European Business Air News - August 2010

E U R O P E A N

BUSINESS AIR NEWS ISSUE 206

AUGUST 2010

ACM claims a first in Germany with Falcon 7X ACM Air Charter reports that it has become the first operator in Germany to obtain authorisation to operate the Falcon 7X commercially.

“We are very pleased to offer our clients a second ultra long range aircraft in addition to our Global Express XRS,” says md Thomas Minninger. “We are in a position to respond more flexibly to the increased demand which is especially evident in this particular segment of the marketplace.”

ACM adds that it has also received approval from the German Aviation Authority to carry out line and base maintenance on the 7X at its own maintenance facilities at Karlsruhe/Baden-Baden airport.

Minninger says: “The aircraft was chosen not just for its long range but for its spacious cabin which has a 15seat layout. This can be converted into a configuration with five comfortable beds for night flights.”

However ACM says that the range of 7,000 kilometres was a key factor in its decision to operate the 7X. “Destinations such as Shanghai, Los Angeles and Johannesburg, for example, can be reached nonstop,” Minninger points out.

“The first charter flight was commissioned and undertaken to the World Cup in South Africa and we expect more charters to big events around the world.”

Jonas Kraft, director sales and marketing, says: “The aircraft is very good especially for ETOPS critical flight patterns or airports with runway limitations for long-haul flights like Antigua. We see a rising demand especially from clients who are very ‘Falcon focused.’ Clients who have enjoyed the Falcon 2000 are now also using the Falcon 7X.” He adds: “For some passengers a three-engine aircraft gives a kind of additional feeling of safety and reassurance.”

ACM operates five other jets – two 10-seat Falcon 2000EXs; a 12-seat Challenger 604; an eight-seat Citation X and an eight-seat Citation VII. In addition to charter flights ACM Air Charter provides management services for aircraft owners spanning international flight planning, licensing and insurance services as well as technical line and base maintenance support.

Private Jet Company builds Isle of Man facility page 2 FAI seeks subsidiary after selling stake in Nomad page 3 Large jets provide luxury For details of how to enter, see page 3.

For details of how to enter, see page 3. of big business in the recession page 4

SPECIAL FOCUSES Review of Russia Aircraft management focus

page 6 page 11

Baron wins London City advantage The UK's Conciair Ltd, founded by ceo Barrie Prescott, is adding London City landing approval to its Beechcraft Baron grass airstrip operational capability. Prescott is pictured with operations manager Gigi Ancora, pilot Ian Bennett and chief pilot Andrew Dixon. Full story page 5.

Flyjet looks to culturally similar countries for business partners Poland’s Flyjet, founded by a group of aviation experts and pilots, is ready to expand its aircraft management fleet into Russia and the Ukraine with the addition of a Challenger 300 and two Falcon 7Xs. “The company has been instrumental in introducing high level business aircraft management to the Polish and international markets,” says Nina Dorota Król, internet marketing manager.

“Using our extensive experience with vip clients, we present a concept of aircraft management that enables us to handle any flight operation with every available business aircraft.”

She adds: “Talks are at an advanced stage for the delivery of a Challenger 300 in November 2010 and for two Falcon 7Xs.” The three aircraft will be based in Russia and the Ukraine.

“Because of our location and the very similar cultures of Poland and its eastern neighbours we are seen as an extremely compatible business partner. This is opening up expansion opportunities in other countries.”

Flyjet already operates a Mustang.

Flyjet: expanding managed fleet.

Maciej Pieniazek, ceo, says: “This is a very desirable aircraft in this part of Europe bearing in mind the low travel costs and the number of passengers it can take. The Mustang is the entry aircraft on which we made our AOC and tested our business model.”

The company says aircraft must provide a good balance between performance and operational costs.

“Our research shows that the Mustang has the highest rate of use among business jets because of its size. It is suited to smaller groups of

customers and it works well with the rule of ‘green’ flight parameters. This means its payload corresponds to costs acceptable to our clients.”

Król says: “We constantly monitor the market for potential fleet expansion and by the end of the year we plan to recruit three more aircraft which we will maintain and manage for the owners.

“Our business model and long term plan allows us to have a maximum of ten aircraft in our fleet.

We manage new and pre-owned aircraft alike. We fully support decisions by aircraft owners.”

The company reports that current demand is split equally between leisure and business. “Our service is offered to top level management and company owners. Occasionally we also serve celebrities and leading sports personnel. There is good demand for destinations such as Scandinavia, southern France and Germany, and central and eastern Europe.”

Król points out: “As we are located centrally in Europe, very close to Russian and Ukrainian markets, the natural choice is to look into Continued on page 2

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Heron focuses on aircraft management Heron Aviation, a new German charter company launched with a Learjet 60, says it is working on several aircraft management contracts.

“We see big potential in our region, which is the area around Lake Constance which borders the three countries of Germany, Austria and Switzerland,” the company says. “Our CAMO office is based in the vicinity of Frankfurt so Heron is close to potential clients located in Germany’s financial centre.”

Heron Aviation says that the launch of the company, by aviation specialists with a combined 75 years in the industry, is timely. “The demand for charter has been rising over the last 10 month. The rate is not as fast as it has been in the past but we see a sector with good growth potential and we want to be a part of it.” Heron Aviation says that it will focus on being an aircraft management company. “We have no intention of becoming an aircraft owner,” it says.

“The company wants to expand steadily through controlled growth.”

Heron Aviation was launched late in 2009 and obtained its AOC in midJuly this year.

EUROPEAN BUSINESS AIR NEWS

2 AUGUST 2010

Mena develops charter and launches broker pact Mena Aerospace Enterprises WLL says it expects a vip configured MD83 airliner to attract “very strong” charter business.

Ralph Eisenschmid, coo, says: “Based on preliminary indications received so far there is a lot of serious interest in this aircraft.”

The MD83, leased from European charter operator Blue Line and operated by the group’s subsidiary MAE Aircraft Management, may be the first in a growing fleet.

“We expect very strong charter activity and we look forward to working with Blue Line towards adding more similar aircraft over time,” says Eisenschmid.

The MD83 can be chartered with

Blue Line’s Gareth Evans and James Evans: Middle East business.

either 60 or 54 seats in a two-cabin configuration. It will be based at Bahrain airport.

Gareth Evans, Blue Line Group business development director, says that he expects the partnership with Mena and the base in the Middle East to help attract a growing client base.

Separately, MAE Jet Charters WLL has been appointed as the general sales agent for Air Partner plc. “Under the terms of the agreement, MAE Jet Charters will be the exclusive sales channel for Air Partner in Bahrain, Kuwait and Saudi Arabia,” Eisenschmid says. “This partnership accelerates our overall corporate strategy to expand our reach in the region. It combines Air Partner’s unmatched access to capacity with MENA’s regional relationships and networks.”

Kevin Ducksbury, Air Partner’s director Middle East and Asia, says: “This agreement with Mena will complement our existing business and give us increased reach and penetration into these new markets,” He says the commercial jets division charters airliners with 20 to 500 seats to move groups of every size.

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The Private Jet Company is celebrating expansion. Pictured from left are pilot Ed Miles, md Tony Corlett, company director Caly Roberts and pilot John Bean.

Private Jet Company predicts ‘island gateway’ jet centre will expand business demand The Private Jet Company, which is building a new “island gateway” business aviation facility at Isle of Man airport, also plans to expand its managed fleet. Caly Roberts, company director, says: “Two new CJ3s are being delivered in 2011. We have several prospective buyers in the pre-owned market. Aircraft already in our managed fleet include a Sovereign, an XLS and a CJ3.”

She adds: “General prospects are extremely promising – we will inevitably expand with the extra facilities our new project will provide. Not only will we be able to provide a first class handling service to visiting executive aircraft, we will be able to increase our sales, aircraft management, hangarage and registration and importation services.”

The Department of Infrastructure, Roberts says, has cleared the project for take off and work on a dedicated new jet centre is being progressed.

“The jet centre will enable the company to further extend its growing menu of services and complement those already offered by the island’s increasingly sophisticated business community,” Roberts adds.

Capt Tony Corlett, md, says: “The jet centre will represent a quantum leap in terms of the Isle of Man airport experience. It will be an elegant, modern building, with an impressive entrance and executive ancillary accommodation. The Private Jet Company will organise security and operational clearance for executives or private individuals, meaning no lengthy queues or delays on departure and on arrival one can discreetly step straight into a waiting car without delay.”

Roberts says clients including high

An artist’s impression of the new Isle of Man facility.

net worth individuals will appreciate meet and greet areas and a complimentary board room. “We will be able to offer a deluxe facility dedicated to executives and their aircraft. For the business community the jet centre will become a focal point to meet clients in privacy and comfort. We all know first impressions count.”

The jet centre will be separate from the main airport complex but offer ample on-the-spot parking. “It will mean that clients can arrive just ten minutes before they are scheduled to fly, having had the necessary security clearances carried out by us in advance on their behalf,” explains Corlett. “An hour later we could be touching down in Paris or in just six hours in New York.”

The company provides onestop-shop services ranging across sourcing and purchasing, importation, registration, management, operations and crewing, hangarage and maintenance.

Corlett says: “The project will take the island to a new level in terms of its international reputation. It will encourage high net worth individuals and executives of industry to move to the island.”

Airport director Ann Reynolds says: “We are optimistic that the first

phase of construction will commence before the end of 2010.”

Key features and services will include vip lounge, main reception offices, dedicated 24-7 handling team and security administration, business conference facilities, crew lounge, 2,000 sq m hangarage space, 2,000 sq m apron area, customs and immigration clearance, computerised flight planning and filing and wireless internet access in all areas.

Caly Roberts says: “The jet centre will be used as a business tool. Those living on the island have no direct flights to many business destinations including Brussels, Zurich and Geneva, so our clients will save considerable time by flying to these destinations direct and returning the same day.”

She expects demand for managed aircraft to rise. “We go through a fact finding exercise with our clients to obtain the best aircraft for their mission. It is very important that their aircraft has a comfortable cabin, sufficient range to ensure a fuel stop is not necessary and that it will carry the required amount of passengers over the distances required. We are constantly sourcing aircraft for our clients whether they are new or preowned. It is an excellent time to get a good price for an aircraft purchase and after a couple of quiet years following the credit crunch we believe this area of the business is due to take off.”

The managed fleet are all aircraft bought from new. Roberts says: “We typically purchase a new aircraft and operate for two years and then continue the process. In our experience this process dramatically reduces the operating costs as the aircraft are under full warranty.”

Flyjet looks to culturally similar countries for business partners Continued from front page

www.timleacockaircraft.com +44 (0)1258 818181

opportunities there. But we also do not forget about our home market which has one of the best growth rates in the EU. But we do see potential business growth in this region. But, as with other regions this one has also been hit by recession so the uptrend will take some time. Our aim is to utilise aircraft hours to the maximum possible.”

Owner Adam Marchel says Flyjet’s founders are successfully building a dynamic company, although they recognise that a great deal of hard

work lies ahead. “Each member of the board can write their own book on aviation experiences,” says Marchel. “They have worked for different aviation companies and flown for the biggest, gaining the experience to enable a successful private aviation launch.”

Flyjet constantly monitors the market to keep up-to-date with the availability of highly qualified pilots.

“We use the internet, social networking and personal contacts,” says Król. “Our vacancies are announced via our home page.”

Nina Dorota Król: expansion.

EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 3

Corporate safety record provides an answer in itself EASA continues its troubled efforts to develop new rules in line with two of its objectives cited in Regulation (EC) no 216/2008 – to establish and maintain high uniform standards of safety across Europe and to provide a level playing field for those involved in aviation activities.

However, attention has again turned to the question of when a flight is commercial and when it is not.

Some five years ago, I chaired the industry working group on business aircraft operations (IWG-BAO) formed to make recommendations on harmonising the regulatory treatment of international private and on-demand charter flights using business aircraft, driven by anomalies in the treatment of such flights between the US and Europe.

After much lively debate, the group concluded, inter alia, that European-based non-commercial aviation operations – including those which employ shared aircraft ownership, contracted aircraft management services, and/or shared aircraft usage – should be permitted by European authorities to be conducted as non-commercial general aviation operations by the owner using the aircraft, so long as they conform to European

corporate aviation safety regulations or other European noncommercial aviation safety regulations, as applicable.

This recommendation was very much in line with Part 91k and essentially rests on who is the accountable manager for the flight.

If the owner is onboard and he elects to be held the accountable manager, then the flight can be deemed noncommercial. Conversely, if the owner does not wish to be held so accountable or the aircraft is being used for third-party charter, then as long as the contract manager holds an AOC, such operations should be permitted by the European authorities to be conducted as commercial operations by the contract manager.

Finally, as permitted by the US DoT, European operators should be allowed to alternate or “flip-flop�, between commercial and noncommercial. In essence, where the contract manager holds an AOC, the aircraft owner should be permitted to elect, on a flight-by-flight basis, whether to operate the flight as a non-commercial general aviation operation, or have the contract manager operate the flight as a commercial operation, providing the necessary approvals for each

EDITORIAL COMMENT

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

category have been granted.

Now you would think all of this was pretty clear, and indeed it is, albeit that it introduces the question of who has operational control for the flight. However, basic regulation 3i implies a different interpretation for determining whether a flight is commercial or non-commercial.

Here the determinant for a flight “not made available to the public and performed under a contract between operator and customer� is whether or not the owner has “some control over the operator.�

Unfortunately there are as many interpretations of “some control� as

there are interpreters. These range from the owner virtually running the operation himself and dealing directly with the regulatory authorities on key issues, to just telling the contractor the destination to which he/she wants to fly.

Such wide differences of viewpoint have understandably made life very difficult for EASA, to the point where it now feels unable to rule on this important topic.

Instead it will leave it for a later rule making task.

Unfortunately, deletion of the relevant text from OR.OPS.GEN has further muddied the water, leading some authorities such as Italy, to conclude that flipflopping should no longer be permitted at all!

So where are we? In short, in a bit of a mess, because the ability to operate the same aircraft both commercially and noncommercially is critical to the success of business aviation operators using both fixed and rotary wing aircraft. Moreover, there are, as indicated, wide national variations in the interpretation of what is commercial and noncommercial, and discouraging owners to use expert management companies to operate their aircraft

would be detrimental to safety.

EASA has therefore agreed to clarify that its failure to rule on this matter is because the task needs further work, NOT because it thinks the practice should cease.

Meanwhile, pending the further rule making task, existing national practices should continue to permit flip-flopping of an aircraft between commercial and noncommercial operations.

So, for the time being, the unlevel playing field both within Europe, and between Europe and the US will continue, pending a new rule making task after April 2012 when EASA will attempt to resolve the diverse viewpoints and meet its remit of creating a level, safe playing field.

On which point, a final thought: The annual IBAC review of business aviation safety notes that the fatal accident rate for corporate operations at 0.4 per million hours is 10 times better than that for commercial air taxi. Maybe, therefore, instead of worrying too much about legal niceties, real emphasis should be placed on sharing and emulating corporate best practices in delivering one of the safest aviation operations in the world!

E U R O P E A N

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Staff at FAI, which is looking to take over a company with a fleet that will add value to its operations.

FAI looks for appropriate acquisition after selling its interest in Nomad German operator FAI rent-a-jet AG is looking for a value-for-money subsidiary after selling its interest in Switzerland’s Nomad Aviation AG through a management buy-out.

FAI chairman Siegfried Axtmann said in a statement that the 15-month cooperation did not meet FAI’s expectations in respect to collective added value. “It made no sense for FAI to carry on with a second AOC and the costs

involved in maintaining it.

Nevertheless, FAI will continue screening the operator market for potential candidates, whose size and fleet would be appropriate for fully integration into FAI, but collective added value is a must.�

Nomad Aviation was acquired

by FAI in March 2009 to become FAI’s executive jet service division.

At the time FAI was intending to focus on its NGO and air

ambulance businesses.

But Axtmann says: “In the meantime FAI has built up its own impressive fleet for dedicated executive charter.�

The fleet includes a 2009 Falcon 900DX EASy, a 2003 Global Express and two 2000 Learjet 60s. A Challenger 604 and a CRJ 200 LR are joining the fleet and will bring its number to 18 including one Challenger 604 leased to Nomad.

Eastern boosts private charter capability with Embraer 135s Eastern Airways has taken delivery of an Embraer 135 and signed a lease agreement for a second which will increase its fleet of aircraft to 30.

Chris Holliday, Eastern Airways’ coo, says: “The Embraers will be assigned to the charter flying programme serving blue chip companies, corporations and

individual groups across the UK and mainland Europe.

They complement our fleet and give us tremendous flexibility as we can now offer 29, 37 and 50-seat aircraft to the private charter market. We will also be able to adjust capacity to meet demand on scheduled services as and when required.�

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He adds: “We have operated Embraers in the past and the time is now right to reintroduce this fast 37seater to fill a gap primarily in the charter market serving central and eastern Europe.�

Eastern Airways also operates eight Saab 2000s and 20 Jetstream 41 aircraft.

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EUROPEAN BUSINESS AIR NEWS

4 AUGUST 2010

Large aircraft provide luxury of strong business and client interest in recession and good times The private aviation sector is still battling to raise charter levels depressed by the global recession but operators report that the luxury large aircraft sector is holding up well.

Governments and multinationals find chartering such jets costeffective compared to owning and maintaining their own aircraft.

Tony Farmer, Cello Aviation marketing and sales manager, confirms: “Our view is that the resilience at this level in the market still provides some good opportunities for aircraft of the size of our ABJ.” The 46-seat aircraft is owned and operated by Cello Aviation, the charter arm of the UK’s Birmingham headquartered Gill Group, which conducted considerable planning and research before investing in the conversion of the aircraft sourced from BAE Systems (EBAN June 2010).

Farmer explains: “If some of the market segments are a little quieter, the sports team and product launch sectors are certainly delivering sizeable requirements across both UK and Europe even against the background of this not being peak season.”

A growing number of established charter operators have identified and now service the demand for quality charter for groups of dozens or more.

Cello crew: service-oriented.

London Stansted-based Titan Airways has introduced a 265-seat wide-bodied 767-300ER. Commercial director Alastair Kiernan confirms that around 60 per cent of the company’s business is outsourced airline services but says that corporate demand for private charter has been a good source of business.

Saudi Arabia acquires 12 S-76Ds Saudi Arabia will acquire a dozen S-76Ds and has taken options on eight more S-76Ds to perform security, transport and other missions. “Delivery of the first helicopter is scheduled for early 2012,” says Shane Eddy, vp Sikorsky Global Helicopters.

The Saudi Ministry of Interior says that factors in its decision included the aircraft’s advanced avionics system and autopilot, dual rotor speed for quiet mode operation with active vibration control and an optional rotor ice protection system for all-weather capability.

It adds: “The S-76D will offer an increase in useful load and extended range performance.”

Cello Aviation: big investment for an aircraft that generates large amounts of business.

“They are still spending money. If executives have to travel, they will.

Airlines have been cutting back because, generally, the public have not been travelling as much, but the charter market has actually been picking up.”

Kiernan says the 767 has a phenomenal range, flying distances of up to 6,000 nm in around 13 hours, enabling non-stop travel from London to Singapore or Los Angeles.

The potential of the large aircraft market segment is underlined by Bizliner Aviation which plans to open offices in support of consultancy operations in the Middle East and Asia. The company, which has bases in Washington DC and Dallas, Texas, says there are currently more than 200 airliners in business service worldwide and hundreds of existing airframes with conversion potential.

“A ‘bizliner’ is defined as a corporate airliner or an aircraft type that can serve as an airliner as well as a corporate or private jet,” says the company’s Roger Pierce. “They are a very attractive alternative for a select group of owners.”

Investment in larger private charter aircraft takes courage as well as forward planning. James McBride, ceo of the Athens-based GainJet Aviation SA, says the operator braced itself for a difficult business climate

Roger Pierce: owner interest.

from the end of 2008 just as its new 757 flagship was introduced. “If the new 78-seat vip airliner flopped, it would have been a very expensive mistake indeed,” he says. “But there were a succession of high-earning charters which lasted throughout the summer. Initially the flights were mainly to and from Africa for various heads of state, and then in July a real bonus arrived with a twoand-a-half week tour of Asia for a major football team.”

“The configuration of the interior was well chosen with just 20 seats in the forward cabin and the other 58 seats well spaced in the mid and rear cabins,” says company president Capt Ramsey Shaban. “Bookings continued to flow through to the autumn and GainJet were already

looking for a second big Boeing by the end of 2009. This airliner was going to be introduced into service in mid2010 but another opportunity arose and we focused instead on a 48-seat B737-300 which had just finished a complete refurbishment by European Skybus in Bournemouth.”

The vip 737 was destined to be delivered to Multiflight, the Leeds, UK-based helicopter operator and major flying training company which was looking for a management company. GainJet will operate the aircraft on its Greek AOC. Shaban says: “It will be a familiar sight in Europe during the summer and latter part of 2010 – we have got the attention of some English premiership football clubs and there is likely to be a major European band tour too.”

Shaban says: “Such aircraft are easier to operate than some of the smaller jets. Air traffic always makes space and time for you when you arrive in something like our 757. We have seen a growth at the high end of the market which seems to have been unaffected by the general malaise which has affected the private jet world. Chartering a large jet is a cost effective option for governments and multinationals when compared with the huge expense of owning and operating these aircraft themselves.”

Avanti Air upgrades fleet as it targets new business Avanti Air has upgraded its fleet with the addition of two ATR42500s. The company’s Markus Baumann says: “We have operated the ATR42 and ATR72 since 2002, so it was a logical step to introduce newer ATRs.” The new aircraft will serve existing customers for charter commissions and for ACMI leasing but Baumann says he also expects them to extend the business and attract new clients.

However Baumann confirms there are no current plans to add further aircraft to the fleet.

“We intend to stabilise our business and find new customers and markets,” he explains. “If we grow, it will be as we have in the past: very conservatively and slowly with no big risks taken.”

Baumann points out: “The company has not yet got back to the business levels it achieved before the global economic crisis. It will take more time and we will obviously be happy to return to the approximately 1,500 to 2,000 hours annually per aircraft which we enjoyed before the downturn.

“However, we expect that, as oil prices inevitably rise again, there will be increasing demand for turboprops because of factors such as their good low load factor and their capability to service demand for flights to and from small, remote areas.”

Avanti Air was founded in 1994

by Baumann and Stefan Kissinger, both pilots, as an aircraft management company.

“In the mid-90s we introduced the first Beechcraft 1900 for charter work, which was extended to three aircraft before the first ATR42 was purchased in 2002,” says Baumann.

“The 1900 has been phased out, the last management aircraft left the fleet years ago and we only operate ATRs but the company has always been profitable and it employs around 80 staff.”

El Seif chooses ‘highly efficient’ Challenger 605 to enhance Middle East operations Saudi Arabia’s El Seif group has added a Challenger 605 jet to its corporate fleet for executive travel between the company’s diverse Middle Eastern operations.

“Challenger aircraft have a reputation for being highly efficient jets,” said the company’s Khaled Al Seif.

“We already operate a Challenger 600 and a Challenger 601. Both aircraft have proven to be invaluable tools, providing superior reliability, a spacious and comfortable cabin, and all of the amenities

necessary to be productive during flight. The Challenger 605 was the logical choice for our next aircraft.”

El Seif is a leading privately owned group of companies in Saudi Arabia with diverse business interests worldwide. Established in 1951, the group is active in engineering and construction, healthcare, medical equipment, hospital supplies, operation and maintenance, and commercial investment, including real estate development, insurance and power generation.

The company points out that the Challenger 605 can fly five passengers non-stop from Riyadh to any European destination or as far as Beijing or Johannesburg.

Seif says: “It features a wide standup cabin and is equipped with the Pro Line 21 avionics suite and an allnew cabin electronics system.”

Seif says the group’s emphasis is on quality, efficiency, customer satisfaction and long term planning.

It benefits considerably from the convenience and time savings of corporate travel.

Avanti Air has added two ATRs to its fleet.

Baumann says the company owns its aircraft and adds: “We are a privately owned company that has a very stable staff. However, we do recruit direct and with agencies. We are looking for attendants and maybe some additional pilots.”

EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 5

The Conciair Baron passed its tests with aplomb.

Conciair achieves London City approval to make fast international connections a racing certainty Conciair Ltd, founded by ceo Barrie Prescott, is adding London City landing approval to its Beechcraft Baron grass airstrip operational capability to underpin the advantages inherent in its three locations in the south east of England (see front cover photo).

The approval gives Conciair advantages in servicing demand for venues such as Goodwood, its headquarters location, where around two dozen races are held each year. “This allows Conciair to fly from Goodwood, Chichester, to London City in 35 minutes to connect with all domestic and international flights,” Prescott points out. “Conciair has strived for this approval for nearly a year. All the London City flight tests are complete.

“We had chief pilot Andrew Dixon, one flight test engineer from Hawker Beechcraft and two CAA flight observers on board to complete the process. This included steep approaches, engine simulated failures after takeoff and a number of go-arounds. We should be completely signedoff and operational in good time for the Goodwood Revival meeting.”

Prescott adds: “Our principal aircraft is the Beechcraft Baron 58 series and we have two currently operational. Both, unlike many other aircraft, are approved for licensed grass airstrips. Additionally we are flying the Mayfair Dove. Bill Pritchard has now formally retired as captain and I have taken the aircraft over.”

The Dove is based at Goodwood, and while operated for charter, is also a key attraction for the Conciair

heritage section which has two T7 Hawker Hunters on display as well as a Pembroke, a Dakota and a DFH Tiger Moth. “All aircraft are in full airworthy condition. The Hunter T7 372 has been in my possession for 11 years and is particularly smart in squadron colours but both Hunters have been the subject of much interest,” says Prescott. “I added a heritage section after forming Conciair in April 2009 with the launch of its base at Goodwood, because I am personally particularly enthusiastic to maintain such a ‘club.’

“It took nine months and a great deal of hard work from many people to gain Conciair its AOC. The company’s other prime bases are Bournemouth in Dorset and Kemble-Cotswold in Gloucester, the latest to be brought into operation.”

The De Havilland Dove, which in its day had features ranked among the best in British aircraft design and manufacture, had an extensive refit while operated

by Pritchard.

“Powered by two very sturdy Rolls Royce supercharged engines, it cruises quietly, allowing onboard conversation at normal speaking levels. The flight deck boasts an array of modern avionics including the sophisticated Trimble GPS, 3M Stormscope, dual controls and full IFR instrumentation,” Pritchard says.

The Mayfair Dove has been operated and maintained to the standards of the Royal Air Force vip flight and subsequently as part of the Queen’s Flight based at RAF Northolt.

The Dove, Prescott points out, adds magic to a business trip or a day’s golf or shooting.

Facilities include a spacious cabin with six club class seats, courtesy tables, an onboard toilet and large panoramic passenger windows. With a five hour maximum range of 1,000 nm, the Dove can leave a London airport and be in Cornwall in one hour and 20 minutes and Ireland, Scotland or Northern Ireland in two hours. It takes even less time to reach the Isle of Man, Channel Isles or Le Touquet.”

Prescott adds: “We shall shortly be introducing a ‘battlefield tour’ section, initially to northern France, twice weekly. Imagine taking off from Goodwood – originally RAF Westhampnet, a ‘Battle of Britain’ fighter base – and tracking an actual ‘invasion route’ out from Portsmouth to Normandy, flying low level along the beaches and landing at Caen to be met by a luxury minibus for the onward day trip to the battle locations. With her large windows and quite engines,the Dove is a perfect aircraft for this.”

Prescott has a history of piloting interesting aircraft.

“My first Baron was a G58 flown by me from the Wichita factory. Unfortunately during AOC qualification, the aircraft was precluded due to G1000 issues. But this aircraft was replaced by an extremely smart B58 giving Conciair two aircraft of that type.”

Prescott adds: “The Barons have a good range and a cruising speed of 210kts. We are in a prime location and the only AOC operator that has the advantage of being based at Goodwood.”

Alkan Air’s new maintenance approval heralds further expansion Cairo-based charter operator and service centre Alkan Air has received Egyptian government approval to maintain and service King Air and Hawker Beechcraft aircraft.

“Alkan Air was the first provider of private air taxi services in Egypt,” says gm

Awad Dargham. “The services, which include air ambulance, have grown substantially.

“We also offer a very comprehensive set of maintenance services, parts and line checks and we see this latest approval as a key part of our future

expansion plans.”

Alkan Air, launched in 1996, reports continued good demand for air taxi services to both the tourism and business sectors. Aircraft include the B200 configured for seven and Hawker 850 XP which carries up to eight passengers.

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Synergy bases King Air in Malta for air ambulance work UK-based Synergy Aviation has based a King Air 200 and flight crew dedicated to air ambulance work at Malta’s Luqa Airport. Synergy md Glen Heavens says: “Configured with a Lifeport stretcher system and five passenger seats, the aircraft is available 24-7 and will primarily serve North Africa.”

The King Air was quickly booked for a flight to Tripoli to help an oil worker with acute appendicitis.

“Having an air ambulance based in Malta and another based in London gives us the flexibility to react quickly to our customers’ requirements throughout Europe and North Africa,” says Heavens.

“We are eyeing further opportunities in the Mediterranean.”

In Malta Synergy is co-operating with Medilink International which serves clients throughout Europe, Africa and the Mediterranean.

Prime minister Dr Lawrence

Synergy Aviation md Capt Glen Heavens (right) with Malta’s prime minister Dr Lawrence Gonzi.

Gonzi says Synergy is providing a welcome contribution to Malta’s high level of medical care.

Back in the UK, Heavens recently made a novel landing on a polo field in a Piper Warrior trainer to raise money for local charity Children with Special Needs Foundation.

Synergy Aviation donated a flying lesson from its flying school, Fairoaks Flight Centre located near Woking in Surrey, which was raffled after the final of the Smatt’s International Eduardo Moore Polo tournament, raising £178. Synergy’s management team topped the total to £250 and the winning ticket went to an amateur pilot. More than 200 guests watched the popular polo fixture at the Royal County of Berkshire Polo Club event in Windsor. A star of the British TV programme Dragon’s Den, Levi Roots, welcomed the arrival of Capt Heavens’ aircraft.

Dragon’s Den star Levi Roots.

RUSSIA REGIONAL REVIEW

Aviaxess has big plans to develop business in Russia.

Slow but sure revolution gathers momentum in less taxing times Russia is showing signs of maturing from a market of promise held back by operational difficulties to a country where private aviation companies with the right contacts and expertise can enjoy hard won profitable business.

“There has been an easing of aircraft ownership rules with import tax abolished for models with fewer than 50 seats,” Leonid Koshelev, chairman of the Russian United

Business Aviation Association (RUBAA), says. “Some aircraft import rules and flight operations procedures have been streamlined and simplified. It is far more attractive to put a business jet on the Russian register.”

Koshelev says a top RUBAA priority is to encourage the adoption of more international business aviation best practices. “There have been some encouraging achievements, particularly in the past year.

The authorities now share the RUBAA view that corporate aviation is an essential complementary sector to commercial airlines.

“Government officials, as well as businessmen based in Russia or

visiting from abroad, need private aviation to carry out their work efficiently. Many Russian owners of private aircraft are rethinking their policy of keeping their aircraft abroad and only bringing them into the country for flights.”

However, Koshelev admits there is some way to go with aircraft based in Russia still in double figures although total ownership of private aircraft is in excess of 400. “RUBAA would like to see far more Russian private aircraft based in the home country,” he says.

“Thousands of new jobs could be created and owners would be able to enjoy the greater efficiency that comes with aircraft being based where they do most business.”

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Russia is a growing market for aircraft ranging from the Global Express XRS to the King Air. Four Global Express XRS jets have just been ordered by Russian clients, according to Bob Horner, svp sales, Bombardier business aircraft. “The total value of the orders is approximately US$213 million based on the 2010 list price for typically equipped aircraft.”

Client feedback stresses appreciation of cabin comfort and range with non-stop flights possible between Moscow and Tokyo or New York with eight passengers and three or four crew.

Separately Hawker Beechcraft Corporation (HBC) has delivered its first King Air series turboprop in Russia. Designed for quick conversion from vip transport to photographic missions, the specially modified King Air 350 with provisions for dual digital mapping cameras, was accepted by Vasilly Popov on behalf of Aviation &

Applied Ecology of Moscow from Ted Farid, HBC svp international sales (pictured). The King Air series received certification from the Interstate Aviation Committee Aviation Register of Russia in December 2009.

Popov says the King Air series is the type of aircraft that can perform a variety of missions throughout Russia and the Commonwealth of Independent States where the number of airports and the aircraft support infrastructure are still developing.

“The use of this particular airplane for mapping means that it will undoubtedly spend a great deal of time away from populated areas and a traditional support network. That’s where the rugged durability of the King Air will be an obvious asset.”

The King Air 350 is approved to operate from unimproved as well as paved runways.

EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 7

RUSSIA REGIONAL REVIEW

Leonid Koshelev, pictured with Jet-2000 staff, is among those welcoming the easing of aircraft ownership rules in Russia.

Russia is indisputably a country which needs the point-to-point travel focus of private aircraft. It is estimated that perhaps 90 per cent of air traffic generates through Moscow and St Petersburg which confines and constrains business activity, particularly in the cold winters.

RUBAA says these and other difficulties mean Russia would benefit from working towards becoming one of the world’s most favourable countries for owning and operating private aircraft.

There are signs that initial gains from the development of the private aviation sector are beginning to manifest themselves.

Globally strong oil prices have done private aviation few favours but Russia is an exporter and the income has strengthened its currency and encouraged higher levels of business activity in major cities. The upturn, and the more welcoming stance of regulators, politicians and legislators, has brought renewed efforts and interest from private charter operators. Still suffering the effects of the global economic downturn in Europe and North America, operators are keen to make the most of Russia’s potential.

Strong response Fixed wing and rotary operators responding to new business opportunities range from Austria’s Jetalliance to France’s Aviaxess Helicopter & Jet. Frédéric Aguettant, Aviaxess president, and Charles Hergott, president of Allied Aviation, have signed a cooperation agreement for developing private charter in Russia.

“An Aviaxess agency is now open in the centre of Moscow along with a base in Domodedovo airport, Russia’s biggest,” Aguettant says. “This strategic positioning — at a time when the Russian market is becoming a regular user of business aviation — is perfectly in tune with the France-Russia year.”

Aviaxess, which was founded in 2002 and has bases already in Toulon, Saint Tropez and Le Bourget, says it is making available a fleet of helicopters and business jets to the Russian market. “Aviaxess launched the first business helicopter and jet time

share programme in Europe with its Corporate Aviacard,” Aguettant explains. “It now offers a fleet of 35 helicopters based in the main European capitals and 90 business jets available throughout Europe.

Aviaxess also runs a fleet of 12 helicopters in Paris and on the Côte d’Azur.”

The move into Russia comes as Aviaxess adds an AS 350 B2+ to its fleet, based in Saint Tropez and marketed by the Toulon Aviaxess office. “This latest-generation aircraft has a modern cabin enabling five passengers to travel in comfort,” says Aguettant. “A high-end fullyequipped model, it is fitted with vehicle and engine multifunction display. The Aviaxess fleet has the most recent models from the Eurocopter and Agusta ranges and is often a global launch customer.”

Involved for many years in aerial coverage of major international sports events, Aviaxess offers turnkey logistic support for international Formula 1, WRC, GP2 and WSR circuits, and to transoceanic races such as Transat Jacques Vabre, the Route du Rhum, the Vendée Globe and other major outdoor events like the Marathon of the Sands.

But Aguettant says: “I am particularly proud to be taking part in a new joint aviation effort between the two countries. Russia is a vast territory where scheduled airlines alone are unable to meet business travellers’ needs.”

The heads of state of France and Russia, Nicolas Sarkozy, and Dmitri Medvedev, have praised the venture and this, analysts says, could herald an era of far more positive support from the authorities and regulators for the development of the private aviation sector.

Europe and Middle East reports growing demand from Russia Operators in both Europe and the Middle East report growing private charter demand from Russia with the Jetalliance Group among companies responding by developing partnerships and bases in the country. Jetalliance’s Michael Holy says the Group’s activities in Russia

are still in “preparation mode.” Full details will not be announced until an official launch ceremony in Moscow.

But EBAN reported in June that the plans involve a partnership named Jetalliance East, headed by md Igor Chunikhin. Two factory-new Citations, a CJ3 and a Sovereign, will be based at Sheremetyevo. Jetalliance East will operate under a Russian AOC and is gearing up to market Citations, provide finance and aircraft management services and maintenance. The company says: “Being a Moscow-based operator, Jetalliance East has easy access to obtain overflight permissions and can promptly serve customers to domestic destinations within Russia.”

“The Jetalliance group provision of a seamless flexible business travel solution to and within the Russian Federation means a tremendous increase in flexibility, speed and comfort.”

Cessna says it is “particularly excited” about the potential of Jetalliance East and believes the new joint venture between Jetalliance and Aeroflot Russian Airlines is wellplaced to expand business.

The Russian market is not easy but companies that provide an all-round

service are confident of success. Jet2000 Business Jets describes itself as a full service business aviation provider specialising in all facets of management for corporate and private aircraft in Russia and other countries of the post-Soviet area.

Since 1999 it has been providing aircraft management services, aircraft charter, consulting and brokerage. The core area of Jet-2000 expertise is to advise, source, supply and operate business aircraft so that they would be best suited for the operational and tax environment and the infrastructure in Russia and other CIS countries. The company has held a Russian AOC since its establishment and specialises in business aircraft operation under Russian as well as EASA and FAA jurisdiction.

“The management fleet comprises modern business jets manufactured

by Dassault, Bombardier and Hawker Beechcraft,” the company says. “It is expected that the number of aircraft will grow steadily over the coming years as a result of the recent developments in Russian legislation – namely the abolition of import tax for some business jet models and the simplification of aircraft import and ownership rules.”

It adds: “Aircraft management programmes at Jet-2000 are elaborate, cost efficient and tailored to aircraft type, operational profile and client preferences. Jet-2000 employs Russian-speaking internationally qualified flight-deck crews; clean and efficient accounting of operational costs; top performance commercial utilisation of aircraft; aviation related legal advice and audits.”

It says Jet-2000 Business Jets was named business aviation operator of the year in Russia at the annual Wings of Russia Award Ceremony in 2005, 2007 and 2009.

Belgium-based Abelag’s Hervé Laitat says that the high charges at some airports, including Vnukovo 3, have to be addressed and additional measures taken to further open up the Russian private aviation market to international competition.

Turkey’s Arkasair, which may add a Learjet 60 to its fleet in 2011, confirms business referrals from Russia are rising. The company, based in Alsancak, Izmir, operates a Challenger 300 and a Challenger 604.

“Passengers out of Moscow fly mainly to Europe and the destinations range from Turkey to Switzerland,” says the company’s Borga Oyman.

Warsaw-based Blue Jet reports a significant growth in demand in and around Poland for private aviation services. “This is enabling us to expand our managed fleet,” says Wioletta Kafel, sales executive. The managed fleet of Blue Jet, which has changed its name from Jet Service, now includes a CJ2 and a CJ2+, a Premier 1A and a Learjet 60XR. It also owns a Global 5000, a Challenger 300 and a Citation XLS. Kafel says: “Most of our business presently comes from Russia and Eastern Europe. We have observed a significant growth in the number of people in the region requiring private aviation services. A large amount of business is being referred to us by Russian charter brokers.”

Russian operators are also optimistic. Moscow’s Capital Jets reports that demand for trips to Europe is picking up and there are signs that business in 2011 will be better than in 2010. The company manages and charters aircraft including a 14-seat Challenger 805, a 10-seat Challenger 601 and a 39-seat Yak 42. It also provides charter broker services, consulting on private jet acquisition and maintenance, Continued on next page

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RUSSIA REGIONAL REVIEW

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business aviation legal support, audit, reservations of vip facilities, hotels and villas, helicopter rental and yacht charter.

Associate companies provide complementary services. Capital Transfers organises crew and in-flight catering while Capital Heli focuses on helicopter sale and maintenance and Capital Catering prepares and organises in-flight catering.

Artem Grek, executive director, says destination demand ranges across Europe from Turkey to Holland and as far north as Sweden and Denmark. Russian clients, he says, enjoy comfort and good food. Andrev Ershov, executive charter sales, adds: “Our aircraft provide food from the famous restaurants of Moscow such as Pushkin, Sumosan and Zolotoy.

Hundreds of people make private flights every day in Russia and we are proud that so many of them use Capital Jets.”

The Comlux Russia team reports good demand for the A318 Elite which it has based at Moscow Vnukovo-3. It says: “The aircraft appeals to clients who like a spacious and luxurious interior and the capability to carry up to 19 passengers in ultimate comfort. We find the latest state-of-the-art IFE equipment and large baggage storage capability is another plus in this market. In addition, our Russian clients enjoy the quality of service from Comlux cabin crew.”

African connections Thomas Flohr, ceo VistaJet, says: “Our central European operations and

Frédéric Aguettant, president of Aviaxess which has made Russia a priority.

VistaJet: bullish on Russia potential.

flight traffic have always been high, but demand – particularly in Moscow – has recently started to pick up again. During peak periods of 2009, we were averaging around six flights a day into and out of Moscow.

“Since April 2010, we have been averaging closer to eight flights a day into and out of Moscow owing to the recovery in the banking crisis and oil prices rises. Many of our Russian clientele are now heading south to destinations such as the Cote d’Azur, Sardinia and Turkey for

the summer months.”

Flohr points out that the recession and volatile oil prices have had a significant effect on the energy sector with many Russian businesses affected. “However, this year’s return to stability in oil prices has boosted the Russian energy sector meaning that oil executives are now flying more than ever to meet their bankers, trading partners and visit facilities all over the world.”

He adds: “In the second quarter of this year we’ve seen many more customers flying between Moscow

and elsewhere in the CIS countries to destinations in central and west Africa such as Congo, Cameroon, Nigeria, Ivory Coast and Ghana, as the two regions continue to work more closely on energy related projects.”

VistaJet has recently established presence in Lagos, Nigeria, and is well placed to service this traffic seamlessly, Flohr adds. “We’re also seeing a lot more traffic flying into Asia Pacific – traditionally a strong route for Russian and CIS business customers anyway.”

Flohr says that many previous owners in the Russian market have sold their aircraft following the recession and are looking for alternative solutions to offer them the luxury they want to continue to enjoy, with the schedule flexibility they expect, at a price which is both simple and transparent.

He says VistaJet’s client base in Russia is growing and on-demand charter utilisation rates are increasing. “Russian clients are increasingly becoming appreciative of the guaranteed availability offered by our programme solutions

particularly during peak weekends and high season.”

Flohr says that Russians have refined and particular meal requirements and are very appreciative of in-flight service and unwavering attention to detail. “We once had one particular customer who insisted that his Shchi – a lovely and typically Russian cabbage soup – was made with fish instead of meat, which is fairly rare. Luckily our bestin-class suppliers were able to provide us with the soup, cooked perfectly to the client’s request.”

Philippe Fragnière of Switzerland’s Exklusiv Aviation Services says the Russian market is shaping up well. It is developing a partnership with Elit’Avia to promote its Challenger 605 and its newest Challenger 300 based in Moscow Vnukovo.

Michel Coulomb, ceo of Elit’Avia, says: “This partnership combines the strength of both companies. Exklusiv Aviation’s services and expertise enables Elit’Avia to concentrate on operational matters and aircraft management for the benefit of our actual and future clients.”

After five years of activities in Zurich, Exklusiv has relocated its headquarters to new premises close to the Geneva airport’s private aviation terminal and is expanding its fleet by adding more long range aircraft. “We are very happy with our move to Geneva as it has enabled us to complete our excellent team of aviation professionals and work closely with their colleagues in London and Moscow,” says Fragnière.

As demand for private aviation expands, pressure is building for further reform of regulations. Dina Tkacheva, development director of Petroff Air which wants to expand its fleet of aircraft, points to the “imperfection” of aviation laws and customs regulation in Russia.

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EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 9

But she adds: “We hope to expand the fleet of aircraft that we are operating and enjoy good demand for our wide spread of aviation services ranging from aircraft management and operational support to brokerage, aircraft sales and acquisition and consulting.”

RUSSIA REGIONAL REVIEW

Competitive market Air charter brokers are positive about Russia. David Macdonald, sales director Air Partner Private Jets, says: “Our Russian sales activity continues to grow steadily in a very competitive market and we are pleased with the progress and most importantly the positive response we have received from Russian consumers to our offering of a quality product and service.”

He adds: “Russian users are working with Air Partner to charter a wide spectrum of aircraft from the ever popular large cabin and long range aircraft down to highly economical aircraft such as midsize, light and the Mustang very light jets within Europe. The company’s recent GSA agreement with Air Alsie of Denmark has generated significant interest from established users of long range aircraft within the Russian market and the profile of Air Alsie and Air Partner has risen significantly within this consumer group accordingly.”

Air Partner, he says, is welcoming a new Russian broker to join its sales in London, to further support and drive its work in the country market.

“Having a Russian within our team at London Gatwick will effectively ‘complete the circle’ of service we provide in that we now have an integrated team of Russian nationals between Moscow and London plugged into our long established specialised private jet broking team in London, dedicated to our Russian clients.”

Air Partner reports that cabin comfort is a big factor in gaining business.

Air Partner has been arranging private jet flights into Russia for US and EU multinationals for many years. Some 18 months ago it opened a sales office in Moscow and consequently it has seen a growing number of Russian clients using its private jet services.

Macdonald says: “Russia has become a strong market for business aviation for several reasons. Firstly, the geography of the country, secondly, the personal security concerns of the users and the need for great flexibility, and thirdly, that users are often travelling out of Moscow or other Russian cities to destinations that are not always well served by scheduled services. The fact that flights from Moscow are generally long means that the comfort of a private jet cabin is appreciated.”

QUALITY AND EXPERIENCE

on month. This is definitely an area we will continue to expand – in terms of the number of Russian brokers we employ and the marketing presence we have targeting the Russian marketplace.”

Olga Sevcuka, International Air Charter’s Latvian Aviation Consultant, checks out a Challenger at the Jet Expo in Moscow.

Alison Wressell, marketing manager at International Air Charter, says the company works with several Russian brokers. She adds: “We are very happy with the growth we see from the Russian market month

destinations of the Mediterranean – Nice, Cannes, St Tropez, Sardinia and Palma – are popular.”

Moscow and St Petersburg are the principal gateway destinations for inbound and outbound traffic. The prime business aviation airport for Moscow is Vnukovo, which boasts excellent and modern facilities on a par with those at any FBO across Europe. He adds: “Other airports in the region offer private aviation handling services and are good for handling vips and fast track facilities are available on request.

“As the region grows I expect we will see more Russian business jet operators flying Western business jets. This will be a major advance as having Western manufactured aircraft permanently based and available in Moscow will lower the cost and convenience of private jet travel in Russia. Currently, the majority of aircraft have to be chartered from outside Russia which incurs a positioning cost for the user.”

Sheer scale

INDUSTRY

Russia has, says Air Partner’s Macdonald, a high proportion of high net worth individuals and business users so the sheer scale of the country means that by definition there are business people and individuals with both the means and desire to fly privately.

“We are seeing demand for both business and leisure use. Business users typically travel to the key European capitals, leisure users head to the Swiss Alps in winter. Winter sun destinations including Dubai, Maldives, Bali and summer sun

Manufacturers respond to growing owner demand for services Manufacturers know that the longerterm prosperity of the private aviation sector in Russia depends on increasing the number and sophistication of service centres and dedicated facilities.

AgustaWestland has appointed Aerosouz as an authorised service centre in Russia for its light commercial helicopters. Based close Continued on next page

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RUSSIA REGIONAL REVIEW

Continued from preceding page

to the Moscow ring, the service centre will provide maintenance and repair services and maintain a spare parts inventory for what AgustaWestland says is a growing customer base in Russia.

It adds: “The appointment of Aerosouz marks a significant milestone in AgustaWestland’s strategy to expand its presence in Russia. Additional service centres will follow in other locations where our helicopters are operating, allowing the delivery of local support and to enable customers to maximise the operational effectiveness of their aircraft.”

Around 20 new generation helicopters from the AgustaWestland commercial range have been sold in Russia. “The company sees further business opportunities in the country across its product range for a number of roles including corporate transport, emergency medical service, SAR and offshore transport.”

Aerosouz, established in 2002, specialises in light commercial helicopter operations, sales, support and training services. The company says: “We predict continuing expansion of commercial helicopter operations in Russia in an increasing number of cities in coming years.”

AgustaWestland is investing longterm as well as medium and short

Russian Helicopters, a subsidiary of JSC UIC Oboronprom, part of Russian Technologies State Corporation, and AgustaWestland have set up of a joint civil AW139 medium twin final assembly plant.

term. Its new 120,000 sq ft Russian production plant at Tomilinom, near Moscow, will house another final assembly line for the AW139 medium twin that will be operated by HeliVert, a 50-50 joint venture between AgustaWestland and state-owned Russian Helicopters. The AW139 is currently manufactured in Italy, as well as in the US at Agusta’s Philadelphia plant. The new Russian plant will employ 100 people and is scheduled to begin producing helicopters next year.

The company says: “Annual

Dmitriy Rakitskiy: helicopter tours.

Aviamarket predicts a growth in demand for helicopters Aviamarket, founded in 2003, says it anticipates further growth of demand for helicopters and training for private and corporate use. The company’s Mikhail Yushkov says: “We are in negotiations with several corporate customers for deliveries of helicopters to implement various tasks. Private pilots are becoming more and more interested.”

The company’s Dmitriy Rakitskiy says this interest has been increased through helicopter tours.

Aviamarket’s Elena Rutkovskaya

says: “The company has participated in dozens of exhibitions and events, organised a number of flights over Russia and abroad and participated in production of helicopter programmes for central Russian TV channels.”

The company performs sales, charter, maintenance and service of Robinson, Bell, Eurocopter and Agusta helicopters. It owns a helipad in the Moscow region offering three hangars, an open helicopter parking area, training and service centres.

production will be ramped up to more than 20 helicopters by 2015. Helicopters produced at the plant will be delivered to civil customers primarily in Russia and CIS countries.”

Eurocopter says it expects sales of the EC175 in Russia to rise. The company says that is has received numerous enquiries: “Eurocopter and its Russian subsidiary Eurocopter Vostok enjoyed a major success at HeliRussia. Russia is home to one of the key customers for the launch of this new aircraft – UTair Aviation, one of the country’s largest helicopter operators.”

UTair says: “Designed to meet the needs of the oil and gas industry, the EC175 outshines the competition in terms of safety, aircraft accessibility, stowage space and comfort.”

Trevor Esling, Cessna’s vp international sales, says: “Enquiries about Citations are increasing globally, including from Russia, and we expect to see that trend continuing in the second half of 2010.

“There is presently a move toward value-for-money rather than just ostentatious consumption in Russia.

People still like the convenience and flexibility of private aviation but perhaps want those qualities without spending the type of money associated with a large cabin jet. So we expect to see smaller aircraft becoming more popular in Russia.”

Cessna received Russian type certification for the Citation Mustang from Russia’s MAK (Interstate Aviation Committee, Aviation Register) in September 2009. MAK has previously certified five current Citation production models: the X, Sovereign, CJ3, CJ2+ and CJ1+.

Looking at the challenges ahead for business aviation in Russia, Esling observes: “Most of the appropriate infrastructure is based in the greater Moscow area at three major airports: Vnukovo, Domodedovo and Sheremetyevo. As the demand for business jets grows in the Russian market, additional FBOs will need to be developed in other regional and secondary airports in order to support the growth of the fleet of business jets

The company highlights a security guard system, secured parking area, immigration and customs processing, on-site crew entry visa support, pilot’s lounger equipped access to ATC, limousine services, luxury passenger lounge, conference rooms, sauna and showers.

AgustaWestland: developing the Russian market.

and business jet operations.”

He welcomes the repeal of import duties on aircraft manufactured outside the Russian Federation. “This move will probably lead to an increase in the number of business jets imported into Russia and placed on the Russian registry, rather than on foreign aircraft registries.”

Esling concludes: “Eastern Europe – and to a lesser extent Russia – produced a strong sales record for us from 2003 to late 2007. As the economic fundamentals continue to firm, we expect to see a strong return to aircraft purchasing and charter from these countries. Russia and Eastern Europe could well be positioned to help lead the global comeback in business aviation.”

Private aviation facilities expand in key city locations The future expansion of private aviation in Russia depends on infrastructure and owners and operators have welcomed the development of new facilities. The Avia Group says a new business aviation terminal at Sheremetyevo airport will be ready by next summer.

The company says Terminal A will measure about 2,700 sq m and have a handling capability of around 75,000 passengers a year. Planned facilities include vip departure lounges, WiFiequipped meeting rooms, conference facilities, rest rooms and pilot rest and briefing facilities.

The development will complement the Avia hangar which can accommodate two ACJs or BBJs or a number of other jets. The company says: “It is designed to meet demand for one-stop services ranging from handling to flight planning and ramp services to refuelling, security and catering.”

Avcom-D’s Domodedovo business terminal says it is in the forefront of providing modern facilities. “The terminal is designed to meet any requirements of executives travelling by corporate aircraft to and from Moscow,” it adds. “Separated from the main passenger terminal and other airport buildings it provides very private, confidential and secured ground services for business travellers.”

Service providers encouraged by improving business climate Fly Fusion points out that the Russian business aviation market in general and inflight-catering market in particular are “very young” and that there is a need for the enforcement of uniform high standards. But it confirms there is a growing market for the timely delivery of quality food and beverages.

“We offer our services for any occasion, anywhere, any time for handling companies, carriers, brokers, business jet and helicopter owners,” Fly Fusion adds.

This includes delivery of food and beverages directly to the aircraft; a special menu for the crew; individual menus and dishes on request; providing and renting glassware, textiles and serving items; florist services; delivery of hand-made cakes, newspapers and magazines; accessories and all related products to make flights comfortable; preparation and delivery of meals to offices; special picnic baskets; annual banqueting services; steward training in laying and serving; and free delivery to all airports.

But Fly Fusion confirms that uniform high standards need to be made mandatory and policed.

“There is no special committee to supervise and control sanitary safety and other specific requirements.

There are problems including the use of ill-equipped buildings. In addition, many market players consider inflight catering as an additional not main service. There have even been instances where dishes that are prohibited in the diet of airline passengers and crew members are supplied purely to minimise costs and sell dishes from the main menu of the restaurant.”

Fly Fusion is launching two seasonal novelties: classical Japanese dishes and a grill menu where meat, poultry, fish and seafood are served with special sauces.

Aero-Trade LLC exports parts for Russian origin fixed wing and rotary aircraft and is considering expanding its facilities, according to commercial director Olga Gromova. The company has been encouraged by the more favourable business climate to assess demand for new technologies and a wider range or products and services.

EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 11

SPECIAL FOCUS – AIRCRAFT MANAGEMENT

Rising regulation drives aircraft owners under protective wings of experienced managers Owners may find little difficulty in basing the choice of an aircraft management company solely on practical and commercial considerations. However, it can be more difficult to be wholly objective when deciding whether to charter out an aircraft, especially if it may be required primarily for company or for personal use.

Some owners do not like the thought of others using their private aircraft and prefer not to take the income. Others might decide, for business efficiency reasons, that they want 100 per cent availability of their aircraft. But where income to defray operational expenses is the priority, owners might have to accept that maintenance and charter have to sometimes be put first before owner use.

However the first decision is almost invariably based on whether it is profitable as well as convenient to have the aircraft professionally managed. During the recessionary times of the past few years many owners have been tempted by cutprice offers but established management companies confirm there has since been a trend to put quality, and agreements that last, top of the list of requirements (Abelag and FlyingGroup, EBAN July 2010).

Their assessments are confirmed

by Mike Hamlin, md of Hamlin Jet, who says owners should check that management companies have been around for a few years and have a good reputation.

Hamlin adds: “They should also check that the prospective management companies have up-todate experience and systems in place for dealing with all current, and future, regulatory and environmental issues. It is equally important to ascertain their crew experience criteria and confirm that they have a current contract with one of the major simulator training providers.

It is always advisable to get a

Mike Hamlin: nearly four decades in the business.

PremiAir's senior management visit Biggin Hill.

reference from one of their long standing customers.”

The “flight to quality” is said to have intensified after owners found that some management companies did not have the resources to maintain the special deals that were offered to attract business.

Growing fleets ExecuJet Middle East has recently added two new Challenger 605s to its managed fleet. “Further aircraft are expected to join the fleet over the coming months, taking the total number to well over 20 aircraft,” says md Middle East Mike Berry.

Questions the aircraft owner should ask and the reasons why the answers are important 1. Which types of aircraft does the management company operate currently? If they are operating three Piper Cherokees and a Navajo light twin, then an expensive business jet is probably not going to receive the correct sort of care and attention it deserves.

2. What does the management company do about aircraft maintenance? If they have their own maintenance department staffed by licensed, experienced engineers then you know they mean business. If they have very “loose arrangements” with sub-contracted companies you have never heard of – steer well clear!

3. Are they able to show you their AOC documents easily and without a fuss? It is reassuring if the documents are all published on the company’s website and provide testimony to a reputable operator on top of their game.

4. When was the last time the management company was audited or inspected by a regulator such as EASA? Ask to see the findings of the last inspection and also the closure actions for those findings.

5. What is the level of communication like? If the company is slow to respond to emails and telephone calls even before you have signed up with them to operate and manage your expensive asset, then you can safely assume they will be no better afterwards.

6. Is the management company able to show clearly

what sort of return can be expected if it charters the aircraft on its AOC? If it can provide detailed spreadsheets with breakdowns of fixed costs and variable costs, all clearly identified, then it looks like it knows what it is doing. If it is scribbled on the back of an envelope, beware.

7. How big is the company’s fleet and how well organised are the offices? Is there a proper quality system in place? If it is an AOC holder and operator what geographical coverage has it got? A worldwide AOC with ETOPS approval is not easily achieved and is a mark of a premier operator.

Berry says ExecuJet Middle East has seen a strong recent increase in demand for wide bodied aircraft on the charter market which has in turn led to record numbers of movements in their Dubai FBO over recent months, with figures continuing to increase. The group manages 150 business jets worldwide and holds eight regional AOCs. Berry says: “Owners want maximum availability and minimum downturn where their aircraft are concerned. It is especially important where long haul operations are concerned to have a good global choice. ExecuJet has many authorised maintenance facilities throughout four regions, certified to work on most business jets. The group also operates six FBO facilities in Berlin, Zurich, Cape Town, Johannesburg, Dubai and Kuala Lumpur.”

The UK-based PremiAir sees

aircraft management as a significant contributor to its continued growth in business aviation. It also stresses its maintenance capability. PremiAir has taken over the management of a fleet of Learjets and has also acquired a new private jet operating and maintenance base at London Biggin Hill. “This follows the launch of private jet charter and management operations earlier this year and boosts the number of our UK operating bases to six,” says group md David McRobert. An additional 50 jobs will be created to support the new Biggin Hill operation.

The acquisition for an undisclosed sum from Gold Group International sees PremiAir’s sister company von Essen Aviation take ownership of a number of Learjet 45s.

PremiAir’s maintenance business will take over the Biggin Hill facility, which is an EASA approved specialist Learjet 40/45 and Challenger 300 maintenance operation. “The Biggin Hill facility becomes PremiAir’s second fixed wing maintenance operation and will be an important base for private jet and executive helicopter charter operations,” says McRobert.

“We’re the largest executive helicopter charter, management and maintenance services organisation in the UK and this acquisition now firmly establishes PremiAir in the private jet charter and management arena.

Neil Gibson, PremiAir’s director of aircraft charter and management says: “The new managed Learjet 45 fleet will add strong robust capacity to our private jet charter business and we expect to add additional managed aircraft, including long range widebody private jets, by the end of the year. We’ve been managing and chartering executive helicopters for 30 years, so our growth into private jet Continued on next page

8. Does the management company attend the major shows? Does it go out of its way to showcase its products? Does it seem to be proud of what it has achieved? Positive answers to all these questions are important and separate the men from the boys. There are an awful lot of pretenders out there and it pays to be wary.

9. Is the company you are approaching to manage your aircraft prepared to put its offer to you in writing and show you a sample of copy of its operating agreement or aircraft management contract? If not, then it may wish to avoid having anything which the client can come back to it with later if the service goes awry.

10. Which lawyers does the company employ? The use of top law firms can be an indicator of quality.

Source: Gainjet based on priorities identified through client feedback.

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EUROPEAN BUSINESS AIR NEWS

12 AUGUST 2010

Continued from preceding page

management and charter is a very logical and natural growth step for our experienced operations team.

Uniquely in the UK, PremiAir can offer clients an integrated helicopter and executive jet management service. We’ve essentially grown into a one-stop-shop for helicopter and jet owners and we’re determined to keep focused on delivering the highest quality services.”

McRobert says: “We plan to homebase executive helicopters at Biggin for charter use, which we recognise is growing fast through major infrastructure and facility investment. It’s an extremely rapid 10 minute helicopter hop from Biggin into London using our own London Heliport shuttle services. The growing fleet of long range private jets based at Biggin demonstrates aircraft owners’ increasing satisfaction with the airport's benefits. We’re delighted to add Biggin Hill to our existing bases at Farnborough, Oxford, Denham, Blackbushe and The London Heliport.”

ExecuJet Middle East has recently added two Challenger 605s to its management fleet.

Stability is the key “If you are looking to place your aircraft with a management company,” says George Galanopoulos, md of London Executive Aviation (LEA), “you need to start by thinking of ‘stability’. You need to work with an established company with the proven capacity to survive hard times. You want to be confident that

when times are hard again – and every realist knows that times will always be hard again soon – your management company will stand firm. After all, in challenging times, weaknesses in a business model that might be hidden by a booming economy are exposed. Cracks widen.

Not everybody in executive aviation survived the last recession and not

everybody will survive the next economic downturn. When you place your aircraft with a management company, you want convenience and peace of mind; you don’t want the trouble that comes from dealing with an inexperienced, unstable start-up that begins to struggle as soon as the economy dips.”

Experience is clearly important,

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therefore, although Galanopoulos says it is not necessarily vital for the management company you choose to be experienced with your particular aircraft type. “It’s more important,” he says, “that the company understands aircraft in the same range as your jet – say, mid-size, long-range or entrylevel. I would have no concerns, for example, placing an Embraer Phenom 100 with a company experienced in managing Cessna Citation Mustangs. An established relationship between the management company and the aircraft manufacturer is always helpful too.”

Galanopoulos also stresses the importance of choosing a management company with a good overall infrastructure, including a 24-7 operations room. “Aviation, by its very nature, is an international business. Time differences between, say, the UK and the Middle East can be very significant factors. If you need to make business jet arrangements when you wake at 07:30 in Dubai, that’s 04:30 in London. You want a professional operations room to be handling your request; you don’t want to be speaking to someone you have just woken up, on his mobile phone, in the middle of the night.”

A good management company will therefore employ enough staff to offer a reliable service at all times, but Galanopoulos adds: “If a company becomes too large, customers no longer receive personal attention. As a customer, you want to feel you have access to the top management, day or night, if necessary.”

Top engineering expertise is also essential, says Galanopoulos, but he offers a warning. “You need a management company with in-house engineering expertise, able to identify problems, propose solutions and monitor the quality of any work carried out on the aircraft. But remember that if your management company is also a maintenance outfit, there may be a conflict of interest. You don’t want to be encouraged to spend money on unnecessary work. You need a management company with objective, independent engineering expertise, protecting your interests.”

Galanopoulos points out that there have been significant changes taking place in executive aircraft management. Historically, pure management companies would often take care of an aircraft without an AOC. “An owner bringing an aircraft from the US to the UK, for example, might have been advised to keep the aircraft on the US register and not to worry about a UK AOC. If simply operating the aircraft privately in the UK, there would have been no need to spend money placing the aircraft on the UK register. But now, an aircraft can be put on the register at no cost, so it’s a ‘no-brainer’ decision.

“Firstly, charter income helps to offset operating overheads and finance costs, bringing economic benefits to the aircraft owner. And secondly, even if you are not chartering the aircraft, you can enjoy tax advantages if you place the aircraft on an AOC. There are still companies offering executive aircraft management without an AOC, but that business model makes no sense any more. Owners realise it is a lot more financially viable to add an aircraft to an AOC than to try to operate the jet privately themselves.”

Galanopoulos concludes: “At LEA, we expect to continue adding aircraft to our managed fleet, particularly in these challenging times. More than ever before, owners are looking at what their aircraft actually cost them. The old days of having an aircraft sitting on the ground, waiting for the owner to fly once a week, are long gone. Owners now realise that an aircraft, like any other asset,

EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 13

David McRobert with a Learjet 45.

needs to work to earn its keep.

Adding a business jet to an operator’s fleet makes financial sense and ensures the aircraft is operated safely and professionally.”

When should an owner consider chartering his aircraft? Galanopoulos says: “As a rule, I would say that if the owner uses the aircraft for up to 400 hours a year, it is still worth chartering.”

Swiss PrivateAviation says demand for aircraft management continues to grow. There are already around 20 aircraft under management. “The Swiss International Air Lines group subsidiary intends to put a stronger focus on managing larger aircraft types, to make greater use of the synergies available within the Lufthansa Group,” the company says.

The company’s Peter Koch says: “In March the company extended its business to sales activities for the Lufthansa Group’s private jet equipment. The new products include both private jet operations connecting with Swiss or Lufthansa scheduled services and individual point-to-point flights.”

Smaller aircraft Commercially it may almost always be worthwhile chartering larger,

longer haul aircraft and helicopters that have hours to spare. But Jonathan Gordon, md of the UKbased aviation management and business consultancy Atlantic Bridge Aviation, points out that smaller aircraft, such as light piston twins, which are operated privately do not usually need a professional management package.

“A pilot, even part time, should be able to look after the aircraft and organise maintenance on the LAMP schedule without too much difficulty,” he says. “However, if the owner wished to lease the aircraft to an operator they may find it cheaper to have that operator manage the aircraft rather than employ a pilot.”

Gordon adds: “Entry level corporate aircraft, operated on a maintenance schedule outside LAMPS would probably benefit from a management operation. These aircraft usually require a type rated pilot and therefore involve initial and recurrent training costs. Often the aircraft is too complex for an owner, assuming the owner is not involved in aviation.”

Gordon says: “Assuming the aircraft could be operated by the managing company then pilots Continued on next page

Empire builds 23-strong fleet The Dubai-based Empire Aviation Group (EAG) is an example of a Middle East headquartered operator that has identified and targeted a growing international demand for aircraft management. It has added a new Global Express XRS, a Legacy 600 and a Hawker 900XP to its managed fleet.

Paras Dhamecha, executive director, says EAG also managed the delivery of the Global Express on behalf of a private owner.

He adds: “These three additional aircraft bring the total fleet size to 23 – one of the largest mixed fleets of executive jets in the region. The company is focusing on developing its aircraft management operation with a view to extending this service to aircraft and owners based beyond the UAE.” He adds: “We launched the company in 2007 with just two aircraft and we expect our fleet to grow to 25 by the end of 2010.

Our business model is working well and we now plan to extend our aircraft management services so that our owners have a choice of where to base their asset and we can develop our business internationally.” The current managed fleet is based in Dubai.

“The Legacy 600 and Hawker 900XP will further complement our

I N D U S T R Y

N E W S . . .

Challenger 605 readied for Malta registration as new MCM hangar unveiled

Hawker Beechcraft expands Final G250 joins flight test Mach territory programme

Malta prime minister Dr Lawrence Gonzi unveiled Maintenance Center Malta’s new hangar in front of 250 guests (pictured). Transport Malta awarded MCM base line maintenance approval for all current aircraft governed by national regulations.

In addition, a maintenance and airworthiness contract was signed between MCM and Orion. MCM earlier carried out a pre-buy inspection of an Orion Challenger 605 which will receive Maltese registration. DC Aviation’s Stanley Bugeja presented MCM with membership of the Malta Business Aviation Association (MBAA).

MCM is a subsidiary of the Maintenance Center Munich Group which is celebrating its 10th anniversary.

EASA and FAA certificate the 900LX Dassault Falcon has received certification from both EASA and FAA for the 900LX. Based on the 900EX, with enhanced performance and economy, the latest model burns 35 to 40 percent less fuel than other aircraft in its class thanks to advanced lightweight structures, an extremely efficient wing as well as Aviation Partners Inc’s blended winglets. At its Maximum Takeoff Weight, the Falcon 900LX climbs to FL390 in just 20 minutes.

Hawker Beechcraft has named Mach Aviation Services as an authorised sales representative in the Channel Islands and the Isle of Man, expanding its existing role as ASR in Ireland since 2007.

VIP kit installed in A320 Airbus Corporate Jet Centre has delivered and installed in less than eight hours a conversion kit in an Airbus A320, giving the aircraft a dual-role capability – vip or commercial transport. The kit allows conversion of the forward passenger area into a spacious vip section. This includes two double-vip seats and two club-four seats, with Hi/Lo tables, leather upholstery, woollen carpets and elegant curtains.

Luxurious Mustangs Cessna has introduced the High Sierra Edition of its Citation Mustang, featuring special luxury editions of the three currently offered interiors, a special paint scheme, a Garmin G1000 with Synthetic Vision Technology, electronic charts, locking fuel caps as well as unique service and parts programmes.

Russia approves the A119Ke

Paras Dhamecha says Empire Aviation Group’s aircraft management fleet is expanding.

diverse fleet,” Dhamecha says. “The company takes a one-stop-shop approach to private aviation which means it can help a buyer or an owner search, acquire, finance, manage, operate and charter a business jet. Our business and operations have grown substantially year on year even through the global economic crisis. It has been a great time for owners to acquire a business jet although depressed valuations have been starting to recover in recent months. Finance has become easier although its provision is accompanied by more stringent due diligence applied by lenders.”

The AgustaWestland AW119Ke single engine helicopter has been awarded civil certification in Russia.

Orders for six have been placed by Russian customers so far, comprising three already delivered and three more within the next six months.

The AW119Ke is the only single engine helicopter that has a cabin separate from the cockpit, offering the space and comfort that can only be provided by more expensive light twin aircraft.

AgustaWestland rapid response centre becomes fully operational AgustaWestland’s new Fleet Operations Centre (pictured) located near Milan Malpensa airport along with the company’s logistics centre, has become fully operational. “The centre has been designed to provide a 24-7 rapid AOG response service for commercial operators from multi-disciplinary teams of about ten specialists,” says Bruno Spagnolini, coo AgustaWestland.

The third and final Gulfstream G250 test aircraft has joined the flight-test programme, taking off from Ben Gurion airport on June 28th. Three test aircraft have flown over 200 hours on more than 70 flights.

Highlights have included a maximum speed of Mach 0.85 and altitude of 45,000 feet and a flight duration of seven hours and one minute. Type certification is expected in 2011.

Sloane signs up for more Powers Sloane Helicopters has signed a contract for ten additional helicopters comprising AW109 Power and GrandNew light twin engine models. This latest order extends to 2012 the multi-year multi-aircraft contract and distribution agreement signed in February 2006, and marks the entrance of the GrandNew light twin model into the UK market.

Special Barons enter service Hawker Beechcraft will begin delivering the first of 12 specially equipped 50th anniversary Baron models in August. The aircraft will have elegant interior design features and amenities, a choice of four anniversary paint schemes, and high performance Hartzell Scimitar propellers. Since its introduction in 1960, more than 6,700 Barons have been produced.

The golden anniversary aircraft incorporates specially engraved, 14-carat gold Baron and 50-year emblems into the power quadrant and pilot and co-pilot control wheels, matching wheat leather seats and removable headrest covers with an embossed Beechcraft shield and leather-wrapped yokes in an exclusive wheat finish. The aircraft also sports a heritage Beechcraft shield sculpted into the velvet cut Baron Brown carpet in the club seating area. Rosin sun visors, a Lightspeed Zulu headset and standard air-conditioning round out the internal enhancements.

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EUROPEAN BUSINESS AIR NEWS

14 AUGUST 2010

Continued from preceding page

would be in good flying practice. The maintenance scheduling is more important and more complicated and needs to be properly managed and advised upon in order to maintain asset value and to ensure safe operations.”

A light jet or higher end corporate aircraft, for example the Super King Air or Lear 45, owned by an individual or a business, definitely should be professionally managed.

“These types usually require a two pilot operation and crewing/training becomes all the more important as does current flying practice. The maintenance programme, if not carefully controlled, will lead to a devaluation of the aircraft and a degradation in safety,” Gordon warns.

WEA’s Beechjet 400A is proving popular.

should have an AOC even though they were not conducting any flights that were remotely commercial.

Fortunately the slow passage of authority to EASA has negated the latter problem as EASA feels that any professional input into a noncommercial private aircraft operation must be beneficial in terms of regulatory compliance, and safety, so European management companies now do not need an AOC.”

Changing scenario

Special training needs “Also, these aircraft are often flying in upper airspace using special equipment – for example RVSM between FL290 and FL410 and PRNAV operations. These operations require special training and manuals.

Correct control and usage of the approved minimum equipment list will maximise utility while keeping operations safe. All this is in the professional domain.”

Gordon points out that there are benefits and downsides for an owner leasing his aircraft to an operator.

“However, the negatives are few and really amount to the possibility of the aircraft not being available for the owner’s short term needs and extra wear on interiors.” Such negatives are outweighed by the benefits.

“These include higher utilisation which amortises fixed maintenance costs and generally keeps the aircraft in better shape mechanically.

Systems can fail or jam through lack

Jonathan Gordon: maintenance scheduling is assuming greater importance.

of use,” Gordon points out. “Charter provides an income stream to the owner. While this may not be required per se, it can have legitimate benefits in tax and VAT dealings which can be substantial. When the aircraft is placed on an AOC there can be marked savings in fuel costs in certain EEC countries.

The maintenance schedule will be strictly adhered to under airline rules; pilots will have training, competency and current experience requirements acceptable to the regulatory authority thus providing safe carriage for the owner and the aircraft will be kept clean and looked after within a caring fleet operation.”

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points out that managing an aircraft as an owner is both complex and time consuming. He adds: “Appointing an operator to manage your aircraft is often the most sensible solution as it will take care of all of the technical, legal, administrative, financial and personnel matters allowing you time to enjoy the freedom of flight without the associated worry and concerns.”

Synergy Aviation says that, unlike most companies who charge on a commission basis, Synergy charges a fixed fee. “Staffing, parking, insurance and maintenance costs are then charged at cost. This model is designed to be totally transparent (there are no hidden surcharges or disbursement levies) and most importantly it gives Synergy every incentive to keep costs down on your behalf.”

The priority for owners is to get value for money while satisfying priorities such as efficiency, availability and reliable support.

Mike Hamlin knows what their priorities are from personal experience. He joined Lotus Cars Ltd in 1972 where, as a lone pilot, he was responsible for a Navajo, a Navajo Chieftain and a Seneca. “Over the next four years I honed my management skills in getting the best possible value for the company out of the small fleet of aircraft. I am now in my 38th year of buying, selling, managing and maintaining corporate aircraft and there have obviously been significant changes of requirements in that time.”

Hamlin adds: “The original concept of buying an aeroplane, hiring a pilot and everything working out well was a well proven route for private aircraft owners for many years. The owner liked to feel that, along with all other employees, the crew worked for him and that they were ‘his men’. However this started to change 25 years ago with the advent of Middle Eastern owners for whom individuals were less important. They just wanted to purchase a professional, completely turnkey operating package where individuals were of minor importance.”

He says this concept grew to be more attractive to UK and continental European companies over the years as outsourcing specialised tasks were seen to be ever more important. “They enabled senior management to concentrate on their core business.”

Hamlin says the 1980s and 1990s were not an easy time being interspersed with recessions that badly affected corporate aircraft operations. “They were also not helped at all by the UK CAA’s view that aircraft management companies

Company pilots were originally somewhat sceptical about management companies as they felt such organisations posed a threat to their ongoing employment. Hamlin says: “This was understandable as some management companies aggressively, although not always successfully, canvassed aircraft owning companies to try and take over the operation of their aircraft and this was naturally resisted by the crew that were already employed.

However this scenario is markedly changing as EASA works towards mandatory compliance even for oneman-band operations with operations manuals, named operations managers, Safety Management Systems and manual PLogs and fuel calculations.”

Hamlin predicts: “Private operators will eventually be faced with watered down ‘son of AOC’ regulations. Add to this the EU requirement to join and comply with the Emissions Trading Scheme where, rather absurdly, each company’s scheme has to be individually approved and the returns verified at great cost by an authorised independent auditor, and you have a completely different scenario for a company pilot.”

An overwhelming logic appears to underpin the need to delegate aircraft management.

Paul Walker, ceo of The Sage Group PLC, a Hamlin Jet managed client for 13 years, points out: “A business jet is a very complicated piece of machinery and operating it takes wide experience, knowledge and expertise. If we get it wrong the potential ramifications and liabilities are significant. Do we understand all the issues involved in controlling the safe and cost effective use of our aircraft? We are in software so the answer has to be ‘No’.”

Hamlin reports: “The prospect of enjoying removal of responsibility for the growing regulatory compliance along with the variety, and job security advantages, of working for a company managing several aircraft means that for the first time we are being approached by corporate pilots asking if we would be interested in managing their company’s aircraft – providing of course that they keep their job! If a company has several aircraft then they can perform all management functions in-house but for those companies with only one aircraft I can see a slow migration from inhouse to managed operation in order to deal efficiently with the ever increasing regulatory environment.”

He advises: “If the management company you choose actually has its own maintenance division then you could be on a winner with buying, selling, managing and maintaining all being provided by a one- stop-shop. It is in this direction that I see management companies playing an ever larger role in the future operation of corporate aircraft.”

ProAir adds King Air F90 capability to growing fleet Germany’s ProAir is putting a King Air F90 on its AOC. “This should be completed by mid-August and will help ProAir to serve an expanded customer base for passenger flights and our automotive cargo business,” says gm Andreas Wald.

The aircraft, based at Stuttgart, will be available 24-7, he adds.

Wald says 2010 has proved a successful year for ProAir after a “crises influenced” 2009. “It is a sign of a generally recovering economy that all segments are back to normal or doing even better than before 2009,” he adds.

The Ukraine’s Challenge Aero and ProAir have stepped up and formalised their international cooperation with the launch of the Challenge-Pro Air Foundation.

ProAir’s Elmar Monreal says: “The formal union through Challenge-Pro will build on a number of successful projects we have carried out together.”

Challenge Aero’s Sergei Nikiforov says: “The partnership combines an in-depth knowledge of the Ukrainian, Russian and European markets and increases the number of handling departments throughout these regions. We are working on developing business from new segments of the markets as well as improving existing services.”

VistaJet XRS and 605 orders put focus on meeting long haul demand VistaJet has ordered four Global Express XRSs and two large-cabin Challenger 605s for delivery in 2011 and 2012. Thomas Flohr, founder and chairman, says: “The order reflects a greater emphasis on large, longer range aircraft which will significantly increase VistaJet’s longhaul capability.”

He says the company is gaining new programme and on-demand clients in markets including the Middle East, West Africa, Russia and the CIS who typically fly sectors of more than six to eight hours.

Flohr says: “Additionally, the order will also facilitate VistaJet’s strict policy of maintaining a young fleet age profile, with an average age of less than two years and with no one individual aircraft being more than three years old. Once all aircraft are delivered, the fleet will have in excess of 30 aircraft.”

He predicts the new aircraft will play a key role in maintaining increased long haul demand.

VistaJet, headquartered in Switzerland, has operations centres in Salzburg, Dubai, Kuala Lumpur, and Hong Kong.

EUROPEAN BUSINESS AIR NEWS

AUGUST 2010 15

DRF Luftrettung makes vital difference DRF Luftrettung flew 17,975 helicopter rescue missions as well as 364 worldwide repatriations from 31 HEMS bases in Germany, Austria and Denmark in the first half of 2010.

“In Germany alone the helicopter crews were alerted 16,645 times in the first half of the year to what often proved to be life-saving rescues,” says ceo Steffen Lutz. “In 3,903 cases transport of intensive care patients between clinics was involved. In total the German crews flew 275 more rescues than in the same period of the previous year.”

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Phenom 100 2010 model. Premium passenger door, weather radar, 2nd Mode S transponder, electronic Jeppesen charts, TCAS 1, ADF, ELT/NAV, cockpit flood lights. Contact: Mark James, Global Brands. Tel: +44 (0) 1246 868 902. Email: mark@globalbrands.co.uk

HAWKER BEECHCRAFT Challenger 300 2008/9, S/N 20251, TTAF & Eng TSN 350 hrs, 155 cycles, APU, EASA JAR Ops 1, Smart Parts, MSP, CAMP, Pro Line 21 Avionics, Bombardier LE spec, 9-pax, aft divan. Professionally designed & highly sophisticated interior.

Contact: Peter Smales, Indigo Lyon Ltd. Tel: +44 7760 754 991. Web: www.indigolyon.com.

Email: peter.smales@indigolyon.co.uk

DRF: rising demand for missions.

Lutz says: “The time factor is decisive in air rescue particularly in rural areas where Germany faces a decrease of emergency physicians. As a consequence helicopters are being used more and more to bring the emergency physician rapidly to the emergency scene.”

In Austria DRF Luftrettung’s helicopters flew 794 missions. The first Danish air rescue base was opened in Ringsted in May and, during the first two months of operation, its helicopter responded to 172 alerts.

DRF Luftrettung, in coordination with Luxembourg Air Rescue, also carried out 364 repatriations under the European Air Ambulance banner.

“Six ambulance aircraft flew to 70 countries worldwide,” says Lutz.

DRF Luftrettung currently operates more than 50 helicopters.

For the latest job opportunities, see: www.ebanmagazine.com/mag_jobs.html

Challenger 605

Learjet 40XR

2006/7, S/N 5702, TTAF & Eng TSN 1,352 hrs, 556 cycles, APU, EASA JAR Ops 1, JSSI Tip to Tail, CAMP, Pro Line 21 avionics, Bombardier LE spec & 9-pax Exec Floor Plan 1. Airborne office. Great value. Contact: Peter Smales, Indigo Lyon Ltd. Tel: +44 7760 754 991.

Web: www.indigolyon.com.

Email: peter.smales@indigolyon.co.uk

2008, S/N 45-2096, TTAF & Eng TSN 284 hrs, 205 cycles, EASA JAR Ops 1, Smart Parts, MSP Gold, CAMP, “Indy” interior, 6-7 pax.

Owner revaluation provides rare opportunity to join Learjet fast lane at pedestrian pricing. Contact: Peter Smales, Indigo Lyon Ltd. Tel: +44 7760 754 991.

Web: www.indigolyon.com.

Email: peter.smales@indigolyon.co.uk

800B 1989, G-GRGA, Any sensible offer above $2.0m seriously considered. S/N: 8130. TTAF 6,230 hours. MSP Gold. Zero time since inspections plus new leading edge and ailerons. Contact: Roger Stainton, JetFlight Ltd. Tel: +44 1353 661636.

Email: JetSalesUK@aol.com

Career opportunities Job advertisements can be placed at a cost of UK£50 per single column centimetre, the minimum depth being five centimetres. Job opportunity advertisements are also included on the EBAN web site free-of-charge.

With a current fleet of 17 Jets and growing fast, FAI is operating and maintaining one of Europe’s largest fleet of Business-Jets.

We are looking into hiring a highly motivated and well experienced

WE HELP AVIATION SALES PROFESSIONALS GENERATE DEALS

Director of Charter-Sales (Heavy Jet) (f/m) Responsible for Marketing + Sales of our Heavy-Fleet consisting of Global Express, Falcon 900 and Challenger 604 Candidate should have an adequate background in General Aviation Business, especially in Executive Charter.

Place of work will be Nuernberg, Germany (NUE) where FAI’s new state of the art hangar and office-building, representing an investment of €10 m, is under construction for occupation in early 2011.

If you are interested in joining our successful team, please apply with CV: FAI rent-a-jet AG, att.: Chairman’s Office Flughafenstrasse 100, Nuernberg 90268, Germany e-mail: axtmann@fai.ag, www.rent-a-jet.de

AMSTAT PROVIDES INDUSTRY LEADING CORPORATE AIRCRAFT MARKET & FLEET DATA Jets Turboprops

For its London office, Exklusiv Aviation Services (Switzerland) SA is looking for a

SaxonAir celebrates Hawker 400XP debut success SaxonAir, the first UK charter operator to add the Hawker 400XP to its AOC, reports that clients have welcomed the new aircraft’s arrival. It has acquired one 400XP which is based at its Norwich headquarters and is managing a second positioned at Edinburgh Airport in Scotland, Hawker Beechcraft Corporation confirms.

Celebrating the successful introduction are, from left, James Palmer, commercial manager, and Nick Highton, chief pilot, SaxonAir with Steve Morgan, Hawker regional sales director, Hawker Beechcraft and Howard Povey, Beechcraft regional sales director, Hawker Beechcraft.

OUR NEXT ISSUE: SEPTEMBER 2010 FINAL BOOKING DATE: AUGUST 23rd

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We are awaiting your application documents by e-mail to hr@exklusivaviation.ch Exklusiv Aviation Services (Switzerland) SA Ms Akiko Matsumoto ICC – Block G – 1st floor Route de Pré-Bois 20 P.O. Box 1907 1215 Geneva 15 Phone +41 22 788 37 28 Fax +41 22 788 37 30 hr@exklusivaviation.ch www.exklusivaviation.ch

Information that moves you forward

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

Beechcraft KING AIR B200GT / WHY I FLY

Ask Lars Thrane if he flies any aircraft besides a Beechcraft, and his answer is simple: “No. Never thought about it.”

1

Power, dependability and performance in Europe’s most popular business aircraft.

With customers worldwide, Thrane & Thrane is a leader in mobile satellite communications.

So when Lars Thrane isn’t flying for pleasure, he’s flying between his company’s two facilities in Denmark—and anywhere business takes him in Europe. His choice is a King Air B200GT. WHY? “The only aircraft that satisfies all of our requirements is a King Air. From unimproved airstrips to mountain flying, YOU CAN DO WHAT YOU WANT, WHENEVER YOU WANT. It’s a reliable workhorse, so when developing our AVIATOR 200 aeronautical broadband system, I only considered the King Air to showcase our product.” And the King Air B200GT is one of the greenest aircraft in its class, making Europe’s most popular business aircraft the most responsible choice.

LEARN MORE, VISIT HawkerBeechcraft.com/Beechcraft EUROPE, MIDDLE EAST & AFRICA +44 (0)1244 523 803 ASIA-PACIFIC +852.3756.3755

UNITED STATES & THE AMERICAS +1.800.949.6640

1.PER EUROCONTROL STATISTICS AND FORECAST SERVICES (STAR FOUR) AIRCRAFT MOVEMENTS FOR THE PAST THREE CONSECUTIVE YEARS. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.