European Business Air News - August 2009 by Stansted News Limited

E U R O P E A N

BUSINESS AIR NEWS ISSUE 195

AUGUST 2009

Turkish firm acquires landmark Falcon Dassault Falcon has delivered its 2000th Falcon, a 2000LX, to Koç Holding based in Istanbul. “We could not grow our business without our aircraft,” declared Mustafa V Koç, chairman. “The Koç Group of companies is spread out with production facilities and dealer networks throughout the world. The business demands fast and efficient travel and our aircraft represent indispensable assets to our company growth.” Koç Holding also owns a Falcon 2000 and has placed an order for a Falcon 900LX, to be delivered at the end of 2011. It is one of the largest companies in Turkey and among the top 50 companies in Europe. The group focuses its operations on four core industries: energy, automotive, durable goods and finance and is active in 24 countries in Europe, the Middle East and China. Dassault’s Bordeaux-Mérignac facility celebrated the milestone anniversary by remembering the first delivery of the Falcon Mystère 20 in 1965. “The Falcon fleet has logged more than 14 million flight hours and 17 different versions of the Falcon aircraft have been designed, produced and delivered in 67 countries,” says John Rosanvallon, president and ceo. Mustafa V Koç says: “The Falcon 2000LX offers among the lowest operating costs of any aircraft in the large cabin class. It has the same spacious, quiet interior as the 2000EX EASy but has the capability to serve a more extensive list of city pairs.” The 2000LX can connect New York to Moscow, Mumbai to London, Paris to Delhi and Hong Kong to Brisbane non-stop. It also offers a 10% to 15% climb speed improvement over the Falcon 2000EX allowing it to reach 41,000 ft in just 18 minutes.

ME & MY AIRCRAFT Twin engine turboprops

page 6

Omni Group plans new base

page 2

EAG seeks new alliances

page 2

Eastair wins five-year medical contract

page 3

LyddAir finds good owners for Trislanders page 4 DragonFly spreads wings in the north page 5

SPECIAL FOCUSES For details of how to enter, see page 3.

For details of how to of enter, see page 3. Operator review the UK page 11

EAA and RMSI provide joint Middle East service

Jämtlands Flyg targets wind power business Jämtlands Flyg, a company founded by a war hero known as the ‘ghost flyer’, is expanding its reindeer herding and power line inspection work. The company’s ceo Sara Grinde, pictured, says it is also targeting business related to wind power expansion in northern Sweden. Full story page 4.

European Air Ambulance (EAA) and Remote Medical Solutions International (RMSI) have launched a new aircraft and services cooperation agreement. “In particular, the agreement will apply to repatriation from Afghanistan and Iraq, the high-risk areas in which RMSI provides medical evacuation,” RMSI says. "Our Hawker 800 air ambulances give us the regional aeromedical capabilities to offer emergency response services in the larger Middle East.” RMSI has established partnerships with international hospitals in the countries where it operates. It will fly the patient to Dubai, where wingto-wing transfer will take place with an EAA aircraft already in position. EAA will then fly the patient back to the final destination. The entire operation will be handled by the round-the-clock EAA Missions Control Centre (MCC). EAA, whose founding members are DRF Luftrettung and Luxembourg Air Rescue, says: “Clients will receive a quotation from EAA MCC for repatriation from Afghanistan or Iraq within one hour. Once the quotation is approved, EAA and RMSI will immediately set in to motion the mission, using their complementary skills and resources to ensure maximum efficiency and safety. MCC coordinators can choose the appropriate physician for each mission from a large pool of anaesthetists, neonatologists, gynaecologists or other specialists.” The MCC coordinates EAA’s air ambulance fleet of five Learjet 35As and a Beechcraft King Air 200.

Royal Jet and Rizon interest confirms Qatar’s growing status as a private charter centre Qatar is making good progress towards becoming an important Arab Gulf centre for private charter with Rizon moving its regional headquarters to Doha and Dubai’s Royal Jet reporting a steady stream of bookings from the country. “We are reducing the size of our Bahrain and Sharjah offices to consolidate our back office and administrative functions in our new headquarters in Qatar,” explains Rizon Group ceo Will Curtis. Many of Rizon’s staff in its Bahrain and Sharjah offices are relocating to Doha. Curtis says: “The move will enable us to reduce our costs by 15% to 20%, while simultaneously improving our administrative efficiency to cope with our growing

Shane O’Hare: Qatar’s private charter activity grows

business. Rizon’s offices in Bahrain and Sharjah will remain open for sales and marketing activities, but the centralisation in Doha will enable us to improve accessibility to the services we offer to our clients.”

Rizon is constructing a new 120,000 sq ft hangar and FBO at Doha international airport, due to open in March 2010. The building is modular so that it can be dismantled and moved to the new Doha international airport when it opens early in the next decade (EBAN July 2009). At London Biggin Hill, Rizon is nearing completion of a second 120,000 sq ft maintenance and FBO facility (see this month’s UK Regional Review) which is on course for completion in late September 2009. Rizon reports a pronounced upswing in its volumes of charter business in the Arab Gulf states over the past two months owing to an increase in market share and the recent service entry of its Qatar-based

Challenger 605. Rizon was recently granted its Air Operating Permit (AOP) from the Qatar civil aviation authority, becoming the first Doha-based private jet company to receive approval for dedicated business jet operations from Qatar. Meanwhile Royal Jet, the Abu Dhabi-based company chaired by HE Sheikh Hamdan Bin Mubarak Al Nahyan, reports a 15% rise in bookings compared to the same period last year. President and ceo Shane O’Hare says: “We are finding that there is a trend for our guests to make their bookings much later than they used to, often leaving this to within Continued on page 2

EUROPEAN BUSINESS AIR NEWS

2 AUGUST 2009

Luxury travel event boosts Multiflight

Royal Jet and Rizon confirm Qatar’s growing status for private charter Continued from page 1

Multiflight reports that rising charter business levels in the north of England have been further boosted through an interest-generating luxury travel event held recently at its Leeds Bradford base. “We have seen a significant increase in demand for Multiflight’s charter service and there was plenty of interest shown at our weekend luxury travel event,” says md Steve Borrowdale. “Visitors were also keen to hear about all the services provided by Multiflight which include aircraft sales and purchase; fixed wing and helicopter charter; trial flying lessons; complete commercial pilot courses; private aircraft hangarage, service and repair.”

Multiflight’s business-building event

The Multiflight FBO, he says, caters for aircraft from VLJs to 757s, features a dedicated taxiway from the apron and two barrel-vaulted hangars covering 6,300 square metres that are able to house four Boeing 737-800s. The luxury travel weekend featured Bentley cars as well as the Multiflight charter fleet.

The Omni Group striding forward into 2010.

Omni Group plans to add sixth base Portugal’s Omni Group is finalising plans to add a sixth base with a further AOC in 2010. “The location and aircraft type will be announced at a later date,” says chief officer commercial Stefan Buschle. Buschle says the group’s 2009 business objectives were to increase market presence and improve profitability. “We wanted to establish stronger cooperation and coordination of the group’s companies and create a strong Omni Group brand,” he says. “We also want to showcase the full capability of the group and further develop projects with customer relevance in new markets in Africa and Middle East.”

Jetbird’s Phenom options designed to meet changing market demand Jetbird has tailored its fleet expansion plans to meet changing market demand with firm orders for 59 Phenom 100s that can be upsized to the Phenom 300 should larger capacity be needed. Jetbird, which has options for 41 more Phenoms, has now hired StrategicFusion for a brand and positioning campaign. Stefan Vilner, Jetbird ceo, says: “In addition Coastal Aviation Software has enabled us to develop the most cost-effective booking, scheduling, real-time pricing and optimisation systems in the market.”

TH E BUSI N ESS CHOICE FOR LONDON

When London is your destination it makes so much business sense to choose Biggin Hill Airport. We're only 15 miles/25km ( just 45 minutes) from the city centre or 6 minutes by helicopter transfer to Battersea Heliport. Contact us for more information.

London Biggin Hill Airport CLOSE TO THE HEART OF LONDON T: +44(0) 1959 578500 enquiries@bigginhillairport.com www.bigginhillairport.com

Stefan Buschle: business targets.

He says the group has made good progress towards accomplishing these objectives. The newest additions to the Omni fleet are an A320 with 180 seats, an A319CJ with 48 seats and an A319CJ vvip with 19 seats and bedroom. A Challenger 300 is

expected to arrive in September 2009 and two S-76C++ helicopters in October 2009. A Learjet 45 has recently been added. The Omni Aviation Group, composed of 18 companies active in the aviation sector, recently expanded its top management with the recruitment of Buschle. Born in Germany but raised in Rio de Janeiro, Brazil, Buschle returned to Germany to graduate in engineering and business administration, before starting his career in commercial aviation. He joined the Lufthansa Group in 2004 then became director of business development and later md with Cirrus Airlines.

two to four days of when they wish to travel. But we are finding that within the Gulf Cooperation Council region there is strong demand.” He reports a steady stream of bookings from Qatar and from Saudi Arabia “where our recent alliance with ARABASCO has led to a surge of interest from the Kingdom.” O’Hare adds: “In part, this is also down to our new pricing policy that we introduced a few months ago within the Gulf region. The previous way we calculated our prices was based on where the actual aircraft originated from, whereas now we price the charter from where the guests commence their flight. This has led to dramatic reductions in charter rates – sometimes by as much as 20%.” He also confirmed a good response to Royal Jet’s own charter brokerage service, launched in Dubai six months ago. “We have been very happy with the initial level of bookings being generated through our own brokerage, which provides complete tailor-made travel solutions. “There is especially strong demand for flights into and out of Europe; but with the brokerage being a global service, we can find the right aircraft at the best price for any request for any journey. No matter what the request, we are now able to guarantee availability even if our own aircraft are fully booked, since through our brokerage we can make alternative travel arrangements, sourcing aircraft from other quality operators for our guests. But at no time do we compromise on our own very high standards of safety, security and service.”

Tourism alliance success leads EAG to seek new partners for diversification Empire Aviation Group (EAG) is working in alliance with the Tourism Development & Investment Company (TDIC) to operate a Cessna 208 Grand Caravan between the UAE and major tourist destinations. The eight-seater single prop aircraft operates twice weekly every Thursday and Saturday from Abu Dhabi to Sir Bani Yas Island in the emirate’s Al Gharbia Western region. But the service can also be chartered on demand as part of the accommodation package offered by Desert Islands Resort and Spa. “This service, with an approximate flight time of 50 minutes, provides Sir Bani Yas visitors with seamless travel and enables them to maximise their time on this remarkable island,” says Paras Dhamecha, EAG co-founder and executive director. The experience gained on the TDIC operation, he says, “convinces us it is a viable extension to our business model and we will seek to replicate this with other non-aviation partners and investors. These might be those looking for a financial asset management or operational model linked to the aviation industry. We are already in discussions regarding opportunities in this area.” Dhamecha says EAG acquired the Grand Caravan Amphibian because it has a high-wing design that offers practical benefits, including greater stability, superb visibility, sun blocking and poor weather protection. “The high-wing design also means a simplified preflight inspection and easy access to pilot, passenger and cargo doors. The Caravan is constructed from aluminium, making it easy to maintain and repair, with no life limits on the airframe.”

Dhamecha: sights set on new nonaviation alliances.

EAG has expanded its fleet.

Dhamecha adds: “The TDIC role is a completely different style of operation to the rest of our business but it is also a logical extension to our business model. Operating amphibious planes with daily and weekly schedules is very different to our private charter operation. It is a full service operation in that we manage the operation in its entirety – other than marketing and sales – on behalf of the client. “The ‘scheduled charter service’ is dependent on loads and the demands of the resort that the service serves. The common element which links this activity with the rest of our business is that it is still an asset management operation – but an extension of the way we have used the model so far.”

He says a major challenge of the TDIC operation is its remote nature – operating away from a major airport environment. “Hence resourcing the programme with people, expertise and logistics are all greater challenges because of this. However, we have built a great working relationship with our partners in Abu Dhabi and this service is getting a lot of attention as we build our service provision.” In July EAG brought a G450 for a Middle East corporation under its management. EAG’s fleet has grown from one aircraft in September 2007 to 15 aircraft by August 2009. “Our newly managed aircraft are coming from a healthy combination of first time owners and current owners, sometimes driven by our own aircraft sales operations. Our flexible model means that we don’t sell everything we manage and neither do we manage everything that we sell. Because sales and management are not necessarily linked, we can offer greater flexibility and attractiveness both to owners and buyers.” Dhamecha adds: “Regional business jet charter demand is not immune from the general business downturn – demand is weaker and there has been a slowdown. We saw a 40% to 50% drop in charter demand at the start of 2009 but this is now recovering to higher levels and the second quarter proved to be much stronger for us and we are seeing signs of a healthier charter market emerging through the year. Our growth prospects for 2009 remain good and we are looking at further extensions including the management of non-UAE based aircraft for owners, which offers some interesting business potential for us.”

EUROPEAN BUSINESS AIR NEWS

AUGUST 2009 3

In tough times small operators need help – not persecution I am writing this column in both my EBAA and British Helicopter Association (previously BHAB) roles when I address the plight of the backbone of business aviation in Europe, the small operator, and ask: Why it is that in the depth of this recession they seem to be the focus of attack by authorities and governments rather than receiving the sort of support the large “has been” industries such as motor manufacturing have been enjoying? After EBACE I wrote that a number of indicators suggested EBACE may have coincided with the market bottoming out and perhaps a sign of better times to come. However, looking at the traffic figures since and talking to our members, there is no doubt we are still bumping along the bottom and times will continue to be very tough for many of them for some time yet. While we wait with some trepidation for the July Eurocontrol figures, informal indications suggest these may be down again and there is no doubt that if, overall, we end the year around 15% down on last year, we shall have done very well. But some countries and some market segments, especially some elements of charter, are faring much worse than this. As a result, from the largest operators, where the furloughs and job losses are very large indeed, to the

smallest with relatively few employees, all are having to make severe economies and let valued employees go just to stay in business. In recognition of all this and with their formally stated commitment to Small and Medium size Enterprises (SMEs), would you not think that European and national governments would be sympathetic to helping them stay in business – remembering that Eurocontrol figures show that 40% of operators in Europe have only one aircraft and 80% less than four. Indeed, EU policy, to which the UK government is a signatory, says: “Being SME-friendly should become mainstream policy. To achieve this, the ‘think small first’ principle should be irreversibly anchored in policymaking from regulation to public service thus ensuring that rules reflect the majority of those who will use them. SMEs must be helped to thrive. When the setting up of businesses and their growth is hampered by unnecessary obstacles, these must be removed.” Sadly in practice things are very different. In the UK, the general aviation sector will have seen its regulatory charges rise by an average of 60% in five years and small aircraft operators will have seen their regulatory charges increased by several hundred percent with further

EDITORIAL COMMENT

By Brian Humphries.

increases planned until all crosssubsidies are abolished in 2010. A small company that employs one pilot to fly their sole aircraft will have suffered an increase in AOC charges from £834 in 2005 to £10,030 in 2010. Another company that operates, maintains and manages helicopters on behalf of their owners will have seen its charges rise from £11,664 in 2008/09 to £18,618 (+59.6%) in 2009/10 and £31,030 (+66.6%) in 2010/11! So, far from helping SMEs in line with policy commitments, governments are just making things a great deal worse. The mounting costs of regulatory compliance with EU directives, the cost of oversight by the CAA, the growing cost of

environmental compliance are all conspiring to drive our SMEs out of business. Added to this, we know of at least one case where the CAA has been highly unsympathetic to a basically sound very small operator under temporary financial pressure. Instead of showing sympathy and allowing them time to pay in stages to allow the business to survive an especially difficult time, they threatened early redress to the Courts to recover non-material amounts of money. Higher up the scale, we have similarly unsympathetic treatment of mid size operators by the EC, who despite pleas to the contrary, will require any operator emitting more than 10,000 tonnes of CO2 per year to follow the whole panoply of ETS reporting. We did a trial with one such operator and found it would cost them €70,000 to comply in the first year; funds that just aren’t available in the current market. And as if that were not enough, we now face pressure from the EC to raise the UK’s zero rate of VAT rate on aircraft above 8,000 kg. As one commentator noted, the addition of VAT to the cost of buying and flying private jets is likely to sound the death knell for a significant number of owners, operators and manufacturers. (See UK Review Pages 11 to 14).

Comlux registers fourth ACJ and expands in Malta

Atlantsflug and Air Arctic join AOC operations Atlantsflug and Air Arctic are combining forces and have high hopes that a twin engine Cessna 421C will win growing business in Greenland. Jón G Sigurdsson, Atlantsflug’s project manager, says the agreement with Air Arctic means the companies will operate nationally and internationally on the same EASA AOC. The previously operated Navajo will be joined by a seven-seat Cessna 421C Golden Eagle with a pressurised cabin and a six-seat Cessna 185 that can be equipped with skis. “These will be leased out for contract and aerial work.” he says. “Air Arctic was founded in Iceland in 2008 and the cooperation agreement will strengthen our operation as tour and charter operators and at the same time enhance our Part 145 aircraft maintenance operation’s capabilities.” The aircraft are chartered for flights within Iceland but the Cessna 421C is also in demand for international flights to destinations including

Sigurdsson: Greenland potential.

Greenland, Faroe Islands and Europe. “Our AOC covers Iceland, Europe, and Greenland including the arctic territories,” Sigurdsson adds. He says the Cessna 421C is attracting interest from Greenland where companies are surveying and exploiting natural resources. “We are looking at upgrading the aircraft with speed brakes and enhanced flaps and making out the Cessna 421C fit for even shorter runways.”

What is so worrying is that all this comes against a background of great progress in getting the importance of business and general aviation recognised in Europe. For example, the European parliament noted in February that business aviation “provides specific social and economic benefits such as increasing the mobility of citizens, the productivity of businesses and regional cohesion”. It also noted the sector’s “growing economic importance” as vividly illustrated in the recent PriceWaterhouseCoopers report showing that business aviation was worth some €20bn to the European economy in 2007, around 0.2% of GDP and generating 164k jobs. So come on governments. Please can we have the hard nosed financiers talking to the policy makers and showing a bit of sympathy to these SMEs who fulfill such a vital role in European mobility? We are not looking for handouts. Just the same sort of sympathy being shown to other businesses with the avoidance of yet more costs, a pause in already planned cost increases until the economy recovers, and time to pay when businesses are struggling. Is this really too much to ask after what you have given the banks and other legacy industries? Brian Humphries, EBAA president

Eastair is celebrating a new medevac contract. Pictured left to right are: Frederick Clarkson, Jason Stone, Darko Kuzmic and Mattias Larsson, head of the ambulance operation for the University Hospital in Uppsala.

Eastair wins five-year medical contract Eastair, based at Stockholm’s Bromma airport, has brought a Learjet 45 into service after winning a five-year contract to supply ambulance services to the University Hospital in Uppsala. Technical manager Jan Osterwall says that Eastair has also started a helicopter flying school headed by Bent

Jacobsen. Eastair, which has recently recruited Cmdr Jason Stone, expects to hire more staff to service medevac demand. In addition Eastair has brought a PA-31 back into service. “The Piper Chieftain is a reliable aircraft suitable for flights within Scandinavia or the Baltic region and is configured for

Titan expands activities The UK’s Titan Airways, which currently provides bespoke charter for between one and 204 passengers, is celebrating a “milestone year” with the acquisition of a travel company and a Boeing 767-300ER. Titan Airways md Gene Wilson says: “Our first wide-bodied Boeing 767-300ER aircraft is due to arrive in December this year. With a maximum range of approximately 6,000 nm it will be capable of long-haul operations such as London to Denver, or London

to Vancouver direct. The aircraft will have 265 leather seats.” Titan has purchased the Satellite Travel Group which has offered seatonly charter flights for more than 25 years. “Through STG we will actively sell flights to popular ski airports such as Chambery, the gateway to the French Alps, as well as launching new destinations.” The deal gives Titan, which is marking its 21st birthday this year, a new dimension in its aviation activity, he adds.

eight passengers,” Osterwall says. Eastair also operates a Beechjet 400 and a Cessna Citation. Osterwall reports that, although the demand for medevac services is strong, vip and leisure charter has decreased. “It makes sense for us to invest in providing air ambulance and medical services.”

Comlux has brought its fourth ACJ into operation. Completed by the Airbus Corporate Jet Centre in Toulouse, in which Comlux is shareholder, and registered in Malta under the Comlux European AOC, it is operated by Comlux Malta on a fully private basis from Madrid. Stephen Laven, ceo of the Fly Comlux division, says: “The new structure that we put in place in Malta last year is developing very quickly. It allows us to fly freely between all EU member states and to offer our customers seamless convenience and comfort, whatever they fly commercially or privately.” He adds: “Due to the ultra-modern connectivity and entertainment systems installed in the cabin, the aircraft has received the nickname of ‘space-shuttle’!” Angie Bhorania, Comlux chief cabin attendant, says: “Our flight attendants have followed special training at the Airbus Training Center in Toulouse to ensure the smooth and trouble-free operation of all the cabin features.” The Comlux fleet now comprises 15 aircraft – two ACJs, two A318 Elites, three Global Expresses, including two XRSs, two Global 5000s, two Challenger 605s, two Challenger 850s, a Falcon 2000 and a Hawker 850.

EUROPEAN BUSINESS AIR NEWS

4 AUGUST 2009

LyddAir finds good owner for Trislanders made ‘homeless’ by switch to Beech and Piper LyddAir, a subsidiary of Atlantic Bridge Aviation (ABA) is changing its aircraft focus to the BE200 and PA-31350 to reflect the growing importance of air taxi operations. But it has gone to great lengths to find a good home, including an 8,000 nm journey, for its three phased-out Trislanders. Director Robin Gordon explains: “For the last 12 years LyddAir has operated Trislanders from its home base at Lydd Airport. But, as part of a wider strategy, a decision was made to standardise on BE200 and PA-31350 equipment in late 2008. “While the Trislander was ideally suited to our Le Touquet scheduled service, LyddAir now has a wider range of operation. When we originally acquired the airport at Lydd, it was seen as essential to offer the general public some level of scheduled service destination, hence the launch of LyddAir. “Now that the role of Lydd is firmly set as a developing regional airport the demand is for more air taxi style service, particularly with the fast London trains starting in December. The PA-31/BE200 combination allows us to provide economical

LyddAir: changing fleet

Capt. Jonathan Gordon enjoys a Far East welcome.

solutions to most European destinations and our ability to get in and out of Lydd 24-7 is a great help.” But Gordon says the Trislanders have a long and highly valued role in short haul service worldwide. “Finding the right home for the aircraft is something we take personally; the new owners will need

support to maximise the value that these unique workhorses can bring and ABA is committed to assisting in this.” ABA has been involved in a number of air carrier start-up situations and has a strong team of experienced air carrier and flight crew oriented staff. “The Trislander

sale came just as we took the type out of operation,” says Capt. Jonathan Gordon who delivered the aircraft. “We operated a Le Touquet service on the Sunday and left for the Far East on the Thursday, a ten hop 8,000 nm journey even with long range ferry systems installed.” Greys of London, a chauffeur company whose focus is mainly on the private aviation industry, is developing a partnership with ABA to provide chauffeur driven cars for a new fractional ownership scheme. LyddAir originally had three Trislanders but sold one three years back. The last two were operated until April this year but have both now gone to the new Far East operator.

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. EBAN is available by postal subscription for eleven issues. Simply send your credit card details and authority for UK£40 within Europe (UK£70 outside Europe) to our subscriptions department, or call +44 (0)1279 714505. EBAN is sent without charge to qualifying business aviation professionals. Please call the telephone number above to request an application form. 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.

Andreas Mundsinger, md of SFD, (left) and Peter Kaiblinger, Embraer sales director Central Europe, agree the Phenom 300 order.

SFD orders Phenom 300 pair to meet client demand Germany’s Stuttgarter Flugdienst (SFD) is acquiring two Phenom 300s to diversify its Cessna-oriented fleet rather than opting for Mustangs. The order has been placed after the analysis of feedback from clients. “The decision to order the Phenom 300s is based on the company’s long experience in meeting the needs of the clients who want comfort and endurance,” says md Andreas Mundsinger. “We are

convinced by the above-average price/performance ratio that the two Phenoms 300s will fit perfectly with the existing Cessna-oriented fleet and will in the medium term replace one or two Cessna Citations,” he adds. The Phenoms will join another Embraer addition – the Legacy 600. “We made the Phenom 300 order knowing we had a reliable partner,” says Mundsinger. “The Legacy 600 has been with us for over one year.

The clients like its comfortable cabin, operational economy and endurance. Hundreds of clients are very happy with the aircraft.” The Phenom 300s, he says, will not only expand the current nine-strong fleet but enrich choice. “Passengers will have an even more diversified choice and together with the actual Citation fleet they can select between CJ2+ and Legacy 600 in the medical market segment.” Air rescue priority accelerates as emergency care sites close Air rescue is becoming increasingly important in sparsely populated regions of Germany such as Brandenburg, according to Dr KarlHeinz Grütte of the Brandenburg ministry of labour, social affairs, health and family. He told the annual medical meeting of the DRF Luftrettung that reasons include the decreasing number of emergency physician sites and intensive care clinics.

Jämtlands Flyg keeps ghost flyer spirit alive Jämtlands Flyg, founded in 1954 by Gunnar ‘Spökis’ Andersson and his wife Dagmar, believes that new wind power developments in northern Sweden will augment its traditional business which includes reindeer herding and power line inspections. The company’s ceo Sara Grinde (see front page photograph) says: “Today we have five helicopters performing all different kinds of jobs, such as reindeer herding, power line inspections, forest inventory, fire fighting, and the transport of tourists and different materials. We also carry out wildlife inventory and the marking of species such as elks, wolves, bears, reindeers, wolverines and lynx.” Spökis is a nickname in Swedish which is short for the ghost flyer. Grinde says Andersson carried out night-time war rescue flights bringing Norwegians from Norway to Sweden. “The people could not see the aeroplane but they could hear it. That’s why they called him the ghost flyer,” she explains. Andersson started Jämtlands Flyg to fly tourists to the Swedish mountains. He also launched a flight academy which specialised in services around the remote mountainous regions of Jämtland. “In 1963 the company got its first helicopter which made the rescue flights a lot easier,” Grinde says. But Spökis died in an accident during a power line inspection in 1974, and his son Kent who also was a pilot, died in 1977. The company is now run by Andersson’s wife, his daughter Siw and her husband Ulf Grinde. In 1981 the company sold the helicopters but kept the Cessna 185 and 206 for tourist flights. But the company grew and, after a decade, responded to the demand for helicopters to carry out activities such as reindeer herding. Jämtlands Flyg acquired a Hughes 269 and a JetRanger a few years later. Grinde says: “The company is very responsive to market needs and, in the mid-90s, the aeroplanes and the tourist business were sold and Jämtlands Flyg concentrated solely on helicopters. We now plan to take advantage of the prospect phase of wind power developments.” Jämtlands Flyg acquired a Robinson 44 Raven II which was brought into operation in March.

Reindeer herding employs helicopters as well as ground patrols.

“Our fleet is now complete and we will not extend it, at least not for a while,” Grinde says. The latest acquisition joins an AS350B2 and three EC120Bs. During the summera second R44 was rented to help meet demand. The B2 and the R44 are both preowned; the EC120s were acquired new. “The fleet was carefully chosen to match the wide variety of aerial and taxi work needs of our different customers who are based in places ranging from the Swedish east coast to the remote mountainous regions of northern Scandinavia.”

EUROPEAN BUSINESS AIR NEWS

AUGUST 2009 5

Wales Air Ambulance aims to introduce a second ‘New Generation’ EC135 within weeks. It unveiled its first EC135 at Caernarfon. Angela Hughes, ceo, (pictured) says: “The new aircraft will make a big difference to the work that the paramedics carry out. The Bolkow 105 has given great service but is a standard helicopter that has been converted to an air ambulance. The EC-135 is a purpose-built air ambulance which has had design input from experienced aircrew paramedics.”

DragonFly spreads business wings in the north of England DragonFly is developing business in the north of England after opening a new base at Durham Tees Valley. Howard Palser, ceo, says the development follows a short-lived association with Northern Aviation whereby Northern had taken one of DragonFly’s aircraft on a dry lease. “This arrangement ceased when Northern suspended its AOC at the beginning of June,” Palser says. “The association with Northern has established a solid core of charter business originating from the north of England. We have recruited additional crew who are resident close to where the aircraft will be based at Durham Tees Valley. “This move will enable us to cover the country from bases in the north and south and quote competitively by minimising the positioning cost to the point of origin of a charter.” Durham Tees Valley, Palser points out, is within a few minutes flying time of the Transplant Centre at Newcastle and is ideally placed as a base from which aircraft can be supplied to the teams of surgeons engaged in this vital work. DragonFly likes to operate a three-strong fleet of King Air 200s but also has plans to expand into the jet market. Palser set up DragonFly in mid 2004 after a successful career as a solicitor “having personally experienced the immense time and cost savings from the judicious use of aircraft for business travel.” He adds: “Having gained a PPL I used my TB200 to visit my satellite offices in Birmingham and Southampton and to see clients

based as far afield as Newcastle-on-Tyne and Norwich – places notoriously difficult to access from my head offices in Cardiff. On retiring from active practice as a lawyer, but not minded to put my feet up, I ignored the advice of those who professed that the only way to earn a small fortune in aviation was to start with a large aircraft. I

DragonFly: popular King Airs

took offices at Cardiff airport and bought my first King Air 200 with the principal aim of providing the South Wales business community with the facility of an executive charter service on its doorstep – the only turboprop operation in Wales and the only charter service based at Cardiff’s excellent 24/7 airport.” Palser says the initial response was very positive and target hours for the first 12 months of operation were comfortably exceeded. “Continued growth prompted the purchase of a second aircraft, a King Air B200SE which was completely refitted with new paint, exterior and digital avionics in a seven seat configuration. “It immediately became a favourite of the principal charter brokers after coming on-line in early 2007. In 2008 the other King Air was given a thorough refit to match her sister aircraft, but retained an eight-

passenger configuration. Both aircraft are immaculate.” In addition the company operates a third late model King Air B200 based in Nottingham. Palser adds: “A decision was made at the outset to operate the aircraft with two fully qualified type-rated crew, thereby providing the greatest factor of safety, and differentiating DragonFly from other operators who fly with a single type-rated pilot, with or without a pilot’s assistant. In retrospect, the choice of aircraft was inspired. Now, with five years’ experience of this model of aircraft, I can say with confidence that this must be the aircraft of choice for those wishing to travel quickly, safely, comfortably and economically.” The economic recession has brought a slow-down in charter activity, but as a lean operation supported by a mix of loyal clients and international charter brokers, Palser says DragonFly remains busy. “May proved to be the third busiest month since the company was formed, and the average charter hours flown in the current financial year equate with levels in 2007/8.” He says that the traditional turboprop sector has been invaded by light jets and VLJs at quoted charter prices that are unrealistically low, whilst owners struggle to obtain some commercial return to offset the cost of the expense of ownership. But DragonFly is actively pursuing a strategy of growth and, in addition to opening a base in the north east of the UK, is currently in discussions with interested parties for the acquisition of additional aircraft.

Air BP. It’s the people on the ground who keep you in the air. It’s not just the quality of our fuel that provides reassurance to our customers, it’s also the dedication of our people and our commitment to safety. For further information on Air BP’s Sterling Card contact: +44 1442 225866, e-mail sterling@bp.com

www.airbp.com

EUROPEAN BUSINESS AIR NEWS

6 AUGUST 2009

ME & MY AIRCRAFT Twin engine turboprops The twin engine turboprop is alive and thriving in Europe, but in decline. In fact, our records show that 1,229 of our beloved readers are responsible for aircraft in this category, a figure which has fallen from 1,369 this time last year. The comparable count of jet owners and operators has been rising fast over the same period. You can still buy an excellent brand new twin turboprop from Hawker Beechcraft or Piaggio, and there is a strong market for the wide variety of preowned aircraft. The CASA 212, turbine Islander, Beech 100, turboprop Commanders, DHC-6, Dornier 228 and 328, Embraers 110, 120 and 121, Gulfstream 1, Marquise, Mu-2, turbine P68 and Shorts aircraft, are all alternatives to the main models mentioned in this feature, but we could not cover everything! So, we talked to some of these owners and operators about the turboprops 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 each model, and the 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 the twin engine helicopters. If you fly these types and wish to make your opinions heard, then please be in touch very soon.

King Air and Avanti keep twin turboprop renewals alive for medevac and vip charter King Air C90

Me & My Aircraft throughout 2009 SEPTEMBER Twin engine helicopters OCTOBER

King Air 350

Very light jets NOVEMBER Cabin class piston aircraft DECEMBER Super midsize jets

King Air B200GT

Make your opinion count!

Piaggio Avanti II

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!

Short runways and the high price of fuel provide fertile conditions for Europe’s shrinking fleet of turbine twins The huge oil price rises of 2008 led many observers to predict that the frugal turboprop would rise again to compete strongly with the small jet sector. But since then the price of a barrel has fallen back sharply, and with it any real hopes of new business turboprop development. Despite this rollercoaster, the turboprop charter sector finds itself in rude health, supplied with new aircraft by two manufacturers exploiting now long-proven models, the Beechcraft King Air and the Piaggio Avanti, and with a large base population of other legacy aircraft types still highly active. Owners report that the P180 Avanti is popular because of its reliability and operating capability, which has given rise to the term “jet speed turboprop”. And all pilots love flying the King Air

Partenavia/Vulcanair P.68TP; and the Cessna 425 Corsair/Conquest I, 441 Conquest II and F406 Caravan II. Also in service are the businessconfigured Dornier 328, Saab 340 and Let 410UVP, the Mitsubishi Mu-2 and the turbine variant Twin Commanders. One F406 operator says he is very satisfied with the maintenance support, dispatch reliability and operating capability and satisfied with the value. “The best aspect is the cargo door and I don’t see a worst aspect. The most desirable upgrade is a state-of-the art avionics like the Garmin 600,” he adds.

Fuel efficient Turboprops form an important part of the fleet of AirMed which is ready to celebrate its 25th anniversary. From left are operations manager Glenn Salt, maintenance manager Liam Salt, chief pilot Phil Hebdon and md Rupert Dent.

according to Capt Peter Scott. He manages the Aberdeen base which

Unlimited Access

Know More. 800.553.8638

+1.315.797.4420

JETNET.COM

Worldwide leader in aviation market intelligence.

operates Gama’s two King Air 200C on behalf of the Scottish Ambulance Service. “I have never come across anyone who does not think it is a great aircraft to operate. Our latest version with Pro Line avionics, smooth autopilot and flight director makes it a very enjoyable ‘office’ to work in. “Dispatch reliability is very good and it does not take too long to receive spare parts, if they are not already held in local store. We are only AOG longer due to spares sometimes having to come up from our maintenance base.” The P180 and the King Air are both favoured for air ambulance work with organisations like Lotnicze Pogotowie Ratunkowe (LPR), the Polish air medical rescue company. It selected the Avanti II after an extensive evaluation process that took into consideration the performance of the original model

Avanti air ambulance which was acquired by LPR back in 2004. The company operates air rescue missions from 16 different operating bases. The Avanti II is equipped with Pro Line 21 avionics and LPR says its pluses include high cruising speed and a high loading capacity. It says: “The P180 Avanti II has an endurance of over 1,700 miles at a speed of 400 kts and a maximum cruising altitude of 41,000 ft. Its overall performance is similar to that of a jet but with 30% less operating costs. It offers passengers a level of comfort matching only that of bigger and more costly aircraft.” But the P180s and the Beechcraft 90, 200 and 300 series are just two of a large number of twin engine turboprops that provide sterling service including the business configured Jetstream 31/41; the Piper PA31T/PA42 Cheyenne; the few BN-2T turbine Islanders and

These are typical assessments: turboprops are fuel efficient, robust and good for landing on airfields but the operators have to deal with the problems of balancing investment in modernisation against the aircraft’s age. Many twin-engine turboprops are operated for charter or air ambulance work alongside jets with AirMed, a long established air ambulance company based at the UK’s Oxford airport, providing a typical example. Rapidly approaching its 25th anniversary, AirMed is one of the UK’s largest air ambulance providers but also offers passenger and cargo charter. Rupert Dent, md, says: “We have just become the only UK-based provider of a jet air ambulance with our Learjet 35A coming online but AirMed’s fleet of nine aircraft includes a wide range of fleet capabilities with pistons and turboprops. Apart from the Learjet 35A,

EUROPEAN BUSINESS AIR NEWS

the entire fleet is made up of Piper aircraft and includes two Piper Cheyenne IIXLs and two Piper Cheyenne IIIAs.” The first turboprop, a Cheyenne IIXL, was originally added to its fleet in February 2005 and another followed in October 2005. The first Cheyenne IIIA became operational in February 2007 and the final Cheyenne IIIA was online in December 2008. “In this time they have flown a total of 6,500 hours,” Dent reports. AirMed not only owns and operates its own aircraft, but it also has a fully integrated EASA 145 Part M maintenance facility. Dent says this allows the company to enjoy seamless provision of maintenance for its fleet. “Through excellent contacts with Piper and Cessna, AirMed Engineering is also a fully authorised Cessna service and parts facility, it has little difficulty in sourcing the spares required for the Cheyenne fleet.” He adds: “One potential drawback of operating a Piper fleet is that some of the spares are sourced and shipped from the US which can lead to some delays. However due to the integrated facility and AirMed Engineering’s developing parts business, a good stock of necessary parts is constantly held at Oxford and delays are infrequent.” AirMed, he says, has found that the Piper Cheyenne is an excellent tool for normal cargo and passenger charter as well as for air ambulance work. “This is due partly to the fact that their purchase cost is lower than an equivalent Beech 200 but also because they are very economical to run and they can be chartered out at a very competitive hourly rate. Airmed is certainly pleased with the success that it has found with this aircraft type.”

AirMed: turboprops are a vital component of its business.

The turboprop component of the AirMed fleet has grown not only in size but in popularity with its clients. “There are certainly no plans in the future to remove any of them from the fleet,” Dent says. “There are, however, no plans to add any more Cheyennes to the fleet as AirMed is concentrating on expanding and providing UK-based Learjet 35As due to popular demand.” Because so many turboprops are out of production, and existing aircraft will age and get more expensive to maintain, even operators satisfied with their fleets may be increasingly forced to mix and match with jets and newer aircraft.

AUGUST 2009 7

ME & MY AIRCRAFT

Staff at work at the Aberdeen base which operates Gama’s two King Air 200c on behalf of the Scottish Ambulance Service. Pictured are: captain Peter Scott, paramedic Derek Adams, first officer Iain Campbell.

King Air 200s reign high in the affections of pilots and owners The prototype Super King Air 200 first flew in 1972, and has established itself as the leading business twin turboprop during almost four decades since. Even though operators recognise their drawbacks, Beech 200s hold a special place in the affections of many pilots. Wayne Fuller, operations manager of the UK’s Zephyr Aviation, says: “We provide the convenience, flexibility and privacy of a private jet but at realistic prices. Thanks to the STOL performance capability of our EASA/CAA-approved Raisbeckmodified B200, we are able to use literally hundreds of local airfields around the U.K. and Europe, usually closer to the clients' office or home, saving them hours of unnecessary ground travel.” Zephyr Aviation recently installed new, more powerful PT6A-61 engines, twinned with the Raisbeck enhanced performance leading edges, dual aft body strakes and ram air recovery system. “This gives us increased cruise speed, improved passenger ride quality with a quieter cabin and cockpit along with significantly improved climb and cruise performance,” Fuller says. “This STOL aerodynamic package enables us, for example, to lift six passengers and fuel for, say, Nice and still be capable of lifting out of airfields with runways less than 800 metres.” He adds: “The high cruise speed and excellent range of the B200-61, along with its operational flexibility and affordability were all key points in our selection. We have a wide variety of clients, ranging from those who need medical flights in support of transplant operations or repatriation of sick and injured holidaymakers from Europe through to freight flights

Zephyr Aviation: realistic prices.

including dangerous goods, for which Zephyr aviation is fully approved. We can also offer passengers the option to have their pet fly with them to and from Europe.” The King Air is reported to be popular with sportsmen such as golfing parties and is economic for up to eight passengers. The idea for the launch of Zephyr Aviation followed the flying around Europe on business for several years of the company’s founders Tim Grace-McDonald and Andy Gent. They decided that a real niche existed for an affordable, highly flexible air charter service. Subsequently they were joined by Kate Fitton and Zephyr Aviation gained its AOC in March 2009. Fuller says: “The King Air is a very reliable aircraft and we have had no problems with it at all. Our maintenance team does an excellent job of maintaining the aircraft to a very high standard. The King Air is still in full production after 30 years – this speaks for itself!” Capt. Peter Scott of Scottish Ambulance Service also praises the King Air, which along with the P180, is likely to remain a part of charter and ambulance fleets for years to come. He says: “The weak components

Let 410 is ‘probably the most popular 19-seater in history’ Still in production today, the Let L-410 first flew in 1969. Well over a thousand have been produced, making it probably the most popular 19-seat aeroplane in history. Feedback from EBAN readers suggests that operators are generally satisfied or very satisfied with the maintenance support,

value, dispatch reliability and operating capability of the L-410UVP. There is praise for a niche aircraft able to comfortably transport 18 passengers/1,700 kgs in a roomy cabin from short runways. However there is a criticism that there are too many intermediaries that make

technical support and parts supply less efficient and costly. Some owners would like a review of the maintenance programme to avoid or optimise heavy airframe inspections and revisions. “We still hope for a transparent pricing policy for both aircraft and parts and a Cessna type of maintenance support,” says one respondent.

are the ELT aerial which breaks frequently, probably due to ice, vibration, resonance and the prop deicing which has one strap per blade (four) which frequently require changing in the winter months. The DV windows have always been prone to rain water leaks over the circuit breaker panels below. The wing spar crossing the cabin can be a trip hazard when working in the cabin area.” But Scott adds: “The best aspects of the King Air are its performance and speed. Rates of climb at maximum weight are very good and it is easy to climb above most of the bad weather. For patient transfer we can maintain a sea-level cabin up to 17,000 ft making it very comfortable for elderly patients and anyone else with breathing problems or head injuries. This is good too for premature babies in incubators.” He jokes: “It is also good for pilots with colds!” Scott, who manages the Aberdeen base which operates Gama’s two Beech 200C on behalf of the Scottish Ambulance Service, says: “For us perhaps the most disappointing aspect of the cargo version King Air is the weight penalty of the cargo door over the standard version.” Jordan’s Arab Wings is one of many operators that can confirm the suitability of King Airs for medevac. The Amman-based company flies regular medical evacuation flights and has for years flown missions into neighbouring Iraq. Capt Ibrahim Nahar says Arab Wings is happy with the availability of spare parts and the provision of maintenance. “The B200 is a very powerful aircraft that can use short runways. It provides good comfort for passengers, has very

reliable engines and flies in all weather conditions. In addition it is very economical, has fully equipped avionics, carries heavy loads and can be converted easily into an air ambulance. Its weaknesses are that it flies at low altitudes, has a relatively short range and a low speed compared to jets.” Desirable improvements through retrofits or upgrades include extending the range and ability to fly at higher altitudes along with enhancement of the avionics: “Ice boots could be substituted with hot bleed air but the baggage area is excellent.” The UK’s Dragonfly Executive Air Charter is opening a new base at Durham Tees Valley airport, initially operating one of its B200s on passenger transport and medical flights. Howard Palser, ceo, says “The cabin is renowned for its spaciousness, particularly when compared with the more cramped, tubelike fuselage of light jets. The King Air has been around the skies for over 35 years and has a world-wide reputation for its safety record and ruggedness. The aircraft is fast, cruising at 270 kts at altitudes up to 25,000 ft bringing Paris within an hour of London’s orbital airports and getting passengers to Cannes in 2.5 hours. Although capable of greater distances, and we have regular clients whom we fly from Cardiff to Seville and to Rome, we find that charterers will tend to opt for a turbofan when contemplating longer distances, irrespective of the greater cost. Economics are always a key factor and here the King Air has a significant advantage over jet operators.”

Dragonfly appreciate the King Air’s safety and ruggedness.

A few operators are unhappy with the maintenance support provided for the Beech 200. Matthew Webb of EDT Offshore says: “Being based on an island it is out of sight, out of mind.” But, like many others, he is very satisfied with the dispatch reliability, operating capability and value. “It has performed as reliably as we could ask. It does not have the latest in avionics but we still have a really well equipped B200. The FMS is a godsend. The King Air is very economical for the regular trips we have in the region and can go to all the airports we need to get to. It is fuel efficient and has a good range for a Continued on page 8

EUROPEAN BUSINESS AIR NEWS

8 AUGUST 2009

Cheyenne III generates mixed feelings

ME & MY AIRCRAFT Continued from page 7

turboprop with great short field performance. But the worst thing is that the passengers find it noisy and their endurance is limited to about two hours before they get uncomfortable. The King Air is great as it comes from the factory but, depending on operations, the best upgrade is the dual strakes. We also really see a benefit from the BLR winglets.” Capt Glen Heavens of Synergy Aviation Ltd is satisfied with the value and maintenance support and very satisfied with the dispatch reliability and operating capability. “The best thing is the short field performance: the worst thing, it is not a jet!” “The most desirable upgrade is Raisbeck,” he adds. “The King Air is one of the most flexible and desirable business aircraft ever produced. Its short field performance and near jet speeds make the B200GT the best King Air ever!” Martin Schiffner is very satisfied with the maintenance support and operating capability of the B200 and satisfied with the dispatch reliability and value. He praises the short runway and high payload capability and points out that it is fuel efficient and cost-effective particularly when prices rise. “It is like a SUV for the sky in this class but it is not as speedy as possible and has a noisy cabin and the flight deck and air conditioning could be better. The most desirable upgrades are an engine upgrade by Blackhawk and BLR winglets. But the B200 is smooth and forgiving while flying. This is the aircraft for short legs ... a pilot’s aeroplane.” Christopher Mace, md of SaxonAir Charter Ltd which operates the King Air 200 with Raisbeck modifications, is very satisfied with the maintenance support and operating capability and satisfied with the dispatch reliability and value. “The best aspects are the

Jordan’s Arab Wings praises the King Air.

MOST POPULAR AVANTI ROUTES

ME & MY AIRCRAFT

Dublin to Tegel

Dublin to Caumont

Venice to Pisa

Côte d’Azur to Venice

Continued from page 9

Dublin to Berlin

more range like the super light and midsize jets.” The only problem, Flierl adds, is that people might wrongly think that the aircraft might have the downside characteristics of a turboprop. “If you buy the Avanti II you have nearly everything as a standard. Electronic Jeppesen charts are still an option. I think nearly everybody orders this option and probably soon it could become a standard as well. The Avanti is a very safe aircraft due to its flying characteristics with stateof-the art avionics in its class. “It is very efficient and at high speeds it has an extremely low fuel consumption while still being able to carry up to seven passengers and two crew.” Jan Nordstrøm says he is very satisfied with Piaggio Avanti P180 maintenance support. “The support from Genoa has improved very much.” He is very satisfied with the dispatch reliability, operating capability and value. “There is high speed, low fuel burn and no noise. The best aspects include the cabin, the speed and

Norwich to Cannes

Rome to Costa Smerelda

Orio al Serio to Le Bourget

Costa Smerelda to Rome

10. Le Bourget to Naples

* compiled from flight requests to Avinode during June 2009. operating cost. The worst thing is that we have the only one in Scandinavia. That means the access to pilots is limited. We do not consider an upgrade – we don’t know what aircraft could be better than the P180. It is a great aircraft.” Eduardo Sorvillo, commenting on the operation of three P180 Avanti Is, is satisfied with the maintenance support and value. He is very satisfied with the dispatch reliability and operating capability. “The best thing is the comfort and the worst aspect the maintenance cost and runway requirements,” he says. His wishlist would include an anti-skid system in order to get better runway performance and 45 minutes more endurance.

WE HELP AVIATION SALES PROFESSIONALS GENERATE DEALS

AMSTAT PROVIDES INDUSTRY LEADING CORPORATE AIRCRAFT MARKET & FLEET DATA Jets Turboprops Turbine Helicopters In a suite of comprehensive services to meet every business need

Using a globally focused, multi-lingual research team, and a unique combination of live data and portability, AMSTAT provides the most timely and accurate market information available.

More importantly, AMSTAT provides the tools needed to convert that information into effective marketing

programs

and

valuable

sales

opportunities – turning knowledge into revenue.

Information that moves you forward

US 1 877 426 7828 I Int’l +1 732 530 6400 I www.amstatcorp.com

Fuel efficiency and versatility make the Jetstream popular.

Converted Jetstreams prove ideal for 19-passenger niche in private charter When production ceased in 1997 the Jetstream line had been flying for 30 years, and had continuously developed during that time. Most Jetstreams entered commuter airline service, but a significant number are used for business charter around Europe too. Conversions of Jetstreams to vip 19-seat configurations mean they can use more widely available private airfield facilities. The conversion, operators say, also permits very generous personal luggage allowances popular with golfers, skiers and the like. The UK’s Jetstream Executive Travel Limited based at Cannock in Staffordshire operates three Jetstreams 31/41 for passenger, freight and air ambulance. Capt. Steve Green says: “There are pretty basic facilities at the Coventry West

Midlands home base. However most flights out are positioning so the facilities therefore suffice. The company acquired a Jetstream 31 which is performing as expected. The introduction of new clients through brokers is slow due to the economic slowdown.” Turkey’s Redstar Aviation says the Jetstream 31/32/41 series is fuel efficient and enables versatile air ambulance and 19-passenger executive charter configurations. The company is happy with the availability of spare parts, the maintenance, the dispatch reliability, and aircraft value. Pluses include 700-plus nm range, the stand-up cabin and the adequate storage facilities. But it points out: “The airspeed, while faster than most turboprops, is slower than jet aircraft.”

Redstar Aviation adds that the Piaggio Avanti, the King Air 350 and the Learjet 60XR all have advantages over the Jetstream. Marcus Abeln of Helitrans says he is satisfied with the maintenance support for the BA32 but unhappy with the dispatch reliability. “Spare parts are hard to come by,” he comments. But he says he is satisfied with the operating capability, very satisfied with the value, and regards the price per mile as the best aspect. “The worst thing is the old fashioned cockpit and lack of aircraft with autopilot and the most desirable upgrade would be to have the model 41 EFIS cockpit for model 32 aircraft.” Operators say the Jetstream has established strong demand in the group charter sector.

Metro/Merlin still casts a spell on operators but needs power upgrades First produced by Swearingen as the Merlin IIA in 1966, and later extended to accommodate 22 passengers as the Metro, this prolific line of turboprops ran to just over 1,000 examples. The Metro/Merlin series may now be relatively old, but EBAN readers report that it still has operational attractions especially if upgraded. Detlef Döbberthin of Regional Air Express whose fleet includes an SA 227 DC Metro 23, two SA 227AC, Metro III and a SA 227AC Merlin IV, expresses satisfaction with maintenance and adds: “We are currently looking to refurbish all with the new five bladed propellers by MT Propeller. This is the most desirable upgrade along with an option to convert lighter versions into the heavy version.” The dispatch reliability, Döbberthin reports, is 98% and the operating capability is satisfactory “especially for the SA 227DC Metro 23 which has a great payload/range and is a real ‘workhorse’. The Metro/Merlin is the cheapest aircraft in its class due to the overall cost and we are very satisfied with its value. The best thing is the seat cost and comfort with a combined aisle/window seat for any passenger, as well as the

speed and the reliability.” But: “It’s hard to get the IATA IOSA certification as a Metro/Merlin operator. The cabin is not very tall (1.45m) which some passengers don’t like. The best thing is the cheap operating cost and the speed and the worst thing is the cabin noise and the low cabin height. It is a robust and versatile aircraft but it has an infinite list of life-limited components and it could do with modification of the mid-life airframe inspection schedule.” Santiago Zorrilla says Fairchild SA has its own Metro Merlin EASA 145 maintenance operation “and we work very hard.” The company is satisfied with the dispatch reliability and very satisfied with the operating capability. “It is a good aircraft for the job. It is very good for cargo because we can load

seven Euro pallets but the worst thing is that it is quite noisy.” Javier Lopez Garcia of Zorex Air Transport says the company is satisfied with maintenance and very satisfied with the dispatch reliability and operating capability. “The Metro III and 23 have the upper hand with increased MGTOW.” The best aspects include specific fuel consumption, acquisition cost and cargo door size. The worst aspects are ageing aircraft concerns and maintenance hours versus operational hours while the most desirable upgrade is a four-blade propeller for Metro 2 and TCAS/AGPWS.” Bruno Sørensen of North Flying A/S says he is very satisfied with the Metro/Merlin’s maintenance support, dispatch reliability, operating capability and value.

EUROPEAN BUSINESS AIR NEWS

AUGUST 2009 11

Operators target profitable growth despite difficulties of recession-hit business levels Overall business levels have suffered for around a year now, but many UK charter operators are facing the future with confidence. While some companies are struggling in the recession, others are consolidating to make the most of the inevitable future upturn and a number of fleets are still expanding. London Executive Aviation managing director George Galanopoulos, says: “Executive air charter operators are flying in a tough market at present. The economic outlook changed dramatically in the third quarter of last year and a positive change in fortunes is still a good way off. At LEA we have rationalised and restructured – let’s be honest, we’ve cut costs and downsized our operation. Sadly, some of the smaller air charter operators have been forced out of business by the current economic climate. “Now, in the middle of a recession, is certainly not a good time to start an air charter business. This is no time to be a ‘babe in the wood’. The market will not recover for months and so anyone trying to enter the market now will have no chance. The period between October and Easter is always a difficult time in our line of business and right now those difficulties are twice as challenging as usual. The big casualties will occur during this coming winter.”

Hangar 8: developing a 30-strong fleet.

Patrick Margetson-Rushmore, LEA’s ceo, adds: “People who own executive jets are looking more closely at the quality of service that they are receiving from the management companies with whom they have placed those aircraft. False promises – both in terms of service and economics – are quickly exposed in difficult times and people don’t

VLJs plan their future The third annual VLJ Europe conference will take place at Oxford Airport in September, focused on operations in the entry level and light jet arena, and supported by the Air Taxi Association – Europe. The two-day programme will address the challenges facing operators who wish to establish themselves in the marketplace during what is an unprecedented downturn in the business aviation sector. Operators including Ambeo plc, JetBird, Flairjet, Blink, London Executive Aviation, Grossmann and JetQuik are scheduled to participate. Issues explored will include TCAS, air corridor, airport infrastructure, customs, security, MRO, pilot training and delivery hassles. Alex Hendricks, CND deputy director for network development at Eurocontrol will examine VLJ integration into Europe.

Sloane: well-established business.

forget those broken commitments. Small management companies with poor economies of scale are suffering. Similarly, people who fly in executive jets have undoubtedly become more cost-conscious but price is not the only issue. As well as cutting down on the number of flights, business travellers are looking more closely at the quality of service that they are receiving. People still want the security of back-up aircraft, for example. “However, major players can survive and, with efficiency and innovation, place themselves in the perfect position to move forward when the market recovers.” LEA are one of several operators with a base at Oxford airport, where work has recently been completed on a new hangar large enough to accommodate an ACJ, BBJ or Embraer Lineage. The first aircraft to position there was a long-range G-550, operated by Gama Aviation. The airport reports that Paris Le Bourget is the most popular destination for private travellers, according to an airport review of the first year of activity and its oxfordjet business aviation terminal. Guernsey took the number two slot, followed by Geneva, Switzerland; with Jersey and Nice in fourth and fifth place. Other popular destinations are Cannes, Toussus-Le Noble and Malaga. Paris Le Bourget also tops the arrivals with Jersey second, Guernsey third and Geneva and Cannes in the top five. Hangar 8 is just one company that is continuing to grow. It has a 22strong fleet and expects to see it further bolstered to 30 aircraft by year end. In the past three months it has added one Hawker 900; three Citation Excels, a Challenger 601 and a CRJ 2+. It is also adding to its Hawker fleet with a new 900 and 750 along with a Phenom 100. “As the operator with the largest fleet of Hawkers available for charter in Europe, Hangar 8 knows a thing or two about long range operations,” says md Dustin Dryden. “It is rare that a week goes by when we’re not

Rizon continues investment in UK

Ogden: better utilisation for Blink.

utilising our worldwide AOC. At a time when some operators have been struggling, Hangar 8 have been growing ever stronger. Our clients recognise this, and have come to trust us as a partner, not just a supplier. We have a US visa waiver scheme in place so Hangar 8 can offer hassle-free transatlantic flights and Eastern Europe has fully opened its doors to our business as well. Business is certainly increasing, with relative performance this summer exceeding that of last so far. However we are conscious that this can change.” Dryden adds: “For us, range and cabin size are the two most important factors. We have bases in Russia and Nice and we are looking to expand the number of aircraft we have based in Nice. But we are not always actively recruiting as we have just completed an operations and flight crew recruitment drive.” Dryden recognises that the EC VAT instruction will inevitably have a considerable effect on the private aviation industry. But he says: “We are in a strong position to minimise our exposure to these extra costs. Only approximately 10% of our flying is performed within the UK, with the majority being international and therefore exempt from the changes. The implications for smaller operators limited by aircraft range, AOC or clientele are considerable and we expect the change to have a significant effect on them, but we are not bracing ourselves for a huge increase in costs.”

Rizon, which is centering its Arab Gulf region activity on its Doha Headquarters, has also made a big investment in the UK but sees the EC’s VAT move as a severe setback. At London Biggin Hill, Rizon’s second 120,000 sq ft maintenance and FBO facility is on course for completion in late September 2009. Rizon UK recently received its EASA145 Part M and subparts G and I in respect of its UK operation. Will Curtis, ceo, says: “All the approvals and capabilities required to maintain the Learjet 40 and 45, Challenger 300 and the Cessna 550/560 series, the latter in support of a new management contract, are now in place and operating from Rizon’s temporary base hangar at London Biggin Hill. Approval for maintaining the Challenger 604/5 is in process now and is expected, while the Global Express will follow thereafter. This will allow us to offer a full service from day one when the new hangar opens. Indeed we are already in position to offer support for these types today. “Most firms that own and operate larger business jets will have at their disposal the means to reclaim the VAT they pay on purchasing and operating the aircraft. However, a huge administrative burden will be placed upon all operators as they will be forced to make VAT reclaims in every member state which they visit in the course of their operations. This will add to the burden of an industry already among the most regulated on the planet. It is difficult to understand what, other than political prejudice against higher earners and entrepreneurs, could have motivated this change in policy.” Gama Aviation gm Dave Edwards says that the VAT change will cause problems. “It’s apparent that the charter market has been hit fairly substantially since the beginning of the year, however we’re still very pleased with the levels of business

UNITED KINGDOM REGIONAL REVIEW that we’ve seen and we continue to focus on delivering the highest standards of service and safety. For us, the segment that’s been the most challenging has been the smaller entry level jets, while they’re still flying we’re not seeing the levels we have done for the past three years. I’m particularly interested to see what effect that’s going to have on companies who are focussed on the market where they’re really relying on new entrants to the market, rather than established passengers downsizing.” Edwards adds: “The year so far has been very positive on the aircraft management front, with good availability in the sales market of high quality aircraft at excellent prices and as a result we have seen a number of our customers purchase either replacement, additional or first aircraft. In Europe since January we’ve added a Global Express XRS and we’ll very shortly be adding another, we have an additional Gulfstream IV on the fleet and this summer will see the arrival of an Embraer Legacy – a first for us. Perhaps the most exciting piece of news is the imminent arrival of a UKbased G550 which will be virtually dedicated to charter flying from its base at Luton – it’s a great addition for us and one which really gives us the full spectrum of coverage for our customers and their requirements, with that we’ve pushed the fleet to over 30 now based in Europe.” He says: “Although we’re still very much a UK company, we’re witnessing a great year in North America with our US-division. We’ve added 12 aircraft to the fleet there, including Gulfstream, Learjets and Falcons – bringing the total worldwide to over 70 aircraft now; which we’re all delighted with. We knew it was going to need a substantial effort from everyone to make it work and the effort seems to

SaxonAir’s Chris Mace: frequent flyers underpin business.

have paid off. The project for the rest of this year is our continued growth in the Middle East. We’ve finally received our security approvals and as such we’re now into the AOC application phase proper – we’ve set a revised start date of the end of August, which is two months later than we’d planned but we’re still very positive about the future for us in the region.” His verdict: “All in all, its been a good year, obviously not as busy as we’d have liked, but there is still plenty of work out there if you’re providing the right services and the right service levels – it just would have been nicer not to have been battling with a global slowdown!”

Greys

of London Ltd

Chauffeur Services

Wyndham London, Chelsea Harbour, London SW10 0XG

Tel : 08701 909 321

info@greysoflondon.com • www.greysoflondon.com

EUROPEAN BUSINESS AIR NEWS

12 AUGUST 2009

UNITED KINGDOM REGIONAL REVIEW Edwards says his home base of Farnborough provides some of the best business aviation facilities in the UK and Europe. “The recent successful public enquiry has led to increased movements at weekends which has made the airfield even more attractive to operators and customers alike.” He adds: “While there are a surplus of pilots on the market at the moment, finding experienced business jet pilots isn’t perhaps as easy as one might imagine as companies are making sure that they hold onto their best crews. That said, as the fleet has increased this year we have added crews and have been fortunate to secure some great individuals for the roles – after all, the flight crew are sometimes the only link the company ever has with the passengers and its very important for us that they are the right people to be the company’s public face.” Edwards says the industry must become better at improving the public’s perception of the private charter industry. “We have never really been a very good industry for uniting to sell the incredible benefits that business aircraft bring to the business world and the effect that this has on the UK.” Another Farnborough-based operation which reports rapid growth is Blink which says that it is still hiring across operations with one of the most recent management recruits being ground operations manager Stephen Pickering. Joint md Peter Leiman says: “There are clear issues with the market contracting as the global economic downturn affects all types of business. However, Blink has performed very well in this environment, with customers who are tired of paying to fly on large and over-priced jets using Blink in large numbers and people who are looking for a more efficient solution moving from business class on the commercial carriers.”

New clients are keeping Cega busy.

“Our model continues to create far better utilisation than the majority of managed aircraft that are available for charter – this has seen us reach an annualised 600 hours across the fleet. Though these are very challenging times across the whole of aviation we are confident that with Blink we are delivering the right product at the right time.”

Michael Hampton: developing business.

Capital exploits the ‘low cost of luxury’

Blink has placed an order for 30 Mustangs with five currently in service and two more coming onstream through the autumn. “The aircraft is exceptionally reliable and our customers have commented how much they enjoy our ‘boardroom in the sky’ experience,” says joint md Cameron Ogden.

The UK market is also benefiting from some rotary wing expansion. Oxfordbased helicopter charter company Capital Air Services (CAS) has added another EC135 to its twin-engine fleet. Michael Hampton, chief pilot and md says: “It has already carried its first group of vips across the Channel to Paris. CAS’s latest EC135 is the most recent version of the twin-

Essential reading wherever you are Handbook of Business Aviation in Europe The reference book for fixed wing and rotary business aircraft owners and operators in Europe and the Middle East. 2009/10 edition now available! www.handbook.aero

Handbook of Business Aviation in Asia Pacific The reference book for fixed wing and rotary business aircraft owners and operators in the Asia Pacific region. 2009/10 edition available August! www.handbook.aero

Global Business Jet Yearbook global business jet YEARBOOK

The reference book for long range business jet owners and operators worldwide. www.gbjyearbook.com

engined IFR helicopter and brings the fleet total of that type to three – making CAS the world’s largest operator of corporate EC135s. As well as providing increased charter availability to the company’s clients and brokers, the larger fleet will allow CAS to fly parties of up to 18 in the same lavish style.” Hampton says the EC135 can be chartered for a surprisingly affordable price. “One wouldn’t ordinarily associate opulence with economy of cost but upgrading from an AS355 to one of our EC135s is only a fractional price increase.” He adds: “The EC135 is well known for its refined ride and spacious leather cabin, so the company expects no shortage of bookings for the third in a growing fleet.”

Cega’s King Airs kept busy Mark Ponsford, Cega gm aviation, does not expect, for the time being, to add to its fleet of Super King Air 200s which are popular aircraft in the UK (see EBAN’s twin-engine turboprop focus on Page 7). “We have enough work for three 200s and may consider increasing the fleet size when the holiday sector recovers,” he says. “We continue to operate throughout Europe and as far afield as Turkey, the North African coast and the Canary Islands: 95% of our business comes from the holiday industry and NHS trusts. Working in conjunction with Cega Group Services Limited we will also sub-charter a few flights each month outside Europe, but Europe remains our principal focus. The volume of work coming from NHS organisations remains at the same level as last year which has lessened the impact of the downturn in the holiday market.” One advantage of the Super King Air 200 is the large cabin. “Normally our medical crews would prefer to add 20% to the patients’ journey time rather than work in a cramped environment,” Ponsford says. “We can usually take the patients’ relatives and luggage as well. You would need a medium size jet to compete with a King Air on cabin space, but then the costs start increasing significantly. The King Air can fly from the south of Spain back to the UK midlands without stopping. This covers the vast majority of air ambulance transfers back to the UK. The King Air provides

an excellent all round package for our clients with cabin size versus cost.” He says Cega Group Services Ltd has taken on a number of new clients. “Our air ambulance business will grow proportionately as a direct result of this. This position will be enhanced once the airlines start resuming their ‘pre-recession’ levels.” Cega operates pre-owned aircraft. Ponsford points out: “The level of medical care onboard carries greater significance for our clients than the age of the aircraft. By taking advantage of pre-owned aircraft we are able to pass on cost advantages to our client base. We are planning on fitting Black Hawk engines to one of our King Airs whose engines are both due for overhaul shortly. This will reduce flight times on shorter flights giving even better value to our customers.” Cega was launched in 1973 by Graham and Clive Ponsford as an air taxi company operating Senecas and Aerostars. Operations soon changed

Gama: Farnborough focus.

to meet a growing demand for the repatriation of sick and injured holidaymakers and domestic NHS transfers by aircraft. The founders decided to make Cega a dedicated air ambulance service, employing its own flight and medical crews, named Cega Air Ambulance Ltd. More than 35 years on, a second company Cega Group Services Ltd, has developed into a leading international claims and assistance group. “Cega is still the only medical assistance company to own and operate its own fleet of air ambulances.” Ponsford says: “We are pleased to be in the air ambulance industry. It seems to be coping better with the downturn than the general executive market. For the time being the plan is to keep the business tight and profitable rather than expand any further.” Continued on page 14

EUROPEAN BUSINESS AIR NEWS

AUGUST 2009 13

EC tax decision may cause cashflow problems for some UK owners UK operators of owned and managed fleets are now carefully evaluating the potentially adverse impact of a European Commission decision on Value Added Tax (sales tax). The EC has instructed the UK to amend its VAT legislation in respect of aircraft that weigh more than 8,000 kg. Initial reactions suggest that uncertainty about how the instruction will be applied and worries about cashflow are among major concerns. It is thought that the change may be bad for private owners and operators, but it could increase business for aircraft managers. Graham Brearley, an aviation specialist and senior VAT manager at Grant Thornton UK LLP, points out: “Until now, such aircraft have not been subject to VAT at the standard rate in the UK. Other than cash flow, the impact on AOC operators should be fairly minimal as they are clearly operating in a business capacity and should be entitled to reclaim any VAT that they incur on their flight activities.” But: “In an already difficult market, the addition of VAT to the cost of buying and flying private jets is likely to sound the death knell for a significant number of owners, operators and manufacturers. Currently, the cost of acquiring, maintaining and handling qualifying aircraft in the UK is VAT free. The addition of the standard rate of VAT (currently 15% due to rise back up to 17.5%) to these costs will have a significantly damaging impact on the industry, and could make the difference between whether to continue flying or not.” The main impact, Brearley predicts, will be on private operators. “If the law is changed so that VAT is payable, the big question to resolve is whether the VAT can be reclaimed. If the aircraft is used wholly for business purposes, this should not be an issue. However, in the majority of cases, the aircraft is also used for non-business purposes or for the private purposes of the owners. In such circumstances, this non-business or private use will give rise to a potentially significant VAT cost which cannot be reclaimed.” The recession has reduced demand for private flying but managed fleets in the UK tended to feel under a lesser financial pressure because the owners had made the capital outlay on the jets. “However many owners on AOCs use their jets for private owner purposes as well as business charter purposes and this could be an area for concern.” If the law is changed, owners and operators will only be able to reclaim the VAT incurred on these costs if the aircraft is used wholly for taxable business purposes. “Where an aircraft is used partly for business and partly for private purposes, which is quite often the case, the VAT incurred will not be claimable in full. Aircraft owners and operators should therefore review their budgets and forecasts with their VAT advisers.” But Brearley points out: “Until such time as HMRC (the UK tax authority) makes it clear what the new law will be and who will be affected, it is difficult to comment with any degree of certainty. What is clear however is that the UK’s arbitrary 8,000 kg weight limit, which has been in place since VAT was introduced in the UK in 1973, is no longer acceptable to the EU Commission. For an aircraft to qualify for exemption from VAT, the EU directive stipulates that the aircraft must be ‘used by airlines for reward chiefly on international routes.’ This

I N D U S T R Y

N E W S . . . tunnel testing have been achieved as the programme heads for entry into service in 2013.

Cessna offers remote control tug

Thierry Boutsen: debut delivery.

Boutsen delivers first Gulfstream

Rizon chief executive Will Curtis: no consultation.

exemption must be construed narrowly so that only those aircraft which meet this strict criteria will qualify. The main questions to be resolved are firstly, whether AOC operators will be regarded as ‘airlines operating for reward’, and secondly, are the standard business jets of a kind used by airlines?” Will Curtis, Rizon ceo, is outspoken on the UK VAT issue. “This is typical of the way that the EU legislates – from a position of comprehensive ignorance and without consultation of any description.” James Dillon Godfray, head of marketing and development at Oxford Airport, sees an upside. “This is potentially bad news for the Manx register, Cayman, Bermuda, Aruba etc. but good news for UK AOC operators who will now have private operators wanting them to put their aircraft on an AOC in order for the operation to be deemed ‘commercial’ and therefore facilitate re-claiming VAT.” He refers to the EC explanation that the exemption only applies to an airline ‘operating for reward chiefly on international routes’ and adds: “That is exactly what the likes of LEA or Hangar 8 do. The definition of an ‘airline’ does require further clarification though as it is open to some ambiguous interpretation in the context of business aviation. Furthermore the European Commission has extended these exemptions to aircraft operating on domestic routes, so this would benefit them even further because currently any internal flights that they operate carry VAT. Assuming the EC does force the UK’s hand then I would

Dave Edwards: critical of EC decision.

imagine that more privately owned aircraft above the weight threshold would want to be involved with AOC operators.” The EC says it has formally requested the UK to amend its legislation governing the VAT exemption for transactions related to

aircraft, since it is based on criteria different from, and inconsistent with, those employed in the VAT Directive. The request is communicated in the form of a ‘reasoned opinion’. This is the second step of the infringement procedure provided for in Article 226 of the EC Treaty. “If, within two months, the relevant national rules are not amended in order to comply with the reasoned opinion, the Commission may decide to refer the matter to the European Court of Justice,” it warns. Article 148 of the VAT Directive exempts from VAT certain supplies of goods and services related to aircraft. The essential condition for those exemptions to apply is that the aircraft must be “used by an airline operating for reward chiefly on international routes”. In Case C-382/02 the European Court of Justice ruled that the exemptions apply even for an aircraft operating on domestic routes, as long as it is used by such an airline. But the EC says: “The UK applies the exemptions according to different criteria, those of the weight of the aircraft and of its design. Any aircraft under 8,000 kg is not exempted even where it is used by an airline meeting the relevant conditions. Conversely, aircraft of a weight over 8,000 kg and not designed nor adapted for private pleasure flying is exempted, and that even where the aircraft is not used by an airline operating for reward chiefly on international routes. In view of the above, the Commission has formally requested the United Kingdom to change its national rules.”

Additional paperwork Gama Aviation’s gm Dave Edwards points out that business aviation contributes over £3.5 billion to the UK economy and employs more than 50,000 in the country. Edwards says the addition of 15% or 17.5% to the purchase and operating costs of private aircraft will have a severe and deep impact on the industry in the UK and will favour competitors from outside Europe. “Although there is the possibility of claiming back the VAT, this will still cause potentially huge cash flow issues for operators and will be yet another nail in the coffin of smaller operators without substantial resources. To implement this change in such a rapid manner, with virtually no industry discussion, opinion or debate would be, frankly, illconsidered at this time.”

Thierry Boutsen has recently delivered his 181st aircraft, a brand new G150 which is the first Gulfstream sold by Boutsen Aviation. “Our services encompassed market search, contract negotiation, interior definition, pre-delivery inspection, supervision of test flights, delivery procedure, creation of an SPC and last but not least aircraft registration. We also appointed the right company to manage the aircraft”, he said. Dominique Trinquet, sales manager, added: “This is the sixth aircraft we have sold and delivered this year. Business has picked up recently and we have another three pending.”

Eurojet completes Belfast coverage Eurojet Aviation has opened a fully renovated business aviation centre at Belfast City airport, complementing the Executive Jet Centre it already operates at Belfast International.

Cessna now offers the Trace iTowbot remote-controlled aircraft towing unit through Cessna Parts Distribution and through its network of authorised service facilities. It is capable of handling Citations such as the Mustang and CJ series, and allows one person to move an aircraft up to 30,000 pounds (heavy duty version), operating the iTowbot from any vantage point, reducing the risk of damage to the aircraft.

Hawker Beechcraft unveil the C90GTx Hawker Beechcraft has launched the King Air C90GTx, offering enhancements to both payload and performance. These include an increase in gross weight and the addition of composite winglets, which improve climb performance and further increase fuel efficiency. The maximum ramp weight and maximum takeoff weight of the C90GTx have been increased by 385 pounds to 10,545 and 10,485 pounds respectively. The ability to carry more fuel with higher payloads increases the four passenger range by more than 200 nm. The C90GTx will be available beginning in early 2010.

Zagreb opens business terminal A Business and General Aviation Terminal has been opened at Zagreb Airport complete with its own Croatian customs and immigration services. It offers amenities including a flight planning room, lounge, refreshment centre and vip bus daily from 0800 to 2000 local time.

GAMA sets up in Brussels The General Aviation Manufacturers Association (GAMA) has opened a European branch office in Brussels, and hired Brian Davey as director of European affairs. A native of Ireland, Brian will represent the general aviation manufacturing industry before European institutions in Brussels as well as the European Aviation Safety Agency (EASA) in Cologne and will work with other aviation stakeholders to promote the continued development of a safe and sustainable aviation industry. “The EC and EASA play increasingly vital roles in shaping the future of general aviation,” said Pete Bunce, GAMA’s president and ceo. “As we posture our industry for the global economic recovery, we think the timing could not be better to step up our presence in Europe.”

Learjet 85 makes progress Bombardier Aerospace reports progress with the Learjet 85 programme. To date all major suppliers, over 30, have been engaged and are active in the joint definition phase. Several product development milestones, including the completion of a second proof of concept fuselage and the successful completion of all wind

Assistair: expanding.

Assistair adds Gerona and Ibiza Assistair Business Aviation Handling has added two new FBOs to its existing Palma, Barcelona El Prat and Valencia airport bases. The new bases at Gerona and Ibiza airports opened in late June. “We are actively looking at other Mediterranean destinations including the south of France and Italy,” states Catherine Gaisenband, founder and ceo of the Assistair group. Russian, American and Middle Eastern passengers now account for about 25% of the company’s FBO business. “The beginning of the year was quiet, however May saw private aviation activity increase,” continues Gaisenband.

Piper adds G600 to twins Piper Aircraft is to add the Garmin G600 glass avionics suite to its twin-engine aircraft; as optional equipment on the Seneca V and Seminole. The G600 incorporates two individual displays that combine primary flight data, including attitude and air data, with navigation, weather, terrain and traffic data displayed in an intuitive pictorial format on dual LCD displays. It is designed to integrate with Garmin’s panel mount WAAS GPS products and replaces traditional mechanical gyroscopic flight instruments with Garmin’s solid state Attitude and Heading Reference System.

For contact details, consult www.handbook.aero

EUROPEAN BUSINESS AIR NEWS

14 AUGUST 2009

UNITED KINGDOM REGIONAL REVIEW Continued from page 12

Despite the economic downturn and problems such as the VAT change, UK airports of all types are looking at launching or expanding private aviation services. Coventry has opened a new dedicated executive jet centre and Royal Air Force Northolt, a military airfield west of London, aims to increase business. Squadron leader Graham Thorpe, officer commanding future operations, says: “Northolt has recently been updating all of its procedures including providing an online slot booking process. With 2012 just around the corner, we are keen to ensure that the business and

Rizon: fleet and facilities development.

corporate community are aware of our availability and how we can meet their requirements both now and into the future.” Liverpool John Lennon airport also has charter operators that are expanding their fleets. Wayne Barrett, operations director of Ravenair, says it now operates four Partenavia P.68s, five Piper twin pistons and three Learjet 45s with the company also using Manchester and the Isle of Man for passenger, freight,

E U R O P E A N

BUSINESS AIR NEWS Guarantee your personal copy of every issue Title ________ Inits/first name _______________ Surname _______________________________ Job Title _________________________________ Company ______________________________ Address_________________________________________________________________________ _______________________________________________________________________________ Postcode/City ____________________________ Country _______________________________ Telephone _______________________________ Facsimile _______________________________ Email ___________________________________________________________________________ Website ________________________________________________________________________

EITHER: I think I might qualify for a free subscription... If you operate business aircraft, please enter their details below: Registration __________________________________________ Type ________________________________________________

BUSINE

E U R O P E A N

SS AIR

Sloane proves one Bell that beat two halve s s

ISSUE

117

July 2002

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

Registration __________________________________________ Type ________________________________________________

How is your aircraft used?

Corporate Scheduled

Charter / Air Taxi Other, please specify

_____________________________________

08 09 ok of

HANDbo viation sa busines pe in Euro PEAN

EURO

ESS AIR

BUSIN

ok of

PEAN

EURO

ESS AIR

BUSIN

NEWS

www. ebanm agazin e.com

on page

Signed ______________________________ Date________________________________

Order your subscription now and you may qualify to receive a copy of the Handbook of Business Aviation in Europe 2008/09 absolutely free!

air ambulance/medevac, survey/ surveillance, photography/film, aerial works, sightseeing/leisure and hazardous freight. “We run an FBO via our sister company Liverpool Aviation Services.” One positive sector, he reports, is environmental surveys flights. “We are currently looking for more Learjet 45 charter business for aircraft managed for the owners.”

SaxonAir boosted by loyal frequent flyers Christopher Mace, md of SaxonAir Charter, says the current economic downturn has affected the level of business from less frequent charterers. However, he says: “Our frequent flyers are still flying frequently and underpinning our continued business. We have found a steady increase in business all throughout this year and in some areas exceeded last year’s results month on month.” The SaxonAir fleet will include Phenom 100 and 300s, the Super King Air 200 and 300, Beechjet 400 and the Mustang. The fleet is deployed for passenger, freight, air ambulance/ medevac, survey/ surveillance, photography/film and hazardous freight. The company is run from its own business aviation centre alongside its handling division, SaxonAir Flight Support. “Therefore our own facilities are available for visiting private and business aviation passengers and crew,” Mace explains. “We are now bringing online the Super King Air 350, Mustang and Hawker 400XP. We look forward to bringing these types

NEWS

One year subscription:

08 09

TAG react to competiti s at Gene on va

Sign here only if you want to receive a regular copy of EBAN.

OR: I have to pay for my regular dose of Europe’s leading business aviation magazine...

HANDbo viation sa busines pe in Euro

Spanis deploy h developer Europe ready to ’s second Legacy

Tom McQuade and David McRobert discuss PremiAir’s plans.

Europe – UK£40 USA/Worldwide – UK£70

BUSINE

E U R O P E A N

Air Entre offers longprise flights with haul Falcon its 900

SS AIR ISSUE

108

SEPTEM BER

2001

Adamantis

NEWS

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 ‘Supre J2 me finally ly-maintained’ joins Dan VFW ish reg -614 Air Taxi starts ister fleet build -up with King Air

200

Why not purchase your subscription and www .b iz je t.c om a copy of the Handbook of Business Aviation in /e ba n Europe 2008/09 at the same time? Order both now and save over UK£10 (normal Handbook price UK£27.50, plus p&p). One year subscription: plus Handbook

Europe – UK£50 inc p&p USA/Worldwide – UK£80 inc p&p

Credit card type________________________________________________________________ Number ______________________________________________________________________ Name on card _________________________________________________________________ Security code (last 3 digits on signature strip) _______________________________________ Signature ________________________ Expiry date __________________________________ Billing address (if different)_______________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ Please make monies payable to European Business Air News, and allow 28 days for delivery. Cheques must be expressed in £ and drawn on a U.K. bank.

EBAN has teamed up with Executive Display Models to FAX THIS FORM TO: +44 (0) 1279 714519 European Business Air News, 134 South Street, Bishop’s Stortford, Hertfordshire CM23 3BQ, England.

Comprehensive UK online data free-of-charge The 2009/10 EBAN Handbook of Business Aviation in Europe gives details of many more UK 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

into the market and the biggest change is providing a more modern fleet with the oldest of the three new aircraft being less than 12 months old. We are finding more and more clients are becoming more conscious of the age of the aircraft and see safety through modern fleets with well trained professional crew.” Mace says SaxonAir has had many more applications recently, especially from former airline crew and newly qualified commercial pilots. “Finding good rated pilots can still be a problem, therefore budgeting for type ratings is essential,” he points out.

service facility for Bell Helicopters. The company in 1995 became the sole UK.and Ireland distributor for Agusta helicopters, then opened a training facility in Mallorca and, in 2007, a maintenance operation in Ireland. Sloane has remained in the private ownership of its chairman, David George. PremiAir is marking its 30th anniversary this year. The company restructured its business during 2008, moving its fixed-wing maintenance activity and hangarage to Oxford Airport, and dedicating its existing Blackbushe Airport facilities to helicopter maintenance. PremiAir now has bases at Denham, Blackbushe, Oxford and Farnborough airports. It operates a fleet of 18 twinengined executive helicopters on management programmes, providing turnkey services to their owners, flying approximately 4,000 hours a year. PremiAir, sister company to the von Essen luxury hotel group, manages the only commercially licensed heliport in the UK’s capital. Late this year it will be unveiling the brand new London Heliport passenger terminal. The heliport will be complemented by a brand new five star luxury hotel, von Essen’s first in London and newly named ‘Hotel Verta’ to recognise what is London’s vertical gateway. It runs the London Heliport Shuttle Service and says the seamless connection between key business airports around the UK and the capital city is popular. The shuttle service offers dedicated fixed price flights to meet private jet arrivals from airports including Farnborough, Luton, Oxford, Biggin Hill, Heathrow and Gatwick.

Synergy Aviation’s package of services proves popular

Capital Air Services: refined offering.

He reports: “The market is steady and, as always, has peaks and lows, but we have found it to be good especially over the past two months. We promote ourselves through online and direct marketing and especially through affiliate companies providing associated services in connection with private air travel.”

Sloane, Skybus and PremiAir celebrate anniversaries New companies always appear most vulnerable in recessions. The UK, however, has many well-established private charter businesses. Skybus, which flies to the Isles of Scilly from Lands End, Newquay, Exeter and Southampton, is celebrating its 25th anniversary. The company says: “We launched a campaign to search out passengers, crew and pilots for their stories, memories and recollections about the airline and how it has changed over the 25 years in business.” In June 2009, Northampton-based Sloane Helicopters hosted a triple celebration at Sywell Aerodrome. It commemorated the company’s 40th anniversary, the 20th anniversary of its Sywell aerodrome headquarters, and the recent completion of a new building extension, which incorporates a new flying school, a flight training simulator, a new stores department, and additional modern offices. In 1969 David George founded Sloane Helicopters with one Agusta Bell 47J. After five years of operating Hiller 12Es and Bell 47s, Sloane was appointed the UK distributor for Hughes Helicopters. And in 1976, it was made the sole UK distributor for Robinson Helicopters. In June 1989, Sloane opened its current premises at Sywell and, in 1992 it was approved as a customer

Synergy Aviation is another expanding company which is enlarging its fleet and enjoying operating from new offices. Glen Heavens, md, says: “The move to the new HQ offices at Fairoaks was to accommodate recent growth and additional staff. The new offices offer conference facilities and a new computer system. Synergy has enjoyed significant growth in the last six months. As the fleet has continued to grow we have increased staffing levels as well as moving to much larger premises.” Commercial manager Paddy Magan adds: “With the economic downturn many aircraft owners are reviewing their assets and their cost bases. Synergy offers a truly different approach to aircraft management which offers real and measurable value to aircraft owners. The package offers some unique services such as full accountancy services providing monthly profit and loss accounts as well as complete end of year accounts. The financial gain to owners is significant as Synergy’s transparent management model ensures that only when the owner is benefiting financially from charter will Synergy.” Synergy recently added the CJ2+ to its fleet. Oasis Flight, Oxford’s newest air taxi operator, is operating two Cessna 303 pistons and its goal is to offer affordable air charter with the two aircraft, each seating five passengers. “It is actually cheaper to fly privately with Oasis Flight to Newcastle from Oxford, than travel first class by rail,” the company claims. Some charter operators are expanding but others, including the small ones, will be worried about VAT tax complications at a time of depressed business levels. Suppliers of services are also not too pleased at the EC’s VAT instruction. The UK’s charter industry is generally hardy and well-established but the consensus is that the EC’s VAT move is both unwelcome and badly timed.

EUROPEAN BUSINESS AIR NEWS

AUGUST 2009 15

Marketplace Contact Mark Ranger on: +44 (0)1279 714509 mark@ebanmagazine.com immediate delivery. Turn key management and assistance with financing available. Tel: +1 207 593 6119 Private Jet Charters. Web: www.pjcharter.com. Email: ccorey@pjcharter.com

Aircraft for sale AGUSTA

EUROCOPTER

AW139 S/N 41016 Brand new! Fly home today! Stunning Pininfarina edition! Full Warranty, pilot and mechanic training, VVIP int, Cocoon II soundproofing, air conditioning, baggage extension, extended fuel tanks. A must see! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com

BOMBARDIER

Challenger 604 S/N 5370. Excellent pedigree, TT 4,716 hours. New Midcoast paint and interior, nine passenger, extended cabin w/additional window, unique aft lav w/two closets, Airshow 400, Aerial View cameras, fax/copier/scanner, A must see! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com

Challenger 605 S/N 5738 Brand new! LX model, JAR-OPS compliant, pilot and mechanic training, FAR Part 135 FDR, 3D Map and Long Range Cruise, LDS, nine passenger w/berthable divan, Two 20â&#x20AC;? monitors, Airshow 410 and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com

Global Express S/N 9139: New Pininfarina Edition interior! Factory warranty! Only 1,550 hrs TT! JAROPS compliant, engines on corporate care, heads-up display, Triples, 13 pax w/four place conference group midcabin and 16G divan aft, forward & aft lavs. Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com

Global Express XRS â&#x20AC;&#x153;Pininfarina Editionâ&#x20AC;?. Brand new! Fly home today! Full factory warranty, pilot and maintenance training, JAR-OPS 1 compliant, HUD, Triples, SATCOM, ACARS, lightning sensor. Two 21â&#x20AC;? bulkhead monitors, high speed data, 14 passenger, forward and aft lavs and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com

CESSNA

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 Web: www.jetconcept.co.uk. Email: craig.lammiman@jetconcept.co.uk

EC135P2+ 2009, Brand new model. TT 24 hours. Ferrari red, 5+2 pax VIP version, tan leather. Single or dual pilot IFR. Enhanced soundproofing. Emergency Floats (fixed parts). Contact Cliff Fournier, tel: +(6) 03 7845 4677 Solaire Helicopters. Web: www.solaireheli.com. Email: cliff4nier@yahoo.com

GULFSTREAM

Global 5000

DASSAULT

To be delivered direct from manufacturer. ALL manufacturer warranties and entitlements intact. Available for short/long term lease or sale. Turn key management and assistance with financing available. Owner financing available. Tel: +1 207 593 6119 Private Jet Charters. Web: www.pjcharter.com. Email: ccorey@pjcharter.com

Falcon 900EX EASy 2003, Single owner aircraft. Available for

G-IVSP Rare 16 seat configuration available for sale, worldwide charter, short/long term lease. Turn key management and assistance with financing available. Total refurbishment in 2008 by Gulfstream KSAV. Tel: +1 207 593 6119 Private Jet Charters. Web: www.pjcharter.com. Email: ccorey@pjcharter.com

G550 To be delivered direct from the manufacturer. All manufacturer warranties and entitlements intact. Available for sale, worldwide charter, short/long term lease. Turn key management and assistance with financing available. Tel: +1 207 593 6119 Private Jet Charters. Web: www.pjcharter.com. Email: ccorey@pjcharter.com

Abilities / Requirements: TPUPT\T `LHYZ WYVMLZZPVUHS IHJRNYV\UK PU H]PH[PVU S\_\Y` [YH]LS PUK\Z[Y` HUK VY S\_\Y` OV[LS I\ZPULZZ KPZ[PUJ[P]L JVTT\UPJH[P]L HUK VYNHUPaPUN HIPSP[` entrepreneurial skills with professional attitude team player ZLSM TV[P]H[LK HISL [V ^VYR HJJ\YH[L PUKLWLUKLU[ WYV HJ[P]L .LYTHU HUK ,UNSPZO SHUN\HNL PZ H T\Z[ HKKP[PVUHS SHUN\HNLZ HU HK]HU[HNL Please send your CV to sales@vhm.aero 9+0 6FKXO XQG &KDUWHUĂ XJ *PE+ &R .* %UXQVKRIVWUDÂ&#x2030;H ' 0Â OKHLP 5XKU 3KRQH ZZZ YKP DHUR

OE-GNY, S/N 258859 $10,750,000 USD. 2007 model. Engines & APU on MSP. Steep approach certified. Operating JAR-Ops 1. Creamy beige leather 8 pax. interior, exquisite cabin lighting, high gloss woodwork. Forward 4-pl. club seating, aft 3-place divan & 1 seat. Ample storage, Belted lavatory. Tel: +1 201 891 0881 Leading Edge Aviation Solutions. Web: www.leas.com. Email: aircraftsales@leas.com

Hawker 800B 1989, G-DCTA, S/N: 8130. TTAF 6,230 hours. MSP Gold. Fresh 12/24/48 months inspection. Priced for immediate sale $2.95m. Contact: Roger Stainton, JetFlight Ltd, Tel: +44 1353 661636 JetFlight Ltd. Email: JetSalesUK@aol.com

Premier 1 G-CJAG, Amazing value - reduced to $2.995m. S/N: 122. First registered December 2005, JAR-OPS 1, UK-based Premier 1. Fresh from 1,200 hours check. Only 990 cycles. Great cabin. Fast. Low DOCs. Contact: Roger Stainton, JetFlight Ltd, Tel: +44 1353 661636 JetFlight Ltd. Email: JetSalesUK@aol.com

Hawker 800XP CN-DNN, S/N 258435 1999 model priced to sell $4,495,000 USD. Engines & APU on MSP. Operating JAR Ops 1. Global AFIS, Entertainment system: VCR, CD player, Airshow 400. Partial interior refurb Aug. 2007, new paint May 2006. Soft grey/beige leather interior, dark high-gloss woodwork. Tel: +1 201 891 0881 Leading Edge Aviation Solutions. Web: www.leas.com. Email: aircraftsales@leas.com

Avanti 2004, TTAF 1000hrs, Excellent condition, TCAS, TAWS, RVSM, JAR and FAA ready. Priced for immediate sale. Tel +49 6332 97200 Winair Germany. Email: sales@winair.eu

Looking to buy a

pre-owned business aircraft? Aircraft Shopper Online ÂŽ

www.ASO.com King Air 200 G-SAXN, EU-OPS operated aircraft. 9250TTAF. 4-blade props, wing-lockers, dual aft strakes, fully Enclosed gear doors, performance leading edges, frake exhausts, steep approach supplement. Ten seats including crew, newly refurbished leather 2008. Ideal first turbo-prop aircraft. US$997,500. Chris Mace Tel: +44(0)1603510110 SaxonAir. Web: www.saxonair.com. Email: cm@saxonair.com

ASO has worldwide for sale listings of business jets and turbo-props that will meet every mission profile. With thousands of listings, ASO.com is the most up to date and comprehensive online marketplace for pre-owned

Job advertisements can be placed at a cost of UKÂŁ41 per single column centimetre, the minimum depth being five centimetres. Job opportunity advertisements are also included on the EBAN web site free-of-charge.

Activities / Responsibilities: ZLSS VU KLTHUK Ă&#x2026;PNO[Z VU V\Y I\ZPULZZ JOHY[LY WYVW HUK QL[ Ă&#x2026;LL[ WYLWHYL IVVRLK Ă&#x2026;PNO[Z OHUKSPUN JH[LYPUN ZLY]PJLZ L[J

1987, N518S , SN: 258074 TTAF 8,807 hours. Fresh 12/24/48 months inspection. Available for short/long term lease or sale. Turn key management and assistance with financing available. Total refurb in 2008. Tel: 207 593 6119 Private Jet Charters. Web: www.pjcharter.com. Email: ccorey@pjcharter.com

The Aircraft Market in Real Time

Career opportunities

In order to strengthen our Essen/Muelheim based sales and operations team, we are looking for an experienced Customer Services Professional.

Hawker 850XP

PIAGGIO

HAWKER BEECHCRAFT Citation CJ2 Sensational chance: SN 102, Top condition, year of constr. 10/2002, TT 1,365 hours, 970 landings, 2+6 seats, completely equipped, all SBs, hangar-based in EDDK (Germany), 1st hand from private owner, Price: US$ 4.25m. Tel: +49 2645 131 4407 Email: management@wirtgen.de

Hawker 800A

Position: Charter Sales and Flight Operations Professional Type: Fulltime

business aircraft. With powerful search capabilities, customized aircraft email alerts and enhanced buying tools, ASO is the best place to find your next aircraft. Spend less time searching and more time choosing the business aircraft thatâ&#x20AC;&#x2122;s right for you.

Buyers use ASO For more information call +1-732-704-9561 or visit us at www.aso.com

Ne ou w t n iss ow ue s an air charter operator how much of your business is booked by brokers? Forty per cent? Sixty per cent, or more?

The charter broker is a vital link in the business air transport process, and in some cases they account for a majority of a fleetâ&#x20AC;&#x2122;s flight hours. This magazine is for them. Youâ&#x20AC;&#x2122;ll never find a better opportunity to put your services in front of buyers from all over Europe and Middle East.

Contact Mark Ranger 01279 714509 mark@charterbroker.aero Or visit www.charterbroker.aero for more information