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159 - NOV - DEC - 2015 OUR 27th YEAR

BUSINESS AIRCRAFT COMPLETION WORLD

K E E P I N G YO U I N T H E A I R

W ITH E U RO P E ’ S LARG EST S E RVIC E N ETWO R K BI-MONTHLY / NOVEMBER - DECEMBER / POSTING OFFICE BE 1380 LASNE

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6 Company-owned Facilities

Mobile Service Support

2 Line Service Facilities

» » » » » »

» Mobile Service Units » AOG Support » Field Service Representatives

» Luton, United Kingdom » Cannes, France

Doncaster, United Kingdom Düsseldorf, Germany Paris, France Prague, Czech Republic Valencia, Spain Zürich, Switzerland

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

With the largest, most extensive service network of any aviation manufacturer, we keep your aircraft flying no matter where you are. Whether you fly a Beechcraft ®, Cessna ® or Hawker ®, it’s essential to us that you are never grounded.

That’s why our European centers service it all. Learn more and find your nearest service center at service.txtav.com.

s e r v i ce.t x t av.co m

AIRCRAFT UPGRADES POINTING TO THE FUTURE page 66

INNOVATION • PERFORMANCE • LEADERSHIP U . S . + 1 . 8 4 4 . 4 4 .T X TAV

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I N T E R N AT I O N A L + 1 . 31 6 . 517. 8 2 7 0

© 2015 Textron Aviation. All rights reserved. Cessna’s logo and Cessna are registered trademarks of Textron Innovations Inc., used by permission. Beechcraft and Hawker are registered trademarks of Beechcraft Corporation.

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NBAA CONVENTION 2015 U.S. DOMINANCE IN LAS VEGAS 04/11/15 11:36

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CABIN ALTITUDE: 1,172 M* PASSENGERS: UP TO 19 SIGNATURE OVAL WINDOWS: 14

RRIVE IN STYLE Style is personal. That’s why the Gulfstream G550™ offers a variety of seating and sleeping options that can accommodate up to four living areas and still has room for the largest, fully accessible baggage area in its class. Every aspect of the exquisite interior is designed to maximize the comfort of ultra-long-range travel, so you can arrive feeling like you just left home.

Direct To the Fast Lane One of the many perks of WAAS/SBAS Say goodbye to step-down fixes and get cleared for the fast lane with WAAS/SBAS. Smooth glideslopes reduce workload while improving safety and fuel efficiency. Take advantage of the thousands of LPV approaches available with WAAS SBAS today.

Visit NBAA booth N5733 or uasc.com to learn more.

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

GULFSTREAMG550.COM uasc.com sales@uasc.com (800) 321-5253 (520) 295-2300

*At the typical initial cruise altitude of 12,497 m

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

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CABIN ALTITUDE: 1,172 M* PASSENGERS: UP TO 19 SIGNATURE OVAL WINDOWS: 14

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CUSTOMERS WHO PUT THEIR TRUST IN FLIGHTSAFETY | A LETTER SERIES

“I was most impressed with the entire FlightSafety team.”

Lance Toland Pilot and Business Owner ATP

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

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FLIGHTSAFETY TOLAND TRUST LETTER AD - BART INTL - NOVEMBER 2015 ISSUE - Trim: 8.25” w x 11.25” h

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Upfront From the Editor

NO TAXATION WITH A FAKE JUSTIFICATION EVERYONE WHO OWNS, OPERATE OR FLIES A PLANE of any kind should very soon pause, put an ear to the ground and listen for the distant drums beating at the Environmental Protection Agency (EPA), announcing that their organization intends to consider new regulations for carbon emissions from aircraft, based on a view by agency officials that such emissions may pose a human-health concern because they contribute to the global warming. When the EPA's intention was announced, 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.

Meanwhile, one of the main concerns we should have comes from the recital of drums and percussion instruments coming from Paris Le Bourget at the end of this year. Yes, you read correctly, that is the place where the "Warming Alarmists" of The United Nations Climate Change Conference will meet from November 30th to December 11th with one goal, the decline of our economic model.

No, I do not cook up this story and this time it will take just a little of convincing to prove the point.

In its February 10 edition, Investor's Business Daily was publishing: "Christiana Figueres, executive secretary of the U.N.'s Framework Convention on Climate Change, admitted in a Brussels' speech that the goal of the

environmental activists is not to save the world from ecological calamity but to destroy capitalism." To deliver her attack, Figueres stated publicly "This is the first time in the history of mankind that we are setting ourselves the task of intentionally, within a defined period of time, changing the economic development model that has been reigning for at least 150 years since the Industrial Revolution." You read well! She says that the destruction of capitalism is a good thing!

Global warming has a history of frauds and attacks. Headlines regularly proclaim that temperatures are supposedly the warmest in recorded history. It turns out these record temperatures are a complete fabrication allegedly designed to support the belief that global warming is a scientific fact. The truth is in our memories. Remember the headlines ran in mostly conservative media outlets last November: "100 Year Snow Records Broken Across the Southeastern U.S. on October 31st and November 1st." This news was preceded by one on Oct 27 that reported early snowfalls in Russia's Ural Mountain. Even at an earlier time, a massive cold wave hit the upper Midwest in September 13 accompanied by the earliest recorded snowfall going back to 1988.

It is imperative for the warming alarmists to approve a draconian climate treaty at the meeting in Paris if they are ever to meet their goal to control the world's economy.

Be vigilant, stay clean and support your Association.

"No man's life, liberty, or property is safe while the legislature is in session" Mark Twain

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Mark Huber Helicopter Editor Bernard Fitzsimons MRO Editor

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

Fernand M. Francois Editor and Publisher Kathy Ann Francois Associate Publisher

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

Paul Walsh Managing Editor

ADVERTISING Kathy Ann Francois Advertising Director kafrancois@bartintl.com

Marc Grangier Senior Editor Captain LeRoy Cook, Michaël Grüninger Safety Editors Steve Nichols Avionics Editor

NOVEMBER - DECEMBER - 2015 Volume XXVII - No 5 BART No 159 WWW.BARTINTL.COM

MARKETING Titi Kusumandari Marketing Manager tkusumandari@bartintl.com

SECTIONS 5 EDITORIAL 8 POINTER 10 FAST TRACK 26 BUSINESS NEWS 28 TRANSATLANTIC UPDATE

CONTENTS 32

90

ALL SET FOR LAS VEGAS This year’s NBAA will showcase a US economy in growth mode.

We preview the main exhibitors.

SNOW As winter approaches, the experts at Universal Weather and Aviation look at the best strategies for dealing with snow.

ROTOR REPORT Mark Huber reports on a versatile US helicopter market with OEMs fighting it out for market share.

FROM THE COCKPIT With flight automation becoming more and more common, LeRoy Cook reports on how to avoid becoming overdependent.

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MODIFICATIONS AND UPGRADES With more upgrades available Kirby Harrison reports on the options that provide the best value for your aircraft.

SAFETY SENSE GCS looks at the disastrous consequences of taking risks and having fun with an aircraft.

MAINTENANCE MATTERS Bernard Fitzsimons hones in on maintenance options in the APU market.

DISPATCH FROM PRAGUE This year’s CEPA Expo reflected a growing Eastern European market.

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OUR ADVERTISERS AND THEIR AGENCIES

Member

67 AERIA Luxury Interiors 21 AERION Corporation 71 AMAC Aerospace 41 Avfuel Corporation 65 Aviation Partners, Inc. 11 CAE 17 Concorde Battery Corporation 9 Dassault Falcon (PUCK L'AGENCE) 27 Duncan Aviation 93 EBACE 2016 4 FlightSafety International (GRETEMAN GROUP) 57 Garmin 99 GCS Safety Solution 69 GDC Technics 29 Geneva Airpark SA 2-3 Gulfstream Aerospace Corporation 53 Honeywell Aerospace (TMP Government) 15 Jet Aviation 85 Jet Expo 2016 23 JetNet LLC 51 Jet Support Services Inc. (JSSI) 19 Lufthansa Technik (MEC GmbH) 75 NBAA Schedulers & Dispatchers Conference 2016 39 Pilatus Aircraft Ltd. 47 Piper Aircraft Inc. 55 Rockwell Collins ARINCDirect 49 Rolls-Royce 13 Satcom Direct 79 StandardAero 33 TAG Farnborough Airport 104 Textron Aviation Customer Support (Sullivan Higdon & Sink) 87 The Registry of Aruba 43 UAS International Trip Support 103 Universal Avionics Systems, Corp.

35 Universal Weather and Aviation, Inc 31 West Star Aviation Inc.

OUR COVER This year's NBAA celebrates the US's return as the dominant Business Aviation market.

Popular Gulfstream's G550, one of the most popular aircraft in the skies today.

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.

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

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POINTER

IN SEQUENCE

Events

BRIEFING ROOM THREE WAYS YOUR BIZAV TRIP CAN GO WRONG While most international operations go smoothly, there’s always potential from time to time for things to go sideways. One or two mistakes in the trip planning or execution process may be all it takes to initiate a ripple effect of issues, which may lead to operational delays or inability to complete a trip. “Know before you go” is always best policy before taking off to the other side of the world. Here are three things that can make a trip go wrong:

Agenda

NBAA Convention November 17-19 Las Vegas, USA

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

1. Not having proper passport and visas It’s always important to have valid passports when operating internationally. Some locations require a period of remaining validity on passports – typically six months from the time of arrival. Valid and appropriate visas for intended destinations are also critical considerations.

Not having a visa, or having an incorrect visa, can lead to fines or deportation. Ensure that visas are appropriate for both your destination and purpose of travel. For example, crew members traveling to China must have C-type visas and not business or tourist visas. Also, if you require a visa for entry to France, ensure that it’s a Schengen visa. (Schengen visas are valid for European Union [EU] locations.) Additionally, note that Electronic System for Travel Authorization does not work for travel to the U.S. when the aircraft you arrive on is not a visa waiver program-authorized carrier.

2. Missing airport slots/PPRs Operating to highly congested airports or locations with very limited aircraft parking often brings into play airport slot and/or Prior Permission Required (PPR) considerations. If you don’t have a required airport slot, or the slot time has expired, this can result in fines or the aircraft being grounded. Be aware of airport slot validity as slots may only be valid for five, 10, or 20 minutes. Airport slot situations become more complex at locations – such as Narita, Tokyo (RJAA) which closes at 23:59 local – with operating curfews. If you’re operating close to curfew time, you may need to reposition to another airport, and this may lead to slot availability and permit issues. PPRs are needed for many locations in order to secure permission to use the airport and to park.

3. Not complying with regulations Compliance with regulatory mandates is critical in orchestrating a smooth and successful trip.

For example a Transportation Security Administration (TSA) waiver may not be needed for a single stop in the U.S., but you may need one if you intend to make additional stops. While typical lead time for TSA waivers is five business days, it’s at the discretion of governing authorities to process requests within that time.

If you have any questions about this article or if you want the Universal Weather & Aviation blog; “12 ways your bizav trip can go wrong–in full version”, contact : greglinton@univ-wea.com at Universal Weather & Aviation Inc.

HAI HELI-EXPO Feb. 29 - March 3, 2016 Louisville KY, USA

Follow us on Instagram

@bart_intl

OUR MARKETING AND EDITORIAL TEAMMATE AERO Friedrichshafen April 20 – 23, 2016 Friedrichshafen, Germany

EBACE May 19 - 21, 2016 Geneva, Switzerland

Introducing Titi Kusumandari.

BART International Marketing Manager and Assistant to the Editor.

Titi comes from Indonesia where she occupied the position of Marketing Content and Connection at the Coca-Cola Company in Jakarta. Graduated from the University of Leuven, Belgium and Faculty of Social and Political Science, Parahyangan University, Department of International Relations, Indonesia; Titi is instrumental on the social media part of our web site. She also has professional experience in journalism, always helpful for our editor’s team.

She works in our marketing department, supervising our advertisers campaigns, taking care of the ad material, liaising with our production team and our printing department.

Of Indonesian nationality, Titi lives in Brussels with her husband, an Italian native.

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8X _

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

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BLR AEROSPACE GETS EASA FastFin CERTIFICATION The Federal Aviation Administration (FAA) has certified the BLR Aerospace FastFin® Tail Rotor Enhancement and Stability System for installation and flight on AgustaWestland’s AB412 helicopter. European Aviation Safety Agency (EASA) certification is imminent, according to Dave Marone, the company’s Vice President of Sales and Marketing.

Marone also announced the appointment of Agrarflug Helilift as the European distributor and focal point for FastFin sales to the commercial Bell Medium market. All military sales will continue to be managed by Misty Walker, BLR’s Director, Military Helicopters.

“This is all good news for European operators,” Marone said. “EASA approval means more operators will be able to buy and install FastFin for impressive performance and safety benefits. And we could not be happier about adding Agrarflug as our European distributor.”

Based in Ahlen, Germany, Agrarflug operates a large fleet of Bell medium and light helicopters for missions ranging from firefighting to offshore transport. Agrarflug has been using BLR performance modification products for more than 10 years.

UNIVERSAL AVIONICS COMPLETES 2ND ROUND OF GROUND TESTING TO SUPPORT SUPER PUMA Universal Avionics recently completed a second round of ground testing for software changes implemented to support the integration of EFI-890H Advanced Flight Displays in the AS332 Super Puma helicopter. The EFI-890H Primary Flight Displays (PFD) will replace the existing ADIs, HSI, Airspeed Indicators, Altimeters, and Vertical Speed Indicators. Full digital integration with the CDV-155 Coupler and autopilot is supported, which significantly simplifies the installation and integration.

The installation package also includes dual Universal Avionics UNS-1Fw MultiMissions Management Systems (MMMS) and a single Universal Avionics Radio Control Unit (RCU). The MMMS incorporates the advanced technology, system design, features and capabilities included in the Universal Avionics SBAS-enabled Flight Management System (FMS) with special interfaces and the ability to fly six distinct patterns. The RCU replaces multiple existing federated control heads for existing radios. Support for automatic transition to hover for the Search and Rescue (SAR) variants will be supported with an upcoming software release to the MMMS.

RUAG AVIATION BECOMES HARTZELL PROPELLER’S RECOMMENDED SERVICE FACILITY Hartzell Propeller has appointed RUAG Aviation in Lodrino, Switzerland as a Recommended Service Facility. The Maintenance, Repair and Overhaul (MRO) facility covers a wide area of central Europe.RUAG Aviation’s Lodrino facility is an EASA and FAA approved repair station. It is a service center for a number of aircraft manufacturers, including Cirrus, Mooney, Piper and Textron Aviation, which manufacture aircraft with state of the art props provided by Hartzell Propeller. Furthermore, RUAG has complete MRO capabilities for Piaggio P180 and Pilatus PC-series aircraft equipped with Hartzell props.

Max Grob at RUAG Aviation Business Development said, “We have been overhauling Hartzell propellers for years and RUAG Aviation is greatly honored to be awarded the Hartzell Recommended Service Facility status. The synergies between the aircraft OEMs and Hartzell are obvious and this latest recognition strengthens our market position significantly.”

“We are delighted to be able to add RUAG Aviation in Central Europe to our growing international network of Hartzell Propeller Recommended Service Facilities,” said Hartzell Propeller Executive Vice President JJ Frigge. “RUAG Aviation’s core competencies include maintenance, repair and overhaul services, upgrades as well as development, manufacturing and integration of subsystems on aircraft throughout their entire service life.”

The company encourages customers to use a Hartzell Recommended Service Facility for propeller repairs and overhauls. As a member of the network, RUAG Aviation provides the highest-quality propeller overhaul and repair work available, reflecting Hartzell’s customer commitment to quality and performance.

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At CAE, safe operations are our number one priority, as demonstrated by our excellent flight training. But we’re also serious about giving you the best experience possible. 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

Visit us at NBAA booth N2704.

©2015 CAE. All rights reserved.

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P&WC INCREASES PT6B-37A ENGINE TBO BY 1,500 HOURS Pratt & Whitney Canada Corp. (P&WC) has boosted the basic Time Between Overhaul (TBO) for the power section of the PT6B-37A turboshaft engine by a full 50 percent, jumping from 3,000 hours to 4,500 hours, resulting in improved operating economics. All PT6B-37A engines in service are eligible for the basic TBO increase, meaning no minimum build standard is required.

“This 50 per cent increase in the TBO for the PT6B-37A is good news for operators as it allows them to benefit from decreased maintenance costs,” says Irene Makris, Vice President, Marketing, P&WC. “The TBO extension is possible because of the considerable investment we have made, resulting in a durable and reliable engine. The PT6B family of engines has a solid legacy of performance and dependability and P&WC is adding to that legacy with this TBO extension.”

The PT6B-37A powers the AgustaWestland A119 Koala single-engine helicopter.

More than 460 PT6B series engines power helicopters in service with 93 operators in 35 countries. The engines serve varied applications including corporate and oil and gas transport, emergency medical services, firefighting and other utility operations.

The PT6B-37A engine has an automatic fuel control and an electronic power turbine governor with a manual back-up – a feature unique to single-engine operations.

NEW FIXED BASE FACILITY IN TORONTO EPIC and UVair have been selected to provide fuel and FBO network branding to The Aerospace Centre, a new, state-of-the-art business aircraft fixed-base facility to be located on Convair Drive adjacent to runway 24L-06R at Toronto Pearson International Airport. Construction is underway on the new facility and it is expected to open in stages beginning in 2016, with full-operation expected in early 2017.

The Aerospace Centre will be operated by Aligned Aviation Airport Development Services and will carry the EPIC and UVair FBO Network brands. Under this arrangement The Aerospace Centre will be part of a growing alliance of leading FBOs dedicated to delivering a superior customer experience through premier facilities, strict operational safety and customer service standards. The selection of EPIC and UVair was made after a thorough review of options in fuel providers and network alliances.

“We felt confident in choosing EPIC because of their outstanding reputation in the industry; especially in terms of their safety record, excellent customer service and its long-standing history of providing innovative programs to help FBOs succeed,” said an Aligned Aviation spokesperson.

JET AVIATION DELIVERS NEW AIRBUS A340-600 WITH VIP CABIN

Jet Aviation Basel recently delivered a brand new ACJ A340-600 that it outfitted with a VIP cabin interior for an undisclosed client in Europe. This is the 18th Airbus delivery from the Basel Completions Center since 1999.

Equipped to carry up to 121 passengers in comfort and style, the ACJ A340600 features a forward galley, dining and lounge areas, a master bedroom and ensuite bathroom with shower, a second bedroom with its own bathroom, an office, first class seating and dining areas, a mid-galley complex, a staff seating area and an aft galley. A comprehensive humidification system has been integrated to heighten comfort during long haul flights. In addition, the aircraft interior includes an extensive in-flight entertainment system, including satellite TV, and a wireless local area network linked to primary and alternate satellite communication systems with high speed data.

Completions Project Manager at Jet Aviation Basel Joshua Florio said, “The timeframe in which we completed the stunning cabin interior of this A340-600 is remarkable. This completions project is testament to our robust processes and continuous improvement efforts over the last few years.”

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Bart

We’re more than satcom.

We’re global connectivity.

At Satcom Direct®, the spirit of innovation is both our heritage and our future.

We have a history of solving the unsolvable and bringing you the latest innovations in secured communications for business aviation.

We’ve been Satcom Direct since 1997, and now we’re even more. e invite you to be art o the evolution o S . Let s y.

Explore our global connectivity solutions

NBAA booth C10134 | static display 100 www.satcomdirect.com | +1 321.777.3000 | nbaa@satcomdirect.com

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PIPER DELIVERS FIRST M500 INTO POLAND Piper Aircraft will deliver the company’s first M-Class single-engine pressurized Piper M500 to Poland. The aircraft has been retail sold by JB Investments to a customer in that region who will operate the aircraft in support of his business. JB Investments is Piper’s dealer for new aircraft, serving the country of Poland.

“The delivery of the first Piper M500 into Poland demonstrates the global demand for aircraft with uncompromised safety and underlying sound economics, as well as unparalleled performance,” said Piper President and CEO Simon Caldecott. “Reliable, single-engine Piper M-Class aircraft continue to outperform anything in the same class.”

JB Investments President and Owner Jan Borowski said, “The Piper M500 is a large, cabin class, pressurized aircraft with club seating and the amenities of a much larger aircraft, while delivering the economies of a single-engine piston.” JB Investments offers new aircraft sales, as well as servicevia its sister company, Aero Club Sp. z o.o. JB Investments is one of the largest private airbases in Poland, located 15km from Warsaw in the Konstancin-Jeziorna commune.

Currently, there are eleven PA-46 aircraft registered in Poland, six that have been delivered by JB Investments. This is the first aircraft of Meridian descent delivered into the country. The owner will take possession of the plane this week at an airbase just outside of Warsaw.

MOUNTAIN WEST AVIATION SELECTS EPIC Mountain West Aviation, a family-owned and operated Fixed Based Operator (FBO) headquartered in Lake Tahoe, NV, has selected EPIC as its fuel provider for its two new FBO locations in Nevada; one at Carson City Airport (KCXP) and the other at Elko Regional Airport (KEKO). EPIC is the existing fuel supplier for Mountain West Aviation’s FBO operations at the Lake Tahoe Airport (KTVL).

Mountain West Aviation’s new FBOs in Carson City and Elko include both full and self-serve EPICbranded fuel (100LL/JetA) and accept the EPIC CardSM for fuel and ancillary purchases.

“Our Carson City FBO is known to have the most competitive pricing in the region,” said Michael Golden, Managing Partner of Mountain West Aviation. “Partnering with EPIC will help keep our prices very competitive.”

“Mountain West Aviation’s impressive facilities in Nevada are an exciting addition to our branded network of locations. We’re proud to be aligned with this first-class facility and look forward to helping them continue to succeed,” said Steve McCullough, EPIC Senior Vice President of General Aviation.

FlightSafety TAKES DELIVERY OF 20 NEW PIPER WARRIORS Piper Aircraft, Inc. announced that FlightSafety International has begun taking delivery of 20 factory new, single-engine Piper Warrior aircraft. The first five aircraft were handed over to FlightSafety Academy at the Piper factory in Vero Beach, Florida during a delivery ceremony last week. The remaining aircraft will be delivered throughout the fourth quarter, with all 20 expected to enter service before the end of the year.

“As a recognized leader at the forefront of building training aircraft, Piper is honored to provide FlightSafety with these initial Warriors for the Academy,” said Piper President and CEO Simon Caldecott. “We are committed to manufacturing the most reliable, best value aircraft for the next generation of pilots.”

“Our students will benefit from the training they receive using these wellequipped, efficient and reliable aircraft,” said Nancy Ritter, Manager FlightSafety Academy. “We appreciate the outstanding value, quality and support Piper provides, and look forward to receiving the additional aircraft.”

All of the aircraft will be equipped with Garmin G500 avionics suites and ADSB for the most comprehensive traffic and weather solution.

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

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

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MHS AVIATION ARE THE FIRST GERMAN OPERATOR OF A GULFSTREAM G650 Munich based operator, MHS Aviation has taken delivery of its first Gulfstream G650, this also marks the debut of the aircraft in Germany. The G650 is the ultimate long-range business jet and flies up to 7,000 nm (12960 km) nonstop with 8 passengers. The aircraft gives MHS Aviation the capacity to conduct nonstop, fast flights for city pairings such as London-Los Angeles or MunichTokyo.

Andreas Otto, CEO of MHS Aviation comments “We are proud to be the first operator in Germany to operate a new Gulfstream 650, an excellent aircraft with an outstanding performance and cutting edge technology. Our aircraft management programs attract more and more high end customers and the G650 enables us to meet their requirements with business jets like the Gulfstream G650 and Challenger”. MHS Aviation currently operates three Gulfstream aircraft and has a total of 17 aircraft.

WEST STAR AVIATION NAMED GOLD LEADER OF ENVIRONMENTAL LEADERSHIP PROGRAM

West Star Aviation has announced they are currently a Gold Leader Award winner from the Colorado Governor’s Environmental Leadership Program (ELP)— the highest level of recognition in ELP. This is the second year West Star maintains the Gold Leader status in the three-year recognition program.

They were recognized as a Silver Achiever in 2010 after being first recognized as a Bronze Achiever. West Star received their award during a ceremony held on October 16, 2015 at Wings Over the Rockies Air & Space Museum in Denver, Colorado.

The Environmental Leadership Program is a statewide environmental recognition and reward program administered by the Colorado Department of Public Health and Environment’s Sustainability Program.

The program’s goal is to foster relationships, reward environmental performance and create a healthier, cleaner and more sustainable Colorado. “It is exciting for us to receive the Gold Leader Award for a second time since we first started participating in the Environmental Leadership Program in 2010,” says Dave Krogman, General Manager, West Star Aviation. “Environmental responsibility is one of our main priorities at West Star, and we will continue to expand our ‘green initiatives’ throughout our facilities.”

TAG FARNBOROUGH AIRPORT RECOGNIZED BY INDUSTRY PARTNERS TAG Farnborough Airport has been awarded ‘Best Handling Agent/FBO’ at the Baltic Air Charter Association (BACA) Autumn Lunch & Excellence Awards, held at London’s Guildhall on 14 October 2015. It is the second year in a row that TAG Farnborough Airport has topped the ‘Best Handling Agent/FBO’ category.

BACA is a worldwide organization for air charter professionals, representing the interests of 200 member companies, including brokers, charter airlines, airports, business aircraft operators and consultants. The winners of BACA’s Annual Awards are chosen by its membership.

Elaine Turner, Events & Marketing Manager at TAG Farnborough Airport, said: “We appreciate the endorsement from our industry partners. This accolade reflects the hard work and dedication of our entire team at TAG Farnborough Airport. Our customers expect a bespoke, seamless service and that will continue to be our focus.”

Earlier this year, TAG Farnborough Airport was named ‘International FBO of the Year’ in the Aviation International News (AIN) International FBO Survey 2015 for the ninth consecutive year and ‘Best European FBO’ in the 2015 Pro Pilot PRASE Survey for the tenth year in a row.

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BLACKHAWK ANNOUNCES FAA CERTIFICATION FOR NEW UPGRADE Blackhawk Modifications, Inc., has announced that the Federal Aviation Administration (FAA) has certified its powerful 867 horsepower XP140 new-engine upgrade for Cessna 208A and 208B Caravans.Work is already under way filling more than a dozen orders and reservations that already have been received. Engine upgrade experts will be available to answer questions and take orders at the Blackhawk exhibit (No. C12012) Nov. 17-19 at the National Business Aviation Association (NBAA) annual convention in Las Vegas, Nevada.

“FAA certification now allows Blackhawk to quickly install this extremely cost-effective system that is going to take operators above and beyond their current capabilities,” said Jim Allmon, Blackhawk Modifications President and CEO. “The system allows operators to retain many components from their original -114/-114A engines while boosting performance at the same time.”

The more powerful PT6A-140 engine provides up to a 44 percent increase in available horsepower over a stock aircraft and is designed to replace the original 600/675 horsepower engine in non-G1000 equipped Caravans.

With deliveries already under way and upgrade slots filling up quickly, Allmon urged operators to make a reservation to ensure they have a confirmed delivery schedule over the next several months.

DASSAULT OFFERS NEW FALCON SELECT II AVIONICS PACKAGE Dassault Aviation has introduced a new avionics upgrade that will provide Falcon 900A and B operators with a range of important operational benefits, including an enhanced air traffic management capability and more reliable, cost-effective component offerings.

Known as “Falcon Select II”, the upgrade will enable operators to take advantage of next-generation ATM features such as ADS-B Out, FANS 1/A, and LPV offered on newer Dassault EASy-equipped aircraft models. It will also allow them to replace existing Cathode Ray Tube Flight displays with more powerful and reliable LCD displays designed to support electronic moving maps, electronic charts, XM weather maps and other advanced new cockpit features.

The package is similar to the Falcon Elite II offering introduced in 2013 for Falcon 900C and 900EX operators.

“With Falcon Select II, a large portion of our older fleet can now take advantage of Next-Gen technologies, which enhance situational awareness and operational capabilities,” said Jacques Chauvet, Senior Vice President of Worldwide Customer Service. “And it contributes to increase the aircraft value on the pre-owned market where Falcons are known to depreciate slower than their competitors. “ Falcon Select II can be installed as a package or a la carte, in accordance with individual Falcon operator operational needs and maintenance schedules. The installation can be performed by any Dassault Aircraft Services (DAS) facility, as well as by most Falcon Authorized Service Centers (ASCs). FAA Approval has already been achieved with EASA approval expected in Q1 of 2016.

DEPARTMENT OF CIVIL AVIATION ARUBA APPROVED MRO’S

The Department of Civil Aviation of Aruba would like to announce that U.A.E. and the Republic of Singapore certified MROs will not be required to undergo a physically audit by the DCA of Aruba unless otherwise required.

This new policy extension was authorized by Director Edwin Kelly and has been put into effect as of October 23, 2015.

This policy extension is set to compliment the already established regulation stating that EASA Part 145 MROs based world-wide do not require an on-site audit and will be given a Certificate of Acceptance by the DCA, which is issued for a consecutive two (2) years. For more information on aircraft registration solutions offered in Aruba please visit us at www.theregistryofaruba.com and explore our latest brochure that outlines all the benefits and advantages offered when registering in Aruba.

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EMBRAER CELEBRATES 300TH PHENOM 300 DELIVERY

Embraer Executives Jets celebrated the delivery of the 300th Phenom 300 business jet. The commemorative aircraft was accepted by an undisclosed US customer at Embraer’s facility in Melbourne, Florida, on October 15. The Phenom 300 has been the most-delivered business jet in the world for two consecutive years (2013 and 2014).

The 300th delivery confirms the outstanding worldwide reception the Phenom 300 has received and is an eloquent testament to the aircraft, which has redefined the light-jet segment. Embraer’s drive for customer satisfaction and the cutting-edge design and performance of its products continues to draw new operators and enhance customers’ loyalty.

The aircraft is in operation in 28 countries and has accumulated over 250,000 flight hours. In six years of operation, the Phenom 300 fleet has reached a 57% market share in the light-jet category.

FIRST TWO FALCON 8X AIRCRAFT START CABIN COMPLETION Two Falcon 8X aircraft have arrived at the Falcon completion facility in Little Rock, Arkansas, marking a new milestone in the development program for the new ultra long range trijet.

One of the two aircraft, 8X s/n 03, arrived in Little Rock during the summer for installation of a full interior that will be dedicated to the 8X cabin comfort and functionality test program. This aircraft will also undertake an around-the-world operational test campaign to demonstrate reliability and performance in different conditions of flight, including high and low temperature, high humidity and high altitude operations.

The second unit to enter the completion line, 8X s/n 04, flew to Little Rock from Dassault Aviation’s Bordeaux-Mérignac final assembly facility on October 9. This aircraft will be the first production unit to be delivered to a Falcon customer. Nine other aircraft are currently in various stages of assembly on the Mérignac line as Dassault’s new flagship ramps up production.

As of October 10, the Falcon 8X flight test program had accumulated 315 flight hours over the course of 153 flights at Dassault’s flight test center in Istres, near Marseille, France. The portion of the flight test program dedicated to opening up the flight envelope has been completed and s/n 01 recently reached a speed of Mach 0.97. Initial certification tests, covering takeoff and landing performance and validation of the third generation EASy flight deck are also in advanced testing.

StandardAero EXPANDS GLOBAL FIELD SERVICE TEAM StandardAero has announced the addition of two new Field Service professionals to support the company’s growing commitment to PT6 turboprop engine operators.

Rick Herrera has been appointed Field Service Representative for the Northwestern U.S., Alaska and Hawaii. He will be stationed in Vancouver, Washington. With more than 18 years experience in the aviation industry, Herrera brings extensive mechanical expertise and substantial knowledge of a variety of airframes and engine models to his new role, as well as experience developing creative maintenance solutions for customers.

In addition, Henry Young has been appointed Field Service Representative to support customers in the Asia Pacific Region. He will be based in Singapore. Young brings more than 28 years of extensive experience and knowledge in the Aerospace industry, previously serving in roles including engineering and maintenance, system configuration testing and implementation of advanced aviation maintenance and material management software systems.

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TBM OWNERS CONVERGE IN SOUTH CAROLINA Daher and the TBM Owners and Pilots Association (TBMOPA) have announced a record attendance at its latest annual gathering, with over 100 TBMs – including 20 brand-new TBM 900s, as well as the predecessor TBM 850s and TBM 700s – arriving at Charleston Executive Airport (KJZI) in the U.S. state of South Carolina.

The 2015 TBMOPA Convention was held October 7-11 in Charleston, a city famous for its southern atmosphere and its historic landmarks, such as Fort Sumter (where the first shots of the U.S. Civil War were fired) and the decommissioned U.S. Navy aircraft carrier Yorktown, which is a museum ship. South Carolina also boasts a large and fast-growing aerospace industry, including a Boeing final assembly and delivery facility for the 787 Dreamliner, and the company’s Advanced Manufacturing Research Center – both located in the North Charleston area.

TBMOPA’s meeting of its worldwide membership included three days of dynamic learning sessions customized for the TBM aircraft family, featuring presentations by industry leaders and Daher as the aircraft manufacturer, as well as TBM system vendors such as Pratt &Whitney Canada.

Attracting almost a quarter of the entire North American TBM fleet, the TBMOPA annual convention remains the largest fly-in convention dedicated to a single-engine turbine aircraft or small private jet – registering an increase in attendance of four percent from last year.

“Year after year, the TBM gathering continues to improve in quality as well as numbers of attendees, and we are proud to bring our support to this high-level flying community,” commented Nicolas Chabbert, Senior Vice President of the Daher Airplane Business Unit.

“This 12th TBMOPA Convention maintained the event’s ascension under the direction of Chairman Frank McKee, with its organization remarkably managed by Bill Alberts and Andrew Knott.”

FLIGHTSAFETY’S CITATION MUSTANG SIMULATOR RECEIVES LEVEL D QUALIFICATION

BELL HELICOPTER HOSTS GRAND OPENING OF MEXICO CITY OFFICE

FlightSafety International announces that its Cessna Citation Mustang simulator has received Level D qualification from the European Aviation Safety Agency and the National Civil Aviation Agency of Brazil. The simulator is located at FlightSafety’s Wichita East Learning Center.

“The Level D qualification of our Citation Mustang simulator by EASA and the National Civil Aviation Agency of Brazil demonstrates our ongoing commitment to provide Customers with training that meets their specific needs,” said Daniel MacLellan, Vice President, Operations.

The simulator is also qualified to Level D by the United States Federal Aviation Administration, Transport Canada, Civil Aviation Administration of China, and Directorate General of Civil Aviation of Mexico. It is equipped with FlightSafety’s electric motion and control loading technology and VITAL visual system. These advanced technology systems combine to create the highest level of fidelity.

FlightSafety has provided training to operators of Cessna aircraft since 1969. Training is available in Atlanta, Georgia; Columbus, Ohio; Long Beach, California; Orlando, Florida; San Antonio, Texas; Wichita, Kansas; and at the Farnborough airport in the United Kingdom using a fleet of flight simulators and other advanced training devices.

Bell Helicopter has announced the grand opening of its new sales office based in Mexico City, where the company will support local and regional customers.

Many state and federal officials, as well as longstanding customers, joined Bell Helicopter’s Executive Vice President of Commercial Business, Matt Hasik, for a reception at the site of the new office in the Torre Mayor Complex.

“Bell Helicopter has been and remains a major player in both the aviation and industrial sectors within Mexico,” said Hasik. “The opening of this office supports our existing customer base and is a key part of our ongoing expansion efforts throughout the country. Our increased presence in Mexico is yet another example of how we continue to put in motion our strategy of being closer to our customers, no matter where they are in the world, and providing the superior customer service we are known for.”

Bell Helicopter has a rich history in Mexico, which started more than 50 years ago with the delivery of the first aircraft to the region.Bell Helicopter’s footprint spans two Customer Service facilities, in addition to the manufacturing facility based in Chihuahua and the new addition of the sales office in Mexico City. Under Bell Helicopter’s parent company, Textron, also maintains six additional service and manufacturing facilities throughout the country.

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STANDARDAERO IAH INSTALLS GOGO SMART ROUTER ON HAWKER 800XP

StandardAero’s Houston, TX MRO facility recently installed its first GOGO Business Aviation UCS-5000 smart router and media server on a Hawker 800XP aircraft. Along with the new router, the company also installed an ATG-5000 system.

Together, these two systems provide passengers the ability to watch the latest television shows and movies, while also using the internet. As part of the project, StandardAero utilized a Liberty Partners Supplemental Type Certificate (STC) to activate the WIFI. “We are pleased to provide expanded cabin and IFE capabilities for our customers,” said Melissa Maddox, Vice President and General Manager of StandardAero’s Houston facility. “In particular and for this customer, the UCS-5000 adds extra functionality to allow passengers to stream video content from the router to mobile devices versus standard ATG-5000/4000 installations.”

In addition to StandardAero’s long presence at George Bush International (IAH) airport, the company launched an authorized official Federal Aviation Administration (FAA) Satellite Repair Station at Houston Hobby (HOU) airport last year, with direct access to the airfield. The HOU facility operates service vehicles complete with tooling needed to deliver repair services directly to operators within the airport perimeter as well as surrounding airports including Ellington, Sugarland, West Houston Executive, Hooks and Conroe.

SATCOM DIRECT ENABLES INMARSAT HIGH DATA RATE SERVICE Satcom Direct is the first Inmarsat SwiftBroadband (SBB) distribution partner to provision and enable the new SwiftBroadband high data rate (HDR) service with Honeywell avionics, nearly doubling in-flight data speeds available to Business Aviation.

In its latest "first" for Business Aviation, Satcom Direct has made HDR service available to SwiftBroadband customers, providing a faster and more efficient broadband connection. HDR enhances passengers' overall network connectivity experience by unlocking the ability to use high-bandwidth applications in-flight. The service can provide up to 650 kbps per streaming channel. Customers with a Satcom Direct Router (SDR™) can use Satcom Direct's exclusive SkyBondSM service to combine up to 2 channels, currently, providing speeds of up to 1.3 Mbps. This is approximately two times faster per channel than traditional SwiftBroadband in-flight connections.

"The number one request we get from operators, passengers and VVIP customers worldwide is faster internet. Satcom Direct is constantly developing and leveraging ways to increase airborne data speeds, so it's only natural we would be the first to bring HDR to business aviation. Checking email, streaming video, and internet browsing just got significantly faster for our customers and we couldn't be more pleased to be able to deliver it," said Jim Jensen, CEO and Founder of Satcom Direct.

SIERRA INDUSTRIES INTRODUCES RE-DESIGNED ENTRY STEP Cessna Citation modification firm Sierra Industries is proud to introduce version 2.0 of the Citation cabin step. Designed with significant improvements in functionality and appearance over the original factory step, the “SkyStep” improves safety and utility at a highly competitive price.

Manufactured at Sierra’s PMA-approved manufacturing facility in Uvalde, TX, the SkyStep is applicable to a wide variety of classic Citation aircraft.

The SkyStep is now available at an introductory price of $15,500 installed, a superb value, compared to the cost of the stock Cessna Citation replacement step. Sierra’s price includes onsite (continental US) installation by Sierra technicians. A discount of $1,500 applies if installed at one of Sierra’s MRO facilities in Uvalde or San Antonio, Texas.

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PEOPLE Comlux America has announced the reinforcement of its management team in Indianapolis IN. On the Procurement side, Comlux America is appointing Philippe Karam as Chief Procurement Officer.

Duncan Aviation has announced that two wellrespected leaders at the company, Doug Alleman and Mike Minchow, have joined its Senior Management Team.

Currently manager of customer service in Lincoln, Nebraska, Alleman joined Duncan Aviation as an A&P mechanic in the engine shop in 1988. As vice president of customer service, Alleman will lead the customer service team in Lincoln and take on the new responsibilities of overseeing those efforts for the Duncan Aviation facilities in Battle Creek, Michigan, and Provo, Utah.

rate leadership team with a special focus to generate business growth in the region.

West Star Aviation has announced that Chad Adams joined the WSA team as Bombardier Global Aircraft Program Manager.

Chad has more than 19 years of aviation experience, and in his new role at West Star he will be pioneering a new team for them.

Chad started his career in the U.S. Air Force working on A10 aircraft. He most recently held the position of Lead Technician at Bombardier.

Andy Parrish

Ken Goodman

FlightSafety International has also announced that Jeff Rose has been promoted to Manager of the company’s Learning Center in Atlanta, Georgia. He succeeds Ed Klonoski who has retired from FlightSafety.

TAG Aviation Europe has announced the appointment of Carlos Gomez as Managing Director of TAG Aviation, España, effective 1 January 2016.

Mr Gomez succeeds Rafael Villaneuva who has decided to pursue other opportunities outside the company.

Greenpoint Aerospace, Inc., an interiors refurbishment and maintenance, repair and overhaul (MRO) facility, announces Ron Worley as the new Regional Sales Manager.

Ron Worley joins Greenpoint Aerospace with over 30 years of experience in Aerospace Flight Operations, Maintenance Operations, Sales and Business Development.

Prior to Greenpoint, Ron held senior sales positions at Sagem, Dallas Airmotive, Rockwell Collins, Honeywell and Gulfstream.

Doug Alleman FlightSafety International has announced that Andy Parrish has been named Manager of the company’s Learning Center in San Antonio, Texas. He succeeds Gil Viera who has relocated to FlightSafety’s Orlando Center to become a Program Manager.

Jet Support Services, Inc. (JSSI), has announced that finance industry veteran, Ken Goodman, has joined the company as its new Chief Financial Officer.

“Ken brings exceptional financial and industry experience and knowledge to JSSI. His track record both inside and outside the aviation industry speaks for itself,” commented Neil Book, President and CEO for JSSI. “We welcome Ken and his leadership to the JSSI team.”

Chad Adams

Carlos Gomez After leading TAG Aviation España earlier in his career with the company, Mr Gomez held the position of CEO, TAG Aviation Asia, for the past four years.

In returning to Madrid, Mr Gomez will also take on additional responsibilities as a member of the TAG Aviation Europe corpo-

The company has also announced that Joe Daugherty will join the WSA team as Corporate Aircraft Interior & Exterior Paint Sales Manager, and that that Veta Traxler will join the WSA team as Paint & Interior Designer.

Veta has more than five years interior design experience with the last three exclusively in aviation related to the interior design of cabin class aircraft. She most recently held the position of Paint & Interior Sales Manager at Elliott Aviation. Veta holds a Bachelor of Science degree in Interior Architecture (C.I.D.A. accredited) and a minor in Business Administration.

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UK MARKET SLOWS, BUT ULTRA LONG RANGE CONTINUES TO GROW

CAE APPLAUDS SIGNATURE OF THE TRANS-PACIFIC PARTNERSHIP CAE expressed its support for Canada’s participation in the Trans-Pacific Partnership (TPP). CAE already has sales, operations or joint ventures in the 12 countries of the Trans-Pacific Partnership (Australia, Brunei, Canada, Chile, Japan, Malaysia, Mexico, New Zealand, Peru, Singapore, the United States and Vietnam) including training centres for civil aviation and defence & security or flight academies which train cadets to develop them into first officers.

“The market covering the TPP countries is very important for CAE’s business and we therefore applaud the signature of the TPP,”

There were 72,640 Business A viation flight departures in Europe in September 2015, slightly more than August, but -4% year on year, and takes the YTD trend for 2015 to 1.4%.

The UK was the weakest market this month, - 8% YOY, almost 800 fewer flights.

Other major markets with similarly large declines this month included Italy, Spain, and Switzerland.

Most secondary markets were also well back this month, Russia at a rate of 20% YOY, Turkey back by 11% YOY. On the brighter side, France and Germany were only slightly down this month, and both, as well as the UK, are still ahead YTD. Western Europe is relatively the most resilient region, down 2% but holding its own YTD. Southern European activity contracted sharply this month. Inbound traffic from Middle East, US, Africa and CIS was all down YOY. The core of the decline is in the business jet fleet, flights down 8% this month, and specifically, Heavy Jets, this segment´s activity down 15% in September. In particular, Heavy Jet charters fell almost 20% YOY. Gulfstream aircraft took the brunt of the decline in Heavy Jet activity. Gulfstream as well as other OEM jets were more active in Ultra Long Range and Super-midsize seg-

ments. The Very Light Jet segment was down.

Turboprop activity was slightly behind this month but has retained its YTD recovery trend. The PC12 continued to grow activity.

Piston activity was up this month, especially AOC missions.

Almost all the top 20 airports in Europe saw a decline in activity this month. Le Bourget had the largest drop, also Ciampino, Farnborough, Vnukovo activity was substantially reduced. Biggin Hill and Oxford were up.

Richard Koe, Managing Director of WINGX Advance, comments: “Business Aviation activity in Europe relapsed this month. The decline in the CIS market continued to sap the market, but in addition, flight activity was significantly down in the UK, Switzerland, Italy and Spain in September. This may reflect the torrid financial markets and the darkening prospects for the global economy in the last couple of months. The summer´s leisure activity has also been softer this year. There are still a few bright spots. Ultra-long range activity continues to grow, the super-midsize segment is reinvigorated with new aircraft, and the Phenom light jets are in great demand.”

$

said Marc Parent, President and Chief Executive Officer of CAE. “The TPP will consolidate trade relationships between Canada and these countries and open up markets further. For a company like CAE, headquartered in Canada, but which derives 93% of its revenues from outside Canada, the TPP represents a great opportunity to be well-positioned to benefit from the growing markets of the 12 countries covered by the TPP.” Earlier today the Government of Canada announced that the members of the TransPacific Partnership (TPP) have successfully concluded negotiations on a free trade agreement. The TPP currently comprises 12 countries: Australia, Brunei, Canada, Chile, Japan, Malaysia, Mexico, New Zealand, Peru, Singapore, the United States and Vietnam. Together, these countries represent a market of nearly 800 million people and a combined GDP of $28.5 trillion.

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JETCRAFT RELEASES BUSINESS AVIATION FORECAST Jetcraft, the leader in international business aircraft sales, marketing and ownership strategies, today released its first-ever business aviation market forecast. The report delivers an agnostic, non-manufacturer-based perspective on the business aviation sector. The forecast draws on the depth of Jetcraft’s five decades of experience connecting buyers and sellers of business aircraft and its position as the leading authority on aircraft ownership strategies.

Jetcraft’s “10 Year Market Outlook” projects not only aircraft deliveries and revenue, but also avionics and engine OEM sales, depicting a complete picture of the whole business aviation industry.

“We wanted to provide an objective, comprehensive forecast of the sector, given our industry’s lack of predictability since 2008, from a viewpoint that no other party could offer,” said Jetcraft’s Chairman Jahid Fazal-Karim. “Our position in the transaction process—sitting between buyers and brokers on one side, and OEMs on the other— gives us a unique perspective on one of the most watched sectors globally.” tloo lat o o e i t ot on t e o i on Jetcraft’s forecast indicators cite aircraft unit deliveries worldwide will plateau at 7.5% CAGR. The report further predicts a slight industry downturn around 2022, with the business aviation sector remaining flat overall for the period of 2015-2024. e o e a t in in n l e ❍ 8,755 aircraft representing $271.1 billion in revenues to be delivered through 2024. ❍ Bombardier to secure the highest market share in unit deliveries (24.3%) and revenues (31.6%). ❍ The most intriguing aircraft development opportunity is Dassault’s launch of a stretched version of the F5X into an ultra long-range jet. ❍ Rolls-Royce’s dominance in business aviation being challenged by Pratt & Whitney Canada. ❍ Pratt &Whitney Canada will occupy every engine segment in business aviation. ❍ The EMEA region will contribute 20% to the total aircraft deliveries market, representing 1,751 units combined for Europe, the Middle East and Africa.

“We noticed some definitive behavior in the current business cycle,” said Chad Anderson, President of Jetcraft.

“Customers are tending to shy away more from emotional purchases. Companies are allocating some cash reserves to buy back shares (and as a consequence away from aircraft purchases).”

Regarding aircraft production during the forecast period, Anderson added: “OEMs are developing more wide body models (at the expense of new narrow body models), crowding the higher segment with multiple offerings.”

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TRANSATLANTIC EUROPE ON OUR RADAR THIS MONTH

Fabio Gamba CEO EBAA DIGGING INTO THE SKILL SHORTAGE Earlier this year, the EBAA launched a call for tender to conduct a study on the shortage of skills in Business Aviation. The goal is to assess current and future gaps in the workforce, along with obtaining a better understanding of how our industry does in both attracting and retaining the talent it needs to drive us into the future.

Today, I am pleased to announce that the contract for this study has been awarded to the HAY Group, a highly-qualified global strategic consultancy in the area of people management.

The idea of this study was born out of the general consensus that we need to do something about the skill shortage, without anyone really knowing exactly what that shortage is. For example, I am regularly told the problem is that young professionals are simply not attracted to our industry. Perhaps hard to fathom for us who have made a career out of business aviation, but there is probably some truth to this. As you well know, our industry is one that favours specific academic backgrounds and operational skills, whereas many young professionals look for career flexibility. Clearly, this gap could rapidly expand into a skill shortage.

What we want to do is quantify the perceived gaps like this – as they play out in all Member States and across the entire value chain – in order to measure the reality. If, as an association, we are to be

proactive in addressing this issue, it is essential we start by fully understanding what the issue is or, as is more likely, issues are. Hence, the launch of a study that is intended to get to the truth of the matter and present us with a clear overview of the current situation.

An Intricate Web of Issues What we need is a short to mid-term solution – and this means taking a broad approach. Not only will this study take a top line look at the situation in Europe as a whole, it will also provide in-depth case studies of seven countries, including some from Eastern Europe. Most importantly, the study will approach the skill shortage from a handful of issues, looking at how these issues relate and combine to create a shortage.

For example, in addition to the issue of attractiveness mentioned above, I suspect the issue of perception also plays a role here. Now you may think how the public perceives Business Aviation is a separate issue, and in some senses it is, but it could also play into the skill shortage. When we think of perception, we often think about how our politicians perceive us, and how this perception affects their policy making.

But perhaps the public’s perception of us also impacts how young professionals see us and, in turn, effects how attractive they view our industry as a career option?

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/EUROPE TRANSATLANTIC I would also venture to guess that there is a clear disconnect between supply and offer. Is our industry failing to communicate to job seekers? Are we promoting jobs in a way that successfully reaches the modern job seeker?

This very topic came up at our recent European Cabin Crew Conference in Brussels. We wanted to know what motivated them to choose their career paths. One thing we learned is that many cabin crew are self-employed, but is this because of necessity or choice? And what effect does this reality have on recruitment? These types of skill or sector-specific dialogs are fascinating, and we need to initiate them across the value chain – with pilots, engineers, etc.

The Association’s Role The more I dig the more I see the skill shortage being the combined sum of three issues: 1) the highly specialized skill set often required by our industry, 2) the unique needs of today’s young professionals, and 3) a general lack of communication between our industry and potential job seekers. In other words, there are multiple issues that we first need to know if we are going to truly understand what the skill shortage means to Business Aviation – and that’s exactly what this study aims to do.

Although the study’s results aren’t expected until early next year, the EBAA is already looking at the role the association can play. For example, we are exploring the idea of creating a one-stop-shop for all Business Aviation job ads. Currently we have nearly 500 companies posting jobs on their own websites. Imagine being a job seeker trying to get a sense of the job market and whether there is a place for them – where would you start? By creating a centralised job hub, perhaps hosted on the EBAA website, we can simplify the search and help close the gap.

We Need Your Help Combine short-term solutions like the job hub with the mid-term solutions the study will recommend, and we should succeed at creating a climate of visibility and reciprocity between employers and job seekers. But to do this, we also need your help.

We’re asking members to provide us with a contact person that the HAY Group can approach, either for an expert interview or with a quick questionnaire on the status of your workforce.

What’s in it for you?

You will be the first to receive the results of our study, presented and discussed in an exclusive session reserved for those who participate in the study. More so, the HAY Group will provide your company an individual benchmarking summary, comparing key workforce KPIs with your peers. For more information, please contact Romain Muller, EBAA Chief Project Officer.

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A FIVE STAR RESIDENCE FOR YOUR JET www.geneva-airpark.ch CEPA EXPO 2015 BRINGS NEW PERSPECTIVES TO BIZAV IN CEE CEPA Expo & EBAA Regional Forum 2015 came to an end last week after two intensive days of presentations and networking.

Delegates and organisers alike agreed that the event was a huge success, reflecting the excitement of a region that is ripe with new optimism for business opportunities. The teaming of CEPA Expo and the European Business Aviation Association resulted in a topnotch programme that addressed key issues for the business aircraft industry in Central and Eastern Europe (CEE) today. In addition, networking opportunities, coupled with Czech hospitality, brought an extra dimension to delegate interaction in an informal and enjoyable atmosphere.

Overall, the outlook for the CEE region is positive based on expected growth from its key economies, according to Bombardier’s CEPA Expo Industry Forecast. Thomas Fissellier, Manager Market Intelligence and Analysis at Bombardier Aerospace said: “We forecast the fleet in the region to double over the next 10 years, adding 125 aircraft deliveries representing $3 Billion in revenues.”

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TRANSATLANTIC U.S.A. ON OUR RADAR THIS MONTH NBAA WORKS WITH CBAA TO ADDRESS EASA TCO CONCERNS

From the Desk of Ed Bolen NBAA President and CEO

DEMONSTRATING OUR LONG-STANDING commitment to addressing operator concerns over access restrictions around the globe, the National Business Aviation Association (NBAA) recently joined with the Canadian Business Aviation Association (CBAA) to address early signals that some business aviation operators from outside the European Union (EU) will be denied safety authorization by the European Aviation Safety Agency (EASA) to fly to, from or within the 28 EU states and other EU territories and trade areas.

Although operators from the U.S. and Canada face different issues with this policy, these “third-country operators” share similar concerns with this policy. Our respective Associations believe a joint effort will be most effective in addressing these concerns, and representatives from both groups will meet with EASA officials in late October to discuss reports that some North American operators will have had their applications for safety authorization denied.

All airlines and charter companies, including Part 135 operations in the U.S. and CAR704 ad hoc charter operations in Canada, are termed commercial air transport (CAT) operators by the EU. All such operations that fly to, or intend to fly to, Europe - even for fuel stops - are required to apply for TCO authorization to demonstrate compliance with EASA’s safety requirements.

Last year, EASA implemented a unified standard for non-EU CAT operators to apply for a single EU-wide safety authorization to simplify the process. Initial applications for operators seeking TCO authorization were required by November 2014, and newly certificated operators are encouraged to apply 30 days prior to their first trip to the EU. Despite this effort to simplify the application process, some NBAA and CBAA members have continued to report indications that EASA will deny applications, based on differences between EASA’s requirements and regulations in place for Canadian and U.S. commercial operators.

For example, some NBAA Members have reported feedback from EASA that indicates their applications may not meet the European safety agency’s standards, due to their lack of a flight data-monitoring program that the U.S. Federal Aviation Administration (FAA) does not yet require for Part 135 operations.

Both NBAA and CBAA have tremendous respect for EASA, and the aviation body should be lauded for its efforts to assess and mitigate risk to aviation operations throughout the EU. That said, the business aviation industry represents an extremely low-risk category of aviation operations, thanks to a wellmanaged industry safety culture combined with safety-oriented regulations throughout Canada and the U.S. Small commercial operators should not be penalized for meeting the requirements of their home regulatory entity, particularly if such policies may later affect private operations, as well.

Fortunately, there are additional signs that our respective aviation safety agencies may soon leverage the high level of safety performance established by Canadian, U.S. and European operators, and that any confusion over differing standards may soon be put to rest.

Earlier this year, officials with the FAA signed agreements with Transport Canada (TC) and EASA to allow the authorities to

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/U.S.A. rely on each other’s regulatory systems. NBAA expects this encouraging step will provide further clarity on shared regulatory matters, eliminating duplicate processes and ensuring that operators from these countries may continue to benefit from the unencumbered movement and security provided by business aviation when operating in the EU.

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A HEARING BEFORE THE U.S. HOUSE Committee on Transportation and Infrastructure’s aviation subcommittee regarding the safe utilization of unmanned aircraft systems (UAS) highlights the urgent need for the Federal Aviation Administration (FAA) to issue federal regulations for the burgeoning industry, said NBAA President and CEO Ed Bolen.

“It is clear that lawmakers share our concerns about the widespread proliferation of UAS without clear guidance, or definitive regulation of the industry,” Bolen said immediately following the hearing. “It is now more apparent than it’s ever been that we urgently need guidance, through the established rulemaking process, which produces a national regulatory framework that enhances safety and creates a reliable set of operating procedures for UAS operators and the broader public alike.”

Testifying at the hearing “Ensuring Aviation Safety in the Era of Unmanned Aircraft Systems,” were Michael G. Whitaker, FAA deputy administrator; James Hubbard, deputy chief for state and private forestry with the U.S. Forest Service; Capt. Tim Canoll, president of the Air Line Pilots Association; Rich Hanson, director of government and regulatory affairs for the Academy of Model Aeronautics; and Dr. Mykel Kochenderfer, professor of aeronautics and astronautics at Stanford University.

A primary topic at the hearing was the FAA’s failure to meet a three-year-old, congressionally mandated Sept.

30 deadline to implement regulations governing the use of small unmanned aircraft systems, or s-UAS. The agency issued a proposed framework earlier this year, but final rules aren’t expected before 2016.

In his testimony, Deputy Administrator Whitaker noted: “FAA does not underestimate the importance of integrating the range of UAS technology into the NAS, but there are significant safety challenges that must be mitigated for this to occur.”

Bolen echoed that sentiment, noting that NBAA has been directly involved for years in efforts to assist the FAA in moving ahead on UAS policies and regulations in a deliberative, though expeditious, manner.

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PREVIEW

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THE US RETURNS TO DOMINANCE

By Paul Walsh

After years of hype about emerging markets, the upcoming NBAA meeting and convention is set to celebrate the US’s return as the world’s dominant Business Aviation player.

T

he show has always been the preeminent gathering for the global Business Aviation community and this year will be no different.

Expect some serious company announcements and product introductions as well as over 1,100 exhibitors showcasing their products and services to people from all over the world. small and midsize piston and jet-powered aircraft, offering attendees two distinct venues to review and compare a wide variety of aircraft, to determine those best suited to their individual needs. “NBAA’s annual gathering represents the strongest opportunity of the year for our international Business Aviation community to gather together,” Hart added. “Given the gradual recovery of the marketplace, we expect there will be several new product announcements throughout the show.”

But the NBAA is much more than a business to business love-in, it’s also an important educational opportunity

PRIMARY

The NBAA is the world’s preeminent Business Aviation show.

In additional to a broad array of exhibits on the show floor, nearly 100 business aircraft and rotorcraft will be present at the sold out static display at nearby Henderson Executive Airport (HND). Indeed the NBAA reports that this year marks the earliest the static display has ever sold out.

“We have participation from all of the major OEMs, and they are showing their entire fleet,” said Joe Hart, NBAA’s director of static displays.

“We expect a few OEM aircraft to make their show debuts in Las Vegas.”

Complementing the venue will be a separate indoor static display at the LVCC, featuring approximately 20

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PREVIEW

SESSIONS

Don Chupp President and CEO of Fireside Partners will lead a safety simulation workshop at the show.

to learn about where the industry is headed in an uncertain market landscape.

So you can expect a robust slate of sessions addressing all aspects of the Business Aviation industry.

“These valuable sessions will cover an array of topics relevant to established Business Aviation operators, as well as to those who are relatively new to the industry and to operating business aircraft,” says Mike Nichols, CAM, NBAA vice president for operational excellence and professional development.

Beginning on Sunday, Nov. 15 – two days before the official start of NBAA2015 – and continuing throughout the week, dozens of pre-conference seminars, education sessions and Professional Development Program (PDP) courses will take place at the Las Vegas Convention Center. Preconvention offerings include the twoday NBAA Tax, Regulatory & Risk Management Conference on Nov. 15 and 16, as well as Association’s annual Single Pilot Safety Standdown, which this year focuses on loss of control prevention and recovery.

Education sessions, which run throughout the show, range from domestic and international Business Aviation operations issues to aviation weather to topics designed to enhance your career, such as interviewing skills and the power of internships.

Following a successful introduction at last year’s event, NBAA2015 will also offer an expanded roster of sessions devoted to the increasing use of small, unmanned aircraft systems (sUAS) in Business Aviation, including existing and future technologies that will eventually allow integration of sUAS into the national airspace system.

Other sessions for NBAA2015 will highlight topics such as the development of supersonic business aircraft, the FAA’s ongoing transition to riskbased, data-supported Safety Assurance Systems, and the increasing potential offered by “crowd source” software – often in the form smartphone apps – to facilitate ondemand charter of business aircraft.

Another session will address operational concerns of lithium-ion batteries used to support complex aircraft electrical systems.

NBAA

Safety Focus Aircraft safety will also feature prominently. In one interesting presentation Don Chupp president and CEO of Fireside Partners, Inc will lead a live demonstration of various flight department roles at the “Aviation Emergency Response Frontline Simulation.” He’s encouraging attendees to use this experiential session as a catalyst to analyzing and improving their own organization’s current emergencyresponse capabilities.

“Following an accident, your three priorities should be to protect people, protect the name of the business and participate in an investigation to be sure your interests are represented,” he says calling these priorities the “3Ps” of emergency response: people, perception and participation.

Another critical concept of emergency preparedness is what Chupp refers to as the “front end” of an emergency-response plan. This includes initial awareness of the accident, confirmation of the accident and activation of the emergency-response plan.

“These steps often take place before you even open the ‘big red book’, and they can establish a path for success,” said Chupp. “Otherwise, you’re often struggling to catch up with the unfolding events.”

Mark Larsen, CAM, NBAA’s senior manager of safety and flight operations, also encourages the use of emergency-response drills by flight departments. “A formal emergency-response simulation is a critical component of any aviation-safety program,” said Larsen. “Emergency response is truly a ‘practice makes perfect’ scenario. A flight department that has conducted realistic drills on a regular basis will react to an emergency in a much more organized, professional manner.”

As NBAA President and CEO Ed Bolen recently pointed out, aviation safety isn’t the responsibility of just one manager or department. “For our safety efforts to be most effective, a safety focus must be engrained in the work of all vocations within Business Aviation.”

“We must continue our effective collaborative efforts with government officials, like those at the FAA, NTSB and elsewhere,” said Bolen, reiterating NBAA’s pledge to work with existing Business Aviation flight operational quality assurance groups to analyze data for noncompliance with manufacturer-required routine flight control checks before takeoff, and provide the results of this analysis to members.

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NBAA For the first time this year, the afternoon of the first day is divided into breakout sessions customized for different kinds of aircraft operators: family office and individual owners; public companies and private companies.

“There are different tax and regulatory concerns for family offices or individual owners vis-à-vis public and private companies,” said Glenn Hediger, CPA and president of Aviation Financial Consulting, LLC. “We’re trying to provide this year’s attendees with a learning experience that parallels their ownership experience.”

“For example,” said Hediger, who chairs programming for the Tax Conference. “Individual owners may

E EN

Capt. Chesley Sullenberger (top right) will speak during the show.

NBAA CEO Ed Bolen (top left), US Airways Flight 1549 captained by Sulllenberger (center).

In what’s sure to be a highlight for many at the show, Capt. Chesley B. “Sully” Sullenberger III will be a featured speaker during the second-day Opening General Session.

“We’ve asked Capt. Sullenberger to speak about the relevance of the 2009 water landing, about the significance of that in terms of aviation safety, about leadership, professionalism and preparedness training,” said NBAA President and CEO Ed Bolen. “We’re very excited to have this living legend with us at this year’s convention.”

The Nov. 18 appearance at NBAA’s 2015 convention marks the second time Sullenberger has spoken at an NBAA event. In 2010, Sullenberger spoke at NBAA’s Leadership Conference in San Diego. CA. A 20,000-hour pilot, Sullenberger dedicated his career to aviation safety long before the 2009 incident. A graduate of the U.S. Air Force Academy, Sullenberger served as a fighter pilot for the U.S. Air Force from 1975 to 1980. He advanced to become a flight leader and a training officer, attaining the rank of captain.

Prior to gaining worldwide attention, Sullenberger was an active and ardent safety advocate throughout his career.

He was selected to perform accident investigation duties for the United States Air Force, and served as an Air Line Pilots Association (ALPA) representative during a National Transportation Safety Board (NTSB) investigation.

Additionally, Sullenberger served as a local air safety chairman for ALPA, and was a mem-

ber of one of its national technical committees, where he contributed to the creation of a Federal Aviation Administration (FAA) Advisory Circular.

Sullenberger also helped design US Airways’ CRM course, teaching it to hundreds of other airline crewmembers before his retirement.

Although it’s perhaps not the most exciting topic, it’s worth mentioning a tax conference which runs which runs Nov. 15 and 16, and kicks off with an introductory session on “Business Aviation Options to Achieve Your Mission,” followed by sessions on regulatory planning, federal tax planning and state tax planning.

have leasing structures in place for asset protections and FAA compliance, but those structures may limit or delay some tax deductions. On the other hand, public companies are required by the Securities and Exchange Commission to report some types of aircraft use by executives and transactions with related parties. Our sessions go into these dynamics.”

The second day of the conference focuses on more advanced topics, such as asset management, personal use and cost-sharing. “All of these issues are affected by regulatory and tax factors covered on the first day, so we’re constantly tying it all back together,” said O’Brien.

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Manufacturers For many the show’s main focus will be the manufacturers. For instance Gulfstream will bring its full fleet of in-service aircraft including the G650ER which continues to set speed records across the globe.

There will also be a lot of talk about the G500, which has completed numerous test flights since it first took to the skies on May 18.

During more than 15 hours of flying, the aircraft achieved a top speed of Mach 0.80 and a maximum altitude of 38,500 feet/11,735 meters. The aircraft’s longest flight was more than four hours.

“The first five flights exceeded our expectations,” said Dan Nale, senior vice president, Programs, Engineering and Test, Gulfstream. “And they

demonstrated that our testing facilities on the ground are having very real benefits in the air, allowing us to identify and address issues before they’re ever seen in flight.”

Gulfstream say that the G500 and G600 programs are progressing well and together the two programs have completed more than 36,000 hours of lab testing, and both the G600 integration test facility (ITF) and the G600 Iron Bird are now operational. The engines for the G500 and G600, the PW814GA and the PW815GA, respectively, were certified by Transport Canada in February.

The G500 and G600 offer an optimized combination of speed, wide-

cabin comfort and efficiency providing best-in-class performance with advanced safety features.

The G500 has a range of 5,000 nautical miles/9,260 kilometers at Mach 0.85 or 3,800 nm/7,038 km at Mach 0.90, while the G600 can carry passengers 6,200 nm/11,482 km at Mach 0.85 and 4,800 nm/8,890 km at Mach 0.90. The maximum operating speed for both aircraft is Mach 0.925, the same maximum speed as Gulfstream’s G650 and G650ER. The G500 and G600 also include Gulfstream’s all-new Symmetry Flight Deck, one of the most advanced, stylish, comfortable and intuitive flight deck in Business Aviation. The tech-

nology comes in the form of active control sidesticks (ACSs), integrated touchscreen controllers, next-generation enhanced vision system (EVS III), and Honeywell Primus Epic avionics.

The G500 and G600 also boast a cabin altitude of 4,850 feet/1,578 meters at FL510 and 100 percent fresh air that boosts mental alertness and productivity while reducing fatigue.

Gulfstream anticipates certification of the G500 in 2017, with entry into service in 2018. The G600 certification is slated to follow in 2018, with entry into service in 2019.

Meanwhile expect French stalwart Dassault to be giving updates on their in development Falcon 5X and 8X programs. For instance the third and final Falcon 8X test aircraft has taken to the skies as the flight test campaign for the new ultra long range trijet moves into high gear.

Recently, Falcon 8X s/n 03 was ferried to the Falcon completion facility in Little Rock, Arkansas, where it was fitted out with a full cabin and tested for cabin comfort and sound level.

“We are very pleased with the way the Falcon 8X flight test program is progressing,” said Eric Trappier, Chairman and CEO Dassault Aviation.

“All three aircraft have exhibited flawless handling and responded exactly as intended when designed.”

The first two test aircraft are both well into the certification campaign at the Dassault flight test center at Istres, near Marseille, France.

S/n 01 recently finished opening the flight envelope, including high speed

BUZZ

Dassault Falcon’s 8X and Gulfstream’s G500 will be creating excitement at the show.

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PREVIEW

PRESENCE

Textron Aviation will have a large aircraft lineup including Cessna’s Citation Latitude (top right).

Scott Ernest Textron Aviation President and CEO (top left).

performance testing at Mach 0.96 (beyond its MMO), maximum ceiling of 51,000 ft and full range of angles of attack. The aircraft also tested out different weight configurations, including MTOW, and underwent a high energy brake test campaign.

Unveiled in May 2014 at European Business Aviation Convention & Exhibition (EBACE), the latest addition to the growing Falcon business jet family rolled out on December 17 and made its maiden flight on February 6.

It will offer all the advanced technological features of the popular Falcon 7X from which it is derived, including the industry’s quietest and most comfortable cabin. The 8X will also feature the greatest range and the longest cabin in the Falcon line, along with the most extensive selection of cabin configurations available on any large cabin business jet.

Textron Aviation will also be a big presence at the show and for Cessna one of the main focuses will be the Citation Latitude, which has just completed a US-wide tour to demonstrate its stand-up, flat floor cabin.

“Incorporating our customers’ input into the initial concepts of the Citation Latitude to now having the aircraft in their hands is both rewarding and exciting for everyone at Textron Aviation,” said Scott Ernest, president and CEO, Textron Aviation. “Like each new model, the Latitude reflects our continued investment in bringing

NBAA

products to market with the latest technology, enhanced performance and best value proposition. The momentum continues with the ongoing global tour and opportunity for prospective customers to see firsthand the latest in the Citation stable of products, which sets the standard for what they can expect to see from new products in the future.”

Among the first operators to take delivery of the Citation Latitude is Aircraft Management Group, Inc., in Pittsburgh, which will offer the aircraft as part of the company’s charter operation.

John Sieckowski, president of Aircraft Management Group, said customers prefer the comfort of the wide cabin and the flexibility of flying into smaller airports. “What’s appealing is that it’s got the amenities of larger aircraft but the flexibility to fly into short fields with trans-continental range,” he said. “That appeals to a lot of customers.”

Over the next year, Sieckowski expects the addition of the Latitude to the fleet to expand his customer base by allowing him to offer flights to the west coast and Europe.

As part of its global debut, prospective U.S. customers had the opportunity to experience the Latitude during a 28-day, 39-airport, coast-to-coast demonstration tour that began at Chicago Executive Airport. Other stops included executive and interna-

tional airports in locations such as Milwaukee, Indianapolis, Cleveland, White Plains, Orlando, Atlanta, Houston, Dallas, Denver, Salt Lake City, Boston, Seattle and several cities in California.

The U.S. tour followed an active entry into service for the Latitude, with previous successfully completed missions for its debut at major tradeshows in Europe and Latin America. In addition to its first trans-Atlantic crossing, the aircraft recently completed its first U.S. coast-to-coast and trans-Pacific flights.

Moving on to Cessna’s sister company Beechcraft Corporation, which recently 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 shortly. The upgraded King Air is equipped with the Pro Line Fusion avionics system and new cabin enhancements. The aircraft is making its North American debut this week 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

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NBAA

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.”

Certification for the Pro Line Fusionequipped King Air 350i/ER is expected to occur in the fourth quarter of this year, followed by the King Air C90GTx in the first half of 2016.

Pro Line Fusion for the King Air brings one of the most trusted avionics architectures to the first full touchscreen flight display system. The new avionics system changes how operators aviate, navigate and communicate through a one-of-a-kind intuitive flight deck interface. Its three 14-inch displays are interchangeable, high-resolution and cursor controlled.

IMPACT

Bombardier’s Challenger 350 (top) is achieving success across the US. Beechcraft’s King Air C90GTx is due for certification early in 2016.

In addition to the avionics, the company has made enhancements to the King Air’s cabin technologies, which offer an improved and connected passenger experience. The personal device-centric cabin includes international or domestic Wi-Fi as standard on the King Air 350i and King Air 250 aircraft and optional on the King Air C90GTx, allowing customers to stay connected on the ground and in the air. Also standard on all three models will be electronically dimmable window shades, offering a simple interface that provides clearer views and darker shading.

Canadian manufacturer Bombardier may be struggling in the airline world with its troubled C-Series program, but it’s clear that its Business Aviation offerings are still in high demand.

Indeed NetJets Europe recently unveiled the company’s first European Signature Series Bombardier Challenger 350.

Jordan Hansell, NetJets Chairman and CEO, spoke alongside Alain Bellemare, President and CEO, Bombardier Inc., and reaffirmed the company’s steady performance over the past 12 months and talked through the upcoming aircraft deliveries and

fleet renewal plans for 2015 and beyond.

“NetJets announced it was to be the launch customer for the Challenger 350 aircraft at EBACE back in 2013,” Hansell said. “We have 75 firm orders planned and an additional 125 optional orders available. These deliveries alone are worth $5.4 billion US ( 4.8 billion) – cementing our position as a market leader in fractional ownership Business Aviation and reinforcing our commitment to continue investing for our clients. We already have 11 Challenger 350 aircraft operating in the United States. These are proving to be a very popular choice of super mid-size aircraft for our customers, and we are selling shares at a fast rate.,” said Hansell.

NetJets pioneered the concept of Signature Series jets in 2012, which means clients can experience cabin interiors and technical specifications that are only found on NetJets’ aircraft.

The internal design team works alongside Bombardier to ensure client feedback along with step-change innovations in business jet design are taken into account when customising the final product.

Hansell added, “We’re particularly proud of what we’ve achieved with our Signature Series jets at NetJets.

All of the cabin materials you see onboard the Challenger 350 aircraft are hand-selected by our design team.

This is complemented with iPads on-

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PREVIEW

NBAA way performance, hot-and-high takeoff distance and maximum payload.

Conclusion of the process in Europe follows the recent certification granted by the Brazil and U.S. aviation agencies.

“This is a great achievement that paves the way for deliveries to begin in the member states of the European Union as well as in EASAassociated countries,” said Tulio.

“The Legacy 450 is a revolutionary business jet that re-enforces our commitment to deliver true innovation to the market.”

With a range of up to 2,575 nautical miles (4,769 km), the mid-light Legacy 450 can fly nonstop from New York to Las Vegas, Dubai to Moscow and Jakarta to Hong Kong.

The aircraft has the largest cabin in its class, comfortable seating for up to 9 passengers, and is the first jet in its category to replace conventional controls with full digital fly-by-wire technology.

Right now the Honda Aircraft Company is one of the fresh winds blowing through the industry and its momentum just seems to grow and

board each aircraft that feature preloaded entertainment content, along with a Blu-ray player and HD monitors. Additionally, our Signature Series Challenger 350 jets in Europe will have in-flight entertainment available later this year, which helps set us apart further from the competition.”

LEADERS

Marco Tulio Pellegrini President and CEO Embraer Executive Jets and Michimasa Fujino of Honda Aircraft Company will be among the many top figures at the show.

Embraer Legacy 450 (center).

NetJets’ Challenger 350 aircraft includes seating for up to ten passengers and includes a club configuration and berthable three-place divan.

The aircraft has a 1.85 metre high stand-up cabin with a flat floor along with a spacious cabin width of over two metres. The aircraft is capable of connecting all corners of Europe and beyond – reaching North Africa and the Middle East from London with ease.

You can expect some serious announcements from Embraer at the show, as its Legacy 450 and 500 programs gather steam.

Indeed Dallas-based Flexjet LLC, a provider of fractional jet ownership services, has already received its first Legacy 500 business jet.

“It’s a great privilege to have been selected by Flexjet for the expansion of its world-class fleet,” said Marco Tulio Pellegrini, President & CEO, Embraer Executive Jets. “The Legacy 500, and soon the Legacy 450, will deliver true innovation to Flexjet customers, and we are committed to pro-

viding the highest level of customer support and service.”

Flexjet Chief Executive Officer Michael Silvestro said, “We know that current and prospective Owners are seeking cabins that are larger and more luxurious than those typically found in this category, complemented by the newest technology and optimized performance. We are thrilled to bring the innovative Legacy midsized cabin solution to the market starting this month.”

Flexjet’s fractional program already features the Embraer Phenom 300 light jet.

Since certification by Brazil’s ANAC (Agência Nacional de Aviação Civil) in August 2014, the Legacy 500 has been certified by another five aviation authorities in the U.S., Mexico, the European Union, the Middle East, and Australia.

In other Embraer news, the Legacy 450 is powering its way through the certification processes. The aircraft has met or surpassed all design goals, exceeding targets such as range, run-

© 2015 UAS International Trip Support, L.L.C. All rights reserved.

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grow. The company recently returned from a successful LABACE and will be looking to replicate or even improve on that success at NBAA. It’s innovative HondaJet was met with an enthusiastic welcome from business and private jet users with Honda Aircraft Company receiving multiple orders after the first day.

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“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 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.”

Honda Aircraft Company recently expanded sales of the world’s most advanced light jet to South America and appointed Líder Aviação as the exclusive dealer to provide sales, service and support for the HondaJet in Brazil. Based in Belo Horizonte, Líder operates more than 23 fixed base operations (FBOs) throughout Brazil.

ADVANCED

The Honda Jet and the Pilatus PC-24 are two of the most innovative aircraft flying at the moment.

Pilatus is another success story that’s set to take this year’s NBAA by storm. Already this year the PC-24 made its first flight, while the venerable PC-12 continues to achieve success. Indeed in June this year at Pilatus’ facility at Rocky Mountain Metropolitan Airport in Broomfield, Colorado, USA, the company delivered the first PC-12 NG to be flown under Chilean registry.

The customer, Aerocardal, configured the new aircraft for both executive transport and medevac roles. The PC-12 NG can be easily converted from one interior to the other in less than two hours.

“We had a great experience with the delivery of SN 1513 and a superb trip back home to Chile,” said Aerocardal

Director Alex Kauffmann, “the plane was immediately put to use in our operations, and has been extremely well received by our passengers, flight crews, and customers.”

Thomas Bosshard, President and CEO of Pilatus Business Aircraft Ltd stated: “We are very pleased that Aerocardal has chosen the Pilatus PC12 NG for their operations in Chile and surrounding countries. The aircraft’s flexibility, efficiency, and performance make it an excellent match for the multiple roles in which Aerocardal will use it.”

In Aerocardal’s operations, the new PC-12 NG joins an existing fleet consisting of numerous helicopters, business jets and turboprop aircraft.

Aerocardal had already flown more

than 100 hours on their new PC-12 NG within the first few weeks of delivery.

The aircraft is used for executive transport, as an air ambulance, and for cargo.

Aerocardal specifically selected the Pilatus PC-12 NG for its range, cabin size, speed and low operating costs. In Chile, Argentina, Peru and Bolivia, Aerocardal sees an excellent opportunity to grow their market share relative to higher cost twin-turboprop aircraft currently providing these services.

The Aerion Corporation continues to lay the ground for its AS2 supersonic Business Jet and recently announced the appointment of Sean McGeough as Regional Vice President for the Northeast United States.

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smoother flight. For example, the lower cabin altitude of the Avanti EVO ensure passengers disembark feeling more revitalised. Furthermore, the next–generation Avanti is not only significantly quieter in the cabin but also has a lower noise footprint than comparable size turbo-props, making it a ‘good neighbour’ as well.

S tu art M u lhollan d , M an ag ing Director of Zenith Aviation, said: “We are delighted to be able to be the first UK based charter operator to offer the aircraft broker community access to the significant benefits the Avanti EVO affords them and their clients. With its remarkably lower cost of operation in particular, the EVO will en ab le b rok ers t o effectively promote how productive and cost effective it is to make business and private aviation a key part of their client’s business growth and development strategy”.

At Aerion, McGeough will drive the growth strategy for a region that is expected to show some of the strongest demand for the AS2 supersonic business jet. The company opened its order book for the Mach 1.5 aircraft in May. “We are proud to welcome an industry leader and trend maker to our team,” said Ernie Edwards, Aerion’s chief commercial officer. “He brings broad sales experience and the proven ability to develop a new market from the ground up. It’s critical that our regional leaders have the vision, enthusiasm, and insight to convey the potential of commercial supersonic travel to increase productivity and create real competitive advantage.”

McGeough holds a Master’s degree from the Florida Institute of Technology where he wrote his thesis on the commercialization of supersonic technology for business aircraft.

“It is tremendously exciting to be part of the next frontier in Business Aviation,” said McGeough. “I began my sales career in the Northeast and it’s great to come back to my roots. I have always been passionate about a supersonic business jet’s ability to save valuable time, shorten journeys, and create new business opportunities. The Aerion AS2 is unquestionably a game changer.”

And we mustn’t forget Piaggio, which is enjoying continuing success on the back of its recently launched EVO program. To take one example, Piaggio recently announced that Zenith Aviation has purchased its first Avanti EVO aircraft with the option for a further seven aircraft..

The Avanti EVO will offer Zenith a step-change in short-haul charter operations. It is the fastest next-generation twin turboprop in production. Cruising at 460 mph (402KTA) and with a range of 1,980 miles (1,770nm), the EVO can seat up to nine passengers in the most comfortable and spacious of in-flight cabins (5 feet 9 inches high and 6 feet wide).

The design innovations are focused on ensuring that passengers have a

The aircraft’s certification process is also moving forward with the Italian aircraft manufacturer obtaining both the EASA and the FAA certifications for the new Landing Gear System that completes the significant improvements of the aircraft.

The new certification concerns the installation of the new Main Landing Gear System, the new Nose Landing Gear System and the Nose Wheel Steering System (NWSS), parts of the new Magnaghi landing gear that improves performance, reliability and cuts maintenance costs. The official approval arrives after an intense test program. The new landing gear is now ready to be installed as a standard on all the Avanti EVO that are going to be delivered from now on.

TRANSFORM

Aerion’s supersonic AS2 is set to revolutionize air transport.

The Piaggio Avanti EVO is causing a stir in the US.

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French manufacturer Daher will be present with its TBM 900, which is steadily achieving prominence across the globe. Indeed VIP Empresarial recently became the first Mexican operator of the aircraft.

This TBM 900 was sold by Jet Mach – the TBM distributor in Mexico – to, a business charter operator based at Del Norte International Airport (MMAN) in Monterrey, Mexico.

While TBM 700s and TBM 850s have been delivered to Mexican private operators in the past, all had been registered in the U.S. As the initial TBM-series aircraft on the Mexican civil aviation register, the VIP Empresarial aircraft carries the tail number: XA-TSN.

PROGRESS Daher Socata’s TBM 900 (top) is making headway in the US and Piper Meridian M500 (bottom)

Roberto Ramírez, the principal of VIP Empresarial, said his company selected the TBM 900 for its cruise performance and range, as well as the aircraft’s ability to operate in hot and high conditions and from short runways. Hot-and-high performance capabilities are a must in Mexico, where many airports are situated at altitudes of more than 6,000 ft., including Mexico City (7,316 ft.), Toluca (8,466 ft.) and Puebla (7,361 ft.). With a maximum payload, the TBM 900 is able to take off from an 8,000 ft.-altitude airport, using a 4,500-ft. runway in ISA +30°C conditions.

“This first TBM 900 delivery to a Mexican charter operator is a new step in our penetration of the dynamic Latin America market. We expect this year to have more deliveries in the

region especially in Brazil, through our distributor Algar Aviation which has ordered 6 TBM 900 and already delivered 2 to final customers and Mexico with the support of JetMach.” said Nicolas Chabbert, President of SOCATA North America Inc., Daher’s US subsidiary; who also is Senior VicePresident of the Daher Airplane Business Unit. “We are building on by further strengthening the position of our very fast turboprop aircraft to the satisfaction of our customers.”

Last but not least Piper will be present promoting its innovative turboprop range, including the Piper Meridian M500 which continues to receive enhancements. Indeed Piper recently announced a collaboration with Hartzell Propeller for the certification of a five-bladed composite propeller for the aircraft.

"The Hartzell Propeller five-bladed prop was designed with the intention of enhancing flight performance," said Drew McEwen, Vice President of Sales and Marketing at Piper Aircraft.

"This composite prop will help increase climb rate and decrease noise, with the secondary benefit of elevating ramp aesthetics. It is a win, win, win for our products."

"We are thrilled to work with Piper Aircraft on this next generation of enriched performance composite fiveblade propellers for Piper's top-of the line M-Class series," said Hartzell Propeller Executive Vice President JJ Frigge. "The durability of the new Hartzell prop integrates exceptionally well with the Piper Meridian and M500 for all around better performance."

The Hartzell five-bladed composite propeller has been identified for use on current production M500 products and will be offered as a factory installed option once certified.

Meridian aircraft already in the field can take advantage of this advancement through the STC. Piper Service Centers will be the first facilities to offer five-blade prop installation. Hartzell's five-bladed propeller, with a monocoque structure and advanced composite materials, was determined the ideal component for the PA-46-TP line for its low weight, low inertia, and low maintenance lifecycle costs.

✈

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PREVIEW NBAA

ENGINES

ENGINES ROAR QUIETLY AT NBAA

By Kirby Harrison

Engines are roaring at NBAA 2015, but quieter, more efficiently and with fewer emissions than ever.

O

REEN

Fuel efficient aircraft such as GE’s Passport, Honeywell’s HTF 750 and Snecma’s Silvercrest will be on display at NBAA.

ne example is General Electric Aviation’s (Booth No. N2304) allnew HF120 Passport. In the 16,500-b thrust class, has been selected by Bombardier Business Aircraft (C9343) for its new Global 7000 and Global 8000 long-range business jets.

At the NBAA convention in Las Vegas 17-19, it is an exhibit highlight, “incorporating advanced technologies and materials to provide eight percent lower specific fuel consumption than Rolls-Royce’s BR725, margin to CAEP/8 emissions, and margin to Stage 4 noise regulations.”

Among the Passport’s other advantages is a composite fan that reduces overall weight, a unique 52-inch, frontfan blisk for lower cabin noise and vibration, and technologies from GE’s eCore suite to reduce emissions and improve fuel efficiency. The integrated

propulsion system from Nexcelle nacelle specialist, a joint venture of GE and Safran, offers aerodynamic advantages and outward opening clamshell upper and lower cowl doors for ease of maintenance. The engine marks the commercial debut of oxide-oxide (OxOx) materials. Ox-Ox will be used in the exhaust mister, center-body and core cowls. They will enhance durability and lower fuel consumption.

The first Passport engines have been delivered to Bombardier and installed on test flight vehicle.

Honeywell engines (Booth No. 7807)will ride a wave of good news into this year’s convention. The Phoenix, Arizona manufacturer has set a new standard for its HTF7000 family with more than 1.7 million flights in which, “the engine has exceeded all expectations for reliability, durability and maintainability.”

The HTF7350 is the power plant for the Challenger 300 series, the HTF7250G is in the Gulfstream G280 and the HTF7500E provides thrust for Embraer’s new 450 and 500.

Reliability and maintenance are high on Honeywell’s customer support requirements. Enhancements for the TFE731-20, 40, 50 and 60 were unveiled this year and include composite fan bypass stator vanes with a metal leading edge, and software designed to help reposition TFE731-50 fan blades on the disk to reduce acoustic noise and reduce ware on the inlets.

Snecma , part of the Safran Group (Booth No. N5317), will be heavily promoting its new Silvercrest, an engine already selected by Dassault Aviation for its new Falcon 5X and by Cessna Aircraft for its Citation Longitude. For

the Longitude, the 2C model will develop 11,000 pounds of thrust. For the Falcon 5X, each of the model 2D engines will develop 11,450 pounds of thrust.

The Silvercrest features the ForeVision predictive maintenance system and the company claims fuel consumption that is “15-percent better than current engines in its class.” It also offers 15-percent lower CO2 emissions, a 50-percent decrease in NOx (oxides of nitrogen) and “a significant reduction in noise.”

In June, Rolls-Royce Holdings (Booth No. C8134) announced plans to refresh its lineup of aircraft engines aimed at the business jet market. It was described as “a technological push” to extend the reach of its jet-engine business.

Last year, Rolls-Royce unveiled plans to build a series of demonstration turbines to validate advanced technologies for the future with more fuel-efficient, easy-to-maintain jetliner engines. According to Tony Wood, president of Rolls-Royce Aerospace, the company plans a similar arrangement for smaller business jet engines.

He added that Rolls-Royce is “positioning for the next generation business aircraft. Rolls-Royce spends approximately £1.2 billion on research and development.

Always conscious of the end-user, Rolls-Royce has made considerable improvement in customer support, including automated engine health datamonitoring downloads for Gulfstream’s G450, G550 and G650. The system provides data within minutes after landing, rather than the 30-day wait for a manual download.

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rolls-royce.com

Nobody does it like CorporateCareÂŽ Bringing you the most comprehensive and sought after business jet engine maintenance program in the world, with industry leading service and expertise provided by the original manufacturer. Regardless of where you travel, CorporateCare will be there to support you. To help maximize your assets availability, value and liquidity, Rolls-Royce is proud to offer CorporateCare.

To find out more contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com. Visit us at NBAA booth no. C8134.

Trusted to deliver excellence.

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PREVIEW NBAA

TE

(From bottom to top) William’s FJ44, Pratt and Whitney’s PW800 Pure Power, Turbomeca’s Arrius 2R, and Rolls-Royce’s BR725 are at the cutting edge of engine innovation.

The authorized service center network has also grown, with additional centers in Australia, Brazil, Dubai, Malaysia, Nigeria and Malaysia. The network now totals 55 centers worldwide. Parts distribution has also grown, with additional sites in North America and Europe.

Additional parts centers are planned for Hong King and Dubai, all of which means parts can be delivered anywhere in the world within 16 hours.

Turbomeca, a Safran company, delivered its first production Arrius 2R engine to Bell Helicopter in September, on schedule to power the new Bell 505 Jet Ranger X. It is the only turbine in the 500 shaft horsepower range to feature a dual-channel FADEC, claims Turbomeca.

The engine handover came at the new Bell 505 assembly plant in Lafayette, Louisiana. The first flight using the Arrius 2R was in France in late 2014 at Bell’s Mirabel facilities.

ENGINES

To date, Turbomeca has delivered more than 3,000 Arrius engines to 430 customers in 60 countries. Turbomeca recently celebrated the 50th anniversary of the Tarnos customer support and service network in France and the launch of a new building project.

Pratt & Whitney Canada’s PurePower PW814GA engine (Booth No. C10807)is now flying on Gulfstream’s new G500 long-range business jet. “We are thrilled to shape the future of business aviation with cutting edge design technologies, advanced manufacturing processes and new levels of customer service,” said Pratt & Whitney President John Saabas (sic).

The PurePower PW800 series is meant for the next-general of large business jets in the 10,000- to 20,000-pound thrust class and P&WC claims it using “the most environmentally sustainable, high-performance technologies [and) and offers double-digit improvements in fuel burn, emissions, noise and maintenance times. To date, the PW800 engine family has exceeded 3,600 hours of full engine testing and more than 470 hours of P&WCs 747 flying test bed.

To describe Williams International (Booth No. C8125)as the little guy on the block is to pay the company a certain disservice. The Commerce Township, Michigan-based manufacturer is consistently among the top engine manufacturers when subjected to customer support and engine reliability surveys.

The company opened its doors in 1955 and has expanded in terms of development, manufacturing and support for its line of small-jet turbine engines covering a thrust range from 1,000 to 3,600 pounds.

CSE Citation Centre at Bournemouth International Airport recently renewed its authorized service center agreement

to cover Williams International FJ44 engines for five more years, “cementing our ongoing relationship with Williams,” said a CSE spokesman.

In Poland this summer, Flaris announced it had selected the Williams FJ33-5A to power its LAR 1 five-seat single-engine very light jet. The LAR 1 prototype was unveiled at the Paris Air Show in 2013 and certification was expected this year. With the FJ33-5A engine producing 1,700 pounds of thrust, the all-composite aircraft is expected to have a max cruise speed of 380 knots and maximum range of 1,700 nautical miles.

No less impressive is the selection of the FJ44-4A turbofan to power the new PC-24 business jet from Swiss OEM Pilatus. Perhaps the most remarkable feature of the engine is that in its quiet power mode, the engine can be used as an auxiliary power unit (APU) on the ground. Certification of the PC-24 is expected in 2017. It will be Pilatus’ first business jet.

Then there’s the Nextant 400XTi, perhaps the ultimate in an upgrade. It is a remanufactured Beechcraft 400A/XP. It will be powered by the FJ44-3AP, a power plant Williams claims is 32 percent more fuel efficient that its predecessors. The Williams FJ44-3AP engines have performed well in tests, indicating maintenance costs 27 percent less than for the engines it replaces, and 5,000 hours between overhauls. It will also produce 32-percent fewer greenhouse gases than previous generation engines, claims Nextant.

The airplanes comes with Collins Pro Line 21 integrated avionics, major aerodynamic enhancements, and redesigned engine mount configuration and redesigned nacelles.

✈

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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 • Visit us at NBAA Booth #C7318

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NBAA PREVIEW

AVIONICS

RAISING THE GAME AT NBAA

By Steve Nichols

This year’s National Business Aviation Association (NBAA) Conference and Exhibition, being held in Las Vegas from November 17 to 19, promises to highlight the very latest in avionics products from the big manufacturers.

R

ockwell Collins, Honeywell, Garmin, and many others will be keen to show their latest developments to more than 25,000 expected show visitors. So what can we expect to see this year? standard feature, including Rockwell Collins’ patented airport dome, and extended runway centre lines with mile markers to help the pilot from top of descent through final approach.

Other features include touch-interactive maps with eyes-forward flight planning, high-resolution topography, real-time onboard weather radar overlays, obstacles, and special-use airspace and search patterns for expanded situational awareness and reduced workload.

Along with its Pro Line Fusion demonstration, Rockwell Collins will also be showcasing its Head-up Guidance System and multi-spectral Enhanced Vision System.

TE

NO O

Pro-Line Fusion for King Air (top) Honeywell Epic (center), Garmin G5000 (bottom) make flying safer and more intuitive.

Rockwell Collins (C9232) says it will have its full Pro Line Fusion advanced avionics system on display at its booth, including the recently-certified touchscreen flight display configuration.

At EBACE, Textron announced that all new King Air turboprops will come equipped with Pro Line Fusion with touch-screen flight displays. At this year’s NBAA static display, look out for a number of Pro Line Fusionequipped aircraft, including King Airs.

Pro Line Fusion features three 14inch widescreen LCDs with advanced graphics, configurable windows, and touchscreen or point-and-click navigation. It also has Synthetic Vision as a

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HCO

connectivity simplified

Wireless connectivity transformed the way you work in the office. Why not do the same for your hangar? Honeywell’s Wireless Data Loader provides secure wireless connectivity to the Primus Epic® cockpit — eliminating the need for special cabling and equipment. Using a tablet, pilots or maintainers can upload databases with a single touch and download an aircraft’s maintenance information in just minutes.

Connect with us and find out how Honeywell can help you achieve quicker aircraft turns.

For more information, visit aerospace.Honeywell.com. © 2015 Honeywell International Inc. All Rights Reserved.

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This includes the HGS-3500 “compact HUD” and EVS-3000 that is successfully flying in tests aboard Embraer Legacy 450 and Legacy 500 business jets.

Honeywell (C7807) will feature its Primus Epic integrated flight deck. It says the flight deck has set new benchmarks for reliability and “a high density of functional integration on a small, lightweight hardware platform”.

It will also be there to talk about its Ovation Select high-definition cabin management system.

Honeywell will also be showing the new Jetwave hardware for Inmarsat’s upcoming Ka-band GX inflight connectivity service. This is scheduled for global service launch early next year.

E

TE ENT

Honeywell’s GX connectivity service, Rockwell Collin’s Head Up and Garmin’s G5000 FMS will be causing a stir at NBAA.

Honeywell says that it should obtain an FAA STC for its fuselage-mounted MCS 8200 antenna for GX system by the end of 2015. This antenna is suited to VVIP aircraft, with the first STC being available on the B757. There are more than 15 different platforms listed for certification, with the Airbus STCs scheduled to be completed in 2016 and those on Boeing platforms by the end of 2017.

Honeywell is also working hard on getting testing completed on the tailmounted Ka-band antenna for the business aviation community.

Honeywell has installed its tailmounted antenna for the GX JetWave service on a Bombardier Global 5000 and Falcon 900 for testing. The Global 5000 is flying out of Hartford, Connecticut and Honeywell’s F900 is operating out of Deer Valley, Phoenix.

Inmarsat added that the Kymeta flatpanel meta-material antenna for GX, which would fit on smaller business aircraft, is still in the early stages of development (TRL3) and is not expected to be ready until 2017/18.

Honeywell’s team will also be on hand to answer any questions you might have about mandates, its Avionics Protection Plan (HAPP), and Maintenance Service Plans for engines and APUs. Visitors to the Universal Avionics (N5733) booth in the North Hall of the Las Vegas Convention Center can learn more about the company’s NextGen solutions.

These cover Automatic Dependent Surveillance-Broadcast (ADS–B), Performance-Based Navigation (PBN)/Localizer Performance with Vertical Guidance (LPV)/SatelliteBased Augmentation System (SBAS), Controller-Pilot Data Link Communications (CPDLC), Future Air Navigation System (FANS) and more.

Universal Avionics will also have inbooth demonstrations available for InSight, the Falcon 900B Avionics Upgrade, FANS/CPDLC and Software Control Number (SCN) 31 for

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See us at NBAA Rockwell Collins booth C8807

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NBAA PREVIEW

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UniLink, which includes the data link message set to meet the European Link 2000+ mandate.

In addition, they’ll have exclusive demos of the soon-to-be-released UniLink Trainer Desktop Software Program featuring FANS training and familiarisation.

Also, make sure you schedule time to visit Universal’s Citation VII with the InSight Integrated Flight Deck on static display at Henderson Executive Airport in space No. 800.

Garmin (C8943) says it continues to progress toward certification of its G5000 integrated flight deck on the Beechjet 400A/Hawker 400XP. The G5000 brings advanced flight deck technology to these popular aircraft and increases aircraft utility, offering additional weight savings,

E E O

Avidyne and Flight Display Systems are continuously improving their offerings.

solving parts obsolescence, while exceeding NextGen requirements.

Garmin also has some good news for early adopters, but you will have to wait until 12 November to find out more.

Garmin says Beechjet 400A and Hawker 400XP owners and operators placing an order for the G5000 integrated flight deck upgrade by March 31, 2016, may take advantage of substantial savings on safety-enhancing G5000 options, including Synthetic Vision Technology (SVT) and a Turbulence Detection enablement for the GWX 70 weather radar.

It says for a limited time, the G5000 Premier Package for the Beechjet 400A/Hawker 400XP is available for $10,000, offering a savings of more than $19,995.

Garmin will also have a G1000equipped King Air 350 on static display at the airport for NBAA 2015.

It also recently announced a new software upgrade that incorporates high-end flight deck technology into the GTN 650/750 Touchscreen Avionics. These advanced features include user-defined holding patterns, search and rescue patterns and the display of NEXRAD imagery

on the GTN from a variety of weather sources.

Avidyne Corporation (C11540) will be showing its expanding line of avionics products including the IFD540/440 GPS/NAV/COM, DFC90/100 digital autopilots, EX600 multi-function display, and a full line of safety sensors including the ADS-B upgradeable TAS600 Series Traffic Advisory System, MLX770 datalink system, and the TWX670 Tactical Lightning system.

Flight Display Systems (C7824) says it is continually developing and delivering state-of-the-art in-flight cabin solutions, including wireless streaming, moving maps, and 4K TV displays.

It says the 4K displays are engineered from the ground up and measure just under 1” thin. The new LCDs provide stunning, crystalclear video, giving passengers the finest displays on the market. Its Smart Cabin also enables VIP passengers to have intuitive control over cabin amenities, including control via their own personal electronic devices.

In total, there are 98 exhibitors listed under the avionics banner heading at NBAA, covering everything from OEMs to maintenance specialists.

✈

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2661

Put more capability up front.

And get more capacity in back.

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

G1000/G950 Upgrade

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

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ROTOR REPORT

By Mark Huber

ea oil prices the apparent oversaturation of the domestic helicopter S mar et the increasing role of drones in assuming what had been traditional helicopter missions in law enforcement, mapping, and agriculture and the increasing effectiveness of environmentalists in persuading politicians to become involved in helicopter routings and other noise abatement tactics.

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THE TOP OF THE WORLD

poised to do double-duty of smaller mediums and larger heavy categories.

The outlook at the OGPs is particularly bleak. Most instituted aggressive cost-cutting measures last year including cancelling or deferring new helicopter deliveries and the consensus seems to be not to look for a market uptick until 2017.

Manufacturers OEMs are equally sanguine when it comes to declining commercial helicopter sales. Scott Donnelly, CEO of Bell Helicopter parent company Textron, told stock analysts in July, “Things shut off pretty hard over the last 18 months. I would expect to see

W

MARKET

Weak oil prices are hurting the helicopter industry.

Helicopter refueling (top), Airbus AS350 (center), Augusta Westland maintenance in Philadelphia (bottom).

eak oil prices in the U.S. and worldwide are having the most dramatic and immediate impact on helicopter operations with all service providers feeling the pinch and they in turn sharing the pain with leasing companies and OEMs. The only gusher of late in the offshore oil patch is one of red ink, even, ironically, as new automatic dependent surveillance—broadcast (ADS-B) procedures and the introduction of supermedium helicopters have made servicing these routings in the U.S. Gulf of Mexico more efficient.

Offshore margins are thin almost everywhere when oil slips below $50 per barrel and almost all offshore service companies (OGPs) have instituted pilot layoffs in the current environment as new helicopter sales have slowed in virtually all categories, save the new super-mediums, which are

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some recovery as we go forward. But it’s going to be modest. At least there’s a fair bit of customer activity, discussions going on. But it’s going to be a while probably for those things to come to fruition.” Translation into English: The market is awful and it’s going to stay awful—at least for a while.

According to data from the General Aviation Manufacturers’ Association (GAMA), last year almost all civil helicopter makers took a big hit on turbine model deliveries from 2013; Airbus Helicopter dropped from 364 to 324; Bell from 213 to 178; AgustaWestland from 131 to 102; and Robinson from 192 to 101.

That doesn’t mean that it is dormant—far from it. But the OEMs

are not driving the train. While the relationship with oil may be less purely symbiotic than in the past, it is still a powerful determinant when it comes to the sales of medium category and larger helicopters as is the health of the parapublic sector.

But here again, the U.S. economy, while faring better than some of its global counterparts, is seeing only modest growth, and is therefore deferring many capital expenditures including some large equipment buys. As a mature economy, even in economic boom times, the U.S. economy typically grows slower than the rest of the world. Average gross domestic product in the U.S. grew at an annual adjusted average rate of 3.25 percent between 1947 and 2015 according to the U.S. Department of Commerce Bureau of Economic Analysis.

That said there has been movement in recent years with large fleet buys by various state police and other agencies in places including California, Maryland, and Virginia. And a new crop of helicopters coming to market may provide more cost enticing solutions to parapublic customers. They include the Enstrom TH180, the Robinson R66 Police, and the Bell 505.

The Enstrom is a two-seat piston engine adaptation of the company’s 280FX three seater. Power comes from a new 210 horsepower Lycoming HIO 390 engine. The new helicopter is expected to have a useful load of 700 lbs. and to be certified in 2016.

Robinson Helicopter has developed a police package for its R66 turbine single. The R66 “Police” features a variety of law enforcement specific options.

The Bell 505 is a clean sheet turbine single design currently undergoing

certification testing that should finish up next year and hit the market near a $1 million price point.

EMS market Similarly, the helicopter EMS market is on the hunt for value, especially in the age of government-mandated health care reform and cost-cutting, using single-engine helicopters whenever possible. The helicopter EMS market in the U.S. exploded, growing from 377 ships is 2000 to more than 900 in 2014 after the U.S. Centers for Medicate and Medicaid Services (CMS) instituted a 434 percent increase in reimbursement for helicopter transport. Government programs now pay for more than half of all health care in the U.S. For helicopter EMS this was the big casino. Imagine a bunch of drunken hardware salesmen conventioning in

VERSATILE

Bell 505 Jet Ranger X, Enstrom TH180 and Robinson R66 are among the most flexible and robust helicopters available.

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Las Vegas. They stuff their pockets full of cash and head off to the “gentlemen’s club.” Okay, so it wasn’t like the government was dumping bags of cash into rotating rotors, but it came pretty close. Having a helicopter attached to a hospital, either through a hospital-based program or a for-profit community based program run by a publicly-traded company like Air Methods, became not only a symbol of prestige, but an important way to channel patients into a hospital network and keep them there as that net-

work migrated them into progressively higher levels of care.

The patient is strapped to a gurney and not in a position to bargain. By some estimates, there may be as many as 30 percent more EMS helicopters than required to rationally service the domestic market. It is not a question of if there will be market consolidation, but when, and what form will it take.

That said, we are beginning to see some hybrid law enforcement/ helicopter EMS models emerge joining the ranks of departments including the Maryland State Police, New Jersey State Police, Los Angeles County Sheriff, and Fairfax (Virginia) County Sheriff. If there is helicopter EMS consolidation in certain areas, expect to see this hybrid model spread into other areas of the country. These FLEXIBLE hybrid programs tend to fly twin Augusta engine helicopters including the Westland 139 AW139 and the Bell 429. and Bell 429 perform well in Corporate Helicopters The corporate market is looking up governmental and corporate thanks to innovative new helicopters roles. such as the Bell 429, Bell 525,

AgustaWestland 169, AgustaWestland 189, and Airbus H 175, and soon the H160. There are also new rideshare services out of New York called Blade and Gotham Air that are creating whole new markets for individual users.

First the hardware. The new light, medium, and super-medium twin helicopters coming to market really are works of art—fast, slick, and very functional—when fitted with executive cabins they have most of the goodies you are likely to find on a midsize corporate jet including some truly opulent levels of fit and finishes with custom interiors from some leading design houses.

For an extra $1.5 million plus you can get a Mercedes style interior on your new Airbus H145 resplendent with color-adjustable LED lights and oversized seats; about that much will make you feel like you are sitting inside a chocolate brown Hermes handbag on the slightly smaller H135.

Of course if peppermint is more you liking, check out something completion house Mecaer calls the MAGnificent interior on the Bell 429

with wheeled landing gear. Then there are some truly wild concepts floating about. My favorite is the Lemans concept for the Bell 525, an unabashedly over-the-top gold and cream six seat layout punctuated with burled maple veneer. With helicopters, as with jets, if you can dream it and pay for it, you can have it. But weight will be a much more critical consideration than on a jet.

There is a new category of aircraft coming to market that is neither helicopter nor airplane that could change everything. By 2018, AgustaWestland (AW) hopes to certify the AW609 civil tiltrotor. It falls into a new category called “powered lift”: able to take off and land like a helicopter while achieving the forward flight speeds of a turboprop. In theory this will allow direct connections between major congested city centers within 700 nm of each other without auxiliary fuel tanks.

Provided, of course, it doesn’t run afoul of the noise police.

Politicians on both American coasts have discovered that helicopter noise has been a sure-fire vote getter and have sought to capitalize on it, even in the presence of contrary empirical data. This has resulted in the creation of mandatory helicopter routes between New York City and summer vacation communities in Long Island, New York and could also result in similar restriction being imposed in the Los Angeles Basin in California.

Congested freeways and street traffic have made helicopter charters more popular in these markets than ever as has new technology that enables people to book whole helicopters or “crowd source” them using smartphone apps.

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Gotham Air CEO Tim Hayes thinks he can make his new helicopter service as cheap as an Uber sedan ride, or about $200 at rush hour out to New York’s JFK airport from midtown Manhattan. Gotham plans to become a scheduled helicopter carrier early next year with flights every 15 minutes with fares as low as $100.

That should drive demand—as well as noise complaints— and put even more helicopters in the sky. More than 45,000 people already have downloaded the app for Gotham’s better established competitor, Blade, that has been up and running since 2013, with inter-island flights

between the East and West side of Manhattan as well as New York area airports and the tony Hamptons and Montauk on Long Island. Blade even treats its customers to signature lounges at its heliports.

Another good sign—heliports are opening in other parts of the country including Chicago, where general aviation had long suffer an antagonistic relationship with local government. This summer the Chicago Vertiport opened for business near Chicago’s South Loop and the Illinois Medical Center. The 10-acre, $11 million Vertiport was 22 years in the making and planning and features fuel service,a generous tarmac with room for up to 60 helicopters, a 30,000 square-foot hangar and a large terminal building with thoroughly modern amenities. The vertiport’s location puts it within a 15minute flight radius within any of the five reliever airports serving the greater Chicago area.

Vertiport Chicago joins a small, but growing number of new heliports opening nationwide. In 2008, Los

Angeles opened a new commercial heliport on top of a parking garage near California Hospital, the Los Angeles Convention Center, the Staples Center, the University of Southern California and L.A. Live. It enables quick connections: a fourminute flight to Los Angeles International Airport; a five-minute flight to Santa Monica Airport, seven minutes from Van Nuys, and 14 from John Wayne/Orange County. This past year Galaxy Aviation opened a public use heliport at the Woodlands in the Houston, Tex. area. The facility includes a landing pad and 5,600 sq. ft. hangar.

The Los Angeles area would definitely benefit from the addition of more public use heliports but those would face stiff political opposition given the local vociferous public debate surrounding aircraft and in particular helicopter noise. In a 2013 study, the U.S. Federal Aviation Administration (FAA) concluded, “There is no single remedy that can be implemented on a large-scale basis throughout the Los Angeles

Basin. The airspace over Southern California is among the most congested and complex in the world.

For safety reasons, helicopter traffic must be separated by altitude from higher-performing and faster-moving fixed-wing aircraft. The density of land use in the area, as well as the complexity and diversity of airspace users present challenges to identifying optimal helicopter routes that are safe, efficient, and serve noise abatement purposes.”

The FAA emphasized that any solution must be “effective for noise abatement, such measures must be safe, operationally manageable in the complex Los Angeles airspace, and responsive to community economic interests and public safety needs.”

In a geographic bowl home to 11 million people that is easier said than done. Meanwhile the debate rages on.

One thing that will not change: The United States is, and will continue to be, the most important civil helicopter market in the world.

✈

PIONEERS

Augusta Westland’ s AW609 and Airbus Helicopter’s EC130 lead the way in rotorcraft innovation.

Tim Hayes of Gotham Air is offering an innovative new helicopter service.

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NBAA PREVIEW

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COMPLETIONS

IT’S WHAT’S INSIDE THAT COUNTS

By Kirby Harrison

There are few challenges to match those that face the designers, engineers, builders and installers, of the world’s business and personal jet cabin completions specialists, whether it’s a steam shower, a stone floor, self-leveling bed, worldwide high-speed Internet, connectivity or a lavatory exhaust fan. From New Zealand to Switzerland, if the customer wants it, they will find a way to deliver, on time and on spec. flight information, as well wireless streaming to personal electronic tablets. Quasar light from EMTEQ flows throughout the cabin, offering “an infinity of variable color pallet to choose from, including mood lighting.”

Perhaps most impressive is that the noise level in the master suite measures 45.5 dB(SIL); roughly the same level as that of the average home.

In Basel, Switzerland, Jet Aviation (Booth No. N5131) recently introduced “a cutting-edge, plug-and-play, in-flight dishwasher” with a threeminute wash cycle that requires just three liters of water and uses an ecofriendly soap. It comes in three different sizes to ensure a fit for all galleys

APPROVAL

Customer satisfaction is paramount for completions providers.

Comlux (top) Jet Aviation (center) Flying Colours (bottom).

Comlux America in Indianapolis, Indiana (Booth No. 5506) recently completed its 9 th VIP interior on an Airbus ACJ320, an interior that took Comlux designer Lauri Church and Fiona Riddle of In Flight Solutions in Lisbon, Portugal, well beyond the usual. “We worked closely with the customer and his family to create a beautiful, modern interior that has a residential feel,” said 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.”

Further, the Venue in-flight entertainment system from Rockwell Collins features real-time moving map and

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and a quick-connection system. It is approved for taxi, take-off and landing with up to 44 pounds of dishes. “Our state-of-the-art ADW dishwasher is compatible with an eco-friendly soap that is gentle enough for the most delicate dishes,” said Matthias Mueller, project manager for cabin modifications and upgrades at Jet Aviation Basel.

And this past summer, the U.S.based Jet Aviation St. Louis division signed an agreement to certify and install the industry’s first airborne 4G LTE-based wireless network in a Global Express business jet. The joint effort includes SmartSky Networks and working together, the two companies will develop supplemental type certificates (STCs) for retrofit installations on the Global Express platform.

The SmartSky 4G will expand access in airborne WiFi and provide more than 10 times the typical speed and capacity of existing networks.

tional hangar, approximately 60,000 square feet, will be added, and the facilities shared with Bombardier at the OEM’s service center at Seletar Aerospace Park in Singapore opened in April. Bombardier is handling maintenance while Flying Colours takes care of interior work at Bombardier’s Seletar center.

Currently in the Lufthansa Technik (Booth No. C10416) shop in Hamburg, Germany, there are three BBJ 747’s undergoing cabin completion, and the backlog includes three more interior completion jobs and two aircraft maintenance checks that include cabin upgrades. Two narrow-body completion projects are underway in the company’s Bizjet International subsidiary in Tulsa, Oklahoma. There are also plans to open a service point in Dubai in the United Arab Emirates.

Lufthansa Technik’s exhibit at NBAA will feature a number of scale models, among them a 1:20 scale model of a

Taking business jet cabin completion well out of the norm, Flying Colours Booth No. C9340) is working on special mission interior completions on three Bombardier Challenger 650s for an unidentified European customer.

The first aircraft was recently inducted at Flying Colours’ Peterborough, Canada facilities. The project requires the close coordination of Flying Colours, Bombardier and the unidentified end-user.

In Canada, Flying Colours’ activity includes considerable expansion. This year, the facility in Peterborough, Ontario will complete expansion of the cabinetry and refinishing shop, which will double in size. Next year, an addi-

BBJ 787, a 1:1 scale model of the company’s next-generation patient-transport unit and a 1:1 scale model of the company’s TIOS antenna.

With first-half 2015 profit of £268 million, Lufthansa Technik is anticipating a good year in 2015. The company posted an operating profit for all of 2014 of £392 million.

At Associated Air Center (Booth No. N4500) in Dallas, Texas the completion and refurbishment specialist is nearing delivery of a BBJ 787-8 and an ACJ320 is now in the midst of a Fit Phase of green completion. Two BBJs in for a 12-year inspection include cabin refurbishment.

Sharing an NBAA exhibit with parent company StandardAero, AAC excepts to announce customer deliveries of a BBJ 747-8 and a BBJ 787-8. According to Executive VP of Sales Patrick Altuna, “Our completions facility has been and continues to operate at full capacity, with some availability for growth in maintenance, repair and overhaul.”

Following a two-year program, AMAC Aerospace recently delivered a new VIP BBJ 747-8i completion this past summer. And while a major player in the completion and refurbishment business, AMAC is no less involved in the maintenance, repair and overhaul (MRO) side.

The facility won FAA repair station approval in June this year and since then has taken on four major MRO projects for aircraft from a BBJ 777-200 heavy base maintenance job to an ACJ330-200 Ccheck.

EXPERTISE

Lufthansa Technik (left), Associated Air Center (right), and AMAC (bottom) combine design excellence with technical expertise.

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NBAA PREVIEW

FOREFRONT

Aeria Luxury (left), Greenpoint (right), and GDC Technics (center) are some of the leading completions centers in the US.

While AMAC does not exhibit at NBAA, the company recognizes the importance of the show as a meeting place for the industry and its customers and regularly sends representatives to the event, primarily to meet contacts who do not exhibit at shows AMACE does attend. However, said a company spokesman, “We never discount the fact that maybe next year might be the time to exhibit, but for the moment we look forward to visiting NBAA to see what new features, services and products are emerging from the U.S.” Aeria Luxury Interiors (Booth No. N2326) is relatively new, but the support of well-known and reputable parent company ST Aerospace has added to its stature in the completion and refurbishment industry, as well as MRO. The San Antonio, Texas-based center is now working on its first green BBJ and anticipates customer delivery later this year.

Another green BBJ outfitting contract was won last year and is expected to be delivered in early 2017.

Meanwhile, Aeria is adding another 1,400 square feet to the current 100,000 square foot hangar and shops. It will serve to accommodate additional cabinetry and upholstery, as well as an interior design space.

Earlier this year, Greenpoint Technologies (Booth No. N1730) was the first center to deliver a BBJ 747-8 and hasn’t slowed down. A 777-200LR VIP completion is underway at design and engineering and the airplane is expected to arrive early next year. In addition to the BBJ 787 already in outfitting, the Kirkland, Washington facilities recently inducted a second BBU 787 “The 787 is a fascinating aircraft to modify,” said Greenpoint CEO Scott Goodey. “The sophisticated systems

COMPLETIONS

and composite structure offers a platform to further expand our team’s expertise.”

Greenpoint is a finalist in the visualization category of this year’s Society of British International Design Awards for its VIP BBJ 787-9 Azure cabin design.

The aircraft features private staterooms, offices and an open living area with entertainment lounge, formal dining room and an “organic light-emitting diode (LED) sculpture.”

Most recently, Greenpoint Aerospace in Denton, Texas delivered four Challenger 600 series interior refurbishments with exterior paint in a threemonth period. The maintenance, repair and overhaul shop, like Greenpont Technologies, is part of the Zodiac Aerospace family.

GDC Technics (Booth No. N5900) is looking at a bright future, based on a letter to shareholders in mid-January this year that cited more half-billion dollars in contracts. In it, general manager Mohammed Alzeer said that as of January, “The current backlog stands at $650 million, and our target in 2015 is to

increase [that] to $900 million,” he added.

In 2014, the San Antonio company won contracts for completion of two BBJ 787s, a BBJ1 and a BBJ 777-300ER. With the heavy backlog, GDC signed a lease in February for 840,000 square feet at Alliance Airport in Fort Worth, Texas. GDC anticipates investing in major capital improvements and upgrades to hangar buildings, a wash bay and parking areas. “The Alliance facility enables us to accommodate our growing aircraft engineering, modification and systems development services in a world class facility,” said Alzeer.

With a combination of green completion work, major and minor refurbishments and MRO work in abundance, that business aviation industry segment is not only busy, but appears to be well booked into the next several years. As GDC’s Alzeer put it after noting a massive backlog and the need for expansion, “We are confident in the business’s overall growth, not only in 2015, but for many years to come.

✈

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NBAA PREVIEW

By Kirby Harrison

Business jet cabin technology is moving fast and what was new is all too quickly old. Within just a few years, owners are considering upgrades, and the industry is listening.

At the same time, aviation authorities are regularly issuing mandatory upgrades, mostly in the name of safety. So it is that hardly a week seems to pass without news of yet another upgrade to make the business jet, no matter the age, faster, more efficient, more comfortable and safer.

J

MODIFICATIONS

Upgrades are making business jets faster and safer. Global 7000 (top) and Lufthansa Technik winglets (center).

ust when the market thinks there’s not much more you can do to improve the venerable Boeing Business Jet, here comes completion, refurbishment and maintenance, repair and overhaul specialist Lufthansa Technik (Booth No. 10416)with the first installation in Europe of scimitar winglets. It is, in fact, the third BBJ with the scimitar winglets from supplier Aviation Partners Boeing partnership of Seattle.

The mod took a mere ten days at Lufthansa Technik’s VIP and Executive Jet Solutions Division in Hamburg, Germany, and the center claims a fuel savings of 2.2 percent with the new winglets.

In May this year, Bombardier Business Jets unveiled the Challenger 650. Described as “a refresh” of the

MODIFICATIONS

AIRCRAFT UPGRADES POINT TO THE FUTURE

popular Challenger 605, it is in reality a major upgrade, complete with new avionics and an increase in engine thrust.

The super mid-sized twinjet is priced at a touch over $32 million and is powered by twin GE Aviation CF34-3B MTO (sic) engines. With 9,220 pounds of thrust each, they provide five percent more thrust than the CF34-3Bs on the Challenger 605. The new Bombardier Vision flight deck is marketed by Rockwell Collins as Pro Line 21 Advanced. Improvements over the 605 include: enhanced speed and memory for a growth-capable flight management computer; synthetic vision system; MultiScan weather radar; and Automatic Dependent Surveillance-Broadcast (ADS-B Out) compliant future Air Navigation Systems (FAMS 1/A).

Interior upgrades include wider seats, a galley with an oven, increased personal storage in and around the seats, and an audio/visual on-demand (AVOD) server. Bombardier is anticipating entry into service in late 2015.

Also from the Canadian OEM is progress on its new Global 7000, one of the latest twin-jets in the Global family. “We are very excited by the significant progress being made on the Global 7000 test vehicles,” said David Coleal, president of Bombardier Business Aircraft.

While a review of both the Global 7000 and Global 8000 programs moves ahead, Coleal added, “We continue to hold to our current commitments.”

The 7000 is a stretch variant of the Global 6000, adding 11 feet 3 inches to the fuselage and bigger cabin windows. It will feature fly-by-wire controls, a new, thin, high-speed wing, more fuel-efficient GE Aviation Passport engines and Rockwell Collins Pro Line Fusion cockpit avionics. The 7000 is expected to enter service in 2016 and the Global 8000 in 2017.

At EAA AirVenture this past July, Textron Aviation (Booth No. 3032) announced the selection of McCauley Propeller System for a number of its leading turboprop and piston-engine aircraft, including the single-engine Cessna Grand Caravan EX turboprop.

The swept-blade scimitar Blackmac propeller will be standard on the Grand Caravan EX. The benefits claims Textron, include 15 additional pounds

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NBAA PREVIEW

Now finding its way into the Cessna Caravan (Short and Grand models) with the new Blackhawk XP42A engine upgrade is the new 325 Amp starter generator. The generator was approved by the FAA in July and replaces the stock 2009 amp starter generator.

Key benefits of the new generator include 50-percent reduction in start time, 100-deg C reduction in start temperatures and 325 amps of continuous power for the aircraft on a wider range of ground and flight equipment and operations. Installation of the improved starter takes less than two days of down time, according to Blackhawk

UPGRADES

From the top: McCauley four blade propeller, Blackhawk PT6 140, King Air Proline Fusion, Duncan Honeywell Epic CDSR.

of payload, increased ground clearance of two inches, increased ground clearance of two inches, a 10-percent improved climb performance, and greater time before overhaul intervals.

The latest Blackmac is also being offered as an after-market option through the Textron Aviation companyowned service network.

Elsewhere in the Textron family, the King Air 250 upgrade from Beechcraft began finding its way into the hands of new owners earlier this year. “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,” said Christi Tannahill, senior vp of turboprop aircraft and interior design.

According to Cessna Aircraft, the Pro Line Fusion for the King Air “brings one of the most trusted avionics architectures to the first full touch-screen flight display system.” The three, 14inch, high-resolution displays are interchangeable and cursor controlled.

There are also integrated touch-screen checklists, intuitive graphical touch-

screen flight planning, full multi-sensor flight management system, and open and scalable architecture for future upgrades and mandates.

Certification of the Pro Line Fusionequipped King Air 350i ER is anticipated in the fourth quarter 2015. It will be followed by similar certification for the King Air C90GTx in the first half of 2016.

Modifications President and CEO Jim Allmon.

Duncan Aviation, like many other independent completion, refurbishment and MRO centers, is constantly designing and engineering aircraft upgrades.

Most recently, the Lincoln, Nebraskabased center (Booth No. 4910) strengthened its partnership with Safran Engineering Services to create a

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IF IT CAN BE DREAMED

IT CAN BE DONE.

SM

Engineering the impossible.

Leading the industry in Next Generation Aircraft modification and technology, GDC elegantly delivers the impossible in the form of the finest VIP & Head-of-State aircraft modifications to the world’s most discerning clientele. GDCTechnics.com

NORTH AMERICA • EUROPE • MIDDLE EAST • AFRICA • ASIA

Visit GDC at booth #N5900

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NBAA PREVIEW new STC for FANS-1A, the avionics system providing direct data link communication between the pilot and air traffic controller. It will cover the Bombardier Challenger 601-3A and 3R. The center sees a market potential among some 134 aircraft eligible for the upgrade, according to completions and avionics modifications sales manager Mike Minchow. He noted that Duncan has also installed a large number of WiFi systems and Change 7.2 upgrades, and completed three Falcon 900B Universal cockpit upgrades.

RESPONSE

Raisbeck’s five blade propeller and Elliot’s Gogo upgrade for the Phenom 300 are receiving strong feedback from customers.

MODIFICATIONS Duncan (Exhibit No.4910) plans a 40x40-foot booth this year. It is set up the idea of cementing relationships with old customers and creating new ones. “It’s a great place to sit, catch up and talk about upcoming service needs, industry happenings and technical developments,” Minchow said.

The FANS system developed for these Challenger models will utilize new Honeywell equipment, fully integrated with the existing Honeywell NZ2000 flight management system (FMS).

A major event in July saw Elliott Aviation (Booth No. 6624), an authorized Embraer Phenom service center announce STC approval for activation and use of all Gogo Business Aviation Wi-Fi products in Embraer’s Phenom 300 light-jet.

In addition to the Wi-Fi connectivity, the STC allows operation of Gogo’s UCS 5000, an all-in-one smart router and media server. The service includes the Gogo Vision all-in-one cabin entertainment system.

Gogo Vision is described by the company as “Business Aviation ’s first, turnkey, on-demand, in-flight entertainment system that puts movies, television episodes, news, weather, flight progress and more at your fingertips.”

The Gulfsteam G280 has gotten a recent performance boost through a software upgrade, the company announced in September. The Savannah, Georgia-based OEM (Booth No. 9406) said the avionics upgrade, offer in conjunction with supplier Rockwell Collins, results in slower approach speeds, shorter landing distances and enhanced flight management system performance.

Approach speeds are reduced by as much as nine knots and the landing distance with the new software is shortened to 2,380 feet. The flight management system performance includes improvements to basic time and fuel predictions, optimum and maximum altitude, and best rate-of-climb speed.

Performance feature upgrades allow for automatic calculations for long-range cruise, maximum cruise and maximum endurance cruise speeds.

“Our customers will appreciate the increased functionality and utility, the operational improvements and the

enhanced display layout and the improved situational awareness,” said Dan Nale, senior vp of programs, engineering and test for Gulfstream.

Legacy G280 owner can obtain the upgrade free of charge through Gulfstream service center in Savannah, Dallas and Luton, England.

If there is a king among upgrade specialists, it might be Jim Raisbeck, the founder and Raisbeck Engineering (Booth No. N4900). The company was founded in 1974 and the first projects included thrust reversers developed with Dee Howard, followed by a redesigned Saberliner supercritical wing which brough an order for 75 shipsets for Rockwell production.

Raisbeck estimates more than 4,000 King Air twin turboprop aircraft are equipped with a Raisbeck upgrade – propellers, body strakes, dual leading edges, lockers and more. “The world has spent $210 million on Raisbeck upgrades in the last 33 years, on King Air and Learjet upgrades alone. We are also currently on all three King Air production lines in one form or another – some upgrades as options and some as standard equipment.”

Among the upgrades now part of the King Air production line are strakes and wing lockers for the 350i and 350ER, Ram Air Recovery System for the 250, and the full EPIC performance package for the C90GTx. Most recently there are two new swept blade propeller designs developed with Hartzell Propellers for the King Air 350. They are also available for the King Air 90 and 200 models.

Both versions of the props will be on display at the Raisbeck exhibit at the NBAA convention in Las Vegas.

While Raisbeck owns another 15 acres adjoining the current facilities near Boeing Field where flight testing is done, there are no current plans to expand, “as we have suppliers who perform the actual manufacturing for us.”

Asked what’s next for Raisbeck, he said, “Tell ‘em we have our eyeballs on the Beechcraft and Cessna Citation lines; there are a lot of Cessnas out there that could use a tune-up.”

✈

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NBAA PREVIEW

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MARKET ANALYSIS

MIXED MESSAGES FROM THE US

U

By Richard Koe

BACKING

Finance for business jets in the US is more available than ever.

usiness jet deliveries last year showed a year on year increase on the previous year for the first time since the reat ecession in .

That’s the view of In terms of value of new jets delivered, ran ed as the nd largest year ever for the industry. So even if deliveries are no greater this year, it could still be ran ed as successful.

sed aircraft transactions have never been higher. The combination of low prices and low interest rates have clearly attracted buyers.

It helps that financing is also more available and creative, as non-specialist lenders have entered the market.

US-based aircraft buyers are also finding bargains abroad, reflecting the appreciation of the USD as well as excess capacity in overseas markets.

Some OEM products are selling very well into the US market, such as the Gulfstream 650 and 280, Challenger 350, and Phenom 300. The success of these products spanning ultra-long range, super midsize and light jet show there is demand across the spectrum of different types of customer.

At some point US corporations need to replace and upgrade their ageing fleets, as their hold-cycle is already extended by historical comparison.

The market may also be coming to terms that residual value expectations need a reality check. The new products now coming to market could prompt quite a substantial reinvestment cycle.

Business aviation activity is up by more than 3% YTD in the US, and has been growing consistently for over 2 years now. The main growth has come in charter demand, historically a leading indicator of ´bottom up´ recovering in user confidence. The charter market is also being extended by a number of new and innovative operator models, such as Surf Air and Wheels Up. The 20% increase in charter activity in California this year attests to this growth market. Investors clearly think there is much more to come, to go by the extravagant financing raised this year by upstart Miami-based charter broker Jet Smarter.

The strength of the large cabin market the last two years has swelled the heavy jet fleet and is evident in the big increase in its aggregate activity, up 9% in the first half of the year. In the first half of 2015, Bombardier Global Express aircraft activity was up around 15%, the Gulfstream ultra-long range segment up by 8%. Light aircraft activity was also trending up strongly, with older Citations flying more, and newer jets such as the Phenom 300 growing

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activity more than 30%. And the drop in VLJ activity may simply reflect a shift in users towards the value-formoney offered by the turboprop market, with King Air 350 and PC12 activity indicating very strong growth in demand.

As well as these promising signs in the industry, there is some solid support from the wider US economy. GDP trend has strengthened this year and will approach 3% in 2016, among the strongest of Advanced Economies.

Historical benchmarks suggest the US economy is still mid-cycle, with several more years or growth to come.

Several years of stock market gains and corporate profits, as well as balance sheet deleveraging, have generated substantial disposable income for US corporations and high net worth individuals. Lower energy costs, via the drop in oil price, is another boost.

The pressure on corporations, in particular, to invest their cash balances in productive investments – such as business jets – is growing.

R New business jet deliveries in the first half of 2015 were down on H1 2014, which disappointed expectations for a pick up on last year´s anemic growth.

The major OEMs´ order books are also down this year, taking the book to bill ratio below 1, suggesting a weakening market.

Bombardier, historically a bellwether for the industry, with almost a third of global jet deliveries, is in troubled waters. It appears that Bombardier´s non-business aviation activities (C-Series aircraft, Transportation division) have distracted it from scheduled business jet launches, with the Global 7000 now delayed at least until 2018. In the meantime, Bombardier 5000/6000 production has been cut back in response to deteriorating demand for large cabin aircraft. And earlier this year Bombardier had to park its Lear 75 launch, having under-estimated the slump in demand for the light-midsize business jets.

Bombardier isn´t the only OEM with delayed product launches. Honda has repeatedly had to delay its muchawaited Honda Jet over the last few years. The Embraer 450/500 was initially expected in service in 2013, but has only recently entered the market.

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These delays were mostly down to technical and regulatory issues, but have tended to further unsettle market expectations.

Cessna´s new product, the Latitude, has come into the market on schedule, but not without price discounts.

Indeed price deals on almost all the OEMs´ new aircraft are inducing a cascade of price declines throughout the pre-owned market. This is despite inventory-for-sale levels falling below 10% of the total fleet, which should presage a shortening supply and price stabilisation. It´s clear that even bargain-prices aren´t inducing enough buyers back into the market.

Meanwhile the erosion to residual value expectations may be undermining buyer (and financier) confidence in the value of their assets.

Aircraft activity in the US is still below where it was in 2007. Taking into account the fact that the fleet of aircraft has increased quite significantly, the average flight hour utilization per aircraft has barely improved since the bottom of the recession. Super midsize, Midsize and Super light activity has been weaker this year, notably for the Citation X and Sovereign. And Very Light Jet activity was down almost 10% in the first half of 2015, which raises some doubt as to the sustainability of demand for air-taxis.

The macroeconomic environment for business aviation in the US is deteriorating in some ways, with emerging market volatility translating to big corrections in US equity markets the last couple of months, directly diminishing the purchasing power of corporations and individuals. The signs are that the Fed´s interest rate rise, likely in the next 6 months, will precipitate major disruption in global markets and worsen the already troubled economy in China.

Weaker emerging markets – especially Brazil and Russia – have steadily eroded the order books of the North American business jet OEMs in the last year, particularly the heavy cabins. If the emerging market wobbles turn into a crisis, as widely predicted, the damage will also resonate in the US economy. Waning export markets will directly impact US corporations and that prospect adds to their inhibitions in making large investments (such as aircraft purchases) in the short term.

✈

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.

Bombardier’s C-Series program is impacting its Business Aviation activities.

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NBAA PREVIEW

MARKET ANALYSIS

THE BIG (CABIN) CHILL

By Brian Foley AFTER YEARS OF BEING a major, reliable revenue driver in the Business Aviation industry, sales of large business jets are beginning to show signs of fatigue. “The market for these intercontinental aircraft with seating for 15-plus and price tags in the $35-75 million range were barely fazed by the 2009 worldwide financial crisis,” notes aviation analyst Brian Foley. “Conversely, sales of

DOWNSIZING

he arge ca in ar et is not as strong as it used to e. o a to u fstrea center .

smaller, more modest jets declined by two-thirds forcing planemakers in that segment to halve staffing and in one case fold. The split personality between big and small is showing objective evidence of change, and is in fact reversing.”

Foley delved into recent jet delivery figures published by the General Aviation Manufacturers Association (GAMA) and noted that while overall deliveries in 2014 were up 6.5% over 2013, small and medium jets drove that growth and were up 11.9% whereas big cabin jets sank 2.8%.

The trend is even more pronounced when comparing the first half of 2015 with 2014 which indicates 3.6% more small/medium jets deliveries but 12.7% fewer big cabin jets.

There’s other anecdotal evidence pointing to a slowdown in the large segment, with manufacturers who

participate at the top end either directly or indirectly telegraphing their declining situation. Bombardier slowed production of its large Global 5000 and 6000 business jets idling 1750 employees, and then delayed their new (even bigger) Global 7000 and 8000 jets by 2 years.

Dassault reports just 5 net Falcon Jet sales in the first half due to weaker global demand and a large fleet order cancellation. “Gulfstream rarely shows its hand, but by recently accelerating deliveries of two new, large G450 jets to a fleet customer suggests to me that they’re managing their order book by making unsold delivery positions available sooner to waiting customers.”

Foley attributes the slowdown in the upper echelons to a combination of factors, including an economic decline in emerging markets that

geographically have a need for ultralong range jets, a strengthening US Dollar making them cost more overseas and declining commodity prices. “Oil-related companies and regions like their big-cabin jets, but that sector now sees oil prices that are less than half what they were a year ago.”

While Foley believes total 2015 business jet unit deliveries will match or exceed 2014 levels, he expects overall delivery values to fall due to a change in mix that has fewer highvalue big cabin jets and more of the less-expensive smaller ones.

“There’s now clear evidence of change, but the industry’s muscle memory of big jets always outperforming small will be tough to overcome.”

✈

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MAINTENANCE MATTERS

DOMINATING THE APU MARKET

By Bernard Fitzsimons

An established global support network, including StandardAero’s facility in Augusta, Georgia, backs up Honeywell’s dominance of the business jet APU market.

LEADER

After inventing the APU in the early 1950s, Honeywell still dominate the market.

The role of the auxiliary power unit goes well beyond the provision of pneumatic power for starting the main engines. Air conditioning and electrical power supply on the ground are important, too, cooling avionics as well as the cabin and catering and enabling the crew to carry out pre-flight checks.

Honeywell claims to have invented the APU in the early 1950s and has delivered well over 90,000 for use in more than 450 applications. Many

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small and medium range business jets are equipped with Honeywell 36 Series APUs, which include more than 20 individual models offering various combinations of bleed air, shaft horsepower and size.

Some offer performance upgrades, such as the he 36-150[CL], a replacement for the 36-100 originally installed on Bombardier Challenger 601s and early 604s and the 36-150[G] for the Gulfstream GIV, GIV-SP, G300 and G400. The new units feature high efficiency compressors and an innovative, ported shroud design for better onwing reliability and increased performance for improved main engine starting. They also reduce exterior noise.

Other models are the RE100, used in light and medium jets such as the Cessna Sovereign, Learjet 45 and Gulfstream G150, and the RE220 used by larger types such as the Gulfstream 550 and 650 and the Bombardier Global 5000 and 6000. The RE220 is the first general aviation APU to communicate with the aircraft’s maintenance data acquisition unit (MDAU), so that pilots and mechanics can monitor performance and troubleshoot from the flight deck.

Honeywell’s APU’s are supported by a network of authorized global service centers that range from line service to heavy repair facilities and includes its own heavy repair bases in Phoenix, Arizona, Raunheim in Germany, Singapore and Xiamen in China.

The network continues to expand.

Last year the company teamed with

13:37

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Deer Jet to establish the first APU line maintenance service centre for business jets in mainland China. This year Honeywell appointed Jet Aviation to establish an APU overhaul facility for the 36-100/150 family at its Basel base.

A more established member is StandardAero, which became Honeywell’s first APU maintenance partner in 1993. Many of its technicians have over 20 years of experience and, says Gregg Washburn, APU customer program manager at StandardAero’s Augusta, Georgia repair facility, “they bring great insights and value to our customers.”

The Augusta facility also provides realtime trouble shooting support and offers a very popular APU training program , available to customers upon request.

In addition, StandardAero has 14 mobile service teams (MSTs) strategically located across the US plus global field service representatives to service our customers. “These teams and individuals are experienced in both removals and repairs, LRUs, troubleshooting and maintenance at customer locations,” says Washburn. “If a repair can be conducted on-site, our MSTs and field service representatives, will take care of the issue immediately. If the repair needs to be sent to one of our shops, our field technicians will facilitate that process for our customers.”

Typical maintenance schedules for business jet APUs vary depending on the model. The 36-150, for example,

has a 4,500 hour hot section inspection interval. “These hot section inspections require the removal of the APU,” says Washburn. “Repairs can be conducted in the customer’s hangar or, preferably, in our repair shop.” For some of the older classic APUs intervals are shorter, ranging from 2,100 to 2,250 hours depending on the model.

One important consideration, says Washbuen, is that it is very rare that APU and propulsion engine maintenance can be coordinated because of the difference in the timing of their maintenance intervals, so APU repairs are typically a separate event. For the newer model APUs, he adds, on-condition maintenance and repairs are the norm and OEMs set the maintenance schedules through the manufacturer.

For major repairs, StandardAero’s typical turnaround time ranges from 15 to 30 days and the company offers customers rental APUs through OEM rental banks. “In extreme circumstances we have been able to turnaround major repairs in as little as five days,” he comments.

To reduce engine downtime StandardAero has optimised the process flows through its facilities for maximum efficiency. “We have a dedicated APU shop, accessories shop, technicians, crew chief, inspector, balance lab and test cell,” explains Washburn. “Through coordination between the different departments and by working together as a team – frequently communicating with each other and with our customers — we have been able to optimise our work flow to increase quality and improve our turnaround times.”

Maintenance service plans The manufacturer has offered a maintenance service plan (MSP) to cover its APUs and engines for nearly 40 years; Honeywell believes it is the most recognized program in the industry. As currently offered, the standard plan covers routine inspection, major periodic inspection (MPI), compressor zone inspection (CZI) hot section periodic inspection (HIS) and unscheduled maintenance.

For routine inspections it includes parts and the spectrometric oil analysis PROGRAM (SOAP) kit as well as the analysis itself. SOAP inspections are required for MSP coverage of unscheduled maintenance and are specified at intervals that coincide with

PARTNER

StandardAero was Honeywell’s first APU partner in 1993.

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MAINTENANCE MATTERS

OPERATIONS

APUs are proven to lower operation costs when installed across a fleet.

other inspections. They track the health of the unit by identifying metals found in the oil and oil filter in order to determine the wear rate of APU components.

For major inspections and unscheduled maintenance the plan covers labour and parts, including life limited parts and the labour required for component repair. In the case of unscheduled maintenance it also provides for rental units and exchange units, modules and LRUs. The Gold version of the plan, available for a flat rate additional cost per hour, adds coverage for routine inspection labour and up to 20 hours of troubleshooting labour rather than the standard plan’s maximum of 10, plus engine removal, transport, reinstallation and/or access time for major inspections and unscheduled maintenance, and logistical support for road trips in the event of an AOG. The Gold NLS variant has no logistic support.

A new addition to the MSP portfolio is foreign object damage (FOD) “gap” coverage of wear and tear items replaced in the course of an FOD repair that are not otherwise covered by airframe FOD insurance policies.

The extension applies to FOD damage caused since the beginning of 2015, and the OEM cautions that the coverage is not a substitute for aircraft insurance.

Additional benefits included in all variants include labour for service bulletins as long as they are incorporated in conjunction with other covered maintenance activities that provide convenient access to the applicable engine area. An MSP also reduces the cost of conversions or upgrades. For APUs on new aircraft the MSP is offered on a no-cost basis if the propulsion engines are on their own MSP. Honeywell offers a separate APU maintenance plan (AMP) for the Boeing Business Jet. The AMP gives access to fixed rate servicing, repair and spares for the 131-9B APU that is standard on BBJs and all other Boeing 737NG aircraft. The company says it was designed to fill the aftermarket gap that bizliner operators face, between the maintenance services offered by commercial air transport service centers and those from regular business jet providers. Its extended

coverage includes complete on-condition unscheduled heavy maintenance costs, such as inspection and lifecyclelimited parts and labour, special AMP rates for temporary rental units from Honeywell’s APU bank, and access to all major Honeywell service centers.

An AMP is transferable to a new owner at the point of sale.

Unscheduled maintenance Unscheduled maintenance is typically related to compressor seal leaks, says StandardAero’s Washburn.

“That’s the most typical cause. Other problems can include metal contamination and performance issues.”

Honeywell has addressed the problem of the 36-150’s carbon seals, which were found to be leaking occasionally into the gas path, causing an oil smell in the cabin and leading to flight delays as well as inconvenience. “We were faced with developing a technology that would not only solve the problem itself but solve it in an affordable way for all parties,” says PROGRAM manager Edward Pellegrino.

The solution was a hydrodynamic seal featuring a rotor that uses its 60,000 rpm spin speed to create a thin film of air, minimising frictional heating of the seal’s carbon element and preventing the temperature that was contributing to the leakage. Additional system modifications addressed other variables to ensure that the seal capabilities remained robust under all operating conditions.

The FAA approved the solution earlier this year after extensive development to validate the entire APU opera-

tion spectrum with the seal and system components, plus more than 1,000 hours of APU endurance testing.

Honeywell says the new seal is available so far for the 36-150[FN] used by Dassault Falcons and service bulletins covering other variants will be published over the next 18 months: operators can inquire about service bulletin availability through the Honeywell MyAerospace portal.

Other maintainability features are designed into Honeywell’s APUs. The 36-150, for example, has a V-flange permitting easy removal of the fuel control unit and an oil pump located directly behind the FCU for ease of removal. Other examples are load control valves and surge control valves — where fitted — attached by marmonflange clamps for easy removal and installation.

To minimise the risk of unscheduled maintenance being needed, Washburn advises operators to keep up on periodic inspections for the APU. “These inspections include things like changing oil and oil filter, changing fuel filters, monitoring SOAP PROGRAM s for oil quality and performing regular visual inspections,” he says. “Another measure is to monitor EGT changes, especially as the APU accumulates more hours/cycles.”

The manufacturer echoes his advice: “Following the routine inspection intervals and other procedures as defined in Honeywell maintenance and OEM aircraft manuals is key to onwing longevity,” the company says.

✈

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NotA

THIS IS

NOT AN AIRCRAFT.

It’s my handshake in Helsinki.

It’s my deal in Dublin.

It’s a hardworking factory back home counting on me to make it happen.

Visit us at NBAA - EXHIBIT #N4500

WE GET IT. Your business aircraft is how you stay ahead in an unforgiving world and help your company succeed. We are dedicated to keeping it flying, increasing your aircraft availability and reducing your operating costs. Discover how our engine MRO leadership and comprehensive services can meet all of your needs.

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REPORT

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JETEXPO 2015

JET EXPO NAVIGATES THE MARKET STORM

In the pre-crisis years et xpo mirrored a booming, under regulated economy, where ussian billionaires lusted after big, fast, far-flying jets, and ignored discussions about mission re uirements, and even operating costs.

MATURITY

This year’s JetExpo proved that the Russian market continues to mature.

Agusta Westland 109 SP, King Air 350.

A

nd if Jet Expo is a barometer for the Russian market of today, there are many reasons to be optimistic. Yes the economy is the crisis and geopolitical tensions are running at a Cold War high. But the billionaires are still doing business, although with a more cautious and intelligent approach than before.

By Paul Walsh

They’re not interested in jets for the sake of having them, they opt for aircraft that suit their missions and help advance their business. In short they want business jets that are real tools and not expensive luxuries.

So while the show’s atmosphere at Vnokovo-3 Airport was muted on September 10-12, all the OEMs were present and business was clearly still going on.

As show organizer Anna Kislova put it, “All economical crises come and go”, and even in difficult economic periods, manufacturers are working actively with Russian customers. Their goal, she says, is to be in the leading position once the crisis passes.

One very active company at the show was Gulfstream and its aircraft included the G650ER and G550 which garnered much of the attention.

However their mid-size G280 was also attracting a considerable amount of interest, which perhaps reflects the growing maturity of the Russian market.

Indeed that aircraft continues to improve with Gulfstream recently announcing an avionics software upgrade which results in improved aircraft performance.

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2,380 feet/725 meters, a decrease of 270 ft/82 m.

Flight management system performance is enhanced as well, with improvements to basic time and fuel predictions, optimum and maximum altitude and best rate-of-climb speed. New performance features are also included with the upgrade, allowing for automatic calculations for long-range cruise, maximum cruise and maximum endurance cruise speeds.

The software incorporates human factors studies and pilot input to enhance the flight deck interface and optimize the display format.

Meanwhile Gulfstream’s Senior Vice President Sales Trevor Esling is optimistic about the Russian market. He notes that the fall in the Russian ruble The new PlaneView280TM software, offered in conjunction with supplier Rockwell Collins, results in slower approach speeds, shorter landing distances and enhanced flight management system performance.

“The G280 was already a top-performing aircraft in its class,” said Dan Nale, senior vice president, Programs, Engineering and Test, Gulfstream.

“With this upgrade, the aircraft’s performance is even better. Our customers will appreciate the increased functionality and utility, the operational improvements, the enhanced display layout and the improved situational awareness.”

The upgrade reduces G280 approach speeds by up to 9 knots. The landing distance with the new software is has created difficulties, but with most Russian buyers holding their money in various different currencies, the impact has been limited.

Another player on the Russian market is Dassault, who has been a firm favorite since the early ‘90s when they sold their first Falcon to Gazprom.

Nowadays they’re still going strong and occupy one third of the large cabin market. More than 50 Falcons have been delivered to customers in the region over the last decade, most of them long range Falcon 7X and 900 trijets. The company says that the three-engine design ensures additional safety and operating margin, making it possible to fly direct routes over water and inhospitable terrain, saving time and money.

STATIC

Bombardier’s Challenger 650, Dassault’s Falcon 7X and Gulfstream G650 drew much of the attention on the static.

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REPORT

80-8

JETEXPO 2015 Falcon is perfect for operations in and out of the many small airfields that dot the Russian landscape.

“The success of the Falcon line in the Russian region stems from their robustness, advanced design and fuel efficiency,” says Gilles Gautier, Vice President, Falcon Sales for Dassault Aviation. “These features make them perfect for the vast expanse and rugged conditions of the Russian marketplace.”

In addition to the Falcon lineup, the Dassault stand highlighted Falcon Response, Dassault’s new AOG support service. Offered through Dassault Falcon Service Moscow, the company’s regional satellite service centre, Falcon Response can expedite a Vnukovo-based Go Team around the

TREND

Mid-sized aircraft are slowly becoming more popular in Russian.

Citation Latitude (top) Embraer Legacy 650 (center).

At this year’s expo, Dassault featured the Falcon 7x, the Falcon 2000 LXS and a cabin mock-up of the allnew Falcon 5X very large body twinjet.

The ultra-long range Falcon 8x Trijet that is set to begin deliveries next year is also anticipated to reap a strong demand. This 6,450 nm/11,945 km 8X will offer the greatest range and the longest cabin of any Falcon, allowing it to take passengers from Moscow to Los Angeles, Cape Town or Rio de Janeiro non-stop. It will offer the same low operating economics and operating flexibility for which all Falcons are known, with the largest selection of cabin configurations in Business Aviation.

“Falcons are universally appreciated for their large and quiet cabin, unmatched performance, economy and operating flexibility,” says Dassault Aviation Chairman and CEO, Eric Trappier. “The 8X and 5X will continue with this storied tradition.”

Russia and the neighboring CIS countries are indeed a key market for Dassault and the company has made heavy investments to its regional support network in recent years. Overall, it expects long term prospects to remain bright despite the soft present market.

The Falcon fleet is exceptionally young – less than six years on average – reflecting the large number of new aircraft that have entered service in Russia and the CIS in recent years.

Half of Falcons in operation in the

region are 7Xs, which recently passed the 250 production mark – the fastest any Falcon has ever reached this milestone.

On the twinjet end, demand is also expected to be high for the new 5X as well as the Falcon 2000LXS, the newest version in the storied Falcon 2000 family.

This 5,200 nm/9,630 km 5X will offer the highest and widest cabin on the market, yet provide sufficient range to fly from Moscow to New York or Hong Kong nonstop. The Falcon 2000LXS combines the best blend of airport flexibility, cabin comfort and efficiency in the 4,000 nm segment.

Certificated in early 2013, this rugged

clock to deal with an aircraft on ground situation. If need be, it can call on a dedicated Falcon 900 AOG support aircraft based in Paris-Le Bourget to expedite parts, tools and repair teams. The airplane can also provide alternative lift for customers who require it.

Canadian manufacturer, Bombardier was also keen to maintain their Russian presence at the show, where it presented three jets: the Challenger 350, the Global 6000 and the Challenger 650. The latter was on display for the first time in Russia, and is proving very attractive to existing Russian owners of the Challenger 605.

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However at the show much of the talk was about the in-development Global 7000 and Global 8000 aircraft programs. The engines have been mounted on the first Global 7000 flight test vehicle (FTV1), which includes all major structural components: rear, centre and forward fuselage sections, wing, landing gears, and vertical and horizontal tail stabilizers.

“We are very excited by the significant progress being made on the Global 7000 flight test vehicles,” said David Coleal, President, Bombardier Business Aircraft. “Our vision of building a game-changing aircraft is emerging as the first two state-of-the-art business jets take shape in final assembly.”

In addition to the new engines, installation of the wiring harnesses and functional test procedures have commenced on FTV1. A second flight test vehicle (FTV2) is in final assembly with major structural components joined such as the rear, centre and forward fuselage sections, and cockpit.

Two additional flight test vehicles are in various stages of production and assembly.

Other development milestones were achieved with the aircraft program’s airframe and systems testing: the Integrated Systems Test and Certification Rig (ISTCR) has been commissioned and safety of flight testing is underway; the avionics System Integrated Test Stand (SITS) rig has been installed at the Toronto site, and the Global 7000 Complete Airframe Static Test (CAST) rig has been commissioned. These comprehensive test articles will ensure the maturity and reliability of the aircraft’s structure

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and systems throughout the flight test program and before entry-into-service.

Meanwhile Textron Aviation were also present at Jet Expo and company executives noted that there’s a shift taking place in Russia from an obsession with long-range aircraft to a growing interest in midsize jets. They add that more and more attention are being paid to aircraft price and operating costs.

Textron’s main focus at the show was the Cessna Citation Latitude, an aircraft that exceeds performance expectations. During its flight test program, the aircraft yielded further improvements in aircraft range and runway performance: 5,278 kilometers (2,850 nm) at long-range cruise, an increase of 277 kilometers (150 nm), and improved takeoff distance of 1,091 meters (3,580 feet) compared to the previously projected 1,116 meters

(3,660 feet). Performance specifications at certification will also reflect the high-speed cruise range of 5,000 km (2,700 nautical miles).

“The new Citation Latitude has been a performance winner from day one – meeting or exceeding every milestone in the certification effort and winning the attention of customers with its expansive, large cabin environment and amenities,” said Scott Ernest, president and CEO. “Customers also appreciate the Latitude’s midsize acquisition price and up to 20 percent lower operating costs than competing aircraft.”

The Brazilian manufacturer Embraer made a splash with the Legacy 650 and the Phenom 300, but their main focus was the Legacy 500 which made its Russian debut and has recently been making speed records in different parts of the world.

The first two records were set for “Speed over a Recognized Course” on a round-trip flight from Oakland, California to Lihue, Hawaii, with six passengers on board, covering 2,135 nm (3,954 km). The flight from Oakland to Lihue, on March 7, was completed in 5 hours and 49 minutes, achieving an average ground speed of 420 mph (676 km/h). The return flight took only 4 hours and 11 minutes, at an average ground speed of 586 mph (943km/h).

The third speed record set by the Legacy 500 was in route to Friedrichshafen, Germany, from Bangor, Maine, United States. The 3,210 nm (5,945 km) flight was com-

POPULAR

Pilatus PC-12 (center) and Dassault Falcon 2000LXS (bottom) were among the most visited aircraft at JetExpo.

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pleted in 6 hours and 50 minutes, with three occupants onboard.

“These speed records validate the Legacy 500’s game-changing performance. Having achieved or exceeded each of its design goals for certification, this revolutionary aircraft is now demonstrating all of its operational capabilities, including oceanic missions,” said Marco Túlio Pellegrini, President & CEO, Embraer Executive Jets. “The Legacy 500 is indeed the best-in-class midsize jet, which delivers an impressive combination of comfort, advanced technology, speed and range; all at a low operating cost.”

Giving highlights to the growing interest for turboprops in Russia, Nesterov Aviation debuted the high

E

Vnukovo-3 is the one of the largest Business Aviation airports in Europe.

ACJ 319 on the static (center).

speed Pilatus PC-12 NG business turboprop at the show. The aircraft, resplendent in the Jubilee paint scheme of famous Swiss artist Hans Erni, was displayed on the static at Vnukovo Airport. Nesterov Aviation, as the newly appointed exclusive sales agent for the aircraft in Russia since February this year, has secured a factory fresh PC-12 NG designed for the Russian market, ready for an early buyer.

General director of Nesterov Aviation Eugene Okladnikov sees strong potential for the aircraft in the region, citing its versatility for executive air taxi in six plus two VIP interior

for corporate and government flights, air ambulance, cargo, search and rescue and other multi role missions.

“The super versatile PC-12 NG has the ability to take off and land anywhere, even on 700 m gravel runways and boasts terrific handling for pilot owners,” he says. Accordingly, Nesterov Aviation is courting a wide base of potential customers including individual owners, government institutions and corporate flight departments.

Nesterov is looking forward to further expanding its relationship with Pilatus with the opening of a dedicated service centre facility for the PC-12 NG in north western Russia. This will

enable Nesterov Aviation to offer customized support to existing and future PC-12 NG owners in the region.

“We see great opportunities for this turboprop given that there are no restrictions on single-engined operations in Russia,” explains Okladnikov.

With its excellent fuel efficiency (US$ per hour), its 280 knots cruising speed and a pressurized cabin of up to 30,000 ft, the PC-12 NG will have its own appeal to the Russian market. PC-12 NG is currently the most popular in its class with over 1,300 sold worldwide.

It was also abundantly clear that there’s still a significant demand for maintenance services in Russia. One of the biggest players is Jet Aviation Moscow Vnukovo. Among its various authorizations it recently received EASA Part-145 approval for Dassault Falcon 900EX EASy aircraft. With this approval, Jet Aviation Moscow Vnukovo is authorized to provide line maintenance to Dassault Falcon 900EX EASy aircraft.

“We are delighted to expand our service offerings for the benefit of Dassault Falcon 900EX EASy owners and operators,” says Vitaly Aleksikov, general director at Jet Aviation Moscow Vnukovo. “Our ability to support long-range aircraft in this region is vital to our customers and this approval underscores our commitment to meeting their needs to the highest standards.”

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SPECIAL FEATURE

AIRCRAFT REGISTRIES

STATES OF REGISTRATION

Bernard Fitzsimons

The options for registering a private or corporate jet have proliferated in recent years to give owners a wide and growing range of options.

O

E

There are more options than ever for registering a business jet.

Cayman Islands (top) Aruba (center left) Jorge Colindres ARG chief executive.

U

ntil 20 years ago the British overseas territories of Bermuda and the Cayman Islands were the only options for offshore registration of privately operated jets. Then the island of Aruba, part of the Kingdom of the Netherlands despite its location in the southern Caribbean, formed its own registry in conjunction with International Aviation Safety Office, a subsidiary of Miami-based Aviation Registries Group.

ARG chief executive Jorge Colindres traces the genesis of the idea to the early 1990s, when he was engaged in aircraft trading and decided to tackle the difficulty of registering aircraft by forming a new registry tailored to the needs of private aviation. Discussions with the government of Aruba led to the new registry opening in 1995, with ARG handling all marketing and administration.

The next major change was the arrival of the Isle of Man registry in 2007. A self-governing British crown dependency in the Irish Sea, the island opened the registry primarily to stimulate business for its financial and cor-

porate services sector, which was already active in aircraft finance, insurance and leasing. So its charges were set as low as possible specifically in order to compete with the Caribbean registries.

The strategy worked even better than its founders must have hoped, as the new registry “blew away” its competitors in Aruba, Bermuda and Cayman, says Colindres. That was partly an accident of timing, however.

“It came at a time when the economy basically was collapsing in the US,” he recalls. “The Isle of Man is a neutral registry, they are not for profit. So a lot of aircraft sales were channelled

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SPECIAL FEATURE

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through the Isle of Man because they were extremely cheap. When you are tightening your belt you look for the cheapest alternative.”

Not that Colindres is averse to competition. “I think the Isle of Man helped us to get our act together and be more proactive,” he says. “I am for competition. When you don’t have competition you lose your creativity and you lose focus of who you are and what you want to give to the industry.”

His competitive response was a new registry formed in partnership with the government of San Marino, the

ON EN EN E

er uda and an arino registries offer s eed and f e i i it to c ients.

tiny country on the Italian peninsula that claims to be the world’s oldest sovereign state. “We created San Marino as a direct competition with the Isle of Man,” he says. “We started in 2007 and it took us five years to make it better than the other registries.”

The new registry maintains the forprofit model established in Aruba, and it also accepts commercial operators. Montreal-based business aviation support service provider ACASS received the first commercial AOC from the San Marino registry in February: the company describes San Marino as “a very competitive registration jurisdiction, with ICAOcompliant commercial operations, at very competitive pricing.” ACASS

adds that the AOC allows its clients with aircraft registered in San Marino to participate in its interim lift thirdparty leasing programme, while the commercial designation will help its clients generate additional revenue by offering their foreign-registered aircraft for charter.

More recently Dubai-based Empire Aviation, which manages 25 business jets based in the Middle East, Asia and Africa, added a San Marino AOC to its UAE certificate. Empire says the T7ticket enables registered aircraft to perform commercial air operations worldwide, wherever they are based.

One difference between Aruba and San Marino is the latter’s status as a member of ICAO whereas Aruba is represented by the Netherlands. As a result, says Colindres, implementing a new requirement can take months in Aruba, but “in San Marino we can do it in a week.”

In operation, though, he says the model of speed and service operated by the two registries “is almost impossible to be matched by the industry.” ARG, he points out, is now one of the largest employers of former FAA, UK CAA, Swiss FOCA and German LBA inspectors: “We have people based all over the world. We have close to 100 hundred inspectors in order to be able to service our clients whenever there is a need. And that is in addition to the local inspectors of the civil aviation authority.”

By the time the San Marino registry opened in November 2012 another European state had opened its existing commercial aviation register to privately owned aircraft. Malta’s registry, too, has been a success, says Colindres, though it has some restrictions. Being EASA-based it can only accept aircraft with EASA type certification, whereas Aruba and San Marino can accept aircraft with US FAA and Transport Canada as well as EASA type certificates. It has also specialised in issuing air operator certificates, the documents that authorise operators to carry paying passenger.

Subsequently another British crown dependency, Guernsey in the Channel Islands, opened its own registry in December 2013. The Guernsey registry – officially the Channel Islands Aircraft Registry, it uses the name 2-REG after the 2- prefix applied to its registrations – is a public-private partnership between the island’s parliament, the States of Guernsey, and Seabury Group subsidiary SGI Aviation. Amsterdam-

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headquartered SGI formed a local subsidiary to manage day to day operations. The registry is open to non-commercial aircraft, including airliners between leases as well as corporate aircraft, specifically turbine-powered airplanes above 2,700 kg, rather than the common lower limit of 5,700 kg, and turbine-powered helicopters based anywhere in the world, plus Channel Islandsbased aircraft.

The registry represents “a great opportunity,” said Guernsey’s director of civil aviation when the schemed was unveiled in April 2012: “The presence of an aircraft registry will create an attractive environment for private enterprise to flourish and thereby contribute to the local economy.” Significant benefits envisaged included revenue opportunities for the aviation and financial services sectors. When the registry opened, Seabury president/CEO and SGI Aviation chairman John Luth promised the registry would “add a level of service not normally seen by government-run registries.”

Ireland launched a dedicated business jet register in May. Applying the EJ- prefix, followed by four letters, rather than the existing civil aircraft register’s EI-, the new register is administered by the Irish Aviation Authority with marketing and support from the International Aviation Services Centre (IASC) at Shannon Airport.

The EJ register aims to capitalise on Ireland’s prominence as an air finance centre, its status as an onshore EASA register and Shannon’s tax efficient free zone. It is open to public transport and noncommercial complex aircraft weighing over 5,700 kg, and IASC expects the high quality of Irish regulatory oversight to help maximise the residual value of the aircraft and reduce insurance premiums. Another of Shannon’s attractions is that it is the only airport outside the Americas offering US customs and border protection preclearance to corporate aircraft passengers.

More recently Jersey, Guernsey’s fellow Channel Island, has appointed Avisa Aviation Safety Systems to provide technical services to its own new register, which was expected to start operation in October this year, with

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the first confirmed registration due at the end of that month or early in November. Economic development minister Lyndon Fareham points to Jersey’s “neutral fiscal regime, reliable infrastructure and highly respected level of financial, legal and fiduciary expertise” as making it “ideally placed to provide a world-class aircraft registry.”

Avisa will provide regulatory airworthiness surveys, aircraft inspections, continuing airworthiness technical advice and flight operations advice to the Jersey registry, which will target high-value private and corporate aircraft. Using the ZJ- prefix, it will allow for the registration of aircraft mortgages as well as the aircraft themselves. A 24-hour online registration system is planned, along with a competitive scheme of charges.

Offshore attractions Colindres offers a pithy summary of the attributes needed in a registry aimed at private aircraft owners: “Cost-conscious, service-oriented and 24/7.” And today, he says, technology plays a big role: “We manage everything electronically, we process everything electronically, and now we are in the process of launching an app for all our clients where they will get automatic notification of expiration of documents and so on. We are already doing it via email but we want to be user-friendly, we want to be able to be in touch with the client as much as we can. We don’t have as many telephone conversations and interactions as we used to, every-

thing is electronic, so we want to make it as easy and as engaging as we can.”

So what factors should owners consider when choosing a registry?

“Offshore registries are not for everyone,” cautions Colindres. “They are for people that have specific needs.

Because we are not cheap. At the end of the day what matters is what is your need, what kind of service are you expecting.”

The credibility of the country of registration is extremely important, he stresses, as banks and other interested parties always look at the jurisdiction: “They want to know that the jurisdiction has the appropriate requirements, they are in good standing with ICAO, they are category 1 with the FAA, their SAFA [EU ramp inspection] findings are not so significant so their airplanes are not stopped unduly.” It is also important that the state of registration should have ratified the Cape Town Convention.

Confirmation of San Marino’s status came in October, when ICAO revealed that after just 30 months of operation the San Marino CAA had achieved a rating of 92 per cent effective implementation of eight critical standards in the universal safety oversight programme audit conducted in August. “This demonstrates the serious commitment of the San Marino CAA and Aviation Registry Group to the aviation industry and its clients,” Colindres comments.

For his own part, Colindres says the aim is to provide an alternative for clients and to keep on improving: “We don’t want to have another surprise like 2007, when the Isle of Man came along and blew all the traditional registers away, so now we have a team striving for technology, looking after the future, doing a map of the way we want to grow and how the service is changing. Because now you don’t have just one market, you have the world.”

It has always been a world market, of course, “but it was a different world,” he says. “Now you can expect a client from anywhere and you need to be local. We’re trying to be very local in understanding what the client wants.”

✈

REPUTATION

Registries need to be in good standing with the ICAO.

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OPERATIONAL INSIGHT

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UNIVERSAL WEATHER AND AVIATION

SNOWED UNDER

By Steve Arbogast

With the winter season now upon much of the Northern Hemisphere, it’s time to start thinking about snow.

Different types of snow and snow byproducts have the potential to significantly impact general aviation movements throughout many parts of the world. Awareness of the different types of snow and snow activity is important when planning trips to snowprone areas.

DANGER

Snow can significantly impact Business Aviation operations.

A

ccording to the National Weather Service (NWS) Glossary, snow is precipitation in the form of ice crystals – mainly composed of intricately branched hexagonal crystals agglomerated into snowflakes. Snow is formed directly by the freezing (deposition) of water vapor in the air. The different types of snow are dependent on the type of snow crystals – such as snowflakes, graupel, or ice crystals.

Ice pellets or sleet is defined as pellets of ice composed of frozen raindrops or refrozen partially melted snowflakes. Snow pellets or graupel consists of crisp, white, opaque ice particles round or conical in shape and about 2-5 mm in diameter. Slush is melted or melting (water-saturated) snow and can be in combination with any of the above.

The International Civil Aviation Organization defines a “SNOWTAM” as “a special series Notices to Airmen

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Many forecasting techniques and models are used to predict snow.

While overall accuracy in predicting snow conditions has improved over the years, it can still be a challenge to accurately forecast snow amounts.

(NOTAMs) notifying the presence, or removal of, hazardous conditions due to snow, ice, slush or associated standing water on aerodrome movement areas.” SNOWTAMs are issued by airport authorities, when warranted, to notify users of the presence or removal of hazardous conditions.

Maximum validity period for a SNOWTAM is 24 hours, and new SNOWTAMs are issued whenever there’s a significant change in conditions.The link below provides further information on how SNOWTAMS are issued (courtesy of Skybrary and Eurocontrol).

Note that even though “SNOWTAM” may be an ICAO listing, it isn’t listed under FAA JO 7930.2P or AC 150/5200-28D. This means that operators shouldn’t expect to find SNOWTAMs in the United States. It’s recommended that operators review the FAA NOTAM information (FAA JO 7930.2P and AC 150/5200-28D) to understand how U.S. NOTAMs handle snow events.

As defined in the SNOWTAM, snow types that may be deposited on the runway are: Dry snow – can be blown if loose or compacted by hand, will fall apart again upon release.

Wet snow – can be compacted by hand and will stick together and tend to form a snowball.

Compacted snow – can be compressed into a solid mass that resists further compression and will hold together, or break up into lumps, if picked up.

Airports within polar or temperate zones of the Northern or Southern Hemispheres are generally at risk of significant snow or ice events. Flight diversions are common during significant snow events, and the average decision point depends on how extensive and significant the local snow event is.

Blowing snow There is a range of situations in which, due to snow events, pilots need to be especially vigilant.

Blizzards are violent winter storms.

This snow event combines subfreezing temperatures and very strong winds, laden with blowing snow that reduces visibility to less than 0.25 miles.

Blowing snow is wind-driven snow, occurring at moderate or great heights, that significantly reduces surface visibility and can be accompanied by drifting snow. Blowing snow can occur during or after a snowfall.

Visibility at the flight deck level is generally very poor.

Drifting snow is snow on the ground that’s blown by the wind to heights of less than 6 feet above the surface.

Drifting snow can occur during or after a snowfall and is often associated with blowing snow.

For business aircraft operators, there are a number of particular hazards associated with snow and snow accumulation. Best practice is to take advantage of all available forecasting tools to “know before you go.”

Hazards to flight Snow and blowing snow can greatly affect aircraft on the ground, as well as during ascent and descent. When visibility is significantly reduced, as a result of snow activity, aircraft acceptance rates are often reduced. This causes operational delays, and at times aircraft may need to divert to alternate airfields. Significant snow accumulation can impact airport operations, and runways may close for plowing. If the rate of snowfall is such that plowing and treatment are not able to keep runways clear, a particular airfield may be forced to close.

For operators landing at airports experiencing snow events there is a concern of snow and slush freezing on the aircraft brakes, so it’s recommended to avoid taxiing through loose snow, slush, or puddles that may adhere to the brakes and freeze.

Snow is designated by intensity, based on rate of accumulation and visibility restrictions. Heavy snow is indicated by “+,” moderate snow has no designation, and light snow is indicated by “-.” As snow is often accompanied by fog, using visibility alone as an intensity descriptor will not necessarily be accurate. Snowfall rates can be calculated, but if snow is melting as it falls or while on the ground, projected snow depth may not be accurate. Pilots need to be aware of these differences.

Visibility impact Snow can greatly affect visibility and has potential to reduce visibility rapidly. This is particularly true in situations in which the intensity of snowfall is increasing. When snow already on the ground is blown about by strong winds, this often leads to rapid reduction in visibility. The following definitions use visibility in determining snow fall intensity. Use these with caution as other factors – such as liquid water content, temperature, and daylight/darkness – also impact visibility.

Below you will see the visibility based on the snow intensity: Light Snow: Snow conditions in which visibility is greater than 0.5 mile

HAZARD

Blowing snow can greatly affect aircraft on the ground.

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OPERATIONAL INSIGHT Snow: Snow conditions in which visibility is in a range from 0.25 to 0.5 mile Heavy Snow: Snow conditions in which visibility is less than .25 mile Flat-light and white-out conditions The FAA Safety Library provides a good reference how to avoid white-out situations.

Flat light An optical illusion also known as “sector or partial white out.” It’s not as severe as a “white out,” but this condition causes pilots to lose depth-of-field and contrast in vision. Flat-light conditions are usually accompanied by overcast skies, inhibiting any good visual clues. These conditions can occur anywhere in the world but primarily occur in snow-covered areas. Flat light can completely obscure features of terrain, creating inability to distinguish distances and closure rates. As a result of reflected light, this condition can give pilots the illusion of ascending or descending when they’re actually flying level. With good judgment and proper training/planning, however, it’s possible to safely operate aircraft in flat-light conditions.

White out As defined in meteorological terms, is a condition where a person becomes engulfed in a uniformly white glow.

This glow may be a result of being surrounded by blowing snow, dust, sand, mud, or water. In a white-out condition, there are no shadows, no horizon, and no clouds, and all depth-offield/orientation are lost. White-out situations can be severe in that there are not any visual references to depend on. Flying is not recommended during any white-out situation. Be aware that flat-light conditions can lead to a whiteout environment quite rapidly. Both atmospheric conditions are insidious.

They sneak up on you as your visual references slowly begin to disappear.

White outs, in snow-covered areas, have been the cause of several aviation accidents over recent years.

SUDDEN Self-induced white out

Snow can Typically occurs when a helicopter reduce visibility takes off/lands on a snow-covered rapidly. area. Rotor down-wash picks up parti-

cles and re-circulates them through the rotor system. The self-induced white-out effect can vary in intensity, depending upon the amount of light on the surface. This phenomenon can occur even on the sunniest, brightest day with good light contrast. When it happens, there can be a complete loss of visual clues. If the pilot has not prepared for this immediate loss of visibility, the results can be disastrous.

Dealing with snow events Operators should play close attention during trip planning stages to the potential for significant snow events.

With the advent of today’s more accurate long-range global forecast models, snow events are often accurately predicted seven-10 days prior to operation.

When choosing airport alternates, bear in mind how extensive and impactful a local or regional snow event might be. During winter, Northeastern U.S. airfields – from Washington, D.C. to Maine – may be impacted by significant snow conditions. Keep in mind that in some parts of the world, suitable alternates may be hundreds of miles from your planned destination. After significant snow events, certain airfields may close for several hours. In the case of a major blizzard, an aerodrome may be closed for several days. At many airports, snow can’t be cleared from all surfaces at the same time. This will likely result in having the snow cleared in order of priority (i.e. runways, taxiways, roads, and aprons).

Conclusion Significant snow events, although usually predictable, have potential to develop rapidly. It’s important for flight crews to be aware of how this atmospheric phenomena may impact visibility. In some cases, the best course of action is to divert to an alternate airfield or make plans to operate on different days to avoid the snow event.

✈

About the author Steve Arbogast has nearly 30 years’ experience in aviation meteorology.

After eight years of active duty service in the U.S. Navy, he joined Universal in 1989. He currently serves as senior aviation and flight planning supervisor at Universal headquarters in Houston.

Steve has attended and spoken at many business aviation- and FAA-related seminars and workshops, including volcanic ash workshops.

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SPEED

AIRSPEED, ALPHA AND ATTITUDE P

By LeRoy Cook

recision control of an aircraft in flight requires both piloting skills and the tools to evaluate and perfect them. As pilots, we need to be capable of hand-flying the airplane, not just monitoring it. We can take satisfaction in knowing we can keep our aircraft under control, using our eyes, hands and feet. But, how do we know we’re being successful? We have to use instrumentation and visual cues to do this job, each of them providing some, but not all, of the feedback necessary.

There are some basics underpinning the art of airmanship that I believe are vital. One of them is, “attitude, plus power, equals performance”, a formula

BASICS

Attitude plus power equals performance is one of the fundamentals of airmanship.

behind every maneuver we perform with an aircraft. Apply the right pitch and roll attitudes, establish the correct power setting, and the airplane will settle into the performance state you desire. Get either input wrong, and you’ll be chasing the needles to adjust the results.

Another fundamental precept is understanding how to assess the aircraft’s energy state. Primarily, we are interested in the total energy held, and capable of being generated, by the moving airplane. This includes kinetic

energy represented by the aircraft’s motion, potential energy available from the stored altitude that we can tap, and further energy potential in the fuel that can be called upon to produce thrust. Excess energy can be useful, or wasted, depending on how well we apply it. If, on the other hand, we allow our aircraft to become deficient in energy, we’ll have to rebuild its energy status by pushing up the power or sacrificing some altitude.

And so, much argument is made over how to control an airplane; do we

manipulate speed by varying pitch attitude, or changing the power setting?

For my part, the reply should be “Both, at the right times.” On the takeoff roll, for example, we are obviously attaining the desired speed by applying full takeoff thrust, with the aircraft in a level attitude. When it comes time to lift off, we change over to attitude control, rotating the nose up to a target pitch index, at which point the angle of attack (“alpha”, in the popular lexicon) produces the requisite lift and the wheels leave the ground.

Did the attitude provide climbout performance? Not by itself. Did the firewalled throttles cause the airplane to lift off? Not alone. The desired performance was achieved by combining the two fundamental elements of flying—Power, plus Attitude, equaled Performance. During the roll, the aircraft’s energy state was building toward a speed that would generate lift sufficient to support the loaded airplane’s weight against the pull of gravity, and a bit more to ascend the climb gradient.

How do we determine the proper climb attitude? Traditionally, we refer to the airspeed indicator to see if it’s showing the desired number; V2, Vy or a cruise-climb speed or Mach. But, we don’t fly the airspeed indicator— we fly the airplane’s pitch attitude,

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either matching flight-director commands or using other familiar pitch targets that generate the right speed.

If sufficiently over-powered, we may slip the throttles back to a climb-power setting, prolonging engine life and reducing noise and fuel burn. Again, our need is to fly pitch attitude, not the ASI; if visual, it’s probably easier to reference the glareshield against the natural horizon. And it’s safer, since the other airplanes representing a collision threat are coming from somewhere outside, rather than out of the instrument panel.

Is an angle of attack indicator useful for this effort? Certainly, although its precise guidance may not be required in ordinary operations. The instantaneous results of changing pitch and Gloading can be seen on the multicolored fast-slow Alpha indexer’s scale, showing how our available reserve of lift is doing. Again, we are only using the angle of attack reference to show the results of our efforts. If we adjust pitch and power to keep the A of A reference exactly on the merging of the green and yellow bands, we’re getting the best safe performance from the aircraft. If the absolute maximum lift is needed, we can keep the indexer on the yellow band’s juncture with the red, but only for critical operations.

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Whether referencing ASI or AoA, pitch control is primary, with appropriate power a necessary ingredient. One cannot ignore pitch attitude, so it’s important to fly by a working attitude reference. In the dark or in cloud, only the instrumentation showing the airplane’s attitude state will keep us upright and level. If the referenced attitude disagrees with the airspeed or VSI, or with the heading and turn indications, a back-up attitude reference must be sought. Chasing the performance instrument needles themselves will lead to disaster. It usually takes less than a minute for spatial disorientation to lead us into the “graveyard spiral.”

Is there a case to be made for automation? Certainly, a good autopilot relieves us of the tedium of constant corrections, and it allows for workforce reduction on the flight deck, so we can divert our attention to programing changes into the FMS while “George” minds the airplane.

Never, however, should we allow the autopilot to boldly take us where we aren’t capable of flying ourselves. Yes, I know I can’t meet RVSM tolerances at altitude without the autopilot’s help—but I should be able to steer, climb and descend on my own, albeit with less precision.

I’ve always found it helpful to watch an automated flight control system work, particularly with autothrottles engaged. The autopilot will nudge the airplane, almost imperceptibly, back to a courseline while I might be waiting for more deviation before taking action. The coupled thrust levers will work aggressively in turbulence, before the aircraft’s energy state is depleted or we get too high on the approach. My takeaway is to emulate the autopilot’s smooth results, by making timely pitch and power corrections.

Most autopilots, however, fly a bit crudely, particularly when challenged by the environment, so we, as artistic aviators, will probably accept a bit of inconsequential error in favor of a smooth ride for our passengers. When the ground gets close, or ATC demands immediate movement, we may have to give up some of our chosen soft-ride maneuvering. Underlying it all, however, is the fundamental requirement to fly pitch and power to produce performance.

The other day, I was testing a trainee’s ability to recover from a sudden insertion into an unusual aircraft attitude, solely by reference to instruments. We began with him ducking his head down and closing his eyes while I positioned the aircraft in a nose-high pull-up or a rolling dive.

Upon command, he looked up, interpreted the situation and recovered to stabilized level flight. His success prompted a greater challenge. “This time,” I instructed, “keep your eyes closed and try flying the airplane only by what you’re feeling. If you feel a turn, roll out until it feels right; if you think you’re diving, pull up to stop the dive.”

After about 45 seconds, he had allowed a 45-degree bank to develop and the nose was slightly down, the airspeed already accelerating well above what it would be in level flight. I told him to look up, whereupon he uttered an expletive and yanked the controls to recover into a straight-and-level attitude, all while his senses told him otherwise.

My point was made; we can’t fly without attitude references, visual or artificial.

If our fancy instrumentation fails us, we have to rely on the most basic references we have. A turning heading indication almost certainly means we have a wing down; stop the turn with opposite control. If airspeed is decreasing, yet power is normal for the phase of flight, you’re probably nose-up and need to reduce pitch.

However, check the VSI and altimeter for correlation, and seek an attitude that will correct to a stable airspeed. If a standby attitude indicator is available, use it. Never chase an airspeed indication alone; fly attitude to achieve results.

An angle of attack indicator is simply a graphic presentation of what an airspeed indicator is already telling us; fly too slow and bad things will happen. It is superior to the ASI in that it represents an energy state, without interpretation, even under G-load, so it’s a quick confirmation of what we need to know. And yet, attitude and power are still key to producing performance. Fly with the basic tools, and you’ll survive any loss of supporting instrumentation.

✈

FAIL

When instrumentation fails us, we have to rely on our most basic references.

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RISK TAKING

JUST HAVING A LITTLE FUN

By Michael R. Grüninger of Great Circle Services AG (GCS) and Capt. Carl C. Norgren JOIN THE ‘410 CLUB’ “Man, we can do it. 41 it”, joy mixed with surprise and pride resounded in the 23 year old copilot’s voice at the controls. He had just reached FL410 during the positioning flight of a Canadair Regional Jet (Bombardier CL-600-2B19) operated by Pinnacle Airlines.

At around 10 pm of the 14 th of October 2004 Pinnacle Airlines flight 3701 levelled off at FL 410. The pilots now had become members of the company’s infamous and secretive ‘410 club’.

For the 31 year old captain and his copilot this flight felt not as an extraordinary event.

ABNORMAL

e ecuting non standard rocedures the i ots of e erted great ressure on the aircraft.

They were positioning the aircraft from Little Rock, Arkansas, to Minneapolis-St. Paul, Minnesota, without passengers and without cabin crew on board. Without payload the crew flew the aircraft to its supposed certified maximum operating altitude.

Step Climb During climb the crew decided they wanted to have some fun. Being alone and young, they executed non-standard procedures they were not in the condition to perform during normal passenger operations.

Admittedly, who has never indulged in some additional action during otherwise dull and boring flights? Most of us have heard stories from pilots who have executed non-standard manoeuvres such as dutch rolls, loopings, side-slipping, steep climbs and steep descents when alone in the aircraft.

The crew of the Challenger performed three pitch-up manoeuvres during climb.

At 450 ft AGL the crew moved the control column to 8°ANU. The pitch angle increased to 22°. The vertical load to 1.8 Gs. The stickshaker sounded and the stickpusher kicked in. The control column was deflected to full AND. At 15’000 ft the crew exerted a vertical load of 2.3 Gs. Then they started making large left and right rudder inputs pushing the aircraft nose to sweep across the sky.

Finally, at an altitude of 24’600 feet with the autopilot engaged and a vertical speed of 600 fpm selected, they began the third pitch-up manoeuvre during the ascent. During the pull the vertical airspeed reached 5000 fpm for several seconds. After that the crew selected vertical speed mode again starting at 3000 fpm decreasing to 1000 fpm.

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During the last part of the climb to FL 410 the airspeed gradually reduced while the aircraft maintained the selected rate of climb of 500 fpm on vertical speed mode.

Levelling Off at FL410 When the aircraft levelled at FL 410 the airspeed had reduced to 163 KIAS/0.57 MN. It went unnoticed that the airspeed should have been at 240 KIAS in accordance with flight procedures.

ATC and crew were amazed at being at FL410. In the cockpit the joy was great and commented upon. On the ground, ATC wondered about the high flying Canadair Regional Jet. Soon after the short-lived moment of joy and excitement, the crew understood that they wouldn’t be able to maintain the altitude.

Devastating Descent Two and a half minutes at FL410 on, the stick shaker activated as the airspeed further reduced to 150KIAS, followed by the stick pusher.

Instead of positively lowering the nose to gain speed and recover from the lowenergy status, the crew repeatedly pulled the nose of the aircraft up. This move triggered the stick pusher at each time.

Finally the pitch angle increased to 29° ANU and the aircraft entered an aerodynamic stall.

The angle of incidence of the airflow to the engines increased beyond limits and both engines flamed out.

On the Back Side of the Power Curve When the aircraft reached FL410 it was operating in the region of reversed command, also known as operating “on the back side of the power curve.” It occurs when the available engine thrust cannot overcome the increased induced drag associated with low airspeed and high aircraft pitch attitudes. As a result, the airplane cannot accelerate and may lose altitude or stall.

When the stall warning activated, followed by the stick shaker and stick pusher, the crew should have lowered the nose of the aircraft to recover air speed.

Instead the crew attempted to avoid any major altitude loss. What would have been an appropriate technique in a low altitude, low speed stall situation lead to a full aerodynamic stall, aggravated by the loss of both engines.

Tragic Ending The crew recovered aerodynamic control over the aircraft by FL 340. But both engines were still not producing thrust and N2 had decreased to 0. All subsequent engine start attempts failed. The crew tried both windmilling and APU assisted starts without success.

While still at high altitude, there would have been number of suitable aerodromes within gliding distance.

But the crew did not report the dual engine failure to ATC and repeatedly attempted to restart the engines down to a very low altitude.

Eventually the crew realized that they could not restart the engines.

When the engine cooled, the assembly did not match anymore due to thermal stress and the blades stopped rotating freely. The NTSB report states that the engines were ‘locked’, a condition known to have occurred previously with the Challenger’s General Electric CF-340-3 engines.

Out of all available aerodromes in the vicinity of the upset, now the crew was left with less landing options and selected the one which lay beyond gliding distance.

When the captain realized that the emergency landing would occur in a residential area, he courageously opted to stretch the glide as much as possible by not extending the landing gear. The aircraft hit trees and crashed into backyards, but avoided impact with houses.

The aircraft crashed without causing further casualties on the ground. Both captain and co-pilot did not survive the impact.

A Rollercoaster of Feelings The NTSB did not comment on human factor aspects. By reading the CVR transcript and appreciating the control input history from the FDR, it becomes apparent that the crew was playing with the aircraft.

Big control inputs, both by pulling and pushing the yoke and large inputs on the rudder pedals, exerted great forces on the airframe. An inconsiderate use of flight automation reduced the airspeed to critically low levels.

The crew was simply having fun with the aircraft and enjoying the ride.

The mood in the cockpit changed after they could not maintain FL 410.

Without the necessary performance reserves to maintain level flight, the crew slowly had to realise that their fun ride was turning into a very different kind of ride.

And yet, down to almost the last communication with ATC the crew did not admit they had lost both engines and that they were actually in a full scale emergency situation. They denied the extent of the troubles they were in.

This young crew was not able to overcome their initial positive excitement and to revert quickly to a professional way of handling the chain of events.

By applying stall recovery techniques not appropriate to high altitude flying the crew wanted to maintain FL410 which made them a member of the ‘410 club’.

The main airplane wreckage was located at an elevation of 740 feet.

✈

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.

DISASTER

Having fun with an aircraft can have disastrous consequences.

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REPORT

CEPA CONFERENCE 2015

OPENING UP NEW MARKETS

By Paul Walsh DEMAND FOR Business Aviation is growing faster in Central and Eastern Europe than in Western Europe and most other parts of the world. But many companies still find the region’s regulations and business practices overly complex and at times downright baffling.

This is where the CEPA Expo comes in. Founded and driven forward by the indefatigable Dagmar Grossman, of Grossman jets, the event invites foreign companies, local Central European officials and local businesses to discuss how the region can become a more inviting environment for Business Aviation. This year the conference made a small breaklast 10 years so the growth potential is still enormous. The size of the countries of Eastern Europe and the distances involved means that business aircraft are the best solution for travel throughout the region and to destinations in Europe and beyond.”

UPBEAT Optimism abounded at the recent CEPA EXPO in Prague.

through by partnering with the EBAA; a move which brought a wider perspective, more speakers, more exposure and most importantly, more delegates.

Of the 200 delegates present, many were optimistic about the future of Business Aviation in the region.

Marian Jancarik of Colibri Aircraft noted that the overall fleet size of business aircraft in Eastern Europe and Russia remains resilient despite of the economic and political crisis in Ukraine. He said that people may be highlighting the fall in business aircraft flights but that overall the number of aircraft registered and based in the region has been stable for some

years now. He added that any positive growth in the economy and a firming of the oil price can potentially lead to an increase in activity in Eastern Europe resulting in more aircraft sales.

“The prospects for the region are very positive and I am confident that stability combined with an upturn in economic growth will see an increase in aircraft fleets in the region. The pattern has been stable through some very difficult times, once we see even minor improvements in the economies of Eastern Europe I am sure this will bring more new entrants into the market. This is a market that has only started to develop over the

Potential Meanwhile José Eduardo Costas of Embraer was also upbeat. “Despite the weakness in western economies, we see good prospects for Central Europe. With GDP annual growth rates above 3% over the next 3 years, Central Europe is a bright spot compared to the slow economic recovery countries in Western Europe.

Business Aviation in central Europe may follow the current economic growth in the region.” He added that currently the great majority of the bizjet fleets in Central Europe are composed of light to medium jets. “We don’t see any dramatic change in this profile in the medium-term. We believe that models in these jet classes will continue to be the most popular in region.”

Similarly with the recent certification and entry into service of the Cessna Citation Latitude, Textron Aviation is seeing an increased interest of its newest midsize business jet within Central Europe. Speaking on behalf of

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REPORT Textron Aviation, Harduin Putrich, regional sales director for Europe, said: “Central Europe is an important market for Textron Aviation, and now with the addition of the Citation Latitude, we have the ideal aircraft portfolio to support the expansion of Business Aviation in this region. With one of the most comfortable and spacious cabins available in the midsize category, in addition to its best-in-class operating costs, we were right in anticipating the Latitude would be very well received in the Central European market.”

“Business Aviation in this region is incredibly buoyant and looking ahead, we’re very excited about how this market will continue to grow and how, with our broad product offerings, we can help more businesses and consumers enjoy the time-saving advantages of Business Aviation.”

Bombardier Aerospace are also confident. “Based on my daily interactions with the Central and Eastern European market, there is still significant potential for growth as we see both renewals from existing owners as well as new owners coming to the market,” said Mirkka Lampinen, Sales Director for Eastern Europe. “We see demand across our product range from Learjet 75 up to the Global 7000 aircraft; so far the most popular model in terms of requests in the recent years have been the Challenger 300/350 aircraft.”

RE ENT

From left to right: CEO EBAA Fabio Gamba, CEPA Chairman Roger Whyte, CEPA Founder Dagmar Grossmann and EBAA President Brian Humphries.

R Meanwhile the event itself kicked off with important discussions on the state of the industry in Central and Eastern Europe, and the demand for Business Aviation there. It then moved swiftly to a discussion of Russia, where delegates received assurances from Anna Serejkina, RUBAA’s, Managing Director that the situation isn’t quite as bad as many fear.

“Many people are still overly sceptical about the nature of Business Aviation on the Russian market. In truth, we haven’t seen any major fall in Business Aviation service providers in this market and all scheduled charter flights have been able to be properly handled – for example, during the Olympic Games in Sochi.”

101-

CEPA CONFERENCE 2015

This was followed by a discussion of the Business Aviation challenges that face countries in the former Yugoslavia as well as an in depth focus on Prague Airport: how it’s succeeded to become a Business Aviation hub in Central and Eastern Europe, and whether it can become a model for further growth in the region.

For operators concerned about the upcoming regulations, there was a discussion of part-NCC as well as presentations on the success of industry standards such as IS-BAO and IS-BAH. The focus then moved to what policies exist for war risks and with Matthew Day of Hayward Aviation pointing out that: “Aviation insurance policies exist for war risks. Thankfully the incidence of war related losses is low and individual risks and regions are carefully assessed. Insurance companies will settle this loss but recovering any claims payments from the perpetrators is unlikely. This loss will be absorbed by the industry but will have a minimal direct impact on the cost of insurance for individual airline or business jet operators as this policy is separate from conventional aviation hull policies.”

At the event Doru Matei (Chairman of Aviation Consult Jetexpert) and Christina Riess (President & CEO of A/SQUARE) that they had joined forces to create ATMG LTD. – THE AIRCRAFT TRADER & MANAGEMENT GROUP LIMITED. The joint-venture has already proven its effectiveness by successfully com-

pleting a number of projects. ATMG provides sales and acquisition services for a broad range of aircraft in- cluding business jets, airliners, propeller aircraft and helicop- ters.

Doru Matei states “ATMG combines the best features of our expertise in terms of commercial and technical capabilities.” Christina Riess adds: “We are happy to broaden our service portfolio through ATMG and look forward to continuously improving and diversifying our aviation services via our network of valued business partners.”

It was also announced that ABS Jets has received two NBAA safety awards.

One award is for the number of hours that ABS Jets has flown safely, this represents 11 years (26,937 flying hours) of flying without an accident.

The oth er Award is for maintenance engineer, Vladimir Sip one of ABS Jets most respected maintenance technicians, for the number of years he has worked with corporate aircraft that have been accident free.

“Our excellent safety record is due to the fact that safety is top of our agenda in everything we do,” said ABS Jets CEO Vladimir Petak. “This is further demonstrated by the fact that Vladimir Sip is an- other member of our team to receive the technician safety award, I congratulate Vladimir and thank him for outstanding job.” Petak added “ABS Jets has a culture of putting safety first, the NBAA Safety Awards reflect that commitment. I am very proud of our team members and the ongoing recognition for our safety record.”

✈

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TURKEY

ALL EYES ON TURKEY

I

By Paul Walsh

n the unending hunt for new market opportunities one country that should get more attention is Turkey. It has a population of 75 million people, an economy that grew throughout the economic recession, and entrepreneurs that are just opening up to the value of Business Aviation.

With a Gross Domestic Product (GDP) of $ 799.54 billion, Turkey is the 17th largest economy in the world. In less than a decade, per capita income in the country has nearly tripled and now exceeds $10, 500.

Despite some recent bumps due to election related uncertainties, and concerns over the Government’s handling of corruption allegations, Turkey’s economy continues to grow, for instance in the second quarter of 2015 growth was up 3.8% compared to the same quarter of 2014.

And unlike many emerging markets, Turkey’s aviation infrastructure is strong. “They have beautiful airports run by TAV Airports Holding, which has a number of airport holdings throughout Europe and beyond,” EBAA CEO Fabio Gamba said recently. “That goes a long way toward making Europeans feel more at home.”

Indeed Gamba mentioned that a new airport had been recently built in Ankara, and a third major airport is under consideration for Istanbul.

Last but not least; according to Forbes there are 35 billionaires in Turkey, which begs the question: why has Business Aviation being so slow to take off there.

Small But Growing Because the truth is that the Turkish business jet fleet is relatively small, with just 120 aircraft on the register (not counting those operated by the armed forces and police) and a small number of service providers, mostly based at Istanbul Atatürk, the country’s main hub Here the problem is a familiar one, infrastructure is not an issue as such, it’s just that Business Aviation often can’t access it. According to the EBAA this is mainly due to overcrowding at Atatürk, home to rapidly growing Turkish Airlines. As well as this the country’s focus over the past decade has being the growth of its airline sector and so General Aviation lacks adequate regulations.

Another obstacle is the lack of an open sky agreement and the rest of the European Union. It’s worth noting that all of these problems are being addressed. Indeed at a conference held by the EBAA in Turkey last year the General Directorate of State Airports Authority of the Republic of Turkey (DHMI) proclaimed that Business Aviation plays a crucial role in facilitating regional investment and subsequently has a direct economic impact on Turkey’s economy. To that end, the Director General co-signed a

declaration together with EBAA that commits to working together on longterm actions that would help ensure the steady growth of the sector in the country.

The point is that if you want to start doing business in Turkey, the time is now. One company doing just that is Dassault who say that the market for high-end executive aircraft in Turkey and neighboring countries in the Balkans and Central Asia has been very dynamic in recent years, a reflection of the region’s bustling economic growth.

They add that the number of Falcons operating in Turkey has tripled over the past six years and the fleet now numbers more than 20 units, with a number of additional aircraft on order.

The reputation of the Falcon line for unsurpassed flexibility, operating economy and technological excellence has enabled the company to capture 40% of the region’s large cabin long range market.

Moreover, last May, Dassault named AMAC Aerospace of Istanbul as an Authorized Dassault Service Center to better serve customers and operators in the region.

Indeed Dassault Aviation recently approved AMAC Aerospace Turkey as a Falcon Authorized Service Center for line maintenance.

The addition of AMAC is part of an ongoing effort to expand our global service network and ensure that product support is available as close as possible to Falcon customers and the routes they fly,” said Jacques Chauvet, Senior Vice President, Worldwide Falcon Customer Service. “The fast

EXCITEMENT

There’s remarkable enthusiasm for Business Aviation in Turkey says Fabio Gamba, EBAA CEO.

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REGIONAL REPORT

TURKEY Operating in Turkey So with all of these opportunities: what do businesses need to know when operating into Turkey?

According to Universal Weather and Aviation Istanbul is becoming an increasingly popular and busy destination for business aircraft travel. There are, however, assorted limitations and restrictions to consider when operating to this location. Both landing permits and airport slots are required, and extended parking may be difficult to obtain.

ADVANCE

The market In Turkey continues to evolve.

Turkish operated Hawker 850XP (top) Dassault and AMAC partnership (center left), Istanbul Airport Turkey (center right).

pace at which we have grown this network underscores our commitment to provide the best service possible for the more than 2,000 aircraft in service in 80 countries around the globe.”

Based at Istanbul Ataturk Airport, AMAC is equipped with 1,500 square meters (16,135 square feet) of hangar, shop and storage space and is staffed by a team of highly skilled professionals with more than 20 years of experience in aircraft maintenance.

As a Falcon ASC, AMAC will provide scheduled and unscheduled maintenance for Falcon 900 and Falcon 900EX EASy series, including the DX and the LX, under Turkish DGCA SHY-145 and EASA Part-145 approvals. Maintenance approvals for Falcon 2000 and Falcon 2000EX EASy family are anticipated later in the summer and for the Falcon 7X, by the end of the year.

AMAC has invested heavily in tooling and spare parts to support its new Falcon line service activity. It has also established a GoTeam able to help

customers with AOG issues 24 hours a day, 365 days a year, anywhere in the region.

According to Dassault demand in Turkey is being driven by the large number of large corporate firms based in and around Turkey, including well over a dozen firms in the Forbes Global 2000, a listing of the world’s largest publicly traded companies.

Typical of these large corporations is Koç Holding, which flies three Falcons including the 2,000th Falcon, a Falcon 2000LX that was delivered in 2009. Half of the regional fleet is composed of Falcon 2000’s, including the new Falcon 2000S, an entry-level derivative with exceptional short-field performance characteristics. The first Falcon 2000S off the assembly line was handed over to a Turkish firm in 2013.

A Turkish company was also among the very first to order Dassault’s new Falcon 5X very large body twinjet, unveiled last October.

These include improving access of business aircraft to the infrastructure, and ensuring that the region’s legal framework and policies have a positive impact on daily air transport activities.

The airport choices for Istanbul include Ataturk (LTBA) and Sabiha Gokcen (LTFJ). Both are 24-hour Airports of Entry with 24-hour Customs, Immigrations, and Quarantine facilities for general aviation. LTBA is a 15-mile and approximately 30-minute drive to central Istanbul while LTFJ is a 22-mile and approximately one-hour drive to the city center.

The main point about Turkey, however, is that it’s a growing market with plenty of opportunity. As Gamba notes, “it’s a nascent market, still in its infancy. That makes it so interesting to us, because there we see a remarkable level of youth and enthusiasm.”

✈

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