E U R O P E A N
BUSINESS AIR NEWS ISSUE 196
SEPTEMBER 2009
Triple Alpha acquisition doubles Ocean Sky capacity Ocean Sky has taken a majority stake in Dusseldorf-based Triple Alpha. “The acquisition effectively doubles the size of Ocean Sky’s managed aircraft division,” says ceo Kurosh Tehranchian, “giving Ocean Sky a particularly strong presence in Germany, one of the most important European private jet markets.” The deal, the first acquisition by the UK-based company since it announced it would spend £32 million on expansion this year, will be followed by further acquisitions in the months ahead, Tehranchian adds. “It is our belief that the landscape for aircraft operators in Europe is going to change fundamentally, with consolidations and acquisitions creating a super league of major players coming out of this recession. Ocean Sky will be one of them.” Triple Alpha, which was founded 14 years ago and is based in Dusseldorf, operates principally in central Europe. The acquisition effectively doubles the number of aircraft in Ocean Sky’s managed fleet to 32 with aircraft ranging from VLJs up to an A319. The share in the new company has been bought for an undisclosed sum. But Ocean Sky says it will immediately inject €1.8 million into the business as working capital to further strengthen its finances. Triple Alpha co-founder Hans Pfeiffer also predicts that the coming months will see “considerable consolidation” in the private jet market. “What we have done is recognise the changes ahead. It’s a win-win for us to be with Ocean Sky.” Erik Scheidt, co-founder of Triple Alpha and joint gm, says: “We are very strong in terms of operations, Continued on page 2
ME & MY AIRCRAFT Twin engine helicopters
page 6
European charter operators weigh up emission trading obligations page 2 Private aircraft owners due tax rebate after legal battle page 3 Skybus targets increased ad hoc business page 4 MustFly plans Mustang fractional and air taxi fleet page 5
SPECIAL FOCUS For details of how to enter, see page 3.
For details of how to of enter, see page 3. Operator review Sweden page 12
Survey team ready for launch Kristof Nagl, Mario Rathmanner, Wolfgang Grumeth and Marcus Gurtner are ready to survey terrain in the Middle East. MENA Aerospace Enterprises and Airborne Technologies of Austria have launched a partnership to provide services including the monitoring of pipelines using a private charter fleet of half-a-dozen twin engine aircraft. Full story page 2.
Jet Republic failure ‘highlights exceptional challenges’ Europe’s fractional and charter operators have stressed the need for innovative service offerings as well as strong financial backing after Jet Republic’s Portuguese subsidiary suspended its activities. Bombardier Aerospace has terminated Jet Republic’s 25 firm and 85 conditional orders for 110 Learjet 60XRs originally announced on 20 June 2008 just before deliveries were due to begin in October. But Bombardier stressed it remains committed to the 60XR programme. “Production of the aircraft at our Learjet facility in Wichita, Kansas, continues as planned,” the manufacturer said. Jet Republic launched its European fractional share company last year with an order financed by Austria’s Euram Bank. But a Jet Republic spokesman confirms: “Jet Republic’s Portuguese subsidiary has suspended its activities. The group is therefore preserving its remaining financial resources and will be reviewing its options.” Jet
Jet Republic ceo Jonathan Breeze and Bob Horner, regional vp sales, Europe, business aircraft, Bombardier, in happier times.
Republic’s holding company remains operational, the spokesman said, and would work closely with its shareholders to ensure that the interests of existing clients, employees and suppliers are protected to the best of its ability. But the announcement means that Jet Republic’s fractional aviation company has ceased trading after becoming technically insolvent. Jonathan Breeze, ceo, in an email to staff, says the decision was taken after funds needed to continue
operations did not arrive. He says Jet Republic will not place any more orders with suppliers or accept any more revenue or solicit business from customers. The demise of Jet Republic’s fractional operation comes soon after NetJets founder, chairman and ceo Richard Santulli resigned his position. Santulli, who has been referred to as the “father of the fractional aircraft industry,” says he will remain at the Berkshire Hathaway company as a consultant for at least a year. David Sokol, chairman at Berkshire Hathaway-owned MidAmerican Energy Holdings, took over as chairman and interim ceo of NetJets and the company is restructuring. Santulli said that after 25 years of working with the most talented group of people imaginable he wanted to spend more time with his family and pursue other interests. Santulli left Goldman Sachs in 1986 and acquired Columbus, OhioContinued on page 4
Italian operator makes plans for AS350 B3 fleet expansion Elitellina, launched in 1977 to perform transport and aerial work in high mountains, is to add another AS350 B3 Ecureuil to its fleet in 2010. Two of the aircraft were delivered to the Italian operator in April giving it a total of five AS350 B3s. Enricco Carraro, md, says: “We like Eurocopter helicopters and want to operate a uniform fleet. The AS350 B3 Ecureuil is an extremely versatile and technically advanced helicopter. It is ideal for all our work.” Elitellina, a Part 145 approved maintenance centre, also operates a Lama, and carries out private charter, heli-ski and firefighting activities as well as hoisting missions. Guido Fratta, ceo, says: “We’ve always been very happy with our relationship with Eurocopter which trains our pilots and technicians. The results have always been excellent. In 32 years we’ve never had any problem with our fleet.”
EUROPEAN BUSINESS AIR NEWS
2 SEPTEMBER 2009
Partnership launches airborne survey services MENA Aerospace Enterprises and Airborne Technologies of Austria have launched a partnership in the Middle East to provide services including the monitoring of pipelines using a private charter fleet of half-adozen twin engine aircraft (see photograph page 01). “Regionally, the companies will initially focus on pipeline monitoring, leak detection, airborne surveying and digital mapping,” says Ralph Eisenschmid, MENA Aerospace coo. “At a later stage, the scope of services will be expanded to include surveillance, patrolling, border control and law enforcement.” Marcus Gurtner, Airborne Technologies’ chief sales officer, says that the company is looking at the requirements of several projects and is able to provide aircraft including the DA42 which can stay in the air for 13 hours and the Pilatus PC6. “The Vulcanair P68 and King Air C90 are other aircraft that can be adapted to provide such services,” he says. MENA Aerospace is the exclusive representative for Airborne Technologies in the Middle East. Airborne Technologies provides proprietary image and data analysis services using fixed wing aircraft. MENA Aerospace’s airline subsidiary MAE Aircraft Management WLL will operate the aircraft from its base in Bahrain. Eisenschmid explains: “By their very nature, pipelines, power lines, railroads and highways are extremely difficult to monitor and access, due to the large geographic area they occupy. Therefore, monitoring and inspecting from the air is the most efficient, economical, safe and accurate method. The company uses specialised fixed wing aircraft instead of helicopters due to their longer endurance and safer, more silent operation.” He adds: “A client’s imaging and analysis requirements can be delivered on a packaged services basis, thereby eliminating the client’s need for large investments in equipment, training and infrastructure. Real-time airborne data can be delivered in a multitude of formats and of course, all data and imaging results are securely stored employing the strictest of protocols.” Gurtner says: “The fixed wing aircraft platform is the lowest cost, most fuel efficient and effective platform.” Airborne Technologies is an Austrian private limited company based at Vienna airport. It operates its own fleet of multi-purpose aircraft for remote sensing missions throughout Europe.
Gainjet: global operations lessen exposure to European requirements.
European charter operators weigh up relevance of new EC emission trading directive Charter operators in Europe have carefully weighed up their response to the new European Commission Emission Trading Scheme (ETS) directive. Some, including Execujet, believe it is relevant to their operations but others, such as Gainjet, say they wholly or largely fall outside the directive’s scope. The EC now requires operators of aircraft above 5,700 kgs (12,566 lbs) to submit allowances for CO 2 emissions produced during flights to, from, and within the European Union. The Execujet Aviation Group, which currently has 150 aircraft under management and eight AOCs worldwide, confirms it falls under that new requirement. “All of the Execujet regions that fly to Europe will be required to submit allowances for produced emissions as of 2012. In order to comply with the new directive Execujet will submit the required monitoring plans for emissions and tonne km data. We are on track to comply with the new requirements,” the company says. Gainjet ceo Ramsey Shaban says the criteria is the number of flights a company does in Europe. “At present we are exempt and think that many operators would fall under this category due to the
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FlyingGroup: CO2 compliance.
current economic situation.” Gainjet, he points out, has a great many long haul flights around the world. He adds: “All aircraft fall under this requirement once they depart and/or arrive at any EU country while on any trip. Gainjet recently did the Manchester United trip to the Far East. The sectors flown and fuel burnt outside the EU was 75% of their whole trip which does not fall under the emissions rulings.” FlyingGroup which now has bases in Europe in four countries – Belgium, France, Luxembourg and Holland – says it will do what is necessary for compliance. Ben Paindavin, marketing and PR
Tom Grace: helping with changing requirements.
director, says: “We launched our own scheme a while back to encourage operators to compensate for CO 2 emissions but the take up was not as comprehensive as we hoped.” Cessna set up a new web site to guide business jet operators through the process of registering their aircraft for flights in European airspace to comply with the EC ETS. The deadline for the application for free allocations was 31 August. All Citations are covered by the new EU directive except for the Mustang, CJ1 and CJ2. The company explains: “There is an ‘auto-fill’ aspect to the Cessna versions of the applications, whereby
the operator selects the aircraft model and the application automatically populates the relevant boxes with appropriate technical data.” It adds: “Under ETS, owners of aircraft with a takeoff weight of more than 12,566 lbs who regularly fly their aircraft to EU countries must begin reporting annual emissions starting in 2010, and by 2012 must use carbon allocations for all flights in EU airspace. Operators already identified by the EU are required to register an annual and specific emissions plan.” Cessna recommended that operators who plan to begin operations into EU airspace next year register as well, and at the same time qualify for free allocations to lower planned emission fees. Without free allocations, operators have to purchase or trade for allocations. “There are a lot of moving pieces in this programme and we want to do what we can to ensure Cessna operators are, at the minimum, registered in time to qualify for allocations,” said Tom Grace, Cessna director, technical information services. “We also are developing monitoring programmes available to Cessna operators to keep them in compliance.”
Triple Alpha acquisition doubles Ocean Sky capacity Continued from page 1
Ocean Sky is very active in its FBOs and maintenance. This is what we need and could not have achieved on our own. We are excited to be able to expand our operation even more rapidly and access areas where we do not already have a footprint.” Triple Alpha will continue to trade under its current company name as part of the Ocean Sky Group. Both co-founders will be remaining with the company. Tehranchian says: “In common with Ocean Sky, Triple Alpha’s founders are still with the company and pushing it forward. They bring a remarkable technical expertise to our
Hans Pfeiffer: thinking ahead.
company, particularly as both founders are pilots conversant in all areas of aviation.”
Ocean Sky launched as an aircraft broker in 2003, expanding into full aircraft service in 2005. It has FBOs at Manchester, Glasgow Prestwick and Luton and offices in Salzburg, Zurich, and Moscow. The company recently announced plans to expand its maintenance network by acquiring FBOs in central Europe. It manages a fleet that includes a Global Express XRS; a Gulfstream G550; three Challengers; two Learjet 45s; a CJ3; a Challenger 601 and a Global 5000. Triple Alpha was founded in 1995 and has 84 employees and flight centres in Dusseldorf, Paris, Milan and Palma.
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Private aircraft owners due tax rebate after legal battle More than 70 operators of private and corporate aircraft represented by HSP Law are pursuing fuel tax rebates ranging from €30,000 to €1 million per year through the German courts. The individual actions follow a legal battle by the German branch of the international law firm HSP Law which established that Germany broke EU law when it charged corporations and private owners the tax of €0.65 per litre of fuel. The HSP branch, headed by Dr Heinz Schaefer, conducted the challenge to the tax application through its specialist attorney-at-law André Duewel. The German Business Aviation Association (GBAA) says that the “remarkable lawsuit” gained a ruling that companies using an aircraft for non-AOC charter have the right to reclaim any previously paid fuel tax. “In the future they will be able to enjoy tax free refuelling on production of a certificate to demonstrate non-AOC commercial usage. As this can represent significant sums of money, we would recommend that our members who operate such flights check immediately if this redress is applicable to them.” Duewel explains that private charter companies operating on an AOC have been able to reclaim the fuel tax. But corporate fleets and private owners were among those who were not exempted from the tax and were precluded from claiming refunds. “It is important for companies to establish correct procedures to ensure exemption,” Duewel says. “Those operating a corporate fleet for business purposes should be able to demonstrate that they are buying the fuel themselves. If a company has established a subsidiary to operate its corporate fleet it is advisable to dry lease the aircraft to the parent company which buys the fuel on its own account. As well as pursuing cases through the highest courts in Germany we are advising on correct and clear and transparent structures.” He says one of the companies claiming a sizeable refund operated a Falcon 200 which was used to fly its employees and board on business. “Private owners can also reclaim the tax on fuel bought for business purposes,” he adds. Duewel predicts that completion of the individual legal actions through the German courts will take another two or three years.
Empire takes delivery of first of three Hawker 4000s
Comlux is looking to reduce currency risk.
Comlux reports a rising level of enquiries for aircraft management Comlux, which has taken steps to reduce currency risk and improve its competitiveness in Europe, is considering how best to costeffectively expand its managed aircraft fleet. Stephen Laven, Zurich-based ceo of the Fly Comlux division, says that the global economic downturn has led to increasing enquiries for aircraft management. But he points out that the company has traditionally managed Airbus and Bombardier aircraft offering owners the quality service and competitive costs made possible by economies of scale. “Quite a lot of our enquiries, for instance, are from owners of Gulfstreams – the G550 and G450 – and we would like to offer them a service on the same basis as for our current Airbus and Bombardier aircraft clients. It is a question of how to respond to market demand in a way that enables us to continue to offer the cost advantages inherent in managing aircraft of the same type.” Laven says: “The preferred approach would be to synchronise the management of two or more of these different aircraft to start with and then develop the fleet. Comlux has always focused on managing a number of aircraft of similar types in order to dovetail the provision of services such as crew and maintenance.” He confirms: “Many owners are now looking to charter to get back some revenue and Comlux Switzerland has had a number of enquiries as a result. I think it is fair to say that a lot of owners have gone down routes that they previously would not have considered in order to
Stephen Laven: increasing enquiries for aircraft management.
Most of the Comlux fleet is now Malta based.
reduce costs. They have looked at selling aircraft but it is obviously a buyers’ market and difficult in that respect and that has led them to a managed solution.” Laven adds: “We have just set up our first Bermuda approved aircraft: it is a private registration with the aircraft only available for use by its owner.” The Comlux fleet 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. This includes three aircraft managed fully for private owners – an ACJ, a Global 5000 and a Challenger 605. But most of the fleet is now operated from Malta although the two XRS and the Falcon 2000 are being joined on the Swiss AOC by a Hawker 850.
Laven explains: “Our costs were largely in Swiss francs while most charter income was in euros or US dollars. By basing operations in Malta our costs will be in euros and our revenue will be in euros which reduces the currency risk. Operating from Europe also means that Comlux is enjoying the same level playing field as EU operators.” In revenue terms, the income from Malta has grown while that generated in Switzerland has reduced. “But,” Laven adds, “we have retained the experience and personnel in Switzerland such as the sales, administration and flight operations. The pool of expertise available in Switzerland is extremely important to Comlux. From Malta we provide maintenance and flight operations.” Laven admits that 2009 has been a challenging year with aircraft being put out to charter on very competitive terms. “There has been a lot of pressure on the price. A lot of aircraft available providing choice in each sector. I think it is a charterer’s dream but Airbus charter has done quite well. It has weathered the economic storm better than other sectors.”
Dubai-based Empire Aviation Group (EAG) reports it has become the first operator in the Gulf Cooperation Council region to take delivery of the Hawker 4000. Executive director Steve Hartley says: “The 4000 is the first business jet made from advanced, sophisticated composite materials and offers significantly lower operating costs to owners. “The new, eight-seater Hawker was acquired from the manufacturer following the sale by EAG to an owner in the region and will be managed by EAG, as well as offered for charter.” A further two 4000 aircraft sales have already been completed by EAG for delivery to the region in the coming year. The new aircraft joins EAG’s 13strong fleet of business jets, 10 of which are available for charter. “Another two to three aircraft are expected to be added before the end of 2009, subject to delivery,” says Hartley. He adds: “The owner – and our charter clients – will benefit from this new technology and the cost/ performance that it delivers. Hawker Beechcraft Corporation is so confident about the new aircraft that it is guaranteeing the aircraft’s maintenance, charging a fixed fee per flying hour to cover all aircraft maintenance and even tyre wear, over the first five years of operation.” Hartley says the 4000 can cruise at 514 mph at an altitude of 45,000 feet, with a range of 3,280 nautical miles. The aircraft, Hartley adds, offers one of the quietest cabins in the super midsize sector and six feet of headroom for the full length of the cabin. Luxuries include finishes such as handcrafted galley cabinetry. “Due to the strength of the composites, the cabin pressurisation system can maintain a very low cabin pressure when cruising at the 45,000 feet ceiling, which reduces fatigue and dehydration for passengers and crew.”
The Hawker 4000: more deliveries in Dubai.
LEA bases Mustang at ‘uncongested’ London Oxford
Dr Heinz Schaefer: successful tax challenge.
Hans Pfeiffer, gm, says Triple Alpha Luftfahrt GmbH manages a TBM700 for an owner which is sometimes used as an AOG aircraft to fly parts, mechanics or other personnel. “This aircraft is certainly affected by the development but our other aircraft are on the AOC and therefore not affected,” he adds.
London Executive Aviation (LEA) has launched a Mustang service at London Oxford airport. George Galanopoulos, md, says: “We decided to base a Mustang at the airport because it is an attractive, affordable and well-positioned centre for business aviation, with great opening hours and uncongested airspace.” He adds: “We look forward to growing our presence there.” LEA already bases a new 13-
passenger Legacy 600 at Oxford. Patrick Margetson-Rushmore, LEA’s chief executive, adds: “The low operating cost of the Mustang means that we can now offer jet charter prices to people in the Oxford region for the equivalent cost of a turboprop. The Mustang is perfect for the kind of short-haul flights with one to three passengers that dominate European business aviation.” The facilities at Oxford Aviation
Academy will be used for the VLJEurope 2009 conference on 24 and 24 September with Oxford airport’s md Steve Jones the first day conference chairman and speaker on the role and infrastructure requirements for regional airports. Ambeo, JetBird, Flairjet, Blink, London Executive Aviation, Grossmann and JetQuik are among the list of companies that are scheduled to attend.
Alex Hendricks, deputy director for network development at Eurocontrol, will examine VLJ integration into Europe. The need to work closely with FBOs will be addressed by Capt Bill Minkoff, president of JetQuik, while Alan Rosser, business manager at Marshall Business Aviation, will highlight the range of FBO services on offer as well as talk about fees, traffic and airspace issues.
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E U R O P E A N
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Enquiries give Skybus incentive to take profitable ad hoc charter business to higher levels The UK’s Skybus, launched 25 years ago, is receiving growing requests for ad hoc charter for its three Islanders and three Twin Otters. The company’s ceo Jeff Marston says: “Skybus has a number of approaches on a regular basis but, of course, it depends on the availability of aircraft, particularly during the summer months when the airline is at its busiest.” He adds: “Skybus has operated several charters this year from Shoreham, London’s Wycombe Air Park and Brittany. It has also operated several charters from Lands End and Newquay to Cork over the last couple of years. “The airline is ambitious and we want to build on what has already been achieved. We are always on the look out for new opportunities.” Commercial manager Mike Vigar adds: “We’re firmly committed to the islands and this will always be our priority, but it would be wrong not to want to grow. Skybus has been built on great customer service and reliability and we’re confident there will always be room for developing the airline even further.” Cricket has provided private charter commissions ranging from Marylebone Cricket Club’s requirement to travel from Lands End to St Mary’s in the Scilly Isles to taking the St Brieuc cricket team to Newquay and then on to St Mary’s. Other sports charters included taking the St Agnes Rugby Club from Newquay to Jersey. Judges for an EU flower show travelled from Newquay to Cork while Skybus also carried out several
Skybus ceo Jeff Marston: growing private charter enquiries.
charters carrying committed bird observers known as twitchers. “During the last two to three years we have operated several charter flights around the south west of England approaches on behalf of Exeter University, who have been recording the movement of marine life including whales, dolphins, sharks and jellyfish,” Vigar says. Charters to Cork have included
one for Seasalv, a company that was involved in looking for the wreckage of the TWA B747 that blew up west of Shannon. “We also fit in charter for TV companies,” he adds. But Vigar says the main business will remain flights to and from St Mary’s. “All our fleet serves various routes to St Mary’s from a number of UK airports including Land’s End, Newquay, Exeter, Southampton and
Bristol. We also serve Newquay to St Brieuc in Brittany. All our aircraft have been chosen primarily because of their short take off and landing capability and this makes them very desirable for private charter,” says Vigar. He adds: “We do not plan to add any further aircraft at present but if a larger STOL aircraft became available we would be very interested.”
Jet Republic failure ‘highlights exceptional challenges’ facing fractional operators Continued from page 1
Air Alpha has acquired a Learjet 60XR. Pictured are Capt. Kristian Kornerup, director Christian Jørgensen and first officer Peter Zornow.
Learjet 60XR to meet growing demand in Scandinavia Denmark’s Air Alpha has brought a six-seat configured Learjet 60XR into operation targeting private clients ranging from the ceo to the electrician. Jesper Carvalho Andersen, ceo of the Air Alpha Group, says: “There is a growing demand for private air charter in Scandinavia. It is to satisfy this increasing demand for faster and more comfortable travel that Air Alpha has added a brand new Learjet 60XR to its fleet. “The 60XR has the latest in flight technology and design and passengers can use the satellite phone or have meetings in complete privacy. The aircraft enables them to make the best possible use of the journey time.” Air Alpha, based at Odense airport, is putting the emphasis on enabling clients from all walks of life to try out services without having to make any long-term financial commitment. “The 60XR is being marketed to the electrician as well as the ceo,” Carvalho Andersen says. “We offer ad
hoc flying – charter without any sort of binding agreement so clients pay only for the trip and nothing else. In this way Scandinavian companies can start slowly and comfortable and judge for themselves whether the logistics are valuable for them and their business” He says the 60XR, which operates worldwide, offers six comfortable single seats in a comparatively quiet cabin with a mini bar and lavatories. Air Alpha, which also operates three C-560s, provides all related services including transport to the nearest airport and car upon arrival to hotel and meeting room bookings. Air Alpha sells, maintains, and operates aircraft focusing on the European market, mainly Scandinavia, the Baltic States, and Russia. Carvalho Andersen says: “Our latest expansion, involving representative offices in Riga as well as Moscow, enables us to support our increasing number of customers in the East.”
based Executive Jet Aviation as the platform upon which to launch NetJets. Berkshire Hathaway chairman and billionaire Warren Buffett, a NetJets shareowner, bought the firm in 1998 for $725 million. Until the latest recession NetJets recorded record profits. But in the first quarter of this year it sustained a pretax loss of $96 million compared with pre-tax earnings of $45 million in the same period a year ago. NetJets’ second-quarter revenues fell 43% year-on-year to $550 million. For the first half of the year it dropped $1.024 billion – or 42% – from the same six-month period last year. According to parent company Berkshire Hathaway, NetJets’ decline reflected an 81% drop in aircraft sales and a 22% reduction in flight operations revenues primarily due to lower flight revenue hours. NetJets reported pretax losses of $253 million for the second quarter and $349 million for the first six months, compared with gains of $192 million and $255 million in the same time periods last year. Berkshire Hathaway says NetJets owns more aircraft than it requires for its present level of operations “and further downsizing will be required unless demand rebounds.” Jet Republic launched in September 2008 when trading conditions were still relatively buoyant and promised to redefine private jet travel and fly to over 1,000 airports in Europe and tens of thousands more around the world. Its operational headquarters in Lisbon, Portugal, and corporate headquarters in Geneva, Switzerland, were focused on building business in UK, western Europe and Russia. Its message was: “Jet Republic
Jet Republic’s sleek appeal was not enough for success.
is an inclusive private jet club and equivalent to a five-star boutique hotel in the sky.” The company offered a jet card membership enabling the purchase of blocks of 25 hours’ flight time on any category of jet from €115,000. It also offered Learjet ownership options including share partnership involving blocks of a minimum of 50 hours’ flight time per year on a new Learjet 60 XR at €6,500 per hour. Jet Republic also marketed a scheme whereby share owners could purchase 1/16th or more of a brand new Learjet 60 XR and enjoy reduced hourly fees of €4,900. Members could also purchase a new Learjet 60XR in full “benefiting from Jet Republic’s special negotiated rate of $13,500,000 (compared to a list price of $14,600,000) and fly up to 200 hours per year without paying any hourly fees.” But the marketing, including offering “unparalleled in-flight service” and multilingual attendants, has failed to attract sufficient business. Blink, which has ordered 30 Mustangs with five currently in service and two more coming into operation later in 2009, markets a “boardroom in the sky” experience. Peter Leiman, joint md, says: “The announcement that Jet Republic has
ceased trading highlights the exceptional challenges that aviation start-ups face in this climate. If you add in the inherent difficulties in raising finance in the current marketplace then it becomes clear that Jet Republic overstretched itself with a product that was not significantly differentiated from existing offerings.” In contrast, he says: “Blink has pursued a prudent business plan that allows us to deliver a totally new product to the market in a way that minimises development risk to our customers, employees and investors.” Leiman says the product has to be right for today’s market where business and leisure travellers want to move around western Europe quickly and efficiently but at a price that makes sense. Joint md Cameron Ogden says Blink has flown a significant number of existing private jet users who are familiar with a product similar to that which Jet Republic hoped to offer. “These customers realise that when the average number of passengers in a European private jet is 2.3 and the average flight length is one hour 30 minutes, they do not need a six to eight seat jet and the expensive add-ons that the market provides today. In contrast they have found Blink’s four seat air taxi service better suits their needs.” Jet Republic’s demise will hit the business growth expectations of a number of suppliers and partners. It had appointed CTC Aviation to carry out pilot and flight attendant selection after receiving more than 2,000 unsolicited crew CVs but will not now hire the anticipated 500 pilots over the next five years.
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MustFly plans Mustang fractional and air taxi fleet Italy’s expanding MustFly, part of the Aeroservices Group, has chosen the Citation Mustang for its fleet development. It has ordered 18 Mustangs for delivery by 2012. “They will be marketed for fractional ownership and also traditional air taxi,” says the company’s Riccardo Filippi. “We truly believe that this is a good time for proactive small to medium companies to win business in the private aviation sector.” The Aeroservices Group also includes ItAli Airlines, maintenance companies, a flight school and a maintenance technician school, run in partnership with Lufthansa Technical Training. “We have a brand new facility in Pescara and many students are joining this programme,” says Filippi. “We can train pilots and technicians in-house and draw on them for our future personnel and we believe this makes us stronger than other companies.”
Trevor Esling: proven versatility.
Capt. Leo Vecchione, first officer Marco Valerio Di Stefano and Capt. Giulio Bernacchia are ready to fly the expanding Mustang fleet. Photo: Maurizio Gunelli.
ItAli Airlines launched in 2001 and operates five MD-82s, two Dornier 328Js, two SA-227 Fairchild Metroliners, a C-500 and five Citation Mustangs. “Summer time is a good
period for most air operators and our MD-80s are flying, on a chartered basis, extensively,” Filippi says. “Main clients include Opera Romana Pellegrinaggi, a premier religious tour
operator in Italy, which services destinations including Lourdes, Tel Aviv and Santiago de Compostela. We are also flying for some of the largest traditional tour operators.” Trevor Esling, Cessna’s vp international sales, says: “MustFly’s decision to base its business model on the Mustang proves the aircraft is ideal for many types of air charter service across Europe.”
HTM chooses EC135 P2i for wind farm work Heli Travel Munich GmbH (HTM) has brought a new EC135 P2i into service. Operating from the Emden commercial airfield it flies to the Alpha Ventus offshore wind farm, 50 km north of Borkum Island. Wind farm operator Deutsche Offshore Testfeld und Infrastruktur GmbH&Co KG plans to build 12 5MW wind turbines. Bernd Brucherseifer, operations manager, says: “People and equipment were transported to the wind farm’s transformer station and construction of the first wind turbine was completed in the summer. HTM was then commissioned to perform lifting operations at sea over the generator building which is almost 100 metres high. HTM chose the EC135 because of its superior singleengine performance and its multipurpose capability.”
Seawings wins business with special flights for Ramadan Seawings, which provides Dubaibased aerial sightseeing tours, reports good demand for special flights during Ramadan, the Muslim month of fasting. Stuart Wheeler, director, says: “We are looking at running two flights daily. This equates to levels of between 150 and 250 passengers for the month of Ramadan for a scenic flight of Dubai’s iconic skyline followed by a traditional Iftar dinner at the Park Hyatt or Jebel Ali Hotel.” The annual fast of Ramadan is considered one of the five “pillars” of Islam. Muslims are required to fast each day of the entire month, from sunrise to sunset.
NBAA2009: A Critical Part of Your Business Strategy Ramadan flights take off.
Iftar, the meal taken after sunset to break the fast, usually starts with consuming a date and drinking water, a tradition which goes back to the earliest days of Islam. “Once this traditional fast-breaking is complete, people can eat an array of foods, with many regions having their own delicious traditional Iftar food,” Wheeler points out. Based at Jebel Ali Golf Resort and Spa and at the Dubai Creek Golf and Yacht Club, Seawings began operating with one aircraft and a handful of staff. Its fleet now includes three Cessna 208 Caravans and more than 70 staff. Wheeler says: “Seawings offers up to 16 flights per day, leaving every 30 minutes, as well as a choice of various tour options, It caters to the needs of the individuals, groups, corporate, incentives, tourists and residents. The Ramadan afternoon special departing at 5 pm and the Ramadan sunset special departing at 6 pm from the Dubai Creek have both proved popular.”
This year more than ever, NBAA2009 will focus on helping Attendees and Exhibitors survive and thrive in these uncertain times. Attendees will get the information, products and services they need to help their Companies stay as efficient and productive as possible. Exhibitors will have the unparalleled opportunity to put their products and services in front of thousands of customers – all in one place, at one time. For all, NBAA2009 presents unrivaled networking opportunities for industry peers and will show the strength and resilience of the many diverse companies that make up the business aviation industry.
www.NBAA.ORG
EUROPEAN BUSINESS AIR NEWS
6 SEPTEMBER 2009
ME & MY AIRCRAFT Twin engine helicopters Offshore oil, high mountains, industrial cities and remote outposts make Europe fertile territory for the twin engine helicopter. Many of the trailblazing twins from the 1970s are still plying their trade, while technologically-advanced new models are also making their mark. In this report we talk to owners of some of the many models in operation to gauge their satisfaction with their helicopters of choice. Unfortunately we have not been able to cover the whole repertoire, and so offer our apologies to the many operators of helicopters including the BO105 and the multitude of machines of eastern origin, which do not appear in our survey this time. We will aim to set that straight when we return to the subject in 2011. We selected owners of twin engine helicopters from our reader database and provided a private web-based survey form for each, where opinions could be noted about each type’s strengths and failings. We asked about maintenance support, dispatch reliability, operating capabilities and value-for-money. Only EBAN readers who we have been able to verify as confirmed current users of a particular helicopter type were given access to the survey forms. Next month we will be looking at the rather less diverse very light jets. If you fly these types and wish to make your opinions heard then please look out for our email and link to the survey forms.
Advanced models continue fine traditions established by trailblazing twins in the ’70s OCTOBER Very light jets NOVEMBER Cabin class piston aircraft DECEMBER Super midsize jets
Make your opinion count!
Bell 212: Introduced in 1971 and powered by two PT6 engines driving one gearbox and two rotor blades. It can accommodate pilot and fourteen passengers. Bell 412: First delivered in 1981 this is a development of the 212 with four rotor blades. Over 700 have been built by Bell and AgustaWestland, and the current model is the 412EP. Bell 222/230: Entering service in 1980 the Bell 222 carries up to ten people including pilots, or fewer in corporate configuration. Switching its LTS101 engines for Allison 250s created the Bell 230 in 1992. Bell 430: A stretched version of the Bell 230 with four-blade rotors, the 430 entered ser vice in 1996 and is expected to reach the end of its production run during next year. It also seats up to ten. Bell 427/429: First delivered in 2000, the Bell 427 features PW207D engines driving four rotors and can accommodate eight people including pilot. It is also expected to reach the end of its production run in 2010,
Eurocopter EC155
Agusta 109 Power
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!
THE BELL HELICOPTER RANGE Bell Helicopters of fers the widest range of twin engine helicopters, comprising:
Me & My Aircraft throughout 2009
Bell 429
when it will have been replaced by the larger Bell 429. First deliveries of this latest model have just taken place in Canada. The most popular Bell twin engine helicopter line in Europe is the Bell 212/412, which can be found in nineteen countries. Several companies operate both types, notably Abu Dhabi Aviation, Bristow, Gulf Helicopters, Agrar flug-Helilift, Atlantic Air ways and the major fleets in Spain and Por tugal. The largest combined fleets are with Helicopteros Del Sureste, Faasa Aviation and Helicopteros SA, while Aerogulf Services of the UAE has a number of Bell 212s. The Bell 222 is flown in ten countries, mainly for passenger transpor t, and the 230 in Germany, Iceland, Turkey and the Gulf. Air Greenland tops the fleet league table with several Bell 222s. The Bell 430 finds favour in Bulgaria, Russia and the Ukraine, as well as western Europe and the Gulf, and the population of Bell 427s is equally weighted towards the east, in Poland and the Ukraine, and the largest fleet with Alfa Helikopter in the Czech Republic.
Helicopter Service of Iceland sticks with the reliable Bell 230 and 430 as 20th anniversary approaches The Helicopter Service of Iceland regularly checks what is available in the marketplace but has so far seen no reason to switch from Bell. “So far we are happy with our 230 and 430,” says Sindri Steingrimsson, director flight operations. The company provides passenger, photography and film, sightseeing, leisure, aerial work, fire services, freight and survey and surveillance services but the 230 is poised for deployment abroad. Steingrimsson says: “There are three or four interesting projects coming up that we believe both the 230 and 430 aircraft are well suited to and we are waiting to see what decisions are made.” The company, he points out, has Part 145 approval and carries out its own maintenance. “We are happy with the availability of spare parts. We have good relations with our supplier in the United States and enjoy direct contact with them. We are a small company and do not stock up with major items but we obtain these within one or two days so we have been quite happy with this aspect.” He adds: “Our company is coming up to its 20th anniversary and we have found Bell helicopters and related service to be good so we’ve no reason to change. We have had no serious problems and are quite content but we do keep up-to-date with what is provided by other manufacturers and should the need arise, we are open minded.” The company, which has been in continuous operation since 1989 says Steingrimsson, was also the first
Helicopter Service of Iceland sees no reason to change from Bell helicopters.
helicopter company in Iceland to receive JAR OPS 3 certification from the Joint Aviation Authorities and the Icelandic CAA. The global economic downturn led to many projects, ranging from mining and exploration to hydroelectric power dam building and tourist operations, being put on hold, but charter operators in Iceland are seeing signs that some of these may get the go-ahead in the months to come. “The 230 has the advantage of being able to operate on skis and has emergency floats. Although it can take ten passengers we configure it for seven. The 430 also has clear advantages for VIP transport,” Steingrimsson says. “It is a very difficult time for small operators but
we get work because we offer safe, quality helicopters and excellent customer service.” Individual projects have included anything from bush fire-fighting near the capital city of Reykjavik, to supporting the arts and recent movie projects such as Flags of Our Fathers and HOME 2009, says Steingrimsson. Many operators of Bell aircraft, including the 212, 222, 412, 427 and 430, expressed satisfaction with the aircraft. Agrarflug-Helilift GmbH & Co KG’s Robert Rücker reported he was satisfied with the maintenance support, dispatch reliability and value of the 212 and very satisfied with the operating capability. He was even happier with the 412 – very satisfied with the value, dispatch
EUROPEAN BUSINESS AIR NEWS
reliability and operating capability and satisfied with the maintenance support. But he adds: “The worst thing is the rather expensive spares.” The Bell 212 also impressed another operator who was very satisfied with the maintenance support, dispatch reliability and operating capability. “When operated within the expectations of its design envelope it is an excellent helicopter,” he adds. “I am also very satisfied with the value, which is hard to beat for moving up to 13 passengers. The best aspect is the simplicity: the worst thing is dealing with peoples’ expectations regarding the technology. Just because it is an ‘oldie’ doesn’t mean it isn’t also a ‘goodie’.” He does not advocate an upgrade. "Leave it alone – why gild a lily? It is an excellent value for money helicopter, reliable and easy to maintain – profitable.” There was further anonymous praise for the 412 – our reader was very satisfied with the maintenance support and operating capability and satisfied with the value and dispatch reliability. But he adds: “The avionics can cause delays – especially in humid weather. The maintenance
SEPTEMBER 2009 7
Icy conditions present challenges for Helicopter Service of Iceland.
costs for the aircraft, especially the rotor system, aren’t the best. Why Bell chose to continue trying to make a silk purse out of that rotor system is beyond me. The best aspect is the utility which provides a bit more speed than the B212, IFR and the worst thing is the rotor system.” The respondent adds: “One could argue the benefits from the JAR OPS 3 equipment upgrades will produce little obvious improvement. However, rational argument against ‘mom and apple pie’ safety features is pointless when the passionate, wellintentioned and equally uninformed
Helicopter Service of Iceland crew training captain Reynir Pétursson works in icy conditions.
draw a line in the sand.” One operator of the Bell 222 reports that he is very satisfied with
the maintenance support, the dispatch reliability and the value and satisfied with the operating capability. “The best thing is the good operating costs but the worst aspect is the limited performance with full payload.” The Bell 427 and the Bell 430 also have their supporters. Alexander Gerkin of Ikaros Aviation AVV says he is very satisfied with the maintenance support, dispatch reliability and operating capability of the 427. He is also satisfied with the aircraft’s value. “It is always flying and does not provide any problems.” Capt Michal Wamej of the Magellan Pro-Equity Fund ISA says the 427’s most desirable upgrade is a single pilot IFR. He is satisfied with the maintenance support, operating capability and value and very satisfied with the dispatch reliability. “The best aspect is that it is very reliable. The worst thing is its low MTOW,” he adds. One operator, commenting anonymously, said she was very satisfied with 430’s maintenance support, dispatch reliability, operating capability and value.
ME & MY AIRCRAFT Another 430 operator, Gerard Williams of Starair (Ireland) Ltd, says he is satisfied with the maintenance support, dispatch reliability, operating capability and value. “The best thing,” he adds, “is the passenger comfort and the worst aspect the limited performance and range. The most desirable upgrade is a cocooned interior.” Tufan Savas of Agaoglu Air says he is satisfied with the maintenance support and dispatch reliability of the Bell 430 Corporate. And he was very satisfied with the operating capability and value. He adds: “The best aspects are the wide passenger cabin, smooth ride and comfortable facilities for the pilot. The worst thing is that the engine power is not powerful enough for some specific flights. These include flights during hot days and flights at high altitude. The most desirable upgrade would be more engine power.”
Bel Air puts faith in the AW139 after ‘meticulous’ research Passing tests
AGUSTAWESTLAND AW139 Originally a joint venture between AgustaWestland and Bell Helicopter, the AB139 was cer tificated in 2004 and redesignated AW139 in 2006 following Bell’s decision to leave the programme entirely in the hands of AgustaWestland. It is powered by two PT6C turboshafts and has a maximum cruising speed of 157 kts and range with no reser ves of 550 nm. It can carry up to 15 passengers.
The AgustaWestland AW139 is now flying in 15 countries around Europe and the Middle East, including Atlantic Airways in the Faroe Islands and Vektra Aviation in Montenegro. The largest populations are gathered around the North Sea and engaged in oil and gas industry support, and the largest fleets are in the hands of Abu Dhabi Aviation and Schreiner Airways in the Netherlands. Bel Air of Denmark, which has chosen the AW139 medium twin to spearhead its expansion into the offshore market, says it is happy with the maintenance support, availability of spare parts and manufacturer back-up. Capt Susanne H Lastein, md, says: “The Bel Air team decided to buy the AW139 after an extremely meticulous comparison between all offshore helicopters in the medium weight class. “We took delivery of our first AW139 in late June and since then we have had a few instances where the maintenance support have done a great and very fast job.
Bel Air: developing fleet.
“We have confidence in the Agusta spare part support and believe it will work out fine in close cooperation with Bel Air. The manufacture back-up we have experienced is second to none.”
Bel Air's Susanne Lastein, HRH Prince Henrik of Denmark and Ian Savage, regional sales manager commercial business unit, AgustaWestland.
The AW139’s excellent payload and performance, she says, ensures high productivity for offshore operations. Capable of carrying up to 15 passengers, the AW139 can be used for a number of applications other than offshore transport including EMS/SAR, executive and vip transport, law enforcement and government roles. But Lastein says the Bel Air aircraft will be used in a 12-seat configuration for offshore services. Lastein says Bel Air likes the payload, performance, multi-role capability and flexibility. Bel Air, established in 1994, also provides a range of services including aerial works, photography and film, sightseeing and leisure, survey and surveillance and training. It says the AW139 is one of the fastest helicopters in its class with a maximum cruise speed of 167 knots. Another operator, commenting anonymously, says: “Agusta has delivered the helicopter that the oil companies, at least the safety auditors, claimed they wanted. Now it
is up to the oil companies to back their words with contracts – which a number of them have failed to do.” But he is satisfied with the AW139’s maintenance support. “Agusta has fully supported the solving of early problems with tail booms and that phase appears behind the model now. The dispatch reliability is steadily improving as Agusta and the operators gain experience with the model.” The operator is very satisfied with the operating capability. “What a
performer! I am very satisfied with the value, safety features, capabilities, and speed. The best aspect is the third generation technology, safety, speed, comfort. The worst thing is the expected ‘teething’ problems as the fleet enters the market.” Most desirable upgrade, he says, is a 6,800 kilo option. Milan Kuc of Vektra Aviation says he is satisfied with the maintenance support and value but very unhappy with the dispatch reliability and operating capability.
The Ente Nazionale Aviazione Civile (ENAC), the Italian Civil Aviation Authority, says that the AW139 is proving a good test helicopter for the evaluation of a low altitude IFR route between Turin and Venice in Italy, crossing the Pianura Padana (Po Valley). Trials were performed using an AW139 specifically equipped to monitor and process the data generated by ground and satellite based navigation systems. “In particular, the reliability of navigation data and the navigation capabilities of the AW139 were evaluated during the tests, while taking into account the expected evolution of satellite navigation systems,” ENAC says. “Our units constantly tracked the aircraft while evaluating the radar coverage along the route and the navigational accuracy of the AW139 flying the 210 nm route.” The evaluation is part of a number of initiatives to develop a dedicated network of low level IFR routes optimised for helicopter operations. “These routes will be integrated into the airspace system and will utilise flight levels where icing conditions are not normally experienced and below where a pressurised cabin or oxygen would be required,” Giuseppe Orsi, AgustaWestland ceo explains. “If there are adverse weather conditions procedures will be developed for helicopters to abandon the use of dedicated IFR airspace, and utilise the airspace used also by fixedwinged aircraft.”
EUROPEAN BUSINESS AIR NEWS
8 SEPTEMBER 2009
ME & MY AIRCRAFT Made in France and flown in France in large numbers: the AS365 Dauphin 2 is one of the most versatile twin turbine helicopters. It can be found in 20 countries around Europe and in the United Arab Emirates. The largest fleet is with Heli-Union, but Helicopteros SA in Spain, Helimo in Belgium, and Heliportugal also have substantial numbers. LNT Aviation, whose AS365N1 was used to help preparations for a comeback by UK motor racing driver Nigel Mansell, says that maintenance support and spares can be an issue. The company’s Damian Roberts, however, adds that the Leeds-based company is generally satisfied with maintenance. “The AS365N1 is maintained direct through Eurocopter UK who are slowly appreciating response times and service levels expected from private owners of large helicopters. Maintenance support and the supply of spares can be an issue dependent upon LAE availability and the Eurocopter holiday period.” Roberts is also very satisfied with the “excellent” dispatch reliability and the operating capability. “I am satisfied with the value. The aircraft is becoming more popular for private ownership due to its speed, reliability and comfort afforded at reasonable price. “The best aspects include the ease of handling and flying, the engine reliability, ride comfort, cabin size, cargo capacity, speed and range. The worst aspects include the cockpit size and Turbomeca’s monopoly on engine servicing and provision. We’ve been
AS365 is one of the most successful ‘twins’ but maintenance support and spares can be an issue
LNT Aviation’s AS365N1: enables executives to react promptly.
Nigel and Greg Mansell and Lawrence Tomlinson: The LNT AS365N1 helped out in racing preparations.
forced to go onto PBH to guarantee spares provision.” Roberts says the N3 model overcomes the SE-performance limits of the N1 for UK use but at expense of range. “Fuel tanks that do not restrict cargo hold capacity would be welcome,” he adds. “The 365N1 has proved instrumental in ensuring LNT Group company executives can react promptly in managing various
HOW THE EC155 EVOLVED Developed and introduced during the 1970s the original SA365C was a twin engine variant of the SA360 Dauphin. It evolved through increasingly capable models from the AS365N up to the AS365N3, which entered service in 1998 and remains in production today as the AS365N3+. The next model, with inflated cabin dimensions, was originally known as the AS365N4 but has now joined the modern Eurocopter naming convention as the EC155.
interests. It was used to pick-up Nigel Mansell and his son Greg for an 11 nautical mile trip from
their jet to our company headquarters at Garforth. The road trip can take 40 minutes or so and
A355 and A109 ‘are good helicopters but spare parts availability is appalling’ says very unhappy East Midlands Helicopters md Nigel Burton, md of the UK’s East Midlands Helicopters, is very happy with the A355 and the A109 as business helicopters but frustrated by spare part difficulties. “You just cannot get parts sometimes. It is frustrating and unacceptable,” he reports. “I am very unhappy with the availability of spare parts from all sources in the UK. The service is appalling. It is a known fact that, if you want a spare part out of the United States and it is there, that you can get it. The problem lies in getting the part allocated to your own operation. It is a constant problem with these two aircraft and the unnecessary downtime is extremely frustrating especially when you need to make the most of business opportunities during a downturn.” But the A355 and the A109, he reports, are good aircraft for the business and sports trips that comprise the lion’s share of East Midlands Helicopters’ work as well
Nigel Burton: frustrated by spare part difficulties.
as for freight, photography, film, sightseeing and leisure, and survey and surveillance.
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Burton, who founded the company in 1988, says that the company’s two A355s are slightly more cost-effective for longer trips but, although price is an important factor, client decisions between the two types usually reflect personal preference. “Some prefer the cabin environment of the A109 because they are seated away from the pilot and can focus on work. The A109 is faster and this can make a difference on trips that are 90 minutes or more from, say, the Midlands to Scotland. Others like the proximity to the pilot on the A355. However the A109 has a far better luggage
capacity. If you have got golf clubs or equipment to transport than the A109 is the logical choice. Other than that, I would not venture an opinion as to which is the better aircraft. Both have their strengths as far as clients are concerned: it is rather like motorists debating the relative merits of a BMW or a Jaguar.” Burton does not feel that the company’s A109 and two A355s would necessarily benefit from more features or upgrades. “Bells and whistles can mean more equipment and more weight when the overwhelming requirement is for simplicity and efficiency,” he points out. “I am happy with the aircraft and how they are equipped.” The recession has seen a downturn in the demand for the transport of spare parts in sectors such as the motor industry, but car and horse racing along with business trips in a radius of perhaps one to two hours continue to provide business. As a young man Burton found trips in fixed-wing aircraft routine but sorties in helicopters exciting and gained his private pilot's licence starting to fly on an Enstrom. “I received enough transport requests to consider launching a commercial venture and decided to see how it went. That was 21 years ago and the fleet has grown and expanded from the single JetRanger we had at the start,” Burton says.
time was of the essence. The two needed to attend a ‘seat-fitting’ earlier in the year to prepare them for subsequent testing of the Ginetta-Zytek LMP1 Le Mans car.” Mansell, who remains the most successful British Formula One driver of all time and last competed at Grand Prix level in 1995, is being joined for the first time by son Greg and former Le Mans winner, Ginetta chairman Lawrence Tomlinson to compete in the world famous endurance race ‘1000km of Silverstone’. The team drove the car at the course from 11 to 13 September. Peter Dahm says Avinco SAM is satisfied with the maintenance support, dispatch reliability, operating capability and value of the AS365 but Marco Besagni of Helico Srl is unhappy with the maintenance support and dispatch reliability. He is, however, satisfied with the operating capability and value.
EAAA praises BK 117 dispatch rate East Anglian Air Ambulance (EAAA), which covers the English counties of Norfolk, Suffolk, Cambridgeshire and Bedfordshire, says it has been “very pleasantly surprised” at the good service levels for the BK 117. “Maintenance has never been an issue,” says Simon Gray, ceo. But he says that part of the agreement with Norwich-based operators Sterling Aviation, is that EAAA has a Bolkow 105 on standby cover if there should be any problems. “One of the great aspects of the BK 117 is that it has quite a small footprint and disc size in proportion to the internal space available and it can land in very tight spots if necessary. We upgraded from the Bolkow 105 and are benefiting from the increased capability. We chose the BK 117 because of the added comfort for the patients. It has proved a good choice.” The BK 117 was developed under a joint collaborative effort between MBB of Germany, now part of Eurocopter, and Kawasaki of Japan. It is now out of production. John Himpleman, Sterling Aviation’s operations manager, says the BK 117’s dispatch rate has been good. “Its strengths are the load, the range which is suited for coverage of the East Anglia region, and its carrying capability.” On average the EAAA is called to four incidents daily.
EUROPEAN BUSINESS AIR NEWS
SEPTEMBER 2009 9
Twin Squirrel provides ‘fantastic’ aerial filming platform Excel Charter has six Twin Squirrels among its fleet of ten helicopters based at Stapleford Aerodrome near London. “We put our Twin Squirrels to work in an unrivalled variety of roles,” says head of flight operations Ian Perry. Chief pilot Michael Jupp might find himself collecting a businessman from his private jet at Luton and taking him to Battersea Heliport in a vip configuration one day and being on medevac standby the next. “The versatility of the type allows a very quick role change for the aircraft,” says Perry. “Fitting a Heli-dyne stretcher only takes a short time and, with up to 50 days a year in this role, this vastly improves the utilisation of our fleet. “The Twin Squirrel is a fantastic aerial filming platform either with a digital Cineflex on a boom mount or a Wescam nose mount for feature films. Even easier to fit are Tyler side mounts out the side door for action shots. What really helps us on these types of jobs is having four very lightweight aircraft on high skids, which allows more room under the aircraft to mount the cameras and more airborne time for the director/ producer. Twin-engine performance allows us to operate over water and, also of benefit for us being so close to
ME & MY AIRCRAFT
AS355 TWIN SQUIRREL The twin engine version of the AS350 Squirrel first flew in 1979 and remains in production to this day in the form of the AS355 NP. The initial production version AS355E featured Allison 250 engines and was known as the Twin Star in the US, this being succeeded by the AS355F and F1 with C20F engines. The subsequent AS355N switched to Turbomeca engines with FADEC. The AS355 is in ser vice in more than 20 countries across Europe, in the largest numbers in the UK, France and Spain. Some of the major fleets are with Arena Aviation, PDG Helicopters and PremiAir in the UK, SAF Helicopteres in France, DGT – Servicio de Helicopteros in Spain, the French Customs ser vice and HeliUnion, Heli Service Belgium and Heli Austria GmbH.
London, over congested areas.” He adds: “Almost every day one of our pilots will be called upon to carry out a photographic sortie over London for property portfolios, developments like the Olympic Park or artistic panoramas. The side opening doors allow for a totally unobstructed view. These views are also enjoyed on our
Excel Charter puts Twin Squirrels to a variety of uses..
London sightseeing tours; customers often remark upon the smooth ride and the great all-round visibility.” Perry says that with 120 knot cruise speed and two hour fuel capacity, the Twin Squirrel can cover most of the UK demand for charter purposes. “It is also a very capable IFR machine useful in the English weather and especially as the nights start to draw in.” He points out: “The AS355 has been around for a long while and this helps in a number of ways. The reliability and maintainability is superb, we have our own associated Part 145 organisation, MW Helicopters, who looks after our fleet and have so much experience nothing is a problem.
Because it is such a popular aircraft among operators it easy to trade lease our aircraft to cover maintenance and new contracts. “The support from Eurocopter is still good and, with so many EASA approved STCs, we continue to find new ways to utilise our aircraft. We have used an under slung load rig to lift 1,000 kg bags to inaccessible moors or building materials onto an island. We carry out the latest highly accurate LiDar scanning using a laser system that surveys the ground in incredible detail and we have illuminated whole town squares for a show using a Nightsun. We’ve provided real-time aerial surveillance using our camera
and digital downlink as well as infrared imaging equipment on railway and electricity lines.” He concludes: “All in all I don’t think there is another aircraft that would allow our business to be so diverse, which in the current economy allows us to be so successful.” Interjet SA reports it is satisfied with the maintenance support, dispatch reliability, operating capability and value of its two AS355Ns and its AS355F2. But Thierry Soumagne of Heli Service Belgium NV is unhappy with the maintenance support for the AS355 F1 and F2. He is, however, very satisfied with the dispatch reliability and operating capability and satisfied with the value. “The best aspects are the pace, power and space but the worst things are the electricity problems and oil leaks.” Roy Knaus of Heli Austria GmbH says he is satisfied with the maintenance support and dispatch reliability and very satisfied with the operating capability and value. “The best aspect is the good multi-mission platform and the worst the electrical system,” he says. “The most desirable upgrade would be C20R engines.”
Variety proves to be the spice of life for rotary operators The imagination and ingenuity of owners and operators constantly adds new business scope to the already diverse roles of rotary aircraft in general and twin engine helicopters in particular. The type range of ‘twins’ used by operators is impressive, with the S-76, Super Puma and EC135 just three of dozens of varieties built by Western manufacturers. Russian models include the Mi-171, the result of intense modernisation of the Mi-8, a model that has racked up more than 100 million hours. The result is a polyglot of types that are used in many roles at the forefront of technology ranging from wind farms to major health projects as well as traditional roles such as vip charter and offshore transport. An EC135, operated by Bond Air Services, is the chosen aircraft to deliver personnel and complex equipment by winch at the Greater Gabbard wind farm off the UK's East Anglian coast. Another trailblazing role for helicopters is being defined in France. Eurocopter, the hospital in Dreux, the French association of helicopter emergency medical services and the French civil aviation authority have cooperated in a series of instrument flight tests. Positive results are expected to enable patients to be transported by helicopter from one hospital to another even under poor weather conditions. In the UK, PremiAir’s newest charter helicopter is a “beautifully presented” 2009 Sikorsky S76C++. David McRobert, the group’s md says: “The aircraft has a six seat vvip cabin featuring Sikorsky’s latest ‘Silencer’ interior which delivers cabin noise levels approaching that of business jets.” He adds: “It really is a fantastic helicopter. Since it entered service in May it has been in strong demand from regular and new customers. Feedback has been excellent and we’re delighted to have it.” PremiAir is among more than 200 operators in 37 countries flying S-76s for missions including corporate and vip charter, emergency medical service, search and rescue, offshore oil crew transport and civil defence. Peter Kolesnik, director-pilot of Switzerland’s Linth Air Service,
Bristow: new contract.
does not feel the S-76 needs any upgrades. The company, which has used the aircraft for passenger charter since 2005, says it is happy with the maintenance arrangements, availability of spare parts, dispatch rate and value. Stephen Tierney of the UK's Air Harrods, which owns three of its own helicopters and operates them for charter with Capital Air Services, also manages an A109 and an S-92 which are also available for charter. Tierney says: “The S-76 has a superb cabin with plenty of room and very easy access. It is a fast aircraft with smooth and comfortable level ride. The latest C++ version has enhanced performance with Turbomeca Arriel 2S2 engines with increased single engine power over other C models. These engines are among the most fuel efficient helicopter engines currently available on the market.” Tierney says that both the company’s S-76s are fitted with the Sikorsky ‘quiet’ technology main gearbox. “These have made a big difference in reducing cabin noise,
Bristow: operates S92s.
added to which we have the latest silencer interior fitted which, although lighter in weight than previous vip interiors, has far superior sound proofing. Our cabins do not require headsets for passengers to talk with one another.” VIP transportation and corporate charter is the main role of the 76s that Air Harrods owns and operates. Tierney says: “We have our own highly experienced engineer and a maintenance contract with HAL which is Part 145 approved for the S76 and S92. We have no need to look elsewhere. We have an excellent dispatch rate and having new aircraft helps with reduced maintenance costs and also spares acquisition. We enjoy
excellent support from Sikorsky’s HSI.” The latest and most advanced model, the S-76DTM, is scheduled to enter production in 2010. PremiAir’s helicopters range in size from AS355 Twin Squirrel to Sikorsky S-92, with four Sikorsky S-76s among company aircraft are based close to London. David McRobert says: “All PremiAir’s fleet are IFR aircraft, flown by highly experienced instrument rated pilots.” He says: “The recession has not been easy for business aviation but I’m glad PremiAir took the opportunity in the past to diversify its operations into many areas of executive helicopter and business jet services, so helping to protect our overall business from the significant swings certain markets have witnessed.” PremiAir’s maintenance business is centred on Blackbushe airport near Farnborough. “For over 25 years we’ve been well known as Sikorsky S-76 and Bell 222/430 specialists, but now we offer a full range of services on many different helicopter types,” says Barry Stone, PremiAir’s engineering director.
“Our focus is on providing high quality maintenance and FBO services for all executive helicopter owners and operators. Over the last five years we have seen our maintenance business grow to include the AS365 and EC155, A109 and Grand and during the last year the Sikorsky S92.” PremiAir Global, PremiAir’s aircraft sales and acquisition business, has seen very tough market conditions over the last year. But Tim Blockley, PremiAir Global’s md, believes that the most difficult trading conditions “are now behind us.” Erlend Folstad, commercial manager of Norway’s Airlift, says: “We have operated the Super Puma since 1996 and we are very satisfied with the helicopter type.” Airlift has two Super Pumas, one an Awsar AS 332 L1 which is a SAR helicopter on Spitsbergen. “This helicopter is maybe operating in one of the hardest environments in the world,” says Folstad. “It is fully de-iced and has NVIS.” The other, an AS332C, is a heavy lifter. “With this we performed the longest helicopter rescue ever performed. It involved flying 600 nm from Spitsbergen to North Greenland including 400 nm over open sea crossing from Spitsbergen to Greenland and and then back again in one flight.” The rescue operation saved the life of a scientist. As well as roles ranging from wind farm maintenance to vip charter, twinengined helicopters are vital in the offshore industry. Bristow Helicopters, which has won a new contract to supply shuttle services between the Safe Caledonia flotel and the Franklin platform in the central North Sea, is operating morning and evening shuttles using an offshore-based AS332L for Total E&P UK Ltd. Bristow also operates the S-92 which competes in a market sector where the Super Puma is also prominent.
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EUROPEAN BUSINESS AIR NEWS
10 SEPTEMBER 2009
The MD 902 provides ‘excellent platform’ for European policing and air ambulance roles
ME & MY AIRCRAFT The MD 900/902 is in service in Austria, Belgium, Germany, Luxembourg, Switzerland and the UK, with German and UK police and ambulance operators accounting for the majority. Most UK police forces tend to favour the MD 902 Explorer or the EC135, according to respondents to the EBAN survey. Mick Dunn, executive officer with the Greater Manchester Police (GMP) helicopter unit, says: “The MD 902 Explorer provides an excellent platform for using equipment to carry out policing roles. Power is important but it isn’t just about power, it is about the whole package and the framework for the services, maintenance and engine support is excellent for the MD 902.” GMP is using its second Explorer for missions that total around 1,200 flying hours a year. Its first, which carried out 8,000 hours airborne work in seven years for the force, is now in service with Essex and Herts Air Ambulance. Dunn says: “The support package we have for the MD 902 is such that we are very happy with the maintenance and availability of spare parts. The operating capability is good: we work the MD 902 pretty hard. The allround visibility from the aircraft is also very good.” The MD 902 is equipped with the latest technology including FLIR thermal imaging systems. Essex and Herts Air Ambulance (EHAA) brought the aircraft into service in November 2008 and is aiming to carry out about 300 flying hours in the first year. EHAA says: “It is operational five days a week currently and we aim to increase that to seven days next year providing charitable income allows. It is maintained by Medical Aviation Services, Staverton. We are very happy with engineering response, the aircraft has been very
Essex and Herts Air Ambulance is delighted with the MD 902.
reliable to date and we have no issues with spares.” EHAA says the MD 902 Explorer’s strengths include its large cabin area and 6,500 lb MTW. “It is quiet in its class and is a particularly safe aircraft for landing in congested areas.” But EHAA would like to see NVIS on new aircraft as standard and a reduction in scheduled service intervals. Heli Austria’s Roy Knaus is satisfied with the maintenance support and value of the MD 900. He is also very satisfied with the dispatch reliability and operating capability. “The best aspects are the low noise factor and the spacious cabin but the worst thing is that costs for parts have increased substantially over the past few years and there is no power by the hour for the airframe components available. The most desirable upgrade would be 207E engines (as used on the MD 902).”
Egyptian EMS chooses three Powers Egypt’s ministry of defence has signed a contract for three AW109 Power light twins. They will be operated by the Egyptian Air Force to perform emergency medical service (EMS) duties on behalf of the ministry of health. The government says the spacious patient/medical staff cabin of the AW109 is completely separate from the cockpit allowing two or three attendants full access to the two longitudinally placed litters without disruption to the cockpit. The co-pilot seat is reversible for an additional medical attendant.
“Both single and dual litter configurations are available,” the government adds. “Internal as well as baggage bay storage are provided while dedicated equipment and patient loading is facilitated through large cabin doors on either side of the fuselage. “The internal layout includes provision for the installation of all necessary medical equipment to treat patients while in transit. Standard oxygen and power supply units are positioned on both the cabin rear bulkhead and upper side panels.”
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The UK’s Specialist Aviation Services, parent company to public service air support firms Police Aviation Services (PAS) and Medical Aviation Services (MAS), claims the MD 902 Explorer outperforms its competitors. Nigel Lemon, director sales and marketing, says: “Our company provides comprehensive 24-7 UKwide maintenance for the MD 902 Explorer as well as approved third party engineer and pilot rating/
conversion training courses. Our police and air ambulance end users all very satisfied with the dispatch reliability. It is very close to the 100% mark taking into account weather and other factors such as scheduled maintenance which sometimes get included and skew the figures.” He says the company owns six MD 902s with three more on order. “In total, we operate and support over 20 MD 902s in the UK in the air ambulance and police role, plus a couple of the aircraft operated on a private or corporate basis. A couple are the older MD 900 model but the majority are the MD 902.” Lemon says he is very satisfied with the operating capability. “The aircraft outperforms its competitors including the EC135 in payload, safety and useable cabin space. It is also significantly quieter.” He adds: “It is similar in both
capital cost and DOCs to its rivals so the superior performance makes it good value for money. The MD 902’s best aspect is its operating capability. Its payload capability and transit-van cabin space make it ideal for police and air ambulance work. Low noise makes it environmentally friendly and internally, low noise and vibration minimises crew fatigue.” Lemon says many of the MD 902’s newer features have been incorporated as standard since 2008, such as increased MAUW to 6,500 lbs, air conditioning and auxiliary tank. “The next thing is possibly an instrument upgrade, but the current fit is perfectly acceptable as it was designed with a semi-glass cockpit in the first place.” Since 2000, the SAS group has been owned by Elite Helicopters Holding NV (previously RDM Aerospace BV), a Dutch industrial concern that also owns a significant interest in MD Helicopters Inc. MDHI manufactures the MD 902 Explorer. The group has been based at Gloucestershire airport since 1991. It has recently expanded to new, purpose-built facilities almost 3,000 square metres in area. Peter Moeller reports favourably on the 900 and 902. He says he is satisfied with the value and maintenance support and very satisfied with the dispatch reliability and operating capability. “The best aspects include the NOTAR system, big cabin, low vibration level, small outside dimensions and greater power. The worst thing is the non-availability of a full flight simulator for pilot training. There is still no full flight simulator available to support the training and recurrent training of pilots on the 900 series.” Moeller says the aircraft could do with an upgrade kit to convert 900 into 902 to fully comply with PC requirements of JAR-OPS 3.
Grand is a real step up from the Power but ‘could do with more MTOW reserve’ The Agusta A109 is highly popular, as you might expect, in its home country of Italy, but has achieved its greatest acceptance in the UK, where dozens have found a home in corporate service, as well as for ambulance and air charter operations. No fewer than 23 countries from Ukraine to Portugal, Norway to Turkey, have resident A109s. Most of these are operated singly or as a pair, but the largest individual fleets include those of Helicopteros del Sureste in Spain, Proteus Helicopters in France, Elilario Italia in Italy, Swiss Air Ambulance and the UK’s Castle Air Charters. Philip Louis Amadeus, who recently filmed the 608 nautical mile 2009 Rolex Fastnet Race from the air, is well-qualified to compare the merits of the Grand and Power helicopters. His Redhill, UK-based RotorMotion has operated a fleet of A109s for 13 years. “We now have two older ‘classic’ 109s and one Power to which we’ve added a brand new Grand collected from the factory and we have hopes of bringing another nearly new Grand into operation.” The fleet’s strength in depth helps in ensuring aircraft availability for events including the Cowes to Plymouth race via the Fastnet Rock off southwest Ireland which attracted 300 entries from around the world. Amadeus says: “The Fastnet coverage was for TWI, producing film and stills to cover the race. We have done it
every two years for 12 years now. A strange aspect of this is that despite JAR and now EASA, we have to apply to the Irish CAA for a temporary AOC, as, although we can fly charter in Eire, the agreement doesn’t cover aerial work.” He adds: “We can almost guarantee aircraft availability even in the busy summer months and we are just an eight minute flight time from London’s Battersea heliport where we have established the top end of vip IFR helicopter charter as our niche.” Amadeus says that, for the pilot, the advantages of the Grand over the Power is that it is 10 knots faster and MTOW and avionics are superior. “There is also a bigger door window for taller pilots,” he adds. “For passengers there is more legroom, the trip is smoother and quieter and there is a better view out of two big windows.” The drawbacks, Amadeus points out, are that the Grand has less spare power in hand at MTOW, a smaller boot as it has to incorporate the
battery, and problems with sliding door track wheels. “There is also an annoying speed warning over 160 knots before VNE 168.” Amadeus says: “With reference to our Power, the Nav fit of the Trimble 2101 is terrible. Compared to the Garmin 430 530 option that we have in the Grand it is stone age. The way you have to enter information with lots of pushing and twisting of knobs is very clunky. Also it can only store 200 User Waypoints, so we constantly have to delete useful old ones. It has limited knowledge of smaller airfields, so we have to save Redhill, Elstree aerodrome etc into the User Waypoint list. When you do a simple GoTo, neither the destination nor a track line appears on the KMD 550, so in remote areas all you see on the moving map might be a lot of green. Lastly and more scarily, our Power had the wrong co-ax cable fitted to the GPS antennae, so it struggled to get reception. “Instead of the GPS going off, it
AGUSTA GRAND AND A109 Deliveries of the original A109A helicopter began in 1976, later acquiring a choice of Pratt & Whitney or Turbomeca engines in 1995 in the form of the A109E Power. A special edition with improved soundproofing and interior was produced as the Power Elite. The maximum cruise speed is 154 kts and standard range 521 nm. The most recent development has been the A109S Grand, which has a larger cabin and the option of a luxury interior. The first two Grands were delivered to customers in the UK in 2005. It can carry eight people including crew, or have a five/six place club seating arrangement in executive configuration.
EUROPEAN BUSINESS AIR NEWS
went into a subtle DR Dead Reckoning mode. The position on the KMD 550 looked sort of OK, but after the odd turn or change of speed, the displayed position was some miles off the helicopter’s actual position. This could be distracting at best.” In July Amadeus and Capt Peter Barnes ferried a brand new A109S Grand from Agusta’s Milan factory to RotorMotion’s base near London. “This superb machine complements the current AOC fleet of a 2006 three tonne Power and a A109 Mk II Plus,” he says. “We also have on call three further Agusta 109s. The Grand is a real step up from the Power. It is 10 knots faster with a cruise speed of 160. Max endurance is 2.5 hours and amazingly with six passengers it can still fly Performance A for one hour 40 minutes. This is convenient as Paris is only just over an hour from London. The stretched cabin gives excellent legroom for up to five adults.” There are concerns among some operators about Agusta’s maintenance and spare parts service. One European operator, which asked to remain anonymous, says that it is very unhappy with the maintenance support for the A109, stating that AOG parts delivery from the
THE CURRENT EUROCOPTER FAMILY Designed as the successor to the BO105 (and originally dubbed the BO108), the EC135 was first cer tified and delivered in 1998. It comes with a choice of Turbomeca or Pratt & Whitney engines, and has seating for seven including two pilots, or six in vip configuration. Maximum cruising speed is 138 kts, and standard range 335 nm. The latest variant is the EC135 P2+/T2+, built in Germany and Spain, and there is now an executive variant known as the EC135 Hermes with calf leather seats and leather trimmed controls, cabin enclosed in Hermès canvas and complete with binoculars for the passengers. The technology from the EC135 has also been incorporated into a successor to the BK117, the EC145, which features Turbomeca engines and first entered ser vice in 2002. Maximum cruising speed 138 kts, typical range up to 380 nm. It is slightly more spacious than the BK117 because of the removal of centre post and door supports. The larger EC155 was also a development of a previous model, namely the Dauphin 2. It was cer tificated in 1998 and features two Turbomeca engines. Cruising speed 144 kts, and range with standard tanks 424 nm. Variants range from high density one pilot/14 passenger configuration to vip four to eight passengers plus pilot.
The EC135 is operated in 21 countries around Europe, with the largest populations to be found in Germany, the UK, France and Austria. Police and medical operators account for by far the majority, although there are also examples in corporate and passenger charter service. The largest fleets are in the hands of the German police force, followed by German and Austrian emergency medical services. Bond Offshore also has a substantial fleet. The EC145 is rather less prolific, but still found in a dozen countries. This model is favoured by the French police and Swiss air ambulance. The EC155 has a growing following for passenger service in the UK, with fleets in operation by Starspeed and Bristow, as well as by Dancopter in Denmark and Offshore Helicopters in Norway. Operators of the EC135, widely used among police and ambulance
SEPTEMBER 2009 11
maintenance or repair. The number of maintenance facilities are small.” Ersan Buyukakcam says Uray Air AS is very satisfied with the maintenance support, dispatch reliability, operating capability and value of the company’s Agusta 109A. Francesco Za reports he is very satisfied with the maintenance support and operating capability of the A109E Elite and satisfied with the dispatch reliability and value. “The best aspects are the comfort and performance and the most desirable upgrade would bring ice protection,” he adds. Philip Louis Amadeus with Capt Peter Barnes who has been flying Grands since they first came into service and has about 9,000 hours.
manufacturer may take more than two months. However, the operator was very satisfied with the dispatch reliability and satisfied with the operating capability and value. “The best aspect is the performance and cruising speed and the worst thing the uncorrectable vibrations. It needs a better anti-vibration system,” the operator added. Another operator disagrees. It says the standard of maintenance service for its A109E Power EMS can vary. But it was generally satisfied with the
maintenance support, dispatch reliability, operating capability and performance. “The best aspects are the speed and low vibrations. One of the most difficult aspects is changing the documentation each time to match the different individual client requirements.” The most desirably upgrade, it says, would bring in composite tail rotor blades. The operator explains: “Sometimes support is excellent but sometimes it is very heavy although the problems are not with standard components
Manufacturer’s comment: AgustaWestland says it has been investing heavily in its customer support activities in recent years and continues to do so, increasing spares stocks, reducing lead times and overhaul times, increasing the number of authorised service centres and the range of training services. “As an example we have recently doubled the size of our new logistics centre at Lonate Pozzolo in Italy,” the company says. “We are making significant improvements across the board although we appreciate there is room for further improvement.”
ME & MY AIRCRAFT
Unusual choice Operators that responded to the EBAN survey mainly use traditional types but one of the more unusual helicopters operated was the PZL W-3 Sokol. Jablonski Wojciech reported that he was satisfied with the maintenance support: and value and very satisfied with the dispatch reliability and operating capability. “The best aspect,” he reports, “is the good relationship between the costs of the overhaul and the operating requirements.” But operation of the main rotor blades could be improved and he would like to see increase maintenance overhaul intervals. However, he says: “It is the best helicopters known to me for doing hard work in difficult operating conditions.”
IFR advances EC135’s operational capability on Uni Fly’s expanding North Sea operations
Uni Fly: Fleet has bad weather role.
The EC135 lowers technicians to a specially designed platform.
services, and the long-range medium-lift EC155, are generally happy with the aircraft. In the North Sea Uni Fly A/S has flown around 18,000 maintenance operations on 80 wind turbines since its first EC135 was delivered in 2002. Helicopter maintenance manager Frank Petersen says: “This helicopter only flies in bad weather because, when the sea is calm, the technicians can be transported by boat.” The EC135 lowers two technicians three or four metres to a specifically designed platform on the wind turbine more than 80 metres above the sea, Petersen says. “The EC135 has a large cabin and provides high levels of safety for hoisting operations. It is able to withstand the wind, which allows it to remain stable; and the right conditions are maintained in which the hoisting can be completed if one of the engines should fail. The aircraft’s dispatch rate and value are good but our second EC135, being delivered in September, will have IFR which is a desirable upgrade to advance
DanCopter: versatile roles.
operational capability.” Petersen says that Uni Fly, launched in 1970, is happy with the maintenance and availability of spare parts. “The EC135 is on Eurocopter PBH (power by the hour) whereby maintenance costs are fixed and helicopter downtime is minimised. The service covers all D level scheduled and unscheduled repairs and overhauls for dynamic components – blades and basic equipment are included. At the end of their service life, all parts are replaced by new Eurocopter guaranteed parts,” he adds. Petersen says there is a rising demand for transport to offshore transformer installations. “The field
that we service has 80 wind turbines in a 5x5 kilometre area and we do passenger transport to a transformer installation in a park being built now.” Uni Fly also specialises in air taxi flights and power, oil and gas line inspections. Its aerial photography and filming uses a 360 degree camera installation. The company also carries out sling operations, ice patrol from supply ships in Greenland, field operations for mineral exploration in Greenland and special missions with its EC135s complemented by a Schweizer 269C and two EC120 Colibris. Denmark’s DanCopter is happy with the with EC155’s maintenance and availability of spare parts. Head of training Jan Petersen says: “We have evaluated this aircraft during the last six years and it has always shown a very high dispatch rate. Our maintenance programme uses zone inspection which more or less always delivers an aircraft on the line whenever our customers ask for a flight.” DanCopter plans to add to its
EC155 fleet. The company brought Eurocopter’s one hundredth EC155 B1 into operation. It was already operating five EC155s in the North Sea oil and gas market and is one of the launch customers of the EC175 with two on order. From its main base in Esbjerg, DanCopter started offshore operations in support of the oil and gas industry in 2003, introduced successfully the first EC155 B1 helicopters in the North Sea, and now provides service to oil companies such as HESS and DONG Energy. Nils Skeby, ceo, says: “We have expanded our activities from Denmark and the Netherlands into Ireland and Norway servicing Shell, Statoil, Gaz de France, Chevron, Wintershall, Det Norske and Maersk Oil.” Skeby points out that the 12passenger and two-pilot EC155 is a twin-engine, long range helicopter with the very latest technological innovation making it one of the most reliable helicopters on the market. It also has a fast cruising speed of 143 knots and a wide roomy cabin. “Its advanced Fenestron tail rotor and five-blade rotor means it is also the quietest rotorcraft in its category and ensures superior manoeuvrability, performance, and reliability” he adds. Capt Keith Sturgess of Western Counties AOU, which operates an EC135T2, is satisfied with the maintenance, dispatch reliability and value and very satisfied with the operating capability. He says: “The best thing is the reliability. We work it very hard in police operations. The most desirable upgrade would be an increase of AUW although we are not implementing due to cost.” Peter Dahm of Avinco SAM reports that he is satisfied with the EC155B’s maintenance support, dispatch reliability, operating capability and value.
EUROPEAN BUSINESS AIR NEWS
12 SEPTEMBER 2009
Sweden’s versatility helps operators combat difficulties caused by global recession
SWEDISH REGIONAL REVIEW
Sweden, like all other countries in Europe, has suffered from a downturn in private charter demand. But the beauty and natural resources of regions such as Swedish Lapland, and the development of infrastructure including power lines in the north, is providing welcome and relatively stable and profitable business. Operators, some of whom focus on ambulance work and SAR, also report signs that charter demand is picking up with bookings increasing over the last few months. The rise in private charter is welcome although some operators are also diversified into the mapping and environmental and resources research sectors which do not depend on corporate and leisure budgets. Wermlandsflyg has seen its investment in four turbine Commander twins pay off with long term contracts providing steady business levels. Wermlandsflyg, which operates from Gardermoen, Gavle and Torsby/Fryklanda, also has two twin piston aircraft, a Shrike Commander and a Piper Chieftain and, although it focuses largely on photography and aerial survey work, it also provides freight and
Anders Oberg, operations manager, and Lena Oberg, md, of Wermlandsflyg have placed a major focus on mapping operations.
passenger services. Operations manager Anders Oberg says: “The photographic and aerial
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survey work is fairly constant and we don’t see much change in that sector because we have long-term contracts but there have obviously been less requests for charter.” There is a major focus on mapping where demand is high for up-to-date photographs and information for urban planning, infrastructure monitoring, geophysical development and mining and forestry updates. Oberg says: “The Commanders are very good aircraft for surveys. They are flexible, reliable, stable and fuel efficient and meet our requirements to film at both low and high levels. We have the latest equipment and the aircraft are obviously specially adapted for the work.” Oberg says the company made a big investment in aircraft two-and-ahalf years ago and does not anticipate the need to reinvest for a while. “We have enough capacity to meet current demand and cope with a pick-up in air charter business,” he says. Anders Jivegaard, president of Jivair, confirms that charter work for its Piper Navajo and the Citation 500, configured for six or seven seats, is down although he says there are signs of recovery. The Citation also enjoys air ambulance and medevac demand.
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Comprehensive Swedish online data free-of-charge The 2009/10 EBAN Handbook of Business Aviation in Europe gives details of many more Swedish 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
“It can be converted within one hour,” Jivegaard says. Golden Air Flyg, which operates from Helsingborg and TrollhattanVanersborg, expects to resume ad hoc charter as demand picks up, perhaps in the autumn. The company, whose aircraft include an SF340 and a Saab 2000, focuses on freight, including hazardous freight, as well as passenger services. “There was more demand for scheduled flights so we took a commercial decision to stop private charter but we may reinstate those services later in the year,” says chief of operations Tollef Dale. Stockholms Helikoptertjanst, which operates two MD500s and two Llamas, confirms that aerial works is among the more stable business sectors in Sweden. Owner Richard Ziverts launched the company in 2001, and it concentrates on long line sling load operations installing infrastructure such as masts. Sweden’s Osterman Helicopter, one of the biggest and longestestablished helicopter companies in Sweden, is involved in a huge power line project spanning 800 kilometres into the north which is likely to take around 18 months to complete. Its varied 12-strong fleet is in demand for aerial works in countries such as Morocco as well as throughout Scandinavia, and works on a diverse mix of business ranging from house building to fire fighting. The company’s Merlyn Lindahl says: “There are islands, particularly off the west coast of Sweden, where people use our helicopters to transport material. On some islands no cars or lorries are allowed so the helicopter is the only vehicle that can be used. There is also steady demand for cell phone masts and we have an excellent reputation for fire fighting expertise.” Osterman Helicopter, which has kept its name despite changes in ownership over the years, operates a Bell 212 and a Bell 205 which has benefited from the strengthened airframe giving it the advantages of the 214 Huey Plus. These aircraft complement three Bell 206s and five AS350s – one B1, three B2s and a B3. There are also two EC120s. Almost all can be used in aerial works, fire fighting, freight, passenger, photography and film, sightseeing and leisure, vip charter and survey and surveillance. “We provide the helicopter that is best for the client,” says Lindahl. “The aerial works
project in Morocco required certain capabilities and the load factor is an important requirement when deciding the deployment. The Bell 205 gives us added load capability as it can move up to 1,700 kilos but the B3 can take 1,350 kilos, the B2s about 1,100 kilos and the B1 around 900 kilos.” However, sometimes even Osterman’s heavy lift capability has to be supplemented and, in one project the company used Aircrane Inc’s S-64 Skycrane. Topographical surveys are another source of business enquiries. “We also get contacted by the police for SAR missions particularly where incidents happen in the remote mountains. However, there is more of a requirement for the installation of power lines and the maintenance of infrastructure. We also have Bambi Buckets which are very effective in fire fighting so our fleet is extremely adaptable to the different requirements of clients in various sectors,” Lindahl adds. “We are happy with our fleet and therefore do not plan any additional aircraft at present. There are new projects coming up, including one involving another very large power line, and, although nothing has been decided, the company is very confident in its ability to maintain work levels despite the global recession.” Örebro Aviation uses its two Piper twins for both passenger and freight and has followed a steady business strategy since it set up over 15 years ago. The company is based at Örebro airport. “We have our own hangar with office, crew room and ‘in check’ for our passengers and we have good support from the airport to carry out our operations. However, we always have been treated well at other airports we visit,” says operations manager Monica Pöhner.
Wermlandsflyg: major focus on mapping.
She says the company has no problems finding pilots if, after qualifying and gaining experience on the Pipers, they decide it is time for them to move on to bigger aircraft. “Unfortunately, due to the global recession’s effects on peoples’ business there has been a fall in demand for air taxi and private charter flights but we are now beginning to see an increase in demand for flights.” Norrlandsflyg AB believes it stands to continue to benefit after its decision to focus exclusively on government-contracted missions. The company’s Anders Annerfalk explains: “Since all general and business charter operations were terminated in 2002 in order to focus on public contracts for HEMS and SAR, the company has grown substantially. With a new owner and new management on-board from early 2008, a firm foundation for continued expansion has been laid.” Norrlandsflyg, he adds, operates all Swedish SAR-helicopters on behalf of the Swedish National Maritime Administration, with five bases around the vast coastline on a
EUROPEAN BUSINESS AIR NEWS
SEPTEMBER 2009 13
I N D U S T R Y
SAR is important for Norrlandsflyg AB.
constant 15 minute alert. “In addition, two HEMs-bases are operated on regional hospital administration contracts, one in Gothenburg, covering the Swedish west coast and one in Gällivare in the far north, covering the Polar region.” CFO Andreas Bestelid predicts that the new business focus of the company, launched in 1961, will enable it to grow. The company’s headquarters and technical base with main repair, overhaul and maintenance facilities were moved last autumn to a new base in Gothenburg. “This took it geographically much closer to the majority of the SAR bases,” according to Ralf Zander, manager flight operations. Technical manager Rolf Öhlund says a new S-76 is expected to come into operation later this year. “One of the advantages of the S-76 for the kind of work we do is that it has a sturdy well-proven platform.” The company’s 12-strong fleet includes four S-76C+s. Chief pilot Tommy Sarwien says that Norrlandsflyg AB benefits from the advantages of a fleet that has a focus on operating a single type of aircraft. Fredrik Skanselid, who became md in January 2008, says the company mainly recruits staff through its website. He adds: “Even if we have no major vacancies today, we are always interested in meeting ambitious, well trained and experienced future staff members.” Fly Logic reports that clients are very appreciative of its new facilities at Malmö airport which were officially opened recently. Accountable manager Willy Lilje Heden says: “The facilities are much more convenient for the clients as it is a short walk from parking and facilities to the aircraft. We are responsible for our own security and can give an extremely effective service.” Fly Logic says the strategic location of the new facilities enhances its prompt response to flight requests. The company operates three PA-31s, two Navajos and one Chieftain, and a Metroliner II. Lilje Heden says: “Our core passenger charter business is accommodating the needs of businessmen who perhaps wish to travel, spend a night away, and come back promptly. Sweden, like everywhere else, has suffered in the global recession but we have managed quite well. Many businesses who used to use jets have transferred to our cost effective alternatives and, recently, overall business activity seems to have picked up.” WaltAir Europe has redeployed its Citation XLS in the French Riviera and reports high business levels from Côte d’Azur seaside resorts such as Cannes, Antibes and Saint-Tropez. “It has proved to be a sound business move,” says marketing director Lars Nordin. “The XLS is configured for nine passengers but typical charters are for four to six and it is an extremely comfortable aircraft for those kind of numbers. The XLS is
popular and flying almost every day because it is very good value: the cost is not much more than of a light jet but the comfort is that of a midsize jet with its stand-up cabin height and APU.” WaltAir also has a refurbished Super King Air 300 and a 350 at its main base in Norrköping and a CJ1 which operates out of Malmoe Sturup airport in the south of Sweden, where WaltAir has a hangar, lounge and office space. Nordin says Malmoe Sturup is a great strategic location near to Denmark, Poland and Germany. Leisure demand in Europe has proved a welcome boost in the economic downturn, he reports. WaltAir, founded in 1996 with a Beech Baron 55, is also developing its ad hoc flights for hospitals. The work involves patients scheduled for transplant, doctors carrying out the operations, and the organs. WaltAir also transports babies suffering from lung or heart disease using an Extracorporeal Membrane Oxygenation (ECMO) machine that keeps oxygen supply at the right levels. The CJ1, Nordin reports, is used extensively but the King Airs and the XLS have more availability for charter. “WaltAir has a good base for European operations and is well-placed to take advantage of the business upturn when it comes,” he adds. Kallax Flyg AB has built up a strong business basis for its fleet of 11 helicopters with tourism dominant in the summer and aerial works providing the lion’s share of work in the winter. The company, founded in 1998 by the brother and sister team of Sven Stenvall, Folke Stenvall and Anna Flink, is now a wholly-owned subsidiary of Stenvalls Trä AB, an AAA credit-rated company with profitable sawmill activities.
N E W S . . .
Tenders invited for Manx air ambulance
Citation service expands in Bremen
The Isle of Man has invited expressions of interest in providing the island’s air ambulance service, currently operated by Woodgate Executive Air Charter. The current service is delivered by a modified fixed-wing aircraft at Ronaldsway Airport and undertakes up to 240 air ambulance transfers each year, almost all of these being between the Isle of Man and Liverpool John Lennon Airport. Approximately 95% of these transfers are non-urgent and are carried out during normal working hours between Monday and Friday. The current contract runs until January and is being reviewed in order to ensure “good governance and best value for money”.
Atlas Air Service has opened one of Europe’s largest Citation Service Centers at Bremen Airport. Michael Laux, managing director at Atlas, said: “Given the rapid growth of Europe’s Citation fleet, this facility is three times larger than our former Bremen service centre. We can now accommodate up to 16 Citations simultaneously.” Atlas Air Service delivered over 50 Citations to European customers in 2007 and 2008, and also operates service centers at Paderborn and Ganderkesee.
Gulfstream speeds from Aruba to Spain A Gulfstream G450 has established a city-pair speed record between Queen Beatrix International Airport in Oranjestad, Aruba, and Barcelona International Airport in Spain. The aircraft flew 4,374 nautical miles in 8 hours, 56 minutes, at an average speed of Mach 0.80 with no headwinds. It landed with 3,900 pounds of fuel remaining.
Falcon 7X approved for steep approaches Dassault Falcon has received approval from the FAA to perform steep approaches with slopes up to 6˚ for the Falcon 7X. This approval allows US-based Falcon 7X operators to fly directly into London City Airport (LCY), Lugano, Switzerland (LUG) and other airports requiring steep approach landings.
Helicopter training offered for ‘inadvertent IMC” FlightSafety International is to expand its Surviving Inadvertent IMC training programme. The training will now be available in Fort Worth, Texas; Tucson, Arizona; Lafayette, Louisiana and West Palm Beach, Florida. It demonstrates proven techniques and procedures designed to assist helicopter pilots when operating in an environment that could lead to entering Inadvertent Instrument Meteorological Conditions and to respond safely should this occur, and is non-aircraft specific.
Phenom 300 heads for certification With the first flight of the fifth aircraft, the Phenom 300 is on target for certification before the end of the year. The current fleet of four prototypes has accumulated over 850 test flight hours.
Phenom owners get dedicated service.
Phenom owners given hotline to Embraer Embraer has introduced a customer support contact centre dedicated to executive jets, offering assistance for operational, technical and maintenance needs. The initiative has been operating for North American Phenom 100 customers since December 2008, and has now been expanded to offer worldwide support for all Embraer executive jet models.
Pembrey bids for golfing business Pembrey, a privately-owned commercial airport in west Wales, reports that Techniques d’Avant Garde, which owns and operates both Farnborough Airport and Air Charter Co Ltd, has selected Pembrey to provide landing, refuelling, hard standing and other facilities to more than a dozen executive jets carrying golf’s elite to the Ryder Cup 2010. And it’s likely that international racing professionals and fans will be making a beeline to Pembrey in 2009. That’s when nearby FfosLas, the UK’s first new National Hunt racecourse in 80 years, opens its doors for the first time. More than £3.5 million has already been invested at Pembrey, and md Captain Winston Thomas is now seeking investors for Phase 2 of its development. The airport has access to over 5,000 acres/2,000 hectares of level development land available immediately, plus the support of local authorities for further development.
Online catering management is enhanced Private Flight Global has added a search option and enhanced reporting to its online system for inflight catering management. Customers are now able to obtain a greater level of detail for analysis of catering expenditure. Real-time reports can be downloaded, and categorised by flight, trips, aircraft, cuisine provider, or by personnel.
Execujet appoints FBO director The Execujet Aviation Group has appointed Mark Abbott as group FBO director with immediate effect. He will be based in Cape Town.
Premier II timing under review Hawker Beechcraft reports progress on its Premier II programme with the first test flight of the aircraft’s new engines on a modified Premier IA and the entry of the first Premier II fuselage on the assembly line. The first prototype flight is on schedule to take place in December 2009, but the company now expects deliveries to begin in late 2012 or early 2013 – timed to coincide with an anticipated rebound in the business aviation marketplace. The new light business jet evolves from the highly successful Premier IA and will feature higher cruise speeds, 20 percent longer range with four passengers and increased payload.
Citation X grows winglets The first Citation X to be fitted with elliptical winglets has been delivered. Cessna and Winglet Technology, LLC, collaborated to develop the latter’s patented elliptical winglet for retrofit. Its shape ensures the lift distribution closely matches optimum lift distribution along the span of the wing, which reduces the induced drag of the aircraft. The resulting drag reduction enhances operational performance for the Citation X including decreased fuel consumption, increased speed and increased range. The retrofit kit also includes the replacement of the existing anticollision and position light system with LED versions. Plans are under way to offer installation of the winglets at all nine Cessna Service Centers throughout the US and in Europe.
BACA still sprightly at sixty The Baltic Air Charter Association will be celebrating its 60th anniversary with an awards ceremony at London’s Guildhall in October. The association, formed to promote the highest standards in air charter brokerage, has members from across both the passenger and freight commercial aviation industry.
For contact details, consult www.handbook.aero Grafair has a catchment area of 25,000 islands.
“Kallax Flyg AB is able to offer strong economic security to its customers. The aircraft are owned by the parent company, Stenvalls Trä AB, which in turn hires them out to Kallax Flyg AB,” the company says. The company has grown organically and through acquisition acquiring the Part 145 aircraft maintenance company Helimek AB and Polar Helikopter of Kiruna in 2004 and incorporating Helimek AB in 2007. “Swedish charter demand is not immune from the lower demand experienced in 2009 throughout Europe but Kallax Flyg AB has a modern leadership philosophy and Continued on page 14
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EUROPEAN BUSINESS AIR NEWS
14 SEPTEMBER 2009
SWEDISH REGIONAL REVIEW
Swedish entrepreneur enjoys private charter challenge
Continued from page 13
strong financial basis, and its assignments are constantly being refined and improved,” the company says. “All the staff are committed and experienced, look at the big picture and take their share of responsibility to generate quality that benefits the customers.” Kallax Flyg AB continues to benefit from repeat business operating according to JAR-OPS 1-3 and EU-OPS 1 requirements. The company operates EC120Bs, AS350s and Schweizers which, it says, provide a good range of choice for parties interested in hunting, shooting and fishing holidays as well as aerial work assignments. Kallax Flyg AB renews the fleet through judicious buying and selling. The company says: “Helicopter assignments include aerial photography, game inventories, reindeer herding, power cable inspection and fault localisation and flights for the Swedish Armed Forces. Our helicopters are in demand for all types of lifting assignments and fire fighting.” But Kallax Flyg AB has a strong focus on eco-friendly angling trips and hunting and adventure holidays in the unspoilt wilderness of Kiruna. The company has year-round bases in and around Kiruna and at Kurravaara providing offices, accommodation, storage and maintenance hangars. There is also a year-round base at Piteå/Långnäs airport with a maintenance hangar, and a hired facility with a base in Arvidsjaur plus seasonal bases in Nikkaluokta, Abisko
Jan Synnersten’s QuickNet Air operates a Cessna Citation II which meets the budgets and requirements of rock stars as well as time-pressed businessmen.
Swedish entrepreneur Jan Synnersten spent four years studying the market before launching QuickNet Air during the height of the global economic downturn – and the research has paid off. The charter company, which operates a Cessna Citation II, has developed a reputation for meeting the budgets and requirements of rock stars as well as and Alta, Norway. The company says: “Despite the recession, tourism in general, and environmentally adapted tourism in
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time-pressed businessmen. Synnersten, who holds a private pilot’s licence, has built businesses in sectors including plastics but says the private charter industry is one of the most challenging and interesting that he has become involved in. “I know from my experience that it pays to develop business slowly and carefully,” Synnersten says. “I put a great deal of care and work into particular, is among the fastest growing business in the world. The natural resources in Swedish Lapland are magnificent, but must be protected and preserved. Our goal is to create sustainable tourism in Lapland and that includes giving all staff environmental training.” The Municipality of Kiruna has some of the world’s best areas for grayling, a freshwater fish of the salmon family. Areas include Sandåslandet, the collective name for land framed by Tavvaätno and Pirtimysjokk in the south; the Korvejávri and Kiepanjávri lakes in the west; Rostuätno in the east and Kummaätno in the north. “The landscape is characterised by low mountains, airy heaths, lovely sand ridges and almost endless swamps and is very popular with anglers,” the company says. “There are other prime fishing areas and a vast mountain area in the municipalities of Kiruna and Gällivare offers almost unlimited opportunities for grouse hunting. With Kallax Flyg’s many and strategically located air bases, we can reach most places quickly and cost effectively. Many guest grouse hunters choose to fly out and hunt on their own with hunting friends. Many of these hunters have good friends who live locally in Kiruna or Gällivare and, with their help and company on the hunt, they are able to find places not always located by guests on their own in the area. Kallax Flyg works with hunting guide companies and together they can offer unique packages with comfortable accommodation, good food and experienced guides who will take the hunter to the places with the best grouse hunting conditions at the time, both in terms of stocks and weather.” It adds: “The quickest and easiest way to reach the municipality of Kiruna’s westernmost mountain region by the Norwegian border is to start out from Kallax Flyg’s helicopter base in Nikkaluokta, which is flanked by Visttasvagge and Laddjuvagge, at the foot of the KG-Tjåkka Mountain, just 19 km from Kebnekaise mountain station. “The region offers fairly easy
the project for around four years before acquiring the Citation II from Manchester in England and obtaining an AOC last December.” He adds: “It is often a good time to set up in an economic downturn because a business can be built carefully and systematically avoiding the temptation to overstretch and go too fast too quickly. This is particularly true of the private hiking with many good grouse biotopes along lakes, swamps and the streams on the mountain plateaux and, particularly, in the valleys along the lakes.” HeliNord has invested in a Bell 206L LongRanger to deploy for tourists indulging in the popular sport of heli ski-ing. Norje Marklund, md, says that the demand for heli ski services in Kittelfjäll and Riksgränsen is rising. Riksgränsen, sited 300 kilometres north of the Arctic Circle in Sweden’s Lapland, has a heli ski area of some 60,000 square kilometres with more than 100 peaks. Helicopters are used to lift skiers to where the best snow is often found in tandem with a certified mountain guide. Marklund says: “Our new helicopter is being delivered in very good time for the heli ski season which begins in earnest in March and normally lasts until June.”
Norrlandsflyg AB: government contracts. Photo Norrlandsflyg/Anders Annerfalk
He adds: “The mountains in the close area provide 700 to 1,000 metres of vertical height but if you fly in to the more remote areas of Mårma and Kebnekaise you get up to 1,500m vertical.” HeliNord also operates three SA316/8/9. Bengt Graffstrom, owner and ceo of Grafair says that the company’s aircraft ownership structure has helped protect it from the worst effects of the economic downturn. Although it owns two of its five Citation IIs the rest are in fractional ownership. “Our latest Citation II is an S2 which offers longer range and greater fuel efficiency,” he adds. Grafair’s seaplane operation has been in business since 1999 and is
charter market which is complex and demanding. I am not sure that we are suffering a recession in the true sense of the word as it has been applied and understood in the past. I think that the traditional models of large businesses are being challenged by new circumstances. The companies that will thrive are firms that identify a need and a budget and target those in tandem with a service. It may not always make sense to try and adapt an outof-date approach to changing circumstances.” Synnersten, who set up his first business more than 15 years ago, says that businessmen and rock stars will hire private aircraft at the right price and availability and that charter operators have to work within their clients’ budgets. “This approach is working for QuickNet Air. Every month we are gaining new customers. Once you build up a good reputation business starts to come in by recommendation.” He predicts: “Every airline and private charter operator will have to offer something unique to expand and prosper and QuickNet Air is already doing that.” QuickNet Air, which also operates an R44, and is based in Västerås in Sweden, is taking its owner’s patient approach. “We are still working to finalise our business model for the R44 and will not deploy that aircraft until it is ready,” says Synnersten. currently looking at acquiring a ninepassenger Cessna 208 Caravan to augment its Cessna 206 and 208. “We have a catchment area of some 25,000 islands,” Graffstrom explains. “There is year-round demand with, perhaps typically, in the region of 300 to 400 people living on many of the islands. People might be visiting their summer house or travelling to the mainland. If clients are flying to London we can pick them up in a seaplane, bring them to the airport and transport them to the UK on one of our jets.” Sweden, he points out, has over 200,000 lakes. Grafair also does ambulance work flying hospital missions. “Our broad base of business and our aircraft ownership structure has stood us in good stead,” Graffstrom adds. Andersson Business Jet, established in 1992, is among operators servicing corporate missions worldwide and operates three Falcon 100s and a Falcon 900EX. “The 900 is in demand for flights around the world – the US, Africa, South America, Middle East, Australia and New Zealand,” says the company’s president Capt Bertil Andersson. The Swedish private aviation industry’s diversity has been a benefit during the global economic downturn and now there is cautious optimism that the charter side will pick up. Petter Solberg Aviation (PS Aviation) provides a typical insight into the tentative signs of an upturn. Per Inge Walfridson, md, says: “The private charter market is moving in the right direction. I hope it will continue to increase in the next few months.” PS Aviation, which now operates a Citation Encore and a Citation Ultra, is owned by World Championship rally driver Petter Solberg, nicknamed Hollywood because of his entertaining driving style. The company was launched in mid-2005 when Solberg decided that using private aircraft was the best way to meet his WRC commitments and acquired a Citation II (EBAN June 2007).
EUROPEAN BUSINESS AIR NEWS
SEPTEMBER 2009 15
Marketplace Contact Mark Ranger on: +44 (0)1279 714509 mark@ebanmagazine.com landings, 2+6 seats, completely equipped, all SBs, hangar-based in EDDK (Germany), 1st hand from private owner, Price: US$3.9m. Tel: +49 2645 131 4407 Email: management@wirtgen.de
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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 refurbishment 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
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
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Global Express XRS “Pininfarina Edition”. Brand new! Fly home today! Full factory warranty, pilot and maintenance training, JAR-OPS 1 compliant, HUD, Triples, SATCOM, ACARS, lightning sensor. Two 21” bulkhead monitors, high speed data, 14 passenger, forward and aft lavs and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com
CESSNA
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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) 019 231 7778 Solaire Helicopters. Web: www.solaireheli.com. Email: cliff4nier@yahoo.com
Hawker 850XP OE-GNY, S/N 258859 US$10.75. 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
Avanti II 2009 brand new. Full warranty and training. Collins Proline 21, IFIS 5000, maps, charts. SatTel. Corporate interior, JAR/FAA ready. Tel: +49 6332 97 200 Winair, Germany. Email: sales@winair.eu
E U R O P E A N
HAWKER BEECHCRAFT
BUSINESS AIR NEWS 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
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. $1.5m. Please contact Craig Lammiman, Tel: +44 (0) 7518398168 JetConcept Ltd. Web: www.jetconcept.co.uk. Email: craig.lammiman@jetconcept.co.uk
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
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Challenger 601-3A/ER 1992, T/T: 6,667 hours. On GE on Point Program. APU on MSP. CAMP Smart Parts. Ten place executive interior. 12, 24, 36 and 48 month inspections c/w May 2009. Tel: +44 1825 713988 V & E European A/C Sales, Ltd.. Email: d.mcd@virgin.net
Citation CJ2 Sensational chance: SN 102, Top condition, year of constr. 10/2002, TT 1,365 hours, 970
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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
Bell Helicopter, a division of Textron Inc, has a vacancy for a Marketing & Sales Representative at their UK office. This is an entry level role supporting and assisting the Regional Managers and Executive Director of Marketing & Sales.
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Challenger 605 S/N 5738 Brand new! Immediate delivery! 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 20” monitors, Airshow 410 and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com
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The Department seeks Expressions of Interest from suitably qualified and experienced organisations for the provision of an Air Ambulance Service from January 2010 for a period of up to five years.
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
Organisations wishing to be considered for inclusion on a select tendering list for this contract must submit their interest in writing including information about their organisation and the services they currently provide before 12 noon Friday 25th September 2009. This information should be sent by post in an envelope marked “Confidential” to the address below. Mr M J Morrison, Isle of Man Department of Health and Social Security, Health Services Division, Crookall House, Demesne Road, Douglas, Isle of Man IM1 3QA. Tel. (01624) 685987 e-mail michael.morrison@gov.im
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Air Entre offers longprise flights with haul Falcon its 900
SS AIR ISSUE
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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. 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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
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BUSINE Sloane proves one Bell that beat two halve s s
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 to the builders’ smoothly,of view 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 for a us to 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 where the 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,” I business 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 here, hourly to fly a Legacy will JAA also and Jet planned already Hill 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
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ISSUE 2 AUGUST 2009
Air Partner plays cards cleverly in Dubai s an air charter operator how much of your business is booked by brokers? Forty per cent? Sixty per cent, or more?
A
The charter broker is a vital link in the business air transport process, and in some cases they account for a majority of a fleet’s flight hours. This magazine is for them.
Contact Pauline Watkins +44 (0) 1279 714508 pauline@charterbroker.aero Or visit www.charterbroker.aero for more information
747 faces new freight challenger
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