Bart International Issue 178 by Bart International

178 DECEMBER 2018

PREMIER TRANS-ATLANTIC BUSINESS AVIATION MAGAZINE

MEBAA 2018

MIDDLE EAST THE ALADDIN'S LAMP FOR BUSINESS AVIATION NOT COMPLETE WITHOUT COMPLETIONS page 48

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UPFRONT

"DON'T TAKE A NIBBLE, TAKE A BIG BITE" BILL LEAR WAS NOTED for his proverbial sayings, many of which are now legendary. “Don’t take a nibble, take a big bite” is certainly the one I would recommend to the sender of a distressed letter addressed to the recently appointed EBAA Secretary General, Athar Husain Khan. As CEO of one of the largest Business Aviation groups in Europe, the sender decided to publicize his remarks in an open letter, disseminated throughout the press and the European Business Aviation industry. The message being about EBACE and particularly its location in Geneva, a topic very close to my heart, I simply could not resist using this “Upfront” page to react. Being at the foundation of EBACE, it’s an issue that I know extremely well. When I took the position of EBAA CEO in 1992, I had one secretary and a few Belgian francs in the EBAA safe. I quickly realized that to support our few members and help Business Aviation grow in Europe, I needed to take action. Having attended several NBAA Conventions as a publisher of various aviation magazines, I knew that organizing something similar in Europe would not only benefit our bottom line, but would also build recognition of Business Aviation as an essential tool for the European economy. After starting some EBAA Conventions around Brussels, I realized it would take years to become really efficient in supporting of our membership. So, in 1999, I started discussing with NBAA President Jack W. Olcott the possibility of partnering to create a joint trade and seminar program. After getting a preliminary agreement from the EBAA Board, Jack told me: “Fernand, this is your territory,

Fernand M. Francois Editor and Publisher

you choose the place”. Without any hesitation, I responded “Geneva!” So yes, I am the one responsible for the location, which might not be the cheapest for accommodations, but not necessarily the highest either, especially when compared with cities like Paris or London. There are some very nice – and cheaper – hotels in France, on the other side of the airport, which offer easy access to and from the show. Are there any other neutral locations in Europe with easy access from North Africa, Russia and Japan, offering a convention center with direct access to an airport with space for more than 75 airplanes on display? Anyway, after all discussions and agreement from the Boards of NBAA and EBAA, Brian Humphries, EBAA President, signed the agreements to officially create EBACE LLC, with a 50/50 financial split between both Associations. The first EBACE was then held in Geneva in 2001. Soon thereafter, I could finally hire some employees and, with the recognition of the European Institutions, take real actions to support Business Aviation – a sector that was quasi inexistent before the creation of EBACE. I am delighted to read in that CEO’s open letter some words of recognition on the work that EBAA is doing in defending Business Aviation’s interest. On the other hand, I regret the position he took opting not to exhibit at EBACE. What he seems to miss is how exhibiting at a show is a way to stay competitive. In most markets, a brand will have a quite small share, and a correspondingly small share of activity. Spending more, or spending better, leads to increased sales and market share, which means higher profits.

“It is greed to do all the talking but not to want to listen at all.” Democritus

FEATURES Volume XXX N°6 EDITOR AND PUBLISHER Fernand M. Francois ASSOCIATE PUBLISHER Kathy Ann Francois EDITOR-IN-CHIEF Volker K. Thomalla MANAGING EDITOR Busra Ozturk

28 MEBAA DUBAI PREVIEW Middle East Regional Report 40 ACCESS TO THE MIDDLE EAST Airports and FBOs 48 AIRCRAFT INTERIORS Not Complete without Completion 56 NBAA-BACE REPORT Expecting a Positive Climb 64 AVIONICS SUPPLIERS Shining at NBAA-BACE

EXECUTIVE EDITOR Nick Klenske EXECUTIVE EDITOR Marc Grangier SAFETY EDITOR Michael R. Grüninger COACH EDITOR Captain LeRoy Cook TECHNOLOGY EDITOR Steve Nichols CONTRIBUTING EDITORS Louis Smyth, Derek Bloom, Richard Koe, Brian Foley, Anna Naznarova, Giulia Mauri EDITORIAL SUPPORT MANAGER Patsy Root PRODUCTION MANAGER Tanguy Francois For all the above Info@bartintl.com ADVERTISING Kathy Ann Francois Marketing Director kafrancois@bartintl.com

BART International Premier Transatlantic Aviation Magazine ISSN 0776-7596. Printed in Belgium is published and owned by SA Frankie&Lette, 20 rue de l’Industrie at B1400 Nivelles. Phone +326 788 3603. Info@bartintl.com. BART Intl is governed by the International copyright laws. Free professional subscription available. International distribution by ASENDIA. USPS O16707 Priodical postage paid. Call IMS I (800) 4283003 Responsible Publisher Fernand M. Francois

EBACE OFFICIAL PUBLICATION

68 SCHEDULERS & DISPATCHERS Ignite Your Passion at SDC19 74 FROM THE COCKPIT Flying Tired can be Deadly 76 THE DOCKET The Consequences of a no Deal 80 SAFETY SENSE Everything OK with flight FCM9927

DEPARTMENTS PREMIER TRANS-ATLANTIC BUSINESS AVIATION MAGAZINE MEMBER OF

3 Upfront 6 Briefing Room 8 Quick Lane 20 Business News 22 On the Move 24 Trans-Atlantic Update

OUR COVER

A Dassault Falcon 6X overflying the streets around the Burj Khalifa in Dubai the tallest building in the world. This part of Dubai is 40 km (25 nm) from the MEBAAâ&#x20AC;&#x2122;s show site.

OUR ADVERTISERS and their Agencies 51 43 69 59 73 13 47 17 31 9 81 25 2 55 79 23 67 11 37 63 15 84 83 27

AERIA Luxury Interiors Aero-Dienst GmbH & Co. KG Air BP AMSTAT Avfuel Corporation CAE Comlux Duncan Aviation EBACE 2019 FlightSafety International (GRETEMAN GROUP) GCS Safety Solution Geneva Airpark SA Gulfstream Aerospace Corporation Jet Aviation JetNet LLC Jet Support Services INC. (JSSI) Rockwell Collins ARINCDirect Rolls-Royce RUBAE 2019 Schedulers & Dispatchers 2019 TAG Farnborough Airport Textron Aviation (Copp Media Services, INC.) Universal Avionics Systems, Corp. West Star Aviation Inc.

BRIEFING ROOM Events

AIR AMBULANCE FLIGHTS

EVERYTHING YOU NEED TO KNOW ABOUT THESE LIFE-SAVING MISSIONS In the Business Aviation industry, we often talk about critical missions. Nothing embodies the required sense of urgency more than an international air ambulance flight when success or failure could literally mean life or death. Here’s what business aviation operators need to know about these life-saving flights and the special planning considerations to be considered to launch missions as quickly and efficiently as possible.

Agenda MEBAA Dec. 10 - 12, 2018 Dubai, UAE

SCHEDULERS & DISPATCHERS Jan. 29 - Feb 01, 2019 San Antonio TX, USA

HAI HELI -EXPO March. 4 - 7, 2019 Atlanta, USA

2019 Maintenance Conference May 7 - 9, 2019 Fort Worth TX, USA

EBACE May. 21 - 23, 2019 Geneva, Switzerland

Private non-revenue or charter While most air ambulance flights are operated as charter (non-scheduled commercial) some are private nonrevenue, although this is somewhat rare. Within the international operating environment, charter operations face additional permit challenges and lead time requirements. General requirements Lead time to set up air ambulance flights and permits varies significantly across the world. On average it’s best to plan on 12-24 hours to secure required permits. At many destinations in Europe permit processing may take 36-48 hours, but in countries such as Mexico, permits are usually processed within a couple of hours, as long as all required documentation is ready and available. Be mindful of specific country regulations such as visa requirements. In some cases, visa requirements may be waived. However, in other cases, visas must be obtained and your ground handler may be able to assist in expediting this. Note that there may also be special equipment mandates to consider, such as TCAS II. Without proper mandated equipment you may not be permitted within certain airspace, resulting in potential delays and routing deviations. Lead time considerations Air ambulance flights are usually planned and dispatched very quickly. Typical advance notice is about 36 hours, but many air ambulance launches are put together within just a few hours. Many operators have a two hour launch time to get a trip going. To manage

short notice launches pre-preparation is key. It’s important to have all required documents on file as well as aircraft/crew information ready, with the only unknown being patient information and schedule. Without having all required documentation/information assembled and ready, there may be operational delays. Unique considerations Apart from short notice lead time considerations, there are often special requirements involved, including coordinating with local hospitals and ambulances. This may involve securing additional permissions, to get hospital vehicles and personnel access airside. In many cases, customs, immigration and quarantine (CIQ) clearance may be possible onboard the aircraft but in other cases, you may need to go through the main terminal with the patient. For example, Heathrow (EGLL) typically does not permit onboard clearance of air ambulance flights while some other airports within the EU may not allow ground ambulance access to the ramp. Setting up ground handling It’s best to give ground handlers as much prior notice as possible to set up local arrangements, although you’ll often be working with very short lead times. Provide your handler with itinerary, crew and passenger details, ambulance information and hospital details. Ambulance information is always required by ground handlers in order to set up airside access to the ramp. Provide as much lead time as possible for any special services, such as wheelchairs.

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Special services If your air ambulance operation requires special ground support equipment (GSE), such as medical oxygen or a GPU, this should be specified as early as possible. Note that if you wish to request fire and rescue services on the ramp this needs to be clearly communicated and could involve additional charges. You may also wish to request a power in/power out parking spot, close to the FBO or general aviation terminal (GAT). Permit considerations Depending on where you’re operating required permits may be processed on an expedited basis, or they may not. Likewise, visa exemptions may be permitted for certain operations. Additionally, over flight requirements and lead times may be more flexible. For the most part, overflight and landing permits are required for air ambulance operations but lead times may be greatly reduced. Some countries, including Ireland, waive permit requirements for air ambulance flights. On the other hand, certain countries, including China and Brazil are more stringent in terms of air ambulance approvals. Permit requirements Permits for air ambulance flights are often expedited by the relevant Civil Aviation Authority (CAA). For example, Jamaica waives permit requirements for air ambulance operations and the UK has the ability to process these permits after hours with shorter than normal lead times. Germany will make special exceptions for these sorts of flights and facilitate processing of short notice permits. Permits for international air ambulance tech stops are usually easier to obtain due to the urgent nature of the missions. In the event CAA is closed, air traffic control (ATC) may be able to approve short notice landing permits. Blanket permits If your air ambulance operations will frequent certain countries, blanket permits, when available, are the best way to go. Countries such as Bermuda, France and Mexico offer blanket permits for air ambulance operations and this not only decreases lead time but alleviates delays. The same is applicable for overflight permits, depending upon the region you’re operating in. For example, Cuba offers monthly overflight permit options. Needed documentation/information Communication with an appropriate airport and CAA authorities can be one of the more challenging hurdles in terms of setting up short notice permits and operational authorities. If an airport is closed, due to a curfew, it may be possible to extend airport hours on a case-by-case basis. However, such exceptions are always at the discretion of local authorities and not guaranteed.

Hurdles to consider Key information needed to set up a short notice air ambulance operation includes: ❍ Aircraft documentation, including certificates of registration, airworthiness and worldwide insurance. Be aware of special insurance requirements enforced in some locations, including Mexico, Hong Kong and Turkey. ❍ Full crew documentation, licenses and medicals ❍ Country-specific requirements, such as engine serial numbers for Colombia, a color photo of the aircraft for the Philippines and, in some cases, maintenance logs. ❍ For charter operations to the EU you’ll need an approved Third Country Operator (TCO) certificate ❍ Provide an estimated time of arrival (ETA) that’s as accurate as possible ❍ Full crew and passenger information as well as local hospital contact details. For countries that require a business contact for permits, local hospital information, and the discharging doctor will likely be accepted.

Conclusion When dealing with air ambulance flights it’s critical to provide all the information required for your flight and permits as soon as it’s known. Be as prepared as possible with any required documentation – including special insurance requirements and TCOs for the EU – to better facilitate short notice operations. There are cases where you may not have certain required information available until close to last minute, such as complete patient details, local hospital information and special service needs. The moment this outstanding information is known it should be forwarded to your local ground handler, to avoid delays with services such as CIQ or permits. However, many agencies will likely provide reduced processing time due to the urgency of the flight. Questions If you have any questions about this article or would like assistance planning your next air ambulance flight, contact Reginald Perry at Universal Weather: reginaldperry@univ-wea.com.

✈

Reginald Perry is an expert on Business Aviation operations, specializing in charter ops and air ambulance flights. He has been with Universal since 2014 and currently serves as a Master Mission Advisor on the X-ray Team. Reginald, who has a bachelor of business administration –Aviation Management degree from Auburn University, is a licensed aircraft dispatcher and private pilot.

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QUICK LANE GULFSTREAM ACQUIRES NORDAM G500 AND G600 NACELLE LINE Gulfstream Aerospace Corp. has acquired The NORDAM Group Inc. manufacturing line that produces nacelles for the Gulfstream G500 and Gulfstream G600. Gulfstream had been operating the Tulsa, Oklahoma-based line since early September as part of an agreement with NORDAM to address its July bankruptcy filing. NORDAM had been producing the nacelles for Gulfstream’s G500 and G600 engine supplier, Pratt & Whitney Canada.

FLIGHTSAFETY OFFERS FALCON EYE HUD IN ITS SIMULATORS IN DALLAS, PARIS FlightSafety International announces that the Dassault FalconEye Combined Vision System HUD has been incorporated into its Falcon 900LX simulator in Dallas as well as the Falcon 8X and Falcon 2000LXS simulators in Paris. The FalconEye HUD will also be installed in a new Falcon 2000LXS and Falcon 900LX interchangeable simulator which is scheduled to be available for training at the Teterboro Learning Center in August 2019.

UNIVERSAL AVIONICS OFFERS TOUCHSCREEN CONTROL DEVICE FOR INSIGHT Universal Avionics is offering a new touchscreen model for the InSight Display System’s EFIS Control Display Unit (ECDU). The company’s latest offering further improves the InSight Display System, offering a choice for advanced operation in addition to the traditional InSight ECDU. The Touch ECDU combines multiple InSight System controls, including the flight displays, FMS, radios, weather, traffic, and terrain into a centralized control device.

EXECUJET CELEBRATES IS-BAO STAGE III IN SOUTH AFRICA ExecuJet, part of the Luxaviation Group, is celebrating the successful renewal of its International Standard for Business Aircraft Operations (IS-BAO) Stage III and Wyvern Wingman audits. ExecuJet’s South African AOC was awarded IS-BAO Stage III accreditation in 2015 and is the first of the operator’s AOCs to receive a renewal audit, undertaken every three years. ExecuJet’s other IS-BAO Stage III accredited AOCs are its Asia-Pacific, Europe and Middle East operations.

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QUICK LANE JET AVIATION CONTINUES TO GROW GLOBAL AIRCRAFT MANAGEMENT AND CHARTER FLEET Jet Aviation has grown its global aircraft management fleet by 28 aircraft this year, including 15 in the US and 13 in the EMEA and Asia regions. Of the 15 new managed aircraft in the US, eight are available for charter and include a Gulfstream G650 ER and a GV; a Falcon 2000 and a Falcon 900; a Bombardier Global 6000 and a Challenger 300; a Cessna Citation X; and a Sikorsky S76D helicopter.

COMLUX COMPLETES ITS 11TH VIP CABIN INTERIOR ON A BBJ Comlux Completion, Comlux’ Completion and Service Center based in Indianapolis IN, accomplished their 11th VIP interior outfitting on a BBJ aircraft for a private customer based in the Far East. The luxurious cabin features at the front a spacious executive compartment, with four sets of Club-4. “We have been ‘engineering luxury’ on VIP interiors since 2008, always keeping our customers wishes at heart and the technical performance in mind,” stated Arnaud Martin, COO of Comlux.

ROCKWELL COLLINS BRINGS AWARD-WINNING LIGHT DISPLAYS TO BUSINESS JET OPERATORS

EPIC FUELS ENABLES FIRST-EVER COMMERCIAL FLIGHT WITH WASTE GASES

Rockwell Collins Secant Luminous panel, which brings environmental scenery or light displays to life on standard panels inside the aircraft, is now available for business jets. A Crystal Cabin Award Finalist, Secant Luminous panel utilizes White, RGB, or RGB+W mLED clusters to create a desired display. When the display is disabled, or in a general illumination mode, it appears to be a standard panel within the aircraft. The Secant Luminous panel is the first aircraft mounted display panels using mLEDs as pixels and as general lighting, seamlessly incorporated into the aircraft structural panels.

EPIC Fuels provided expertise in fuel blending as well as technical and logistical support to Virgin Atlantic and LanzaTech to enable the first-ever commercial flight using a unique blend of petroleum-based jet fuel and alcohol-to-jet synthetic paraffinic kerosene (ATJ-SPK) fuel produced from waste gases. LanzaTech’s pioneering technology captures carbon-rich industrial waste gases such as those from steel mills and recycles them into ethanol. The ethanol, in turn, can be used for a variety of low carbon products, including being upgraded to ATJ-SPK, which can be blended into jet fuel.

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It’s time. What are the most precious things in your life? Your family, your friends, your business? Whatever they are, the most precious resource that links them all together is time. That’s why we’ve taken the time to make CorporateCare® even more comprehensive, with additional line maintenance, expanded support and even nacelle coverage on later engine models. Supported by the industry’s leading global service network and cutting-edge digital tools, we are focused on getting you to your destination on time, every time. It’s time to protect your most precious resource. It’s time to consider CorporateCare Enhanced. For more information, email corporate.care@rolls-royce.com The future. Rolls-Royce.

QUICK LANE CAE TO ACQUIRE BOMBARDIER BUSINESS AIRCRAFT TRAINING FOR US$645 MLN

FLYING COLOURS CORP INCREASES NORTH AMERICAN FOOTPRINT

CAE has agreed to acquire Bombardier’s Business Aircraft Training business for an enterprise value of US$645 million, expanding its ability to address the training market for customers operating Bombardier business jets, which at more than 4,800 aircraft, is one of the largest and most valuable in-service fleets of business aircraft in the world. The acquisition will also serve to expand CAE’s position in the largest and fastest growing segment of the Business Aviation training market, involving medium- and large-cabin business jets.

Flying Colours is adding more than 140,000 square feet to its North American footprint as it continues its ambitious expansion and embarks on its largest infrastructure growth to date. Plans are currently being finalized for the groundbreaking of a brandnew hangar by the end of fall 2018 at the Peterborough, ON facility. The additional hangar, the fourth at Flying Colours Peterborough headquarters, is needed to provide additional capacity for completions, refurbishment and heavy maintenance work scopes on large jet airframes.

TEXTRON AVIATION STRENGTHENS PRESENCE IN CANADA IN WAKE OF BANNER 1H18, AVFUEL EXPANDS TEAM FOR HEIGHTENED SUPPORT With a 100 percent dedication to aviation, Avfuel Corporation is uniquely in-tune with what its customers require, and the manpower needed behind that support. And with a robust first half of the year – adding 90 global contract fuel locations and 18 new branded FBOs – the employee support required for customers is at an all-time high. For this reason, Avfuel expanded both its marketing and sales divisions to ensure its in-house support teams provide the level of care its customers deserve.

Textron Aviation Inc. has established Textron Aviation Canada, Ltd., a new whollyowned subsidiary focused on expanding the company’s service network. The first phase of the expansion includes the acquisition of assets of Aspect Aircraft Maintenance, Inc., an aircraft maintenance and repair provider in Calgary, Canada, where a Textron Aviation Mobile Service Unit currently operates and a new MSU base in Toronto.

BELL LAUNCHES CERTIFIED TRAINING FACILITIES Bell Helicopter launched Certified Training Facilities to expand its global training offering. CTFs such as Helideal, a Bell Independent Representative based in southern France, will provide the highest standard of initial and recurrent pilot training under the umbrella of the renowned Bell Training Academy. “The Bell 505 has been a global success story for Bell,” said Patrick Moulay, senior vice president, Commercial Business.

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QUICK LANE GARMIN CELEBRATES 200M PRODUCTS SOLD, OPENS OLATHE CAMPUS EXPANSION Garmin Ltd. has sold more than 200 million of its GPS navigation and wearable technology products to customers around the world pursuing their passions throughout the automotive, aviation, fitness, marine and outdoor markets Garmin serves. This milestone is concurrent with the opening of the first phase of the company’s facility expansion at its North American headquarters in Olathe, Kansas. Built to enable growth in many areas of its business, this 750,000square-foot manufacturing and distribution center more than doubles the company’s aviation product manufacturing and distribution capacity.

DUNCAN AVIATION SIGNS PRES AGREEMENT WITH HONEYWELL Duncan Aviation has signed a new Parts Reclamation Engine Surplus (PRES) agreement with Honeywell Aerospace. This agreement applies to Honeywell TFE731-2 & -3 engines and engine parts and re-authorizes Duncan Aviation to purchase, inspect, repair as necessary, and recertify serviceable parts using Honeywell technical information. All parts are returned to service with a signed FAA 8130-3 and EASA dual-release tag. Duncan Aviation is a Honeywell TFE731 Heavy Maintenance Facility.

AIR BP ADDS SALVADOR INTL AIRPORT TO ITS NETWORK

TAG FARNBOROUGH MAINTENANCE SERVICES TO EXTEND LINE MAINTENANCE OPS TAG Aviation’s Farnborough Maintenance Services is extending the hours of its Aircraft Cleaning and Detailing Services operations to run from 6am to 11pm, 7 days a week, which will be available to any aircraft landing at TAG Farnborough Airport. TAG Aviation Maintenance Services Detailing Teams are fully mobile with dedicated vans and deliver over 9,000 hours of aircraft interior and exterior Detailing Services annually from their base at Farnborough Airport and throughout the surrounding area.

Air BP has bolstered its network in Brazil with the addition of Salvador International Airport. Operations at the airport will be managed by Air BP Petrobahia, a joint venture between Air BP and Brazilian company, Petrobahia. Air BP Petrobahia has invested USD$3 million in enhancing fuelling infrastructure and training at the airport and will supply Jet A-1 fuel to both general and commercial aviation customers.

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A REFLECTION OF EXCELLENCE

We will be exhibiting at both MEBA, Dubai and S&Dâ&#x20AC;&#x2122;19, San Antonio. Please come and visit us

TAG Farnborough Airport Design and people working beautifully together The purpose-built airport for BUSINESS, for PRIVACY, for LONDON tagfarnborough.com

QUICK LANE ‘INDOOR’ GPS WITHIN THE GENEVA AIRPARK 5 HANGAR Since August 2018, the large 10.000 sq meters Geneva Airpark hangar has been equipped with a dual GNSS system, designed by British company FalTech, known for developing extremely reliable solutions for land, sea and air use. Geneva Airpark has selected a GNSS equipment compatible with GPS L1: 1575 Mhz, Glonass (Russia) and Galiléo (Europe) sytems. These devices eliminate glare and may be immediately aligned.

FALCON 8X CERTIFIED FOR EFVS TO 100 FT OPERATIONS

ANOTHER EMBRAER PHENOM 100E FOR THE DACH REGION

The Falcon 8X has been certified by EASA and the FAA for an enhanced flight vision system (EFVS) capability that gives operational credit for poor visibility approaches down to 100 ft, greatly improving access to airports in bad weather and significantly enhancing fleet efficiency. The new EFVS capability, provided through the 8X’s revolutionary FalconEye combined vision system, was certified for operational use following the completion of a joint EASA/FAA certification campaign earlier this year.

Atlas Air Service sells a Phenom 100E to a customer from the region around Lake Constance. The aircraft will be operated by Jet24 GmbH in Vienna. In terms of comfort and operating costs, the Embraer Phenom 100E is the most complete entry-level light jet. The spacious interior with an “Oval Lite” cabin design has been created by BMW Group DesignworksUSA. In addition, the jet has been authorized for single pilot operation and offers the intuitive Prodigy Flight Deck.

PILATUS OPENS PC-12 NG, PC-24 COMPLETIONS FACILITY IN BROOMFIELD Anticipating growth for its popular singleengine turboprop PC-12 NG and the all new PC-24 Super Versatile Jet, Pilatus Business Aircraft Ltd recommits to its Colorado roots and the US business aircraft market. Pilatus opens a brand new completion center in Broomfield. Pilatus’ new facility in Broomfield is custom-designed to conduct aircraft interior and exterior completions for all Pilatus PC-12 NG and PC-24 aircraft delivering to North and South America.

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Your aircraft cabin should make you feel at home. It should make you comfortable, yet productive, while reflecting your unique sense of style with customized design and a personal touch. At Duncan Aviation, we have led the industry for nearly 30 years with custom completions solutions for a wide variety of business jet cabins. Our aircraft designers are experienced in creating beautiful interiors that satisfy aircraft operators as well as the often stringent restrictions placed on these relatively small interior spaces. Our gorgeous designs are combined with production expertise, innovation and unmatched quality. The result is an aircraft Cabin Experience. Unlike any other.

QUICK LANE FLIGHTSAFETY LAUNCHES MISSIONFIT, INTRODUCES EVOLUTION 360 DOME DISPLAY

LG ELECTRONICS AND LUFTHANSA TECHNIK ESTABLISH JOINT VENTURE

FlightSafety International recently launched MissionFit, a new advanced technology interactive training system, and introduced its new Evolution 360 direct-view dome display. MissionFit is ideal for either on-site or remote instructor-led training as well as for self-learning. MissionFit can be configured to represent virtually any helicopter or fixed-wing aircraft and customized to meet the specific training requirements of the operator. The Evolution 360 Dome features LED or laser light source projectors that provide bright, high contrast, dynamic scenes at a scalable resolution up to 2.0 arcmin/optical line pair.

LG Electronics (LG) and Lufthansa Technik AG will jointly develop, produce and market LG’s innovative OLED displays for commercial airplane cabins. The new venture will be based in Hamburg, Germany and will commence operation in the first half of 2019. The new joint venture will combine LG’s advanced, lightweight and flexible OLED display technology with Lufthansa Technik’s aviation business capabilities to create new markets for on-board aircraft applications such as welcome board screens and interior linings.

STANDARDAERO DEDICATES 30,000 SQUARE FOOT EXPANSION AT MIAMI FACILITY StandardAero Component Services recently celebrated and dedicated the company’s 30,000 sq. ft. expansion of its component repair facility, located in Miami, Florida. The additional working space and capital improvements included the installation of a state-of-the-art clean line, an additional vacuum furnace as well as water jet cleaning capabilities. As a result, the facility will be the largest provider of aerospace and aerospace-derivative combustor overhauls in North America, and the second largest in the world.

HONDA ANNOUNCES PERFORMANCE PACKAGE FOR HONDAJET HA-420 Honda Aircraft Company announced the addition of a performance package for the HondaJet HA-420. The company’s new Advanced Performance Modification Group (APMG) engineered the upgrade, enabling existing HondaJet owners to enhance their current aircraft with several new performance and software features. The APMG Performance Package offers current HondaJet owners the opportunity to implement Honda Aircraft Company’s latest performance upgrades on their aircraft.

AERO-DIENST SECURES BOMBARDIER EXCELLENCE AWARD FOR 4TH TIME IN SUCCESSION Aero-Dienst was once again presented with the ‘Bombardier Business Aircraft Authorized Service Facility (ASF) Excellence Award’ as the best service facility in the ‘Europe’ category. For the fourth time running, and for the fifth time altogether, the Nuremberg specialist for maintenance, operation, sales and management of business aircraft received this distinction for its excellent record in providing Bombardier customers with first-class quality, performance and service.

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STEVENS AVIATION NAMED AUTHORIZED DEALER FOR SMARTSKY 4G LTE SmartSky Networks has expanded its robust dealer and distribution network, adding a proven aviation company with more than 60 years of industry experience. Stevens Aviation will serve as an authorized dealer for hardware sales and installation of the SmartSky 4G LTE system. Stevens will sell and install SmartSky equipment at its three locations across many business jet models using STC licenses obtained from other SmartSky distribution partners.

FBO OPENING

JET AVIATION EXPANDS FBO NETWORK The recent addition of two FBOs in the Netherlands was the next step in Jet Aviation’s strategy to be present at Europe’s top Business Aviation airports. Volker K. Thomalla reports from Amsterdam

Aviation handling affiliate, Jet Aviation stepped up.” The company now offers ground handling, customer and crew services, flight planning, de-icing and fueling services at both airports. The FBO in Amsterdam is capable of handling aircraft up to the size of a Boeing 767, although for widebody parking it needs to cooperate with the Schiphol airport authority. For all other aircraft, it even does the apron control, parking planning and marshalling, which reduces time on ground for customer aircraft.

n early October, Jet Aviation completed its acquisition of KLM Jet Center, a former subsidiary of the Dutch airline KLM, which offers FBO services at both Amsterdam and Rotterdam international airports in the Netherlands. On October 25, Jet Aviation celebrated the official inauguration of the re-branded FBO in Schiphol’s General Aviation Terminal. The addition of both facilities – which are only 60 kilometers (37 miles) apart from each other – brings Jet Aviation’s global FBO network to a total of 34, including eight locations in Europe. Edwin Niemöller, who has served as KLM Jet Center’s FBO director for over a decade, will lead the newly founded Jet Aviation Netherlands. The company is keeping all 34 employees. The financial terms of the transaction have not been disclosed. A Strategic Acquisition According to Jet Aviation Vice President Cyril Martinière, the move was not an opportunistic buy, but a strategic acquisition that started two years ago. “Jet Aviation’s Customer Advisory Board had pointed out that they would like to see Jet Aviation offering FBO and handling services in the Netherlands,” he says. “When KLM decided to divest its Business

The facility is fully equipped to handle larger passenger groups like sports teams. International soccer teams use the FBO regularly as the stadium of Amsterdam’s famous Ajax football club is less than 20 kilometers away. “The two FBOs support more than 7,500 annual movements and extend high connectivity to Jet Aviation customers,” says Jet Aviation President Rob Smith. “While Amsterdam Schiphol has slot restrictions and closes at 11:00 pm, Rotterdam is the only 24/7 international airport in the Netherlands.” In Schiphol, Jet Aviation’s lounges overlook the apron, underlining the short distances from the terminal building to the aircraft. “It takes only

50 steps from entering the General Aviation Terminal to the aircraft entry door,” adds Niemöller. The building itself is owned by the airport authority, and Jet Aviation will now invest in furniture and accessories to adjust the look and feel of the FBO to its own design standards. Striving for More Customers like the full service they get. Both FBOs have consistently been voted one of the top-ten FBOs in Europe in recent years. Niemöller is now striving for IS-BAH certification for both FBOs, which all other European FBOs in Jet Aviation’s network have already achieved.

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CEREMONY

Jet Aviation celebrated its acquisition of KLM Jet Center with an official ribbon cutting.

NINE-MONTH RESULTS 2018: JSSI Q3 FLIGHT INDEX MTU AERO ENGINES POINTS TO SUSTAINED RAISES FORECAST GROWTH PATTERN

In the first nine months of 2018, MTU Aero Engines generated revenues of 3,318.7 million, up 14% on the previous year. The group’s operating profit increased by 16% from 439.9 million to 508.9 million. The EBIT margin stood at 15.3%. “MTU continues to benefit from a favorable tailwind, in both the OEM and MRO segments,” said Reiner Winkler, CEO of MTU Aero Engines. “Above all the aftermarket for spare parts and commercial maintenance has again surpassed our expectations. This has a positive effect on our forecast for this year, which we are raising today.” As a result of the strong aftermarket business and taking exchange rate effects into account, group revenues are now expected to reach around 4.4 billion in 2018. Initially, MTU had anticipated revenues of around 4.2 billion. MTU is also raising the forecast for EBIT adjusted – from around 640 million to around 660 million. Net income adjusted, originally targeted at 450 million, is expected to increase to around 470 million in 2018. The outlook for the cash conversion rate – the ratio of free cash flow to net income adjusted – remains unchanged at 40 to 50%. MTU reported higher earnings in both the OEM and the MRO operating segments in the first nine months of 2018. In the OEM segment, operating profit climbed 16% to 340.7 million, while the EBIT margin stood at 22.6% compared with 23.4% in the same period of the previous year. Earnings in the commercial maintenance business grew by 14 % to 167.9 million, resulting in an EBIT margin of 8.3%. $ 20 - BART: DECEMBER - JANUARY - 2018 - 2019

Jet Support Services, Inc. (JSSI) has released the JSSI Business Aviation Index for the third quarter of 2018. For the second consecutive quarter, average flight hours exceeded the 30-hour ceiling and reached levels not seen since 2008. Key findings in the third-quarter data include: ❍ Average aircraft utilization of 30.34 hours for the third quarter is the first time flight activity has averaged over 30 hours in backto-back quarters in more than a decade. ❍ The helicopter industry continues to rebound in 2018, with a 21.9 percent increase in average flight hours in the third quarter. ❍ Of the nine industries analyzed, six reported an increase and three reported a decrease in quarter-over-quarter flight activity. The largest growth was in the healthcare sector, which reported a 7.9 percent increase in flight activity compared to the second quarter of 2018. The construction industry reported an increase of 4.0 percent; the business services sector reported an increase of 2.6 percent; the power and energy segment increased by 2.3 percent; and the aviation sector saw a flight activity increase of 1.7 percent this quarter. The financial services industry increased by 1.6 percent. ❍ The largest year-over-year decreases in flight activity were seen in the manufacturing sector, with an 11.8 percent reduction; and in the real estate sector, which reported a decrease of 9.9 percent. The consumer goods industry remained relatively flat for the quarter, with a decrease of 1.0 percent from the second quarter but an increase of 6.0 percent year over year. ❍ Seven key regions are sampled in the index. Significant quarter-over-quarter increases were reported in the Middle East, with a 39.4 percent increase in average flight hours; and Africa, which reversed its negative trend for the year with a 37.6 percent increase. South America also experienced an 11.4 percent increase for the quarter. Decreases were seen in Central America, with a drop in average flight hours of 15.7 percent; Asia-Pacific decreased by 8.7 per-

cent, and Europe ended the quarter with a 1.4 percent decrease. ❍ North America flight hours increased 1.6 percent quarter over quarter and 6.8 percent year over year. Average flight hours increased 5.7 percent year over year.

EMBRAER EARNINGS RESULTS 3Q18

Embraer delivered 15 commercial and 24 executive aircraft in 3Q18, for a total of 39 jets delivered during the quarter. This compares to the company’s total aircraft deliveries of 45 jets in 3Q17, of which 25 were commercial jets and 20 were executive jets (13 light jets and 7 large jets). For the first nine months of 2018, Embraer delivered 57 commercial jets and 55 executive jets (40 light jets and 15 large jets), compared to deliveries of 78 commercial jets and 59 executive jets (40 light jets and 19 large jets) over the first nine months of 2017. Embraer remains confident in its 2018 guidance for 85 to 95 total commercial jet deliveries and 105 to 125 total executive jet deliveries (70-80 light jets and 35-45 large jets). In 3Q18, consolidated revenues were US$ 1,151.7 million, which represent a year-overyear decline of 11.5% compared to 3Q17. On a year-to-date basis, Embraer consolidated revenues were US$ 3,400.2 million in the first nine months of 2018 as compared to US$ 4,125.7 million reported in the first nine months of 2017. The Executive Jets segment delivered 17 light and 7 large jets, totaling 24 aircraft in 3Q18. Also during the third quarter of 2018: ❍ Executive AirShare became the US’s first fractional provider to add the Embraer Phenom 300E light jet to its fleet. The addition of this new aircraft also means that Executive AirShare became the first commercial operator for all variants of the Embraer Phenom platform in the world.

The aircraft delivers top-tier performance and next-generation avionics along with a revolutionary interior design. ❍ Embraer Executive Jets delivered the fifth Legacy 450 business jet to AirSprint, Inc., a privately held Canadian fractional aircraft ownership company based in Calgary, Alberta. AirSprint started operating its first Legacy 450 under lease in December 2016, which has since been joined by five newly delivered Legacy 450s, bringing AirSprint’s fleet to six aircraft of this model. ❍ Embraer China hosted the 2018 Embraer Executive Operators Conference (EEOC) in Tianjin, with over 100 guests. $

CAE REPORTS 2Q19 RESULTS

CAE has reported revenue of $743.8 million for the second quarter of fiscal year 2019, compared with $618.2 million in the second quarter last year. Second quarter net income attributable to equity holders was $60.7 million ($0.23 per share) compared to $60.3 million ($0.22 per share) last year. Excluding the gain on divestiture of the Zhuhai Flight Training Centre, net income would have been $53.3 million ($0.20 per share) last year. All financial information is in Canadian dollars. Free cash flow was $137.7 million for the quarter compared to $63.5 million in the second quarter last year. The increase in free cash flow results mainly from a lower investment in non-cash working capital and an increase in cash provided by operating activities, partially offset by a decrease in proceeds from the disposal of property, plant and equipment. Income taxes this quarter were $15.2 million, representing an effective tax rate of 19%, compared to 27% for the second quarter last year. The tax rate this quarter was lower due to the sale of the equity interest in ZFTC and negative impacts of tax audits in Canada last year, partially offset by a change in the mix of income from various jurisdictions. Excluding the impact of the sale of the equity interest in ZFTC, the income tax rate would have been 23% in the second quarter of fiscal 2018. Growth and maintenance capital expenditures totaled $40.9 million this quarter.

JETNET RELEASES FIRST AMSTAT NINE MONTHS MARKET INFO 2018 MARKET UPDATE JETNET LLC has released the first nine A review of the business jet and turboprop months of 2018 results for the pre-owned business jet, turboprop, piston and helicopter markets. For the first nine months of 2018 there were 6,781 pre-owned jets and helicopters sold. This is a decrease of 681, or 9.1% fewer sale transactions compared to 2017 across all market sectors. "Fleet For Sale" percentages for all market sectors, except for Piston Helicopters, were down in the September comparisons, dropping 7.5% or nearly 500 aircraft overall. Business Jets showed the largest decline in the percentages For Sale compared to the other markets. Business Jets For Sale percentages are at 8.9% compared to 10.4% last year at this same time, a drop of 1.5 percentage points. The decline in business jets for sale is very good news, and clearly shows we are below the 10% mark and firmly in a seller's market. Inventories of pre-owned business jets for sale have decreased and are now below the 2,000 mark as well, at 1,934. Business jets are showing a decrease (1.6%) in pre-owned sale transactions (including leases) in the first nine months of 2018 compared to the same period in 2017. However, business jets are taking 27 fewer days to sell, 285 days on average, compared to 312 days last year. Business turboprops average days on the market dropped by 27 days compared to last year as well, while sale transactions declined by 0.9%. Business piston aircraft are being reported for the first time in this analysis. Two observations are noteworthy. The percentage for sale is over 10%, and YTD full sale transactions are up 28.7% (the only market sector to show an increase) compared to the 2017 YTD numbers. Average days on the market for piston aircraft saw a decline of 82 days compared to last year. Turbine helicopters showed a decrease of 6.3% in YTD sales transactions, whereas piston helicopters saw a double-digit decline in YTD sale transactions at 12%.

markets shows that resale retail transactions for the first 8 months of 2018 are mostly above levels seen in first 8 months of 2017. In the heavy jets, 6.4% of the fleet turned over compared to 5.5% in 2017 and 5.0% in 2016. This improvement is reflected across all heavy jet age segments with the biggest year-over-year improvement in the mid-age segment going from 6.3% turnover to 7.6% (January through August). In the medium jet group, 7% of the fleet turned over, compared to 6.7% in the first 8 months of 2017 and 5.7% for the same period in 2016. The year-over-year growth was closer in the various age segments, except the older medium jets where the percentage of active fleet sold in the first 8 months increased from 6% in 2017 to 7% in 2018. The light jet group showed smaller changes in transaction activity with 6.6% of the fleet turning over so far this year, the same percentage as for the same period in 2017. This flattening was mirrored by the respective light jet age segments. In the turboprops, 5.4% of the fleet turned over, which was a modest increase from 5.1% in the first eight months of 2017. The various turboprop age segments also showed modest increases year-over-year. Overall inventory levels continue to contract. Today, 6.8% of the heavy jet fleet is for sale, the lowest percentage since 1998. All heavy jet segments show lower percentages for sale compared to a year ago. Similarly, the percentage of medium jets for sale has fallen from 8.8% in September 2017 to 8.5% today. Within this group, the newer medium jet segment has 4.6% for sale, the lowest percentage in this segment since 2008. In the light jets group, 10.8% of the fleet is for sale, down from 11.5% a year ago. All light jet age segments saw yearover-year inventory contraction except the older light jets which remained largely unchanged. The percentage of turboprops for sale has also contracted year-over-year from 8% to 7.5%. However, it is worth noting that the inventory of turboprops for sale in all age segments has gone up modestly in the last few months.

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ON THE MOVE PEOPLE Air BP has announced the appointment of Sonya Adams as managing director, Northern, Central and Western Europe. Adams will be responsible for Air BP’s strategy and

Sonya Adams operations in the region and be based at Air BP’s global headquarters in Sunbury on Thames, UK, reporting to CEO, Jon Platt. Avfuel expanded both its marketing and sales divisions to ensure its in-house support teams provide the level of care its customers deserve. So far in 2018, Avfuel has added a new marketer – Emma Leising – and three new members to the Avfuel sales force: Josh Diggs, Jacob Jones and Jay Guilliat. Leising joins the Avfuel Marketing team as a graphic designer following her studies at the University of Miami Ohio. Diggs – as a new district manager – is responsible for developing and maintaining partnerships with FBO and airport customers in the midAmerica region. Jones and Guilliat will help support Avfuel’s key accounts and coordinate resources in order to exceed Avfuel Contract Fuel customers’ expectations. Castle & Cooke Aviation promoted Tony Marlow to president of the aviation division. In his new role, Marlow now directs all activities concerning

Castle & Cooke Aviation, including ongoing operations, future growth and strategic initiatives. Safran Helicopter Engines has appointed Eric Dalbiès as senior executive vice-president and Safran Power Units CEO. At Safran Power Units, Dalbiès succeeds François Tarel, who has been appointed to another position within the group. FlightSafety International announced that David Davenport and Ray Johns will lead the company as Co-CEOs. Davenport will also serve as president, Commercial, and Johns as president, Government and Manufacturing. In addition to serving as Co-CEOs, Davenport will continue to oversee all aspects of FlightSafety’s business and commercial aircraft training and Johns retains responsibility for the training services and products FlightSafety offers to government and military agencies, as well as the design, manufacture and support of flight simulation equipment and visual systems. Graham Williamson, president of the Aircraft Management and Charter Division for TAG Aviation Europe, has made the decision to leave his position. Williamson has been catalyst to overseeing the delivery of many significant accomplishments throughout his fourteen years of dedicated service. In the coming weeks, Carlos Gomez, chief operating officer for TAG Aviation UK, will step up from his current position to assume the role of managing director and work in tangent with Williamson to ensure a smooth and seamless transfer of responsibilities. Gomez has led TAG Aviation’s Centers in both Spain and Asia and formed part of the leadership of TAG Aviation Europe for twelve years. The National Business Aviation Association’s (NBAA) Certified Aviation

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Manager (CAM) Governing Board has elected Jaclyn Gilbert to its Governing Board. Gilbert, who earned her CAM designation in 2015, currently serves as Training Program Manager - Trip Support Services, Universal Weather and Aviation, Inc. “Jaclyn is passionate about training the next generation of Business Aviation leaders,” said Veronica Delgado, vice president, Human Resources, Universal. Jupiter Avionics Corporation announced that Steve Wile has been hired as the company’s customer support specialist. “Steve is well known is the industry, and has years of experience,” said Jupiter Avionics President Mitch Stinson. “He has extensive knowledge of audio system installations and will be a valuable addition to a team that is already known for its excellent customer service.” SR Technics announced the appointment of Owen McClave

Owen McClave as senior vice president Engine Services. He will be reporting directly to Jean-Marc Lenz, COO. He will succeed Roberto Furlan, who has decided to step down. Commenting on the appointment, Lenz said: “He is well versed in lean thinking and methods and his broad experience will enable us to drive operational excellence in Engine Services. Together, we will continue to strengthen our future growth plans.”

Kopter North America (NA) announced the appointment of Lee McCammon as the latest addition to its sales team assuming the role of Air Medical Specialist. McCammon’s first assignment with Kopter NA will be attending the AMTC in Phoenix and promoting the features, benefits and capabilities of Kopter’s SH09 single-turbine helicopter. MTU Aero Engines AG’s Supervisory Board has extended the contract of CEO Reiner Winkler (57) by five years until September 30, 2024. The decision was made by a unanimous vote at the Supervisory Board’s meeting on October 24, 2018. Duncan Aviation announced that several current team members have taken on new responsibilities with the Customer Service team. With the new hangar for the Duncan Aviation’s facility in Provo, Utah, set to open in January 2019, the Provo location recently welcomed its new Customer Service Manager Russ Haugen. As Haugen transitions to his new role in Utah, another long-time team member at the Duncan Aviation Lincoln facility, Will Morris, has accepted the position of assistant manager for Customer Service in Lincoln. New Project Manager Billing Assistant Jennifer Scotter also recently joined the Customer Service team in Lincoln. Hong Kong-based Metrojet Limited announced the appointment of Capt. Denzil White as managing director, Aircraft Management and Charter. White will assume responsibility for the management and business development of Metrojet’s Aircraft Management, Charter and Flight Operations. Pattonair has hired its first group innovation director to drive the implementation of the company’s strategy of applying leading edge technologies to deliver innovative solutions across the supply chain. Jason Rance has been appointed to the new role, reporting to Pattonair CEO, Wayne Hollinshead.

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TRANS-ATLANTIC EUROPE ON OUR RADAR THIS MONTH TEN BUSINESS AVIATION YOUNG PROFESSIONALS SERVE AS DELEGATES TO 2018 ONE YOUNG WORLD SUMMIT

From the Desk of EBAA Secretary General Athar Husain Khan THIS OCTOBER, EBAA, IN COLLABORATION with the British Business and General Aviation Association (BBGA), the Swiss Business Aviation Association (SBAA), and EBAA France, sent 10 dynamic, young professionals from within Business Aviation across Europe to the 2018 One Young World Summit, in The Hague, Netherlands. Mathijs Marttin (Jet Support); Charlotte de Beaumont (Privatefly); Maureen Gautier (The Air Law Firm); Nicolas Kroll (Luxaviation Belgium); Magdalena Korpal (Luxaviation S.A.); Patrick Müry (CAT

Some of EBAA’s BizAv One Young World Ambassadors with Unilever CEO Paul Polman 24 - BART: DECEMBER - JANUARY - 2018 - 2019

Aviation); Laura Gambell (Air Service Basel); Julie Audouit (Time to Fly); Elodie Joussaume (FlyOps) and Stacey Choi (Cranfield University Graduate) joined over 1,800 exceptional young leaders to debate and formulate innovative solutions for pressing issues such as sustainability, education and access to healthcare. I’ve been asked why such an initiative is important for European Business Aviation, and my immediate thought is ‘why wouldn’t it be’? As part of Business Aviation’s commitment to be a progres-

/EUROPE

but during the conference we also held a dedicated bizav workshop during which they actually developed the outline for two groundbreaking industry programmes that would be advantageous to both our companies and the communities that we serve. As one of our delegates, Patrick Müry, explained: “I think this is really one of the best things that I’ve done in my life. I’m incredibly motivated, and I’ve made nine new friends in Business Aviation who will hold me accountable for making a real impact in this industry that I’m so passionate about.”

sive and proactive sector, our delegation was tasked with connecting with other industries, NGOs and global leaders both young and old, to define innovative ways in which Business Aviation can further contribute to solving societal challenges, beyond the important role we already play to support, for example, medical flights and humanitarian missions and our continued efforts towards improved sustainability. We are convinced that by bringing young leaders in Business Aviation together with motivated professionals from other industries to exchange views, we stands an even better chance of remaining a forward-thinking, responsible industry. As an industry, we can’t even begin to discuss how to attract younger generations to Business Aviation - or even begin to discuss the future of Business Aviation itself - without recognizing that we must remain connected to the issues and challenges of the communities that we serve and must empower the people who will move our industry forward in the years to come by giving them the opportunity today to contribute to our ongoing transformation. I can assure you that these ten delegates – now officially One Young World Business Aviation Ambassadors – returned from the 4day conference fired up and brimming with ideas. Not only have they been highly active in social media promoting our industry and our commitment to ‘do well by doing good’,

Over the coming months, EBAA will continue to work with this incredible team of Ambassadors to nurture and polish their ideas, and I’m pleased to announce that they will present the proposed programmes to the entire industry during EBACE 2019. The enthusiasm our Ambassadors brought back from One Young World is contagious, and their fresh ideas are as smart as they are inspiring. These are not tomorrow’s leaders. They are keen to help all of us lead this industry today!

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TRANS-ATLANTIC U.S.A. ON OUR RADAR THIS MONTH BUSINESS AVIATION LOOKS TO THE FUTURE AT NBAA-BACE

From the Desk of NBAA President & CEO Ed Bolen AS READERS OF BART INTERNATIONAL are certainly aware, NBAA recently concluded the extremely successful 2018 edition of its annual Business Aviation Convention & Exhibition (NBAA-BACE) in Orlando, FL. It was an event characterized by energy, excitement and a focus on the future. In fact, I believe itâ&#x20AC;&#x2122;s fair to say that NBAABACE exceeded even the highest expectations for attendees and exhibitors alike, and not just for those based in North America. The event drew attendees from about 90 countries, in addition to all 50 US states. Approximately 1,000 exhibitors from the U.S. and around the world showcased their latest products and services, and more than 100 of those exhibitors were new to the show. Exhibitors told us their booths were packed, and attendees continually remarked on the latest technologies and services displayed on the show floor at the Orange County Convention Center (OCCC), the quality of our education sessions and the networking opportunities available. More than 100 aircraft were exhibited outdoors at Orlando Executive Airport (ORL), at the indoor static display inside the OCCC and elsewhere on the show floor. Two new aircraft were introduced, with several others displayed for their first time at NBAABACE. 26 - BART: DECEMBER - JANUARY - 2018 - 2019

/U.S.A.

MAKE THE

TRANS-ATLANTIC In keeping with its role as an international show, NBAABACE also presented more than 50 education sessions, including several topics of interest to international Business Aviation operators. As one example, a well-attended session about the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) highlighted the impact on Business Aviation from this global measure towards the goal of carbon neutral growth from 2020. NBAA-BACE was also characterized by its forward-thinking approach to several emerging technologies, including sessions devoted to electric aircraft, urban vertical takeoff and landing (VTOL) aerial vehicles and unmanned aircraft systems (UAS). The keynote sessions for the show’s first two days were headlined by visionaries pioneering the future of Business Aviation. For example, Uber Elevate leader Eric Allison shared the company’s plans for fostering urban mobility, while Solar Impulse Chair Bertrand Piccard told his story of flying around the world without a drop of fuel, urging the industry to dare to make “impossible dreams” like solar flight a reality. Attendees also heard from government leaders who briefed attendees on the latest legislative and regulatory issues affecting Business Aviation, and engaged in timely discussions of the challenges facing the global Business Aviation industry including concerns over the shortage of qualified Business Aviation pilots, maintainers and other vital personnel. In addition to recognizing the pioneering efforts of the Bob Hoover Academy in introducing disadvantaged youth to aviation career possibilities, the show’s final day – Careers in Business Aviation Day – welcomed more than 1,000 students to NBAA-BACE where they heard from aerobatic pilot Anthony Oshinuga and other mentors. NBAA also celebrated its inaugural Business Aviation Top 40 Under 40 and hosted Young Professionals (YoPro) networking and education sessions, as well as panels on workforce retention, women in aviation leadership and tips from rising industry stars. The agenda was also filled with such important sessions as the inaugural NBAA Small Operator’s Symposium, the association’s fourth annual National Safety Forum and its 10th annual Single-Pilot Safety Standdown. This year’s convention not only highlighted Business Aviation’s proud history, exciting present and inspiring dreams for the future; it also demonstrated a focus on the people, technologies and leadership qualities that will maximize today’s opportunities, while keeping an eye on the investment and innovation that will drive that future. Without question, NBAA-BACE highlighted that this is one of the best environments for Business Aviation in decades. The show may have just wrapped in Orlando, but NBAA is already looking towards continuing this excitement and energy at next year’s NBAA-BACE, which will return to Las Vegas, NV from Oct. 22–24, 2019.

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MEBAA PREVIEW

MEBAA GOES GLOBAL

Marc Grangier provides overview of the must attend event for the Business Aviation industry

usiness Aviation in the Middle East continues to grow. With oil prices starting to rise, business aircraft manufacturers are once again optimistic. According to Honeywell’s latest sales forecast, the share of projected five-year global demand attributed to the Middle East and Africa, currently at 4%, could soon grow to its historical range of between 4 and 7%. In line with the global average, about 19% of operators responding to the Honeywell survey plan to schedule their new purchase within the first Central Aerotropolis, this number will only continue to grow. As it does, companies working both in and alongside the Business Aviation industry are exploring and exploiting the many commercial opportunities this region offers. “Since we first created the Middle East and North Africa Business Aviation Association (MEBAA), the MEBAA Show has played a significant role in the region’s growth as it two years of the five-year horizon. Likewise, Embraer’s Market Outlook 2018 predicts that the Middle East and Asia-Pacific will be the fastest growing markets by 2037. At the heart of this growth is Dubai, an important hub for both east-west and north-south routes. Last year, there were over 30,000 private jet flights out of the emirate. With the opening of Al Maktoum Airport and expansion plans for the Dubai World provides a valuable platform to address the issues affecting the Business Aviation community across the Middle East,” says Ali Alnaqbi, Founder and Executive Chairman, MEBAA. This year’s show is shaping up to continue this trend. Up to 500 exhibitors, including OEMS, FBOs and service providers, are expected to come to Dubai this year, with companies coming from as far afield as Europe, the US and Asia, in addition

PREMIUM

From top: Falcon 2000LXS, Bombardier Global 7500, Citation Longitude and Gulfstream G600.

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to a number of local and regional companies. Around 70% of the exhibitors will have travelled from outside the region, with nearly one third coming from the US, including industry behemoths Gulfstream and Boeing Business Jets. The Middle The G600 can fly 6,500 nautical miles/12,038 kilometers at Mach 0.85 and 5,100 nm/9,445 km at Mach 0.90. Its maximum operating speed is Mach 0.925. For Bombardier, the Middle East remains a promising market, with 350 new aircraft deliveries worth $12bn predicted over the next 10 years. The business aircraft fleet in the region is expected to grow at a compound annual growth rate of 6%, to 730 planes by 2025, with 95% of new deliveries expected in the medium and East of course still represents the largest number of exhibitors, with companies such as Saudi Private Aviation and Lebanon’s Cedar Jet Centre, along with Success Aviation and ENOC Aviation from the UAE. An OEM Expo As the emirate approaches Expo 2020, it is expecting a significant increase in private flights, which will increase FBO, MRO and other ancillary services at Al Maktoum International Airport. This is a reason why many key Business Aviation names will attend this year’s show. For example, Dassault will feature a virtual representation of its newest aircraft, the Falcon 6X, which will make its first flight in early 2021 and begin deliveries in 2022. Claimed to be the most spacious, advanced and versatile ultra-widebody twinjet in Business Aviation, the Falcon 6X will feature a cabin six feet, six inches (1.98 m) high and eight feet, six inches (2.58 m) wide. Nearly 40 feet, eight inches (12.3 m) long, it will offer more cabin volume than any other Falcon ever designed. Virtual reality demonstrations will enable viewers to experience the 6X’s entirely new passenger-centric cabin, three lounge configurations and multiple large entry and crew rest options. Visitors will also get a glimpse of the aircraft’s all-new cockpit, centered around a third generation of the EASy III all digital flight deck.

The company will also be bringing its 4,000 nm/7,700 km Falcon 2000LXS short field twinjet to the static display. Gulfstream will display its new G500, which received FAA certification last July. The aircraft will join the G280 and the G650ER. The latter shares more than 70 speed records with its sister ship, the G650. The super-mid-size G280 offers the technology of a large-cabin aircraft and the ability to operate in and out of challenging airports. The Savannah manufacturer will also use the show as an opportunity to provide details on its G600, the second aircraft in the company’s family of all-new ultra-long-range, largecabin jets, which has begun FAA certification field performance testing. “We continue to make steady progress toward certifying the all-new G600 later this year and beginning customer deliveries in 2019,” says Gulfstream President Mark Burns.

large jet category. “These numbers show why we have great expectations concerning the new Global 7500, the largest and longest-range business jet ever built,” says Michel Ouellette, Senior Vice President of the Global 7500 and Global 8000 Program, Bombardier Business Aircraft. The Global 7500 has exceeded its original takeoff and landing performance commitments, leading to a new published takeoff distance of 5,800 feet. “This improved takeoff performance distance is almost 500 feet shorter than the closest – and smaller – competitor aircraft and enables the Global 7500 to operate out of airports with shorter runways,” adds Ouellette. Cessna will be in Dubai to promote its new Citation Longitude. With a range of 3,500 nautical miles (6,482 kilometers) and full fuel payload of 1,600 pounds (726 kilograms), this super-midsize aircraft has a seating capacity up to 12 passengers, includ-

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PRESTIGE

Boeing BBJ Max 7 (top). Airbus ACJ 320 Neo (center). Legacy 650E (below).

MEBAA PREVIEW including such maintenance providers as Jet Aviation, fuel providers like AvFuel, airports like Biggin Hill, such catering providers as Executive Gourmet and FBOs like Execujet. Helicopter manufacturers are also set to descend on Dubai. Airbus is further increasing its Middle Eastern footprint with a customer-oriented strategy based on teaming with local partners for helicopter fleet modernization, overhaul and maintenance. This includes working with the Falcon Aviation Services maintenance center in the UAE and cooperating ing an optional crew jump seat. It features a stand-up, 6-foot tall flat-floor cabin, in a standard double-club configuration, with fully berthable seats and a walk-in baggage compartment accessible throughout the entire flight. The aircraft, which is designed to feature the longest maintenance intervals in its class – 800 hours or 18 months – also features the next evolution of the Garmin G5000 flight deck. The Citation Longitude is powered by FADEC-equipped Honeywell HTF7700L turbofan engines with fully integrated auto-throttles with envelope protection. As the MEBAA Show tends to attract a clientele looking for top-ofthe-range business aircraft, Embraer will certainly be on hand to display its Legacy 650E, which carries up to 14 passengers in three distinct cabin zones and boast up to two lavatories. The aircraft has a range of 3,900 nautical miles (7,223 kilometers) with four passengers, with NBAA IFR fuel reserves. It is the first aircraft to offer a 10-year or 10,000-flight hour warranty for systems and components (OEM and supplier), matching the warranty period to that of the airframe.

OPENING

There are potential opportunities in the Middle East for smaller jets such as Pilatus PC-24 (left) and HondaJet Elite (right).

Both Ends of the Spectrum… Concerning larger jets, the Middle East is already a key market for Airbus Corporate Jets (ACJ) and Boeing Business Jets (BBJ), and the future looks even brighter as a number of owners of “traditional” business jets look to step up into the VVIP aircraft market and its promise of the widest and tallest cabins and extra carrying space. No doubt that Boeing will push its new BBJ MAX,

for which the manufacturer already has a backlog of 20 aircraft. That being said, there’s still plenty of room for smaller jets in the Middle East, and light business jets manufacturers want their share of the market. “It’s a very important market because there are potential opportunities in the region,” says Hondajet President and CEO Michimasa Fujino. “Last year we had many positive responses here in Dubai and interest in our technology.” With PC-24 deliveries in full swing, Pilatus will be on hand in Dubai via AMAC Aerospace Turkey, its MidEast sales representative. Falcon Aviation will also use the occasion to promote the new Pilatus twinjet, as it will be the first Middle East operator to take this aircraft, with deliveries slated for the second quarter of 2019. …and Everything In-Between The MEBAA Show is more than just a showcase for OEMs, the entire Business Aviation industry supply chain will also be well represented,

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with AMMROC for helicopter overhauls. The company is developing a regional industrial base relying on Eurocopter Kingdom Saudi Arabia, its largest subsidiary located in Saudi Arabia with more than 120 engineers and technicians. Bell will also attend the MEBAA Show. The company, which has a regional branch office in Abu Dhabi, sees “incredible potential in the Middle East”. According to John Garrison, president and CEO of Bell Helicopter, the Bell 412EP in particular is a popular choice for customers in the Middle East. Its dual digital automatic flight control system with available IFR option and Category A/JAR OPS 3 capability provides greater control and improved situational awareness, in some of the most extreme climates. For VIP transportation, the Bell 429WLG, with retractable nose and main landing gear and advanced integrated avionics, could also be of great interest.

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YOUR GLOBAL CONNECTION Business growth requires a global perspective. It starts with the latest technologies, trends and ideas, and comes full circle with a world of connections that are key in helping you manage multiple budgets, high-performing teams and large-scale purchases. Find everything you need to make the most informed decisions all in one place: the 2019 European Business Aviation Convention & Exhibition (EBACE2019). Join us at EBACE to build relationships and explore the entire marketplace of options. And leave with the best solutions for your business. Get connected and move forward faster. Save the date and visit the website to learn more.

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MIDDLE EAST REPORT

MIDEAST BIZAV SPREADING ITS WINGS

Taking a closer look at the Middle East to assess the state of the industry in the region, we find a Business Aircraft fleet that will continue to grow â&#x20AC;&#x201C; along with the services for aircraft operators. But we also see Middle East Business Aviation companies now starting to successfully expand into other regions. Volker K. Thomalla writes

he Middle East and Africa is home to only 4% of the worldwide business aircraft fleet. But in terms of value, the average aircraft in the region has a much higher value than in other parts of the world. Here, larger-cabin aircraft up to bizliners dominate the market, whereas midsize and light jets are a clear minority and – as is the case for light jets – are mostly used for training. In its recently published Global Business Aviation Outlook, Honeywell Aerospace sees a decrease in purchase plans for the region due to political tensions and ongoing conflicts in the next 10 years. Historically, the Middle East and Africa had a share between 4 and 7% of all expected deliveries. The newest outlook sees this share drop to the lower end of the range for the next five years. Only 14% of all respondents said that they will add a new aircraft or replace an older one. This percentage is down 4% from last year’s 18% - the lowest percentage of all regions. But that’s just one opinion. Brazilian manufacturer Embraer Executive Jets has a very positive outlook for the region’s market. In its Market Outlook 2018, the company predicts that the Middle East and Asia-Pacific will be the fastest growing markets by 2037. Embraer’s optimism is underlined by the fact that in 2017 there were over 30,000 private jet flights out of Dubai alone. Several global events like Expo 2020 in the United Arab Emirates and the FIFA football Word Cup championships in Qatar in 2022 will significantly increase the number of business aircraft flights in the region and help spur growth. Ali Alnaqbi, Executive Chairman of the Middle East Business Aviation Association (MEBAA), has a positive view of the future, too. MEBAA is the official representative of the Business Aviation industry in the Middle East and North Africa (MENA). It represents over 260 companies within the region. “I’m very optimistic, especially with the key regional markets of Saudi Arabia and the United Arab Emirates growing,” he says. “We will soon see growth in the two countries getting back to normal.”

Alnaqbi says he expects Business Aviation in the region to grow in excess of 5% this year. “The confidence is there, and several international companies firmly believe that MENA is a good market,” he adds. “So, we continue to promote the region very aggressively.” Investing in the Region Even if new aircraft sales don’t grow, manufacturers and service providers are investing in the region to have capabilities and capacity in place to serve clients locally. Jet Aviation, for example, established a maintenance and FBO location in Dubai as early as 2005. It started as a joint venture company with the Al Mulla Business Group. The facility in Dubai has a total of 4,200 square meters of hangar space, a workshop area of 1,050 square meters and holds maintenance approvals from authorities from around the world, including EASA and the FAA. The company also supports a fullystaffed Line Maintenance station at Al Maktoum International Airport in Dubai South. Jet Aviation recently announced that it successfully performed two simultaneous 192-month C-checks on Gulfstream GVs in Dubai. The maintenance center is a factory-authorized service center for Gulfstream Aerospace, supporting the full line of Gulfstream large-cabin business jets. The 192-month CCheck is a heavy inspection that requires the majority of the aircraft’s components to be inspected. To take

advantage of the downtime, both CChecks on the GV deliveries were combined with a number of service bulletins, including double engine changes and minor refurbishments, with rather extensive maintenance structural corrosion repairs on one of the aircraft. “Undertaking two projects of this magnitude at the same time is a considerable undertaking that requires great skill and organization,” says Jet Aviation Vice President of Regional Operations in the Middle East and General Manager of Dubai Hardy Butschi. “Thousands of man-hours were dedicated to completing the two projects in a timely manner to both customers’ great satisfaction.” Butschi notes that customers appreciate the company’s experience, expertise and flexibility with large inspections and regularly take the opportunity to combine scheduled maintenance with other service offerings. “Combining scheduled inspections with other service offerings is our way of delivering the highest benefit to our customers,” he says. DC Aviation Al-Futtaim (DCAF) a joint venture between Dubai-based AlFuttaim and Germany’s DC Aviation, opened a second hangar at Dubai South Aviation District in November last year to meet demand for services in the region. The new 7,500 square meter hangar more than doubled the company’s existing hangar capacity, bringing its total land-side plot area to 24,000 square meters and apron area to 13,000 square meters.

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OPTIMISM

MEBAA founder, Ali Alnaqbi expects Business Aviation in the region to grow in excess of 5%.

MIDDLE EAST REPORT

OPERATORS

Jet Aviation Dubai facility (top). DC Aviation Al-Futtaim VIP handling and hangar in DWC (below).

“Being fully aware of the tremendous potential from day one, we committed to Dubai South at a very early stage, in December 2010, when Omar Al-Futtaim signed the land-lease agreement with Sheikh Ahmed bin Saeed Al Maktoum,” says DC Aviation Group CEO Michael Kuhn. “The opening of the second hangar fits in with our expansion plans and enables us to meet the growing demand for business and private jet operations in the Aviation District at Dubai South for years to come.” “Since commencing operations in November 2013, we have seen our business grow steadily year-on-year,” adds DC Aviation Al-Futtaim Managing Director Holger Ostheimer. “Our facility offers the shortest distance from limousine drop-off to aircraft steps and the highest levels of privacy and safety, both of which have been widely appreciated and accepted by customers and operators.” “The Aviation District at Dubai South has been designed to support and grow businesses like DC Aviation Al-Futtaim, where the aviation ecosystem enables them to leverage the synergies with other suppliers and vendors,” says Dubai Aviation City Corporation Executive Chairman His Excellency Khalifa Al Zaffin. “The inauguration of their second hangar will provide Dubai South with another milestone to better serve its customers and partners in one of the most promising aerospace hubs around the world. We look forward to further successful partnerships that will serve the regional markets and the UAE leadership’s vision to make

the country the aviation capital of the world.” The hangar adds multiple singleaisle aircraft maintenance bays and provides enough space for additional workshop and equipment storage. It also significantly increases the number and size of aircraft that can be accommodated at the facility. Now, aircraft up to the size of a Boeing 767 can be accommodated by DCAF. The additional hangar capacity was used as a base to further enhance the cooperation between DC Aviation and Lufthansa Technik, enabling the company to extend its reach within the region and serve as first port of call for VIP carriers from the Gulf Cooperation Council (GCC). In early 2017, DCAF received its CAR145 approval from the UAE’s General Civil Aviation Authority (GCAA) to provide line maintenance for the Dassault Falcon 7X trijet. With the extension of the CAR145 approval, DCAF is now able to pro-

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vide B1 (airframe) and B2 (avionics) maintenance services for the Falcon 7X at its Dubai South hangar. In addition to the Falcon 7X, DCAF can provide maintenance for the Bombardier Global Express, Challenger 604/605, Airbus 320 family, and the Global 6000 and Global 5000. Qatar Airways and its subsidiary Qatar Executive, which was founded in 2009, is still a major player in the market, despite the conflict between Qatar and its neighboring countries that prevents Qatari aircraft from using the airspace of Saudi Arabia, the UAE and Bahrain. Qatar Executive is, for obvious reasons, not exhibiting at MEEBA this year, but it introduced its newest aircraft type in the fleet, the Gulfstream G500, at the Farnborough International Airshow in July this year. The G500 debut took place even before certification of the aircraft. Qatar Executive is one of the launch customers of both the G500 and the

G600. At the unveiling of the aircraft in Farnborough, Akbar Al Baher, CEO of the Qatar Airways Group, said that the G500 is a game-changer for Qatar and the industry as a whole. Qatar Executive plans to take delivery of its first G500 this year, with five more scheduled in 2019. Long-Range, Large Cabin Jets Remain Popular Over 180 Gulfstream business jets are based in the Middle East and Africa. For the Savannah, Georgia, based manufacturer, the region has always been an attractive market. The company has a considerable market penetration in the Middle East and takes care of its customers. Gulfstream operates a parts distribution center in Dubai South to meet customer’s demand for spare parts. With the new G500 and G600 entering into service, customers from the Middle East will welcome the news that the G600 will deliver even more

range than previously announced. The G600 is now capable of covering a distance of 5,500 nautical miles at its high-speed cruise speed of Mach 0.90, a 700 nautical mile increase over the original specifications. With London being the most popular destination for all business aircraft flights out of the Middle East, there is a clear need for long-range and large cabin aircraft. The Middle East is also a good market for Bombardier Business Aircraft. In January this year, the Canadian aerospace company displayed the fullsize cabin mock-up of its new flagship Global 7000 at Jetex’s private terminal in Dubai. “The Middle East represents a huge growth opportunity for aircraft manufacturing, and we are excited that the mock-up is on display in Dubai so that customers can discover why the Global 7000 aircraft offers the smoothest ride and is the perfect home away from home,” says Bombardier Business Aircraft Vice

President, Sales, Middle East, Africa, Asia Pacific & China Khader Mattar. The now renamed Global 7500 was been certified by Transport Canada in early October. According to Bombardier, the Global 7500 is the largest, most luxurious and longestrange business jet ever built. It should enter-into-service in late 2018, and our bets are that it won’t take long until it becomes a staple in the Gulf region. Dassault Aviation had displayed its flagship Falcon 8X at the Abu Dhabi Air Expo in February this year, its first appearance in the Middle East. The first 8X – a long range, largecabin jet capable of flying 6,450 nautical miles – has been handed over to a customer in late 2016, and several Falcon 8X are already flying in the Gulf region. “The Gulf is a key market for Business Aviation and operators place a high premium on the performance, robustness and advanced technology of Falcon jets, inherited from Dassault fighter aircraft programs,” says Dassault Aviation Chairman and CEO Eric Trappier. “That’s why customers in the region are reacting so enthusiastically to the 8X – it offers the best combination of range, cabin comfort and operating efficiency of any business jet on the market.” The Dassault Falcon fleet in the Middle East has nearly doubled to almost 80 aircraft in the past decade, including nearly a dozen very longrange Falcon 7Xs. A quarter of the regional fleet is made up of Falcon 2000 twin engine business jets. The French manufacturer wants to attract more customers in the Middle

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CHARTER

The G600 represents Gulfstream's next-gen of private jets (top). Qatar Executive has a fleet of 13 modern aircraft (below).

MIDDLE EAST REPORT

this type of international exhibition and we are delighted to be involved.”

FLAGSHIP

Numerous Falcon 8Xs are operating in the Gulf region (right). Jetex is the first IS-BAH certified FBO in Dubai (left).

East with its newest aircraft, the Pratt & Whitney PW800 powered Falcon 6X, which is currently in development. The Falcon 6X will feature a 5,500 nautical mile range and the largest cabin of all Falcon jets. Dassault continues to reinforce its product support network in the Gulf region to meet the requirements of its expanding regional Falcon fleet. Th e c o m p a n y o p e r a t e s a n Authorized Service Center, spares distribution center and regional sales office in Dubai, UAE, and an A uth or i ze d S e r v i c e C e n t e r a n d technical office in Jeddah, Saudi A rabia . T he D u b a i w a r e ho u se stocks more than $2 million worth o f inv e n t o r y , p r i m a r i l y f o r t he F alco n 7 X , F a l c o n 8 X a n d t he Falcon 2000 series. Saudi Arabia Wants In Home to the largest fleet of business aircraft in the Middle East and Africa, the Kingdom of Saudi Arabia is ambitious to build its own aero-

space industry and invests heavily in different aviation activities. In July of 2018, Saudi Arabia launched a brand-new aviation event, the Saudi Airshow. It will take place from March 12 to 14, 2019 and strives to establish itself as the leading aerospace event in the region. Adone events, the organizers of the new show at the Thumamah Airport in Riyadh, expect nearly 100 aircraft to be exhibited at the static display and three well-booked exhibition halls with 700 booths. “I am honored that the Saudi Aviation Club has shown its confidence in Adone Events by agreeing to collaborate with us on this exciting new venture,” says Adone Events General Manager Didier Mary. “Our experience, knowledge and network of aviation contacts is such that we can already confirm that more than 200 aviation companies have expressed strong interest in participating. The growth of aviation in Saudi Arabia reflects the need for

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Home Team Advantage Business Aviation in the Middle East attracts manufacturers, suppliers and service providers from around the world. But now companies from the region are going global and are offering their services in other regions. Companies like JetEx Flight Support, Hadid International Services, UAS International Trip Support and others, all of whom are headquartered in the Middle East, are making their way into Asia, Europe and the US. Jetex Flight Support from Dubai has been appointed – again – as the official FBO and handler for MEBAA 2018. The company, which has a world-class FBO right next to the MEBAA show site, will be providing full support for all Business Aviation flights that are operating from the VIP terminal in the Aviation District, at Dubai World Central. Jetex will also be offering its high-quality FBO facilities for passengers and crew, as well as customs and immigration services, aircraft parking, and coordination of aircraft display areas at the MEBAA Show 2018. “We are proud to be associated with MEBAA and to be appointed as their official handler for the third time,” says Jetex President and CEO Adel Mardini. “We look forward to be working in partnership with the organizers Tarsus F&E LLC Middle East and MEBAA once again and to be part of the MEBAA show, one of the most significant shows within the MENA region.”

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MIDDLE EAST REPORT

BUSINESS AVIATION IN THE MIDDLE EAST WEATHERING THE HEADWINDS Knocking down

corruption and collapse in oil revenue resulted in a substantial drop of the Business Jet fleet in the Middle East says BART Contributor Richard Koe, Director of Wingx Advance GmbH

he biennial MEBAA Show, to be held in at the Dubai World Central airshow site in December this year, will seek to promote a regional Business Aviation industry which has lost its impetus over the last few years. The slowdown in the demand for business jets in the Middle East has most to do with the sharp fall and sluggish recovery in the oil price. Primarily the Gulf States have felt the pain of declining revenues. With so much of the regionÂ´s expenditure on business aviation related directly to government business, budgets for private jet travel have been hit hard. Besides the oil price, business activity and spending across the Middle East has buckled under the strain of multiple regional conflicts, from Syria to Yemen, sharpening competition between the regionÂ´s chief rivals Saudi Arabia and Iran, and threatening to catalyze a wider confrontation between their global allies. Whilst the rising geopolitical tensions may be good for weapons sales, the elevated risks of doing business in the Middle East have significantly undermined tourism, trade and investment, with direct repercussions for Business Aviation.

BUOYANT

Notwithstanding the constraints, bizav still has a resilient user base in the Middle East.

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Notwithstanding the constraints on the region´s growth potential, business aviation still has a resilient user base in the Middle East. The fleet profile contrasts with that of Europe and North America, with a disproportionately large share of Heavy and Long-Range Jets. This reflects both a relatively richer business jet owner, and the geographically remote scope of the region, underserved by alternative transport network. Whereas the recession in Europe saw an elastic downturn in business jet usage, harder economic times in the Middle East have not made many owners renounce their aircraft. Currently the most acute constraints on business jet demand are political, rather than economic. Mainly this concerns Saudi Arabia. Prince Bin Salman´s reformist agenda has seen a clampdown on corruption, targeting many of the Kingdom´s high-ranking officials. The purge hit the headlines last year when a number of the accused were detained at the Riyadh Ritz Carlton, with their release conditional on handing over private assets, including business jets. Unsurprisingly, the purge has also encouraged other business jet owners to move their aircraft out of the country. The combined effect of corruption crackdown and collapse in oil revenues has seen a substantial drop in the region´s leading business aviation market. The business jet fleet registered in Saudi Arabia declined by 10% in 2017 and likely a similar reduction this year. The repercussions from the recent Kashoggi affair may accelerate this decline, depending the extent to which Saudi Arabia suffers diplomatically and commercially, including sanctions on specific business jet owners and users. This has been reflected in falling business jet activity; year-to-date trends have been negative since 2016 and as of September, flights from Saudi Arabia to Europe were down by more than 30%. Other Gulf States´ business jet markets have fared little better. The UAE remains as one of the region´s strongest markets in terms of active fleet, but new deliveries have stagnated as economic growth has slowed. Qatar is another Gulf State which is disappointing the business jet OEMs. Major ambitions to develop the sec-

BUSINESS JET FLIGHTS FROM SAUDI ARABIA TO EUROPE SINCE 2016

SOURCE: WINGX, EUROCONTROL, ADSB-FLIGHT TRACKING tor, not least through Qatar Executive´s fleet of Gulfstream jets, have been frustrated by the country´s diplomatic isolation since last year. Other Gulf States such as Kuwait and Bahrain have seen business jet activity erode with the oil price. Some of the region´s peripheral countries, notably Israel, have maintained strong growth, whilst others such as Turkey have seen demand wither in the headwind of economic instability and political risk. Whilst there is little doubt the region´s Business Aviation sector contends with turbulent conditions in the near-term, longer-term investors may be more confident. The market is still immature, poorly regulated and under-resourced. There are significant efficiency gains to be made, and strong pent-up demand for local connectivity to be exploited. The Saudi Regime´s much-vaunted reform program will generate substantial international participation in infrastructure spending, and business aviation should be a beneficiary. On the way, cyclical recovery in oil prices will bring back the petro-dollars and boost purchasing power across the Gulf. In short, the OEMs´ tilt towards large cabin jets entering the market in the next 2 years could yet pay off handsomely in the Middle East.

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Richard Koe is managing director of WINGX Advance GmbH. WINGX, based in Germany and founded in 2011, provides business intelligence for the global private jet market. WINGX researches and tracks market data, from which they build analytics to assist customers in their decision making. Their customers span the entire industry supply chain, from airports, operators and manufacturers to industry investors and financial analysts. Mr. Koe has a background in sales, business development and strategy, in the Business Aviation sector and previously in telecom and manufacturing industries. He has a Bachelor degree from Oxford University and a Masters from Johns Hopkins University.

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SLUGGISH

The slowdown in jet demands has most to do with the sharp fall in the oil price.

MIDDLE EAST REPORT

LET’S FLY TO THE MIDDLE EAST! For Universal Weather, the renowned trip support specialist, flying to the Middle East can be an experience, each country having different rules and restrictions, some of which being very complex. BART Executive Editor, SHOPPERS

Visitors walk past aircraft on display during MEBAA. Pictured by Jumana El Heloueh.

MARC Grangier stands the test for different airports handling Business Aviation in the region.

ith sufficient planning, a trip to this region is normally issuefree, as long as one keeps in mind that cultural considerations are important. But according to a recent visitor, “the people I met and interacted with in each country were unbelievably friendly and accommodating – to the point where I couldn’t believe if this was real life or if I was dreaming.” With the MEBAA Show right around the corner and business in the region picking up, it’s time to start planning that flight to the Middle East. Lucky for you, BART has you covered, with our overview of what it takes to fly to the Middle East. Landing and Overflight Permits First things first: landing and overflight permits. While landing and overflight permits for the UAE average about 48 hours and are often turned around in as little as 12, other destinations in the region typically

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have longer lead time requirements. For example, Oman requires five business days to process landing permits, while lead times for Israel are usually a minimum of four business days. The permit process for Saudi Arabia has eased over recent years, and landing permits can now be secured in as little as 24-48 hours, depending upon when you make the request. In most parts of the Middle East, it is necessary for passengers to have visas prior to arrival. Some locations, however, will allow visas to be processed upon arrival. In many countries, including Saudi Arabia, weekends are Friday and Saturday. So, if you request a permit on a Thursday, you may not receive it until late Monday or Tuesday. When the CAA is closed, there is usually no option to fast track or expedite permit requests other than for air ambulance or emergency operations. For short notice air ambulance flights, air traffic

control (ATC) may be able to assist in issuing permits when CAA is off duty. Each Emirate in the UAE handles its own permit requests. Permits for this region are relatively easy and quick to obtain, usually within 12 to 72 hours, with average permit turnaround being 48 hours. Many countries in the region require operators to have War Risk coverage. Popular Airports for Business Aviation Dubai Permits in hand, the next question is where to land. While Dubai International Airport (OMDB) is a popular destination, Universal Weather doesn’t recommend it for tech stops due to airport congestion, taxi delays, and jet fuel truck availability issues. Scheduled commercial flights take priority, particularly during 0800-2200 local peak hours. Landing permits are required with an official lead time of four working days for both private non-revenue and charter flights. Documentation includes airworthiness and registration certificates, as well as evidence of worldwide insurance. Airport slots are required and must be requested in a special slot clearance request (SCR) format via slot coordinator. The deviation for these airport slots is -/+ 15 minutes. When submitting airport slot requests, operators must provide their assigned aircraft parking stand number. Overflight permits are not needed for the UAE. Passenger visas may be required, so it’s best to check with a 3rd-party provider. Jet fuel services and credit are available, and major aviation fuel cards are accepted.

Fueling on arrival is recommended due to likely pre-departure airport congestion. Note that last February, the Dubai Civil Aviation Authority (DCAA) introduced landing permit fees for foreign-registered operators at Dubai’s airports. However, in order to develop Dubai’s aviation sector, the Crown Prince of Dubai and Chairman of Dubai Executive Council announced in June that, as part of the government’s initiative to make the Emirate more competitive and reduce the cost of doing business in Dubai, he was cancelling 19 fees related to the aviation industry and to aircraft landing permits. Brand-new FBO and MRO services are springing up at an unprecedented rate in Dubai South (DWC). Facilities from ExecuJet, Falcon Aviation, Jet Aviation, DC Aviation and Jetex Flight Support are all underway. Jet Aviation started offering FBO and maintenance services at Dubai International Airport in 2005. Today, the company has a state-of-the-art hangar large enough to accommodate two BBJs or Airbus ACJs simultaneously.

An approved repair station by the US FAA, Bermuda DCA, Cayman CAA, Qatar DCAM, Saudi Arabia PCA and UAE GCAA, Jet Aviation Dubai is an authorized service center to provide maintenance and warranty support for BBJs, GIV and GV series, Falcon 900 and 2000 series and Hawker 800 series. It also offers maintenance services to owners and operators of various other aircraft types, including Hawker Beechcraft 750/800 and 900 series and Bombardier Challenger 604 and 605s. Jet Aviation Dubai is FAA approved to perform base and line maintenance on Bombardier Challenger 604 and Airbus A318/A319/A320/A321s, as well as to support light scheduled maintenance (A checks) on Airbus A318/A319/320/321s and base maintenance on Bombardier Challenger 604 and 605s. Falcon Aviation recently opened a new MRO facility at Dubai South, DWC. Its new facility can accommodate up to four Boeing BBJ / Airbus ACJ sized narrow bodied aircraft for base maintenance. Falcon Aviation

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SERVICE

Jet Aviation offers FBO services at Dubai Intl Airport (top). Falcon Aviation recently opened an MRO facility at Dubai South (below).

MIDDLE EAST REPORT

FACILITY

Abu Dhabi Aviation provides charter services with AW139 (top). Jetex Dubai FBO (center). DC Aviation Al-Futtaim Dubai (below).

supports its own and managed fleet of business jets and helicopters, but it primarily supports the region’s growing Business Aviation market. Last summer, the company received approval from the GCAA to perform third party line maintenance at Dubai South and it is currently cleared for types including the Gulfstream G450/G550, Embraer 135/145/Legacy and Embraer 190/Lineage 1000. (Falcon Aviation is an Authorized Service Center for Embraer Executive Jets at its Al Bateen base). It is also GCAAapproved for the Pilatus PC-12, Airbus Helicopters, including the EC130, the Bell 412 and the Leonardo AW189, AW169 and AW109. Last year, DC Aviation Al-Futtaim (DCAF), a joint venture between Dubai-based Al-Futtaim and Germany’s DC Aviation, opened its second (7,500sqm) hangar at Dubai South Aviation District. The operation was sponsored by Lufthansa Technik, Bombardier, Airbus Corporate Jet, Airbus Corporate Helicopters, Trading Enterprises – Volvo and Aelia Insurance. Situated just a five minutes drive from Dubai World Central, Jetex FBO, which claims to be the biggest and most luxurious facility in Dubai, provides a full range of ground handling and support services, including fueling and flight planning. Airside transfers are carried out by a fleet of Rolls-Royces, a world first. Dubai airport also houses the Middle East corporate headquarters of UAS International Trip Support, which has a fully-fledged in-house operations center.

Abu Dhabi Al Maktoum International Airport (OMAA) is Abu Dhabi’s primary airport for Business Aviation. Its main FBO is Royal Jet, a company jointly owned by Abu Dhabi Aviation and the Presidential Flight Authority. Its array of services ranges from providing standard ground handling services to aircraft exterior and interior clean-

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ing. It also provides arrangements for aircraft refueling services, catering services, crew and passenger limousines and car rental services. The Royal Jet terminal is situated right next to the runway, which allows for swift taxiing time, and with no queue or slot restrictions, clients are offered a guaranteed 40minute turnaround time for technical stops. Royal Jet holds GCAA

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MIDDLE EAST REPORT

sponsor is needed for the landing-permit application, and CAA will verify this information. The only exception to this rule is for tech stops only. No PPR or airport slots are required. Saudi Arabia requires overflight permits with a minimum of three working days, but five days are needed if the request is made during the weekend. Full support services and credit are available. Aviation fuel cards are accepted, and best practice is to fuel on arrival. Jet Aviation has been present at Jeddah since 1979, where it has built an FAA approved Gulfstream repair station and, as a Saudi Arabia GACA-

SPLENDOR

Universal Weather also considers landing at Al Bateen Airport (top). Royal Jet Limousine (center). Jet Aviation Jeddah (below).

AMO 145 (aircraft maintenance organization) approval on a number of airframe types that include full approvals on BBJs, Gulfstream and Learjet aircraft. Additional aircraft types can also be serviced depending on individual client requests. Universal Weather also suggest considering landing at Al Bateen Airport (OMAD), a joint military/civilian airport. OMAD is a user-friendly airfield with no PPR or airport slot requirements. All services are available 24 hours a day on credit, aviation fuel cards are accepted, and the airport makes for a good tech stop. Overflight permits are not required. Always confirm passenger visa requirements with your thirdparty provider. Also located at Abu Dhabiâ&#x20AC;&#x2122;s Al Bateen Executive Airport, Falcon Aviation offers a vast variety of services, including FBO services and a comprehensive MRO support, including scheduled and unscheduled maintenance and CAMO, as well as aircraft/helicopter charter.

Jeddah Jeddah (OEJN) is a 24-hour airport used primarily as a destination, but itâ&#x20AC;&#x2122;s also suitable for tech stops, with a turnaround time of approximately one hour. Landing permits are required for both private non-revenue and charter flights, with a lead-time minimum of three days. If the landing permit request is done on the weekend, a minimum of five days is required. A

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145 license holder, is performing line maintenance services for Falcon 7X and Gulfstream GIV and GV aircraft. It also provides nitrogen/oxygen services for any type of aircraft, as well as aircraft labor assistance and interior and exterior aircraft cleaning services. Riyadh Saudi Arabia requires overflight permits for both private non-revenue and

charter flights. The lead time is a minimum of three days, but five days if request is made on the weekend. Riyadh (OERK) is an efficient 24hour airport with tech stop turns in under an hour. A business sponsor is required for all operations to Saudi Arabia, and CAA will verify sponsor information. The only exception to this rule is for a tech stop. All services are available on credit and aviation fuel cards are accepted. Jet fuel uplifts should be scheduled in advance, and many operators prefer to fuel on arrival. FBO. The company has been instrumental in expanding the airport’s Business Aviation activity with a number of its UAE fleet based there. Today, together with limited liability (LCC) companies and freight activity, the airport handles growing and substantial Business Aviation movements each year. Sharjah’s airport location is very convenient for Sharjah, the Northern Emirates and particularly for passengers travelling to Dubai (at a distance of only 31 miles/50 km). Bahrain Operators who will want to land at Bahrain (OBBI) will need to provide business contact details in the Jet Aviation, which has been present in Riyadh since 1983, offers comprehensive FBO services, including domestic and international handling. It recently received authorization from the General Authority of Civil Aviation (GACA) in Saudi Arabia to provide handling services at Prince Abdul Mohsin Bin Abdulaziz Regional Airport in Yanbu, the Kingdom of Saudi Arabia. Though flight support services mainly concern Saudi Aramco employees (a Saudi Arabian national petroleum and natural gas company based in Dhahran), all Jet Aviation customers are welcome. Sharjah As in the case of Dubai, landing permits are required for both private non-revenue and charter (non-scheduled commercial) flights with a four working days lead time. Prior permission required (PPR) and airport slots are not needed. Sharjah (OMSJ) is a fairly quiet airport with full services, credit available 24 hours a day, and all major aviation fuel cards accepted.

It’s best to make jet fuel arrangements in advance and to consider fueling on arrival. Scheduled commercial airline activity is fairly light compared to many other airports in the region, and tech stops can usually be accomplished in less than an hour. Since 2012, Gama Aviation has been in charge of all business aircraft handling at Sharjah International Airport after the creation of a new

landing permit application, unless it’s just a technical stop. The lead time for landing permits is four working days. An overflight permit isn’t required if the aircraft is registered in an ICAO signatory state. Likewise, a landing permit is not needed for tech stops, including overnight crew rest, if aircraft is registered in an ICAO state. Bahrain airport offers full services and credit

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DIVISION

Jet Aviation Riyadh (top). Gama Aviation FBO at Sharjah (center). Bahrain Intl Airport (below).

MIDDLE EAST REPORT

FUNCTIONAL

Based in Doha, Qatar Executive's service portfolio includes aircraft charters, management, maintenance and FBO.

24 hours a day, aviation fuel cards are accepted, and quick turns can be accomplished in less than an hour. Jet fuel arrangements should be made in advance. Occasional airport congestion may cause delays and aircraft parking issues. In 2010, TAG Aviation Middle East obtained an air operator’s certificate (AOC) from the Kingdom of Bahrain and began its operations there, providing aircraft management, air charter and line maintenance. For TAG, the Kingdom’s ‘open skies’ approach to civil air transportation and its gateway position to the Gulf region make it the ideal hub from which to meet the growing demand for private jet travel in the Middle East. Doah While Doah (OTBD) is a primarily a destination stop, tech stops may be considered with a turn time of about an hour. Landing permits are required for private non-revenue and charter flights with a four working days lead time. Airport slots are needed due primarily to limited aircraft parking availability, and the deviation is +/-10 minutes. With the exception of a technical stop, a local sponsor is required for all landing permit applications. Passenger visas may be needed, so it’s best to check with a third-party provider on those requirements. Private non-revenue and charter operators will need overflight permits for Qatar. Doah is a 24-hour airport with full services and credit, except for landing and aircraft parking fees, which must be paid by the crew in cash directly to CAA. Aviation fuel cards are accepted, and it’s recommended that oper-

ators request jet fuel uplifts in advance. Part of the Qatar Airways Group, Qatar Executive, headquartered at Hamad International Airport, offers 24/7 FBO services, from flight support for pre-flight coordination, to ground handling, VIP passenger assistance, fuel arrangement, catering, landing permits, parking and hangarage. As a Bombardier Approved Service Facility, it also offers scheduled maintenance, repair and warranty services for the Challenger 604, 605 and the Global XRS and 5000. Its hangar facility can accommodate four Global and Challenger aircraft simultaneously, with over 6,400m² of hangar floor space and a further 8,400m² of dedicate business jet apron and parking space. Kuwait At Kuwait (OKBK), landing permits are required for all operators with a minimum notice of 48 hours, but four working days lead time is required officially. Landing permit applications must include a local business contact. Prior permission required and airport slots are not required at OKBK, but overflight permits are needed with a 48-hour minimum notice and four working days preferred. Due to congestion, Kuwait is seldom used for technical stops, but quick turns may be accomplished in about an hour. Cabotage is prohibited within Kuwait. Full services and credit are available 24 hours a day, and major aviation fuel cards are accepted. The Sheikh Saad Terminal is operated by Royal Aviation, which provides ground handling, flight sup-

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port services, fueling, hangars, tiedown and parking (shaded and nonshaded), aircraft rental and aircraft light repair and maintenance, corporate handling and aircraft cleaning, sale of aviation fuel (100LL or Avgas) and (Jet-A or Jet A-1), line engineering services for general aviation aircraft, air taxi, an air charter operation, non-scheduled air carrier services and support services. Muscat Muscat International Airport ( O O M S ) is located around 20 miles/32 km from downtown Muscat. Being the hub of Oman Air, and the only main airport for both commercial and general aviation operations to the capital, it is a busy slot coordinated airport, and aircraft parking cannot be easily secured as it requires pre-approval from Oman Air. The peak hours are currently from 0500 to 0800 UTC and 1730 to 2200 UTC. During these hours, nonscheduled flights cannot be accommodated due to limited stands. Oman Public Authority for Civil Aviation (PACA) is responsible for issuing overflight and landing permits. For overflight permit requests, a guarantee must be provided that the aircraft is not carrying any ammunition of war, military cargo, aerial photography, electronic surveillance and/or reconnaissance apparatus. The lead time of Oman landing permits is 72 hours before the flight operation date. At the end of 2017, J e t e x was appointed as the first-ever FBO in Oman to develop two new facilities, respectively at OOMS and Salalah International Airport (OOSA).

✈

COMPLETION

IT’S NOT COMPLETE WITHOUT COMPLETIONS give your plane a bespoke interior, the latest in technology and an artistic paint job – anything to make the jet uniquely yours. In our 2017 Completions Report, we focused on innovation. This year, we caught up with the leading completions companies to see what they’ve been up to during what turned out to be a very busy year. However, astute readers will note that one company is missing from this year’s report. In September 2017, not long after our last report was published, StandardAero announced that Associated Air Center (AAC), the company’s Large Transport Category

Nick Klenske goes inside the completions business to get the latest on this busy segment of the Business Aviation industry

he nuts and bolts of an aircraft are pretty standard – there’s not a lot of room for changes. But for those looking to add a bit of personal style or flair to their aircraft, there’s the completions sector. The creatives of the aviation world can VIP Completions Center, would cease operations and close its Dallas Love Field facilities at the end of the year. Although StandardAero continues to do completions and refurbishments on both the interior and exterior of every type of corporate aircraft, it came to the conclusion that the business case for continuing to operate ACC was no longer an economically viable option. The company cited that a limited pipeline of new business opportunities, excess industry capacity and slowing demands in the VVIP aircraft marketplace as all being contributing factors to the decision. The move also aligns with StandardAero’s

ON THE GO

Ameco's design team (top). Flying Colours' 100th Challenger retrofit (center). Aeria Luxury Interiors' cabin design (below).

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near-term growth strategy and actions geared towards strengthening its portfolio by expanding its core engine MRO capabilities. But that was last year, this is 2018. And, according to the companies we spoke with, it was a good year for completions. Need proof? Take Flying Colours, who just weeks before NBAA-BACE re-delivered its 100th major retrofit of a Bombardier Challenger model – a major milestone for the Canadian company. Although the project included a major overhaul of the cabin, avionics, connectivity and fuselage, the highlight has to be its stylish interior featuring a black and gold palette. The company’s Peterborough (Canada) team worked with the new owner and current operator to develop the contemporary design that includes seats with such improved comforts as molded armrests that arch perfectly to fit the curves of the arm. The six

interior’s colors. A partial gold stripe sweeps from the tail to midway along the fuselage and sits above a full black stripe that sweeps in an arc to the front of the aircraft. “The brief from the owner was to deliver an as new aircraft, which is

trolled, state-of-the-art paint shop. Large enough to accommodate business jets up to Global 7500, Boeing Business Jet or Airbus A220 size airframes, it will fulfill the higher volume of paint jobs passing through the facility.

Meanwhile, at the company’s Chesterfield, St. Louis facility, a fifth hangar will be inaugurated on December 1st. The 30,000-square-foot area will be large enough to handle up to three parallel large-jet maintenance, avionics upgrades and interior projects at once, including Bombardier Global and larger Gulfstream models. The additional capacity dove tails with the expanded interiors and cabinetry workshop that opened in January of this year. Together, the shops will support the multiple aircraft projects being undertaken at the KSUS facility.

reclining individual seats and complementary three place divan were finished using a soft, durable black leather with a perforated insert, medium-beige colored leather accent panels and a single contrasting seam stitch trim. The light trims, buckles and control panels feature a matt gold to contrast with the leather, and the customized monuments (side ledges, panels, doors, etc.) are finished with a gloss veneer, with each fold-out table incorporating a matt-gold inlay accent. On the outside, the company’s dedicated paint shop revitalized the fuselage with a paint job reflecting the

exactly what we did,” says Flying Colours Executive Vice President Sean Gillespie. “We’re pleased that our hundredth Challenger project was such an interesting one, it’s a significant achievement for our team.” That being said, don’t expect Flying Colours to slow down any time soon. The company is set to break ground on a brand-new hangar, the fourth at its Peterborough headquarters, which will provide additional capacity for completions, refurbishment and heavy maintenance work scopes on large jet airframes. The purposebuilt hangar will include a new 40,000-square-foot, climate con-

A Robust Reputation 2018 proved to be a busy year for AERIA Luxury Interiors, a VIP completions center that provides complete maintenance and refurbishment capability as well as a comprehensive range of turnkey solutions on Airbus and Boeing aircraft. The company recently obtained civil aviation authority approvals to perform maintenance on EASA, Bermuda and Bailiwick of Guernsey registered aircraft. AERIA also secured four VIP maintenance contracts extending into next year, in addition to a full cabin refurbishment on a Boeing 737, which it expects to deliver in the first quarter of 2019. Increased requests for cabin

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ACHIEVED

Duncan Aviation's Global Express refurbishment (right). The first of GDC Technics' twin VVIP B787-8s is finally complete (left).

COMPLETION

refurbishments, CMS/IFE upgrades and improved and faster connectivity solutions have all attributed to the influx of ongoing work for the company. The company’s current completions program, a Boeing 737 headof-state, is slated for an on time, fourth quarter delivery in 2019. When completed, the interior will feature a VIP stateroom complemented by an on-suite lavatory with showers, separate crew and passenger galleys, an office and meeting room, staff seating, additional lavatories and large 4K monitors throughout. The aircraft interior design will also feature gold plating, ornate details and a balance of wood and luxurious fabrics in a light, refreshing color scheme. “It’s important to our customers that we offer services that cater to their aircraft needs after a VIP program is completed and delivered,” says AERIA Vice President and General Manager Ron Soret. “We have quickly established a proven track record of providing customers with exceptional craftmanship and reliable service. Our customers can find peace of mind knowing that their aircraft is well looked after when choosing AERIA and it is a reputation we take great pride in proving time and time again.”

INSIDE

Jet Aviation's Completions Center in Basel received approval for the ACJ350 XWB.

The Skinny on Widebodies Earlier this year, GDC Technics announced that they produced a Boeing 787 VVIP cabin weighing 20% less than industry estimates. The first of their twin VVIP B787-8s, the aircraft is complete with a sophisticated VVIP head-of-state cabin that integrates cutting edge technologies

along with state-of-the art materials and engineering solutions. “This project is a testimony to the success of our strategy focusing on developing new, innovative, engineering and production techniques, ensuring that the cabins we engineer and build match the next generation airplanes we install them in,” says GDC Technics General Partner Mohammed Alzeer. “The interior weight of our B787 was significantly lighter than industry estimates, providing our clients with an operational advantage and fuel savings throughout the life of their aircraft.” The aircraft is equipped with the latest connectivity and passenger comfort capabilities, including an ARINC 791 Ka-Band Antenna (an industry first on a VVIP B787), Iridium Antenna, SATCOM Antenna-R, forward-looking camera, therapeutic O2 discharge port, quad camera, downward zoom camera, tail fin camera, and Satellite TV antenna. The cabin has a Sound Interference Level (SIL) of 52dB, allowing for a much quieter cabin in flight. Along with a quieter cabin, additional humidification is provided for a better passenger experience during long haul flights. In addition, the B787 is complete with live television capabilities – a first for any VVIP B787. The news must have gotten the industry’s attention, as not long after announcing the weight reduction achievement, the company announced two separate head-of-state completion contracts, consisting of four widebody aircraft in total. “Securing these aircraft programs has confirmed the confidence this industry has in GDC Technics,” adds Alzeer. “With the diversification of

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our capabilities, GDC has laid the groundwork to lead this industry in Next Generation aircraft modifications.” A Designer’s Touch Duncan Aviation’s talented crew in Lincoln, Nebraska has been busy renovating a Bombardier Global Express. The unique design elements incorporated throughout the interior perfectly showcase the company’s multi-shop capabilities. In a beforeand-after video produced by Duncan, one can see that when the aircraft arrived at the shop it looked dated, with a sun-dulled exterior paint and the use of dark, heavy colors throughout the cabin. But in the after images, you’d be forgiven for second guessing whether it’s really the same aircraft. The Global Express’ glossy, gleaming new exterior, which is carried through on the Duncan-Aviation-created stainless-steel stairs, sets the tone for the bright and spacious contemporary interior. Eye-catching stingray skins adorn the custommade tables in the cabin, and elements of the skin are carried through to the sink in the aft lav. Furthermore, the custom-designed carpet in the cabin complements the honeycomb design of the roomy, comfortable seats. The company also performed an industry-first: an installation of a Rosen Tablet Holder in a Dassault Falcon 2000. The installation, which the company says went flawlessly, was completed at Duncan’s full-service facility in Battle Creek, Michigan. Once the holder is installed, it sits in a non-skid cradle with an adjustable slide. Because the holder includes a single USB 2.1 amp

From flawless comfort,

To perfect privacy. Nothing in moderation, everything to the highest degree of excellence. AERIA Luxury Interiors will make every square foot of your aircraft into a one-of-a-kind airborne sanctuary, replete with exquisite craftsmanship, premium materials, and uncompromising quality. specializing in VIP completions for Boeing and Airbus airframes, the AERIA team collectively has renowned expertise proven in successful completions around the globe. Imagine what we can build for you.

9800 John Saunders Road, San Antonio, TX 78216, U.S.A., www.AERIA interiors.com or call +1 210 293 3200 AERIA Luxury Interiors is the VIP completions division of VT San Antonio Aerospace, which is an affiliate of ST Engineering.

COMPLETION

port, the tablet can charge while passengers work or play content. Designed to drop into an existing Rosen Micro D and Pogo Pin Base receptacle, there are no additional expenses for interior modification or wiring changes to support the 2.1 amp USB charging feature. “The Rosen Tablet Holder meets the high-quality standards that aviation customers have come to expect from Rosen’s products,” says Duncan Aviation Avionics Sales Representative Mike Morgan. “The soft rubber pads protect and retain carry-on devices, while the adjustable cradle provides hands-free operation and charges devices, such as mobile phones, e-readers and tablets.”

REVAMPED

Lufthansa Technik carries out a major ACJ319 cabin refurbishment for an Asian customer (left). Comlux' BBJ cabin outfitting (right).

A Bigger Space for Bigger Planes Jet Aviation Basel has earned worldwide recognition for the quality of its interiors. Since 1977, the company’s completions team has delivered no fewer than 200 aircraft with custom interiors, from business jets to full VVIP bespoke cabins. Today, as an Airbus ACJ and Boeing BBJ Approved Completion Center, Jet Aviation Basel is designing, engineering, production manufacturing, installing, testing and certifying some of the most stunning high-end aircraft interiors on narrow- and wide-body aircraft for private individuals and governments alike. For example, in May, the company partnered with Sparfell & Partners, Winch Design and DS Aviation to develop a VVIP market solution for the Airbus ACJ380. Under the agreement, Jet Aviation is engineering, managing, manufacturing, installing and certifying the VVIP cabin interior for the ACJ380.

The work is being done at Jet Aviation Basel’s world-renowned completions and maintenance center, which is inaugurating its new 700 square-meter, state-of-the-art widebody hangar later this year. Suitable for projects up to the Boeing 747, the new hangar was built to meet increased demand for wide-body completions and refurbishments. The hangar provides an additional 4,550 square meters of hangar space to accommodate a number of wide- and narrow-body aircraft simultaneously. The project also extends the tarmac by 5,000 square meters, while also finding room to add 2,000 square meters for shops and offices. Number 11 in the Books Comlux Completion is all about continuously innovating in the large to very large business jet aircraft segment. Located in Indianapolis, Indiana, the company has quickly established itself as one of the most unique and modern completion and service centers in the world exclusively for Airbus Corporate Jets, Boeing Business Jets, Bombardier Business aircraft and Sukhoi Business Jets. Most recently, the company completed their 11th VIP interior, outfitting a BBJ aircraft for a private customer based in the Far East. “We are very proud to have successfully delivered another beautiful nose-to-tail bespoke VIP completion,” says Comlux Chief Operating Officer Arnaud Martin. “The interior of the BBJ was engineered to magnify weight performance at a total weight of only 14,400 lbs.” At the front of the luxurious cabin one finds a spacious executive com-

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partment, with four sets of Club-4. Instead of the traditional Hi/Lo tables, there are large pull out tables with easily attachable extensions newly designed and installed specifically for the aircraft. In the center section, a private dining and conference room features a massive table surrounded by six executive style seats. The overhead area portrays a grand ceiling dome with a handmade mother of pearl pattern. Decorated with a similar ceiling dome, the master suite at the rear includes a tranquil master bedroom and a spa-like private master lavatory. The entire aircraft has an infusion of an Asian inspired atmosphere. There is a cohesive blend of contrasting color palettes achieved by using supple white leather, rich warm mahogany veneer, plush taupe carpet, textured fabrics and gold accents throughout- inspiring luxury and relaxation. An in in Asia The big news coming out of Lufthansa Technik at NBAA-BACE was its signing of a major cabin refurbishment contract with a new, undisclosed Asian VIP customer. The layover of an Airbus ACJ319 will take place at the company’s VIP center in Hamburg, Germany and will be completed by the end of next year. The aircraft´s interior and systems will be refreshed to improve passenger comfort and meet the demands of its owner, so that the aircraft will be as good as new for its next life. Particularly, the aircraft will receive a comprehensive modification and upgrade package, which includes a state-of-the-art entertainment system, enhanced sound insulation and a KA band connectivity solution.

“We are very proud to welcome this new VIP customer for a major refurbishment from Asia here at our facility in Hamburg,” says Lufthansa Technik Head of Asia Sales for VIP and Special Mission Aircraft Jan Grube. “The Asian VIP aircraft market has become more and more important for our business over the past years. More than 30 completions and major refurbishments in the Asian region clearly demonstrate that our expertise and broad service portfolio are well accepted by our customers in this part of the world.” From Vision to Reality From upgrades to completely new installations, RUAG is capable of providing its customers with the latest communication systems while ensuring that they can travel in complete comfort. In close cooperation with world class designers, the company provides cabin interior completions and refurbishments, cabin restyling and integrated, high-class communication and entertainment system upgrades. “Ensuring our customer is able to realize their vision of the ideal cabin interior is our passion,” says RUAG Aviation Munich Head of Business Jet Sales Mark-André Mann. Last year, the company completed an upgrade and restyling of a recently purchased Bombardier Global 5000 registered in India. The upgrade involved installing a custom configuration featuring an additional divan. In order to optimize the aircraft’s downtime, RUAG also performed IFE upgrades and a restyling of additional interior elements. “Cabin interior modifications on newly delivered aircraft happen quite often, as some customers change their mind on certain elements of the interi-

or design shortly before or during factory delivery,” adds RUAG Aviation Director of Cabin Interior Services and Design Robin Freigang. “As customer expectations are very high during a factory delivery, we work closely with the OEM and the client during this phase.” But RUAG’s commitment goes beyond the inside of the aircraft – it also offers a renowned painting service. Last year the company’s aircraft painting facility at the RUAG Aviation one-stop shop in Munich repainted a Bombardier Global Express XRS, on behalf of long-time customer SBK Holding Ltd. The company’s painting specialists reproduced a series of hand-painted, precise customization graphics highlighting the intricate patterns found in high performance, fiberreinforced technology materials, such as carbon and honeycomb structures. “Our business jets customers can expect a flexible and integrated approach from a responsive organization,” says Volker Wallrodt, Senior Vice President Business Jets, Dornier 228 & Components, RUAG Aviation in Munich. “Our status as a full-service Bombardier Authorized Service Centre, combined with our one-stop shop of quality aircraft support solutions, ensures our Bombardier customers have access to all services within the same designated downtime.” Expansion Mode Headquartered in East Alton, Illinois, West Star Aviation provides highquality aircraft exterior paint and interior services for corporate aircraft, from the smallest up to the Global 7000, F900, Hawker 900, Citation 10/750, Embraer 650 and Gulfstream 650. To better handle the larger end of

the business jet spectrum, the company recently expanded its Chattanooga paint facility, which can now house aircraft up to and including Embraer Lineage 1000. At the same time, the company has been busy completing its fourth full-service facility in Perryville, Missouri and adding a satellite facility in Scottsdale, Arizona. Most recently, the company completed an installation of Winglet Technology Transitional Winglets on a Cessna Citation 680 Sovereign aircraft at its Grand Junction, Colorado facility. The winglets are designed to provide Citation Sovereign owners with increased aerodynamic performance across a broad range of Mach numbers and operating conditions. In addition, the winglets offer performance improvements to Citation Sovereign aircraft, including increased speed at high altitude, increased certified weight, reduced climb time, higher initial flight levels and increased range and payload capability.

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UPHOLSTERY

RUAG completed interior of Indianregistered Global 5000 last year (top). West Star Aviation's work on a Global Express (right).

COMPLETION

“We are pleased that we have completed our first winglet installation at Grand Junction and look forward to growing this capability in the future,” says West Star Aviation Citation Program Manager David Williams. “This is a testament to our commitment to expanding our capabilities to align with our customers’ needs.” Center of Excellence SR Technics offers comprehensive services for cabin refurbishment and reconfigurations, including design, manufacturing and single services. The company’s Center of Excellence for cabin modifications employs highskilled experts, providing its customers with a unique advantage when it comes to on-time complex in-flight entertainment upgrades, retrofits, installation of connectivity solutions, routine maintenance and changes of livery. “If the client needs a cabin or part of it refurbished, including everything from removal to installation and testing, we can handle the work,” says an SR Technics spokesperson. The company notes that cabin refurbishments are often done in combination with base maintenance and/or paint work to make the most of ground time.

ARTISAN

SR Technics' cabin modification work (left). Gulfstream Manhattan Sales and Design Center (right).

And OEMs too! In last year’s report we highlighted the Dassault Falcon showroom at Paris-Le Bourget. Essentially a combination of a traditional and virtual showroom, the facility uses state-of-the-art, interactive technology that lets the customer design the interior of their aircraft on the spot. “These facilities enhance and streamline the total spec and design experience and bring it to a level that is unlike anything available in

Business Aviation today,” said Dassault Chairman and CEO Eric Trappier. “Our customers now have a very accurate vision of the aircraft interior they are designing, several months before the first part is even manufactured.” Well it seems Dassault may have started a trend. In July of this year, Bombardier announced the opening of a new showroom and regional office in New York City. “This office extends our commitment to the US, where we have a strong customer base, as well as an extensive service and manufacturing footprint,” says Bombardier Business Aircraft President David Coleal. The elegant 14,000 square foot space in the heart of the city includes a showroom where customers will have the opportunity to meet with Bombardier designers to select the materials, color palettes and refined interior options to personalize their aircraft. This news follows on the heels of the launch of the Premier cabin on the Global 5000 and Global 6000 aircraft, both of which blend flawless craftsmanship with exceptional comfort. Most recently, Gulfstream Aerospace announced it has opened a Sales and Design Center in Midtown Manhattan. The nearly 8,500-squarefoot/790-square-meter space expands Gulfstream’s portfolio of showrooms and sales offices intended to enhance the customer experience with centralized locations and white-glove sales and design service. Gulfstream’s Manhattan Sales and Design Center serves one of the world’s busiest Business Aviation regions. The space features dynamic digital tools and thousands of material samples that help launch the cus-

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tomization and personalization of every Gulfstream aircraft. “At Gulfstream, we continuously strive to elevate the customer experience,” says Gulfstream President Mark Burns. “Establishing a customerfocused space in New York City, an international business hub, complements our significant worldwide footprint and better positions us to support our customers in Manhattan, whether they are based in the region or visiting from around the world.” The Gulfstream Manhattan Sales and Design Center features a nearly 20foot/6-meter power wall with digital design and aircraft cabin layout selection capabilities. Customers will also have access to real-time seat configurators paired with a physical seating display to see and feel seat architecture and comfort options. The facility also enables an external paint configurator, wireless streaming of Gulfstreamdeveloped mobile applications and leading video conferencing technology. The Manhattan Center is staffed by Gulfstream Sales executives and Gulfstream interior designers. The company also has sales and design centers in London, Savannah, Dallas and Long Beach, California. A Good Outlook All-in-all, 2018 was a good year for the completions business. And judging by how many completion companies are expanding – and considering the number of new aircraft set to come online in the next year or two – our bet is that 2019 will be just as good, if not better. But to get the complete picture, you’ll have to wait until our next Completions Report!

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Renderings by ACA Advanced Computer Art GmbH

LIMITLESS One of a kind, every time

Visionary or timeless, bold or subtle; the worldâ&#x20AC;&#x2122;s most exclusive membersâ&#x20AC;&#x2122; club or a sanctuary from the world below: each Jet Aviation Completions interior is a finely hand-crafted representation of an individual idea. Full-height showers, interactive table tops, flexible open plan spaces and innovative seating or lighting solutions, beautifully complemented by fine fabrics, richly-toned wood veneers and bespoke detail. All expertly integrated into an airworthy interior.

One Jet Aviation. Many Advantages. Maintenance, Refurbishment, Completions, FBO, Aircraft Management, Flight Support, Charter, Staffing

Jet Aviation Basel CH-4030 Basel-EuroAirport Switzerland +41 58 158 4111 jbsl@jetaviation.com www.jetaviation.com/basel/completions

NBAA-BACE REPORT

BUSINESS AVIATION EXPECTS A POSITIVE CLIMB H

oneywell Aerospace traditionally sets the mood for NBAABACE with the release of its annual Global Business Aviation Outlook on the eve of the show. This year was no exception. While Honeywell expects deliveries of new business aircraft to be flat in 2018 compared to 2017, the company sees an increase in deliveries in the coming years, starting as early as 2019. “A better used-aircraft market environment, coupled with the entry into service of many new business jet platforms, will lead to higher deliveries in 2019,” says Honeywell Aerospace Vice President, Global Marketing Bill Kircos. “We are excited about the used market and about new and innovative aircraft models that will not only drive solid growth in 2019 and 2020, but also have a significant impact on new business jet purchases in the mid- and long-term.” Honeywell’s researchers forecast up to 7,700 new business jet deliveries from 2019 to 2028, worth $251 billion.

CREDENCE

Textron is confident Longitude certification is imminent (right). The Praetor 500 was unveiled at the show (left).

This represents an increase of about 1 to 2% from last year’s Outlook. While North America will continue to lead the market with a share of about 61% of projected global demand, Europe’s purchase expectations have increased to nearly 33%. The forecast also notes that the used aircraft market is beginning to dry out. The total number of recent model jets – which are defined

Although NBAA-BACE in Orlando attracted less exhibitors than last year’s show, this did not affect the overall mood. Higher aircraft utilization, less used aircraft on the market and positive economic indicators were a welcomed cocktail for another great NBAA-BACE. By Volker K. Thomalla, Marc Grangier, LeRoy Cook and Nick Klenske

as being less than 10 years old – listed for resale is down 30% year-overyear and is now just slightly higher than 5% of the installed base. This is well below the historical average of about 8%. However, the share of recent model jets for sale is still more than 20% of total listings in comparison with pre-recession levels of 15 to 20%.

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Introducing the Praetor Some of the biggest news out of Orlando came from Brazilian aircraft manufacturer Embraer, who introduced two new jet models the day before NBAA-BACE. The new midsize jet Praetor 500, along with its larger super midsize sibling Praetor 600, will be, according to the company, “the most disruptive and technologically advanced aircraft to enter the midsize and super-midsize categories”. The new jets are based on the Legacy 450 and the Legacy 500, which Embraer will continue to produce. Both are powered by two more powerful Honeywell HTF7500E turbofans and feature new winglets, as well as additional fuel capacity. The $20.995 million Praetor 600 offers its operators a range of 3,900 nautical miles, which is an increase of 775 nm compared to the Legacy 500. The Praetor 500 features a range of 3,250 nm, an increase over the Legacy 450

range of 350 nm. The Praetor 500’s price tag is $16.995 million. Embraer has integrated new technologies in the cabin to make the aircraft more productive than ever. An Upper Tech Panel that displays flight information and offers cabin management features also available on personal devices through Honeywell Ovation Select is standard equipment, as well as high-speed connectivity through Viasat’s Ka-band with speeds of up to 16Mbps and IPTV. This has never been put in any midsize or super-midsize business jet before. Two Praetor 600 prototypes and one production-conforming aircraft are already in flight test, as well as one production-conforming Praetor 500. Embraer is targeting certification

level of information and transparency not seen before,” stated Neil Book, president and CEO for JSSI. Bill de Decker, co-founder of Conklin & de Decker commented: “Our companies have many similarities, and all of us at Conklin & de Decker look forward to building on our synergies, especially our dedication to a service-based culture. We have worked very closely with the JSSI team since its inception in 1989, and now we are very proud to be a part of this successful and innovative company. Conklin & de Decker will now be recognized as a JSSI company, retaining the name that was created by founders William ‘Bill’ de Decker and the late Alan H. Conklin in 1984,” added de Decker. 175 Citation Longitude super midsize jets and up to 150 Citation Hemisphere jets. The agreement was signed by Scott Donnelly, Chairman, President and CEO of Textron Inc. and Adam Johnson, NetJets Chairman and CEO. The first Citation Longitude delivery to NetJets is scheduled for the second half of 2019. “We spent the last months working very quietly,” says Johnson. “We brought in customers to let them experience the Longitude for themselves. They were very impressed by

and entry-into-service of the Praetor 600 for the second quarter of 2019, with the Praetor 500 set to follow in the third quarter of 2019. JSSI acquires Conklin & de Decker Neil Book, president and CEO for JSSI, the leading independent provider of hourly cost maintenance programs for aircraft engines and airframes took the opportunity of EBACE to announce the acquisition by his Company of Conklin & de Decker, who for 35 years, provided a wide range of aircraft cost and performance data to the Business Aviation industry. “As the sole independent provider of maintenance programs to the Business Aviation industry, coupled with the JSSI Parts and Advisory Services platforms, JSSI has a vast and unique data set covering virtually all makes and models of business jets. Combined with the unparalleled delivery platform of Conklin & de Decker, we will provide the Business Aviation market with a

Textron Nets New Orders There were a few new aircraft orders at the show, with Textron Aviation and NetJets signing the largest agreement. The fractionalownership company is already the largest operator of Cessna Citations, having taken delivery of nearly 500 Citations since 1984. The new agreement sees NetJets purchasing up to

the spaciousness and the quietness of the aircraft. The Longitude will be the quietest aircraft in our worldwide fleet.” The agreement for the Longitude stretches out for the next 10 to 15 years. However, neither Textron nor NetJets wanted to comment on a possible delivery schedule for the Citation

BART: DECEMBER - JANUARY - 2018 - 2019 - 57

PACT

JSSI CEO Neil Book (top). Textron, NetJets strike deal for over 300 Cessna (center). Textron's stand (below).

NBAA-BACE REPORT certification and operational validation due to the airport’s short runway and Central London’s stringent noise abatement requirements. The airplane must demonstrate capability to perform the 5.5-degree approach and be able to operate on the short runway — 4,327 feet for landing. To achieve steep approach certification, the engineers did not need to change any hardware on the aircraft, they just had to modify the software. Gulfstream expects steep approach certification for the G650 before the end of this year.

ON DEMAND

Among the popular aircraft at the static display were: Global 7500 (left) and G280 (right).

Hemisphere. NetJets will be the launch customer of the largest business jet ever built by Cessna. “We have been co-designing the aircraft,” adds Johnson. Designers and engineers from NetJets have worked cooperatively with Textron to define the aircraft. But there’s still a question mark regarding the Hemisphere, with development currently being suspended. This is the result of the fact that engine provider Safran Aircraft Engines of France still needs to prove that it can deliver on its promises for the Silvercrest turbofan, which should power the Hemisphere. “We have worked steadfastly with Safran to understand the development stages of the Silvercrest engine,” says Textron Aviation Senior Vice President, Engineering Brad Thress. “Throughout our review, we have remained confident that Silvercrest is the best engine choice for the Hemisphere and are pleased to see Safran’s enduring commitment to delivering it on time and on target.” NetJets has sent its own engineers to France to review the engine program. “The Hemisphere program will be out of suspension effective the engine milestone mid next year,” says Textron’s Donnelly. “We’ve been working for the last year with the Safran team in great detail and we’re confident with where they are in the design process. We’re confident that we’re going to have a world-class powerplant.” Gulfstream Increases Range Just days before NBAA-BACE, Gulfstream Aerospace delivered the very first G500 to a North American customer. The manufacturer had its whole fleet on display, including the

G600, which is scheduled to be certified later this year. At the show, Gulfstream announced that the G600 will have an increased range of 5,500 nautical miles at its high-speed cruise of Mach 0.90. It’s the second range increase in the course of the program, with this range representing a 700-nm increase over the original projections. At Mach 0.85, the G600 can cover distances of 6,500 nm, enabling it to fly city pairs like Hong Kong to Vienna or London to Los Angeles. In the spring of this year, Gulfstream delivered the 300th G650. The G650 family has now achieved more than 75 city-pair records, demonstrating the outstanding performance of Gulfstream’s largest type. The airplane manufacturer is now demonstrating the steep approach capabilities of the G650 family to achieve certification for London City Airport (LCY). In September, a G650 flew several takeoffs and landings as part of the LCY Operations and Control Department’s evaluation of the aircraft family’s steep-approach capabilities. Aircraft that operate at London City require steep-approach

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Bombardier on Schedule Bombardier announced that the flight test program for its Global 5500 and 6500 were progressing on schedule, with 70% of flight testing complete. Aerodynamic validation of the aircraft’s newly optimized wing, which was re-profiled to further refine Bombardier’s signature smooth ride, is now complete. Interior completions of the first customer aircraft are set to begin before the end of this year, and entry into service is planned for the end of 2019. Concerning its flagship Global 7500 aircraft, which was awarded Transport Canada Type Certification last September, its entry-into-service will take place this year. The Global 7500 boasts a range of 7,700 nautical miles, a full 300 nautical miles further than initial commitments. It also exceeded its original takeoff and landing performance commitments, leading to a new published takeoff distance of 5,800 feet. During NBAA-BACE, NetJets exercised options for five Challenger 350 aircraft and a Global 6000 to join the fleet of more than 120 Challenger

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NBAA-BACE REPORT Canada’s PW812D power plant are progressing well. Aircraft architecture has been frozen and contracts with all major Falcon 6X program partners have been signed. The Falcon 6X will integrate the most advanced design features on the market, drawn from Dassault Aviation’s world-leading business jet and fighter aircraft expertise. It will offer the longest range in its class and unmatched airport performance while providing more interior space than any other aircraft in its category. The 6X’s cabin will feature the highest (6 and Global jets in service. Based on 2018 list prices, the new transactions are valued at approximately $195 million US.

ACTORS

Pilatus PC-24 (top). Falcon 6X cabin (center). Falcon's stand at the show (below).

Pilatus Continues to Deliver Since the start of the year, Pilatus has delivered 12 PC-24s to the United States, Switzerland, Luxembourg and South Africa. By the end of this year, the Swiss manufacturer expects that 23 aircraft will be in customer operation. The global fleet of in-service PC24s has accumulated 1,200 flight hours, with the fleet leader already clocking up over 620 flight hours. This aircraft, the first serialized production PC-24, is owned and operated by the US fractional ownership company PlaneSense. Ignaz Gretener, VP General Aviation for Pilatus, told BART International that his company continues to conduct post-certification testing on several items to expand the PC-24’s operational capabilities, including steep approach, air ambulance interiors and operation on unpaved runways. To date, more than 150 take-offs and landings have been conducted on dirt, grass and gravel surfaces in Switzerland, Canada, Italy and the United Kingdom. Pilatus expects to receive certification for operation from these surfaces before end of this year. Most PC-24 customers are also subscribing to CrystalCare, Pilatus’ maintenance support program. For a fixed hourly and monthly fee, customers are covered for all scheduled and unscheduled maintenance events, parts, avionics, engines, inspection, troubleshooting and repair work, shipping, AOG recovery and even consumables.

Dassault’s Falcon 6X Completes Preliminary Design Dassault Aviation announced that its new 5,500 nm/10,186 km Falcon 6X ultra widebody twinjet has completed preliminary design and entered the detail design phase. “Everything is on track for the Falcon 6X to begin deliveries in 2022,” says Dassault Aviation Chairman and CEO Eric Trappier. Production of initial long-cycle structural parts has begun and development tests of Pratt & Whitney

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ft 6 in) and widest (8 ft 6 in) cross-section of any purpose-built business jet. Manufacture of the aft fuselage began during the summer and production of the mid fuselage section will soon follow. Design activities for the nacelles (inlet, fan cowls, thrust reverser and engine build-up system), supplied by UTC Aerospace Systems, a new Dassault partner, are also underway. The PW812D engines are performing bench and flight tests with more engines in preparation as the program evolves. To date, the PW800 engine

family, from which it is derived, has an unmatched track record of evaluation and testing with 23,700+ hours of evaluation, including over 1,935 flights and over 12,200 flight test hours. Dassault also announced that the Falcon 8X has been certified by EASA and the FAA for an enhanced flight vision system capability that gives operational credit for poor visibility approaches down to 100 ft, greatly improving access to airports in bad weather and significantly enhancing fleet efficiency. The new EFVS capability, provided through the 8X’s revo-

lutionary FalconEye combined vision system (CVS), was certified for operational use following the completion of a joint EASA/FAA certification campaign earlier this year. EFVS to 100 ft is expected to be approved for the Falcon 2000LX and Falcon 900LX by the end of the year. New Performance Package for HondaJet The Honda Aircraft Company used NBAA-BACE to announce the addition of a performance package for the HondaJet HA-420. The company’s new Advanced Performance Modification Group (APMG) engineered the upgrade, enabling existing HondaJet owners to enhance their current aircraft with several new performance and software features. The APMG Performance Package offers current HondaJet owners the opportunity to implement Honda Aircraft Company’s latest performance upgrades on their aircraft, including: a shorter takeoff field length, an increased maximum takeoff weight and more mission capabilities. The package also features such Garmin

G3000 avionics software updates as advanced integrated Take Off & Landing (TOLD) calculations, increased connectivity with Flight Stream 510 compatibility and an enhanced electronic checklist. “As Honda Aircraft Company continues to pioneer new technologies in aviation, the APMG was created to ensure that all HondaJet owners, current and future, would have the opportunity to experience newly-created state-of-the-art technologies, regardless of when they purchased their aircraft,” says Honda Aircraft Company CEO and President Michimasa Fujino. “The purpose of the APMG is to implement new features on original aircraft for the benefit of customers around the world.” According to Fujino, the typical HondaJet owner is an individual who has built his or her own company and needs the capability of a light jet for business and private use. It is also popular with air taxi operators, especially in Europe, where leg lengths are fairly short. Fleet orders for as many as 16 HondaJets have been received, he pointed out.

Engine Updates Blackhawk Modifications, Inc. announced the sale of the Phoenixedition King Air C90, which is the 800th XP engine upgrade the company has sold since it was founded in 1999. The anniversary twin turboprop is equipped with Blackhawk’s XP135A engine upgrade, offering the King Air a higher speed and a better hot and high performance. The upgrade delivers a 36% increase in available horsepower and a 59% increase in climb rate. Gregg and Jan Goodall of Breckenridge, Texas, the new owners of the 800th modified aircraft, said: “Because our favorite destinations are out west, hot and high operations became a concern. Stock PT6A-21 engines on the older models just didn’t work very well in hot and high situations, even when carrying a modest payload. When I started researching options and talking to other King Air owners, I found that the Blackhawk XP135A Engine modification was the industry standard to improve overall performance – especially hot, high and single-engine performance in the C90. The decision was a no brainer.” “Reaching 800 XP Engine+ Upgrades is a monumental accomplishment for Blackhawk,” says Blackhawk President and CEO Jim Allmon. “Our engine upgrades have pioneered positive change on many production turboprop models while re-energizing legacy aircraft to likenew performance, safety and value standards. There is a lot of life remaining in these venerable turboprops.” Meanwhile, engine-manufacturer Rolls-Royce presented an enhanced version of its CorporateCare mainte-

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LANDMARK

Honda's newest light jet HondaJet Elite (right). Blackhawk announced the sale of its 800th XP engine upgrade (left).

NBAA-BACE REPORT

AMBITIOUS

GE's Affinity will power the Aerion AS2 (top). Universal Avionics exhibited with its mother company, Elbit (below).

nance program. For the first time ever, CorporateCare Enhanced will be standard for all new customers and is an option for existing customers. It also covers the nacelle, including cowling, thrust reverser and engine build-up. The company celebrates its 60 th anniversary in Business Aviation this year, having powered the Gulfstream I with two Dart turboprops. GE Aviation and Aerion held a joint press conference to announce the completion of the initial design of the first supersonic engine purpose-built for business jets. This new engine class, the GE Affinity turbofan, is optimized with proven GE technology for supersonic flight and timed to meet the Aerion AS2 launch. The Affinity is a new class of medium bypass ratio engines that provide exceptional and balanced performance across supersonic and subsonic flights. The engine integrates a unique blend of proven military supersonic experience, commercial reliability and the most advanced business jet engine technologies. GE’s Affinity is a twinshaft, twin-fan turbofan controlled by a next generation Full Authority Digital Engine Control (FADEC) for enhanced dispatch reliability and onboard diagnostics. It is purposefully designed to enable efficient supersonic flight over water and efficient subsonic flight over land, without requiring modifications to existing compliance regulations. The engine is designed to meet stringent Stage 5 subsonic noise requirements and beat current emissions standards. “In the last 50 years, business aircraft speeds have increased by less than 10%,” says GE Vice President and General Manager for Business and General Aviation & Integrated

Services Brad Mottier. “Instead of going faster, cabins have increased in size and become more comfortable and range has become longer. With large, comfortable cabin, long range aircraft in the marketplace, the next step is speed . . . made possible with GE’s Affinity.” “Our mission is to enhance global mobility with supersonic speed, starting with Business Aviation, and following with successively faster and larger designs for business and commercial aviation,” adds Aerion CEO Tom Vice. “GE Aviation is making this new efficient, sustainable supersonic era possible through its pioneering work on the Affinity engine.” A New Look for Universal Avionics Universal Avionics, which was taken over last April by Elbit Systems, exhibited with its mother company at Orlando. There they unveiled a new ‘Head-Up, Head-Down’ flight deck system with the integration of UA’s InSight Display System and Elbit System’s SkyLens wearable Head-Up Display (HUD). “The integration of these two systems enables us to bring

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the Augmented Reality (AR) trend into the aviation world, so operators can receive full flight management information generated by the FMS, superimposed on the real world,” says UA CEO Paul DeHerrera. “Many flight decks cannot accommodate a ‘traditional HUD’ system due to space restrictions and cost, and therefore InSight/SkyLens provides a retrofit path to thousands of operators.” “The wearable HUD technology of SkyLens integrated with the latest generation flight display system of InSight brings two of the most advanced technologies together, operating in harmony across the various phases of flight,” he adds. (Editor’s Note: For more NBAA-BACE avionics news, see our feature article on page 64.) That’s a Wrap! It was a busy week in the Sunshine State – one highlighted by new jets, new orders and lots of good news for Business Aviation. Be sure to read all the news coming out of NBAA-BACE on our website – www.bartIntl.com.

✈

DATES

DESTINATION

JAN 29 2019

SAN ANTONIO, TX

FEB 01 2019

29°25’20.7”N 98°29’09.6”W

SCHEDULERS & DISPATCHERS CONFERENCE This is the premier business aviation conference for schedulers and dispatchers with over 2,900 attendees and over 580 exhibit booths.

www.nbaa.org/sdc/2019

AVIONICS REPORT Steve Nichols presents the latest avionics news that was announced at the show in Orlando

AVIONICS SUPPLIERS SHINE AT NBAA-BACE flight display that boasts a bright LCD touchscreen design and features dual concentric knobs. The G700 TXi integrates seamlessly, including fully-coupled LPV/WAAS approach guidance, as well as the option to display vertical navigation (VNAV) guidance to fly complex RNAV arrival procedures. Garmin also said it was progressing the certification of its G5000 integrated flight deck programme for Textron Aviation’s Citation Excel and Citation XLS. It added that the recent addition of a second aircraft will assist with certification efforts and expedite flight

APPROVAL

Falcon 8X's FalconEye CVS has been certified by EASA and the FAA.

vionics suppliers and manufacturers told us that they had some great announcements lined up for NBAA-BACE in Orlando, and they didn’t disappoint. Dassault announced that an enhanced flight vision system for the Falcon 8X has been certified by EASA and the FAA for poor visibility approaches down to 100 feet. The new capability, provided through the 8X’s FalconEye combined vision system (CVS), was certified for operational use following the completion of a joint EASA/FAA certification campaign earlier this year. It says it also expects approval for the system on the Falcon 2000LX and Falcon 900LX by the end of the year. Esterline Avionics Systems announced that Honeywell Aerospace had chosen its CMA-6800 CRT to LCD conversion solution for its ED800 replacement programme. It can replace the existing CRT without any kit or modification as it has the same physical dimensions, uses the same aircraft interfaces, and is mounted to the existing instrument panel rack. Esterline also announced that Airborne Maintenance & Engineering Services has received FAA Supplemental Type Certificate approval for their ADS-B Out solution featuring Esterline’s CMA-5024 on various Boeing aircraft. STC approval

has also been gained for its ADS-B Out solution for Part 25 aircraft. Garmin announced the availability of its G700 TXi touchscreen flight display for Cessna Citation business jet models. It said the G700 TXi is exclusively designed to meet the certification requirements of Part 23 Class IV and Part 25 transport category aircraft. The initial supplemental type certificate (STC) for the G700 TXi flight display will be approved for select Cessna Citation II/SII and Citation V aircraft and is available from JETTECH. This certification of the G700 TXi comprises a single or dual 10.6-inch

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testing and development within the programme. After quickly selling out the initial 25 delivery positions, a second pre-STC incentive programme has also been created to allow owners and operators the opportunity to lock in to a 2019 delivery. Garmin also announced the initial integration between its Garmin Pilot app and the popular FltPlan.com web portal. As a result of Garmin’s acquisition of FltPlan.com in August, it said both companies have made rapid progress in merging their portfolios. Rockwell Collins had its cabin experience demonstrator at the

show, complete with seating options, lighting, entertainment, connectivity, cabin electronics and more. This year, the company showcased its newest Pro Line Fusion upgrades, including the Challenger 604 upgrade, which was on display on the static. Constant Aviation said it signed an agreement with Premium Jet AG to receive the first European Challenger 604 modification to ProLine Fusion. Rockwell Collins also announced that Embraer had selected Pro Line Fusion for the new Praetor 500 midsize and Praetor 600 super-midsize business jets. It also announced that Pro Line Fusion will be available as an upgrade for Cessna Citation CJ1+ and CJ2+ light business jets manufactured by Textron Aviation. The company also said it is now offering Aireon space-based ADS-B flight tracking to its Business Aviation customers.

route phase, the operator is most likely to monitor and rely on InSight (head-down). While in the approach to landing phase, past the initial approach fix, SkyLens becomes key. The company also showed its new touchscreen model for the InSight Display System’s EFIS Control Display Unit (ECDU) and introduced UniLink software version SCN 31.3 for its UL-80X Communications Management Unit (CMU). Interest in broadband inflight connectivity systems continued this year. Astronics AeroSat announced that its FliteStream connectivity solution has now been tested, qualified, and approved to operate across Intelsat’s FlexExec Ku-band business aviation service. FliteStream is a satellite-based broadband data solution of fuselageand tail-mount communications

The Aireon network is hosted on the Iridium NEXT constellation of satellites, which consists of 66 lowearth-orbit satellites that each carry an Aireon ADS-B receiver. The constellation provides global coverage with once-per-minute position updates as the standard rate of reporting, anywhere in the world. Universal Avionics (UA) unveiled its new “Head-Up, HeadDown” flight deck system with the integration of the InSight Display System and Elbit Systems’ SkyLens wearable Head-Up Display (HUD). It says SkyLens and InSight are both critical components for safety in today’s aircraft. During the en-

products designed for government, commercial, business and VVIP aviation operators and passengers. Dassault said its new FalconConnect system, powered by Honeywell’s GoDirect services, is now officially on the market. It includes high-speed cabin internet, cockpit safety links, standard ground communication, and a wide range of services that maximize data control while minimizing costs. Honeywell’s GoDirect Data Control also helps operators using Inmarsat’s Jet ConneX to tailor their onboard connectivity experience to save an average of 30 percent.

The service predicts data consumption of streaming video services before a flight, letting operators choose the right connectivity package for their needs, Honeywell says that with GoDirect Data Control, operators can save up to hundreds of thousands of dollars per year. And speaking of I n m a r s a t Jet ConneX, the company announced that the business aviation inflight Wi-Fi solution, which offers data plans with speeds up to 15Mbps, has now been installed and activated on 400 business aircraft worldwide. It says the speed of uptake has been rapid, with 125 installations

BART: DECEMBER - JANUARY - 2018 - 2019 - 65

EQUIPMENT

Clockwise from top: Esterline CMA-6800, Universal Avionics' Skylens, Rockwell Collins upgrade on Challenger 604 and Garmin's G5000 for Citation Excel.

AVIONICS REPORT Finally, Satcom Direct (SD) had a number of announcements. SD Avionics, its hardware manufacturing division, has partnered with QEST Quantenelektronische Systeme GmbH in Germany to develop a new flat panel inflight connectivity antenna for business and military aviation. SD says the electronically-steered phased-array antenna system aims to be the smallest and most efficient form factor, bringing high-speed connectivity to a wider range of aircraft. It also launched SD Xperience, an “umbrella” brand delivering an endto-end solution that combines data,

MILESTONE

SD/QEST flat panel antenna (left). Inmarsat marks 400 Jet ConneX installs (right).

taking place in the past four months alone. Inmarsat says Jet ConneX is the preferred line-fit option by all of the market-leading business jet manufacturers including Gulfstream, Bombardier, Dassault and Embraer. In addition, Inmarsat has experienced substantial adoption of the solution on a retrofit basis, with more than 40 type certificate and supplemental type certificate (STC) approvals already secured, including for all Boeing and Airbus VVIP models. Not to be outdone, rival Viasat announced it had been selected by Gulfstream as its high-speed Kaband satellite provider for the G280 mid-sized business jet. The company said the system will be a line-fit option, offered directly from the Gulfstream factory for all new aircraft. It will also be available as a retrofit for in-service aircraft. Viasat was also selected by Embraer as a high-speed Ka-band satellite provider for their brand new aircraft, the Praetor 500 and Praetor 600 airframes, aimed for launch in 2019. These two new airframes are derivatives of Embraer’s Legacy 450 and 500 jets, which also carry Viasat in-flight connectivity as a line-fit option. StandardAero and Viasat also announced an exclusive agreement to develop an after-market Ka-band and dual-band solution for four models of Bombardier Global aircraft. All MROs, who are Viasat-approved installers and work on Bombardier Globals, will be able to purchase the shipset, radome and STC package from StandardAero.

Viasat also announced it had added GoAeroMx and SoCal Jets as authorized dealers, bringing it count to more than 20 authorized dealers. It says it is now even better prepared to serve the market across any airframe type. Gogo Business Aviation announced that it has surpassed 5,000 systems installed and activated on the Gogo ATG network, including nearly 450 that are operating on the Gogo AVANCE platform (AVANCE L5 and L3 systems). AVANCE L5, Gogo’s solution that provides bandwidth-intensive activity such as streaming video, has been on the market for a little more than a year. To date, Gogo has more than 350 L5 systems installed and activated, with an additional 300 that have been shipped. AVANCE L3, which began shipping earlier this year, continues to gain momentum and is expected to reach 100 installations by mid-November, less than one year after launch.

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airtime and communications services, aircraft connectivity hardware, and flight operations software, to simplify connectivity and operations through a fully-synchronized suite of products. It says the service has been introduced to deliver purpose-built technology that satisfies the “unique, evolving requirements of Business Aviation with pricing structures that can be tailored to each individual customer’s usage and need”. It also announced it has partnered with Intelsat to be the first solution partner and master distributor to market the latter’s FlexExec solution to the business aviation sector. It says SD will be able to deliver high-performance, in-flight broadband connectivity to business jets globally. The company now has immediate access to Intelsat’s global Ku-band satellite fleet, including the Intelsat EpicNG high-throughput satellite (HTS) platform.

✈

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PREVIEW SDC 2019

IGNITE YOUR PASSION SDC2019, which will be held in San Antonio, Texas form January 29 to February 1, is the must-attend event for FBOs, trip-planners, fuel-suppliers and anyone else involved in the scheduling and dispatching of business aircraft. Nick Klenske reports

ACTIVE

Jet Aviation's European and US divisions jointly operate more than 200 aircraft (top). 2019 edition of S&DC will be held in San Antonio (below).

oute and documentation planning, access to airspace and airports, managing risks in disruptive weather situations – all critical to a smooth and safe flight and all tasks falling onto the desk of the scheduler and dispatcher. As the role and responsibilities of the aircraft scheduler and dispatcher continues to grow, so too has the NBAA’s annual Schedulers & Dispatchers Conference. As the premier professional development event for anyone with a foot in the world of scheduling and/or dispatching business aircraft, this year’s event will take place January 29 through February 1 in San Antonio, Texas. “Schedulers and Dispatchers is the place to be for Business Aviation and one of the top events for talking to our customers and suppliers,” says Jet Aviation Senior Vice

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President and General Manager of Regional Operations USA David Paddock. “At least from a US perspective, it is by far the most valuable event for all lines of our business, from FBOs to staffing, charter and MRO.” With the aim of bringing attendees up-to-date on the latest information critical to the scheduling and dispatching job function, this year’s conference agenda was developed to help ignite the passion of Business Aviation professionals. In addition to visiting the exhibition, attendees can hear from a number of experienced

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PREVIEW SDC 2019 preparation and utility relocation are about to give way to the start of construction on a 40,000 square-foot hangar that will include tenant offices. The hangar, which will be completed by mid-summer 2019, is designed to accommodate larger, current- generation aircraft and to provide additional ramp space. Meanwhile, across the country in Van Nuys, construction has begun on the foundations for an entirely new facility to replace the eight structures demolished earlier this year. The FBO will include 10,000 square feet of space for customer service. A new hangar will provide 42,250 square feet plus 10,000 square feet for offices. An adjacent hangar for Gulfstream operations will include 40,000 square feet and 20,000 square feet for offices. Avfuel will be in San Antonio promoting their Avfuel Contract Fuel program, which gives schedulers and dispatchers access to competitive prices and more convenient fueling experience at the company’s over 3,000 global locations. The program also provides users with easy online account management with access to electronic invoices. If a problem does arise, the Avfuel Contract Fuel staff is available 24/7, 365 days a year. “As a fuel supplier, it’s crucial to take advantage of SDC as a chance to industry experts about the skills and knowledge needed to succeed as a scheduler or dispatcher. Included on the agenda are sessions on how to better advocate for your flight department, develop an emergency response tabletop and recover from AGO. As always, there will be ample opportunities for attendees to ask questions, share best practices and network with industry colleagues.

EASE

AvFuel Pro Card (top). AirBP aircraft refueling (center). Universal Trip Support team (below).

Around the Exhibit Floor According to the NBAA, SDC2019 will welcome over 2,900 attendees from 47 countries and all 50 states. It will also feature over 580 exhibitors, among which includes Jet Aviation. The company continues to expand and renovate its coast-to-coast network of US FBOs. “Our customers will soon find new or renovated facilities from Teterboro, New Jersey, to Van Nuys, California, and at Dallas, Texas, in between,” says Paddock. “We like to say we’re investing in our

customers by ensuring our FBOs have the space, fixtures and capabilities to deliver the very best service to owners, passengers and flight crews – and their aircraft – no matter where their business flights take them.” On the site at Teterboro where a building has already been razed, site

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interact face-to-face with the industry’s fuel-buying decision makers – the schedulers and dispatchers – and to display the benefits of flying within the Avfuel network,” says Avfuel Vice President Contract Fuel Jonathan Boyle. “After all, SDC is really all about awareness – making sched-

ulers and dispatchers aware of the breadth of our locations and the benefit of flying to them and staying within the Avfuel Network.” Speaking of fuel, Air BP will be on hand, likely highlighting its pioneering carbon offset program for Business Aviation. The initiative supports the aviation industry’s ambitious targets set by ICAO for achieving carbon neutral growth by 2020 and a 50% cut in total emissions by 2050 (relative to 2015). “We are offering our Business Aviation customers the opportunity to proactively work towards achieving the industry’s ambitious carbon reduction targets by offsetting the emissions from the aviation fuel used in their flights, as part of their wider carbon management programs,” says a company representative. Per usual, Universal Weather & Aviation will have a large presence on the exhibition floor, showcasing their expansive suite of products and services. Unique to the realm of schedulers and dispatchers is the company’s FAA-approved FAR Part 65 aircraft dispatcher certification course. “First and foremost, the course is about safety, as the ultimate objective is to provide these future dispatchers with the information they need to get a flight safely from takeoff

to its final destination,” says Universal Weather and Aviation Training Program Manager Gary Martin, who also leads the FAA Dispatcher Certification Course. The 200-hour course can be completed entirely in a classroom or via a blended classroom and online option.

For the later, students start by completing 136 hours of coursework online, after which they must pass the FAA’s written knowledge test. They then go to Universal’s headquarters in Houston to complete the final 64 hours of classroom work, which is followed by a practical test with an FAA

examiner. Topics covered include: aviation weather, ATC, regulatory requirements, navigation systems, aircraft systems, emergency preparedness and communications procedures – among others. In late 2017 Luxaviation made a move to expand its footprint in the lucrative US market by forming a strategic collaboration with the Paragon Aviation Group. The move combined Paragon’s 27 mainly USbased FBOs with Luxaviation’s ExecuJet chain of FBOs located across Africa, Asia, Australia, Europe, India and the Middle East. Prior to the partnership, Luxaviation’s US operations was limited to a single FBO in Miami. Now they benefit from a presence in such places as Van Nuys, California and Englewood, Colorado. With the recent addition of Ross Aviation to the Paragon network, White Plains and Long Beach have been added to the list.

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ASSISTANCE

Luxaviation FBOs around the globe (top). TAG Farnborough (center). EuroJet support personnel (below).

PREVIEW SDC 2019

SOLUTION

Honeywell's 757 'Connected Aircraft' test plane (top). Stellar and Rockwell Collins launched the Next-Gen of FOS (below).

The International Contingent Among the international contingent at SDC2019 will be T A G Farnborough Airport and Euro Jet Intercontinental. Speaking with TAG Farnborough at last year’s show in Long Beach, California, the company says they use the event as an opportunity to meet the people responsible for sending their corporate aircraft to the UK-based Business Aviation airport. “It’s actually a little harder to gain new business at the show as the majority of companies who operate in the UK already know us, either because they’re existing clients or are already familiar with our facilities,” said TAG Farnborough Airport Events and Marketing Manager Elaine Turner. “The SDC delegates are a great, enthusiastic group to work with and we love meeting both existing clients to gather feedback and informing any new clients of our unique airport and seeing what we can offer to make their visit more enjoyable and efficient.” This is a sentiment that was echoed by Euro Jet. “Exhibiting at SDC is a unique opportunity for us to meet with our customers and business partners in a cozier setting,” says Euro Jet Marketing Manager aneta Balochová. “Compared to NBAA-BACE, this is a much smaller show, meaning we have more time to spend with our customers.” Celebrating its 10 th anniversary, the company is on track to have another record year, expanding its operations center, opening up new lounges and continuing to add more quality people and expertise to its team of aviation professionals.

Let’s Connect As usual, SDC will also feature a heavy dose of connectivity. Expect Honeywell to be on hand with its lineup of cockpit upgrades, equipment to meet global mandates, inflight satellite communications technology, and much more. The company arrives hot off the release of its 27 th annual Global Business Aviation Outlook, in which it forecast up to 7,700 new business jet deliveries worth $251 billion from 2019 to 2028 – up one to two percentage points from 2017’s 10-year forecast. At NBAA-BACE in October, Rockwell Collins and Stellar Labs, Inc. announced that they were jointly developing a suite of integrated, cloud-based applications as a successor to Rockwell Collins’ ARINCDirectSM Flight Operations System (FOS). The solution features a modern architecture, intuitive and easy-to-use web interface and a set

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of cloud-based modules with powerful capabilities for quoting, trip planning and reporting. “Building upon the success of both Rockwell Collins’ ARINCDirect FOS and Stellar’s cloud-based applications, operators can expect to have all the functionalities of scheduling at their fingertips, on one mobile device versus several hardwired systems,” says Rockwell Collins Vice President of Business and Government Aviation David Poltorak. “Providing these new capabilities to our customers is just one way we are enhancing the user experience for ease, organization and smoother back-end operations.” See You in San Antonio With schedulers and dispatchers continuing to assume more and more responsibility within corporate flight departments, shows like NBAA’s SDC will only continue to grow in importance.

✈

FROM THE COCKPIT

FLYING TIRED Removing oneself from flight status for

reasons of fatigue is a weighty decision. However, the repercussion can be deadly when flying into situations beyond the ability to cope. LeRoy Cook explains

REVISION

Pilots must make every effort to modify personal lifestyle factors that cause fatigue.

erry flights are always unpredictable, a characteristic that is part of their attraction despite the risk of frustration. Picking up an unknown airplane at a first-time location, then taking it across the country to eagerly awaiting hands, is invariably a puzzle waiting to be solved. It’s exciting, completely unlike routine business trips in one’s familiar cockpit. Gets the old juices reinvigorated, so to speak. One trip in particular points up the hidden pressure and fatigue that can result from following life’s unexpected turns, taken in an eagerness to meet a schedule. In most cases, ferry flying is done, as much as possible, on a convenience basis. You quickly learn not to plan on being anywhere in particular at any certain time, thereby minimizing the risk of flying in poor weather with equipment of unknown virtue. The venture I’m about to describe, however, appeared to be well suited for a weekend movement of a fast airplane to a new home halfway across the US. The Bonanza was ready; the weather looked benign; the after-work outbound airline connection was synchronized suitably. A kitbag of spare clothes and charts, electronic and paper, was packed and ready; I was off for the adventure. Experienced airline travelers know better than to rely on scheduled times late in the day. Commercial air carriers like to maximize utilization by starting the day on a distant coast, flying to a hub to reload, then zig-zagging to another way station or two, ending up at an overnight parking spot. Somewhere, there’s always a line of weather, often right over one of the stops, so the later flights get delayed by those building storms, either through ground stops or diversions.

Thus, the Airbus taking me out to the Left Coast of the US finally showed up two hours late. As the clock struck midnight, my busy day terminated in a near-empty airline terminal, following five hours of ennui in a middle seat logged after a hasty departure from home. Even with a couple of hours of westbound time change to roll the clocks back, the lack of rest while imprisoned in a seat with a frozen recliner was taking its toll. Naturally, the rental car counter was unmanned at such an hour. The eventual staff person showed up to pronounce my reservation irretrievable, so a sub-sub-compact vehicle was eventually entrusted to my care long enough for a one-hour drive to the Bonanza’s home town. There, I learned that the hotel room supposedly waiting for me had not been guaranteed; it had been given to another weary traveler, and substitute lodging had to be found in the wee hours of the morning. Eventually, I collapsed into a hastilyacquired bed, grateful to be there. Bright Eyed? Nonetheless, I reported for duty after three hours of less-than-blissful slumber, wired by caffeine and the adrenalin of the coming trip. Pilots in general are always eager-beavers when a flight is waiting on them; in reviewing the aftermath of the day to follow, I should have stayed in bed. I may have been ready to go, but the airplane wasn’t. Paperwork issues had to be resolved, there were questions about which equipment was operable and which not, and the promised ANR headsets were not going with the plane. The planned early-morning departure turned into a mid-morning launch, which of course meant the afternoon thunderstorms over the mountains were able to get a

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head start. The first leg of a ferry trip is always a proving run to check out fuel burn and gauging, thus one does not stretch out the time aloft by dodging around weather and relying on being able to refuel at a distant fuel stop. Accordingly, I stuck to a known route with reliable FBOs, landing prematurely before tackling the highest and most weather-likely portion of the trip. Naturally, the autopilot proved to be less than stellar, but the hand flying, in the Lindbergh tradition, served to keep me from dozing off. Once the Central plains started to descend from the western mountain ranges, the lack of rest began to take its toll. I welcomed another fuel stop; the expected tailwind had vanished, and the endless flatlands crawled past with leisurely tedium. Added caffeination revived my resolve, even though I was approaching 36 hours since arising from my last true sleep. The weather was behind us, daylight was still available, and I had made peace with the machine, so I determined to press on to at least a handy RON (remain over night) spot within easy reach of the delivery point the next day. Stupor Leads To Stupidity When one is fatigued, it’s easy to succumb to temptation. One’s judgmental faculties are dulled by the hum of a cockpit environment, so it’s easiest to stick to the flight plan, leaving decisions to chance rather than evaluate a course of action. As the sun disappeared, I found the cockpit light rheostats were operable and I accommodated to the change of late-evening haze to the improved scenery of darkness. Drawn on by lethargy, I pointed the Beech’s cowling toward my well-lit home base. Eventually, the winking beacon hove into view and I snapped

awake to make sure the landing checklist was doubly complete. Revived by challenge, I rolled the mains onto the runway and shut down at the first open tiedown. The effort required to climb down from the wingwalk proved that I had exceeded the limits of human endurance by focusing on missionitis; I was almost too wobbly to drag my bag to the lounge. The many decisions required during the foregoing-described journey were influenced by a lack of rest. While no paying passengers were involved this time, I have to wonder if my ability to handle a revenue flight would have been up to the challenges. To remove oneself from flight status for reasons of fatigue is a weighty decision, with repercussions reflecting your value as a crew member. But if you press on regardless, flying into situations beyond your ability to cope, the repercussions can turn deadly. Could Fatigue Have Played A Role? A benchmark accident held out for study will always be the crash of Colgan Air Flight 3407 at Buffalo, New York in 2009, a Bombardier Q-400 flown by a relatively-experienced crew that resulted in the deaths of 50 people. Among the many factors contributing to the accident were the lack of rest prior to reporting for duty, compounded by the previous work schedule. The copilot had commuted to work from Seattle, Washington to Newark, New Jersey via a lengthy airline flight and had been awake off-and-on during the hours leading up to the accident. The captain, who lived in Tampa, Florida, had spent the previous night at the Newark airport, hardly conductive to proper rest. Both he and the copilot evidently relied on couches in the crew room for sleep when off-duty during their three-day schedules. While the captain was faulted for having incorrectly handled the loss of control from an aerodynamic stall, pulling frantically against the stick pusher, the first officer’s lack of rest may have contributed to inadequate monitoring and verification of the captain’s actions, and an uncommanded retraction of the flaps. While fatigue was given only slight mention in the official accident report, which focused on poor flight management and lack of stall recovery, the crew’s lifestyle was certainly tiring.

Legal To Go? Is legislation the correct response to fatigue-induced accidents? Unfortunately, most of the time there are adequate rest rules in place, but often crew members themselves do not assure themselves of proper “downtime” before showing up to fly. As in my ferry-flight scenario, planned schedules don’t go off as expected and self-confidence overrules common sense. “I can handle it” or “I have to do this” reasoning takes the place of refusing or delaying the flight. Corporate flying is particularly susceptible to fatigue-inducing work schedules. Many times, the crew must report in during pre-dawn hours, depart early enough to deliver their passengers to a morning business meeting at the destination, then loiter until late afternoon to bring the executives home. Snoozing in a corner recliner at an airport waiting room or catching up on paperwork in the airplane only adds to the lethargy. Crossing multiple time zones destroys the circadian rhythm regulating our body clock. “Jet lag” is a real threat to crew health, and perhaps contributes to more incidents and accidents than is realized. The advent of ultra-long range corporate jets requires extra attention to crew scheduling and relief staffing. One of my Hong Kongbased friends has to make regular flights to New York, a 14-hour grind in a Gulfstream G650. While technically admirable, such jaunts take a toll and must be accommodated with extra planning to keep the crew fresh and rested. It is critically important for pilots to understand the need for off-duty discipline. If the schedule calls for reporting in an hour before beginning a full day of flying, one cannot spend the

hours prior to “show up” time in personal pursuits like flying in from a distant vacation spot or working at a second job. I once rode along with a lightcargo airline. The single pilot of the piston twin came to the airplane for an 8 p.m. departure after having been up all day in romantic pursuit of a female acquaintance. He took off in convective weather to meet the loaded truck at his first pick-up point, two hours away, subsequently heading for a midnight rendezvous with other airplanes at a regional sorting center. After a couple of hours were spent waiting on his reshuffled load of freight to placed aboard, he made two more stops to deliver the goods. On the dead-head trip home, he was exhausted to the point of asking me if I would mind taking the helm while he caught a few winks. I had slept enough hours in the afternoon to be alert, so I took the controls and he was out like an extinguished candle. We were fortunate in that the rough weather had moved out of the area and after 1.5 hours of holding a heading I saw the home airport come into visual range, whereupon I woke him up for the landing. The only way to manage the fatigue danger is to have a plan in place to assure that a rested crew is always at the controls. This takes more than just specifying the number of hours a pilot can fly or how long he or she must remain off-duty before the next departure. Consideration must be given to the number of hours the pilot has been awake in addition to the flight time, the age and physical condition of the individual and the effect of timezone crossing. Crew members themselves must avoid the temptation to forego preflight rest for non-workrelated activity, like a second job or recreational pursuits. It may be tempting to live several hours away from one’s aviation domicile, but that commute to work has to be factored into the fatigue budget. Flying tired is often viewed as an achievement worthy of pride if you are able to pull it off. Instead, it needs to be examined as a flaw to be eliminated in the future. You may get away with it time and again, but eventually it will cause a scare, or worse. Waking up after dozing off at the controls should never earn a notation in your logbook.

✈

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LIABILITY

While operators can mitigate the risks, the ultimate responsibility of fatigue management lie with pilots themselves.

THE DOCKET

BREXIT AND AVIATION THE CONSEQUENCES OF A NO DEAL SITUATION A

s of October 2, 2018, EASA has allowed UK approval holders to start applying for Third Country approvals. This move is in line with an increased acknowledgement from regulators, including EASA and the UK CAA, that agencies and regulators must identify and put in place possible preparedness measures in anticipation of the UK’s withdrawal from the European Union. If ‘no deal’ is reached, the UK would leave the EU as of midnight on March

If no deal is reached between the parties, as of midnight on March 29, 2019, the UK would leave the EU, with all current approvals of UK entities ceasing to be effective. This would have significant consequences on aviation. Attorney Giulia Mauri explains what you need to do to prepare.

29, 2019. If no transitional period is agreed and nothing is done to prepare, current approvals of UK entities will cease being effective, at least in the EU. Under increasing demand from the industry, EASA and the UK CAA have started putting in place measures that could help smoothing the transition should the UK and the EU fail to reach an agreement. In order to avoid this situation, as of October 2, 2018, UK approval holders may apply with EASA to obtain EASA approvals under the procedure currently reserved to Third Country enti-

COMPLIANCE

The best outcome to Brexit negotiations in aviation safety would be for the UK to continue to participate in EASA.

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ties. UK approval holders may therefore apply, inter alia, to obtain approvals for maintenance organizations, maintenance training organizations, continuing airworthiness maintenance organizations, approved training organizations, etc. At the time of writing, we still do not know if an agreement will be concluded between the EU and the UK and, if one is reached, what kind of agreement it will be. The negotiations between the UK and the European Union are still ongoing. Although both sides agree on the fact that they want to ensure continued transport connectivity, their ideas on how to implement their visions on those aviation matters are sometimes contradictory.

based on both an economic and security partnership and protecting the shared interests. The implementation of this agreement would be made through a two-year transition period post Brexit. UK and European institutions insist on the fact that the negotiation of this liberal agreement for the aviation sector is not only a governmental matter – all stakeholders’ views are important, and all must be prepared for any scenario.

Deal – Transition Period In March 2018, the UK Prime Minister declared that the UK could remain part of the EU agencies and that they would have to respect the

No Deal The impact of such a no deal scenario would be significant. As of the withdrawal date, the UK will automatically cease being covered by the EU transport agreement, as well as the jurisdiction of the ECJ. Under this non-negotiated withdrawal scenario, some regulatory processes will have to be brought back within the UK system.

remit of the ECJ in that regard. The aviation industry has taken the position that air connectivity can only be ensured and improved if the future agreement mirrors what is in place today and supports growth and innovation in the future. In this sense, the government published a “Framework for the UK-EU partnership” in June 2018, in which it is clearly mentioned that the UK wants to build a comprehensive agreement with the European Union. The structure of the future agreement has already been agreed to and is

The UK CAA states that, although they prefer that a deal be made, it is the UK government’s liability to be prepared for any scenario that could happen in March 2019. Consequently, last September, the UK CAA issued some technical guidance to prepare for an exit from the EU without a deal. It also created a website explaining what actions will be taken under a no deal scenario. To stay updated on the latest developments, you can subscribe to the alerting system at: http://SkyWise.caa.co.uk

Likewise, EASA also issued guidance material to help the industry prepare if a ‘no-deal’ scenario occurs. Main Impacts of a No-deal Scenario on Safety The main consequences of a no-deal scenario on aviation safety are examined by the guidance notices issued by the UK CAA and EASA. On September 24, 2018, the UK CAA issued two guidance notices, one titled ‘Flights to and from the UK if there is no Brexit deal’ and another titled ‘Aviation safety if there is no Brexit deal’. On October 2, 2018, EASA issued an update on Brexit. We summarize below some of the consequences of a ‘no deal’ as reviewed by EASA and the UK CAA in their guidance material. Participation of the UK to EASA EASA covers 32 European countries (the 28 EU Member States and four associated countries: Iceland, Liechtenstein, Norway and Switzerland). In case of a no-deal Brexit scenario, the withdrawal of the UK will put an end to its participation in EASA. The EU would no longer recognize UK-based licenses, certificates or approvals. The CAA will take over EASA’s competency and will be in charge of delivering approvals for UK-based entities. However, the UK has recently declared that the UK is not planning to create a new independent aviation safety system, but to adopt the existing EASA regulatory system. If an agreement is reached in this respect, the UK could participate in the work of EASA as a third country with no voting rights. Flights to and from the EU According to the guidance materials published on September 24, 2018 by the UK CAA, if there is a ‘no deal’ scenario, airlines wishing to operate flights between the UK and the EU will have to seek individual permissions from the respective state. In this scenario, the UK CAA will most likely grant permission to EU airlines to continue operating in the UK. It is not known what the EU would do. In order to operate to the UK, EU airlines would need to obtain two separate permits: a foreign carrier permit and a UK safety authorization, a UK

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DEADLOCK

Leading aviation industry players complain about the lack of progress in the Brexit negotiations in their sector.

THE DOCKET

Licenses and Certificates Related to UK-registered Aircraft Personnel or organizations working on UK registered aircraft currently must hold licenses and permits that are recognized at the European level. The UK CAA has stated that the UK will continue to recognize and accepts licenses and certificates issued before exit day in favor of UK registered aircraft. Those licenses and certificates will therefore be recognized as valid in the UK. On the other hand, the EU has indicated that certificates and licenses issued before the exit day would no longer be automatically accepted by EASA. This is why EASA has already informed UK permit and certificate holders to apply with EASA in order to obtain a third country approval that would remain valid after the exit day.

After the exit day, the UK CAA has stated that maintenance-related licenses issued by the UK prior to the exit from the EU will remain valid under UK law. This means that UK maintenance organizations and UK engineers will be able to continue to work on UK registered aircraft. The current position of the UK is that EASA licenses issued by foreign European states will still be considered valid for an interim period of two years. This means that UK registered aircraft could continue, for a period of two years after exit day, to be maintained by non-UK maintenance organizations and engineers. However, the EU has adopted another approach. Certificates and licenses issued by the UK CAA before the exit day will no longer be accepted in the EASA system. This means that, after the exit day, UK EASA approved maintenance organizations and personnel will no longer be able to perform maintenance on EU registered aircraft. For these organizations and personnel, on October 4, 2018, EASA opened a special procedure that allows them to file an application as a third country approval holder.

Maintenance and Continuing Airworthiness Under the current European regime, aircraft registered in an EU Member State may be maintained by engineers and maintenance organizations recognized and licensed by EASA, regardless of whether they are located in the UK or in any other member state.

Conclusion With the exit date quickly approaching, the UK CAA and EASA are making an effort to supply information to affected businesses and to offer them some sort of Plan B to begin preparing for a possible no-deal scenario. In this respect, the EASA initiative to allow UK approval holders to start applying for third country approval

Part-TCO. In its guidance material, the UK CAA indicates that they will evaluate each application on a caseby-case basis. As to UK licensed airlines, in a ‘no deal’ scenario, they will need permission from the national authority of the state to which they operate, coupled with an EASA safety authorization or EASA Part-TCO.

SECTOR

The UK aerospace industry employs 123,000 workers (top). Attorney Giulia Mauri (below).

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before the exit day is particularly remarkable. This measure should help UK approval holders to start putting in place contingency measures to limit the impact of Brexit on their businesses.

✈

Attorney Giulia Mauri is a partner at Pierstone Brussels. She has more than 20 years’ experience in advising national and international clients on all aspects of aviation and transportrelated transactions, including assetfinance and leasing, regulatory issues, carrier’s liability and litigation matters. She also acts as a mediator and is the co-founder of Mediation4Aviation, a mediation platform dedicated to the aviation industry. Giulia co-chairs the European and Legal Affairs Committee of the European Business Aviation Association and is an active member of the Industry Affairs Group of the Euorpean Regions Airline Association. www.pierstone.com/team/giuliamauri; giulia.mauri@pierstone.com; +32 02 899 23 62.

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SAFETY SENSE

’EVERYTHING IS OK’ At Helsinki Airport in 2012, crew actions following a

mechanical failure caused a passenger plane to veer off the runway. Michael R. Grüninger and Capt. Carl C. Norgren examine the reasons

INCURSION

A Flybe airliner veered off the runway during the landing roll at Helsinki in 2012.

t’s a beautiful summer morning. Flight FCM992T from TamperePirkkala is on approach to runway RWY 22L at Helsinki-Vantaa Airport. Flybe Finland Oy’s ATR 72-212A commuter aircraft is in-bound to its Helsinki hub with four crew members and 27 passengers on board, many of whom have connecting flights. The weather is Ceiling and Visibility OK (CAVOK) and the flight is on time. It looks like a punctual and OK arrival. When established on the Instrument Landing System (ILS) at 6 nm from the threshold, the aircraft reduces airspeed. Passing 185 knots, suddenly the Master Caution activates and displays a Flight Control ‘FLT CTR’ malfunction. After another two or three minutes, the crew has to land the airplane and flight controls seem to be malfunctioning. Since the flight crew is unaware of the consequences of the failure message for the approach and landing phases, they continue with the speed reduction and configure the aircraft for landing. The flight crew splits the workload to handle the flight control malfunction. While the commander

manages the autopilot of the aircraft and completes the final check by himself, the co-pilot deals with the abnormality by consulting the abnormal/emergency checklist in the Quick Reference Handbook (QRH). When passing 1,200 ft above airport elevation, the co-pilot locates the correct ‘TLU fault’ checklist and identifies the cause of the Master Caution: the Travel Limitation Unit (TLU) of the rudder failed in the high-speed position. Reading and interpreting the checklist continues until the aircraft passes 200 ft above aerodrome elevation (AAE). Excessive rudder deflections in high speed can damage the aircraft structure. Thus, an automatic TLU limits the deflection of the rudder to ± 4 degrees when the aircraft is travelling at a speed of more than 185 knots. Below that speed, the rudder travel is not limited, and the pilot can deflect the rudder fully. A switch allows the crew to override the automatic TLU setting selection and manually select the TLU to the low- or the high-speed limitation.

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The QRH confirms that a landing is possible with the limited rudder deflection, as long as some limitations are observed. Thus, the crew applies a speed increment of 10 kts as required by the abnormal checklist. An increment of 13% needs to be added to the normal landing distance. The crosswind must not exceed 15 knots. The captain disconnects the autopilot at the landing minimum and flares the ATR gently. The flare becomes longer than usual. After touchdown, he applies reverse thrust. The right propeller goes into Beta Mode slightly before the left propeller and produces a yaw moment to the right. The malfunctioning of the TLU blocked at high speed limits rudder deflection to ± 4 degrees. This limited deflection is not sufficient to maintain longitudinal control of the aircraft by the aerodynamic forces exerted by the rudder. The nose wheel steering initiates functioning only when the aircraft is fully on weight. Thus, the commander cannot maintain directional control of the aircraft during and immediately after the flare. The aircraft veers to the right and departs the runway surface. Luckily, there are no obstacles in the path of the aircraft and it passes in between the runway edge lights. Once the aircraft is on weight, the commander regains directional control by using the nose wheel tiller and the aircraft is returned to the runway. Nobody is injured. The aircraft suffers minor damages. The bottom line: a serious incident did not escalate into an accident.

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SAFETY SENSE Time Management The TLU malfunction occurred just about 2 minutes 30 seconds prior to landing. The aircraft had already travelled into the intermediate segment of the approach and was just 2,700 ft AAE. This is not a good moment for flight control failures to develop. In this situation, the captain told the co-pilot to review the QRH for an abnormal procedure to resolve the failure. At the same time, the captain kept the aircraft on autopilot. The co-pilot frantically searched in the QRH for a procedure to follow. By the time the co-pilot was through the QRH, the aircraft was already descending through 300 ft above airport elevation. In plain words, there was simply not enough time to find, read, understand and act upon the QRH “TLU Fault” checklist.

FACTOR

The incident was caused by the rudder’s insufficient authority for directional control.

Feeling Safe to Land The company standard operating procedures requires the flight crew to execute a missed approach if the approach is not stabilized by 1,000 ft AAE and, at the latest, prior to reaching 500 ft AAE (depending on the weather conditions). The captain did not call for it. The copilot did not call for it. They both felt misled, in part by the QRH, that a safe landing would be possible. However, there was no time to consider tactical options, nor did the pilots feel they needed more time for troubleshooting and decision-making. Had the captain, or the co-pilot for what it matters, ordered a go-around, the crew would have gained enough time to perform all steps necessary to set up the aircraft for a successful landing. A missed approach would have given the crew time – time to complete abnormal checklists, time to discuss and evaluate, and time to inform both ATC and their cabin crew members of the technical malfunction and its possible consequences. The flight crew could have prepared for the diminished ability to steer the aircraft after touch-down. They could have discussed the failure together and might have identified the possibility to manually select ‘Low Speed’ on the overhead flight control panel. In fact, had they done so, the aircraft would not have veered off the runway. Their evaluation might have included alternative means of maintaining lateral control of the aircraft after

touch-down, including differential reverse thrust, differential braking and the use of the nose wheel steering. Managing the resources of a flight deck is one of the key captaincy skills. This includes managing both human resources (such as other crew members and ATC), as well as the key resource of time. Making sure enough time is available for analysis, decision-making and communication could have made the crucial difference. Documentation and System Awareness The company QRH did not contain the entire content from the AFM concerning the TLU. Thus, the pilots were not fully informed about all the limitations linked to a TLU fault. As a result, the crew believed that it was possible to maintain longitudinal guidance when the TLU was locked in the Hi Speed position. The fact that educational material used to train the pilots on the TLU system did not match with the AFM or the QRH content made it even more difficult for the pilots to fully grasp the nature and extent of the TLU failure. A failure of the TLU does not by itself endanger the aircraft or its occupants when handled correctly by the crew. A TLU failure introduces additional operational restrictions. The failure lengthens the landing distance required and reduces the crosswind limitations. Last but not least, it requires the crew to understand the technical nature of the failure. The crew should have known that it was possible to manually switch the TLU to Low Speed and that the transition from High to Low Speed settings requires more than 30 seconds to happen.

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Communication and Coordination The commander did not inform the cabin crew or air traffic control about the controllability problems. It is true that he did not have much time to do so. Had ATC been informed, it would have called for a full emergency, as required when an aircraft approaches to land with controllability problems. In the aircraft, cabin crew members would have known what to expect after landing. Unfortunately, the purser did not know about the potential for a landing mishap. When the aircraft left the paved runway, she felt and heard the shackle and noise of the ATR, which rolled at high speed through the grass right of the runway. She unbuckled from her jumpseat in the aft galley and moved forward into the cabin to see what was going on. Moving around in the cabin while the aircraft was barely under control exposed her to great danger of personal injury. Also, within the confines of the flight deck, the flight crew were no longer working as a team. The captain did everything he could to land and steer the aircraft, while the copilot was dealing with the QRH. At no point did the co-pilot challenge the captain about his decision to land. At no time did the captain mention the TLU fault to anyone outside the cockpit. When the aircraft was rolling in grass next to the runway, ATC asked the captain whether anything happened. The captain replied: “Everything is OK.” Well, nothing really was OK. Only lady luck saved them from causing a major accident.

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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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