European Business Air News - July 2010

E U R O P E A N

BUSINESS AIR NEWS ISSUE 205

JULY 2010

Capital Air Charter wins new air ambulance contract

Two years ‘free’ flights from bargain Beech 400A UK businessman Barry Fehler is among entrepreneurs who have turned the fall in pre-owned aircraft prices to their advantage.

Fehler has acquired a Beechjet 400A which he says cost him half of what he could have expected to pay before the occurrence global economic downturn.

“That effectively means I can enjoy two years of ‘free’ flying,” says Fehler. “With a cruising speed of well over 500 mph, the Beechjet’s performance compares well with a commercial B737 or Airbus 320 which means I can have a morning business meeting in the UK and still make it to my Malaga home by early afternoon.”

He adds: “The Beechjet can comfortably accommodate six people and with a range of nearly 2,000 miles I can fly direct to pretty much anywhere in Europe or North Africa.

“Having my own jet really works for me. For example, if I travel by commercial airline the only business class seats available out of London airports are from Heathrow and the timings are inconvenient. I often need to do a day’s business in London but I can’t get an early morning business class departure from Malaga to any London airport and be back in the evening.”

The Beechjet 400A was acquired through Atlantic Bridge Aviation (ABA) and is chartered through ABA's charter service division World Executive Airways.

ABA md Jonathan Gordon says: “Used jet prices have hit rock bottom following a two year slump. Anyone making the right purchase will see their asset appreciate as the economy begins to recover.”

But Gordon advises those who are tempted to buy not to wait too long: “Once price guide indications show pre-owned values beginning to firm up, some owners will hang on before selling to ensure they get the best price.”

The Beechjet 400A was found by ABA in the US. Fehler says: “Purchasing the aircraft through ABA took the stress and worry out of the deal. I was kept informed each step of the way through sourcing, re-fitting and delivery and it has worked out very well.”

Wijet plans coordinated launch in France and Belgium page 3 GlobeAir builds successful seven-strong Mustang fleet page 4 For details of how to enter, see page 3.

For details of how to enter, see page 3.

Marshall Executive Aviation takes over management of Challenger 300 page 5

Jet Ready promises to Eclipse rivals Spanish charter operator Jet Ready reports a successful launch of what is billed as Europe’s first air taxi operation based on the Eclipse 500. Ignacio Garcia, ceo, says the company plans a fleet of three by September. Full story page 5.

Cirrus Airlines founder to pilot new helicopter business interests Gerd Brandecker, founder and owner of Cirrus Airlines and Aviation Investment GmbH, has acquired shares in two Munich-based helicopter flight operators. Together with his business partner Axel-Georg André, owner of the cigar company Arnold André, the aviation entrepreneur now holds a 75 per cent stake in HTM Helicopter Travel Munich GmbH. Hans Ostler is the other partner in the firm.

Brandecker, a helicopter pilot, had already bought up a 50 per cent stake in MHS Helicopter Flugservice GmbH in December 2009. “This latest move sees MHS become a full subsidiary of HTM,” Brandecker explains.

He adds: “Against the backdrop of the current global economy, the importance of helicopter services

Gerd Brandecker: adding helicopter capability.

which offer a high level of mobility and flexibility is growing rapidly.

Short notice charter flights, rescue flights, offshore hoist operations and

offshore passenger transportation are increasingly sought after. This move therefore represents an investment in a growing market which places exacting demands on crew, material and service quality. HTM and MHS are in an excellent position to fulfil those demands.”

Brandecker, aged 54, has flown helicopters for 15 years, is an instrument rated flying instructor and holds a commercial pilot license, airline transport pilot license and a captain’s license for Learjets and the Gulfstream 550. In 1995 he founded Cirrus Airlines, a partner of Lufthansa and Swiss, which currently operates a fleet of 15 aircraft on various routes around Europe.

Brandecker says: “The acquisition of stakes in helicopter flight operators will enable the further expansion and

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The UK’s Capital Air Charter has won the contract to provide the Isle of Man air ambulance requirements after a competitive tendering process which began in September last year. As well as currently operating over 1,000 flights per year into and out of Ronaldsway airport, Capital Air Charter also provides the air ambulance service for Jersey’s health and social services department under a similar agreement.

Chief pilot and md Capt Malcolm Humphries says: “Capital officially took over the delivery of the Isle of Man service from May this year. We are very proud to have been chosen as this sector is very competitive with many excellent providers. Our selection shows that Capital is clearly one of the market leaders for air ambulance provision around the UK and Europe.”

He adds: “We are basing at least one aircraft permanently in the Isle of Man and have recruited and are training new personnel, also to be based at Ronaldsway, and we’ve been providing an excellent service.”

The Isle of Man’s minister for health David Anderson says: “While I appreciate change is always difficult, the new provider will offer the same high standards of services we have come to expect.” Capital Air Charter has also taken delivery of a third King Air 200 which joins a fleet that includes six PA31 Chieftains.

“This new aircraft was ordered to secure and maintain Capital’s position as one of the leading air charter operators in the UK,” Humphries says.

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coordination of a top class, serviceoriented aviation portfolio. The companies have already proved they complement each other: In the days that followed the volcanic eruption in Iceland, Cirrus Airlines united with HTM to set up a helicopter shuttle route from Munich.”

HTM holds IFR and offshore licenses and runs its own flying school. Founded by Ostler in 1997, it operates 13 helicopters including the A109, EC135 and 145, AS350 and EC 120 operating from bases at Munich, Ottensoos near Nuremberg, Emden and Salzburg.

Its 50-plus team includes 20 pilots and offers charter services, offshore passenger transport including hoist operations on the open sea, cargo flights, external load flights, rescue Continued on page 5

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EUROPEAN BUSINESS AIR NEWS

JULY 2010 3

Traffic figures support business recovery optimism I mentioned in my last column that presentations at EBACE by the Teal Group and Eurocontrol forecast a prolonged, if initially erratic, recovery in the European market, with a return to 2007 activity levels expected by 2013.

Well, this seems to be being borne out by the latest traffic figures for May, showing a 6.7 per cent rise in business aviation traffic. The flat April figures were misleading because of the ash cloud, which caused a 35 per cent drop in business aviation traffic during the worst part of the crisis that started on 15th April. Incidentally, because of our sector’s ability to fly flexible routings, this was a much smaller drop than that suffered by the airlines which saw reductions of over 50 per cent.

While ash continued to reduce traffic on some days in May, the impact was much less because of

the new airspace management methods agreed by all member states with Eurocontrol and the European Commission.

So, with things looking up, the work we are doing with the Commission to retain fair access for business aviation in the face of growing pressure at the regional airports from low cost carriers becomes all the more important. To this end, we have been encouraged by their apparent willingness to build on last year’s resolution from the European Parliament that “business aviation complements ….commercial airlines and provides specific social and economic benefits such as increasing the mobility of citizens, the productivity of business and regional cohesions….and is of growing economic benefit.”

Moreover, we seek no more than

EDITORIAL COMMENT

By Brian Humphries, president European Business Aviation Association (EBAA).

to maintain the ‘status quo’ and retain slots for business aviation at airports where we have become well established, but where continued access is threatened by increasing

congestion through the activities of the low costs carriers. However, we will undoubtedly face a struggle to have our position politically accepted at the European Parliament and by some national ministries.

Meanwhile, as part of the ongoing review of slot regulation, the Commission will soon appoint a consultant to study the issues that need revision. Business aviation related matters will be only part of a large and very contentious number of other points that need resolution.

However, we shall be fully involved both in the web-based consultation, which will take place during the summer, and in the hearing that will follow in October, where all stakeholders, including individual operators, will be invited to assist in finding solutions. The consultant’s report should be delivered to the Commission in January 2011,

leading to it proposing a revised draft regulation on slots by June 2011. The adoption of this draft will take place by the co-decision process involving both the European Parliament and the Council of Member States, and this could take up to two years before it is published in the EU official journal.

Other measures that can help our sector include increasing flexibility at regional and secondary airports to allow rules to be interpreted locally so adapted mechanisms for the sector can be created. This already happens at some European airports.

There is also a need to improve the coordinators’ role to give them better tools to manage our needs. So we shall be busy over the coming weeks in working sessions with Commission staff to explain all the technical points of our position and jointly develop these concepts.

Wijet plans for a coordinated launch in France and Belgium Wijet has brought two Mustangs into operation and plans to add two more by the end of this year as it launches an air taxi service in France and Belgium.

Its director general Alexandre Azoulay says the Paris Le Bourget headquarters will be complemented by bases in the south of France and Brussels. “The Mustang was chosen because it is the most modern and economic aircraft for the popular flight distance of less than three hours that serve four passengers generally seeking to travel not more than 1,100 nm,” Azoulay adds.

“We are targeting a month to month growth of 30 per cent as we establish ourselves as a leading

Wijet: focus on Mustang fleet.

charter airline.” Azoulay says that the company will focus on growing client demand for “efficiency and affordable mobility.”

He adds: “We tend to recruit military pilots and expect to fill the vacancies created by our fleet launch not later than the end of 2010.”

Madjet to introduce King Air 350 in 2011 GainJet celebrates the arrival of the B737-300. Pictured are senior flight attendant Elizavet Cholidou; Capt James McBride; head of cabin services Olga Beglopoulou; senior first officer Allan Fisher; Capt Chris Harris and flight attendant Despoina Leilemidou.

GainJet enjoys strong response to B737-300 Athens-based GainJet Aviation is celebrating strong charter demand for the two latest additions to its fleet – a 48-seat B737-300 and a Phenom 100. “The B737-300 has only just been brought into service but it has generated extremely strong interest and demand among clients,” says ceo James McBride. “The Phenom 100

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has also been a success.”

Client demand for large corporate jets was identified by GainJet Aviation’s management team in early 2008 and the resulting search led to the acquisition of the B737-300.

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which can be enjoyed by passengers who vary from multi-national corporate executives to heads of state. The aircraft has generated a great deal of interest among clients who are looking for a large executive jet with medium range and a comfortable cabin. Every seat onboard has at least 53" pitch.”

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Madeira’s Madjet Executive Aviation plans to take delivery of a King Air 350 early next year to complement the operation of its existing Hawker 900XP. Miguel Gomez, gm, says that the company initially planned to introduce it this year. “However, in the light of the global economic recession, we decided to postpone the addition to next year when we anticipate demand picking up again.”

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EUROPEAN BUSINESS AIR NEWS

4 JULY 2010

GlobeAir looks at larger aircraft after building successful Mustang fleet GlobeAir AG is increasing its Citation Mustang offering to seven aircraft.

“The Mustangs offer security, efficiency, the latest technology and affordable price for clients and the four passenger vip club configuration is a popular format,” says ceo Bernhard Fragner. “That is why we have just added two more to our fleet.”

GlobeAir AG is also implementing a programme to open representative offices in all European countries.

“Some of these offices will be owned directly by GlobeAir and some by loyal partners which the company has established around Europe,” says Fragner.

Coo Claudio Bruno, formerly a lead engineer and project manager at Pratt & Whitney Canada, explains: “We want to be in close proximity to our clients and satisfy their service expectations. We are ready to fly in less than two hours, we provide a high quality service on board, our service hotline is available 24/7 and we offer a competitive price. The new two Mustangs will follow our main strategy which is to be where the customer needs them to be. We do not adopt any base strategy except for some seasonal opportunities such as served by our new summer base and office in Olbia at the Eccelsa GAT.” GlobeAir Olbia opened on 15 June

GlobeAir crews are ready to provide charter services from Olbia.

providing two Mustangs serviced by four crew. “The seasonal pattern means that leisure demand tends to dominate in the spring and summer and business in autumn and winter,” Fragner points out.

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Cmo Mauro De Rosa, whose career includes marketing successful exhibition centres in Europe, says: “We are offering special travel packages.

Examples include partnerships with Baglioni Hotels, Luxury Hotels and Chateaux Relais in Italy, UK and France, where we offer bespoke packages for holidays or weekends including restaurants for clients who wish to discover new places to enjoy.”

Fragner adds: “We believe in comarketing activities that share value and high standard services to improve customer satisfaction.”

GlobeAir, says communications manager Ursula Brzoska, only employs people who put the client first and put in the necessary hours to achieve success because they enjoy the job. “It is not easy to find such motivated people. But 93 per cent of those who try our service book another flight with GlobeAir. We are planning to be present also in the markets developing in the east and will work to build a good market share in these in the next couple of years.”

GlobeAir has launched the ‘Fly for Children’ programme designed to help children who need medical treatment abroad. “These children and their parents can use our empty legs without charge for travel around Europe,” says communications manager Ursula Brzoska. “They can get the details from our web site but they will need a medical cer tificate from their family doctor or hospital

Bernhard Fragner: Mustang efficiency.

GlobeAir, Fragner explains, has been focused on operating a homogeneous fleet fostering cohesive crew training and composition, aircraft availability and reduced time and costs in positioning.

He adds: “Depending on development of the business and the economic recovery in Europe, we are committed to expanding our company and adding further aircraft.

There are many desperate position holders trying to reduce their loss on deposits already paid for short term deliveries, so there are opportunities. that it is considered safe for them to fly. We want to give them hope and expectation for a better life and give them oppor tunities to smile and have an adventure that we hope they will remember forever.”

GlobeAir is carr ying out the formalities to make Fly for Children a foundation to which anyone, including clients and par tners, can contribute.

“But GlobeAir will only expand with aircraft that have the benefit of full warranty and we bear in mind that there are legal benefits in working through the OEM rather than through the secondary market.”

Fragner says that experts and analysts are now convinced that the downturn has bottomed out and that he believes the slight recovery in the first quarter of 2010 should continue.

“Personally I am convinced that this industry will recover fully, reach the 2008 peaks and grow even beyond them. The big question is: ‘When?’

GlobeAir started operations in the third quarter of 2008 which was the worst time to start such a business but this was a huge benefit to our team.

“Our enthusiasm and willingness to survive in this global economic situation after such as intensive preparation period contributed a lot to the refinement of procedures and mechanism in all fields.

“My team did a great job and after nearly two years of operations, GlobeAir is recognised as an established brand in Europe.”

Fragner says he never believed in the viability of very large air taxi projects. “Companies have to establish themselves and base their business on the right team, the right configuration and a smart business model. It is not just about huge investment and ordering aircraft.

Clients need to gain confidence in a new company and enjoy a high standard of service.”

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EUROPEAN BUSINESS AIR NEWS

JULY 2010 5

Jet Ready promises to Eclipse rivals on price Spanish charter operator Jet Ready (see photo on page 1) reports a successful launch of what is billed as Europe’s first air taxi operation based on the Eclipse 500. Ignacio Garcia, ceo, says: “We just received our AOC on 7 June but the market response has been very good. The company has already carried out a number of successful commercial operations and is receiving ongoing bookings.”

Jet Ready’s launch Eclipse 500 is being joined by a second that has completed an EASA-approved upgrade at the manufacturer’s plant in Albuquerque. “A third aircraft will join the fleet in September,” Garcia says.

“Our clients are mostly businessmen travelling around Europe and northern Africa. We have our own FBO in Valencia and the opening of our base in Madrid will be followed by another in Barcelona. After that we will start opening bases outside Spain.”

Garcia says the operator will appeal to the time-pressed and costconscious executive by offering competitive prices.

The Eclipse 500 has a range of 1,125 nm and a maximum cruising speed of 370 knots. “The interior is configured as a sedan with three offset seats,” says Garcia.

Eclipse Aviation spent more than US$1 billion in development and production of 260 EA500s but had to cease production and operation through shortage of funding.

However, Mason Holland and Michael Press, who were both EA500 customers, revived the company as Eclipse Aerospace.

Cirrus Airlines founder to pilot new helicopter business interests Continued from page 1

flights, vip charters, film-related services and event-based flights.

The package also includes HTM’s subsidiaries which operate numerous jet aircraft, provide services including international hoist training and also run a successful maintenance firm.

MHS Helicopter Flugservice München was founded in 1973 and is set to become a subsidiary of HTM. Its A109, Bell 206 and Bell 407 are used for passenger transport, vip flights, film-related services, photography flights and the transport of cargo.

Cirrus Airlines, founded in 1995, carried more than 400,000 passengers in 2009. It is part of Aviation Investment GmbH which also consists of Cirrus Maintenance, Cirrus Service and Nana Tours.

MEA’s chief pilot Pete Stroud (centre) is pictured with new Challenger pilot Graham Fayres (left) and MEA’s first officer Christian Jorgensen at Luton.

MEA heralds Challenger 300 addition as first step into aircraft management Marshall Executive Aviation (MEA) is taking over the management of a Challenger 300 which is being made available for charter. The aircraft joins the UK operator’s own Citation Bravo and XLS. “It will significantly broaden the company’s capability to provide clients with spacious and comfortable aircraft suited to the widest range of business and private travel requirements,” says chief pilot Pete Stroud. “This is a significant milestone for MEA as we build upon our experience of aircraft owning and operating, and move into

aircraft management. The Challenger is a superb aircraft which will also enable us to fly our passengers to a wider range of destinations, and it also supports our position in the charter industry as we are poised to take advantage of improving economic conditions.”

He adds: “Having established an excellent reputation with passengers and charter brokers during the last seven years, this expansion marks an important step for the future of MEA as the company moves into the exciting area of aircraft management with the potential of

taking on additional aircraft and types in the future.”

The Challenger 300 is based and hangared at London Luton Airport and MEA has employed additional type rated pilots for the aircraft who will report back to the company’s Cambridge headquarters.

Stroud says: “From London, its 3,600 mile range gives non-stop access to destinations on four continents – North America, Europe, Africa and Asia. Arranged in a double club configuration, the aircraft can seat up to nine passengers plus stewardess and crew.”

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Two Dauphins for Bond Bond Offshore Helicopters has brought two AS365 N3s into service on behalf of new client Perenco (UK) Ltd, in the UK sector of the southern North Sea servicing a fiveyear contract with three one-year options to extend.

One is based on the East Leman gas platform, the other at Norwich airport where hangar facilities and offices are located.

EUROPEAN BUSINESS AIR NEWS

6 JULY 2010

ABS Jets in talks to expand fleet

BELGIUM REGIONAL REVIEW

ABS Jets may expand its fleet in the near future. Radomir Sanák, commercial director, confirms: “We are in discussions to increase the number of managed aircraft.” The Prague-based charter operator and broker, whose fleet includes five Legacy 600s, a Learjet 60XR and a Citation Bravo, also offers executive handling, maintenance, flight

planning, consulting and aircraft sales. “We have built a reputation as a one-stop-shop,” Sanák adds. “In addition to our own fleet we service and maintain 15 other Legacies. We are also increasing handling in Prague and Bratislavia.” Sanák says the number of charter hours have increased in 2010. Jan Králík, head of operations, Sanák and sales manager Jirí Hrna are pictured with Dorin Ivascu, president of Romanian Airport Services, and two co-workers.

Aramco takes delivery of AW139s Saudi Aramco has taken delivery of three more AW139 medium twins to support oil and gas operations in Saudi Arabia.

Aramco says that the ergonomic cockpit, excellent handling characteristics and low vibration levels that significantly reduce pilot fatigue and enhance comfort were factors in its choice.

Second Titanic pull for charity scheduled Teams of 20 will on 8 August attempt to pull London Stansted-based Titan Airway’s 30,000 kg Boeing 737-300 (pictured) a distance of 50 metres, with the proceeds raised being donated to the Motor Neurone Disease Association and the Ferndown-based John Thornton Young Achievers Foundation.

The aircraft, based at Bournemouth for the last four years, regularly undertakes private charter.

Richard Griffin, one of the event organisers, says: “The inaugural event in 2009 raised more than £7,000 for charity.”

Owners are seeking all-round service not just competitive charter contracts.

Operators battle unfair competition after fighting their way out of recession The big charter operators in Belgium are taking what steps they can to encourage regulators and the industry to tackle the challenging issue of unfair competition. Abelag and FlyingGroup both report buoyant demand for aircraft management services along with hopeful signs that the worst effects of the global recession on the private charter market are beginning to recede.

Both companies have benefited from diversification and continued investment in high standards of safety and service and are expanding their services internationally.

However, competition from operators flying under the regulation radar is spoiling the operators’ anticipation of

improved trading conditions in 2011 and 2012.

Operators in Belgium, like their counterparts in other European countries, are concerned that there will be an incident that reflects badly on private aviation because of the advent of operators who can offer low prices because they cut corners on safety.

Hervé Laitat, Abelag’s Brusselsbased gm, says: “We appreciate the difficulties faced by regulators as there are a great number of aircraft flying in and out of different European airports. It is difficult to patrol the sales and marketing of empty legs. There are obviously jurisdictions that are more lax in their

regulation than others and these countries are known to operators. We are working with the European Business Aviation Association to bring our concerns to the attention of the European regulatory authorities.

Investment in safety is our first concern and we are proud of our safety record.

However that investment has a cost and that cost dictates the prices we can offer the clients. If the standards are not being enforced elsewhere then companies are avoiding a large integral cost and trading unfairly. It is an issue that must be addressed urgently.”

At EBACE, Abelag received a safety award from the EBAA marking 40 years of safe flight operation.

HELICOPTERS

Demand for vip helicopter transport is down but niche activities prosper Overall demand for helicopter charter in Belgium has suffered in the past two years but companies report that demand for some niche and support activities is strong.

Gilbert Pieters, md Antwerp Heli, says that the downturn caused by the global economic recession has not affected the motorists' appetite for information needed to avoid traffic jams. “We carry out traffic observation for radio and there is a good demand for this monitoring service,” Pieters says. “The motorists want regular news bulletins.”

Antwerp Heli, whose fleet includes a Schweizer 300, reports that demand for private charter

services is down but other areas such as training are faring better.

Piet de Backer, ceo of Heli-Shuttle says the company's decision a couple of years ago not to provide private charter has paid off. “There is a constant demand for training and simulation and that is what we concentrate on,” he says. “Every helicopter organisation needs these services. The demand comes from all sectors but includes EMS, offshore and police service. I would say that demand is growing.”

Noordzee Helikopters Vlaanderen, established in May 1997 at Kortrijk, is an example of a well-established company that has diversified into

a number of sectors. “The company specialises in all kinds of helicopter transport and helicopter work in Belgium and surrounding countries,” the company says.

Activities range from hoist to offshore and from medical support to pollution control.

Belgium is a comparatively small market for manufacturers although Agusta Westland, for instance, has had a number of A109s operating in the country over the years. The company says: “Our support centre at Liege supplies spares and carries out maintenance and modification services on both commercial and military helicopters.”

Rising demand, falling prices Ben Paindavin, marketing director FlyingGroup, says: “The market is recovering but prices are still going down. This time last year there was a big fall in clients seeking charter but now demand is rising. This situation is due to unfair competition by operators who do not observe regulations. FlyingGroup employs safety managers and quality managers and they do an extremely good job. However, there must be a way to police unscrupulous operators who ignore these obligations otherwise there is a real risk of an accident that will reflect badly and unfairly on the private aviation industry in Europe.”

Paindavin says that there are many ethical and well-financed brokers who do their job properly. “However, there is a concern that anybody can set up as a ‘broker’ with a telephone and fax. These types of operations simply try to win business and commission on price and do not have the interests of the industry at heart.”

Both FlyingGroup and Abelag believe that the industry, including intermediaries such as charter brokers, need to stress that there is much more to chartering aircraft than price. There is a suggestion that a comprehensive list of unscrupulous companies should be drawn up so that it is clear which should be avoided. FlyingGroup also believes that a young fleet can contribute to reliability. “There is obviously a great deal of difference between a new CJ3 and an old Bravo although the seven or eight passenger capacity might be

EUROPEAN BUSINESS AIR NEWS

JULY 2010 7

EASA Approved.

King Air 90 Winglets Shipping Kits Now Abelag gm Hervé Laitat, ceo Barth Foucart and EBAA president and ceo Brian Humphries celebrate a safety milestone.

the same,” says Paindavin.

Neither Abelag nor FlyingGroup believe that the economic upturn can be taken for granted but both companies are investing in the future.

Abelag’s Laitat points out that the company has not had to retrench despite a reduction in turnover due to the recession. “Of course there has been a reduction in hours flown but the diversity of the company’s activities has stood it in good stead,” he reports.

“Business has recovered this year compared to the low in 2009 but 2010 must be regarded as a year of transition that is hopefully the forerunner of a steady recovery from 2011 onwards.”

One of the positives has been what Laitat describes as a buoyant demand for aircraft management which has seen Abelag’s managed fleet increase by five aircraft – three XLS, a CJ3 and a Challenger 600. Abelag now operates 22 aircraft, all available for charter except the Challenger 600. “All these additional aircraft were bought through us,” says Laitat. “There are a number of reasons why clients took the opportunity to enter the market or upgrade their aircraft but one concerns currency gain. There was a favourable exchange rate for the euro against the dollar. This coincided with the availability of good aircraft at competitive prices, sometimes up to a third less than the 2008 new price of aircraft.”

Laitat says Abelag is committed to investment and expansion which it believes will pay off in rising client business, especially once an economic upturn is under way. It has invested in a presence at Paris Le Bourget which has already gained Abelag the managed aircraft business of a French client who owns the CJ3. “We believe there is good potential in the French market and we will increase our presence there if justified,” says Laitat. This might take the form of basing another aircraft at Le Bourget.

“Luxembourg is another country that has attractions and perhaps Holland down further the line,” Laitat adds.

Aircraft variety Abelag has attracted a variety of types of aircraft to its

FlyingGroup is expanding maintenance services.

managed fleet. There are two Falcon 2000EX EASys, a Challenger 600, three Learjet 45s, five Citation XL, XLS and XLS+, four CJ2s and two CJ3s, three Beech 200s and a Beech 90.

“This reflects our major focus on aircraft that suit the individual client’s needs but, at the same time, we have built as much uniformity into our fleet as practical because that brings cost savings that benefit the owners,” Laitat says. “However, it must first and foremost be a good aircraft at a competitive price that does what the owner wants it to do.”

The further internationalisation of the company is being complemented by improvements to the home facilities in Brussels. Facilities for clients and crews are being doubled in size with a 500 sq m addition expanding lounge and communication facilities. “There is a fantastic airside view,” says Laitat. “We are very pleased with progress at a time when trading conditions have been particularly difficult and there are signs that things are getting better, with charter slightly increasing although still a bit weaker than we would like.

“It is significant that five aircraft owners have decided to add their aircraft to our fleet. Owners are finding, through our network of contacts, that there are very good opportunities at Abelag and it is significant that our team is processing further enquiries. We will be adding a Phenom 100 in July and we are excited about our expansion in Paris Le Bourget. Not only do we have an aircraft based there but we have tasked two commercial executives to develop the market.”

Laitat points out that the aircraft will be available for charter from Belgium and without extra cost from Le

Bourget. “This is great value for clients living between Belgium and Paris. The aircraft has a comfortable interior and will enable clients to cover most of Europe.”

Abelag also reports a good response to its private jet card.

“The single year, 25 flying hours pre-paid card has three versions – silver, gold and platinum – according to the preferred aircraft type, turboprop, light and midsize jets,” says Laitat. “However, each card gives the client access to the entire fleet enabling them to reach more than 3,000 airports in Europe in aircraft that carry six to nine passengers.”

Laitat says: “There is no doubt that our strength in depth is an asset that has particularly proved itself in the past couple of years. Our new base in Paris Le Bourget will add to the variety of services provided from Brussels, Kortrijk, Antwerp in Belgium and Lille in northern France. Abelag provides full ground handling support from its own facilities in Brussels and Kortrijk. These are approved by the Belgium Civil Aeronautics Administration to perform line and base maintenance on several business aircraft types.”

Abelag light aviation, based in Antwerp, is the approved Cessna dealer for the Benelux.

Developing business Size, diversity and high standards have served Belgium’s FlyingGroup particularly well in the past few years. International expansion is a high priority and is cementing a welcome expansion in the company’s managed fleet of aircraft.

“FlyingGroup has more than 20 aircraft under management and that is obviously an extremely strong business base,” says Ben Paindavin.

There is a strong focus on developing business in northern France but FlyingGroup is also developing contacts in Bucharest and is operating a Falcon 900 from Moscow. “We will continue to develop activities on Dutch soil by increasing operations out of Rotterdam and Schiphol,” Paindavin says. “FlyingGroup has established itself as a key player in private aviation in Continued on page 8

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EUROPEAN BUSINESS AIR NEWS

8 JULY 2010

BELGIUM REGIONAL REVIEW

MAINTENANCE FOCUS

Continued from page 7

the Benelux. We already significantly strengthened our European network with the launch of operations in the Netherlands. From Rotterdam and Amsterdam more than 2,000 destinations can be reached within Europe and further afield. We have based three types of private jets in the Netherlands – the Mustang, the Challenger 604 and the Falcon 50EX.” Two four-seat Mustangs operate from bases in Rotterdam, Antwerp and Luxembourg while a Falcon 50 configured for eight passengers is based at Schiphol. “The Challenger 604 services Holland, offers a spacious and luxurious cabin and is configured for 12 passengers,” he adds.

FlyingGroup is particularly pleased with the increase in demand.

Commercial director Jurgen Van Campenhout says: “It is very pleasing to receive recommendations and enquiries and to have built a management fleet of more than 20 aircraft, most of them fully available for charter. There has of course been a period of depressed aircraft prices and a favourable exchange rate but, though this has provided opportunities, we are benefiting from a more significant underlying trend.

Owners have come to realise that there are drawbacks in selecting management companies solely or largely on the criteria of price or special offers.

“When the recession bit they were tempted by ‘guarantees’ of special rates from smaller management companies.

These companies,

Maintenance is an important part of FlyingGroup's business plan.

however, were unable to maintain such low rates. Effectively this left the owners with the alternative of accepting revised and less favourable terms or moving their business.”

This kind of experience, Van Campenhout says, led many owners to change to larger operators that could offer stable arrangements as well as economies of scale. “However, it is not just dependability of price and arrangements that appeals to the owners. FlyingGroup offers its clients a great deal of flexibility in day-to-day operations as well as bespoke general agreements. For instance, owners might prefer to use their own pilots, those provided by us, or a combination. Such flexibility might

not be possible where smaller operators are concerned.”

(These and other issues will be highlighted in EBAN’s August issue focus entitled ‘Under new management.)

Van Campenhout says clients also benefit from FlyingGroup’s good reputation and international contacts and enquiries where charters are concerned. “Small is not always beautiful where aircraft management is concerned,” he adds. “Larger operators have systems, facilities and personnel in place. They can also offer a choice of bases and complementary services at costeffective prices. This is not always the case with newer or smaller

companies. Owners have rightly become wary of accepting unsustainable offers from firms who cannot provide a proper service.”

Van Campenhout says that demand for aircraft management is not confined to the Benelux home market but encompasses Eastern Europe, the Ukraine and the former CIS countries that were previously a part of Russia.

Owners, Van Campenhout points out, are much less inclined to deal with different companies to ensure a variety of essential needs are met.

FlyingGroup benefits from having other strengths, especially at times when the market is depressed, that appeal to potential clients.

FlyingGroup already provides light maintenance on Falcons. “A major priority for next year is to provide maintenance support for Dassault Falcons at the same level that we provide now for Cessna Citations,” says Paindavin. “It makes sense in view of the addition of Falcons to our fleet that we should be able to meet client requirements on heavier aircraft.”

Handling services for FlyingGroup clients are free of charge during maintenance visits and the company also offers an in-house deep cleaning and toilet cleaning service. Paindavin adds: “There is no need to request slots at the Antwerp airport. Clients enjoy full flexibility for arrival or departure times within the operational hours of the airport.”

Paindavin says: “Our operations in Antwerp, Paris, Cannes and Luxembourg also enable us to welcome clients in French, Dutch or English, avoiding language difficulties.”

The recession has benefited private charter operators who can offer one-stop-shop arrangements which give scope for crossfertilisation of business and the ability to offer incentives in one area to clinch business in another.

Van Campenhout says: “It pays to offer maintenance, handling and charter all under one roof. It is very attractive for the client to deal with one entity that has all the relevant teams in place and can solve any issues quickly and efficiently because resources and personnel are dedicated to one objective. That’s why the increase in our services to Falcon owners is such an important further step. We want to be able to offer all our owners the same standard of complete support whatever their needs.

“The economic downturn and the

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EUROPEAN BUSINESS AIR NEWS

accompanying unsustainable pricecutting have caused problems for the private aviation industry.

However, owners and charter clients have come to realise that seemingly wonderful deals do have a downside and that is a positive which is driving the demand for good long term aircraft management.”

The recession has posed searching questions for operators in Belgium but rising business enquiries and new management contracts bode well for the medium and long term. The major issue now is how to enforce the necessary high safety standards across the board which has given the

JULY 2010 9

term fly-by-night operators a whole new meaning in the past few years.

SERVICE SUPPLIERS Dirk Vervacke of Gryphon Cleaning says the company offers full cleaning and polishing services and has seen an increase in demand where larger business aircraft are concerned.

The economic downturn, Vervacke says, has forced operators of smaller business aircraft to cut costs and cleaning is often one of the first sectors to suffer. “But for some reason we see that the demand for cleaning from larger business aircraft is rising.

Abelag is stressing the need for stronger enforcement of standards in fairness to those operators who obey the letter and spirit of regulations.

Comprehensive Belgian data online free-of-charge The 2010/11 EBAN Handbook of Business Aviation in Europe is out now, and gives details of many more Belgian 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

QUALITY AND EXPERIENCE

BELGIUM REGIONAL REVIEW

Based upon requests from the market, we are looking into expanding in regions such as northern Africa. We are also making preparations to put a Gryphon Cleaning operation in South America.

The plan should be ready by the first quarter of 2011.” Sometimes, he says, maintenance companies will include cleaning and polishing when they bid for contracts. Vervacke adds: “Sometimes such a company will turn to us and outsource the cleaning, but often they do this in-house.”

“The company offers ‘off the shelf’ packages or bespoke arrangements depending on the client’s operations and requirements. We also receive numerous requests from other countries to help FBOs or facility services set up their own internal cleaning operation.”

Jochen Rosseel is operations and sales manager of Aero-Sense which produces a range of aviation chemicals for fixed-wing and helicopter owners and operators.

“Our main products for business aircraft and helicopter owners are Kerosene anti-icing additive ICE-5, certified cleaning products and runway de-icers,” he says. “We are planning to offer a new service for the de-icing of aircraft. Starting from this winter we will have a rental service for mobile de-icing units. This means private owners or small airports will not have to invest in an expensive deicing machine because they can rent it. We deliver them already filled with Type I fluid and do the full machine maintenance. When the winter is over we take the machines back to our warehouse and prepare them for the next winter.”

The AW139: boosting Italian coastguard operations.

Italian coastguard expects AW139 to enhance patrols The Italian coastguard has taken delivery of its first AW139 medium twin. “It will perform a range of missions including maritime patrol, SAR and emergency medical services,” the coastguard says. “Three more AW139s will be delivered in the coming months. The helicopter has outstanding capabilities and we expect the effectiveness of our patrols will be greatly enhanced.”

The coastguard says that factors in its decision included the AW139’s equipment with a wide range of SAR equipment including an external rescue hoist, cargo hook, wire strike protection system, search/weather radar, FLIR/LLTV system, NVG compatible cockpit, night sun

searchlight, external loudspeaker system, emergency flotation system and external life rafts.

It adds: “The design incorporates a large spacious cabin accessed by two sliding doors, powerful engines and good performance and safety.

Excellent one engine inoperative capability ensures the aircraft can safely accomplish the most demanding rescue missions. The cockpit features the latest technology including a Honeywell Primus Epic fully integrated avionics system, a four-axis digital automatic flight control system and large flat panel colour displays. These reduce pilot workload and enable the crew to concentrate on rescue.”

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EUROPEAN BUSINESS AIR NEWS

10 JULY 2010

SPECIAL FOCUS – REDUCING FUEL COSTS

Planning ahead pays dividends for aircraft owners and operators on routine flights and in emergencies Service suppliers are working to coordinate all the information necessary for private aircraft owners and operators to organise the best fuel prices at the start of a trip and to cope with changing scenarios and emergencies.

Air Routing is coordinating flight support services and fuel planning; Avfuel is rolling out Avplan, a flight planning and ground handling service; and Universal Weather and Aviation is combining tax minimisation services with flight planning and trip pricing options.

Universal says it has introduced two new services, tax minimisation and online fuel tankering analysis. It recently opened UVair European Fuelling Services Limited in Shannon, Ireland, to help clients calculate VAT on their European fuel purchases, headed by general manager Steve Woods.

Woods says the new operation provides a VAT compliant and exempt invoicing service. “We are working with accountancy firms to obtain advice on how our clients can qualify for exemption from these taxes and enjoy the resultant fuel price benefits,” he adds. “The service was launched with a detailed examination of the tax laws of nine European countries and has been expanded from there.”

The service enables charter owners and qualifying aircraft to benefit from fuel savings that could be in the region of 20 per cent. It is currently available in Austria, Belgium, France, Germany, Ireland, Italy, Spain, Switzerland and the UK with further countries to be added later this year. Woods says: “We gather the necessary information, make the arrangements and receive the invoice on behalf of the owner or operator, at the same time providing advice on whether VAT is due or not.

The owners and operators simply provide us with the requested documentation to start the process.”

Tax efficiency is an important aspect but day-to-day fuel operation efficiency is based on fuel analysis, ordering and flight planning.

Similarly, UVflightplanner.com, Universal’s online flight planning system for business aviation, was recently enhanced to help operators reduce fuel costs through its new integrated fuel tankering calculations, according to product manager Marcus Walker.

Different percentages The system now enables operators to decide the best times and places to replenish tanks. “The system handles both of these tasks in one application in addition to the runway analysis and weight and balance calculations,” he says. “The operator can finish the job by ordering fuel online through the web site. The system gives the cost and different percentages of savings possible based on the maximum fuel uplift possible at the locations specified.

Steps that systematically cut spending Private aircraft operators and owners may have to suffer the cost consequences of rises in crude oil prices but, with reasonable planning, fuel costs can be anticipated and minimised.

• Monitor market intelligence and compile and update contacts and information ranging from new web sites and online systems to competition-enhancing new suppliers at airports • Systematically record and update this fuel cost saving information with a par ticular emphasis on routes and destinations favoured by clients • Analyse the potential benefits of collective purchase schemes and fuel cards • Investigate the most tax efficient way to order fuel to minimise or eliminate sales tax liabilities

Universal: tax efficiency as well as streamlined service is an important factor in cutting costs.

The user can compare the financial loss or gain on fuel in each location and see which outlets provide the optimum overall cost for the trip. The system takes prevailing winds into account which increases the accuracy.”

Randy Stephens, senior director specialty products, says: “The operator can calculate whether to uplift a greater amount of fuel where it is less expensive or whether the extra weight carried would nullify that gain. The system uses the optimum flight path rather than the great circle routes and the feedback is that clients are very happy not to have to number crunch separate calculations in spreadsheets.”

Air Routing points out that fluctuations in global fuel prices do more than press pilots and corporate flight planners into searching for the most economic routes. “They also find they must juggle the other logistics involved in coordinating often time-sensitive and important business travel,” says Scott Fowler, manager of fuel support. “Only a couple of companies in the business sell fuel and trip support services,” he adds. “We’ve brought to the table more – trip support, tools for economic decisions and a sizeable footprint on fuel. Because we have access to a worldwide marketplace, we are in a situation where we can market fuel prices.”

He says Fuel Stop Analyzer assists a flight department in identifying where the most economic fuel stops can be found along a given route. “It alerts users of the possible required fuel stops and highlights the airports

that private aircraft owners and operators increasingly want simplicity and coordination where fuel, flight planning and related services are concerned. Avfuel president Craig Simcock points out that the company has traditionally, in addition to supplying fuel services, assisted clients with trip planning using third party specialists. But this year the company acquired the Californiaheadquartered Pacific Coast Forecasting and added in-house professional trip planning expertise.

Versitec’s Tim Gill: strategic alliances.

through geographically displayed enroute options,” he adds. “The tool compares the fuel prices at each location and tracks airports and locations they utilised in the past. It quickly evaluates a selected aircraft’s performance by automatically comparing and calculating the manufacturer fuel endurance and trip leg distance. The result provides an estimate of range limitations and geographical fuel stop locations.”

Fowler says the company uses a fuel price comparison web site to ensure its pricing remains competitive. Clients are also encouraged to use the site on their own to map out future trips. Fowler adds: “The company’s services function as an extension of a flight department, with the ability to handle all aspects of a corporate flight trip, including weather, overflight permits, visas and passports, hotel arrangements and fuel.”

Marketplace feedback indicates

Fuel saving He says Avplan, the company’s new flight planning and ground handling service, is a logical extension and streamlining of services. “For more than 35 years we have supplied fuel to the aviation industry,” Simcock says, “but our services have always offered more than that. The company has built up a network of more than 600 branded FBOs as well as more than 1,000 contract fuel locations around the world. Additional services provided by Avfuel subsidiaries include fuel storage systems and fuel trucks, insurance and assembly of refuellers and tanks.”

Avfuel says pilots require a sophisticated approach when it comes to fuel saving and there is a great deal of interest in contract programmes. “There is no doubt that a coordinated approach to fuel, flight planning and related services helps bring down the cost of operating an aircraft,” it adds.

The focus of companies such as Air Routing, Avfuel and Universal

• Check and enhance the provision of onboard fuel saving arrangements such as integral software at the time of aircraft purchase • Examine the potential benefits of fuel saving upgrades • Work on administration and research and accounting ef ficiency, not only to compare prices but to ensure that volume discounts are incorporated in charges and that overbilling is eliminated • Be familiar with fuel saving through sympathetic maintenance checks and procedures • Try and avoid congested airports in favour of less busy alternatives • Be wary of middlemen masquerading as direct suppliers • Avoid suppliers whose overbilling causes losses and lengthy administration time spent in achieving corrections • Build productive relationships with a few good suppliers rather than waste time unproductively attempting to keep up with the whole marketplace reflects the fact that operators know that the best fuel prices can make the difference between a welcome profit and a debilitating loss.

Malcolm Hawkins, president of Colt International, says standard tips include negotiating a good homebased fuel rate, tankering, and taking advantage of fuel discount programmes. But he adds: “I think most modern operators are on top of these issues. However, there are three often overlooked issues where flight

EUROPEAN BUSINESS AIR NEWS

departments are losing time and money as well as several techniques that can achieve greater value by plugging gaps.”

Hawkins warns: 1.

Many flight departments destroy the savings they obtain by spending too much valuable time trying to find the lowest price. Saving €80 on an uplift is irrelevant if it takes four hours to shop and arrange the fuel.

2. Many flight departments have been convinced that sensible fuel shopping is now so time consuming that it must be outsourced at great expense. Some operators waste thousands of dollars outsourcing a process that shouldn’t be so complicated.

3. Many flight departments do not properly audit their invoices to ensure they are ultimately billed the quoted price. Fuel overbillings are shockingly rampant in the industry.

Even if operators catch the overbiller, valuable hours are then wasted correcting the invoice.

Flight departments, Hawkins says, can save money and time by reevaluating the entire fuelpurchasing process. “For instance, many have discovered that there is no need to shop nine different fuel suppliers. Prices just don’t vary drastically between most reputable suppliers.

We’re seeing a strong trend from our most costconscious customers to actually pare down the number of vendors they seek fuel quotes from. Our own research shows that flight departments that shop eight or more fuel suppliers ultimately only use the same two or three companies for more than 97 per cent of their fuel. For most, saving a few cents on the other three per cent isn’t worth the time wasted on dealing with nonpreferred suppliers.

“Efficient operators are keeping control of their fuel buying process in-house and working only with their two or three most dependable suppliers in an effort to streamline the process while still maximising savings. The key is for a flight department to choose those preferred vendors wisely.”

Operators who have been in business for any length of time have undoubtedly seen dozens of fuel suppliers come and go, Hawkins adds.

“Even though many flight departments have wised up to the tricks that some suppliers engage in while attempting to win market share, operators are still wasting valuable resources on mismanaged invoices and unreliable fuel quotes.”

Flight departments needing to optimise fuel and time savings should demand honest quotes. Hawkins advises: “Don’t work with suppliers that provide misleading quotes through the manipulation of expiration dates or the withholding of tax information.

Reputable contract fuel suppliers not only quote competitive prices at a multitude of locations, but

JULY 2010 11

Global Fuel’s operations manager Valur Blomsterberg (left) and ceo Gudfinna Saevarsdottir say the industry is increasingly focused on cutting fuel costs.

will also always do it accurately, ensuring that the flight department understands all potential volume price breaks and applicable taxes.”

Reputable suppliers, he says, will also have full tax departments that not only stay on top of regulatory issues, but also have experience in exempting and recovering taxes on the operator’s behalf.

“Choose suppliers with whom personal relationships can be built. Advanced technology has not replaced the effectiveness of a conversation about creative ways to customise solutions for an individual operator. Building quality relationships offers many advantages that ultimately save time and money.”

Hawkins advises: “Ensure that invoices are delivered quickly and that they match the quote. We’ve audited past invoices for flight departments who were stunned at the amount of money they had wasted on overbillings that failed to match a given quote.

Valuable time is wasted when inaccurate invoices must undergo correction and resolution. Be wary of middlemen masquerading as direct suppliers. Make certain that preferred contract fuel vendors are not simply repackaging and marking up another reseller’s fuel.”

He warns that so-called “fuel management companies” can claim to represent all fuel brokers and resellers but in reality do not have direct relationships with most major fuel companies or even the other major fuel brokers.

Craig Scolding, fuel manager Flightworx, says: “Gone are the days of a pilot turning up at an FBO and asking them which supplier or card they should use.

Crews are increasingly investigating fuel prices before they set off on a trip.

Many aspects influence what the crew will take but primarily it does seem to be price. However, availability and speed of fuelling can play a huge part: there is no point paying the cheapest price on the field if you have to wait hours for the fuel.”

Scolding warns: “Taxes and fees play a huge part in Europe and on many occasions can more than double the actual fuel bill.

Fuel strategies need to be sound to avoid large uplifts in some countries. We can offer advice on how to legally avoid the taxes. At Flightworx we

offer a fuel shopping service where we look at all the accounts that clients have and advise them who to use at which location. We can then set up the fuel arrangements on their behalf. The advantages are akin to the operator having its own fuel department but for a fraction of the cost.

“Completely independent from the shopping service we offer a fuel reselling system for our existing and any new clients that wish to take advantage of our impartial prices.”

As Global Fuel’s Icelandbased ceo Guofinna Sævarsdóttir says, saving on fuel outlay has become increasingly important especially in the last two years as the international economic downturn focused the minds of the owners and the operators on cost-cutting.

“During boom times it was not the first priority to study fuel prices, especially when the passengers needed to get from A to B as quickly as possible at very short notice,” Sævarsdóttir adds. “There is plenty of work to plan everything else, such as slots, flight plans, over flight permits and crew.”

But priorities have changed.

Global Fuel, Sævarsdóttir points out, was founded in 2006 when operators were experiencing growing frustration at paying high fuel prices. “There was a demand in the market for a company that concentrated solely on the fuel.”

Global Fuel says it approaches all the fuel suppliers and the fuel resellers to guarantee the best price.

“This is however not always so straightforward,” says Sævarsdóttir. “Each country is different and each airport is different. You need to know who are the suppliers at each airport to know who to approach and what contracts to have. There might be only one supplier and there might be many with a price difference of up to 100 per cent or more! You need to train and inform your crew well so they don’t make expensive mistakes by ordering the wrong truck or presenting the wrong card.”

Global Fuel, Sævarsdóttir says, has devised a system where each operator regularly gets a list of which fuelling method is recommended for each airport.

Sævarsdóttir adds: “Then there are tax issues. These have become very Continued on page 12

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12 JULY 2010

Continued from page 11

complicated, especially in Europe.

The basic rule is that AOC holders are exempt from most of these taxes and private operated aircraft are not.

There are more complications as at some places it depends on who you buy from and where the aircraft is registered: some countries issue a tax exempt document for privately operated aircraft if it is commercially operated by the owner for his own business. Even the size of the aircraft can be a factor. Global Fuel has experts to minimise the cost for its customers.”

Valur Blomsterberg, operations manager of Global Fuel, warns: “With these factors taken into account the seemingly ‘cheapest price’ is in fact not always the cheapest as there are many factors that influence where it is best to fuel each time. These factors include the study of a pool of prices from many suppliers, the tax implications and the type of operation the aircraft is being used for.”

Arinc Direct’s James Hardie confirms that the basic strategy to save on fuel must include steps to ensure the operator gets the flight plan right and keeps it up-todate. “Fuel planning is absolutely critical: owners and operators are well aware that the cost of carrying more fuel than needed for the flight can be counter-productive or absolutely essential depending on the circumstances.”

Hardie adds: “Arinc Direct’s emphasis is on providing accessible and vital information during the planning process that allows operational decisions to be made quickly and easily with a high degree of confidence to meet the needs of the mission at hand.”

A flight plan is really a fuel plan and questions the operator should ask should cover airports, routing, slots and continuous planning and communications.

Airports: What are the alternatives for arrival at a city and what are the costs for fuel and other services at those alternates? How does runway analysis affect the trip’s MTOW and subsequent legs? Will you now need to make another fuel stop en route or can you plan around that?

Opening times and slot frequency for business jets are all important considerations that may affect fuel planning and weight.

Fuel farms, like those at Duluth airport in the US, can help on-site fuelling efficiency. Photo Chris Sorensen.

time and fuel? How can RVSM maximise the number of flight levels close to or at the optimum available for the aircraft?

Slots: Is there access to EDCT or CTOT information that can help ensure the aircraft is started at an appropriate time and may allow for alternate route plans to avoid en route ATC delays? What is the cost of accepting an extended routing and how will delays impact on the flight?

Continuous planning and communications: What is the best use of Datalink to provide a means of point to point communication?

This can be critical in ensuring the flight plan is still valid. Access to DATIS and other information inflight can enable an early money saving decision.

While the client makes the final decision on the destination and departure airports, the astute operator will know alternatives to congested airports and difficult entry points and avoid them wherever possible. It can take several hours for European and Middle Eastern operators to obtain clearance at some of the larger US airports.

It is often the smaller airports that are hungry for business which might, instead, ensure procedures are carried out quickly by, for instance, conducting the formalities on board the aircraft so that passengers are not required to disembark.

Broader choice Arinc Direct’s James Hardie: flight and fuel plans must dovetail.

Routing: What is the optimised routing for forecast winds, available flight levels and STARS and how can this information be used to save

Private aircraft operators, and brokers who refer business to them, tend to dislike having to deal with fuel suppliers that have a monopoly at particular locations. However, the introduction of new providers tends to be welcomed even at airports where there is an existing choice

because additional competition tends to be good for the end user.

For example, Shell Aviation has signed a concession agreement to operate as a fuel supplier at Denmark’s Roskilde Airport which should result in increased competition in 2011. Sjoerd Post, vp Shell Aviation, says: “The agreement will increase supply security and competitiveness at the airport.”

He adds: “We aim to target not only the business segment but also small aircraft customers requiring Avgas. This is an exciting time to be joining forces with the airport and we believe our entry will enhance RKE’s refuelling capabilities by providing more competitive fuel prices.”

Shell Aviation aims to complete construction works and be supplying fuel from Roskilde by the end of the year.

Software and online developments Fuel is a big unavoidable cost and concern and aircraft owners and operators tend to be busy people with a finite amount of time to examine all the alternatives on the market but there are web sites and software that can help. There is increasing collaboration between different specialists. Versitec 2000 Ltd, the company behind Skynet Online Handling, a web-hosted trip quote and management service, has teamed up with CrimsonSky Consultancy Ltd which focuses on aviation procurement and supply chain management. Skynet is providing a platform for CrimsonSky to extend its fuel service Jet-aOne.com to general aviation.

Kevin Stovey, md CrimsonSky, says: “This service brings together the fuel volumes of club participants

Kevin Stovey: buying power.

to give each member buying power that it cannot achieve on its own.

FBOs, operators, smaller airlines, regional airports and flight support businesses will be able to compete on more preferential terms via the support of a collective buying scheme and benefit from more dynamic pricing.”

Tim Gill, md Versitec, says: “The plan is to introduce a jet fuel card and multi-leg fuel profiling system as well.”

Some companies appeal to the environmentally-conscious.

The Navtech Flight Plan, which is designed to appeal to operators who want to minimise fuel burn, cites the NFP algorithm which is combined with route optimisation and an always current wind forecast.

Product director for flight planning Bill Macey says: “Our flight plan helps our clients leave a greener footprint. We make parameters available for least cost, least time and least fuel.” Calculations are extensive and even factor in the aircraft type.

“There is a great sense of fulfillment in helping our customers maximise efficiency and reduce costs and enabling them to manage the fuel price for their departure and destination airports. Optimum tankering needs to be based on the most efficient amount of fuel to carry, the cost, route, winds and flight level for a given flight,” Macey adds.

It is certainly true that pilots, dispatchers and flight schedulers can get more detailed information on airport fuel prices than ever before.

Max-Trax, a fuel-route-mapping application powered by GlobalAir.com, has enlarged its list of the “most affordable” fuel locations at airports in the United States – an important long haul market for

European and Middle Eastern private charter operators – through an agreement with Landmark Aviation. Jeff Carrithers, president, says: “Aviators will now get more detailed information on FBOs from Rhode Island to California. Some 2,200 FBOs are listed. The application details, within a mileage range set by the user, which FBOs are offering the least expensive fuel rates for the chosen route.”

Richard Hayden of AFIRS says its automated flight information reporting system enables an operator to adopt and continuously monitor flying and aircraft handling techniques that reduce fuel burn and emissions. He adds: “The system has been certified on numerous aircraft types, including the Hawker 800XP series, and we have very successful trials ongoing with a large European business aviation fleet operator.

Additional certifications are under way for Falcon and Embraer types.”

FuelerLinx says it is committed to increasing both 91 and 135 operator savings on jet fuel. “The fuel management software allows the comparison of contract fuel prices and direct FBO prices at any quantity, at any airport worldwide and automatically shows the lowest priced fuel at each destination. It also dispatches a fuel release, tracks fuelling and reconciles fuel billing to ensure the price quoted matches the invoice,” the company says.

Longer haul operators in Europe and the Middle East can, FuelerLinx says, make substantial savings in the important US market. “According to NBAA, one should compare at least six contract fuel vendors since the delta between fuel vendors averages 40 cents at the same FBO.” The company adds: “Generally speaking 20 per cent of all fuel bills are billed incorrectly. Owners and operators need a system that flags overcharging. Sometimes operators take on more fuel than initially requested and need to know whether this brings an entitlement to volume discount.”

Design and fuel saving upgrades Aircraft owners and operators not only need to ensure at purchase that their chosen aircraft is designed to maximise fuel efficiency but also

EUROPEAN BUSINESS AIR NEWS

JULY 2010 13

Shell is marketing services to owners of small aircraft and to business aviation.

Pictured are Roskilde airport operations manager Palle Wulff Larsen, gm aviation Europe, Shell Petra Koselka and Roskilde airport manager Lars Lipp.

make it a priority to keep up-to-date with upgrades. The key is to be able to ascertain whether the investment in an upgrade will bring sufficient benefits and financial returns. Such benefits include reducing stopovers by extending range and lowering fuel burn. Upgrades might also facilitate more accurate approaches.

Hawker Beechcraft Services (HBS) says it has had a good response to its Wide Area Augmentation System (WAAS) upgrades on the Rockwell Collins Pro Line 21-equipped King Air 200/300. HBS says that the effects are similar to the previous C90GTi WAAS installation.

“The WAAS upgrade offers operational flexibility and cost savings associated with direct and curved area navigation (RNAV ) routes: it enables improved access to special use airspace, high traffic and airports with difficult terrains,” HBS says.

The upgrade uses WAAS enabled localised performance with vertical guidance (LPV ) approaches. “There are currently more than 1,900 LPV approaches certified and in use today. WAAS LPV approaches provide decision heights as low as 200 feet with one half mile visibility. The result is improved safety and cost savings associated with the reduction of missed approaches and flights to alternate airports.”

WAAS upgrades for the Premier IA and Hawker 400XP and Beechjet 400A are expected to be available by the third quarter of this year.

Dave Marone of BLR Aerospace LLC says few twin turboprops can match the King Air. But he adds: “Because King Airs are usually powered by two fuel-thirsty Pratt and Whitney PT6A turboprop

I N D U S T R Y

N E W S . . .

Marshall airport upgrades runway

Gulfstream installs infrared vision on GIV

Marshall Airport Cambridge has completed significant maintenance work to its main runway. “This was closed to all traffic for nine days for the routine resurfacing of the friction surface, together with the upgrade of the ground lighting fixed installations,” says John Watkins, the UK airport’s director. “It is necessary for all airfields to maintain their runways in perfect condition in order to enable aircraft to land and take off safely in all weather conditions.”

The picture shows Marshall’s own charter aircraft parked on the newly resurfaced runway.

Gulfstream has successfully installed the Kollsman General Aviation Vision System (GAViS) on a Gulfstream GIV aircraft. The device is now available for GV, GIV and GIII aircraft. The infrared camera system provides pilots with improved situational awareness at night and in low visibility conditions.

Preclearance is extended ExecuJet Schönefeld says it provides an example of a competitive fuelling location.

engines today’s cost-conscious operators are actively seeking ways to trim fuel expense.”

Marone adds: “Winglet systems developed by BLR Aerospace are delivering an array of important benefits to King Air operators, including significant fuel savings.

Depending on flight profile, these savings can range from five to 15 per cent in climb and two to four per cent in cruise for composite savings of three to five per cent.”

BLR manufactures and distributes winglet systems for King Air 90s, 200s, and 300s. “In addition, BLR winglets are now standard on all newly manufactured King Air 90 GTx models,” Marone says. “Wingletequipped King Airs experience reduced drag that translates into measurably better fuel economy, as well as other performance improvements such as increased climb and cruise speeds, more responsive aerodynamic performance and stability, and safer lowspeed handling qualities, especially during takeoffs and landings in short field operations.”

Continued on page 14

Shannon Airport, Ireland, has further extended its US preclearance programme for business jet flights. It now includes non-scheduled commercial operations, allowing crew and passengers to fly directly to their final US destination after preclearing at Shannon. Hours of operation have also been extended from 0700 to 1900 local except on Saturday which is from 0700 to 1500.

Elite to feature on Citation Xs Cessna is to fit the Honeywell Primus Elite avionics platform as well as an upgraded cabin management system on new Citation X business jets beginning in 2011. Honeywell’s Primus Elite will also be available as an optional service bulletin upgrade through the Cessna Citation Service Center network for in-service Citation Xs.

Sikorsky selects Universal recorder Universal Avionics Systems’ cockpit voice/flight data recorder (CVFDR) has been selected by Sikorsky as a forward-fit option on the S-76C++ and standard on S-76 helicopters.

Sky Services adds Venice Sky Services is to offer handling services at Venice airport. Located inside the GA terminal it will offer a range of facilities including vip and crew lounges.

Astronomical success for Hunt & Palmer When the first ever asteroid sample returned to earth made its entry via parachute capsule in Woomera, southern Australia, charter broker Hunt & Palmer were on hand to deliver it onwards to the Japanese Aerospace Exploration Agency. A Global Express aircraft was chartered, with a vast array of licensing approvals required to carry an unknown cargo, for a seven-day period in case the probe did not land inside the predetermined area.

Autobraking approved for Falcon 2000 EASy Dassault has been granted approval

by EASA and the FAA for an autobrake on the Falcon 2000EX EASy series. This reduces landing distances by as much as 150 feet on normal approaches and 300 feet on steep approaches.

“The system is transparent to the pilot,” says Dassault’s chief test pilot, Philippe Deleume. “It is like landing with the brake pedals pushed forward. Pilots activate the autobrake function during approach by engaging a button located near the landing gear controls. Braking begins as soon as the main landing gear touches down while the nose gear is still off the ground, which is 1 to 1.2 seconds earlier than with the normal procedure.

“As soon as the pilot pushes the pedals on the ground, the autobrake disengages and the pilot brakes normally. Passengers will feel the same deceleration (0.4g) as in a conventional high performance landing.”

For a pilot already type-rated in

the 2000EX EASy, the training requirement is a 10-minute ground course, an approach and a go around in a simulator. The autobrake will be included in standard production aircraft and will be available as a retrofit for all 2000EX model series at any Dassault Aircraft Services facility.

Bell 407 reaches grand total Bell Helicopter’s 407 has passed an historic milestone with the delivery of the 1,000th production aircraft. It went to Shin-Nihon Helicopter Corp of Japan and will perform powerline patrols, transportation of materials and equipment for construction, comprehensive aerial survey and photographing services, and transportation and filming and image analysis.

ASB extends Basel services Air Service Basel has recently been granted certification as an FAA repair station at Euroairport Basel.

The authorisation includes line and base maintenance on Hawker 700 to 1000 series, Learjets, and Cessna Citation 525s, 550s and 560s. The company has also established a mobile avionics team of certified technicians to provide periodic avionics checks (FAR tests) for customers throughout Europe. In addition, Air Service Basel has increased services offering full VIP handling and FBO services in its new facilities, including private VIP passenger lounge, pilots briefing room, customer and crew transport, fuel on request, customs clearance, and aircraft parking hangars.

Goldair to open in Bulgaria Greek handling company Goldair has been granted a license to provide full passenger and ramp ground handling services at Sofia International Airport, Bulgaria.

Fourth G650 flies A fourth aircraft is now part of the Gulfstream G650 flight-test programme. The newest test aircraft flew for the first time on June 6 and will be the first to be fitted with a complete interior.

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EUROPEAN BUSINESS AIR NEWS

14 JULY 2010

Continued from page 13

price as VAT, Mineral Oil Tax and other fees have to be factored in. He advises: “Always request fuel prices for each flight. Suppliers will not necessarily change their price for individual flights but resellers will – depending on the aircraft, location and route.”

Questions to ask include: What is the administration cost per fuel invoice? How long does it take to verify price and other details? If the invoice is wrong, how long does it take for a reaction and correction?

Are invoices detailed or just ‘one liners’? Do resellers/suppliers offer aviation credit cards and how is card recognition carried out?

He says winglets deliver a 100 per cent return on investment, according to data published in the Aircraft Blue Book.

Marone says: “The system utilises an aluminum wing tip manufactured to accept a carbon fibre winglet containing built-in position, recognition and strobe lighting. The system increases wingspan by three feet five inches as well as wing aspect ratio, lowering induced drag.

Reduced drag makes for faster flying and less fuel consumption. Winglets also act as a physical pressure barrier, which conserves valuable lift at the outboard extremities of the wing.”

Blackhawk Modifications says that a coming upgrade of the Cessna Caravan with the Pratt & Whitney PT6-42A, which is going through the final approval processes, will result in a number of fuel and operational efficiencies. The company believes the upgrade will result in benefits including significant decreases in take-off distance and fuel burn but an increase in payload capability.

Reducing overheads

Acceptable limits Capt Ivan Klugman of Integral Aviation Solutions Inc points out that fuel is now costing corporate operators more than six dollars a gallon rather than the 50 cents that they once enjoyed. “We are taking extreme measures to conserve every drop. Fuel conservation can save money, our jobs and the environment.”

He says Integral Aviation Solutions spends a great deal of time working on vip aircraft interiors and aircraft conversions for airframe manufacturers, corporations, royalty, heads of state “and even a celebrity billionaire.”

Navtech Flight Plan is designed to appeal to operators who want to minimise fuel burn.

Klugman says: “Obviously weight is an important item in fuel savings.

There needs to be a survey of the weight and balance data of possible acquisitions to check if it is within acceptable limits. Some conversions can be completed in such a way that the useful load is unacceptable.”

The positioning of facilities and the materials used, he points out, are critical. “One of the most dramatic fuel savings can be achieved by the installation of blended winglets. Fuel saving can be between six and eight per cent depending on aircraft type

and length of trip.”

He adds: “General maintenance items on an aircraft can also save fuel. For instance it is important to ensure that there are no small bleed air or pressurisation leaks. Control and flap rigging are also important.

With little extra time and care many gallons of fuel can be saved.”

Autothrottles, he says, should be ordered whenever available: “They

enhance safety, reduce pilot fatigue and save fuel. Fuel savings can be from one to two per cent.”

“With a small investment in some aircraft modification and crew training an operator can easily save about 10 per cent of their annual fuel budget,” Klugman concludes.

Andre D Sterchi of Aster Jet Fuel warns that the lowest fuel prices do not always give the cheapest net

To achieve fuel efficiency aircraft owners and operators must keep upto-date with a host of developments ranging from web sites to aircraft upgrades. The question for each operator is how best to contain and reduce an overhead that cannot be avoided. Larger operators might elect to employ their own flight planning department but for smaller operators the key is likely to be delegation or a focus on ensuring major rather than minor savings.

All operators, however, will want to employ a system which keeps abreast of developments and incorporates any new cost-saving methods and ideas. Market intelligence may be the key to keeping fuel costs down to a level where profitable business is possible. An operator’s cost-cutting strategy will only ever be as good as its research and the expertise it can call upon.

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E U R O P E A N

BUSINESS AIR NEWS

EUROPEAN BUSINESS AIR NEWS

JULY 2010 15

Marketplace Contact Mark Ranger on: +44 (0)1279 714509 mark@ebanmagazine.com

HAWKER BEECHCRAFT

Aircraft for sale Special packages are available for advertising aircraft for sale in EBAN and on our web site (www.ebanmagazine.com).

Picture adverts (40 words of text plus colour picture) cost £75 each. You can also choose our new display advertising option for larger inventories.

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Chief Pilot Global Flight Solutions, based at London Biggin Hill Airport, are inviting expressions of interest for the post of Chief Pilot.

This is a new position in association with our application for a fixed wing AOC initially operating a fleet that will include Lear 45XR, CJ and Hawker aircraft.

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