aviation’s rush to accept the original Grumman Gulfstream, powered by two whistling Rolls Royce Dart turboprops, which had been a massive advance over the converted DC-3s in the late 1950s.

Beech’s introduction of the King Air in 1964 had allowed many small companies to enter the world of turbine power. But, when Cessna’s Dwane Wallace sought to expand his company’s business airplane offerings beyond the piston-powered 421, he saw no rea-

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son to pause halfway at turboprop engines. The 1972 Cessna Fanjet 500, brought to market as the Citation, served to feed the business community’s desire for only jet airplanes.

Of course, Wallace eventually saw the error of his ways and did offer turboprop twins to plug the gap between Cessna’s 421 and the 500 series.

Today, for many practical reasons, turboprop airplanes are not just alive and well, but are highly desirable, filling a variety of roles in corporate and utility aviation. We take this opportunity to update our readership on the various turboprops offered and the latest developments.

Singles Versus Twins, Speed Versus Utility The resurgence of turboprop airplanes has been fostered by several factors. Number one is the economic consideration, with an edge in specific fuel consumption and lower acquisition cost. Secondly, operating flexibility favors the turboprop because jets are generally certificated under transport-type regulations, requiring specific runway lengths to be computed for the day’s conditions and aircraft weight, and to be legally adhered to.

Third, nearly all turboprops can be

flown single-pilot for business trips, and, finally, obtaining aviation gasoline for piston-powered utility airplanes is problematic in many remote locations, while jet fuel is available in every corner of the globe.

Thus, the turboprop market has evolved, divided into business travel and utility bushplane categories, with the former subdivided into twinengine and single-engine camps. Each segment has its adherents.

Textron/Beechcraft Almost totally dominating the twin turboprop market, the Beechcraft King Air line has had 50 years to establish itself. Last year’s acquisition of Beech Aircraft by Textron Corporation, Cessna and Bell Helicopter’s long-time owner, has brought a measure of stability to a veteran company that had been driven low by its extensions into jet and military product development.

For light passengers loads, the King Air C90GTx retains the conventional tailplane and single-wheel maingear of the original King Air 90, updated with vastly-improved engines, propellers and flight deck accoutrements. The C90GTx seats four to six in its cabin and is powered by 550-shp PT6A-135A

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powerplants, flying at 270 knots and up to 30,000 feet. For added capability, Beech offers the King Air 250, the latest of the 200-series King Airs that originated in 1974. The T-tail 250 has room for six to eight; it uses 850-shp PT6A-52’s to fly at altitudes up to 35,000 feet and cruise at 300 knots.

The flagship of the Beechcraft King Air line is the King Air 350i, which is certificated at a takeoff weight of 15,000 lbs in the Commuter Category, feet. By utilizing a three lifting-surface configuration, the Avanti can carry a generous-size cabin on a relativelysmall main wing, supplemented by its forward wing. The main wing’s carrythrough structure is behind the cabin, as are the engines and propellers.

This arrangement offers jet-like vibration and noise levels for the passengers, but a unique external sound signature had always announced the Avanti’s presence. The introduction of the Avanti EVO has addressed this feature, through changing the exhaust stacks and reducing the new scimitarblade propellers’ rpm from 2,000 to allowing it to carry payloads well above that accommodated by the King Air 250’s 12,500-lb MTOW limit, although Textron/Beechcraft does offer an enhanced payload option for the King Air 250 that permits a takeoff weight of 13,420 pounds (with the appropriate crew certification).

The big King Air 350i has three feet of extra fuselage length over the 250, easily accommodating eight to nine passengers in comfort, using 1,050-shp PT6A-60A engines. Flying as high as 35,000 feet, it can range out to 1,800 n.mi. Beechcraft engineers have utilized the King Air 350i airframe for special-mission purposes, including maritime patrol, survey, extendedrange flights (as the 350iER), medical evacuation and cargo. With these three King Air models, Textron is able to accommodate a wide range of customers.

Piaggio Aerospace Avanti EVO More or less occupying a field of its own, Piaggio’s Avanti EVO addresses the needs of business travelers who are looking for near-jet speed, large cabin room and the reasonable operating costs only available with turboprop engines. Now almost entirely owned

by Abu Dhabi-government enterprise’s

Mubadala Aerospace, the improved EVO combines PT6A-66B 850-shp pusher-type engines with new scimitar-shaped five-blade propellers to deliver cruise speeds of over 400 knots. No other aircraft combines such speed and cabin size with turboprop operating advantages.

Boasting a 17-percent gain in range with the addition of winglets and other efficiencies, the Avanti EVO can range out to 1,720 n.mi. Other EVO improvements are new powered nosegear steering and anti-skid braking. With a 9-psi pressure differential, the Avanti EVO is certificated to fly up to 41,000

1,800. These improvements have brought a 5 dB(a) reduction over the previous model, a drop in external noise of 68 percent, and the cabin is also quieted by 20 percent.

Daher-Socata TBM 900 For the operator needing a relatively small cabin, Daher-Socata offers its very fast single-engine turboprop, achieving an extremely attractive costper-mile figure. Seating four behind the cockpit, the TBM 900 has a single 850-shp PT6A-66D fitted with an advanced composite five-blade swept Hartzell propeller. Offering 330-knot

DIVERSITY

From the top; the TBM 900, Avanti EVO and Beechcraft King Air C90GTx.

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speed with its compact airframe, the TBM 900 has the capability of a small twin turboprop with only one engine to feed. One can always debate the wisdom of relying on a single powerplant, but the Pratt & Whitney Canada PT6A has an excellent dependability record.

Thanks to a large combination-use rear entrance door and a flexible interior configuration, the TBM 900 can do many jobs and has filled roles from light cargo to military utility missions.

With the 900-series upgrades introduced last year, pilots no longer need to be concerned about the TBM 850’s takeoff power restriction and there is only a single power lever on the quadrant, as the propeller operates at a constant rpm. A Garmin G1000 electronic

flight deck, using a 15-inch central MFD, accommodating the single pilot’s workload quite handily.

CLASSICS

The Pilatus PC-12 NG (top) and the Grand Caravan EX have proven themselves as versatile workhorses.

Pilatus PC-12NG The ultimate example of a large single-engine turboprop’s versatility, the Pilatus PC-12 has always supplied the needs of operators wanting a large, relatively-fast, business-size airplane with low operational costs. Featuring an eight-place cabin behind a 1,200-shp PT6A-67P engine (which actually can produce 1,744 horsepower before flatrating), the PC-12 has the interior space of the King Air 250, with a large aft cargo door that can be used for loading bulky items, in addition to the airstair door up front.

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Speeds up to 280 knots and range up to 1,800 miles makes the PC-12NG a very flexible airplane with good economics. The NG improvements combined the 4,700-kilogram takeoff weight of the PC-12/47 version with Honeywell’s Apex electronic flight deck, a fully-capable four-screen system with trackball cursor control and keyboard on the center pedestal. One can have discussions over the singleengine configuration, but there’s no debating the PC-12NG’s ability to carry a big load a long way.

Cessna Grand Caravan When it comes to utility turboprops, no other aircraft fills the need like Cessna’s Caravan 208. Originally

powered by a 600-shp PT6A when it was introduced in the general-aviation doldrums of the mid-1980s, the Caravan quickly found success as a windowless freight-hauler aircraft for Federal Express. It was soon stretched into the longer 208B with the PT6A-114A 675-shp engine, and it became a multi-role airplane as the Grand Caravan, often outfitted with executive seating. Although the airplane is limited by its non-pressurized, fixed-gear configuration, Cessna has adapted the Caravan series to a wide range of missions, from amphibious floatplane to highdensity seating up to 14 occupants.

Without its belly-mounted cargo pod, the Caravan can cruise at speeds up to 170 knots.

The latest variant, the Grand Caravan EX powered by the 867-shp PT6A-140, is the company’s response to operators needing extra power for high, heavy and hot-day conditions. Takeoff weight was boosted by over 800 pounds, yet the airplane still retains the Caravan’s features like the singleside exhaust and ability to meet the FAA’s 61-knot Vso certification standard without variance.

Modifiers like Blackhawk and Texas Turbine had been installing larger engines in the big Caravan airframe, so Cessna answered the call for additional power as well, with the EX. The Caravans fill a vital niche in the Textron lineup, dove-tailing neatly between the Cessna 206 and Beech King Airs.

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TURBOPROP AIRPLANES ENDURE aircraft is being hand-flown, and an automatic-level mode that can be engaged to bring the airplane to a straight-and-level condition under autopilot control. Underspeed protection prevents the airplane from being stalled while on autopilot, and enables a coupled go-around to be flown.

In Development Several promising turboprop designs continue toward production, but have yet to appear in an economy that doesn’t favor start-up firms. The Kestrel and Epic pressurized single-engine carbon fiber composite-construction airplanes have been in development for some years, the six-to-eight place Kestrel now using a 1,000-shp Honeywell TPE-331-14GR engine and

Quest Kodiak

EFFICIENT

The renamed Piper M900 (top) is one of the economical turboprops on the market. The Quest Kodiak is perfect for getting into back country strips.

Quest Aircraft, builder of the Kodiak utility turboprop, has recently been sold to Setouchi Holdings of Japan, part of the Tsuneishi Group, a global company with transportation interests, and the company is expected to continue its U.S.-based production with greater financial backing. The Kodiak was developed to fill slightly smaller requirements than those met by the Cessna Caravan, yet greater than could be accommodated by pistonengine singles. As a 750-shp PT6A-34powered fixed-gear turbine single, the Kodiak can go into back-country strips to supply medical and provisioning needs, and it has also found favor as a light executive transport with a luxurious Summit interior.

As with the Caravan, the Kodiak adapts to a wide range of jobs, including operating on floats, seating for up to eight passengers and the capability of being fitted with a belly pod for added cargo space. With its gross weight of 7,255 pounds, the Kodiak is more nimble than the bigger Caravan; thanks to a power-loading of less than 10 lbs/hp, there is more than adequate takeoff and climb performance.

Piper M500 Last January, Piper Aircraft Corporation renamed its Meridian single-engine executive turboprop airplane, now known as the “M500”.

Powered by a 500-hp PT6A-42A, the

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M500 is a usually a personally-flown aircraft, seating five to six, representing the most economical acquisition and operating expense to be found among turbine-powered airplanes. The PA-46-500TP initially reached the market in 2001, consistently filling an entry-level niche in a variety of roles.

The M500 offers a cruise speed of 260 knots and a 1,000-n.mi. range, and is certificated to 30,000 feet.

The M500 designation brings several improvements, most notably enhancements to the Garmin G1000 flight deck. A GFC700 autopilot is now standard equipment, bringing safety advances like electronic stability protection to nudge the aircraft back to the safe flight envelope even when the

the similar Epic relying on the ubiquitous Pratt & Whitney in a 1,200-shp PT6A-67A version.

Diamond Aircraft is now test-flying a DA50-JP7 single-engine turboprop with a jointly-developed 465-shp Ukrainian engine, and it intends to seek certification later this year. The non-pressurized fixed-gear composite-construction aircraft will seat up to seven.

Given the range of turboprop aircraft available, operators with a specific need can find an airplane to do just about any job. While jets may own the speed and large-payload market, today’s turboprops fill needs not met by any other category of aircraft.

✈

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MODIFICATIONS

AIRCRAFT MODIFICATIONS IN FULL SWING I

INNOVATION

Honeywell’s JetWave (top right) and its WiFi connectivity (top left) are two examples of innovations in the aircraft modifications sphere. iPad installation on a Global Express (center).

By Marc Grangier

ntegrating high-tech avionics and systems, installing glass cockpits, replacing flight management systems, updating on-board systems or improving the performance of existing models, represent more than 60% of the day-to-day business of maintenance, repair and overall (MRO) companies. And with so many aircraft in service today, it’s now a major market within Business Aviation. This will certainly continue, but in the near future MROs may face new challenges, not least from OEMs who will want to increase their market share.

Integrating Future Airspace Navigation System/FANS 1/A+ systems is one of the main MRO activities at the moment. FANS is currently in place on most commercial aircraft flying North Atlantic legs, but on only a small percentage of business jets. And with worldwide mandates quickly approaching non-FANS-equipped aircraft will lose the most desirable and efficient North Atlantic crossing routes.

And by 2020, they won’t be allowed operate in Minimum Navigation Performance Specification airspace, essentially grounding their European-bound flights. In short it’s high time that operators upgraded to FANS.

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Below, we review the activities of some of the main modification companies. We also look at companies such as Blackhawk Modifications or Raisbeck Engineering, which concentrate their activities on engine or aerodynamics modifications, to offer better performance or reduce fuel consumption. For those who can’t afford the cost barrier of new airplanes, refurbished ones can save significant amounts of upfront acquisition capital while gaining improved safety, comfort, and performance.

Honeywell Aerospace Honeywell Aerospace recently signed an agreement with San

Antonio-based aircraft modification center GDC Technics to bring the Honeywell JetWave satellite communications system to in-service Boeing and Airbus business and commercial airplanes. JetWave is Honeywell’s brand name for its range of satellite connectivity hardware that supports Inmarsat’s forthcoming Jet ConneX (JX) Wi-Fi service.

When it comes online early in the second half of 2015, the service will bring consistent, high speed in-flight Wi-Fi to aircraft across the globe over both land and sea. GDC Technics will develop Supplemental Type Certificates (STC) for Honeywell’s JetWave hardware on Boeing and

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Airbus aircraft, including those in Boeing Business Jet, Airbus Corporate Jet and Commercial configuration, enabling it to install the equipment on the aircraft.

Jet Aviation Jet Aviation St. Louis has been chosen by Rockwell Collins to develop the Supplemental Type Certificate (STC) for installation of its FANS system for the Bombardier Challenger 604.

Rockwell Collins announced last year that it was upgrading current flight management systems (FMA) and control display units (CDU) with a new communications management unit.

Jet Aviation is developing the STC that must be approved by the FAA before installations can begin for the FANS 1/A aftermarket solution. Once the STC is approved, the FANS 1/A upgrade package, which includes the Automatic Dependent SurveillanceContract (ADS-C) and Controller Pilot Data Link Communications (CPDLC),

will reduce pilot workload and significantly enhance the clarity and accuracy of pilot communications with air navigation service providers in oceanic and remote airspace worldwide.

Duncan Duncan Aviation has received FAA Supplemental Type Certification (STC) for the installation of a FANS 1/A+ solution for a Falcon 900B with Universal Avionics EFI-890R Advanced Flight Displays. Since the announcement of the Universal Avionics EFI-890R Falcon 900B avionics retrofit option last Fall, Duncan Aviation has completed two of the Falcon 900B avionics upgrades.

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The company also completed its FANS 1/A+ certification. As other aircraft continue to wait for a solution to meet the 2017 guidelines, the Falcon 900B owners now have a pathway.

“The benefits of FANS 1/A+ to the Falcon 900B are huge,” explains Gary Harpster, a Duncan Aviation Avionics Sales Representative. “It improves safety, reduces operating costs and flight time to Europe and gives crew and passengers access to the most efficient routing for the current conditions. “The Falcon 900B has always been a good aircraft, but its avionics had become the weakest link in its future capabilities. The Universal Avionics solution replaces the items that cause those limitations as well as provides the operator with additional capabilities.

At the beginning of this year, Duncan Aviation installed a Honeywell Aerospace’s Ovation Select Cabin Management System (CMS) in a Falcon F50EX based in Europe. The

According to Jim Lauer, Director of Avionics for Clay Lacy Aviation: “Our FANS program is the only certified upgrade that gives the client the option of using the existing Honeywell MCS-6000/7000 or an Iridium based solution that meets the current TSOc159A.” Approximately 470 Gulfstreams are candidates for the equipment, which will cost an estimated US$200,000 and take seven to ten days to install in a good candidate aircraft. An amendment to the STC to include the Gulfstream GV type is in process.

Clay Lacy Aviation is also certifying a FANS solution for the Challenger 6013A/R. The company completed last winter installation on the initial certification aircraft and final certification took place earlier this year.

Ovation Select is an all-digital CMS that allows passengers to control both in-flight entertainment and environmental conditions including lighting, seats, temperature, galley and window shades with a simple touch-screen interface at the seat, or from the convenience of a mobile electronic device.

refurbishments. More powerful engines, advanced avionics, aerodynamic improvements – all can be added to existing airframes through its Supplemental Type Certificate (STC) certification and installation processes.

For Bob Kromer, Blackhawk’s Senior VP and Sales and Marketing: “Airframes seldom wear out. They’re built to last a long time, far longer than the original engines and avionics that came with them.

Incorporating our new PT6A engine upgrades along with advanced avionics installations (such as Garmin G1000), new paint and interior results in a refurbished airplane that

Clay Lacy Aviation Mid-March, Clay Lacy Aviation’s FANS 1/A+ solution for the Gulfstream GIV and GIVSP received FAA STC approval. The company will install the new equipment at its Van Nuys, Calif. FAA repair station, as well as make the STC available to Universal Avionics authorized dealers.

Blackhawk Modifications Blackhawk Modifications continues to see steady growth and interest in turboprop aircraft upgrades and

HARDWARE

Duncan Aviation’s installation of Universal Avionics FANS 1/A+ solution on a Falcon 900B (left). Clay Lacy’s FMS solution (right).

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very closely resembles a new one, inside and out. Looks the same, feels the same, performs the same.

Raisbeck Engineering During the last twelve months, Raisbeck Engineering has been very busy with the introduction of the new Raisbeck/Hartzell Swept Blade Propellers for the King Air 90 series, followed by FAA certification of the Lear 60 Aft Fuselage Locker, and ending with the Raisbeck EPIC Performance Systems being added to the Beechcraft C90GTx production line. platforms are issued or currently in development, with more to come.

Platforms with completed FANS 1/A+ installations and certifications include, Falcon 50 (Chicago Jet Group). Falcon 50EX (Chicago Jet Group) andFalcon 900 (Chicago Jet Group).

Meanwhile airframes that are currently in development for FANS 1/A+ retrofit installation and certification include, Boeing 727, 737 (BBJ), 767,Challenger CL-600/601, CL-604, Falcon 2000 and the Gulfstream G100 / ASTRA, G200, GII, GIIB, GIISP, GIII, GIV/ GIVSP// GV.

PRINCIPAL

Blackhawk (top), Raisbeck (center) and Universal Avionics (bottom) are leaders in the modifications business.

Raisbeck Swept Blade Technology was the driving force in sales with 26 shipsets of the 90 series Swept Blade Propellers being delivered since their introduction a year ago, and 54 shipsets of the 200 series being delivered since their introduction in March 2013. A total of 242 King Airs received at least one Raisbeck System, including 126 inservice airplanes that went through one of Raisbeck’s 100+ Authorized Sales and Installation Dealers worldwide.

Additionally, 116 new Beechcraft King Air C90GTxs, 250s and 350s came off the Beechcraft production line in Wichita with one or more Raisbeck Performance Systems installed. These included Swept Blade Propellers, Dual Aft Body Strakes, Crown Wing Lockers and Ram Air Recovery System.

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Universal Avionics Finally there’s Universal Avionics and together with its Authorized Dealer Network, the company has announced that Supplemental Type Certificates (STC) for Future Air Navigation System (FANS) 1/A+ installations on more than 20 aircraft

“We are very excited to have worked with many operators and aircraft types to bring this technology into the retrofit market,” said Robert Clare, Universal Avionics Director of Sales. “Universal is committed to being the industry leader in FANS solutions,”

✈

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COMPLETIONS

OOM TIME OR WI E O COMPLETIONS

sound insulation optimization technique that decreased the weight by 30 percent and brought the added benefit of a very quiet cabin.

Once the VIP Cabin Interior was completed and certified the BBJ1 received the most complex paint livery ever executed at the center. And now a sleek black to grey fade-out livery of 19 mixed design colors links the interior color palette to the exterior across the entire fuselage and tail.

Continuing to build its pace of green completions, Jet Aviation St. Louis recently delivered a milestone 220th completion less than two years after breaking the 200-barrier.

“Reaching 220 completions after recording our 200th in December 2012 is a significant demonstration of our growing capabilities and performance,” said Chuck Krugh, senior vice president and general manager at

M

A growing number of widebody aircraft are entering the market and almost all of them need to be fitted out with detailed and elaborate interiors.

T

PROGRESS

Jet Aviation Basel (top) continues to push the boundaries, while GDC Technics (center) is pursuing a global expansion strategy.

his is good news for completion centers, but it’s also keeping them exceptionally busy as they build or buy new facilities to house B757s, B-777, B-787s or Airbus A330s in order to gain a foothold in the lucrative wide-body market.

The overall objective is efficiency and meeting deadlines. As Brian Barber, Vice President of Completions, Lufthansa Technik’s US subsidiary BizJet International, points out: “Building up capacities to service on VIP aircraft is crucial for the market demand as the opening of new larger hangars allows us to service customers with faster turn-times.”

But acquiring more space is not the only development in the world of completions. There are more players on the market and with huge contracts are at stake, the industry is in a constant state of innovation. This means more advanced technology and interiors that are more customized and personalized than ever before.

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Jet Aviation Starting with one of the older, establish and reliable brands: Jet Aviation Basel has a reputation for excellence in interiors that stretches back over five decades. But its desire to push the boundaries hasn’t abated and one of its latest achievements was the delivery of its 25th Boeing BBJ with a custom VIP cabin interior and aircraft livery.

The long-range BBJ1 was completed and certified in nine months and as the aircraft has to regularly meet longrange flight missions, a lightweight cabin interior was critical. Jet Aviation Basel leveraged technology improvements from its investment in the Boeing 787 platform and developed a

Jet Aviation St. Louis. He also noted that his company has delivered the majority of the completions – 117 aircraft – since 2008.

GDC Technics Moving on to GDC Technics; we see that huge changes have taken place recently with the center becoming the new tenant at the San Antonio cityowned Fort Worth Alliance airport.

With a 25-year lease for 840,000 sf (78’000 sqm) GDC anticipates investing in major capital improvements and upgrades to the hangar, maintenance buildings, wash bay and parking lot areas formerly leased and occupied by American Airlines.

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“The Alliance facility enables us to accommodate our growing aircraft engineering, modification and systems development services in a world class facility,” said Mohammad Alzeer, GDC general partner. The company plans to maintain its base in San Antonio where it has about 650 workers in its 340,000 sf (31’587 sqm) Port San Antonio headquarters. During the last eighteen months, GDC Technics won contracts for the completion of two 787s, a BBJ1, and a B777-300ER. According to Alzeer, “Winning the two B787 projects made us an industry pioneer, something we are proud of.

GDC Technics has also implemented its global expansion strategy. GDC Africa is in the final stages of incorporation, and GDC Middle East is fully incorporated and has already won two major contracts. Today, the GDC Technics backlog of signed contracts exceeds half a billion dollars. The current backlog stands at US650 million.”

facility, in order to house the aircraft and future wide body programs.

The expansion will increase the total size from 128,000 sq. ft. (11,900 sq. m) to 157,000 sq. ft. (14,600 sq. m), allowing the facility to accommodate one wide body – up to B747-8 size – and six narrow body aircraft simultaneously. “This wide body aircraft is the start of a new era in the development of Comlux America.

We are now capable of offering completion and service work on the complete range of VIP aircraft and attract the owners of wide body aircraft, particularly present in the Middle East.” says Jim Soleo, Comlux America’s CEO. Last December, Boeing Business Jets announced the order for two BBJ MAX 8s to Comlux, the first BBJs selected by the Swiss-based VIP charter operation for their fleet. These two aircraft will be outfitted with customer interiors at Comlux America.

By the end of the year, AMAC will also complete work on a Boeing 747 that will include first-class seating in the forward cabin area along with two bedrooms, office and main lounge.

The 2nd quarter of 2015 will see an Airbus ACJ319 roll out of the hanger incorporating the heavy use of carbon fiber.

Comlux Comlux America is also enthusiastically diving into the wide-body arena and last year signed an order for an Airbus A330 VIP completion that’s scheduled to be delivered in September 2015.

Since 2009, Comlux has completed several narrow-body aircraft, including ACJ319s, ACJ320s, ACJ321s, BBJs, BBJ3s and B757s.

The A330 represents the ninth interior completion for Comlux America overall and the first wide body completion. And like many other centers the company has launched the construction of an extension to the current hangar

AMAC Meanwhile AMAC Aerospace Basel, Switzerland, is now building a fourth hangar. The 7,280 m2 facility will be due for completion during the second half of 2015 and will allow the company to accept wide body aircraft. AMAC recently completed work on a Bombardier Global Express that was conceived by its design team.

The new cabin configuration consists of five single and two double business class seats as well as sleeping berths.

The Global Express features wood, microfiber and different types of leather in reworking the seat backs, arm rests, bulkheads along with 3 tables and 2 divans.

engine field service team, called BEST. The mobility department will focus on providing customers one location for FBO services as well as drop-in field service requirements.

Moreover, Lufthansa Technik and Airbus Corporate Jets have renewed their ELITE Cabin Agreement, building on a co-operation which begun in 2005, when the ACJ318 was launched.

The current agreement has been extended until 2020. Under the initial Airbus ACJ318 ELITE-cabin agreement, Lufthansa Technik was contracted to design, in partnership with Airbus, and then to outfit, the cabins of these aircraft. The pre-defined cabin of the ACJ ELITE introduced the

Lufthansa Techniks/BizJet Int’l In Tulsa/Oklahoma, Lufthansa Technik’s US subsidiary BizJet International just opened a new dedicated maintenance and refurbishment hangar that will hold up to a BBJ 737800 size aircraft. BizJet’s new FBO facility has much more convenient ramp access as well as the ability to hangar up to seven Gulfstream sized aircraft in its hangar.

In addition to the new facilities, BizJet has also reorganized its customer services. A “mobility” department was founded to combine the resources of the new FBO and BizJet’s

UPMARKET

Comlux (left) has dived into the wide-body completions arena. AMAC (right) is currently building a fourth hangar.

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COMPLETIONS

wider and taller cabin of the Airbus ACJ320 family to a broader market, while continuing to give customers a choice of options and a wide range of colors and fabrics.

These options now also include more floor plan variations. Airbus ACJ318s were initially equipped with ELITE cabins by Lufthansa Technik’s completion center in Hamburg, but the work was shifted later to BizJet International.

Deliveries of outfitted Airbus ACJ318s began in 2007, and 19 of them have been produced so far. The first of an updated version, the Airbus ACJ318 Enhanced, has just been completed. It Flying Colours Flying Colours is also growing with its Seletar/Singapore airport location providing interior refurbishment services to all Bombardier business aircraft customers. In the helicopter arena, the company recently refurbished its first Sikorsky S-92 helicopter at its Peterborough, Canada headquarters. Delivery of the nine passenger S-92 took place at the end of January.

The helicopter, which is a VIP variant, features an electric blue themed interior and the full work schedule included installation of forward fourintroduces as standard several features that were previously only options – such as domed ceilings throughout the cabin – as well as introducing further optional features.

ELEGANCE

Lufthansa Technik’s interior VIP concept (top) Duncan Aviation’s interior on a Falcon 900EX (center) Flying Colours Sikorsky S-92 interior (bottom).

Duncan Aviation Duncan Aviation’s Lincoln, Nebraska, Maintenance, Repair & Overhaul (MRO) facility recently received renewal of its approval by the India office of the Director General of Civil Aviation as an approved aircraft maintenance organization. This is all part of a strategy according to Chris VanderWiede, Chief Inspector of International Airworthiness, to be able to provide service to all of Duncan Aviation’s customers, regardless of where they are in the world.

Duncan Aviation’s locations in Lincoln, Nebraska, Battle Creek, Michigan, and Provo, Utah, hold certificates for ten additional civil aviation authorities around the world:

Argentina, Bermuda, Brazil, Cayman Islands, China, EASA, Mexico, South Africa, Venezuela and now India. The Battle Creek facility has authorizations for Argentina, Bermuda, Brazil, Cayman Islands, EASA, Mexico, South Africa and Venezuela. And the Provo facility has certificates for Brazil, EASA and Mexico.

place club and aft five-place club seating, fitting of a forward lavatory, extensive cabinetry work and, in a first for the helicopter industry, the laying of a LIST granite flooring finish in the lavatory and helicopter entrance.

✈

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PREVIEW

PROGRAMS

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ENGINES

ENGINE OEMs COMPETE FOR DOMINANCE

Snec a s Sil ercres le ill o er assaul alcon s as ell as i a ion a i ude s ass or elo as een selec ed or e lo al 000 and 000.

By Paul Walsh

ith competition between aircraft manufacturers occup ing most of our attention it s eas to overlook the fight for dominance that s taking place among engine OEMs who are keen to establish a foothold in the lucrative long range market EFFICIENT

onda 20 cen er rig oas s a co ac lig eig design.

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he competition is fierce and it’s spurring innovation with old hands like GE, Rolls-Royce, Honeywell and Pratt and Whitney, and also Snecma vying to outdo one and other in efficiency, weight, cost and of course power.

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Snecma Let’s start with Snecma’s Silvercrest, a new-generation turbofan engine developed from the ground for the Business Aviation market. Rated at 9,500 to 12,000 pounds of thrust, Silvercrest is especially designed for high-end business jets in the supermidsize, large and long-range categories and has already been chosen for the latest models offered by Cessna, the Citation Longitude, and Dassault Aviation, the Falcon 5X. The key words for this engine are efficiency, reliability and environmental-friendliness. The clearance between turbine blades and the engine shroud, for example, plays a critical role in how efficiently fuel is converted to energy and the Silvercrest engine

automatically senses and adjusts the clearance to close gaps and gain efficiency.

Moreover there’s a 15% reduction in fuel consumption and CO2 emissions, compared with today’s engines, up to a 50% margin in oxides of nitrogen (NOx) emissions versus the ICAO’s CAEP/6 standard, and extremely low noise, up to 20 EPNdB under Chapter 4 and already meeting the upcoming Chapter 14 standard, cutting the noise footprint in half versus current engines.

Finally the Silvercrest’s performance will enable business jets to fly higher, faster and farther, in particular reaching cruise altitude more quickly for greater efficiency and to avoid dealing with the constraints of commercial aviation.

Ground tests kicked off in October 2012, and so far the engine has reached– and exceeded – maximum takeoff, while also showing excellent dynamic performance at all thrust levels, with very good operability and very low levels of noise and vibrations.

Dispatch reliability is also crucial for the Snecma team and the Silvercrest will offer the new real-time monitoring system ForeVision, which will be applied for the first time to a business aircraft. This continuously monitors engine readings in flight and 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

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operator and recommend the required actions, from simple preventive maintenance to sending a mobile maintenance crew on-site.

GE Then there’s GE’s Passport which has already been selected for the Global 7000 and Global 8000 business jets, that will produce 16,500 pounds of thrust and will incorporate advanced technologies and materials to provide, 8% lower specific fuel consumption than engines in its class, margin to CAEP/6 emissions and to Stage 4 noise regulations, and benefit from GE’s established support network.

Perhaps the most interesting thing about the program is the way that GE brings the expertise gained in developing commercial and military engines, and condenses it, to produce a worldclass BizAv powerplant. It has a high performance core similar to GE’s LEAP, materials and design conditions similar to the GE90 and GEnx engines, low emission technology from the GP7200 and advanced technology such as the blisk and composites, from military engines.

Among the engine technologies: a composite fan case to reduce weight, a unique 52-inch front fan blisk for lower cabin noise and vibration and technologies from GE’s eCore suite to lower emissions and improve fuel efficiency. The Passport’s integrated propulsion system from Nexcelle, a joint venture between GE and Safran, will feature a slim-line nacelle with clam-shell cowl opening to reduce weight and drag while allowing for easy maintenance access and high dispatch availability.

Flight-testing is ongoing on GE Aviation’s 747-100 flying test-be and a single Passport engine has successfully demonstrated aircraft systems and instrumentation functionality. Flighttesting will continue into January prior to expected FAA certification in 2015.

To date, the Passport engine’s has accumulated more than 750 hours and 300 cycles of testing. Before entry into service, the Passport engine will accumulate the equivalent of 10 years of flying for an average Bombardier Global 7000 or Global 8000 aircraft operator, with more than 4000 hours and 8000 cycles.

GE has also completed hail and bird ingestion certification tests and is currently instrumenting Passport engines

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for water ingestion and fan blade out certification tests, which will commence in the coming weeks. In April, ice ingestion tests were completed at GE’s icing facility in Winnipeg, Manitoba. In February, ground testing in an altitude chamber at GE Aviation’s headquarters in Evendale, Ohio, demonstrated engine performance and operability from sea-level to 51,000 feet.

Finally the engine is the debut of oxide-oxide (Ox-Ox) CMC materials, which will be used on the: exhaust mixer, centerbody and core cowls.

These are resistant to high temperatures found in the exhaust area and enhance the engine’s durability while lowering fuel consumption.

But GE is not placing all its chips on the long range segment. There’s also the H-Series, which is dedicated in improving turboprop efficiency, indeed since entering service, GE delivered more than 180 H80 engines to operators flying diverse aircraft, including Aircraft Industries’ L410 commuter plane and the Thrush 510G agricultural aircraft.

The engine family provides the option of a single- or dual-acting governor, allowing customers to have flexibility in propeller selection. GE is also developing an integrated electronic engine control (EEC) for true single lever power control, and full auto-start capability to help ease pilot workload for H Series-powered aircraft.

GE Honda Aero Engines We should also mention GE Honda Aero Engines, GE’s joint venture with Honda Aircraft company which continues to build momentum toward entry into service for its HF120 turbofan engine this year on the HondaJet. The engine itself features a compact and lightweight design with a unique counter-rotating differential bearing architecture that helps deliver outstanding power such as fuel efficiency and a high thrust to weight ratio. It has a wide-chord, rugged, swept blisk fan, as well as an advanced turbine blade giving it a damage tolerant design and ensuring longer periods between overhauls.

Pratt and Whitney Meanwhile according to Canadian manufacturer Pratt and Whitney Canada their PurePower PW800 and PW1000G will set the stage for a new

era of advanced turbofan engines.

Pratt & Whitney has launched PurePower engines –that will offer double-digit improvements in fuel burn, environmental emissions, engine noise and maintenance times.

The PurePower PW800 in the 10,000 to 20,000 pounds thrust class will enter service in 2017.

Aircraft manufacturers are certainly taking note and recently, PWandC received Transport Canada type certification for its PurePower PW814GA and PW815GA engines, which will power the new Gulfstream G500 (range of 5,000 nautical miles) and G600 (range of 6,200 nautical miles) business jets respectively.

Certification of these two engine models follows Gulfstream’s recent unveiling of its new G500 and G600 business jets and the news that P&WC’s PurePower PW800 engines were selected to power these nextgeneration long-range and ultra-longrange aircraft. In addition to the engines themselves, P&WC is providing Gulfstream with the Integrated Power Plant System (IPPS), which comprises the engine, nacelle, and thrust reverser systems.

“Transport Canada type certification of the PurePower PW814GA and PW815GA engines as well as Gulfstream’s selection of the PurePower PW800 family represent major achievements for P&WC,” said John Saabas, President, P&WC. “We are very proud to power Gulfstream’s new business jet family.”

“The PurePower PW800 engine is built with the same innovative design philosophy and outstanding dependability for which all our engines are renowned,” added Saabas. “They are fully optimized for high-flying, fast, long-range business jets and share the same proven core technology used in Pratt & Whitney’s award-winning PurePower Geared Turbofan™ commercial engines.”

During endurance testing, simulating various aircraft missions, the PW800 engine has achieved more than 3,300 hours of evaluation. This includes over 350 flight hours on P&WC’s advanced Boeing 747SP flying test bed aircraft. Additionally, the PurePower PW800 engine’s advanced common core technology - leveraged in six PurePower engine applications has amassed 15,000 testing hours in total.

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ra and

i ney anada s ure o er 00 accross ea ures a single iece an. olls oyce s 2 elo le is ell su or ed y e us o er are su or ne or .

“The PurePower PW800 engine has successfully achieved all of its objectives under a broad range of environmental and operating conditions, exceeding expectations,” said Walter Di Bartolomeo, Vice President of Engineering, P&WC. “We are thrilled with the engine’s performance, fuel efficiency and environmental characteristics, which put it far ahead of anticipated standards on emissions and noise levels and ensure its best-in-class availability.”

Among the features of the PurePower PW814GA and PW815GA engines are a high-efficiency and lowmaintenance single-piece fan, the latest full authority digital engine control (FADEC) system with advanced diagnostics as well as lightweight, advanced materials to deliver outstanding performance and availability.

These engines deliver exceptional fuel efficiency with double-digit improvement over the previous generation of engines in this thrust class. They also set a new “green” engine standard through an advanced TALON™ X combustor, providing a double-digit margin to anticipated CAEP/8 regulations for reduced nitrogen-oxide (NOx) emissions and ultra-low levels of unburned hydrocarbons and smoke.

ELEGANT

oney ell s T 000 cen er rig as o ri ary s ools and no an gear o .

ENGINES

Honeywell In Business Aviation Honeywell is most well known for the HTF7000 family of aircraft, including the Honeywell HTF7250G on the Gulfstream G280, the Honeywell HTF7500E on the Embraer Legacy 500 and Legacy 450 and of course the HTF7000 on the Challenger 300. It’s a centerline integrated powerplant system, rated at 7,000 pounds of takeoff thrust out to ISA + 15 degrees C on the Challenger.

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It boasts a simple design philosophy, with two primary spools, and no fan gearbox. The bypass ratio is a moderate 4.3 with competitive performance within its thrust class. In terms of maintenance Key LRUs can be replaced in 20 minutes or less with tools common to every toolbox.

Then on the Challenger 350 the HTF7350 delivers a greater than 7 percent thrust increase, delivering 7,323 pounds of thrust per engine and enabling the Challenger 350 aircraft a direct climb to 43,000 ft.

Rolls-Royce Rolls-Royce remains a very strong player in the market with engines ranging from the BR710 to the Tay 611 engine family. The latest Tay model, the Tay 611-8C, has a thrust of 13,850lb and powers the Gulfstream G350 and G450 business jets. One very important aspect of Rolls-Royce’s value proposition, is the aftermarket care in offers to customers.

Much of this falls under the CorporateCare brand, a comprehensive engine maintenance management programme for new and in-service RollsRoyce BR725, BR710, Tay and AE 3007 engines, which enhances asset value and liquidity, mitigates maintenance

cost risk and protects against unforeseen costs and unscheduled events anywhere in the world. What’s impressive is that there are now 1,500 aircraft covered by the program, which operates on a fixed-cost per-flying-hour basis, and more than 70 per cent of new delivery Rolls-Royce powered aircraft are enrolled.

Rolls-Royce’s Authorized Service Center (ASC) is also growing and plans to extend its ASC network of approved maintenance providers to more than 70.

This growth will take place across key service regions, including Asia, Middle East, South America and the USA and ensures customers have trained people with tooling and spare parts near them, wherever they fly. Moreover a dedicated Operational Service Desk in Dahlewitz has enhanced its 24/7 coverage of engine performance with improved procedures to increase responsiveness and operational availability, resulting in further improvements in AOG response times.

And the network of Parts Distribution Centres recently expanded with a new centre at Los Angeles airport with stocks for BR710 and BR725 engines and it is already delivering world-class performance in terms of time to ship.

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Visit us at EBACE Booth #A073.

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A

By Marc Grangier

number of companies deal with pilot training or act as learning centers, though at the top end of Business Aviation training, two worldclass actors run the show, FlightSafety International and CAE, while FRASCA International dominates the helicopter segment. Both companies are committed to innovation, making training methods and technology more sophisticated, and ensuring that highly-capable pilots emerge from their centers.

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FLIGHT TRAINING ORGANIZATIONS

INCREASING INNOVATION

FlightSafety International Dassault recently selected FlightSafety International as the factory authorized training provider for the new Falcon 8X aircraft. According to Bruce Whitman, its President & CEO, FlightSafety will initially design and manufacture two full flight simulators for the new Dassault aircraft.

ADVANCED

FlightSafety’s Graphical Flight Deck is one of the most sophisticated in the industry.

The first simulator will be installed at the company’s newly expanded Learning Center in Teterboro, New Jersey. The start of training will coincide with the entry into service of the aircraft. The second Falcon 8X simulator will be installed at FlightSafety’s Learning Center in Paris Le Bourget.

The simulators will be qualified to Level D and approved for training by the EASA and the FAA. Qualification by other regulatory agencies around the world will be

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applied for and obtained according to customer needs. The new FlightSafety FS1000 simulators built for the Falcon 8X will include the VITAL 1100 visual system, electric motion control and cueing, and advanced instructor operating station. The training will feature MATRIX, FlightSafety’s integrated training technology.

MATRIX features Desktop simulators for classroom instruction, and Graphical Flight-deck Simulators for instructor-led and self-paced learning.

It also includes SimVu that enables pilots and instructors to review flight simulator sessions. FlightSafety provides training for Falcon aircraft using a fleet of over 30 full flight simulators at its Learning Centers in Columbus, Ohio; Dallas, Texas; Teterboro, New Jersey; Wilmington, Delaware; and at the Paris-Le Bourget airport.

Concerning the Gulfstream G650, FlightSafety International has launched the design and manufacture of its fourth full flight simulator for this aircraft. It will be available at FlightSafety’s Learning Center in Wilmington, Delaware early in 2016.

The first three Gulfstream G650 simulators are in service at FlightSafety’s Learning Centers in Savannah, Georgia and Long Beach, California.

For Steve Gross, Vice President Sales: “We work closely with Gulfstream to ensure that the availability of G650 training is in line with the growing demand for the aircraft, and that the courses and flight simulators reflect the exact operating characteristics of the aircraft.”

The new FlightSafety FS1000 simulator being built for the G650 features tightly integrated computer hardware and software across subsystems that allow for more accurate and higher fidelity simulation than found in other current and previous generation simu-

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lators. The unprecedented fidelity and levels of detail offered by the VITAL 1100 visual system significantly enhance training by providing photorealistic, highly-detailed imagery and up to 40 million-pixel-resolution.

The worldwide database incorporates the latest terrain information with geo-specific satellite images for unprecedented realism.

The Gulfstream G650 simulator also features MATRIX, FlightSafety’s integrated training system for self-paced and instructor-led learning. FlightSafety has been the official factory authorized training organization for Gulfstream Aerospace Corporation for more than four decades.

Training for the complete line of Gulfstream aircraft is currently provided at Learning Centers in Dallas, Texas; Columbus, Ohio; Hong Kong; Long Beach, California; Savannah, Georgia; Wilmington, Delaware; and at the London Farnborough Airport in the United Kingdom. Pilot and maintenance technician training for the new Gulfstream G500 and Gulfstream G600 will be provided at FlightSafety’s Learning Center in Savannah, Georgia.

At the end of 2014, FlightSafety International and Abu Dhabi Aviation have signed a Letter of Intent to establish a new learning center in Abu Dhabi. According to Nadir Al Hammadi, Chairman, Abu Dhabi Aviation, the first phase of the Learning Center is scheduled to open next September. The 8,000 square meter facility will accommodate eight full flight simulators and feature classrooms equipped with advanced technology training systems. Phase two will double the size of the Center and increase the number of flight simulators to 17.# The Center will offer training and related services for a wide variety of helicopters and fixed-wing aircraft and will serve operators of business, commercial and military aircraft. Highly qualified instructors will provide the training, in accordance with the requirements of the United Arab Emirates General Civil Aviation Authority, EASA and FAA. FlightSafety International also developed a Satellite Cabin Communications training, which is now available at its learning center in Teterboro, New Jersey. The course was developed in conjunction with

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Satcom Direct. It provides both operational and technical-based training for pilots, cabin attendants and maintenance crewmembers operating onboard satellite communications technology.

CAE CAE recently sold eight full-flight simulators (FFSs) to customers in Australia, Asia, the Middle East and Europe. In the Business Aviation field, the contracts include the sale of one Bombardier Challenger 604 and one Gulfstream 650 FFSs. The contracts are worth a total of more than C$120 million at list prices, and bring the total number of simulators sales announced in fiscal year 2015 to 31. Cobham Aviation Services, a new CAE customer, has ordered the Bombardier Challenger 604 FFS. The CAE 7000 Series FFS will be delivered at Cobham’s training facility in Australia at the end of 2015.

And finally Emirates-CAE Flight Training (ECFT), a joint venture

between CAE and Emirates airline, ordered two simulators - a Boeing B737-800W and a Gulfstream 650 - as well as a Gulfstream 650 CAE Simfinity integrated procedures trainer (IPT) and a series of virtual simulators. The two FFSs will be CAE 7000 XR Series models equipped with the latest CAE Tropos-6000 XR visual system. They will be delivered at ECFT’s Dubai Silicon Oasis (DSO) training facility over the next 12 to 18 months.

CAE also indicated that the next phase of expansion of its training network would be in the Middle East.

The expansion arises from strong demand in that region for training programs and capacity for existing and new aircraft entering the Business Aviation segment, which will include, amongst others, the Dassault Falcon 5X as well as Bombardier and Gulfstream aircraft. The deployment of these new simulators is expected to start within the next 18 months. This

PINNICLE

FlightSafety’s Falcon 8X simulator (top) CAE’s 7000XR features a redesigned instructor office.

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FLIGHT TRAINING ORGANIZATIONS

INNOVATE announcement comes on the heels of

FRASCA International has developed a range of new technologies for helicopter simulators.

SHORTAGE

The demand for Business Aviation pilots could increase sharply in the near future.

CAE’s latest deployment early 2015 of a new Bombardier Global Vision fullflight simulator at the Emirates-CAE Flight Training Centre.

FRASCA International At the forefront of helicopter simulation, and with an installed base of over 2,600 flight simulators in 70 countries, FRASCA International has developed three new simulation technologies to enhance training capabilities of their flight simulators. SimTracker is a new cloud based utility that helps manage flight simulators and meet regulatory quality management needs. Its features include: live availability and usage reporting, simplified discrepancy & maintenance record keeping,

remote reporting across multiple locations, FSTDs and users.

The second technology, SimAssist, is a software module measuring the pilot’s task proficiency in real-time and providing variable assistance to optimize training. The third technology, TruCue, is a new simulator cueing and vibration system providing critical vestibular feedback to the pilots. This system makes the simulator fly more realistically and allows the pilot to naturally react to flight motion cues while training. TruCue consists of a 6 Degree of Freedom motion base optimized for helicopter simulation.

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Pilot Shortage When looking at the issue of flight training it’s hard not to ignore a potential pilot shortage which may threaten the industry. Indeed as Tim Brady, dean of Embry-Riddle’s College of Aviation at the Daytona Beach Campus points out, “pilot shortage is not a future problem; it is upon us now.

The problem it seems is exacerbated for Business Aviation with a mere four percent of trainee pilots opting to pursue a career in the sector, meaning that the demand for executive jets pilots will sharply

increase in the near future. Don’t forget, the fleet of business jets is expected to grow by ten percent year-on-year during the next decade.

Indeed a study from the US Government Accountability Office (GAO) confirms that the ranks of qualified candidates are dwindling as attrition among existing pilots continues to outpace the rate of new hires. Although the study focused on FAR Part 121 commercial carriers, the GAO did call attention to the vital role that general and Business Aviation plays in helping aspiring candidates build flight time.

Abating this shortfall will require solutions to address the supply of qualified pilots. Skaiste Knyzaite, CEO of AviationCV.com, a global provider of aviation specialists, stresses that over the next twenty years, North America is expected to receive 9,500 business jet deliveries, with 3,920 to Europe and 2,420 reaching China alone.

If fleet numbers in China are presently modest at a little over 200, the current backlog of orders mandates a need for 500 to 1,000 additional pilots. And this comes at a time when the output for pilot training institutions worldwide sustains a shortfall of around 3,000 pilots annually.

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FLIGHT TEST

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CESSNA CITATION CJ3+

CESSNA ENHANCES THE CJ3

By LeRoy Cook

essna s itation has long been a highl sought after light et representing one of the most capable of that categor of airplanes on the market Easil cruising at over knots and delivering a range of nautical miles it can fill the bill for small corporate flight departments and individual businesses What Makes It A CJ3+?

The cabin appointments have been given a major updating, and the cockpit received some attention for the working crew; stylish new leatherwrapped yokes adorn the control columns, and there’s better access and legroom up front. An armrest-mounted push-to-talk switch now allows response to ATC without disturbing the yoke when on autopilot. A second auxiliary battery has been added, so the avionics can be powered up immediately, and it also provides additional time on emergency power if both generators should go out.

The CJ3+ offers maintenance improvements over the CJ3, such as LED lighting throughout, and incorporates Cessna’s AReS system that

T UPGRADED

The CJ3+ features a range of enhancements including a second auxillary battery and a new KAPS II pressurization controller.

here are 432 CJ3s working in the fleet, and the recent introduction of the CJ3+ has already added another 15 or so. The “Plus” enhancements resulted from market studies and customer inputs, bringing a major updating of the CJ3’s interior and avionics while keeping the basic features that have made the airplane so popular.

The CJ3+ fits nicely between the short-cabin CJs and the larger CJ4, priced about $1-million less than the CJ4 and offering a relatively-familiar step-up for those already C525-type rated. Its new Garmin G3000 avionics represent the biggest change over the CJ3, which carried the Rockwell Collins ProLine 21 suite. However, there’s a lot more to the CJ3+ than just a new panel.

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records extensive data from the last 25 hours of flight time. A new Kollsman KAPS II pressurization controller integrates with the FMS to automatically schedule cabin pressure. There’s a new Clairity cabin management system and the entrance stairs now look and operate more like a business jet’s entry should.

Last January, we were given the opportunity to fly the CJ3+ at Textron Aviation’s sprawling Wichita, Kansas factory on Mid-Continent airport (KICT).

Demonstration pilots John Reimer and Alex Marks introduced me to Mike Pierce, manager of technical marketing, who filled me in on the history and development of the CJ3+. The first CitationJet 525 appeared in 1993, an efficient light jet that reprised the original Citation 500’s theme created 21 years earlier. The CJ combined a new natural-laminar-flow wing section with Williams Engineering’s FJ-44 engine, producing 30 knots more cruise speed on 600 pounds less total thrust. That recipe has worked well through the evolution of the CJ line, including the CJ3 that was introduced in 2004.

Preflight Inspection Reimer then walked me around N30CJ, the first production CJ3+.

Noting the vault-like 12-pin door, he showed the bleed-air inflatable seal that presses a passive seal into place; without the active seal, flight can continue as high as 35,000 feet. The door’s hold-open brace reportedly can function in winds up to 40 knots. The revamped fold-out stairs now have closed backing behind the treads and a metal threshold replaces a carpeted step-in. A snubber cylinder drops the steps smoothly into place.

Because the NLF wing requires a super-smooth fit and finish to deliver optimum performance, its leading edge is anti-iced by hot compressor bleed air, with no detectable joint between ice shield and wing skin.

Engine inlets are also bleed-air heated.

The 20-degree swept horizontal stabilizer is booted, but the vertical fin requires no protection. The windshield is primarily de-iced by hot bleed air, augmented with an alcohol spray.

The fuselage sits atop what is essentially a one-piece wing, faired by carefully-tailored fillets that carry most plumbing and wiring outside the pres-

sure vessel, accessible through removable side panels for maintenance.

The radome has only two visible fasteners; for security, the other holddowns are reached internally, through the avionics bay. The nose compartment has inspection points for the 50cu/ft standby oxygen bottle, back-up windshield deice alcohol, and nitrogen charge for the emergency gear extension and braking. Reimer said that he has never had to use the spray bar for the windshield, and the landing gear normally free-falls into place when initially released, with no N2 assist.

As with all CJs, the maingear utilizes a trailing-link design that assures reasonable landings despite the pilot’s ineptitude. The gear, flaps and spoilers are powered by a central hydraulic system housed in the right lower fuse-

lage fairing. Maingear tires are 22 x 7.75-10 size, nestled into open wells under the wing, spanning 16 feet. The nosewheel carries an 18 x 44 chined tire; the rudder-pedal steering allows 20 degrees of movement, and will caster up to 84 degrees with braking, so the lanky CJ3+ can maneuver in tight quarters.

The CJ3+’s wet-wing fuel tanks hold 703 gallons, serviced through ports near the tips; the CJ4, other the other hand, features single-point pressure fueling. Fuel heaters obviate the need for anti-icing additives in the fuel.

There is no fuel management unless crossfeed is selected. The ailerons feature a flow-control fence at their inboard ends, and a trim tab is found on the left aileron. Flaps are selectable

in 15 and 35-degree detents, with a 55degree lift-dump setting only available after touchdown, also causing the spoilers to deploy from the top and bottom of the wings.

A huge 600-lb, 50-cubic foot aft baggage compartment, capable of storing skis, is reached through a door on the left side of the rear fuselage. The 44amp NiCad (or optional lead/acid) battery and electrical junction box are behind the compartment and the engine fire bottle is in the overhead.

Moving Up Ready to go flying, we reviewed the mission profile. With 4,000 pounds of fuel and three people on board, we were at roughly 13,000 pounds for startup, so we would be down to the 12,750

SPACIOUS

The CJ3+ provides adjustable seating for six passengers. Its flaps, gear and spoilers are powered by a central hydraulic system.

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FLIGHT TEST

STYLE

BART test pilot LeRoy Cook appreciated the CJ3+’s stylish new leather strapped yokes.

maximum-landing weight in short order. Reimer said that the CJ3+ will carry about 660 pounds of payload in the cabin with full fuel; of course, leaving out a mere 100 gallons of fuel will double that figure. He counts on using 1100-1200 pounds of fuel for the first hour of flight and an 800 PPH average fuel burn thereafter. Our flight plan was for a filed altitude of 43,000 feet to the west, over a circuitous route ending at Wichita for the recovery.

Entering the restyled cockpit, we noted that the seat tracks are longer to enhance legroom; it was relatively easy to thread our way around the redesigned pedestal. The rudder pedals are adjustable as well. The CJ3+’s front office feels like a real flight deck.

The flight controls are sturdy transport-style yokes, connected to honest, no-nonsense cables; no fly-by-wire or side-sticks. There’s a large pitch-trim wheel beside your knee. No stickpusher protection is required, only a stick-shaker for stall warning.

We engaged the partial-avionics dispatch switch to obtain ATIS and clearance before starting, then brought up full battery power for the automated engine start, now controlled from the pedestal rather than the left panel. All that’s needed is to press the “start” button and push the power lever up an inch or so. Although the FADEC should prevent an exceedance, we still guarded the shut-down latch in case the computer wasn’t working fast enough.

Temperature peaked out around 670 C. and the generator came on line as soon as the 53% idle stabilized. Although we didn’t do so, the checklist shows singleengine taxi-out as an option, if a lengthy hold is anticipated.

CESSNA CITATION CJ3+

The 14.1-inch G3000 panels were now alive, showing our position on a taxi diagram, and we moved out of the delivery ramp with a shove on the throttles; steering is positive and light.

There’s a trailer-truck size to be accommodated as one swings the CJ3+ around taxi turns, but the wide range of nosegear movement makes it easy. Only occasionally did I have to brake to hold speed down on long straight runs. I found little grabbing and jerking with the powered anti-skid brakes, so the passengers should be happy.

Pretakeoff checks were short; flaps were set to 15 degrees to lower the V2 number, and we did a rudder-bias test by running up each engine in turn to feel the opposing rudder pedal begin to move. Reimer warned me that I could expect an engine cut at any time, but not to get excited when it happened. V1 was 98 knots, Vr was 101 and V2 was 111. Acceleration was strong when we pushed the levers through the FADEC detents to the five-minute takeoff power setting. We were up to Vr when the right engine went to idle, but, like Reimer said, the rudder bias kicked in and all we had to do was bank slightly to port and watch the VSI settle into a 1,000 fpm singleengine climb. Powered back up, the climb rate shot up to 4,000 fpm initially; the maximum gear operating speed is 200 knots.

Sliding the levers back to the MCT detent, we climbed at 230 knots, showing 95.7% N1 and a beginning fuel flow of about 1,000 PPH. At FL180, the G3000 asked us to confirm the change to standard baro. By then, we had engaged the autopilot,

with its controls in the glareshield coaming to keep eyes out front and watch a PNF’s inputs. Out of FL200, we were climbing at 2,700 fpm at 224 knots IAS, later transitioning to .55 Mach. At FL300, the rate was still 2,700 fpm, indicating 200 knots, and

by FL400 we were showing 1,600 fpm at 160 knots.

We reached FL430 in 19:40 minutes, well under book predictions for our weight, which computed to be 12,439 pounds at TOC. The day’s conditions at altitude were ISA +7 degrees, which Reimer actually prefers operationally over straight-ISA because the cruisepower FADEC setting doesn’t have to be reduced to avoid the overspeed limit. Cruise N1 of 96.8% didn’t differ materially from climb power; in due course, we settled in at a TAS of 420 knots, drawing 840 PPH through the pipes. The handbook chart showed an expected cruise speed of 396 knots in our configuration; Reimer says he typically exceeds the chart’s numbers significantly. Long-range cruise power would have reduced speed by about 50 knots but fuel flow would have gone down to just over 600 pph.

Cleared to begin descent as we rounded the corner for home, the overspeed klaxon came on with a slight lowering of the nose, so we powered back to a clean idle for a 3,000 fpm letdown. The G3000 system features an incapacitation mode that automatically descends the aircraft to 15,000 feet if cabin altitude goes above 14,500 feet. With 8.9 psi differential on duty, we experienced no such problem. The CJ3+ provides an 8,000-foot cabin altitude at the 45,000-foot certification limit.

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2661

Put more capability up front.

And get more capacity in back.

It’s just smart business. By replacing the panel in your Beech 1900D, Twin Commander, Twin Otter, Meridian, Metroliner or Cessna 501 or 525 with a Garmin G950/G1000 integrated flight deck, you not only add to your aircraft’s book value, but you also save weight. All from an avionics package that ensures your aircraft is equipped for the future—with moving maps, electronic charts, WAAS/LPV approach capability, integrated FMS, ADS-B, traffic and weather links, plus available SVT™ 3-D synthetic vision displays—at a fraction of the cost of traditional flight deck retrofits.

For more information, contact Scott Frye, Garmin Integrated Flight Deck Sales Manager at Scott.Frye@garmin.com or 913-440-2412. Or visit Garmin.com/aviation.

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FLIGHT TEST

CESSNA CITATION CJ3+ found plenty of float in the broad wings, feeling for the CJ’s low flare height.

Touchdown was softened by the articulated gear and I did my best to accommodate Reimer’s braking request as he lifted the flap lever into ground mode. Even on my first try, we made the 900-meter turnoff, and when I did more traffic pattern work I was getting comfortable with his target of the 600-meters turnoff. In truth, handflying the big CJ3+ is about like flying a C-206 in the pattern.

SPECIFICATIONS Powerplants Seats Fuel

Williams FJ44-3A 2+7 703 gallons (2660 litres)

Performance Certified ceiling Single-engine ceiling Max. cruise speed Stall speed Takeoff distance Landing distance Max. range (w/reserve) Climb rate-2 engines Climb rate-1 engine

45,000 feet (13,716 meters) 26,250 feet (7,189 meters) 416 kts @ 33,000 86 kts 3,180 feet (969 meters) 2,770 feet (844 meters) 2,070 n.mi.

4,478 fpm (1,365 m/min) 1,090 fpm (332 m/min)

Weights Ramp MTOW Maximum Zero Fuel Maximum Landing Empty Useful load Dimensions Wingspan Height Length Cabin length Cabin width Cabin height Baggage

14,070 lb. (6,281 kg) 13,870 lb. (6,291 kg) 10,510 lb. (4,767 kg) 12,750 lb (5,783 kg) 8,380 lb. (3,801 kg) 5,690 lb. (2,581 kg)

53.33 ft. (16.26 meters) 15.17 ft. (4.62 meters) 51.17 ft. (15.59 meters) 20.58 ft. (6.27 meters) 58 in. (1.47 meters) 57 in. (1.45 meters) 1,000 lb. (454 kg)

Average equipped price: $8,050,000 US Information: www.cessna.txtav.com

WORKHORSE

Getting the job done without surprises, the CJ3+ is likely to be a strong seller.

We loaded the ILS 19L approach at ICT, toggled into place, G1000 style, by the GTC 570 controllers above the power pedestal. Pilots familiar with Garmin panels in their earlier aircraft will find the G3000 architecture easy to follow, with short menus and logical icons. Vref was computed as a low 106 knots; Reimer ordered me to stand on

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the anti-skid brakes as hard as I could after touchdown. Maneuvering level at 160 knots took about 55% N1, and we deployed 15-degree flaps, allowed below 200 knots. Additional flaps go out below 161 knots. Gear-down at the FAF, the CJ3+ rode along the glideslope on rails with little power change. I crossed the threshold at 110 knots and

Configured for a single-pilot operator, the CJ3+ is a very low-workload, very capable, airplane. It does its job without surprises, using a formula that Cessna has had 40 years to perfect. This latest CJ is going to be a strong seller for Textron Aviation.

✈

Join European business leaders, government officials, manufacturers, corporate aviation department personnel and all those involved in business aviation for the European Business Aviation Convention & Exhibition (EBACE2016). Save the date and visit the EBACE website to learn more.

www.ebace.aero/2016/bart

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OPERATIONAL INSIGHT Robert Moya

W

ITHIN CORPORATE FLIGHT DEPARTMENTS, schedulers and dispatchers continue to assume more and more responsibility.

Route and documentation planning, access to airspace and airports, and managing risk in disruptive weather situations are just some of the critical flight department functions requiring scheduler and dispatcher oversight.

Also, as the regulatory environment becomes increasingly complex, and safety and risk management require additional attention, schedulers and dispatchers are seeing their responsibilities evolve.

Below are some functional areas in which schedulers and dispatchers are involved, as well as some tips and tricks for helping to address each area.

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UNIVERSAL WEATHER AND AVIATION

TOP TRIP-PLANNING TIPS

ing restrictions; prior permission required mandates; airport slots; Customs, Immigration, and Quarantine (CIQ) availability; and lead times to obtain services at planned destinations.

BURDEN

Tri lanning res onsi ili ies a e gro n su s an ially in recen years.

Trip-planning checklists

Airport suitability and alternates

With a tightening regulatory environment worldwide and more items to consider for a trip, pre-planning trip checklists used by schedulers and dispatchers have substantially grown in length from just a few years ago.

Typically, the longer the international trip, the more complex it will be. In most cases pre-planning checklist items are more involved for charter (non-scheduled commercial) than for private non-revenue flights.

There are many issues to consider in terms of airport and alternate suitability. Airport suitability is of greater concern worldwide due to increased congestion. Step one is to be aware of runway condition and performance suitability, if the location is an airport of entry, and what the best alternate airports may be. In some cases you’ll select airports depending on the nature of the stop: tech or overnight.

It’s important to always consider park-

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Special events and circumstances When large or special events take place – including major sporting events, film festivals, political/economics summits, etc. – certain airports reach a saturation point in terms of congestion. Alternate airports for parking may need to be considered months in advance.

If you’re traveling with weapons, ammunition, or pets onboard, there’ll be special approvals and additional documentation to consider early into the trip planning process. Here’s some additional reading on this: Crew accommodation and transportation In many cases schedulers and dispatchers are responsible for arranging crew accommodation and transportation. Considerations here include safe and vetted accommodation and transportation options, rate caps, and security planning. Particularly during highseason or special event periods, be aware of extended hotel cancellation

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and nonrefundable room policies, especially if passengers tend to revise schedules frequently. Also, make sure you provide hotels with loyalty program information for your crew.

Fuel considerations Fuel quotes are obtained by either schedulers/dispatchers or flight crews, depending on the flight department. We’re seeing schedulers and dispatchers taking on more responsibility in this area, as flight crew members may not have the time available to negotiate and obtain the best fuel pricing and options.

Planning In-Flight Catering Schedulers and dispatchers are often responsible for monitoring in-flight catering arrangements for general aviation flights. Considerations in this area involve choosing whether to source catering from in-flight caterers or from hotels and restaurants, food safety, cost, and quality issues. Taking advantage of online menus and using the same catering suppliers at your most frequent destinations can help ensure best catering results.

Security planning It’s always important to be aware of geopolitical concerns and issues at all planned destinations. For example Paris is not normally a high-security-threat location, but recent terrorrelated events have changed the situation. It’s prudent to take steps to understand all current and potential security issues prior to travel.

Obtaining advance security briefs, especially for higher-threat-level countries, allows schedulers and dispatchers to better inform crew members and passengers of risks and additional security arrangements to consider. Even if it’s a destination you’ve traveled to frequently, best practice is to obtain advance security briefs in case there have been security issue changes.

Aircraft documentation There are both standard and enhanced aircraft documentation requirements to consider, depending on where you’re operating. Standard aircraft documentation includes airworthiness and registration certificates, worldwide insurance, and noise certificates. Enhanced requirements

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(at some locations) involve additional or specific format documentation.

For example Germany requires insurance policies to be denominated in special drawing rights rather than USD or other currencies. Hong Kong is particularly strict in terms of insurance coverage format and specific inclusions.

For a Philippines landing permit, you must provide a color photo of your aircraft. In some cases you’ll require specific equipment and/or certifications, such as reduced vertical separation minimum, 8.33 MHz radios, and Automatic Dependent Surveillance Broadcast (ADS-B). You may also need to submit an aviation security plan, approved safety management system, or maintenance logs in order to secure permits for particular destinations.

Crew and passenger information Crew and passenger information, more than ever, needs to be 100% accurate and complete. If there is

incomplete or incorrect information, some locations may fine operators, and CIQ processes may take longer to conclude. In addition to standard requirements of crew licenses/medicals and full passport information, many countries also require passports to have at least six months’ remaining validity. For crew members who travel continually, when possible, it’s recommended to have two passports. One can be used for travel and the other for visa purposes.

Permits and lead times When you request overflight and landing permits, a good rule of thumb is to plan on 10 days’ lead time. When requesting permits, consider if routing information is required and/or local business contacts need to be provided prior to permits being issued. Also, consider if additional information is needed for passengers or crew members – particularly for travel to military or joint-use military airfields. Permit processing time may take longer if

FUEL

Increasingly sc edulers or dis a c ers are nego ia ing uel rices.

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OPERATIONAL INSIGHT

UNIVERSAL WEATHER AND AVIATION

sponsor letters and verification of trip purpose are required. Your local sponsor must be aware of who’s onboard, all crew and passengers details, and purpose of trip, which will mean that your sponsor is responsible for operator actions within the country. Civil aviation authorities often contact sponsors to verify this information. Prior to requesting permits for certain countries, such as Mexico and Venezuela, have your 3rd-party provider confirm if you have any navigation fees outstanding. When operating to certain countries with fees outstanding, you may be turned away at the flight information region or, worse, permitted to land and then detained until all unpaid fees are settled.

Sanctioned countries The country in which your aircraft is registered may limit your options to overfly/land at certain countries.

Countries under current U.S. sanctions include Cuba, North Korea, Syria, Libya, Iran, and Sudan.

Consider, also, company or flight department standard operating procedures and/or insurance policy limitations. These may restrict your operations to/over certain countries.

Regulatory considerations

APPS

Tec nology is el ing ri lanning o eco e ore e icien and accura e.

Schedulers and dispatchers are often responsible for carefully researching regulatory restrictions for each trip.

The regulatory environment continues to evolve worldwide, and more and more country-specific requirements are being put in place.

For example Advanced Passenger Information System (APIS), eAPIS, and CARICOM APIS impact operations in the U.S. and Caribbean, while European Union-Emissions Trading

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Charter considerations Trip planning usually involves additional lead time and documentation considerations for charter operations; therefore, schedulers and dispatchers must initiate charter trip planning steps earlier. They may also have to help manage expectations of passengers, particularly when frequent schedule changes are anticipated.

Flight plan and weather considerations Depending on the operation, schedulers and dispatchers may be running flight plans or having them built.

Weather planning in advance of operations – to get a general sense of

weather patterns – usually falls to the scheduler or dispatcher, while day-ofoperation weather planning and considerations lie mostly with the flight crew.

Conclusion Schedulers and dispatchers manage both passenger and crew requests and are often the conduit with 3rd-party providers to ensure all services are obtained as needed. These tasks are especially important and can be more challenging, especially when you’re dealing with short-notice trips, lastminute schedule revisions, or planning operations to locations during large event periods. It’s always recommended to ensure that trip preferences and requests are submitted well in advance, to allow sufficient time for all services and clearances to be obtained. Always keep aircraft documentation, along with crew and passenger information, updated with your service provider to avoid any confusion or issues down the line that could lead to operational delays.

✈

Robert Moya, a former U.S. Marine Corps meteorologist, currently serves as a Team Lead on the Universal Weather and Aviation, Inc. ELATE Team.

For more see :http://www.universalweather.com/blog

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REPORT

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VERSATILITY AND ENTHUSIASM AT HELI-EXPO 2015 V

ET I

Airbus claims that their H160 is the world’s first ethical helicopter.

By Ian Frain

ersatility is a defining characteristic of the helicopter industry allowing it to cope with a changing marketplace and a broad range of different customer needs and missions.

Another characteristic is enthusiasm, which was plain to see at Heli Expo 2015 held recently at the Orange County Convention Center, Orlando.

Airbus Helicopters, AgustaWestland, Bell Helicopter, Enstrom, MD Helicopters and Sikorsky, dominated the show and demonstrated that the industry is not simply responding to the marketplace, it’s driving it forward with new models that stimulate both excitement and demand.

The major highlight came from Airbus Helicopters which unveiled their newest and most innovative product, the H160.

Previously known as the X4, the H160 was kept under a veil of secrecy with only artists’ concepts and illustrations giving people an impression of what was to come. And after a ten second countdown the curtain lifted to reveal a highly advanced aircraft with a fully composite airframe and a fiveblade main rotor.

Aside from being technically superior, it’s also ethical according to Airbus Helicopters CEO, Guillaume Faury.

The design takes on board the environmentally friendly ‘Bluecopter’ technology that can be seen in the main rotor blades, the all-new Biplane Stabilizer, highly swept Blue Edge main rotor blades, and a double-canted tail . In real terms this means better performance levels, passenger comfort and less noise, as well as an increase in agility and handling. Indeed one of the helicopter’s key strengths is its ability to handle a range of missions including offshore transportation, business and private aviation, public services, and commercial passenger transport.

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The Turbomeca Arrano powering the H160, is a new generation engine that reduces fuel whilst giving a vast improvement in power compared with previous engines. And in keeping with the ethical theme, the engine actually reduces CO2 emissions. Moreover, the H160’s electrically powered landing gear actually reduces maintenance operations.

Also on display in the Airbus Helicopters booth was a yellow H175 which was configured in the offshore / passenger transportation role. It’s a popular model with Bristow Group signing up to purchase seventeen H175 in support of the offshore oil and gas business. Following the show, the helicopter went on a customer demonstration tour of Latin America.

Bell Helicopters displayed the newest addition to their 407 product line the Bell 407 GXP, along with mock ups of 525 Relentless and Bell 505 Jet Ranger X. The company had brought along two examples of their Bell 429, such as the Delaware State Police airframe and the Bell 429 WLG (Wheeled Landing Gear) variant. Last but not least, the Bell 412 EPi was on display, having been revealed at Heli Expo 2013 in Las Vegas.

Air Methods Corporation which provides EMS operations to hospitals and medical centers around the country was the first customer of the Bell 407GXP, signing an agreement to purchase two hundred of the type.

The 407GXP medical interior will be provided by United Rotorcraft and one unique feature of the flexible design will include Articulating Loading System for ease of loading the patient. The aircraft has an additional 50lbs (22.5 kg) of payload capability and is powered by the new M250 Rolls-Royce engine. The new powerplant improves the performance and fuel efficiency up in hot and high conditions.

AgustaWestland unveiled a new addition to their successful AW139 product line: this latest model has an Increase Gross Weight of up to 7000kg (15,432 lb) providing an extra 600kg (1323lb) of useful load atop the existing weight. It is now able to operate at -40°C to +50°C, up to sea state 6 ditching capability and Category A clear area up to ISA+20 at sea level.

Meanwhile, the AW609 tilt rotor prototype - based at Arlington in Texas was on display with Bristow colors on

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the port side, and their airline subsidiary Eastern Airways colors on the starboard side, in recognition of an exclusive AW609 development agreement between the two parties. It is envisaged that they will work closely together developing the offshore and Search and Rescue capabilities and bringing certifying the commercial tilt rotor closer with the FAA.

gle (NVG) technology, as well as including glass cockpit, icing protection system, and increased endurance to perform for over four hours without refueling. They will also have a twin hoist and a comprehensive medical suite.

Enstrom Helicopters of Menominee in Michigan had brought their new TH180 flight test helicopter

tomer in North America and now a distributor for Giumbal. During the show President and CEO, Bruni Giumbal, signed ten new sales and four options to be delivered between 2016 and 2017. The customers will be using the aircraft predominantly for flying training.

New company Composite Helicopters NZ Ltd showcased their

The five tone twin engine AW169 had just come back from successful cold trials in Alaska, where it was put through its paces in conditions of -40 degrees. The recent tests in the extreme cold complemented the hot and high trials carried out in Arizona during 2014.

Sikorsky had their new S-76D on display in the colors of the leasing company, Milestone Aviation Group, and the SAR S-92 for the United Kingdom new commercial SAR operation framework, which has is currently in transition from the military with the operations commencing on April 1st 2015.

Traditionally the Royal Air Force and Royal Navy have been providing three quarters of the UK SAR operations with the iconic Sea King helicopter alongside the MCGA –HMCG (Maritime Coast Guard Agency- Her Majesty’s Coast Guard) helicopters supplied and operated by commercial operators such as Bristow and CHC. The S-92 will be equipped with High Definition Forward Looking InfraRed (FLIR) and thermal image camera technology and night vision gog-

to Heli Expo along with the Los Angeles IMPACT (Interagency Metropolitan Police Apprehension Crime Task Force) turbine powered 480b, configured for law enforcement and the F-280FX trainer.

Elsewhere in the light helicopter marketplace Marenco SwissHelicopter displayed their yellow mock-up of the SKYe SH09. This small but innovative company had unveiled the prototype at their facility near Zurich in November 2013, and conducted its maiden first flight in October 2014.

This single engine helicopter is powered by Honeywell’s #HTS900 engine and Marenco is offering the helicopter with the Sagem Avionics ICDS-8 all glass cockpit. The company has announced that there were an additional thirteen letters of intent signed therefore adding seventy two units on the order books.

Robinson Helicopters Inc of Torrance, California was present with their turbine R66 and piston R44.

Helicopteres Giumbal had their Cabri G2 on display at their booth, to be delivered to the Oregon based Precision Helicopters, their first cus-

five seat KC630 and six seat KC650 using their innovative EvoStrength technology at their booth.

There were quite a few aircraft for sale ranging from a white Bell 412 (manufactured in 2006) owned by Eagle Copters Ltd of Alberta, Calgary to an Airbus Helicopters EC130T2, which was manufactured in 2014.

Finally, in the great era of helicopters there were several examples of the classics such as a pair of Hiller UH-12 and a Sud Est Alouette II from the 1950s and 1960s era. However the oldest airworthy helicopter at the show was a blue Sikorsky S-52/HO5S in its original military markings.

Heli Expo 2015 altogether was a success and demonstrated that the helicopter industry still continues to grow and evolve with new products and innovation, in spite of the difficulties encountered globally both economically and environmentally. It clearly shows that the helicopter is a valuable business tool both for the commercial and general public, and will continue to be so into the future.

✈

T

I

I

The Bell 407 GXP and the AW 609 demonstrated that it’s an exciting time for rotorcraft.

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PROFILE

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AIRPORT

TAG FARNBOROUGH GOES GREEN

Bernard Fitzsimons

Committed to achieving carbon neutrality by 2019, TAG Farnborough Airport is currently at the optimization stage of the accreditation process

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TAG Farnborough is dedicated to achieving carbon neutrality by 2019.

Miles Thomas Environemental Manager (center).

AG Farnborough, birthplace of British aviation, former aerospace research hub and now the UK’s only dedicated business aviation airport, operates under stringent environmental constraints. Like any other business, it is subject to national legislation on water, waste, environmental protection and pollution control. There are also government regulations on biodiversity and land management.

But it is the planning agreement with the local authority that governs the detail of the site’s day-to-day operations.

As well as prohibiting scheduled flights, says environment manager Miles Thomas, the agreement covers “all our activities — our permitted movement numbers, the types of aircraft that can operate here, the weights and sizes of those aircraft, in some cases what they can carry. More importantly for me it sets out the monitoring requirements and reporting that is required of us.”

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The airport submits quarterly and annual reports to Rushmoor Borough Council on aircraft noise, air quality and flight movements.

There is also a consultative committee which brings stakeholders together three times a year to discuss “everything past present and future on the airport,” says Thomas.

“It’s attended by local community groups and representatives who then go and speak to people out in the community.”

The airport’s relationship with the local community is “very good,” he says. “Something that’s been key to developing that is making sure that there is confidence in our company, that we are doing what we say we are doing, and a big part of that is being transparent about information and data.”

Another contribution to transparency comes from weekly tours for around 20 people at a time that TAG has hosted for more than 10 years.

“We take them all round the airport, inside our buildings, inside the control tower, we show them the kinds of things we monitor, and we bring to their attention the kinds of issues we deal with,” Thomas says. “That’s been a very important tool in helping people to trust in our company and build a good relationship with the community.”

Beyond its statutory obligations, TAG has signed up to the Airport Carbon Accreditation scheme, which was introduced in 2009 by the Airports Council Europe and is administered on its behalf by consultancy WSP. Thomas says the process began shortly after his appointment as environment manager in 2008: “What started it off was an opportunity to work with the Carbon Trust, who were offering to make audits of companies to assess their energy

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use. That was the first time we had looked at our inputs and our outputs in terms of carbon footprint.”

Having realized there was scope for improvement, he says, “We started looking into Airport Carbon Accreditation.” The scheme provides a structure on which to build improvements in energy efficiency, drive down carbon footprint and benchmark against other airports: “Most business involved in it are large commercial entities, but we saw ourselves as no different in the need to make improvements and reduce our carbon footprint.”

The first stage in the scheme is mapping energy usage. “The key thing was to ensure that we could actually measure it effectively,” Thomas explains. “So we started by implementing measuring schemes for gas, electricity and liquid fuel use.”

Then comes the reduction stage.

“That was something we concentrat-

lights off, and on a much larger scale looking at things like renewable energy, solar power systems, advanced light systems, electric vehicles, things that can reduce the amount of energy that you’re using and in the long term make your company more sustainable.”

The optimization stage, which TAG Farnborough achieved in 2013, broadens the effort to include third party emissions, with carbon neutrality the fourth and final stage.

“Obviously there will still be carbon emissions that occur as a result of our activities,” says Thomas. So once everything possible has been done to reduce the footprint, the final level involves choosing a credible project against which to offset the residual emissions. The ACI cites the example of an airport paying for a wind energy facility to replace a coal-fired power station.

“That is something that we will only do once we feel we have

In the meantime, managing noise and related complaints is a big part of the environment manager’s job.

Aircraft that do not meet ICAO’s Chapter 4 noise standard have been barred from Farnborough since the beginning of 2013 and a new noise and track monitoring system has given Thomas more tools to tackle the issue.

“Very precise flight track monitoring means we can audit each and every flight on a daily basis, see exactly where it’s done and how it acted, and take up any issues with the operators concerned,” he says.

“It also has a very robust complaints management and response system.

That allows us to supply accurate, clear information to people who raise issues against flights, make sure we manage our response and make sure we responded appropriately.”

Enforcement of the regulations is not a problem, Thomas adds: “We don’t have a fining system like many

ed on for the next three or four years,” he says. “It’s about training and awareness, getting people in the company to understand what you’re trying to do and the impacts they can have; about creating specific procedures that ensure that energy awareness is embedded into the work that we actually do here; and then embracing technology, which on a very small scale can mean using occupancy sensors in rooms to turn

achieved everything we can at our current level 3,” Thomas says. “And that’s why that level is called optimization, because you’re trying to do absolutely everything you can before you rely on that final offset.”

Achieving level 4 has become a legal requirement under the airport’s planning conditions: “We are committed to meeting level 4 by 2019, and we are on target to achieve that.”

airports do, we simply have the right to restrict their access to this airport if they go outside the boundaries of our requirements on departure and arrival procedures. That is obviously a very serious issue for their business and as a result they work very closely with us.” Last year saw 99.8 per cent of movements adhering to the airport’s procedures: “That’s something we’re very proud of.”

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QUIET

Aircraft above ICAO's Chapter 4 noise standard are barred from TAG Farnborough.

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96-9

MAINTENANCE MATTERS

ENHANCING AND EXPANDING CUSTOMER SERVICE SUPPORT

By Bernard Fitzsimons

OEMs are continuing to extend the geographical coverage of their support networks and enhance their customer service through spares initiatives and the addition of mobile support assets

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WORLDWIDE

Jet Aviation Singapore (top) and ExecuJet Australia emphasize that customer support is now a global business.

ulfstream continues to set the pace for customer support by many measures, not least in terms of sheer numbers. The industry’s biggest service and support setup has grown to well over 4,000 staff, adding hundreds in the last couple of years alone in the US, Europe and Asia.

Expansion is continuing. At the Savannah service center, already the world’s biggest dedicated business jet maintenance facility, a new $33 million paint shop is due to open this year.

The 6,690 m2 shop will be used for aircraft refurbishment and is expected to employ another 100 people.

Gulfstream product support president Mark Burns says the growth will help the company “achieve the goal that we talk about every day: creating and delivering the world’s finest aviation experience.”

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Another aspect of the growth is the increase in the number of field service representatives field and airborne support team (FAST) technicians. New FAST mobile maintenance engineers, who specialize in helping operators with AOGs, include one in Malaysia – the first in Asia – while Hong Kongbased Stephen Klohr became the first product support customer program manager outside the United States.

Klohr’s role is to introduce new customers to the various aspects of the support network. Gulfstream has also opened an Asia customer support contact center at its Product Support Asia headquarters in Hong Kong.

The Asia Pacific region has seen substantial growth: the Gulfstream fleet in Greater China alone numbered just 30 in 2008 but has added more than 100 aircraft in the years since. The regional support network includes factoryauthorized service center s at Jet Aviation in Hong Kong and Singapore, as well as the Gulfstream Beijing service center at Beijing Capital. Metrojet in Hong Kong, ExecuJet in Melbourne and Sydney, JAMCO in Sendai, Japan, and Air Works in Mumbai are all authorized warranty maintenance facilities. The new hangar that Jet Aviation opened at Seletar in Singapore last year can accommodate up to five of Gulfstream’s largest aircraft, the ultralarge-cabin G650.

In South America the Gulfstream support operation at Sorocaba, near the continent’s biggest city, São Paulo

in Brazil, has moved to a new, more modern hangar. Burns says the new facility is in a better location at the airport, making it more accessible to customers: “It is also substantially bigger than our previous building, which will allow us to serve more operators, and has more amenities for employees and customers.” The facility is approved to work on most US-registered Gulfstream models and North America, though, remains Gulfstream’s core market, and the company continues to add new facilities and services. At Outagamie County Regional Airport in Appleton, Wisconsin, 90 miles north of Milwaukee, Gulfstream has opened a new 1,670 m2 hangar specifically for mid-cabin aircraft maintenance.

“Depending on the configuration and mix of G100s, G150s, G200s and G280s, we can house up to five aircraft under one roof,” says Burns. “That is particularly important in the winter months, when the temperatures in Appleton are consistently in the teens and 20s, and snow and ice are obstacles. This expansion allows Gulfstream Appleton to support more mid-cabin customers, get their aircraft in and out of maintenance faster and provide them with a comfortable place to work.”

A more modest addition to the service network, but one that responds directly to customer requests, is the inauguration of a collection and delivery service for wheels, brakes and

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other components in the Los Angeles area. Gulfstream personnel now pick up components at the general aviation airports and nearby facilities in Van Nuys, Burbank and Camarillo, transport them to the Gulfstream Lincoln component repair shop in northern California and return them to the operator.

“There is a strong business case for this service because we have m ore th an 1 0 0 o p e r a t o r s i n t he area,” comments Burns. Gulfstream Lincoln can test, inspect, repair and overhaul electromechanical, electric a nd e le ctro nic com p o n e n t s a n d offers parts exchanges and repairs for avio nics , ro t a b l e s, b r a k e s, wheels and tires.

The concentration of operators in the Los Angeles area and a total of more than 200 in California as a whole made Van Nuys an obvious choice for a new West Coast parts distribution center.

The facility – “another milestone in our growth,” as Burns describes it — was due to have around $15 million in parts and materials by the end of 2014.

Spare parts, of course, are fundamental to customer support, and Gulfstream maintains a worldwide spares inventory of more than $1.4 billion. To enhance support for the European fleet, which has nearly doubled to more than 200 aircraft since 2008, Gulfstream last year moved its European parts distribution center from Madrid Barajas to a new facility near London Heathrow, less than an hour away from the London Luton service center.

The location is ideal, says Burns: “There are more direct, non-stop flights from Heathrow than any other airport in Europe, so we can get parts and materials to customers faster than ever. The warehouse will also support our dedicated mobile repair unit based in Europe and technicians in Luton dispatched to assist customers in the region.”

Local partner Ceva Freight provides the warehouse space and handles logistics. “Ceva can take care of customs documentation and ground transportation at each end,” Burns said. The new center is expected to have more than $50 million in inventory, and there are further spares stocks at Gulfstream Luton and Jet Aviation Basel in Switzerland.

Technicians at Gulfstream Luton work on more than 100 aircraft a month either at the base or on location in Europe the Middle East and Africa.

To enhance support in the UK and elsewhere in Europe the service center now has a custom-outfitted FAST vehicle.

Capable of carrying up to three technicians, the Iveco van is equipped with tools, a work table, vice, generator, hydraulic ramp, wheel storage, jacks, compressed gas, consumables such as oil, paint and sealants, and Wi-Fi. These resources enable technicians to carry out line-service repairs, postflight and storage inspections and minor cabin interior repairs. “The ability to travel to an aircraft’s location typically results in faster return to service for an operator and financial savings because there’s no need for relocation expense,” observes Burns.

Coroa do Avião airfield in metropolitan Recife as an ASC for the Phenom 100 and 300. The São José dos Campos center is now an authorized Rolls-Royce line maintenance center for the AE3007 engine that powers the Legacy 600/650.

Globally, a newly expanded 24/7 contact center at Embraer’s São José dos Campos headquarters provides opera-

Building capacity By the time Embraer delivered the first Legacy 500 last October, the manufacturer had already spent two years developing a global support network of more than 20 service center s for the new mid-size jet and its mid-light stablemate, the Legacy 450. The most recent additions to the list include Metrojet in Hong Kong, where actor and Legacy 650 owner Jackie Chan is the launch customer for the Legacy 500 in China. Embraer also adapted the Ahead aircraft health analysis and diagnosis system to support the new models.

At home in Brazil, meanwhile, where the combined Legacy and Phenom fleets total more than 160 aircraft, Embraer opened its new $25 million service center at Sorocaba. The 20,000 m2 facility includes two hangars, one for maintenance of the manufacturer’s executive jets and the other for the Universal Aviation-operated FBO. Representing an investment of more than $25 million, the new facility “highlights Embraer’s commitment to its customers, the state of São Paulo and Brazil,” according to president and CEO Frederico Fleury Curado.

Embraer’s Brazilian support network also includes its company-owned service center in São José dos Campos and authorized service center s in Belo Horizonte, Brasília, Curitiba, and Goiânia. Last year the coverage was extended to northeastern Brazil with the appointment of AeroMecânica at

tional, technical and maintenance support, coordinating the response of ASCs, parts distribution center s and field service representatives.

Bombardier Like its rivals, Bombardier continues to deploy resources where its customers need them. Last year the company opened its 10th wholly owned service center at Seletar in Singapore: 12 months on from the official opening the facility had provided support for more than 150 aircraft, and expects to reach more than a dozen certifications with a staff of 60 engineers and technicians by the end of 2015.

Since opening the Seletar facility in February 2014 Bombardier has added a new line station at Nice Côte d’Azur to provide line maintenance and AOG assistance to operators in southern France and northern Italy. Indamer Aviation has become an authorized service facility providing line maintenance for Global aircraft in Ahmedabad, India.

And Arabasco at Jeddah King AbdulAziz has become an ASF for the Challenger 605 in Saudi Arabia.

Support personnel cannot be based everywhere their customers fly, of course, and Bombardier has also expanded its customer response team’s mobile assets. The fleet of CRT trucks in the US, each staffed by an avionics and a maintenance technician, has been boosted to 13 with the addition of new vehicles at Columbus, Ohio; Houston, Texas; Miami, Florida; the

SMART

Embraer continues to deploy resources where its customers need them.

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MAINTENANCE MATTERS

LIFT San Francisco Bay area in California;

Dassault has two Falcon 900s available for alternative lift (right). Textron Aviation’s customer service is expanding across the world (below).

EXPANSION

Bombardier (left) are expanding its mobile team.

Gulfstream Service Center Luton (right).

Washington, DC; and White Plains, New York. The trucks carry the latest diagnostics equipment supporting all families of Bombardier business aircraft as well as the hardware needed for various scheduled and unscheduled maintenance tasks.

There is also a new CRT Express parts delivery aircraft, a Learjet 45 based near the Bombardier parts hub at Chicago Executive Airport in Palwaukee, Illinois, to help resolve AOGs in the continental United States.

Dassault An in-service fleet of more than 2,000 aircraft, the approach of the first C checks for the Falcon 7X and the imminent introduction of the new Falcon 8X and 5X have inspired Dassault Falcon Service to embark on the construction of a new heavy maintenance facility at Bordeaux-Mérignac. Being built next door to the Dassault Aviation factory at the airport, the 7,200 m2 facility is due to be completed by mid-1916, when C checks on the oldest 7Xs will start to come due. It will be capable of accommodating up to three of the large cabin aircraft and is expected to employ up to 70 specialists and technicians.

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Another major commitment is the introduction of two Falcon 900s to provide alternative lift as well as AOG support. Based at Teterboro and Le Bourget, the two aircraft will carry Dassault GoTeams plus parts and tools to resolve AOG issues. They will also provide alternative lift for passengers if necessary.

“Our belief is that, if an AOG occurs, the impact to passengers should be minimal and, they should be supported entirely throughout all phases of the event,” says Dassault Aviation

dispatch AOG teams with parts and tools to support Falcon aircraft anywhere in South America.

chairman and CEO Eric Trappier. “We have a ‘whatever it takes’ attitude here at Dassault, and it’s more than just a slogan, it’s a true commitment. This new airborne response service is evidence of that.”

Elsewhere, Dassault is expanding its Brazilian service center at Sorocaba.

Established in 2009, the center is authorized to carry out line maintenance and airframe inspections on all Falcon models except the legacy Falcon 20 and Falcon 100. It can provide engine maintenance on the CFE-738, Honeywell TFE731 series and Pratt & Whitney Canada PW307A and PW308C engines.

It has a full service battery shop and can

Since then another Textron subsidiary, TRU Simulation + Training, has unveiled plans to create a new maintenance training facility for current Cessna and Beechcraft models on the Textron Aviation Mid-Continent campus in Wichita.

TRU was formed in April 2014 following Textron’s acquisition of simulation and training specialists Mechtronix and Opinicus. Featuring TRU courseware and aircraft maintenance trainers, modern classrooms and a flight line hangar, the remodelled facility will cover topics ranging from avionics initial theory to engine run and taxi.

Textron Aviation Textron Aviation’s global customer service vice president, Tony Balestracci, detailed the company’s support strategy and innovations in BART 153. They include a big new service center at Le Bourget, twice the size of the existing facility at the airport that will support Beechcraft, Hawker and Cessna maintenance and modifications.

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FROM THE COCKPIT

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AIRMANSHIP

MANAGING ALTITUDE How High To Fly What altitude shall we ask for? Almost always, we’re after comfort first, then efficiency. I asked an acquaintance about the long-range cruise power setting for his Cessna CE510 Mustang. He

Just about every airplane has its “best altitudes”, like the Cessna Mustang I referenced above. For normally-aspirated piston planes, it will be about 7,000 feet MSL. For those with turbocharged engines, the sweet spot will come at the critical altitude for maximum cruise power, where the turbo’s wastegate is closed in order to maintain cruising manifold pressure.

Further ascent results in a reduction in power output, because the turbo is already working as hard as it can.

Most often, this occurs at around 17,000 feet.

simply said “Go to FL 390 or 410.”

Unless chop is present at those altitudes, that’s where his little Pratt & Whitneys do their best work, on the least fuel burn. Flying lower will often be required, but range will suffer.

However, as high-flyers soon learn, it can sometimes take twice as long to fly a route westbound as it will to return eastbound. One must balance fuel efficiency against ground speed, and plan contingency stops in case the winds do not improve, bearing in mind that descending for fuel and climbing back to altitude is costly. Modern FMS equipment can show “fuel remaining on arrival” almost instantly, and it’s nice to be able to see the results of our efforts to “make fuel” by changing to a more favorable altitude. One can’t always be successful in this endeavor, however, so having a solid-gold alternate for a fuel stop is important.

Turboprop engines are normally aspirated, producing less power as one ascends, so the best altitude is one at which fuel efficiency, which improves with altitude, meets the highest true airspeed, obtained in the thin air before power loss at altitude becomes too great. Engine makers can “turbocharge” a turboprop by increasing compressor capacity and installing a more-robust turbine wheel that can withstand higher temperatures, then restricting sea-level horsepower to the maximum the airframe designer had in mind. The “flat-rated” excess power can be used to maintain the sea-level rating to higher altitudes, so it will be possible to fly faster up high, or fly at the same speed with less fuel burn.

Jets are heat engines, and will do their best work in the cold climes of high altitude, where airframe efficiency is best and the ratio between intake

Therefore, we not only need to know what altitude is required to achieve our objective of safe flight, we need to know when it’s okay to descend, when or where we can start the climb, and where the greatest efficiency can be obtained. Choosing, maintaining and changing an altitude isn’t always simple.

by LeRoy Cook

COMPLEX

oosing ain aining and c anging al i ude isn al ays si le.

Basic airmanship obviously requires management of the third dimension of mobility, that of height, in addition to forward speed and left-right movements. An aircraft’s ability to rise and descend means we must plan our actions to reach a point in space defined by distance in a vertical plane, not just map coordinates.

This seems simple enough at first, but given the requirements of avoiding cataclysmic contact between aerial vehicles, as well as remaining clear of the undulating surface of the earth, complexity arises. Altitude management often takes some advance planning, as well as reaction to a developing situation. The traffic flow may require beginning and halting altitude changes at specific times or points, as planned and as directed.

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pants. You might like flying a fighterplane, but they won’t.

Positional awareness is certainly vital to the job of managing altitude, most particularly during arrivals and departures. An assigned altitude is only correct when it’s verified by charted references. TAWS and synthetic vision warnings notwithstanding, the task of altitude management should be to prevent these tools from being activated, by knowing where we are and when we can go into relaxed-mode, safely above all hazards. Even in the flat country, towers can rear up 1,000 to 2,000 feet above the terrain; one airport I frequent, usually cleared for a visual arrival, is ringed by these 300meter spires of steel, and I caution pilots unfamiliar with the area to limit descent until established “in the slot” on final. and exhaust temperature is greatest.

The “best altitude” may be restricted by compressibility concerns as design Mach limit is reached at a slower speed in the cold air. Aerodynamic stall meets Mach buffet at “coffin corner”, at an altitude where maximum fuel efficiency may be found. With jets, it’s best to fly as high as you can for as long as you can. One of my Learjet friends uses the rule of thumb, “it’s worth climbing an extra 10,000 feet for each 10 minutes of level cruise flight.”

All of these desires, of course, are subject to the whims of air traffic control, which can’t always accommodate a bunch of aircraft wanting to go the same way at the same altitude.

Convective weather poking up into our most-desired flight levels wreaks havoc with the best-laid plans.

Precision flying requires maintenance of an exact altitude as well as route track and heading. Despite the inherent flaws in referencing a pressure plane that sometimes changes, and altimeters that may possess dozens of feet of error, there’s a certain satisfaction in holding a specific assigned altitude. In required minimum navigation performance airspace, the tolerance for deviation may be small. Most controllers will call if your reported altitude is more than 200 feet off the mark. Transponders report each 100-foot of altitude at the mid-point of each increment, so being 250 feet off will show as 300 feet on the radar display.

Passengers Also Need Love Altitude management must always be conducted with regard for the passengers’ comfort and safety. While ATC protocol is based on a minimum climb/descent rate of 500 fpm when directed to vacate an altitude, we don’t want to throw passengers against their seat belts (assuming they have them on) or spill drinks. In most cases, we’ll be on autopilot and will direct flight-level change through the AFCS. Start with a click or nudge on the knob, to lower or raise the nose a bit, then add another couple of increments after the nose begins to move, inputting more attitude change in gentle advances. Power movements may also be managed to avoid sudden changes in the noise level. There should be no perceptible G-load imposed on the cabin’s occu-

When Things Go Bad Planning for abnormal or emergency conditions requires that you know where you’re going, altitudewise as well as laterally. If you lose an engine on a high-and-hot departure, you should know the level of climb performance to expect, and which way to turn if you find yourself lacking in capability. Climb gradient in feet per nautical mile can be roughly computed, using the two miles per minute of the common 120 knots Vyse of many airplanes. Thus, a required 200-feet-per mile gradient takes 400 fpm to meet, exclusive of wind. I can assure you, what appears to be possible on paper looks very intimidating from the cockpit, as one struggles to gain altitude with an ill airplane. The slightest downdraft negates all one’s efforts.

If you’re flying a single-engine aircraft, or a normally-aspirated piston twin near its single-engine ceiling, your contingency planning needs to be based on the inability to hold altitude after losing an engine. Always know the nearest landing facility and the heading to the safest, lowest terrain. There are always options, but you mustn’t let them get out of reach.

Managing altitude is a piloting task GENTLE that affects most of our other flight o er planning; range, endurance, obstacle o e en s clearance, and ability to reach the s ould e expected destination. Give it its proper anaged o due. a oid sudden ✈ c anges.

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SAFETY SENSE

T

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

he weather was inclement that early summer morning on 13 July 2009. The Gulfstream IV SP, VTMST, reported descending ‘on the localizer’ for runway 26 in IMC at Kerry airport (Ireland). The tower controller at Kerry airport did not have a radar. When the aircraft was around 800 ft above ground level the Shannon radar controller phoned Kerry tower and alerted him to the erroneous position and the imminent CFIT danger of VT-MST. The Kerry tower controller then instructed the aircraft to ‘climb immediately to 3,500 ft’.

At this time the aircraft was in IMC approximately 6 NM south of the airfield tracking parallel to the localizer for runway 26 and heading towards high ground South West of the airfield.

The crew had descended on an erroneous, intermittent localizer signal. It is surprising that such a ‘serious loss of navigational and situational awareness’ (AAIB) could occur even with the sophisticated avionics in a Gulfstream aircraft. However, looking at the history of the flight, it becomes less surprising once the human reaction to stress and possibly fear and anxiety as well as poor crew coordination and a lack of basic airmanship are taken into account.

POSITIVE

In a good sa e y cul ure ilo s don ear la e en re or ing e en s.

Stressors A few minutes before the attempted approach VT-MST had taken off from runway 08 at Kerry for a flight to London Luton. During the take-off briefing the Commander designated Shannon as the take-off alternate.

Shortly after rotation, the left-hand windshield fractured. The pilots were concerned about the multiple cracks visible in the Commanders windshield. The crew stated when interviewed by the AAIB that ‘confusion reigned in the cockpit and that things were happening fast’.

Initially the aircraft followed the SID. Then the co-pilot, who was pilot nonflying, requested to maintain 3’000 ft and to return to Kerry. Later the crew attributed this hasty choice to confusion.

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102-

MANAGING STRESS

WORKLOAD, PERFORMANCE, DENIAL

The aircraft was cleared to return to Kerry for the procedural ILS approach to runway 26.

The crew entered ‘direct to EIKY’ in the FMS and proceeded in a right turn towards the airfield. At this time the co-pilot programmed the FMS. Erroneously he selected the ILS 26 for their original destination Luton instead of Kerry. By coincidence both London Luton and Kerry have an ILS procedure for runway 26. With the incorrect approach procedure entered in the FMS there was no useful navigation information presented on the Navigation Displays.

As the aircraft completed the turn towards Kerry, the ‘LOC capture ON’ indication appeared on the EFIS display. The pilot-flying turned the Gulfstream onto the inbound course of 258°. The co-pilot reported to Kerry they had established on the localizer.

The aircraft was then cleared for approach.

Between the decision to return to Kerry and the initiation of the approach only 3 minutes had elapsed.

The crew rushed into an approach without having prepared for the approach and without having completed the set-up of the navigation system.

Neither the normal checklists nor any abnormal checklists were completed in this short timeframe.

The aircraft was equipped with a Cockpit Voice Recorder. However the recordings were lost after landing.

Therefore no record of the dialogues during this short flight exists and we can only assume that the pilots must have been facing a situation of stress, anxiety and work overload. The decisions they took though and the poor performance which resulted from these decisions indicate that the stress caused by the cracked windshield diminished the pilot’s ability to react to the situation in a calm and structured way.

In IMC, flying low with a cracked windshield, the pilot’s attention was focused on getting the aircraft down on the ground as quickly as possible.

And so, despite erratic localizer indications and the absence of a glideslope indication, the Commander initiated and continued the approach following an erratic localizer signal well outside the promulgated area of use (+/-35° of the centerline within 17 NM). The ‘LOC capture ON’ indication appeared at around 7 NM from the threshold at 43° from the centerline. Around one minute later the ‘LOC capture OFF’ indication appeared. For the remainder of the descent there was no valid localizer or glide-path signal. The crew continued their descent as if they were established on the ILS.

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Absence of Navigation Cross-Check The crew did not cross-check their position with other conventional navigation sources such as the Kerry NDB, which would have clearly indicated that the aircraft was not on the inbound track. Nor could they cross-check their posi-

can annihilate behavioral patterns acquired in training, in particular if the pilots have a low stress tolerance level.

tion with the FMS as the Luton ILS26 approach had been incorrectly entered.

Not having acquired the primary navigation signal of the ILS runway 26 in IMC the crew should have abandoned the approach. Instead they carried on.

stall which had occurred during the taxi into the apron after the incident flight. While doing so, they did not pull the CVR circuit breaker and thus the CVR record of the communication during the flight was overwritten. Not pulling the CVR CB was in clear contravention of Indian DGCA regulations.

From Abnormal Situation to Near-Crash A cracked windshield does not pose imminent danger to the aircraft or its occupants. As such it is not an emergency situation and does not require an immediate landing. It is an abnormal situation.

The crew was evidently under a lot of stress and unnecessarily created a heavy workload for themselves by rushing into an approach. Without proper preparation the crew lost situational awareness and thereby endangered the safety of the aircraft and its occupants.

The time pressure which caused the crew to underperform was purely pilot-induced.

From a human factors point of view, this is comprehensible.

Considering that pilots get trained to cope with abnormal situations, the ‘rushed reaction’ pattern remains worrying. Obviously stress

Engine Run-Ups After a second successful approach the pilots performed a number of engine run-ups to analyze an engine

The Power of Denial It is probable, that the crew decided to perform the engine run-ups in a mental status of denial. Instead of analyzing their actions during the flight the crew resorted to perform something that was more familiar and less threatening.

During the investigation after the flight the commander mentioned that he had observed engine vibration on No.1 engine and had reduced the thrust on this engine. This had also led him to expedite the return to Kerry. When reviewing the FDR data no vibration or change in thrust lever setting could be confirmed by the AAIB. Yet the commander insisted on his recollection of events.

The Power of a Good Safety Culture One of the characteristics of a positive and good safety culture is that people fear no blame when reporting events.

Pilots and other personnel working in a poor safety culture tend not to report events. According to the investigation report, the pilots of VT-MST did not immediately bring the event to the attention of their superiors.

In addition, they did not preserve the CVR record for the AAIB investigation.

They behaved as if the main problem was the engine vibration and performed engine run-ups as if nothing else had happened during the flight. Denial, not admitting what has happened, may also be caused by fear of being punished or blamed for wrong-doing: all ingredients of a poor safety culture, both on an individual level as well as on an organizational level.

While reconsidering their actions, both pilots admitted to the AAIB they should have continued the climb and taken more time to analyze their situation. It is evident that some of the lessons were learned by the crew. However, the human factors of this incident were not considered to the same extent as the technical and operational factors and the implications for the safety culture of this operator remain a matter of concern.

This time the crew was lucky and benefitted from a diligent and proactive ATC radar controller, and walked away from a serious incident unharmed. But relying on luck is not a good recipe to ensure a high level of safety.

✈ Michael R. Grüninger is Managing Director of Great Circle Services (GCS) Safety Solutions and Capt.

Carl C. Norgren is a freelance contributor to Safety Sense. 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.

FALSE

In July 2009 VT-MST descended on an erroneous localizer signal.

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Page 104

PROFILE

By Paul Walsh

A

vfuel CEO and President Craig Sincock is one of those people who make you glad to work in Business Aviation. Like many in the sector his vision goes beyond short-term profitability, and involves making the industry, not just his company, safer, more professional, and more valued.

“In today’s global marketplace Business Aviation is the venue for connecting people, companies and cultures. The internet and video conferencing can be a great resource to stay in touch, but it will never replace faceto -face contact. As the movement of cargo and people around the word continues to expand, I remind the younger generation that aviation is a growth sector. This is an industry that has had and will continue to have a huge impact on economies and nations around the world. ”

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AVFUEL

FROM THE REFINEREY TO THE WINGTIP

So what you have today is a global company that encompasses a value chain running from the refinery gate to the wingtip. This means they cover pipelines, shipping and storing, barge transportation and rail right up to supplying fuel at the wingtip. On top of that there’s fuel handling and safety training, card programs, FBO management and ownership. Put differently Avfuel is not simply in retail, fuel distribution, or airport infrastructure – it’s in every step of the aviation value chain, which gives it huge advantages over competitors.

The recent Master Golf Tournament in Augusta Georgia is a case in point.

“The FBO at Augusta Airport does a

PERSPECTIVE

Avfuel President Craig Sincock is dedicated to making Business Aviation more professional.

Vision Sincock’s vision might explain why Avfuel has gone from a small regional fuel supplier to a globally recognized industry leader. Sincock bought the business in 1984 (after working in investment banking for a few years) and grew it rapidly through both acquisitions and internal growth. Thus far, Avfuel has acquired 28 companies of which four of these were the aviation sectors of large publically traded oil companies. For instance when Texaco merged into Chevron, Avfuel bought half of their general and business aviation segment.

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large percentage of its business in two weeks for the whole year and we make sure everything goes smoothly by working with refiners to meet additional fuel requirements, arranging the storage, coordinating all of the trucking companies to continuously restock the airport fuel storage facility, supplying additional fuel trucks on site and even providing additional staff inside the FBO and on the ramp.”

This approach also offers value in Europe, where the aviation fuel supply model is very different compared to the US. “In the US the FBO does almost all of the activity, but in Europe, it’s different at every airport and the value chain is divided up into more pieces. For example, sometimes you have the commercial or airline staff pumping the fuel, and at the other end of the spectrum - in places like Le Bourget - it follows more closely the US model.” These differences have provided Avfuel a unique opportunity to expand in Europe.

“Our portfolio of experience allows us

to support a variety of business models. If an FBO is looking to take advantage of our brand recognition and our customer –facing programs and services, then we can offer that.

Or we can look after the fuel straight from the port - as we do in the Isle of Man. Essentially, we’re able to customize and tailor our services to what the customer needs.” Sincock adds that the US and Europe can learn a lot from each other and predicts that their models will gradually align.

Programs that support both the FBO and flight operator are an important part of Avfuel’s model. “For FBOs we

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have a ramp side system, which is all about fuel safety, as well as a front counter service system, which allows FBOs to take any type of fuel cards out there through a web-based transaction portal. There’s also the Avfuel Pro Card which gives flight operators access to fuel at 3,000 locations all over the world.”

The Main Objective Our goal every day is to improve upon what we do; because whatever you did yesterday you have to adapt to accommodate to our quickly changing world.

You have to change not only the company, but yourself. I can’t be the same president today that I was yesterday.

Avfuel continue to grow organically one operation at a time. Having said that, we

Traditional Markets Despite the vastly growing economies in countries like Asia, Avfuel is not rushing to invest in these emerging markets. Traditional markets like the US, Canada and Europe are Avfuel’s main focus. “In the US, we’re involved with one in three business jet movements per day. However, in Asia there aren’t enough airplanes to make complete sense out of the fuel distribution model. The last research I read indicated only about 400 airplanes in China which is less than 2% of the business aircraft in the world.

Compare that to an airport in the US

with its 386 departures in one day this past holiday.”

“There are challenges in Europe now, but we are seeing volume pickups. It’s not huge but it’s going in the right direction. A current trend emerging in Europe is that larger oil companies are focusing the majority of their time and resources on “upstream” operations –such as exploration and refining of product. Downstream activities – from logistics and distribution down to branding and marketing – are increasingly being performed by companies like Avfuel Corporation. Avfuel is positioned well to support this shift.

have had a successful record of steady acquisitions over the last 25 years, and these will continue.”

But Sincock can’t help returning to his main point, which is that Avfuel wants to support the infrastructure and people who serve Business Aviation.

“I could walk you out the front door and into the next building where we actually build and assemble refueling trucks. In that same facility, we have another division where experts provide hands-on training on the safe handling of fuel. Many companies offer these things, but I don’t know any company that actually does it themselves. Customers call us in the middle of the night to ask for parts when their truck has broken down. They know they can count us to help them.”

“Many of our initiatives are not-forprofit endeavors, but we do it with a broader purpose in mind: to move this market forward in safety, efficiency and innovation. We’ve just spent about a year setting up a safety initiative online, where operatives can sign in, follow videos, and be tested on each section. It’s an educational tool. We want as many fell handlers as possible to access it, so that the industry becomes safer, more compliant and more professional.”

✈

APART

Avfuel’s comprehensive skill set separates it from other competitors.

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SPECIAL REPORT

W

hen you buy a business aircraft how high up your wish list are the avionics? And would you chose one aircraft type over another, just to get the glass cockpit you want?

According to Doug Kvassay, Aircraft Marketing and Acquisition Services, Duncan Aviation, the aircraft type comes first, the avionics follow.

AVIONICS

GLASS COCKPITS – HOW HIGH ARE THEY UP THE WISH LIST?

By Steve Nichols

Duncan Aviation and Universal Avionics recently joined forces to supply a retrofit cockpit upgrade for the Dassault Falcon 900B. The avionics suite has five high-resolution Universal EFI-890R 8.9” Advanced Flight Displays, including Engine Interface Units (EIU) that replace analog engine gauges.

Duncan’s Steve Elofson added that a lot of new mandates, such as FANS 1/A and ADS-B out, are forcing owners to perform upgrades.

“Older CRTs are getting harder to find as they are no longer going to be made,” Elofson said. “There are plenty of very old spare parts in boneyards for aircraft like the Lear 35 (which uses the Proline 2 system), but it is

ADVANCED

Honeywell SmartView Synthetic Vision System (top), Honeywell Primus Epic, installed by Duncan (center).

“Buyers want an aircraft to fulfil their requirements first and foremost. And the aircraft they choose will usually come with a set avionics package,” Kvassay said.

“If you look at our 2015 Business Jet Model/Market Summary you see a whole lot of different integrated cockpit packages fitted as standard, predominantly from the big three – Rockwell Collins, Honeywell and Garmin.

“And if you ask 10 pilots which they prefer you’ll probably get 10 different answers, although the more modern designs like Rockwell Collins Proline Fusion, Honeywell’s Primus Epic and Garmin’s G5000 will feature highly due to their capabilities.

“But no, I don’t think that the cockpit avionics are a deciding factor,” he said.

But when it comes to upgrades the choice is generally clear cut.

“We find that if an aircraft was originally fitted with Rockwell Collins equipment the easiest upgrade path is to stay with the original OEM where possible,” Kvassay said. “That way

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you can virtually guarantee that everything will work, although we are seeing a lot of upgrades using Universal Avionics’ EFI-890R that have been very successful.

“To a large extent it depends on the model type and whether there is an STC available. On many aircraft types it comes down to a choice of one upgrade manufacturer, perhaps two.”

the midrange aircraft that are going to be hard to repair – new parts won’t be available and used parts are hard to come by as the aircraft are not being scrapped.”

Aircraft value also has a large part to play. Kvassay said with prices as slow as they are it can make sense to install an avionics upgrade, safe in the knowledge that the aircraft’s price will rise in due course.

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SPECIAL REPORT

FLEXIBLE

Pro Line Fusion is Rockwell Collins’ advanced open architecture flight deck.

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AVIONICS

“When an aircraft can be bought for around $7.5m, but should really be worth around $12m in a better economy, it makes sense to undertake a $1.5m avionics upgrade,” Kvassay said.

“And you can generally come out even over a five-year period.”

But both agreed that LCDs are the way forward, even if it comes down to what a pilot’s personal preference as to what is “best”.

Ken Elliott, technical director, avionics, at international aircraft trading company Jetcraft, agreed and said that glass cockpits mean a lot more than “glass”.

ment is already in the aircraft when I buy it, then great, but don’t ask me to add it!

“That said, when they do buy the first thing is to please the ‘guy in the back’. Beyond that people want avionics that are essential for operations, such as useful tools like EFBs that can demonstrate operational savings for an individual operator.”

“If you have large displays you have can more graphics and a lesser need for EFBs,” Elliott said.

“Both Proline Fusion and Primus Epic come with graphics as an option so you can get charts, maps, weather, EVS, ADS-B, TCAS, EGPWS, navigation, radar, messaging, status, airport maps and much more. Both Universal and IS&S have good jet aircraft legacy solutions too.”

But is there one avionic feature that buyers demand?

“Yes, give me what I absolutely need and nothing more!” joked Elliott.

“If it is electable then I will put it in my budget for next year! If the equip-

as better service and response,” Elliott said.

“Typically if a company has been around a while and has products across different aircraft types, they are more likely to be reliable – the market decides over time.”

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And what about reliability?

“A rule of thumb is to look at ProPilot avionics OEM survey every year.

The providers with the highest ranking have the higher reliability, as well

Avionics update So what is new in the world of avionics? Let’s take a look at the news from the main manufacturers: Rockwell Collins Rockwell Collins’ Pro Line Fusion integrated avionics system recently made an entrance into the commer-

cial helicopter market at HAI HeliExpo 2015 in Orlando.

Pro Line Fusion is the company’s advanced, open-architecture flight deck that is scalable for the commercial air transport, regional and business aircraft marketplace, as well as military platforms.

The system features advanced graphical interfaces, intuitive icons and easily configurable multi-function display windows.

Pro Line Fusion features high-resolution landscape displays, graphical flight planning, MultiScan™ weather radar, and the first certified synthet-

ic vision system (SVS) displayed on the head-up guidance systems (HGS™), giving pilots extensive situational awareness to operate safely and efficiently in complex flying conditions.

Rockwell Collins says it is fast approaching its 300th delivery of Pro Line Fusion and work is well under way to certify its Pro Line II to Pro Line Fusion upgrade for King Air 350s.

It has now been selected for 17 aircraft types, including business jet, air transport, tilt-rotor and military flight decks.

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Honeywell Honeywell Aerospace is working on new features for its Primus Epic integrated flight deck including 2-D and 3D airport moving maps, Honeywell’s SmartView synthetic vision system (SVS) with updates for lower landing minimums, and a cockpit display of traffic information.

The update will bring SmartView to the primary flight display (PFD) and prepare aircraft to take advantage of updated lower landing minimums, going from 200 to 150 feet.

The 2-D moving map shows runways, taxiways, airport structures, and signs at many airports, while the 3-D moving map upgrades the synthetic vision system with an “out-the-

upgrade for legacy SPZ-8400/8500 and Primus 1000/2000/2000XP flight decks.

New features will include an integrated primary flight display with synthetic vision, XM meteorological aviation report and terminal area forecasts, a new flight awareness layer added to the enhanced map feature on the traffic collision avoidance system (TCAS).

Another enhancement will be on-thewing field loading of application software and databases.

Honeywell is also currently testing voice recognition for aircraft cockpits, using a new prototyping system.

The Honeywell Innovative Prototyping Environment (HIPE) lets pilots operate a traditional multipurpose control display unit from a tablet interface.

Garmin Garmin recently completed its King Air C90 STC. The King Air 200/300 version of the STC was completed late last year.

This latest update offers new features including NextGen components, such as Automatic Dependent Surveillance-Broadcast (ADS-B) compliance, user-defined holding patterns and the approval of optional equipment, which expands the system’s global operational capability.

These new features for King Air C90 operators include barometric vertical navigation (Baro-VNAV) approach capability, ADS-B Out compliance and an area navigation (RNAV) capability, which includes the ability to fly proce-

window” view of the airport on the PFD. As well as touch-screen capabilities on the Primus Epic eight-inch screen, Honeywell also plans to bring traffic information to the cockpit display, presenting the position of nearby aircraft using automatic dependent surveillance-broadcast (ADS-B).

Greater use of flight deck connectivity should also see graphical worldwide weather, real-time updates of key layers on the navigation display, and relevant location-specific information, brought to the cockpit.

Late 2015 should also see a Primus Elite upgrade, including a LCD display

Honeywell says it is currently using HIPE to flight test voice recognition on an Embraer ERJ170. It is working with pilots and customers to assess its usability, safety and efficiency.

It says voice recognition will be a huge advance in the cockpit because speech can eliminate many manual steps required to execute a command.

This should decrease a pilot’s workload and allow a pilot to focus on flying. Honeywell says voice can be especially helpful in the cockpit when calling up infrequently used commands or menus, which they might otherwise spend a lot of time searching for.

dures with radius-to-fix (RF) segments.

As part of the latest upgrade, pilots now have the flexibility to conveniently build user-defined holding patterns.

These holds may be created over an existing fix in the navigation database or over a user-defined waypoint.

Additionally, for operators conducting search and rescue missions, the Garmin G1000 can automatically generate flight plans for three search patterns: parallel line search, expanding square and sector search patterns.

SAR is available as an option and aids in crew situational awareness during these missions.

FUTURE

Honeywell's Symmetry cockpit features on the Gulfstream G500 and G600.

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SPECIAL REPORT Optional equipment upgrades are also now available for operators who elect to incorporate the latest software upgrade. Garmin says the GWX 70 solid-state radar offers significant improvements in capability, reliability and cost of ownership, compared with earlier generation magnetron-based weather radar systems.

The GRS 7800 attitude heading and reference system (AHRS) is also available as an optional equipment

MODERNIZE

Garmin’s G5000 upgrade modernizes the cockpit. Insight (center) is Universal Avionics’ embedded next-generation synthetic vision system.

upgrade. The GRS 7800 also enables free-gyro mode, greatly expanding the authorized area of operation up to North 84 degrees latitude.

For King Air C90 operators, the latest software upgrade is available immediately from select Garmin authorised Dealers as a free upgrade, although installation charges may apply.

Garmin says it is also continuing to work toward certification of the G5000 integrated flight deck on the Beechjet 400A and Hawker 400XP. The company achieved its first flight on September 16, 2014 in the 400A. Garmin says the G5000 upgrade modernises the cockpit, increases aircraft utility, provides additional weight savings, exceeds NextGen requirements and solves parts obsolescence, giving operators better avionics capability and increasing the value of their aircraft.

STC certification for the G5000 on the Beechjet 400A and Hawker 400XP is targeted for approval in Q4 2015 and will be available from select Garmin dealers.

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Universal Universal Avionics says it is busy working on gaining an STC for its InSight integrated flight deck, which it announced at NBAA2014.

The highlight of the InSight system is the embedded next-generation synthetic vision system (SVS) with advanced mapping capability and system-wide graphical pilot interface.

Primary hardware components of InSight include a 10.4” EFI-1040 display acting as PFD and/or MFD, electronic control display unit (ECDU), alphanumeric keyboard (ANK) and data concentrator unit (DCU) II. The 10.4” high-resolution LED backlit LCD EFI-1040 Display offers multiple processors / partitioning, an Ethernet-based architecture, and future size and orientation options.

Pilot interface and control of the system is conveniently provided through the ECDU, a 5.0” flat panel display, and a cursor control panel (CCP) – a unique “point and click” system controller.

The ANK allows for alphanumeric entries, flight management system (FMS) function keys and a database SD card server. A second generation data concentrator, the DCU II, provides analog / digital conversion / concentration.

Universal says InSight presents an adaptable design that’s flexible and easily installed/configured, which will make it valuable in retrofit applications. The first installation is on the company’s Cessna Citation VII with the STC now expected in the third quarter of 2015.

Scott Campbell, Universal’s director of airline and military sales, said: “Work continues on InSight’s flight testing. We have done some FAA evaluations and are on track for launch.

“We’ve ported the majority of the interfaces off our EFI-890R product line, so we should be able to support any of the old analogue aircraft, plus the new digital ones too.

✈

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