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158 - SEPT - OCT - 2015

OUR 27th YEAR

Engines Doing More with Less page 58

THE P E RF ECT BALANCE OF

BI-MONTHLY / SEPTEMBER - OCTOBER / POSTING OFFICE BE 1380 LASNE

CO MFO RT AND E FF I CI E NCY

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

TRAINING GOING BACK TO SCHOOL page 52

RUSSIA BUSINESS AVIATION FACING SANCTIONS

page 48

A WANING APPETITE FOR PRIVATE JETS

page 40

CITATION LATITUDE EXPERIENCE A NEW KIND OF MIDSIZE JET A stand-up, flat-floor cabin, superior standard features and cost advantages that competing jets just cannot match.

See it at Cessna.com.

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©2015 Textron Aviation Inc. Cessna’s logo, Cessna, Citation and Citation Latitude are registered trademarks of Textron Innovations Inc., used by permission.

MOSCOW…Business Goes On at Jet Expo 2015 page 30

Our InStructOrS

MAke All tHe DIFFerence

Benefit from our instructors’ Wide range of experience • Highly Experienced Pilots • Skilled Maintenance

Customers come to FlightSafety for our advanced-technology training systems; our efficient, effective learning environment; our global Learning Center network; and our unrivaled Customer support. They keep coming back, time after time, for our knowledgeable, experienced instructors. They are, simply, the best in the business.

Our instructors are dedicated to earning your trust by providing the highest quality professional aviation training available today.

Technicians • Accomplished Cabin

Professionals • Experts in Scheduling

and Dispatch

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

Direct To the Fast Lane One of the many perks of SBAS Enhanced vertical accuracy from SBAS allows APV/LPV and LNAV/VNAV approaches to be designed to lower minimum, often times removing the step-down fixes. This reduces workload while improving safety and fuel burn.

Reducing workload, one the many perks of SBAS. Visit uasc.com to learn more.

SBAS-FMS Family – LP/LPV Monitor, UNS-1Lw, -1Fw and -1Ew

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Upfront From the Editor

WHAT’S BEHIND A NAME? IN THE BUSINESS OF MOVING PEOPLE AROUND, quite a few names are on the inventory. However we have to recognize that some of these brands are predominant and you have to admit that it's not that easy to become a member of the club. Adding your name at the list of celebrities is always a real warpath.

It would have taken uncanny planning to predict that Soichiro Honda, a poorly educated Japanese mechanic with a reputation for youthful recklessness would be the first to turn the trick. Even as a toddler, Honda had been thrilled by motorcycles, fast cars and airplanes.

Even so that Soichiro once borrowed one of his father's bicycles to see a demonstration of an airplane made by pilot Art Smith, which cemented his love for machinery and invention.

And this is how a British motorcycle manufacturer incredulously described a disassembled Honda motorcycle in the early sixties: "It is made like a watch and it's not a copy of anything." Employing more than 7,000 employees, the Honda manufacturing producing a precision mechanism was setting the pace for the motorcycle industry of the world. Bossman Honda, born in 1906 on the wrong side of the rice paddy, attended school for only eight years before quitting to become a mechanic. In 1964, Honda guzzled up 65 percent of the motorcycle market in the United States and an incredible 30 percent of the World market. As president of the Honda Motor Company, Soichiro Honda turned the company into a billion-dollar multinational that produced the

best-selling motorcycles in the world. Honda remained president until his retirement in 1973, where he stayed on as director and was appointed "supreme advisor" in 1983. His status was such that People magazine placed him on their "25 Most Intriguing People of the Year" list for 1980, dubbing him "the Japanese Henry Ford."

It's in 1986 that Honda started research in Japan on both small aircraft and Jet engines. Even so, aircraft are not motorcycles and faraway from the Sixties, disciplined to perfection, Michimasa Fujino took the helm of the aircraft activities, becoming the founding president and CEO of the Honda Aircraft Company in August 2006. Like Soichiro Honda, Fujino was fascinated by flight at an early age, but that's where the resemblance ends. He joined Honda R&D Co with a degree in aeronautical engineering from Tokyo University and his clean sheet design for an advanced light jet led to the development of Key Honda technologies and concept like the HondaJet Over-The-Wing Engine mount. He also developed a new natural laminar flow wing and fuselage nose as well as new application concept in composite structure contributing to a lighter airframe.

These three innovations combined induced an atypical aircraft, something that we were eagerly waiting for many years now.

With a provisional FAA type certification in his pocket, Michimasa Fujino has just to gain the acceptance of the operators. I believe it should not be too difficult with the Honda heritage.

"A brand for a company is like a reputation for a person. You earn reputation by trying to do hard things well."

Jeff Bezos

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

SEPTEMBER - OCTOBER - 2015 Volume XXVII - No 4 BART No 158 WWW.BARTINTL.COM

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 MARKETING Titi Kusumandari Marketing Manager tkusumandari@bartintl.com

SECTIONS 3 EDITORIAL 6 POINTER 8 FAST TRACK 22 TRANSATLANTIC UPDATE 28 BUSINESS NEWS

CONTENTS 30 RESILIENCE IN RUSSIA This year’s Jet Expo promises to showcase the resilience of the Russian market.

44 ROTOR REPORT Mark Huber reports on the latest trends among Russian rotorcraft buyers.

52 FLIGHT TRAINING Flight Simulators have improved dramatically in recent years. Kirby Harrison reports on the latest technology.

58 ECONOMIZING ENGINES More power with less fuel: that’s the key to a successful engine to today’s environment. Read our special report on engines to find out more.

62 WEATHER RADAR The latest developments in weather radar can and do save lives as Steve Nichols reports.

66 PILOT DISCIPLINE Self discipline is the key to safe flying says LeRoy Cook in his latest installment “from the cockpit”.

70 MAINTENANCE MATTERS There’s now a range of technology on offer for engine noise reduction. Bernard Fitzsimons looks at the main players.

80 A NEW REGISTRY We visit Shannon, Ireland to learn about an exciting new registry that’s tailor made for business jets.

OUR ADVERTISERS AND THEIR AGENCIES

Member

19 27 9 13 23 69 2 17 51 41 7 71 15 79 39 57 25 43 11 73 84 83 37 29

Avfuel Corporation Concorde Battery Corporation CAE Dassault Falcon (PUCK L'AGENCE) Duncan Aviation EBACE 2016 FlightSafety International (GRETEMAN GROUP) Garmin GCS Safety Solution Geneva Airpark SA Gulfstream Aerospace Corporation Hubbard Aviation Technologies Jet Aviation JetNetLLC Jet Expo 2015 Jet Support Services Inc (JSSI) NBAA 2015 Rockwell Collins ARINCDirect Rolls-Royce Textron Aviation Customer Support (Sullivan Higdon & Sink) Textron Aviation Jet Sales (Sullivan Higdon & Sink) Universal Avionics Systems, Corp.

Universal Weather and Aviation, Inc West Star Aviation Inc.

OUR COVER Seating from 8 in VIP version to 108 in regional transport configuration, the "fly-by-wire" Sukhoi Superjet 100 is a sporadic example of the Russian Business Aviation industry in action.

HERITAGE Russia's proud aviation tradition is still a force to be reckoned with. BE-200 Amphibian (pictured).

BART International Business Aviation Real Tool, Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596. Printed in Belgium and published by-monthly by Société Anonyme Frankie&Lette 20 rue de l’Industrie at BE1400 Nivelles, Belgium.

Phone +326 788 3603; Fax +326 788 3623. Email info@bartintl.com. With offices in Texas and Arizona, BART International is governed by the International copyright laws. Single copy USD12.00 our EUR12.00.

Annual Professional Subscription available at USD10.00 or EUR10,00.

Administration and Circulation Titi Kusumandari Email: tkusumandari@bartintl.com International Distribution ASENDIA. USPS 016707 Periodical postage paid. For details call IMS at 1 (800) 428 3003 Belgian Posting Office: BE1380 Lasne Office Manager Paul Walsh Responsible Publisher Fernand M. Francois

POINTER Events

Agenda

Jet Expo Sep 10-12 Moscow, Russia

NBAA Convention November 17-19 Las Vegas, USA

Scheduler & Dispatcher Conference Jan 19-22 - 2016 Tampa Fl, USA

IN SEQUENCE BRIEFING ROOM North Atlantic Ops Trial Implementation of Reduced Lateral Separation Minimum Evolution in aircraft avionics and air traffic flight data processing has driven an initiative to reduce current lateral separation minima over the North Atlantic.

General Aviation (GA) operators have the opportunity to participate in a Reduced Lateral Separation Minimum (RLatSM) trial program going into effect November 12, 2015, on the North Atlantic Tracks (NATs). The goal is to increase capacity on optimal flight routings over the North Atlantic. Long-term benefits include the potential to greatly expand the number of available NATs and boost capacity on preferred routings/optimal Flight Levels (FLs).

Proposed changes Lateral separation on the NATs is currently one degree, or 60 Nautical Miles (NM). The RLatSM trial program reduces separation to half a degree. The initial phase of this was the Controller Pilot Data Link Communications reuirements that were implemented earlier within the NATs. On CPDLC-designated routes, specific onboard equipment is necessary in order to operate between FL 360 and 390 on certain airways. Today, it’s still possible to operate outside FL 360-390 CPDLC airways if an operator is not CPDLC-equipped. But, eventually, it’s anticipated that all operators may need to be CPDLC-equipped to fly airways at all FLs within the NATs. Participation in the trial Operators do not need to apply to participate in Phase 1 of the RLatSM trial.

During the time they’re cleared for NAT operations, they may be offered routings with reduced lateral separation, based on PBN equipment listed in section 18 of their ICAO flight plans. Be mindful that flight communications, navigation, and surveillance (CNS) systems must remain operational during flight and crew are required to report any failure or malfunction of GPS, ADS-C, or CPDLC to ATC. To participate in Phase 1 of the trial, operators will be using different equipment – including CPDLC and FANs 1/A. When there’s an issue with this onboard reporting technology, operators must be ready and prepared to go back to voice communications.

If you have any questions about this article or would like assistance with any flight planning needs, contact Mark Miller markmiller@univ-wea.com at Universal Weather & Aviation Inc.

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OUR EXPERT WHEN MAINTENANCE MATTERS HAI HELI-EXPO Feb. 29-March 3 Louisville KY, USA

AERO Friedrichshafen April 20 – 23, 2016 Friedrichshafen, Germany

6 - BART: SEPTEMBER - OCTOBER - 2015

Bernard Fitzsimons has been writing about aerospace for more than 25 years, most of them covering commercial and business aircraft maintenance.

But the technology, the business, the processes and the people remain endlessly fascinating. “There’s always something new to learn,” he says. Despite all the regulations and financial pressures, the pace of innovation remains high, with everything from electric and hybrid propulsion to supersonic business jets on the agenda for the next 10 years. “I look forward to seeing how they pan out – and whatever else the industry comes up with,” he comments.

D

RE A

OU TY

O S UP P O R T Y

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CONFIDENCE IS

ARNED

For 13 consecutive years, aircraft owners have voted Gulfstream number one in product support. It is an achievement that inspires our steadfast commitment

ANYTIME. ANYWHERE.

Consider it Done™ ™

and, more importantly, your confidence. When it comes to service experience, choose the best. Gulfstream Product Support: Consider It Done.

To learn more, visit gulfstream.com/network.

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

Gulfstream was recently voted number one in Aviation International News’ annual product support survey for the 13th consecutive year.

JET AVIATION ST. LOUIS LANDS THREE EMBRAER LINEAGES

Jet Aviation St. Louis is performing maintenance on three Embraer Lineage business jets at the same time – a first for the aviation service center. All three Lineages are based in North America, but represent different owners.

The arrival of the three narrow-body jets — Embraer’s largest business jet — for maintenance over the last week marks the first time Jet Aviation St. Louis has had three in its facility.

“Jet Aviation St. Louis is the first and only Independent Service Center for Lineages in North America,” said Sales Director Aaron Kreissler. “We received the designation from Embraer in 2013 and have performed a variety of inspections and maintenance services on Lineages since then. We’re proud to have three Lineages here at the same time. It demonstrates the depth of our capabilities on narrow-body business jets.”

FLIGHTSAFETY’S GULFSTREAM G280 SIM RECEIVES FAA LEVEL D QUALIFICATION FlightSafety International announces that its second Gulfstream G280 aircraft simulator has been qualified to Level D by the United States Federal Aviation Administration.

Both simulators are located at FlightSafety’s Learning Center in Dallas, Texas.

“FlightSafety is pleased and proud to support the growing number of Gulfstream aircraft owners and operators around the world,” said David Davenport, Executive Vice President. “The Level D qualification by the FAA of the second Gulfstream G280 simulator further enhances the benefits FlightSafety offers and reinforces our commitment to provide the scheduling and training location flexibility our Customers expect and deserve.”

The FlightSafety FS1000 simulator built for the G280 is designed to enhance training and maximize the effectiveness and efficiency of FlightSafety’s latest innovations in technology. They include the VITAL 1100 visual system, electric motion cueing, and new Instructor Operating Station. The FS1000 features tightly integrated computer hardware and software across subsystems which allow for more accurate and higher fidelity simulation than found in other current and previous generation simulators.

DUNCAN AVIATION DROPS AOG FEES Duncan Aviation has announced that the company will no longer charge AOG fees for aircraft parts and exchange orders, including parts shipped directly from Rockwell Collins or Honeywell.

“Our customers know they can contact Duncan Aviation Parts and Rotables Sales and receive emergency parts and exchange services 24 hours a day, including after hours and on weekends,” says Chris Gress, Duncan Aviation Parts and Rotables Sales Manager. “Now they can get these parts without added AOG fees.”

After examining the current market and listening to customer requests and needs, Gress says the decision was made to drop the added AOG fees.

“It eases the customer burden in an already stressful situation,” he says.

This change applies to all units shipped directly to the customer from Duncan Aviation, Rockwell Collins and Honeywell.

8 - BART: SEPTEMBER - OCTOBER - 2015

At CAE, we understand flight training can be challenging and demanding.

But we believe the rest of the experience shouldn’t be. That’s why we offer convenient and enjoyable locations, unsurpassed service, and tailored programs and schedules that meet your needs. So work with the people who work with you. CAE. Elevate your training.

TrainWithCAE.com

©2015 CAE. All rights reserved.

COMLUX AMERICA COMPLETES 9th VIP INTERIOR COMPLETION Comlux America, the Completion and Services center of the Comlux Group based in Indianapolis IN, has just completed their 9th VIP interior completion on an Airbus ACJ320 aircraft. The Airbus Corporate Jet was completed for a private customer. This is Comlux America’s 4th ACJ interior completion overall since becoming an authorized service center for Airbus in 2010.

The VIP interior of the ACJ320 features a modern interior balanced with a classic European flare. Comlux Creatives led the design under the direction of Lauri Church and in partnership with Fiona Riddle of In Flight Cabin Solutions, the customer design representative. Throughout the cabin, the style and colors are very elegant, with various shades of white and cream that contrast beautifully with the dark veneer. “We worked closely with the customer and his family to create a beautiful, modern interior that has a residential feel, stated Fiona Riddle. “Each area has its own unique elements, while maintaining a muted color palate to allow the flow between rooms to feel natural and relaxing.” The interior was designed to maintain comfort and has a family friendly environment.

HONDA AIRCRAFT COMPANY RECEIVES MULTIPLE ORDERS AT LABACE

TEXTRON AVIATION BOLSTERS SUPPORT IN LATIN AMERICA

The HondaJet, the world’s most advanced light jet, made its first public appearance in South America as part of LABACE 2015, Latin America’s largest Business Aviation show, which ran from Aug. 11 to 13 at the Conghonas Airport in São Paulo. The HondaJet was met with an enthusiastic welcome from business and private jet users with Honda Aircraft Company receiving multiple orders for the HondaJet after the first day.

“We are extremely pleased with the early response to the HondaJet by customers in South America,” said Honda Aircraft Company President and CEO Michimasa Fujino. “In addition to receiving multiple orders, many more individuals at LABACE have expressed interest in the HondaJet, saying they are impressed with its class-leading performance, comfort, fuel efficiency and overall fit and finish.”

Textron Aviation has announced at LABACE that it has expanded its relationship with longtime channel partner TAM Aviação Executive (TAM) with the approval of its Jundiai, Brazil, facility as an authorized service facility for Beechcraft King Air turboprops. The company expects to authorize additional TAM facilities for King Air support in the coming months.

“Through a relationship spanning more than 30 years, TAM is a long trusted partner with a proven track record of providing quality maintenance and excellent service to our customers,” said Bob Gibbs, vice president, Sales, Latin America and Caribbean.

“With King Airs being the largest population of business turbine aircraft in the region and TAM’s extensive footprint in Brazil, this latest authorization provides this large customer base an even greater level of convenience and support.”

10 - BART: SEPTEMBER - OCTOBER - 2015

rolls-royce.com

CorporateCare®a global liquid asset

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

Trusted to deliver excellence.

CESSNA CITATION M2 REACHES NEW HEIGHTS WITH HIGH-ELEVATION AIRPORT CERTIFICATION Cessna announced at LABACE that the Cessna Citation M2 business jet has received certification to operate at airports with an elevation up to 14,000 feet.

“Further proving the Citation M2 is unmatched in its class, it now holds high-elevation airport certification,” said Chris Hearne, vice president, Jets. “This allows customers operating out of high-elevation airports, like many found throughout Latin America, to do more with their aircraft Within Latin America, for example, the Citation M2 can now operate with non-stop reach from places such as La Paz, Bolivia, to Quito, Ecuador; La Paz to Sao Paulo, Brazil; or La Paz to Buenos Aires, Argentina.

StandardAero MOBILE SERVICE TEAMS SURPASS 5,000 CUSTOMER SERVICE DISPATCHES StandardAero Business Aviation recently achieved a significant milestone, surpassing 5,000 Mobile Service Team (MST) customer dispatches to support operators with services and repairs in the field. Since formally tracking MST dispatches in late 2009, StandardAero is now averaging between 800-1,000 field service events annually. Increased volume in the last two years demonstrates the more recent growth and demand for business aviation services and realtime, on-site and in the field needs of today’s operators.

“StandardAero’s mobile support and services also extend globally,” explained Marc McGowan, President of StandardAero Business Aviation. “We have supported customers in the U.S., Canada, Mexico, Central and South America to include such places as Guatemala, Colombia, Chile, Brazil and Uruguay.

We have also supported customers in exotic locations such as French Polynesia — as well as some very challenging places like Iceland and Morocco.”

StandardAero’s strategically positioned MSTs provide customers with greater flexibility, while reducing costs and downtime.

Through the use of these teams, the company provides maintenance and repair capabilities to customers twenty-four hours a day, seven days a week.

UAS INTERNATIONAL TRIP SUPPORT STRENGTHENS PRESENCE IN APAC UAS International Trip Support continues to develop its reach and footprint in the bustling business aviation market of Asia Pacific.

Three new strategic partnerships with FBOs and service providers in Vietnam, Japan and Bali show UAS establishing a stronger foothold in the region. Preparing for the significant growth the continent’s general aviation industry is forecasting over the next two decades, UAS has moved to strategically strengthen its service levels in Asia-Pacific to meet this demand. Further expanding its ground presence, UAS has announced T&T Aviation as its preferred partner for commercial aviation in Vietnam. The specialist in ground handling and other aviation services has direct access to all airports in Vietnam. This partnership also means UAS will have a dedicated onsite supervisor to serve flights at all airports. Additionally, the result of this partnership will be reduced costs for the client, improved quality control and a more reliable service all-round.

12 - BART: SEPTEMBER - OCTOBER - 2015

TWO WAYS TO CONQUER THE WORLD.

Now you have two choices for superior, ultra-long-range capability. The 5,950 nm Falcon 7X—the fastest selling Falcon ever (and with good reason). Or the new, 6,450 nm Falcon 8X, destined to become a favorite of world travelers. Both have the awe-inspiring ability to fly long distances from short and challenging runways such as Aspen and London City. The 8X is more than three feet longer, with over 30 cabin layouts. Fly far. Fly in comfort. Achieve more.

WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600

HONEYWELL PREPARES DASSAULT CUSTOMERS FOR UPCOMING MANDATES

SPLIT SCIMITAR WINGLETS EASA APPROVED FOR BOEING BUSINESS JET

Honeywell Aerospace is making it easier for Dassault customers to meet the Federal Aviation Administration's upcoming safety mandates with a new Future Air Navigation System (FANS) aftermarket certification. With the certification, all Falcon 900 and 900B operators will be able to easily upgrade existing cockpit technologies with the communication and navigation system, enabling them to fly more efficient routes and save fuel.

This certification for the Falcon 900 series marks a milestone for legacy aircraft as it becomes the first aftermarketcertified FANS system for Honeywell legacy cockpits.

Operators will now be able to retrofit compliant technology into existing hardware, instead of completely upgrading cockpit systems, which makes meeting the 2020 mandates deadline more cost-effective. The FANS system also equips Falcon 900 and 900B pilots to take advantage of the North Atlantic Track System - the trans-Atlantic flight paths set every day based on wind conditions - to optimize flight time and fuel savings, and help lower operational costs.

Aviation Partners, Inc. (API) announced that the European Aviation Safety Agency (EASA) recently granted Supplemental Type Certificate (STC) approval for the Split Scimitar Winglet (SSW) retrofit on BBJ aircraft.

The approval was granted to Aviation Partners Boeing (APB), a joint venture between API and The Boeing Company, on July 28th, and comes on the heels of FAA STC approval which was announced at the EBACE Convention earlier this year. Boeing Business Jets also announced at EBACE that the SSWs are now standard on new 737NGbased BBJ aircraft.

Using a newly patented API design, the SSW program completely redefines the aerodynamics of the existing Blended Winglet. The retrofit to the existing Blended Winglet consists of adding a new Scimitar-tipped large Ventral Strake, beef up of internal winglet structure, and replacement of the aluminum winglet tip caps with new aerodynamically shaped Scimitar tip caps. The unique feature of the SSW is that it builds on the existing Blended Winglet design to provide a dramatic performance improvement without increasing the existing wing span. For long-range BBJ operations, the SSW will provide a drag reduction, and corresponding range increase, of two plus percent over the current Blended Winglet configuration.

SATCOM DIRECT’S GLOBAL VTSM APP NOW AVAILABLE ON ANDROID Powered by the Satcom Direct Router (SDRTM), GlobalVT is the first app that enables passengers to use their number on their smartphone, in-flight, anywhere in the world. Now, the GlobalVT mobile app is available for Android, delivering access to this revolutionary service to more smartphones across the globe.

Satcom Direct is continually delivering connectivity enhancements that aircraft operators want, particularly enabling use of smartphones in-flight, just like on the ground, and expanding this unique capability from iPhone to Android.

Powered by the proprietary GlobalVT service and the exclusive SDR, passengers are connected to the appropriate network coverage, facilitating calls and SMS text messages during all phases of flight from taxi, to takeoff, to landing.

The GlobalVT service provides crisp, clear connections through its innovative voice codec developed specifically for satcom calls.

14 - BART: SEPTEMBER - OCTOBER - 2015

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

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

DASSAULT SYSTEMES PARTNERS WITH NATIONAL INSTITUTE FOR AVIATION RESEARCH Wichita State University’s National Institute for Aviation Research and Dassault Systemes will partner on an advanced manufacturing center on the Innovation Campus.

The 3DExperience Center, which will be located within the Experiential Engineering Building, will focus on enabling advanced product development and manufacturing of next generation manufacturing materials and technologies. The center is expected to open in the fourth quarter of 2016.

The center will employ students and up to eight staff from Dassault Systemes, a global company serving 190,000 customers in 12 industries and 140 countries. The center will be available to industry and for university research and coursework.

BLACKHAWK MODIFICATIONS, P&WC COMMEMORATE 1,000TH PT6A DELIVERY Senior executives from Blackhawk Modifications, Inc., and Pratt & Whitney Canada has commemorated their 16-year collaboration and 1,000th engine at EAA AirVenture Oshkosh.

P&WC leaders noted that “Blackhawk has earned a rock-solid reputation for providing value-added conversion solutions to its customers. Because our PT6A engine has played such an important role in Blackhawk’s remarkable success, we are particularly pleased that the 1,000th engine will be used to support an evolving business venture of selling converted aircraft.”

A King Air C90 with the milestone engine installed was offered for sale and was one of the aircraft on display in the Blackhawk exhibit (307) at AirVenture Oshkosh.

BLR AEROSPACE TAG AVIATION ASIA ADVANCES TO IS-BAO STAGE 3 Aviation Asia has ANNOUNCES MULTIPLE SALES TAG demonstrated its comBLR Aerospace has announced the first sales of its new Whisper Prop propeller system. Seven propeller systems have been ordered, and the first, for a King Air 90 GTi, was delivered in May. All of the U.S.- and European-based corporate and private use operators who purchased Whisper Prop are already flying with BLR Winglets.

When used together, Winglets and Whisper Prop maximize a range of performance gains while also delivering significant noise reductions. The systems may also be installed independently.

16 - BART: SEPTEMBER - OCTOBER - 2015

mitment to safety by successfully achieving International Standard Business Aircraft Operations (IS-BAO) Stage 3 certification, the highest recognised standard from the International Business Aviation Council (IBAC). The Hong Kong-based operating centre also renewed its accreditation to the Wingman Wyvern safety program earlier in this year As a global aviation business operator, TAG Aviation Asia has demonstrated its compliance to the performance based IS-BAO code of best practice by meeting ‘base line’ requirements, with on-site third party audits that verify its crew members and staff are actively participating in the safety documentation and that the processes required in planning and conducting its operations are maintained. This achievement makes TAG Aviation Asia the first business jet operator to become Stage 3 accredited in the greater China region.

How to fire up your panel when your gauges have run out of steam.

With the Garmin G950/G1000 integrated flight deck upgrade, you’ll breathe new life into your Beech 1900D, Twin Commander, Twin Otter, Piper Meridian, Metroliner or Cessna 501 and 525. Besides solving avionics obsolescence issues and improving your dispatch reliability, you’ll ensure your aircraft is equipped for the future, with moving maps, electronic charts, WAAS/LPV approach capability, integrated FMS, ADS-B, traffic and weather links, plus available SVT™ 3-D synthetic vision displays. And you’ll gain increased utility and tangible cost benefits at a fraction of the cost of traditional flight deck retrofits.

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

©2015 Garmin Ltd. or its subsidiaries *ADS-B is not available with Citation 525 installations

G1000/G950 Upgrade

GCS STRENGTHENS AFRICAN PRESENCE AS IT BEGINS CONTRACT IN FIFTH AFRICAN COUNTRY

Great Circle Services, GCS, the Switzerland-based aviation safety consulting company is continuing to strengthen its African presence following the commencement of a consulting role in a fifth African country. The latest contract will see the consultancy providing advice and training to support the undisclosed customer’s preparation for the IATA Operational Safety Audit (IOSA) which will assess the airline’s operational management and control systems. The airline is scheduled to undertake the audit in 2016 and will work with GCS to ensure all the required systems are functioning safely and efficiently This is the fifth African country where GCS has worked in just under four years. It undertook its first contract in Africa in 2011 when based in Kinshasa, the capital of the Democratic Republic of the Congo; it audited three airlines for safety on behalf of a major international humanitarian organization. Subsequent consultancy roles have included training an Egyptian airline’s management across all matters of safety, and working with a Moroccan flight department to improve safety and compliance.

PRO LINE FUSION-EQUIPPED BEECHCRAFT KING AIR 250 AWARDED TYPE CERTIFICATE Beechcraft Corporation has announced that it has received type certification from the Federal Aviation Administration (FAA) for the latest version of its new production Beechcraft King Air 250 turboprop, allowing deliveries to commence this quarter. The upgraded King Air is equipped with the Pro Line Fusionavionics system and new cabin enhancements. The aircraft is making its North American debut at the EAA Airventure in Oshkosh, Wisconsin.

“We are pleased to put the upgraded King Air 250 in the hands of our customers so quickly after announcement two months ago,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design.

“This aircraft brings the latest technology to the cockpit and cabin allowing pilots and passengers alike to experience the Beechcraft King Air in a whole new way. EAA Airventure is a great venue for attendees to experience firsthand the investments we are making in this proven platform.”

CMD’S AML STC PAVES WAY FOR ADS-B AIRCRAFT INSTALLATIONS CMD Flight Solutions’ recent FAA approval for an Automatic Dependent Surveillance-Broadcast (ADS-B) Out Approved Model List (AML) Supplemental Type Certificate (STC) provides aircraft operators with an expanded certification path. The solution includes the installation of Universal Avionics SBAS-Flight Management System (FMS) and Rockwell Collins TDR-94(D) Mode S Transponders. This comes at an opportune time to allow operators to take advantage of Universal Avionics and Rockwell Collins’ ADS-B Out Incentive Package Program.

The companies recently joined forces to bring an affordable, integrated ADS-B Out solution, allowing operators to add the Rockwell Collins TDR-94(D) Mode S Transponders to their Universal Avionics SBAS-FMS installation. In addition to meeting the ADS-B Out mandate, these operators are also able to provision for Controller-Pilot Data Link Communications (CPDLC) and Localizer Performance with Vertical Guidance (LPV), unlike other stand-alone ADS-B Out solutions. Operators should note that this is a limited-time incentive program.

“We are excited to be a part of CMD’s AML STC package that will allow operators an affordable upgrade to ADS-B Out,” said Robert Clare, Universal Avionics Director of Sales. “The CMD AML STC, along with the Universal Avionics and Rockwell Collins Incentive Program, provides a relatively low cost solution that allows operators an effortless path to ADS-B Out equipage,” he added. “The Universal Avionics SBAS-FMS also delivers a solution for other NextGen benefits such as LPV, CPDLC and Performance-Based Navigation (PBN).”

18 - BART: SEPTEMBER - OCTOBER - 2015

Fuel. And so much more.

速

DUNCAN AVIATION JOINS THE ROBOTIC SKIES NETWORK Duncan Aviation, Inc., and Robotic Skies have announced that Duncan Aviation has joined the Robotic Skies network of service centers that are optimized to provide certification, maintenance and repair for the emerging commercial unmanned aircraft fleet. Duncan Aviation adds 17 new locations throughout North America to the Robotic Skies network, raising the global footprint to more than 80 Robotic Skies service center locations around the world.

"Duncan Aviation is considered an industry leader in the manned aviation maintenance world. The company is an authorized factory service center for nearly every major brand of business aircraft, avionics, and engine on the market today. Now, through our service network, Duncan Aviation will bring that same capability and professionalism that has made them so successful to the unmanned aircraft world," said Brad Hayden, President and CEO of Robotic Skies.

BELL HELICOPTER'S AERONAUTICAL ACCESSORIES BRAND ADDS NEW PRODUCT OFFERINGS Bell Helicopter, announced its Aeronautical Accessories brand is now a distributor of several new offerings, including the new Bell 407GX Electronic Standby Attitude Indicator Installation kit, a Rappel Mount and Cargo Deployment kit and a newly developed Bell 429 Baggage Door Hold Open kit.

Additionally, the Federal Aviation Administration (FAA) issued a parts manufacturer approval (PMA) for the manufacturing of the Bell 429 Crew Bubble Window. The crew bubble window provides enhanced viewing capability and vertical reference. The windows are fabricated from state-of-the-art manufacturing processes from high-quality acrylic.

"We continue to expand the Aeronautical Accessories product lineup and certifications to serve our customers around the world," said Jennifer Lunceford, manager of Sales for Aeronautical Accessories. "The new accessories offer operators convenient and safe mission solutions to enhance their performance capabilities."

The FAA-approved Bell 407GX Electronic Standby Attitude Indicator Installation kit provides attitude, altitude, airspeed, slip indication and rechargeable Li-ion battery backup (min. one hour).

WEST STAR AVIATION NOW FITTING HONEYWELL PRIMUS EPIC CDS/R FULL COLOR The new installation will satisfy all of the existing mandates and increase the value of the aircraft.

This LCD glass upgrade provides many benefits to the operator, increasing situational awareness, enhanced features, and information management Improved system reliability and maintainability, reduced weight, electrical power consumption, and future upgrade capability will be recognized by the flight department.

The installation includes: Four new LCD displays, Dual Advance File Graphics Servers (AFGS) and XM graphical weather.

The system is equipped with NZ-2000 FMS 6.1 software WAAS/LPV and TCAS 7.1 All current mandates will be incorporated into the system and most existing line replaceable units (LRUs) are retained, such as radar, air data computers, autopilot, radios and inertial reference systems. Other upgrade options available include radio tuning units, Honeywell Smart Runway/Smart Landing, the L-3 Avionics GH-3900 SIS, ASD-B Out, and CPDLC.

20 - BART: SEPTEMBER - OCTOBER - 2015

PEOPLE Baker Aviation, a full service aircraft maintenance, management and charter company in North Texas, announced that Tim Bowman has joined Baker Aviation as Director of Quality Assurance.

As a skilled aviation manager with more than 30 years of industry experience, Tim Bowman began his career working for the Department of Defense in Oklahoma City at Tinker Air Force base, as a civilian aircraft mechanic. Working his way to up to supervising and managing maintenance teams, Tim’s career excelled with Part 135 conformity responsibilities with companies such as AMR Combs/Jet Solutions, Raytheon Aircraft Charter & Management, and later with Sentient Jet where he was National Director of Operations and Maintenance Programs.

Meridian, the award-winning private aviation company based at Teterboro Airport in Teterboro, NJ, is pleased to announce that Chris Battaglia has been named Director of Charter Sales. Mr. Battaglia is a seasoned business aviation veteran with thirteen years of charter sales experience, six years of financial management experience, and is a graduate of Embry-Riddle Aeronautical University.

Chris Battaglia

Mr. Battaglia will be responsible for executing the long-term sales strategy of Meridian Air Charter, managing the daily operations of charter sales, and developing the West Coast charter business, which will be based at Hayward Executive Airport (HWD) in Hayward, CA, once the FBO and hangar facilities are completed in 2016.

Chris began his aviation career in 2002 with TAG Aviation starting as a Charter Services Representative. Over the years, he was promoted to roles of increasing responsibility, until he left the company as Director of Charter Services. In 2009, he continued his aviation career at TWC Aviation, where he was eventually promoted to VP of Charter Sales. He was responsible for all charter activities in both the wholesale and retail sales areas, while managing a large team of charter sales directors and representatives.

Dennis O’Connell, President of Meridian Air Charter, had this to say, “Chris brings a wealth of charter experience and knowledge to our company. He is joining us during an exciting period of growth as we continue to expand our fleet and build our operation in California. We are looking forward to him helping us get to the next level, and we are very happy to have him on our team.”

Fortuna, who leads an experienced Donaldson team based primarily in Minneapolis, had served as Director of Defense in Donaldson Aerospace & Defense since April 2014, leading his team in building and executing a Defense Ground action plan for the company.

His planning helped take advantage of strong sales and profitability in the past fiscal year as the market began its recovery.

328 is pleased to announce the appointment of Mr. Andreas Buli? as its new chief financial officer reporting to CEO, Dave Jackson. Andreas will be responsible for 328 group financing and information technology activities.

Andreas brings more than 20 years of accounting, finance and IT experience to the Oberphaffenofen, near Munich based aviation services company. Prior to joining 328 he worked for more than 10 years as CFO for CAE Inc, a prominent Canadian company with subsidiaries in Europe, and a global leader in modelling, simulation and training for civil aviation and defense.

FlightSafety International announces that M i c h a e l Burger has been promoted to Assistant Manager of the company’s Learning Center in Teterboro, New Jersey.

Donaldson Aerospace & Defense, a division of Donaldson Company, Inc. has named veteran Donaldson executive Matt Fortuna as its new General Manager for Global Aerospace & Defense.

Fortuna, who assumed the key role July 20, is responsible for developing and executing the company’s global 2021 vision and strategy plans while leading Donaldson’s growing aerospace and defense business activities.

Fortuna reports to Tom Scalf, Senior Vice President, Engine Products.

Michael Burger

“We are pleased that Michael has joined the Teterboro Center management team,” said Daniel MacLellan, Vice President, Operations. “Our Teterboro Center Customers and Teammates will benefits from Michael’s experience and in depth understanding of aviation training and regulatory requirements in Europe and the United States.”

Michael joined FlightSafety in 2004 as an instructor at the Farnborough Learning Center in the United Kingdom. He then served as an examiner for Hawker HS125 series aircraft and as coordinator of the Center’s Quality Management System. Michael was most recently Director of Training.

Prior to joining FlightSafety Michael held a number of positions with Swiss International Airlines and Crossair AG. During his eight years with the airline he was as an instructor, first officer, pilot in command, and Deputy VP Head of Training and chief ground instructor at the Swiss Aviation Academy. Michael also worked as a flight instructor at Mazzei Flying Service – School of Aeronautics, in California.

He received a Master of Business Administration from Basel Business College and studied aviation management at the European Aeronautical University. Michael holds a Joint Aviation Requirements Flight Crew License with Class Rating Instructor and Instrument Rating Instructor qualifications. He also earned an FAA Airline Transport Pilot certificate and is a Certified Flight Instructor. Michael has over 4,600 flight hours and is type rated in the Saab 2000 and Hawker 800XP aircraft.

The Teterboro Learning Center offers a wide variety of pilot and maintenance technician training programs for aircraft manufactured by Dassault Falcon.

BART: SEPTEMBER - OCTOBER - 2015 - 21

TRANSATLANTIC EUROPE ON OUR RADAR THIS MONTH REPUTATION MATTERS

From the Desk of Fabio Gamba CEO EBAA

IN OUR INDUSTRY, ‘PERCEPTION’ comes up often in conversation, and more specifically ‘negative perception’. In fact, it comes up so often, that at EBACE this year we devoted an entire panel session to the topic, with keen participation from industry figureheads including Mark Wilson from NetJets and Brandon O’Reilly of TAG Aviation. Despite the varying views of what the industry must do to improve its image, no one disputed the fact that we suffer the symptoms of negative perception.

When we are talking about the market and its health pre- and post-financial crisis, when we are talking about top-end services in an economic landscape defined by ‘austerity measures’, when we are talking about political and regulatory decisions that affect Bizav operations, even when we are talking in an informal context about the industry we work in; there’s no ignoring the elephant in the room.

Business Aviation is misperceived or negatively perceived in one way or another in many situations.

If it were all just rumour, and there were no real consequences, then we could just say ‘oh well’ and move on, but unfortunately the negative effects can be seen in the media (not enough good news), in the market (depressed growth, user reticence) and in our operational environment (ill-fitting regulations that hamper growth). We’re living in a more complex landscape that ever before.

Political, regulatory, and operational factors add pressure to an already repressed market. Perhaps for the first time since business aviation came into existence, it is now vital that our industry develops collective strategies to ensure that it is viewed in a realistic light by its stakeholders.

EBAA Launches First European BizAv Perception Audit In this vein, the EBAA has just kicked off a perception audit for the European industry, in partnership with a global public affairs consultancy. The audit will gather deeper insights into how two key decision-maker groups (political and business) view business aviation. It will help us define appropriate corrective actions, test and

22 - BART: SEPTEMBER- OCTOBER - 2015

align our messages with our target audiences, and lay more solid ground for the industry’s communication strategies moving forward.

This is the Association’s first extensive strategic communications exercise, and it will demonstrate our industry’s willingness to listen to its stakeholders, and show commitment to creating positive change for our industry, users, and society as a whole. It will allow us to better understand external expectations, so that we can build trust and improve our reputation.

Polishing the Tools in the Toolbox The results of the perception audit will offer deeper strategic insight from the beginning of 2016, but meanwhile we’re busy developing some initial tools for the industry to ramp up advocation and communication efforts at company level.

This toolkit will be ready for use by the end of the year, offering key messages and guidelines for communicating the value of business aviation, facts and figures, case studies, and downloadable campaign tools.

This initiative is a result of demand from EBAA members, who felt that they needed guidance and best practices for getting consistent and positive messages flowing from within the sector. Getting the whole industry singing from the same song sheet was an issue outlined by EBAA members, so facilitating communication and lifting the collective reputation has become a priority for the Association.

/EUROPE TRANSATLANTIC Working on our Image They say that ‘perception is reality’. But most people would agree that there are true and false perceptions – those that match reality and those that do not.

Misperceptions are formed when there is insufficient or imbalanced information available to an audience; and perception-forming information can come from any manner of sources – including from industry and companies. Our industry knows what its value is to the customer and to the market; we are experienced in promoting our core benefits. But these benefits need to be consistently communicated through positive messages, backed up by proof points, and reinforced through actions that fulfil our promises.

Our messages need to become a constant drum beat from a variety of instruments and numerous sources.

The EBAA’s job – and one we are enthusiastic about – is to facilitate the music and keep the momentum going so that our collective voice is not only heard, but leaves an impression on our stakeholders. But a lasting shift in perception will depend on the whole industry pulling together to enhance its collective reputation.

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EUROCONTROL AND ICAO FORMALIZE LANGUAGE PROFICIENCY TESTING EUROCONTROL, the European Organisation for the Safety of Air Navigation and the International Civil Aviation Organization (ICAO) have signed a new collaboration agreement supporting the more effective implementation of Language Proficiency Requirements.

As part of this collaboration, EUROCONTROL will assist I-HELPP (ICAO Home of English Language Proficiency Programme) by supporting its work to increase awareness of Language Proficiency Requirements and, in particular, by making EUROCONTROL’s English Language Proficiency for Aeronautical Communication (ELPAC) test available to all ICAO Member States.

“In view of the global nature of aviation, clear aeronautical communications are vitally important to safeguard flight safety and ICAO provisions therefore require flight crews, air traffic controllers and aeronautical station operators to demonstrate a measurable aviation-related proficiency in English,” stressed ICAO Secretary General Raymond Benjamin. “ICAO is refocusing itself today, under our No Country Left Behind initiative, on improving local and regional capacities and assistance so that ICAO SARPs are effectively adopted and all States may benefit from the presence of safe and reliable international operations.”

One way to cut costs without sacrificing quality is improving efficiency through processes and tools.

It seems like an obvious solution, but for six years, Continuous Improvement and Business Process Manager Ted Roethlisberger has been assisting Duncan Aviation team members across departments and locations as they create more productive workplaces.

“Our customers come to Duncan Aviation because our employees are experts. We recognize that, and we’re asking those same experts to help us through continuous improvement,” says Ted. For the rest of the story visit www.DuncanAviation.aero/experience/ted.php.

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TRANSATLANTIC U.S.A. ON OUR RADAR THIS MONTH NBAA WORKING TO ENSURE UNDERSTANDING OF EU TEMPORARY ADMISSIONS PROCEDURES

From the Desk of Ed Bolen NBAA President and CEO Ensuring the fair and unencumbered travel of Business Aviation users around the globe is a key priority for the National Business Aviation Association (NBAA). Our association has been working with our counterparts across the European Union (EU) to ensure customs officials are familiar with key aspects of a policy statement issued last year that clarified the definitions of private and commercial use of business aircraft, as that applies to customs and facilitation purposes involving temporary admission of aircraft.

Qualifying aircraft arriving in the EU – and all of its customs territories – are automatically granted temporary admission status. This makes the aircraft eligible for conditional relief from value added tax (VAT) and customs duties, so long as three conditions are met.

The aircraft must not remain in the EU for more than six months in a 12month period, and the aircraft must be owned outside of the EU and not made available for use within its boundaries by EU residents, subject to certain allowances outlined below.

Lastly, the aircraft must only be flown for private - not commercial - use.

24 - BART: SEPTEMBER - OCTOBER - 2015

In general, temporary admission is only available to aircraft in private use within the EU. Many business aircraft operators, including NBAA Members, had been uncertain whether they were eligible for temporary admission or could be subjected to VAT and customs duties when flying within the EU. To resolve this confusion, the International Business Aviation Council (IBAC) requested clarification of temporary admissions criteria from the World Customs Organization (WCO) and the European Commission (EC). In response to these queries, the EC published the working paper last November clarifying terms related to the temporary admission of aircraft, and provided official guidance to customs officials in the 28 member states of the EU. The paper made clear that many typical Business Aviation flights involving third country-owned aircraft are eligible for temporary admission when flying within the EU. For example, the working paper described a scenario where a non-EU registered aircraft flies to multiple destinations within the EU with non-EU residents on board. The aircraft also picks up an

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/U.S.A. TRANSATLANTIC NBAA'S NEW GUIDELINES HELP OPERATORS FLY QUIETLY

EU-resident employee of the company and flies that person (along with the other passengers) within the EU. Once these flights are completed, the aircraft departs the EU. Finally, the aircraft also carried company materials/brochures and IBAC asked if this would be deemed "industrial or commercial transport of goods." The EC responded that this scenario would be considered private use for customs purposes since no remuneration is involved.

Assuming the conditions described above are met, temporary admission would be available for this operator. Regarding the transportation of company materials/brochures, the EC responded that since transportation of these materials is not the main purpose of the flight, this is not considered as the commercial transport of goods and is private use.

In addition to EU residents that are carried on board for a business purpose, it is possible to carry EU residents for non-business purposes. Again, the aircraft owner must prepare a letter stating that the EU residents are authorized to be on board. If the transportation of EU residents meets the conditions described above, operators are still generally permitted to use the temporary admission process.

With this guidance now in place, NBAA and its counterparts with the European Business Aviation Association (EBAA) are closely monitoring the response by customs officials to operators using the temporary admissions regime while meeting this established criteria for private use.

Our respective organizations are also working with regulatory bodies across the EU to ensure that these principles are understood and practiced, so that Business Aviation operators around the world may continue to receive appropriate customs treatment throughout the EU and its customs territories.

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The National Business Aviation Association (NBAA) today released its muchanticipated and updated Noise Abatement Program (NAP), which provides business aviation operators, as well as airport authorities, with recommended guidelines for reducing aircraft noise impacts to communities surrounding the nation’s airports.

The safe, standardized and straightforward operating procedures were developed for today’s business jet aircraft, which are quieter, climb faster and often operate at airports that are far more congested than when the NAP was first launched in 1967.

“NBAA is proud to offer the business aviation community – and the many airports across the country which have recommended use of our NAP over the years – a completely updated program that is the result of several years of hard work, technical studies and vetting by NBAA staff and committee members and our partner consultant, HMMH,” said Ed Bolen, NBAA president and CEO. “Even though the U.S. has the quietest jet aircraft fleet in the world, NBAA believes that it is of paramount importance for business aviation operators to do everything possible to minimize noise impact whenever and wherever feasible.”

Information on the updated NAP was presented today at NBAA’s Regional Forum in Teterboro, NJ by Gabriel Andino, NBAA Access Committee chairman and noise expert with AvPORTS at Teterboro Airport (TEB). “The revised guidelines help reduce overall noise levels to communities surrounding airports, while still meeting new ATC requirements,” said Andino.

Andino added that the NBAA procedures should be used in the absence of recommended noise abatement procedures from the aircraft’s manufacturer.

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NBAA CONCERNED ABOUT EPA'S PLANS FOR AIRCRAFT-EMISSION REGULATIONS The National Business Aviation Association (NBAA) is closely evaluating an announcement, unveiled today by the Environmental Protection Agency (EPA), that the agency intends to consider new regulations for carbon emissions from aircraft, based on an a view by agency officials that such emissions may pose a human-health concern because they contribute to global warming.

When the EPA's intention was announced today, NBAA was quick to raise concerns of its own, pointing out that aviation emissions account for a mere two percent of all transportation emissions globally, and emissions from general aviation aircraft account for only a tiny portion of all aviation emissions.

The agency's announcement – detailed in an advanced notice of proposed rulemaking (ANPRM) – is based on an "endangerment finding," focused on aircraft emissions. The endangerment finding could prompt the EPA to propose any new aircraft-emissions regulations under the Clean Air Act of 1970.

The EPA's ANPRM is not an actual proposed rule, but simply a notice that the agency may move ahead in proposing aircraft-emissions regulations. NBAA is thoroughly reviewing the ANPRM to determine what specific implications the EPA's plans might have for business aviation. NBAA President and CEO Ed Bolen said the Association will file comments on the ANPRM following a review of the document, which NBAA will undertake in collaboration with its Member Companies and the broader aviation community.

NBAA has continually worked with a coalition of other industry stakeholders regarding aircraft emissions. The Association has representation on national and international working groups – represented by general aviation, the airlines, manufacturers and others – that is focused on emission policies.

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BUSINESS AVIATION SEES GRADUAL RECOVERY IN Q2 2015 Jet Support Services, Inc. (JSSI), the world’s leading provider of maintenance support and financial services to the Business Aviation industry, has released its Q2 2015 Business Aviation Index, which tracks flight hours for business aircraft by region, industry and cabin type. According to JSSI’s Q2 2015 Business Aviation Index, global flight hours grew 4.9% Quarter-over-Quarter (QoQ). By percentage of peak usage – JSSI concluded Business Aviation is operating at 83% of the sector’s 2008 peak levels—a 4% increase from the previous quarter.

“Q2 2015’s flight activity is demonstrative of improving economic conditions in key Business Aviation markets around the world,” said Neil W. Book, JSSI’s President and Chief Executive Officer. “Additionally, the strong growth in more cost-efficient, small cabin planes speaks to how operators are using ‘mission appropriate’ aircraft to run their businesses.”

JSSI Index: By Peak Usage Q1 2008 marked this decade’s highest recorded activity rate, and, as of Q2 2015, JSSI determined monthly usage to be 27.75 hours per aircraft or 83% of the Q1 2008 peak of 33.45 hours.

“Globally, Business Aviation continues to draw closer to pre-crisis levels. Utilizing a business jet allows business leaders to reach markets that are not reachable with the airlines, at a pace the airlines can’t fathom. While we haven’t hit 2008 levels, 2015 is shaping up to be a very strong flight hour year and we expect to see this trend continue for the rest of 2015 and into 2016,” remarked Book.

JSSI Index: By Aircraft Type Segmenting flight hour data by aircraft type provides direct insights into the spending trends of Business Aviation users.

Helicopters and small cabin aircraft continue to be growth areas, as both experienced moderate QoQ increases in flight hours.

“During the last quarter we saw a notable increase in flight hours across the board.

And while year-over-year we’ve seen some diminution in the use of helicopters and larger business jets, the medium and small cabin aircraft more than made up for the slide. As we saw in the first quarter of 2015, corporate flight departments leveraged smaller aircraft, indicating more regional business and, in the same vein, lower fuel costs likely encouraged more price sensitive operators to fly more,” continued Mr. Book.

JSSI Index: By Region When looking at index data by region, from Q1 2014 to Q2 2015 Business Aviation grew in all but two markets – Africa and South America.

Surging back from a rough first quarter, the Middle East experienced the highest regional growth with an expansion of 20.4%.

JSSI Index: By Industry By industry, Business Services (13.3%) and Manufacturing (12.1%) were top performers with double digit growth in the last quarter.

Conversely, Manufacturing (-19.1%) and Consumer Goods (-15.3%) shrank significantly from Q2 2014.

JSSI INDEX: BY REGION Region

Africa

QoQ Change YoY Change

-5.3% -12.1%

Asia-Pacific Central America 3.8% -2.6%

1.7% -2.4%

Europe

Middle East

North America

South America

16.6% 2.5%

20.4% -13.1%

2.4% 0.3%

-11.9% -11.1%

Book concluded, “The last quarter saw a dramatic turnaround for flight hours in the manufacturing sector while, year-over-year, the construction sector experienced strong gains. With positive growth on all fronts, business services also ramped up use of this vital business tool.”

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28 - BART: SEPTEMBER - OCTOBER - 2015

EXPERIENCE

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TEXTRON REPORTS SECOND QUARTER 2015 INCOME Textron Inc has reported second quarter 2015 income from continuing operations of $0.60 per share, up 17.6 percent from $0.51 per share in the second quarter of 2014.

Revenues in the quarter were $3.2 billion, down 7.4 percent compared to $3.5 billion in the second quarter of 2014. Textron segment profit in the quarter was $306 million, up $2 million from the second quarter of 2014.

Second quarter manufacturing cash flow before pension contributions was $106 million compared to $271 million during last year’s second quarter.

“Revenues were down in the quarter, as expected, but the company remains on track for growth in the second half of the year,” said Textron Chairman and CEO Scott C. Donnelly. “Furthermore, good margin results at Textron Aviation, Bell and Industrial contributed to solid overall financial performance in the quarter, despite the decrease in revenues.”

Outlook Textron confirmed its 2015 earnings per share from continuing operations guidance of $2.30 to $2.50 and its expectation for cash flow from continuing operations of the manufacturing group before pension contributions of $550 to $650 million with planned pension contributions of about $80 million.

Textron Aviation Revenues at Textron Aviation were down $59 million, primarily reflecting a change in the mix of jets delivered in the quarter. Textron Aviation delivered 36 new Citation jets and 30 King Air turboprops in the quarter, compared to 36 Citations and 34 King Airs in last year’s second quarter.

Textron Aviation recorded a segment profit of $88 million in the second quarter compared to $28 million a year ago.

The increase is primarily due to improved performance, reflecting a $27 million lower fair value step-up adjustment and the benefit of the integrated cost structure of Beechcraft and Cessna.

Textron Aviation backlog at the end of the second quarter was $1.4 billion, up $145 million from the end of the first quarter.

Bell Bell revenues decreased $269 million, primarily the result of lower aircraft deliveries and a $41 million impact from the settlement of the SDD phase of the ARH program in last year’s second quarter.

Bell delivered 6 V-22’s and 6 H-1’s in the quarter, compared to 10 V-22’s and 8 H-1’s in last year’s second quarter and 39 commercial helicopters, compared to 46 units last year.

Segment profit decreased $40 million primarily due to the lower aircraft deliveries and a $16 million favorable impact in 2014 related to the ARH program, partially offset by favorable performance.

Bell backlog at the end of the second quarter was $4.8 billion, down $477 million from the end of the first quarter.

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PREVIEW

JET EXPO

DEMAND CONTINUES A AT JET EXPO MOSCOW

nd for this year’s show, which takes place from September 1012, it seems that we can expect more of the same.

One company with a growing presence in Russia is Textron Aviation, and it will be hoping to expand that presence at Jet Expo in September.

“Russia has long been a strong market for Beechcraft, Cessna and Hawker products,” says Tom Perry, vice president of Sales, Europe.

“With these industry-leading brands now operating together under Textron Aviation, we offer an ideal aircraft portfolio to support the expansion of business aviation in Russia. Our range of aircraft – pistons, turboprops and jets – and the product support network across Europe are unrivaled.”

According to Textron, aircraft that are doing well on the Russian market include the Citation Sovereign+, which features winglets and the new Pratt &

By Paul Walsh

EXHIBIT

Cessna’s Citation Soveriegn+ is one of the many aircraft on display at this year’s Jet Expo.

What’s the best response to the political tensions between Russia and Western governments? For many executives, it’s simply to get on with doing business. That was certainly the case at Jet Expo last year; as the Ukrainian crisis dominated headlines, business was steady at the show, with the Russian demand for western-made business jets showing no signs of abating.

Whitney Canada PW306D engines providing 5907 pounds of thrust. It provides customers non-stop access from Moscow to Dubai, and all European city pairs.

Meanwhile, the Citation XLS+, the world’s most sought-after business jet, is also well sought after in Russia.

The aircraft provides customers nonstop access from Moscow to all European cities including London, Nice and Madrid. Inside is the largest cabin in its class with nearly 19 feet of length, a dropped aisle that provides 68 inches of height the entire length of the cabin and seating for up to 12 passengers.

30 - BART: SEPTEMBER- OCTOBER - 2015

And as the Russian market matures, there is also a growing demand for Turboprops to do short trips between industrial locations. Here the Beechcraft King Air 350i is an interesting choice; it’s the segment’s greenest aircraft, but it can also take more passengers farther on less fuel – meaning consistent savings for Russian operators.

Dassault is also continuing to grow in the region, on the back of excellent sales figures last year for its 5X model.

The manufacturers adds that sales and deliveries have also been boosted by the popular Falcon 7X, more than 20 of which are currently flying with Russian operators.

“The flexibility, robustness and operating economy of the six models in our Falcon line have enabled Dassault to capture 40 percent of the Russian large cabin market,” said Dassault Aviation Chairman/CEO Eric Trappier. “The Falcon 5X and Falcon 8X will permit the company to consolidate and strengthen this leadership position in the coming years.”

The 7X can land at 95 % of its Maximum Take Off Weight, which allows it to make a short hop from Moscow to Nizhniy Novgorod, for example, before continuing on to a faroff destination in Asia without having to refuel. And like other Falcons, it can operate from challenging airports such as La Mole/ Saint-Tropez, France, Gstaad, Switzerland and London City Airport that other big business jets cannot access. The 7X is also allowed to operate at highly noise sensitive airports like Cannes, France that are typically off limits to big jets.

The 8X, which will enter service in the second half of 2016, will add still

more range, permitting operators to fly non-stop from Moscow to Los Angeles, for example, while building on the performance and technical innovations offered by the 7X. The 8X will also afford additional cabin space and offer more different cabin configurations than any comparable jet.

The 5X, due to begin deliveries in the second half of 2017, will feature the largest and tallest cabin cross-section of any executive aircraft. “Together with the long range Falcon 900LX and the Falcon 2000S and 2000LXS, certified in early 2013, the new jets allow Dassault to offer a wide selection of high-end business jets featuring the most advanced technology and operating efficiency in the industry,” said Gilles Gautier, Vice President, Falcon Sales for Dassault Aviation.

Gulfstream will also be present at the show, with one executive noting that business is going well inspite of the political tensions. He noted in par-

ticular that demand from Kazakhstani buyers is strong and that a presence at Jet Expo is a must.

“The Gulfstream brand is very strong in Russia,” added another spokesperson. “We sold our first aircraft to a Russian customer in 2002 and have experienced remarkable growth since then. We have the biggest market

share in the large-cabin segment, but we’ve also had success with sales of our mid-cabin models. The opening of our sales and design center in London was a direct result of strong customer response in Russia and other parts of Europe.”

More than a quarter of Gulfstream’s European fleet is in Russia.

Surrounding countries, including CIS members Azerbaijan, Kazakhstan and Ukraine, also are home to multiple Gulfstream operators.

To support the growing fleet in Russia and the CIS, Gulfstream has more than $120 million in parts and materials inventory at three European locations — Luton, England; Madrid, Spain; and Basel, Switzerland.

The Gulfstream Luton facility, which has nearly 190 employees, is a major resource for Russian and many Eastern European operators. Earlier this year, the site earned certification to work on Gulfstream aircraft registered in Azerbaijan. Gulfstream Luton has maintenance approvals from several other civil aviation authorities, including the United States and European Union. Its technicians also support Russia and CIS operators by traveling to their aircraft’s location.

HEAVYWEIGHTS

Russians love big irons: The Gulfstream G550 (top) and Dassault 7X (center).

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SUPPORT

Customer Service is a crucial consideration for Russian buyers.

Gulfstream FAST technicians (top).

Christophe Degoumois VP Bombardier (center).

Bombardier customer service team (bottom).

Additionally, Gulfstream has rapidresponse Field and Airborne Support Teams (FAST) maintenance technicians in Ukraine, France, Greece and Switzerland, who are dispatched by airplane, train, van and automobile to reach customers in the field.

Gulfstream Product Support has personnel and authorized facilities in Moscow to assist Russia based operators, and Jet Aviation at Moscow’s Vnukovo International Airport is a Gulfstream-authorized facility that supports the Gulfstream mid-cabin, GIV/GV series and GII/GIII aircraft with line and light maintenance.

Bombardier’s aim at Jet Expo is to highlight the efficiency gains that Business Aviation can bring.

“Russia is an important market where we are seeing a growing interest in the business jet as a business tool,” said Christophe Degoumois, Vice President, Sales, Eastern Europe, Russia & CIS, China, Asia Pacific and Australia, Bombardier Business Aircraft. “To further build on our position in the region, we’re pleased to have the opportunity to demonstrate just why our aircraft are so well received here. We believe we have the right mix of jets to accommodate the Russian business community’s needs and welcome the chance to present the comfortable and spacious cabins that will help increase travel efficiency.”

Aside from its impressive suite of aircraft, Bombardier notes that customer service as a big part of its offering. For instance it now has a Regional Support Office (RSO), operated by its Russian subsidiary Bombardier Aerospace Services Russia LLC (BASR), in Moscow. The RSO is complemented

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JET EXPO

by two Authorized Service Facilities (ASF), as well as a team of Field Service Representatives (FSR) and Customer Support Account Managers, part of BASR’s network.

Bombardier continues to explore opportunities to expand its support network within the region for its customers located in Russia and CIS. This local presence provides customers with an additional level of support in

conjunction with Bombardier’s extensive parts and maintenance networks, as well as its expert in-service engineering teams and 24/7 Customer Response Centers.

Embraer is also a strong player on the Russian market. “Once again, we are pleased to present our aircraft at the most important Russian business jets airshow,” said one executive. “The Russian market continues to grow steadily for us as a result of the enhancements we are making across the product line, which provide unmatched value to our customers.”

Swiss manufacturer Pilatus will also be present. It is continuing to target the Russian market after recently appointing Nesterov Aviation as PC-12 Sales and Service Center for Russia At the time Ignaz Gretener, VP General Aviation at Pilatus said: “We are delighted about our partnership with Nesterov Aviation. Its founders are passionate about aviation and have a lot of industry experience. We are convinced that Nesterov Aviation can offer customized support to existing and future PC-12 owners in Russia. They are the perfect partner for us to develop our business in Russia.”

Eugene Okladnikov, General Director of Nesterov Aviation added: “We are convinced of the outstanding qualities of the PC-12 and its compatibility with Russian demands. The Russian market holds great opportunity and we are determined to tap its potential.”

This year, Nesterov Aviation will also initiate preparations for a maintenance center in the northwestern part of Russia which will enable further expansion of their operations across the country.

Meanwhile Nextant is also making headway in the region, and its 400XTi is growing in popularity.

“The Nextant 400XTi has been an incredibly popular addition to our charter service offering due to its low operating cost, superior range, reliability and cabin comfort,” said Vadim Opryshko, CEO of FortAero, which operates three of the aircraft. “On average, we fly both of our 400XTi’s for 80–90 hours per month and the demand keeps increasing. We can maintain this kind of utilization

because of the outstanding dispatch reliability and the responsive customer support from the factory and Nextant service centers. Originally we had very high expectations and Nextant has definitely met them. The 400XTi is a perfect light jet for the charter market in Russia and the CIS.” Nextant adds that with its 3,710 km (2,003 nm) range, the 400XTi can fly point-to-point practically anywhere in Europe. The 400XTi is about half the price of its competitors with significantly lower maintenance and operating costs. Its factory warranty is backed by a worldwide network of owned and authorized service centers and the world’s largest inventory of rotable parts. Europe is proving to be a popular market for the 400XTi. Since 2011 Nextant has delivered 45 aircraft, of which 15% are now based in Europe.

“The 400XTi is becoming the workhorse of the European charter market and many of our European operators are reporting monthly utilization in the 80–100 hour range,” said Jay Heublein, Nextant Executive Vice President of Sales and Marketing.

“The 400XTi provides charter operators with unsurpassed range, speed and comfort in the light jet category at a considerably lower cost base. Higher revenues and lower costs deliver prof-

profitably and more efficiently,” reflects Airbus Chief Operating Officer, Customers, John Leahy.

“Airbus corporate jets are also the natural next step in the trend towards larger cabins, delivering more height, width and freedom of movement than any other business jet,” he adds.

Airbus’ ACJ320 Family, comprising the ACJ318, ACJ319, ACJ320 and ACJ321, are unique in allowing customers to take more cabin into the sky, while fitting into similar ramp space.

Aside from fixed-wing aircraft Jet Expo has always been a very important showcase for rotorcraft. Bell

DIVERSITY

its to our operators, even in a down market.”

One company profiting from the Russian’s love of heavy irons is Airbus, and it ACJ319 is particularly sought after by Russian buyers.

“Business jets are a powerful enabler, especially in uncertain times, and Airbus corporate jets are the top of the productivity pyramid, with the ability to carry more people, more

Helicopter usually leads the charge, with the Bell 407GX and the Bell 429 being of particular interest to buyers.

“We have seen tremendous growth in both the Bell 407GX and the Bell 429 in Russia,” said Patrick Moulay, Bell Helicopter’s managing director of Europe. “These aircraft not only provide superior performance and trusted reliability, but they are also designed to support a variety of mission needs.”

“The Bell 407GX and Bell 429 are our best selling models in Russia and the Bell 429 is the most popular aircraft among all light twin engine helicopters in the country,” said Alexander Evdokimov, General Director of Jet Transfer. “We expect to continue to grow the Bell 429 fleet, especially for VIP/corporate missions as well as special operations, HEMS and air taxi services.”

Aircraft of different shapes and sizes are entering the Russian market.

Airbus ACJ 190 (top), Embraer Legacy 650 (center), Pilatus PC-12 (bottom left) Nextant 400 XTI (bottom right).

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PREVIEW

JET EXPO ucts as well as an authorized line service facility for the full line of Gulfstream jets. Located next to the Vnukovo 3 FBO, the facility currently holds maintenance approvals from EASA #145.0472, Aruba DCA, Cayman CAA and Bermuda DCA. Connectivity Like all Business Aviation markets connectivity is becoming an increasingly important requirement for users.

One company taking advantage of this demand is Satcom Direct.

At the recent Baltic Business Aviation Forum, Satcom Direct had a high-profile presence, sponsoring the event’s important networking evening reception attended by leading aviation

Bell Helicopter also announced that the Bell 429 has been approved by the Aviation Register of Interstate Aviation Committee to operate with Wheeled Landing Gear (WLG) for missions that require ground taxi operations.

“The flexibility of the Bell 429WLG will be a great fit for our Russian customers,” added Moulay. “We have seen strong interest in this aircraft since we introduced it in late 2013 and look forward to expanding our growing Bell 429 fleet in Russia.”

The operator of the HEMS Bell 407GX, Helidrive is an Independent Representative (IR) offering services in helicopter sales, maintenance, basing and helicopter flights and charter.

“The Bell 407GX is a phenomenal aircraft,” said Dmitry Kozyrev, Head of HEMS projects at Helidrive. “The aircraft delivers a smooth ride and is spacious enough for easy patient loading and unloading.”

GROWTH

The rotorcraft and maintenance market is also developing in Russia. Bell 407GX (top), Jet Aviation Vnukovo (bottom).

Maintenance As more aircraft are being operated within Russia, more maintenance services are been provided to support them. For instance Jet Aviation Moscow Vnukovo and Bombardier recently agreed to increase the inventory of critical spare parts at Jet Aviation’s line maintenance and AOG facility in Moscow. Under the agreement, Jet Aviation is arranging customs clearance and transportation for the parts that Bombardier will ship.

“Ensuring ready access to spare parts is a key tactic in reducing aircraft

34 - BART: SEPTEMBER- OCTOBER - 2015

downtime, particularly during AOG situations,” says Vitaly Aleksikov, general director at Jet Aviation Moscow Vnukovo. “We are expanding our inventory to best ensure timely, continuous support for Bombardier owners and operators in Russia.”

Jet Aviation Moscow Vnukovo provides 24/7 technical maintenance services, including line maintenance, defect rectification and AOG services, at Vnukovo International Airport to Bombardier, Gulfstream, Embraer and Hawker aircraft operators. As part of Jet Aviation’s global MRO network, the company particularly supports AOG requirements throughout the Russian region. Jet Aviation Moscow Vnukovo is a line maintenance, AOG and authorized warranty line service facility for Bombardier aircraft prod-

influencers and executives from the sector. In particular Satcom was promoting its GlobalVT product which allows smartphone users to use voice and SMS text functionality from their own personal smartphone number during flight at any altitude, anywhere in the world.

Satcom will also be demonstrating its GlobalVT at JetExpo, but it will also showcase the benefits of its SkyStream channel bonding and aggregation service. Delegates will learn how the service provides a significant upgrade in airborne data speeds as it allows customers to combine multiple streaming channels of Inmarsat Swiftbroadband to achieve higher data rates for real-time communications applications like video conference and streaming video.

The company’s exclusive Satcom Direct Router powers both GlobalVT, and the bonding and aggregation services along with a range of other connectivity services including flight tracking, flight deck data links and moving map information.

“People expect their smartphones, tablets, laptops, TV and video to work on their aircraft just like they would on the ground, and Satcom Direct is committed to providing that experience,” said Chris Moore, chief commercial officer, Satcom Direct International.

“Accessibility to GlobalVT and SkyStream real-time video streaming enables passengers to make direct calls to colleagues, friends or relatives, whilst watching their favourite sports matches, awards ceremonies or news, in real time, in the air, as they would on the ground,” continues Moore.

as giving them access to the latest technology,” says Brian Kruger, senior director, Applications and Services for Rockwell Collins. “These enhancements will provide users with more functionality than ever before and allow them to realize the benefits of our comprehensive ARINCDirect flight support services offering.”

The latest FOS release features a more intuitive, mobile-friendly, touchscreen user interface for tablets and smart phones.

In addition, by being integrated with Rockwell Collins’ ARINCDirect safety management tools, FOS now provides access to flight risk assessment tools as well as fatigue risk management provided through the Pulsar Infomatics Aviation Fatigue Meter suite and the SAFE tool developed by Fatigue Risk Management Science Limited.

Meanwhile Satcom Direct recently announced that Gulfstream Aerospace Corp. has received approval from the U.S. Federal Aviation Administration (FAA) for installation of its next-generation Satcom Direct Router (SDR) on Gulfstream G650, G550 and G450 aircraft. Gulfstream is pursuing similar supplemental type certificates from the FAA to add the SDR communications enhancement to GV and GIV aircraft.

Rockwell Collins will also be present promoting a range of its products including the ARINCDirect Flight Operations System which includes the ability to integrate with new tools and the launch of a new vendor alliance charter management program.

“We are focused on enhancing efficiency for flight departments as well

With these enhancements, customers can instantly identify fatigue hot spots across their scheduled operations, design effective fatigue mitigation strategies and view interactive data reports.

The company also launched the Rockwell Collins Vendor Alliance for Charter Management. The new program allows charter operators who use FOS to make the marketplace aware of empty, transient and home base availability.

Meanwhile Rockwell Collins recently entered into a strategic partnership with ICG (International Communications Group, Inc.) to offer its eRouter (ERT100 and ERT-120) smart cabin routers to the company’s ARINCDirect SM Business Aviation customers.

“Offering a smart router as part of our solution provides access to onboard content and allows us to create value-added services for our customers,” said David Stanley, staff vice president, ARINCDirect for Rockwell Collins. “We can now provide end-toend solutions that integrate our ground and air applications to save Business Aviation operators time and expense, while improving the overall passenger connectivity experience.

The ICG eRouter provides superior capabilities at a very affordable cost.”

For Business Aviation, smart routers are now a necessity for aircraft connectivity enablement. They provide data and voice routing services for aircraft applications and are developed specifically to meet aviation standards and requirements. In addition to managing on board networks like Ka, Ku, L-Band, ATG and GSM within the cabin, the router enables more flight departments and crews to access ARINCDirect service offerings such as Follow Me GSM over Wi-Fi, media content, international trip planning and weather services by acting as the communications gateway for any number of connected devices onboard.

The smart router also supports cabin crew, flight deck and aircraft system data communication requirements, enabling flight crews using the ARINCDirect Flight Planning app to access their account and update flight plans, weather, charts and trip documents while en route.

“The ICG eRouter has a robust set of features to include 3G/4G LTE connectivity for on-ground data transfers as well as channel bonding capabilities and next generation acceleration/compression software for faster data speeds in the air,” said Darren Emery, ICG’s Director, Connectivity Products and Program Management. “Rockwell Collins customers will benefit from features such as routing based on the lowest cost given the available networks and bandwidth allocation disseminated in the right amount to the right places, making for a positive passenger experience.”

“In addition to all of its features and functionality, the ICG eRouter has one other important distinction,” notes Stanley. “It is service agnostic and CONNECTIVITY gives operators the freedom to choose Airinc Direct’s E their satcom provider.” router is set to be ✈ a big hit in Russia.

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REPORT

BUSINESS AVIATION IN RUSSIA

BRIGHT SPOTS ON THE RUSSIAN MARKET

“It’s all part of their plans to be ready for the 2018 World Cup. Developing Business Aviation isn’t part of the government’s strategy, but the industry will certainly benefit from the increased infrastructure.”

Operating into Russia So as there definitely are opportunities on the Russian market, it’s worth looking at the things you must bear in mind when operating into the country.

According to Universal Weather and Aviation, all business aircraft operators traveling to any of the Moscow airports (Vnukovo [UUWW], Domodedovo [UUDD], and Sheremetyevo [UUEE]) need permits, and lead times must be considered.

And they add that it’s important to keep documentation and visa requirements at top of mind.

As Abel Perez a senior trip owner with Universal points out, “all aircraft require permits for every stop in Russia, and five business days’ lead time is officially required. For permit requests it’s necessary to provide cer-

A

POSITIVES

Russia is gearing up for the 2018 World Cup. Transaero’s imperial cabin (top).

lthough it’s a challenging time for Russian Business Aviation, there are still many positives.

For one thing the downturn is forcing buyers to be more considerate when choosing a business jet, and think of the aircraft more as a tool for business rather than an excess or luxury.

“People are reflecting more on the missions they fly,” said one analyst, “they recognize that they don’t need a large long range jet if they’re mostly flying within Russia.”

One beneficiary of the downturn is the charter market which is taking up demand from former business jet owners. “With the fall in the ruble, some people have been forced to sell their aircraft. But these people continue flying Business Aviation, just now it’s a chartered jet instead of their own.”

And while some businesspeople are suffering because of the downturn others are profiting. “People who have their wealth tied up in foreign assets, are using the current situation to grow their market share in certain areas. And they see the value of Business Aviation. It’s an interesting time, some wealth is

36 - BART: SEPTEMBER- OCTOBER - 2015

shifting, and there are opportunities out there for manufacturers to sell jets.”

Another plus point is that building airports is still a priority for the Russian government, in a climate where Russia’s aviation industry is slowly maturing. “Much of the airport contracts were sanctioned before the downturn and haven’t been scrapped.

In short the Russian government knows that the country needs more airports and they’re determined to build them.”

tificates of airworthiness, registration, and insurance policy, along with requested routings and flight information regions. Permits are valid +24 hours. At least 24 hours is required for permit revisions. Note that if you wish to arrive earlier than the approved permit time – even 10 minutes early – you’ll need to revise your permit.”

He adds that it’s best to confirm aircraft parking in advance and avoid any changes to schedule that may impact confirmed parking, airport slots, or landing permits. “Once an aircraft is

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REPORT

BUSINESS AVIATION IN RUSSIA

parked, it will not be moved. There are no towbar requirements for any of the three Moscow-area airports. UUWW has 100 parking spots at Terminal 3, with additional parking at the VARZZ 400 area.”

“Crew visas on arrival are only possible at the UUEE office. If you land at UUWW or UUDD, you’ll have to wait for an agent to travel to UUEE to try to obtain a visa on arrival for you. If you arrive in Russia without a visa, a fine will be imposed, and the fine increases each time you arrive without a visa.

Eventually, you’ll face being banned from Russia for up to five years.”

It’s also worth noting that crew visas are still necessary if you’re landing to pick up or drop off passengers and do not leave the airport. For this reason it’s recommended that you always obtain needed visas prior to traveling to this country. Also, when you apply for Russian visas, it’s always recommended to request a one-year multientry visa, although this requires additional cost and time to be processed.

LEADER

Vnukovo boasts the best Business Aviation facilities in Russia.

De-icing When it comes to de-icing Perez says that this should always be requested in advance and that the best practice is to request fuel in advance as the same trucks fuel all aircraft on the field.

“Fuel on arrival is not possible at UUWW if your next destination is international. In most cases both TS-1 and Jet A-1 are available; however, only TS-1 is available at UUWW. Do not onboard TS-1 unless your opera-

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tions specifications manual says you can.”

In flight catering also raises some issues and there are restrictions on bringing food into Russia so it’s best to verify these restrictions with your ground handler on a trip-by-trip basis.

“Dairy and meat products for example may be brought into Russia as long as they’re for personal use, are packaged appropriately, and are not from either Georgia or Armenia. In-flight catering is available at all three Moscow-area airports. It’s recommended to provide at least 24 hours’ notice for in-flight catering requests.”

It’s also accepted that Vnukovo has the best General Aviation facilities in Russia. And as Perez says the airport does not have noise restrictions, and aircraft parking space is usually ample.

“This is the only Moscow-area airport allowing private vehicle pickup planeside. To arrange planeside pickup, it’s necessary to provide vehicle make, model, color, and license plate num-

ber, but driver information is not necessary. Note that diplomatic flights normally use this airport, and airport authorities will shut down airport operations with little notice, for head-ofstate or certain diplomatic flights.

There’s an additional parking fee to park close to the GAT at Terminal 3.”

At Vnukovo airport slots should be requested as soon as schedule is known. Slot deviation is +/- 15 minutes.

“There are restrictions for Friday operations to this airport. Specifically, strict lead time restrictions will apply to all requests for operations Fridays, 12001600 UTC. Requests that are submitted for this time period must be coordinated no later than 1300 UTC the Thursday prior to operations. If airport slots for operations during this time are not requested before the Thursday deadline, they will be rejected, and the approved times will be moved to the closest available Friday arrival/departure time after 1600 UTC.” Prior Permission Required Finally the Prior Permission Required (PPR) should be requested as soon as schedule is known, and the lead time is a minimum of four days prior to arrival. “Short-notice PPR requests may be possible depending on parking availability. If parking is not available at UUWW, the aircraft may drop off/pick up passengers and depart. While there is no limitation in terms of extended parking, fees do escalate on a per-hour basis. Note that hangar space may be available for GA, on a first-come, first-served basis, but this can be very expensive, particularly during winter months.”

✈

REPORT

BUSINESS AVIATION IN RUSSIA

RUSSIA´S WANING APPETITE FOR PRIVATE JETS

T STAGNANT

Demand for private jet flights out of Russia has yet to recover. Sukhoi Superjet 100 (top).

By Richard Koe Managing Director WINGX Advance

here were a little over 3,000 Business Aviation flights between Russia and the European area in July 2015. That represented a 24% decline on the same flight activity this time last year. A hefty fall, and worryingly an increase in the year to date trend of 22%, suggesting that the repercussions from the outbreak of the Ukraine crisis 18 months ago are far from over. As far as Business Aviation is concerned at least, it´s clear that demand for private jet flights out of Russia, crippled last year, aren´t showing any signs of recovery in 2015.

There should not be any surprise.

Last year´s stand-off between Russia and Europe, particularly since the shooting down of MH17, heavily

40 - BART: SEPTEMBER- OCTOBER - 2015

undermined reciprocal trade and investment, which is a mainstay for Business Aviation . A broad set of sanctions, and counter-sanctions, recently extended both ways, have shut down business relationships and inhibited tourism.

Russian citizens´ purchasing power has been deeply diminished by the plunge in the ruble and collapse in oil prices. The poor are worstaffected of course, but there´s no doubt that many wealthy Russians have lost the spending power for luxuries such as private jet travel.

The latest month´s flight data, for the peak summer season, shows a particularly strong negative impact on private jet activity in the leisure market. Flights from Russia to France Действительно were down by 25%, to Italy, 28% reduced, to огромный номерGreece, down by 45%. For example there ПЯТИЗВЕЗДОЧНЫЕ were 90 charter flights from Vnukovo to Nice люкс в Альпах in July, 20 fewer than July last year. Business АПАРТАМЕНТЫ Aviation activity has been most affected withДЛЯ ВАШЕГО in the CIS. For example, in 2013 there were some 1500 flights out of Ukraine each month, САМОЛЕТА many connecting Kiev to Moscow. After 7 months of this year there been only 3700 flights out of Ukraine. Connections with Russia are down by over 50%.

The business-motivated usage of private jets appears to be less affected. Specific motivation for flying private is never clear of course, but flight connections between Russia and Germany are down ´only´ 18% this year, and actually increased year on year in June.

Flights to the UK are down 11% this year, flights to Austria reduced by only 3%. Wider afield, flights from Russia to the US are down 19%, but notably they are up by 12% to Africa.

Flights from Russia to Asia-Pacific are also up this year, although the numbers are tiny.

Wealthy Europeans haven´t felt the same As the Russian market has sub- and the US is to hurt a coterie of drop in purchasing power as their Russia counterparts, but their flights to Russia are sided, Charter flights have been Putin´s allies and advisors, sevsimilarly depleted, with year to date more affected than Private eral of which are oligarchs and flights. Last year aircraft owners well-known users of private jets.

European arrivals in the CIS down by 29%. flying out of Russia were only 6% But it´s not clear whether travel Airports less active, as Charter activity bans on such individuals and At the airport level, Vnukovo remains by far crumbled by 20%. This year the limitations on their flight supthe most important Business Aviation hub in aircraft owners are also feeling port has really inhibited their Russia, with some 5000 business jet depar- the pinch, flying 22% less in July. use of private jets. Last year tures this year. Its activity is down 16%, simi- That said, the number of Private there was the well-publicized lar to the drop at 2nd busiest airport Pulkovo flights this month from Vnukovo grounding of Gennady St Petersburg, which, interestingly, saw an to Nice was down only 3%. You Timchenko Challenger 650. But upward blip of 30% in flights in June. Other can reasonably infer that Russia´s as fast as access to one aircraft airports have been worse affected, with pri- economic downturn has hit the gets limited, another can be vate jet activity at Domodedovo diminished very wealthy charter customers opened. Most of the business by 50%, and business jet flights from last more than the even wealthier air- jets in Russia are not identifiable year´s Olympic site at Sochi down by 80%. craft owners. Similarly, private jet on the local register. More than Nice from Vnukovo is still a popular city pair, card holders and fractional own- a quarter of the aircraft active at flights to Geneva are only slightly down, and ers aren´t cutting their flight Vnukovo this year are off-shore flights to Vienna are actually up this year. But activity as severely as the ad hoc registered. Quite possibly many elsewhere, previously popular city pairs are charter market.

Russian aircraft owners have much reduced, notably flights from Vnukovo One of the specific aims of now rebased their aircraft outto Milan, Farnborough and Tel Aviv. sanctions imposed by Europe side the country.

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BART: SEPTEMBER- OCTOBER - 2015 - 41

REPORT

BUSINESS AVIATION IN RUSSIA Moscow´s annual Jet Expo is coming up at the time of writing, and both Russian and European trade associations will want to talk up the market´s undoubted long term opportunities as well as its current challenges. Russia is still an important player, ranking 8th largest country in Europe for business jet flights.

But it will continue to slide down the rankings, as Europe´s larger markets have shown some tepid recovery this year in line with a recuperating economy. By contrast Russia´s economy dipped almost 5% in the 2nd Quarter and unless the oil price recovers and

WANING

Manufacturers have experienced a fall in demand in Russia. Vnukovo airport (top) Dassault 7X (center).

Manufacturers A more obvious loser from the drop in the Russian market are the aircraft manufacturers, particularly the heavy and long-range jet providers Gulfstream and Bombardier.

Bombardier in particular is in some turmoil this year as it cuts production and employment in response to falling demand for its premium Global aircraft.

For both manufacturers, Russia was an indispensably strong market in the last few years, as European markets continued to sag. Between 2007 and 2013 Gulfstream saw its fleet in Russia grow from 7 to 53 aircraft. This year, new jet deliveries to Russia, as well as China, have slumped. At least Gulfstream has the relative protection of its exceptional backlog of G650 orders. For Bombardier, the collapse of the Russian market is a real problem.

The extent of Bombardier´s exposure is evident in its jets´ flight activity in Russia this year. There have been over 3200 flights in Bombardier aircraft this year, almost three times as many as the next most popular brand of aircraft, but 18% fewer than last year. The ultra-long range aircraft types, such as the Global Express, are relatively least affected, flights down by just 4%, which may reflect the relatively resilience of their super wealthy users. Heavy jet flights, in contrast, which comprise 40% of all activity out of Russia, have collapsed by 25%.

The Challenger 850, which has been a very popular jet for Russian customers, is flying a third less. The midsize Learjet 60´s activity is down by 45%. Other OEMs´ jets are also flying less, with the notable exception of the Falcon 7X.

42 - BART: SEPTEMBER- OCTOBER - 2015

sanctions are lifted, its businesses and consumers will not recover their appetite for private jets any time soon.

✈

Richard Koe is joint Managing Director of WINGX, taking the lead on strategy, business development and sales initiatives. Together with Christoph Kohler, Richard has grown WINGX to be the leading provider of market intelligence to the global business aviation industry.

As well as managing WINGX, Richard is a regular speaker, panellist and moderator at industry conferences worldwide, writes on a wide range of business aviation issues, and works closely with regional regulators and industry associations.

WWW.WINGX-ADVANCE.COM

See us at Jet Expo Rockwell Collins booth 153

ROTOR REPORT

T

By Mark Huber

he Russian helicopter market continues to face several challenges going forward. Like the rest of the world, it has been adversely impacted by the sliding price of oil.

The precipitous decline of the Russian ruble also has slowed short-term prospects. More significantly, the local helicopter market continues to be hamstrung by indigenous industry’s difficulty in bringing a light or even a light medium models to market. It also suffers from a lack of supportive infrastructure including training, heliports, and MRO capacity.

Part of the problem is cultural. Much of indigenous production remains state-owned. The main player is Russian Helicopters, an amalgamation of several design bureaus and production facilities. Russian Helicopters is owned by state conglomerate Rostec, a diverse collection of 700 entities that form the backbone of Russia’s military-industrial complex.

INDUSTRY

Russians prefer to make medium and large helicopters, while importing light helicopters.

MI-17 (top), R66 (center-left), Denel Aviation (center-right) R44 (bottom).

Traditionally, Russian aircraft are developed by flying a series of pre-production prototypes over, what by Western standards, is considered a leisurely development timetable, as opposed to the use of advanced computer flight test modeling. Companies owned by Rostec tend to structure their products to serve state interests.

And when it comes to helicopters, that means the bias is toward medium and large helicopters, such as the ubiquitous, multi-mission Mi-17.

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RUSSIA

RUSSIAN HELICOPTER MARKET AT THE RUBICON

Robust These helicopters have a well-won reputation for robustness and simplicity, making them a favorite in environmentally hostile, third-world country operations. Overall, Russian helicopters have a 14 percent market share worldwide and the company is aiming to obtain 20 percent before the end of the decade. However, they are also heavy and comparatively fuel inefficient when evaluated to Western offerings. Fully half of Russia’s fleet

of 2,500 helicopters on civil registry are heavy category. Mediums comprise another 20 percent.

Last year Russian Helicopters delivered 271 helicopters. More than 8,000 helicopters of Soviet/Russian make are operated in 110 countries worldwide, with fleet concentrations in the Middle East, Africa, Asia-Pacific, and Latin America. Russian Helicopters also has a hefty overhead, employing some 43,000. Compare this to Sikorsky, a U.S. helicopter company with a higher output of military and civil rotorcraft, that employs 15,000.

Light Helicopters In recent years, light helicopter imports into Russia have surged. Over the next three years, the Russian Helicopter Industry Association expects the country’s civil fleet to increase by 500 with fully two-thirds of those coming from the light and medium models. The light market is leading the charge. Between 2009 and 2014, the number of native light civil sector helicopters grew from 234 to 523 according to RHIA. Officially, executives from Russian Helicopters

maintains that the company and its components are too busy with ongoing large and medium helicopter projects to worry about the lower end of the market.

Consequently, light helicopters are generally imported. Many are from U.S. maker Robinson, that has consistently found Russia a fertile export market and home to almost 250 pistonengine R-44s. In 2002, the R44 became the first U.S. manufactured helicopter approved by Russia and other states of

the Commonwealth of Independent States (CIS) and it has enjoyed a strong local following, as has its turbine R66.

Long Range In September 2013, two R66s completes around-the-world flights. Pilots Michael Farikh and Alexander Kurylev flew R66 S/N 0323. Pilots Dmitry Rakitsky and Vadim Melnikov flew R66 S/N0164.

Robinson’s simple, low-cost design

philosophy is culturally simpatico with its Russian customers. Enstrom, Airbus, AgustaWestland, and Bell also have done well in Russia in recent years. The recent downtown in the Russian economy, largely related to sinking oil prices, as opposed to new Western sanctions related to the Kremlin’s misadventures in the Ukraine, temporarily have tapped down these imports. However, Western rotorcraft makers still see Russia as a good long-range play, despite high Russian import duties and value-added tax (VAT), that along with various fees, can increase the price of an imported rotorcraft up to 41.6 percent, according to the U.S. Commercial Service.

While direct imports can be expensive, conducting final assembly of component manufacture in Russia can circumvent the tax man.

Airbus Helicopters sold its first aircraft into Russia 20 years ago and today 186 of its helicopters across 16 types are flying there, more than 50 percent of the turbine-powered Western fleet in Russia. Airbus’s Russian customers include government, industry, and private individuals. The company has a network of 22

AFTERMARKET

Service and support is key to penetrating the Russian market.

Bell 407 GXP (top) Airbus Helicopter (bottom).

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ROTOR REPORT

RUSSIA The same thinking drove the 2008 creation of a 50-50 joint venture between AgustaWestland and Russian Helicopters, HeliVert, to assemble the AW139 medium twin for the Russian and CIS market at a plant outside Russia in Tomilino. The first AW139 assembled by HeliVert flew in 2012 and the plant has the capacity to produce 15-20 per year.

The plant employs more than 100 and also houses a Russian certified MRO to support its output.

AW hopes HeliVert will help it to achieve its strategic goal of increasing its Russian market share by 40 percent over the next decade.

However, such JVs can sometimes be challenging. The HeliVert JV was

service centers approved by the Russian Federal Air Transport Agency.

One of the biggest customers today is UTair Aviation with the fleet of Airbus Helicopters units. Airbus Helicopters in Russia fly diverse missions including surveillance, geological exploration, including ambulance transportation, evacuation and search and rescue across the country.

PARTNER

Helivert (center) is a joint venture between AgustaWestland (top) and Russian helicopters.

Maintenance Providing the necessary service and support is key to successful penetration of the Russian market. notes a 2013 study from the U.S. Commercial Service. “When entering the Russian market, foreign helicopter manufacturers choose strategies varying from sales and partnerships with independent market players to teaming up with state holdings and authorities. As a first step, initial market entry can include selling helicopters in cooperation with a Russian partner (dealer).

Past experience indicates that a “soldand-forgot” attitude led to market failure for a number of brands.

Thus, European helicopter manufacturers who have been in the market for a while have made a transition from just selling helicopters to selling their ‘lifecycle,’ including setting up a developed maintenance infrastructure.”

Bell announced in May that it would assemble its 407GXP turbine single for the Russian market in Russia at a JSC Ural Works of Civil

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Aviation (UWCA) facility in Yekaterinburg. Teaming with UWCA presents an immediate strategic advantage, as it already has MRO capabilities. “We believe there is a strong demand for the Bell 407GXP and we are delighted to establish a strong local presence in Russia,” said Patrick Moulay, vice president of global sales and marketing at Bell Helicopter. “This is a key milestone for Bell Helicopter that we expect will lead to further opportunities within the Russian market. We are committed to continue supporting the success of our Russian business partners as we strongly believe in the long term potential of the market.”

recently re-organized as part of a deal to sell ten new AW189 supermedium twins to RN-Aircraft, a subsidiary of state oil company Rosneft.

The latter inked a deal in late 2014 that could see it taking up to 160 new helicopters from the JV by 2025, including AW189s assembled at HeliVert. Under the reorganization, AgustaWestland would cede 10 percent of its interest in the JV and Rosneft would receive a 30 percent share in it. Russian Helicopters would see its share diluted to 30 percent. Officially, AW said the move was designed to “strengthen its industrial collaboration with its Russian partners and its commercial presence.”

Building alliances Other strategic alliances with Western companies also are in the works. This includes Russian Helicopters forming partnerships with engine makers Pratt & Whitney Canada and Turbomeca. Turbomeca is providing the Arrius 2G1 engine for the Kamov Ka-226T and the Ardiden 3G for the Ka-62. Another Turbomeca engine is under review for RACHEL, aka the Russian Advanced Commercial Helicopter and as a retrofit solution for the Mi-17/35. A good deal of Western content is also expected to be found on the 30-passenger Mi-38, a 15.6 ton heavy lift helicopter under development. Incorporating Western engines and avionics into Russian airframes is seen as a way of making them more appealing to foreign buyers.

AgustaWestland said to be smaller than an AW119. The KA-226T and the Ansat received Russian certification in May. However, Russian Helicopter’s ambition to have the Ansat certified by EASA remains unfulfilled.

In May 2015, Russian Helicopters announced a framework for a partnership with Chinese aerospace company AVIC to develop a new Advanced Heavy Lift helicopter. The details are preliminary and contract negotiations are ongoing.

Almost all of these programs have seen their schedules moved to the right at least once, some perennially, a problem exacerbated by the collapse of the Ruble in 2014. Late last year Russian Helicopters announced that is was re-evaluating ongoing helicopter program schedules in light of

The Kamov Ka-226T is a coaxial rotor light twin designed primarily for disaster assistance. It features interchangeable mission pods, allowing the same helicopter to be quickly converted between roles including cargo, passenger, EMS, and fire suppression. The Ka-62 is the civil variant of the Mi-8 and has been under development since at least 1990. The medium twin will feature high-density passenger seating for 14. Other indigenous Russian designs that could hit the international market soon include a new Ansat light twin, a 7,900 lb. model powered by a pair of P&WC PW207Ks, and a 5,500 lb. light single being developed with

shifting economic conditions. This summer Russian Helicopters announced that it expected relatively static native production through 2030, estimating output at 230 to 280 units per year. The company currently has a two-year production backlog valued at $9.8 billion.

More than half of all production are Mi-8/17 models distributed across three main customers: China, India, and the U.S. Army, the latter being a one-time fleet buy to equip the Afghan Army that became the subject of a criminal prosecution in the U.S. and the subsequent conviction of the U.S. Army officer who managed the program. The case involved the com-

pany selected to modify the helicopters for the Afghan Army, Lithuania-based Avia Baltika Aviation, and not Russian Helicopters. The selection of the Mi-17 for the Afghan Army was highly controversial in the U.S., but American officials defended the contract, citing the Afghan Army’s previous experience with the helicopter and its overall robustness.

Upgraded variants of the Mi-17 are hitting the market. They include the Mi-171A2 that features Klimov VK2500P turboshafts with Fadec. The new engine would replace the Ukranian-built TV3-117VMAs that currently powers most Mi-17s and is expected to give the helicopter improved high/hot performance.

Continued Russian Helicopter progress in developing world often hinges on its willingness to have its aircraft assembled in customer countries. Russian Helicopters’ popularity in India, already established with more than 280 helicopters in country, most of them Mi-8/17s, and was recently boosted by the announcement of a Russian JV there with local company Elcom Systems to build its helicopters there beginning with the Ka-226T. It also will build select components and house ground and flight test operations. Having a local factory up and running is expected to give Russian Helicopters a strategic advantage when responding to Indian Ministry of Defense tenders for armed helicopters.

But back in Mother Russia, the challenge remains how to meet the continuing demand for light helicopters, that are expected to grow from the current 25 percent to 50 percent of the indigenous fleet by 2020 thanks to the needs of local police, EMS, and private sector demand. State industry remains unwilling or unable to field a credible native design and joint ventures with Western manufactures remain in their relative infancy.

Meanwhile, service and support infrastructure still needs to grow to catch up to the needs of the light helicopter fleet already in place. Sexy markets such as Brazil, or potentially huge ones like China, consume much of the global helicopter marketing oxygen. But ultimately, Russia could be a bigger prize than either.

✈

UTILITY

The Kamov Ka226 is a small, twin-engined Russian utility helicopter.

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REGULATORY INSIGHT

RUSSIA

SANCTIONS IMPACT RUSSIAN BUSINESS AVIATION E

By Derek Bloom

U and U.S. sanctions are negatively affecting the Russian business jet market. A certain number of wealthy Russian persons and large corporations are specifically named in EU and US sanctions. These persons may not be sold aircraft by the major manufacturers, and cannot receive maintenance, warranty and navigation services from some Western providers. Accordingly, several of these persons have gone to some lengths to sell aircraft they own, and are not acquiring new aircraft, but are presently using charter aircraft.

BLACKLISTED

Gennady Timchenko (center) had difficulty getting his aircraft maintained due to sanctions Gulfstream G550(top).

However, there are multiple other negative factors impeding the Business Aviation market in Russia at this time. While each of these negative factors will likely prove to be temporary over some time period, in the short-term, at least, there is little to cheer the market.

When I studied navigation, I was struck by question, “What is the most important question in navigation?” The answer is “Where are we now?” So, where are we now? We may draw lines to find the intersection between the following points of reference to arrive at our current location.

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There are many fewer billionaires in Russia than in the past. According to Forbes, “Hit by falling oil prices, a struggling currency and Western sanctions over the crisis in Ukraine, Russia saw the total number of billionaires fall to 88 from 111 the year before.”

The remaining billionaires in Russia (China and Latin America) are not buying enough private jets. Current economic conditions and geopolitical issues have impacted intake levels industry-wide; as a result Bombardier Business Aircraft is reducing its production rate for Global 5000 and

Global 6000 aircraft. “A lot of the oligarchs made their money with oil, and right now oil prices are being challenged” the president of Bombardier Business Aircraft said of Russian jet buyers. “Also, taking money out of the country right now is challenging. All of this put together results in the slowdown we can see now.” The General Dynamics CEO also said Gulfstream too is seeing fewer orders from Russia (China and Latin America), but because of a backlog for G650’s won’t be cutting production.

A higher priority than an aircraft is a home, and wealthy Russians are selling their homes, and there are no buyers. In Rublovka, the area that has long housed Russia’s elite neatly groomed shopping malls are deserted most days. With the economy reeling from the oil-price crash and Western economic sanctions over Ukraine, the ruble has sunk precipitously, inflation is up sharply and real wages are shrinking for the first time in years, forcing Russians — even the wealthiest — to make do with less. Sellers are either desperate for cash or fleeing abroad, taking their money with them, while buyers are shunning the Rococo-style castles that are something of an area trademark. “People do

not think that they will make the same type of money in the future, so they don’t want to spend what they have now... The political and economic instability prevents everyone from buying real estate.”

Off-Shore Assets The Russian government has announced a program called “DeOffshorization” pursuant to which the wealthy are encouraged to bring cash back to Russia. As of June 8, 2015, a new Russian amnesty law came into effect whereby the wealthy may voluntarily disclose information about existing off-shore and domestic assets.

Yet, distrust of the Russian government is sabotaging the law. Rather than repatriating assets to Russia, Russia’s wealthy are hiding their offshore assets more deeply behind opaque multi-tier holding company structures and trusts and nominees and trusted persons outside Russia who appear to be the beneficial owners of assets, not just the nominee owners.

While the hiding of assets outside Russia is driven first and foremost by a desire to safeguard assets from seizure by the Russian government, this same practice also creates significant problems for Russians who need to demonstrate to an EU or US creditor or regulator that he or she or it is not subject to sanctions, and the money is not subject to money-laundering regulations.

Moreover, Russia is experiencing massive capital flight since wealthy persons are afraid to have their wealth in Russia. The Russian Central Bank reported that $154.1 bil-

lion was transferred out of Russia in 2014. During the first quarter of 2015, another $32.6 billion was transferred out of Russia. Many of the transactions by which billions of dollars are transferred out of Russia are themselves giving rise to criminal investigations. Deutsche Bank AG is looking into possible money laundering transactions by some of its clients in Russia which could exceed $6 billion. The Russian government may resort to currency restrictions of the pace of capital outflows does not ease in 2015.

U.S. Sanctions The U.S. government has imposed two types of sanctions on Russia.

One type of sanction is a prohibition on business with “Specially Designated Nationals” (“SDN’s”) that are under U.S. Ukraine-related sanctions. The second type of sanction is called “Sectoral Sanctions” and prevents the extension of financing for longer than 30 days to named persons and legal entities. The sanc-

tions are enforced by the U.S. Office of Foreign Assets Control (“OFAC”).

It is possible to petition OFAC and to obtain a license to engage in a transaction that is not prohibited, or to obtain comfort that the sanctions do not apply to a proposed transaction.

Our firm has experience representing persons subject to sanctions to obtain guidance that the sanctions do not apply to a proposed transaction.

In order to undertake such work, our firm may first have to communicate with OFAC and determine whether OFAC would require our firm to obtain license to represent a compa-

ny possibly affected by sanctions.

With the right facts, this is a hurdle that can be crossed.

The sanctions removal process is done through submission to OFAC of a Petition for Review, also known as a Request for Reconsideration. We would be required to collect very detailed and comprehensive ownership and financial information on each of the companies involved in order to prepare and submit evidence in support of our arguments in the Petition for Review. We would have a right to request a hearing before OFAC, however they are not required to grant a hearing. The decision process can take from 6 months to two years, or more. The OFAC decision on our petition would be considered a final administrative decision. Denial of the grant of a license or being removed from the SDN list may by challenged by bringing a lawsuit against OFAC in U.S. District Court in Washington, DC under the Administrative Procedure Act (APA).

European Sanctions The Council of the European Union has also enacted sanctions that limit the provide financing to listed persons and legal entities. The EU sanctions name a smaller number of persons than the US SDN sanctions.

Accordingly, some Russian persons who are subject to US sanctions are free to travel to the EU. Neither the US or EU sanctions foreclose the extension of credit to persons who are not specifically named. Some European banks are actively seeking to work with wealthy Russian persons who are not subject to sanctions. At the same time, the majority of EU and US banks and other aircraft finance businesses are no longer extending new credits to any Russian persons or legal entities out of concern that existing sanctions may be broadened, and, instead, are looking to wind up existing extensions of credit and reduce their exposure to perceived risks.

OFAC is advising U.S. persons to act with caution when considering a transaction with a non-blocked entity in which a blocked person has a significant ownership interest that is less than 50 percent or may otherwise control the company.

Gulfstream and one of its customers, Gennady Timchenko, who owned a G650 were grappling through the sec-

ADVERSE

Sanctions are adversely affecting the Russian business jet market.

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REGULATORY INSIGHT

DOWNTURN

With less wealth in Russia, its Business Aviation market is in recession.

Russian President Vladimir Putin (top).

ond half of 2014, and possibly into 2015, with the application of OFAC SDN sanctions to Mr. Timchenko. It was widely reported in the fall of 2014 that Mr. Timchenko had said publicly that Gulfstream had broken off contact with him and would not service the aircraft. Mr. Timchenko’s aircraft was grounded for several months.

Prior to the imposition of sanctions on Mr. Timchenko, he had been seeking U.S. government funding, apparently from the Export-Import Bank of the United States, to buy up to 11 Gulfstream aircraft, having a value from $173 to $710 million.

Presumably, since Gulfstream still has a substantial backlog to produce G650’s, the loss of this piece of business, if it ever had a chance at realization, is offset by the other business that Gulfstream does have. Gulfstream did address the situation with Mr. Timchenko directly. Gulfstream is continuing efforts to sell and maintain aircraft in Russia while also navigating economic sanctions by the USA and Europe that target certain individuals – including some of the company’s clients.

Regarding Mr. Timchenko, who reportedly owned the sixth G650 off the assembly line, Mr. Timchenko had complained to Russia’s ITAR-TASS news agency in a July 31, 2014 report that his G650 was effectively grounded because of the sanctions. He says Gulfstream has informed him they cannot send spare parts or allow his pilots to use the maps included in the aircraft’s navigation system. The incident put Gulfstream in the awkward position of wanting to support customers while still fully complying with US and European trading rules. A Gulfstream spokesperson said Gulfstream can still deliver and support aircraft linked to Russian clients, despite the sanctions. “It just depends on where they’re at on that sanctions list. Certain people in Russia you’re not able to do a lot of business with...Are we able to still do business?

Yes we can. We just have to be careful about how we do it.”

The word on the street is that Mr. Timchenko’s aircraft was eventually sold to a person not subject to the OFAC SDN sanctions, and that OFAC

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RUSSIA

was aware of the transaction before it occurred. So, presumably, Gulfstream is now able to service that particular G650 once again.

Confidentiality The identity of Russian owned aircraft is intentionally well hidden, and accurate information about the place of registration of Russian owned aircraft is also hard to establish. There is an interesting website operated in the Russian language by Aviaforum where a large number of interested persons, perhaps industry sales persons, and perhaps hobbyists, exchange information about which Russia persons own which particular aircraft, and where they are located. According to one summary published here, of 565 Russian owned aircraft, the Isle of Man is the champion with the most Russian owned aircraft, being 101 aircraft. In second place is Austria with 71 aircraft, and, surprisingly, in third place is Russia itself with 70 aircraft registered here. The information summarized here does not go on to list any other totals, but Malta, the UK and Switzerland and the U.S. would likely follow.

At the same time that Russian owners of aircraft are motivated to own and register their aircraft outside of Russia, notably there is proposed legislation in Russia that would make it secret information to know who and what legal entities may have registered ownership of real estate, aircraft and yachts in Russia. Under the

proposal, information about ownership of real estate, aircraft and yachts would only be made available to persons holding a power of attorney from the owner to access such information.

The Federal Security Service (FSB) has proposed the information would still be freely available to state organs, but all other bodies would need permission from the relevant property owners to access their details. According to the authors of the new bill, this information can at present be used for criminal purposes, for example blackmail. The new law is expected to come into force in March 2016.

In conclusion, coming back to the question posed by navigation, “Where are we now?”, the Russian business aviation market is clearly in a recession due to there being fewer wealthy persons, and those who are remaining are not spending and investing as freely as in the past. There will be a continued desire by Russian owners to own their aircraft through ownership structures outside of Russia that will be opaque to both the Russian government and to Western aircraft manufacturers and other foreign buyers and sellers seeking to do business with a Russian counterpart. Russian owners will continue to register their aircraft outside of Russia. There will remain a very limited constituency for legal reform to promote business aviation in Russia, and to lobby for an exemption from import VAT, for example. Russian owners of aircraft have gone to great lengths to make themselves and their aircraft into foreigners just visiting Russia when they are here.

✈

Derek Bloom is a Partner with Marks and Sokolov's Moscow office.

He is a member of the District of Columbia Bar Association. Before moving to Russia, Mr. Bloom practiced law in Washington, D.C. from 1984 to 1995 as a partner in a securities law firm focused on securities issuances by US financial institutions. dbloom@mslegal.com www.marks-sokolov.com

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FOCUS

F

By Kirby Harrison

light simulator training has come a long way since 1929, when a young Ed Link decided there had to be a less expensive way to learn to fly. Blessed with an aptitude for science and mechanics, he set about creating a machine that would replicate the controls and movements of an airplane in flight. The end product resembled a toy airplane from the outside, with stubby, wooden wings, a fuselage mounted on a universal joint, and bellows from his parents’ organ factory, driven by an electric pump to provide pitch and roll in response to the student’s controls.

Little did he know that this first flight simulator would usher in what is today a multi-billion industry that offers simulator training in virtually every aircraft in service world-wide.

FlightSafety International, for example, offers more than 4,000 courses annually on nearly 140 aircraft, and provides a total of 1.3 million hours of training annually to customers from

EVOLUTION

The first flight simulator: The Link Trainer (top).

FlightSafety International offers more than 4,000 courses on nearly 140 aircraft.

167 countries at 39 business and regional airline training programs from Hong Kong to Stavenger, Norway.

CAE is the other big dog on the flight training block. It was founded on St Patrick’s Day in 1947 by ex-Royal Canadian Air Force veteran Ken Patrick to take advantage of “a wartrained team that was extremely innov-

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FLIGHT TRAINING

RESEMBLING THE REAL THING

ative and very technology intensive.”

The company currently employs some 8,000 people at more than 160 sites at training locations in 35 countries and continues to expand with recent additions at their Amsterdam, Dubai and New York training centers. The company’s total revenue has grown steadily. In fiscal year 2010, it was $1.53 bil-

lion Canadian and by FY 2015 it had jumped to $2.25 billion Canadian.

The integration of new technology and adaptation of existing technology is critical to the realistic enhancement of the flight simulator experience and in doing so, improving the safety of flight.

Safety of flight is a focus of FlightSafety’s new Upset Prevention & Recovery Training. “In-flight loss of control represents the single greatest cause of fatal aviation accidents in the last decade,” according to VP of communications Steve Phillips.

The course focuses on preventing inflight loss of control, and recovery from the upset if prevention proves impossible. Training comes in a Gulfstream G550 simulator designed with an aerodynamic model that replicates the flight envelope from full aerodynamic stall to speeds well beyond VMO/MMO. The model was developed by FlightSafety using actual flight test data and was approved by senior Gulfstream experimental test pilots who did the initial flight tests of the G550 airplane.

There is an academic element to the course, consisting of 3.5 hours of

advanced topics, including low/high speed aerodynamics, stability and control, aircraft performance and upset recovery technique. The simulator period ends with pilots experiencing actual scenarios that ended in fatal accidents.

“FlightSafety has always maintained that truly meaningful type-specific upset recovery training could only

instructors and observers compared with previous-generation simulators.

FlightSafety is also promoting its CrewView glass-mirror displays to deliver “unprecedented simulation training fidelity, the greatest level of realism with superior optical performance, and sharper image clarity.”

The collimated images, claims the company, are presented free of visible

able to understand their ‘energy state’ at any given point on the descent.”

Using these tools, pilots learn to predict in advance whether or not they will meet stabilized approach criteria.

“It will allow flight crews to act much earlier than before in resolving any high-energy problems while they are still easily handled,” according to FlightSafety’s Phillips.

While technology enhances reality and reliability, the human factor remains a wild card in manned flight.

FlightSafety’s Crew Resource Management (CRM)/Human Factors LOFT (Line Oriented Flight Training) addresses that issue. It is, says the company “a highly integrated and challenging course created to assess CRM aspects of a flight crew’s performance during a long-range international flight.” It requires four hours in the simulator for a crew of two pilots.

Prior to LOFT attendance, crews are sent a trip notice, allowing them to plan the trip exactly as they would in their flight department, and to brief the instructor on their planning. A post-simulator session briefing is used to “re-live” the LOFT.

distortions and artifacts out of mirror edge and “ground rush” distortion in the bottom field of view.

The new Energy Management course from FlightSafety focuses on the physics of operating Gulfstream aircraft in the descent phase of flight.

With the completion of up to 10 different scenarios in each two-hour simulator period, “pilots learn the tools avail-

“An optimal outcome for the passengers and crew hinges upon the crew’s competency in coordination, communication, monitoring skills, intervention protocols, resilience to unforeseen events and response to a startling event.

The Rejected Takeoff Go/No-go course is yet another example of the emphasis on safety, putting a two-pilot

occur if the simulator precisely replicated flight beyond the normal certified flight envelope,” said Phillips.” In this case, anything other than exact replication beyond the certified flight envelope would provide negative training.”

40-million Pixel Resolution FlightSafety’s VITA 1100 visual system provides photo-realistic imagery up to 40-million-pixel-resolution and a realistic field of view up to 300-degrees horizontal and 60-degrees vertical.

“The tightly integrated computer hardware and software across the sub-systems allows for more accurate and higher fidelity.” Explained Phillips.

The company’s FS1000 full-flight simulators represent “the highest level of realism and maximizes the effectiveness and efficiency of FlightSafety’s latest innovations in technology,” said Phillips. Designed to replicate the exact flight and performance characteristics of the aircraft they represent, the simulators offer the latest in multicore, 64-bit architecture and supporting real-time tools. And the interior of the simulator offers close to twice the amount of interior space for flight

EXPANSION

Emirates and CAE’s second flight training center in Dubai (below).

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FOCUS

FLIGHT TRAINING

flight crew through a series of V1 decision scenarios that will allow them to become proficient in their flight department’s takeoff briefings and the go/no-go decision. During the fourhour course, each pilot faces 18 different V1 scenarios. Further, according to FlightSafety, many pilots have never operated their aircraft under the high stress and demands of an emergency return. “Each pilot has the opportunity to practice multiple emergency return scenarios to proficiency,” said Philllips.

Expansion is also part of the FlightSafety agenda, recently with plans to begin training on Dassault’s Falcon 2000LXS with the EASy II flight deck at FlightSafety’s Paris learning center at Le Bourget Airport in September. One of two Falcon 8X and other advanced technology training devices for the ISS Aviation Academy.

Sikorsky S-91A and S-70i full-flight simulators are to enter service in late 2015 and will be the first Sikorsky S92A and S-70i devices to be installed in Saudi Arabia. As part of that program, FlightSafety will also train ISS instructors and simulator technicians and provide training programs, courseware and manuals.

FlightSafety has also been selected as the exclusive authorized training provider for the new, ebuilt Nextant G90XT turbroprop, providing initial and recurrent pilot training. The agreement includes experienced instructors using a Level D simulator.

Initial approval will be by the FAA and EASA with other aviation regulating

ADVANCED

Flight training innovation: CAE Falcon 5X (top), FlightSafety Vita 1100(center), CAE Tropos XR (bottom).

Level D simulators is scheduled for installation in Paris. The other is at Teterboro Airport in New Jersey.

Further expansion includes a push to deploy civil helicopter simulators, a 40percent increase of Level D simulators that will accommodate nearly a dozen rotorcraft. The new FS1000 simulators will feature CrewView displays with fields up to 300-degrees horizontal, as well as NVG capabilities.

FlightSafety has also signed an agreement with Infinity Support Services for creation of a learning center in the Middle East. It includes the purchase of two full-flight simulators

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Working Closely With OEMs Flight training providers typically work closely with aircraft manufacturers in developing training devices for new aircraft.

As Dassault Aviation rolled out its new Falcon 5X business jet in June, CAE was already working closely with the French manufacturer to determine the best initial location for deployment of training devices based on customer demand. Deployments were also being planned in anticipation of a growing Falcon 5X fleet.

Flight training developers are quick to respond to demand and CAE announced this spring that five new business jet and helicopter aviation training programs are being readied for deployment in China, Norway, the United Arab Emirates and the United States for five aircraft types, from Bombardier’s Global 5000 and 6000 models to Gulfstream’s G650 to Sikorsky’s S-92 helicopter.

Expanding into China, CAE is supporting a growing helicopter market there, andis now offering a Sikorsky S-92 helicopter training program at its Zhuai Flight Training Center in China.

The simulator is qualified to Level D and now available for training. It follows the S-92 training program now operational in CAE’s Oslo, Norway center.

CAE’s first Airbus Helicopters’ H225 full-flight simulator in Oslo will be qualified to Level D and was expected

Falcon 5X pilots, said VP & General Manger Camille Mariamo, will have access to an immersive flight training experience in CAE’s latest-generation simulator, the CAE 7000XR series, equipped with the CAE Tropos 6000XR visual system.

In addition to courseware for Falcon 5X pilots, CAE is also developing training programs for the aircraft’s maintenance technicians and cabin crews.

CAE is a factory-approved training provider for Dassault, already delivering training around the world for some 20 Falcon models, from the venerable Falcon 50 to the Falcon 7X.

to be ready for training in mid-2015. It will offer initial, recurrent and missionspecific training for offshore, search and rescue, executive and other operating profiles.

CAE is also hard at work on a new Gulfstream G650 full-flight simulator.

It is the newly-designed CAE 7000XR model, equipped with the Tropos 6000XR high-fidelity visual graphics.

Among the advantages is an ability to customize the simulators to fit the way the customer flies and common-design architecture to ensure cost-effective operation and reduced lifecycle costs.

The G650 simulator will be ready for

authorities approvals to be obtained based on customer needs. Subsequent approvals are expected by aviation authorities in Brazil, Canada, China and Japan.

To date, FlightSafety has delivered more than 1,000 visual systems and 800 flight simulators and other advanced training devices.

training in the United Arab EmiratesCAE Flight Training Center in Dubai in 2016.

A new Level D full-flight simulator for Global 5000 and Global 6000 business jets that are equipped with the Bombardier Vision flight deck is now ready for training at the Emirates-CAE center in Dubai. The same training for the Global 5000 and Global 6000 is also available in Amsterdam for aircraft featuring the Bombardier Vision flight deck.

The Tropos 6000XR takes advantage of today’s GPU to provide high-resolution light points and customization to accommodate preferences and training needs for different airports.

A Growing Market Is Forecast Both companies see the flight training market continuing to grow, despite the dip in the price of oil causing cutbacks in offshore exploration and pumping.

And both see the United States as the major source of continued growth.

“Demand for training around the world has remained consistently strong [but] the greatest demand continues to be from the United States,” said FlightSafety’s Phillips.

CAE has taken “a long period of time” in becoming a global player in flight training and sees the airline segment as a primary driver for overall growth, including retirements from the airlines at age 65, coupled with recently enacted rules requiring an increase in training for new pilots and more rest for pilots as primary drivers of growth. Also airlines are recalling furloughed pilots and recruiting from their regional carriers at increasingly higher rates.

The total global civil aviation training market is nearly six times larger than the products market, and this is where CAE believes it can make major strides in growing business over the long term. ” A growing crop of new aircraft and aircraft types is also keeping the market strong. “Introduction and delivery of new aircraft types is a major driver for ongoing expansion of FlightSafety training locations and the introduction of new programs,” said Phillip.

Both companies anticipate revenue growth in the near term. In fiscal year 2015, said CAE’s Mariamo, “We expect to make more progress to expand market share and fill our available capacity,” he concluded.

BOOMING

The US is a major source of growth for flight training. CAE simulator (pictured).

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FOCUS

FLIGHT TRAINING

TRU TAKES TEXTRON INTO WORLD OF FLIGHT TRAINING

ENTRY

TRU Textron is a new force in aviation simulation.

TEXTRON INC. CREATED A NEW PRESENCE in the world of flight training in April with the launch of TRU Simulation + Training, described as “a new force in the aviation simulation and training market, with a full spectrum of innovative offerings and solutions available around the globe.”

The new business unit was formed from three legacy companies: Mechtronix, located in Montreal, Quebec; Opinicus Corp. of Lutz, Fla.; and a portion of AAI Logistics & Technical Services, an operating unit of Textron Systems based in Goose Creek, South Carolina. TRU later acquired ProFlight, of Carlsbad, Caif., which has since opened a training facility in Lutz, Florida.

“We sought to develop a name that represents the value we can add to customers, providing solutions that depict realistic environments and conditions that are “TRUE to life,” said President and CEO James Takats. The name, he added, was designed to reflect the effort to ensure that pilots are trained properly and feel confidence when they do get in the air.

The new Textron business unit is intended to provide entitlement training for Textron Aviation customers who purchase new production Beechcraft King Air 250, 350i/ER and C90GT turboprop aircraft that are equipped with Rockwell Collins Pro Line Fusion avionics. Entitlement

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training will include initial type-rating and recurrent training for pilots, as well as for maintenance technicians.

Entitlement training is slated for availability prior to new-model deliveries, which are expected to extend from the third quarter 2015 to the second quarter 2016. Citation CJ3 programs are expected to follow immediately.

For pilots, the training will be at TRU’s ProFlight training facility in Lutz, near Tampa, Florida. Training for maintenance personnel will be in a newly renovated space on the Textron Aviation Mid-Continent campus in Wichita, Kansas.

ProFlight instruction, according to TRU, is delivered by current pilots who utilize a diverse mix of courseware: printed materials; computerbased desktop training; a Level D fullflight simulator; a proprietary Level 6 NextGen flight training device; and the Rockwell Collins virtual avionics trainer. ProFlight has received FAA Part 142 and is applying for EASA certification as an aircraft training organization.

Last month, TRU gained FAA Part 142 certification for its new ProFlight satellite pilot training center in Lutz, near Tampa, Florida. Plans call for the new center there to offer training for the Cessna Citation CJ1, CJ2 and CJ3.

The company also expects to expand training to include nine more Cessna and Beechcraft models.

TRU is already expanding abroad with installation of a Bell 429 simulator in a former Bell service center in Valencia, Spain. TRU is also examining expansion from there to include business jets and considering sites in northern Europe and South America.

TRU announced in June that Star Wings, approved as a training organization by German aviation authorities, is in the final stages of installing its TRU-built Cessna Citation CJ3 fullflight simulator. The device will be built to EASA standards for Level D use and was expected to be approved in July 2015.

With the new high-fidelity simulator, Star Wings will become the only provider of CJ3 full-flight simulator training in Europe. The program will include initial, recurrent and type rating training as well as difference training, right-seat training, type rating instructor/type rating examiner training, Rockwell Collins 3000 FMS Pro Line 21 training, multi-crew cooperation training, and license proficiency check/operator proficiency check flights.

“TRU Simulation + Training offers an exciting opportunity for Textron to be a major force in the rapidly growing market for providing pilot and air crew simulation and training to both commercial and military customers,” said Takats.

✈

All of these names have one name in common.

AgustaWestland • Airbus • Airbus Helicopters • Bell • Boeing • Bombardier • Cessna Dassault • Embraer • GE • Gulfstream • Hawker Beechcraft • Honeywell MD Helicopters • Pratt & Whitney • Robinson Rolls Royce • Sikorsky • Williams

Lower Maintenance Costs • Higher Residual Value • Global Support JSSI ® is the leading provider of hourly cost maintenance programs covering virtually all makes and models of business aircraft, engines and APUs, including helicopters. jetsupport.com/gettoknowus • +1.312.644.8810 • +44.1252.52.6588

SPECIAL FOCUS

T

By Paul Walsh

oday’s engine manufacturers aren’t just increasing speed and power; they’re increasing speed and power while at the same time improving engine efficiency and fuel economy.

Square the circle of more power with less fuel than you may just have a successful powerplant on your hands.

Engine manufacturers around the world have come up with many different inventive ways of doing this, so in no particular order here are some of the highlights.

Rolls-Royce is one of the most established BizAv engine manufacturers on the planet with engines such as the BR725, powering Gulfstream G650, and the BR710 powering the G550 as well as the Bombardier Global Express and Global 5000 and 6000.

ENGINE MANUFACTURERS

DOING MORE WITH LESS

the aircraft and reduced capital investment, as you’ll need fewer parts and tools.

Rolls Royce is also boosting its training offering and recently announced that it is partnering with FlightSafety International for BR725 Engine and Troubleshooting courses. The training will be offered at FlightSafety’s Maintenance Training Center in Savannah, Georgia to technicians who service and support Gulfstream G650 aircraft.

“We are pleased to have been selected by Rolls-Royce as an authorized training provider for BR725 Engine and Troubleshooting courses,” said

REPUTABLE

Rolls-Royce is one of the most established engine manufacturers.

Its BR710 (center) powers the G550 (top).

BR725 on the G650 (bottom).

Then there’s the Tay, which powers the Gulfstream G300, G400 and the G350 and G450; and finally the AE3007 which powers the Embraer Legacy 600 and 650 and the Cessna Citation X. What’s important for Rolls-Royce is to match these engines with some very robust customer support programs. For instance its CorporateCare program is very popular with clients in that it offers, low risk, fixed cost engine maintenance and predictable costs over the life of an agreement, covering all aspects of engine maintenance and management. The program also enhances aircraft resale value as the program is fully transferable with

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David Davenport, Executive Vice President. “This further demonstrates FlightSafety’s commitment to offer Gulfstream aircraft operators the most complete range of highest quality training services.”

“This collaboration with FlightSafety will provide a great benefit to our BR725 customers,” said Scott Shannon, Rolls-Royce Executive Vice President-Customer Business & Services, CSME. “Paramount to the ownership experience is a solid, strategic footprint that offers customers what they need, when they need it.

This training agreement will provide just that, a world-class training option that compliments those offered by Rolls-Royce.”

The Line Maintenance and Borescope Inspection courses will provide hands-on practical training using a Rolls-Royce BR725 engine.

Maintenance technicians will receive a comprehensive description of the BR725 engine and training on borescope inspections and the removal and re-installation of linereplaceable units. The courses will also cover engine and engine systems servicing, routine maintenance and inspection, as well as safety warnings and precautions.

Rolls-Royce and FlightSafety are also developing an Enhanced Troubleshooting course for the BR725 engine. The good news is that CorporateCare users will be able to use their annual Rolls-Royce training voucher for this course once it becomes available.

Compared to Rolls-Royce, Snecma is the up and coming challenger in Business Aviation. Its big story is the

Silvercrest which is set to power both the Dassault Falcon 5X and the Cessna Citation Longitude, two of the most exciting new aircraft coming on to the market. Testing of the Falcon 5X’s Silvercrest engine is now progressing, both on the ground and on Snecma’s flying test bed and its target certification date is now the first half of 2015.

The engine uses the latest 3D Aero design technologies, meaning that it offers aerodynamic efficiency that is unrivaled by other bizjet engines in this thrust class, as reflected in the streamlined shape of the fan blades.

The high-pressure compressor features four single-piece ‘blisks’ and a centrifugal stage, while the high-pressure turbine has an active clearance control system, another first in this type of engine, for even greater internal aerodynamic efficiency.

The Silvercrest also incorporates the ForeVision a real-time monitoring system, which optimizes the maintenance process by recommending preventive

maintenance procedures if needed, and thus improving the aircraft’s dispatch reliability.

Today Pratt and Whitney Canada is at the fore of three of the world’s most exciting Business Aviation programs: Dassault’s Falcon 8X, as well as Gulfstream’s G500 and G600. And it’s moving ahead on all fronts; recently receiving type certification for its new PW307D turbofan engine, which will power the 8X. Like many of today’s most innovative engines the emphasis is on greater performance, efficiency and lower environmental impact. Indeed, the resulting engine is a powerful yet highly efficient, clean and quiet business jet engine with one of the highest thrust-to-weight ratios in its class.

“The PW307D’s certification marks a significant milestone for P&WC and the Falcon 8X trijet and builds on the continued success of the PW307A program, for which we have delivered more than 800 engines to Dassault

Aviation,” said Michael Perodeau, Vice President, Corporate Aviation and Military Programs, P&WC. “We have worked closely with Dassault Aviation to deliver a state-of-the-art engine for the ultra-long range business jet market which provides the enhanced performance and efficiencies, along with proven reliability, that will meet the high standards expected by customers of the new Falcon 8X business jet.”

P&WC’s comprehensive product portfolio includes turbofan engines in thrust classes ranging from 900 lbs of thrust to 15,000 lbs. The PW300 engine family is recognized in the 4,700- to 8,000-lb thrust class for its low fuel consumption, environmental

ADVANCED

Snecma’s Silvercrest uses the latest 3D Aero technologies.

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SPECIAL FOCUS

ENGINE MANUFACTURERS

friendliness, reliability and economical operation. More than 4,000 PW300 engines have collectively accumulated more than 12 million flight hours. One important point is that these engines feature P&WC’s TALON low emission combustor technology, which delivers a step change in energy efficiency and reduced environmental impact.

Building on over one million hours of PW307A experience, the PW307D engine development program has accumulated an additional 1,000 hours of testing including 100 hours on P&WC’s flight test bed. P&WC leveraged rapid prototyping technology for engine hardware to accelerate the development schedule and meet customer commitments. maximize aircraft availability. The ESP Platinum builds on ESP Gold by adding coverage for parts and labor for routine periodic inspections, corrosion repairs, low utilization inspection, technical publications and enhanced engine trending and performance margin analysis.

Meanwhile P&WC’s PurePower PW814GA and PW815GA engines, will power the new Gulfstream G500 (range of 5,000 nautical miles) and G600 (range of 6,200 nautical miles) business jets respectively.

Recently the PW814GA engine has achieved a key milestone by successfully powering the first flight of the Gulfstream G500.

P&WC say that the engine raises the bar on performance and econom-

CHOICE

Pratt & Whitney’s PW307D on Dassault’s Falcon 8X (top), GE’s Passport (center), the PW800 (below).

P&WC has a long standing relationship with Dassault Aviation and they have been working together for more than 16 years starting with the selection of the PW308C for the Falcon 2000EX in 1999. Since then, P&WC has been chosen to power the Falcon 2000DX, 2000LX, 2000S and 2000LXS business jets with its PW308C engine, the Falcon 7X with the PW307A, and recently the new Falcon 8X with the PW307D. Also on the customer service side it’s important to note that Falcon 8X customers will be able to take advantage of P&WC’s Eagle Service Plan Platinum, the company’s premium “pay-per-hour” flexible service plan, designed to bring peace of mind and

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ics for next-generation large business jets in the 10,000- to 20,000-lb thrust class. A statement from the company noted that, “using the most environmentally sustainable, high-performance technologies, the engine offers double-digit improvements in fuel burn, emissions, noise and maintenance times.”

“We are thrilled to shape the future of Business Aviation with cuttingedge design technologies, advanced manufacturing processes and new levels of customer service,” added John Saabas, President, P&WC. “This success is made possible because of the hard work and dedication of P&WC employees around the world as well as our close collaboration with Gulfstream.”

So far, the PW800 engine family has surpassed 3,600 hours of full engine testing, including rigorous endurance testing that simulates a multitude of aircraft missions and environments, and more than 470 hours on P&WC’s 747 Flying Test Bed. GE Aviation is also experiencing success in the Business Aviation arena, and its Passport, an Integrated Propulsion System for long range business aircraft has been chosen to power Bombardier’s Global 7000 and 8000 ultra long range jets. Production is moving forward and to date GE has accumulated more than 1,000 hours and 500 cycles for the Passport test program. The Passport engine made its first flight Dec. 30, 2014, on GE’s 747-100 flying test bed in Victorville, California.

The company also recently announced that it had chosen a facility in Strother, Kansas, to assemble its new Passport.

“This investment will position Strother to play a pivotal role across the entire life cycle of the Passport engine,” stated Tony Aiello, GE Aviation’s vice president and general manager, Assembly, Test and Maintenance, Repair and Overhaul Operations.

GE will install new equipment and train employees on the new engine assembly this year, and expects to roll the first completed Passport engine off the assembly line sometime in 2016. The Strother facility should reach full volume production in 2017.

The Passport engine will produce 16,500 pounds of thrust and will incorporate advanced technologies and materials to provide 8% lower specific fuel consumption than engines in its class. It will also generate significantly lower emissions and reduced noise, surpassing the Committee on Aviation Environmental Protection (CAEP) Tier 6 emissions standards and meeting the Federal Aviation Administration’s Stage 4 noise regulations.

GE Aviation began operating at the Strother facility in 1951. Currently, they service the CFM56 for singleaisle aircraft, the CF34 for regional aircraft, and the T700 and CT7 for various helicopters and fixed-wing aircraft.

The company is also moving forward with its H-Series range of turboprop engines that are built to handle harsh conditions and extreme environments. They power a range of robust turboprops including Aircraft Industries’ L410 UVP-E20, an aircraft that just received FAA certification.

“Thanks to the FAA certification, we are able to enter new markets in North and Central America,” said Miroslav Ko íšek, Aircraft Industries’ Product Support Director & Commercial Director.

To date, more than 1,200 L410/L420 series aircraft manufactured by Aircraft Industries or its preceding companies operate in more than 50 countries in Africa, Asia, Latin America and Europe.

In addition to the L410, the H Series turboprop engine has been selected to power the Nextant Aerospace G90XT, Thrush Aircraft 510G and CAIGA AG300 aircraft. And since entering into service in 2011, GE has manufactured more than 200 units.

Finally Honeywell is going strong with the HTF7000 family of engines, which power the Bombardier Challenger 300, Gulfstream G280, Embraer Legacy 500 and Legacy 450. And at over 1.7 million flight hours, the engine has impressed with its reliability, durability and maintainability providing business jet operators with performance and fuel efficiencies at a lower cost of ownership.

And as owners of the Bombardier Challenger 300 will tell you: maintenance is also quick and easy. Key

LRUs can be replaced in 20 minutes or less with minimal tools common to every toolbox.

One important new addition to the HTF7000 series is the HTF7350 series will power Bombardier’s new Challenger 350 super midsize business jet.

The engine — a derivative of the HTF7000, which has proven its reliability by powering the Challenger 300 aircraft since its launch in 2003 — delivers a greater than 7 percent thrust increase and features Honeywell’s latest systems designed to lower fuel consumption and reduce emissions. Boasting classleading reliability, the HTF7000series engine family has now surpassed 1.5 million flight hours with more than 99 percent dispatch reliability.

With business jet owners under increasing pressure to maximize the cost-effectiveness of their operations, the HTF7350 balances performance and operational efficiency through innovations including Honeywell's Single Annular Combustor for Emissions Reduction (SABER) technology that reduces NOx, CO2 and unburned hydrocarbon emissions.

With SABER, NOx emissions are up to 25 percent lower than ICAO. The engine also includes targeted improvements to deliver 7,323 pounds of thrust per engine, enabling the Challenger 350 aircraft a direct climb to 43,000 ft.

✈

TESTED

Honeywell’s HTF7000 has amassed 1.7 million flight hours so far.

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AVIONICS REPORT

WEATHER RADAR

WEATHER RADAR – IGNORE IT AT YOUR PERIL

By Steve Nichols

Weather radar for bizjets is one of those avionic tools that can and does save lives.

T

SAFETY

Weather radar can save lives.

Honeywell (top) Honeywell Primus 880 (center).

Gary Harpster Senior Avionic Sales Duncan Aviation (bottom).

hunderstorms can be lethal to any aircraft and having early advance warning of potential precipitation or turbulence threats allows the pilot to either request a route diversion or climb over the hazard (if possible).

Modern Doppler systems can also sense the speed of the movement of rain towards and away from the aircraft by looking at small changes in the return frequency of the microwave reflection. This can help detect turbulence and wind shear.

But the earlier the warning pilots can get of bad weather the better.

Weather radar systems have become smaller and lighter in recent years thanks to the advent of solid state electronics. Early systems used weighty microwave magnetrons that consumed a lot of current, but had very high power outputs.

Gary Harpster, Senior Avionic Sales at Duncan Aviation, said: “Newer solid state systems rely on having lower outputs, but more sensitive receivers to get the same or better capability.

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“We always see a peak in interest in the summer when storms are more prevalent and operators realize their weather radar isn’t up to scratch, has technical problems or doesn’t have the requisite range.

“Some older radars can’t punch through storms to see what is on the other side. It can be that there is often even worse weather further out,” he said.

Harpster added that weather radar is not FAA mandated on business aircraft, only within the air transport market. But ICAO Annex six part one recommends: “All turbo-jet aeroplanes of a maximum certificated take-off mass in excess of 5,700kg or authorised to carry more than nine passengers should be equipped with a forwardlooking wind shear warning system.”

So what is available?

Harpster said the Honeywell Primus 880 is commonly selected by customers for larger aircraft.

The magnetron-based Primus 880 features 10 kilowatts of transmitter power and (up to) a 24-inch antenna.

Honeywell says its narrow pulse width provides better resolution of the reflected signal which, in turn, makes it easier to distinguish ground from weather. Its high receiver sensitivity also allows the radar to detect extremely weak signals from distant storms.

Rainfall intensity levels are displayed in four different colours with magenta and red showing severe rainfall, though yellow and green, which represents light rain.

Chris McKenna, Honeywell’s Director, Marketing and Product Management, said that its RDR-4000 solid state radar is also available for larger business jets. This features Honeywell’s patented IntuVue 3-D system that automatically scans at different tilt angles to build up a “3D volumetric buffer” of the weather from the ground to 60,000 feet across a 320 nm detection range.

“IntuVue also has an integrated ground database so that the system can tell the difference between weather and terrain,” said McKenna.

“It also uses algorithms to take out ground returns and works with the FMS to give the pilot the best view of the weather ahead, given the flight plan. Overall, it reduces pilot workload

Duncan Avionic’s Gary Harpster added that there is another cockpit development that is affecting weather radar take-up. He said that iPad-based weather apps that can get real-time information via a satellite or Gogo airto-ground link (in North America), can offer a cost-effective alternative.

“As a result we don’t see as many requests for radar upgrades as we used to as operators are backing it up with information they are getting on their iPads through a weather service.”

Harpster said that although radars can see out to about 100-120 miles, you can’t always trust the information you are getting back beyond about 80 miles.

“This is where weather information delivered via WxWorx and XM satellite radio receivers to iPads and the like can fill in the gaps, at least in the US. “I’ve seen a lot of customers who have been very happy with this solution, but if you don’t have real-time updates or lose your ATG or satellite while maximizing the actual information they need.”

Honeywell says IntuVue is the first radar to offer predictive hail, lightning and windshear detection and alerting with smaller antennas and reduces hazardous weather false alarms by 15%.

Gary Harpster at Duncan Avionics said Rockwell Collins’ TWR-850 turbulence avoidance radar is also popular.

This is an example of one of the newer lighter systems and utilises a lower output of just 30W in conjunction with high sensitivity receiver and digital signal processing. Rockwell Collins says this increases reliability and more than triples the life of the radar without sacrificing performance.

Turbulence is detected by using Doppler frequency shift and the TWR850 also includes an auto-tilt function to automatically readjust the antenna tilt after a range or altitude change to reduce pilot workload.

Ground clutter suppression mode can also enhance weather returns by minimizing ground returns using Doppler processing.

Rockwell Collins said that its RTA4100 MultiScan Weather Radar is also ideally suited to business aviation operators.

The 50W RTA-4100 provides a 320 nm “clutter-free” weather display with

“MultiScan” automatic operation and turbulence detection alerting capability out to 40 nautical miles.

It automatically gives pilots a complete picture of the weather ahead while eliminating the need to manually adjust the radar, automatically scanning and combining the returns through digital processing and analysis algorithms.

It comes with three antenna options – 12-inch, 14-inch and 18-inch.

Steve Brookshire, Rockwell Collins’ Principal Program Manager, said that its RTA-4218 system should also be available by the end of the year. “The new system is taking shape and will have a lot of new features, including windshear detection with an 18-inch antenna” he said.

internet signal as you get lower, weather radar can still be very useful, especially when you are on approach and need to see what is actually happening right in front of you,” Harpster said.

Rockwell Collins’ Steve Brookshire added that while weather information systems have their place, especially in flight planning, there is no substitute for knowing exactly what is in front of your aircraft.

“Weather updates can be out of date before you take off. And when you are flying at eight miles per minute you really need real-time weather information. And that is only going to come from a weather radar system,” he concluded.

✈

ADVANCED

Rockwell Collins' TWR-650 and its RT1 4100 represent the future of weather radar.

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REPORT

LABACE

BUSINESS AVIATION THRIVES AT LABACE

I

In maintenance Dassault Aircraft Services-Sorocaba recently completed a major expansion to better accommodate the demands of Brazilian and other South American customers.

The expansion added 10,000 square feet of hangar space.

The company owned Sorocaba Service 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 non-destructive testing (NDT) services, such as penetrant and eddy current testing can also be performed. A full service battery shop is available to repair, replace or recharge main and emergency batteries on Falcon and other aircraft models.

By Paul Walsh

n spite of the economic downturn in Latin America, the evidence from this year’s LABACE, which ran from August 13-15, was that Business Aviation continues to thrive, particularly in Brazil, which is home to a growing market of 772 registered business jets.

So manufacturers weren’t paying attention to any doom and gloom headlines and arrived in Sao Paulo for the show, ready to take advantage of what the Latin American market had to offer.

DEMAND

There’s a growing market for business jets in Brazil.

Dassault Aircraft Service Sorocaba, Cessna CJ3+ (center).

Dassault featured it the top-of-theline Falcon 7X and the new Falcon 2000LXS/Falcon 2000S twinjet and reported considerable interest at the show.

“The long-range Falcon 7X is the most popular large cabin business jet in Brazil, with 15 units sold,” said John Rosanvallon, President and CEO of Dassault Falcon Jet. “We’ve also seen very strong demand for the Falcon 8X in Brazil since we first announced the program just over one year ago with three of the first 20 aircraft scheduled to be delivered in here. That’s given Dassault a great deal of confidence in

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the future of the Brazilian market.”

Brazil remains one of the largest markets for the Falcon 7X which can connect Sao Paulo with Los Angeles or Paris while the Falcon 8X will reach Seattle or Moscow.

Additionally, the Falcon 2000 family remains a category leader in Brazil with more than 20 aircraft in operation. The performance of the Falcon 2000 is especially appreciated in Brazil and South America where short airfields, elevated runways and high temperatures are common.

Meanwhile Textron Aviation headlined at the show with with its three newest aircraft models – the Citation Latitude, Citation CJ3+ and Beechcraft King Air 250 with Pro Line Fusion avionics system – all of which have certified in the last year.

“Since our appearance at LABACE last year, we have demonstrated our leadership in certifying and bringing new products to market, which is evidenced by the debut this year of the Citation Latitude, Citation CJ3+ and Beechcraft King Air 250 with Pro Line

Fusion,” said Bob Gibbs, vice president, Sales, Latin America and Caribbean, Textron Aviation. “With the breadth of the product portfolio offered by Textron Aviation, operators throughout the region can be assured that virtually any mission need can be satisfied by Beechcraft or Cessna products.”

Leading the way for Textron Aviation was the newly certified Citation Latitude. With a range of 2,850 nautical miles, the aircraft boasts impressive mission capability.

Bombardier were also keen to get in on the action and they arrived with their s Learjet 75, Challenger 350 and Global 6000 aircraft will be on display.

“LABACE is gaining momentum every year and once again we are proud to participate in full force with aircraft from our three product families”, said Stéphane Leroy, Regional Vice President, Sales, Latin America.

“Our customer base in the region is constantly expanding and Bombardier is in a strong position with the perfect

product lineup to cater to the needs of our customers in Latin America”, he added.

In Latin America Bombardier is a market share leader with more than 1,900 aircraft in the region. Over the next 10 years, Bombardier Business Aircraft forecasts over 850 business jet deliveries valued at $24 billion 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 over this period. With the industry’s most comprehensive product portfolio and a commitment to customer satisfaction, Bombardier Business Aircraft continues to grow its leadership position in key regions around the world.

Home favourite Embraer announced that their Legacy 450 midlight executive jet had received type certification from the Brazilian Civil Aviation Agency (Agência Nacional de Aviação Civil – ANAC) during a ceremony at the show.

“We are especially thrilled with the Legacy 450 certification, delivering on our commitment to reach this milestone just one year after the Legacy 500,” said Humberto Pereira, Vice President, Engineering and Technology, Embraer. “The Legacy 450 introduces true innovation in its class.

This is also a reward for our teams’ passion and dedication to bring this truly revolutionary aircraft to market, and I congratulate each team member for this achievement.”

The certification campaign comprised two prototype aircraft, the first with flight test instruments and the second with a production-conforming interior. The commonality between the Legacy 450 and the Legacy 500 is around 95%. Production of the Legacy 450 has already begun and the first delivery is scheduled for the fourth quarter of 2015.

“We are very pleased to confirm that all Legacy 450 design goals have been achieved or exceeded,” said Marco Túlio Pellegrini, President and CEO, Embraer Executive Jets. “This aircraft is also a game changer in the mid-light segment. With better speed, range and field performance than originally planned, the Legacy 450 sets a new standard for its class.”

Embraer expects to receive certification from the FAA (Federal Aviation Administration) in the upcoming weeks and from the EASA (European Aviation Safety Agency) thereafter.

Last but not least Gulfstream announced that it had expanded its sales capabilities in Latin America by naming Aerocardal Limitada as a commercial and government sales representative in Chile.

“We’ve seen consistent growth in Latin America in the past five years, with more than 180 Gulfstream aircraft in service in the region,” said Scott Neal, senior vice president, Worldwide Sales and Marketing, Gulfstream. “We are pleased to have Aerocardal, a company with an excellent reputation, help us further expand the Gulfstream brand. Our customers will appreciate the focused attention and in-depth knowledge Aerocardal brings to the sales process in Chile.”

Aerocardal is a fixed-based operator and charter company located at Comodoro Arturo Merino Benitez International Airport in Santiago, Chile.

The company was established in 1991 and operates international and domestic passenger charter services, as well as medical flight services. It maintains a fleet of 15 aircraft, including two Gulfstream G150s.

Aerocardal will work closely with Luiz Sandler, regional vice president, South America, Gulfstream, and Fabio Rebello, regional senior vice president, International Sales, Florida and Latin America, Gulfstream.

✈

TRIUMPH

Embraer enjoys light jet success with the Phenom 100 (center).

Aerocardel (bottom).

BART: SEPTEMBER- OCTOBER - 2015 - 65

FROM THE COCKPIT

FLYING SKILLS

DISCIPLINE IS KEY M

IMPROVE

Self discipline is the best way to develop piloting skills.

By LeRoy Cook

uch has been made recently of a general deterioration in manual flying skills, leading to a “dumbing down” of flight abilities in order to fill cockpits seats. But, when faced with an inflight crisis, it still takes a professional crew to avoid disaster, even if the aircraft only requires one pilot.

There is a danger that we’re training new pilots to be excellent system analysts and procedure adherents, to the exclusion of being able to creatively belly-flop an Airbus into a river when bird ingestion leaves them without power. Everyone agrees that automation is a useful resource, a load-shedding tool that allows pilots to concentrate on critical decision-making. What it should not be is a means of prolonging decisions, or a substitute for maintenance of basic skills. The discipline needed to avoid stagnation of ability has to begin with active participation in the pilot’s seat—not by thumbing a procedures manual or programming an FMS. Whenever possible, we need to click off the autopilot, or navigate with basic equipment, just to remember how it can be done.

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I can still recall training myself for the ATP checkride, fighting to maintain the close tolerances demanded by the test standards. Allowing the crossed needles to stray outside the CDI’s central doughnut meant a goaround, on one engine, and a very expensive retest. At times, it didn’t seem possible that one could keep those needles centered while under pressure to accurately fly the procedure. Gradually, I learned to increase my scan rate, make early, timely corrections, and get ahead of the airplane instead of chasing it. In the end, I was subconsciously willing the airplane to hold a tight course, making it an extension of my mind.

Self discipline, then, is the way to improve piloting skills. Visualizing where we want the airplane to be, and using thrust, pitch, yaw and roll to achieve that end, does not come naturally. It takes practice, initially in a procedures trainer or simulator, but eventually in the airplane. There’s no substitute for the feedback of loading and motion found in actual flight. The best of simulators is still a simulation, useful in its own right but not the real thing.

The discipline behind successful piloting starts with understanding the best technique to achieve the desired outcome, and believing that it can be done, even if it doesn’t work out on the first attempt. A methodical, disciplined approach leads to taxiing on the centerline, subconsciously, without even concentrating on steering. That desire to guide the aircraft precisely translates into a takeoff and landing roll that also adheres to the stripe.

Takeoff Discipline In a takeoff profile, there is a target speed to be achieved in the initial climbout, usually a different one for all-engines or engine-out configurations. The airplane cannot be “driven” to this state; it has to be guided there by a disciplined pattern of raising the nose into the correct attitude, at a controlled rate, so as to make the wheels leave the ground at an airspeed slightly above minimum-unstick, accelerating toward the climbout speed with minimal pitch change. This flow of events does not happen without disciplined practice.

Behind precise piloting is a desire to be better. To accept mediocrity is to invite atrophy of skill. If you repeated-

automation do it for us, we should fly in a similar manner, accepting nothing less than perfection. Practice subtle hand-flying every time the opportunity is offered.

On the other hand, one should not fly with the fixation of an autopilot, concentrating solely on the minutia.

Our chief asset, as cognitive humans, is to be able to analyze the “big picture” and determine where and how to make inputs so the airplane winds up in a defined spot, properly configured and in the correct energy state. That takes a lot of decision-making and control movement, but if you can’t do it, you’re not a pilot.

Persist To The Goal Cockpit discipline is much like the persistence of a distance runner. A ly settle for “good enough” you will broaden the definition of that term to fit nearly all cases, and you’ll no longer improve. I am a fan of manual trim control; even though I want the convenience of an electric trim rocker switch under my thumb, I also like to roll tiny increments of pitch trim into the wheel next to my knee. I can feel the minuscule change in my seat cushion, responding to my finger strokes, in a way no stepper motor can duplicate.

Autopilots can be excellent instructors, if one observes their gentle anticipation of level-off or course capture.

When it’s our turn to fly, we need to emulate the autopilot’s early, incremental application of control, so as to roll out directly aligned with the desired track. Rather than let the runner has to analyze the route ahead, save up energy for a grade, pace himself to avoid “running out of gas” too early, and overcome fatigue and pain by settling into a stride that he can maintain. Running is as much a mental activity as a physical one. It takes practice, gradually improving performance to reach a higher personal-best over time.

Bringing a high-performance airplane into a stabilized approach path is the epitome of piloting ability, particularly when not following a published arrival procedure. In such a case, one has to plan ahead, to reach key positions with the aircraft slowing just enough to be on target for the next leg. Once acquiring the air-

VIEW

Humans, unlike autopilots, can analyze the big picture.

BART: SEPTEMBER- OCTOBER - 2015 - 67

FROM THE COCKPIT

FLYING SKILLS

port visually, it’s all about keeping the energy state of the airplane in balance with the deceleration required to reach a stabilized final approach.

The Final Outcome The landing, of course, is the payoff, the subjective evaluation where many sideline judges score a pilot’s ability. But the contact of tires against pavement is only the outcome of all the prior planning and skill acquisition. I like to imagine an open window at the runway threshold,

DISCIPLINE

Learning to fly is much like mastering a musical instrument.

68 - BART: SEPTEMBER- OCTOBER - 2015

through which I must pass on the way to touchdown. At this window, I must be on speed, not too high or too low, with the aircraft configured for the landing. I cannot miss the window’s opening, and I must not allow the airplane to carry too much or too little energy beyond that window.

Then, and only then, can I concentrate on the act of rolling rubber onto concrete.

When I introduce a new candidate to the task of learning to fly, I liken the process to mastering a musical instrument. One does not become a musician by learning to manipulate keys, valves and strings. Rather, one has to become part of the instrument, making it an extension of his or her will. Discipline is required to keep working at the job of growing in skill, and to maintain that skill, once acquired. Taking time off, particularly in the initial stages, invites deterioration of the meager skills so painfully learned. Discipline is key, staying the course to higher levels of ability.

Thinking ahead is the way to keep on a disciplined path. A runner has a goal, somewhere out ahead, and along the way he or she may set shorter goals; “if I can keep going until that next milepost, I will take stock there, and if all is going well I will continue.” In that way, runners eventually find themselves at the finish line, just as pilots work to perfectly pass waypoints with the airplane at the proper time, height and energy state, and thereby arrive at the destination.

Never consider the task of hand-flying to be a waste of time. It should be seen as an opportunity to test oneself, against the ultimate judge, the airplane itself. Discipline yourself to fly a perfect liftoff and departure, to reach top-of-climb without disturbing the passengers, to plan the navigation in an efficient manner to maximize fuel remaining, and to fly a descent profile that leaves nothing undone. As helpful as the automation is, it’s only a tool, and you should discipline yourself to be capable of manually taking the aircraft anywhere the autopilot can go.

✈

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

www.ebace.aero/2016/bart

MAINTENANCE MATTERS First-generation business jets will need modifying if they are to continue operating in the United States after the end of the year

T

POPULAR

So far Hubbard has equipped more than a dozen aircraft with its QS3 hush kit.

he US ban on operations by Stage 2 business jets that takes effect at the beginning of next year means owners will have to modify their aircraft, sell them to a jurisdiction where they are still allowed, or scrap them.

For a few of the types there is no remedy. Jet Commanders, JetStars, Sabres and Viper-engined 125s will have to retire or find new homes abroad. But there is a hush kit for the Falcon 20, and more than one option for the 20-series Learjets and Gulfstream IIs and IIIs that constitute the majority of the affected fleet.

The cost of a hush kit is substantial – from around $70,000 for a Learjet 20 to more than ten times that for a Gulfstream. But the scrap value of the aircraft is minimal: the FAA puts it at just $1,335 for a Learjet or $8,075 for a Gulfstream, not counting the cost of delivering the aircraft to the scrapyard. And replacement jets are not cheap.

Bernie Weiss, president and COO of Gulfstream hush kit vendor Hubbard Aviation Technologies, sees it as a sound investment. “if you install our QS3 hush kit for $1,000,000 your GIII is capable of flying for the foreseeable future,” he points out. “Given the current price points of used GIIIs in the $1-1.5 million range you have a total investment of, say, $2.5 million. This

70 - BART: SEPTEMBER- OCTOBER - 2015

SILENCING YOUR JET

By Bernard Fitzsimons

compares very favourably with a used GIV, which has 500 miles more range and about 25 gallons per hour better fuel burn but costs $5-8 million.” The GIII’s Spey engine is less expensive to overhaul than the GIV’s Tay, he adds.

Ben Brown of rival Gulfstream hushkitter Quiet Technologies Aerospace agrees that the cost-benefit equation pits the cost of the kit against the cost of a replacement aircraft. “If you want a cabin of that size you’re going to be looking at a 601 Challenger or a GIV,” he says, with a decent 601 costing $1.8-$3 million. “For a GIV you’re going to spend between $2 million and $6 million, and there’s not really much in the $2 million range, those are airplanes you need to spend a million bucks on so really it’s $3 million, depending on whether you get the Dunlop wheels and brakes, where the engines are at in the maintenance programs, whether it’s an SP or not, and so on.”

Mark Rooke, president of Learjet 20 series kit supplier Alloy Aerospace, says there is no direct replacement for the model, and owners are divided equally between those moving quickly to incorporate the upgrade and those opting to wait. “We have quite a few people who right away came on board and placed orders, who wanted to be ahead of the curve,” he says. “We have

some people who are ready to go but they are waiting, maybe because they feel they have some time left before the end of the year. We try to say that the earlier that you sign up the better, because you don’t want to wait till the end. But we’re producing enough kits so that we will have them in stock to meet the demand.”

Gulfstream II, IIB and III QTA has a long background in hush kits: “We did the hush kits for Stage 2 as well, and we also did the Stage 3 hush kits for the 707, DC-8 and KC-135 stage 2 and 3,” says Ben Brown. Installations of the QTA kit for the GII/GIII started in 2003 and totalled 128 by early July.

“We install them anywhere in the world,” says Brown. “Usually we have the repair station that we’re working with remove the pylon board and the thrust reverser per the Gulfstream procedures and send them to our factory for modification.” The modified boards are then reinstalled with an exchange set of overhauled thrust reversers.

The pylon boards have to be modified because they are aircraft specific, a procedure that takes four or five days. Reinstallation takes a further two days, and is done by QTA under its Part 145 repair station approval. “The

whole process is nine to 10 consecutive days,” says Brown.

“We always do the final installation and issue the paperwork. We do it anywhere in the world. Usually when we do them in Europe we prefer to go to Jet Aviation in Basle or Geneva, just because we’ve done a lot there before. And then in the US all we need is a hangar.”

Lead times range from 30 to 60 days and the kits come with a four-year warranty, he says: “We’re not seeing many parts coming back for repair ore replacement, just minor lubrications, bushings and stuff like that. The in-service reliability is excellent at this point in the program.”

QTA has been carrying out installations every 10 days for several months, Brown says, and is booked 60 days ahead.

“We expect that to continue through the first quarter of next year because there’s still a lot of viable aircraft out there, and not everybody plans ahead.”

To incentivize planning ahead, QTA plans to raise its prices as the deadline approaches. “We do our pricing now based on installation dates,” Brown says. “The sooner you do it you have the better pricing, and if you want to put it off till later we charge more money.” Pricing, currently in the $700,000s, “will most likely be in the $800,000s later in the year.” Lead times, currently determined by availability of the installation team and running about 60 days, are also likely to increase as stocks diminish and new parts have to be ordered: “By September we’re going to be building to order, not having two or three kits in stock.”

Hubbard produces the GII/GIII hush kit originally certified by Stage III Technologies in 2005. It combines a 10lobe mixer nozzle with an acoustically lined ejector and cascade-style thrust reversers that replace the original clamshells. Installation takes close to 1,000 hours because of the structural enhancements made to the rear equipment bay, where some of the C channels are converted to I-beam structures to support the weight of the ejector. On the other hand, there is a substantial saving in post-installation maintenance.

That, says Bernie Weiss, is because it has very few moving parts, “and all those parts are in a very elegant cascade style thrust reverser.” The ejector is firmly attached to the fuselage and needs no further maintenance other than inspections, while the thrust reverser is less maintenance intensive than the OEM design and does not have life limited parts: “We have coordinated our inspections to match those required by Gulfstream and over the course of 10 years there is a saving of 1,474 man-hours of maintenance tasks.”

Hubbard has seen a significant increase in interest, Weiss says, as a result of not only the impending deadline for meeting Stage 3 requirements but also the increase in fines that are being levied by airports for those not meeting the current noise guidelines. So far, he adds, Hubbard has equipped more than a dozen aircraft.

“Pilots know that our system actually works at reducing the noise without having to reduce power or modify flap settings, “ he says. “With our system, you fly the airplane the same as the Gulfstream AFM. The only exception is we reduce reverse thrust to 82% versus OEM reverse thrust of 94% due to the increased efficiency of our thrust reverser. We make this change during installation and the pilot has no change in procedures.” Benefits include reduced engine wear, reduced FOD, no shaking of the tail during thrust reverser deployment and associated maintenance requirements as well as substan-

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MAINTENANCE MATTERS

tially reduced noise on the ground and in the cabin during thrust reverser use.

QUIETEN

Avcon Industries Hush-Kit for the Learjet.

Learjet 23, 24, 25 and 28 The first Learjet 20 hush kit was made

by Aviation Equipment (AEI), but production ended some time ago. Los Angeles-based Alloy Aerospace bought AEI in 2012 and decided to revive the programme, says Mark Rooke: “AEI basically sold what they had in stock and didn’t do any more production because there was no federal mandate at the time, so there was no market.”

Alloy itself has a 35-year history of manufacturing exhaust system assemblies and has developed hush kits for multiple aircraft types, Rooke says.

“We decided to retool for it and revive the programme because a lot of the owners and operators of these Lears were coming to us and saying, ‘we love this airplane’. There’s nothing really like it out there, and it’s a workhorse in a lot of different ways.”

The Alloy Aerospace kit consists of an eight-lobe daisy nozzle to replace the existing nozzle and a daisy fairing that extends beyond the aft end of the nozzle. For Learjets without thrust reversers, installation involves removing the existing nozzle and replacing it with the new parts. “It’s basically similar to a line maintenance operation,” says Rooke. “With the nozzle only it’s probably a two to three day job.”

For aircraft with thrust reversers the process is similar, Rooke says: “You remove the thrust reversers and blank out and change some linkage and some other items in the airplane, because you no longer have the thrust reversers. I would say the installation time is three or four days, depending on your learning curve.”

72 - BART: SEPTEMBER- OCTOBER - 2015

HUSHKIT

The kit’s list price is $70,000 for aircraft with straight nozzles, he says, or $75,000 for those with reversers. It comes with installation instructions and manuals, and the owner or operator can have it installed by their chosen MRO or FBO. Installation takes between 10 and 17 hours per engine, he estimates, depending on whether it has thrust reversers, and Alloy can despatch a technician to help if required. Alternatively, Alloy offers a factory installation.

Butler National Subsidiary Avcon Industries certified its own husk kit last year. “It’s a major difference if you’re on the ramp and you hear a 20-series airplane,” says Butler’s Eric Peters of the kit, which consists of an eight-lobed nozzle and fairing. “And if you’re inside the cabin you can feel a difference.”

Installation takes between seven days and two weeks, depending on whether the aircraft has thrust reversers. Avcon carries out the installation at its base in Newton, Kansas, 20 miles north of Wichita, and has upgraded eight aircraft so far. “I think everybody’s kind of waiting,” says Peters. Adding the hush kit means losing the thrust reversers, “but it’s a trade-off to get to fly your airplane. It usually takes about two weeks with thrust reversers.” Retail price of the kit is $125,000.

Trine Aerospace & Defense was expecting certification of its hush kit for the Learjet 20 to be finalised by mid-August. The kit involves an internal eductor with a series of chevron cutouts around the aft end of the exhaust nozzle and a bullet located a few inches aft of the exit area, plus nine NACA ducts in the aft section of the cowling. The chevrons and bullet create vortices in the exhaust flow, allowing hot exhaust to mix with cool ambient air prior to exiting the engine cowling. Trine’s is the only design that enables the thrust reversers to be retained.

“We modify the engine nacelles to basically create bypass air,” comments Britt Ham, Trine’s president and CEO. “The loud bang that you hear from the jet is the hot air hitting the cold air, so what we try to do is mix it prior to coming out of the back

of the engine. Because there’s a high pressure seeks low pressure type of eductor from the NACA ducts through the exhaust nozzle we’re able to draw the air through and cool it sooner.”

Installation takes five business days at Trine’s facility in Colorado Springs. The company can handle two aircraft a week and plans to add capacity for a third line later in the year. It also intends to announce two additional installation facilities in other regions once certification is achieved. “We’ve had interest from about 60 people and about 26 of those want to contract slots right now,” Ham says.

Trine’s kit costs $70,000 installed. It will also be available in kit form at the same price from the beginning of next year, Ham says: “We’re trying to put incentives out there to bring the airplanes here as we do the first kits.

There are some things that we want to kind of keep under our wing as the first airplanes are being modified and at a later date we’ll let that out. We assume that people will be buying this kit for the next 24 months.”

Falcon 20 A hush kit for the Falcon 20’s CF700 was developed in the early 1990s and is currently available from Kalitta Turbines of Ypsilanti, Michigan. It consists of a new exit guide vane assembly with additional vanes.

Kalitta’s John Horn says installation involves removing the engine from the aircraft. “The fan section of the engine has to be split in half to replace the exit guide vane with the new hush kit guide vane,” he explains.

The company carries out the installation itself and currently has more than 50 orders for kits for both freighter and passenger Falcons, though operators are typically waiting until the last minute to schedule the installation.

End to end, he says, the process takes about a week, including a day and a half to install the guide vane assembly.

Removing, replacing and re-rigging the engine accounts for the rest of the time.

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SAFETY SENSE

MANAGEMENT

MISSION IMPOSSIBLE

2

AMATEUR

An absence of SOPs led to a Cessna 560 crash in 2001.

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

001, just before Christmas, a dark night at Zurich Airport. The cold front had passed and patches of fog started to form under a cold and clear sky. Low visibility operations were imminent.

The crew of HB-VLV, a Cessna 560 Citation V business jet operated by Eagle Air, was preparing for their third and last flight of the day. They had landed at 19:31 LT and were scheduled to ferry the aircraft to their home base in Bern.

Due to the ATC restrictions imposed by deteriorating visibility conditions and the strict noise abatement considerations governing Zurich Airport operations, estimated departure time was delayed to about 22:00 LT. While waiting, the co-pilot kept the right-hand engine running and the pilot was using a scraper to remove ice deposits from the left wing. Finally, at 21:56 LT the ground controller cleared the crew could taxi to RWY 34. At 22:05 LT they set take-off power for a rolling take off in meteorological visibility of 100m with partial fog for a direct flight to Berne as flight EAB 220.

The founder, owner and CEO, who on that night acted as operations

74 - BART: SEPTEMBER- OCTOBER - 2015

coordinator and flight dispatcher, had urged his crew to return the aircraft on the same evening to Eagle Air’s home base at Berne airport.

Since Berne airport closed at 22:00 LT, he had arranged for a special permission to extend the opening hours until 22:30 LT. Thus EAB 220 had to fly as quickly as possible to make the night curfew of Berne.

The pilot flying was probably the co-pilot. He was a free-lance pilot with around 1,000 flight hours experience and no training for night IMC take-offs. The commander was a former airline pilot with more experienced in night IMC operations.

During the take-off roll, the aircraft veered 10° right of the centerline due to asymmetric thrust caused by poor maintenance. Take off was uneventful. The pilot flying then ignored the noise abatement procedures by accelerating the aircraft only 13 seconds after becoming airborne.

Since the attitude indicator on the right side of the single-pilot designed aircraft was an electromechanical one, the co-pilot might have turned his head to monitor the commander’s more precise electronic attitude director indicator. He might as well have become disorientated by the strobes glare in the fog.

Or he simply wanted to accelerate as

fast as possible to make the approach restriction at destination.

To meet noise abatement procedures the aircraft should have climbed at a speed of 167 KIAS up to 4500 ft AMSL. In any case, he cleaned up the aircraft configuration and lowered the nose of the aircraft to 12° Attitude Nose Down.

The aircraft lost altitude and accelerated to 230 KIAS. At 22:07 LT the aircraft impacted the frozen ground still within the airport perimeter.

Wreckage and debris covered the area between the departure end of runway 34 and the threshold of runway 14. Both pilots perished.

Old School Eagle Air was an operator with only two aircraft. The founder and owner occupied all major functions himself and governed his staff with an iron fist. His management style is described as authoritarian. He kept close telephone contact with the pilots during their duties, he would lay down specific instructions for their actions even during flying duties. When acting as a commander, he acted in a dominant and non-team oriented way.

Eagle Air was certified under Swiss national legislation. Although the Swiss Civil Aviation Authority (FOCA) had already implemented JAR-OPS 1 for major operators, small operators were still certified under the old national regulatory framework. Thus FOCA did not require Eagle Air to seek approval for low visibility operations, including low visibility take-offs.

As a non-JAR-OPS-1 operator, Eagle Air had not developed comprehensive standard operating procedures beyond the basic checklists supplied by the manufacturer and the external flight training provider.

Pilots had to rely on their own experience, since the company did not offer training to complement weaknesses in pilot skills and knowledge.

The company did not describe nor implement a comprehensive and clear concept for cooperation and implementation of procedures in the cockpit. There was no standardized method of working in the cockpit.

Were these the good old times?

Modern Times In today’s modern times no operator should lack SOPs. All commercial aircraft operators in Europe have established SOPs which not only detail the way in which crews work together in great detail, but which also cover a much broader spectrum of tasks.

A rolling take-off should not have been performed in the low visibility conditions prevailing at the time of the accident. A static take-off would have allowed the engines to spool up prior to break release which would have avoided the large thrust differential and subsequent directional change during the take-off roll.

The SOPs would also have prevented the crew from taking off with the strobes on in IMC and the potential for spatial disorientation resulting from the reflection of the strobes.

With SOPs it is also likely that better use of automation would have been made. Taking off in low visibility conditions at night is not the time to practice manual flying skills. By engaging the autopilot in the earliest moment possible the pilot flying would have freed up mental capacity to monitor the actual flight path.

Even many pro-active non-commercial operators have embraced SOPs, many driven by voluntarily seeking IS-BAO registration.

Safety First, as long as the boss is happy Pilots are today very aware of the dangers of excessive commercial and time pressure. SOPs empower the pilots to give safety considerations precedence over non-safety related pressures they face in daily operations.

When pilots consistently apply SOPs over time, a culture of compliance becomes ingrained in the DNA of an operator. Deviations from SOPs are the exception, not the rule. Pilots are thus required to justify deviations from SOPs. At Eagle Air such a culture was not in place. In fact: On the previous sector from East Midlands to Zurich the crew completed a loadsheet showing an actual take-off mass of 600 lbs above the maximum take-off mass.

The commander reduced the excess to 400 lbs with a fictitious last-minute

Fire-fighting unit satellite “North”

Runway 16

Tail section

Runway 14

Front part of fuselage

change. Still the crew knowingly accepted the loadsheet.

Time and economic pressure probably led to this deviant behaviour. By taking additional fuel the crew avoided the time delay of re-fuelling in Zurich, as directed by the CEO. In addition, they avoided paying duty on the fuel for a domestic flight from Zurich to Berne.

Deviation had become a norm at Eagle Air, as far as this accident suggests.

Conclusion The attitude of making the impossible possible often counteracts the habit of safe operation. A working day of making the impossible happen, for the sake of the company and even for some personal interests of the pilots, ended in failure.

Even the best company minded pilots fail in an impossible mission impossible.

✈

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 since 2007.

CRASH

HB VLV impacted the frozen ground within the airport perimeter at Berne airport.

BART: SEPTEMBER- OCTOBER - 2015 - 75

SAFETY FOCUS

S

By Linda Werfelman

hifting Aeromedical requirements could lead to new methods for dealing with mental health.

Aeromedical authorities are mulling changes in their requirements for routine aviation medical examinations that they say could ultimately focus new attention on pilots’ mental health.

The International Civil Aviation Organization (ICAO) is considering a move to upgrade into a requirement an existing recommendation that national aviation authorities implement a health education system for holders of pilot licenses. If approved by ICAO’s Air Navigation Commission, the requirement would, by late 2016, become part of a larger program to ad- dress pilots’ mental health, Anthony Evans, chief of ICAO’s Aviation Medicine Section, says.

“We need an industry-wide (regulators, airlines, pilot associations) approach to the issue,” Evans said,

MENTAL HEALTH

STATES OF MIND

years in hopes of improving their ability to identify pilots with problems.

CHECKS

Mental health screening for pilots needs to improve.

adding that the approach must include “better education associated with a system to support those who have a mental health problem.”

The proposed requirement would direct pilot licensing authorities in ICAO member states to “implement appropriate aviation-related health education for licence holders subject to a medical assessment to reduce future medical risks to flight safety.”

Evans made the remarks in the aftermath of the March 24 crash of a Germanwings Airbus A320 in the French Alps. All 150 people in the airplane were killed, and, although the French Bureau d’Enquêtes et d’Analyses has not completed its

76 - BART: SEPTEMBER- OCTOBER - 2015

investigation, preliminary reports indicate that the first officer locked the captain out of the cockpit and set the A320 on a collision course with the ground. News reports have quoted German authorities as saying that the first officer had been treated for depression for a lengthy period before receiving his pilot license and that he had shown suicidal tendencies.

Mental health issues have figured only rarely in commercial transport aviation accidents and incidents, and in some cases, accident investigators have been unable to agree on the role played by a pilot’s mental state.

Nevertheless, aeromedical authorities have revised guidelines in recent

‘Mismatch’ ICAO’s proposal has been under review for months, long before the Germanwings crash, and as long ago as 2012, the ICAO Manual of Civil Aviation Medicine had noted the need to pay more attention to mental health issues.

Shifting aeromedical requirements could lead to new methods of dealing with mental health.

“Particularly in the younger license holder,” the Manual says, “there is an apparent mismatch between the likelihood of the existence of particular pathologies of flight safety importance (mainly mental and behavioral problems) and the tools being used to detect them (the traditional medical examination).”

The Aerospace Medical Association (AsMA) has voiced similar concerns, and in comments posted on the organization’s website after the Germanwings crash, AsMA President Philip J. Scarpa Jr. said that “there is room for improvement in the airline industry for mental health screening in pilots.”

He added, “Most airlines do not perform any periodic mental health assessments after an initial screening during the hiring process.”

Conditions that arise suddenly are difficult to predict “and do not justify routine testing,” Scarpa said, but depression, anxiety, mania and other conditions can be diagnosed more easily “and are so worth screening for.” He noted that his organization has endorsed “effective, minimally intrusive, easy-to-use tests” during a routine aeromedical exam.

Along with screening, the industry also should try to educate pilots and their families on how to identify and report signs of mental illness, he said.

“Also, providing ‘safe zones’ for pilots to report any issues is important to encourage reporting,” Scarpa said.

“These safe zones, such as one’s pilots union, provide a sense of protection from retribution and social stigma for the pilot and have been very successful in receiving reports and providing intervention that other- wise would have been missed.”

AsMA’s mental health recommendations — developed after a March 27, 2012, incident in which a JetBlue captain turned off the radios on his Airbus A320, told his first officer that they would not be going to their planned destination and began yelling about Jesus and terrorists4 — said that use of safe zones has helped increase rates of reporting of mental health issues and of providing assistance.

The recommendations call for tests that Scarpa said could easily be used by aeromedical examiners during pilots’ existing periodic aeromedical exams.

AsMA said that it “does not recommend an extensive psychiatric evaluation as part of the routine pilot aeromedical assessment” but rather that “greater attention be given to mental health issues by aeromedical examiners and by the aviation community in general, especially to the more common and detectable mental health conditions and life stressors that can affect pilots and flight performance.

We encourage this through increased education and global recognition of the importance of mental health in aviation safety.”

The guidelines also suggested that the examining physician could question the pilot, “in a way that helps promote a nonthreatening environment and

builds rapport with the pilot,” about work, home and family. The pilot’s responses could “reveal situations and stressors faced by the applicant which could be ameliorated,” the guidelines said.

try,” Frey said. “There are many defenses that aviation companies put in place …. But unfortunately, there are still too many holes. … It’s easier in this industry to address engineering deficiencies, structural deficien-

Very Layered AsMA’s call for “quick and effective” methods of spotting mental health problems does not go far enough, said Ron Frey, an organizational psychologist and senior partner with the Human Factor and Incident Investigation Institute in Ottawa, Canada. He said that ICAO and national regulatory authorities need “a more modernized and complete” method of evaluating pilots’ mental health.

“The problem that the aviation industry has is complicated and very layered,” said Frey, who has administered workplace psychological evaluations in several industries, including aviation. He added that full-scale psychological testing has been a best practice for years in many industries and that a mental health testing component should be added to routine aero- medical exams, which traditionally have dealt primarily with physical health.

If administered and reviewed properly, he said, the tests can help identify mental health issues, even if the testtakers try to hide their problems.

Underreporting of workplace stress, fatigue and symptoms of depression and anxiety is “endemic in the indus-

cies … and much more difficult to address the liveware component.”

The European Federation of Psychologists’ Associations (EFPA) and the European Association for Aviation Psychology (EAAP), in a joint statement, endorsed not only a psychological assessment before beginning flight training and before starting work at an airline but also “recurrent evaluation of pilots’ mental health, both in the context of the periodic medical examination … and of wellaccepted airline policies and procedures to ensure fitness to fly.”

Nevertheless, the organizations added, the existing psychological assessments and human factors training are “among the elements that make aviation the safest form of transport around the world” and contribute — along with technical advances and operational requirements — to making events such as the German- wings accident “highly exceptional.”

Underreporting of Symptoms Frey said that the underreporting by pilots of symptoms of depression and anxiety, and potentially related problems, has made it difficult to estimate the extent of these mental health issues in the aviation industry.

TOPICAL

Mental health in aviation has been a hot topic since the March 24 crash of a Germanwings A320.

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SAFETY FOCUS

MENTAL HEALTH

ACCIDENTS LINKED TO PILOT MENTAL HEALTH Mar. 24, 2015 Barcelonette, France Airbus A320 Aircraft Damage: Destroyed. Injuries: 150 fatal Preliminary information indicates that the Germanwings first officer locked the captain out of the cockpit and “used the autopilot to put the aeroplane into a descent towards an altitude of 100 ft, then, … modified the autopilot setting to increase the speed.”

Nov. 29, 2013 Bwabwata National Park, Namibia Embraer ERJ-190 Aicraft Damage: Destroyed. Injuries: 33 fatal Preliminary information indicates that while he was alone in the cockpit, the LAM captain re-programmed the altitude preselector to a lower altitude and manually reselected the airspeed, which was near maximum operating speed until the end of the flight. Sounds of pounding on the cockpit door were heard on the cockpit voice recorder.

Oct. 31, 1999 Atlantic Ocean Boeing 767 Aircraft Damage: Destroyed. Injuries: 217 fatal The EgyptAir 767 crashed in the Atlantic Ocean shortly after takeoff from New York. U.S. investigators said the relief first officer, alone in the cockpit, shut off the autopilot and the engines and pushed the flight controls forward.

The captain returned to the cockpit but was unable to recover the airplane. Egyptian authorities disputed the conclusion.

Oct. 11, 1999 Gaborone, Botswana ATR-42 Aircraft Damage: Destroyed. Injuries: 1 fatal An Air Botswana captain who was grounded for medical reasons took off in one of his airline’s ATR-42s, demanding to talk to airline officials and the president of Botswana. He told air traffic control that he planned to crash the airplane, which later struck two ATR-42s parked on the apron.

Dec. 19, 1997 Near Palembang, Indonesia Boeing 737 Aircraft Damage: Destroyed. Injuries: 104 fatal Both flight recorders stopped functioning before the SilkAir 737 began a rapid descent, broke up and crashed into the Musi River delta. Indonesian authorities could not explain the crash, but U.S. investigators said it appeared the cockpit voice recorder was intentionally disabled and that the descent resulted from manual nose-down flight control inputs.

Aug. 21, 1994 Near Tizounine, Morocco ATR 42 Aircraft Damage: Destroyed. Injuries: 44 fatal The Royal Air Maroc airplane crashed after takeoff from Agadir. Accident investigators said the pilot had disconnected the autopilot and put the airplane into a steep dive. The pilots’ union challenged those findings.

Feb. 9, 1982 Tokyo McDonnell Douglas DC-8 Aircraft Damage: Destroyed. Injuries: 24 fatal As the Japan Air Lines DC-8 descended through 164 ft on the approach, the captain shut off the autopilot, pushed the controls forward and pulled the throttle levers to idle. The first officer struggled to take control of the airplane, but It crashed short of the runway in Tokyo Bay. The captain had recently returned to duty after a year off because of “a psychosomatic disorder.”

Sept. 26, 1976 Novosibirsk, Russia Antonov 2 Aircraft Damage: Destroyed. Injuries: 12 fatal A pilot stole an Aeroflot An-2 and flew it into buildings on the street where his ex-wife lived. The pilot and 11 people on the ground (not including the ex-wife) were killed.

EVASIVE

Pilots may underreport their mental health weaknesses.

He cited recent studies that estimate 10 to 15 percent of the general population experience depression sometime in their lives and that the risk of suicide among depressed patients is about 20 times greater than in the general population.

Data are not available to determine the extent of depression among pilots, Frey said, adding that when pilots are questioned about mental health issues, they tend to “under- report their weaknesses and over-report their strengths.”

78 - BART: SEPTEMBER- OCTOBER - 2015

Nevertheless, he said, “you can extrapolate that if it’s that bad in general society, … it could be just as bad in the aviation industry.”

This article is reproduced with permissonfrom the June issue of this year’s AeroSafety World, the official publication of the FlightSafety Foundation, www.flightsafety.org.

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REGIONAL REPORT

IRELAND

SHANNON POSITIONS ITSELF AS BIZAV HUB

“So we asked, how can we apply these factors to Business Aviation?

There are many aviation registries to choose from today, but how many fully EASA registered companies target business aircraft? This is an area where Ireland can make use of its strengths.”

Flexible and Compliant According to Edmond the “EJ” register offers the flexibility desired by business jet owners in a fully compliant, on shore “gold-standard” registry.

“Part-NCC will make fully compliant “gold-standard” registries more attractive, especially for young EASA aircraft operating in Europe, and we’re designed for compliance from the ground up.

He adds the registry doesn’t offer easy solutions and that will always strictly adhere to EASA rules. “The

By Paul Walsh

CENTER

Ireland wants to be a hub for Business Aviation.

Ireland may be known for beautiful scenery and bad weather but did you know that it’s also an international aviation heavyweight? In fact of the 8,000 leased commercial aircraft in the world today, approximately half are managed from the Emerald Isle, with Shannon Airport and its surrounding tax free zone serving as a hub for much of this financial activity.

80 - BART: SEPTEMBER- OCTOBER - 2015

A

nd now Shannon is attempting to replicate its success with commercial aircraft in Business Aviation. At EBACE Shannon’s International Aviation Centre (IASC) unveiled a new Irish aircraft register, EJ, that’s targeted specifically at business aircraft.

“Thanks to Ireland’s booming leasing industry, our existing EI register has been a huge success,” says Patrick Edmond, MD of IASC. “It has over 750 large cabin transport aircraft on it, many of which never even come to Ireland. That says something about its reputation.”

feedback I’ve had from financiers and other operators is that they like it very much. Especially for operators who are looking at the quality of their provision. People don’t want to be seen as been connected with registries that are not of a gold standard.”

For Shannon airport and its surrounding region, the EJ register is another way to attract business. The airport become independent from the Dublin Airport Authority in 2013, and since it’s succeeded in growing traffic and attracting more business to the region.

“The airport languished over the years and the passenger numbers had been in decline. There wasn’t enough effort put into marketing the airport and its free tax zone, which offers some exemptions from customs duties. The IASC’s goal is to put these pieces together, we have responsibility for the register, the airport and for the free zone. There are around 7,000 people working here, half of which are in aviation and aerospace.”

But what specific benefits will the EJ register offer to companies considering setting up in Shannon?

“We’re getting a lot of interest from aircraft operators. They say we can see the advantages of the EJ register, and they see that there’s going to be a lot of demand for it. Law firms are asking: how do I get offices set up in Shannon? We’re thinking about how we can make Shannon an attractive place for new Business Aircraft deliveries. We’d have the law firm here to do the paper work, as well as the engineering support and so on. The register is very beneficial in its own right, and we also see it as a catalyst for additional aerospace activity.”

US Pre-Clearance Another string to Shannon’s bow is that all US bound passengers can have immigration, customs and agriculture inspections at Shannon prior to departure. Pre-clearance saves time and be very beneficial for Business Aviation passengers who can fly straight to airports in the US that don’t have customs facilities. “It’s also very helpful for passengers who are flying Business Aviation into to large commercial airports in the US,” adds Patrick.

With all of these advantages in place it seems the job now to is get out there and let people what Shannon offers.

Would it make sense, for instance, to target large Business Aviation MROs and bring heavy maintenance facilities at Shannon?

“It’s something we’re looking at. We already have three big commercial MROs in Shannon; they form a key part of the cluster here. They have approvals for airliner based business jets, but for other aspects of the business jet market we are very keen to look at how things develop.”

Shannon Group’s first annual report noted that it is now embarking on a programme to address group-wide

underinvestment and improve cost efficiencies.

The inaugural report covers the four month financial period from the establishment of the Group on 5 September to 31 December 2014. The Group’s four strategic business units – Shannon Airport, Shannon Heritage, Shannon Commercial Properties and the International Aviation Services Centre (IASC) – have, however, been working together throughout 2014, prior to the Group’s official formation.

The Group, which employs over 600 people in high season, recorded a 21.1 million turnover in its first four months and returned a post-tax profit of 600,000, which, Chairman Rose Hynes said, amounted to a satisfactory result given that this period is off-peak for the Airport and Shannon Heritage.

Ms Hynes stated that the Group is working to a five-year strategic plan aimed at continued revenue growth, continued focus on innovation, securing a sustainable cost base through

positive impact on our communities and the economic landscape of Ireland,” she said.

“Cost containment and improving financial performance through further efficiencies remain an ongoing focus for the Group. Our aim is to establish a more sustainable and robust business model and to improve our profitability across the Group.”

Commenting on the Group results, CEO Neil Pakey, “As we continue our task of building on the momentum and solid achievements of 2014, I believe the combination of our four strategic business units within a single group will unlock opportunities for further co-operation and synergies.

“Taking advantage of these synergies will be important as we strive to enable Shannon Group to fulfil its potential and become an important conduit for stimulating growth across the regional and national economy in the years ahead. It is vital the Groups’ businesses are competitive within the

efficiencies and achieving profit growth at each of the four separate business units. The plan also incorporates an ambitious capital investment program to ensure the Group remains firmly focused on delivering growth opportunities, which will be essential to maintain the competitiveness of the Group’s business.

“Through the generation of sustainable growth and profitability across all of our businesses and by the implementation of our five-year strategic plan, combined with an ongoing focus on innovation, I am confident that Shannon Group will make an enduring

European marketplace. Our transformation must continue to evolve this year with emphasis on change, continuous improvement and improved efficiencies, combined with ensuring we continue to build the platform for the future sustainability of Shannon Group.”

“With the creation of our five-year strategic plan, we now have a road map on which to build an exciting and sustainable future.”

Indeed, Shannon Airport’s profitability for the full financial year 2014 improved considerably, with earnings before interest, taxes, depreciation,

CONVENIENT

US Pre-clearance at Shannon saves time for passengers.

BART: SEPTEMBER- OCTOBER - 2015 - 81

REGIONAL REPORT

IRELAND

and amortisation (EBITDA) of 4.6 million, an increase of 34% on 2013.

Addressing historic underinvestment in airport infrastructure also began in 2014 through a 4.4million airport capital expenditure programme.

Among these projects were an airport runway overlay upgrade, fire safety upgrade works, a new retail IT system and a new traffic management system.

The airport continued its growth trajectory with a significant increase in passenger numbers (17%) and improvements in connectivity for the second successive year. European traf-

fic showed the largest gains with a 70% increase. Transatlantic traffic continued to perform strongly, increasing by 10% and UK traffic recorded a 5% increase. The Group’s intention to develop a cargo hub at the airport was also boosted this week by Turkish Airlines, through its subsidiary Turkish Cargo, who announced that it is to commence Ireland’s only direct all-cargo air service to North America from Shannon.

Universal Aviation

PRESENCE Revamps Shannon FBO

Universal Aviation is one of Shannon’s success stories.

Renovated FBO (center left).

Welcoming Prince Charles to Ireland (center right).

One company that has already experienced aviation success at Shannon is Universal Aviation, which recently announced the complete renovation of its FBO. The update includes a renovated VIP departures lounge as well as all new crew and operations offices."Our focus is always firmly on our customer, and leaving them with a memorable experience on the

82 - BART: SEPTEMBER- OCTOBER - 2015

ground," said Derek Collins, General Manager, Universal Aviation Ireland Shannon. "We have listened carefully to our clients' feedback, and we're proud that we have enhanced our FBO with the features and amenities they requested."

Universal reports that traffic at the FBO (which has been open since May 2003), continues to grow, partly because they've been busy promoting the airport's value-added services, such as United States Customs & Border Protection pre-clearance.

According to Neil Pakey, Chief Executive Officer, Shannon Airport, Shannon's U.S. pre-clearance facility is the only one of its type in either Europe or the Gulf region and offers business jet operators the opportunity to pre-clear Customs & Immigration to the U.S., and proceed directly to their destination within the U.S. "Universal Aviation is a key partner in the development of our Centre of

Excellence for Business Aviation," says Pakey. "Universal's new lounge is a high-quality and timely addition to the services available at the airport, and we credit Universal Aviation for investing in this way. We look forward to continuing to work successfully with Universal Aviation in the years to come as we jointly develop more Business Aviation activity at Shannon."

"Shannon is known for being an excellent tech stop, but it is also an increasingly popular destination," adds Sean Raftery, Managing Director Universal Aviation UK and Ireland.

"This renovation is just the latest in our ongoing commitment and investment to enhancing our clients' experience at strategically important locations throughout Europe and the world - whether through full ground handling facilities or highly customized supervisory services."

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