E U R O P E A N
BUSINESS AIR NEWS ISSUE 192
MAY 2009
Air Alpha focuses on client finance to make the most of new orders
Gainjet says its B757 adds new dimension to long haul comfort
The Odense airport-based Air Alpha Group reports full order books for the PC12-NG but is increasing its focus on arranging finance because of the economic downturn. Jesper Carvalho Andersen, ceo, reports: “The order books for the PC12-NG are quite full and Pilatus is one of the few aircraft manufacturers that still expects to produce more aeroplanes this year than they did last year.” But Andersen says: “Given the current problems on the credit markets, we are also focusing more on financing and helping our customers identify innovative financial solutions.” He points out: “Flying a single engine aeroplane provides extremely attractive operating economies. The orders for the Pilatus keep growing because the acquisition costs at about US$4 million, coupled with low operating and maintenance costs, provide our customers value which is not attainable with other aircraft.” The latest version, the Pilatus PC-12 NG, is more than 5 per cent faster than the previous version, he says. The Russian market, Andersen confirms, is important for the future. “There is, without doubt, a growing need for aviation in Russia and we anticipate that the low acquisition costs and highly attractive operating costs will make the Pilatus a very popular aircraft in the private and corporate segment – as well as in niche markets such as air taxi and air ambulance. By the end of this year, we should have 15 or 16 Pilatus PC12s flying in Russia, and the number of calls we receive is growing.” Air Alpha has gained Russian certification of the PC-12 NG. Andersen says: “The certification is a commercial breakthrough, since we are the sole distributor in Russia and the Baltic States. As the distributor of Piper aircraft in Russia, the Baltic States and Scandinavia, Air Alpha, he says, has achieved Russian certification of the Piper Seminole, Seneca, Malibu Mirage and Malibu.
Gainjet believes the size and baggage capacity of its new 78-seat corporate B757 gives it an advantage over BBJs and ACJs. Ramsey Shaban, ceo, says an upgrade included the addition of Aviation Partners’ winglets and a total refurbishment of the interior, allowing for 78 club class seats with 55 inch pitch. “The B757 has a good transatlantic capability with Boeing 180 minutes ETOPS certification,” Shaban adds. “The 757 size and capacity adds a new dimension to this niche market requirement. We can carry 78 passengers with ample luggage and fly more than 4,000nm. It beats the BBJ and the ACJ in terms of cabin size and baggage capacity. “Not only that but this corporate 757 can be used as a back-up to dedicated corporate shuttle operators and airlines.” Gainjet has expanded its presence in London and in St Petersburg but the company’s operations and maintenance are based at the Athens headquarters. Shaban says it is also expanding into providing heavier maintenance capability in Athens. The company’s fleet also includes a BAe146 configured for 34 passengers and a G550. These complement a 40-seat MD83 based in Manston and seven G200s. Gainjet is expecting the delivery of a Phenom in June, a Falcon 2000LX in October and a G650 is on order for 2012.
ME & MY AIRCRAFT Long range and large business aircraft page 10 Synergy expands turboprop and jet fleets page 3 Bristow expands Norway offshore business page 4 FAI acquires majority stake in Swiss operator page 6 Charter operators fight back against recession page 8 AirMed celebrates acquisition of Learjet 35A page 18 Air ambulance ale cheers fund-raising efforts page 21
SPECIAL For details of how toFOCUS enter, see page 3. For details of how to enter, see page 3.
Turkish charter review
page 19-21
Oasis targets low cost thirst Oasis Flight is launching from the UK’s Oxford airport targeting a perceived market for low-cost, flexible charter. From left to right are Robert Foster, managing director, Amanda Wood, director, Peter Thorn, safety manager, and Teresa Haigh, director sales and marketing. The plans of md Robert Foster are detailed on page 3.
Super Pumas back in service with gearbox modifications after North Sea crash Industry body Oil and Gas UK is forming the Helicopter Accident Issues Task Group, following the North Sea crash of the Bond Offshore Super Puma in which two crew and 14 passengers died. The announcement came as the UK’s fleet of Super Pumas began returning to service after gearbox modifications. The group consists of senior industry managers, mainly representatives of the companies directly involved in the disaster, and some members of Oil and Gas UK Its aims are to act on behalf of the industry to share information and advice about helicopter accidents and to define possible policies and practices. The group will be chaired by Bob Keiller, ceo of PSN, which lost worker James Costello in the tragedy, and cochairman of Oil and Gas UK. It will meet at least once a month. Keiller
The Bond Offshore fleet has suffered two North Sea accidents.
says: “We feel a need to come together as an industry in the aftermath of the appalling loss of life to review, discuss and, if necessary, take action. Even though we may not always have early answers to every question, we are determined to ensure that any lessons are shared across the industry as quickly as possible.” The crash came less than two months after a Super Puma helicopter with 18 people on board ditched in the Etap field 125 miles east of Aberdeen.
All survived the 18 February incident. BP and helicopter operator Bond Offshore have been conducting a review of all joint operations. The wreckage has been moved to AAIB headquarters in Farnborough. The Super Puma had been returning from BP’s Miller oil platform off the Aberdeenshire coast when it crashed. An initial report indicated there had been a gearbox failure. Oil and Gas UK confirmed that the two types of Super Puma in the 25-strong fleet operating in the UK were returned to service after checks by ground staff and modifications to gearboxes. Inspection and modifications on the aircraft’s gearboxes were carried out after Eurocopter issued an alert service bulletin. The British Airline Pilots’ Association has called for a safety summit involving the industry, helicopters pilots and independent
safety experts and has written to Scottish first minister Alex Salmond. The Civil Aviation Authority blocked the use of personal locator beacons on passengers in case they interfered with the more powerful beacon signal from downed aircraft. But Oil and Gas UK says that finding a technical solution that would allow the personal beacons to be safely reinstated was a matter of priority. Eurocopter says there are 638 Super Pumas in service worldwide, including 136 working offshore. Bond Offshore took delivery of the world’s 700th operational Super Puma, citing the helicopter’s safety, high speed, payload and reliability. The company has worked with Super Puma family since 1983 when it began operating the AS332 L1. It regarded the choice of the EC225 as the logical next step in renewing its fleet and ordered two with an option for a third.
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EUROPEAN BUSINESS AIR NEWS
MAY 2009 3
Oasis Flight aims to quench thirst for low cost services A background in Bentley and Aston Martin luxury car dealerships is the unusual grounding for the management of a new charter operation using two Cessna 303 aircraft. Based at the rapidly expanding Oxford airport in the UK, Oasis Flight (see photo page 1) aims to be operating with its own AOC from mid-May offering “affordable private air travel to Europe.” Oasis Flight md Robert Foster told EBAN that he had identified a need for a low cost, flexible charter option for his extensive former customer base, which has defined the choice of cabin class piston aircraft for this fleet. The typical client will be a business executive travelling to a European city, probably on a day return schedule. The Cessna can reach most central Europe destinations from Oxford. Although it doesn’t offer the comfort of a jet, Foster maintains the service and pricing that Oasis Flight will be able to offer will more than compensate. Despite offering smaller aircraft than some customers had become used to, Oasis Flight intends offering a first class service. “We know we can’t give an easyJet experience on a private flight” Foster says. He also doesn’t want Oasis Flight thought of as an air taxi operation. The business plan calls for the operation of no more than four aircraft over the next five years, and the fleet will continue to be based around piston cabin class aircraft. Oxford, Foster says, has a wide range of aviation businesses at the airport, and might provide mutual sub-contracting opportunities.
E U R O P E A N
BUSINESS AIR NEWS Publisher: ..........................David Wright Editor: ..................................Rod Smith Sub editor: ..........................Kate Woods Reporter: ........................Claire Morrison Designer: ..............................Chris Carr Advertising manager: ..........Mark Ranger Subscriptions: ........................Janet Bell Administrator: ......................Hilary Tyler European Business Air News, 134 South Street, Bishop’s Stortford, Hertfordshire, CM23 3BQ England. Telephone: +44 1279 714505 Fax: +44 1279 714519 email: david@ebanmagazine.com www.ebanmagazine.com European Business Air News (USPS 009-091) is published eleven times each year, monthly except January, by Stansted News Limited, 134 South Street, Bishop’s Stortford, Hertfordshire CM23 3BQ, England. Periodicals postage paid at Rahway, N.J. Postmaster: Send address changes to Stansted News Limited c/o Mercury Airfreight International Ltd., 365 Blair Road, Avenel, New Jersey 07001. Company registered in England no. 2224522. Printed by Stones. ISSN number: 0959-1311.
Photo Brett Schauf.
Thomas Flohr: Indian launch considered.
Flohr says: “Our service area consists of Europe, the Middle East and Asia, following the ‘old silk road’. Customers can now fly within, or between any regions in this area, with no positioning costs. We will continue to focus growth and development in our key markets: the Middle East, Europe and Asia. We are also considering a launch in India within 18 months. We will continue to focus on growth and development in our key markets: the Middle East, Europe and Asia.”
The opinions expressed by authors and contributors to European Business Air News are not necessarily those of the editors or publisher. Articles appearing in European Business Air News may not be reproduced in whole or part without the express permission of the publisher. European BusinessAir News is not responsible for unsolicited manuscripts, photographs or artwork.
Glen Heavens, md Synergy Aviation (left) and Ted Farid, vp new business development, at the handover.
Synergy expands turboprop and jet fleets Synergy Aviation is continuing to expand both its turboprop and jet fleets despite the global economic slowdown. Based at London Fairoaks Airport, the company is bringing four aircraft into service in the first half of this year.
These deliveries include a Cessna CJ, a second Super King Air, a third King Air 200GT and a Cessna CJ2+ which will be based at Oxford airport. The company has also finalised the double stretcher configuration of a King Air and invested in new
facilities and handling operations at Fairoaks. Synergy Aviation, founded in 2004 by the current md Glen Heavens, currently operates two Piper Navajo, three King Airs, a CJ and a CJ2+ for charter.
Jetbird refines launch web site
Expanding VistaJet highlights popular route VistaJet, which is putting seven more aircraft into operation this year taking its operational fleet to 30, reports that its most popular route is MoscowDubai. “There are six flights a day passing through Moscow alone,” says chairman Thomas Flohr. The Swiss company plans to operate a fleet of more than 100 jets by 2012 based on the Challenger 605 and 805, Learjet 60XR and 85 and Global XRS.
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PremiAir’s London shuttle service takes off.
PremiAir dedicates AS355 and Sikorsky 76 to new shuttle PremiAir has launched a new helicopter transfer service to meet private jet arrivals from the UK’s key “London access” business aviation airports and whisk passengers to the London Heliport in Battersea. “The London Heliport Shuttle service recognises the fact that some 40 per cent of PremiAir’s traffic now connects with private jet arrivals into UK airports,” says David Langton, sales and customer service manager. “It is a good time to launch as the heliport has had a major facelift this summer which coincides with 50 years of operation.” PremiAir is dedicating the alternatives of an AS355 Twin Squirrel helicopter, which seats up to four passengers, or a Sikorsky 76 vip helicopter, which can comfortably seat up to nine, to the service. Airports served will include Luton, Farnborough, Biggin Hill, Oxford,
Stansted, Heathrow and Gatwick. PremiAir is targeting charter brokers, operators and regular business users. The service operates with a fixedprice tariff, based on a one-way trip to or from the London Heliport. Charter rates start from just £1,695 plus VAT for a one way trip from Biggin Hill to London Heliport. PremiAir is also providing services to AAG Global network customers from May 2009 after announcing it had become the first European member operator of Sikorsky Aircraft Corporationowned network. The PremiAir fleet includes five Sikorsky 76 vip aircraft and the company manages several other executive helicopters for third party corporate or individual owners. “We have a 20-strong high quality portfolio of executive helicopters, turboprops and business jets,” says Langton.
Jetbird, which launches in September with four Phenoms from Cologne in Germany, has set up a new web site which ceo Stefan Vilner says will be further developed to incorporate the company’s on-line booking system for flights, events, package deals and ancillary travel services such as cars and hotels. “A German language version of the website will also be launched in May 2009,” he adds. Vilner says: “Cologne was selected due to its proximity to major European business centres. The
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EUROPEAN BUSINESS AIR NEWS
4 MAY 2009
Silver Bird clients enjoy Legacy 600’s range and comfort Jörg Socko, ceo of Germany’s Saarbrücken-based Silver Bird, says clients are responding favourably to the longer cruising range and heightened comfort offered by the company’s first Legacy 600. “With a cruising range of 3,250nm the midsize jet flies non-stop from Frankfurt to Dubai, for instance, or from Munich to New York with only one stopover. Up to 13 passengers can be carried in the comfort of a 1.75m high cabin,” he adds. Socko says: “The passengers can enjoy having a conference and a sleeping area at their disposal and are served from the excellent galley kitchen. There are telephones, airshow, DVD and CD players that will make the journey as pleasant as possible.”
Silver Bird’s Legacy 600.
The Legacy 600 expands Silver Bird’s aircraft management division. The company currently operates four Learjets for ad-hoc charter and ambulance flights. A G450 and a G550 will be joining the fleet over the next few months.
Elite Jets reports client delight with G450 luxury
John Cloggie: £70 million Sikorsky S-92s investment.
Bristow to use Norsk Helikopter acquisition to expand offshore business in Norway Bristow Helicopters has expanded its offshore services capability in Norway after expanding its 49 per cent stake in Norsk Helikopter to 100 per cent ownership. Norsk Helikopter will now operate as Bristow Norway AS based at Stavanger airport, Sola. Richard Burman, md Bristow Helicopters, says: “Bristow Norway will continue to develop the local experience and expertise that has been established through Norsk Helikopter over the last 15 years. We are currently using our global operational experience to focus on the opportunities for Bristow in the Norwegian oil and gas sector.” Bristow has now fully bought out the previous owners, the Ugland
family of Grimstad. Norsk was established in 1993 and, under the Bristow name, will continue to operate as a Norwegian company with Leif Overskott as the country’s area manager. Bristow Norway AS has bases in Stavanger, Bergen, Brønnøysund and Hammerfest and provides offshore helicopter transport and search and rescue services to clients in the energy sector, including StatoilHydro, ConocoPhillips, BP Norge, Talisman Energy Norge, Aker Exploration and Eni Norge. The company also provides offshore services for several other companies in the Norwegian energy market. Separately Bristow Helicopters will provide helicopter support for CNR
International (UK) Ltd, flying workers to and from the central North Sea’s Tiffany platform located 150 miles north east of Aberdeen. The contract will run for three years, with two further one-year options, using Bristow’s fleet of new, high technology EC225 helicopters. Bristow previously held the contract up to 2004. John Cloggie, Bristow’s director of European operations in Aberdeen, says: “The advantage of the EC225 is that the extra payload offers clients a more cost effective means of transporting staff.” The company invested more than £70 million in a fleet of new Sikorsky S-92s based in Scatsta, Shetland, and has also announced the establishment of a Bristow training academy.
Dubai-based Elite Jets has brought a second new G450 into charter operation. Ammar Balkar, president and ceo, says: “Just like our first G450, this aircraft arrived straight from the US manufacturing plant and had to undergo JAR-OPS modification to meet the demands of the regional market.” He says the 14-seat G450 is a oneof-a-kind business jet that exemplifies excellence in travel. “It has a next generation large cabin with great intercontinental range and gives clients a luxurious experience through its extra added facilities and superb amenities.” Balkar says he is extremely pleased with both G450s. “Our clients truly enjoy with great pleasure their travel experience.” Balkar points out that, with up to six passengers onboard, the G450 can travel up to 10+ hours, non-stop, from Dubai to destinations as far as Tokyo, Helsinki, Dakar or Cape Town. “This allows passengers to comfortably traverse both the Atlantic and Pacific, which makes the aircraft ideal for southern hemisphere destinations.” Superior in-flight catering, he says, is made possible by facilities such as the full service galley with bar and wet sink, equipped with luxury china, silver and crystal tableware, microwave oven and coffee and Espresso maker. Other features include a private fully enclosed aft lavatory with a 17” LCD monitor and 115V/60Hz power outlet. “Further fleet expansions are coming up very soon,” Balkar says.
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EUROPEAN BUSINESS AIR NEWS
6 MAY 2009
Europe’s police prize helicopters in successful fight against crime Europe’s law enforcement organisations continue to upgrade their fleets. The Ministry of Justice of Cyprus has placed an order for two AW139 medium twins for law enforcement and SAR operations. This follows a previous order by the ministry of defence of Cyprus in December 2008 for three AW139s. The ministry says that the 15-seat AW139 provides good performance even in demanding hot and high conditions. “The availability of modular role kits allows easy and quick conversion to and from various configurations,” the ministry says. The UK government’s home office ministry says the purchase of six new police EC135P2is through a £5m capital grant for air support is part of the first joint procurement by six UK police forces – Suffolk, Cheshire, North Wales, Cleveland, Midlands and Chilterns. Though each of the six forces will receive a new EC135P2i they will be used by up to a total of 18 neighbouring police forces as part of regional consortia, including a Midlands regional collaboration pilot project, to trial more efficient joint police air operations. The home office says the EC135P2s will feature the latest airborne law enforcement and police reconnaissance and surveillance systems as well as inter-
The Cyprus choice.
Gary Smart: praises sophisticated crime fighting tool.
operable communications. Daylight and thermal imaging cameras, Nightsun search lights, video downlink system and Tetra radios will allow easy communication both with police on the ground and with the other emergency services, it says. UK police forces say that
helicopters are increasingly useful in fighting crime. Inspector Gary Smart, new unit executive officer with South and East Wales Police, has taken charge at the air support unit based in St Athan. He dubs the EC135T2i as the force’s most sophisticated crime-fighting tool.
“Police aviation is no longer just responsive, for example, searching for missing people and following car chases,” he says. “It is also proactive – using sophisticated surveillance techniques including recording, filming and photographing.” He adds: “The Star Safire Camera is the jewel in
the crown. It has four camera capabilities and can clearly record suspects and incidents from miles away, so we can help colleagues on the ground make an arrest and then provide the footage for evidence in court to secure a conviction.” The helicopter has already recovered £3.7 million worth of property, including illegal drugs, in the last year, carried out 350 missing people searches, 192 vehicle theft searches, made 156 arrests, 150 burglary searches, 136 police photography missions, forced 75 criminals into a corner enabling easy arrest, 71 drugs-related call-outs, 64 vehicle pursuits, found 50 missing people, 25 theft from vehicle searches, 19 public safety threat callouts, and participated in 18 prearranged police operations. The increasing use of helicopters and fixed wing aircraft by police is providing useful business for private charter operators.
FAI rent-a-jet reorganises after acquiring majority stake in Swiss operator German operator FAI rent-a-jet has acquired 60 per cent of Swiss Challenger operator Nomad Aviation and is also building a new 2,500m 2 hangar combined with 1,000m 2 additional office space at Nuremberg airport. Chairman Siegfried Axtmann says: “FAI will bundle most of its activities in high-end executive charter aircraft and aircraft management within its new Swiss subsidiary while FAI Germany will focus on air ambulance and NGO contract services.” The reorganisation comes as
FAI brings into service a new Falcon 900DX which Axtmann says is “loaded with more than $3 million in options and represents the latest cockpit and cabin technology available on the market.” The Falcon 900DX brings the FAI fleet to 11 aircraft complementing the Learjets 35A, 55 and 60 and Challenger 604. FAI says it has invested more than €5m in the new hangar project at Nuremberg with groundbreaking scheduled for September this year. It will be able to accommodate aircraft
up to the size of the BBJ. “FAI is one of the few companies in general aviation not much affected by the financial crisis compared to other operators and therefore will continue its fleet expansion by another two jets before end of this year,” says Axtmann. FAI plans to add two jets a year to its fleet for the forseeable future. It recently became a member of the Marfin Investment Group (MIG), one of Greece’s largest buy-in firms, that is taking over Greece’s national carrier Olympic Airlines.
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EUROPEAN BUSINESS AIR NEWS
8 MAY 2009
WaltAir’s CJ1 to operate from strategic south of Sweden WaltAir Europe has brought a Citation CJ1 into service complementing its recently refurbished Super King Air 300 and 350 as well as its Citation Encore+, Citation XLS and CJ1. The new aircraft will be based at Malmoe Sturup airport in the south of Sweden where WaltAir has a hangar, lounge and office space. “The aircraft has been on another AOC and we hope that some of the aircraft’s previous clients will follow it to us,” says WaltAir’s Lars Nordin. “Of course we will try to make new contacts with potential clients in that area and hopefully they will be able to see the potential.”
organ transports.” WaltAir says it has enjoyed generally good experiences with the Citations and the CJ1 acquisition is timely since the company sold a Citation I last autumn. “We want to provide our clients with the best solution for their specific needs so it is in our interest to have a range of aircraft,” Nordin says. The new CJ1 acquisition, he says, “is another step forward in the ongoing renewal of our fleet.” The current world economy, Nordin reports, “has meant a small cut back on revenue flights for us but it has not struck us very hard.” The Encore+ and the XLS have proved very popular with clients but WaltAir does not anticipate ordering any more aircraft at present. WaltAir was founded in 1996 and started flight operations with a Beech Baron 55. During 2003 WaltAir started managing its first jet aircraft, a Citation II, and is now focusing on offering a varied choice of aircraft. “A larger fleet also makes us more flexible and provides redundancy if one aircraft should for some reason get technical or other problems,” Nordin points out.
CJ1 to be based at Malmoe Sturup.
Nordin says Malmoe Sturup is a great strategic location near to Denmark, Poland and Germany. “The business demand will be mainly corporate air travel,” he predicts. “We also hope to get some more business from the hospitals in the region in terms of transplant patients and
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Workshop attendees and representatives from Czech travel agencies join Grossmann Jet Services staff.
Private charter industry employs ‘beat the recession’ marketing tactics Private charter operations, fractional services and brokers are trying to defy the global recession by targeting business growth regions, introducing jet cards, refining deployment of fleets and seeking new sales outlets. With reports that private charter business is as much as 50 per cent down so far in 2009 from levels in early 2008, operators are having to use initiative and ingenuity. Fractional provider NetJets Europe launched the “Summer Card” for Middle Eastern customers who are planning to spend their vacation in Europe this summer. The jet card is valid from May until the end of October and is touted as providing “the flexibility and convenience required by Middle Eastern customers that visit numerous cities around Europe during their annual summer break.” The cards are available in 12.5-hour increments. Lisbon-based private jet company Jet Republic is among companies seeking new business outlets. It is marketing its Private Jet Card through travel agents. “The price of the card will start at €130,000 with Jet Republic paying a one-off commission of €5,000 to travel agents for each card they sell,” says ceo Jonathan Breeze. “Travel agents will also be able to buy the card for themselves and sell flight time to clients individually, earning five per cent per flight in service fees.” Breeze adds: “For travel agents servicing the ultra high net worth market, the card provides a market leading private jet proposition which clients who need to travel regularly or to remote parts of Europe should find appealing.” Jet Republic’s Private Jet Card provides members with 25 hours of
flight time without any further commitment or expiry date, no landing fees and no fuel surcharges. “It offers the benefits of private aviation with the simple pricing structure of a one-off payment,” Breeze says. “Card membership will give access to a network of light, midsize, large and global aircraft, with flights available anywhere in the world through Jet Republic’s partnerships with other operators.” Card members, he says, also receive access to 24-hour global concierge services with a “virtual executive aide” on-call day and night with the full resources of the concierge’s worldwide network. In September 2008, Jet Republic placed a $1.5 billion order for 110 Learjet 60 XR aircraft. The first aircraft is scheduled to be operational from October 2009. Prague-based Grossmann Jet Services (GJS) maintains that it is not feeling the pinch in the current financial climate. The company’s own research, it says, indicates that business jet travel in Europe is growing at double the speed of conventional air transport. “There are now around 3,000 business aircraft in Europe, with this number set to hit 4,600 by 2017,” says ceo Dagmar Grossmann. The company, she says, has identified the Czech market as particularly underdeveloped and estimates it could hold potential business of around €20 million. “To tap into this, GJS has initiated collaboration with a number of local travel agencies,” says Grossmann. In February travel agencies were invited to a workshop which included a discussion during which GJS pilot Michal Hudecek described how crew training procedures for business
jets does not differ from those of commercial flights. Air Partner, however, reports, that results for the six months ending January 2009 saw sales down two per cent to €107.1 million and profit before tax reduced 17 per cent to €3.2 million. It says: “The private aviation services market has reduced but long-term drivers remain in place and the company’s diversification strategy provides resilience. Clients are increasingly insisting on quality and financially sound providers of aviation services.” David Savile, ceo, says: "The team at Air Partner has worked hard to produce these results in extremely tough trading conditions. Air Partner’s experienced management, strong cash position, zero debt, good cash generation and excellent dividend growth all position the group for the difficult trading environment we are currently experiencing. The board remains confident in the long-term drivers and prospects of the group. It is also encouraging to see the progress made across mainland Europe, through our key offices in France, Germany, Italy and Austria, as smaller local competitors have waned. Industry statistics are too generalised to be a reliable indicator for specific markets but low season traffic levels are down by up to 50 per cent in the US and 20 per cent in Europe, largely on lower corporate levels.” Savile adds: “‘We anticipate that corporate activity will remain low for the second half, but we were encouraged that ultra high net worth flying for the winter half term holiday was busy, creating evidence for some optimism ahead of the summer season.”
EUROPEAN BUSINESS AIR NEWS
10 MAY 2009
ME & MY AIRCRAFT Long range and large business aircraft Our ‘Me and My Aircraft’ reader survey and review continues, and this month the spotlight falls on the long-range and large business aircraft sector. We decided to include business aircraft with a range in excess of 3,500nm and/or a cabin of 2,500 square feet, although opinions do vary as to the true meaning of ‘long-range’. As always, there are some aircraft which could feature in more than one of our reviews. On this occasion, for example, we decided not to include the Challenger 604 and Falcon 2000EX/LX even though they have ranges approaching 4,000nm, as they will be included alongside the other Challenger and Falcon 2000 models in our super midsize review in December. In this report we talk to some owners and operators about the aircraft they fly, their strengths and failings. We asked about maintenance support, dispatch reliability, operating capabilities and value-for-money as well as more generally for the best and worst aspects of the aircraft, and most desirable upgrades. Only EBAN readers who we have been able to verify as confirmed current users of a particular aircraft type are given access to that aircraft’s survey forms. Next month we will be looking at single turbine helicopters, so if you wish to make your voice heard, please do look out for our email with your login details. This feature is nothing without you!
Big is beautiful – but operators demand very high standards from manufacturers Me & My Aircraft throughout 2009
JULY Small jets
Airbus A319
AUGUST Twin engine turboprops SEPTEMBER Twin engine helicopters
Dassault Falcon 7X
OCTOBER Very light jets NOVEMBER Cabin class piston aircraft DECEMBER Super midsize jets
Dassault Falcon 900
Boeing BBJ Gulfstream G400
Make your opinion count! Whichever type of aircraft you own or operate, we are keen to hear your views. Log in at www.ebanmagazine.com and you will find voting forms for each type in your fleet. It takes moments to complete, and the more replies we receive the better our final reports will be. Your user number and pin is on the back of the mailing sheet included with your magazine, or request a reminder on the web site.
Don’t delay, take part today!
GLOBAL EXPRESS/5000 Bombardier launched the Global Express in 1993 as a completely new design and the first flight took place in 1996. From 2005 the original model was replaced by the Global Express XRS which has an extra belly fuel tank to increase range and two extra cabin windows.
JUNE Single engine helicopters
Bombardier Global Express
The Global 5000 is a lower-cost variant, with 48 inches shor ter fuselage. It first flew in 2003. Average pre-owned asking prices for a Global 5000 range from $29m to $40.92m, Global Express from $29m to $41m, and Global Express XRS from $41m to $52.587m.
Reliability among Global positives There are Globals in 26 countries around Europe and the Middle East, often as a solus corporate aircraft, but also in larger charter and management fleets. Swiss-based Global Jet Concept has examples of the original model, the XRS and the 5000, while ExecuJet and Comlux
also have mixed fleets. In our survey, the Global family of aircraft received nothing but praise from EBAN reader operators for its operating capabilities, with which all are very satisfied. Some were also very satisfied with the maintenance support, but it is here where opinions vary considerably. One Global 5000 operator, who prefers his name is not reported, was unhappy with maintenance support, saying: “There have been a lot of issues that we have had with the aircraft such as the CES (cabin electronics system), galley counter tops and so on.” He considers the maintenance costs to be high, and says that some items have needed repeated attention. He points to poor interior completion, and items improperly designed or installed (such as the vertical blinds in the cabin). “The owners drive Rolls-Royces and Mercedes and expect similar quality and reliability, and they are not
getting it,” he adds. The local Bombardier representative, however, is “excellent”, and the best attributes of the aircraft are its speed, field performance, passenger comfort and quiet cabin, he says. Oleg Gurov of Springline also has experience of the Global 5000 and confirms that maintenance issues are his greatest concern, but he enjoys the range and comfort. It is “loved by owner and pilots,” he reports. Faisal Haddadin of Dallah Albaraka expresses similarly positive feelings towards his Global Express, being very satisfied with its every aspect but especially its range. The only negatives, the relative few pilot training centres and steep costs. Hans Pfeiffer of Triple Alpha GmbH is currently working on ETOPS 180 approval and finds the Global Express to be a “very reliable aircraft in every way.” He points to the good cabin size and range, but casts envious eyes at the enhanced crew
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EUROPEAN BUSINESS AIR NEWS
12 MAY 2009
One for the future... the Embraer Lineage
ME & MY AIRCRAFT rest area of the XRS model, which he considers to be “outstanding”. The same thought had occurred to Martin Lener of Tyrolean Jet Service, whose Global Express features an XRS compliant cabin, modified for increased cabin pressure. The company provides its own Part 145 maintenance, and reports that early problems with spare parts availability six years ago have been rectified. The best aspects of the aircraft, he says, are the clean sheet design, state-of-the-art concept, high dispatch reliability and improved customer support. Another European operator, with experience of both the original Global Express and XRS models, begs to differ on some points and, despite being satisfied with maintenance support, says that some spares are not readily available. “With multiple redundancy despatch is OK, but for an AOC aircraft with little flexibility in the minimum equipment list there are many ‘stoppers’,” he told EBAN. The worst thing about the aircraft is: “Reliability, reliability and reliability.” But he praises the aircraft’s “great short field capability and awesome performance over long ranges”. The best attributes are its cabin comfort, which is spacious and quiet at all speeds, environmental control and brakes which are “second to none”. The most desirable upgrade, he feels, are the Electronic Flight Bag and the third FMS. The last, albeit anonymous word, goes to one EBAN reader who’s views of his XRS were typical of the replies, showing him to be very satisfied with dispatch reliability and
eurocopter.com
The Global Express (above) features a spacious mid-cabin (below).
operating capability, and satisfied with maintenance support and value. So how do you improve a great aircraft? “By adding the new BR725 engine now fitted on the Gulfstream G650,” he says.
Manufacturer’s comment Bombardier has developed an integrated service and support plan focused on the key areas of aircraft reliability, 24-hour worldwide support, AOG parts, service and maintenance support and customer training. It says: “The focus is on the customer. “We continually monitor the growth and location of our installed base and invest in these specific areas as required. Over the last two years, for all business aircraft, we invested over US$25m in stocking the top 25 high-demand parts, added
two new simulators in the UK and the Middle East, opened a new service centre in Dallas, added or expanded over 20 authorised facilities, launched two state-of-theart customer response centres and introduced an airborne parts delivery service (PartsExpress). We will maintain similar level of investments in our service and support over the next five years.” In 2007, Bombardier introduced a 24-7 customer response centre (CRC) in Montreal for Challenger and Global jets. The company says: “Owners and operators can contact the CRC at any time for fast resolution of aircraft-on-ground situations, parts ordering and technical support.” The company adds: “Bombardier surveys its operators periodically to identify improvement opportunities. For the Global family, we have a Global advisory committee that provides continuous feedback. This advisory committee is made up of over 25 maintenance and operational personnel from our current customer base. The committee meets with Bombardier twice a year to improve the operation, maintenance, service and support of Bombardier Global series business aircraft.”
Launched in May 2006, the Lineage 1000 is the largest and most refined executive jet in Embraer’s portfolio. The aircraft is based on the Embraer 190 commercial jet, which was certified in August 2005, and received its own STC in December 2008. The certification authorises the jet to operate under Extended Operations rules (ETOPS 120). The cabin styling was developed in a partnership between Embraer and the UKbased design office Priestman Goode of London. Besides elegant and relaxing ambiences, the Lineage 1000 offers a broad range of interior layouts for five different cabin zones, where passengers may enjoy privacy for meetings, resting and meals. However, in addition there is also a private suite with a shower. The finely appointed cabin has three distinct temperature zones and a maximum altitude rating of 7,000 feet (2,134 metres). To date, over 20 Lineage 1000 jets have been sold worldwide. The first is scheduled to enter customer service imminently. It is priced at $42.95m, based on January 2006 economic conditions, in its baseline configuration for FAA certification. Embraer’s Daniel Bachmann points out that support in the Middle East and Russia for the
Lineage 1000 includes the Embraer-owned service centre in Alverca, Portugal and the Embraer-authorised Falcon Aviation Services, Dubai, service centre in the UAE. He adds: “Embraer has provided three main contact channels to support customers, including emergency situations: dedicated field service representatives, service centres network and contact center, available 24-7-365.” Embraer holds advisory boards with experienced market professionals before the launch of a product and conducts focus group evaluations at aviation events in order to collect customer and prospect perceptions. Bachmann says: “Manmachine interface groups are coordinated by the company to fine tune the cockpit layout, synoptics and systems management integration. “A great majority of the recommendations received are implemented during product development, with some wishlist items being scheduled for availability after entry into service. Customer feedback during operation is evaluated by the product engineering group.” Targets include expanding the Embraer customer support structure to ensure a quick and efficient service in all regions operated by Embraer clients.
EUROPEAN BUSINESS AIR NEWS
AIRBUS ACJ Airbus markets two of its commercial jets in specific corporate variants, the A318 Elite and the ACJ (based on the A319). It also offers ‘Prestige’ vip versions of its other models, the A320, A330, A340 and A380. The ACJ was first certificated in Europe in 1999, and was deliberately based on the A319 airline version in order to maintain the highest residual values, but has centreline auxiliar y fuel tanks to boost the range. The first commercial ser vice was with Twinjet before the end of that year. There are now 26 ACJs in service worldwide, with examples flying in ten countries around Europe and the Middle East. Privatair is the biggest operator with four. The ACJ can carr y eight passengers up to 6,000nm, or a full load about 2,650nm. The smaller Elite can carr y four passengers around 4,000nm, or a full load about 1,760nm. There are two Elites in Europe, one with Comlux in Switzerland and the other with Global Jet Luxembourg. The aircraft is also attracting interest in the Middle East, with one of the most recent orders having come from Al Jaber Group’s AJA charter company which will operate a fleet of six corporate Airbus aircraft including four A318 Elites. NetJets Middle East has one Elite, operated by National Air Services. It is difficult to draw conclusions about pre-owned values, as neither type has regularly been offered for sale. One ACJ is now reported to be on the market, quoted at $14m.
MAY 2009 13
Airbus meets great expectations for comfort ME & MY AIRCRAFT
The Comlux A318 Elite is among those targeting the high-end market sector. Photo: Lindner Photography.
EBAN’s readers are responsible for the operation of 34 corporate Airbus aircraft, comprising 26 ACJs, four A310s, two A318s and two A340s. These are spread widely across the Middle East as well as eastern and western Europe. The largest individual fleet is in the hands of PrivatAir in Germany with four ACJs. During 2009, however, that honour is due to be shared with DC Aviation, also of Germany, which plans to add a further three ACJs to the one currently operated. DC Aviation reports that it is “quite satisfied" with maintenance support for the A319CJ. It says: “The company can generally rely on direct support from Airbus at most of the destinations. In addition, DC
DC Aviation’s A319: reliable.
Aviation has a large inventory of spare parts and is capable of rapid response, thereby offering its clients the highest operational standard of reliability.” DC Aviation adds: “In terms of range and cabin size, there is no alternative to the A319CJ among
cabin jets. For this reason, DC Aviation is continuing to expand in this segment.” The company says it is very pleased with the ACJ’s operating capability. “In 2008, DC Aviation has flown the Airbus 319CJ several times to North and South America, Asia and Africa. Altogether, the jet has flown to 74 different destinations in 23 countries on five continents.” Meanwhile in Portugal Omni Aviation Group continues to expand its fleet with three ACJs due to be in operation this year. An existing ACJ, and a second brought into operation in January, will be joined within six months by an A320, according to president and co-founder José Miguel Da Costa. “The ACJ is the
technologically most advanced aircraft in corporate shuttle version offering highest comfort standards to 48 passengers,” he says. Pedro Caneira, sales director, adds: “The ACJ addition enhances the Omni fleet perfectly. The roominess and useable cabin space of the Airbus is class leading, complementing the existing 29-seater ACJ.” The new ACJ offers a 48 seat configuration. “With fully reclinable seats and individual entertainment it offers a non-stop range of up to 4,500nm attaining speeds of up to Mach 0.80 at a certified altitude of 41,000ft,” says Caneira. He points out that the aircraft is capable of non-stop flights such as Dubai-London, Riyadh-Hong Kong or Kuwait-Johannesburg. “It is the ideal aircraft for large groups travelling long distances in the best possible comfort. Despite the world economic downturn, we had several groups from Africa, Asia and even royal family members and government delegations literally flying around the globe.” Jetalliance says the ACJ has a distinguished dispatch reliability of 99.9 per cent. The company points out: “This means that only in one case in 1,000 flights the aircraft is not dispatchable. The great reliability is a competitive advantage for a charter company. Due to the aircraft’s integrated data system the time to detect a faulty system is reduced to a minimum. It is also easy to find pilots and to get training slots because there is a pool of about 25,000 Airbus pilots worldwide.” The main strengths, Jetalliance adds, include the huge cross-sectional area of the cabin which it describes as
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EUROPEAN BUSINESS AIR NEWS
14 MAY 2009
General satisfaction but small problems remain ME & MY AIRCRAFT “the greatest cabin diameter of its class” and it praises cabin zone concept. “Passengers really enjoy the cabin climate and the impressive cabin space. The passengers can relax during their long-haul flight – either in the executive lounge or in their private bedroom.” Jetalliance feels the cabin pressure altitude could be reduced further to increase the passenger comfort. But it adds: “There exists no major weakness because the ACJ is developed from the Airbus A319 which is very successfully operated by many major airlines.”
Yak-40 offers value in former Soviet states The Yakovlev Yak-40, originally a three-engine airliner brought into service as a regional jet transport aircraft by Aeroflot, is still going strong and providing good service, according to feedback from EBAN readers. Many Yak-40s have now been converted into private corporate aircraft. Most of the Yak-40s in active service fly in the former Soviet Union and tend to fly rarely in Europe because of noise restrictions. One Yak-40 VIP is operated for the ‘Vega’ Air Company whose owner says he is satisfied or very satisfied with the maintenance support, dispatch reliability and operating capability. But he points out that, although the maintenance is less than for European-built aircraft, there is a greater expense on fuel. His wishlist would include an engine upgrade. His verdict: “A very good and hardy aircraft for internal and international trips now that it has been modernised.” Another respondent, Mirian Sarishvili of VIP Aviation, is very satisfied with everything including the Yak-40’s value-for-money.
Buyers of the Falcon 7X seem happy with the maintenance support, dispatch reliability and operating capability, being generally satisfied or very satisfied. But some say that there are ‘too many small problems’ impacting on dispatch reliability, the cockpit is noisy and that there are still problems with software. The best aspect, they say, is the performance and excellent flight capabilities. Capt Pascale Magne of Artemis SA reports that the 7X has good range and runway capabilities, but is suffering from the problems of youth – for example in its cross-wind limitations. He is one of two readers reporting they would like to see a nose-wheel steering improvement. Falcon 900 operators replying to our survey are all delighted with what Roger Thoor of Blue Chip Jet HB describes as its “short strips and long trips” capability. Steve Whalley chimes in with experience of three EX EASy models, reporting that the maximum takeoff weight and maximum landing weights “enable fantastic capabilities enabling the tankering of fuel on multi-stop trips, and so no refuelling time spent on turnaround.” It is a great aircraft for transatlantic operations, he says. Its strengths, the respondents say, include short field performance and range and the high demand in the resale market whenever such aircraft become available. “Flight-wise it flies to the book and beyond if tested. It is a fantastic aircraft which, from day one, was a winner all round,” another operator says. “We burn less fuel than almost all two engine competitors, have a higher safety margin and don’t have to worry about ETOPS.” Says London Executive Aviation md George Galanopoulos. “Dispatch reliability has been excellent on the Falcon 900EX. We’ve had no issues – they work well ‘right out of the box’. The Falcon is a great aircraft on all fronts. It has excellent range, ample cabin space and good runway performance.” Spain’s Corporate Jets XXI says it is happy with Dassault Falcon service maintenance and spare parts availability. “The dispatch rate and reliability are excellent and economies
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Dassault’s Jacques Chauvet: driving up customer satisfaction.
Manufacturer’s comment
George Galanopoulos: “Dispatch reliability has been excellent on the Falcon 900EX.”
FALCON 900 AND 7X By the early 1980s Dassault had set out its stall as a manufacturer of threeengine business jets, with the Falcon 50 development from the popular Falcon 20 twinjet. But now it needed to compete with wide-body competitors and so in 1983 announced the all-new Falcon 900. First delivered in 1986, this was upgraded to the 900B model in 1991 with TFE731-5B engines, and this was joined by the 4,500nm range 900EX in 1995. In 1998 the 900C replaced the 900B, and this was itself superseded by the 900DX in 2004. This features the high technology EASy flight deck which had been introduced with the 900EX. The latest addition to the
are good for this type of aircraft. However, regarding performance, as it is a F900C, the range is a little too short.” The company plans to upgrade to a longer range aircraft once the economic climate improves. As for complaints generally, Steve Whalley reports having had minor maintenance issues and interface problems with the EASy avionics system. Lars Hogberg of Sundt Air AS is unhappy with arrangements to get fuel into the centre tank when normal refuelling is u/s. Brad Stowe comments on the 900EX that there is not enough space for a partitioned crew rest area “and it’s very difficult for our flight attendant to get three meals in the galley for our super long flights.” But overall he is very satisfied: “So far we’ve had almost two years and 100% dispatch reliability. No one else can go out at maximum takeoff weight and fly 4,500nm from short runways.
line-up is the 900LX which has range extended to 4,800nm. By Februar y 2009, Dassault had delivered some 1,945 aircraft of which about 1,745 are in ser vice. These include around 30 Falcon 7X and 432 Falcon 900/EX/DX/EASy. Recent asking prices for pre-owned aircraft have ranged from $15.9m to $21.7m for the Falcon 900B, and from $22.5m to $40.175m for the 900EX. In 2005 Dassault took to the skies with the first prototype Falcon 7X, once again a fresh design and pushing the boundaries of size and speed, and with a range extended to 5,950nm. Average pre-owned retail prices range from $38m to $47.4m.
Falcon 900: ‘great aircraft’.
We have a very competitive cabin with two lavatories, we burn less fuel than almost all two engine competitors and have a higher safety margin”. Our respondents had a variety of ideas regarding the most desirable upgrade for the Falcon 900 series. These included the forward lav, satcom systems and the EASy avionics, a simplified maintenance programme, the addition of HUD, EVS and high speed internet access, as well as the step 3+ upgrade for steep approaches.
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Dassault has a long history of supporting its business jet operators. Guillaume Landrivon, director customer relations and field service, says: “One customer from Norway is operating an aircraft manufactured in 1968. The avionics have been updated but the airframe is 40 years old. If we built robust aircraft with such a long service life, we have to have the right people trained to support such 40year-old aircraft. We want to give these clients exactly the same high quality effective support as we provide for buyers of our new aircraft.” Jacques Chauvet, svp worldwide Falcon customer services, says: “We must remember that one day in AOG can mean a loss of US$30,000 in revenue. The main satisfaction drivers are dispatch reliability, operational availability, comfort, perceived quality and safety and the so-called ‘new technologies’ such as avionics and cabin equipment.” Customer services field some 22,000 questions every year. Around 75 per cent of these are telephone calls: 25 per cent of them are emails,” Chauvet adds. “Phone calls are favoured by operators in North America. Emails are much more a European approach. The emphasis, where there is a problem, is on getting a non-technical objection and the aircraft back operating.” A high degree of technical skill is not required to answer around 50 per cent of the enquiries. “It is a matter of guidance as the information is available in Falcon documentation or on a Falcon portal. Providing the guidance and obtaining details such as a contact telephone number takes a few minutes. However a high degree of technical skill is required for the other 50 per cent of enquiries which involve a work stoppage and necessitate troubleshooting to enable an NTO (NonTechnical Objection). These enquiries can take up to a few hours to resolve.” Dassault deploys more than 80 customer service managers, field technical representatives and aircraft model specialists in 30 offices spread around 16 different countries. The emphasis now is on expansion in the Middle East and Asia with Moscow, Istanbul, Jeddah and Dubai among the high priorities. “We have a 24-7 hotline facility with technical specialists in Paris, Teterboro and Boise providing overlapping services round-theclock,” says Landrivon. Dassault has introduced a “let us know before you go” programme. “Where a customer is going to an area for the first time, particularly one where maintenance and service facilities might be sparse or non-existent, we can ensure support even if that means specially flying out personnel,” Landrivon adds. Frederic Recher, sales engineer, says: “The major requirement for innovation that operators requested for the 7X is the ability to land at short field airports and this was achieved. The certification to land at London City is evidence of how we responded.” Chauvet says: “We have over 200 employees in Teterboro, Le Bourget and Merignac, committed to spare parts support.”
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EUROPEAN BUSINESS AIR NEWS
16 MAY 2009
Royal Jet: praises cabin size.
Dispatch reliability for BBJs is applauded by operators
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Two BBJs came to Europe to fly for the Ford Motor Company from Stansted in 2001, although these have now returned to the US. Today there are several EBAN reader companies with more than one BBJ, with Saudi Aramco top of the list with five. EBAN reader and operator of an original BBJ, Faisal Haddadin, md of Dallah Albarakah in Jordan, reports that he is very satisfied with the maintenance support, dispatch reliability, operating capability and value of the aircraft. Its best aspects are the range, baggage space and reliability. “We love our BBJ,” he says. Royal Jet’s vp technical Ahmed Al Mammari says that the BBJ has good a dispatch reliability standard and high operational capabilities in comparison to similar size aircraft. He adds: “The BBJ main strength’s include the aircraft cabin size, the take off weight and reliability. There is good industry support for the aircraft’s basic systems similar to that available for airliner aircraft in spheres including spare parts, maintenance facilities and authorised vendors and authorised service centres.”
BOEING BBJ Boeing jet airliners have always been the subject of conversion projects for heads of state and corporate use, but it was not until 1996 that the company introduced its own specific business model – the Boeing Business Jet. This was based on the 737-700, and it first flew, was certificated and was first delivered in 1998, with winglets added to the standard specification in 1999. It has 807 square feet of space in the cabin, and with eight passengers it has a range of 6,135nm. The active fleet worldwide is now over 100, of which nine are listed as for sale. Asking prices range from $53.5m up to a 2012 delivery position at $64m. The BBJ2 was announced in 1999, based on the larger 737800 airliner, and this was first delivered in 2001. It is 20 feet longer than the BBJ and has 1,004 square feet of cabin space. With eight passengers, range is 5,580nm. There are now 17 BBJ2s in ser vice worldwide, including examples in Austria, Liechtenstein, Saudi Arabia, Switzerland and the UAE. A fur ther step up in size is now available in the form of the BBJ3, which is based on the 737-900ER and which has 1,120 square feet of space inside. Its range is slightly less than the BBJ2, and the first example is due for deliver y to its customer during this year.
But Al Mammari says improvements he would you like to see include an increase in aircraft range and stronger BBJ support in the Middle East region. He disclosed: “Royal Jet is considering adding a preowned and a new BBJ to support its operation for the short and long term. This is in line with our five-year plan to have more than 20 aircraft by 2012.”
Royal Jet’s Ahmed Al Mammari cites good industry support.
Long-range jets by numbers We asked Jeppesen to provide trip data for a typical long-range mission for a selection of aircraft types, from Paris Le Bourget to New York JFK, a distance of 3,187nm. Several of the jets listed are capable of trips a very great deal longer than this, but this data provides an
interesting comparison of speed and fuel consumption. We have assumed that FL340 to FL400 are used, with Stewart International as alternate, a payload of 1,000kg and cruise speed of 0.8M.
Aircraft type
Time
Fuel burn (lbs)
Minimum required fuel (lbs)
Boeing BBJ1
7hr 34m
39152
44497
Boeing BBJ2
7hr 34m
36345
41397
Falcon 900B
7hr 39m
14479
16441
Falcon 7X
7hr 26m
15937
18620
Global XRS
7hr 21m
20997
25079
Gulfstream G-IV
7hr 28m
21364
25533
Gulfstream G450
7hr 34m
23125
26130
Gulfstream G-V
7hr 24m
20427
24710
Gulfstream G550
7hr 27m
18399
21363
Aircraft data provided courtesy of Jeppesen. Not for operational use.. For additional information on Jeppesen’s ITPS services, visit www.jeppesen.com.
EUROPEAN BUSINESS AIR NEWS
MAY 2009 17
Gulfstream plans demand-led improvements Gulfstream G-IV/300/400 and GV/500 series aircraft operate in over 30 countries throughout Europe and the Middle East. Fleets of five or more examples are not uncommon, in the hands of operators such as G5 Executive, DC Aviation, NetJets, Saudi Arabian, National Air Services, Jet Aviation and JetClub Aircharter. EBAN readers reporting on the Gulfstream IV and IV-SP are all very satisfied with the aircraft’s operating capabilities, and European operators are also very satisfied with the available maintenance support. One Middle East owner, however, unhappily points out that certified repair stations and available parts in that region remain scarce. The worst aspects of the G-IV series are, they say, high operating costs, lack of forward galley layout options in order to separate passengers from crew service activities, and the need for some systems to be updated. The long range and large cabin space are universally applauded, while one reader also praises the aircraft and its engines for reliability, redundancies and good customer support. All operators are wedded to the Gulfstream brand, and when asked what the most desirable upgrade would be they wish variously for a G-V, a G450 or a G550! Moving on to the G-V/G500/G550, again all respondents to our survey say they are very satisfied with the operating capabilities and dispatch reliability. “We get good support from Gulfstream tech ops and product support [with genuine AOG issues],” said one. However the picture is less good for both value and routine maintenance, with readers divided between satisfied and very satisfied. “Gulfstream parts and subscriptions are very expensive,” a respondent says. A good measure of the high esteem EBAN readers have for the G-V and successors is that one respondent to our survey, when asked about the worst aspect of the aircraft, simply replied: “I can’t think of anything!” Others found minor issues with the pressurisation system and with the cockpit noise level on long range flights. Range, speed, power, reliability and flexibility were all mentioned as the best aspects of the aircraft. “The comfort factor is top class, the wide GULFSTREAM G-IV TO G550 Of course, the Gulfstream II was the original long-range business jet when it flew first in 1966, and it has gone on to spawn a long line of ever increasingly capable jets. By 1985 this line had evolved into the Taypowered G-IV, and then in 1992 the larger-cabined G-IVSP. From 2002 this became known as the G400, and was the basis for the more economical G300/G350 as well as the extended and modified G450. The larger G-V first flew in 1995, became the G-VSP in 2002 and was rebranded as the G550. A second model without HUD and EVS was later added as the G500. So the current long-range model line-up comprises the G350 (3,800nm range), G450 (4,350nm), G500 (5,800nm) and G550 (6,750nm). At the top of the line Gulfstream is now introducing the G650, with 7,000nm capability. Average pre-owned prices range from $11m to $14.5m for a G-IV, $15.5m to $22m for the G-IVSP, $24.5m for a G400, between $29m and $36.955m for a G450, up to between $38m and $48.995m for a G550.
ME & MY AIRCRAFT Manufacturer’s comment
Gestair, which operates a Gulfstream IV in its fleet, is among operators whose choice was influenced by the spacious cabin.
body, wide aisle all contributes to the most comfortable corporate aircraft,” added one G550 operator. When asked about the most
desirable upgrades operators mention Cat III capability and autobrakes for the G-V, and upgraded DU-885 display units –
although the cost is “high”. One G550 operator has his sights set higher, by simply upgrading to a G650.
As Gulfstream points out there are aircraft that are in production, such as the G450 and the G550, and those no longer in production, such as the G-V, and manufacturers have to listen, and respond to feedback from both. Gulfstream, made aware of suggestions for improvements from EBAN readers, responded: “We are producing more forward galley G550s than aft galley versions. There are continuous improvements in the avionics suite in the Honeywell Primus Epic avionics, we have added SV-PFD as an option in the current inproduction large-cabin aircraft and it will be standard in the G650. We have upgraded the EVS and some features we are looking at for the G650, both cockpit and cabin, will be retrofittable to current in-production aircraft.”
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EUROPEAN BUSINESS AIR NEWS
18 MAY 2009
Happy AirMed celebrates acquisition of versatile Learjet 35A Oxford UK-based Air Medical Limited (AirMed) plans to bring a Learjet 35A into service in the late summer of this year. “It will be available for passenger charter and as a fully ICU equipped and staffed air ambulance,” says ceo Rupert Dent. “AirMed’s operations continue to expand in response to client demand. The Learjet 35A will enable us to offer our clients a U.K.-based alternative to continental European sourced aircraft, which have to fly positioning legs of more than an hour. The aircraft will therefore provide a cost effective and low emission alternative.” Dent adds: “This new aircraft’s arrival will coincide with the extension of AirMed’s AOC to worldwide and it will be available in double LifePort stretcher fit when configured as an air ambulance. The Learjet 35A will extend the geography covered by AirMed’s
Celebrating the delivery of a Learjet 35A are (left to right) Rupert Dent, ceo AirMed, Basil Gonzalez of AeroToy Store and Albert Heidinger of Raptor Aviation.
current fleet of eight owned and operated aircraft.” These include four non-
pressurised piston Piper Senecas and Chieftains and four pressurised Piper Cheyennes.
Dent says AirMed has recruited a number of pilots with extensive experience of flying the Learjet 35A.
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“While the aircraft is equipped with an avionics and Raisbeck upgrade in the US, the various AirMed teams involved in the project will be preparing for the start of operations.” He points out that, since 2002, AirMed has developed its own EASA 145/Part M approved maintenance facility, which covers all of the existing fleet and is a Cessna authorised service facility and parts supplier specialising in C208 aircraft. “A request to add the Learjet 35A to the facility’s list of approvals has been submitted to the regulatory authorities,” Dent adds. AirMed was originally set up over 23 years ago by Capt. Rod Paris with just one PA34 Piper Seneca. Dent says: “AirMed is in the unusual position of both owning and operating its fleet of seven aircraft. These include Piper Senecas, Navajo Chieftains and Cheyennes.”
Delegates will learn to “sell” business aviation A keynote presentation, designed to give those who work in business aviation the ammunition to justify why business aviation is good for British business, has been arranged to take place during the UK Business and General Aviation Day (BGAD09). The hour-long seminar commencing at 11.45, which is being presented by BBGA in association with BACA, is called ‘Making the case for business aviation’ and will endeavour to look at the facts behind claims made by the industry’s detractors, outlining why business aviation makes sense. The seminar – and the BGAD event – are free to attend. Full details, as well as visitor registration information, can be found at the BGAD web site. You can find this by clicking on the BGAD logo on the EBAN home page – www.ebanmagazine.com BGAD takes place on Tuesday June 9th at Marshall Airport, Cambridge, UK, and is organised by EBAN in association with Marshall Business Aviation. Visitors to BGAD will also be able to join in the 80th birthday celebrations of Cambridge Airport, with a fly past of historic and modern aircraft at 13.00.
Claudia Ferreira and Christine Lee: broker role.
Royal Jet launches charter broker arm Abu Dhabi-headquartered Royal Jet is launching a new charter brokerage service. Royal Jet Charter Brokerage, based in Dubai, promises to source appropriate aircraft through a network of carefully audited operators. “If a Royal Jet aircraft is not available due to seasonality or aircraft size, an alternative travel solution can be sourced,” Royal Jet’s president and ceo Shane O’Hare explains. “Royal Jet has a policy of increasing diversification into a range of complementary activities. These include FBO facilities, aircraft management and acquisition consultancy and medical evacuation services. The new brokerage is an area of strong revenue potential and will operate 24-7.” It is managed by Claudia Ferreira and Christine Lee.
EUROPEAN BUSINESS AIR NEWS
MAY 2009 19
Private charter development faces some big challenges over resources and regulation Turkey is a country where private aviation will enjoy every reason to flourish once regulation, pilot training facilities and the ground handling and maintenance networks develop sufficiently and the global economic crisis recedes. It is not only a strategic business and cultural bridge between east and west but its under-developed and under-pressure air and ground transport infrastructure means that local and international businessmen are well-disposed to take advantage the efficiencies of private charter. Redstar Aviation (RSA) points out: “The charter market had shown a dramatic expansion in the last few years. The Ministry of Transport has a significant role in this development as it proved by removing the monopoly of THY (Turkish Airlines) in the country. Turkish operators are building up new alliances and there is still room for further expansion of private flying even in these turbulent times.” The company’s geographical coverage spans not only Turkey but the Balkans, Caucasus, mid-Asia and the Middle East and stretches as far as Iraq and Afghanistan. It is involved in many international projects that are based in Turkey including advanced medical centres which make the country an ideal destination for those needing treatment. RSA sees the rising regional demand for air ambulance services as a business expansion opportunity but it, and other companies, are giving high priority to developing FBO, maintenance and handling facilities as well as aircraft fleets. The development of such facilities tends to go hand-in-glove. Kale Air’s accountable manager
Celebi employs more than 4,500 highly-qualified staff and has allocated new business aviation teams.
Teoman Eke says that it is difficult to find and recruit qualified and experienced pilots due to the heavy demand for such staff from airline companies in Turkey. The company, which has a vip lounge at its Kale Heliport headquarters, operates a S-76 for sightseeing and leisure. “We are pretty happy about it except for the high direct and indirect operating costs but charter market business is very low compared with the same time last year.” Ertan Pehlivan, maintenance manager of Ozek Air which operates a Super King Air 200 from YenisehirBursa for both passenger and freight, points out that the airport has no facilities for business aviation. The
Sancak Air: appointing flight staff for new aircraft.
company’s two permanent pilots are less busy than last year because of the slowdown in the charter market. But, as RSA confirms, operators in Turkey feel there is tremendous potential for business aviation in particular at Sabiha Gokcen in Istanbul and Adnan Menderes in
Izmir. RSA’s charter fleet includes two PZL Swidnik Mi-2s, a Jetstream 32 EP and three BO105 CBS5s. It has diverse operations covering passenger, air ambulance and medevac, survey and surveillance, photography and film and offshore transport as well as sightseeing and leisure. The company is still recruiting despite the general downturn in 2009 with new first officer Jason Bostic among new recruits. Bostic is now ready to step up to captain on the Jetstream. RSA says Sabiha is located in the Asian part of the city and opened in 2002 with a passenger potential of 4 million per annum. Last year the airport was privatised and the expansion programme is now 15
TURKISH REGIONAL REVIEW
million with an official opening of new facilities planned for 29 October this year. “It is at the closest point to the industrial heart of Turkey and the most rapidly developing area with new maintenance centres also being built.” But RSA says: “There is a need for a hangar for business aviation and this most definitely would be full within a year.” The company says the Turkish CAA could do more to encourage flight schools. “The rapid growth in aviation industry here in Turkey after the monopoly of Turkish Airlines was ended led to a shortage of pilots. We believe that this will last for some time,” the company says. RSA says the Turkish CAA is implementing EASA regulations alongside Turkish national requirements. “The CAA should put more emphasis on identifying the shortages and helping the industry find solutions. Communication is difficult and getting answers back is time consuming.” RSA would like to see operator input and involvement in developing the regulatory side. The company is developing its helicopter fleet with two BO105 CBS5s joining after completion of extensive formalities, including obtaining Export Certificate of Airworthiness from the German CAA. RSA is planning to bring a longer range business jet into operation “preferably on a joint venture basis.” The company adds: “There is a very high demand for east and south bound flights. We will encourage owners to contact us to review the opportunities for a longer range business jet operating out of Istanbul.” Continued on page 20
E IN YOUR CABIN IS DUE IN THAIL AND FOR T E L H T A A PL AY AR OF F G PERS T ng, and we handle customs and cl i U y fl e S h t o E d A ME . u e a o TH y r a , n n c e es , r es T hen es p p e J erve W i th limos it’s of f t and ever o Milan ythi , ng e Italy ,f lse. Exc or a p ept h sco oto s e re the ssio po n. int s.
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EUROPEAN BUSINESS AIR NEWS
20 MAY 2009
Continued from page 19
I N D U S T R Y
N E W S . . .
Sancak Air’s sales and marketing manager Yavuz Murat Yuzgen says the company is appointing flight staff to take full advantage of new aircraft. “The business aviation sector has grown rapidly in the past few years and we own one of the most modern and state-of-the-art facilities, not only as far as Turkey is concerned, but also in global terms.” Sancak Air, he says, always hires the most experienced and qualified pilots with Turkish armed forces experience. Yuzgen is another who urges the civil aviation authorities to be more proactive and quicker to react.
A Cessna Citation XLS at Qamdo Bangda Airport, Tibet.
XLS flies high A Cessna Citation XLS has landed and taken off at Qamdo Bangda Airport in Tibet, demonstrating the aircraft’s capability to operate at the world’s highest airport at 14,219 feet (4,334 metres). “The flight inspection mission flown by the China Flight Inspection Center is one of the most demanding in the world, and one has only to look at this mission for proof,” said Todd Duhnke, Cessna director, international sales. High altitude operations for any aircraft are the most difficult due to the lower density air which results in much higher ground speeds for takeoff and landing than at lower altitudes. At Bangda, operations are also complicated by turbulence and low clouds.
TBM gains synthetic vision Garmin’s Synthetic Vision Technology (SVT) for the all-glass cockpit of the TBM 850 has been EASA certified. The system provides enhanced situation awareness by presenting three dimensional depictions of terrain, obstacles and traffic on the primary flight displays. The SVT replicates what pilots would see outside the cockpit on a clear day, and is available for new TBM 850s and as a retrofit package.
regional vp marketing and sales: “As well as being an authorised Embraer maintenance service center, ABS Jets also became the first Legacy 600 operator in central Europe in 2004, and currently flies six of them.”
RAS bring innovative PC-12 displays to Europe Innovative Solutions & Support, Inc has appointed Rheinland Air Service to act as a distributor and installer of its Cockpit/IP Flat Panel Display System (FPDS) for PC-12 aircraft. “Currently, we have the system installed on our demonstrator PC12, and are incredibly pleased with its performance,” says Johannes Graf von Schaesberg, chairman and ceo of RAS. “We welcome the opportunity to bring such a versatile FPDS to our customers throughout Europe.”
New man at Zurich Jet Aviation has appointed Jakob Straub as new vp and general manager of its Zurich maintenance and FBO operations, effective July 1, 2009. He will succeed interim general manager Paul Kempf, director quality control and chief inspector.
EBAA management team undergoes reshuffle Eric Mandemaker, previously ceo of the European Business Aviation Association, has left the organisation by mutual consent. He will not be replaced and the association is being re-structured to combine the duties of the president and ceo in the person of Brian Humphries. Pedro Vicente Azua assumes the role of chief operations officer, managing and co-coordinating the policy and regulatory activities of EBAA specialist staff and experts, and ensuring the EBAA position is well advocated and properly represented at the European Institutions. Carine Jacobs becomes the chief administration officer, responsible for the overall management of EBAA functions including membership, development, finance, contracts, office management and HR. Rodolfo Baviera continues as chairman and Hervé Laitat as treasurer.
Embraer appoints ABS for eastern Europe Embraer has named ABS Jets as its authorised sales representative in the Czech Republic and in Slovakia. ABS Jets will be selling Embraer’s full executive jets portfolio. Said Colin Steven, Embraer
Mike Creed: Appointed vp sales of Project Phoenix.
Creed joins Phoenix Project Phoenix, the Dubai-based Bombardier CRJ-200 executive vip conversion specialist, has appointed Mike Creed as vp sales. “Having believed wholeheartedly in the Project Phoenix offering and actually helped draw up the business plan with Mike Cappuccitti three years ago, I am delighted to be in-house working with such a professional team,” he said. “Despite the economic gloom, we are seeing a lot of interest in the Phoenix CRJ, especially in the Middle East where the market is becoming increasingly cost conscious.”
Phenom achieves EASA certification Embraer’s Phenom 100 entry level executive jet has been certified by EASA for day and night operations,
VFR, IFR, RVSM and flight into known icing conditions. “We are honoured to receive EASA certification for the Phenom 100 on schedule, “ said Maurício Almeida Filho, Embraer vp, programs – executive jets. “The Phenom 100 is the first executive jet in its category where the full certification process fell under the responsibility of EASA.” Some of the capabilities of the aircraft were exceeded, including a maximum cruising speed of 390 kts, 10 kts faster than promised, and fuel consumption up to 3.6% better than initial estimates. Takeoff and climb performance is also better than expected.
Rizon’s FBO at Doha airport takes shape Rizon has begun work on a new FBO and hangar facility at Qatar’s Doha airport. Will Curtis, group ceo, says: “The new facility will be similar in size to Rizon’s UK headquarters which is now under construction at London Biggin Hill.” The Doha facility will be of modular construction so that it can be moved to the new Doha international airport when it opens from 2011. Curtis says the Biggin Hill base is on track for opening this autumn. “The contractors have completed 60 per cent of construction including steelwork and roofing. Rizon is creating some 200 new jobs at Biggin Hill and recruiting is well under way.” The company expects to obtain its Qatar AOC in early May 2009.
RSA is gearing up to meet growing Asian demand.
But Sancak is positive about the future. It has ordered three new Bell 206 Jet Rangers, a 407 and a 429. Yuzgen says the Turkish market needs to mature. “Compared with the European and American market, air taxi operations in general have a long way to go. But Sancak Air has 30 years of experience and its service quality means it is a respected market leader.” On the positive side, Yuzgen confirms that demand for offshore services has started to pick up. Despite the slowdown in private charter business, new companies still perceive business opportunities.
Mehmet Yuksel Hocaoglu, gm of Swan Aviation, says that the company is already expanding its fleet. “We are a relatively new company with an AOC dated 6 March 2008.” The company was set up by Capt. Hocaoglu and Capt. Yalcin Bal. “Unlike many other regional operators, Swan Aviation operates under its own AOC with a team of professionals that each offer outstanding backgrounds in aviation.” He says this is reflected in the company’s high standards. The company operates a Hawker 850XP and Citation C560XL. It also plans to operate another company’s S76C++. Swan plans to offer fully authorised maintenance services in the near future. Burcu Atilgan, the executive aviation manager of Air-Mark (Airline Marketing & Services) operates an FBO based at Istanbul’s Attaturk comprises a vip lounge for an international celebrity client base that includes NBA basketball teams, concert groups and representatives of foreign and local governments. “Since June 2008, our professional sales team organises charter for business and corporate jets for our vip clients to any destination,” says Atilgan. Yesim Buyukozer, bdm, says that Air-Mark is expanding in growth areas, including the Middle East, despite a drop in demand for slots. “We are planning to add one more hangar facility of 1,800m2 in Istanbul. We will be opening line maintenance stations for various customers based in different cities of Turkey and the Middle East. We have been affected by low utilisation of business jets due to economic slowdown – we had a lot of slot cancellations. We are establishing another line station in Ras Al Khaimah in the United Arab Emirates.” Celebi Ground Handling has big plans to build on its reputation as a
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ASA opens in Dubai to boost Middle East business with Asia Asia’s ASA group, a flight support organisation, has opened an office in Dubai to expand its operations into the Middle East. Simon Wagstaff, ceo says: “Despite the current downturn, there is evidently strong interest for a Middle East link both from our clients in that region and in Asia.” Wagstaff says ASA has regular vip clients based in the Middle East, including members of royal families and wealthy entrepreneurs. Andrea Eden, ASA’s manager in Dubai, says the increasingly strong bond between the two regions is boosting business levels. Simultaneously ASA has resumed discussions to develop what it calls Thailand’s first world-class vip terminal at Phuket airport. “We see those FBO services as integral to servicing the growing numbers of vip visitors to Thailand each year from regions including the Middle East,” says Eden.
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EUROPEAN BUSINESS AIR NEWS
MAY 2009 21
TURKISH REGIONAL REVIEW
Kale Air's accountable manager Teoman Eke.
market leading ground handler in Turkey. Erkan Acet, executive aviation manager, discloses: “We are building a business aviation headquarters based in the general aviation terminal at Istanbul’s Ataturk airport. Customer requests will be picked up from the HQ which will manage all the business aviation. We have also allocated new business aviation teams from the scheduled and charter teams, and these teams, located in our stations, are specially trained according to the needs of the business aviation sector. We are going to provide crew lounge and hangarage services at Ataturk.” He says the modern lounge will provide business flight crews with comprehensive communication facilities including access to the Internet and fax as well as the opportunity to relax in comfort. “The second service that will be provided is hangarage at Ataturk. In cooperation with an air taxi company located at the airport, we have started to provide hangarage services to business aircraft at the GAT.” Celebi, Acet adds, employs more than 4,500 highly qualified staff and has invested US$60 million in stateof-the-art equipment. Key overseas facilities include bases in Budapest and Mumbai. Turkey is not immune to the global recession but Celebi reports handling a total of more than 335,000 flights in 2008. These included over 3,000 business aviation flights. “For the year 2009, growing fast in the business aviation sector is among our primary targets.” Acet points out that Celebi business aviation is not a broker handling agent. “This gives pricing advantages to our customers. We are not outsourcing any services from third companies such as surface transport or aircraft guarding. Therefore, our customers will not face any disbursement fees in terms of ground handling services.” Business aviation in Turkey, Acet points out, has grown very fast in the last two years. But he confirms:
0809 HANDbook of business aviation in Europe EUROPEAN BUSINESS AIR NEWS
Comprehensive Turkish online data free-of-charge The 2009/10 EBAN Handbook of Business Aviation in Europe will be available soon, and gives details of many more Turkish charter operators. It also lists business aviation facilities and services including airports, FBOs and maintenance centres. The details can be accessed online through a search of aircraft operated or the airport bases. For more information please visit www.handbook.aero
“Deficiency in infrastructure and limited regulations tailored for business aviation are among the most common problems that the industry faces. I believe that business flights need to be served from separate terminals and apron areas in the airports and that business aviation must have its own regulations. Celebi is actively involved in consultations for new civil aviation regulations and in pressing for follow-up improvements. We believe it is our social responsibility to help develop regulatory improvements and that, as a company, we must support the aviation industry.” Newcomers and established companies believe it is only a matter of time and investment before Turkey overcomes its regulatory and resources challenges and becomes a country where private aviation will flourish.
Air ambulance ale cheers fund-raising efforts
Edward Wood with flight doctor Matt Boylan and flight paramedic Becky Tinsley at the launch of Triple A – Air Ambulance Ale.
Midlands Air Ambulance, formerly County Air Ambulance, has celebrated its 18th birthday with the launch of its own beer called ‘Triple A’ – Air Ambulance Ale. A percentage of the sale of bottles and cask ale produced by family brewery Wood of Shropshire will boost the charity’s fund raising. Brewery md Edward Wood says ‘Triple A’ is a lightly flavoured 4.3 per cent volume ale and is now on sale in pubs and retailers supplied by the Wood Brewery. “We are confident that this special ale will raise a significant sum of money for the charity and give supporters of the service a great deal of pleasure,” he adds. Midlands provides the primary response to a region in England including the West Midlands, Shropshire, Staffordshire, Herefordshire, Worcestershire and Gloucestershire. The cost of running and maintaining current levels of operation stands at £5.6 million which is raised by voluntary donations.
EUROPEAN BUSINESS AIR NEWS
22 MAY 2009
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Global Express S/N 9139: New Pininfarina edition interior. Factory warranty. 1,203 hours TT, JAR-OPS compliant, engines on Corporate Care, Smartparts, heads-up display, Triples, 13 pax w/four place conference group midcabin and 16G divan aft, forward & aft lavs w/vacuum flush toilets and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com
Global Express XRS “Pininfarina edition” S/N 9281: Brand new! Fly home today! Full factory warranty, pilot and maintenance training, JAR-OPS 1 compliant, HUD, Triples, SATCOM, ACARS, lightning sensor, two 21” bulkhead monitors, High Speed Data, 14 passenger, forward and aft lavs. Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com
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BUSINE
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Sloane proves one Bell that beat two halve s s
ISSUE
117
July 2002
Learjet 45 1999, S/N: 064. TTAF 2,680 hours. Honeywell TFE731-20AR-18 engines. MSP since new. Smart Parts Plus. Honeywell Primus avionics. 8 passenger + 1 FA. Light cream leather interior and seating. James Healey. Tel: + 377 93 25 36 03 Jet Alliance International. Web: www.jetallianceinternational.com. Email: jameshealey@libello.com
NEWS
Sloane 206B Helicopter helicopter s has after to its added a Bell what AOC in director operationa the UK Paul Forster “very l services long, registration laborious described and painfulas a .” The repotentialcompany additionfirst spotted months in Greece the ago. on a “We trip were 12 company and noticed over there two aircrafthad started a charter to cannibalis to flying. We thenkeep one of e both machines put a silly their fleet on it,” he said. and they bid in for took The project us up out to make of one aircraft designatedthe parts was for any Sloane’s initially spare-time engineers But after had. that a particularl it was y busy workers decided should that a coupleyear the completio be point n. “Fromdedicated of of to the smoothly, view builders’ any real particularl it went y as there very urgency. “It was wasn’t only finished after around the work that it four became months had Greek a nightmare ago bureacrac documenta y regardingdue to tion. In thought fact we An EBACE the it wouldn’t miraculou eventually press Toulon-Hyere happen, conference explained sly it s Airport. but then provides Forster. came through,” (L-r) Jonathan the The setting Soper for Signature flight Bell will mainly (Signature), training be used came BernardFlight Support and charter. on the for Lecat, to only Bernard join forces “It just done fleet 10 days Stouff with the some some (both French of self-fly ago, so it’s CCI), Chamber they’ve the members Louis hire Demarque with of Commerce all reacted down said Forster. and Peter and positivelyhere but Whitehead Industry The to it,” (both in establishing One of promote company Signature). a handling Europe’s the aircraftdidn’t Full story, developer work facility start largest was completed page until at to s with 14. time the paper Embraerhas placed real estate to Spain’s there’s start: “It’s , so now was an order us to for a a nice a brand start ment Fadesa made Legacy aircraft. been machinethe airplanes selling completely new interior at and that the this year’s the announce delivering in Europe. delivering “It charters resprayed. and – EBACE, aircraft it’s company’s fills the our first We’re Europe at £480 adding marketpla would also next replace September existing down niche for those per hour we’re month airplane airplanes ce. We’re to the Hawker into unable of this wanting and and although Grand the races customer’s The 700 in may not into Europe delivering year. (Ascot, to to disclose two Coruña, Legacy will having Prix and name, Epson), go seem this GV Executive it’s a beginning an like much year which the operator be based floats the where the headquart Battersea,” is that advantage of Zurich.” the company to grow but in La and TAG Aviation will be it can corporate ers, and substantia we think for us, also go of This is he added. has to showcase used it's going “At the to lly. Sloane’s Portugal, missionswill carry its compleme this year’s the largest current only Bell office out its time, Romania nts its EBACE to Spain, where 109s. facilities new handling 206B the US America, market, “After Fadesa The FBO and and at Geneva this I’d range of Squirrel is currently Morocco, and “We where followed by is still sales Agusta its old moved just like to on the in Brazil.” South Airport. we’ve aircraft,” were looking active. could put had find somefleet (which a Twin considered premises, ten metres An extra some for a financial said Jose and also from I know in Europe incentive good too small which increase director. Luis Macia, larger an EC-120,” business I were for to buy in traffic to handle was the announce reliability, “Our main Fadesa The company said Forster. for) Legacy operators value. passing the criteria cabin Legacy aircraft metres-squ ment through. moved volume became The Legacy Care is of the programm into the Pilatus 1,500-met ared handling and (TLC) the best, very Total only choice.” 300maintenan makes quickly scheduled e. The programm that is administra res-square facility complai to say ce and Speaking d maintenanand unschedul a month tive headquart e covers the European nt to to EBAN's at the after ce during JAA period ed airframe show, JAA certification Handling completion ers in April, Sam Embraer Richard after the five-year customer’s Evans Hill for Embraer’s . Christian the Swedes Page 4 is expected supervisor missions said: “Mostvice chairman delivery said: Legacy. it’s important When aircraft. imminently “We moved of a of Fadesa's 2,000nm will fall John selecting for air launch website the customer Embraer in the facilities because to have the TLC charter category occasionaor under certificatio is now pays although brand Aviation in Geneva. of a fixed or operator program, They’ve lly need n, whichwaiting new expects PrivatAir they were airframe of for JAA here, hourly to fly a Legacy will also and Jet Hill planned already so maintenan 3,000nm. order next month. rate going hours says got several Portugu businessit was important Page 5 brings for to to move he the Legacy the totalWhile the Fadesa “We’re the US. ese delighte parameterflown andce based on the centre.” trips to be include with Citation order and see delighted in this the to 74 options, s. Said The operationa covers book firm a larger a quick departure it as a with d facilities virtually a spokesman the order real breakthrou Legacy’s we asked orders and for l base X addition refrigeratoprivate lounge lounge all the : “This and Europe. popularity Hill about 94 and operations gh for heavy airframe internet r, coffee with specificall the line, making He said: “We’ve maintenan Plus: leaving machines DVD, to concentrat Page 9 another access. Along y in Where inroads the customer ce and spacious of his with into thejust started same and charter Legacy.”e on the best this is free equipmen lounge European utilisation in Ireland who to accommod TLC is with t, which based the ate crew on a minimum lounge a group of twenty. can passenger has a Pages of 400 Continued direct The 12-13 maximise s arrival view on page of the 16 in time efficiency. order to “We Continued are
All fo r one at Toulo n
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AIRCRAFT MARKET & FLEET DATA Jets
NEWS
Turboprops
Learjet 60 S/N 255: TTAF 2,618 hours, APU, TCAS 4000, EGPWS, FDR, Aero M SATCOM, UNS1E, 3-Frequency ELT, Enhanced Flight ID, JAR OPS/RVSM approved. Excellent condition! Tel: +1 713 681 0075 or +1 201 445 5660 Par Avion Ltd. Web: www.paravionltd.com. Email: info@paravionltd.com
CESSNA
Turbine Helicopters
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BUSINE
E U R O P E A N
Air Entre offers longprise flights with haul Falcon its 900
SS AIR ISSUE
108
NEWS
SEPTEM BER
2001
Adamantis
In a suite of comprehensive services
has purchased 900, which by charter is currently a Falcon Air Entreprise. and managed sales Vice broker president said: “The Arnaud because owner Poisson aircraft he wanted chose the 900 with also keen a large a long range available to have cabin. We were such of our in our charter an aircraft fleet, charter customers as many a long were asking range So far aircraft.” to the have included Falcon’s destinatio and the Africa, US. the West ns Air Entreprise Indies Falcon also 50 and manages Aerospatia owns a le Corvette. a twin added: jet for our “The Falcon Poisson private image. We 900 is very have good presidents individual a mixture of and show s, so obviously company business attract such stars, aircraft a great deal an aircraft of interest.” will existing is an addition The fleet. Air to the hangar Entreprise and a has its a large private Le Leeds-Bradf terminal combined Bourget, ord based at Paris maintenan with Multiflight handling base, will be Poisson ce departmen the first and ts. said: UK owner working ”We on expansion are of a BBJ2 yet to currently when decide plans, the green to put what but have level of aircraft in. is handed investmen “The over at t strong French charter the end and not of September. by economic particularl market See full feel variables, y affectedis story that on page More the so we affected than 12 don’t by the investmen two and elapsed t will US slow The a since be a VFW-614 Muk Air half years market company has down.” have has remained found aircraft started register. explained: With that the With TCAS on the putting stable, the aircraft “The Werjefeldregard to very Danish Poisson private special, the vip is now recently installed, and passenger says jet market main small available number as it only strengths one of the market, Ruben for freight charter land on Conseque of people concerns is and if aircraft’s lies Werjefeldt but you a tried world “In an short runways.in its ability introduce ntly it’s the plane, consider in , he’d says owner the square to He told how longthe first place never difficult wide. loaded, 18-seat configurat although new ideas and ACJ.” it’s only have EBAN: area it onto the beaten to fractional CitationI can land at appears He said: was going if he’d known ion fully by the of market, Air Taxi Asked to take. any airport to be II can BBJ somewhat “It’s has purchased down succeeding ownership customers whether The company been from that a as short land at. potential a long problems political Regourd .” We market may a King as 800 an old operations has to be metres can get Air 200 Aviation. aircraft, fret over the charter included which we fight. Early and and believes relativelyfound the aircraft if we Florent manager had to Werjefeld safety on, sales Ground are maintenan both buoyant said: “The of overcome “The it will same has been Jean said: King support price continue also, maintaine "The company way Pierre Air of being “It took ce issues. as the Flight; to grow. perfectly. because and d in the chose pushed aircraft it convince me a year is currently the US market, down normal everything British Queen’s around The range suits our and a Airbus by the needs life-cycle.” has been since which Europe half deflated to then, cabin 1,500 nauticalof the aircraft In terms has knocked halfover the cooperate to holds half, they he said. and increased confident of economics passenger between miles and is but last year onto have been the seven “During demand,” the 614 that for , and a configurati s, depending very supportive and nine the right Muk Air is could an educated the certificatio on.” Werjefeld present customer, upon Air Taxi Squirre crew the loss n process,. our explained: a huge it with is based and operates of revenuewent elsewhere An example Greek l hops betwee business digit “If you saving. in Tours, similar numbers. by MukAir of the concentra went compare and as a charter islands France capability aircraft which VFW-614, going into sevenn for charter. If I’d ting want to take client company now offered solely and to offer base. tried this long, known it light on a of the go somewhere space, and Geneva The company made to – I’d never was French runway you attractive do it. Page 4 a where 46,000 which is the price might There internationumber has already have 604 to manage unheard the size pound things be an of is half Muk aircraft.” you can are more roster rs add ask. A The incentive of for issue, cross-channal flights,domestic Air’s what Global then do.” a configured and 614 aircraft 614, Falcon particular Express, others would Inverness nel, including: for says 900 would passenger to accommod Werjefeld, vips to PC12 Gulfstream there. ly can be getting Customers fly in and Page 6 “It all Oxford, s or does a freight. or he said. has a fully grows fractional for the ate 18 or Farnborou Tropez. down on have a challenge are from stand-upnot end scheme Helmut purposes 44 La Maule corporategenerally apace hopes It is the latter gh. 614 a I’m half I don’t have vips, ranging individual cabin,” Kohl to pursue lot more which of executives any problemin St the Werjefeldt Muk Air s and “You have before preferred the French “Converseprice. to private Venerab the Challenger : “There’s the most. and celebrities freight. have an internatioly, if strong charter market a hot a big first class If you’re less troubleSaid you’re . “The operato le helicopt Page 8 s. have at the stand-up oven, refrigerato considerin compare delayed, seat, is to nal know moment. not in er you trip, passengerbook hotel toilet three r clocks what you tables we couldn’tg with three I don’t very rs, large climate has led and up million where rooms don’t s; if aircraft. any really one you wanted. you couldbig mahogany to the miles, for vomits; it is a little of these of the but it is possibly With present play roulette US market,” turboprop, bumpy, 44 1,300 we’re and for the “In the When German nautical no interconti way no one if you fly if explainedinfluence Page business asked people for intra-Euro nental too wants chosen in why the Cheyen broker offers 10 who want jet market, Florent. short a refund.” a more range very competitiv pean ne II for purchasea particular company the extra it’s for than you but trips, had JET, it’s an aircraft, ly slow space. have sale “If a e.” Muk Air we’d time in larger It’s a be company Plus our Dornier Florent to has been than sufficient Page 14 replied: 328 the Gulfstream on a another 614 Danish full years number cannot offer charter and will US register which has review of aircraft a Danish elsewherethen customers soon for two register. be added for . We despite will look bought to the Page 16 the aircraft we are market conditions - 18 hoping in demand and expecting, because in the foreseeable for a rise future.”
Leed UK’s firs awaits st BB J2
‘Supre me finally ly-maintained’ joins Dan VFW ish reg -614 ister
to meet every business need
Air Taxi fleet buildstarts with King -up Air 200
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Citation Bravo 2002, S/N 1042 on Man registry. December 2002, TTAF 2,100 hours. Airframe and engines on Proparts. 7 Passenger interior, will carry 9 people plus cases everywhere in Europe. Current owner pilot looking to sell 50% share USS $1.9 million. John Wood. Tel: +44 (0) 7850 884596
sales
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Citation CJ G BVCM, CJ 525-0022, TTAF 2,966 hours. Zero hour engines. One owner, ProParts. Eligible for Williams TAP, Honeywell SPZ 5000, Honeywell CNI 5000 stack. Mode S compliant, GNS XLS, Trimble 2000 GPS, RVSM. Offers, please contact Craig Lammiman, Tel: +44 (0) 7518398168 JetConcept Ltd. Web: www.jetconcept.co.uk. Email: craig.lammiman@jetconcept.co.uk
EUROPEAN BUSINESS AIR NEWS
MAY 2009 23
GULFSTREAM
Citation CJ1 2001, Price Reduced to $2,795,000! SN: 525-0435, TT: 1,690 hours. On Power Advantage. RVSM and BRNAV approved. JAR OPS & EASA compliant. Five place executive interior. Interior and exterior in excellent condition. Maintained on CESCOM with Pro Parts. Tel: +44 1825 713988 V & E European A/C Sales, Ltd.. Email: d.mcd@virgin.net
IV S/N 1153: TT 6,515 hours, Direct TV! NEW 15 passenger “Pininfarina edition” interior. Fresh 72 month inspection, ASC-266, Triples, 406 ELT, 8.33/FM IM., SAT/AFIS, LDS, EGPWS w/Windshear, Airshow Genesys, two DVD players, three monitors & more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com
SIKORSKY
Premier 1A 2006, M YAIR, S/N: RB-146. TTAF: 552.4 hours. Enrolled in CAMP through November 2009. Prepaid Hawker Beechcraft Support + (with parts and labour) until 28/12/09 or 814.4 TT. Maintained by Beech Augsburg. Custom interior. $4,800,000. Dean Stassen. Tel: +44 (0) 1253 407 600 Pool Aviation. Web: www.poolaviation.com. Email: dean.stassen@poolaviation.com
HAWKER BEECHCRAFT
Citation Excel 2003, S/N 5318: 2,660 hours TTAF, engines & APU on Power Advantage, SATCOM, TCAS II, EGPWS, UNS1ESp/provision for 2nd, HF, Proparts, MSG-3 maintenance, nine pax interior, excellent condition! JAR OPS 1/EU OPS 1 Qualified. Tel: +1 713 681 0075 or +1 201 445 5660 Par Avion Ltd.. Web: www.paravionltd.com. Email: info@paravionltd.com
800XP SN: 258382, TT: 2,440 hours. On CAMP. MSP Gold. RVSM approved. JAR OPS-1 & EASA compliant. Nine-place executive interior. London City Airport approved. Tel: +44 1825 713988 V & E European A/C Sales, Ltd.. Email: d.mcd@virgin.net
DIAMOND
S-76B 1989, S/N: 760356. TTAF: 6,602 hours. Only 3 corporate owners since new, maintained exclusively by Sikorsky maintenance facilities. Annual inspection January 2009. UK based single pilot IFR equipped. New exterior 2007. VIP interior. Steve Ayling. Tel: +44 1276 855 340 Lynton Aviation Aircraft Sales. Web: www.lyntonaviation.com. Email: sayling@lyntonaviation.com
S-76B 1989, S/N: 760352. TT AF 5,642. All gearboxes on Sikorsky PAP. Sikorsky service centre maintained since new. 7 place VIP interior, exterior black - new 2007. Emergency floatation system. UK Public transport certification. Steve Ayling. Tel: +44 1276 885 340 Lynton Aviation Aircraft Sales. Web: www.lyntonaviation.com. Email: sayling@lyntonaviation.com
The recruitment Premier 1A 2007, M YSKY, S/N: RB-209. TTAF: 445.7 hours. Enrolled in CAMP through 11/09. Hawker Beechcraft support +/Williams TAP Elite. Newly painted in March 2009. Platinum leather and Acajou mahogany interior. Collins Proline 21 3 tube EFIS. $5,495,000. Dean Stassen. tel: +44 (0) 1253 407 600 Pool Aviation. Web: www.poolaviation.com. Email: dean.stassen@poolaviation.com
Specialists
PIAGGIO
DA42 Twin Star 2007, 500 hours TTSN, ex IFR air taxi operated. Four seats, 160 kt, >600 nm range very low DOC. G1000 + King A/P with AltSel, options: ADF, DME, Storm, long range, known ice TKS system, burn jet fuel or diesel. “F” reg, based LFPA will be sold to best offer Email: DA42ah@free.fr
King Air C90A 1984, Asking $895,000. SN: LJ-1069, TT: 2,549 hours. Maintained on CAMP on an interim inspection schedule. New gear and props 6/07. Wing bolt inspection c/w 3/08. Five pax. Only two owners since new. Call Doug McDonald tel: +44 1825 713988 V & E European A/C Sales, Ltd.. Email: d.mcd@virgin.net
Avanti 2001, Only 1,100 hrs since new, JAR-OPS equipped, EFIS, WXR 850, TCAS, TAWS, UNS, HF, Mode Sd,Corporate 2 Interior with 2 + 6 + 1 Seats. Tel: +49 6332 97200 Winair Germany. Email: sales@winair.eu
www.businessjetpeople.com
Choose the runway less traveled. In a Citation Sovereign, you give yourself the often-overlooked freedom to choose airports that are closest to your true destinations. Along with the aircraft’s range, speed, comfort, payload and baggage capacity, its ability to use runways of just 3,600 feet make it perhaps the ultimate freedom machine. Imagine the liberty of going where you want, when you want – and bringing all the people and gear you want along with you. Today, these things are no longer mere wishes. They’re Sovereign privileges. Call Peter Griffith, Cessna Aircraft Company,* U.K. Tel. +44 (0) 1252 378811. Fax +44 (0) 1252 378287. *Incorporated with limited liability in the state of Kansas, U.S.A. E-mail pgriffith@cessna.textron.com. Or go to Sovereign.Cessna.com. Citation Sovereign
Sure Thing ®