Bartintl157 by Bart International

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JUL - AUG 2015

OUR 27th YEAR

Interconnectivity - A "MUST HAVE" page 44

OEM EDIATE GLOBAL SUPPORT

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

AIRCRAFT BLAZING VISITORS BUYING EBACE 15 THRIVES!

BI-MONTHLY / JULY - AUGUST / POSTING OFFICE BE 1380 LASNE

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Yo ur AOG s u p p o rt team an d O EM - ce r t if ie d pa r t s w ill be t h e re w h e reve r – a n d w h e n eve r you ne ed t he m . F ro m t h e l arg est n et wo r k o f s u ppo r t in t h e in du st r y, w it h 2 1 co m pa ny- ow n e d ser vice cen ters an d 60 AO G m o b ile s e r v ice u n it s wo r ldw ide. J u st pa r t o f w h at we i nve st in yo ur invest m en t . Le arn mo re an d f i n d you r n e a re st se r v i ce ce n te r at se r v i ce.t x t av.co m .

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LABACE 2015 CHALLENGING A TANKING BRAZILIAN ECONOMY page 28

Over & Above

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Upfront From the Editor

We are not Daredevils, We are Explorers! AS I WAS PREPARING THIS COLUMN, somewhere between Geneva and Calamity, a solar powered airplane was flying the seventh leg of an attempt to circumnavigate the globe. A flight from Nanjing (China) to Kalaeloa (Hawaii), 5,095 miles over the Pacific Ocean was going to be the most challenging part of this epic journey. The flight taped for posterity by the TV networks, ended up when the crossing was aborted after 36 hours of what should have been a six-day journey from China to Hawaii. Incidentally after having encountered "bad weather", the thwarted pilot was diverted to Japan to land. Following the flight from "mission control" in Monaco, the Swiss pilot and Solar Impulse co-founder, Bertrand Piccard said: "We are not daredevils, we are explorers", a quote replicated from Evel Knievel, an American entertainer, and international icon who attempted more than 75 ramp-to-ramp motorcycle jumps. Piccard added "everyone is very happy with the plane - but the weather does not fit." Indeed! Holding the weather responsible is the first reaction and everyone with common sense will agree that with a wingspan like an Airbus A380 and the weight of an automobile, a thunderstorm, even a baby one, would put the plane upside down, pranging the pilot into the ocean. So I don't think everybody would be happy with the airplane after having bumped into bad weather. Fortunately, André Borschberg, pilot for that Pacific Ocean crossing had been offered a survival training to be prepared in case of a bail out over the ocean!

There are enough aircraft fatalities occurring each year without having an enthusiastic explorer bumping into the sea. Air-Sea rescue is a costly operation for folks who have been caught in the perils of the sea, not for entrepreneurs about to be hoist by their own petard. In my opinion: flying alone over the ocean for five days and five nights hardly sleeping in a non pressurized cabin with temperatures of -40°, without being able to stand up and walk, doing your business in the cockpit through a flap in your pilot's seat, in a flying machine powered by batteries recharged by solar cells is a grammar school jumping-off-the roof approach and could end up in failure. I hope Solar Impulse have their own rescue team. Circumnavigating the globe day and night with solar energy is certainly a daring act and I for one will be the first with hoorays if they succeed in their enterprise, but this remains a risky business. "I am not a daredevil, I am an entrepreneur" declared Evel Knievel before Piccard but if he had completed his jump across the Snake River Canyon, he would not have made the sport of motorcycle any safer. Paul, don't make me say that this is advancement in aviation. Flying around the world powered by the sun is an ecologist castle in the sky! We need aircraft that offer speed, safety and comfort for our tycoons who convey their business to the far reaches of the globe. Any comments you all?

“I’m not only the best-known daredevil on the face of the earth, I’m the oldest.” Evel Knievel

Mark Huber Helicopter Editor

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

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

Bernard Fitzsimons MRO Editor Kirby J. Harrison New-York Editor CONTRIBUTING EDITORS Fabio Gamba, Nick Klenske, Louis Smyth, Giulia Mauri, Derek A. Bloom, Guy Viselé, Aoife O'Sullivan PRODUCTION Tanguy Francois Production Manager ADVERTISING Kathy Ann Francois Advertising Director kafrancois@bartintl.com CIRCULATION Titi Kusumandari Marketing Assistant tkusumandari@bartintl.com

CONTENTS

JULY - AUGUST - 2015 Volume XXVII - No 3 BART No 157 WWW.BARTINTL.COM

SECTIONS 3 EDITORIAL 6 POINTER 8 FAST TRACK 22 TRANSATLANTIC UPDATE 26 BUSINESS NEWS

LABACE 2015

LIGHT-JETS RETURN

This year's LABACE will demonstrate that even during a recession Business Aviation remains a vital business tool.

After falling out of favor during the recession, lightjets are making a come-back. Paul Walsh reports.

EBACE TRIUMPHS

The trip planning experts at Universal Weather and Aviation give their tips for operating into Brazil.

This year's EBACE showcased a range of innovations and product launches, highlighting Europe's renewed potential.

OPERATIONAL INSIGHT

BIZAV AT OSKOSH

ROTOR REPORT

We give a rundown of all the exciting Business Aviation activity taking place at this year's EAA Airventure Oshkosh.

Mark Huber looks at why Brazil remains the world's second largest market for civilian helicopters.

GETTING CONNECTED High-speed internet connectivity will soon be the norm in the cabin. Our technology expert Steve Nichols evaluates the best options.

INSIGHT We interview Ernest Edwards the new SVP at Aerion, about his mission to bring supersonic aviation to businesspeople across the world.

OUR ADVERTISERS AND THEIR AGENCIES

Member

35 55 13 73 7 43 81 23 9 2 47 11 65 15 61 39 49 17 84 83 27 19 25

Avfuel Corporation Concorde Battery Corporation Dassault Falcon (PUCK L’AGENCE) Duncan Aviation FlightSafety International (GRETEMAN GROUP) EBACE 2016 GCS Safety Solution Geneva Airpark Gulfstream Aerospace Corporation HondaJet (MILNER BUTCHER MEDIA GROUP) Honeywell Aerospace (TMP Government) Jet Aviation Jet Expo 2015 Jet Support Services Inc. (JSSI) JetNetLLC NBAA 2015 Rockwell Collins ARINCDirect Rolls-Royce Textron Aviation Customer Support (Sullivan Higdon & Sink) Universal Avionics Systems, Corp. UAS International Trip Support Universal Weather and Aviation, Inc. West Star Aviation Inc.

BART International. Business Aviation Real Tool is the Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596 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 Titi Kusumandari Email:tkusumandari@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 Manager Paul Walsh - Strategic Development Officer. Responsible Publisher - Fernand M. Francois

OUR COVER Honda is reinventing the light-jet. Check it out in our special Light-Jet report page 50.

POINTER Events

Agenda

IN SEQUENCE READING YOU FIVE BIZAV PARADOX Visiting your booth at EBACE last May I discovered BART International and took advantage of your EBACE special program to subscribe to your publication. Frankly I read the magazine from cover to cover, and found it very informative. You really cover all aspects of Corporate Aviation and I found more information in BART International May-June issue than I have ever found in any other publication. Currently completing my private pilot course, I envisage the possibility of continuing my training in order to become a corporate pilot and my attendance at EBACE comforted that decision. Meanwhile, I am now hesitating after reading Captain Folker’s letter in your May-June issue. Are corporate jet pilots underpaid? Why hesitate in paying 10 US$ for a subscription to an excellent publication like BART International? I am now facing a dilemma. Aldo Mazzetti PN 33170 Pordenone, Italy

EAA AirVenture July 20-26 Oshkosh, USA

LABACE August 11-13 Sào Paulo, Brazil

Thank you very much for your subscription to BART International. We understand your concern, but there is a misunderstanding here. Not knowing that a friend had paid the subscription, Capt Folker was just amazed to receive the magazine. Being a Corporate Pilot is extremely challenging and extremely rewarding at the same time. Corporate Jet Pilots in the United States that bring more than 10 years of experience to the table get salaries slide in at $83K per year on average but can range from $48K to $149K per year.

NBAA Convention November 17-19 Las Vegas, USA

Scheduler & Dispatcher Conference Jan 19-22 - 2015 Tampa Fl, USA

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@bart_intl

OUR VISUAL COMMUNICATION WHIZ Tanguy Francois started his career as a graphic designer in 1977 with the Avianews Group of Aerospace Publications, laying out Avianews International Magazine. For the last 27 years he has brought into play: types, spaces and images to illustrate articles and messages conveyed to BART International’s readers by our journalists and aviation experts. Tanguy also keeps our web site bartintl.com updated with our industry’s news releases. A Belgian citizen, Tanguy lives in the Walloon region of Belgium

AIRMANSHIP SKILLS MAINTAIN PROFICIENCY WITH FLIGHTSAFETY’S ADVANCED PILOT COURSES

“ These advanced courses will bring flight crews a level of ‘exceptional knowledge’ that is important for safe operations.” – Randy Gaston, Vice President, Flight Operations Gulfstream Aerospace Randy Gaston has been with Gulfstream for more than 20 years and was chief test pilot during development of the GV. He is a graduate of the USAF Test Pilot School at Edwards AFB. Randy was test pilot with the FAA Aircraft Certification Office and chief test pilot for the B-1B bomber.

As cockpit technology advances, one thing never changes: The Best Safety Device in Any Aircraft Is a Well-Trained Crew. The advanced-technology systems built into today’s aircraft offer many benefits and advantages. While the understanding and appropriate use of automation are important, developing and

ADVANCED PILOT COURSES • Upset Prevention and Recovery

maintaining core airmanship skills are paramount, especially in emergency situations. A crew’s first focus in an emergency should be flying the aircraft and maintaining or working to return to stable flight. Only when the plane is under control should attention turn to analyzing the situation, determining the cause and, finally, taking corrective action. A new series of courses from FlightSafety enables crews to experience and recover from challenging situations – based on analysis of actual incidents – that demand solid flying skills, swift and accurate decisions and precise communication.

• Rejected Takeoff Go/No-Go • Energy Management • CRM/Human Factors LOFT

Aviation professionals from around the world trust us to provide the highest quality training and outstanding service. More than 1,800 highly experienced professional instructors deliver aircraft- and mission-specific courses, using our comprehensive training systems and advanced-technology flight simulators designed to enhance safety. Trust your training to FlightSafety. You’ll see why so many aviation professionals make the same choice. And have since 1951. For information, please contact Steve Gross, Vice President, Sales • 314.785.7815 sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company

AIR SERVICE BASEL BOOMS DURING ART BASEL 2015

Air Service Basel (ASB) saw one of its busiest weeks so far during this year’s ART BASEL exhibition, which took place in Basel from 15th-21st June 2015. Air Service Basel’s FBO welcomed a record number of up to almost 350 movements, including almost 80 private and business jets flights on the peak day of the event, being a remarkable 15% increase in movements compared to last year’s event. A majority of movements this year were larger cabin sized jets, namely Challengers, Gulfstreams and Global Express aircraft. “The ART BASEL is always the busiest time of the year and the ultimate test for our FBO”, says Claudio Lasagni, ASB’s CEO, “and I am delighted at how our team rose to the occasion this year.” He adds that “as every year, the outstanding co-operation and teamwork of the various partners and authorities at the EuroAirport Basel with Air Service Basel’s FBO team was a major contributing factor to the tremendous success.”

WEST STAR AVIATION NOW OPERATING NEW SATELLITE FACILITY West Star Aviation recently announced they are operating a satellite facility at Chicago Executive Airport (KPWK) in Chicago, IL. A Class 4 Repair Station, CRS PAZD068H, West Star will provide maintenance and avionics troubleshooting and repairs, minor inspections, customer assistance, as well as support the AOG and mobile repair activity in the area. The satellite facility is already fully operational and West Star will be holding an open house for the new location on Wednesday, June 17th, 2015. The facility features 12,915 square feet of hangar space as well as 3,208 square feet of shop and office space. Tom Hilboldt, former Supervisor at West Star’s East Alton (ALN) facility, has been promoted to KPKW Satellite Manager, and will be responsible for overseeing all operations in Chicago.

JET AVIATION GENEVA GAINS APPROVAL FROM THE CIVIL AVIATION AUTHORITY IN INDIA Jet Aviation Geneva recently received CAR-145 approval from the Director General Civil Aviation (DGCA) in India to provide base maintenance services to Indian-registered Gulfstream and Bombardier aircraft. The regulatory approval for Indian-registered aircraft extends to Gulfstream IV/V/200/300/350/400/450/ 500/550/650 and the Bombardier Global Express series. “We are delighted to expand our services to support owners and operators of Gulfstream and Bombardier aircraft that are registered in India,” said Cyril Martiniere, managing director and accountable manager at Jet Aviation Geneva. “As home to a number of major multinationals, including the United Nations European headquarters, long-range business jets are regularly flying into Geneva. This is a significant service expansion for Indian-registered Gulfstream and Global Express series aircraft and we look forward to welcoming these customers to our facility.”

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MAX SPEED: MACH 0.925 MAX RANGE: 9,260 KM MAX ALTITUDE: 15,545 KM

ARADIGM SHIFT G THE AT I N FIR

COMM

FLI GHT

kilometersâ&#x20AC;&#x201D;because when you fly farther faster, the sooner you return

Gulfstream G500â&#x201E;˘ is designed to cruise at Mach 0.90 for thousands of

The expectations for business travel have been redefined. The all-new

home to what matters most to you. Wide-cabin comfort complements near-supersonic performance, making the G500 an aircraft truly optimized for uncompromised travel.

To contact a Gulfstream sales representative in your area, visit gulfstream.com/contacts.

GULFSTREAMG500.COM

*Maximum ranges shown are based on NBAA IFR theoretical range with eight passengers and typical crew. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. All performance is based on preliminary data and subject to change.

18 , 2 01

PILATUS DELIVERS FIRST CHILEAN REGISTERED PC-12 NG At Pilatus’ facility at Rocky Mountain Metropolitan Airport in Broomfield, Colorado, USA, the company delivered the first PC-12 NG to be flown under Chilean registry. The customer, Aerocardal, configured the new aircraft for both executive transport and medevac roles. The PC-12 NG can be easily converted from one interior to the other in less than two hours. “We had a great experience with the delivery of SN 1513 and a superb trip back home to Chile,” said Aerocardal Director Alex Kauffmann, “the plane was immediately put to use in our operations, and has been extremely well received by our passengers, flight crews, and customers.” Thomas Bosshard, President and CEO of Pilatus Business Aircraft Ltd stated: “We are very pleased that Aerocardal has chosen the Pilatus PC-12 NG for their operations in Chile and surrounding countries. The aircraft’s flexibility, efficiency, and performance make it an excellent match for the multiple roles in which Aerocardal will use it.”

SEA LAUNCHES MILANO LINATE PRIME AND PRIME AVIATION SERVICES SEA the second largest Italian airport company managing Milano Linate and Milano Malpensa airports, presented its new plan at EBACE 2015 for the development of Business Aviation in Milano. The new project envisions significant investments, including a complete restyling of Milano Linate Prime terminal building, and a rebranding of the companies SEA Prime S.p.A and Prime AviationServices S.p.A, the first FBO in Italy and the fourth in Europe. Milano Linate Prime will offer a new terminal building with state-of-the-art facilities for both passengers and crews, designed with the best and world renowned Italian style. The proximity of downtown Milan (less than 7kms), is a unique positioning among European FBOs. Prime AviationServices, offers its customers full ground handling services and value added services aimed at maximizing the travel experience to all the leading business aviation Italian destinations where it operates (Milano Linate and Malpensa, Roma Ciampino and Venezia Marco Polo).

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HONEYWELL AND INMARSAT TO BRING HIGH-SPEED WI-FI TO AIRPLANES

Paving the way for a new era of in-flight wireless connectivity similar to what is available at home or in the office, Honeywell Aerospace (NYSE:HON) and Inmarsat (LSE:ISAT.L) have successfully completed the first phase of hardware and satellite network flight tests for GX Aviation broadband services. Honeywell’s JetWave-branded hardware enables airplanes to connect to Inmarsat’s Global Xpress satellite constellation for GX Aviation global Ka-band in-flight Wi-Fi services. The tests, which included streaming YouTube videos and live radio, online conference calls, downloading files and more, were conducted in the U.K. in June 2015 – validating GX Aviation’s ability to deliver high-speed Wi-Fi connectivity while over land and water. The tests demonstrated a successful connection between the JetWave hardware and Inmarsat’s first Global Xpress satellite, I-5 F1, which powers GX Aviation services for Europe, the Middle East, Africa and Asia. This follows the ground-based high-speed and performance tests completed in March 2015.

SAFETY FIRST Jet Aviation Maintenance and Refurbishment Services You can count on Jet Aviationâ&#x20AC;&#x2122;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 our global MRO locations: Basel, Boston/Bedford, Dubai, Geneva Hong Kong, Jeddah, Moscow Vnukovo Singapore, St. Louis, Teterboro, Vienna www.jetaviation.com/maintenance

DAHER TBM 900 DEBUTS AT PARIS The newest member of Daher’s very fast turboprop family – the TBM 900 – made its Paris Air Show debut underscoring the aircraft’s operational benefits for private owners, business operators, charter companies and government agencies. “We are proud to present our TBM 900, the world’s fastest certified single-turboprop, for the first time at the Paris Air Show – one of the industry’s largest and most prestigious aviation gatherings,” commented Didier Kayat, Daher’s Deputy Chief Executive Officer. “This airplane perfectly highlights our skills as an aircraft manufacturer, which is a core expertise for Daher.” Nicolas Chabbert, the Senior Vice President of Daher’s Airplane Business Unit, noted the TBM 900 has become the fastest-selling family member during the TBM program’s 25-year history. “With 100 new orders logged in a year, the TBM 900’s sales success demonstrates its maturity and underlines our ability to meet the expectations of customers,” Chabbert added. “The Paris Air Show has enabled us to raise the interest in new markets for this aircraft, while putting the focus on Daher’s service offerings – especially in the field of avionics upgrade.”

FLIGHTSAFETY RECEIVES NEW FAA QUALIFICATION FlightSafety International announces it received qualification from the United States Federal Aviation Administration’s National Simulator Program for the first flight simulator expanded aerodynamic model for Upset Prevention and Recovery Training. “FlightSafety is pleased to become the first and only training provider and simulator manufacturer to receive FAA qualification for a simulator to be used during Upset Prevention and Recovery Training,” said Bruce Whitman, President & CEO. “This clearly demonstrates our commitment to enhance aviation safety and our leadership in training and simulation technology. Pilots who train with FlightSafety are now able to experience and prepare for in-flight loss of control in the safe and controlled environment of a simulator.” “Working with FlightSafety to develop the UPRT program demonstrates our continued commitment to our customers and their safety,” said Mark Burns, president, Gulfstream Product Support. . "This course will help pilots of Gulfstream aircraft increase their knowledge of aerodynamics and develop new skills that are critical to safe operations."

CESSNA GRAND CARAVAN EX DEMONSTRATOR MAKES PARIS DEBUT Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, has debuted a newly-configured Cessna Grand Caravan EX demonstrator at the Paris Airshow. The aircraft features a variety of special mission applications, such as a surveillance console and a medical stretcher, as well as a variety of cabin and seating configurations, including newly designed lightweight production seats in a half club configuration and a stowable utility seat. “With a high percentage of our Caravan sales going into special mission roles around the world, this platform has proven to be a truly versatile multitasker,” said Dan Keady, vice president, Special Missions. “Having a fully equipped special missions Grand Caravan EX demonstrator in the market allows our customers to experience firsthand the extensive range of capabilities available on this platform.” The Grand Caravan EX is particularly well suited for a wide array of operations due to its spacious cabin, high useful load of more than 3,500 lbs. (1,588 kg), large cargo door and the ability to operate from short, unimproved surfaces. These aircraft have proven to be successful in a variety of special mission applications, including aerial survey, air ambulance, paratrooper, amphibious operations, surveillance, training and utility/transport. The Grand Caravan EX can also be manufactured with structural provisions for two hard points on each wing, allowing the aircraft to be configured for missions that require armament.

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WE GAVE OUR GROUND FORCES AIR SUPPORT.

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PILOT AND MAINTENANCE TRAINING COMMENCES AT BELL HELICOPTER ACADEMY

Bell has announced that the new state-of-the-art Bell Helicopter Training Academy in Fort Worth, Texas has officially opened at its new location and Bell Helicopter representatives hosted the first round of pilot and maintenance training students this month. “We’re very excited to have our customers from around the world here to take part in our world-class training offerings,” said Ray Lamas, general manager, Global Customer Training. “We will continue investing in global training solutions to meet our growing customer demand.” The 85,950 sq. ft. facility features full flight simulators and new and updated flight technology demonstrators. The training academy is also equipped with a maintenance hangar, training area and classroom, with a dedicated tower and flight line.

CITATION LATITUDE AWARDED FAA CERTIFICATION

Cessna has announced that the Citation Latitude business jet has achieved type certification from the U.S. Federal Aviation Administration (FAA). Deliveries are scheduled to begin in the third quarter of this year. The new Citation Latitude represents the perfect balance of comfort and efficiency and is the first business jet to combine a roomy, flat floor, stand-up cabin, with a midsize price and best-in-class operating costs. “From inception, we looked at every aspect of how we design, build and deliver new products to the market with the goal to further improve upon the key attributes that make the Citation so highly esteemed,” said Scott Ernest, president and CEO of Textron Aviation. “Throughout the certification program, the Latitude demonstrated breakthrough results, which are evident in the aircraft’s performance and value proposition. And now, customers can experience firsthand how the Latitude can reduce operating costs, while increasing productivity and profitability for their businesses.”

JET AVIATION ADDS 12 NEW AIRCRAFT TO ITS GLOBAL MANAGEMENT FLEET Jet Aviation has seen a significant increase in demand for aircraft management and flight support services in recent months. The company has added 12 aircraft to its global aircraft management fleet this year, including 5 aircraft in EMEA and Asia and 7 in the U.S. Jet Aviation has added four Gulfstream G650s and a Global 6000 to its managed fleet in EMEA and Asia, with two more aircraft expected in June. In the Americas, the company’s new fleet additions include a Dassault Falcon 7X; a Falcon 900; an Embraer Lineage 1000; two Gulfstream G450s; and two G650s. “As demand for larger, longrange aircraft intensifies, aircraft owners and operators are increasingly looking for aircraft management companies that support the full scope of aviation services,” says Claudio Peer, vice president of sales for Jet Aviation’s aircraft management and charter business in EMEA and Asia. “Our global team of highly trained experts is available 24/7 through our global dispatch offices, providing exceptional value to customers who need a partner they can trust to manage their day-to-day flight operations efficiently and effectively.” Dave Deitch, vice president of aircraft management and charter sales in the U.S., adds, “We’re seeing strong demand for flight support services.

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WE CAN'T LOWER THE NATIONAL DEBT. BUT WE CAN LOWER YOUR COST OF MAINTENANCE.

Sometimes, it can seem like your maintenance budget rivals the national debt. For 25 years, JSSI has been the only program to reduce costs and enhance residual value on virtually any jet, helicopter or turboprop. Today, we’re still the only ones to give you advantages like our exclusive Tip-To-Tail ® coverage, access to the world’s largest independent Technical and Client Services Teams and the freedom to transfer your program when you sell or apply your accrued maintenance reserve to a future enrollment of any make or model. Want to lower your costs? Call us. +1.312.644.8810 • +44.1252.52.6588 • jetsupport.com/gettoknowus

BELL HELICOPTER SALE OF THE FIRST BELL 429 WITH MECAER INTERIOR Bell Helicopter has announced it has sold the first Bell 429 in Russia outfitted with the Bell 429 MAGnificent luxury cabin interior created by Italy-based Mecaer Aviation Group (MAG). “We really wanted to give our customers a space that caters to their needs, and combine it with the Bell 429’s smooth, advanced performance,” said Patrick Moulay, vice president of global sales and marketing at Bell Helicopter. “Our customers in Russia are really responding to this aircraft with MAG’s luxurious cabin interior and we expect this sale is the first of many to come. Customers can customize the cabin interior of the Bell 429 MAGnificent to a variety of seating configurations, and choose from a wide range of Italian fabrics, colors and optional equipment. MAG’s specialty custom interior incorporates two proprietary products, a passive noise abatement system called SILENS, and an In-Flight Entertainment Enhanced Lounge (I-FEEL), that provides a fully customized interactive touch screen based entertainment, communication and flight information management system.

HONDA AIRCRAFT TO TAKE OFF WITH MARSHALL AVIATION SERVICES Marshall Aviation Services has announced it is to team with Honda Aircraft Company in Greensboro, N.C., USA to be the company’s Northern European provider of sales and service for the HondaJet, the world’s most advanced and light jet. Marshall Aviation Services’ wide sales territory will encompass the UK regions north of the M4; the Isle of Man, Channel Islands, Ireland, Scandinavia and the Benelux countries. Marshall Aviation Services’ new Fixed Based Operation (FBO) at Birmingham International Airport, UK, will host a brand new sales and support center for the aircraft, which is making its European debut on the static park at EBACE, hard on the heels of a successful tour of Japan. HondaJet to make UK debut at Cambridge Airport Marshall hosted the HondaJet in the UK immediately after EBACE. The aircraft made its first appearance in the UK at Marshall’s Cambridge Airport HQ on May 26th and then on to Birmingham and Leeds, where it was shown to prospective customers Head of Aircraft Sales Howard Povey and Sales Manager Charlotte Daniels will lead HondaJet sales activity for the UK for Marshall’s. Other members of the newly formed HondaJet Northern Europe sales team covering the rest of the designated territory will be announced imminently.

LIFT-OFF FOR NEW IRISH ‘EJ’ CORPORATE AIRCRAFT REGISTER A new Irish aircraft register targeted at corporate and business jets has been unveiled. The “EJ” register is administered by the Irish Aviation Authority, with Shannon Airport’s International Aviation Services Center (IASC) as a preferred marketing and support partner. The new register offers the benefits of a gold-standard onshore EASA jurisdiction and is designed for full compliance with current and forthcoming EASA regulations including Part NCC. The new registration marks consist of “EJ-“ plus four letters, allowing for a wider range of personalised registrations. Working with industry-leading tax and legal partners, Shannon Airport’s International Aviation Services Center (IASC) offers a cost-effective one-stop shop for aircraft owners, operators and financiers seeking to benefit from the advantages of the EJ register. Shannon, with its tax-efficient Free Zone, is designated by the Irish Government as the national Center of Excellence for Corporate and Business Aviation and is already a major transit stop for corporate aircraft and the only airport outside the Americas offering US CBP preclearance to corporate aircraft passengers.

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Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com.

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TAG AVIATION ANNOUNCES OPENING OF LINE MAINTENANCE CENTER IN PORTUGAL

TAG Aviation has announced that it will open a new line maintenance station at Lisbon/Cascais (LPCS) Aerodrome on 1 June 2015. This will enhance TAG Aviation’s line maintenance business, adding to seven locations around Europe. The new center will be in collaboration with Vinair Aeroserviços S.A., a Portuguese aviation company specialised in commercial air transportation, airworthiness management and aircraft maintenance, and will provide a dedicated team of technicians for Dassault and other aircraft on site. This will further enhance TAG Aviation’s maintenance service offering as a Mobile Repair Team will be available to support clients at short notice at the main Portuguese airports of Lisbon (LPPT), Oporto (LPPR) and Faro (LPFR) as well as across Southern Europe.

BEECHCRAFT SECURES ORDER FROM WHEELS UP FOR NEXT INSTALLMENT OF KING AIR 350I Beechcraft Corporation, a subsidiary of Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, announced at the European Business Aviation Convention & Exhibition (EBACE) that Wheels Up has exercised its option to purchase the next 35 King Air 350i turboprops from its initial order placed in 2013. The additional aircraft will help expand the membership-based private aviation company’s fleet throughout the United States. Nearly two years ago, Wheels Up made the largest order in history for general aviation turboprop aircraft, encompassing up to 105 King Air 350i aircraft and including maintenance, service and support. The company took delivery of its first King Air 350i at NBAA 2013 and immediately began service. To date, Wheels Up has taken delivery of 31 of its initial order of 35 King Air 350i aircraft. Deliveries of the additional 35 aircraft, which will be outfitted with the new Pro Line Fusion avionics system, are expected to begin in the first quarter of 2016. The private aviation company also has taken delivery of 10 factory-custom refurbished Cessna Citation Excel/XLS aircraft.

FLIGHTSAFETY ENHANCES ITS ONLINE TRAINING FlightSafety International announces significant enhancements to its online training program with new and updated LiveLearning and eLearning courses. “Our customers appreciate the efficiency and effectiveness of our self-paced eLearning and instructor-led online LiveLearning courses,” said Steve Gross, Vice President, Sales. “FlightSafety’s experience in courseware development and our extensive library of training programs, enable us to offer a wide variety of high quality online courses that meet specific Customer needs.” The LiveLearning program enables Customers to train from any computer with an internet connection. They benefit from live interaction with highly experienced instructors and other students as well as online annotation tools, cockpit recordings, video and other interactive features. New LiveLearning courses include Reduced Vertical Separation Minimums, ICAO Enroute and Terminal RNAV, International Procedures for South America, Weather Radar, and WebECTM / Engine Condition Trend Monitoring.

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UAS INTERNATIONAL TRIP SUPPORT AND TYROLEAN JET SERVICES ENTER STRATEGIC PARTNERSHIP UAS International Trip Support and Tyrolean Jet Services are pleased to announce a partnership agreement that will see UAS, the leading global trip support provider, supply aviation support services to premium VVIP charter operator TJS. The announcement is the pinnacle of a collaboration that has lasted several months during which time UAS has been streamlining operations to meet TJS’s specific requirements. The agreement will see UAS supply flight support, flight planning, dispatch, permits, navigation, handling, Hotac, fuel and other international operational assistance to the Austrian VVIP operator. As a strategic partner of UAS, TJS will enjoy unmatched operational excellence and the highest standard of international service, as well as the status of preferred charter operator for UAS charter flights. TJS will also benefit from UAS’ outstanding experience and unrivalled global network that includes continental headquarters in Houston, Johannesburg, Hong Kong and Dubai, regional offices in Lagos, Nairobi, Beijing and New Delhi and ground presence in 37 countries.

BEECHCRAFT BRINGS STATE-OF-THE-ART AVIONICS, CABIN UPGRADES Beechcraft Corporation has announced that new production King Air turboprops will soon feature Rockwell Collins Pro Line Fusionavionics system as standard equipment. Certifications on all three models are anticipated to occur in the upcoming months. As a further investment in the King Air line, the company is pairing the new avionics with upgraded cabin features. “We’re improving the pilot and passenger experience in an already iconic line of business turboprops by incorporating the latest technology in the cockpit and the cabin,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design. “Owners/operators will love the improved value proposition and safety features, passengers will enjoy additional standard cabin features, and the new Pro Line Fusion avionics will help pilots quickly and intuitively manage their King Air flights.”

GOGO BRINGS CUTTING-EDGE IN-FLIGHT ENTERTAINMENT Gogo Inc a leading provider of in-flight connectivity and entertainment solutions to the global aero market, has launched an enhanced version of its ‘Gogo Vision’ wireless in-flight entertainment (IFE) and information service, which brings a huge range of Hollywood entertainment to business aircraft and is now available globally. Gogo Vision, recently selected by NetJets, serves up approximately 200 ondemand movies and TV shows – along with moving maps, news, flight progress information and destination weather. Gogo Vision content is stored in an on-board server and streamed directly to personal electronic devices such as tablets. For the system’s worldwide roll-out, Gogo is introducing an enhanced version of Gogo Vision, offering many performance improvements, including the ability to view content on iPhones as well as tablets and laptop computers; compatibility with a greater range of Cabin Management Systems; and design enhancements that make the system even more attractive and intuitive for the user.

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PEOPLE Air Services, has announced that Scott Dohrman has joined the organization as Sales Manager.

was most recently with J.A. Air Center as VP Technical Sales and Services. Prior to joining J.A., Ron spent over 20 years with Elliott Aviation. During his tenure there, he worked his way

Scott Dohrman

Ron Jennings

Scott joins the organization with 20 years’ experience in the aviation industry. Most recently, Scott was with SafeTech as their Business Manager. Prior to SafeTech, Scott was with Ontic as their Operations/Sales Manager. In this role he worked with vendors, customers, and internal departments to successfully achieve established targets. “Scott is well versed in all aspects of off-wing capabilities. Air Services has the ability to support composites, accessories, NDT and engineering services. In addition, we have inhouse hydrostatic capabilities. Scott’s background knowledge and his previous work experiences, make him a great asset to our Sale Team. He is an accomplished leader and comes to us as highly regarded in the field,” said Stephen Maiden, President/CEO of Air Services. Constant Aviation has announced the addition of Ron Jennings to the organization as Midwest Regional Sales Manager Ron joins the team with over 30 years of experience in the aviation maintenance industry. He

up through the sales team as a Regional Sales Manager, Senior Sales Manager and Director of Sales. Ron holds his A&P and Inspection Authorization. Larry R. Flynn, president of Gulfstream Aerospace Corp., retired on June 30, for health reasons. Mark L. Burns, president of Product Support for Gulfstream, succeeds Flynn as president of Gulfstream. Phebe N. Novakovic expressed the company’s support of Flynn’s decision and appreciation for his service. “Larry Flynn has made significant contributions to General Dynamics and Gulfstream during his long career, most recently with the introduction of three new aircraft in 2014. Under his leadership, he has positioned Gulfstream for continued success as a global leader in the business-jet market,” Novakovic said. Meanwhile Gulfstream has announced that Derek Zimmerman, vice president, Customer Support and Materials, has succeeded Mark Burns as president of

Gulfstream’s Product Support organization. Zimmerman joined Gulfstream in 2011 as vice president of Product Support Materials, where he oversaw parts distribution and the materials supply chain. In 2014, he was named vice president of Customer Support, directing a group that comprises Material Services, Publications, the Computerized Maintenance Program, Customer Relations, Field Service and Technical Operations. “Derek has an impressive aviation background combined with a wealth of customer service experience, making him ideally suited to lead the largest product support organization in business aviation,” Burns said. “He has repeatedly demonstrated his commitment to our customers and to ensuring the continued growth and enhancement of the Gulfstream Product Support network for their benefit.” “Derek has an impressive aviation background combined with a wealth of customer service experience, making him ideally suited to lead the largest product support organization in business aviation,” Burns said. “He has repeatedly demonstrated his commitment to our customers and to ensuring the continued growth and enhancement of the Gulfstream Product Support network for their benefit.” Finally Gulfstream recently named John Ortega vice president and general manager of its manufacturing facility in Mexicali, Mexico. Ortega replaced Randy Brown, now director of Advanced Aircraft Programs Operations in Savannah. Ortega reports to Greg Collett, vice president, Initial and Final Phase Operations. Most recently, Ortega served as director, Composites/SubAssembly, in Savannah, where

he oversaw operations that support production of Gulfstream large-cabin aircraft. In more than seven years at Gulfstream, Ortega has also been a senior manager in Sub-Assembly, Quality/Manufacturing Technologies and Quality Control. “John has been a valuable member of the Operations organization since 2007,” said Collett. “His wealth of experience in people development and process improvement will help make a strong team in Mexicali even stronger.” Satcom Direct bolstered its international management team with the appointment of Derek Donahue as Regional Director for Eastern Europe, Middle East and Africa, (EEMEA).

Derek Donahue Based in the Dubai, UAE office, Donahue assumes his new role with immediate effect and is responsible for managing the Satcom Direct offices in Moscow, Dubai, and Cape Town, West Star Aviation recently announced they have welcomed two new sales managers to their team. Steve Bates has been named Bombardier & Gulfstream Technical Sales manager and Wayne Sawyer has accepted the position as Northeast Regional Sales Manager. BART: JULY - AUGUST- 2015 - 21

TRANSATLANTIC EUROPE ON OUR RADAR THIS MONTH ALL ROADS LEAD TO CHANGE FOR OUR FORWARD-LOOKING INDUSTRY

From the Desk of Fabio Gamba CEO EBAA

IN MAY WE CELEBRATED THE 15th edition of the European Business Aviation Convention and Exhibition (EBACE2015). The halls of Palexpo in Geneva were once again buzzing with delegates and VIPs, exhibitors and media, keynote speakers and panel debaters, industry thought leaders and pioneers, amongst others. What these attendees probably noted this year was the strong focus on inspiration and innovation. The turnout was high for sessions focussing on new ways of doing things; ‘What’s IN-novation’, Women in Aviation, Young Professionals, and Unmanned Aircraft Systems, to name just a few. What I took away from this year’s show was the impression of an industry with a new thirst for change. Shifting Trends In the lead-up to EBACE, the EBAA released its 2015 Annual Review of Business Aviation in Europe, which gives a snapshot of the industry as it stands today, and provides indicators on where Business Aviation is heading, based on a 5-10 year retrospective. Similarly, all indicators point to change. 2014 ended on a flight activity growth rate of just 0.7%, but our industry fared better than many of our peers in the air transport sector. The external environment (economic and political) was clearly the major factor affecting growth indicators. This environment continues to be complex, and to perplex. But, despite the external challenges, the European BusAv fleet continues to climb. In 2001 there were 1 517 aircraft, while in 2014 there were 3 301. Charts show that growth was relatively incremental over the past 10+ years. In terms of aircraft type, the trend from 2005 to 2014 has been high growth in Ultra Long Range and Very Light Jets, with a decline in Entry Level and Midsize Jets; and, significantly, a decline in Turboprops, which has traditionally been the segment’s workhorse. This suggests that we may be shifting towards long-haul, heavy aircraft operations becoming the industry’s bread and butter. Data in the 2015 Review also shows that the activity of these aircraft is shifting in

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terms of location; a clear example being Geneva. Long known as the second busiest European airport for Business Aviation, Geneva has experienced declining departure figures since 2011. Similarly, Zurich as well as major Italian airports have seen a serious decline. Others, in similar conditions recorded marked growth. There are tell-tale signs that Business Aviation is experiencing difficulties to grow at major mixed-mode airports, for a number of reasons; and this feeds into the major trend that the Top-10 European airport list is currently going through a reshuffle and will look rather different in the years to come. And from other angles too, it is clear that the industry is transforming rapidly. Consolidation is happening as we speak. There were major announcements last year, there have been major announcements this year, and there will be more. The shift in business structure is from small and fragmented, to large and organised, and this will have a significant effect on the future of the industry.

/EUROPE TRANSATLANTIC What’s on the EU Agenda? Change. There are significant political, operational, and legal revisions in the pipeline, spurred by the Commission, EASA, and national authorities. When the Juncker Commission came into office last year, the watchword was, and still is “jobs and growth”, as a spell against years of austerity, stagnation, unemployment, and other afflictions. This has translated into some noteworthy initiatives from the Commission; including the “Aviation Package”, which aims to boost the competitiveness of the European air transport sector. We welcome such an initiative, and the EBAA has been very proactive in keeping the lines of communication open in the consultation process, so that, in a quest for better competitiveness, the Commission does not disregard business aviation as a significant component of the air transport value chain. Similarly, the European Aviation Safety Agency (EASA) is mulling major undertakings. Its Basic Regulation is currently under review, and the questions arise: Will the Agency’s scope expand? And will its relationship with stakeholders change? Regardless, we are also supportive of this move and we are confident that it will lead to a recalibrated (and hopefully procedure-based) approach to how safety and security is dealt with in Europe. EASA is also introducing the Non-commercial Complex (NCC) rules, applied as of August 2016, and this will create more legal certainly in the operations landscape. This is definitely a good thing, and again, the EBAA is loudly communicating on this front, since its effectiveness will depend on 1) a universally clear definition of commercial and non-commercial; and 2) harmonisation of the way it is being implemented by Member States. The New Normal I believe we have entered a new era for Business Aviation in Europe. We are not where we were pre2008, and we are no longer where we were in the aftermath. Now is the time to analyse the trends and drivers that have brought us to our current reality; and to consider how we can, and indeed must, adapt in order to thrive. Today we are living in a new normal, and it is characterised by more levelled-out, flatter growth patterns, which force us to look for new markets and new ways of doing things. We are faced with new requisite levels of responsibility, visibility, and transparency; and it is fascinating to witness a forwardlooking industry respond. What I see is an exciting time for an industry looking for new ways to define itself moving forward.

✈

IBAC ISSUES FIRST IS-BAH IN EUROPE The International Business Aviation Council (IBAC) has issued the first International Standard for Business Aircraft Handling (ISBAH™) certification in Europe. The certificate was issued at the European Business Aviation Convention & Exhibition (EBACE) in Geneva to Sky Valet FBO Aéroports de la Côte d’Azur, a fixed-base operator (FBO) located at Cannes Mandelieu Airport, France. “We would like to congratulate the Sky Valet team in Cannes for achieving this first European IS-BAH™ certification. By voluntarily choosing to adopt this set of best practices Sky Valet take their safety excellence commitment beyond compliance, demonstrating to their customers and other stakeholders that risks are under control,” said Terry Yeomans, IS-BAH™ Program Director. IS-BAH™ is a global code of best practices for the fixed-base operator (FBO) and Business Aviation handling agent (BAHA) community, created for the industry by the industry. It incorporates the safety management system (SMS) concept in all aspects of FBO/BAHA operations and is complementary to the International Standard for Business Aircraft Operations (IS-BAO), used by their operator clients.

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BART: JULY - AUGUST - 2015 - 23

TRANSATLANTIC U.S.A. ON OUR RADAR THIS MONTH LIKE INDUSTRY, EBACE 2015 PROVES ONCE AGAIN TO BE ENDURING, FORWARD-LOOKING

From the Desk of Ed Bolen NBAA President and CEO Even as the European economy continues along a gradual path towards rebounding from the global economic downturn, the 2015 European Business Aviation Convention & Exhibition (EBACE2015) recently offered an exciting presentation of the business aviation communityâ&#x20AC;&#x2122;s continuing importance throughout the continent, and around the globe. Held May 19-21 at Palexpo and the nearby Geneva International Airport, and jointly hosted by the National Business Aviation Association (NBAA) and the European Business Aviation Association (EBAA), the 15th annual EBACE gathering remained a forwardlooking, canâ&#x20AC;&#x2122;t-miss event on the industry's calendar. EBACE2015 featured new product announcements and news about upcoming aircraft, cutting-edge technologies, and a premier venue where attendees could network with their peers, learn about the latest products and services, and gain information about the many trends shaping this dynamic industry. Attendees also had an opportunity to hear from industry leaders who participated in a variety of education 24 - BART: JULY - AUGUST - 2015

sessions, an International Transactions Seminar and a Safety Workshop. This year's EBACE also featured the first-ever Inspiration Zone with a dedicated focus on the industry's future. Positioned on the exhibit floor, the Inspiration Zone hosted a session on Unmanned Aircraft Systems, an inaugural Young Professionals Networking Event, and a session on Skills and Careers. A related Career Day, offered for European postsecondary students interested in aviation, was attended by 70 students from Switzerland, Germany and Spain. More than 400 representatives with news organizations from around the world attended and covered EBACE2015, where they attended a host of exhibitor press conferences and news-making announcements about companies' products and plans. As it has every year, EBACE2015 also served as an advocacy platform. In line with the theme, "Celebrating 15 years of Business Aviation Excellence," the event showcased the significant impact from business aviation on the rebounding European economy, particularly for small businesses that reply on the flexibility and convenience of business aircraft.

/U.S.A. TRANSATLANTIC Government leaders in attendance at EBACE2015 were extremely receptive to this message. For example, Francois Longchamp, state counselor of the Canton of Geneva, reiterated his support for business aviation as essential to regional commerce during the event’s Opening General Session. Patrick Ky, the executive director of the European Aviation Safety Agency, outlined his plans to ensure that future policymaking by the agency reflects the diversity of companies and mission profiles in business aviation. Also along these lines, EBAA Chief Executive Officer Fabio Gamba announced an upcoming study titled "Economic Impact of the Business Aviation Sector on the European Economy." To be produced in collaboration with research firm Booz Allen Hamilton and scheduled for release later this year, the new study will build upon similar impact reports commissioned by EBAA in 2008 and 2012 about the contributions from business aviation throughout Europe. The upcoming report will also follow in the path of studies commissioned by NBAA and the General Aviation Manufacturers Association (GAMA), on behalf of the No Plane No Gain advocacy campaign, about the value that business aviation brings to companies and communities. Although No Plane No Gain focuses primarily on the U.S., these messages were also seen throughout the show floor at EBACE2015, thanks to Exhibitors such as Universal Weather & Aviation, which handed out lapel pins bearing the campaign's logo, promoting the No Plane No Gain message to an international audience. EBACE has experienced phenomenal growth since the first edition of the show, held in 2001. That inaugural event featured 200 exhibitors, and about 30 aircraft on static display; this year's event drew nearly 500 exhibitors and nearly 60 aircraft on display, with EBACE2015 attendees coming from more than 100 countries, from the European region and beyond. Without question, EBACE2015 offered a dynamic and successful glimpse at the diversity and resiliency of the business aviation industry. I look forward to continuing the proud tradition established through the past 15 years of EBACE, and I encourage BART International readers to make plans now to attend EBACE2016 from May 24-26, 2016.

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REVENUES UP 7.9% AT TEXTRON

REVENUES UP CHINESE MARKET AT GENERAL DYNAMICS STILL TO MATURE

Textron has reported first quarter 2015 income from continuing operations of $0.46 per share, up 48.4 percent from $0.31 per share in the first quarter of 2014. Revenues in the quarter were $3.1 billion, up 7.9 percent compared to $2.8 billion in the first quarter of 2014. Textron segment profit in the quarter was $259 million, up $40 million from the first quarter of 2014. First quarter manufacturing cash flow before pension contributions reflected a use of cash of $125 million compared to a use of cash of $111 million during last year’s first quarter. “Revenues at Textron Aviation and Industrial were up during the quarter, while revenues at Bell and Textron Systems were down, as we expected,” said Textron Chairman and CEO Scott C. Donnelly. “Operationally, we achieved significant margin improvements at Textron Aviation and Industrial, reflecting strong performance in these segments.” Donnelly continued, “While we expected military deliveries would be down at Bell this year, the medium segment of the commercial helicopter market remains soft. As a result, we are adjusting production levels and taking additional cost actions to allow Bell to perform within its targeted 2015 segment margin range of 11 to 12 percent.” The company expects that the net impact of the Bell cost actions and lower commercial revenues on Textron’s expected 2015 earnings and cash flow will be offset by stronger results at Textron Aviation and Industrial.

General Dynamics has reported first-quarter 2015 earnings from continuing operations of $716 million, a 20.1 percent increase over first-quarter 2014, on revenues of $7.8 billion. Diluted earnings per share were $2.14 per share compared to $1.71 in first-quarter 2014, a 25.1 percent increase. “General Dynamics delivered a powerful first quarter,” said Phebe N. Novakovic, chairman and chief executive officer. “As a result of impressive revenue growth and strong operating performance, we expanded operating earnings to more than $1 billion, a 17.5 percent increase.” Margins Company-wide operating margins for the first quarter of 2015 were 13.2 percent, a 120 basis points improvement when compared to 12 percent in first-quarter 2014. Margins grew in three of the company’s four business groups. Capital Deployment The company repurchased 4.65 million of its outstanding shares in the first quarter. In addition, in March, the board of directors increased the company’s quarterly dividend by 11.3 percent to $0.69 per share, representing the company’s 18th consecutive annual dividend increase. Backlog Funded backlog at the end of first-quarter 2015 grew to $56 billion, and total backlog was $70.5 billion. In addition to total backlog, estimated potential contract value, representing management’s estimate of value in unfunded indefinite delivery, indefinite quantity (IDIQ) contracts and unexercised options, was $25.6 billion. Total potential contract value, the sum of all backlog components, was $96.1 billion at the end of the quarter. “Looking ahead, we remain confident that General Dynamics is well-positioned for growth as we maximize the value of our strong backlog and continue to focus on program execution, operations and increasing return on invested capital,” Novakovic said.

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Since being introduced to China in the relatively recent past, Business Aviation has already experienced a full market cycle from frothy peak to today’s quiet trough. “There hasn’t yet been a steady period of sales normalcy and predictability, only extremes,” notes aviation analyst Brian Foley. “Eventually a more representative market will emerge somewhere in between.” The heady sales of large, expensive business jets in the 2009 time frame proved to be unsustainable yet timely for an industry already suffering from the worldwide financial crisis. Today it’s China that’s in economic recovery mode putting a damper on recent sales there. Foley points out an interesting analogy between the US in 2009 and China today. “It seems to be a universal axiom that when a country’s economy is in a down cycle, political leaders and shareholders deprecate Business Aviation.” At the worst of the last US financial meltdown politicians were quick to denounce auto industry executives for flying their private jets to Washington “hat in hand” for bailouts. Business leaders in general were denigrated for “flying off into the sunset on their corporate jets.” “China’s current austerity movement is essentially the same reaction, just presented a little differently. In general, once economic recovery firmly takes hold denunciations are eventually forgotten and buyers no longer feel the need to take cover.” There’s reason to believe that China will move beyond the current slow patch and begin to see some improvement in 2016. One leading indicator, the Shanghai Composite index, has nearly doubled in the past year to a seven-year high with a favorable environment for further government stimulus. “As investors and companies gain confidence in financial market vitality and stability we’ll begin to see more discretionary income move into general aviation.”

PREVIEW

By Paul Walsh

lthough Latin American economies are struggling, people in the region still see Business Aviation as a vital tool for 21st century commerce. With preparations underway for LABACE, Latin America’s Business Aviation celebration which runs August 11 through 13 this year, it’s clear that entrepreneurs aren’t ditching business jets, they’re embracing them as the best way to make things happen, even during a recession.

LABACE

L A B A C E BURSTING THROUGH THE RECESSION

Textron Aviation One company with a very strong presence in Latin America is Textron Aviation which remains bullish on the potential of the Latin American market. Indeed at last year’s show they exhibited an extensive 13-aircraft line-

POTENTIAL

Entrepreneurs are embracing Business Aviation in Latin America. From top: Cessna Citation Sovereign +, Bell 407 GX and Cessna Grand Caravan EX.

up. “No other aerospace company offers customers in Latin American the range of aircraft and aircraft support from Cessna and Beechcraft represented at this important event,” said Robert Gibbs, vice president, Latin America and Caribbean Sales. “Brazil remains the center of growth in Latin America but the rest of the region, from Mexico to Chile, is flexing its economic muscle and we’re seeing strong interest across our product line that matches the growth. “To meet the increasing demand, we continue to invest in products that meet the unique requirements across Latin America, and in our customer support network that remains a cornerstone of Textron Aviation’s global reputation,” Gibbs added.

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At this year’s show Textron will showcase eight Beechcraft and Cessna business and general aviation aircraft, from it’s the first-time showing in Brazil of its new Citation Latitude and Citation M2 to the Cessna Grand Caravan EX singleengine turboprop. FAA certification of the Latitude was announced on June 5 of this year. Cessna will certainly be hoping to capitalize on last year’s success when they announced that the Citation M2 had gained final certification from civil aviation authorities in Brazil and Argentina, paving the way for deliveries to begin. Another aircraft which is very strong on the Latin American market is the Citation Sovereign+. “It has

already gained attention in Latin America for its short-field performance and its range,” said Kriya Shortt, senior vice president, Sales and Marketing. “Customers in São Paulo or Buenos Aires can reach the whole of South America non-stop, while a large portion of the U.S. is one flight away for customers leaving Manaus or Caracas. One of the best attributes of the Sovereign+ for Latin America is its ability to operate from smaller airfields, with a take-off distance of 3,530 feet.” Meanwhile Textron’s helicopter division Bell Helicopter, has announced that it will be featuring a range of aircraft including the Bell 407GX and the Bell 505 Jet Ranger X.

“LABACE gives us a great opportunity to engage the Business Aviation community in both Brazil and throughout Latin America,” said Jay Ortiz, Bell Helicopter’s vice president of commercial business in Latin America. “We have already seen a great response to the Bell 407GX and Bell 429 with more than 75 combined new models in operation to date and

the corporate market segment is our overall second largest mission type operated by our Latin American customers.” You could say that Bell is a Latin American veteran having entered the market more than 60 years ago. Today it boasts a fleet size of more than 1,670 aircraft. In the last two years, more Bell helicopters were sold in Latin America than in any global region besides North America. “The Bell 505 Jet Ranger X has been quickly embraced in Latin America since we first brought the aircraft mockup to the region at FIDAE 2014 earlier this year,” said Ortiz. “We’ve been carefully listening to the needs of our customers throughout the world and have already signed more than 50 purchase agreements for future Jet Ranger X deliveries in the region, which accounts for a quarter of the total purchase agreements signed worldwide.” The Bell 505 Jet Ranger X is the newest member of the Bell Helicopter family. Its design blends proven systems with advanced technology and a sleek, modern look. The Bell 505 places safety, performance and affordability at its forefront. The Garmin G1000H Integrated Avionics Suite provides pilots critical flight information at a glance to maximize situational

awareness. Pilot workload is further reduced by the Turbomeca Arrius 2R engine with dual channel Full Authority Digital Engine Control (FADEC). Bombardier Also at LABACE 2015, Bombardier will take advantage of the show to debut its recently launched Challenger 650. Other twin-jets scheduled to appear at the event include the Learjet 75, Challenger 350 and Global 6000. “There is tremendous energy and growth in Latin America, and each year, LABACE is an excellent venue for Bombardier to demonstrate the strength of its product portfolio”, says Stéphane Leroy, Regional Vice President, Sales, Latin America. “Our fleet in the region is strong and growing, and we remain committed to the needs of our customers in Latin America by delivering innovative business jets and growing our customer service network. ” Over the next 20 years, Bombardier Business Aircraft forecasts over 2,130 business jet deliveries for the overall business aviation industry in Latin America. The fleet in the region is expected to grow at a Compound Annual Growth Rate (CAGR) of three per cent.

Gulfstream Gulfstream will be highlighting its G150, G280, G450, G550 and for the first time on the static display at LABACE, the new G650ER. “LABACE 2014 was a successful show for Gulfstream, and we expect the same for 2015,” said Rebello. The OEM has delivered a combined total of more than 110 G650s and G650ERs around the world, “including Latin America.” Gulfstream sees the ability of both aircraft models to quickly cross oceans and connect continents as a key to success in Latin America. Gulfstream’s fleet has grown dramatically in the region, by almost 70 percent between 2009 and 2014 so that now one of every four business jets based in Latin America is a Gulfstream. “That figure translates to nearly 180 aircraft. Five years ago, we had 105 aircraft here. Such remarkable growth, in a relatively short amount of time, is a testament to our aircraft’s value in Latin America as a tool for conducting business. That is very gratifying for us as a company,” said Larry Flynn former president Gulfstream. The country with the largest Gulfstream fleet in Latin America is Mexico, with nearly 80 aircraft based there. Also, there are more than 30 company aircraft that operate out of Venezuela. Gulfstream’s popularity in Latin America is particularly evident in the country with the region’s largest size, population and economy — Brazil. Since 2009, the Gulfstream incountry fleet has nearly tripled, going from 14 to 40 aircraft. Nearly half of the large-cabin business jets based in Latin America are manufactured by Gulfstream, including 30 percent of the large-cabin jets in Brazil. And this demand was a catalyst for establishing a company-owned maintenance facility in Sorocaba, Brazil, near São Paulo in June 2012. The service center is located at Bertram Luiz Leupolz Airport. In July of this year,

DISTANCE

The Bombardier Global 6000 and Gulfstream’s G650ER give Latin Americans the range needed for international business.

BART: JULY - AUGUST - 2015 - 29

PREVIEW

LABACE

company personnel moved into a new, larger building at the same airport. The nearly 38,000-square-foot/3,530square-meter facility, which includes a 34,768-sq-f/3,230-sq-m hangar, has a team of nearly 20 employees and is fully operational. Gulfstream’s Sorocaba site is overseen by general manager Adriano Andrade. On-site departments include Maintenance Operations, Materials, Quality Assurance/Quality Control and Finance/Accounting. have helped us lead the large cabin market here for quite some time,” said John Rosanvallon, President and CEO of Dassault Falcon Jet. “We have a Falcon to fit any mission that Brazilian customers demand.” Indeed the long-range 5,950 nm (11,020 km) Falcon 7X is the most popular large cabin business jet in Brazil, with close to 15 in service. Brazil remains one of the largest markets for the tri-jet which can connect Sao Paulo directly with destinations throughout the Americas as well as most of Europe, Africa and the Middle East.

PROMOTE Dassault’s Falcon 7X (top) and Embraer’s Legacy 500 will be on display at LABACE. Dassault’s Sorocaba maintenance offerings (bottom).

Embraer Embraer is on its home turf, but space availability is a consideration. Tentatively planned for the static display are the Phenom 100E, Phenom 300, Legacy 450, Legacy 500 and Legacy 650. The Legacy 450 may make an appearance, depending on the flight certification test schedule. “Brazil,” said Luciano Froes, senior vice president of marketing at Embraer Executive Jets, “is obviously an important market for the company.” “In recent years,” he explained, “Latin America has been responsible for absorbing 10 percent of total new business jet deliveries, and Brazil accounted for approximately 65 percent of this demand. “Although the current market conditions are likely to affect demand in the short term, we believe that Brazil will continue to be a major market for business jets.” According to the International Monetary Fund, current predictions for GDP indicate that the Brazilian economy will decelerate further in

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2015 by one percent. And going forward the results will depend on the success of the economic reforms being implemented by the government, the return of foreign investments and a more favorable exchange rate. Dassault Meanwhile Dassault is also confident about the Brazilian market. “We have a long and proud history going back 40 years in Brazil. Brazilians appreciate the superior technology and design of Falcon jets, which

To support these aircraft Dassault is also focused on growing its customer service footprint in the region, with its Sorecaba Owned Service Center recently adding 10,000 square feet of hangar space. “We sold our first Falcon, a Falcon 10, in Brazil in the late 1970s and since then have commanded a steadily increasing share of the Brazilian market, making Dassault the leader in the large cabin segment,” said John Rosanvallon, President and CEO of Dassault Falcon Jet. “We have strong expectations for continued growth in Brazil and else-

where in Latin America and expect the new facility to reinforce our ability to serve this anticipated demand.” The Sorocaba Center is authorized to perform line maintenance and airframe inspections on all Falcon models except the legacy Falcon 20 and Falcon 100. In addition, the facility is qualified to provide engine maintenance on the CFE738, Honeywell TFE731 series engines and Pratt & Whitney Canada PW307A and PW308C models. Specialized nondestructive testing (NDT) services, such as penetrant and eddy current testing can also be performed. A full service battery shop is available to repair,

knowledgeable team of Sales and Customer Support specialists look forward to meeting with current and potential customers during LABACE to discuss how we can support their specific repair, overhaul and fleet maintenance requirements.”

replace or recharge main and emergency batteries on Falcon and other aircraft models. Following the opening of the Sorocaba Service Center in June 2009, Dassault Falcon Jet has continued to expand the facility with increased manpower, spare parts and tooling. Sorocaba can dispatch an AOG team to support Falcon aircraft anywhere in South America, along with the parts and tools necessary to get the aircraft flying again with minimal delay. Dassault Falcon Jet houses over $ 4.7 million (U.S.) worth of high-usage parts in its Sao Paulo facility. And while we’re on the subject of customer service it’s worth noting that there will be a significant maintenance presence at LABACE. For instance Vector Aerospace will be exhibiting and according to SVP Brian Thompson: “LABACE is an important event in world aviation and continues to be an excellent venue to present our wide range of aviation MRO services to the Latin American and global aviation industry. Our

(“Japi”) as the first South American Nextant Service Center. This is the twelfth center in the dynamically expanding Nextant global customer support network of factory-owned and authorized service centers backed by the world’s biggest and most responsive parts inventory.

Nextant Finally Nextant has announced Aerie Aviação (“Aerie”) will be its Exclusive Sales Agent for Brazil. Aerie will work with Nextant’s Latin American representative GFM Aviation in this important market. Nextant also announced the appointment of Japi Aeronaves

Aerie Aviação Based in São Paulo, Aerie has a strong track record in the Brazilian market, completing over 100 aircraft deals in the last 10 years alone. “Brazil is one of most important markets in Latin America,” said Manuel Fasce, President of GFM Aviation, Nextant’s exclusive Sales Representative for Central America and most of South America. “We have confidence that Aerie has the sales experience and knowledge of the Brazilian market to achieve great success with Nextant’s aircraft. Over the last six months we have seen strong interest in both 400XTi and G90XT aircraft from the potential buyers in Brazil. We look forward to Aerie capitalizing on that interest.”

“We have a strong tradition of Business Aviation in Brazil and are very happy with the arrival of a new executive jet and turboprop to the Brazilian market,” said Cassius Polli, Director of Aerie Executive Jets. “Compared to the competition, the Nextant 400XTi offers the most benefits to the buyer including the range, speed, new engines (Williams), new avionics (Pro Line 21), low cost, lower operating cost, security, support, cabin comfort, reliability and still the best return on investment category. We expect the same advantage from the Nextant G90XT when it comes to market early next year.”

Japi Aeronaves Based in Jundiai airport in the state of São Paulo, Brazil, Japi has been providing aircraft maintenance services for over 15 years. Many Brazilian operators already rely on Japi’s 24/7 comprehensive maintenance support. The company has a strong tradition of service with a specialized workshop for the Beechjet 400A and Hawker 400XT aircraft that currently serve nearly 60% of the Brazilian fleet. Japi’s local capabilities will now benefit from the large spare parts inventory and global parts distribution infrastructure that allow Nextant to achieve a fleet AOG returnto-service rate of less than nine hours. “With performance, range and comfort that match or outclass the competition with just half the purchase price and lower operating costs, Nextant offers a perfect solution for Latin America”, says Manuel Fasce, President of GFM Aviation, Nextant’s exclusive Sales Representative for Central America and most of South America.

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ATTENTION

Nextant’s 400XTi is experiencing strong interest in Brazil. Maintenance Provider Japi Aeronaves (Right).

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OPERATIONAL INSIGHT

UNIVERSAL WEATHER AND AVIATION

OPERATING INTO SAO PAULO

By Marcia Taue and Augusto Nunes

here have been recent customs clearance procedural changes impl e m e n t e d a t S a o P a u l o Guarulhos (SBGR). These changes impact General Aviation (GA) operations, and it’s important to understand the finer points, in terms of the new requirements. These new policies at SBGR mirror, in part, existing customs requirements/procedures that have already been in place for scheduled commercial operators.

Ramp customs is responsible for clearing the aircraft, and it’s based on the ramp level of the main terminal. The other customs function – for clearing passengers, crew, and luggage – is located within the main terminal. It’s important to note that no services for the interior of the aircraft, such as cleaning or de-catering, may be provided until approval is obtained from ramp customs. External aircraft services – such as lav, water, and fuel uplift – may, however, be accomplished at any time and without clearance from ramp customs.

required documentation (due to the 40-minute deadline after arrival to complete this process). Crew members must also present themselves to customs, in the main terminal, along with copies of the stamped gen dec. Note that SBGR now mandates use of a new and specifically formatted gen dec. While this particular gen dec currently applies only to SBGR, customs authorities have advised that the new and more rigorous gen dec requirements will become mandatory for all Brazilian airports of entry in the future.

Changes and implementation New customs changes/procedures for SBGR were put in place and became effective earlier this year. A grace period was permitted until April 28, 2015, with no fines imposed. However, from this point on, no exemptions will be considered for operators out of compliance with the new customs requirements. Recent changes include both new gen dec requirements and cusADVICE toms clearance procedures, but they do Universal not impact the existing immigration Weather and clearance in any way. Aviation’s team offer some Different customs offices at SBGR There are two different customs useful tips for operating into offices – at separate locations on the Brazil. field – for customs clearance at SBGR.

Arrival process Upon international arrival passengers and luggage are deplaned and transported to the main terminal for customs clearance. Transport from the GA parking area – usually apron 12 – to the terminal takes approximately 15-20 minutes. If you’re operating anything larger than an ACJ or BBJ, you may, however, be parked in a commercial area rather than apron 12. Once you are in the terminal, there are no separate lines for GA passengers/ crew, but your handler will oversee the clearance process. Be aware that as passengers and luggage clear customs in the main terminal, one of the pilots must proceed to the ramp customs office with

Ramp customs procedure Upon international arrival at SBGR, one member of the crew must present him/herself at the ramp customs office, and this must be done within 40 minutes of landing. For domestic operations ramp customs agents will validate documentation/permits provided by the Agencia Nacional de Aviacao Civil (ANAC) for a domestic overflight permit (a.k.a., temporary aircraft admission). This validation will be done with a time/date stamp, and the stamped documentation must remain onboard as customs agents may request to see it at any given time. If ramp customs agents do not validate your documentation, the air-

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craft may not proceed. Once the ramp customs process is cleared, crew may return to the aircraft, services may proceed within the interior of the aircraft, and the crew members will then be transported to the main terminal to clear customs and immigration. Ramp customs shift change considerations Be aware that ramp customs shift changes take place daily at 1500 local. This is important as it can create complications for departing flights, depending on planned time of departure. Customs rules state that the crew may not access the aircraft, to prepare for departure, until permission is given by the same ramp customs agent who approved and stamped your outbound SBGR gen dec. Be mindful that your ground handler must obtain permission from ramp customs before crew members are permitted to access their aircraft. Due to the ramp customs shift change, and the requirement that the same agent that processed your documentation gives you clearance to depart, operators who plan to leave, for example, at 1530 local will only be able to obtain ramp customs permission for ramp access at 1500. Due to this unique rule/requirement, it’s generally impractical to depart SBGR soon after 1500 local. If you wish to depart after 1500 local, it’s best to plan a departure no earlier than 1630 local in order to have time to receive ramp customs clearance and to prepare for flight. Crew members may have to wait at the checkpoint (area prior to entering the ramp) until approval from ramp customs is given, permitting the crew to go to the aircraft. Customs Clearance Meanwhile Sao Paulo Guarulhos (SBGR) has enhanced and expanded gen dec reporting and customs clearance procedural requirements. As these requirements are unique to SBGR, there’s potential for business aircraft operators to fall into non-compliance status. For example, if you leave an undeclared bottle of wine onboard your aircraft at SBGR, you could leave yourself open to fines/penalties.

Customs documentation requirements For only one stop in Brazil – one international arrival and departure – it’s only necessary to provide customs with an SBGR-specific gen dec. Your ground handler can do this for you assuming that aircraft, passenger, and crew information is received in advance. If, however, you’re making an international arrival and proceeding on a domestic leg, you should present the following documentation to customs: an SBGR-specific gen dec a First-Entry permit (known as an AVANAC permit) your domestic permit – so customs can revalidate it a customs letter for private non-revenue operators (While this is not mandatory, it helps establish that your flight is for private rather than charter [non-scheduled commercial] purposes.) a copy of your charter contract if you’re flying a charter (While this is also not mandatory, it’s recommended.) SBGR-specific gen dec – new changes The specific gen dec format for SBGR requires details of who’s onboard – crew and passenger information – as well as a full list of items that will remain onboard. On the SBGR gen dec, you must notate any spare parts, catering, and liquor, as well as any electronics both integral and not integral to operation of the aircraft (i.e., tablet used for charts, a new laptop brought as a gift, etc.). For a single stop in Brazil, leaving items onboard is not an issue. If, however, you’re proceeding on a domestic leg, all luggage, equipment, catering, and catering supplies must be removed from the aircraft. For example if a bottle of wine or some sodas are left onboard, these must all be declared on the gen dec. Note that no wine, liquor, or catering may remain onboard if your next leg is domestic. You may retrieve these supplies when departing Brazil, or if departing from a different location, you can have them shipped to your home base. If you leave certain items – such as spare parts or iPad entertainment system controllers – on

the aircraft, these must be clearly accounted for on your gen dec. SBGR customs have advised that these new gen dec regulations/procedures will eventually be implemented at all international airports in Brazil, but we haven’t seen any regulations indicating that at this time. What to do with items onboard the aircraft Technically, all onboard beverages – including wine, liquor, and even sodas – as well as all catering supplies, must be removed from the aircraft on arrival if you’re making a second stop within Brazil. This means that onboard wines/liquor will be stored with customs at SBGR for the duration of your stay in Brazil. This can be problematic, especially if you’re departing Brazil from an airport other than SBGR. Alternatively, passengers may take the wines/liquors with them, using their personal customs declarations, and bring them back when they return to the aircraft. It’s not recommended that crew take these items with them as tax is applied to anything they have with them. Personal exemptions cover up to six bottles of wine/liquor per person with a max combined value of $500 USD. Items brought off the aircraft at SBGR in passenger luggage are not required to be noted on the gen dec. In the case of cell phones and other electronic devices, each passenger/crew member is normally permitted to bring one of each into Brazil for temporary use without a declaration. If, however, you have an additional new cell phone/computer with you, this may need to be declared and may attract customs duty taxes. Penalties for non-compliance Any item found onboard the aircraft and not listed on the gen dec constitutes a crime. If ramp customs inspects your aircraft, they’ll compare the gen dec with what’s onboard. If items are found onboard that are not on the gen dec, these will be confiscated, and fines of up to 10% of the value of your aircraft may be imposed. It’s important to be aware of these new regulatory changes and ensure that all onboard supplies and items are clearly accounted for. Any misstep here can be costly. BART: JULY - AUGUST - 2015 - 33

OPERATIONAL INSIGHT

UNIVERSAL WEATHER AND AVIATION

Operating Considerations

Cabotage considerations

Departure from SBGR

Apart from new gen dec requirements and procedural changes for customs at Sao Paulo Guarulhos (SBGR), the operating environment has not changed. It’s best to work with your 3rd-party provider, well in advance of travel, to confirm all required documentation and information is available and onboard.

Cabotage regulations in Brazil can be somewhat unclear, but cabotage issues do exist. Problems generally occur if you make an international arrival in Brazil as a ferry flight, without passengers. Local authorities may become suspicious that the aircraft will be used to transport Brazilian nationals within the country. This constitutes cabotage. It’s recommended that you speak to your 3rd-party provider regarding any passenger travel intra-Brazil.

When departing SBGR to a domestic destination, crew members may proceed directly to their aircraft to prepare for flight after they have cleared security. However, in the case of international departures, one crew member – either the Pilot in Command (PIC) or Second in Command (SIC) – must present him/herself to ramp customs to have the outbound SBGR gen dec stamped. This step must be accomplished before outbound customs/immigration clearance is completed. It’s possible for your handler to complete this process with ramp customs for you by taking a copy of the gen dec, signed by either the PIC or SIC, along with a copy of the passport signed by the same PIC/SIC to verify the signature.

Visa requirements unchanged Regulations on visa requirements for Brazil remain in place and unchanged. Crew members do not require visas, regardless of nationality, as long as they’re listed on the gen dec and have an official license, such as a pilot license, with them. In the case of crew members without licenses, as is often the case with flight attendants, visas are needed. It’s recommended that you communicate with your visa provider regarding visa needs for Brazil.

Tech stop considerations For international tech stops, it’s also a requirement to present an SBGRspecific gen dec to customs on arrival. Due to customs and procedural requirements at this location, it’s best to plan on one and a half to two hours on the ground for tech stops at SBGR.

Customs letters for private non-revenue and charter operators We advise private non-revenue operations to present a letter to customs, on arrival in Brazil, stating the relationship between the passengers and owner/operator of the aircraft. This should be on company letterhead, signed by the operator and forwarded in advance to your ground handler. Customs authorities are looking for data to prove that a flight is actually private as opposed to charter. Likewise, it’s recommended that charter operators bring a signed charter agreement for the flight. Note that these are recommended but not mandatory procedures. Conclusion To minimize potential of arrival and operating delays, it’s always best to have some sort of evidence available for customs authorities to prove that your flight is either private non-revenue or charter. ORGANIZED

You need to plan at least two hours ahead for tech-stops in Sao Paulo Guarulhos (SBGR).

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If you have any questions about this article or would like assistance planning your next trip to Brazil, contact marciataue@universalaviation.aero or augustonunes@universalaviation.aero

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Fuel. And so much more.

速

SPECIAL REPORT

BUSINESS AVIATION IN BRAZIL

BUSINESS AVIATION FACES TANKING BRAZILIAN ECONOMY By Kirby Harrison

A healthy economy is a prerequisite for a sound Business Aviation market, and at this point, the Brazilian economy is just about as low as you can get without digging a hole. The country is on the verge of a major recession and the government hopes to reduce inflation to about 5.5 percent, sometime next year.

RESILIANT

Brazil’s economy may be struggling, but Brazilian Business Aviation is stronger than ever.

n March the news featured bad on top of bad, with one government report showing rising unemployment and yet another forecasting slower growth and faster inflation. Add to that consumer confidence at its lowest point since 2005, and the Brazilian real, which was worth 0.44652 Euros on June 1 2010, but was worth only 0.2812 Euros on June 1, 2015. And finally there is continuing government corruption on a grand scale at the state oil giant Petrobras that has implication dozens of senior politicians and resulted in the loss of thousands of jobs. All this may not necessarily signal hard times for the Business Aviation industry in Brazil, but it certainly doesn’t engender confidence. According to ABAG (Associação Brasileira de Aviação Geral, General Aviation Association of Brazil) market data, Brazilian Business Aviation fleet numbers have grown five percent annually over the last six years. However, most recent numbers from trip support specialist Universal Weather & Aviation show a decrease in flight operations from September 2014 until present. “It’s a result of concern for Brazil’s economic health in which enterprises face a business slowdown,” said Marcia Taue, operations manager for Universal Brazil. “It’s a result of concern for Brazil’s economic health in

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A Look Back At 2014

which enterprises face a business slowdown.” Brazil has been in this boat before, with low growth, high interest rates and high inflation – and has recovered. Nevertheless, it is the worst economic dive since 1990 and its accompanying “hyperinflation.” Watching that boat rapidly taking on more water, with little success at plugging the holes, there is little or no incentive for additional investment needed for Business Aviation, whether its executive airports, ground support and service infrastructure, or new aircraft. The lack of suitable infrastructure for Business Aviation remains a barrier to operations in Brazil. Most of the airports operate without customs or immigration service, or under minimum service and infrastructure standards required by the international community, and a simple operation often becomes a real challenge for operators and ground handlers alike, explained Taue.

At the Latin American Business Aviation Conference & “Exhibition (LABACE) last year, the crash of a Cessna Citation just prior to the show opening on August 13 was on many minds. The accident killed presidential candidate Eduardo Campos and six others. But there were more far-reaching issues being discussed then, and now. In 2014, there was concern whether Brazil would overtake Mexico as home of the largest fleet of executive aircraft in Latin America. The fleet size of both countries at that time was approximately 800 aircraft. According to statistics compiled by Bombardier, Latin America received approximately 12 percent of the world’s business jet deliveries in 2013, and almost 45 percent of them went to Brazil and 12 percent to Mexico. Geography is a key to Brazil’s growing fleet of executive aircraft, both fixed-wing and rotorcraft. The country is roughly the size of the continental United States, but with poorly develop infrastructure, from highways to railroads to commercial airports. The result is a growing network of private airstrips, some 3,500 in all. On the other size of the coin of 5,600 towns in Brazil, just 130 of them have regularly scheduled commercial flights.

Ricardo Nogueira, director general of ABAG, told reporters at the opening of LABACE 2014 that the lack of investments in airports remains a key issue and was not getting constructive attention during the presidential election at that time. “We’ve seen little effort to handle more aircraft; only to handle more passengers he explained. “There has been a focus on terminals and not on airports [and] nothing relevant to improve capacity for aircraft; only localized, uncoordinated and temporary actions.” As the show closed, Nogueira noted that no one has seen the planned 270 airports, “and don’t even ask me about 800 airports originally proposed. While Bombardier declined to disclose details of its Brazil order book,

KEY

Bombardier’s Learjet (top), Embraer’s Phenom 100 (center) are strong players on the Brazilian market. Ricardo Nogueira Director General ABAG (center left). Gulfstream Sorocaba (bottom).

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SCOPE

Last year’s LABACE showed that Business Aviation still has huge potential for growth in the region.

SPECIAL REPORT

BUSINESS AVIATION IN BRAZIL

the Canadian OEM noted, “Economic conditions have a direct impact on order intake, which is why we are seeing some softness in our book-to-bill this quarter.” The company reports a fleet of 150 Bombardier business jets operating in Brazil, of which approximately 84 percent are from the Learjet family, “but in the past five years, we’ve seen the strongest demand for the Challenger 300 series. “Despite short-term softness in some international markets,” said senior advisor Anna Cristofaro, “we predict the U.S., Europe, Latin America and China will continue will continue to drive future demand for business jets.” The OEM’s numbers show that Latin America received approximately 12 percent of the world’s business jet deliveries in 2014, equating to approximately 75 aircraft. Further, Bombardier said it expects deliveries in Latin America to “remain steady” over the next few years as the economy continues to improve, and over the next 10 years expects Latin America will receive a total of 850 deliveries valued at $24 billion. Brazilian OEM Embraer was, as were other aircraft manufacturers, cautious in it assessment of the market in its own home country.

“We have been closely following the impacts of the economic deceleration in Brazil and other emerging markets,” said Luciano Froes, senior vice president of marketing at Embraer Executive Jets. “Brazil is going through a period of significant fiscal adjustments, while also experiencing a highly depreciated currency exchange rate. “Under this scenario, we believe many companies and entrepreneurs are reevaluating their asset acquisition priorities and strategies, including replacing or buying a new business jet.” He also took note of aircraft financing as yet another restricting factor for new sales. Nevertheless, according to General Aviation Manufacturers Association (GAMA) numbers, Embraer delivered 116 business jets in 2014, just three less than in 2013. Approximately 21 percent of Embraer’s total revenue came from the Brazilian market in 2014. Gulfstream Aerospace was still more cautious when asked about the effect of Brazil’s economic nose dive. “Brazil is the fastest-growing market in Latin America for Gulfstream,” said Fabio Rebello, regional senior vice president of international sales for Florida and Latin America. “We have a strong pipeline of activity; it’s just taking somewhat longer to close the deals.”

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With nearly 40 Gulfstream aircraft based in Brazil, it is Gulfstream’s second-largest market in Latin America, behind Mexico. If Business Aviation has a home in Brazil, it is most certainly the Latin American Business Aviation Conference & Exhibition (LABACE), held in August each year at Congonhas Airport, near the center of the business capital of So Paulo. Organized and run by ABAG, the event this August 11-13, has continued to grow, despite the challenges faced in the form of an economic downturn and a continuing battle for government recognition and support. And despite many of the same challenges in 2014, ABAG claimed exhibitor numbers were up 10 percent, closely matching numbers from previous events that drew in the neighborhood of 11,000 to 12,000 visitors. Total attendance at LABACE 2014 was 11,681 visitors, down slightly from the 2013 show. Nearly 70 business and general aviation aircraft were parked nose-to-tail in the close confines of the static display ramp, ranging from ultralong-range business jets to singleengine piston-powered aircraft to helicopters.

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BUSINESS AVIATION CONVENTION & EXHIBITION NOVEMBER 17, 18, 19 | LAS VEGAS

Join 25,000 industry professionals for the most important three days of business aviation, with over 1,000 exhibitors, 100 business aircraft on static display, and dozens of education sessions. Visit the NBAA2015 website to learn more and register today.

www.nbaa.org/2015/bart

PREVIEW

By LeRoy Cook

n the 45 years that aviation devotees have been assembling at Oshkosh, Wisconsin, in the heartland of North America, the summertime airshow has grown larger and larger. What was once just an annual convention of the Experimental Aircraft Association is now a premier event that encompasses all of aviation. Every so often, we wonder “why Oshkosh?” The simple answer is, people stream through the AirVenture gates to refresh their interest in flight. That’s the reason “why”. Unlike big commercial expos, primarily focused on developing deals, the AirVenture show is all about fun. Everyone is welcome, so long as they enjoy some aspect of aviation. Freedom to express your devotion can be found in antique and classic restorations, aerobatic flying, ex-military warbirds, building of aircraft from

OSHKOSH

BUDDING BIZAV PRESENCE AT OSHKOSH

Rite of Summer. The importance it holds in the hearts of enthusiasts is reflected in the numbers; upwards of a half-million people attend during the week, 10,000 airplanes fly into the three airports in the area, 4,000 camping sites spring up in a temporary city adjacent to the show and every available lodging option in the city of Oshkosh will be pressed into use. Last year, 2,649 showplanes attended, nearly 800 exhibitors filled the display halls and spaces, and 2,081 international visitors registered their arrival; only a quarter of those were from neighboring Canada.

GROWTH

Business Aviation’s presence expands each year at Oshkosh.

plans or commercial kits...and even Business Aviation. A business aircraft presence is certainly part of EAA AirVenture Oshkosh. The National Business Aviation Association has an exhibit on the flightline, and manufacturers like Textron, Embraer, Pilatus, Piper and Daher will show their latest jets and turboprops. In the public parking, King Airs and MU-2’s can be seen next to Cessna and Beech singles. Last year, my airplane was tied down within 200 feet of a Learjet 36 and a Gulfstream V taxied in as I was departing. Oshkosh attendees may sacrifice other excursions, but not the annual

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The 2015 Prospects What’s there to see this year? Lots! EAA AirVenture Oshkosh will have something to appeal to everyone. The 2015 historical themes center on the 70th Anniversary of the end of the Second World War, along with the 75th Anniversary of the Battle of Britain. Had the notable Few and their stalwart leader, Winston

Churchill, not turned the Nazi tide, this publication might very well have wound up being printed in German instead of English. Accordingly, one of the few flying Avro Lancaster bombers will be at AirVenture, and at least one B-29 Superfortress will be on hand. Other notable warbirds scheduled are the only flying Consolidated PB4Y-2 Privateer patrol bomber and a rare Goodyear-built FG-1D Corsair. Also on display will be a North American F-100F Super Sabre from the Vietnam War era and, for the first time, a USAF B-52H Stratofortress. An F-35 Lightning II will make a debut, and an F-22 Raptor will be making Heritage Flights in formation with older fighter aircraft. Some other attractions at this year’s Oshkosh will be attempts to set a record for a mass skydive event, on July 22 and 24, involving 108 parachutists, and the famed short takeoff and landing contest airplanes from Valdez, Alaska. There will be sponsored evening entertainment, including country music star and pilot Dierks Bentley and TV/movie celebrity Gary Sinise and his Lt. Dan Band. Daily themes are a Burt Rutan Legacy Day on July 21, marking the 40th Anniversary of his VariEze

design, and honors for the Apollo 13 crew on July 22, some 45 years after their near-tragic lunar voyage. July 23 is Gateway to Innovation Day, the 24th is Salute To Veterans Day and July 25 will feature World War II tributes. AirVenture’s crowd-pleasing afternoon airshows always feature the best of the aerial demonstration world. A special night airshow will be

presented on Wednesday, July 22, in addition to the afternoon show. While EAA AirVenture Oshkosh is generally free of class-distinction, the Aviator’s Club chalet will return to the flightline this year, for those willing to pay extra for its comfort and cloistered viewing. Making It Happen That such an extravaganza can be pulled off is an amazing act of coordination and cooperation, involving over 4,000 EAA volunteers. The Wittman Field airport (KOSH) is a regional treasure, featuring multiple runways, an ILS approach, an expanse of parking and (normally) not a lot of traffic. However, for the week in late July, KOSH becomes the Busiest Airport on Earth, seeing more daily aircraft movements than anywhere else, even though night operations are not permitted. Aircraft are parked on every bit of grass and a parallel taxiway is designated runway 18R/36L during the show.

MILITARY

Each year the Wittman field airport hosts a wide selection of warbirds, old and new. BART: JULY - AUGUST - 2015 - 41

PREVIEW It would impossible to handle such traffic volume using normal VFR controlled airport procedures. Oshkosh is a non-radar Class D airport; limited IFR traffic is handled by Chicago Center, coordinated by the local controllers. The supplemental FAA ATC contingent at AirVenture is competitively recruited from the best controllers in a 17-state region, and involves creative “Oshkosh procedures” to accommodate the huge and varied volume of aircraft. The Oshkosh airport lies immediately adjacent to a small city, with housing and industrial businesses on two sides and farmland on the others. A huge lake lies just east of the field, an easy pilotage reference. During EAA AirVenture, traffic is channeled through specific entry routes, to both synchronize the flow and minimize radio communication. All pilots flying in must obtain and follow the NOTAM issued for the show, downloadable at www.eaa.org/en/airventure. Oshkosh Rules The procedure normally begins at the small village of Ripon, 15 miles southwest, at a specific altitude and speed, following other aircraft along an abandoned railroad track, staying in trail, a half-mile or so behind. At the Fisk gate, halfway to OSH, you’ll be addressed by color and type and told to respond by rocking your wings; do not talk unless requested. Assigned a runway, you’ll switch to tower frequency, listen for instructions and wingrock acknowledgement. Preceding

BIZAV

Gulfstream, Honda and Embraer are just some of the exhibitors you’ll find at Oshkosh.

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OSHKOSH

traffic will be clearing the runway into the grass along the sides. To adjust spacing, be prepared to aim for a requested color-coded touchdown spot. Do not contact ground control; just follow marshalling signals from volunteer flagmen, who take their cues from a lettered sign you’ve placed in your windshield. You must make prior arrangements if you need a hardstand spot. Basler Flight Services does a creditable job under the overflow conditions, but there’s only so much room. If departing IFR, observe your slot reservation time. More appropriately, wait for VFR, leaving the transponder off until 30 miles away, maintaining the runway’s NOTAM procedure. When ready to taxi, place your VFR/IFR sign in the window and just move out to join the queue; near the runway, confirm you’re listening, wave good-by and be ready to launch without loitering. Should you feel not quite ready for the total Oshkosh fly-in experience, land at Appleton’s airport, 16 miles north, or Fond du Lac, 13 miles south. Both offer tower control, grass parking and bus service to the show. If arriving by airline, Appleton is served by commuter flights and Milwaukee and Chicago are the closest points with major airline connections. Unless you’ve planned months ahead, lodging and rental cars will only be found at considerable distance from the show. From July 20 to 26, everyone will be coming to Oshkosh!

✈

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SPECIAL REPORT Inflight connectivity aboard business aircraft has gone from being a technical curiosity to a necessity in just a few years. And it is about to get even more useful as faster satcom systems come online. By Steve Nichols igh speed Ka and Ku-band systems allow TV, video calling and conferencing, high-speed broadband internet access, email, VPN access, VOIP and much more in the cabin. And the flight deck is not going to be being forgotten either with wirelesslyupdated flight maps, real-time weather updates, and the transfer of maintenance information. So what is going to drive this growth over the next few years? Inmarsat is due to launch its Global Xpress (GX) Ka-band service to the aviation community early in the second half of 2015.

CRITICAL

Cabin connectivity is now indispensible for BizAv flying.

Whereas Inmarsat’s existing SwiftBroadband (SB) service uses Lband frequencies in the 1 to 2GHz range, Ka will use much higher microwave frequencies in the 26.5–40GHz area of the spectrum. Just as an FM radio broadcast can offer higher quality than medium wave, the higher Ka-band radio frequencies being used means data throughputs can be increased dramatically, offering in the region of 30-50 megabits per second (Mbps), compared with 432kbps with SB - up to a 100x speed increase.

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CONNECTIVITY

INFLIGHT CONNECTIVITY IS NOW A “MUST HAVE”

Boeing built the three 702HP Kaband satellites that will form the Inmarsat I-5 constellation when they are fully operational and a fourth satellite has been ordered to act as a backup in case of a launch failure. The first I-5 satellite is now safely in position over the Indian Ocean and is ready to serve Europe, Asia, the Middle East and Africa. The second satellite, which was launched in February 2015, covers the Atlantic Ocean Region (AOR) and the Americas. The third satellite, covering the Pacific Ocean

Region (POR), will probably have been launched by the time you read this. Speaking at the Aircraft Interiors Expo in Hamburg in April, Leo Mondale, Inmarsat’s President Aviation, said: “GX Aviation remains firmly on track – it will be available in the second half of 2015. “In addition to the successful orbital deployment of I-5 F2, we have successfully completed tests of the Honeywell airborne satellite communications hardware for our GX Aviation service, which is exceeding performance expectations. “GX will offer the only truly global Ka-band connectivity service – that’s the ultimate goal.” Honeywell is building the antennas and avionics needed for aircraft wanting to use GX. The bizjet offering is called Jet ConneX (JX) and will offer up to 50Mbps to VVIP aircraft and up to 33 Mbps to bizjets. Narrow and wide-body aircraft can be fitted with a fuselage-mounted antenna that can track the satellite. Smaller aircraft, such as bizjets, will use a tail-mounted parabolic dish antenna. Tipping the scales at just 9lbs the lightweight bizjet antenna can easily be balanced on one hand.

Kymeta, which features Bill Gates as a backer, has also been commissioned to develop a small lightweight flat panel antenna for GX, although we are unlikely to see it for a couple of years. San Antonio-based GDC Technics will bring the Honeywell’s JetWave satellite communications system to inservice Boeing and Airbus business and commercial aircraft. JetWave is Honeywell’s brand name for its range of satellite connectivity hardware that exclusively supports the JX Wi-Fi service for Inmarsat’s GX Aviation. GDC Technics is developing Supplemental Type Certificates (STCs) for the JetWave hardware on Boeing and Airbus aircraft, including the Boeing Business Jet and Airbus Corporate Jet. Both commercial air transport and private jet operators will be able to turn to GDC Technics for JetWave hardware installation on their aircraft, while GDC Technics will also market the STCs to other completion centres. “High speed, consistent in-flight WiFi over land and sea is a technology game-changer for the industry. We will be bringing unprecedented levels of connectivity to VIP and heads of state aircraft around the world,” said Mohammed Alzeer, GDC Technics General Partner. “In today’s always-on society the ability to stay connected while in the air is fast becoming an expectation rather than a nice-to-have, making the JetWave hardware from Honeywell and JX service from Inmarsat an important differentiator for operators.” So with GX coming online in the middle of 2015, is that the end of Inmarsat’s slower SwiftBroadband (SB) service. Far from it. Inmarsat expects the two services to be complementary, not for GX to replace SB. In fact, Inmarsat is continuing to invest in SB which it feels has a long life ahead of it. As well as offering data speeds to the cabin of up to 432kbps – enough for emails, small file transfers and phone calls using Voice over Internet Protocol (VOIP) – there is a lightweight version known as SB200, which uses smaller, lighter antennas and is therefore well suited to bizjets. Data speeds give a similar experience to that found over a typical hotel Wi-Fi connection.

But Inmarsat is also currently flight testing SB for aviation “Safety Services” – air traffic control (ATC) instructions passed from the ground to aircraft. This will allow Aircraft Communications Addressing and Reporting System (ACARS) data messages to be passed over an SB satellite link. Initial testing is being completed aboard an Airbus A319 and Hawaiian Airlines are now undertaking further testing shortly using a Cobham Aviator S terminal – the S standing for “safety”. Safety Services are currently approved for use over the Inmarsat I-3 “Classic” services. But one of the key milestones for SB Safety Services was the launch of the Alphasat satellite last year, which provides the extra throughput and capacity needed. As well as ACARS, SB Safety will also support flight deck voice services and IP connectivity to the flight deck, enabling other flight operations and cockpit services, such as inflight updates to Electronic Flight Bags

(EFBs) and Flight Data Recorder (FDR) downloads. It also supports aircraft position reporting and tracking, and voice transmission for air traffic management (ATM) communications. SB Safety is expected to achieve FANS approval in early 2016, following the successful flight trials with Hawaiian, which are being undertaken under FAA supervision. So is there anything else in the pipeline for bizjet operators? Iridium has also been another mainstay for operators in the MENA

region. Using a constellation of lowearth orbiting satellites, Iridium’s biggest plus has been the small antennas needed for the system to work. Often only the size of a hockey puck, this has meant installation costs could be kept low. The downside is that Iridium only offers very low data speeds of around 2.4kbps – good enough to offer telephone services and basic e-mail services, but not fast enough for video or large file transfers. Iridum is also authorised for critical air traffic control communications

ADVANCES

High speed, uninterrupted internet access is becoming the norm on fights.

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SPECIAL REPORT

CONNECTIVITY

(Safety Services) for aircraft operating in oceanic airspace. This followed the completion of an FAA process evaluating aircraft flying in airspace under its jurisdiction to use Future Air Navigation System (FANS) 1/A over Iridium. But times are changing and the company has plans for a new constellation of 66 satellites and a number of in-orbit spares to be launched called Iridium NEXT. The constellation is expected to provide service to 2030 and beyond, while offering customers greater bandwidth and data speeds. Matt Desch, CEO, Iridium, recently said: “Our Iridium NEXT program continues to track toward its first scheduled launch in mid-2015, as we’ve achieved several key milestones during the last few months.

CHOICE

There are so many connectivity options to choose from, it’s hard to know where to begin.

“The first satellite engineering model is complete and has been delivered to Iridium’s Technical Support Centre, enabling us to conduct a rigorous functionality and compatibility review with the entire network system.” But if you don’t want SwiftBroadband or Iridium, and can’t wait for Jet ConneX or Iridium NEXT, there is another alternative available to bizjet operators. ViaSat’s Yonder and Exede in the Air high-speed connectivity services promise cable-like performance, plus

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seamless connections around the globe, via Ku-band and Ka-band satellite connections. Yonder offers up to 1.5 Mbps to the aircraft and up to 128 kbps off with STCs for a host of aircraft including Gulfstream, Boeing (BBJ), Cessna and Bombardier. Viasat currently has extensive coverage throughout the world and there are plans to extend this further over the next few years, especially over parts of North Africa, Eastern Europe, the Far East and Northern Scandinavia.

Viasat Exede in the Air takes speeds even higher thanks to its Ka-band performance. Exede boosts cabin-available speeds up to around 12-15Mbps via a network of three satellites. Europe is covered by an agreement with Eutelsat for coverage over its KASAT satellite. ViaSat-2 is also coming in 2016, bridging North America and Europe Ka-band satellite coverage. But what are operators actually fitting right now? Melissa Raddatz, Avionics Sales Representative with Duncan Aviation, said that it outfits business aircraft with just about all the solutions available on the market. “As far as installation volume goes though, we perform more Gogo Biz solutions for North America,” she said. “In fact, it was announced by Gogo Biz last summer that Duncan Aviation had installed approximately 20% of all the Gogo Biz systems in service globally. “Company-wide, we install at least two systems a week, sometimes more. In the last five years, we have installed more than 500 in-flight connectivity systems on business aircraft. “In-flight connectivity and Wi-Fi upgrades are very sought after avionics upgrades, not just for companies, but also for private operators. The big driver is that passengers and operators want to have the same experience in the air as they do in their homes and offices,” Melissa said.

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SPECIAL REPORT

CONNECTIVITY

Duncan Aviation has invested heavily in the Wi-Fi market. The company owns 14 STCs for broadband with WiFi on the Hawker 800A, 800XP, 850XP, 900XP, the Falcon 2000, 2000EX, 2000EX EASy and 900EX, 900EX EASy, the Cessna CJ2, CJ2+ and CJ3, the Citation 680, 750, the Global Express, the Challenger 300, 6013A/R, 604, 605, the Lear 45, the Embraer Legacy 600, 650 and the Gulfstream GIV and GV. “The specific downtime for a connectivity installation depends on the system that is going to be installed, but it can range from one to two weeks, taking into consideration the type of aircraft and the existing systems on board,” Melissa said.

CONVENIENT

Bob Richard, Senior Director of ARINC Direct presents the Xplore box, an easy to install connectivity offering.

But is internet connectivity the main driver, or is it telephone use? “Internet connectivity is the driver,” Melissa added. “Although there are several systems on the market today that will allow a smart phone to be used over a Wi-Fi connection via a software upgrade, including Gogo Biz’s Text and Talk and Satcom Direct’s Aero VT.” So does she think we will see a big demand for Inmarsat’s Ka-band GX Aviation service? “Any time a manufacturer or service provider can offer better quality and

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speeds for the end user, the solution will be sought after by a certain section of the consumer base. I think we will see more demand for this solution on large cabin aircraft,” she concluded. Rockwell Collins is another major player in the inflight connectivity market, especially since its acquisition of ARINC and its ARINC Direct brand. David Stanely, ARINC Direct’s VP Sales and Marketing, said that inflight connectivity underpins what it offers the bizjet community, and it

fits Inmarsat SwiftBroadband, ViaSat Yonder Ku-band, Iridium and is a value added reseller of GX Aviation’s upcoming Jet Connex service. “Our most commonly-fitted solution by a long stretch is Inmarsat SwiftBroadband,” David said. “One thing we have learned is that the appetite for data is insatiable. We have seen bandwidth demands double and triple over the past four years. “People are bringing multiple devices on board and are all fighting for the bandwidth. Ka will be extremely popular as it will give people the same experience they get in their office.” he said. ARINC Direct also offers its Xplore “ACARS in a box” solution that works with Iridium to bring datalink capabilities to the biz jets that don’t have them. “We are currently in the process of getting STCs for Xplore. It can be installed or brought aboard any aircraft and gives you the ability to do pre-departure clearances, update weather reports and provide cabin connectivity, including instant messaging/texting, email and one-way air-to-ground voice calling for passengers,” he concluded. So the future of inflight connectivity for the business aviation community is a rosy one. There are lots of options to chose from and plenty of developments in the pipeline.

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UPDATE

LIGHT JETS

LIVING THE LIGHT JET DREAM By Paul Walsh

For many, Business Aviation’s defining image features dynamic small business owners flying themselves at speed in powerful light jets.

t’s a dream that captured people’s imaginations in the late 1970s and throughout the 1980s as entrepreneurs dropped their turboprops and entered the jet age. But in today’s more environmentallyconcerned and overregulated times light-jets don’t dominate like they used to. Turboprops have made a comeback, and large long range aircraft enjoy unprecedented popularity. The result is that light-jets have had to compete in a very tightly-squeezed market.

Cessna

LIGHT

Cessna’s M2 offers the efficiency and flexibility needed by today’s business owners.

Nonetheless there are plenty of people who still believe in the dream. Cessna pioneered light jets in the 1960s and today want to make them efficient and flexible enough to meet the needs of demanding business owners. The Citation M2 is a case in point: it can operate at airports with runways as short as 978 meters (3,210 feet) and will climb to 12,497 meters (41,000 feet) in 24 minutes.

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It also helps that it has a very advanced and cleanly designed Garmin G3000 cockpit, with multifunction displays and split-screen capability as well as touch screen controls that allow pilots to get precise performance information in a logical, familiar user interface. And for a light jet, there’s also a decent amount of space. From the cockpit divider aft through the rear lavatory, the main passenger cabin of

the Citation M2 is 1.47 meters (58 inches) wide and 3.35 meters (11 feet) long with a 13 centimeter (5-inch) dropped aisle providing a cabin height of 1.45 meters (57 inches). Eight large windows, adjustable seats and intuitive controls feature in the all-new cabin. By the end of 2014, 58 Citation M2s had been delivered worldwide following Federal Aviation Administration (FAA) certification in December 2013 and European Aviation Safety Agency (EASA) certification in June 2014. And in April this year Cessna announced the first delivery of the first Cessna Citation M2 available for charter in Europe, to 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,” says Tom Perry, vice president, Sales, Europe. “The aircraft can handle nonstop 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, manag-

ing 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.” If we’re going to speak about the M2 we shouldn’t forget to mention the Mustang which has a maximum operating altitude of 41,000 ft (12,497 m) and can accommodate two pilots and four passengers. It made its first flight in 2005, and since then more than 400 of the aircraft have been manufactured and are in service. The jet is powered by two dualchannel, FADEC-controlled, Pratt & Whitney Canada™ PW615F-A turbofan engines, which have a 2.8:1 bypass ratio, counter-rotating, twinspool design with three compression stages and two turbine stages. It produces 1,460 pounds (6.49 kN) of thrust at sea level, static conditions, flat-rated up to 77°F (25°C). The FADEC system also provides timelimited dispatch, diagnostics and engine synchronization according to switch position. Upfront in the cockpit you’ll find Garmin G1000 avionics suite and weather avoidance radar. Also part of the avionics system is a terrain-avoidance warning system (TAWS), traffic information system, dual altitude heading reference system and dual air data computers. Finally its six large oval windows provide great views and abundant natural light. Cessna’s CJ family also continues to enjoy success, which is impressive when you remember that the range dates back to the Model 525 Citation Jet released in 1993, which itself was an replacement of the Citation 1. Nowadays the CJ3 + has space for up to nine people, is certified for single pilot operation, featuring a number of new systems designed to reduce pilot workload. Again it features an integrated avionics suite from Garmin, the G3000, an automatically controlled cabin pressurization system, and an advanced fault and maintenance diagnostic system. The G3000 avionics suite in the Citation CJ3+ includes turbulence detecting weather radar, TCAS II, advanced Terrain Awareness Warning Systems (TAWS), and automatic dependent surveillance-broadcast (ADS-B) capabilities which make it compliant with a significant aspect of future Next Generation

(NexGen) air traffic control requirements. The aircraft cabin also features a wireless media server, Garmin integrated cockpit and cabin Iridium phone, and high speed internet capabilities. With a range of up to 2,070 nautical miles, the CJ3+ is a light jet that can do some very interesting city-pairs, flying passengers nonstop from Washington, D.C., to Mexico City; from London to Moscow; from Shanghai to Bangkok; or from Lima to São Paulo. At EBACE this year Cessna announced that the aircraft had received type certification from the European Aviation Safety Agency (EASA) paving the way for deliveries to begin in Europe later this year. “This is a significant milestone as the Citation CJ3+ is perfectly suited for the European environment, combining a number of attributes that benefit passengers and operators alike,” said Chris Hearne, vice president, Jets and Interior Engineering. “We’ve maximized productivity, technology and comfort in the passenger cabin, and operators and pilots bene-

It’s also a popular choice in special mission configuration and last year Cessna announced that they had sold three aircraft to Japan’s Ministry of Land, Infrastructure and Transport Civil Aviation Bureau. At the time Bill Harris, Cessna vice president of Sales for Asia and Asia Pacific, said: “The CJ4 is a popular choice with operators worldwide, earning a well-deserved reputation as a very capable and high-performing aircraft – a versatile business tool able to tackle many different missions. Cessna’s Citation jets in general and the CJ4 in particular, continue to be a popular choice for customers who expect a high degree of flexibility and reliability in their business aircraft.” Cessna say that these deliveries are indicative of the growing popularity of the Cessna Citation aircraft in Japan. In the past decade, Citation jets have out-delivered the next two brands of business jets in Japan by a combined two to one margin. Harris adds: “Japan plays an important role in the financial operations of the Asian economy. Business Aviation has transformed the way business is done around the world, and Japan is

fit from superb performance characteristics, all at operating and acquisition costs that make the CJ3+ the smart choice for today’s business transportation requirements.” Meanwhile the Citation CJ4 is all about versatility, offering speed, range and cabin size without incurring midsize jet operating costs. The Collins Pro Line 21™ avionics suite allows a single pilot to safely and effectively operate the aircraft.

no exception. Businesses in Japan are taking notice of the efficiencies and flexibility offered by business aviation. A Citation’s short runway performance gives its passengers more options for swift, convenient access to thousands of destinations. As time goes on, we are confident more corporations will see Citation jets as consistent, valuable business tools providing more time and opportunity to conduct business.”

SIZE

Cessna’s XLS offers light jet flexibility with midsize cabin comfort.

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UPDATE

LIGHT JETS pilots and maintenance technicians. The maintenance training program development is complete and has achieved approval from EASA. Then there’s the simulator: a full motion, Level D SIM developed in partnership with FlightSafety International which is located at the HondaJet Training Center on the campus of Honda Aircraft. “Pilot training is an important factor for safety, and we are putting significant effort and investment into flight training for all of our customers,” said Michimasa Fujino. “The HondaJet flight simulator will be an invaluable training tool in preparing pilots to operate the world’s most advanced light jet. It is part of a customized training program that will use the latest technologies to create a learning experience that is engaging and real to life.”

INNOVATE

Honda Aircraft Company is reinventing the light jet with a striking new design.

Honda Jet Moving on to the Honda Aircraft Company who look like they’re trying to reinvent the light jet with a striking new over-the-wing-engine mount (OTWEM) design, natural laminar flow wings, and a composite fuselage. The benefits of these innovations are clear: the OTWEM means a more spacious cabin, noise reduction, and increased fuel efficiency. The natural laminar flow technology which is applied to both the wing airfoil and the fuselage nose shape, helps to reduce aerodynamic drag, meaning a higher cruise speed and increased fuel efficiency. The icing on the cake is the composite structure which means more cabin space, better performance, and greater fuel efficiency. Expressed in figures, this light jet flies at a maximum cruise speed of 420 knots (483 mph) and has a maximum altitude of 43,000 feet. In a spacious cabin it seats up to five passengers in a standard configuration and can travel at an NBAA IFR range of 1,180 nautical miles (1,357 miles). After achieving provisional type certification last March and with full type certification expected this year, Honda Aircraft Company is currently drumming up support for the aircraft through an extensive European tour with private demonstration flights offered across the continent.

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Production is also continuing at Honda Aircraft Company’s world headquarters in Greensboro, North Carolina, where manufacturing is preparing for first deliveries. Three production HondaJets have flown so far and another 20 are in production flow. Maintenance support will be provided through a growing dealer network, while heavy maintenance will be offered at Honda Aircraft Company’s in Greensboro North Carolina, which recently expanded its capabilities as a FAA Part 145 repair station. Since becoming operational in late 2014, the HondaJet Training Center in Greensboro, N.C., is preparing train

Bombardier Learjet Now we move to the iconic Learjet, developed by Bill Lear in the early 1960s and still at the forefront of aircraft technology today thanks to the insight and investment of Bombardier. Looking to the current models in production, there’s the Learjet 70 where it’s all about quick-climbing cruise power, impressive hot and high capabilities, powerful engines and a high-tech winglet design. Two Honeywell TFE731-40BR engines capitalize on the aircraft’s aerodynamics, striking a nice balance between high technology and

low operating costs and delivering higher thrust with modest fuel consumption, which is helped by the aircraft’s newly refined winglets. There’s also a high definition cabin management system (CMS) featuring an Ethernet backbone, an iPod interface and touch-screens. On the Learjet 75 there’s more of emphasis on comfort with cabin configurations that seats six or eight passengers. It’s certified for operation up to 51,000 ft, has a range of 2,040 nm, with carbon brakes allow you to access shorter runways. It’s a popular choice and at the end of 2015 Bombardier confirmed that it had received a firm order for six Learjet 75s with options for an additional three Learjet 75 aircraft from an undisclosed customer. The transaction for the firm aircraft is valued at approximately $83 million US, based on the 2014 list price for typically equipped aircraft.

Embraer Another strong contender in the light jet arena is Embraer, with the Phenom 100E and 300 building up strong brands in a short space of time. The Phenom 100E which Embraer prefers to call an entry level jet, has a four-occupant range of 1,178 nautical miles (2,182 km), with NBAA IFR reserves. It also features multi-function spoilers, and the aircraft is capable of flying at 41,000 feet (12,500 m), powered by two Pratt & Whitney Canada PW617FE engines with 1,695 pounds of thrust each.

Other standard features include improved takeoff performance with thrust reserve, increased Maximum Zero-Fuel Weight and an electronic checklist. Its cabin delivers space, abundant natural light from large windows, a private aft lavatory, and other amenities including inflight entertainment. Other advantages include multi-function spoilers and new interior options such as the refreshment center, lavatory stowage, and premium seats. Perhaps surprisingly it also works for flight training and Embraer recently announced that that Etihad Flight College, has signed a purchase agree-

ment for four Phenom 100E jets, and options for three additional aircraft of the same model. Based on current list prices the deal is valued at about USD 30 million, with deliveries of the aircraft to Etihad Flight College will start in the first quarter of 2016. The delivery of the four new Embraer Phenom 100E jets will bring to 20 the number of aircraft in the trainer fleet, which is currently composed of 16 single-engine propeller airplanes. “We are very pleased with the selection of the Phenom 100E by Etihad Flight College,” said Marco

VALUE

The Embaer Phenom 100 (top) and the Bombardier Learjet 75 offer comfort and speed.

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UPDATE

POPULAR

Embraer’s Phenom 300 has taken the light jet market by storm.

LIGHT JETS

Tulio Pellegrini, President and CEO, Embraer Executive Jets. “The Phenom 100E has proven to be the ideal aircraft for jet pilot training, delivering advanced cockpit technology, along with high performance and high reliability, at a low operating cost.” Meanwhile the Phenom 300 offers a spacious cabin, designed in partnership with BMW Designworks USA, and a notably large baggage compartment. Its pressurization is also impressive with 6,600 ft. maximum cabin altitude. On top of this it has a high speed cruise of 453 knots and a six-occupant range of 1,971 nautical miles (3,650 km) with NBAA IFR reserves.

300, was delivered to NetJets and will be part of the company’s European fleet. The Melbourne facility began operations in 2011, with the assembly of the Phenom 100, and the first aircraft was delivered in December of the same year. Production of the Phenom 300 at this facility began in August 2012, and the first delivery took place in December of the same year. “The delivery of the 100th Phenom jet made in Melbourne confirms our customers’ appreciation for revolutionary aircraft, like the Phenom 300,” said Marco Túlio Pellegrini, President & CEO, Embraer Executive Jets. “We are very pleased to deliver this milestone

Vice President of Global Asset Management, NetJets Inc. “The Phenom 300 is the best-selling aircraft in our fleet, and as we accept delivery of our 40th jet, we look forward to continue to bring them into our fleet.” It’s also worth noting that Embraer delivered 73 Phenom 300 in 2014, making it the most delivered business jet in the world, according to a report by the General Aviation Manufacturers Association (GAMA). Deliveries of this aircraft reached a total of 60 in 2013, also the largest quantity for that year. “We are very grateful for our customers’ preference for the Phenom 300, a truly revolutionary aircraft,

This allows nonstop flights from Miami to Telluride, or Los Angeles to Orlando. The aircraft is capable of flying at 45,000 feet (13,716 meters), powered by two Pratt & Whitney Canada PW535E engines with 3,200 pounds of thrust each.

Phenom 300 to NetJets, which underscores the value of our strategic partnership.” NetJets and Embraer signed an original purchase agreement for 50 Phenom 300 firm orders and 75 options, in October 2010. The total value of the deal may exceed US$ 1 billion, if all options are exercised and Embraer has already delivered 40 Signature Series Phenom 300 to the fractional operator. “The Signature Series Phenom 300 has proven itself to be a success in meeting our expectations, and more importantly, the expectations of our customers,” said Chuck Suma, Senior

designed with extensive customer input and feedback,” said Marco Túlio Pellegrini, President and CEO, Embraer Executive Jets. “This achievement further reaffirms our commitment to deliver the highest level of customer support and services.” In just five years of operation, the Phenom 300 fleet has reached the 250 aircraft mark, having accrued a 57% market share in the light jet category. The aircraft is in operation in more than 20 countries and has accumulated close to 200,000 flight hours.

Production In February last year Embraer announced that they had delivered the 100th Phenom family jet produced in Melbourne, Fla. in the US, just over three years after the first aircraft rolled off this facility’s assembly line. The commemorative aircraft, a NetJets Signature Series Phenom

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REPORT

EBACE 2015

INNOVATION AND INSPIRATION AT EBACE

grams for its all-new aircraft family, the Gulfstream G500 and G600, which are well under way, with two of five G500 flight-test aircraft complete and the remaining three in production. The G500 has completed its operational checks and is undergoing taxi validation prior to first flight. “Thanks to the hard work, commitment and innovation of our employees, we’ve already achieved several program milestones,” said Dan Nale, senior vice president, Programs, Engineering and Test, Gulfstream. Gulfstream introduced the G500 and G600 on Oct. 14, 2014, at one of its new manufacturing facilities in Savannah. During the event, the first G500 rolled out under its own power. Since then, Gulfstream has inducted two G500 aircraft into the flighttest center in preparation for officially launching the flight-test program later this quarter. Additionally, ground vibration and structural mode interaction testing are complete; the structural test article achieved limit load; and all suppliers have validated the aircraft safety of flight requirements, clearing the aircraft for flight.

It’s part of the spirit of Business Aviation to take risks and try out new projects with a view towards pushing the industry forward.

T UPDATES

There were many new product updates at EBACE. Embraer 300 (top) Dassault Falcon 5X Mock Up (below).

By Paul Walsh

his year’s EBACE was a testament to this. It ran from May 1921st, and was a clear evolution from previous years with initiatives like the show’s first-ever inspiration zone featuring sessions on Unmanned Aircraft Systems, skills and careers and an inaugural Young Professionals Networking Event. The numbers were also impressive with 12,743 visitors, 460 exhibitors as well as 58 aircraft on the static display. “As we marked this 15th year of EBACE, it was clear that the event has always been, and will continue to be, a trade show featuring new products and cutting-edge technologies, and a premier venue for networking and getting the latest information about the trends shaping this dynamic industry,” said EBAA CEO Fabio Gamba.

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Aircraft programs move forward As always one of the show’s biggest highlights was the ability to visit and meet with OEMs to learn about the new innovations that they’re bringing to the market. And with many new aircraft programs underway there was plenty to talk about. Starting out with Gulfstream the big news was the development pro-

Dassault also had plenty to report about their 8X and 5X programs. For instance the third and final Falcon 8X test aircraft has taken to the skies as the flight test campaign for the new ultra long range trijet moves into high gear. Falcon 8X s/n 03 took off from Dassault Aviation’s BordeauxMérignac facility on Monday, May 11

aircraft is scheduled for the third quarter of 2015. “We are pleased and privileged to support Air Hamburg’s growth with one more Legacy 650,” said Marco Túlio Pellegrini, President & CEO, Embraer Executive Jets. “Based on a proven platform with over 25 million hours flown, the Legacy 650 continues to deliver a superior and unparalleled customer experience.” In the light jet segment Honda Aircraft Company created a lot of excitement by arriving with their Honda Jet for the first time at EBACE at 2.00 p.m. local time with test pilots, Etienne Faurdessus and Damien Brault at the controls. “We are very pleased with the way the Falcon 8X flight test program is progressing,” said Eric Trappier, Chairman and CEO Dassault Aviation. “All three aircraft have exhibited flawless handling and responded exactly as intended when designed.” The first two test aircraft are both well into the certification campaign at the Dassault flight test center at Istres, near Marseille, France. Meanwhile the new Falcon 5X was rolled out on June 2 just following EBACE and is expected to make its maiden flight this summer.

The first 5X powered up for the first time at the end of August 2014 and started system ground tests last autumn followed by a vibration test campaign. It was joined by s/n 02 earlier this year. Both aircraft are participating in ground testing and s/n 01 recently completed a second engine run up cycle.

At Embraer much of the news was about sales, for instance a purchase agreement was signed with Air Hamburg for a Legacy 650. With this acquisition, the Germany-based business charter operator, which serves European, Russian and Middle East destinations, expands its Embraer fleet to six aircraft – five Legacy 600/650 and one Phenom 300. The delivery of this

and beginning an extensive European tour. The European demonstration tour follows a successful tour in Japan to cultivate awareness for business aviation. The HondaJet was featured at public and private events at six airports with flight demonstrations. More than 10,000 people had the opportunity to see the world’s most advanced light jet in Japan. “We have been extremely pleased with the performance and reliability of the HondaJet during the world tour and are excited to bring the aircraft to Europe,” said Honda Aircraft Company President and CEO Michimasa Fujino. “On its flight routes to Japan and Europe, the aircraft experienced a range of conditions, and the HondaJet is demonstrating its maturity and readiness for entry into service.” Just before the official opening of EBACE, Formula 1 World Champion Niki Lauda became the proud new owner of a Bombardier Global 7000, after upgrading from a Global 6000.

ATTRACTIONS

The Honda Jet (top), Phenom 300 (center) and Bombardier Global 7000 mock up all drew crowds at EBACE.

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REPORT

EBACE 2015 There was also a sense of excitement at the Pilatus booth as the PC-24 program steams ahead. Just prior to the show its PC-24 took off on its maiden flight today at 10.00 local time from Buochs airport. Just under 1800 Pilatus staff, all of whom are directly or indirectly involved in the PC-24 project, were there to applaud the business jet as it taxied for takeoff. Prototype P01, call sign HB-VXA, flew across central Switzerland for a total of 55 minutes. The flight went exactly as planned with no problems whatsoever. Nextant’s main news was about sales and deliveries, as it announced that Prague-based charter operator T im e Air, which in August 2012

TECHNOLOGY

The Pilatus PC-24 (top left), Cessna Citation Latitude (top right) and the King Air C90GTX (bottom) show that Business Aviation never stops innovating.

During the Show, NetJets Europe unveiled the company’s first European Signature Series Bombardier Challenger 350 aircraft. Back in 2013, NetJets announced it was to be the launch customer for the Challenger 350 aircraft. The company has 75 firm orders planned and an additional 125 optional orders available. It has already eleven Challenger 350 aircraft operating in the United States, and its European operation will receive a total of four this year. Cessna’s biggest news focused on the Latitude and it announced that the aircraft will enter the market with final range and runway performance specifications that exceed previous projections. The improved specifications will be part of the aircraft’s imminent U.S. Federal Aviation Administration (FAA) certification. With the full flight test program now complete, the aircraft performance has yielded further improvements in aircraft range and runway performance: 5,278 kilometers (2,850 nautical miles) at long-range cruise, an increase of 277 kilometers (150 nautical miles), and improved takeoff distance of 1,091 meters (3,580 feet) compared to the previously projected 1,116 meters (3,660 feet). Performance specifications at certification will also reflect the high-speed cruise range of 5,000 km (2,700 nautical miles). Meanwhile sister company Beechcraft Corporation said that the new production King Air turboprops will soon feature Rockwell Collins Pro Line Fusionavionics system as stan-

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dard equipment. Certifications on all three models are anticipated to occur in the upcoming months. As a further investment in the King Air line, the company is pairing the new avionics with upgraded cabin features. “We’re improving the pilot and passenger experience in an already iconic line of business turboprops by incorporating the latest technology in the cockpit and the cabin,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design. “Owners/operators will love the improved value proposition and safety features, passengers will enjoy additional standard cabin features, and the new Pro Line Fusion avionics will help pilots quickly and intuitively manage their King Air flights.”

became Europe’s first Nextant 400XT operator, took delivery during this year’s EBACE of its third 400XTi aircraft. Sixty Nextant 400XTi have already been delivered to customers from eleven countries and they have accumulated more than 50,000 flight hours. Nextant CEO Sean McGeough told BART that his company, which is already offering the Nextant G90XT turboprop derived from the Beech King Air 90, was now considering to expand its remanufacturing activities and penetrate into a new market segment, focusing on an aircraft type in the super mid-size to large aircraft category. An announcement could be made in November at this year’s NBAA Convention.

Maintaining Success On the maintenance side Jet Aviation had a busy EBACE. On the first day, its Basel branch announced it had been selected to engineer, manufacture and install a VVIP cabin interior on the world’s first private Boeing 787-9 Dreamliner for an undisclosed customer in the Middle East. The VVIP aircraft is to be delivered to the Basel completions center later this year for a two-year completions cycle. The elaborate interior features a Master bedroom, bathroom and office suite, a large open-plan dining and living area, as well as rooms for guests. The same day, the group signed an international handling agreement with NASJET. This was followed up by an agreement with Riyadh-based Alpha Star Aviation Services to complete an ACJ

is competition in the marketplace, the consumer always benefits. With thousands of engines and airframes enrolled onto our maintenance programs, we address more than 350 different aircraft including models coming right off the production line. We are proud to announce this new engine coverage for the Challenger 650 as it makes its debut at EBACE this year and we offer our heartfelt congratulations to Bombardier and GE,” added Mr. Book. Then in the rarified world of interiors and completions Lufthansa Technik announced that it had signed a contract with Airbus Corporate Jets (ACJ) to expand their cooperation in predefined VIP cabin completions by offering the Elite concept on the ACJ319.

A319 and an ACJ A330. The aircraft will be delivered to the Basel completions center at the end of 2015. Also in maintenance Jet Support Services, Inc. (JSSI) introduced its Platinum Engine Program coverage for the new Bombardier Challenger 650. Two GE CF34-3 MTO engines power the new Challenger 650, making its debut at EBACE 2015 and scheduled to enter into service later this year. “JSSI is committed to bringing programs for new production aircraft to market, in order to deliver aircraft buyers and financiers an alternative to the OEM program,” commented Neil Book, President and Chief Executive Officer of JSSI. “I know our friends with the OEMs agree that when there

The new “ACJ319 Elite” product will be available immediately. The Airbus ACJ319 Elite complements the modular ACJ319 concepts and fully customized cabins that are already available from Airbus Corporate Jets and Lufthansa Technik. The baseline configuration of the ACJ319 Elite consists of a crew-rest/entourage area, a spacious executive lounge with full flat club-seating and berthable divans, followed by a mid-cabin lavatory. Behind this area the baseline concept features a private office that converts into a bedroom and a master bathroom, including a shower option. Also at EBACE GDC Technics announced that it is continuing to expand its global presence and grow its USA operations into a new 80,000

square meter (850,000 ft2) facility located at Fort Worth, Texas. In addition, the Company announced that its 20 million USD internal capabilities development and restructuring program has been completed on time. “It has been two years since we acquired GDC Technics; during these two years we made substantial investments in our operations, facilities, manufacturing capabilities, manpower and we drastically expanded our engineering and certifications capabilities enabling us to develop leading edge solutions that benefit our customers” said GDC Technics General Partner Mohammed Alzeer. “In addition we developed and executed our global expansion strategy. Today, in addition to our San Antonio and Fort Worth facilities we exist in Europe, Middle East and next year we will be in Africa” Alzeer said. On the airport front SEA announced new Business Aviation facilities at Milan Linate airport. Following the recent acquisitions of ATA Ali Trasporti Aerei SpA and ATA Ali Servizi SpA, an important re-launch and development project was initiated, leading to the creation of Prime AviationServices, which is now the first and only FBO in Milan in terms of number of flights and passengers. Prime AviationServices is located in a new terminal building with facilities for both passengers and crews. As Milan Linate airport is close to downtown Milan, less than 7 km, this gives it a unique positioning among European FBOs. In trip support Universal Aviation’s news at EBACE concerned not Europe but the growing markets on the African continent as it announced the addition of new dedicated resources in Morocco and Ethiopia and will now provide supervisory ground handling throughout both countries. “We recognize the tremendous potential for Business Aviation in Africa, as well as the current operational challenges,” said Judith Milne, Regional Vice President, Europe, Middle East, & Africa, Universal. “We’ve been asked by many operators to expand our capabilities in strategic, but potentially difficult operating environments, such as Morocco and Ethiopia. Our plan is to meet that need by embedding locally-based supervisory ground handling agents at these strategic locations.”

SUPERIOR

Lufthansa Technik is offering new VIP cabin completion concepts.

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REPORT Supervisory services will be available at the following Moroccan airports: Marrakech, Rabat, Casablanca, and on request Fes, Agadir and Tangiers. In Ethiopia, supervisory services will be available at Addis Ababa (HAAB).

COCKPIT

Universal Avionics is offering upgrade incentive programs for the SBAS-Flight Management System and UniLink UL800/801 CMU.

Avionics Innovations In avionics Duncan Aviation and Honeywell Aerospace announced are collaborating to develop supplemental type certificates (STCs) for Automatic Dependent SurveillanceBroadcast (ADS-B) solutions for Honeywell’s Primus 1000/2000 and SPZ-8000 flight decks on multiple Hawker 800 series aircraft and select Cessna Citation 560 aircraft with Honeywell’s Primus II radio system. This STC will provide operators with equipment that supports the upcoming Federal Aviation Administration and European Aviation Safety Agency 2020 DO-260B Automatic Dependent Surveillance mandates. It will also enable aircraft to be ready for future Honeywell software upgrades. Duncan Aviation Regional Avionics Sales Manager Mark Francetic says, “These solutions will have reasonable price points that customers will be comfortable with. Additionally, our program purchasing and incentives will allow for ongoing support and upgrades to Honeywell systems.” “Honeywell and Duncan Aviation are working together to help aircraft operators meet the upcoming mandates being implemented globally so they can continue to operate their aircraft safely and efficiently,” says Mike Beazley, Vice President, Global Sales, Honeywell Aerospace. “Honeywell’s ADS-B solution provides an accurate and more complete assessment of an airplane’s location to air traffic control and other airplanes, enhancing situational awareness for the pilot and safety for the passengers.” Finally Universal Avionics’ big news is that it is offering aircraft operators two new upgrade incentive programs for the SBAS-Flight Management System (FMS) and UniLink UL-800/801 Communications Management Unit (CMU). The programs are designed to help operators follow the path to Automatic Dependent Surveillance-Broadcast

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(ADS-B) Out and Link 2000+/Controller-Pilot Data Link Communications (CPDLC) compliance. Mandates for both are set to happen in Europe in 2020. European operators also need to consider recent developments under the new Data Link Services Implementing Rule (DLS-IR). The list of exempt aircraft will be reduced, which could affect their equipage requirements. The final list has not yet been published. Throughout 2015, operators may trade-in their qualified legacy FMS or GPS system for a new SBAS-capable Universal Avionics FMS. Universal Avionics SBAS-FMS is an approved ARINC 743A position source, required for ADS-B Out compliance. In addition, the SBAS-FMS is part of Universal Avionics Link 2000+/CPDLC solution. Universal Avionics’ second incentive program allows operators of legacy Universal Avionics and non-Universal Avionics equipment to trade-in their existing data link system for the popular UniLink UL-800/801 CMU, provisioned for Link 2000+. Along with CPDLC capabilities, operators of the UniLink UL-800/801 CMU gain: Embedded Automatic Dependent Surveillance-Contract (ADS-C) capability, ACARS/CMU functionality, uplink forecast winds, Flight Information Services and more. And as with every year EBACE hasn’t just about selling airplanes and promoting products, it also served as an advocacy platform, showcasing the industry’s importance to government leaders. At the show’s Opening General Session, Francois

Longchamp, state counselor of the Canton of Geneva, reiterated his support for Business Aviation as essential to regional commerce. Patrick Ky, the executive director of the European Aviation Safety Agency, outlined his plans to ensure that future policymaking by the agency reflects the diversity of companies and mission profiles in Business Aviation. Finally some mention must be made of those who made EBACE a reality in the first place. Indeed there was special awards luncheon held to honor four individuals who put their own reputations on the line to start EBACE and make it into the world-renowned Business Aviation showcase that it is today. At the luncheon, Kathleen Blouin formerly NBAA’s senior vice president, conventions and forums, our own Fernand Francois former CEO of EBAA and BART’s current publisher, Brian Humphries president of EBAA; and former NBAA president Jack Olcott –were recognized for having the vision and dedication to make EBACE a reality. “EBACE got its start because Brian, Jack, Fernand and Kathleen had a keen understanding of the need for a show in Europe that would be focused strictly on Business Aviation,” said NBAA President and CEO Ed Bolen. “The industry clearly responded, with strong participation in the event – from its first year to the present. We want to celebrate these individuals’ incredible achievement, not just in launching and growing a show, but in helping advance Business Aviation in Europe.”

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THE DOCKET

VAT DIRECTIVE

VAT TREATMENT OF AIRCRAFT: USE-BASED CRITERIA

Aoife O’Sullivan

uropean Directive 2006/112/EC (the “VAT Directive”), which applies across all European member states, deals with the applicability of VAT to aircraft. Each member state legislated and implemented the Directive into local law. In general, all aircraft must now be considered for EU VAT if they intend to carry EU residents on board point to point within Europe or if the aircraft is owned by a European resident. In addition, VAT must be considered on the sale of an aircraft within Europe and on supplies to aircraft (e.g. fuel, maintenance etc.).

TAX

VAT applicability of an aircraft now depends on end-use and not weight.

The end of the UK weight-based “exemption” When an aircraft has been properly accounted for VAT within Europe, it is considered to be in “free circulation”, usually evidenced by a form C88 or SAD which is kept on board the air-

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the previous system where it was based on the weight of the aircraft. So for VAT to apply, the tax authorities will look at who the user is and how the aircraft is being used. The de facto position on use is key to the VAT treatment of the aircraft. It is crucial that facts are not omitted or changed to “fit” an aircraft into a VAT structure. There is an overriding principle at EU law which provides that even if the exact wording of a statute is followed, if the intent is to avoid a tax which should otherwise have been paid, these structures may be set aside. It is extremely important therefore that the route taken is the one which meets as closely as possible the intended and actual use of the aircraft. An inordinate amount of confusion has arisen in the industry due to the change in the rules (e.g. weight-based to use-based) and a lack of uniformity across the European member states in the application or interpretation of the VAT Directive. Over the past two years a common understanding has slowly been reached in the importation and sale of aircraft, and supply of services to aircraft.

craft. Prior to 2011, the UK permitted any aircraft to be imported into the EU on the basis of weight – if the aircraft weighed more than 5,700 kilos; it was possible to import the aircraft at 0 per cent. In January 2011, as a result of refraction proceedings at European level, the UK was obliged to bring its system in to line with other member states. Accordingly, the “UK loophole” as it was locally known was removed. The applicability of VAT depends on the end use of the aircraft rather than

Importation of aircraft Import at standard rate, pay the VAT (and forget about it). This is probably the most painful route, but if the aircraft is being wholly used for the purely private luxury purposes of the owner of the aircraft (and note the distinction between private luxury and private business use), there is little to no room for a rebate or refund. Typically owners will look to import the aircraft in member states with lower tax rates (e.g. Luxembourg) subject to local rules and regulations. Owners who wish to use their aircraft for private luxury purposes but are also willing to allow the aircraft be chartered to independent third parties for a significant portion of time may be entitled to avail of the airline exemption noted below.

Import at standard rate, pay the VAT and reclaim it. An EU-based business can generally apply for a VAT refund using the “8th Directive” refund procedures. 8th Directive refund claims are made electronically by a business located in Member State A for VAT incurred in Member State B. All 28 Member States allow 8th Directive VAT refunding to businesses based in the EU. If the aircraft is being used predominantly for the purposes of a Europeanbased business, that business may therefore be entitled to reclaim the VAT. Structuring is important – if the aircraft is held in a trust or independent special purpose vehicle only connected to a business because of a common ultimate beneficial owner, this will not necessarily work. Import a “qualifying aircraft” at 0 per cent using a “qualifying airline”. The “airline” exemption is contained in Article 148(e) to (g) of the VAT Directive. The aircraft is imported by an “airline” operating “chiefly for reward on international routes”. An “airline” can include an operator of business and private jets who holds an Air Operators Certificate or equivalent. The VAT Directive does not in fact require an AOC for an airline to be recognized as such but this certainly has become the trend of acceptance across the EU by local revenue. The usual structure requires the aircraft to be leased to (as opposed to simply managed by) the operator and the owner becomes a charter paying customer. The aircraft must be “made available” for charter by other third parties who are not the owner. Sale of aircraft The sale of aircraft within the EU also attracts a charge to supply VAT. A trend has arisen whereby the aircraft is exported to outside the EU, the sale completed (i.e. title transfers) while the aircraft is on the ground in a nonEU country and the aircraft is then reimported. Some advisors are even promoting transfer of title while the aircraft is in international air space. Structuring your transaction in this way requires very careful tax planning – it really is not as simple as landing the aircraft on a different runway for an hour or circling around off Gibraltar. If that were

the case, we would be loading the aircraft with paintings and artifacts on a daily basis and selling everything VAT free! It is possible to sell an aircraft while it is on the ground within the EU availing of intra community reliefs and rules. This can be extremely important if the current import status of the aircraft needs to be protected. For example, in Poland apparently it can take up to 18 months for a VAT refund to be processed. This can cause a serious cash flow issue for a Polish based purchaser and such purchasers will clearly be interested in preserving the status quo if possible. Supply of services to aircraft Fuel supplied in the UK is exempt from UK VAT when applied to a business or commercial (i.e. not luxury) flight that is departing the UK. Some confusion has arisen in the industry due to the lack of uniformity in definitions between aviation regulation and the tax rules. Owners of aircraft should take extreme care in describ-

ing their flight as “commercial” as under aviation regulation this is understood to mean “commercial air transport” which requires the operator to hold an AOC. Aircraft operating expenses for services (not goods or fuel) charged to businesses located outside the supplier state or the EU should be VATexempt, or “zero-rated”. This does not apply to services considered by the host country to be “used and enjoyed” within that country.

Supplies of goods and services to aircraft used by companies qualifying under the “airline” rule are zero-rated for VAT. The “airline” zero-rate applies to all services incident to operating the aircraft and to fuel and spare or repair parts. It does not cover non-operating costs like ground transportation. Some EU Member States apply their “reverse-charge” VAT provisions to eliminate VAT charges on jet fuel, repair parts and other goods supplied to other VAT-registered companies.

RETURN

EU based business can generally apply for VAT refunds using the 8TH structuring procedure.

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THE DOCKET

FAQs - how VAT applies to aircraft

SHREWD

Revenue officials have become much more astute in distinguishing between business and personal flights.

These FAQs cover commonly asked questions about the application of VAT to aircraft. Is there a ‘one size fits all’, secret structure that everyone else seems to know about except me? No, definitely not. Please immediately disregard anyone who tries to tell you that there is a structure that you just need to slot into (usually in return for a significant fee payable to that said person). VAT is a complex area. It is entirely dependent on your own use and operation of the aircraft and it really is not clever to lie to the tax man. They are relentless if they believe you have falsely accounted for VAT and it will be extremely painful if you are required to pay VAT plus interest plus penalties. If I am a foreign owner bringing my aircraft into Europe for a trip but intending to leave again, do I need to pay import VAT? No. You shouldn’t need to pay VAT and you should be entitled to avail of temporary admission relief (TAR). However, if you plan to carry EU residents on board point to point within the EU, you may be liable to VAT. Extreme care should be taken when availing of the TAR as different member states have different rules of interpretation. Some countries for example

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VAT DIRECTIVE

will consider EU resident crew as being relevant, others discount it. How does the Revenue know if my flight is a business one or a private luxury one? Local Revenue has become very astute in asking the right questions. Ramp checks are being carried out and aircraft import papers are being audited. In some countries it’s a simple as looking for business suits and laptops on board – clearly if the family are all on board swinging buckets and spades it is going to be fairly difficult to call it a business trip. If I properly account for VAT, is my tax nightmare over? No. You need to ensure you also account for customs duties on aircraft. Not every structure will entitle you to customs duty or “end use” relief. The relief is only available to EU businesses so care needs to be taken. On the upside, it may be possible to avail of capital allowances and depreciation on aircraft acquisitions and holding structures – again, careful tax planning is vital. If my aircraft has been imported and I have a C88 or SAD document on board, am I safe no matter how I end up using the aircraft? No. You are open to investigation if the story you presented when applying for your import papers differs from the factual reality.

Does registration of the aircraft affect the VAT position? No, it shouldn’t. You certainly don’t need to change registers simply to avail of a European VAT exemption or relief. Ownership and use are the main qualifying factors. Registration is a consideration however – for example, if you want to avail of the airline zero rate and lease your aircraft to an operator for charter, you will not be able to register the aircraft on a private register. It will need to be registered on the registry of the AOC holder. If my aircraft is financed using a finance lease, is the bank liable or am I? The liability will fall to the bank as the legal owner but rest assured the responsibility will pass to you as the borrower in your lease document. Read the tax indemnities carefully. Not every structure will work with a finance lease as the legal owner and the user will be different. It is crucial that the tax position is assessed at the outset of a finance transaction – waiting to the day before closing is not ideal.

✈

Aoife O’Sullivan is lead partner in the Aircraft Finance Department at Kennedy’s Aviation, an international law firm. In 2014 she was nominated as a leading lawyer by Best Lawyers the oldest and most highly-respected peer review guide to the legal profession.

ROTOR REPORT

BRAZIL

OIL INDUSTRY SPURS BRAZILIAN HELICOPTERS

171A1 to Brazilian operators including Atlas Aero Taxi since 2005, and used for applications including the support of oil drilling operations in the country’s rugged interior. Atlas also has contracted for seven Russian Ka-62 twins. Brazil’s economically rarified clearly have the wherewithal to afford rotors: Sao Paulo boasts six million cars and the sixth-highest concentration of billionaires in the world; it ranks in the global top 20 cities in terms of millionaires. Local roads are so overwhelmed that the well-heeled commute in helicopters even relatively short distances. “In many Western countries the wealth is very spread out,” explained one Brazilian helicopter pilot. “But in Brazil, everything is so concentrated in Sao Paulo and in Rio (de Janeiro), mostly in the south part. The rest of Brazil is really not developed. That is why you have 500 helicopters flying over Sao Paulo the wealth is there.”

By Mark Huber

razil’s helicopter market has long been coveted by industry OEMs and global service providers and for good reason. Urban congestion and a burgeoning offshore energy market have made Brazil perhaps the world’s most promising helicopter market outside the United States.

PROMISE

Brazil is perhaps the world’s most promising helicopter market outside the US.

Helicopter OEMs have long-recognized Brazil’s potential. Airbus Helicopters established its Helibras affiliate in Brazil in 1978 and currently accounts for more than 50 percent of the civil market in country. Helibras has produced the H125 (formerly AS350) since the late 1970s with nearly 50 percent local content. Over the year the company has assembled a variety of Airbus Helicopter models for both civilian and military customers in Brazil and throughout South America. In 2008 it won a contract for 50 military EC725 helicopters, a variant of the civil EC225 that is a mainstay of the offshore energy industry, particularly in Europe’s North Sea. Over the years, Helibras has developed an extensive network of in-country suppliers.

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Brazil is 20 percent of Bell Helicopter’s worldwide civil market. AgustaWestland has made substantial inroads into Brazil of late, growing its embedded fleet in country by more than ten-fold over the last decade to more than 200 helicopters. And Robinson Helicopters has long viewed Brazil as a leading market for its line of aircraft. Even Russian Helicopters is a player in the game, making deliveries of its ubiquitous, versatile and durable Mi-

Avoiding Crime Crime is another driver for the civil helicopter market. Brazil consistently ranks in the global top 20 when it comes to homicides, with more than 32 per 100,000 population in 2012. While progress has been made in recent years, Sao Paulo still suffers from high rates of murder, robbery, carjackings, and express kidnappings. Besides being a matter of convenience, helicopters are increasingly seen as a security necessity in Brazil.

Not surprising then, that the Sao Paulo metropolitan area hosts the largest civil helicopter fleet in the world at more than 500, with more than 2,000 operations per day—that’s more than New York or Tokyo. Within Sao Paulo state, there are 420 helidecks and helipads and 725 registered helicopters. Overall, with 2,000 civil helicopters countrywide, Brazil’s fleet is the world’s fourthlargest. Helicopter pilots in Brazil are well-paid, earning more than $100,000 per year in a country where the average income is just over $11,000. Offshore Energy As vibrant as the executive and VIP helicopter market is in Brazil, it is overshadowed by the potential of the nation’s emerging offshore energy bonanza, including deepwater exploration 200 to 300 miles offshore in an area known as the pre salt. The world’s largest offshore energy helicopter services companies have all scrambled in recent years to form local partnerships to serve a market that could make the Gulf of Mexico look like a snack cake.

Among the notable dance partners: Bristow has invested in diversified Brazilian aviation company Lider, Era partnered with Aeroleo, Erickson acquired Air Amazonia; other affiliations include HNZ with Brazilian Helicopter Services, Omni and Taxi Aero, and Grenwich with Helivia. Custom and regulation make partnering with local companies an essential component of doing business in Brazil and it’s also the fastest way to penetrate the market. The allure and the

capital requirements of Brazil’s OGP helicopter market is so massive that one company executive told me last year that his firm had to choose “between it and the rest of the world.” Fortunately a new crop of well-financed international helicopter leasing companies have moved in to fill the financing gap, giving operators more flexibility. Still, future OGP demand could easily be confused for an all-you-can-eat buffet. The majority state-owned oil company, Petroleo Brasileiro SA, more com-

monly known as Petrobras, controls 90 percent of Brazil’s offshore market and wags the dog when it comes to offshore OGP contracts. The pre salt is expected to generate 4.2 million barrels of oil per day by 2020; other deepwater fields off Brazil could hold as much as 12 billion barrels of oil. Petrobras had expected to more than double the number of medium and heavy twin helicopters it requires to service these rigs within the next five years, to nearly 200, forecasting a need to move 1.3 million personnel annually to these rigs. But that was before “Carwash.” The political and embezzlement scandal drained more than $2 billion from Petrobras’s coffers, contributing to an overall loss for the year 2014 of $7 billion, and resulted in the arrest of dozens of company and political officials over the last year, while significantly retarding the company’s exploration plans and endangering its access to global capital markets. Petrobras’s credit rating was cut to junk status; it already is possibly the most indebted company in the world, with total obligations approaching $112 billion. Revelations about Carwash forced Petrobras to restate earnings and gave credence that the company could default on bond payments as early as next year. However, few analysts think it will come to that and right now every indication is that Petrobras will recover, but the scandal and the losses will no doubt delay the company’s aggressive growth plans and that makes related helicopter demand difficult to accurately predict. VARIETY There are many Infrastructure helicopters for Last year helicopter services compa- different ny HBR opened a massive $25 million missions in heliport and helicopter FBO outside Brazil. From the Sao Paulo aimed at the executive and top: Aeroleo, VIP market. It is conveniently located Atlas AeroTaxi, in a secure industrial park dotted with and Airbus warehouse distribution centers, within EC130 (bottom) BART: JULY - AUGUST - 2015 - 67

ROTOR REPORT

BRAZIL

30 minutes of the central business district and Sao Paulo’s two main commercial airports Guarulos Int’l (GRU) and Congonhas (CGH). It took three years to plan and two years to build. The 14 acre facility features a four acre ramp with 19 pads, a 108,000 square foot storage hangar, and an upscale terminal complete with conference rooms, coffee bar, lounge, gym, showers, sauna, pilot sleeping rooms, and a separate 64,000 square foot maintenance hangar. Between the two hangars, 150 helicopters fit under roof. The maintenance shop is qualified to work on all Robinson models as well

SCALE

HBR’s Helicopter base (top) in Sao Paolo has a four-acre ramp with 19 pads. Helipark Flight Market (bottom).

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as Bell 206 series, 407, and 429; Airbus H120, H125, and H130; and AgustaWestland AW109 series helicopters. “It’s a one-stop, full-service center,” said Raphael Audi, director of Audi Helicopters and affiliated with HBR. HBR already ran the largest helicopter maintenance shop at Brazil at the Sao Paulo Executive Airport. The new facility contains three paint booths and is capable of providing full engine, airframe, and avionics service. When fully staffed, the heliport will employ 280 and host more than 200 operations per day. It already has its own discreet air traffic control frequency, rotating beacon, and automatic terminal information service frequency. Plans are in work to build a control tower there as well. However,

Audi said that the helicenter’s owners had opted against developing a dedicated helicopter instrument approach. “To get clearance for that is too complicated,” he explained. Passengers and helicopter owners rarely visit centralized helicopter and storage and maintenance facilities as they are typically transported from home to office or to other locations for events. HBR built the Sao Paulo helicenter for the convenience of the crews and technicians. HBR has plans to build eight more heliports of various sizes in markets including Goiania, Belo Horizonte, Salvador, Recife, Fortaleza, Florianopolis and two in Rio de Janeiro; one to serve executive helicopters and a much larger facility aimed at consolidating helicopter operations for the offshore energy industry. The latter is by far the largest civil heliport ever proposed, a $200 million facility situated on a 2,000 acre site that is 30 times larger than HBR’s Sao Paulo helicenter and will be geared to medium and large twin engine helicopters. Audi said the sheer scope of the project means HBR must solicit outside investor partners including real estate developers. The $200 million will just cover the cost of the heliport, hangars, related pavement, and the fuel farm. Hundreds of millions more will be needed for what HBR envisions a “helicopter city” where flight and support crews would live during their 15 days on, 15 days off shifts, complete with hotels, stores, restaurants, and recreational facilities. Audi said the concentration of the offshore industry off Rio’s southeast, combined with rag-tag support infrastructure currently serving the OGP community from a variety of facilities, make a mega OGP helicenter in Rio desireable. “In Brazil the offshore operations are all spread out among minor airports with poor infrastructure located closest to platforms,” he emphasized. The mega helicenter “will be dedicated for the whole southeast (offshore) operations, exactly in the right place for pre salt operations. It will be in the operators’ best interest to use this facility.” The size of the project and need to raise capital for it, coupled with the current uncertainty surrounding

Petrobras, currently make it difficult for HBR to set a timetable for the project, but if it happens it likely would be timed to complement a further ramp up of activity in the pre salt. The corruption scandal and ongoing losses combined to force Petrobras to eliminate stockholder dividends and slash its 2016 investment budget by 37 percent. Ultimately, that means that the demand for new OGP helicopters will be substantially slower than forecasted even a year ago. Analysis This year’s annual Honeywell helicopter analysis was sanguine, noting, “Latin America continues to have strong fleet replacement and growth expectations, well above the world average, but 2015 results were a few points lower than the prior year. In terms of projected regional demand for new helicopters, Latin America is contributing the third highest demand among the regions tracked, trailing North America and Europe by a modest margin. Latin American respondents currently favor light single-engine models and a balance of light and medium twin-engine platforms.” More significantly, Honeywell noted that 45 percent of Latin American operators planned to fly more flight hours, compared to 27 percent in North America, 18 percent in the Middle East and Africa, 14 percent in Asia-Oceania, and just 10 percent in Europe. Significantly, the analysis revealed that oil and gas operators put 850 hours per year on the average helicopter, compared to 360 for corporate operators. By Latin America, Honeywell means mainly Brazil. Brazil is also joining with the rest of the international helicopter community to address the safety issue; the rate of helicopter accidents in country has been halved since 2011.

In late May 2015 the International Helicopter Safety Team announced the development of an enhanced safety partnership in Brazil with the creation of the Brazilian Helicopter Safety Team (BHEST); a new partnership between the current Brazil IHST and the Brazilian Civil Aviation Authority (ANAC – Agência Nacional de Aviação Civil). BHEST will follow IHST guidelines, mission, and goals as well as ANAC regulations and orientation. The IHST promotes safety and works to reduce accidents and fatalities. The organization was formed in 2005 to lead a government and industry cooperative effort to address factors that were affecting an unacceptable helicopter accident rate. Prior to 2006, the number of worldwide civil helicopter accidents was rising at a rate of 2.5 percent per year. Since 2006, the number of accidents worldwide has been decreasing by an annual rate of two percent. Enhancing its work with the IHST is just one more sign of the Brazilian helicopter market’s increasing size and sophistication; an acknowledgement of its progress and growth still to come.

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GROWTH

Helicopter purchase plans are still strong in Latin America. Helicopter used for touring purposes (below).

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MAINTENANCE MATTERS

LANDING GEAR OVERHAUL

CLEAN

Keeping landing gear clean and lubricated can help keep corrosion at bay. Falcon 2000 LXS.

Landing gear overhauls are required at intervals specified by the aircraft OEM, but there are many independent providers capable of carrying out the work.

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Bernard Fitzsimons

anding gears are complex systems: the FAAâ&#x20AC;&#x2122;s Aviation Maintenance Technician Handbook runs to 95 pages of text and diagrams on the subject. Yet they are routinely exposed to conditions that encourage degradation, particularly through corrosion, while landing, braking, towing and impacts with

objects on the ground all impose stress on the gear. Moisture, dirt, debris, salt in the air, chipped paintwork and damaged coatings can all encourage corrosion. Deicing fluid, too, can foster corrosion if it penetrates areas that do not allow it to escape. Keeping the gear clean and lubricated can help keep corrosion at

MRO. Constant Aviation invested an initial $500,000 in tooling, equipment and inventory to equip a new landing gear repair and overhaul facility at its Birmingham, Alabama, site in 2012, before moving it to an expanded facility in Cleveland, Ohio, the following year. The new shop initially targeted landing gear for the Beechjet 400A/XP and two other niche aircraft, the Embraer Legacy 600 and Hawker 800A/XP. Duncan Aviation has overhauled more than 3,200 landing gear shipsets since completing its first, from a Learjet 24, in 1980. Recent expansion at its Lincoln, Nebraska, site has seen the addition of nearly 600 square meters (6,300 sq ft) to its accessory shop, including a new paint booth and bay, but pressure washing is likely to force the cleaning fluid into areas such as bushings and joints where it is difficult to remove, while expelling the lubricants needed for protection. A thorough landing gear inspection, as described in the FAA’s advisory circular on aircraft inspection and repair, AC 43.13-1B, involves the entire structure of the gear. That includes attachments, struts, wheels, brakes, actuating mechanisms, gear hydraulic system and valves, gear doors and all associated parts. The variety of components and the specialized processes involved means setting up to provide landing gear overhaul services requires a substantial investment on the part of the cure room to reduce the time required for painting and accommodate bigger parts such as those on the Global. An overhead crane makes handling easier and safer — the gear for a Global can weigh as much as 220 kg (500 pounds) – and a Skydrol hydraulic test bench means components do not have to be sent to outside vendors for testing and repair. Today the company overhauls the gear from all Learjet models except the 45, plus Challengers, Globals, Embraers and King Airs. Some overhauls take longer than others. The Challenger 600 and 601 require inspection after 60 months and restoration after 120 months; for the 604 and 605s the intervals increase to 96 and 192 months respectively, with restoration required every 96 months after that.

DETAILED

A thorough landing gear inspection involves the whole structure of the gear.

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MAINTENANCE MATTERS Assuming repairable parts are exchanged or replaced, Duncan quotes turn times of 11 days for the first inspection, and for the 10-year Global inspection, while the restoration typically takes 21 days. Duncan recommends that customers leave the harness and brake pipes on the gear when removing it from the aircraft, a move it estimates will save around 35 labor hours during removal and installation. The MRO’s landing gear team removes the harness, visually inspect the tubing and check the operation of the switch. They then remove the brake

ADVICE

Harness and break pipes should be left on the gear when it’s removed from the aircraft.

pipes and clean, visually inspect and reinstall both the harness and brake pipes on the struts. The main landing gear swivel coupling is cleaned and visually reviewed during inspections. During restorations, technicians disassemble, clean, remove paint and visually inspect the pipes via non-destructive test, before installing new seals and painting the MLG swivel coupling. Messier-Bugatti-Dowty is the manufacturer of Global and Challenger landing gear and overhauls them at its Hydrep subsidiary in Dinard,

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France, Europe’s biggest landing gear and aircraft hydraulics MRO. MBD formed Hydrep in 1991 as a joint venture with TAT Industries but bought out its partner last year. Hydrep also overhauls landing gear for the complete Dassault Falcon range, as does A-PRO, MBD’s joint venture with Dassault Falcon Jet at Deerfield Beach, Florida. Roll-around landing gear enable aircraft to be moved while their gear is removed rather than remaining stationary on jacks. That means they can be moved to the paint shop, for example, without having to wait for the landing gear to be finished. West Star Aviation at Grand Junction, Colorado, has roll-around gear for Challengers and Hawkers. Elliottt Aviation has completed more than 250 landing gear overhauls since opening an accessory shop at its Moline, Illinois, facility and offers rollaround gear for the Beechjet/Hawker 400XP as well as multiple sets of exchange gear for the type. Elliott quotes turn times of five days for King Air/Beech 1900 gear, seven for the Learjet 31, 35, 36, 55 and 60 and the Premier 390, and eight for the Citation 500 through 650 series. Beechjet landing gear requires overhaul every 5,000 cycles, with unscheduled maintenance of brakes, wheels, tyres and other elements likely to be required between overhauls. The aircraft relies on airspeed and gravity rather than the normal pneumatic blow-down for back-up gear extension, and if the trunnion bearings are not aligned properly slow wear eventually causes it to bind,

which means repairing the main landing gear trunnion bearing journals. The landing gear can collapse on landing or during turns as a result. The repair can also be required if the factory bearing bore is enlarged as a result of repeated landings: if the bearings do not have an interference fit, the repair must be done to prevent further damage to the airframe. Elliott says it has dealt with several instances of the issue. The repair requires the bearing bore to be lined up to the opposite side with pinpoint accuracy, and the company has devel-

oped a special tooling system that includes a series of reamers, specialized bushings and NDT capabilities to ensure the repair is handled correctly. Duncan Aviation highlights another trunnion problem that can affect Learjet models other than the 40/45. These aircraft are susceptible to corrosion in the sockets for the main landing gear forward trunnion pins on the bottom side of the wing. If left unattended, corrosion in this area may cause cracks in the weakened casting, eventual failure and potential gear collapse. If corrosion is ignored for too long, the castings will have to be replaced and if it spreads into the adjacent spar the spar may need to replaced or the entire wing scrapped. Replacing the trunnion castings means de-mating the wing and shipping it to the OEM in Wichita to be placed in the production wing fixture so the upper skin can be removed and the castings replaced. Downtimes for the replacement can run as long as six months. To avoid removing the wing and the significant cost of replacement, Duncan Aviation is able to remove the corrosion with an on-wing fixture developed in-house that enables technicians to bore the trunnion and insert a bushing, while staying within allowable limits. The process usually take no more than seven days to complete. The Learjet 45 is the latest type to be added to the capability list of Aerospace Turbine Rotables, which already featured the King Air, Beechjet, Premier and Citation and recently added Gulfstream, Challenger and Global Express models. In the process, AeTR became the first independent MRO to support the type. “This is a popular and growing market and fits perfectly with our current customer base,” says vice president and general manager Dave Seavey. “We have our own cores and have also been working with third parties to expand the exchange core pool for our customers.” Wichita, Kansas-based AeTR has just moved to a new 6,700 square metre (72,000 sq ft) facility that has doubled its operational capacity. Last year the company’s actuator shop added the capability to overhaul Skydrol units, enabling it to provides the complete landing gear repair and overhaul services for large cabin Bombardier and Gulfstream types. It has already carried out its first overhauls of landing gear systems for the Bombardier Challenger 604 and Global Express and Gulfstream IV/450 series aircraft. Houston, Texas-based AV8 MRO started operations in 2012 but has already moved to bigger premises to accommodate growing demand. The Hawker 125 series specialist was selected as Duncan Aviation’s preferred supplier for Hawker landing gear repair and overhaul in 2013, and earlier this year bought Duncan’s multi-million dollar inventory of gear and parts. It has also secured FAA repair specification approval to make nearly 400 replacement parts. AV8 says it is currently the only independent shop able to service Hawker landing gear. It offers a flat rate pricing option under which customers can specify repair, overhaul or exchange and choose to pay for the actual labor and material cost, a capped time and material option or a flat rate to either overhaul the customer’s own landing gear or exchange it for a serviceable set. The new facility has enabled AV8 to add in-house non-destructive testing and cadmium plating capabilities.

What do aircraft operators want from their interiors? Customization. Who can make most any goal and budget a reality with creative solutions? Duncan Aviation.

An aircraft designer from Duncan Aviation’s Battle Creek, Michigan, location, says every business aircraft operates differently, challenging her to come up with unique solutions daily. “The key to developing the best solution is interviewing the customers to uncover their main priorities,” says Lori. “Some customers come in with exactly what they want, but after looking at the aircraft and considering its use, I usually see something they haven’t considered.” And that’s the type of knowledge that only comes with nearly a decade of experience. For the rest of the story visit www.DuncanAviation.aero/experience/lori.php.

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Experience. Unlike any other. +1 402.475.2611 | 800.228.4277

FROM THE COCKPIT

WIND

SURELY, THAT’S WIND SHEAR!

CAUTION

Wind Shear can cause loss of aircraft control and disorientation.

By LeRoy Cook

ly long enough, and you’ll encounter the phenomenon of wind shear. Sometimes known as air pockets, sinkers, bumps, CAT (clear air turbulence) or simply updrafts and downdrafts, the common ingredient is a change in wind speed or direction over a relatively short horizontal or vertical distance. While aircraft tend to fly at a constant speed relative to the air supporting them, when the air itself changes energy properties by altering the speed of its flow, there is an initial effect on the aircraft occupying that air parcel. Encountering changing wind speed requires a corresponding change in the aircraft’s speed, in order to restore the airspeed previously held. Given no change in thrust, the airspeed will slow down with a reduction in the relative wind speed, or speed up as relative wind increases. These speed changes cause altitude excursions if not managed by thrust adjustment, and any directional changes in the wind causes sudden turbulence in an otherwise smooth flight. Wind shear, therefore, can cause injuries to unsecured cabin occupants,

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loss of aircraft control, and disorientation in low visibility. With plenty of altitude at our disposal, the inconvenience of jolts and vertical displacement can be only a nuisance, as long as everyone’s belted in. Some advanced airborne radars can provide warning of wind speed changes ahead, but they are not infallible. High altitude wind shear largely originates with crossing the edges of a jet stream, which are unseen rivers of flowing air in the upper atmosphere. The associated turbulence may be in the form of buffeting as one enters or leaves the jet, vertically or horizontally, while the ride is relatively smooth in the core of the jet, where the wind speed is constant. Less well understood are low-level jets blowing at 40 to 50 knots above a temperature inversion, typically seen during a clear, cool evening at 1,000 to 3,000 feet AGL. While surface winds are calm in the cold air below, warmer air atop the inversion level can be moving rapidly, ready to disrupt the energy state of the climbing aircraft. Turbulence will be felt as the aircraft or descends through the inversion boundary, but the ride will be smooth above or below it.

Control Wind shear encounters may also be experienced in the standing waves downwind of a mountain ridge, produced by terrain-level winds blowing perpendicular to the ridgeline. Multiple waves can exist, disrupting the air at altitudes well above and below the peaks. Aircraft control can be compromised and even structural damage can occur, particularly if the pilot attempts to hold altitude with strong control inputs. Expect mountain waves to develop when speed exceeds 15 knots, even with precipitous ridges only 500 feet or so in height. Wind shear met in the upper flight levels during cruise may require a request (or demand) for a block of altitudes until the disturbance subsides. Automatic flight controls may disconnect, requiring basic manual attitude flying and thrust changes to mitigate the altitude excursion. Similar to riding out the up and down drafts in a thunderstorm, it’s best to hold the nose and wings level and allow the airplane to ride out the turbulent air. With limited clearance from terrain, particularly when the airplane is in a low energy state during takeoff and

landing, wind shear becomes a much greater hazard. Obviously, hitting the ground is to be avoided at all costs. If the descending airplane encounters a reduction in headwind, sink rate will increase because the aircraft suffers a loss of airspeed. At a constant thrust setting, the only way to regain lost energy is to convert altitude into speed, precisely what the aircraft will attempt to do. Conversely, encountering a stronger headwind component causes

the airplane to rise above the previously-stable glidepath, tempting the pilot to reduce thrust and lower pitch attitude, perhaps creating an excessive sink rate. Approaches Wind shear on approach is a poisonous brew requiring prompt, strenuous correction. If sink rate increases near the ground, the pilot should immediately go to TOGA (takeoff/goaround) power and increase pitch attitude until the stick-shaker activates, easing off only after achieving a positive rate of climb and an altitude that will clear all looming obstacles. This is no place for hesitation. Should the approach become unstabilized, either from airspeed excursions or piloting inputs against the wind shear, it’s better to go around and make another attempt, rather than cross the threshold with 20-knots extra airspeed or, worse yet, 20 knots loss of speed and a heavy rate of sink toward the approach lights. Again, prompt piloting action is required. Any second attempt should be flown with regard to the wind shear action seen with changing altitude on the first approach.

One technique that can be used to maintain a safe energy state in turbulent conditions is to fly to maintain a constant groundspeed readout. Varying thrust aggressively to keep groundspeed steady keeps the aircraft moving down the glideslope in a relatively stabilized condition, even as it encounters wind shear during descent. Taking off with thunderstorms in the vicinity of the airport is asking for a wind shear encounter, reached either horizontally, as one approaches outflowing surface winds from the storm, or vertically, as wind speed changes during climbout. The aircraft is typically heavy, already using max power, and in an energy state leaving little reserve to sac-

rifice. Flying into an increasing headwind is beneficial, as climb gradient will steepen, while losing speed during the climb will make it more difficult to meet minimum gradient profile. Be alert for wind shear advisories during weather briefings, shown as “WS” notes in terminal forecast remarks and pilot reports. The “WS” label is followed by an altitude and the wind’s speed and direction, which can be compared to the reported surface wind to see the apparent change to be expected during departures and approaches. Supplying pilot reports of speed loss during climbout or descent is most helpful, more so than just asking “is everyone making it in?” A preceding aircraft may have escaped the full brunt of the windshear, while your approach can be in peril. Leaving a report of “20 knots airspeed loss at 2,000 feet” warns the next crew of what to expect on their approach, and to be ready. The worst-case scenarios are those with convective weather in the area, particular with mature storms in their dissipating stage producing strong outflow winds. These situations are variable, minute by minute, as individual storms move relative to the runway in use. It helps to stay in visual conditions, both to see the rain shafts and observe blowing wind indicators and tossing trees, and to maintain attitude control when fighting turbulence. Wind shear alert is available at some airports, with perimeter wind detectors able to show varying winds at opposite sides of the field. If the tower controller broadcasts a wind shear alert from this information, take it as a sign that things are getting dicey. Wind shear, whether encountered up high in jet stream country or near the ground during terminal area operations, requires caution. This is serious flying, not systems monitoring, so be prepared to assume full PIC duties.

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REACT

Wind shear requires prompt, strenuous correction.

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SAFETY SENSE

DECISION MAKING

FACT-BASED DECISIONS

T COLLECT

Data collection plays a vital role in assessing the causes of accidents and incidents.

he phone in the office of Capt. Johnson, the Safety Manager at a leading executive aviation company, rang again. It had been ringing all morning and the last thing Capt. Johnson needed before lunch was another interruption. He was trying to finalize the quarterly safety statistics which showed another steady improvement in the level of safety in the operation. The powerpoint slides

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with the identified hazards and the associated risks including the mitigating activities told the story of a professionally managed operation. Reporting Capt. Johnson lifted the receiver. On the other end was his assistant, First Officer Jackson. He was very excited and spoke quickly. ‘We almost lost an aircraft yesterday!’ He had just received

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

an Air Safety Report from the crew about an EGPWS activation followed by a successful escape manoeuvre. While following an instrument departure out of their homebase the crew had entered the transition altitude in the altitude pre-selector instead of the cleared flight level. The autopilot had captured the altitude which both pilots had acknowledged. A few minutes later, as the aircraft was approaching high ground South of the airport, the EGPWS had activated with ‘Terrain, terrain’ followed by ‘Whoop whoop, pull up, pull up’. The pilot flying reacted immediately and initiated an escape manoeuvre by climbing steeply. The aircraft cleared the high ground, but not with a big of margin. Had the crew waited a few seconds longer the aircraft would probably have been lost. Understanding Captain Johnson reacted with disbelief. How could two experienced pilots, both of whom he knew personally, and considered to be both reliable colleagues, as well as good personal friends, make such a silly mistake? And this when flying out of their

homebase! Surely there was some misunderstanding, some easy explanation for this incident. He told his assistant that he would personally take charge of the investigation of this incident. Immediately he called the captain of the incident flight. Capt. Johnson wanted answers to the question ‘who? and why?’. The next management meeting was in 2 days time and this incident would most likely be the number 1 topic at the meeting. Capt. Johnson needed to ask the right questions quickly, because the Accountable Manager needed a complete and meaningful answer. The story above is not entirely fictional, but the circumstances which Capt. Johnson faces are typical of a business aircraft operator for whom safety management is not a full-time occupation, but an additional function performed by somebody who is mainly engaged with other tasks. Deciding The Accountable Manager, in cooperation with his management team, needs to allocate the few resources available to those issues which increase the level of safety consider-

ic methodological approach and requires from practitioners skills which are not acquired by pilots during line flying operations or during daily flight operations management tasks. Such skills are often in short supply with smaller aircraft operators where the number of incident investigations is low. But even larger organizations for whom incident investigation is a regular process, can have deficiencies in this area. The recently published review of the Australian Transport Safety Bureau’s (ATSB’s) accident investigation methods performed by the Transportation Safety Board of Canada (TSB) resulted in 14 safety recommendations. Among the recommendations was a call for an improvement in data collection methods in order to establish a solid evidentiary base for the investigation. Insufficient information had prevented proper analysis of a number of key aspects of ATSB cases. In addition the TSB criticised the lack of a formal iterative process which would have identified the lack of information and would have caused the ATSB to question incorrect conclu-

an investigation has to be identified early on in order to ensure that missing data can be collected before it is forever lost. The longer an investigation takes, the higher the risk that data is no longer available. Investigating incidents and accidents is an iterative process. As the investigation proceeds and new analysis identifies the need for further analysis, good investigators continually review the data collection plan. Timely and comprehensive data collection provides the basis for valid analysis. By rigorously following a process of reviews with either higher level management or with an external party assures that critical questions are asked and deficiencies in the analysis or data are identified and acted upon. Safety Success Accident and Incident investigations provide decision makers not only with valuable data, but by putting data into the right context, generate meaningful information. Such information is used by risk analysts to explore the underlying logic of the occurrence and generates knowledge. Decision makers then use such knowledge to allocate resources to those recognised areas of attention, which promise to ensure safety success. By providing solid fact-based knowledge, Capt. Johnson can support the Accountable Manager in the difficult task of allocating resources to the right task. The pursuit of safety thus becomes a business success story by minimizing flight risks and maximising return on investment.

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ably. It is a difficult task to take decisions on the allocation of resources, a task made even more difficult if it is not supported by a solid knowledge on the safety status of the operation based on fact based knowledge. Aviation professionals have always used techniques to reduce the risks to the minimum. Formal Safety Management though follows a scientif-

sions derived from incomplete data. A formal second-level review was missing in the investigation process which would have assured that deficiencies in the investigation process would have been given the proper attention. The ATSB also criticised the speed at which the investigation was conducted. Safety relevant data is often perishable. Incomplete data collection at the start of

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.

DATA

Australia’s Transport Safety Bureau (ATSB) has looked at various measures to improve its data collection.

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INSIGHT

upersonic Business Aviation is getting closer every day, largely thanks to the people at Aerion who believe in the dream despite considerable scepticism and a challenging regulatory environment. In fact it’s not just about believing, indeed, Aerion are pushing the project forward and thanks to a partnership with Airbus are confidently progressing through the sourcing and specification of propulsion systems, structures, avionics and equipment. Since last year Aerion is also working with a revamped aircraft design which retains a supersonic natural laminar flow wing, but has a larger cabin, with cross-section dimensions roughly equivalent to those of today’s longrange business jets. The Aerion AS2 as it’s now called has also moved from twinjet to trijet configuration and that brings a number of benefits, especially for runway performance, external noise properties, and maximum range. Looking to the specifics there’s a fuselage length of 160 feet and maximum takeoff weight of 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.

MISSION

Ernest Edward, SVP Aerion is dedicated on bringing the benefits of Supersonic to customers around the world.

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WITH ERNEST EDWARDS, SENIOR VICE PRESIDENT AERION

IT’S A MATTER OF TIME

Balanced field length is 7,500 feet when fully fuelled and the expectation is that operators will be able to routinely operate at takeoff weights below 100,000 pounds while retaining transAtlantic 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. With a lot of the details falling into place it’s time to focus on sales which is where Ernest (Ernie) Edwards, come in. He’s one of Business Aviation’s most accomplished executives, and was recently appointed as Aerion’s Senior Vice President and Chief Commercial Officer. At EBACE we felt it was time to sit down with him to find out his take on why it’s the right time to bring Supersonic Business Aviation to the market. BART: Now that you have reached an agreement with Airbus, do you think that the job of selling the AS2 is considerably easier than in its previous iteration? Edwards: There is no doubt that the cooperation agreement with Airbus has added a level of comfort to our program, but that’s not the only news that will help in selling the AS2. The additional range, improved short-field performance, and larger cabin requested by potential customers will certainly help.

BART: One of the drawbacks for this aircraft is the restriction on flying supersonic over land in the US. Do you think that there’s nonetheless a strong case for the AS2? Edwards: Oh yes. Depending on the terrain you are flying over, it’s possible to fly at speeds around Mach 1.15 due to the “boomless cruise” capability of the AS2, and we think that once demonstrated, flight at these speeds will be accepted over the U.S. Even so, flying over land at Mach .95 and then accelerating to 1.5 Mach will still save several hours on many, many city pairings. BART: Are you hopeful that the regulations will keep up with the technology and that one day, supersonic over land will be possible? Edwards: We are watching regulations very closely for obvious reasons. In some parts of the world supersonic flights are not out of the question. It’s the sonic boom that is the issue. The key will be to demonstrate the ability to fly above Mach 1 without a boom reaching the ground. That satisfies current ICAO regulations, and we would hope that the U.S. would come into conformity with those. BART: Aside from the “wow” factor of owning a supersonic aircraft, will you be making the case that the time savings this aircraft brings will help businesses save money? Edwards: It’s all about TIME. Time is the one thing you can not put a

price on. This is a working tool to get you there first, get you there fast and get the business done before someone beats you to it! The AS2 would save the typical long-range business jet traveler more than 200 hours flight time a year. That’s a lot of time and a MASSIVE productivity increase. BART: Are you in a position yet to say anything to customers about operating costs, and if you’re not won’t this make it very difficult for initial customers to come on board? Edwards: We have been asked this question a lot. The fact is that we know we must compete with aircraft at the upper end of the business jet spectrum. While we may end up slightly

more to operate purely on an hourly basis, the miles traveled each hour are vastly different. That’s where we level the playing field in our favor. BART: At a time when more and more people are concerned about the environment, won’t the fuel consumption of a supersonic aircraft put many customers off? Edwards: We don’t expect that will be the case. There are even larger aircraft than ours flying today, that will still be flying tomorrow that burn more fuel than we will be. Again, the owner will be burning fuel for a shorter time than some of the very, very large cabin aircraft that we see in operation today.

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DIMENSIONS

The Aerion AS2 will have a 30 foot cabin and a range of over 5,000 nautical miles.

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MAINTENANCE ADVICE

By Paul Walsh

ilots aren’t the only people concerned about volcanic activity – maintenance crews are becoming more vigilant about the damage ash can cause to inlets, windows and engines. But as George Kleros, Senior Vice President JSSI points out, communication between pilots and maintenance personnel won’t always be adequate meaning that mechanics might not be aware that an aircraft has been flying close to ash clouds. “Then they might only look for certain things, which is why we try to keep our maintenance clients up to date on volcanic activity.” He also says that volcanic ash is more of an issue today because engines are more efficient.

EXPERTISE

JSSI advises all of its clients on how to deal with volcanic ash.

“Thirty years ago engines could tolerate some volcanic ash. Nowadays the tolerances are tighter, engines have to comply with fuel and noise requirements. You can stick your baby finger into the holes on combustion liners in older engines. On today’s engines they’re microscopic, in fact they’re drilled with lasers.” So if the slightest particle gets in, it will disturb the entire flow of the engine. “The fuel and air mixture won’t be right, which can create burn spots causing a lot of damage. The old advice was to use a compressor wash but if you do that on today’s engines it will turn to cement. ” So what should maintenance professionals do? “Go to the OEM, go to special procedures. Perhaps you might need to borescope. There are some basic things you can do to avoid getting into a lot of trouble.”

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JSSI

AVOIDING DAMAGE FROM VOLCANIC ASH

Danger And while there is little consensus on how dangerous volcanic ash can be: various examples show that it certainly poses a risk. “An airplane was performing slowflight mapping over Papua New Guinea hundreds of miles away from volcanic activity. But the engines shut down: the aircraft went from about 32,000 feet to 19,000 before the first engine relit. They got the second engine relit at 13,000 feet. It was a Gulfstream G2, an older engine which is less susceptible to particles. But they still had a duel engine flameout.” “After troubleshooting they discovered that fine particles had jammed into one of the filter baskets and a sensor told the fuel control that there was no airflow, so it shut the fuel off. There’s no consensus on how danger-

ous ash can be, but I know there are at least two pilots who have strong opinions about it.” It’s also worth noting that volcanic ash is only one of the areas that JSSI advices its clients about. “Preservation is a big issue,” says Kleros. “It came up a lot during the economic downturn when people were flying less. If you have an airplane in maintenance for an extended period, say 18 months, you have to preserve the engines. You have to start them up every two to three weeks, rotate them, or you have to physically seal them and look after fuel preservation. If you’re not careful you might end up putting an engine into overhaul after a long inspection.” Corrosion is also something to watch out for. As Kleros points out if an aircraft doesn’t fly, condescension will build up inside the fuel tanks and stay concentrated there. “Flying sucks out all of the moisture, so if you don’t do it you’ll have a problem.” This means the advice for avoiding corrosion is quite simple: fly the aircraft for at least an hour once a month. “A pilot needs to take the airplane up, run the flaps, run the engine, exercise it and land it. It sounds like a lot of expense on fuel but in the long run you’re avoiding corrosion and saving money.”

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ROLL OUT

FALCON 5X

DASSAULT ROLLS OUT FIRST FALCON 5X

GREEN

The Falcon 5X is one of the most environmentally friendly long range jets.

t’s been a long time coming but finally Dassault’s 5X has arrived as the flexible environmentally friendly, technically advanced, large, long range jet. Presented last month at Dassault’s Bordeaux-Mérignac final assembly facility before an audience of 400 customers, operators, suppliers and certification authority representatives, it will offer the largest cabin cross-section of any purpose built business jet. And its 5,200 nm (9,630 km) range will permit it to connect the majority of the world’s most heavily travelled city pairs. Yet the new twinjet will be more fuel efficient than any other business jet in its category and will feature an approach speed of 105 knots – down in the turboprop range – offering more airport options for business jet operators. Announced at the National Business Aviation Association Convention in Las Vegas in October 2013, the Falcon 5X will be equipped with a new ultra-efficient wing, an advanced digital flight control system derived from the Rafale fighter jet and a brand new Snecma Silvercrest

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engine offering 15% better fuel efficiency than any other powerplant in its thrust class. Other new features include a redesigned cockpit equipped with the third generation of Dassault’s award winning EASy flight deck and state of the art aircraft and engine health monitoring systems. “The Falcon 5X was designed to answer operator demand for an aircraft in the 5,000 nm range that could provide more space and comfort than existing large body jets while combining the handling qualities, the low speed performance and operating economics which are the hallmark of Falcons,” said Eric Trappier, Chairman and CEO of Dassault Aviation. “Customers have already responded to the new aircraft with enthusiasm and we expect it to become every bit as popular as the 7X, the fastest selling Falcon we’ve ever built.” Final assembly and testing of the Falcon 5X is taking place at the Mérignac facility near Bordeaux (France), which has seen the delivery of more than 8,000 Dassault civil and military aircraft, including 2,300 Falcons, since it opened in 1949.

The first 5X was powered up and started system ground tests last autumn. It was joined by aircraft no. 2 earlier this year. Testing on the global simulation bench, which replicates the 5X’s main systems, is well advanced and the static and fatigue test campaign on a dedicated airframe has begun. Testing of the Falcon 5X’s Silvercrest engine is also progressing, both on the ground and on Snecma’s flying test bed. Cabin According to Dassault very element of the Falcon 5X cabin has been rethought and restyled, resulting in a contemporary and harmonious look that reinforces a high level of comfort. The Dassault Interior Design Studio was involved from the earliest stages of the development program. A high design priority was to create flowing, uninterrupted lines to enhance the feeling of space. To achieve this goal, the design team’s main task was to de-clutter the cabin. The new lean and light cabin seat design is emblematic of this concept. Dassault designers paid attention to every detail, creating hidden compartments for electronic devices and electrical chargers and designing LED signage that is invisible when not illuminated. More natural light will flood the cabin thanks to 28 windows that are significantly larger than on previous Falcons. The galley will even feature a ‘sky light’ – another industry first –, providing additional brightness in a part of the cabin that is usually devoid of natural light. The cabin will be equipped with FalconCabinHD+ one of the most innovative cabin management systems available. The system, developed in cooperation with Rockwell Collins, uses the latest fiber optic network to distribute crisp, high-definition audio and video content throughout the cabin. It gives passengers total control of the cabin systems in one easyto-use solution. The aircraft’s maiden flight is anticipated before the end of the summer.

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