Bartintl162

162 - MAY-JUN 2016

OUR 28th YEAR

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

OUR SIGNATURE ISSUE

EBACE 2016 at its

BEST

Citation Hemisphere

The Citation Latitude ®, Citation Longitude ® and Citation ® Hemisphere ® have been designed with your needs in mind. These new Citations have better performance, newer technology, and the lowest acquisition and operating costs. You define your missio n. We position your business for success.

Cessna.com

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U. S . + 1 . 8 4 4 . 4 4 .T X TAV

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© 2016 Textron Aviation Inc. All rights reserved. Cessna’s logo, Citation Latitude, Citation Longitude, Citation and Hemisphere are registered trademarks of Textron Innovations Inc., used by permission.

Citation Latitude

Citation Longitude

Range

Citation Latitude

Citation Longitude

Citation Hemisphere

2,700 nm*

3,400 nm**

4,500 nm**

*2,700 nm 4 Passengers High Speed Cruise, 2,850 nm Long Range Cruise **Preliminary, subject to change

速

The Avfuel Network: Fuel is just the beginning

| Global Aviation Network | Fuel Supply | Contract Fuel | Trip Support | Insurance | FBO Branding | Loyalty Rewards

SECTIONS Volume XXVIII N째 3 EDITOR AND PUBLISHER Fernand M. Francois

8

PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

EDITORIAL

10

MEMBER OF

POINTER

ASSOCIATE PUBLISHER Kathy Ann Francois

12

EDITOR-IN-CHIEF Volker K. Thomalla vthomalla@bartintl.com

QUICK LANE

DEPUTY EDITOR Busra Ozturk

TRANSATLANTIC UPDATE

30

ART DIRECTOR Tanguy Francois SAFETY EDITOR Michael Gr체ninger INSTRUCTION EDITOR Captain LeRoy Cook TECHNOLOGY EDITOR Steve Nichols ROTORCRAFT EDITOR Mark Huber NEW YORK EDITOR Kirby J. Harrison CONTRIBUTING EDITORS Louis Smyth, Giulia Mauri, Aofie O'Sullivan, Derek Bloom, Guy Visele, Richard Koe, Brian Foley ADVERTISING Kathy Ann Francois Marketing Director kafrancois@bartintl.com Titi Kusumandari Marketing Manager tkusumandari@bartintl.com BART International. Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596.

Printed in Belgium, published by SA F&L 20 rue de l'Industrie at B1400 Nivelles, Phone +326 788 3603. Fax +326 788 3623.

BART International is governed by the International copyright laws.

Free Professional subscription available International distribution by ASENDIA USPS 016707 Periodical postage paid Call IMS 1 (800) 428 3003 Responsible Publisher Fernand M. Francois

EBACE OFFICIAL PUBLICATION

CONTENTS 36

98

EBACE 2016

HELI-EXPO REPORT

EBACE is Europe's most important Business Aviation event. In our show preview you'll find all reasons you need to visit the show in Geneva and much more.

Innovations that enhance the helicopter's performance and safety are the key to the rotorcraft industry's future success.

62

102

TURBOPROP AIRCRAFT

FROM THE COCKPIT

The variety of turboprop aircraft is growing, reports LeRoy Cook.

LeRoy Cook reflects on why do pilots overload their airplanes?

92

104

MRO

SAFETY SENSE

According to industry forecasts, the MRO market should grow at an annual rate of 3.5% during the next 10 years.

Little sleep for the pilots combined with poor crew resource management was a recipe for disaster.

POWERFUL

With 600 shaft horsepower, increased range up to 1,300 nm and up to 1,100 max payload, the Piper flagship M600 is a real business tool.

OUR ADVERTISERS and their Agencies 47 Associated Air Center 4-5 Avfuel Corporation 67 Blackhawk Modifications, Inc. 23 Concorde Battery Corporation 95 CRS Jet Spares 17 Dassault Falcon PUCK L'AGENCE 31 Duncan Aviation 55 EBACE 2017 9 FlightSafety International GRETEMAN GROUP 83 Garmin 105 GCS Safety Solution 71 GDC Technics 97 GlobalParts.aero 13 Gulfstream Aerospace Corporation 11 HondaJet MILNER BUTCHER MEDIA GROUP 21 Honeywell Aerospace TMP Government 15 Jet Aviation

91 Jet Expo 2016 87 JetNet LLC 35 JSSI Jet Support Services Inc. 19 Lufthansa Technik MEC GmbH 53 NBAA-BACE 2016 29 Pilatus Aircraft Ltd. 65 Piper Aircraft Inc. 39 Pratt & Whitney Canada 45 Rockwell Collins ARINCDirect 77 Rolls-Royce 27 TAG Farnborough Airport 108 Textron Aviation Customer Support Copp Media Services, Inc. 1-2 Textron Aviation Jet Sales Copp Media Services, Inc. 25 UAS International Trip Support 107 Universal Avionics Systems, Corp.

41 Universal Weather and Aviation, Inc. 33 West Star Aviation Inc.

EDITORIAL

TRANSATLANTIC TEAMWORK BOOSTING BIZAV IF YOU WERE WORKING IN BUSINESS AVIATION AFFAIRS twenty years ago, you certainly remember that the only 'must attend' events in Europe were the Paris Air Show and Farnborough and, to some extent, the Hanover (now Berlin) Air Show in Germany.

On the other side of the Atlantic, however, things were happening. After extremely modest beginnings in 1947, the NBAA (nĂŠe CAOA) gathered 19 members for its first Annual Meeting. Just a half century later, that same meeting was coupled with a large exhibition of products and services as well as numerous informational sessions, and drew close to 30,000 aviation professionals from all over the world.

Except for a few local attempts, European Business Aviation lacked anything near this caliber. For example, the European Business Aviation Association (EBAA) made a first attempt to create an EBAA annual event in a hotel in Brussels in 1955, followed by several yearly conventions at the Chateau du Lac in Genval, Belgium. This modest exercise did prove to be successful, with several international OEM executives soon attending in scouting mission and lobbying the EBAA to bolster a dormant European market.

In 2000, when I served as the CEO of the EBAA, I started discussions with then NBAA President Jack Olcott to jointly form an annual European event supporting our industry and promoting Business Aviation in Europe for the benefit of our association's members.

After agreeing on the idea of an event to be christened European Business Aviation Convention and Exhibition (EBACE) and receiving the benediction of the board

Fernand M. Francois Editor and Publisher

members of both associations, Jack told me: "This is your territory, it's for you to choose the location." My response came immediately: Geneva! I know that the choice was and is often questioned: "Why Geneva, why not alternate with another city?" Another popular criticism is that Geneva is expensive.

So why Geneva? We wanted something really European, and even though Switzerland is not part of the European Union, it sits at the heart of Europe. More so, this was all happening in 2001, right after the 9/11 terrorist attacks in the US, which made security a prime factor in our decision.

Switzerland is neutral, and it is certainly the safest country in Europe. Keeping a nonaligned stance during the World War II, Switzerland is the only country to not have been invaded during the conflict. Incidentally, numerous peace treaties and amity protocols were also signed in Geneva. So do not expect Dante's Inferno at EBACE! When the doors opened at the airport's Palexpo Convention Center in 2001, it was immediately clear that the timing and venue were perfect. This was the first time that an exhibition of this size, solely devoted to Business Aviation, was organized in Europe. It was also the first time two Business Aviation associations joined forces in an inspired partnership for the direct benefit of our important sector of aviation.

So I was really happy reading the announcement in the NBAA news that an agreement had been signed between NBAA/EBAA, Palexpo SA and Geneva Airport to continue to hold EBACE at the Palexpo Convention Center for another five years. See you in Geneva!

"Competition has been shown to be useful, but cooperation, which is the thing we strive for today, begins where competition leaves off."

Franklin D. Roosevelt

Learjet 23

North American Sabreliner

When the first aircraft built for business aviation took flight, FlightSafety was there. Working directly with our Customers and the manufacturers to develop and deliver training focused on safety.

Cessna Citation Model 500 Gulfstream 1

Model 90 Beech King Air

Lockheed JetStar

de Havilland DH.125

Falcon 20

we have served business aviation since the beginning TODAY WE STILL LEAD THE WAY IN TRAINING AND CUSTOMER SERVICE From the beginning and throughout our history, we’ve remained focused on our mission to enhance aviation safety.

We continue to invest in industry-leading training programs and simulation equipment while providing the outstanding service our Customers deserve and expect. Most importantly, we appreciate all those around the world who rely on FlightSafety every day. Thanks for your friendship, business and support. We were privileged to be there at the start, and we’re proud to remain your partner in safety.

For more information, please contact Steve Gross, Senior Vice President, Commercial 314.785.7815 • sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company

POINTER Events

Agenda EBACE May 24 – 26, 2016 Geneva, Switzerland

LABACE Aug 30 - Sept 1, 2016 Sào Paulo, Brazil

FARNBOROUGH INT’L AIRSHOW July 11 - 17, 2016 Farnborough, UK

EAA AIR VENTURE July 25-31, 2016 Oshkosh, USA

CALLING BART READING YOU FIVE Aficionado I always enjoy reading your magazine and being up-to-date on professional issues. I have nothing to criticize since I even benefit from the ads. Business Aviation is much more a marketing business than a mere transport and ads reflects how the industry breaths. I have recently changed my job from VVIP Squadron and at this moment I am a line supervisor captain at Vueling Airlines based in Barcelona, involved as well as instructor in CRM, Fuel optimization & Turnaround timing training. I have been very passionate for Business Aviation since it represents the perfect link between the passenger needs and the crew capabilities. For me, it is the unconditional aviation.

Vueling also operates charter flights and 45% of our passengers are in the business category, so I apply all my experience and knowledge with my everyday passengers.

I really enjoy reading your magazine and please keep me on your subscription list.

Arturo Cristóbal Martínez Beviá Line supervisor Captain Vueling Airlines Barcelona - Spain Bravo I just read the March/April edition of BART International magazine, and I was very impressed with the new changes. The magazine looks and reads great! Additionally, I read the bio of Volker Thomalla. He truly sounds like the perfect fit for the magazine.

Congratulations and best wishes for continued success!

David Upchurch Director, Sales & Marketing Administration Universal Avionics Systems Corporation Tucson, Arizona U.S.A. GLOBE FLYER Could you please renew my FREE subscription to BART International. Flying all over the world, I often know what I am going to expect at destination, having read about it in BART International.

I indeed consider your magazine as one of the more informative. Reading your magazine is also a good way to maintain the balance between my job and the rest of the Business Aviation world. So please keep me on your free subscribers' mailing list.

Best wishes to you, your family and the team at BART International.

Francisco Jose Sánchez López G550 Captain Executive Airlines Madrid - Spain The opinion of our readers is very much appreciated. Good or bad, please give us your opinion and tell us what we should do to @bart_intl improve your reading @ > editor@bartintl.com Follow us on Instagram

INTRODUCING OUR NEW CAPTAIN

JET EXPO September 08-10, 2016 Moscow, Russia

10 - BART: MAY - JUNE 2016

Born under the final approach of a military airfield in Northern Germany, aircraft sound is like a Mozart symphony to Volker Thomalla's ears. From the beginning, he wanted to be part of the aviation world. After a two-year military career as a paratrooper and a passing by the University of Mainz, he started his career in journalism.

In 1990, he was hired as air transport editor of Flug Revue, Germany's N°1 aerospace publication. He moved up the ranks quickly and from 2000 on, he lead the whole aerospace division of Motor Press Stuttgart, managing Flug Revue and Aerokurier. Volker specialized in Business Aviation and air transport. He has written more than a dozen books on aviation. After more than 25 years with Motor Press, he joined BART International as Editor-in-Chief on February 1st.

SOMEWHERE BELOW YOU, THERE’S A WORLD FULL OF SPEED LIMITS. Leave everything else behind. The HondaJet won’t just get you there faster; it will do it with a level of comfort that makes getting there as exciting as the destination. Escape the gridlock. hondajet.com

QUICK LANE UNIVERSAL AVIONICS SUCCESSFULLY TESTS CPDLC - DEPARTURE CLEARANCE FUNCTIONALITY WITH FAA Universal Avionics announced successful testing of departure clearances using Controller-Pilot Data Link Communications (CPDLC) with the Federal Aviation Administration (FAA) Tech Center. The company’s Cessna Citation VII equipped for Future Air Navigation System (FANS) 1/A+ completed the live test of the system in Louisville, Kentucky, USA. When equipped and properly trained for CPDLC-DCL, operators have the ability to receive clearances directly from Air Traffic Control.

Operators simply log on to the tower, receive their clearance in seconds, then call ground control for taxi, saving both time and money.

PRATT & WHITNEY OFFERS NEW ENGINE REBATE WITH BLACKHAWK XP UPGRADES

Through May 31, 2016, aircraft owners and operators, who purchase a Blackhawk XP New Engine Upgrade for the Beechcraft King Air 200 or 90 series, Cessna Caravan, Cessna Conquest I or Piper Cheyenne series aircraft, receive up to a $65,000 rebate from Pratt & Whitney Canada. The installation of the new engines can be delayed through the end of July, which allows more time to schedule the upgrade along with other maintenance items to reduce downtime.

UAS INT’L TRIP SUPPORT LAUNCH HANDLER AND FUEL SUPPLIER OF THE YEAR AWARDS

BLACKHAWK GAINS EASA APPROVAL OF PT6A-140 FOR CESSNA CARAVAN UPGRADE Blackhawk Modifications announced the continued growth of their portfolio of worldwide certified engine upgrades with the European Aviation Safety Alliance (EASA) approval of the Pratt & Whitney Canada PT6A-140 engine upgrade for the Cessna Caravan and Grand Caravan. The added performance and value associated with the Blackhawk XP140 Performance Upgrade continues to attract Cessna Caravan operators wisely investing in their plane’s safety and long-term value.

FLIGHTSAFETY CELEBRATES ITS 65TH ANNIVERSARY The global solutions provider of UAS International Trip Support has launched the Handler and Fuel Supplier of the Year Awards to celebrate its top-performing industry partners in every area it serves. With a portfolio of international clients that include heads of state, VVIPs, Fortune 500 companies and business jet operators, UAS considers these awards as an important method of honoring their outstanding partners. It also reassures clients of the company’s stringent quality assurance processes at every level of the supply chain.

12 - BART: MAY - JUNE 2016

March 29 marked the 65th anniversary of FlightSafety International’s founding. “Today we commemorate and celebrate FlightSafety’s 65th anniversary. Throughout our history, we have focused on our mission to enhance aviation safety while providing outstanding scustomer service and the highest quality training and equipment,” said Bruce Whitman, chairman, president & CEO. “We are most grateful to our customers for the opportunity to be of service and to our teammates for their dedication to excellence.”

MAX SPEED: MACH 0.85 • MAX RANGE: 6,667 KM • MAX ALTITUDE: 13,716 M

THE TOTAL PACKAGE Outstanding performance and exceptional comfort—the Gulfstream G280™ delivers with the best-in-class combination of range, speed and fuel-efficiency. The aircraft can fly from Paris to New York City in 8 hours and 3 minutes. Autothrottles and autobrakes provide impressively smooth flight backed by Gulfstream’s award-winning product support. For superior flight in a super-midsize jet, fly the G280.

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

GULFSTREAMG280.COM

Theoretical max range is based on cruise at Mach 0.80 with four passengers, two crew and NBAA IFR fuel reserves.

Flight duration is estimated at best cruise speed and accounts for 85% annual winds conditions. Actual performance will be affected by ATC routing, operating speed, weather, outfitting options and other factors.

QUICK LANE ZETTA JET SIGNS CABIN CONNECTIVITY AGREEMENT WITH ROCKWELL COLLINS

328 DESIGN ACHIEVES FIRST FAA STC FOR DASSAULT FALCON 50EX

Zetta Jet has selected Rockwell Collins’ ARINCDirectSM to provide its customers with the fastest internet speeds available through Viasat Yonder over KU band and Inmarsat Jet ConneX (JX) over KA band.

Zetta Jet is the first business jet provider in Asia to offer high-speed connectivity across its fleet of aircraft. The new contract expands Zetta Jet’s relationship with Rockwell Collins, which is currently using a number of ARINCDirect’s integrated services.

JET AVIATION BASEL DELIVERS FIRST FULL CABIN REFURBISHMENT PROJECT ON LEGACY 650 Jet Aviation Basel recently performed a major refurbishment in conjunction with a scheduled C-Check on an Embraer 135 Legacy 650. The refurbishment included a full carpet replacement, seat and divan reupholstery, wood repairs, recovering of the dado panels and a new non-textile flooring (NTF) installation in the galley. In addition, the Paint Shop at Jet Aviation Basel painted the exterior in full and gave the aircraft a new fuselage design.

328 Design GmbH (328DO), part of the 328 Group, the Germany-based refurbishment, completions and aircraft maintenance specialist, has successfully achieved the first Supplemental Type Certificate (STC) for the Dassault Falcon 50EX from the US FAA under the FAA/EASA bilateral safety agreement. The STC covers extensive cabin refurbishment including the replacement of the legacy Cabin Management System/In-flight Entertainment (CMS/IFE) with Rockwell Collins’ Fusion state-of-the-art CMS/IFE including T-PED (Transmitting Portable Electronic Device) connectivity via Wi-Fi.

BRUCE WHITMAN RECEIVES THE MÉDAILLE DE L’AÉRONAUTIQUE

GULFSTREAM G500 AND G600 ACHIEVE PROGRAM MILESTONES Gulfstream Aerospace Corp. has joined the wing to the fuselage on the first Gulfstream G600 flight-test article, signifying steady progress in the G600 program.

As production continues for the G600, the Gulfstream G500 flight-test program also achieved several milestones to include receiving the program’s first Type Inspection Authorization (TIA) from the Federal Aviation Administration (FAA). Since the program started, the first G500 flight-test article, T1, has reached a maximum speed of Mach 0.995, a maximum altitude of 53,000 feet/16,154 meters and recently completed its 100th flight.

FlightSafety International Chairman, President & CEO Bruce Whitman has received the Médaille de l’Aéronautique from France. The medal was presented by Bertrand Lortholary, Consul Général of France, in New York on April 26, 2016. “It is a great honor and privilege to receive the Médaille de l’Aéronautique. It is humbling to join those from France and from around the world who have received this esteemed distinction,” said Whitman.

14 - BART: MAY - JUNE 2016

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

QUICK LANE DUNCAN AVIATION LAUNCHES NEW FEATURE: ELECTRONIC LOGBOOK ENTRIES Duncan Aviation has added an electronic logbook feature to its web-based project management system, myDuncan.

Customers are now able to view their logbook entries in real-time, categorized by airframe or engine, while at the same time communicate directly with inspectors through the system. Duncan Aviation Quality Inspector Jerome Sveeggen says allowing customers to have access to logbook entries through myDuncan gets conversations started sooner, saving time later. myDuncan, launched in 2006, allows customers to monitor progress of any maintenance or upgrade event, giving them greater access and better control of their projects from anywhere in the world.

GARMIN, CESSNA PILOT CENTER COLLABORATE FOR STUDENT PILOTS Cessna Aircraft Company announced during the Sun ‘n Fun International Fly-in & Expo, that student pilots who sign up for the Cessna Flight Training System through the Cessna Pilot Center network will receive a one-year Garmin Pilot subscription. The Garmin Pilot app allows pilots to plan, file, fly and log flights using their Apple or Android tablets and smartphones.

Garmin Pilot incorporates the most comprehensive suite of tools including flight planning, charts, interactive maps, weather briefing resources and navigation capabilities.

UNIVERSAL AVIONICS FMS UPGRADE INCENTIVE PROGRAM AVAILABLE

Universal Avionics is offering a Satellite-Based Augmentation System (SBAS)-Flight Management System (FMS) Upgrade Incentive Program for Learjet 40/45/40XR/45XR and Citation Excel/XLS aircraft operators.

Throughout 2016, operators of these aircraft may trade in their non-SBAS (legacy) Universal Avionics FMS for a significant credit toward the purchase of a new, advanced capability SBAS-FMS. “Our OEMinstalled FMSs have been featured on Learjet aircraft for more than 30 years and Citation aircraft for over 20 years,” said Robert Clare, Universal Avionics Director of Sales.

16 - BART: MAY - JUNE 2016

SABENA TECHNICS AWARDS StandardAero CONTRACT TO PROVIDE ENGINE MRO SERVICES Sabena technics has awarded StandardAero with a contract to provide engine maintenance, repair and overhaul (MRO) services for PW123AF, PT6-67AF and PT6A-42 engines that power water bomber aircraft for the French government. Sabena technics secured a contract with the French Sécurité Civile in September of 2015 to provide global airframe and engine maintenance of its water bomber fleet, which is based at Marseille/Provence Airport, in France. Subsequently, Sabena technics has exclusively selected StandardAero for the maintenance of the majority of the fleets’ engine platforms.

WEST STAR RECEIVED STC FOR UPGRADE TO HONEYWELL CAS-100B TCAS II West Star Aviation has received Supplemental Type Certificate (STC) for the upgrade of the Honeywell CAS-81A/TPA-81A or the CAS-100A/TPA-100A with 7.0 software to the CAS100B/TPA-100B with 7.1 software. This approved model list STC is applicable to various Hawker, Citation, Challenger, Falcon, and Gulfstream aircraft models.

TCAS II 7.1 software improvements include the level off and reversal logic functions. “The flexibility of this STC offers West Star Aviation additional possibilities to add new business,” said Marty Rhine, director of Sales.

A MULTI-SPECTRAL, HIGH-DEF, COMBINED VISION SYSTEM. IN A WORD, AMAZING.

For unsurpassed situational awareness, we present FalconEye. Available for the 8X, this remarkable breakthrough provides an extremely high-precision guidance system that ensures greater flight safety and operational capabilities. For a hi-fidelity look at the outside world even in the worst weather conditions and in the dead of night, it’s FalconEye.

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

QUICK LANE TAG AVIATION ASIA INVESTS IN TALENT OF THE FUTURE

Celebrating its 10 years of client services in Asia, TAG Aviation Asia (TAA) has launched a unique opportunity to prospective employees who aspire to be aviators.

“TAA Aviator” is a fully sponsored Cadet Pilot Program at Flight Training Adelaide, Australia. This comprehensive program will include intense flight training to a commercial pilot level, an instructor rating qualification and the opportunity to commence a three-year tenure as a flight instructor at FTA.

SATCOM DIRECT, UNIVERSAL WEATHER TEAM UP TO OFFER INTEGRATED DATALINK Satcom Direct’s FlightDeck Freedom datalink and Universal Weather and Aviation, Inc.’s online flight planning and weather services are now available in an integrated and bundled offering, pairing one of the industry’s leading Business Aviation connectivity providers with the global resources and expertise of Universal. Joining forces to offer seamless datalink and online flight planning, Satcom Direct FlightDeck Freedom datalink and Universal flight planning are integrated through uvGO, Universal’s do-it-yourself (DIY) mission planning and management solution.

UNIVERSAL RECOMMENDS OPERATORS BEGIN PRE-PLANNING NOW FOR 2016 BRAZIL SUMMER GAMES

Due to the anticipated high-demand on ground services (including aircraft parking, hotels, and more), Universal Weather and Aviation, Inc. (exhibit H317) is recommending operators planning to attend the 2016 Brazil Summer Games, August 5 through September 18, begin pre-planning immediately. “Authorities are estimating more than 480,000 visitors will be in Rio de Janeiro during the games, which will put an enormous stress on local infrastructure and support services,” explained Edmond Yuen, manager of the Asia-Pacific Operations Center.

TEXTRON AVIATION LAUNCHES PowerAdvantage ENGINE MAINTENANCE PROGRAM Textron Aviation announced it has expanded its PowerAdvantage engine support program to Beechcraft King Air and Cessna Caravan turboprop platforms. Part of the company’s ProAdvantage suite of support programs, PowerAdvantage offers owners and operators comprehensive PT6A engine coverage with predictable costs for both routine and most unscheduled engine maintenance events. Customers can include coverage for life limited components and repairs by Textron Aviation’s industry leading mobile response teams.

18 - BART: MAY - JUNE 2016

Some dreams come true.

Yours can fly.

Visit us at EBACE, from May 24–26, 2016, booth L089.

No matter how exclusive your wishes are, Lufthansa Technik VIP & Special Mission Aircraft Services can implement them. With our dedication to unrivaled perfection, we set new standards in interior completion. Our customers receive both the latest technical solutions and outstanding designs. It all adds up to VIP solutions that will leave you breathless.

Lufthansa Technik AG, marketing.sales@lht.dlh.de Call us: +49-40-5070-5553

www.lufthansa-technik.com/vip-services

QUICK LANE WEST STAR AVIATION APPROVED AS EMBRAER SERVICE CENTER

West Star Aviation has announced that their Grand Junction, CO, (GJT) location was authorized as an Embraer Service Center for Base Maintenance of Legacy 450/500 model Aircraft. This approval includes full maintenance support for authorized aircraft models and performing scheduled maintenance. West Star was previously approved to conduct Base Maintenance on the Phenom 100/300 as well as Legacy 600/650 models.

“With the addition of the Legacy 450/500 models, West Star now offers all-inclusive service to the full line of Embraer Executive Jets.” said Joe Carr, Embraer program manager at GJT.

PIPER AIRCRAFT, INC. TAKES 112-AIRCRAFT TRAINER ORDER FROM UND

COMLUX IS GRANTED EASA TCO APPROVAL FACILITATING OPERATIONS

Piper Aircraft, Inc. has taken a 112-aircraft order from the UND Aerospace Foundation, which provides training and aircraft to the University of North Dakota John D. Odegard School of Aerospace Sciences. Deliveries begin in the fourth quarter of 2016 and stretch out over eight years. The order is designed to replace the institution’s current fleet of existing single-engine aircraft with the Archer TX and its multi-engine Seminole fleet with new Seminoles.

Comlux the Aviation Group has announced that Comlux Aruba, one of the Fly Comlux operational centers, has been granted an EASA TCO (Third Country Operator) approval which will facilitate its operation, specifically on the 767-200.

This approval provides the Comlux wide body with the highest standard of compliance with European Union safety standards, therefore shortening the operating approval process.

P&WC’S PW206B2/B3 ENGINES REACH MILESTONE OF 130,000 FLIGHT HOURS ON IBF

DAHER DELIVERS EUROPE’S FIRST TBM 930 TO RHEINLAND AIR SERVICE

PW206B2/B3 engines have achieved the milestone of over 130,000 flight hours on ADAC helicopters equipped with an inlet barrier filter (IBF), Pratt & Whitney Canada has announced. This sophisticated technology helps maximize performance for helicopters that fly in harsh conditions.

Germany’s ADAC Luftrettung operates a fleet of H135P2 and H135P3 helicopters equipped with the IBF. The IBF’s performance has allowed P&WC to extend the time between overhaul (TBO) on ADAC’s fleet of H135s from 4,000 to 4,500 hours.

Daher’s expanded TBM very fast turboprop aircraft product line took center stage at the annual AERO Friedrichshafen show on 20-23 April in Germany, where the first TBM 930 version for Europe is being delivered to Rheinland Air Service, the TBM Authorized Distributor in Austria and Germany. The new TBM 930 incorporates further upgrades to its avionics suite, building on Daher’s achievements with the TBM 900 version, delivering more than 110 aircraft since its launch two years ago.

20 - BART: MAY - JUNE 2016

Connectivity Unrestricted

Whether your plane is crossing the country or circling the globe, Honeywell makes sure you stay connected. Powered by Inmarsat Aviation’s Global Xpress network, Honeywell’s JetWave™ system provides passengers and flight crews with the kind of high-speed connectivity you would experience on the ground. With global coverage and guaranteed performance, JetWave keeps you connected — even at 30,000 feet.

To learn more about the advantages of the JetWave system, visit us online at aerospace.honeywell.com/JetWave.

For more information, please visit © 2016 Honeywell International. All rights reserved.

aerospace.honeywell.com.

QUICK LANE ROCKWELL COLLINS NAMED AS 2016 WORLD’S MOST ETHICAL COMPANY

Rockwell Collins has been recognized by the Ethisphere Institute, a global leader in defining and advancing the standards of ethical business practices, as a 2016 World’s Most Ethical Company. This year marks the tenth anniversary of Ethisphere and the World’s Most Ethical Companies designation which recognizes those companies who align principle with action, work tirelessly to make trust part of their corporate DNA, and in doing so, shape future industry standards by introducing tomorrow’s best practices today.

AMAC SWITZERLAND PROVIDED SUPPORT IN LAUNCH OF NEW COMMERCIAL OPERATOR

JET AVIATION VIENNA APPOINTED FACTORY AUTHORIZED SERVICE CENTER FOR G550 Jet Aviation Vienna has been appointed an official Gulfstream Factory Authorized Service Center for the Gulfstream G550 model aircraft. To support customer demand in Vienna and the region, particularly Eastern Europe, Jet Aviation Vienna has been appointed an OEM-approved Gulfstream Factory Authorized Service Center for Gulfstream G550 aircraft. The company will continue to expand its service offerings in Vienna to support its integrated “hub and spoke” business service model and meet the regional volume of business.

AMAC Aerospace Switzerland AG provided support in the launch of a new commercial operator in the industry and in specific to the Middle East region. New registrations and livery applications combined with a maintenance input on five different aircraft have successfully been completed by AMAC. A Gulfstream G550, an Airbus A320, two Airbus A340 aircraft and a new Gulfstream G4, which was added to the fleet, were returned to service within a challenging ground time in order to minimize the operating costs.

FUSION EQUIPPED-KING AIR 350I/ER AND 250 EARN EASA CERTIFICATION Beechcraft Corporation has received European Aviation Safety Agency (EASA) certification for its new Pro Line Fusionequipped Beechcraft King Air 350i/ER and 250 turboprop aircraft with cabin enhancements, paving the way for deliveries throughout Europe. “The King Air’s reliability, versatility and operating efficiencies continue to make the entire family of turboprops a popular choice in the European market,” said Kriya Shortt, senior vice president, Sales and Marketing.

22 - BART: MAY - JUNE 2016

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QUICK LANE UNIVERSAL AVIONICS SUPPORTS FIRST FLIGHT OF MD HELICOPTERS 902 EXPLORER Universal Avionics has announced accomplishment of the first flight of MD Helicopters, Inc. (MDHI) MD 902 Explorer with the InSight Integrated Flight Deck. The successful testing was achieved at MDHI’s Mesa, Arizona (USA) facility in multiple phases and concluded on February 17th. “This is an important step in the development of the new avionics suite for the MD 902,” said Grady Dees, Universal Avionics director of Technical Sales.

TURBOMECA TO OFFER S-76C+ ENGINE UPGRADE PROGRAM Turbomeca (Safran) will introduce an engine retrofit program to enable Arriel 2S1powered S-76C+ operators to upgrade to the Arriel 2S2 S76C++ model. This engine upgrade will be conducted alongside an airframe retrofit program provided by Sikorsky Aircraft, a Lockheed Martin company. Upgrading to S-76C++ configuration with Arriel 2S2 engines will deliver improved mission capabilities including greater takeoff and cruising power, reduced pilot workload and higher payload. The engine retrofit upgrade will be available for order in the second quarter of 2016.

QUEST CONTINUES TO ADD CERTIFICATIONS

Quest Aircraft Company has received type certification for the KODIAK from the Civil Aviation Authority of New Zealand, adding to its accreditations in the Asia Pacific region. “The KODIAK’s versatility, reliability and performance capabilities make it well-suited for a range of missions,” said Sam Hill, Quest’s President and Chief Executive Officer. Asia and the Pacific Rim are currently the second largest market for the KODIAK.

JET AVIATION TO ACQUIRE LA-BASED AVJET CORPORATION

ROLLS-ROYCE, INNOVA HELICOPTERS SIGN RR300 DEVELOPMENT AGREEMENT

Jet Aviation is expanding its aircraft management and charter services on the US West Coast with the acquisition of Avjet Corp., a global jet charter and management company based in Los Angeles, CA. “Avjet’s 37-years of experience in aircraft management and charter services and impressive fleet of 45 aircraft makes it the perfect complement to Jet Aviation’s operations,” said senior vice president and general manager of Jet Aviation US Aircraft Services David Paddock.

Rolls-Royce and Innova Helicopters, Inc., a subsidiary of Innova Aerospace, have reached agreement to launch a technical development program to certify the RR300 turbo-shaft engine for the Innova Helicopters C630. The three-year engineering support agreement will provide RollsRoyce technical installation support to complement Innova Helicopter’s C630 certification program. Both Rolls-Royce and Innova Helicopters have already installed an RR300 engine into the C630 airframe and work continues on plan.

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QUICK LANE WEST STAR AVIATION, NORWEST EQUITY PARTNERS REACH INVESTMENT PARTNERSHIP AGREEMENT

West Star Aviation announced that it has successfully reached an investment partnership with Norwest Equity Partners (NEP), a leading middle market investment firm founded in 1961. Norwest has made a significant investment in West Star Aviation, one of the world's largest and fastest growing independent providers of Maintenance, Repair, and Overhaul (MRO) and related services to the business aviation industry. The transaction was completed on April 28, 2016. "On behalf of the entire West Star team, we are confident that our new partnership with NEP will help us successfully achieve our next level of growth," stated Robert Rasberry, West Star Aviation CEO.

DART AEROSPACE AMC NETWORK EXPANDING TO AUSTRALIA

DART Aerospace expands customers' reach by establishing its new Approved Maintenance Center (AMC) network in Australasia to offer very competitive aftermarket solutions. After six years of working with an exclusive distributor in that region, DART will now service the market directly. Helicopter operators and private owners in this region now have the option to deal directly with their local AMC or with DART's corporate office. "The launch of the AMC Network in Australasia will allow quality proximity service from multiple key partners," says Alain Madore, DART's vice president of Commercial Operations and Aftermarket Services.

KODIAK SUPPORTING EMERGENCY AID IN EARTHQUAKE DEVASTATED ECUADOR

TAG ANNOUNCES SOLUTION FOR BUSINESS JET OWNERS AND OPERATORS

The KODIAK速, built by Quest Aircraft Company of Sandpoint Idaho, has been delivering aid to earthquake-struck Ecuador and airlifting the injured to area hospitals. The KODIAK is a highly versatile aircraft with amazing STOL characteristics. It is used by businesses, owner-operators and governments for many duties, and for the important mission of providing assistance to people in need. Alas de Socorro del Ecuador (ADSE) has been using their KODIAK to ferry in relief workers and doctors while airlifting out injured people from the most affected areas.

TAG Aviation announced the introduction of a new tailored service which will release private business jet owners and operators of aircraft with a principal EU place of business or residence from the complexities and personal liabilities associated with the EASA Part-NCC regulations that come into force on 25th August 2016 while maintaining the flexibility of their private operation. Part-NCC now requires each private operator to adhere to the same essential requirements as commercial air transport operators but the rules are proportionate.

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ON THE MOVE PEOPLE

Gulfstream Aerospace Corp. announced that Leda Chong has been appointed senior vice president of Government Programs and Sales. She reports to President Mark Burns and is based in

Savannah. In her new role, Chong is responsible for worldwide government and special mission sales and marketing, as well as international relations and business development. “Her leadership in government, international affairs and strategic planning will serve Gulfstream well,” said Burns.

Another news comes from Aviall, a wholly owned subsidiary of the Boeing Company, with Eric Strafel being named president and CEO. Previously, Strafel served as vice president of Boeing Defense, Space & Security Autonomous Systems.

“We are an organization led by an 84-year-old purpose of ‘proudly keeping the world in flight.’ I will do my best to serve our OEM partners and customers by strengthening our team members’ ability to fulfill that purpose,” said Strafel.

Euro Jet Intercontinental, the leading provider of global ground support services is returning to Split, Croatia with the appointment of M a r i j a Radja as its station manager.

Ms. Radja will oversee all Euro Jet operations into this port city located on the Adriatic Sea. In her new role with Euro Jet, Ms. Radja will use all her experience and airport knowledge to ensure Euro Jet provides the highest quality of service at Split Airport.

Leda Chong

Marija Radja

Blackhawk Modifications, Inc., has promoted Donnie Holder to vice president of Marketing as the company expands the marketing department to better establish the services offered to owners and operators. In announcing the promotion, Edwin Black, SVP Sales and Marketing, stated that “Donnie’s transition to his new role will expand Blackhawk’s existing line of upgrades and influence the direction of new technologies we are currently developing.”

Donnie Holder

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Jet Aviation Basel has appointed David Peterson as director of Completions Sales.

In his new role, Peterson is responsible for liaising with aircraft owners, operators and industry executives to ensure they are informed about the benefits of entrusting VVIP Completions projects with the Jet Aviation Basel Completions Center. He reports directly to Matthew Woollaston, vice president of Completions Sales & Marketing.

Dassault Falcon Jet has appointed Byron Severson to the position of regional sales manager for the South-Central US. Severson will oversee the development of new business and serve existing customers in Arkansas, Kansas, Louisiana, Missouri, Oklahoma and Texas.

He will report to Paul Floreck, senior vice president of Sales for the Western US and Canada. “Byron brings strong credentials to his new role, including extensive experience as a type-rated pilot, a former business owner and an executive in the aviation industry,” said Floreck.

Frederic Dubant has now become the new executive vice president Commercial of the Comlux Group. “With the appointment of Frederic, Comlux is consolidating the commercial activities of our company at the Group level.

Our objective is to serve our clients globally and to create synergies between the different businesses of the Group. After 7 years within the Top Management of our company, Frederic has demonstrated that he is the right person to lead our sales activities,” says President & CEO Richard Gaona.

Rockwell Collins announced some big news as Jeff Sare has been named vice president, Air Transport Cabin Solutions Sales and Marketing. In his new role, Sare will lead a sales and marketing team focused on the complete portfolio of PAVES IFE and connectivity solutions.

Jeff Sare Jeff Standerski, meanwhile, has been named senior vice president, People and Inclusion.

In this role, Standerski leads the global Human Resources function, while Dave Nieuwsma, formerly vice president, Strategy and Business Development for the company’s Government Systems business, has assumed the role of senior vice president, IMS, replacing Standerski.

Rolls-Royce announced the appointment of Bradley Singer as a non-executive director. He has joined the board and become a member of the Science and Technology Committee. Ian Davis, chairman of Rolls-Royce, said: “Bradley brings with him experience of public companies during periods of change, growth and significant financial outperformance, particularly in the US where Rolls-Royce has important business interests and a significant shareholder base.”

Duncan Aviation has named Brian Leffers as the new avionics and instrument manager. Having begun his career at Duncan in 1994, Leffers, in his newly-assumed position, will provide daily oversight and leadership to the avionics and instruments repair facility, where nearly 100 technicians inspect, install, troubleshoot, service and repair virtually every type of equipment an aircraft might have, or need to have, aboard.

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TRANSATLANTIC EUROPE ON OUR RADAR THIS MONTH

From the Desk of Fabio Gamba CEO EBAA EBACE TO SHOWCASE EXCELLENCE IN BUSINESS AVIATION THAT TIME OF THE YEAR is here again when most players in Business Aviation look forward to the energy and dynamism that EBACE will bring. I, for one, am eager to walk the halls of this year’s event and learn more about what the industry has planned for the coming year. But I also expect that the allure of our keynote speakers, including the likes of visionaries such as Bernard Kouchner, former French Minister of Foreign and EU Affairs, physician and co-founder of Médecins Sans Frontières and Médecins du Monde; Patrick Ky, executive director of the European Aviation Safety Agency (EASA); and Bassim Haider, group founder and CEO of Channel IT Group and a former Davos speaker, will be a big pull to ensure a strong turnout. And this is also not to mention the magnetism that a sold-out static display will have for delegates who may be interested in the latest innovation in aircraft design, performance and comfort.

Yet, aside from the traditional motivations for people to join EBACE, this year will be one that pays particular attention to safety.

Admittedly, the current travel climate 30 - BART: MAY - JUNE 2016

in Europe is mild to temperate with the Business Aviation industry still waiting for sunnier days. The sluggish recovery of the industry, however, has not deterred positive strides in our efforts to excel in safety that is sure to mark our leadership in air transport.

And so with safety continuing to emerge as an area of focus, I am proud to announce that the European Business Aviation Association (EBAA) has launched a number of projects in 2016 that will contribute to strengthening Business Aviation’s reputation as Best-in-Class and that will help establish a more pronounced safety culture in Europe. From a recent conference with EASA regarding new NCC regulations to a proposal to the European Commission on the implementation of satellite based navigation technology at Europe’s airports, the EBAA has placed increasing emphasis on safety to the benefit of all players in the industry.

Most notably, the EBAA will officially launch an online safety occurrence management tool, called e-SORS, which will help operators to meet both their mandatory and voluntary safety reporting requirements. The tool will be introduced at the EBACE convention and exhibition in late May and will be widely available to all players in Business Aviation as early as this June.

To ensure the successful deployment after EBACE, EBAA is organizing a series of trainings and webinars to get the community acquainted with the ins and outs of e-SORS. For those interested in learning more on EBAA’s safety-related activities and its new tool, I encourage delegates to join the EBACE safety workshop that is being organized prior to the event’s opening day.

So 2016 will certainly be the year of safety and I am confident that our current initiatives will not only help operators to improve their safety track record but will also help drive a stronger safety culture forward in Europe. And that will surely showcase our excellence in Business Aviation.

I wish everyone a happy EBACE and look forward to seeing you there.

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/EUROPE AERO 2016 IN FRIEDRICHSHAFEN BREAKS RECORDS Over the years, Business Aviation has an ever increasing presence at AERO Friedrichshafen in Germany. Primarily dedicated to general aviation, the show took place from April 20 to 23. Some 606 exhibitors and 30,800 attendees made this year’s AERO one of the largest ever.

Exhibitors like Embraer, Textron Aviation, Daher, Honda Aircraft, One Aviation, Bell Helicopter and Cirrus Aircraft underline the relevance of this segment for the show.

Honda Aircraft’s President and CEO Michimasa Fujino officially handed over the first HondaJet for a European customer in Friedrichshafen.

The aircraft will be used by Rheinland Air Service (RAS) as demonstrator for at least a year, said Johannes Graf von Schaesberg, CEO of RAS. Honda Aircraft has delivered seven aircraft until mid-April, revealed Fujino. This year, the company intends to build 40 HondaJets.

Another first was the TBM930 from Daher, which was unveiled only days before at Tarbes, France. The aircraft will be built alongside the TBM900 from which it differs avionics-wise. The TBM930 comes with a Garmin G3000 avionics suite, while the TBM900 uses the Garmin G1000.

Textron Aviation leads the German market with more than 300 business jets and turboprops, reported Tom Perry, vice president of Sales, Europe. “Displaying at Aero Friedrichshafen gives us the opportunity to talk firsthand with our customers in the region.” Textron had, amongst others, a Cessna Citation CJ3+ and a Citation M2 on display. The Beechcraft King Air 250 with its new fusion avionics was recently EASAcertified and it made its show debut in Friedrichshafen.

Piper Aircraft had some good news for its customers on hand. President and CEO Simon Caldecott announced that Piper has adjusted the prices of its aircraft. The Piper M500 single engine turboprop comes now with a price tag of US$ 1.99 million, $265,000 less than before.

The price of the Piper Matrix has been reduced, too, standing at $899,000, about $40,000 less. The Piper M600 flight test program is on track, reported Caldecott. The test fleet has amassed over 1400 development flight hours. Caldecott expects type certification and first delivery of the M600 within the next few months, most probably in the third quarter of this year.

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TRANSATLANTIC U.S.A. ON OUR RADAR THIS MONTH INDUSTRY’S SIZE, STRENGTH AND RESILIENCE TO BE SHOWCASED THROUGHOUT EBACE 2016

From the Desk of Ed Bolen NBAA President and CEO

THE EUROPEAN CONTINENT OFFERS a promising market for Business Aviation, even in the face of ongoing economic and regulatory challenges across the region and around the globe. In recognition of the vital role that Business Aviation continues to play throughout Europe, the 2016 European Business Aviation Convention & Exhibition (EBACE) is shaping up to be one of the most exciting ever.

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continues to be a must-attend show for Business Aviation professionals and endusers, particularly those interested in seeing the latest in aircraft design and technology.

Throughout its history, EBACE has provided a convenient opportunity to view a wide array of aircraft and aviation products in a single location, and the show often hosts a wide variety of exciting announcements for new products and features.

This year’s show promised to continue that tradition, with more than 50 business aircraft of all sizes on static display, as well as a wide variety of vendors on the exhibit floor. Companies exhibiting at EBACE include those focusing not only on the manufacturing of business aircraft, but also propulsion systems, internal and external aircraft completion operations, sales and financing professionals, and service and maintenance providers.

A number of surprise appearances and announcements are also expected, before a global audience that will include hundreds of media representatives from news organizations from around the world.

In keeping with past events, EBACE 2016 will also provide an important venue to continue the vital dialogue between regulatory authorities and business leaders in the region about the benefits of Business Aviation. An impressive roster of

/U.S.A. TRANSATLANTIC speakers from across the European aviation and regulatory spectrums will offer their thoughts about the state of the industry across the continent.

Confirmed opening general session speakers include Bernard Kouchner, French politician, physician and co-founder of Médecins Sans Frontières and Médecins du Monde; Bassim Haidar, group founder and CEO of Channel IT Group; and Patrick Ky, executive director of the European Aviation Safety Agency (EASA).

EBACE 2016 also provides an important forum to discuss the latest topics of concern to Business Aviation operators. Forums scheduled for EBACE include discussions about initiatives already underway to reduce the industry’s global carbon emissions and the use of satellite-based technologies to make Business Aviation safer and more efficient, particularly when operating from small community airports favored by business aircraft.

These impressive developments build upon last year's successful EBACE, which marked the premier of a new young professionals networking event, and introduced EBACE attendees to the Inspiration Zone, which brought sessions about timely industry topics to the show floor.

In addition to a robust array of Education Sessions, the Inspiration Zone will also return to the exhibit floor for EBACE, highlighting important topics including the work of women in aviation, as well as young professionals' networking events to help Business Aviation experts in the region expand their career skills.

Business Aviation offers the unparalleled ability to link communities and companies around the world, connecting companies and clients throughout North America, Europe, and the AsiaPacific. Although EBACE focuses on the unique challenges and opportunities of the European Business Aviation community, it attracts attendees from as far as Africa, Asia, the Middle East and North and South America.

Jointly hosted by the National Business Aviation Association (NBAA) and the European Business Aviation Association (EBAA), EBACE 2016 will unquestionably serve as the focal point for Business Aviation worldwide, as industry stakeholders come to Geneva to discuss matters affecting the global aviation community.

The growth of EBACE year after year demonstrates the relevance of Business Aviation in Europe, as well as the industry’s resilience and strength, even during uncertain times. On behalf of EBAA and NBAA, we hope to see you as well for this important opportunity to further the development of Business Aviation across the continent and around the world.

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ROCKWELL COLLINS ANNOUNCES 2016 Q2 FINANCIAL RESULTS ROCKWELL COLLINS, INC. HAS reported second quarter fiscal year 2016 earnings per share from continuing operations increased 7% to $1.30 compared to $1.22 in the prior year. Total sales in the second quarter of fiscal year 2016 were $1.31 billion, a 2% decrease from the same period in fiscal year 2015. Total segment operating margins remained steady at 20.7%.

“Fiscal 2016 is progressing directionally as we expected,” said Rockwell Collins Chairman, President, and Chief Executive Officer Kelly Ortberg. “We anticipated the slow start in the first half of the year followed by expected growth in the second half. Our execution in the second quarter was solid as we focused on delivering the savings from our restructuring actions taken in the first quarter. Our full year guidance remains unchanged as we now focus on delivering the second half growth.”

Ortberg continued: “There were also several significant accomplishments this quarter that support our long-term growth objectives. We were selected as one of the suppliers for the HMS Manpack program and we’re pleased to be a supplier to Northrop Grumman on the Long Range Strike Bomber. We also captured numerous contract awards for our avionics and information management systems.”

TEXTRON REPORTS FIRST QUARTER 2016 INCOME

Commercial Systems Original equipment sales decreased as expected due to lower business aircraft OEM production rates, unfavorable airline selectable equipment mix, and lower Airbus A330 production rates, while aftermarket sales increased due to higher business jet avionics retrofit and mandate revenues as well as inorganic sales primarily from the acquisition of International Communications Group (ICG). Operating earnings and operating margin decreased from the prior year primarily due to sales mix as lower margin customer-funded development sales increased and higher margin business jet OEM sales decreased.

TEXTRON INC. HAS REPORTED first quarter 2016 income from continuing operations of $0.55 per share, up 19.6 percent from $0.46 per share in the first quarter of 2015.

Revenues in the quarter were $3.2 billion, up 4.2 percent from the first quarter of 2015. Textron segment profit in the quarter was$280 million, up $21 million from the first quarter of 2015. First quarter manufacturing cash flow before pension contributions reflected a use of cash of $222 million compared to a use of cash of $125 million during last year’s first quarter.

“Increased revenues reflected growth at Industrial, Aviation and Systems, with relatively flat revenues at Bell, consistent with our expectations,” said Textron Chairman and CEO Scott C. Donnelly.

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“Operationally, we achieved margin improvements at each of our manufacturing segments.”

Outlook Textron confirmed its 2016 earnings per share from continuing operations guidance of $2.60 to $2.80 and its expectation for cash flow from continuing operations of the manufacturing group before pension contributions of $600 to $700 million with planned pension contributions of about $60 million.

Donnelly continued: “Generally, demand in our end markets has been consistent with what we were expecting. We continue to believe that we will be able to generate solid overall growth in revenue, earnings and cash this year.”

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PREVIEW EBACE 2016

CLEARED FOR TAKE OFF Volker K. Thomalla

brings you an exclusive preview of Europe’s must-attend event, EBACE, with a look into what is offing for the Business Aviation world

T BETTER

This year's EBACE promises to be the largest ever, exceeding last year's 500 exhibitors with 60 aircraft on static display.

he European Business Aviation Convention and Exhibition (EBACE) in Geneva is a case example of how a success story should read. As the most important Business Aviation event in Europe, it has called Geneva’s Palexpo since 2001 – this year included. With the philosophy of ‘if it ain’t broke, don’t fix it,’ Geneva looks to be a permanent home for EBACE, at least for the foreseeable future. Being such an ideal and proven location for the event, it came as no surprise that the show organizers NBAA and EBAA recently signed a new contract with

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Palexpo SA and Geneva’s Cointrin Airport to continue the partnership for at least five more years, meaning Business Aviation will be returning to Geneva through 2021.

Palexpo has provided this important event a great venue for the past decade and a half,” says NBAA President and CEO Ed Bolen. “This new five-year agreement will provide more certainty going forward for exhibitors, attendees and organizers alike.”

“We, at Palexpo, have always welcomed EBACE, and the organizers, NBAA and EBAA,” adds Palexpo

Managing Director Claude Membrez.

“We are delighted that our convention center will continue to be the venue for the show in the years to come.”

Another Banner Year All major aircraft manufacturers will once again be present at this year’s show. “EBACE 2016’s sold-out aircraft display will include some surprise appearances and announcements,” says Chris Strong, NBAA’s senior vice president of conventions and membership.

OEMs scheduled to have aircraft on display include: Bombardier

Aerospace, Cirrus Aircraft, Daher, Dassault Aviation, Diamond Aircraft, Embraer, Gulfstream Aerospace, Honda Aircraft, Piaggio Aerospace, Pilatus Aircraft, Quest Aircraft and Textron Aviation. New aircraft like the Dassault Falcon 8X and the recently certified HondaJet are also confirmed to be making appearances.

However, several manufacturers haven’t drawn back the curtain of secrecy on whether or not they will be showing their newest products live on stage in Geneva – we’ll just have to wait and see. Nevertheless, this year’s static display is once again sold out and will host over 50 aircraft.

Back inside, the exhibit floor will be packed with OEMs, suppliers, operators, FBOs, brokers, associations and other Business Aviation related organizations all showing their products and services. Organizers say that the exhibit is on track to be one of the largest in EBACE’s history. To accommodate this growth, the show will feature a bigger footprint than previous years. The number of exhibitors is expected to be over 500, clearly exceeding last year’s 460 and rivaling 2008’s record level – a good sign for the industry!

Although EBACE looks set to walk the walk, but can it talk the talk, too?

The show has always played an important role as a marketplace for the industry, where deals are done and contracts sold. These are the numbers that will give analysis real insight on the health of the industry – and for that you’ll have to follow our live coverage from Geneva at www.BartIntl.com to find out.

Back to School Although the exhibition tends to get all the attention, we can’t forget that EBACE is spelled with a C – and that stands for Conference. This year’s busy schedule of workshops and conferences will address a wide variety of topics, including: ❍ Operating a business aircraft in Europe ❍ Satellite-based technologies to the rescue ❍ Will consolidation in Business Aviation accelerate and, if so, with what consequences?

One session of particular interest asks ‘Shortage of Skills in Aviation in Europe: myth or reality?’ This

question has traditionally not been at the top of the Business Aviation agenda. But more and more stakeholders within the Business Aviation value chain have started to realize that finding and hiring the skilled workforce needed to succeed is becoming increasingly difficult and expensive. Is this really a problem and, if so, what can the sector do to meet its needs in the years ahead?

Another session not to be missed is the state of the industry session, scheduled for Tuesday May 24 th .

Headlined ‘Business As Usual is not Good Enough’, industry leaders will discuss how other sectors in the air transport industry have coped with downturns and what Business Aviation can learn from their experiences.

The aircraft market is a truly international market, and the international aircraft transactions seminar provides not only Business Aviation Market intelligence from Jetnet’s Rollie Vincent, but also an in-depth view of tax, financing, legal and regulatory issues.

Also worth mentioning is the traditional EBACE Safety workshop, which takes place on May 23rd, one day prior to the official opening of the show. It will be moderated by EBAA President Brian Humphries and Douglas Carr, NBAA’s vice president, Regulatory and International Affairs, and will tackle an array of important safety and regulatory issues affecting Business Aviation. The day-long workshop will end with the handing over of the annual EBAA Safety Awards to companies and individuals in recognition of their commitment to safe operations.

The Bizav Network Show organizers also offer plenty of opportunities for networking. “The Inspiration Zone” will be back on the exhibit floor to help Business Aviation experts in the region expand their career skills, and attendees of all experience levels will find something exciting and new on the exhibit floor, static display and high-quality educational sessions.

On Wednesday, May 25th, EBACE is holding the second Young Professionals Networking Event in Hall 5. The event is focusing on professionals under 35 who want to take advantage of valuable opportunities like networking with established professionals, connecting with career mentors or gaining exposure to a wide range of aviation backgrounds.

But don’t worry; if you’re on the other side of 35, organizers assure us that anyone young at heart will be warmly welcomed.

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VENUE

Geneva International Airport will remain home to the show for five more years under a new agreement.

NBAA President Ed Bolen.

PREVIEW EBACE 2016 Kirby Harrison takes a close look at Bombardier and its Learjet flagship before its

BOMBARDIER DELIVERS 75TH LEARJET 75 big display at EBACE 2016

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EVENT

Aurora Jet Partners President Bill McGoey (center) and Learjet Programs General Manager Tonya Sudduth (right), celebrating the delivery of the 75th Learjet 75 (top).

ombardier Business Aircraft comes to EBACE still celebrating delivery of the 75th aircraft in its Learjet 75 line, “the fastest light business jet on the market.”

The Learjet 75 entered service in November 2013 and according to Tonya Sudduth, general manager of programs and the Wichita site, “The delivery represents yet another high point in the proud history of our iconic Learjet brand.” The aircraft went to Canadian fractional and charter operator Aurora Jet Partners.

Promoting the Learjet flagship, Bombardier claims, “It flies faster and farther than its closest competitor and features the pioneering Bombardier Vision flight deck and an interior designed for style and comfort.”

The 6-passenger Learjet 75 has a cruise speed of Mach 0.81, operating ceiling of 51,000 ft, and a range of 1,781 nautical miles, sufficient for a nonstop flight from Atlanta, Georgia, to Vail, Colorado. The cabin measures 5 ft 1 in width, 19 ft 10 in length and has 4 ft 11 in of headroom. It comes with Wi-Fi connectivity, DVD

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and stereo CD players, touchscreen monitors, LED lighting throughout the aircraft, a refreshment center with warming oven, and enclosed aft lavatory.

Fractional ownership pioneer Flexjet gave Bombardier a boost last November with an order for 20 Challenger 350 super-midsize aircraft, a transaction valued at roughly $544 million. It brings to 40 the number of firm orders Flexjet has placed for the 350.

The super-midsize Challenger 650 received FAA certification last December and entered service shortly thereafter. The first delivery marked the 1000th delivery from the Challenger 600 series since the super-midsize aircraft first entered service in 1980. The latest iteration has a range of 3,800 nautical miles, a cruise speed of 458 knots and is powered by the more powerful GE Aviation CF34-3B engines.

Fractional giant NetJets showed off its first Challenger 650 at the NBAA convention last November, spotlighting the twin-engine business jet’s Signature Series interior. The 11-passenger airplane carries high-definition entertainment, wireless connectivity with Bluetooth integration, AVOD (audio-visual on demand), LED lighting and an in-flight accessible baggage compartment, all in a cabin remarkable for its “clean, consistent look across the entire Signature Series fleet.”

The Global 5000 jet, according to Bombardier, is the “most delivered large aircraft in the Middle East,” where the overall business jet fleet has more than doubled in the past 10 years. “The Middle East is a key region for Bombardier, and we are delighted to see our market leadership in terms of both share and installed base,” said Khader Mattar, vice president of sales for the Middle East, Africa, Asia/Pacific and China.

Private jet operator Zeta Jet of Burbank, California announced in February it has exercised options for two Global 6000 ultra long-range business jets from Bombardier. The options were announced in December 2015 as part of one firm order plus four options for the aircraft model.

Based on the 2016 list prices for standard equipped aircraft, the firm orders are valued at approximately $187 million.

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PREVIEW EBACE 2016 BOMBARDIER FACING MAJOR CHALLENGES

CATEGORY

The Challenger 650 (top) offers shorter take-off distance.

The Global 7000 (center) boasts a 7,400 nm cruise range.

The 6000 recently set a new world speed record, flying from the highaltitude Aspen/Pitkin County Airport in Aspen, Colorado, to London, UK. The flight departed Aspen (7, 820 feet in altitude), climbed to cruise altitude in 20 minutes, reached a maximum cruise speed en route of Mach 0.89 and arrived 8 hours later.

Meanwhile, two Global 7000 test flight vehicles are on schedule in the assembly process, and major structural assemblies on two additional flight test vehicles are in various stages of production and assembly. A public rollout is expected this year.

According to Bombardier’s 2015 financial report released in February this year: “Following an in-depth review to validate all aspects of the Global 7000 and Global 8000 aircraft program, the entry into service of the Global 7000 aircraft is now expected to occur in the second half of 2018.”

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The 17-passenger 7000 is Bombardier’s answer to the G650 from competitor Gulfstream, designed to compete head-to-head.

The 7000 is expected to have a range of 7,400 nautical miles at Mach 0.85 with 8 passengers and 4 crew, and a max cruise speed of Mach 0.925.

Bombardier’s plan has the Global 7000 entering service first, in 2018, followed by the Global 8000. In an interview, a company source said the Global 8000 “continues to be part of our development program [and] we’ll evaluate the Global 8000 schedule after the Global 7000 is in the flight test phase.”

There was bad news for the Learjet 85, cancelled in October 2015 “due to a lack of sales following the prolonged market weakness within the aircraft segment.” As a result, the company recorded a charge of $1.2 billion in special items for the third quarter of 2015, mainly related to the impairment of the remaining Learjet 85 aircraft program development.

At the same time, Bombardier noted that with an installed base of 2,300 aircraft worldwide, the Learjet family nevertheless continues to be an important part of Bombardier’s business aircraft portfolio.

While declining to discuss details of the order book, Bombardier did say “the $17.2 billion backlog is the strongest in the industry.”

✈

In February, Bombardier announced financial results for the fourth quarter 2015 and the year ending December 31, 2015, and the news was not good.

The Montreal-based transportation giant reported a net loss of $5.24 billion for 2015, including a $677 million loss in the fourth quarter. Revenue was $18.2 billion, down from $20.1 billion in 2014.

Also announced were plans to reduce the workforce by 7,000, a 9-percent cut of its 73,800 employees. The reductions were expected to be implemented over the next two years, partly the result of manpower reductions and strategic hiring in certain growth areas.

The report said aerospace operations will be hardest hit with Aerostructures losing 2,500 jobs, Business Aircraft 500 and Product Development 800. The Transportation unit will bear the rest with 3,200 positions cut.

Business Aircraft guidance for 2016 projects revenues greater than $5 billion and approximately 150 aircraft deliveries.

“We are turning Bombardier around to make this great company stronger and more competitive,” said Alain Bellemare, president and CEO. “Over the past year, we renewed our leadership team and developed a clear plan to significantly improve our performance.”

Further, he said, “We de-risked major development programs and stabilized the company, securing our liquidity position and taking a series of actions to rebuild margins.”

Among the leadership changes were the hiring in June of David Coleal as president of Bombardier Business Aircraft and Michel Ouelette as senior vice president of the Global 7000/8000 aircraft program.

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PREVIEW EBACE 2016

CESSNA CITATION MOVES INTO LARGE CABIN MARKET

by Kirby Harrison

Cessna is moving forward as a serious competitor in the world of large-cabin, long-range jets with its Citation Hemisphere

I

n 2008, Cessna Aircraft was introducing the new Citation Columbus, a venture toward the large-cabin world with an airplane pegged at 4,000 nautical miles range and a max cruise of 488 knots. Just a year later, with the US economy tanking, the project was cancelled. But the lessons learned were not forgotten.

MAINSTAY

The Cessna Longitude (bottom) has the longest range, largest cabin of any Cessna ever built.

In 2012, Cessna announced the Citation Longitude, a $23.9 million, 12-passenger super-midsize business jet with range of 3,400 nautical miles with four passengers, and a max speed of Mach 0.84.

With the announcement of the large-cabin Citation Hemisphere at the NBAA convention last November, Cessna made a substantial move as a

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serious competitor in the world of large-cabin, long-range business jets at EBACE 2016.

“Over the last 20 years, customers in this segment have seen little innovation or investment in new products as their business needs and mission requirements have continued to evolve,” said Scott Ernest, president and CEO of parent company Textron

Aviation. “The Citation Hemisphere is designed to transform this segment, offering customers the latest technology available and the widest cabin in its class.” At this point, said Ernest, “We are gathering customer input on what performance and features they would like to see incorporated in the aircraft.”

The Hemisphere will be Cessna’s largest aircraft to date and a flatfloor cabin section mockup at EBACE 2016 will highlight the 102inch diameter. The initial price tag will be approximately $35 million and preliminary numbers indicate a max range of 4,500 nautical miles and max cruise speed of at least Mach 0.90. The first flight is expected in 2019.

Meanwhile, the new, clean-sheet design, 12-passenger Citation Longitude will share the spotlight at EBACE 2016. The airplane is expected to take to the air for the first time this year and enter service in 2017.

Attention to performance is apparent in the Longitude, with the evolution of the Garmin G5000 flight deck and power by FADEC-equipped Honeywell HT7700L engines with fully integrated autothrottle.

Avionics will feature integrated, multilevel approach to maintenance and diagnostics for improved troubleshooting efficiency. The system e-mails a plain English CAS message in-flight to whomever the owner wants to receive it, such as maintenance director or Textron Aviation’s support team.

The interior is also a step up with a flat floor, stand-up cabin with standard double club configuration and fully berthable seats. Technology allows interface of passenger personal electronic devices with the environment and entertainment systems.

High-speed Internet connectivity is designed to allow greater in-flight productivity and comfort is further enhanced with a new cooling system and new pressurization technology that will create 5,950-foot cabin altitude pressure at the maximum flight altitude of 45,000 feet.

Production of the Longitude will be at the former Beechcraft campus, now known simply as the East Campus. It is part of a further integration of Cessna Aircraft and Beechcraft assets under Textron Aviation.

“We believe that this range and performance is what the market wants for typical missions in this class,” said Ernest. “No other business jet in this space matches the Longitude’s combination of range, payload, cruise speed and standard features and lower total ownership costs.”

In February, the nine-passenger Citation Latitude received certification from EASA and deliveries are underway in the region. The mid-size twin-jet is “ideally suited for this market,” said Kriya Shortt, senior vice president of sales and marketing. The airplane has a max range of 2,850 nautical miles and can easily fly nonstop throughout Europe.

The Latitude is part of a short list of aircraft capable of operating at La Mole-Saint-Tropez Airport on the Cote d’Azur of France. Authorization to operate at the airport requires special authorization due to strict aircraft performance requirements.

At EBACE, Cessna Aircraft, along with sister Beechcraft, will exhibit under the Textron Aviation banner (Static Display V029). Cessna’s display will include the Citations Sovereign+, Latitude, CJ4, CJ3, XLS+, M2 and the Grand Caravan EX singleengine turboprop.

“Supporting our customers is key to their ownership experience,” said Brad Thress, senior vice president of customer service. “We are committed to fostering relationships with our customers that continue well beyond the initial aircraft purchase.”

Textron Aviation has 21 factoryowned service centers — 14 in North America, six in Europe and one in Singapore. On the turbine side, there are about 200 Textron Aviation-authorized service centers worldwide. All 14 Textron Aviation-operated service centers in North America have

Cessna continues to see growth abroad and there are nearly 300 Citations in operation throughout the Asia/Pacific region. Following the Singapore Air Show earlier this year, the company launched a post-show demonstration tour of the Latitude, with visits to Australia, China, Indonesia, Japan and the Philippines.

Supporting a total fleet of nearly 900 Cessna and Beechcraft airplanes in the Asia/Pacific region is Textron Aviation’s company owned, Singapore based service center and a network of authorized service facilities support customers in the region. The 16,500square-foot Singapore center includes a paint booth, warehouse, overhaul and maintenance shops, training and offices.

With more than 6,900 Citation business jets delivered worldwide, along with more than 2,500 Cessna Caravans, service and support is a critical component of aircraft sales.

received expanded certifications in the past year, allowing the company to deliver on service commitments across its brands.

In addition to investment in company owned service centers, Textron Aviation continues to make available more resources for customers desiring flexibility of service at their location. In the past year, the company expanded its mobile service unit (MSU) fleet to more than 60 vehicles located in North America and Europe.

Also, a third dedicated support aircraft has been placed in service. It is the first based in Europe and supports maintenance events by transporting technicians and parts to the customer’s location.

It is not merely the availability of service, said Thress, but how that service is delivered. “A direct relationship with the customer is always the best relationship.”

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CLASSY

Citation Latitude aft-forward interior (top).

Cessna’s display will also include the Grand Caravan EX (center).

PREVIEW EBACE 2016

BEECHCRAFT ALIVE AND WELL

Beechcraft demonstrates a substantial presence at this year’s EBACE with displays of King Air 350ER and King Air 250 Attractive to passengers is the interior, which places an emphasis on comfort and technology. The maximum passenger capacity is 11 in a cabin that is 54 inches wide, 19 ft 6 inches long and features 57 inches of headroom. Aft is an enclosed lavatory and forward is refreshment center. The cabin management and entertainment systems include Wi-Fi connectivity, USB hook-up, iPhone dock, moving map display and DVD player. A popular option is the electronically dimmable windows.

The Wheels Up air travel membership program has been banking on the King Air 350i since it began operations in 2013 and now has 45 of the twin turboprops in its fleet. Among

W

TRUSTWORTHY

The King Air 250 (top) and 350ER (center) owe their global popularity to reliability and cutting-edge performance.

alter and Olive Ann Beech founded the Beech Aircraft Corporation in 1932. Now, 84 years and many major events, from bankruptcy to numerous acquisitions by major players, the name lives on and Beechcraft will present a substantial presence at this year’s European Business Aviation Convention & Exhibition, May 24-26.

On display at the EBACE static line (V029), Beechcraft will feature examples of the King Air 350ER and King Air 250. EBACE, said a spokesman, is “an important opportunity for Textron Aviation to connect its Citation, Beechcraft and Hawker customer base within the European marketplace.”

Today’s Beechcraft is an independent brand under the Textron Aviation umbrella, with the King Air 350i, 350ER, 250 and C90GTX in production. At the top of the business aircraft family is the 350i, the largest of the King Air line.

According to Beechcraft, the 350i surpasses it predecessor’s performance with more payload capacity, greater range, a quieter cabin and new avionics.

It is fast with twin Pratt & Whitney Canada PT6A-60A engines producing 1,050 shaft horsepower and a

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maximum cruise speed of 312 knots. Boston-to-Washington DC flight time is listed at one hour and Los Angeles-to-Las Vegas at 1 hr 30 min.

In the cockpit, the avionics suite offers among other standard features, Rockwell Collins Pro Line Fusion, three 14-inch touchscreen displays, synthetic vision, graphical flight planning, engine indicating and crew alerting, a dual flight management system, weather radar and automatic flight guidance.

the features the New York-based operator promotes heavily is the “Quiet Cabin” package with dynamic vibration absorbers throughout the cabin, skin-mounted noise damping panels, and three-inches of bagged fiberglass insulation.

In addition, the synchrophaser system not only synchronizes the propeller RPM, but phases blade positions so the right and left propeller blades do not pass by the fuselage at the same time. This prevents the “beating” noise sometimes

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PREVIEW EBACE 2016 ProAdvantage is paid for at a flat, hourly rate. More than half the current Citation fleet is on one program or another, and about 700 King Air twin turboprops are enrolled.

“From growing our team of highly trained technicians to making our company owned service centers capable of servicing all our brands, we’re focused on how best to reach our broad base of customers and be their go-to source for aircraft support,” said Thress.

With well over 3,000 King Airs currently in service, Beechcraft anticipates a growing demand in coming years for upgrades, installation of new avionics to meet new government regulations, and cabin refurbishment.

To improve service and support,

OPTIONS

The King Air interior offers VIP comfort in an executive cabin environment (top).

Pro Line Fusionequipped cockpit of the 350i (below).

present in non-phased twin-engine aircraft. The system is visually displayed on the cockpit multi-function display.

Pro Line Fusion was only certified for the 350i in November last year, following approval for the fusion flight deck on the King Air 250. Today, the entire King Air line is equipped with Pro Line Fusion. The three, 14-inch displays are interchangeable, highresolution, cursor-controlled touchscreens. Capabilities include intuitive graphical touchscreen flight planning, high-resolution SVS with patented airport dome graphics and full multi-sensor flight management.

“Technology touches every single thing we do,” said Brad Thress, Beechcraft vice president of customer service, referring to service and support. One of the more important advances was the recent opening of an e-commerce solution for parts transactions. And on the support side, Beechcraft recently launched a new program called 1Call.

“Our enhanced call center means simplified, quick access to Textron Aviation’s customer service team for our owners needing immediate support,” said Thress. “Customers calling this dedicated line will be able to receive prioritized technical support, order expedited parts, have alternative lift quickly dispatched, or even schedule a mobile service unit.”

A major improvement has been the cross-qualification of company-owned service centers to permit work on all Textron Aviation fixed-wing aircraft (Beechcraft, Cessna or Hawker). In

46 - BART: MAY - JUNE 2016

addition, parts supply and logistics have been consolidated into a single system for owners of all three aircraft lines.

Just this past February, Textron Aviation announced an expansion of its PowerAdvantage engine support program to the King Air and Cessna Caravan turboprop platforms. The program offers PowerAdvantage owners and operators comprehensive PT6A engine coverage with predictable costs for both routine and most unscheduled engine maintenance events.

Textron Aviation offers comprehensive maintenance and support programs across the Beechcraft, Citation and Hawker platforms under the ProAdvantage umbrella — Power Advantage for engines, Pro Parts for parts, and Pro Tech for labor programs. Customers may also choose from an “a la carte” menu or full coverage.

there are 21 factory-owned Textron Aviation service centers worldwide, along with five parts distribution centers in: São Paulo, Brazil; Dusseldorf, Germany; Singapore; Beijing and Wichita, Kansas, with a total value of approximately $500 million.

One of Beechcraft’s more successful, if lesser known, markets is special missions, for which the company describes the King Air as “ideally suited” in terms of payload, low operating costs and ability to operate into and out of short, unimproved runways around the world.

More than 7,300 King Airs have been delivered to customers around the world since 1964, which Beechcraft claims makes it the bestselling business turboprop family in the world. In 2015, Textron Aviation delivered 117 King Airs, a mix of 350ERs, 350is, 250s and C90GEx twin turboprops.

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PREVIEW EBACE 2016

NEW FLAGSHIP ON TRACK FOR CERTIFICATION

By Volker K. Thomalla

Dassault Aviation is

his year, Dassault Aviation is celebrating its 100 th anniversary. But despite this accomplishment, it’s a challenging time for the French manufacturer, especially on the civil side of its business. Chairman and CEO Eric Trappier recently referred to 2015 as a year that was marked by a disappointing order intake in a difficult environment.

Sales of its Falcon business jet family slowed in 2015, with only 45 Falcon business jets being ordered compared to 90 in 2014. Dassault had planned to deliver 65 Falcons in 2015, but could only hand over 55 to customers, due to the low number of Falcon orders this year. The Falcon order backlog decreased from 121 at the end of 2014 to 91 as of December 31, 2015.

Needless to say, Trappier has set the boost of Falcon sales as priority number one in 2016.

celebrating its 100th

T CHALLENGE

Tests accomplished, the Falcon 8X (top) is on target for certification and service entry this year. The production of the 5X (bottom) is frozen due to engine certification deferral.

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anniversary with its flagship Falcon 8X on target for certification and service entry this year

Engine Problems Another challenge was caused by the French engine manufacturer Snecma, who supplies its Silvercrest turbofan for the Falcon 5X, a brand new twin engine, large cabin, 5,200nautical-mile business jet currently in development. Snecma has postponed engine certification from 2015 to 2018 due to a redesign of the structure of the engine casing. This forced Dassault to temporarily freeze the production of the 5X and readjust the

whole program schedule, although system development continues.

The Falcon 5X will have a cabin length of 38.7 ft (11.79 m), a cabin height of 6 ft 6 in (1.98 m) and a maximum cabin width of 102 inches (2.58 m), making it the Falcon with the largest cabin. The first delivery of the 5X is now planned for the first half of 2020. Noting that this delay is an obvious disappointment, Trappier says that all customers have been informed of the change.

A New Flagship The Falcon 8X program is producing much better news. The new ultralong range trijet – first unveiled during EBACE 2014 in Geneva – is entering the final stages of its flight test and certification program. It is set to take the position as the new flagship of the Dassault product line.

Powered by three Pratt & Whitney Canada PW307D engines, the Falcon 8X is capable of flying 6,450 nautical miles (11,945 km) with eight passengers and a crew of three at Mach 0.80. The maximum operating Mach number (MMO) has been confirmed as Mach 0.90. The aircraft has a maximum take-off weight (MTOW) of about 73,000 lbs (31,113 kg), but features an impressive approach speed of only 106 KIAS and a landing distance of only 2,150 ft (656 m).

Derived from the Falcon 7X, the Falcon 8X will have the longest cabin of all members of the Falcon family.

The aircraft is being assembled in Bordeaux-Mérignac and flown to Little Rock, Arkansas, in the US for completion. In November last year, Dassault completed a 350,000 square foot expansion of its Little Rock Completion Center, including a new 250,000 square feet hangar for completion of the Falcon 5X and 8X. “Little Rock is a Center of Excellence for Dassault and a facility that has long been at the forefront of aviation technology,” said Trappier. “Here we combine the most advanced digital completion techniques – which Dassault pioneered – with a level hand craftsmanship unrivaled in Business Aviation. This is where the distinct personality of each Falcon comes to life.”

All Falcon 8X are equipped with the latest EASy cockpit avionics suite, opening the way to equip the aircraft

with Dassault’s proprietary combined vision system called FalconEye, which was introduced at NBAA 2015 in Las Vegas. FalconEye is the first Head-up-display (HUD) system to combine synthetic, database-driven terrain mapping and actual thermal and low-light camera images, providing an unprecedented level of situational awareness to the pilots. The fourth-generation, multi-sensor camera is composed of six different sensors, fusing images from both the visible and infrared spectrums. “What makes this truly revolutionary is the unique and patented way in which we blend real video of the outside world in low-light conditions with synthetic terrain imagery, a first in the business jets industry,” said Olivier Villa, senior vice president of Civil Aircraft at Dassault Aviation.

Three aircraft are currently involved in flight test, logging over 650 hours in 325 flights so far.

Dassault expects FAA and EASA certification of the new type by mid2016, with initial deliveries starting by late summer. At EBACE this year, Dassault will show Falcon 8X s/n 03, which is the first 8X

equipped with a full interior. The aircraft embarked in mid-March on a month-long global test campaign to demonstrate its operational reliability and performance under various conditions. The world tour will take the aircraft through Europe, the Middle East, Asia and North and South America and include more than 60 missions of various lengths representing the extremes of what Falcon 8X customers might expect to face during their aircraft’s operational life. The campaign will focus on cabin equipment and functionalities and high speed communications systems during long, intercontinental flights and flights over remote areas. “We are delighted and thrilled with the way the Falcon 8X program is proceeding,” said Trappier. “The flight test campaign has been flawless and the aircraft will be in initial customers’ hands this summer, just as planned when we launched development three years ago.”

Parallel to the flight test campaign, Dassault is ramping up production of the Falcon 8X with s/n 21 entering final assembly in Bordeaux-Mérignac in late March. At the end of March, six Falcon 8X were already in Little Rock for completion.

Last but not Least At EBACE 2016, Dassault will also show a Falcon 2000LXS on the static display. The LXS is the newest version of the Falcon 2000 and combines the longer range capabilities of the Falcon 2000LX with the short-field performance of the 2000S. It was certified by EASA and FAA in April 2013, with deliveries beginning in 2014.

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STYLE

The 8X has the longest cabin (top) in the Falcon family and it is equipped with the latest EASy cockpit avionics suite.

PREVIEW EBACE 2016

LEGACY AIRCRAFT

By Volker K. Thomalla

GAINING MARKET SHARE Embraer’s drive to bolster its position as a bizav powerhouse is gathering pace with its Legacy aircraft series

E

DISPLAY

Embraer Legacy 500 on static display at NBAA in Las Vegas last year (top). Legacy 450 at EBACE 2015 (center).

mbraer Executive Jets, a division of the Brazilian aircraft manufacturer Embraer, will be back in force at this year’s EBACE. The company plans to display its entire family of business jet in Geneva, starting with the Phenom 100 and 300 light jets and up to the bizliner Lineage 1000E. The line-up on the static display at Geneva’s Cointrin Airport will include Embraer’s newest jet, the Legacy 450, which will be presented for the first time with a full interior at the show.

The Legacy 450 is the first business jet in its category with a full fly-by-wire system and side-stick flight controls.

Although at program launch Embraer guaranteed its customers a range of 2,500 nautical miles (4,630 km), the tests showed that the Honeywell HTF7500E powered airplane is capable of flying 2,900 nautical miles (5,371 km) instead. The targeted maximum payload figure of 2,800 lbs (1,270 kg) was also exceeded, and now stands at 2,921 lbs (1,325 kg).

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The first Legacy 450 was delivered on December 22, 2015 after having gained type certification from Brazilian, US and European aviation authorities in August/September 2015. The first customer is LMG, a US-based company delivering show technology for corporate meetings, trade shows, live broadcasts and specialty events, with its headquarters in Orlando, Florida and additional offices in Las Vegas, Dallas and Detroit.

Just days later, the first Europebased Legacy 450 was handed over.

The aircraft, registered in Belgium as OO-NEY, is operated by Air Service Liège and managed by Smart Air SA of Luxembourg. The aircraft arrived

at its new home base in Brussels in early January this year and was shown in early March in Bremen, Germany, when Atlas Air Service, the new authorized sales representative for Embraer Executive Jets in Germany, Switzerland and Austria, and Embraer celebrated the new partnership with a special event with customers, Embraer representatives and employees.

The Other Legacies The Legacy 450’s bigger sister, the Legacy 500, entered into service a year earlier. “In 2015, its first full year of production, Embraer shipped 20 Legacy 500 jets, getting over 50 percent of market share in the midsize

segment,” said Ricardo D. Santos from Embraer’s Corporate Communications to BART International. “As predicted by Embraer, deliveries in 2015 reflected a higher potential demand for midsize jets.” As of today, a fleet of around 30 Legacy 500 is in operation in over 10 countries. In February, Embraer delivered a Legacy 500 to actor Jackie Chan, making him the first customer of this type in China.

The Legacy 650 is an enhanced version of the Legacy 600, offering longer range and lower cabin noise. It entered service in late 2010 and offers its owners a typical range of 3,900 m nautical miles (7,223 km). Today, more than 270 Legacy 600 and 650 are in operation with customers. The Legacy 650 proves to be popular not only in the Middle East, but also in other parts of the world. It can carry up to 14 passengers in three cabin zones.

In December, Embraer announced an order for a new Legacy 650 from an undisclosed customer in the Middle East. The aircraft will be managed by Titan Aviation Group, headquartered in the UAE. “The owner currently owns a Legacy 600 and decided to upgrade to a Legacy 650 as he has been very pleased with Embraer’s supportive partnership,” said Captain Sakeer Sheik, Managing Director of Titan Aviation Group.

“The Legacy 650 was chosen because of its range, reliability, low cost of operation, comfort and ability to land in airports such as London City. With this new Legacy 650 order, Titan Aviation will be managing three Embraer executive jets in the Middle East and in India on behalf of the respective owners.”

From Light to Big Embraer Executive Jets is doing well in the light jet segment, too. Its Embraer Phenom 300 was the mostdelivered business jet in the world for the third consecutive year. 70 Phenom 300 were handed over to customers in 2015, bringing the total fleet size to 320. The fleet has amassed nearly 300,000 flight hours so far.

The smaller Phenom 100E proved to be popular with flight training organizations last year as well. Not only did Etihad Flight College order four Phenom 100E and signed options for three more aircraft, but Emirates Flight Training Academy in Dubai also signed orders for up to ten of these light jets. In February this year, the Armed Forces of the United Kingdom selected the Phenom 100 to provide multi-engine pilot training for the aircrews of the Royal Air Force, the Royal Navy and the British Army.

The initial order is for five aircraft and an option for additional follow on aircraft.

The top-of-the-line aircraft in Embraer’s business jet family is the Lineage 1000E. It is derived from the highly successful E-Jets airliner family and offers users five cabin zones in various configurations. The cabin can be configured with seating for up to 19 passengers.

Rapid Growth Embraer entered the Business Aviation market only 11 years ago.

Since then, the company has developed a product portfolio with seven different aircraft types and a global presence with production and aircraft assembly facilities in Brazil and the US. Since 2005, it has deliv-

ered 930 jets in 60 countries.

Embraer Executive Jets finished 2015 with a book-to-bill ratio (in US$) above one and the firm order backlog of executive jets was at US$ 2.0 billion.

Looking at 2016, Embraer plans to deliver more business jets than in 2015 and to grow revenues in this segment despite challenging conditions in the market. Marco Tulio Pellegrini, President and CEO of Embraer Executive Jets, said: “If you achieve this level of success in ten years, imagine, what the next ten years can bring!”

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CAPACITY

The Legacy 650 features a six-foot standup cabin seating 14 passengers and an ergonomic cockpit equipped with LCD displays.

PREVIEW EBACE 2016

SHAPING THE FUTURE WITH THE G500 AND G600 Gulfstream is enjoying strong international growth with the new G500 and G600 aircraft

G

By Volker K. Thomalla

- two game changers in the industry

ulfstream Aerospace Corporation, a wholly owned subsidiary of General Dynamics, has enjoyed a level of healthy growth over the last decade, despite the downturn in the demand for business aircraft sparked by the 2008 financial crisis.

In 2005, 81 percent of the worldwide Gulfstream fleet was based in the US. Just ten years later, this number is down to 65 percent. The fleet of Gulfstream aircraft has grown in just ten years by 1100 aircraft, mostly spurred by international sales. In fact, the international fleet has more than tripled over the last decade.

INNOVATIVE

The longawaited G500 offers a larger cabin, muchimproved fuel efficiency, lower interior noise levels and better operating economics.

Today, Gulfstream is offering more aircraft types than ever before. The smallest family member is the midsize G150, of which 110 have been delivered so far. It has a dispatch reliability of 99.84 percent and is approved for operations in and out of London City airport. Gulfstream operates two G150 as tools for its Field and Airborne Support Team (FAST), delivering aircraft parts and transporting mechanics to where they are needed. The G280 has an equally impressive dispatch reliability of 99.85 percent. 80 aircraft of this super

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midsize jet are in service, offering users a maximum range of 3600 nautical miles (6667 km) at Mach 0.80.

The owners of the G450 can enjoy an even better dispatch reliability of 99.9 percent. 330 units of this large cabin, long-range aircraft are in service today. The G450 can be outfitted with a cabin for up to 19 passengers and features a range of 4350 nautical miles (8056 km). The G550 has not only won the Robert J. Collier trophy in 2003, but has set numerous world speed records – one of its latest being for a flight between Macau and Las

Vegas on November 14, 2015. The aircraft covered the 6586 nautical mile (12,197 km) trip in 12 hours and eight minutes at an average speed of Mach 0.80. More than 530 G550 are in service as of today.

Another Robert J. Collier trophy winner is the Gulfstream G650, which entered into service in late 2012. Its worldwide fleet consists of 165 aircraft. Powered by two Rolls-Royce BR725 turbofans, the G650 can reach a maximum Mach operating speed (MMO) of Mach 0.925. The aircraft has the lowest cabin altitude of any business jet. At 41,000 ft the cabin is pressurized to 3000 ft. At long-range cruise of Mach 0.85 and, with NBAA IFR reserves, the G650 flies 7000 nautical miles (12,964 km).

At the top-of the line of Gulfstream’s product portfolio is the G650ER, which can fly even further. At Mach 0.85 with eight passengers and four crew it flies 7,500 nautical miles, allowing owners to connect cities like Hong Kong and New York or Los Angeles and Melbourne nonstop. The longest known flight of a G650ER took off in Singapore and touched down 8010 nautical miles later in Los Angeles.

NOVEMBER 1– 3, 2016 ORLANDO, FL

ATTEND THE WORLD’S LARGEST BUSINESS AVIATION EVENT Join 27,000 industry professionals for the most important three days of business aviation, with over 1,100 exhibitors, 2 static displays of aircraft – one inside the exhibit hall and the other outside at Orlando Executive Airport, and over 50 education sessions. Save the date and visit the NBAA-BACE website to learn more.

SAVE THE DATE: www.nbaa.org/2016/bart

PREVIEW EBACE 2016 No End in Sight Even with such a broad portfolio, Gulfstream Aerospace is expanding its aircraft range. In October 2014, Phebe Novakovic, Chairman and CEO of General Dynamics, announced in Savannah the G500 and G600, which are scheduled to enter into service in 2018 and 2019 respectively. The biggest surprise on this day was when the G500 rolled under its own power to the hangar, where the program announcements were made.

SIMULATION

Flight control and mechanical systems are being tested in the groundbased G600 (left).

A Gulfstream cabin crosssection (bottom right).

Both the G500 and the G600 will be game changers in the industry. They are both equipped with the newest generation fly-by-wire system and will both be equipped with the Symmetry Flight Deck avionics suite with active control sidesticks that replaces conventional control columns. The sidesticks are digitally connected to provide both pilots a feeling of what control input the other pilots makes. An improved Enhanced Vision System (EVS III) is standard equipment.

Gulfstream has tested the systems and the system integration of both new aircraft extensively in their labs and in simulators in Savannah.

The two aircraft will have a common type rating. The G500 is able to fly 5000 nautical miles (9260 km) at Mach 0.85 or 3800 nautical miles (7038 km) at Mach 0.90, whereas the slightly larger G600 can fly 6200 nautical miles (11,482 km) at Mach 0.85 or 4800 nautical miles (8890 km) at Mach 0.90 respectively.

On May 18, 2015, the first prototype of the G500 took to the air from the Savannah/Hilton Head International

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Airport. In mid-November 2015, Gulfstream interrupted the flight test program of the first G500 for some days to present the aircraft at the NBAA Convention and Exhibition in Las Vegas, Nevada. Powered by two Pratt & Whitney Canada PW814GA turbofans, each delivering 15,144 lbs of thrust, the aircraft flew the 1630 nautical miles from Savannah to Henderson Executive in four hours and 36 minutes. The engines are designed to operate 10,000 hours between overhauls.

Only days after NBAA, test aircraft G500 T2 and T3 flew for the first time. T2 is dedicated to performance testing and flight loads validation. It is extensively instrumented to measure the strain on different parts of the airframe during test flights. In January it was used for cold weather operational testing at the McKinley Climatic Laboratory at Eglin Air Force Base in Florida, where it had to endure temperatures ranging from -40 °F/C to 131 °F (55 °C). T3 is testing most of the features in the all-new Symmetry Flight Deck and

evaluating the ice-protection system performance, landing gear, nosewheel steering operation, and other mechanical systems.

The latest G500, T4, recently flew for the first time. On its maiden flight it accelerated to Mach 0.925 and stayed airborne for three hours and 17 minutes. Gulfstream has put together an integrated team of Product Support maintenance technicians and flight test engineers to follow this aircraft through manufacturing and flight testing. At the time this issue of BART International went to print, no decision had been as to whether a G500 will show up at EBACE, although there is a high probability that Gulfstream’s newest family member will make it to Geneva. If this is the case, it will be the undisputed star of the static display.

Gulfstream expects FAA certification of the G500 in 2017 and entryinto-service in 2018, with the G600 following a year later.

✈

Join European business leaders, government officials, manufacturers, flight department personnel and all those involved in business aviation for the European Business Aviation Convention & Exhibition (EBACE2017). Save the date and visit the EBACE website to learn more.

SAVE THE DATE www.ebace.aero/bart

PREVIEW EBACE 2016

HONDAJET HEADING TO EUROPEAN PREMIERE

By Volker K. Thomalla

Enjoying the fruits from seeds planted 30 years ago, HondaJet is flying high with new certifications and deliveries

E SHOW

The first and third FAAConforming HondaJet aircraft execute a formation flight. Below, HondaJet is at EBACE 2015 Static Display.

ven if Honda Aircraft was founded 10 years ago in 2006, the company remains the newest OEM to join the business jet club. Its first aircraft type, the HA-420 HondaJet, was certified after more than a decade in development and flight test by the Federal Aviation Administration (FAA) in early December 2015. The next milestone in the program, first delivery to a customer, came just days later.

According to the General Aviation Manufacturers Association’s (GAMA) database, in December, Honda Aircraft delivered not one, but two customer aircraft. At that point, the company had 25 aircraft in different stages of production in its Greensboro, North Carolina facility.

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Today, the manufacturer is in the process of ramping up production, obtaining certifications in additional countries and growing the maintenance, support and training capacities ahead of customer deliveries.

Touchdown Europe The first HondaJet to be based in Europe, registered N420HE, touched down on European soil in Glasgow, Scotland on April 8th. The jet was piloted by Margrit Budert-Waltz and Johannes Graf von Schaesberg, CEO of Rheinland Air Service (RAS), who also serves as the jet’s exclusive dealer in 19 central and eastern European countries, including Germany, Austria, Switzerland and Poland. The crew flew the jet from Greensboro via

Scranton, Bangor, Goose Bay, Kangerlussuaq, Keflavik and Glasgow to Düsseldorf, Germany and from there to its future home base in nearby Mönchengladbach.

T his was n ’ t the red a nd whi t e painted aircraft’s first visit to the continent. The same aircraft did the 26,000 mile HondaJet world tour in 2015, during which time it made its inaugural visit to Japan where it was g reeted with a v er y wa r m reception.

N420HE will be used by RAS as a demonstrator and will be again shown at EBACE 2016, but this time as a fully certified aircraft. Honda has already confirmed its attendance at this year’s EAA AirVenture in Oshkosh, Wisconsin, too.

Take Notice The HondaJet has a very distinctive configuration, with both of its HF120 turbofan engines installed in pylons over the wing. This over-the-wing engine mount (OTWEM) is patented and offers, in conjunction with a natural laminar flow wing profile, a reduced aerodynamic drag and dramatically improved performance. The OTWEM configuration not only lowers the noise in the cabin, it creates a natural sound barrier that reduces the perceivable noise on the ground, too.

The aircraft’s noise emissions are well below stage four.

The maximum cruise speed of the six to seven seat aircraft is 420 kts at 30,000 ft. It has a maximum cruise

altitude of 43,000 ft (13,106 m) and a maximum rate of climb of 3,990 ft/min. Honda Aircraft guarantees an NBAA IFR range of the HA-420 with four occupants of 1,180 nautical miles (2,185 km). The aircraft is powered by two GE HondaHF120 turbofans with a thrust rating of 2050 lbs each.

The engine was jointly developed by Honda and GE Aviation and was certified by the FAA in December 2013. It is produced in Burlington, North Carolina, just 30 miles east of the final assembly line.

Honda Aircraft is very proud of the jet’s lightweight fuselage. It’s a composite structure that is lighter than yet as strong as a traditional aluminum fuselage. The designers of the HA-420 chose Garmin as suppli-

er for the avionics suite. The G3000 in the HondaJet has three 14-inch landscape displays and is operated by touch-screen controllers. It offers state-of-the-art situational awareness to the flight crew.

More Milestones In February of this year, the dedicated MRO shop for the GE Honda Aero Engines HF120 at the company’s Burlington facility, earned its Part 145 repair station certificate from the FAA. Honda Aero is a wholly owned subsidiary of Honda Motor Co. “This is a significant milestone for Honda Aero made possible by the challenging spirit of our team of associates,” said Honda Aero President Atsukuni Waragai. The MRO operations is co-located with the production facility that produces the engine. According to the company, this placement will allow MRO engineers provide quicker feedback regarding any experience from the engine’s in-service performance to

the engine design and production.

“By combining production and maintenance operations on one campus, we will better serve both our current and future customers,” said Waragai.

On March 16, the HondaJet received its second type certificate (TC) when the Mexican Civil Aviation Safety Authority (Dirección General de Aeronáutica Civil) handed over the TC for the new twinjet to Honda Aircraft’s Company President and CEO, Michimasa Fujino. “Receiving aircraft validation in Mexico is an important milestone for Honda Aircraft, paving the way for the start of HondaJet deliveries in Mexico,” said Fujino. “We are excited to respond to the interests of customers in Mexico, and we will begin with the first delivery in a few weeks.”

For sale and services in Mexico, Honda Aircraft has teamed with Aerolineas Ejecutivas, the largest executive aviation company in this country. It has pioneered Business Aviation in Mexico and has introduced, for example, the first jet for executive charter service. “It is a tremendous opportunity and a privilege to sell a world-class product like the HondaJet that our customers will embrace,” said Aerolineas Ejecutivas President Arturo Ortega Olive.

“There are several business opportunities for HondaJet in the Mexican business jet market.”

One of the next major steps in the program will be the certification by the European Aviation Safety Agency (EASA). A timing has not been announced, but it’s without a doubt high on Honda Aircraft’s priority list as Europe is the second-largest market for light business jets.

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REFINED

Equipped with Garmin G3000 all-glass integrated flight deck, the HondaJet features a spacious cabin.

PREVIEW EBACE 2016

PC-24: VERSATILE AS A TURBOPROP, FAST AS A JET

Marc Grangier reveals latest updates on Pilatus Aircraft’s much-anticipated ‘Super Versatile Jet’ project featuring many firsts in bizav world

A

lthough the abolition of banking secrecy is on its way in Switzerland, Pilatus Aircraft is carrying on the Swiss trademark of secrecy. Since last NBAA last year, the Swiss aircraft manufacturer has been totally reluctant to disclose new details on the flight test program of its new PC-24, its “Super Versatile Jet”. However, we were able to get the latest information on this exciting project – before the company gives an official update during EBACE 2016.

First, let’s review what we know about this twinjet program, which Pilatus characterizes as being “the only aircraft combining the versatility of a turboprop with the cabin size tent for the Pilatus Advanced Cockpit Environment (ACE), designed specifically for the PC-24. Primus Apex is approved on several platforms, including the Pilatus PC-12 NG. Drawing on the functionality of Honeywell’s Primus Epic flight deck, which is available for larger cabin business aircraft, the Primus Apex for the PC-12 NG and Pilatus ACE for the PC-24 ensure the consistency of design philosophy and operational practices throughout the Pilatus business aircraft line.

INTERIOR

Below are the generously sized PC-24 cabin and userfriendly cockpit developed in partnership with Honeywell.

of a medium-light jet and the performance of a light jet.” The first prototype (P01) rolled out on August 1, 2014. During the following months, the aircraft’s handling characteristics were verified and refined during numerous tests using simulators and wind tunnel models. P01 made it first flight on May 11, 2015, and soon after started initial envelope expansion tests.

On November 16, 2105, the second PC-24 prototype (P02) took off from Buochs Airport (near Stans, home of Pilatus Aircraft) on its maiden flight.

P02 will mainly be used to test avion-

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ics and autopilot, but some testing will be carried out in the US in cooperation with Honeywell. Prototype 03 will then be built in production-representative standards and will be used for certification. P03 will also be used for customer demonstrations, which should start at the end of 2016.

Consistent Avionics Pilatus has selected Honeywell to supply the avionics suite for the aircraft. A combination of components from Honeywell Primus Epic and Primus Apex will provide the core functionality, safety and display con-

Global Flight Testing Over the next two years, some 2,300 hours will be flown for the flight test program, although fewer than half of those hours will actually be flown in Switzerland. After completing initial test flights in Switzerland, P02 will be deployed mainly to the US and Canada, where it will undergo various systems tests and certification flights in partnership with the systems suppliers. Special scrutiny will be devoted to the avionics systems and the autopilot, but the program will also include cold weather trials and icing tests in Canada, where certification testing for flight into known icing approval will also take place. Hotweather testing will occur in Yuma, Arizona, and in Spain.

THE PILATUS PC-24 VS ITS MAIN COMPETITORS

As the PC-24 will be capable of flying in and out of very short runways and unmade strips, rough-field testing will be one of the last items to be completed prior to certification. The PC-24 will be certified under EASA CS 23 and FAA FAR Part 23 commuter category for single-pilot operations in VMC, IMC, day and night, and known icing conditions. These approvals are expected during the second half of 2017, and delivery of the first series production aircraft to customers is planned from the third quarter of 2017.

According to Oscar J. Schwenk, Chairman of the Board of Directors, Pilatus Aircraft, flights with the two prototypes have so far gone as planned. Numerous aerodynamic tests have been carried out in the air, including tests to determine slow-flight handling, centre of gravity and flutter testing, as well as high-altitude flights. An average of 15 points were tested during each flight. This comprehensive program of airborne tests was supplemented by exhaustive ground testing.

“The PC-24 flies entirely as expected and we are confident of our ability to achieve, or even exceed, the guaranteed performance,” says Schwenk.

“We have identified some teething problems, of course, and that is entirely normal, but we take pride in testing to the limit so that we can deliver a Pilatus aircraft of uncompromising quality to our customers.”

Something Unique The PC-24 is the world’s first ever business jet to come equipped with a cargo door as a standard feature. It also features a spacious cabin with an interior that can be tailored to the customer’s personal requirements.

To push up its production, the company is now building a new assembly hall at Stans that will allow the manufacture of 50 aircraft per year.

Combine all this together and you get what Pilatus calls a “Super Versatile Jet”.

✈

When Pilatus announced at EBACE 2014 that it would start to accept initial orders, many observers were surprised that it took less than three days for the company to book 84 orders for its new aircraft. In order to try to understand the reasoning for this success, BART has compared the specifications and performance of the PC-24 against its two main competitors: the Embraer Phenom 300 and the Cessna Citation CJ4.

In terms of sale price, the three light jets come very close to being equal.

There is less than half a million dollars separating the cheapest, the PC24 sold at US$8.9M (in 2017 dollars), from the most expensive, the Citation CJ4 now sold at US$9.4M, while the Phenom 300 is in-between at US$9.23M. But when deliveries start in the third quarter of 2017, the Pilatus plane will continue to be the cheapest, taking into account the probable cost escalation for its competitors.

Concerning cabin size, the PC-24 places first, with a volume of 501 cu ft, compared to 311 cu ft for the Phenom 300 and 225 cu ft for the CJ4.

Furthermore, the PC-24’s cargo door (52 in x 53 in, 1.35 m 1.32 m), designed to make loading quick and easy, will indeed be a plus for this “Super Versatile Jet”. It is certainly one of the main considerations for potential buyers of a light jet. Max range and max speed are very similar for the three models: the PC-24 has a max range of 1,950NM and a max speed of 425kts. The Phenom 300 has a max range of 1,937NM and a max speed of 453kts. And the Cessna CJ4 has a max range of 1,991NM and a max speed of 451kts. However, the difference is found in terms of take-off and landing at balanced field lengths. Whereas the PC-24 is able to take-off in 2,690ft, the Phenom 300 needs 3,138ft and the CJ4 3,310ft. The same can be said for landing distances: 2,525ft for the PC-24, 2,621ft for the Phenom 300 and 2,770ft for the CJ4.

In this respect, the 2,690ft BFL of the PC-24 will enable it to operate from over 21,000 runways across the world, including 11,950 paved airports. Out of this total, 2,500 of them are in Africa, compared to the 815 African runways open on to its nearest competitor. The same goes for South America – 3,282 against 1,501. In North America, the PC-24 will be able to operate out of some 8,400 runways. For Pilatus, this advantage is huge, as it gives operators more operational flexibility.

If the above-mentioned figures seem to favor the Pilatus model, that’s not to say the competitors don’t have forceful arguments of their own. The fact that the Embraer Phenom 300 was the most-delivered business jet in the world in 2015 for the third consecutive year, with 70 aircraft received by customers, and that its total fleet now exceeds 320, clearly demonstrates its strong appeal.

Textron/Cessna also claims its fair share of the market: More than 6,750 Citations have been delivered to customers worldwide since the first Cessna Citation business jet was put into service in 1972. The CJ4, whose fleet now surpasses 200 units, is the first jet in its class to have achieved authorization for use in commercial airline service (with the German scheduled and charter airline operator Hahn Air Lines, for its Dusseldorf-Luxemburg route).

Needless to say, the light jet market is now eagerly waiting for the entry into service of the PC-24 and the first comments – or complaints – of their initial operators. However Pilatus, thanks to the positive experience of its PC-12, is fully confident that its new PC-24 will let them fly “Crystal Class”.

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OPTIMAL

Having the cabin size of a medium-light jet, the PC-24 is designed to operate from short, paved and even unpaved surfaces.

PREVIEW EBACE 2016

FULL SPEED AHEAD

By Volker K. Thomalla

The up and coming supersonic jet-maker Aerion is going to introduce a new air travel to the world with its AS2 from the fractional ownership company Flexjet for 20 AS2 supersonic business jets.

“We are pleased to be the first fleet purchaser of the Aerion AS2 and to be able to offer supersonic, intercontinental flight capabilities to our owners,” said Flexjet Chairman Kenn Ricci. He added: “We have examined Aerion’s technology and the AS2’s remarkable performance capabilities and see them as potential gamechangers for business travel. Aerion and Airbus are moving forward impressively with the AS2’s development.”

The financial terms of the order have not been disclosed. The list price for the AS2 is at US$120 million.

T

PIONEERING

A depiction of the Aerion AS2 supersonic business jet in front of a Flexjet Hangar.

he Aerion Corporation is doing nothing less than writing history. The company, led by Robert M. Bass, plans on re-introducing supersonic travel to the world – nearly two decades after it was shelved by Air France and British Airways, the only two airlines to operate the supersonic airliner Concorde from the midseventies to 2003.

Although first formed in 2002, the recession of 2008 significantly slowed discussions with potential manufacturing partners. However, despite the downturn in the industry, Aerion has continuously invested in research and development for a patented wing technology and has conducted flight tests with NASA, confirming and refining concepts for supersonic natural laminar flow (SNLF). It weathered the recession by working with the University of Washington Aeronautical Lab, the European Transonic Wind Tunnel, along with other organizations, to optimize the design of a supersonic business jet.

By 2014, Aerion had entered into a collaboration with the Airbus Group to develop an aircraft called the Aerion AS2. Under this cooperative agreement, Aerion supplies software design tools to Airbus on an exclusive

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basis, while Airbus supplies engineering and program management support to Aerion. In 2015, the agreement was expanded and now covers logistics planning, supply management and government relations. The two companies meet monthly and, according to Brian Barents, CoChairman of Aerion Corporation, “We’re enhancing the relationship.”

2015 was an important year for Aerion for other reasons as well. For starters, it was during 2015 the company began taking orders for the three engined, Mach 1.5 fast supersonic Aerion AS2. At last year’s NBAA in Las Vegas, Nevada, Aerion announced the first firm fleet order

Introducing the AS2 The Aerion AS2 has a length of 170 ft, a wingspan of 61 ft and a wing area of 1350 sq ft. The maximum take-off weight is 121,000 lbs. The aircraft will have a 30 ft cabin with 6 ft 2 in headroom. Cabin dimensions widen from entryway to the aft seating area, where the cabin width is seven feet, three inches.

In November of last year, Aerion selected Inairvation for the development of the cabin interiors, as well as for their certification and production.

The company was formed in 2014 and is a joint venture between Lufthansa Technik of Hamburg, Germany, and F.List GmbH of Thomasberg, Austria,

with preferred partners Design Q for interior design and Schott for lighting.

Aerion’s CEO Doug Nichols stated: “Inairvation impressed us immensely for several reasons,” notes Aerion CEO Doug Nicholas. “From the quality of their interior design thinking to their demonstrated commitment to innovation and ability to integrate design, engineering, certification and manufacturing – not to mention the exceptional history of each individual company under the Inairvation umbrella.”

Inairvation is moving quickly, as they have already built a full-scale mockup of the aircraft cabin at Design Q’s studio in Redditch, UK to assess possible configurations for cockpit and cabin.

The Aerion AS2 will have a range of 4750 nautical miles (8800 km). It will fly with a high subsonic speed over land and accelerate to Mach 1.5 over water. The aircraft saves three hours flight time across the Atlantic and more than six hours on long transPacific routes.

deep water ports.” Aerion expects to start building its new facilities in 2018.

The engine selection for the 8-12 passenger aircraft has not yet been made. “We are looking for more modern engines which will meet stage 4 requirements,” said Barents. “We’re in talks with three engine manufacturers, as the engine will set the pace for the program.”

The company is in the early stages of assessing suppliers for all systems and structures. “We have completed an initial round of engineering for system weight and space allocation to help us in putting out tenders to specific suppliers,” said Miller. Furthermore, Barents expects the development phase to last 89 months from program launch to entry-into-service (EIS). The official program launch is expected this year. First flight of the AS2 could be as early as 2021 with an EIS in 2023.

“Aerion is in the jetstream and it’s moving in the right direction”, said Aerion’s Co-Chairman Brian Barents at NBAA. “We want to evolve into an OEM ourselves with a Final Assembly Line in the US.” The company is currently in the process of selecting a site for its facilities, and they expect to choose a location this year. “Dozens of US localities have approached us, almost all with excellent airport sites,” Aerion’s Vice President of Marketing and Communication Jeff Miller told BART. “We’ve narrowed that list due to special considerations such as access to supersonic flight test areas and proximity to

Market Ready The latest market study from Aerion Corporation shows a worldwide market for 600 aircraft in this category over the next 20 years. As a result, the company is expanding its sales and marketing team, led

by Ernie Edwards as Aerion’s Chief Commercial Officer.

In December, Aerion announced the appointment of AXON Aviation in the UK as its exclusive authorized sales representative for the Russian Federation. “AXON Aviation and its partners Kurosh Tehranchian and Niki Rokni have a stellar track record in representing buyers and sellers of the

largest business jets. They have earned the confidence of principals and aircraft operators in the Russian Federation,” said Edwards.

Aerion is also participating at major trade shows like NBAA and EBACE. According to Miller, EBACE ranks with NBAA as a top venue for interacting with the market: “It’s an opportunity for us to convey the substantial progress we’ve made with Airbus over the past year in engineering the AS2,” he said.

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PLAN

Engineering mockup for cockpit and cabin design at Design Q in Redditch, UK (left).

Preliminary cabin renderings from INAIRVATION and Design QDay (bottom right).

PREVIEW EBACE 2016

TURBOPROPS

STILL PROVE MARKET POTENTIAL

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IMPROVED

Unveiled on April 19, the TBM930 is equipped with the Garmin G3000 avionics suite.

lthough plagued by the same malaise that grips the rest of the general aviation manufacturing industry, turboprop airplanes are still being delivered and put to work in a variety of applications. For operators engaged in utility flying, and for the smaller business aircraft market, the turboprop powerplant remains in a solid position. Given the efficiency of propellers and lower acquisition and operating costs, combining turbine power with right-size airframes is a viable solution to many needs.

Turboprop powerplants nicely bridge the gap between turbocharged piston engines and turbofans. Beyond 350-hp, piston power just isn’t available; small turboprops, on the other hand, scale nicely up to 500 to 1,000 shaft horsepower, or even beyond. In addition, Jet-A fuel is more universally obtainable than avgas, which has become a rare commodity in some parts of the globe.

The advantages of operating a small turboprop, rather than a jet, stem from the simpler certification and procedural rules that usually apply; until exceeding the 12,500pound weight limit, type ratings and recurrent training are not required and single-pilot operation is permitted, although insurance standards may dictate otherwise. Runway length calculations are left up to the operator, with no balanced-field requirement. Flexibi-lity and versatility are the turboprop airplane’s operating hallmarks.

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A detailed overview of 2016’s turboprop aircraft, a class that is far from a vanishing breed,

by LeRoy Cook

The turboprop market is divided into utility, single-engine pressurized and twin-engine corporate categories.

Cessna’s Caravan and Quest’s Kodiak make up the utility division, the Daher TBM, Piper M-Class and Pilatus PC-12 are the single-engine competitors and twin turboprops are marketed by Textron Beechcraft and Piaggio.

Daher TBM As manufacturer of the TBM 900 Very Fast Turboprop, Daher introduced its 2016 improvements in February, further enhancing the speedy single-engine aircraft. Capable of speeds up to 330 knots, the TBM 900 seats six and offers a standard cargo door with integral entrance stairs. Quickly convertible to a mix of cargo and passengers, a forward crew door is available as an option.

For 2016, both Electronic Stability and Protection (ESP) and Underspeed Protection (USP) systems have been added to the Garmin autopilot, part of a V15 upgrade to the G1000 flight deck. These electronic monitoring and stability augmentation systems assist the pilot in maintaining the aircraft in a stable flight condition when flight parameters are exceeded.

“With the Model Year 2016 TBM 900, we are offering our customers a concentration of innovation, technology and safety improvements that can be compared to bringing an ‘e-copilot’ into the cockpit to reduce the pilot’s workload,” explained Nicolas Chabbert, the Senior Vice President of Daher’s

Airplane Business Unit. “Those innovations reflect our policy of constant improvement, which offers TBM customers the latest technology available for the optimized use of their aircraft.”

Additionally, improved aural warnings for stall, overspeed, landing gear warning and cabin altitude have been introduced, and an angle-of-attack display has been added to the PFDs. Garmin’s Flight Stream 210 wireless gateway is now standard, synchronizing Garmin Pilot data via Bluetooth® from a mobile device. Daher is also installing L-3 Aviation Products’ lightweight flight data and voice recorder on the TBM 900, a five-pound system that records flight conditions and information.

Pilatus PC-12NG While the 2016 improvements to the Pilatus PC-12NG would warrant a new model designation, Pilatus chose the conservative course and kept the aircraft’s nomenclature static. For 2016, the PC-12 engineers pursued every extra knot by utilizing several dragreduction measures; the underwing flap actuator fairings were redesigned, flap gaps and joints were sealed, the cabin entrance door handle was changed to a flush-fitting design and several antennas were realigned.

Most noticeably, the PC-12NG now sports a five-blade Hartzell composite propeller, which is quieter and boosts takeoff and climb performance.

Takeoff distance over a 50-foot barrier is only 2,600 feet, time to climb to

28,000 feet is reduced by 10%, maximum range is up to 1,840 nmi and top cruise speed is now 285 knots.

Six new standard BMW Designworks exterior paint schemes and executive interiors were introduced, and Build 10 of the Honeywell Primus Apex flight deck has added wireless loading of flight plans to the FMS, temperature compensation for VNAV approaches and capability to show SIDs and STARs in the flight plan.

Regarding the new improvements for 2016, Markus Bucher, Chief Executive Officer of Pilatus, stated: “The PC-12 NG is now, and will continue to be, a core aircraft in our general aviation portfolio. It dutifully serves as a uniquely capable aircraft which comFrom a mission standpoint, the M500 is the perfect aircraft to address the unique transportation needs of Japan, given its geographic orientation and surrounding islands.”

Quest Kodiak Slightly smaller and more economical than the competing Cessna Caravan, the Kodiak has found a niche among utility operators for whom fewer seats and cubic feet are satisfactory. Now owned by the Tsuneishi Group, Quest Aircraft is producing the 10-seat Kodiak for bush operators, private owners and businesses, with plush interiors available as well as rugged, convertible appointments. bines a large passenger cabin with turboprop reliability, single engine efficiency, short and unimproved runway capability and the utility of a standard cargo door. No other aircraft is quite like it, and with a worldwide fleet of over 1,300 aircraft which has collected over five million flight hours it has earned one of the safest operational records in all of Business Aviation.”

Piper M-Class Turboprops Offering the most-affordable singleengine turboprops in the marketplace, Piper is moving forward with certification of the advanced M600 variation of its M500 (formerly the Meridian). With the M600, power output of the PT6A-42A turbine is increased to 600 shp, and the aircraft’s takeoff weight of 6,000 pounds will allow a 2,400-pound useful load.

Maximum cruise will be 260 knots and range can extend to 1,100 nmi. A Garmin G3000 flight deck is standard.

The M600 simply extends the capability of the M500, which remains in the lineup. The M500 offers a maximum takeoff weight of 5,092 pounds with 1,698 pounds of useful load. With the PT6A-42 flatrated to 500 shp, the M500 has a G1000 avionics suite with enhanced vision and can range out to 1,000 nmi. Recent additional certification that has been approved by the Japan Civil Aviation Bureau (JCAB) for the M500 was announced on February 17, 2016.

“M500 validation is excellent news for Piper and our prospective customers in Japan,” said Piper President and CEO Simon Caldecott. “We are excited to serve this new market.

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POPULAR

From the top: Piper M600, Pilatus PC 12NG and Quest Kodiak single-engine turboprops.

PREVIEW EBACE 2016 Beechcraft King Airs The four King Air models from Textron Aviation dominate the twinturboprop market, ranging from the King Air C90GTx to the King Air 250, King Air 350i and King Air 350ER. Sharing similar airframes, the King Air 350i and 350ER target different markets. The 350i is a corporate workhorse, seating eight or nine in its spacious cabin. With a 15,000-pound takeoff weight, the King Air 350i requires a type rating, but it can operate at speeds up to 312 knots with PT6A-60A engines of 1,050-shp, offering a maximum range of 1,806 nmi.

The King Air 350ER, for extendedrange, supports surveillance missions with large aft-nacelle fuel tanks that extend range to 2,678 nmi, with a maximum takeoff weight of 16,500 pounds. In 2014, a Textron Aviation factory crew flew a 350ER from the Quest Aircraft Company delivered 32 Kodiak aircraft in 2015, an increase over the previous year.

Kodiak deliveries have risen steadily since 2012, as worldwide demand for the airplane has grown.

An agreement with Mitsui & Co., LTD to acquire an equity stake in Quest was finalized in Japan on January 13, 2016, enhancing global marketing opportunities for the Kodiak.

“We have experienced solid growth both geographically and in a range of market segments,” said Sam Hill, Quest Aircraft Chief Executive Officer. “North America and Asia were strong markets for us last year, and we continue to increase our production as demand for a versatile aircraft like the Kodiak grows.”

EXPERTISE

Hawker Beechcraft King Air 350 Pro Line 21 full-flight simulator (top).

Cessna Grand Caravan EX (bottom) celebrates its 31st year of production.

Textron Aviation’s Cessna Caravan Now in its 31st year of production, Cessna’s Caravan continues to offer utility and versatility in a rugged, simple airframe. The standard Caravan 208B offers a massive 3,310-lb useful load, with space enhanced by an optional under-belly cargo pod, pulled aloft by a 675-shp PT6A-114A. For even more capability, the Grand Caravan EX lifts 3,512 pounds of useful load, using a 867-shp PT6A-140. In either case, cruise speed is about 185 knots and seating is available for up to 14.

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Featuring a single-stack exhaust system and a G1000 flight deck, the Caravan has earned an excellent reputation as a cargo carrier, floatplane, air taxi provider and business commuter aircraft. With the optional Oasis interior, offered by neighboring Yingling Aviation, a Caravan can provide luxury accommodations for private or corporate owners.

US West Coast to Hawaii and back as a demonstration of the aircraft’s capability.

With three feet less fuselage length than the 350i, the King Air 250 has two fewer cabin windows on each side, seating six to eight and flying at speeds up to 310 knots with its 850shp PT6A-52 engines. The King Air 250 has a standard takeoff weight of 12,500 pounds, or it can be optionally

M600 EXPECTATIONS EXCEEDED. 1,441 nm | 274 ktas | 6 people

14 ktas faster, 241 nm farther.

And still $1.2 Million less than its closest competitor.

Please visit us at EBACE at Booth Number T051.

piper.com | 1.772.299.2403 Š 2016 Piper Aircraft, Inc.

PREVIEW EBACE 2016 has resulted in great market reaction; our owners and operators clearly appreciate that these new features improve the overall flight experience and value of the King Air.” Piaggio Aerospace Avanti EVO For 15 years, the Piaggio Avanti has emulated jet-like performance with turboprop advantages. Its pusher-type engine configuration, combined with a three lifting surface design, allows it to have a 69-inch cabin height and 73-inch cabin width, placing engine and propeller noise aft of the cabin. The Avanti can fly as high as 41,000 feet with a 6,600-foot cabin altitude and cruise at up to 402 knots. An increased-range option allows trips as long as 1,720 nmi.

The Evo package of improvements, announced in 2014, included winglets, five-blade scimitar-shape propellers,

CAPACITY

Piaggio Avanti EVO (top) and King Air 350i twin-engine turboprops have a reputation for being fuel-efficient.

certificated in the commuter category at a maximum takeoff weight of 13,420 pounds, requiring the pilot to have a type rating.

The C90GTx builds on 52 years of production, with its similarity to the original King Air of 1964. Offering four to six-place seating in its cabin, the C90GTx is powered by PT6A-135A 550-shp engines, delivering speeds of up to 270 knots. Today’s King Airs, with the Rockwell Collins Pro Line Fusion glass cockpit, of course, are in an entirely different class of safety and capability, when contrasted with the avionics in the first King Airs.

The Pro Line Fusion cockpit for the King Air combines the familiar Pro Line architecture with the first full touch-screen flight display system.

FAA certification for the Fusionequipped King Air 350i and 350ER

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was achieved in November, 2015, with the King Air 250 preceding it in July, 2015; King Air C90GTx certification is expected by mid-year 2016.

Cabin improvements announced last year for the King Airs included international or domestic Wi-Fi as standard on the King Air 350i and 250 aircraft and optional on the C90GTx. Also made standard on all models were electronically dimmable window shades, changing transparency at the touch of a button.

“Our product roadmap is focused on satisfying our operators’ requirements, and making Pro Line Fusion standard on our production King Airs is in direct response to customer feedback,” said Christi Tannahill, senior vice president, Turboprop Aircraft and Interior Design. “Offering the latest technology in the cockpit and cabin

redesigned exhaust stacks, digital power steering for the nose gear, antiskid braking and interior refinements.

The new Hartzell propellers, turning at 1,800 rpm instead of the previous 2,000 rpm, helped reduce external noise by 5 dB(A), or about 68 percent, and the interior noise was reduced by 1 dB(A), roughly 20 percent.

Piaggio Aerospace is 100-percent owned by the Abu-Dhabi-based Mubadala Development Company, although production and headquarters remain in Savona, Italy.

Far from a vanishing breed, the turboprop airplane class remains strong and capable. Offered in a wide range of designs serving vastly different needs, the turboprop powerplant is ready to continue its service.

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VIP INTERIORS

AWAITING THE NEXT GENERATION OF WIDEBODIES

Latest updates and innovations in the world of cabin completion, refurbishment and VIP interiors compiled by Kirby Harrison is still early, as the airline version has only been in service for just over a year.

Looking forward, Boeing Business Jets has 10 BBJ Max aircraft on order. The first green aircraft will be delivered to a completion center in 2018 and the company says it expects the market for the airplane to continue to grow in the coming years. With regard to production of the BBJ747-8, one aircraft is currently in the pipeline, and a total of four BBJ747s have been delivered and entered in service. There are currently six BBJ787s remaining in Boeing’s pipeline.

COMPLETION

Maintenance and Livery Application at AMAC Aerospace (top).

Airbus ACJ318ER’s VVIP interior completed by Lufthansa Technik (center).

While some worry the economy, regional wars, the price of fuel and other factors are negatively affecting the world of VIP aircraft and, by extension, cabin completion and refurbishment, there seems to be considerable signs of growth.

Based on the General Aviation Manufacturers Association (GAMA) delivery numbers for 2014 and 2015 for Airbus and Boeing, it appears the VIP cabin completion business will remain at current levels pending the next wave of new VIP aircraft.

Together, the two OEMs delivered 15 green VIP airplanes in 2014 and 14 in 2015. Meanwhile, completion centers are looking forward to green deliveries of the ACJ319neo, ACJ320neo and ACJ350 from Airbus and the VIP variants of the BBJ Max and BBJ777X from Boeing Business Jets. However, deliveries of this new wave of VIP airplanes will not start before late 2018.

According to Airbus Corporate Jets (ACJ), the company has won six firm orders for the ACJneo family – two ACJ319neos and four ACJ320neos.

“There is strong interest from customers looking to invest in a new aircraft family with modern features,” says ACJ marketing director David Velupillai, who also noted that Airbus

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has sold more than 110 ACJ320 aircraft over the last 20 years and expects demand for the A320neo family to be even greater.

The first green ACJneo will be a 320neo model, destined for delivery to UK charter operator Acropolis Aviation in the fourth quarter 2018.

Elsewhere in Europe, charter provider K5 Aviation of Germany has announced a commitment for an ACJ319neo. Delivery of the green airplane is planned for the second quarter 2019. While the OEM currently has but one firm order for an ACJ350, Velupillai pointed out that it

Cabin Environment as a Concern As business jet passengers fly further and further to meet the demands of a global economy and expanding international activity, the cabin environment is increasingly becoming a subject of concern.

Lufthansa Technik of Hamburg, Germany is now developing a “new, innovative cabin interior design with the focus on a ‘healthy cabin’ for wide-body aircraft of the latest generation,” says Walter Heerdt, senior vice president of VIP & Executive Jet Solutions. The company plans to present the design at EBACE 2016.

Heerdt also notes that he sees some demographic changes in the market based on lifestyles. “We see an increasing share of younger customer groups,” he explains. “In parallel, the awareness of lifestyle is rising [with] some of the major topics being inflight health and wellness, as well as time savings.”

Exterior Livery too often an Afterthought The cabin may be well appointed, filled with one-off custom design elements and packed with the latest technology, but for many owners, that’s where it ends. By contrast, the aircraft exterior is vanilla white, perhaps with pastel striping. In short, boring, boring, boring.

So it is that few things thrill the design shop more than an owner who simply wants to be shown something dramatic, something with color, something that screams speed, or class, or elegance – or all of the above.

“We leave nothing to chance when it comes to ensuring our customers get a flawless, high-gloss paint finish,” says Paint Shop Manager Britt Julius.

Meanwhile, Comlux America, based in Indianapolis, Indiana, and a subsidiary of Comlux Aviation Group, has introduced its “Flo-Know” technology featuring flow-balancing devices that ensure proper cabin airflow and comfort.

More Expansions Expanding into the Middle East is pretty much commonplace today.

Following this trend, in February Switzerland’s AMAC Aerospace announced it is providing support in the launch of a new operator in the Middle East. To that end, new registrations and livery applications, along with maintenance, have been completed by AMAC on a GIV and G550, an ACJ320 and two ACJ340s.

But sometimes expansion means being far removed from a center’s main facilities. Such is the case with the Comlux, which, along with Texel Air, recently launched new VIP service centers in the Middle East.

Comlux expanded its hangar capacity at the end of last year to allow for wide-body VVIP completions. Texel Air, on the other hand, is providing hangar, maintenance and certification services through its 3,200-squaremeter facility at Bahrain International Airport. The Bahrain facility will be operational by the end of the second quarter this year and will serve curJet Aviation St. Louis has brought something new to exterior paint with the recent installation of a sophisticated system for controlling climate, air quality and final finish in the paint shop. It includes a computerized and automated climate-control system, painter decontamination chambers, and paint delivery and quality control devices that provide the best quality control in the art of aircraft painting. In addition, Jet Aviation St. Louis has acquired advanced devices that analyze paint color tint, analyze pearl and metallic paints, measure the smoothness of the paint finish and assess the level of paint gloss.

PROMINENT

Lufthansa Technik Walter Heerdt (top).

Jet Aviation St. Louis Paint Shop (center).

Completion by AMAC Aerospace (bottom).

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VIP INTERIORS an Asian customer and the other to a buyer in the CIS. Three new projects signed for in 2015 include two BBJs and an ACJ330. The order intake in 2015 translates to a better year in 2016 in terms of deliveries, and the company plans to ramp up personnel by increasing its workforce by around 30 percent.

In April last year, Jet Aviation Basel signed a new BBJ3 interiors agreement with an undisclosed client in the Middle East. Engineering, interior component production, cabin installation, flight tests and certification of rent and new customers from the Middle East and Africa.

Jet Aviation Basel is also expanding, adding a production operation within its completions center where aircraft interior components and integrated systems are produced for corporate and VIP aircraft interiors. It includes establishing an additional 3,700square-meter facility dedicated to finishing and integration activities, as well as increasing manufacturing capacity within the cabinetry shop.

Investments in equipment include CNC machines to support cabinet building and the spray and paint shop. According to Senior Director of Production Neil Snowdon, “this expansion is an exciting project that underscores our long-term commitment to meeting our customers’ requirements with in-house expertise.”

ST Aerospace celebrated the official launch of its Singapore-based aircraft interiors center in February this year, focusing on a complete suite of luxury designs for customers across the Asia/Pacific and the Middle East. At the opening ceremony for the 2,690square-meter facility, ST Aerospace President Lim Serh Ghee announced five contracts for maintenance and refurbishment jobs – three BBJs, a VIP Boeing 757 and an ACJ319.

OUTSTANDING

The Airbus ACJ320 (top) was the first aircraft outfitted by Comlux America.

Below is an Airbus ACJ VIP interior completed

by Jet Aviation Basel.

Keeping Up with Demand Aeria Luxury Interiors celebrated its first green BBJ completion and customer delivery last December. The San Antonio, Texas-based ST Aerospace affiliate had taken the aircraft in late 2014. “Redelivery on our first green BBJ is a pivotal moment for Aeria Luxury Interiors,” says Ron Soret, Aeria’s vice president and gen-

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eral manager of completions. “In just a few short years, Aeria has become a prominent competitor in the VIP market.”

AMAC began work in January on a VIP ACJ320 – a 12-year, heavy base maintenance contract that includes full cabin removal and refurbishment, as well as an auxiliary fuel tank removal. More so, a contract was announced last November for a headof-state ACJ340-300. AMAC also expected to take in a privately-owned BBJ3 in the first quarter of this year for a C-check, heavy base maintenance and complete cabin refurbishment. A privately owned, N-registered BBJ1 is already in for heavy maintenance and major cabin refurbishment that includes an electronics upgrade.

At Comlux America, the center is at work on four aircraft, including an ACJ330 for which customer delivery is expected in mid-2017. “In summary, our capacity is quite full at the present time,” says Arnaud Martin, executive vice president of Operations for Comlux Aviation Group. The center delivered two ACJ320s in 2015, one to

the aircraft interior will take place at Jet Aviation’s completion facilities in Basel, Switzerland. The aircraft is intended for both private and commercial operation, seating up to 45 passengers. Jet Aviation expects the green airplane to arrive at its hangars in the first quarter 2016.

Last year, Lufthansa Technik celebrated customer deliveries of three cabin completion jobs, and more recently signed contracts for three completion/major modification projects. In that same time frame, the company also worked on about 60 aircraft layovers for refurbishment, modifications and maintenance. “In parallel, we have been intensively working on new projects and innovations for current and future aircraft generations like the ACJ350 and ACJ320neo from Airbus, and the BBJ787, BBJ 737 Max and 777X from Boeing,” says Heerdt.

In January, Lufthansa Technik delivered its second BBJ747-8. In addition to numerous new features and innovations, new materials were used for the first time. “We have handed over an

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VIP INTERIORS ment tool drastically reduces turnaround times, ❍ Virtual reality design interface software used to provide an immersive experience for customers, designers and even installation crews at every stage of the modification process.

At the Dubai Air Show last November, the company announced a new “unique conceptual floor plant” in collaboration with automotive giant Mercedes-Benz. Lufthansa Technik is planning to unveil a 3D presentation of the final design at EBACE 2016. “The result is a unique, organic and functional design for a modern VIP jet [combining] Mercedes-Benz modern luxury with Lufthansa Technik’s highest quality design approach,” says Heerdt. Among the highlights of the interior will be a dynamic spiral layout, a galley suitable for cooking, free-standing shower and a king-size bed highlighted by the concave shape and upholstered head wall. individually designed, state-of-the-art aircraft fitted with high-quality materials to meet the most discerning demands in terms of exclusivity and comfort,” adds Heerdt.

EXCLUSIVE

Cabin by Aeria Luxury Interiors (top).

New “Executive Shuttle” VIP interior designed by Lufthansa Technik (center).

A New Interior from Outside the Box On occasion, highly stylized custom interiors are appearing from completion centers in collaboration with independent design houses.

Among them is a Lufthansa Technik agreement with New York Citybased design house Edése Doret Industrial Design to complete two BBJs for Middle East’s private charter operator Royal Jet. Edése Doret Design is known for VIP interiors that are both elegant and innovative.

“We are very proud that we have been selected by Royal Jet, and also given the chance to materialize the spectacular design of Edése Doret,” Heerdt says. Customer deliveries are expected in the third and fourth quarters of 2016.

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GDC Invests in New Technology In Business Aviation, technology is key, and maybe even more so in VIP completions as the industry races to keep up with the latest innovations and incorporate them into the cabin.

In addition to strategic investments and expanding capabilities, GDC Technics in San Antonio, Texas points to a range of technology breakthroughs as key to success, including: ❍ New fabrication techniques and advanced materials resulting in cabins that are 20 percent lighter than industry norms, ❍ Connectivity technology for communication and entertainment that is integrated into carbon-fiber and conventional aircraft platforms, ❍ Use of 3D printing for lightweight, precision-crafted interior and IFE components for rapid prototypes and superior finished goods, ❍ Combining the latest 3D engineering software applications with GDC’s Synchronicity SM operations manage-

Additional Growth a Couple of Years Away According to 2015 GAMA figures, the general aviation market is characterized by plummeting energy sector revenue, economic uncertainty and current fluctuations in key markets such as Brazil, China, Europe and Russia. More so, GAMA President and CEO Pete Bunce takes special note of the relative strength of the North American market and has vocally urged passage of the FAA re-authorization bill. He also points to the fact that “with both the US and Europe looking to revise the rules governing their leading safety authorities, we are at a unique moment that brings with it opportunities and challenges in areas such as leveraging resources, certification efficiency and better regulation.”

Completion centers should not expect a big jump in demand in the next couple of years, particularly in terms of green aircraft completion work. “We expect that the OEMs will deliver fewer VIP aircraft [in 2016] than in 2015,” says Lufthansa Technik’s Heerdt. “Many customers are waiting for the new Airbus ACJ320neo and the Boeing BBJ Max models, therefore we think that the delivery rates will not rise again before 2018.”

While Comlux saw the VIP market as “slightly better” at the end of 2015, the very low number of new sales for both ACJ and BBJ will make the market difficult for new completion work in the next 24 months. “The industry is awaiting the arrival of new models, including the ACJneo and BBJ max, due at the end of 2018 and early 2019,” says one spokesman, who also noted refurbishment will be the core market for VIP aircraft in the years to come.

So, in summary, expect the market to stay stable at low levels in 2016 and 2017, with the battle being in major refurbishment activity and cabin upgrades for new technology.

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PREVIEW EBACE 2016 What will be the fate of the aircraft modification sector in the foreseeable future? How are the big hitters doing?

By Marc Grangier

I

n its latest survey of the global Business Aviation market, Frost & Sullivan indicates that aircraft modifications tend to be reduced in scope, but modification facilities in

MODIFICATIONS AN ONGOING BUSINESS

North America and Europe are booked through the foreseeable future. The same survey wonders if the production of new aircraft will eliminate the need for modifications.

After having asked the question to a number of companies in this business, BART can state, with confidence, that their workload is not decreasing, and we doubt that the need for modifications will ever be eliminated.

Though Beechcraft, for example, was proud of the performance of its King Air series, Jim Raisbeck found a way to modify their airfoils and propellers to improve its performance even further. And due to newly available technologies, Nextant remanufactured an existing aircraft like the Hawker Beech 400A to match, and even outclass, comparable new aircraft – at half the price.

For Jim Allmon, president and CEO, Blackhawk Modifications, operators in competitive markets constantly face the challenge of gaining an edge over other operators in airplane performance, as well as operating and maintenance costs. Furthermore, in just a few years, in-flight connectivity has dramatically expanded, meaning the cabin management and connectivity systems of the business aircraft delivered ten or even five years ago will have to be modified to keep up with current expectations.

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REVAMP

Nextant Aerospace is bringing new life to the Hawker 400.

PREVIEW EBACE 2016

SOFTWARE

Blackhawk Modifications offers two outstanding upgrade systems for the Cessna 208B Grand Caravan.

On the other hand, most business aircraft delivered prior to 2011 have not been equipped to facilitate their integration into the emerging aerospace infrastructure. Hence, the necessity today to modify them and install state-of-the-art systems such as Ka-band satellite communication technology, Future Aircraft Navigation Systems (FANS) and their compliant annexes.

Taking all of this into account, along with the importance of the existing fleet of aircraft to be upgraded or modified, BART believes that modifi-

continuously reshape the external form. Importantly, the multifunctional, seamless surface is uniquely capable of delivering desired camber change and span-wise twist at high rates for drag reduction, load alleviation and noise reduction.

At the beginning of this year, West Star Aviation indicated it had reconfigured a Dassault Falcon 2000 to a unique 13-passenger configuration.

The Falcon 2000 is normally configured for eight or ten passengers. The reconfiguration required fabricating a new, reduced size RH galley and LH

cations will remain an ongoing business for a number of years.

Here we take look at the sector’s big hitters.

Aux galley/entertainment center, shifting the forward cabin bulkhead/door forward and extending all the side ledges and window panels.

The aft cabin bulkhead was also modified to offset the new door location resulting from the new conference group. Additionally, structural modifications were required below and above the cabin floor to accommodate the new loading. Engineering support was provided by West Star’s in-house engineering group and on-staff DER. “This is the first time we have completed a Falcon 2000 in this increased capacity configuration,” says Interior Manager James McCann. “The OEM may have delivered one in the 13-passenger capacity, but it is a unique configuration.”

Last March, Jet Aviation St. Louis announced it had completed more than 20 Venue system upgrades in Globals and Challengers. “We developed this installation with Rockwell Collins and installed the first of these new cabin management systems in a Global XRS to replace the Cabin Electronics System (CES) in 2014,”

Marquee Modifications At the end of last year, Aviation Partners and FlexSys, respectively specialized in advanced winglet technology and in shape-adaptive structures, created Aviation Partners FlexSys (APF), to commercialize the patented “wing morphing” technology which FlexSys Inc. has been working on since its formation in 2000.

FlexSys’ FlexFoil variable geometry control surface mechanisms were recently test flown on a Gulfstream business jet. “With over 6,300 shipsets of Blended Winglets in-service, Aviation Partners has a long history of success when it comes to certification and marketing of performance improvements for business and commercial aviation,” said Joe Clark, API founder and CEO. FlexFoil variable geometry surface mechanisms leverage the natural flexibility of aerospace-grade materials to

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said Blake Hogge, senior manager, Avionics Sales at Jet Aviation St. Louis. “Since then, we’ve installed 22 Venue upgrades in Globals and Challengers and have three more under contract. St. Louis has recently signed a CES Global 5000 for a Venue upgrade, adding it to the Global XRS and Express and the Challenger 601, 604 and 605 as airframes with Venue installations at St. Louis.”

After the recent certification by the FAA of its 867 hp XP140 new-engine upgrade for Cessna 208A and 208B Caravans, Blackhawk Modifications is busy filing more than a dozen orders and reservations. For Jim Allmon, Blackhawk Modifications president and CEO, the system allows operators to retain many accessories from their original -114/-114A engines while, at the same time, boosting performance. The 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. To demonstrate its dedication to the aftermarket upgrade community, Pratt & Whitney disclosed last March that it was granting, for a limited time, a rebate up to US$65,000 to operators who purchase a Blackhawk XP New Engine Upgrade for the Beechcraft King Air 200 or 90 series, Cessna Caravan, Cessna Conquest I, or Piper Cheyenne.

After the Dec. 31 st 2015 Stage 3 noise compliance deadline imposing operational restrictions to Gulfstream II, IISP and III, a number of that are still on the market will have to be modified. Hubbard Aviation Technologies, which manufactures its QS3 Hushkit system for these aircraft, allowing them to meet Stage 3 requirements and taking off at max gross weight without adjustment to standard flap setting and no required reduction of EPR, is optimistic to get new orders from US and foreign operators. As a plus, Hubbard is also offering a new cascade-style thrust reverser that is an integral part of all its QS3 Hushkit systems.

Lufthansa Technik AG has developed a High Definition (HD) video system upgrade for the Bombardier Challenger 300. The update is designed specifically to integrate with the current nice system and existing

Ethernet backbone. The HD upgrade requires limited wiring and hardware changes and provides support of the latest consumer interfaces and HD digital video streaming on the nice® network. The enhanced HD package will increase the current video source selection from one standard definition DVD to three High Definition sources (Blu-ray, USB and HDMI) with an Audio and Video on Demand (AVoD) fourth source. The upgrade can be installed at any one of Bombardier’s wholly owned seven Service Center facilities in Singapore, Amsterdam, Dallas, Fort Lauderdale, Hartford, Tucson and Wichita.

Further to our announcement of the FAA certification of the Raisbeck swept blade propellers for King Air 350s (see BART International No 161), Keith Anderson, engineering vice president and chief engineer for Raisbeck, gave us additional information: “Since launching the Swept Blade program, Raisbeck’s engineers have flight-tested 12 different propeller designs on King Airs. Initial production rate has been set at four to five shipsets per month, adjustable upward until supply meets current demand,” he says. “We expect a steady initial flow of orders coming just from the annual 40-plus in-service fleet of OEM props facing their third overhaul - a perfect time to upgrade. Others will order to satisfy their particular needs for a quieter cabin, increased takeoff and climb performance, and ramp appeal.”

Anderson added that Raisbeck’s engineers were now developing a companion EPIC Performance Package for the King Air 350, which includes a target increase in Maximum Power Cruise Speed of over 10 knots. It will be an option for 350 prop purchasers, and only offered with the Swept Blade Propellers.

Pentastar Aviation has received FAA Supplemental Type Certificates for installation of the Satcom Direct Router (SDRTM) for Gulfstream GIVX (G350/G450) and the Gulfstream GV-SP (G500/G550) aircraft. The SDR is a smart router capable of managing all aircraft voice and data solutions. It allows simultaneous use of multiple satellite connections without additional wireless access points. The

SDR automatically selects the best connection available and keeps it continuously updated. It compresses and caches data to give users maximum bandwidth for information transmission. When it senses an aircraft is on the ground, it switches from a satellite network to 3G service.

Last winter, Honeywell finalized its acquisition of Satcom1. This acquisition will offer operators an all-in-one connectivity solution spanning routing software, airtime, hardware equipment, avionics, flight support services and applications. In this respect,

Honeywell will become an important partner for modification companies.

Satcom1 will be integrated with Honeywell’s Aerospace business group based in Phoenix, Arizona.

Large Business Jets According to Ang Chye Kiat, executive vice president, Aircraft Maintenance and Modification of ST Aerospace, there is a rising trend of aircraft operators requesting VIP aircraft cabin interior modification.

Since the beginning of the year, his company has secured five major modification and refurbishments contracts – for three Boeing BBJs, one Airbus Corporate Jet (ACJ) and a Boeing 757, from VIP customers in Asia Pacific and the US. Aircraft arrivals were scheduled through the first three quarters of 2016. The contracts include C-level checks, landing gear and auxiliary power unit change, minor interior refurbishments, upgrading of the cabin management system and in-flight entertainment system, updating the FANS 1/A with ADS-B Out, improving the KA Band

(faster connectivity and wider bandwidth), upgrading of the transponders for the traffic collision avoidance system (TCAS II version 7.1), and installation of a newly designed tailmounted Ku/Ka-Band radome.

Associated Air Center (AAC) recently completed and redelivered the company’s first Boeing 747-8 wide body aircraft for a Middle-Eastern head of state customer. Numerous modifications were carried out on the aircraft.

The 4,786 sq-ft upper and main deck cabins were supplemented with the integration of a 393 sq-ft module installed above the aft passenger cabin, accommodating eight private sleeping compartments and a changing area.

Additional potable and gray water tanks were installed to support the integration of nine lavatories, three of which are equipped with showers. Last February, AAC redelivered the industry’s first 787 VVIP Head of State aircraft. The company is currently bidding on numerous, additional wide and narrow body completion programs for induction during 2016.

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UPGRADING

Jet Aviation St. Louis has completed 22 Global and Challenger cabinmanagement upgrades with the Rockwell Collins Venue.

ENGINES

BUSINESS AIRCRAFT ENGINES ARE GOOD AND GETTING BETTER

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INSPIRE

GEnx part of GE’s ‘ecomagination’, a business strategy to develop new, cost-effective technologies.

n an ecology conscious world, perhaps few Business Aviation segments are more eco-conscious than those in jet engine manufacturing.

One example is the new GEnx from GE Aviation. The big engine was designed specifically for Boeing’s 787 Dreamliner. It is also the powerplant for the four-engine 747-8. Both aircraft come in executive BBJ variants.

According to GE, the engine offers up to 15 percent better fuel efficiency and 15 percent less CO 2 emissions than GE’s earlier CF6 engine. Among the more innovative features are a twin-annular, pre-swirl combustor designed to reduce NOx gases and larger, more efficient fan blades to create what GE claims is “the quietest commercial aircraft engine GE has ever produced.”

A major advance in technology is the use of ceramic matrix composites, an ultra-lightweight, heat-resistant material with one-third the density of metal alloys. Translation: a reduction in overall weight and greater fuel efficiency.

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Technological advances that augment performance, improve fuel economy and reduce carbon emissions in jet engines

by Kirby Harrison The latest from GE Aviation is a turboprop entry selected by Textron Aviation to power its single-engine turboprop (SETP). The 1,200 shaft horsepower engine is the first entry in GE’s new family of turboprop powerplants aimed at business and general aviation aircraft in the 850 to 1,600 shp range.

According to GE, the engine will offer 20 percent lower fuel burn and 10 percent higher cruise power compared to competitors in the same class. And the 4,000 to 6,000 time between overhauls is 30 percent longer than with current engines.

Dassault Aviation had selected the Silvercrest from Snecma as its choice

for the French OEM’s new Falcon 5X. But in its 2015 financial report, Dassault cited “postponement of the engine certification from 2015 to 2018” for its own decision to temporarily freeze production of the 5X. With a revised schedule, the first Falcon 5X is now expected to fly in 2017, with first deliveries in the first half of 2020.

Snecma said in a statement that while more than 500 flight tests and 3,500 ground tests confirm “good operational performance,” the tests have “showed the need to carry out additional developments in order to extend the engine’s operational life and optimize its performance.”

The Silvercrest is expected to provide 30 percent better range, thanks to fuel consumption anticipated to be 15 percent better than current engines. Also expected are 15 percent lower CO 2 emissions, a 50 percent decrease in NOx and a “significant” reduction in noise.

Textron Aviation’s Cessna Aircraft division had selected the Silvercrest for its new Citation Longitude supermidsize business jet. But with aircraft

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ENGINES

ADVERSITY

Technical problems with the Silvercrest engine delayed the Falcon 5X Program (top).

The LEAP-1A (bottom) is one of the engine options for the A320neo.

entry into service scheduled in 2017 and the Silvercrest not available before 2018, the Wichita, Kansasbased OEM has switched to the HTF7700L from Honeywell.

Expanding its corporate jet series with the ACJ319neo and ACJ320neo, Airbus Corporate Jets is offering the airplane with two of the industry’s latest engine variants, hence the neo acronym, for new engine option. The engines are CFM International’s LEAP-1A and Pratt & Whitney’s PurePower PW100G-JM.

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The LEAP-1A was certified by both the FAA and EASA in November last year. Both engines offer lower levels of engine noise and reduced emissions, as well as lower fuel burn.

The new 400XT from Nextant Aerospace is powered by Williams International’s FJ44-3AP, which the manufacturer promotes as being “significantly lighter and more fuel efficient that its predecessors by up to 32 percent.”

The FJ44-3AP is given much of the credit for the 400XT’s range of slightly over 2,000 nautical miles.

Full authority digital engine control (FADEC) eliminates the need for a thrust reverser, further reducing weight. Finally, Nextant lists the total variable operating cost per hour of the light twin-jet at $1,182.81, and cost per nautical mile at $1.97.

Williams International is also finding a market outside the United States.

Swiss OEM Pilatus is considering the FJ44-4A, and is particularly interested in some of the new thrust-vectoring and quiet power mode technologies.

In Eastern Europe, Polish airplane manufacturer Flaris has introduced its five-seat, LAR 1 and has picked the Williams FJ33-5A as the engine of choice. With the FJ33-5A, the very light, single-engine airplane is expected to have a cruise speed of 380 knots and range between 1,350 and 1,700 nautical miles.

At Rolls-Royce, the company is moving toward further restructuring following a review indicating that its business will face greater financial pressure in 2016 than anticipated. In fact, the review suggests that the impact on the 2016 profit outlook will double from the earlier figure of $300 million.

At the same time, Rolls-Royce has taken a hit from falling production rates of Bombardier’s Global 5000 and 6000 ultra-long-range, large-cabin business jets, which are powered by the BR710A2-20.

Nevertheless, at the Paris Air Show last summer, the company announced plans to revive the line of engines that have been part of the profitable business jet market.

The decision came after Dassault Aviation picked Snecma to provide the engines for its Falcon 5X. More recently, Rolls-Royce lost to Pratt & Whitney Canada when Gulfstream picked the Canadian manufacturer it to supply engines for the new G500 and G600.

At last year’s Paris Air Show, Turbomeca, announced 100 million hours flown by its family of engines. Also part of the Safran Group, Turbomeca notes that somewhere in the world, a Turbomeca-powered helicopter takes off every nine seconds. The company has produced more than 72,000 engines since the first appeared in 1949 and today, 18,200 Turbomeca engines are in service around the world.

At Heli-Expo 2016 earlier this year, Turbomeca announced plans for an engine retrofit program that would allow Arriel 2S1-powered S-76C+ operators to upgrade to the Arriel 2S2 S-76C++ model.

The entire upgrade will be alongside an airframe retrofit program

provided by Sikorsky Aircraft.

Improved mission capabilities include greater take-off and cruise power, reduced pilot workload and higher payload.

China has seen a 34 percent increase in the number of civil helicopters in just the past year, according to a report by Asian Sky Group. At the same time, despite an uncertain economy in that country, Airbus Helicopters predicts China will become the world’s largest helicopter market over the next 30 years, with an expected 10,000 to 15,000 helicopter deliveries.

In part to meet those demands, Honeywell Aerospace is introducing a new engine to the China market aimed at the transformation of helicopter performance.

The HTS900 is designed for power and efficiency. It has a 22 percent power increase in high/hot conditions over other engines. "With its powerful and reduced fuel consumption feature, the HTS900 can increase both operational savings and the earning potential of the helicopter," claims Honeywell.

Throughout the jet engine industry, there is an expanding technology that translates to engines that are more powerful, more efficient and more eco-friendly. And as more new technology is introduced and goes into service, good is getting better.

✈

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HIGHLIGHTED

From the top: Williams FJ443AP engine, Turbomeca Arriel 2C engine and RollsRoyce BR-71, the powerplant of choice for the Global 5000.

AVIONICS

AVIONICS GIANTS ROLL UP SLEEVES FOR BIG DISPLAY

T

NETWORK

The UniLink UL-800/801 (top) enables controller-pilot datalink communications.

The G5000 (bottom) features one of the most intuitive pilot-vehicle interfaces available.

he European Business Aviation Convention and Exhibition (EBACE) event at Geneva’s Palexpo, which is being held on May 24-26, is usually a great showcase for avionic products and upgrades for the business aircraft community. The world’s leading companies are all exhibiting this year. But what will they be demonstrating or displaying? Let’s take a closer look.

Garmin (booth S045) says it is continuing to progress towards certification of the 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, offers additional weight savings, and solves parts obsolescence while exceeding NextGen requirements.

Garmin also has an early adopter incentive program. Beechjet 400A and Hawker 400XP owners and operators placing an order for the G5000 Integrated Flight Deck upgrade by June 30, 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. For a limited time, the G5000 Premier Package for the Beechjet 400A/Hawker 400XP is available for $9,999, offering a saving of more than $19,995.

The G5000 integrated flight deck modernization programme for the Beechjet 400A/Hawker 400XP features

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at this year’s EBACE

terminal approach procedures or optional Garmin ChartView powered

by Jeppesen, as well as geo-referenced Garmin SafeTaxi® airport diagrams.

Pilots can simultaneously display maps, charts, checklists, TAWS and TCAS information, flight plans, weather and more. Additionally, the G5000 flight deck for the Beechjet 400A/Hawker 400XP is estimated to provide a weight savings of 150 pounds compared with the current system, allowing operators the option to carry an additional passenger with the same fuel load.

Garmin will also be featuring the G1000 Integrated Flight Deck retrofit for the King Air series. Meanwhile, it recently announced and introduced into the field 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

three high-resolution 12-inch flight displays, which are situated alongside dual touchscreen display controllers that serve as the primary crew interface for the system. Its shallow menu structures contribute to the simplicity of operation and ease of control of the flight deck. Landscape flight displays offer multi-pane capability, allowing multiple pages and a variety of information to be displayed at the same time.

Charts can also be viewed across all three displays, including FliteCharts

patterns and the display of NEXRAD imagery on the GTN from a variety of weather sources.

Honeywell Aerospace says it is demonstrating the power and breadth of its seamless, all-in-one connectivity offerings – from in-flight Wi-Fi and cabin management systems for passengers to flight support services and applications for pilots, operators and business jet owners. Visitors to Honeywell’s booth (U123) will be able to learn more about Honeywell’s

Steve Nichols puts a spotlight on what world’s leading avionics companies are exhibiting

range of connectivity solutions. Its JetWave hardware, in conjunction with Inmarsat’s Jet ConneX service, will deliver consistent and global connectivity services to the cabin and cockpit.

In addition, with the acquisition of aeronautical satellite communications experts Satcom1 in 2015, Honeywell is equipping its customers to be even more productive and consistently connected while in-flight. Honeywell will also be highlighting the latest software upgrades for its Primus Epic integrated cockpit system, which help to streamline operations for pilots.

New capabilities include IntuVue 3-D Weather Radar Hazard 2.0 with hail and lightning detection, Traffic Collision Avoidance System coupled autopilot, and DynaCharts, which provide integrated arrival and departure terminal charts through a single Interactive Navigation display.

Also noteworthy, with the aid of Honeywell’s virtual reality pods, guests will have the chance to immerse themselves in the latest Honeywell technologies including its Ovation Select cabin management and entertainment system. By trying on an Oculus Rift headset, visitors get a 360-degree view of the cabin, and the opportunity to experience what it’s like to control the cabin environment, stream high-definition video and audio, connect to in-flight Wi-Fi, and integrate their smartphones or tablets on board the aircraft.

Rockwell Collins (booth U073) says it will be showcasing its latest innovations for the business aircraft cabin.

Highlighting its display will be the Venue™ HD cabin management and entertainment system, as well as its new Stage content service solution and smart cabin eRouter offering.

In late 2016, Rockwell Collins introduced Stage — a new, airworthy subscription-based media streaming solution for corporate and private aircraft.

The new solution provides up to 70 passengers with a broad selection of entertainment and information to their tablets and smartphones, and Stage makes life much easier for flight departments. Content is selected by flight departments from an intuitive, frequently-updated cloud-based media catalogue. The selected content can then be loaded onto the aircraft server in a variety of ways, including both physical and wireless.

Rockwell Collins’ Venue continues to gain significant traction in the Business Aviation market. It says no other company comes close to its number of HD cabin management system installations.

The company puts this down to Venue’s streamlined hardware and the peace of mind associated with knowing it will accommodate future consumer-driven technologies. At the last EBACE, Dassault announced that it will equip its new Falcon Jet 5X and 8X with a Venuebased cabin management and entertainment solution continuing its long relationship with the aircraft maker as their single cabin system provider.

As a companion to Rockwell Collins system offerings, the company’s ARINCDirect flight support services portfolio includes comprehensive cabin connectivity solutions, including lnmarsat’s new Jet ConneX Ka-band service. Rockwell Collins will also be showcasing its aftermarket flight deck solutions, including Pro Line Fusion and Pro Line 21. Much of the attention will be focused on its Cessna CJ3 and King Air Pro Line Fusion upgrade programme.

Also, for Pro Line 4-equipped Falcon Jets and Challenger 604s, Rockwell Collins will be talking about its Pro Line 21 upgrade programme. In both cases, ADS-B and FANS 1/A mandates will be underscored for each programme, meaning these upgrades get you ready for what’s coming. It also plans to have its HGS-3500 and EVS3000 on display as a situational awareness tool for safer and more efficient flight operations.

Universal Avionics (booth T063) says that it is using EBACE as an opportunity to talk to operators about updating their aircraft to support ADSB Out and Link 2000+. They are urging operators to perform the updates sooner rather than later to take advantage of incentives, and a better chance of getting into a qualified dealer. It is also promoting the Universal Avionics SatelliteBased Augmentation System-Flight Management System (SBAS-FMS). It says operators need to look at the entire NextGen and SESAR roadmap, adding that many initiatives will require an SBAS-FMS along with a ControllerPilot Data Link Communications (CPDLC) Communications Management Unit (CMU).

The avionics manufacturer says the first building block for operators to

consider is the SBAS-FMS, which is an integrated solution saying there’s no additional value with the standalone solutions to support other NextGen and SESAR initiatives. Universal Avionics’ SBAS-FMS is compatible with SBAS around the world, including the European Geostationary Navigation Overlay Service (EGNOS).

It also meets the stringent internal monitoring requirements to provide guidance to any of the Minimum Descent Altitude (MDA) levels for Area Navigation (RNAV) (GPS) approach guidance, including Localizer Performance with Vertical (LPV), Lateral Navigation/Vertical Navigation (LNAV/VNAV), LNAV-Only and Approach Procedures with Vertical (APV).

Universal says EGNOS LPV approaches are the next big ticket item for implementation in Europe. The goal is to have European-wide LPV coverage by 2018. Curved paths on missed approaches are being incorporated to LPV, reducing minima at some locations. EGNOS allows aircraft to make precision approaches, rendering air navigation safer. It also helps reducing flight delays, diversions or cancellations, and allowing airports to increase capacity, cut operating costs and reduce emissions.

P-RNAV is also still a big push for European operators. There are airports you cannot fly to in Europe (e.g.

London Heathrow) without P-RNAV, which is a big reason to upgrade to Universal Avionics SBAS-FMS. Universal says its UniLink® UL800/801 Communications Management Unit (CMU) is the second building block for operators. Combined with Universal’s SBAS-FMS, the UniLink UL-800/801 provides an opportunity to take full advantage of the benefits that

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FREEDOM

Honeywell’s Ovation Select system gives passengers the ability to control in-flight entertainment, connectivity and cabin environmental conditions.

AVIONICS

PRACTICAL

Satcom Direct router consolidates all electronic devices into a single cabin login.

advanced data link capabilities offer, including flight operations efficiency and reduced pilot workload.

An upcoming software release, SCN 31.0, is designed to provide UniLink UL-800/801 operators with the necessary Controller-Pilot Data Link Communications (CPDLC) message sets to meet European Link 2000+ Programme mandate requirements.

UL-800/801 operators can acquire this additional capability with a software upgrade.

Inflight connectivity is also going to be a hot topic at this year’s EBACE. It is now getting easier to get an “office in the air” experience, thanks to the launch of new satellites and new systems. The latest high speed systems allow streaming video, high-speed broadband internet access, email, VPN access, video calling and conferencing, voice and SMS text messaging, and much more in the cabin.

Inmarsat (booth A023) is set to launch its Global Xpress (GX) Ka-band service to the Business Aviation community. The bizjet offering is called Jet ConneX (JX) and will theoretically offer up to 30-50Mbps to VVIP aircraft and up to 30 Mbps to bizjets. In practice, operators can buy a package that limits the maximum throughput. Six Jet ConneX packages are thought to be available. They outline Maximum Information Rate (MIR) speeds from 315Mbps, with monthly data packages running from 25-95Gb. It is believed there will be a maximum monthly “carry over” allowance of half the specified Gb limit. The idea is that business operators will pick the package that best suits their needs. Fixed monthly fees will simply budgeting too.

Narrow and wide-body aircraft can be fitted with Honeywell’s MCS-8200 fuselage-mounted antenna while smaller aircraft, such as bizjets, will use the MCS-8000 tail-mounted parabolic dish antenna. Tipping the scales at just 9lbs, the lightweight antenna can easily be balanced on one hand. But Inmarsat is not the only connectivity provider at EBACE. Astronics AeroSat and Panasonic Avionics are co-exhibiting at booth F035. The EBACE 2016 presence will be targeted toward promoting the recently announced strategic partnership between Astronics AeroSat and Panasonic Avionics to bring highspeed connectivity to Business Aviation. This is being accomplished through the pairing of AeroSat’s high-

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performance tail-mounted FliteStream™ Satcom solution with Panasonic’s award-winning data and live TV connectivity services.

AeroSat and Panasonic will be comparing and contrasting their FliteStream™ solution with other existing choices for Business Aviation connectivity. The companies say EBACE attendees can meet with AeroSat and Panasonic personnel to explore the benefits of the FliteStream™ solution and find out more information about how they can get it installed for their aircraft. In the booth, they will be demonstrating a tail-mounted FliteStream™ antenna.

ViaSat (booth W089) will also be talking about its Ku- and Ka-band services.

ViaSat’s Ku-band Yonder and Ka-band Exede in the Air high-speed connectivity services promise cable-like performance, plus seamless connections around the globe. Yonder offers up to 1.5 Mbps to the aircraft and up to 128 kbps off with STCs for a host of aircraft including Gulfstream, Boeing (BBJ), Cessna and Bombardier. ViaSat Yonder currently has extensive coverage throughout the world and there are plans to extend this further over the next few years, especially over parts of North Africa, Eastern Europe, the Far East and Northern Scandinavia.

ViaSat Exede in the Air takes speeds even higher thanks to its Ka-band performance. Exede boosts cabin-available speeds up to around 12-15Mbps. The US is covered by ViaSat-1 and Europe is covered by an agreement with Eutelsat for coverage over its KA-SAT satellite. ViaSat-2 is also coming later in 2016, and will expand coverage over the Atlantic Ocean, plus add additional capacity over Canada and Central America.

Satcom Direct (booth S115) will be talking about its newest hardware product, the SD WiFi Hub, as well as the latest enhancements to the Satcom Direct Router (SDR). SDR enhancements include Skybond and Policy Based Routing, as well as voice quality

improvements to its GlobalVT service.

The company also saw a gap in the market for a new piece of hardware, so created the SD WiFi Hub. Satcom Direct says the SD WiFi Hub is more than a wireless access point, being a perfect solution for voice and data communications on small to mid-size aircraft. It also provides SD innovative technology, such as GlobalVT. For ultra-long range aircraft, the SD WiFi Hub adds functionality for and enhances the performance of the SDR. Designed to operate as an extension to the SDR, it provides up to an additional 900Mbps data rates to the cabin with both 2.4 and 5 GHz 802.11n radios.

The hub expands capability and adds additional interfaces where they are needed, simplifying the installation and improving Wi-Fi coverage in the cabin.

It also supports high definition media products and applications for all passengers eliminating buffering and gaps in cabin coverage.

Gogo Business Aviation (booth D051) will be promoting its range of cabin and cockpit connectivity services including Gogo Vision. This serves up a licensed library of Hollywood movies and TV shows. It also includes features such as news, a flight tracker, flight progress information, destination weather, screen sharing, in-cabin file transfer and more. With Gogo Vision, customers also have the ability to receive fully-automatic content updates via Gogo Cloud, the company's nationwide content delivery network.

For Satcom 1 (booth H073), this will be their first EBACE since being acquired by Honeywell Aerospace. The company specializes in connectivity for business aircraft and has a range of products, including its Satcom1.TV inflight TV service, which has proved a big hit with a range of VVIP and other customers. Satcom 1 says the service, which was unveiled at EBACE in May 2015, has now been installed on Airbus, Boeing, Gulfstream and Bombardier business jets.

✈

“Garmin looks ahead. And I like that.

They’re forward-thinking, and they build that into their equipment.”

– Roger Lipcamon, Director of Flight Ops, Knapheide Manufacturing Co. Back in 1848, forward-thinker Herman Knapheide set up shop in Quincy, Illinois, to build wagons for the pioneers and settlers of America’s Westward expansion. Today, Knapheide Manufacturing Co. is a leading producer of service truck bodies and platforms for commercial vehicles. And they fly a new Garmin G5000™ equipped Learjet 75 to provide a unique, customer-focused brand of service: bringing clients, dealers and distributors together for demos and meetings at their Quincy headquarters plant. “We’ve been doing this for over 20 years,” says ops director Roger Lipcamon, “And it works.” What also works is the Learjet’s Garmin avionics suite. Says Roger: “It’s reliable.

It does what they say it will do. And it can be upgraded. I’m impressed with the capabilities – and I’m happy we made the decision.”

To learn more, visit Garmin.com/aviation

©2016 Garmin Ltd. or its subsidiaries

G5000

TRAINING

HELICOPTER SIMULATORS FLY INTO THE MAINSTREAM Mark Huber takes the pulse of the

rotorcraft training world, looking into the latest simulation technologies,

display systems, pioneering companies are available in single-channel direct view and projected configurations, as well as wrap-around multi-channel configurations with large horizontal and vertical fields of view. Worldwide depiction of over 10,000 runways, terrain, world-wide coastlines and fully variable time of day are all standard features. Display systems can include Dual channel IR projectors for night vision goggle stimulation.

FlightSafety International has taken this drive to visual fidelity to a new level with its new VITAL 1100 technology and CrewView glass displays for helicopter simulators. The computational performance of VITAL 1100 is five times greater than that of

S

ADVANCED

Frasca AS-350 Flight Simulation Training Device (top).

AW1219 Training with Flightsafety’s new generation Vital 1100 visual system (bottom).

imulators have been a mainstay in fixed wing training programs for decades, but only relatively recently have gained widespread acceptance as a primary rotorcraft training tool, especially for medium and light helicopters. Part of the bias against widespread use of simulation was cultural, part was technological, and part was simple economics, according to Randy Gawenda, business development manager at simulator builder Frasca International.

Frasca built its first aviation simulator in 1958 and its first helicopter simulator in 1973. However, Gawenda points out that until recently, helicopter training was dominated by those who learned their craft during the Vietnam era, individuals with a strong bias for in-aircraft training.

Secondly, the visual technology has only recently evolved to make simulators realistic VFR trainers. “Visual simulators have gotten to the point beyond using a helicopter device just as an instrument trainer,” Gawenda said. “In a helicopter, when you are below 1,000 feet and slower than 50 knots imaging everything close to the ground becomes very important.

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Being able to replicate that visual environment realistically has really spurred the growth of helicopter devices and within the last ten years it has become a viable VFR training platform, not just an IFR training platform.”

Frasca’s visual systems include TruVision Global that includes satellite/aerial imagery, terrain mapping, and modeled details. Display systems

its popular predecessor, the VITAL X. This significantly enhances training by providing mission-specific imagery with improved scene content.

Hundreds of millions of scene elements are processed every second and presented along with environmental effects such as physics-based weather models of rain, snow and hail that develop and react as they do in the real world. Other unique features

include dynamic shadowing and enhanced shading effects. VITAL 1100 can provide system resolutions that are over 20 million pixels for a typical out the window field of view of 200 degrees horizontally. One-third of all FlightSafety helicopter flight simulators have VITAL 1100 and by the end of next year half will have it.

FlightSafety will soon host helicopter simulators at nine locations worldwide. It currently employs 120 helicopter instructors. In 2015, it conducted 10,000 helicopter pilot training events and operators conducted another 5,000 at FlightSafety facilities via activities such as dry leasing. It does not do primary helicopter training, but does offer initial type courses, recurrent training, and specialized training including helicopter inadvertent IMC, instrument refresher, rotorcraft wide area augmentation system course, helicopter crew resource management, controlled flight into terrain (cfit), night vision goggles and air medical resource management.

FlightSafety also is introducing a new search and rescue program and is working with the Airborne Law Enforcement Association (ALEA) to develop a tactical training program by 2017. FlightSafety has simulators for most major models of Airbus, AgustaWestland, Bell and Sikorsky models from learning centers in the US, UK, Norway, and Singapore.

FlightSafety’s new Denver Helicopter Learning Center is scheduled to come on line this December.

While primarily constructed to serve the needs of helicopter EMS provider Air Methods, excess capacity will be made available to other customers.

Denver will house simulators for the Airbus AS350 B3, H130, and H135 and the Bell 407 GXP. Denver is part of a growing trend of increasing simulation for light and medium helicopters; however, Frasca’s Gawenda points out that this market remains price sensitive for most of the market and that the price of training in a fullmotion Level D simulator will be more expensive than training in a light helicopter.

Gawenda estimates that the price of a Level 7 flight training device with a motion cueing system is $2.5 to $3 million while a full-up Level D fullmotion simulator is $8 to $12 million depending on the aircraft platform

and sophistication of avionics. These estimates do not include infrastructure costs such as the building/training center needed to house the simulator or the ongoing costs of technicians to operate and maintain them.

So the cost of “flying” a Level D simulator for a light turbine single could be as much as $1,000 to $1,200 an hour while the direct hourly cost of flying the actual helicopter could be as low as $600 to $800 per hour.

“Granted, there are a lot of things you can do in the simulator that you can’t do in the aircraft, but at the end of the day organizations need to fulfill training requirements while adhering to budgets and for many training in aircraft remains the most cost effective way,” Gawenda notes. However, he points out that a high-fidelity FTD can bring that cost down to the equivalent of training in aircraft and at that point those devices begin to make sense for more budget conscious organizations.

Nevertheless, there continues to be growth in full motion simulators in the light to medium sectors, especially as more aircraft OEMs take a direct role in provider simulator services and/or advance synergies with simulator companies.

Airbus Helicopters is examining plans to install a roll-on/roll-off Level D H135/H145 simulator at its Grand Prairie, Tex. location and may eventually also install simulators for the larger H175 and H160 models in North America as well. The company already maintains a Level B FTD for the H125 at Grand Prairie that it offers a variety of courses in including inadvertent IMC avoidance and technical flight officer training. Costs for the Level B are in line with those of flying the actual aircraft. Airbus maintains a training fleet of 4-5 aircraft in Grand Prairie and uses the FTD as a complement to in-aircraft training.

Bell Helicopter is leveraging its relationship with Textron sister company TRU Simulation and Training to develop helicopter simulators for its new and legacy products and place them in its factory training centers, according to David Smith, TRU’s vice president of training centers.

TRU is developing a “high level” FTD for the new Bell 505 light single that will be ready in the third quarter of this year for the Bell Training Academy. Smith describes it as a “very high end system in terms of control loading.” He expects some of Bell’s larger 505 fleet sales to include the FTD. TRU is also developing a Level D simulator for Bell’s new 525 super-medium twin using TRU’s Odyssey H technology. Odyssey H uses an ultrahigh-definition visual system with a 240-degree-horizontal by 80-degreevertical field of view and 41-megapixel total system resolution visual display. It has primary and secondary motion systems and a roll-on/roll-off capability, which enables it to be reconfigurable for other helicopters.

Smith said the Odyssey H has “some very specific cueing for the heli-

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MODEL

FlightSafety will soon offer training for the Airbus Helicopters EC145 using a new Level D qualified simulator.

TRAINING

SIM

Bell 525 TRU’s Odyssey H simulator features ultrahigh-definition visual systems (top).

CAE 3000 Series helicopter flight simulator (below).

copter industry in terms of force and feel that will improve the experience over what a typical helicopter simulator would do.” TRU’s 525 simulator will be used by the Bell Academy initially for courseware and procedure development. Smith described it as “very mature. We’ve done everything possible up to the final flight test data being provided.”

TRU also is developing simulators for some of Bell’s legacy products.

Later this year, it will install a Level D simulator for the model 429 at the Bell training center in Valencia, Spain and add a second device in 2017 at the Bell center in Singapore. TRU also is looking at developing a convertible 412 EP/EPi simulator. “We are working to approach that market with a competitive, convertible product that will meet that market’s needs,” Smith says and adds, “but we want very high utilization aircraft to go along with these simulators.”

Training company CAE broke into the helicopter training market at the beginning of the century, at first from a single location in Dallas.

Today, it specializes in working with end-users to develop customized training solutions using high-end simulators that specifically replicate the cockpit environment and provide a “better training experience” from its 11 worldwide helicopter learning centers. Some of these take the form of joint ventures such as with Lider in Brazil, where that company owns CAE simulators but they are maintained and operated

by CAE. CAE provides training to both military and civilian customers

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corresponding training centers in Sao Paulo in Brazil, Aberdeen in UK, Stockholm, Oslo, St. John’s, Rimba in Brunei, and Mexico City.

However, it also has a training center in Sesto Calende, Italy that supports almost the complete AgustaWestland product line, a center in New York for the AW139 and the S-76B and S-76C+, and centers in Bengaluru, India and Zhuhai, China.

Large simulation companies like CAE and FlightSafety, with a bias toward training in large and medium helicopters, can invest in higher-end simulators with greater realism.

However, Gawenda stresses that it is important not to “dumb down” FTDs used for ab initio rotorcraft training

across a broad spectrum of initial and recurrent courses including VFR, IFR, HEMS, SAR, offshore, and NVG. The company says: “A consultative and flexible approach is employed to ensure that the needs of CAE’s customer are understood and the optimum training solution provided.” CAE focuses on delivering realism and mission-specific profiles, recreating actual scenarios very accurately particularly in the realms of air ambulance, SAR, and OGP. Its learning centers are equipped with multiscreen “Simfinity” classrooms as well as simulators.

Much of CAE’s focus is directed at heavy and medium platforms utilized by the offshore industry with

either. “When you are training ab initio students, what you learn first is what you tend to repeat. In moments of stress, what you fall back on is what you learn first. So what you put students in, in the beginning, needs to be the most realistic with the most fidelity as close to the aircraft as you can possibly get. Because you want that student to be able to transfer what they are doing in the device out to the aircraft,” he said.

But in some quarters the debate still continues whether it is best to do this training on a Level D, an FTD or in the aircraft itself when it comes to light helicopters. For some medium and all large rotorcraft, simulators have more than proven their worth.

✈

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BIOFUELS

JET A PRICES REMAIN LOW

AS BIOFUELS RESEARCH CONTINUES I

GREEN

Biofuel made from sugar cane powered an Azul Embraer E195 from Campinas to Rio de Janeiro.

n mid-2014, the price of crude oil peaked, and with it the cost of Jet A. In February 2014, the price of Jet A was slightly over $126 per barrel. That was when the price of crude began to fall, and fall, and fall. And according to the IATA Jet Fuel Monitor, as of February this year, the price per barrel of Jet A was down to $42.90.

Surprisingly, the lower cost of Jet A has had minimal effect on flight hours. According to aviation analyst Brian Foley of Sparta, New Jersey, flight departments for the most part had already budgeted for travel and many simply carried over the surplus derived from lower fuel costs to the following year, or made use of it for other travel purposes.

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Kirby Harrison evaluates the future of falling oil prices, its winners and losers, effects on Business Aviation flight activity, aircraft sales and sustainable alternatives According to IndexMundi.com, the jet fuel spot price FOB was at $3.27 a gallon. By February 2016, the price had dropped to $0.97 a gallon, spot price FOB.

Foley believes by the end of this year, the big budget surpluses from fuel savings will entice further fuel budget cuts and encourage more discretionary trips. “But the mentality of companies is to do more with less, so I don’t expect flight hours to go up in proportion as fuel prices go down.”

Meanwhile, he noted, related businesses such as FBOs, MROs, charter and fractional providers may feel a slight boost from an increase in flight activity.

There is also a relationship between large-cabin business jet sales and lower commodity prices, including oil. He also attributes a slowdown in the upper echelon of large-cabin jets to an economic decline in emerging markets and strengthening US dollar that makes them cost more overseas.

But he believes the small and midsize jet markets might rise somewhat in proportion with lower fuel prices as their sales proposition is enhanced by lower operating costs.

Foley also believes the lower end of the aircraft market is more priceelastic than big aircraft and they will be more encouraged to fly more as the price of fuel goes down.

For every upside there is a down, and it is the same with fuel prices.

The flip-side to lower fuel prices is the negative effect on offshore oil in an industry where the cost to extract energy is typically higher than on land.

Crews fly to and from the oil rigs using large and expensive helicopters which represent a big permarkets such as China and Russia.

But lower oil and commodity prices, along with slowing economies, have compromised these markets, and the small-to-midsize jet segment is starting to benefit.

Foley and others see the continuing drop in oil prices benefiting some industry segments while others, representing a much larger economic value, not so much. “Major structural changes are quietly afoot, and the effects will be profound,” he said.

The lower price of fuel has forced FBOs to revisit a business model in which most sources of income are relatively fixed – lease/rent, the cost of labor, vehicle operations, insurance premiums and pumping and centage of the civil rotorcraft annual delivery value. So it is that demand for this type of equipment that will languish as new drilling is put on hold and rigs that are not breaking even are allowed to idle.

A slowdown in this industry segment impacts service providers from helicopter operators to fuel and maintenance providers to lessors, explained Foley. “In an unfortunate timing of events, a number of new helicopter models have just undergone costly development by major manufacturers serving this market,” Foley added.

Since the recession began, a bright spot has remained in the demand for the VIP and wide-body business jets, much of it generated in emerging

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RENEWABLE

A Boeing 737 jet (bottom), powered by biofuel made from agricultural waste and other natural byproducts, flew from Los Angeles to San Francisco on March 11.

BIOFUELS Rolls-Royce Tests Bio-Jet Fuel Blend Bio-jet emissions testing by Rolls-Royce and supported by the Federal Aviation Administration (FAA) under the Continuous Lower Energy, Emissions, and Noise (CLEEN) program, confirmed that jet fuels containing Virent’s BioForm Synthesized Aromatic Kerosene (SAK) fuel blend produced a greater than 50% reduction in particulate matter emissions compared to conventional jet fuel. The emissions data and other successfully completed test results have been summarized in a report released by Rolls-Royce, British Airways, and the FAA.

The testing verified the potential for the SAK fuel to reduce the adverse environmental impact and health effects resulting from jet fuel combustion.

The International Civil Aviation Organization (ICAO), a specialized agency within the United Nations, is leading international policy making efforts to control particulate matter and greenhouse gas emissions. Virent’s SAK fuel can reduce both particulate matter and greenhouse gas emissions without compromising engine performance, and when fully commercialized will support the growth of the aviation industry while addressing anticipated ICAO regulations.

DISCOVERY

The renewable SAK fuel was produced at the Virent’s demonstration plant in Madison, Wisconsin. flow rates, regardless of the dropping cost of crude oil and attending drop in Jet A. Although the price of fuel has continued to sink, analysts warn not to depend on it as a long-term gift of the aviation gods as the price of crude is expected to begin rising above $70 a barrel by the end of 2016.

While the price of Jet A may be low, efforts nevertheless continue across the industry to develop a variety of eco-friendly and sustainable alternative fuels.

In 2014, Boeing and Comac of China collaborated in a demonstration center for turning waste cooking oil into sustainable aviation biofuel. The two companies estimated that 500 million gallons of biofuel could be made annually in China from used cooking oil, commonly known in China as “gutter oil.”

More recently, Boeing and Embraer are collaborating on an ecoDemonstrator platform to be unveiled in 2016. Boeing has so far tested more than 50 technologies and through the collaboration, the two companies expect to conduct

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ecoDemonstrator tests with an Embraer business jet in 2016.

Today, Business Aviation is engaged in a role in the FAA’s Continuous Lower Energy, Emissions and Noise (CLEEN) program. The effort involves a series of governmentindustry partnerships designed to identify and implement environmental technologies aimed at building on the operational efficiency of commercial turbine-powered aircraft.

The goal is to develop “viable, sustainable biofuel supply chains in the US to support an annual production goal of 1 billion gallons of alternativesources Jet A for aviation use by 2018.”

Also forging ahead in the field of biofuels, Virent Inc. has announced breakthrough technology in transforming renewable plant-based sugars into the same range of hydrocarbon modules historically made from refining petroleum. “What takes nature millions of years to do, Virent is accomplishing in a couple of hours,” according to the Madison, Wisconsin-based company.

Tests of the Virent synthesized aromatic kerosene bio-jet fuel blend

by Rolls-Royce confirmed better than a 50 percent reduction in particulate matter emissions compared with conventional jet fuel.

“Because our molecules are identical to those produced from crude, our products can be blended in high concentrations with no new infrastructure investment [and] Virent’s technology can replace over 90 percent of the products that come from a barrel of crude oil.”

Even with today’s low cost of Jet A, the biofuel industry continues to move ahead in the creation of ecofriendly alternatives to traditional jet fuel. The current price of crude oil won’t remain low forever. Research and technology aimed at cleaner and more efficient biofuels is likely to continue. And Virent noted: The petro-chemicals and fuels our civilization has come to depend on, now have a sustainable alternative.

✈

MRO

MORE THAN EVER,

MRO COMPANIES LOOKING FOR COST-SAVING SOLUTIONS Marc Grangier pinpoints latest developments of MROs striving to innovate in their sector to reduce expenses and improve aircraft performance

W

UPKEEP

Honeywell’s Vocollect unit piloting voice control engine maintenance (top).

Below Sabena Technics Service Center for Dassault (left) and ExecuJet’s Nigeria facility (right).

hen sitting down with BART International, Honeywell Aerospace President of Business and General Aviation Brian Sill said something surprising: “MRO activities have been boosted by the sluggish economic growth and political tensions of the recent years.” In other words, while much of the industry has been struggling, the MRO business has been benefiting.

The reason, of course, is that in economic downturns operators tend to invest in retrofits and upgrades for their existing aircraft, especially around connectivity – all of which push up aftermarket opportunities.

For Sill, this is a good opportunity for MRO companies. According to the latest industry forecasts, the MRO market should grow at an annual rate of 3.5% during the next 10 years, from

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its present turnover of US$10.2 billion – and Western Europe is an area where demand will grow the fastest.

Nevertheless, Jet Maintenance Solutions, which serves customers from Europe, the CIS and AsiaPacific, considers, from its point of view, that maintenance requirements per aircraft will tend to decline because each generation of business jets is engineered to require less and less maintenance than the preceding one, and new aircraft now tend to be like “flying sets of software.”

On the other hand, the increasing financial pressure on operators forces them to seek ways to further reduce costs, and many now prefer one-stopshop solutions. This is why most MROs have developed expertise in core activity areas. Below, we pinpoint some of the latest developments by the companies

striving to lead and innovate in their sector, to reduce maintenance expenses and improve aircraft performance.

MRO Leaders Last February, Dassault Aviation named Sabena Technics as a Major Authorized Service Center for Falcon 10, 20 and 50. The aircraft will be serviced at Sabena Technics’ facility.

Based in Dinard, France, this company is specialized in the maintenance, repair and overhaul of business, regional and military aircraft. For Jacques Chauvet, Dassault Falcon’s senior vice president, Worldwide Customer Service, this new agreement will strengthen Dassault’s ability to serve its many legacy operators, which, thanks to the durability of Falcon aircraft, typically remain in service far longer than the industry norm.

The Sabena Technics agreement is the latest in a series of approvals intended to reinforce Dassault Falcon’s global network. Last year, it added Authorized Service Centers in India and Nigeria to serve operators in those fast growing areas. Ligare Aviation Engineering of Delhi was appointed to provide AOG service support for Falcon 7Xs, while Execujet Aviation Nigeria of Lagos was approved to handle line maintenance for Falcon 7X, 900 and 2000 aircraft.

Textron Aviation has recently expanded its PowerAdvantage engine support program to Beechcraft King Airs and Cessna Caravans. Part of the company’s suite of support programs, PowerAdvantage offers owners and operators comprehensive Pratt & Whitney PT6A engine coverage. For

Aviation Vienna has been appointed an OEM-approved Gulfstream Factory Authorized Service Center for Gulfstream G550s. The company will continue to expand its service offerings in Vienna to support its integrated “hub and spoke” business service model and meet the regional volume of business. For Stefan Benz, Jet Aviation senior vice president of MRO and FBO Operations in EMEA and Asia, the Vienna facility is well situated to handle higher maintenance volumes to support Jet Aviation’s base maintenance centers in Basel and Geneva.

Over the past five years, Jet Maintenance Solutions, based in Vilnius, Lithuania, has become one of the leading business aviation MROs in Eastern Europe and the CIS. The company (formerly named FL

Textron, these programs are designed to provide customers lower, predictable ownership costs, while enhancing aircraft values through comprehensive factory-direct maintenance. Customers enrolled in the program pay a competitive hourly rate per engine operating hour and receive coverage for line maintenance parts, scheduled and most unscheduled engine events, all parts and shop labor for Hot Section Inspection (HSI) and overhaul. The support program can include coverage for life limited components and repairs by the company’s mobile response teams. It also provides rental engines for overhauls and most unscheduled events.

To support customer demand in Vienna and the surrounding region, particularly Eastern Europe, Jet

Technics Jets) recently received a new Bombardier Challenger 604/605 certificate that further extends its EASA Part-145 services, and it already welcomed the first two Challenger 605 aircraft at its Vilnius maintenance center. By adding Bombardier Challenger 604/605 to its EASA Part145 capabilities, the company hopes to attract part of the important fleet of Challenger 604/605s now flying in Europe, Russia & the CIS, the Middle East and North Africa.

Jet Support Services, Inc. (JSSI), provider of hourly cost maintenance programs, is now introducing its new all-inclusive JSS1 Program, which goes above and beyond the Tip-to-Tail coverage that has been a JSSI trademark for decades. In addition to engine, airframe and APU coverage, JSS1 encompasses every maintenance

aspect of operating a turbine powered aircraft, including allocations for paint, interior, avionics upgrades, subscription services – and more – into one single monthly payment.

President and CEO for JSSI Neil Book told BART International: “With our JSS1, we set out to design an entirely new type of hourly cost maintenance program that removes virtually all exclusions, while reducing the complexity and administrative hassle that comes with airplane maintenance.”

Currently, JSSI is offering JSS1 coverage for the Bombardier Global Express and Global 6000, the Boeing Business Jet (BBJ) series of VIP aircraft and the Gulfstream G650 and G550 ultra long-range business jets.

In addition to accommodating for upgrades, JSS1 includes coverage for

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SUPPLIERS

JSSI Maintenance Center (top), Textron’s Poweradvantage engine support program (center left) and Jet Aviation’s engineering center in Vienna (center right).

MRO

CHECKUP

Jet Maintenance Solutions facility in Lithuania (top left), GlobalParts.aero overhaul team (right), Concorde Battery RG-390E (center).

CRS Jet Spares facility (center left).

corrosion, as well as an expansive list of concierge services that will be customized for each operator, depending on their specific requirements.

Well known for designing “Drop In Replacements,” Concorde Battery, based in West Covina, California, manufactures over 90 models of original equipment and direct replacement batteries for fixed wing and rotary aircraft. The company has recently

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developed and certified five new products, including one of its many heated battery models that has been approved for installation on the Dassault 7X using Concorde’s RG390E/KH heated battery assembled with Heater Control Unit HCU-7X with STC ST04185AT. The heated 24V, 28Ah battery is a drop in replacement for the original equipment battery. Although the conversion does not increase battery capacity or change battery chemistry, Concorde’s RG-390ESH/7X is readily available throughout distribution and is a more economical solution than the original equipment sealed lead acid battery.

Likewise, Concorde sealed lead acid recombinant gas (RG®), absorbed glass mat (AGM) batteries are an economical solution to nickel-cadmium batteries with no maintenance requirements and reduced cost per flight hour. Concorde RG® Series do not have a memory and do not require unique charging equipment.

They may be serviced in any battery facility, including nickel-cadmium service facilities, without danger of cross contamination.

Providing its customers with a cost effective, high-quality alternative to aircraft OEM parts programs, CRS Jet Spares maintains one of the largest and most comprehensive parts inventories with nose-to-tail programs covering Gulfstreams, Falcons, Challengers, Global Express and Hawkers. All rotable exchange items are serviced by either OEM original equipment manufacturers or qualified FAA Repair Stations. In order to keep costs down, CRS is offering its Component Rental Program (CRP) that lets a customer rent a refurbished serviceable component while

theirs is being sent out for overhaul.

The company is also an authorized Securaplane/Meggitt sales and service facility. Up to now, it has delivered more than 1,000 sealed lead acid main ship batteries to its worldwide customers. For Jack Caloras, CRS VP of sales and business development, this confirms the acceptance that these lead acid main ship batteries have received from operators throughout the community.

Bombardier and GlobalParts.aero have entered into a strategic collaboration for all inventory of the Learjet 20, 30, and 50 series aircraft.

GlobalParts.aero, the aviation parts supplier based in Augusta, Kansas, will take over the primary responsibility for all planning, stocking and distribution of parts for these aircraft. According to Bill Molloy, vice president of parts services, Bombardier business aircraft, this agreement will ensure that many more parts will be available at a competitive price, which should have a positive impact on operators’ cost of ownership. Approximately 2,000 Learjet 20, 30, and 50 series aircraft were produced from the 1960s into the early 2000s, with the majority still in service.

GlobalParts.aero’s Senior Vice President and CEO Malissa Nesmith told BART that the company was fully prepared to enhance support for these aircraft right away. In recent months, it has expanded its inventory of Learjet parts, and it already has the capability and expertise to repair them. Therefore, Nesmith is confident that the transition will be seamless for this important customer segment.

In order to perform line maintenance inspections, routine installed engine maintenance, including

removal and replacement of engines and engine components, as well as repair and overhaul services, GE Aviation and Lufthansa Technik AERO Alzey GmbH (LTAA) recently signed a maintenance support agreement where LTAA will be responsible for dispatching its mobile repair teams to Russia, Europe, the Middle East and Africa to service CF34-series engines powering the Bombardier Challenger series and Embraer Lineage aircraft. In October 2014, GE Aviation had already named LTAA an authorized service center for GE’s CF34-series engines. With the expanded agreement, LTAA will provide OnPointSM solution and GE’s new engine warranty support to CF34-series operators in all abovementioned areas.

Last March, Gulfstream Aerospace appointed Global Jet Services, headquartered in Avon, Connecticut, as an authorized provider of EASA-certified maintenance training on several out-of-production aircraft. The agreement covers practical and theoretical mechanical (B1) and avionics (B2) training on

Gulfstream’s GII, GIII, GIV and GV models. In most cases, Global Jet Services’ GIV-GV EASA training will be available to Gulfstream customers at their base of operation. More than 80 courses have been developed.

Universal Aviation Mexico, a joint-venture between Avemex and Universal Weather and Aviation, recently completed a multi-million renovation of their co-branded FBO/maintenance facility at Toluca International Airport (MMTO).

Apart from its FBO installation, the new facility features a 16,640 squarefoot maintenance hangar to provide maintenance services for Cessna Citations and Caravans, as well as piston engine aircraft. Thanks to its partnership with Universal Weather and Aviation, the company also provides aircraft ground support services throughout Mexico.

Avionics Upgrades Earlier this year, Jet Aviation Basel installed two Rockwell Collins Pro Line 21 Avionic upgrades: one on a Dassault Falcon 2000 and the other on a Dassault Falcon 2000EX. The

company also developed a Pro Line 21 support kit to reduce expected downtime of such installations to six weeks. The Pro Line 21 support kit is based on modern instrument panels and cable looms that can be customized to the various aircraft types supported by Jet Aviation Basel’s inhouse shops. These prefabricated kits are set up before the aircraft arrives to save time. They also can be used to support outsourced installations worldwide.

StandardAero has just completed its first Rockwell Collins TTR-4100 TCAS 7.1 STC for Falcon 50 and Falcon 900 aircraft. Working in conjunction with Rockwell Collins, this new TTR-4100 TCAS processor replaces the aircraft’s existing TTR920 processor and incorporates new 7.1 logic required to meet the Eurocontrol December 1, 2015 mandate.

Recently, it also completed its first certified ADS-B solution for an Embraer Legacy 650. Along with the ADS-B installation, a full Wide Area Augmentation System (WAAS) GPS upgrade was also performed. “We

MRO

1

2

3

PRIME

1. Falcon 2000EX Pro Line 21.

2. Citation CJ3 Pro Line Fusion flight deck.

3. Passengers using SmartSky Network.

4. StandardAero’s ADS-B installation.

continue to see an increasing number of requests for our ADS-B solutions for a wide variety of airframes,” said Avionics Product Director for StandardAero Business Aviation Jerry Sanders. “As a result of these recent upgrades, this Embraer Legacy operator now meets the FAA and Eurocontrol’s 2020 ADS-B mandate.”

West Star Aviation has received a Supplemental Type Certificate (STC) for the upgrade of the Honeywell CAS-81A/TPA-81A or the CAS100A/TPA-100A with 7.0 software to the CAS-100B/TPA-100B with 7.1 software. This Approved Model List (AML) STC is applicable to various Hawker, Citation, Challenger, Falcon, and Gulfstream aircraft models.

TCAS II 7.1 software improvements include the level off and reversal logic functions. The company, which is also overhauling and repairing a wide variety of business jet accessories, recently announced that its Grand Junction/ Colorado location has been approved by the Civil Aviation Administration of China (CAAC) concerning overhaul and repair of landing gear, as

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4

well as ultrasonic, Eddy current, XRay, liquid penetrate and magnetic particle inspections.

Duncan Aviation has completed an STC for installation of an ADS-B Out solution for Citation 560 / 560XL / Ultra and Encore aircraft equipped with Honeywell’s Primus radio system. “Many Citation operators are interested in meeting the ADS-B mandate, but keeping their aircraft in an industry-standard configuration,” says Gary Harpster, an avionics representative with Duncan Aviation, adding that it was the reason why his company worked with Honeywell to develop this solution, which allows operators the ability to meet the 2020 mandate deadline with time to spare.

ADS-B Out allows an aircraft to transmit information to ATC ground stations and to properly equipped aircraft. Position data will be automatically broadcast from all ADS-B Outequipped aircraft. ATC ground stations and ADS-B In-equipped aircraft will receive this data. ADS-B Out has been mandated by the FAA in airspace that now requires a Mode-C transponder. Duncan Aviation STC

utilizes an integrated solution with Honeywell equipment by upgrading existing Honeywell Primus radios and adding a stand-alone GPS receiver.

Passengers now want to have full access to Internet, stream, chat, text, call, game and hold videoconferences. To please them, later this year Bombardier Service Centers will start to provide hardware sales and installations for SmartSky 4G, a new beam-forming technology network that delivers a signal that locks onto an aircraft, and by using 60 MHz of spectrum on an air-to-ground (ATG) platform, offers ultrafast connectivity.

Initially, SmartSky 4G will be offered for Learjet, Challenger and Global aircraft over the continental US, and it will complement Bombardier WAVE, which enables Internet connectivity on Global aircraft with seamless coverage across the globe through a dedicated satellite network. Bombardier Service Centers are located in Dallas, Hartford, Fort Lauderdale, Tucson, Wichita in the US, Amsterdam in the Netherlands and Singapore.

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HELI-EXPO REPORT

PREPARING FUTURE SUCCESS BY INNOVATING The highlights, insider interviews, hits and an insightful evaluation of Heli-Expo 2016 through Volker K. Thomalla’s eyes

STARDOM

Bell 505 Jet Ranger X (left), Bell Helicopter’s President and CEO Mitch Snyder (right).

Heli-Expo 2016 was a success, despite the tough challenges the helicopter industry faces right now. The event, which for the first time ever was held in Louisville, Kentucky, drew around 14,000 attendees. There were 695 exhibitors on the floor – on par with recent years. They covered 314,000 net square feet, which was the second-highest net square footage ever. The attendees saw some well-known helicopter types and some brand-new ones. But they could also get a glimpse of the future of the helicopter industry because most of the OEMs showed how they would like to shape the future of vertical lift.

Carey Smith, president of the Defense and Space strategic business unit at Honeywell Aerospace, summarized the mood on the exhibit floor: “The current global economic situation is causing fleet managers to evaluate new helicopter purchases closely, and that’s why we’re seeing a more cautious five-year demand projection compared with previous years“. On time for Heli-Expo, Honeywell

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Aerospace published its 18th annual Turbine-Powered Civil Helicopter Purchase Outlook. The researchers had queried more than 1,000 chief pilots and flight department managers of companies operating 3,070 turbine and 360 piston helicopters worldwide. The survey detailed the types of aircraft operated and assessed specific plans to replace or add to the fleet with new aircraft.

Honeywell forecasts 4,300 to 4,800 civilian-use helicopters will be delivered from 2016 to 2020. This forecast is 400 units lower than last year’s fiveyear forecast. The low oil price – being at one point as low as US$28.79 per barrel Brent crude oil – has hit the oil and gas industry hard and led to a sudden drop in demand for large helicopters.

Key Wins for Bell Last year saw not only a drop in helicopter orders, but also in deliveries.

Bell Helicopter handed over 175 aircraft to customers, only three less compared to 2014. The company

delivered 99 Bell 407 (GX/GXP), 52 Bell 429, 12 Bell 412 (EP/EPI) and 12 Bell 206L4. Mitch Snyder, Bell Helicopter’s president and CEO since October, said: “2015 was a challenging year for the helicopter industry with ongoing impacts of the decline in oil and gas, continued geopolitical unrest and global economic uncertainty. Despite tough market conditions, Bell Helicopter expanded market presence and secured a number of key wins.” At Heli-Expo, Bell Helicopter showcased its new products. The super-medium twin Bell 525 Relentless – the first fly-by-wire commercial helicopter – as well as the new light single Bell 505 Jet Ranger X made their public debuts in Louisville. Mitch Snyder said that the Bell 525 is the most innovative helicopter flying today with two aircraft flying and the third taking to the air anytime soon. The first two Bell 525s have gathered over 140 flight test hours so far and have exceeded the expectations. “The program is proceeding well and we expect certifica-

tion and first deliveries in 2017.”

Before the show, Bell Helicopter had amassed 80 letters of intent (LOI) for the 525 Relentless. During Heli-Expo, the Guangxi Diwang Group of China signed a letter of intent to purchase ten Bell 525s for tourism and searchand-rescue-missions. Powered by two GE Aviation CT7-2F1 turboshaft engines, the Bell 525 offers seating for up to 20. Standard seating is for two flight crew and 16 passengers.

Max gross weight is at 20,000 lbs (9,072 kg).

Mitch Snyder said in his press conference at Heli-Expo that he wants

Bell Helicopter to lead innovation: “How can we improve safety, advance technology and envision the future? We can do more. I’m challenging our team: What’s next for flight? You’ll have to push the envelope.” He added that the company will focus on the medium lift section of the market. Snyder wants to improve the way Bell Helicopter works with the authorities, too. He said: “If you innovate, you have to bring the certification agencies in earlier so that they’re comfortable with what you’re doing.”

Bell showed also the Bell 505 Jet Ranger X. The first three 505 have flown 575 flight hours. Snyder said that Bell has 350 letters of intent from customers for the 505 Jet Ranger X. Last August, Bell officially dedicated a brand-new 82,300-sq-ft assembly plant for the new light single in Lafayette, Louisiana. The 505 is the first Bell helicopter with a Safran Turbomeca engine. The French engine manufacturer has delivered the first production Arrius 2R engine to Lafayette in

August of last year. The flight test program of the Bell 505 Jet Ranger X is on track for a Transport Canada certification this year.

New Owner for Sikorsky Having closed its acquisition of Sikorsky from United Technologies Corp in November, Lockheed-Martin was a newcomer at the Show. “Even though sliding oil prices have taken a bigger bite than expected, we have no regrets about buying Sikorsky for $9 billion,” Chief Executive Marillyn Hewson said. Oil prices will recover over the long term, she added.

Chief Financial Officer Bruce Tanner remains upbeat about Sikorsky’s longterm prospects, speculating on several US military development programs, including a new presidential helicopter program. “We did not buy this business for the next three years; we bought it for the next three decades,” Tanner said.

Lockheed remains upbeat about Sikorsky, planning to take advantage of

its international connections to stimulate the sales of the S-76D, the new standard of excellence that S-76 operators have come to expect power and performance enhanced by all composite main rotor blades and optimized Pratt & Whitney Canada PW210S engines with dual FADEC controls. State-of-the-art integrated Thales cockpit. A quiet tail rotor reduces the external acoustic signature and a quieter cabin enhances the passengers’ comfort.

Biggest to Best for Airbus Airbus Helicopters CEO Guillaume Faury reported improved 2015 rev-

enues (6.8 billion compared to 6.5 billion in 2014) but a decline in civil deliveries and orders. Fifty-three percent of its revenues were generated by aircraft sales, 47 percent by services. Airbus Helicopters still has the lead in civil deliveries in the helicopter industry with a market share of 45 percent. In 2015, the company handed over 395 helicopters compared to 471 in 2014 and 497 in 2013.

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FAMED

From top left to right: Sikorsky S-92, Lockheed Martin CEO Marillyn Hewson, Airbus Helicopters CEO Guillaume Faury, Airbus Helicopters H215.

HELI-EXPO REPORT

CHIEF

Finmeccanica AW169 (top left), Senior VP for Sales and Strategic Sourcing Stefano Bortoli and the AW009.

Guillaume Faury said: “We are by far the largest helicopter manufacturer in the world. But we want to go from the biggest to the best!” The manufacturer logged 383 orders last year, down from 402 in 2014. Faury expects 2016 to be a challenging year for the industry. But he added: “It’s an opportunity to do better.”

He is in the process of re-inventing Airbus Helicopters by restructuring the way the multinational company builds its aircraft. He said: “We will not change the setup for the legacy products. We will test it with the H160 and then move forward.” He wants to use production processes which are well established in Airbus’ commercial airliner world. Each of the four Airbus Helicopters sites will produce a major component assembly for the H160 and deliver it to the final assembly line. Faury estimates this change will result in cutting the final assembly of an H160 to 18 weeks compared to 36 weeks it takes to assemble today’s H155. The center of competence for rotor blades will be located in a newly-built facility in Le Bourget, France, whereas dynamic components and gear boxes will come from Marignane near Marseille.

Donauwörth in Germany is responsible for the center fuselages and Albacete in Spain for rear fuselages and tails.

Louisville was the starting point for a three week US demonstration tour of Airbus Helicopters’ newest addition to its H225 family. According to Airbus helicopters, the twin engine H215 offers a standardized equipment definition for more rapid production times at an economic price, meeting the needs of existing and emerging markets. The Finish Border Guard

100 - BART: MAY - JUNE 2016

took delivery of its first H215 on the first day of Heli-Expo. “The H215 is pre-equipped to carry out a wide range of missions, offering long range capabilities, power, speed, a large useful payload and very good lifting performance in hot and high environments, as well as the latest autopilot with advanced safety features,” said Fabrice Arfi, head of Business Development at Airbus Helicopters.

From Louisville the US demo aircraft was flown to Huntsville, Alabama, and to Sacramento, California, where it was demonstrated at the Aerial Firefighting International 2016 Conference.

New Name, Same Brand The Italian aerospace company Finmeccanica has been restructured in January. The newly formed Finmeccanica Helicopter Division absorbed AgustaWestland. But the brand will not vanish. Finmeccanica sticks to the designations of its models like AW109, AW139, AW169 or AW189. At Heli-Expo, Finmeccanica Helicopter even expanded its model line by introducing the AW009 which is produced by the polish manufacturer PZL Swidnik, which was acquired

by AgustaWestland in 2010. The AW009 is a rebranded SW-4 light single helicopter with the new Genesys avionics and an improved hydraulics system.

The ambitious program of the AW609 civil tiltrotor suffered a setback last October when one of the prototypes crashed in Northern Italy.

“We may have lost some month due to the accident, but we never stopped working on the AW609 program”, said Stefano Bortoli, senior vice president for Sales and Strategic

Sourcing in Louisville. Finmeccanica had hopes that the remaining flying prototype will resume its test flights this month. The third prototype was scheduled to start its ground run tests in mid-March. The company will not rebuild the lost prototype.

“We have almost 60 on order. We are confident that once we restart it at full speed and start flying again, the 609 will be our flagship program,” said Bortoli.

Finmeccanica helicopter also seeks to strengthen its services, from which 35 percent of the revenue came in 2015. The company added 16 new training devices to its training centers last year, six full flight simulators and ten flight training devices. The flight simulators amassed 38,873 flight hours in 2015, 21 percent more than in previous years. This year, Finmeccanica Helicopter is offering 900 courses in its training academies in Philadelphia, USA, Sesto Calende in Italy, Subang in Malaysia and Yeovil in the United Kingdom.

The Not-so-New Newcomer Despite the fact that Marenco Swisshelicopter exhibited for the sixth time at Heli-Expo, the Swiss helicopter OEM is still a newcomer to the market. Two prototypes of its single-engine turbine helicopter SKYe SH09 are flying, the latest (P2) took to the air on February 26, 2016, less than a week before the opening of the Heli-Expo. Marenco Swisshelicopter’s chief test pilot Richard Trueman was at the controls of P2. He commented: “This first flight of the second prototype of the SKYe SH09 was a total success, all the test objectives were easily achieved and the aircraft performed extremely well. The crisp hanhelicopter to Heli-Expo which can carry up to seven passengers plus the pilot.

At the show, the company announced several orders for the helicopter, including one from launch customer Air Zermatt from Switzerland. “Winning Air Zermatt as a launch customer for the SKYe SH09 is the confirmation for us that the market is ready for a newly developed helicopter and that our design is right one,” said Martin Stucki, CEO of Marenco Swisshelicopter. “Air Zermatt’s long-term experience in combination with our know-how is the ideal partnership to bring a new, modern and versatile helicopter to the market.” dling qualities combined with the ergonomic and intuitive cockpit features made the SKYe SH09 a pleasure to operate.”

Marenco Swisshelicopter has brought a full-scale mock-up of its

Good Year for Robinson In terms of units, Robinson Helicopters of Torrance, California, is one of the largest helicopter manufacturers in the world. “2015 was a really good year for us,” said

Kurt Robinson, President of Robinson Helicopter in Louisville.

The company has delivered 347 helicopters including 117 R66 light turbine singles. At the end of 2015, the 700 th R66 was handed over to a customer, reported Robinson. All R66 combined have flown 425,000 hours so far. “We haven’t seen many issues with this helicopter,” said Robinson.

The R44 was in 2015, again, the world’s best selling helicopter with 196 units delivered. And there is a high probability that this will be repeated this year. Robinson had launched a two-seat version of the R44 and started taking orders for it at Heli-Expo. The introductory price for the R44 Cadet was US$ 339,000. “It gives the pilot a little more altitude, it’s less expensive and has a 2400 hours TBO,” explained Kurt Robinson. He added: “We were surprised by the positive reactions we have.”

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BART: MAY - JUNE 2016 - 101

OUTSIDERS

Marenco SH09 (top), Marenco Swisshelicopter CEO Martin Stucki (right), Robinson R44, Robinson Helicopter President Kurt Robinson.

FROM THE COCKPIT

WHY DO PILOTS OVERLOAD THEIR AIRPLANES? From LeRoy Cook to pilots: Vital advices on weight distribution, load

balancing and abiding by performance limits in aircraft

W

e spend a considerable amount of time during initial training on the subject of weight and balance computations, making sure the trainee knows how to use the charts, plotters and software applicable to the aircraft. Getting the numbers to come out in an acceptable range assures that the aircraft will perform and handle as expected.

Regretfully, we often see pilots, once rated, ignore the W&B calculations. “If it fits, it’ll fly,” seems to be their motto.

VIGILANCE

Compliance with the weight and balance limits of any aircraft is critical to flight safety.

Indeed, it may be difficult to tell the boss he or she can’t bring along one more passenger, or that those steamer-trunk luggage cases have to be left behind. If it’s a hot day in the mountains, the aircraft may be runwaylength restricted; will the aircraft owner understand why luggage or people have to be off loaded? All too often, job security pushes pilots into accepting the risk. And, after the aircraft’s limitations are ignored one time, such procedures will soon become a habit, or expected conduct.

Taking weight-and-balance seriously means more than just doing the math, or having the computer do it.

It requires understanding of the risks and reasons behind proper loading. Pilots overload, or missload, because they don’t assign value to the task of load calculation.

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How Heavy is too Heavy?

I had one pilot tell me that as long as he wasn’t more than 300 pounds over the handbook’s ramp weight, it was okay. The salesman had said so when he bought the airplane. In my mentoring role, I discussed the matter at some length, making the point that no evil magic was going to transpire if he was 301 pounds over gross weight. The wings weren’t going to break off nor would the engines refuse to accelerate us to liftoff speed. But neither would it be okay to ignore the manufacturer’s limitations, just because he wanted to fill all the seats that came with the airplane.

To heighten our discussion, I picked up his expensive pilot operating handbook and carried it over to the trash can, where I summarily deposited it. I told him he might as well throw it away, because it was meaningless. All the per-

formance numbers in that book were based on operating the aircraft loaded within the weight-and-balance limits. If he chose to overload it, he was, in effect, becoming a test pilot. No one at the factory could tell him how it is going to work, because their testing stopped after assuring that all was well at maximum takeoff weight.

And so, if you don’t want to be a test pilot, you had better stay inside the normal loading envelope. Not because the airplane won’t fly, or you can’t handle it if something unusual comes up, but because you have no tested data to guide you, no normal cushion of safety to make up for nature’s foibles or your ineptitude.

A rather svelte pilot I know was flying a twin Cessna with two rather porcine individuals ensconced in the rear-most seats. They had flown in this configuration many times, but on one particular trip they encountered thunderstormrelated turbulence and the aircraft pitched up and down so violently it wound up with overstress damage to the tail and aft fuselage. Why? Because the aircraft was loaded with the center of gravity (C.G.) well aft of the allowable range, which eliminated the airplane’s normal stability and control response. It became so sensitive it was easy to overcontrol.

Balance is Vital Too often, we focus on respecting the airplane’s maximum ramp weight or zero-fuel weight, neglecting the danger of flying with the loaded C.G. outside the stated limits, whether expressed in inches aft of datum or in percentage of mean aerodynamic chord. As seen above, loading too far aft removes the positive stability expected of certificated aircraft and could prove deadly in a stall condition. Loading outside the forward C.G. limit, on the other hand, can make it difficult to rotate the nose up

for takeoff or landing and cause stiff handling in pitch. Landing nosewheel first, because you’ve ran out of elevator authority, is not a recommended way to conclude a flight.

The tragic loss of a Boeing 747 freighter during takeoff at Bagram, Afghanistan, in April, 2013 was caused by heavy cargo of military vehicles shifting as the airplane climbed through 1,200 feet AGL. Given the suddenly-extreme aft C.G. movement, the crew was unable to prevent the stall and the huge widebody went into the ground like a ball of fire.

Therefore, to preserve handling and stability, always assure that the center of gravity remains inside the normal loading limits, even if your aircraft weight is under the maximum allowed. What’s positive stability? It’s exhibited by an airplane’s tendency to resume a trimmed speed, after being disturbed, either by control action or turbulence. If the airplane is pitched

up and airspeed falls off by 10 knots, it should pitch down on its own, hands-free, accelerating beyond the trimmed speed until it pitches up from the dive, slowing to a lesser speed than before, and after a few lessening oscillations, it comes back to the original speed, all on its own. If loaded to the aft-c.g. limit, the airplane may show neutral stability, meaning it’s reluctant to return to a trimmed speed without pilot intervention, and if loaded beyond the aft limit, it can become dangerously unstable.

Zero Fuel Weight Many aircraft have been “grown” after their initial certification to allow extra seats or cargo space. In some cases, adding too much weight in the fuselage will exceed a designed wingbending moment because of the concentration of weight inboard. The answer is to establish a maximum zero-fuel weight; since fuel normally

goes into the wings, keeping the span-wise loading distributed more evenly assures airframe integrity.

Naturally, it’s the minimum-fuel condition that sets the zero-fuel weight limitation, not a takeoff loading.

A maximum landing weight, on the other hand, usually results from design limits for the landing gear. An overweight landing, if necessary, has to be done with as little vertical descent at touchdown as possible.

Bear in mind that reference speeds and stopping distances are usually predicated on max-landing weight, unless a special page in the operating manual is devoted to overweight landing. In small G/A aircraft, you may very well be the test pilot if you land heavier than the maximum landing weight.

Thus, knowledge of your aircraft’s loading is important for survival, not just attaining the rating. The reason most pilots can depart without visibly doing their sums is because they know, or should know, that today’s load falls into an acceptable range.

They have confirmed this from prior calculations with similar body counts and luggage, although it pays to check the bags for one with anvils in it.

Wise pilots spend downtime working some sample calculations of passenger, fuel and baggage scenarios.

In doing so, it’s possible to find the areas where you will run into trouble, and you won’t have to figure the weight and balance each time if you are familiar with today’s example.

In simple summation, don’t fly heavy and don’t fly out of balance.

This is not advice to pass the course for a rating; it’s to stay alive.

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DREADFUL

The Dubaibound Boeing 747-400 plane crashed just after takeoff from Bagram airbase on 29 April 2013, killing six (top).

SAFETY SENSE How fatigue and authority gradient on the flight deck can cause disaster, written by Michael R. Grüninger and Capt. Carl C. Norgren

SLEEPWALKING

Early Morning in IMC

I

TIMING

A substantial number of the fatal night IFR accidents occur while the pilot is flying an ILS approach.

t had been a short night of only four hours sleep for the captain.

After an early wake-up and transfer to the airport, the co-pilot could get only a little more sleep.

On November 22 nd, 2004, N85VT, a Gulfstream G-1159A (GIII) was approaching the runway 04 at William P. Hobby Airport (HOU), Houston, Texas. The aircraft had been cleared for an ILS approach to the runway 04.

It was early in the morning and according to the ATIS information ‘Quebec,’ the wind was calm; the visibility was 1/8 statute mile in fog; the runway visual range (RVR) for runway 4 was variable between 1,600 and 2,400 ft; the clouds were broken at 100 ft and overcast at 9,000 ft.

It was still dark and the crew were in IMC. They were on a radar heading to intercept the ILS and were cleared for approach. “I can’t get the approach mode on my thing,” the captain said. The co-pilot replied that he could not get the approach mode either. Despite not being able to arm the approach mode on their flight guidance system, the captain turned inbound and started the descent saying, “just gonna have to do it this way.”

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The co-pilot stated: “Okay, we are high on the glideslope now.” At this time, the aircraft was well below the glideslope. Neither of the pilots had a glideslope indication on their instruments and it is probable that the copilot was mistaking the fast-slow speed indication for the glideslope indication. Shortly after, the co-pilot said: “You’re on the glideslope now.”

However, the aircraft was in fact 700 ft below the glideslope.

Recognizing the Mistake Suddenly, at 1,000 ft AGL, the copilot realized the mistake. The ILS frequencies had been pre-selected, but not activated. He proceeded to activate the ILS on both navigation sets. This startled the captain, who asked “What happened? Did you change my frequency?” At this point, the aircraft was at an altitude of 900 ft and 800 ft below the glide slope.

After the co-pilot explained that the ILS is now active, he repeated twice: “You’re all squared away now.” The captain replied: “I don’t know if I can get back on it in time.” The captain turned to intercept the localizer while continuing the descent with a full ‘flyup’ deflection of the glideslope. As the co-pilot announced that they are approaching the minimum, the aircraft struck a light pole and crashed.

All the occupants on board perished.

All Warnings Go Unnoticed Despite multiple ‘non-normal’ indications during the approach, the crew did not react to them and continued the approach into the ground. Neither of the pilots could identify the urgency of the situation and the imminent danger to the safety of the flight.

When the co-pilot finally noticed the mistake in setting the ILS frequency, he did not inform the captain; but simply switched the frequencies, which startled the captain. Realizing that they had not been tracking the ILS signal when well below 1,000 ft AGL in IMC should have resulted in an immediate go-around.

Both pilots were highly experienced and well respected within the flight ops department. ‘Out-of-character’ behavior could be caused by a lack of rest. The early reporting time for this positioning flight from Dallas to Houston gave both of them a very short night’s rest.

The situational awareness of both pilots at this point was lacking completely. Neither of them called for a go-around; and instead they reassured each other that they would be fine by continuing with what they were doing. Is this surprising at all?

Probably not. Many pilots might have been exposed to the invisible

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SAFETY SENSE

OVERSIGHT

‘The Invisible Gorilla’ experiment reveals how obvious things can go unnoticed when concentrated.

gorilla experiment during their CRM courses. A person focusing on a task simply does not ‘see’ the gorilla standing in front of him or her. Have a look at http://www.theinvisiblegorilla.com.

the captain was the pilot flying, the co-pilot took decisions and made changes to the aircraft configuration and navigation settings which did not reflect his role as co-pilot.

ciate the perception of the clues for non-standard display readings.

Performance of essential tasks was imprecise and hesitant. It is as if they wanted to perform an ILS on a trial and error basis.

Mitigating Standard Operating Procedures (SOPs) are designed to prevent unsafe conditions. They depend on the flight crew adhering to them to be successful. If SOPs are not designed in such a way that they actually take into consideration human factors, then unsafe conditions can materialize and go unnoticed until it is too late.

Multiple basic SOPs were not followed during this approach: The ILS was not set and identified; the approach mode was not armed; the descent was commenced without a glideslope indication.

The roles and responsibilities between the two pilots became blurred. In the end, there was no leader when it came to making a ‘difficult’ decision such as initiating a goaround.

The high level of experience might actually have inhibited the realization of the severity of the situation. Each pilot trusted that the other pilot knew what was going on, and hence each pilot felt confident that the other one had the situation under control. The professional calmness on the flight deck covered up the fact that neither of the pilots was aware of the dangerous situation they were in.

The co-pilot’s repeated remarks of “You’re all squared away now” increased the false sense of control and safety. The respect for the experience of the other pilot led to complacency and prevented the crew from realizing the dangerous situation they were in.

Communication, leadership, teamwork, situation awareness, workload management, problem solving, decision making, monitoring, crosschecking, task sharing, briefing and flight management are the subjects taught in Crew Response Management (CRM) training.

This accident unfortunately demonstrates how CRM can fail even with a very experienced and expert crew.

Maybe the fact that the crew was positioning to HOU to pick up a former US president increased the patriotic spirit, but this did not help improve their airmanship.

Leadership The authority gradient on the flight deck of N85VT also contributed to the lack of leadership and decision-making. The captain was 67 and had accumulated 19,000 flight hours. He had also been the chief pilot of the company for four years until July 2004. The co-pilot was 62 and had about 19,100 flight hours. He had taken over as chief pilot in July 2004 and held this position until the day of the accident.

The high level of experience of both pilots and their similar rank and status within the company meant that there was no clear leader on the flight deck.

Although the captain and the copilot were designated as such and

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Sleepwalking The flight crew’s behavior is similar to that of sleepwalkers. They were, of course, awake; but still they performed as if in a dream, which turned into a nightmare at the end. Their reaction time was slow. The pilots were not mindful and did not have sufficient cognitive capacity to appre-

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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 (ISBAO, 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.

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