European Business AIr News - April 2009

E U R O P E A N

BUSINESS AIR NEWS ISSUE 191

APRIL 2009

Middle East set to emerge quickly from downturn Business aviation in the Middle East could be much less affected by economic downturn than Europe and the US – so believe the majority of delegates at the Aviation Outlook Middle East Conference in Abu Dhabi in March.

Royal Jet president and ceo Shane O’Hare agreed with the consensus that the industry has enjoyed exceptional growth in past years. And while the current economic climate will inevitably restrict similar growth levels this year, all agreed that the signs are there for a healthy 2009.

“To a degree the Middle Eastern market has been isolated from the overall worldwide downturn, due in part to the high level of liquidity in the region and a strong GDP which is forecast to remain at around seven per cent,” he says. “As a company our strategy of product and market segmentation protects us from the worst of the economic turbulence.”

O’Hare also highlights how longterm opportunities can arise out of difficult economic conditions. “Part of our growth strategy to the year 2020 is to increase our fleet in the super mid range by aircraft management as a major part of our business and we are on track to more than double our fleet by the year 2012,” he says.

“Prices of aircraft are falling and corporate jet brokers tell us that a year ago there would be 30 buyers looking for one aircraft. Today there are 30 aircraft looking for one buyer, pushing prices down by 30-40 per cent. We are looking to add another BBJ and an aircraft which was $75 million last year is expected to break the $50 million price range by year end.”

Aircraft management is another area that is presenting Royal Jet with growth opportunities. “Optimising an aircraft’s usage for private or corporate owners in the difficult economic climate provides a win-win situation for private jet operators and for aircraft owners,” says O’Hare.

ME & MY AIRCRAFT Single engine turboprops

page 5

Sancak Air invests in aircraft to stay ahead

page 2

Atlantsflug chooses Navajo for glacier tours

page 2

DC Aviation works with airline to develop VIP charter page 3 Hawkers undertake cloud seeding in Saudi Arabia page 4

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

For detailscharter of how to enter, see page 3.

Spanish

review

page 10

Destination South America Francisco Lucas, md, (right) and Rafael Torres, are working to develop CoyotAir’s successful Spanish business template in Peru. See the full story in our review of charter operations in Spain starting on page 10.

Blackhawk debut brings Capital gains as businesses cut spending Exeter-based Capital Air Charter reports that it has successfully begun chartering the first commercially registered Blackhawk B200 in Europe from its UK headquarters.

Malcolm Humphries, md and chief pilot, says: “This nine-seater executive aircraft, a heavily modified version of the popular Super King Air B200 twin turboprop, is faster, more fuel efficient, has a longer range and shorter take-off and landing capacity than ever before.”

He adds: “The B200 has always been able to carry more people at lower cost on typical European routes than comparative executive jets. However, because of its relatively low cruising speeds, some pundits predicted it would lose out due to the advent of new VLJs and other cost-effective twin jets promising to carry three to five passengers around Europe at high speed and low cost.”

But Humphries points out that

Capital’s Blackhawk B200: competing with VLJs on Europe flight times.

the new Blackhawk aircraft, with uprated Pratt & Whitney PT6A-61 engines, BLR winglets, Raisbeck streamlining modifications and Frakes exhausts, climbs more quickly to cruising altitude, and once there cruises at speeds of well over 300 knots.

“This means that, as well as providing more seats, space, comfort and baggage carrying capacity than comparative aircraft, European flight

Private Sky predicts further growth for managed fleet

times now compete directly with VLJs and other more traditional executive jets such as, for example, the Cessna Citation series,” he says.

“The new aircraft is already well proven in the US and is incredibly popular with owners and charter operators there; however Capital’s aircraft is the first on the European commercial register.”

Humphries adds: “The King Air has always been a great machine, but the Blackhawk makes the perfect European executive transport. Our executive and air ambulance clients have been delighted with this latest addition to the fleet and are now enjoying significantly reduced journey times and extended practical range. The Blackhawk B200 allows Capital, for the first time, to fly to the limits of its AOC region, and this includes locations in Egypt, Russia – including St Petersburg – and North Africa.”

Ireland’s Private Sky, which has added a Hawker 800XP based at Belfast’s Aldergrove airport and a Hawker 900XP to its managed fleet, believes its traditionally competitive pricing is standing it in good stead.

The company, formerly Airlink Airways, anticipates its management fleet will expand despite the economic downturn. “However,” Andrew Shubotham points out, “this will depend on our clients’ decisions.”

Airlink Airways, he says, was launched around 15 years ago. “We felt that we needed a name that more accurately reflects the nature of our service delivery. The Private Sky name is more appropriate for a complete aircraft management company that enables owners to offset their own costs using chartering revenue and provides

Continued on page 4

Continued on page 2

EUROPEAN BUSINESS AIR NEWS

2 APRIL 2009

Cheltenham race-goers keep PremiAir busy UK executive helicopter management and charter company PremiAir experienced a busy flying schedule transporting race-goers to Gloucestershire to enjoy the Cheltenham Festival.

PremiAir utilised the majority of its 12-strong executive charter fleet to ensure that its clients were transported in style to soak up the electric racecourse atmosphere. In total PremiAir operated over 20 flights during the four-day festival.

Passengers flew in from across the UK, including London Heliport, Farnborough airport and hotels including von Essen’s Lower Slaughter House and Washbourne Court in the Cotswolds, reports David Langton, PremiAir sales and customer service manager.

Sancak Air is expanding its fleet and facilities.

Sancak Air invests in new aircraft and FBO facilities to stay ahead of competitors Sancak Air, which claims to have the largest helicopter fleet in Turkey, will recruit more pilots as it brings three further helicopters into operation this year and through next year.

The air taxi operator, which has upgraded its FBO at Ataturk Havalimani to provide facilities for its own and client aircraft, may also acquire a Bell 412. “The larger helicopter would complement both our existing fleet and the new helicopters,” says sales manager Yavuz Murat Yüzgen.

“The helicopters on order for 2009 are a JetRanger BIII, a Bell 407 and a Bell 429 in 2010.”

Sancak Air currently operates a variety of Bell helicopters including

the 206 BIII, 206 L3, the 206 L4 and the 430. “Both our existing helicopters and our ordered helicopters will continue to satisfy established demand in the marketplace,” says Yüzgen. “Our customer base is varied.

As well as top business executives we also serve tourists and sightseers and we transport medical patients and provide EMS services.”

The company operates a Bell helicopter JAR-145 maintenance centre and its choice of fleet and new aircraft reflects this capability.

Yüzgen explains: “Our vision for the future is to maintain our role as a market leader providing a helicopter flight academy as well as the maintenance centre and air taxi

service, with a strong group culture for service and competence as we work to international standards.”

All Sancak pilots, he adds, are instructor pilots that have 5,000 to 12,000 hours flight experience.

Yüzgen says the economic crisis means most operators are choosing not to invest in new aircraft but to keep going with their existing fleets.

“Sancak Air is moving ahead of these static companies,” Yüzgen says. “Despite the night flight prohibitions in Turkey we expect each of our helicopters to fly at least 40 hours in a month. We prefer to order brand new helicopters.”

The company, established in 1978, has expanded its activities year-on-

year. Its flight academy provides pilot training and refresher courses as well as medical adaptation courses and training on the Bell 206 BIII, 206 L3, L4 and 430. As well as the Ataturk FBO, Sancak Air has facilities at Istanbul Sefakoy and in Ayvalik.

“Aviation has recently developed rapidly in our country compared with the last 15 years,” says Yüzgen. “Now there are almost 70 aviation companies. But Sancak Air has been operating in every sector for 30 years and provides 24-hour services.

Clients need to make the most of their time and that, along with our experience of meeting their needs, means we can face the future with confidence.”

Avanti is still the right choice for AirGO Six years ago German operator AirGO chose the comparatively unknown Piaggio P180 Avanti for its operations.

At the time, the charter company felt there was no other aircraft in its price range to match it in terms of efficiency and comfort.

Private Sky predicts further growth for managed fleet Continued from front page

aircraft management solutions ranging from purchasing, registration and flight management to crew provisioning, maintenance overview and chartering services.”

The Hawker 800 is based in Aldergrove to be near the aircraft owner’s Belfast headquarters. “The owner knows there are real advantages in using private charter to win and retain business in tough economic times,” says Shubotham.

“Our fleet size has been expanding since the company was launched.”

The fleet now consists of a Hawker 800XP, two 850XPs, a 900XP, two Learjet 60s and a Citation XLS all of which are chartered throughout Europe and Russia. Client demand is a mix of business and leisure.

“As well as the Hawker 800 we have recently acquired a new Hawker 900XP,” Shubotham says. “Our aircraft are chosen for their size, robustness, styling and cost-effective maintenance. We order both new and preowned and our fleet is made up of two brand new aircraft and others that are no more than three years old.

“We see this year being tough but, once the financial world settles down, we expect to be at the forefront due to our competitive pricing and high levels of quality.

“The economic downturn is unfortunate but it might have the positive effect of rooting out those companies that overcharged clients to cover high costs that should not have been incurred or could have been avoided.”

AirGO will bring its fifth Piaggio Avanti into service this year.

The Atlantsflug Piper Navajo.

Atlantsflug turns to the proven Piper Navajo to improve glacier tour services Iceland’s Atlantsflug has brought a twin engine Piper Navajo into operation, increasing the payload of its sightseeing flights out of its private airfield at Skaftafell National Park in Iceland.

Jon G Sigurdsson, project manager, says: “We acquired the new aircraft after selling our Cessna single engine aircraft last autumn. The aircraft we now have to serve our customers has an eight seat, seven passenger configuration. This change will enable the company to better serve our charter clients, including tour operators, because we can accommodate larger groups, previously not possible because of the limited capacity of our previous aircraft. This change has been welcomed by our customers and we

look forward to increased business.”

Atlantsflug main base is a private airport in south east Iceland located near Europe’s largest glacier, the Vatnajökull at Skaftafell National Park.

Sigurdsson says: “We offer flights to various locations over Vatnajökull glacier and into the highlands of Iceland, to locations including Landmannalaugar, Langisjór, Laki and Lakagigar. We also provide services to professional photographers and film makers and offer bespoke as well as standard tours.”

He says thousands of clients over the years have booked charter, sightseeing, aerial photography, air ambulance and air cargo transport services.

Atlantsflug maintenance has

received EASA Part 145 approval. “At the same time we have increased our hangar space to better accommodate this change and to expand our services,” Sigurdsson adds.

The Piper Navajo, he says, was chosen because of its robust design, good runway performance and large passenger windows. “It is an aircraft that can withstand the demanding operational environment.”

The Piper PA31, both the Chieftain and the Navajo, have proven their worth in commercial service in Iceland for many years, says Sigurdsson. “Clients appreciate the personal service we give as they are shown the magnificent and breathtaking scenery. We are a small family operation that takes great pride in what we do,” he adds.

General manager Daniela Flierl enthuses: “We have found a niche with the Avanti – the decision we made was absolutely right.” To prove this point, AirGO brings its fifth Avanti into operation this year, becoming the largest P180 operator in Europe.

AirGO finds that an aircraft like this is particularly in demand in difficult economic times. “When we started to operate the Avanti, we thought that the customers we would win would be those usually using slow turboprops and small jets,” says Thorge Heuer, AirGO operations manager. “Today, we have many customers who also like to fly on large jets.” The Avanti makes more sense on most flight routes within Europe, Heuer believes. “With the speed of a small jet, the flight time is so short that the money customers can potentially save helps a decision in favour of the Avanti.”

The aircraft are based at key locations in central Europe and, depending on the season or customer request, they can also be based at other locations.

This year, AirGO has also started to offer pure management services to private owners. “We realised that we have such a wide range of experience with this plane, which is still considered to be exotic, that more and more Avanti customers turn to us,” explains Flierl.

EUROPEAN BUSINESS AIR NEWS

APRIL 2009 3

Business aviation – reality and perception; are they the same?

Stanley Bugeja (centre) md of DC Aviation Ltd (Malta) is pictured with Dr Edward Fenech Adami, the Maltese president (left), and Michael Fenech Adami, mayor of the Birkirkara local council. DC Aviation is planting a tree in Birkirkara for each handling business transaction in Malta. The scheme is called ‘Towards Greener Aviation’.

DC Aviation negotiates with airline to develop vip charter operation Germany’s DC Aviation GmbH, which is consolidating its FBO presence in Malta, is in negotiations with an airline to develop a vip charter service. “We are also in discussions with other potential customers in the Mediterranean region,” says Stanley Bugeja, md DC Aviation Ltd (Malta).

“We hope that in 2009 we will complete the first Maltese FBO in collaboration with the Maltese government and Malta international airport. Additionally we wish to strengthen the presence of DC Aviation in the Mediterranean region Birmingham base and a new director of flight ops at Twinjet Twinjet has taken the ‘reluctant’ decision to move its Airbus Corporate Jet from Luton airport after aircraft parking charges increased by over 200% late last year.

Now based at Birmingham, the ACJ is regularly used by heads of state and overseas royal families. Twinjet reports that Birmingham’s parking charges are less than a quarter of Luton’s and the move enables the company to keep operations efficient at times when the aircraft is not in the air or overseas.

Meanwhile, Twinjet has welcomed Captain Andy Stewart as new director of flight operations. Stewart, who has 25 years experience as a pilot, joined the company from Easyjet where he was an Airbus captain. He was previously a Flight Operations Training Inspector with the UK CAA where he was closely involved with the introduction of the Boeing 777 into service with British Airways.

and continue to contribute to the growth of charter sales. We also believe we will reach potential customers who might require business jet management through a Maltese infrastructure.”

Bugeja says the latest statistics published by the EBAA shows that Malta has registered a growth in business aviation activity. “Granted the activity in Malta is still very small when compared to other European airports but growth in the current economic climate is no mean feat.”

The Maltese government, Bugeja

says, has taken a number of economic measures to attract high net worth individuals and industries. “As a direct result the number of movements of business jets to the island has risen and, although Malta is a small economy, it has so far not experienced the economic downturn in the same way as mainland Europe.”

DC Aviation, he adds, recognised the potential of Malta back in 2007 and in 2008 established an office offering business jet handling which also served as a regional sales office for its fleet of over 35 business jets.

Comlux wins low visibility approval Comlux has received approval from Maltese Authorities to operate its Airbus fleet in Low Visibility Operations down to Category 3A automatic landing minima.

Approval means that Comlux becomes one of the first vip charter operators able to offer the highest level of operational reliability to its passengers.

Category 3A approval will allow the Comlux Airbus fleet to operate in conditions where visibility at the destination airport is reduced to 200 metres instead of the normal required minimum of 550

metres. This approval is a precursor to an application for licence to operate to visibilities as low as 75 metres, the minimum permitted for any operator with current industry standards.

Separately, Comlux is moving its charter and aircraft management division based in Zurich – Fly Comlux – to new offices at Zurich Kloten airport in April. Four of its aircraft are based in Zurich.

Comlux has recently taken delivery of a second A318 Elite, extending its Airbus fleet to three aircraft available for charter.

These are undoubtedly very difficult times for business aviation with activity levels across Europe down by over 20% compared with a year ago, and in some countries it is a lot worse than this. Such a dramatic reduction is inevitably leading to redundancies and aircraft disposals, and hence to a rapid fall in asset values and high levels of ‘for sale’ inventory. But none of this changes the primary reason for business aviation.

Indeed, the equally significant fall in airline traffic and consequent flight cancellations means that it is becoming ever more difficult to complete timely business deals at destinations away from the main line hubs, with many cities served less frequently than before, and some no longer served at all.

Numerous studies in Europe have shown that business aviation is primarily a business tool of Corporations and Governments, which represent some 80% of users.

But somehow we have allowed the perception that we are all high net worth individuals “swanning about to holiday destinations and drinking champagne in the height of luxury few of us can even dream about”. Perhaps it is our fault that numerous advertisements for business jets show pictures of luxurious interiors, filled champagne flutes and fancy cuisine. Yet this is not, and never has been, the bulk of the market.

Indeed, challenge any one of us who routinely flies in smaller business aircraft with our business colleagues to look forward to the luxury of it all, when in reality we are fighting for foot room and sipping coffee.

What we do appreciate is the easy access at the local airport, the elimination of wasted time and the benefit of direct routes and short sectors, allowing more time to be devoted to actually getting business done. Not only that, we can do business on board with our colleagues and prepare for

meetings. Furthermore, we are less tired on arrival having not had to battle traffic. When we fly business aircraft, we arrive at our meeting fully “booted and spurred” to do the deal.

Nor do we need to feel guilty about our impact on the environment. Despite being 8% of IFR traffic in Europe, because we have a very young fleet and fly to task and not to artificial schedules, we contribute less than 1% of aviation emissions (0.04% of all EU emissions). Moreover, we are flying to add value to our businesses and the European economy, the key tenet of sustainability, rather the tonne-kilometre measure currently so popular, but which fails to take account of gross value added.

In short, the time has come to stand up and be counted, and that is why we launched “Talking Points for Users and Owners”; distributed a new brochure, “Piloting the European Economy”, to all MEPs and EC Officials; and have become involved both in online networking sites and in a press campaign setting out the true facts about BusAv, rather than the misconceptions sadly re-enforced by the insensitive use of business jets by the US carmakers last autumn. We’re raising our voice on behalf of the entire sector, so please take a look at www.ebaa.org and take from it what you wish to defend your business.

The need for business aviation remains as strong as ever. That is why we have been the fastest growing segment in Europe in the last decade after low cost carriers.

From the flat lows of the 1990s, business aviation has been growing at around 10% per year and the fleet is now 1,000 larger than it was in 2000. Whilst activity levels in 2008 were lower than 2007, they are still higher than 2006.

Tough times need tough responses.

Brian Humphries, EBAA president

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EUROPEAN BUSINESS AIR NEWS

4 APRIL 2009

Hawkers undergo modification for cloud seeding missions to replenish aquifers in Saudi Arabia

Jim Allman (left) of Blackhawk Aviation and Malcom Humphries celebrate delivery of the Blackhawk B200.

Blackhawk debut brings Capital gains as businesses cut spending Continued from front page

Performance statistics to date, he reports, are excellent. “For example, a trip from Bristol to Cannes would take close to three hours in the King Air B200. The Blackhawk will get up to eight passengers there in just two hours and 15 minutes, with no difference in price.”

Humphries adds: “In these difficult financial times, when both private individuals and companies are looking carefully at their European travel budgets, it is easy to market the cost, comfort and speed advantages of our new Blackhawk.”

Based at Exeter airport, Capital Air Charter employs more than 30 pilots and ground crew, with nine aircraft based across the UK. Operations range from European private air charter to emergency medical transfers and urgent freight deliveries.

See also Capital Aviation lands aeromedical contract in EBAN February 2009.

Weather Modification, Inc (WMI) has taken delivery of five new Hawker Beechcraft aircraft at their facility in Fargo, US. Two King Air 200GTs, two Hawker 400XPs and one Hawker 900XP were test flown and accepted

by WMI and will be used for air quality monitoring, atmospheric research and cloud seeding missions in Saudi Arabia.

With 10 WMI turboprop aircraft currently in Saudi Arabia, WMI began this mission in the winter of 2006 in an effort to replenish the region’s underground aquifers and increase rainfall in the Kingdom.

“This marks a significant step of a major mission for us,” says WMI president Pat Sweeney. “We’ll provide the Kingdom of Saudi Arabia with the tools they need to perform the most advanced cloud seeding and atmospheric research projects in the world, with the goal of increasing rainfall in a country that needs it.”

Before flying overseas to begin the mission, WMI will work with Fargo Jet Center (FJC) to modify and equip the planes with cloud seeding equipment and atmospheric research instruments. FJC is an aircraft maintenance and avionics repair station and a designated Hawker Beechcraft Service Center.

As of this past year, FJC has completed more than 30 special mission aircraft conversions.

“It is a testament to our special mission team and the processes they have in place,” says Sweeney. “It is certainly not an easy process, but we

Wing-mounted flares form part of the specialist equipment fitted by Fargo Jet Center for WMI’s weather research work.

An onboard electronics rack records data from research missions.

have an incredibly talented team retro-fitting these aircraft to make them mission-ready for projects

around the world.”

The aircraft modification process has already begun to make the aircraft mission-ready by April this year.

Without permanent surface water, agriculture in Saudi Arabia is dependent on irrigation from pumped groundwater. Public and industrial water needs are currently met by expensive desalination plants.

According to a United Nations Environmental Program Report, the present rate of groundwater withdrawal from the region threatens the Saudi aquifers, and with increased development and population growth, groundwater contamination becomes an additional concern.

“The situation isn’t dire in Saudi Arabia, but it certainly is serious and

can’t be ignored,” adds Sweeney.

“There are limits to the capacities of the desalination plants and water pipelines the country has in place.”

Atmospheric water in the form of precipitation is one of the primary sources of fresh water in the world.

However, a large amount of water present in clouds is never transformed into precipitation on the ground prompting scientists and engineers to explore augmenting water supplies through cloud seeding. The ability to enhance precipitation through cloud seeding is highly dependent on the properties of the clouds, aerosols and the atmospheric environment.

This marks the third year of research and cloud seeding operations conducted by WMI in Saudi Arabia. Officials estimate the research to take another three to five years to collect the necessary data and conduct the exploratory seeding trials.

In total, WMI will provide 12 new aircraft, including pilots and crew, which will focus on the entire country of Saudi Arabia. WMI expects all 12 to be operational by March 2010.

NEW FOR 2009 See this issue’s digital edition at www.ebanmagazine.com

Cologne attracts some phenomenal business Embraer has named Nayak Aircraft Services an authorised Executive Jet Service Center. This is the first maintenance, repair and overhaul company to serve Embraer’s Phenom 100/300 customers in Germany.

Nayak’s Cologne facility will be capable of providing full service aircraft care including routine

inspection, scheduled and unscheduled maintenance, airframe, engine, avionics and other systems repairs, 24/7 assistance, an AOG mobile rescue team and an inventory of expendable and repairable parts.

Separately, Dublin-based JetBird will be offering a point-to-point, ondemand private jet service in Europe

from mid-2009. JetBird is intended to offer the benefits of traditional private jet usage, at a fraction of the cost of branded private jet operators.

The first 10 Phenom 100 aircraft will be based at Cologne and maintained and handled by Nayak. A total of 100 aircraft will be operated by JetBird by 2012, the company says.

Leyana Forrest demonstrates the space of a 44-seat Boeing 737-300.

Titan sports new 44-seat 737-300 charter addition

JET SETTER.

The UK’s Titan Airways has brought a 44-seat Boeing 737-300 into service.

Alastair Kiernan, commercial director, says: “People will still charter although we hear a lot about how bad times are. Charter is still forward booking but I think clients will be careful where they put their money. I imagine it will be almost like the post 9/11 events where confidence was weak and instead of booking two to three months in advance, charter will be confirmed two to three weeks in advance.”

Charter demand, Kiernan says, is coming in from the automotive, pop/rock and sports sectors, with the emphasis mainly on football teams. “The demand is largely Europe-oriented because of the range of the 737-300QC,” he says.

The aircraft, he says, is configured with leather seats in a four abreast configuration, 36 forward facing seats with a generous 60 inch seat pitch and eight seats arranged in two club fours with adjustable table.

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EUROPEAN BUSINESS AIR NEWS

ME & MY AIRCRAFT Single Engine Turboprops This month our ‘Me and My Aircraft’ feature examines the single engine turboprop arena, in which there are four established contenders. These aircraft have very different capabilities, and so whether they bear comparison with each other is debatable. The rugged and forgiving Caravan is a capacious hard worker, while the more sporty Meridian and TBM series aspire to compete with the very light jets.

In this report we talk to some owners and operators about the aircraft they fly, their strengths and failings. We asked about maintenance support, dispatch reliability, operating capabilities and value-formoney, as well as more generally for the best and worst aspects of the aircraft, and most desirable upgrades.

Only EBAN readers who we have been able to verify as confirmed current users of a particular aircraft type are given access to that aircraft's survey forms.

Next month we will be looking at long-range and large jets, so if you wish to make your voice heard, please do be in touch very soon. This feature is nothing without you!

APRIL 2009 5

The future looks bright for reliable single turbines, with SE-IMC on the horizon at last TBM850

Piper Meridian

Pilatus PC-12

Cessna Caravan

Me & My Aircraft throughout 2009 MAY Long range and large jets JUNE Single engine helicopters JULY Small jets AUGUST Twin engine turboprops SEPTEMBER Twin engine helicopters OCTOBER Very light jets NOVEMBER Cabin class piston aircraft DECEMBER Super midsize jets

Make your opinion count!

Whichever type of aircraft you own or operate, we are keen to hear your views. Log in at www.ebanmagazine.com and you will find voting forms for each type in your fleet. It takes a few moments to complete, and the more replies we receive the better our final reports will be. Your user number and pin is on the back of the mailing sheet included with your magazine, or request a reminder by email on the web site.

Don’t delay, take part today!

EASA will consider rule changes – but not until 2011 Owners have long argued that single engine turboprops (SET) have proven sufficiently reliable and safe for IMC operations, but current regulation still does not allow this without a specific derogation. The potential for lower cost, yet still speedy business transport is obvious, so how close is a change in the rules? EBAN asked EASA for the latest status, and took the opinions of the aircraft owners themselves:

Word from EASA The current applicable regulation is EU-OPS (Regulation (EC) No 1899/2006 of the European Parliament and of the Council of 12 December 2006 amending Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation), which does not allow Single Engine under Instrument Meteorological Conditions (SE-IMC) in Commercial Air Transport (CAT).

In the meantime, EU Operators may submit a derogation under article 8.3 of EU-OPS for the purpose of being authorised under SE-IMC. Such derogations must be

approved by the National Authority and by the Commission.

With the Agency’s extension of responsibilities to rule making in the areas of flight crew licensing and air operations, EASA has recently published a Notice of Proposed Amendment (draft rules) for OPS (NPA 2009-02). These draft rules do not yet cover any such provisions either. However, the Agency will launch a rule making task in 2011 (MDM.031) in order to allow SE-IMC operations.

EASA has published on its web site a study about the risk assessment for SE-IMC operations: http://www.easa.europa.eu/ws_prod/ r/r_research.php. This study supports SE-IMC operations and recommends a series of risk mitigating measures.

The study can be currently used in support of the above derogation requests, and will be used as a basis for the rule making task MDM.031.

The operators’ viewpoint Bruno Budim of Caravan operator BenAir is impatient that most civil aviation authorities and EASA still hesitate to allow commercial operations in IMC and at night

although statistical evidence demonstrates higher safety than comparable twin aircraft.

“We are thankful that the Nordic civil aviation authorities in particular for decades have had a pragmatic approach to the subject allowing us to mature and develop operations that are safer and more efficient than with comparable light-twins,” he says.

“At a time when general aviation is pressured by economic and environmental constraints unseen before, SET aircraft offer a unique platform to meet tomorrow's challenges: the safety case is very strong and has been made in Europe as well as in the US, Canada and Australia, the economics have proven reliable and viable on many routes where light twins cannot offer a financially-sustainable alternative, and finally the environmental case is by design and by far an unmatched first-in-class.”

Should SET operations be successfully integrated into EU-OPS, BenAir believes it will be ideally placed to initiate and develop new

projects in areas where it is already active and to support other fellow operators in areas where it is not – be it operationally or geographically.

Says David Fuller, pilot for UKbased Glass Eels Limited: “The CAA’s desire to stop SE-IFR is crazy.

These aircraft have a wonderful safety record which is only tainted by icing accidents. The fact they have one engine plays no part in the accident statistics.”

John Doman, Cessna’s vice president of propeller sales is not confident that progress will be made in the short term. “There are solid, statistically proven arguments for the improved safety of a single engine turbine over (for example) older piston twins, but to this stage we (Cessna and other OEM manufacturers of single engine turbine aircraft – Pilatus, Piper, Socata) have not been successful in having EASA take positive action on this issue,” he told EBAN. “We formerly had a very proactive and energetic effort from SETA (Single Engine Turbine Alliance) which was

EUROPEAN BUSINESS AIR NEWS

6 APRIL 2009

composed of the OEMs above, in which we attempted for over 10 years to get this accomplished. It hasn’t happened yet and I can’t predict when or if it will happen.”

But we’ll give the final word to Lubomír Cornák of Piper OK as: “If anybody asked me about my Christmas wish regarding the business, I would ask for European regulators to approve the singleengine turbines for IFR commercial operations. This may open new horizons to the whole aviation community and I believe, it would transfer our general aviation from obsolete and underpowered piston twins to modern age of reliable turbine aircraft. Myself being a flight instructor and examiner, I always prefer the single-turbine over two sets of pistons.

I am frequently asked if I am not concerned about safety, but the answer is: Safety is the very reason.”

One for the future...

Development of the Extra 500 sixseat ‘turbine business tourer’ continues apace, with production having started in January. The first aircraft is expected to be delivered during April to Berlin.

Extra had delayed the start of production of the 500 in order to select a glass cockpit for the entire line, and make refinements to the pressurisation system, cabin heating and cooling, the electrical system, and to incorporate modifications derived from flying the demonstrator in Europe, the US and on ocean crossings.

The Extra 500 will feature Avidyne’s Entegra glass cockpit system, comprising the FMS900w Flight Management System with new PFD and MFD panels.

On the flight back to Scandinavia after exhibiting at the Euravia air show in Cannes last year are (left to right) Pierre Lacorne, JAR-FCL CRI/CRE for Cessna single engine turbines (SET), member of the board of Aviation Sans Frontières, a French NGO providing air support services in Africa with two Grand Caravans, Peter Bennedsen, Caravan pilot, founder and president of BenAir, and Bruno Budim, sales and business development director of BenAir

Low costs, high reliability and low depreciation draw praise from Caravan’s loyal followers According to EBAN’s database there are Caravan owners in twenty countries around Europe and the Middle East. The largest population resides in Germany, where 18 aircraft are in the hands of 14 different owners. Indeed throughout Europe most owners have only one or two

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Caravans each, with the largest company fleet being the five 208Bs operated by BenAir A/S of Denmark.

We interviewed a cross-section of five owners about their experiences with the aircraft including Bruno Budim, sales and business development director for BenAir. Perhaps not surprisingly he is a big fan of the Caravan, which he says has an “unmatched economic model with predictable and low direct operating costs and low asset depreciation”. High praise indeed, in these cost-conscious times.

In particular Budim points to the sturdy design and reliable build quality, with no airframe inspections requiring extended periods on the ground.

Support from the manufacturer is very good – despite a few bad surprises such as landing gear inspections that too often turn into landing gear replacements. Parts are decently priced, and the quick change capability very versatile, he

adds. So what can Cessna give the owner who already has everything?

“An engine upgrade would be welcome,” he says, “and maybe more power when operated in cold areas and/or for activities such as parachute dropping.”

BenAir ordered 15 new Cessna Caravans in October 2007 for sale to its customers and prospects and to eventually support its own operations. This order is thought to have been the largest Caravan order in Europe and it followed the company’s earlier purchase of 10 new Caravans that are now flying for its customers and in its own operation.

BenAir also flies Let 410 UVPE20s, a Fairchild Metroliner, Shorts SD 360s, a Citation II, as well as a few piston aircraft primarily for flight training, and a couple of turbine helicopters. “While we have been conservatively growing our fleet, we have also put significant efforts in leaning it out – for instance by

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phasing out the Pilatus PC6 Porter and Cessna 406 from our operations and concentrating on Caravans,” says Budim.

The company sells new Caravans to customers, and will add remaining aircraft to its own fleet. The Cessna Caravans allow it to tackle the “first or last miles” segment of the air cargo market, operating mostly at the outskirts of tier-one customers’ networks as feeders and dispatchers.

They have been delivering mail, newspapers, parcels and fresh products to regional capitals of Norway for more than 15 years – claiming a reliability and economy which no dedicated twin-engine

CARAVAN/GRAND CARAVAN There are four current Caravan models, all deriving from the original Cessna 208 Caravan I which first flew in 1982.

The line-up starts with the Caravan 675, suitable for a variety of aerial works, cargo or as a passenger aircraft with the option of a more luxurious ‘Oasis’ factory-fitted interior.

The name reflects the switch to the more power ful 675 shp PT6A-114A engine as standard in 1998. The addition of floats creates the second model, the Caravan Amphibian.

Cessna introduced the 208B Grand Caravan and Super Cargomaster in 1986, these featuring an extended fuselage and large belly pannier.

There are now approaching 400 of the 208 model in ser vice and well over a thousand of the larger 208B. The propor tion of the fleet actively offered for sale at this time is low, at around seven per cent, with prices ranging from $620,000 to $2.3 million.

EUROPEAN BUSINESS AIR NEWS

aircraft can match. When the right opportunities occur, BenAir aims to either extend its current activities or move into other typical fields for Cessna Caravan operations such as short-distance passenger shuttle services as operated for the good of small, remote communities.

“When we bought our first Caravan almost 20 years ago, we were attracted by the versatility of the aircraft and the simplicity of the design. Our positive opinion has only been strengthened: the original design is a masterpiece as far as reliability and versatility are concerned, and to this comes excellent economics. Its direct operating costs are very competitive and the depreciation over time among the lowest seen. The Caravan is the ultimate economic choice in its category, it allows to deploy reliable services in conditions that are profitable for all stakeholders – safety is high, customers pay less, airlines can be profitable, and the environment is preserved,” says Budim.

The current times may be challenging but BenAir sees numerous projects for single engine turbine operations developing.

Even routes that are affected by falling volumes or payloads become right for the Caravan that would previously have been too small.

“But we will continue to grow cautiously when the economics work out. We do not think in terms of flying hours or flown miles. Better safe on the ground than flying losing money,” he adds.

BenAir has trained more than 250 pilots on Caravans, have accumulated more than 60,000 hours on commercial SET operations and claims to be Europe’s most experienced Caravan service station.

It has also been involved in multiple transactions of single engine turbine

APRIL 2009 7

aircraft selling to other EU countries primarily but also to Brazil, the US, and South Africa.

BenAir belongs to a privately-held industrial group and is a family-run business. Peter Bennedsen, BenAir’s founder and president of the group, is a successful entrepreneur who has throughout his career developed extensive woodworking activities and has been a key actor of the salvage and turn-around of Vestas Wind Systems with two friends after a banktruptcy. Vestas is now the world’s leader in wind power solutions and a publicly traded company. Sebastian Bennedsen, Peter’s son and ATPL pilot, participates as a non-executive member of the Board and Bruno Budim, Peter’s son-in-law, has joined the group as a sales and business development director.

When Cessna wave farewell to a finished Caravan off the production line, they can have little idea what adventures lie in store for the aircraft.

Take just one example: G-EELS. Glass Eels Limited has owned this 208B since new in 1997. It was bought for the purpose of transporting live baby eels (elvers) to customers in Europe, Scandinavia and Russia. But the aircraft was used for the ‘Now Challenge’ as a support aircraft on the around the world race between a microlite and a helicopter.

It has also flown to Senegal with the French air rally.

Now pilot David Fuller reports that this year the aircraft will also be used for parachute dropping, as another means to make ends meet in these hard times. This should increase the utilisation in 2009 from the current average of around 400 hours per year.

“The Caravan has proved to be the very best aircraft for the core business, but also versatile enough to create other income streams,” says Fuller.

Glass Eels could use more speed

The Handbook of Business Aviation web site (www.handbook.aero) lists details of Caravan maintenance facilities in fifteen European countries and the United Arab Emirates. The most recent addition to the list is AirMed at Oxford airport, U.K, which has recently become a Cessna authorised service facility specialising in Cessna 208 aircraft.

Manufacturer’s comment

David Fuller, pilot for Glass Eels, poses aboard a moped while Peter Wood, the owner, unpacks at Glenforsa.

and would appreciate easier refuelling, but dispatch reliability could not be better, having chalked up 3,500 hours and twelve years of operations without missing a single trip. “The 208 is in a class of its own,” says Fuller. “As far as we know there is no other aircraft with such a large interior space for the cargo, with such cheap running costs.”

“I was a flying instructor at Staverton flying school for two years before getting this post, which I’ve held for the last eight. Before that I was a photographer aboard cruise ships where I built hours flying the crew around the West Indies,” he adds.

Although the European Caravan fleet often finds itself matched with cargo and utility roles, it is also used as a comfortable passenger transport.

Keith Webb, for example, has a Grand Caravan with the 9-place Oasis executive interior on the Isle of Man register.

“It just suits me,” he says. “I have no need for a pressurised cabin, and

have lots of room. The avionics are up to airline standards. You need the Oasis interior if you want personal comfort.

“The worst thing is that, in my 2004 model, the engine monitoring is poor at advising. It seems more a way to reject warranty claims whereas the same engine in air force training aircraft shows immediately if it is going outside parameters,” he adds.

Overall he is very satisfied with the Caravan’s capabilities, especially from the perspective of the pilot. “It is amazing to fly, and a good glider,” he says. “It is amazing how much you can recover a poor approach!”

Mario D Pons of Calima de Aviacion, SL, is also very satisfied with operating capabilities of his Grand Caravan, but was disappointed that autopilot servos used to fail.

One anonymous Caravan amphibian operator reports positively about the payload, cabin and engine, saying it is “a great seaplane”, but feels that maintenance costs are high.

“It is good to learn so many owners and operators of Caravans are satisfied to very satisfied. This is consistent with Caravan owners throughout the world. People love and value the Caravan due to the inherent correctness of its basic design concept, execution, versatility, reliability and performance,” says John Doman, Cessna’s vice president of propeller sales.

Regarding operator requests for more speed and easier refueling: “We always are reviewing improvements to the Caravan and have recently made significant upgrades with the G1000, GFC700 and TKS. We continue to review the overall aircraft and make improvements where the market demand and business case warrants.

Most people always want aircraft to go faster.

“With the Caravan, its primary mission is to carry large payloads out of smaller airports that other, higher performance aircraft cannot handle.

There is an STC available that offers a single-point refueling option for refuelling to take place other than over-the-wing.

“Cessna has a current study under way to review the maintenance and inspection requirements for the Caravan. We are hopeful this will serve to reduce the Caravan’s cost of operation but it is too early to state any definitive numbers or information,” says Doman.

YO U J e p ’R E D pe U se E O n h UT as SID ar E ra ng

Except fuel. to worr y about. s il a t e d any count on it being there. are m n a c e r u o e y Th nd tfall. the price. A h g i n w fore You kno e b . r ia al i t y lg e u A q k to on t he c a y b en an rel h T c .

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EUROPEAN BUSINESS AIR NEWS

8 APRIL 2009

Single engine turboprops by numbers three. The figures provided by Jeppesen are for a typical aircraft, and show that the TBM850 completes the trip in the shortest time, while the Piper Meridian uses marginally less fuel. Which aircraft an individual buyer selects will surely come down to a balance between acquisition cost, operating costs and cabin preferences.

Choosing a mission to compare the capabilities of the four major aircraft types considered in this survey is difficult, as the Cessna Caravan is designed for rather different roles.

However, Copenhagen to Rome is probably a business mission near the comfort limits of the PC12, Meridian and TBM850, and so provides an interesting comparison of those Aircraft type Distance Time (nm)

Fuel burn (lbs/gal)

Planned filght level

Minimum required fuel (lbs/gal)

C208A

912

5hr 9m

1285 (lbs)

FL180

1534 (lbs)

PC12

906

3hr 54m

954 (lbs)

FL280

1282 (lbs)

Meridian

905

3hr 39m

948 (lbs)

FL260

1210 (lbs)

TBM850

903

3hr 18m

193 (gal)

FL260

234 (gal)

Route: EKCH – LIRF, Arrival alternate: LIRA

Aircraft data provided courtesy of Jeppesen. Not for operational use.

For additional information on Jeppesen’s ITPS services, visit www.jeppesen.com.

1. The max altitude for a Caravan is FL200 as it is an un-pressurised cabin aircraft (assuming O2 available for flight crew). For this reason the flight time/fuel burn will be greater than other aircraft.

2. The TBM850 releases fuel flow in Gallons and not Lbs. This is reflected in the data.

3. Each aircraft will be different so the below figures are based on standard manufacture data.

4. All routes planned on airway structure. Because of different climb/descent rates and other factors the overall distances are slightly different.

Daher-Socata delivered its 500th TBM aircraft in February, in a special gold and white color scheme at the request of its US buyers.

Keys to the TBM 850 were handed over by Jean-Michel Léonard, president of Socata during a ceremony at the factory in Tarbes, France.

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Socata launches joint ownership scheme for the TBM850 As with the Pilatus PC-12, JetFly Aviation SA probably has Europe’s largest fleet of TBM aircraft, these being a mixture of 700 and 850 variants. EBAN’s readership records reveal owners in seventeen countries, and the greatest concentration in the UK. However, the British register hosts only one TBM700 and two TBM850s the remaining dozen or so of the UK contingent being US registered.

Reporting on his experience with his TBM700B, Swiss owner Antal Rajnak is very satisfied with the available maintenance support.

Perhaps this is only to be expected, however, as his aircraft is maintained by the factory in Tarbes, to which he awards high scores for “excellent competency and performance beyond my expectations”.

He is equally very satisfied with the TBM700’s dispatch reliability, having had no flights cancelled for technical reasons in more than two years of operations. “The aircraft is a very capable, top equipped aircraft coping well with all kinds of operational challenges (weather, range, short runways etc),” he says.

Its best aspects are its outstanding performance and flying qualities, the build quality and the support provided by the manufacturer. Its worst, he says, is the performance loss when using the Inertial Separator at altitude.

“RVSM is the only option I do not have,” says Rajnak. “Most aircraft are delivered with all options in place from the factory, making the list of desirable upgrades very short.”

Also sending his aircraft to Tarbes for maintenance, but rather less happy about it, is Brian Strickland of Arrow Flying Associates, Ltd. The UK “badly needs a reliable maintenance base,” he says.

He is satisfied with his TBM700C2’s dispatch reliability, although the aircraft has suffered a long history of avionics problems which, he believes, probably stem from the fact that there are so many

TBM 700/850 The prototype TBM700 made its first flight in 1988, the result of a collaboration between Aerospatiale and Mooney (hence the M in the model name). Shor tly after the first delivery in 1990 the US manufacturer pulled out of the programme, leaving all production in France.

The TBM700 was replaced by the more powerful TBM850 in 2006 after a production run of well over 300.

There were 60 TBM 850 deliveries in 2008 – twelve to European buyers –and the total fleet of TBM aircraft has recently passed 500 aircraft. Preowned asking prices range from $1.49 million to $2.85 million.

The current model features Garmin G1000 avionics.

manufacturers’ parts involved. “This is probably not an issue now they have gone over to the G1000.”

Its value-for-money draws criticism too. “It is made in France which has high social charges for employees, which are passed on in manufacturing costs,” he says.

But Strickland reports that the best thing about the TBM700 is that it is rugged and forgiving. “It has a Vne (velocity never exceed) of 266 kts as opposed to the Piper Meridian or Jetprop which is 170. You can load it up and go anywhere if the runways are long enough.”

Some buyers of new TBM850s are reported to have sold their delivery positions or postponed orders due to the current financial climate, although Daher-Socata denies receiving any cancellations. So in March this year the manufacturer launched a new programme designed to help with affordability, dubbed ‘Fly and Share your TBM’ or ‘FAST’.

The joint ownership scheme is the first of its kind offered by Socata, and has been trialled by US dealers earlier this year. “It has

proved a success so we have decided to open the scheme worldwide through our international distributor and support network," the company says.

FAST is a four-year agreement ideally suited for two shareholders on a one-third/ two-thirds co-ownership basis, but could accommodate up to three shareholders per aircraft.

A minimum 100 days of exclusive use is provided each year on an unlimited flight hour basis.

TBM’s distributors draw up contracts and can offer customers aircraft management, maintenance, online flight scheduling and aircraft tracking, training, hangarage, concierge services and insurance.

Shareholders are responsible for their portion of the initial aircraft purchase, for which non recourse financing is available with a qualified minimum down payment.

A monthly programme fee covers management and administrative services, and a fee per flight hour is assessed to cover all scheduled and unscheduled maintenance items.

Manufacturer’s comment “In this current economy, the TBM 850 is the best choice and the right alternative to business transportation needs of medium and small companies, and Daher-Socata is totally committed to backing this aircraft with the best customer service possible,” says Nicolas Chabbert, the senior vice-president of Daher-Socata General Aviation.

“The TBM 850 is the world’s fastest single engine turboprop, with a maximum cruising speed of 320 KTAS at 26,000 ft (in ISA conditions).

“An 850-shp version of Socata’s proven six-seat TBM 700 turboprop business aircraft, the TBM 850 combines the cruising speed and travel times typical of light jets with economical direct operating costs, while offering the range and excellent payload capacity of turboprop aircraft.”

EUROPEAN BUSINESS AIR NEWS

PILATUS PC-12 The Swiss-built Pilatus PC-12 was launched in 1989 and first delivered in 1994. Its pressurised cabin features a large cargo hatch behind the wing, and can be used as a pure freighter, in a four passenger and freight Combi version, six passenger executive or nine passenger format.

The current model is the PC-12 NG which features Honeywell Primus Apex avionics with four large displays and a Pratt & Whitney Canada PT6A67P engine, flat-rated at 1,200 shp.

More than 800 examples are now in service worldwide, and around nine per cent of these are currently offered for sale at asking prices ranging from $2.4 million to $4 million.

Worldwide demand for the PC-12 continues unabated EBAN readers with Pilatus PC-12 aircraft can be found in 18 countries around Europe. Perhaps not surprisingly, there is a large population in Switzerland but the aircraft is also popular and numerous in the UK. Competing for the honour of being the largest single owner of the PC-12 are Jetfly Aviation SA, the Swiss fractional operation, and Dexter Air Taxi in Russia.

Dexter reports that it now has eight PC-12s on fleet, and that the aircraft has proven itself highly capable in extremely low temperatures. It is now planning a second operational base in Siberia.

The aircraft are offered out on a simple mileage basis at 160 rbl per kilometre.

Operators from Germany, the Netherlands and Luxembourg responded to our survey, and all were either satisfied or very satisfied with maintenance support, dispatch reliability, operating capabilities and value-for-money.

Georg Langhans of Langhans & Soehne GmbH is impressed with the performance and reliability, but disappointed with the acquisition cost, while Hubert Jacobus of T-Bird thinks that his PC-12’s best features are the amount of space and the cargo door, and worst thing the cruise speed. For this reason he would like to see the aircraft feature a more powerful shp engine.

“The PC-12 should be IFRcommercial certified for single engine and single pilot commercial operations,” he says.

Joel Hencks of Skytation, Luxembourg, praises the PC-12’s payload, flexible use and endurance, while finding fault with electrical power failures. He would most like to have an avionics update, such as is featured in the latest model PC-12 NG.

Manufacturer’s comment “From global economic corrections to record oil prices, there is little doubt that change can occur very quickly indeed. However, the old saying that every cloud has a silver lining could well be true in the case of the PC-12 NG. “Dealers report significantly increased interest from the tier of jet customers immediately above the turboprop. With a cabin size comparable to jet aircraft costing more than twice as much and a fuel burn saving of up to 50 per cent, the case for the PC-12 NG has never been stronger,” the manufacturer says.

APRIL 2009 9

Meridian’s low operating costs prove attractive for short-hop business travellers With relatively few Meridians flying around Europe our survey yielded only a couple of responses. Mike Drake of PJ Group, Ireland, reported being satisfied with the dispatch reliability, operating capabilities and value-for-money of his US-registered example. However, he is currently very unhappy with the available maintenance support.

“Mann Aviation after 15 years say they do not want to service the aircraft any more,” he told EBAN. The best thing about the Meridian, he says, is its value for money from a to b, while the worst thing is the handling on the runway.

The company in Europe with the greatest experience of Meridian operations must surely be Piper OK as, the manufacturer’s dealer in the Czech Republic. It manages five Meridians in its NetFlight programme which includes both private aircraft management and fractional ownership. “Some aircraft we operate are fully owned and some are fractional, but they are all collectively operated as a single fleet,” says Piper OK’s Lubomír Cornák.

“So far we didn’t have to cancel a single flight due to mechanical reasons. The Meridian can fly 700 km trips with four passengers, or up to 1,800 km with two,” he adds. “There is nothing available on the market that comes close to Meridian in terms of cost per mile.”

He cites the recently introduced Avidyne MLX-770 datalink as the most desirable upgrade, providing European operators real time weather data, including radar pictures.

“All customers would add a slightly bigger cabin on their wish list, but they collectively agree that the cost factor is higher priority than the cabin size for them,” he adds. “We even have customers who have access to a business jet through their parent companies, but they still prefer to fly Meridian on shorter trips.

“Our goal was to provide a cost conscious alternative to traditional business aviation arrangements.

Some of our customers use their Meridians as passengers, while others take advantage of piloting the aircraft themselves, with help of our accompanying professional pilot.

“We plan on expanding the programme throughout Europe, as we think a customer base exists for this “low end” business aviation everywhere,” he says.

So how did the NetFlight programme come about? Cornák explains: “I believe the smaller aircraft like the Piper Meridian may gain greater popularity in the future, as they are the real cost-cutters against traditional business aircraft, while there is no significant sacrifice in performance, comfort and safety. That gain in popularity has only been delayed by a few years because of ‘VLJ-fever’ fueled by unrealistic promises. Now that the VLJ market is materialising and everybody sees that there is no such thing as a free lunch, customers are realising that the only low-cost turbine travel option available today is in single-engine turboprops.

“I am sure there are at least 60 Meridians operated in Europe, most of them fully or partly for business.

But since they are owned by small enterprises and individuals rather than corporations they get less visibility than the TBMs and PC-12s.

However, it is not uncommon to see two or three Meridians at the same airport (over recent months I have seen three Meridians at St Gallen,

PIPER PA46 MERIDIAN The Meridian is the turboprop evolution of the original piston-powered but pressurised PA-46-310P Malibu and Malibu Mirage, which first flew in 1979. Some of these have been re-engined with PT6A turboprop engines to become PA-46 JetPROP DLX. Known as the PA-46-500TP, the Meridian itself has a longer wing, larger tail, more fuel capacity, strengthened undercarriage and is powered by a 500 shp PT6A-42A. It first flew in 1998 and there are now around 400 in service around the world.

About eleven per cent of these are currently actively for sale or lease pre-owned, at asking prices ranging from $940,000 to around $2 million.

The current model features the Avidyne Flight Max Entegra integrated avionics suite, and has a fly-from-factory standard equipped price of $1,896,500.

Biggin Hill, Vienna and Prague).

“We have been a Piper Aircraft dealer for over ten years and as the Piper Meridian was being developed, we saw many people interested in this ‘everyman’s turbine’. But it is still too expensive for the average Joepilot. That’s when the idea of fractional ownership first came into my mind. It took a couple of years to develop the programme and go over all the legalities, but in 2006 we started operations with the first Meridian. Today we have five aircraft with two more on order. Most operations are from Prague, Czech Republic, but we are starting to penetrate other regions too.

“Our fractional program NetFlight has two basic forms: Operational Lease and Investment. We typically start working with new customers in our Operational Lease programme, to give them the opportunity to get a feel for the aircraft without the long term commitment. If they like it, we will transfer them into an investment programme at the first opportunity.

Customers may choose from five different share sizes, starting with

1/16 share for as low as €1,950 lease per month and €435 operating costs per flight hour. The 1/16 share allows them to use 50 hours per year. Since the Meridian is capable of flying to small airfields with very low landing fees, but also to major airports where costs may be astronomical, we keep these items out from the hourly price and rather charge customers their respective fees. The basic hourly operating costs include one pilot, since some of our customers are pilots themselves and they are glad to take the other front seat. However, our non-pilot customers may opt for a two pilot crew for an additional fee.

We are trying to educate them on the safety issues of single-pilot vs. multipilot operations and, as a result, the absolute majority of our flights are with two-pilot crew, either including a piloting customer, or a full professional crew.

“Even though we operate on a non-commercial basis, we apply many of the OPS 1 concepts into our operations voluntarily. Our goal is to provide our fractional owners with similar safety standards to

A

s an air charter operator how much of your business is booked by brokers? Forty per cent? Sixty per cent, or more?

The charter broker is a vital link in the business air transport process, and in some cases they account for a majority of a fleet’s flight hours.

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commercial operations. We start with things like duty and rest time control, use of SOPs, continuous training, line checks, performance limits, etc.

When an owner proposes a flight where standards cannot be met we make sure that he is aware of the fact and can make a reasonable decision from there. Beside that, we have our absolute safety minimums beyond which we don’t allow any operations, no matter how insistent a customer might be.

“The Meridian is in no way a Citation replacement. However, missions are often flown by jets which could be easily flown by a Meridian for a fraction of the cost. Some NetFlight customers charter jets for some of their air travel and they continue doing so even as they own a Meridian share.

“With Meridian they do their daily business hopping, mostly replacing a car ride, but they use jets to fly greater distances. We even have one NetFlight customer who owns a King Air 200, but for short trips within 500 km radius he prefers to use the Meridian, while he rents the King Air to a charter company.

“The Meridian is the easiest turbine aircraft to fly one can imagine. It was designed with the private pilot in mind, including many “foolproof” design features, such as the permanent inertial separator, so the pilot doesn’t need to worry about ice ingestion, foreign object damage or engine performance degradation in icing conditions.

“So far, the Meridian has fulfilled all expectations we had. It is true allweather aircraft with solid performance and very reasonable costs.”

Contact Mark Ranger 01279 714509 mark@charterbroker.aero

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PLUS A ROUND-UP OF CARGO, PASSENGER AND BUSINESS AIR CHARTER NEWS

EUROPEAN BUSINESS AIR NEWS

10 APRIL 2009

Dip in charter leads Spanish operators to seek management deals and diversification

SPANISH REGIONAL REVIEW

The Spanish executive charter companies that are doing best in the global economic recession are those that have had the foresight to diversify. The slowdown in private and business transportation can be offset by providing services in sectors where demand is steadier, such as flight training, medevac and ground handling.

One of the largest such players, Executive Airlines expanded dramatically during last year, increasing its aircraft fleet from twelve to 22 jets. Eight of the 10 new jets are Gulfstreams, making Executive Airlines the European operator with the greatest number of Gulfstream jets.

But the focus is on developing FBO facilities as well as its charter capacity. At the beginning of 2008 Executive Airlines was granted a license to manage one of two FBO concessions within a new private aviation terminal at Barcelona’s El Prat airport, the other going to a joint venture between Gestair and Assistair. Each has 321 square metres of floor space, and in Executive Airlines’ case about a third of which is assigned to its handling agent Euraservices. The rest of the space is used for vip lounges, crew rest areas and offices for Executive Airlines’ operational personnel. “In addition to operating our own aircraft, the company offers services to other operators,” ceo Juli López adds.

The new private aviation terminal, located in the new airport services park, has a total surface area

Executive Airlines is benefiting from diversification. Pictured at the new corporate El Prat terminal in Barcelona are Juli López, ceo; Jordi Ibañez, gm of handling agents, Euraservices; Carlos Gericó, executive manager; Lola Vázquez, accounts manager and Alfonso Encabo, station manager.

of 1,500 square metres, just under half of which is devoted to the FBO licenses. The rest is shared by AENA (the airport operator), passenger control and state security. López

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says: “The new terminal has its own access points through the airport services park, and is therefore separated from the main public areas of the airport, thus making journeys easier and faster. The new corporate aviation platform has spaces for 30 jets which doubles the previous capacity.”

Maria Encarnación Vivanco, president of AENA, says: “We have invested €4.8 million in the development of the new corporate aviation terminal. Even though the building has been in use since March last year, work continued until last December to adapt the interior spaces according to the project approved by AENA.” Corporate aviation in Spain has experienced strong growth in recent years although progress has slowed this year. The increase in the number of operations carried out in the El Prat airport illustrates this trend.

AENA says El Prat airport registered 1,714 runway movements in 2001, while 2008 saw this figure increase to a total of 2,746.

But Executive Airlines, whose charter operations are focused on the long-range and the ultra long-range jet segment, plans to continue expansion despite the subsequent slowdown.

López says: “Additions to the fleet will continue to be made in 2009.

Two G200 jets are being incorporated and negotiations for further new additions are currently being held. In addition, the sales offices which were previously located in the Executive Airlines terminal at Torrejón airport, have been transferred to the city centre. The new sales office is bigger and better equipped, enabling us to provide an even better quality service to our customers.”

Executive Airlines managed ten new jets in 2008 and its fleet has grown to include no fewer than 15 Gulfstreams. The whole line-up comprises four G550s, a GIV SP, seven G200s, three G150s, along with a Global Express, a Falcon 900EX, a Learjet 45, a Hawker 400XP, a Citation XLS, Bravo and CJ1.

Sergio Saz, commercial director,

says: “The company will keep on an accelerated rhythm of jet additions and it has already signed the aircraft management agreements for 2009 for a Beechcraft Premier as well as the G200 and G550.”

Saz, formerly with Gestair, is based at Torrejón airport in Madrid.

The company has two further operational bases in Gerona and Valencia.

Gestair Group is adapting to meet the needs of the current business climate. “Due to the unusually pronounced economic downturn we’ve adjusted our strategy regarding operating our own aircraft, concentrating again on where we have 30 years of experience, and what we know best, and that is managing the aircraft of our clients,” said Jose Ramón Barriocanal, general manager of Gestair Private Aviation.

“In this respect, and despite the crisis, we’re constantly adding new aircraft to our fleet, including recently a Learjet 60 and a Premier I.”

Jose Ramón Barriocanal, general manager of Gestair Private Aviation.

The current fleet size is 26, including short, medium and long/ultra long range aircraft ranging from Citation CJ1 to Gulfstream 550 and Global Express. Gestair has not become involved with VLJ operations, considering them unviable at present, but would be

happy to manage such aircraft for owners in the future.

Ramón is looking out for business opportunities alongside aircraft operations: “We are constantly analysing the market, not only in the FBO division but also in the private jets and maintenance areas.”

In the past year Gestair Group and Iberia, the Spanish flag-carrier, announced the creation of Corjet Europe, a centre for private aircraft maintenance in southern Europe.

Regarding the FBO division, it is currently focusing on organic growth rather than acquisitions, extending its local FBO network and improving facilities. “Our new FBO at Barcelona El Prat airport is raising the bar in terms of comfort and efficiency in the Spanish business aviation market,” says Ramón.

Another leading company, CoyotAir, which deploys more than 20 helicopters in Spain and is developing infrastructure for operations throughout South America, enjoys a wide base of operations. It can call on 13 AS350s for aerial works, rescues and forest fire fighting; four AS355s for forest fire control coordination, film and photography; and four EC135s for air ambulance and vip transport.

Francisco Lucas, md, says: “CoyotAir Peru is creating an infrastructure that will allow the group to operate in the rest of the Latin American market while in Spain the group is also committed to further investment that will ensure it continues to meet the needs of clients including the government.

Investment and diversity of activity has been our philosophy since launch.”

CoyotAir, founded in 1998, and a charter operator since 2000, was launched by its president, Thierry Servant, a pilot whose business experience included working for L’Oréal Corporation, and Francisco Lucas, a pilot with more than 9,000 flight hours.

“There was a dearth of new, flexible and versatile helicopters in Spain that could be adapted for a variety of missions,” says Lucas.

EUROPEAN BUSINESS AIR NEWS

“We decided to acquire new stateof-the-art helicopters that could service at least three sectors – air ambulance, aerial works and passenger transport.”

Lucas says that CoyotAir believes in keeping up with the latest maintenance and overhaul standards including ISO 9001 and ISO 14001, Design Organisation Approval and CAMO (Continuing Airworthiness Management Organisation) and is now aspiring towards CAMO+. The group's own Part 145 maintenance centres are based in Cuatro Vientos, Madrid, and Alcazarén, Valladolid.

“The company philosophy is to search for new international development opportunities that leverage our expertise,” says Lucas.

“We have transferred the expertise we have built up in Spain to Peru where we operate the AS350-B3 and AS350-B2. These are the most suitable helicopters for a terrain where aerial works such as prospecting, provisioning and surveillance of the mining, oil and fuel companies take place between heights of 9,000 ft and 16,000 ft.

CoyotAir Peru is the first aeronautical Spanish company to be set up in the country with 100 per cent Spanish capital and has held an operating license since April 2008.”

The headquarters are in the Miraflores district of Lima with operational bases in Ayacucho and Tarapoto.

In Spain CoyotAir conducts surveillance of power lines, transports building materials and sculptures and refurbishes mountain shelters. “In addition, we carry out different leisure flights ranging from sightseeing, golf, hunting and motor racing,” says Lucas.

He adds that CoyotAir has, for the last six years, been the sole provider of live broadcast and filming for news, sports, documentaries for TVE, the main television chain in Spain. It also works for other television and film companies.

“Sunny Spain’s idyllic landscapes attract makers of movies and TV programmes and CoyotAir provides them with a comprehensive choice of experts and technical equipment enabling the broadcast of live images with side and frontal platforms with gyro stabilisation,” Lucas adds.

Equipment includes a Cineflex high definition camera, a digital Wescam camera system and base to broadcast live images.

CoyotAir has invested in the latest equipment to fight forest fires. “Our helicopters use helibuckets and belly tanks,” says commercial manager Rafael Torres. “These are efficient systems that are built into the helicopter. They are lightweight and easily foldable systems that have proved worldwide to be the most efficient weapons in aerial firefighting. Any helicopter offering that equipment converts itself into an efficient and independent firefighting tool, enabling it to launch the largest amount of water quickly and safely at the optimum time.”

Back in the fixed-wing arena, Jacint Puigmarti, commercial director of Corporate Jets XXI, says the economic downturn means that his company will focus on expanding aircraft management and will not, at present, further add to the company owned fleet.

But despite this change in direction, the company expects to receive a new Falcon 2000LX by October 2009 to complement its Falcon 900C and two Citation XLS. “All aircraft are based in Barcelona and main demand is for business travel,” Puigmarti says. “Once the 2000LX arrives, and depending on economic outlook, we will decide whether to look for other places to base our aircraft.”

APRIL 2009 11

and its Falcon 900C. “At present business is not growing and we expect to average some five to six hundred hours a year per aircraft,” says Puigmarti. “We receive many CVs and enquiries from pilots and only hire the ones we consider the best qualified.

Unfortunately we do not have vacancies right now.”

Corporate Jets XXI was formed at the end 2006 and started commercial operations in May 2007 with its first XLS. The Falcon 900C was added to its AOC in July 2007 year and the second XLS joined the fleet in April 2008.

Companies that have already invested in new aircraft include Faasa Aviación. Jesús Carramiñana Arambilet, director of operations, says the company’s fleet has been rejuvenated. “We have acquired new Agusta A119s, four of them last year and four this year.”

Faasa Aviación is a veteran of Spanish aviation, having been formed some 42 years ago. It now

Zorex’s Angel Nieto, Vicente Santamaria and Ignacio Riera are pictured with a Repsol Moto GP racing team.

He says: “The XLS was chosen for its near midsize business jet cabin and its light jet operating costs. Also its range capability makes it a suitable aircraft if clients wish to reach any destination within Europe and North Africa. The Falcon 900C is

a very interesting and reliable aircraft for flights from Europe to the US, Africa or the Middle East.”

The arrival of the 2000LX means that Corporate Jets XXI will be operating two aircraft acquired new alongside its pre-owned XLS

SPANISH REGIONAL REVIEW

operates 14 A119s, six B412s, four B212s, four H269s, four AT802s, three Ka32s, an A109 and an AT802A and its major focus is on fire fighting operations for the Spanish government. However, there is a strong emphasis on other kinds of aerial work, air ambulance/ medevac, offshore transport, and photography and film services as well as sightseeing and leisure.

“We increased the business turnover by 17 per cent last year,” says Arambilet, “and we are confident that the aerial works sector, with the focus mainly on fire fighting, will continue to be good in 2009.”

The company has bases in Cordoba and Jerez, and reports that many thousands of clients have used its helicopters over the years for

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SPANISH REGIONAL REVIEW

leisure trips in Spain and also for vip transport in Europe and North Africa.

“Our helicopters offer a range of capacity from seven to 13 passengers and this provides great flexibility for both leisure and business use,” says Arambilet. The company also has TRTO and maintenance operations.

But despite diversification and fleet renewals to attract new clients all charter companies in Spain are affected by the economic realities.

Aeronaves del Noroeste (Airnor) has three bases – Helipuerto de Guillade, Pontevedra, Santiago de Compostela and Torrejón. As well as a good geographical spread it has a diverse base of operations including passenger, freight, air ambulance/ medevac, survey and surveillance, photography and film, aerial works and fire services. Still Julio Dorado Alvarez, operations manager, confirms: “The market is very hard.”

But, he says, Airnor has the benefit of good facilities and has no difficulty in finding qualified and experienced pilots for aircraft such as its most recently acquired Cessna Citation 500SP. Mayoral Aviation’s long-standing strategy to develop the medevac side of its business since 11 years ago pays dividends in times of economic slowdown and 2009 has proved no exception.

“It is a steady business whereas

Paulo Phillips Vassar with Mayoral Executive Jet’s new Hawker 750 at the company’s Malaga home base.

executive charter is more subject to change,” says director of marketing Paulo Vassar. Owned by one of the

largest Spanish entrepreneurship groups in the textile industry, the company launched 23 years ago,

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and now offers executive charter, aircraft management and consulting, registration and licensing of aircraft as well as maintenance in the south of Spain. But services to Morocco, Algiers, Libya, the Spanish territories of Melilla and Ceuta, and to the rest of the north of Africa, are important facets of its business.

Spanish companies working in industries including oil and gas need transport and medevac services on a regular basis.

But, at launch, the business direction was very different. Vassar says: “In 1985, the company, named Dominguez Toledo, SA, was incorporated in order to satisfy the parent company’s need to move its sales force and designers around Europe.” Another driving force for the corporate aviation venture, which now operates under the Mayoral name, was the owner’s enthusiastic interest in the world of aviation.

The company’s fleet has been recently augmented. It now has three Piper Cheyennes, two configured for six passengers and the other for five: two Falcon 100s, designed to carry six or seven clients. These aircraft are devoted to both air ambulance and executive flights. Vassar says: “We provide experienced medical teams for assistance during the flight. We have worked hard to develop speed and efficiency and, in less than 30 minutes from confirmation, an air ambulance can take off from our base in Malaga. As well as north Africa we cover all of Andalucia, including the main points of Seville, Cordoba, Granada, the Spanish islands, and our aircraft also have the range to service European cities including London, Paris and Berlin.”

A new Hawker 750, configured for eight passengers, is devoted to executive charter, as is the Falcon 200 which seats nine passengers.

Vassar says: “Overall business has slowed down but medevac is a steady sector. We think that the first six months of 2009 will be down but that business will pick up again in the summer and then remain on the rise through to 2010.”

Top Fly, established in 1991 as a charter operator and training centre for pilots and flight attendants, can deploy around 30

aircraft and pilots to service a wide variety of commissions.

Jorge Garcia Veguin, gm, says: “We have two aircraft dedicated to banner towing, one aircraft for vertical aerial photography, eight for oblique aerial photography and four helicopters to cover other market needs like aerial observation and filming.”

He adds: “The key to maintaining business is flexibility. Clients can implement their own bespoke programme taking the advice of one of our professional pilots and specialist photographers provided by Top Fly or they may opt to work alongside their own photographers.”

Veguin reports continuing demand for civil works surveys, topographical studies, urban city planning, rural estate overviews and executive charter commissions from sports clubs.

“Having been recognised as an air services company, Top Fly is authorised to conduct observation flights; flights to pinpoint possible filming locations, assist in the tracking of wildlife; inspections of high tension towers and electrical power cables, the observation of fish and forestry and atmospheric studies. We have 20 aircraft dedicated to this sector.”

The courses run by Top Fly’s international pilot school focus on pilots and flight attendants and have 13 dedicated Tecnam P2002 JF light aircraft which can run on unleaded petrol and comply with the European rules regarding aviation fuel which will come into force in 2010.

The company also has an MRO centre based at Sabadell with services for aircraft including Cessna, Diamond, Piper, Metro and ATR. Santiago Zorrilla, director and flight coordinator of Zorex Air Transport, confirms that the charter marker in Spain is slow but the company has used its initiative to establish a new base at Liege to work in tandem with its Zaragoza headquarters. It also has the facilities to carry out its own maintenance and the ability to carry out passenger, freight and air ambulance/medevac

Corporate Jets XX1 aircraft are based in Barcelona.

work using its fleet of three Metro Merlins. Zorrilla says: “There are lots of pilots looking for a job, but they don’t have enough experience for the kind of operation we do. The main problem now is that all the costs in aviation have increased a lot but prices have fallen.”

Zorex reports that it does not do a lot of passenger work, but in 2008 it flew a show dog and owners from Crete to the UK. Heliair Marbella is enjoying a higher level of business since bringing a new EC135 into service to replace its Bell 206. “Both take six passengers plus the pilot but the EC135 has many advantages over the older aircraft,” says md Ana Perez.

“The 135 is much better for use as air ambulance offering much greater speed and comfort.”

She says that Heliair Marbella is enjoying good demand for air ambulance services from both the government and the private sector but that the company also fulfills demand for passenger charter and photograph and film commissions.

EUROPEAN BUSINESS AIR NEWS

APRIL 2009 13

Simple catering for a time when every penny counts?

Based in Madrid, Sansala (RestoVite SL) specialises in sandwiches and salads with an additional menu of simple foods that can be heated on board, serving various major airlines.

“Knowing UK operators, who are cost conscious and having travelled on private aircraft on numerous occasions I know that on short sectors, fresh sandwiches are adequate, backed up by an assortment of paninis should someone like something hot,” says the company’s Phil Hutchinson.

“However, the mentality here is somewhat different; only catering provided by the airline caterers at enormous expense is

Vitoria-based Nordjet Airlines is assessing when might be the best time to supplement its Citation 550 with a second aircraft. It believes that the time is not right to expand from the charter point of view, but that it is a buyer’s market for aircraft so the situation has to be weighed up carefully. “An aircraft with a longer range would be a useful addition to our operations,” a spokesman said.

Nordjet’s activities are diversified across aerial works, freight, passenger, photograph and film.

After the Eclipse Spanish operators that have had to change the composition of their fleets following the bankruptcy of Eclipse include Jet Ready and Taxijet.

Jet Ready has adapted its charter launch plans to include the acquisition of other types of VLJ following the aircraft manufacturer's bankruptcy in the United States last year. “We are preparing to launch operations in May from our base in Valencia,” says md Ignacio Garcia.

“We have three Eclipse 500s which we maintain ourselves and will now be looking to augment them with other VLJs. Obviously the Mustang and the Embraer 100 and 300 aircraft will be among those considered.”

Garcia says that Jet Ready intends not only to add more aircraft but to expand bases of operations to Barcelona, Santiago, San Pablo and Zaragoza.

“The company will focus on executive charter for midsize corporations,” says Garcia. “Despite the global economic slowdown the business model is sound: in the airline sector you have low cost jets: in the private jet sector you have VLJs that can operate at a much more competitive cost than the larger jets.

In addition to this cost advantage we have the benefit of our own maintenance centre.”

Jet Ready has been talking to potential clients for several months and Garcia says that the cost and efficiency advantages of the company's offering are well appreciated. “The companies will be able to use our services to do business abroad in the UK, France, Germany and central Europe as well as throughout Spain.”

Last year Eclipse Aviation filed for Chapter 11 protection in the United States Bankruptcy Court for the District of Delaware, but has since entered liquidation and ceased all operations.

Taxijet, which launched in Spain to manage Eclipse 500s for businessmen in the Catalunya region, is switching its immediate charter operations emphasis to Mustangs with longer term plans to add Phenoms or HondaJets.

Sales and marketing director Franc Sanmarti says five Mustangs

I N D U S T R Y

N E W S . . .

sufficient. Multiply the difference in cost over a year on an aircraft that is operating across Europe on short sectors and the cost difference could be quite substantial to the operator, especially if there are a number of aircraft involved. Unfortunately the ‘crisis’ has touched everyone and every penny counts.”

So far Hutchinson’s cost-cutting suggestion has not made an impact: “To date we have been able to work with only one company supplying sandwiches and salads designed by top chef Ferran Adria – for crew meals. This has now dried up as I assume the crew do not like cold meals!” he said.

Existing DA-42 owners will be offered upgrades to the new Austro engine.

Taxijet: emphasis on Mustangs.

will become operational in 2009 in Madrid and Sabadell, 10 kms from Barcelona. “We are carefully assessing the best way to expand our fleet in 2009,” he adds. “The 900 metre runway at Sabadell means that the HondaJet could be the best option for expanding our fleet but we are also assessing the Phenom 100.

Much depends on prices, availability and certification.”

Taxijet established maintenance facilities and offices at Sabadell during 2006 and took delivery of an Eclipse 500 in December 2007.

Demand for VLJ charter, says Sanmarti, has held up reasonably well in the economic downturn with continued interest from businessmen in Taxijet’s home market of Spain and Andorra.

“Executives are inclined to charter a very light jet when they are not prepared to book the more expensive larger jets,” says Sanmarti. “We will, however, be focusing very much on our home market this year. Key European destinations such as Geneva and London might become more important in 2010 depending on market conditions.”

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The details can be accessed online through a search of aircraft operated or the airport bases. For more information please visit www.handbook.aero

Austro-powered DA42 begins deliveries Diamond Aircraft has received a type certificate for its DA42 NG, powered by the 170 hp Austro Engine AE-300. “We are delighted to be able to resume volume deliveries of the DA42, less than 11 months after the insolvency of TAE”, said Christian Dries, ceo of Diamond Aircraft Industries. “The DA42 NG is better in every respect with much improved performance, increased gross weight, even better fuel efficiency and the Garmin GFC 700 autopilot and is prepared for Garmin Synthetic Vision System.”

Existing DA42 owners will be offered an upgrade to the Austro engine, and Diamond is planning a factory free scheduled maintenance program to extend the TBO of the engine from 1,000 to 2,000 hours.

7X cleared to land at LCY The Falcon 7X has received approval for operations at London City Airport after a process which began in April 2008 when Dassault was granted steep approach certification for the Falcon 7X. Approval flights at London City were performed on October 10th, and dedicated Noise Abatement Departure Procedures were developed and approved by the EASA’s Joint Operational Evaluation Board soon after.

Air Culinaire puts London on the menu US-based chain of in-flight catering services Air Culinaire has opened its first European kitchens in London.

It will provide catering to any airport in the London area, claiming quality to rival “any five star restaurant in New York City”.

FAASA to service AW119 in Spain

Rolls-Royce has forecast a market for new helicopters characterised by near-term softness followed by a resumption of growth. Over a ten year period total helicopter deliveries are predicted to be more than 15,000 units, a slight increase on the company’s market forecast in February 2008. The civil unit forecast has increased by five per cent, primarily due to new entrylevel turbine helicopters. “With the oil and gas industry, police, air ambulance and defence ministries all looking for new, purpose-built aircraft, the demand for and benefits of helicopter usage are clear,” said Ken Roberts, president of the RollsRoyce Helicopter Engine business.

Dassault hosts ‘E-Forum’ The first “Falcon E-Forum” was recently hosted by Dassault Falcon, and this will now become a regular internet based seminar designed to provide an exchange of information and best practices with Falcon operators. Thirty two Falcon 7X customers from the United States, France, Mexico, Brazil, Switzerland and the UK took part in the first session. The seminars last approximately one hour and focus on one specific topic of interest (or model series) per session.

Embraer has named the Riyadhbased Al Saif Group as its authorised sales representative in Saudi Arabia.

The Group will be selling the Phenom 100, Phenom 300, Legacy 450, Legacy 500, Legacy 600 and Lineage 1000 aircraft.

Blackhawk boosts Conquest I

R-R predicts strong helicopter demand

Eagle Tugs has appointed Franke Care System in Germany to distribute the TT-series aircraft tractors throughout Europe. FCS has purchased a demonstration unit to tour the continent.

Saudi representation for Embraer executive jets

FAASA Aviación has been appointed an authorised service station for AW119 single engine helicopters in Spain. The company has ordered twenty AW119s so far, with twelve units already in service.

Blackhawk Modifications has received EASE approval for the use of Pratt & Whitney PT6A-135A engines on the Conquest I. The XP135A package can be installed

by MCA Aviation in the UK, Beechcraft Vertrieb und Service in Germany and Ruag Aerospace in Switzerland.

Eagle tugs distributed from Germany

PremiAir is latest Raisbeck dealer

Sir Alan Sugar – first to land the Garmin GPSMAP 695.

Amsair first to see Garmin portable maps High flying entrepreneur and ‘Apprentice’ TV programme boss Sir Alan Sugar is the first customer in Europe to get his hands on Garmin’s newly-launched GPSMAP 695, a portable aviation navigation device, for his fleet of Amsair Legacy charter jets and his personal Cirrus SR22 light aeroplane.

The GPSMAP 695 displays a map similar to a standard enroute chart and has important features such as high and low airways, minimum enroute altitude (MEA) and leg distance. The 695’s IFR map mode also offers more situational awareness than traditional charts because it subtly displays major visual reference points like rivers, county boundaries, motorways and rail tracks from Garmin’s built-in basemap.

PremiAir’s newly opened fixed wing maintenance facility at Oxford Airport has become an authorised dealer for Raisbeck aerodynamic upgrades. In collaboration with Hawker Beechcraft at Chester, PremiAir has worked with Raisbeck products previously, most recently on the installation of a Crown Wing Locker System to a King Air C90GTi.

Sikorsky brand goes global The Schweizer S-300c, S-300CBi, S-333 and S-434 helicopters are to be rebranded as Sikorsky Global Helicopters, alongside the S-76, S-92 and H-92 models.

Citation centres for Belgium and Austria Cessna Aircraft Company has appointed FlyingGroup in Belgium and JetAlliance Technical Services GmbH in Austria as new Citation authorised service facilities.

FlyingGroup, based at Antwerp is authorised for all Citation models, except the Citation X. JetAlliance of Vienna is authorised for 525, 680 and 750 models.

EUROPEAN BUSINESS AIR NEWS

14 APRIL 2009

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Citation CJ2 Flying Beauty! Travel in style with the most beautiful Citation CJ2+ on the market! Year: 2007, SN: 525A-0362, TT: 644 hours. JSSI, EU-OPS. 6+1 interior. Steep approach option. 5.4M USD. Tel: +43 2252 4088 1208 Avia Consult Flugbetriebs GmbH. Web: www.avia-consult.at. Email: used@avia-consult.aero

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DA42 Twin Star 2007, 500 hours TTSN, ex IFR air taxi operated. Four seats, 160 kt, >600 nm range very low DOC. G1000 + King A/P with AltSel, options : ADF, DME, Storm, long range, known ice TKS system, “F” reg, based LFPA will be sold to best offer Email: DA42ah@free.fr

GULFSTREAM

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

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BUSINE

E U R O P E A N

SS AIR

Sloane proves one Bell that beat two halve s s

ISSUE

117

July 2002

NEWS

Sloane 206B Helicopter helicopter s has after to its added a Bell what AOC in director operationa the UK Paul Forster “very l services long, registration laborious described and painfulas a .”

The repotentialcompany additionfirst spotted months in Greece the ago. on a “We trip were 12 company and noticed over there two aircrafthad started a charter to cannibalis to flying.

We thenkeep one of e both machines put a silly their fleet on it,” he said. and they bid in for took The project us up out to make of one aircraft designatedthe parts was for any Sloane’s initially spare-time engineers But after had. that a particularl it was y busy workers decided should that a coupleyear the completio be point n. “Fromdedicated of of to the smoothly, view builders’ any real particularl it went y as there very urgency.

“It was wasn’t only finished after around the work that it four became months had Greek a nightmare ago bureacrac documenta y regardingdue to tion. In thought fact we An EBACE the it wouldn’t miraculou eventually press Toulon-Hyere happen, conference explained sly it s Airport. but then provides Forster. came through,” (L-r) Jonathan the The setting Soper for Signature flight Bell will mainly (Signature), training be used came BernardFlight Support and charter. on the for Lecat, to only Bernard join forces “It just done fleet 10 days Stouff with the some some (both French of self-fly ago, so it’s CCI), Chamber they’ve the members Louis hire Demarque with of Commerce all reacted down said Forster. and Peter and positivelyhere but Whitehead Industry The to it,” (both in establishing One of promote company Signature). a handling Europe’s the aircraftdidn’t Full story, developer work facility start largest was completed page until at to s with 14. time the paper Embraerhas placed real estate to Spain’s there’s start: “It’s , so now was an order us to for a a nice a brand start ment Fadesa made Legacy aircraft. been machinethe airplanes selling completely new interior at and that the this year’s the announce delivering in Europe. delivering “It charters resprayed. and – EBACE, aircraft it’s company’s fills the our first We’re Europe at £480 adding marketpla would also next replace September existing down niche for those per hour we’re month airplane airplanes ce. We’re to the Hawker into unable of this wanting and and although Grand the races customer’s The 700 in may not into Europe delivering year.

(Ascot, to to disclose two Coruña, Legacy will having Prix and name, Epson), go seem this GV Executive it’s a beginning an like much year which the operator be based floats the where the headquart Battersea,” is that advantage of Zurich.” the company to grow but in La and TAG Aviation will be it can corporate ers, and substantia we think for us, also go of This is he added. has to showcase used it's going “At the to lly.

Sloane’s Portugal, missionswill carry its compleme this year’s the largest current only Bell office out its time, Romania nts its EBACE to Spain, where 109s. facilities new handling 206B the US America, market, “After Fadesa The FBO and and at Geneva this I’d range of Squirrel is currently Morocco, and “We where followed by is still sales Agusta its old moved just like to on the in Brazil.”

South Airport. we’ve aircraft,” were looking active. could put had find somefleet (which a Twin considered premises, ten metres An extra some for a financial said Jose and also from I know in Europe incentive good too small which increase director. Luis Macia, larger an EC-120,” business I were for to buy in traffic to handle was the announce reliability, “Our main Fadesa The company said Forster. for) Legacy operators value. passing the criteria cabin Legacy aircraft metres-squ ment through. moved volume became The Legacy Care is of the programm into the Pilatus 1,500-met ared handling and (TLC) the best, very Total only choice.”

300maintenan makes quickly scheduled e. The programm that is administra res-square facility complai to say ce and Speaking d maintenanand unschedul a month tive headquart e covers the European nt to to EBAN's at the after ce during JAA period ed airframe show, JAA certification Handling completion ers in April, Sam Embraer Richard after the five-year customer’s Evans Hill for Embraer’s .

Christian the Swedes Page 4 is expected supervisor missions said: “Mostvice chairman delivery said: Legacy. it’s important When aircraft. imminently “We moved of a of Fadesa's 2,000nm will fall John selecting for air launch website the customer Embraer in the facilities because to have the TLC charter category occasionaor under certificatio is now pays although brand Aviation in Geneva. of a fixed or operator program, They’ve lly need n, whichwaiting new expects PrivatAir they were airframe of for JAA here, hourly to fly a Legacy will also and Jet Hill planned already so maintenan 3,000nm. order next month. rate going hours says got several Portugu businessit was important Page 5 brings for to to move he the Legacy the totalWhile the Fadesa “We’re the US. ese delighte parameterflown andce based on the centre.” trips to be include with Citation order and see delighted in this the to 74 options, s. Said The operationa covers book firm a larger a quick departure it as a with d facilities virtually a spokesman the order real breakthrou Legacy’s we asked orders and for l base X addition refrigeratoprivate lounge lounge all the : “This and Europe. popularity Hill about 94 and operations gh for heavy airframe internet r, coffee with specificall the line, making He said: “We’ve maintenan Plus: leaving machines DVD, to concentrat Page 9 another access. Along y in Where inroads the customer ce and spacious of his with into thejust started same and charter Legacy.”e on the best this is free equipmen lounge European utilisation in Ireland who to accommod TLC is with t, which based the ate crew on a minimum lounge a group of twenty. can passenger has a Pages of 400 Continued direct The 12-13 maximise s arrival view on page of the 16 in time efficiency. order to “We Continued are

All fo r one at Toulo n

Registration __________________________________________ Type ________________________________________________

How is your aircraft used?

Corporate Scheduled

Charter / Air Taxi Other, please specify

_____________________________________

08 09 ok of

HANDbo viation sa busines pe in Euro PEAN

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on page

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Signed ______________________________ Date________________________________

NEWS

Europe – UK£40 USA/Worldwide – UK£70

BUSINE

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Air Entre offers longprise flights with haul Falcon its 900

SS AIR ISSUE

108

SEPTEM BER

2001

Adamantis

NEWS

has purchased 900, which by charter is currently a Falcon Air Entreprise. and managed sales Vice broker president said: “The Arnaud because owner Poisson aircraft he wanted chose the 900 with also keen a large a long range available to have cabin. We were such of our in our charter an aircraft fleet, charter customers as many a long were asking range So far aircraft.” to the have included Falcon’s destinatio and the Africa, US. the West ns Air Entreprise Indies Falcon also 50 and manages Aerospatia owns a le Corvette. a twin added: jet for our “The Falcon Poisson private image. We 900 is very have good presidents individual a mixture of and show s, so obviously company business attract such stars, aircraft a great deal an aircraft of interest.” will existing is an addition The fleet.

Air to the hangar Entreprise and a has its a large private Le Leeds-Bradf terminal combined Bourget, ord based at Paris maintenan with Multiflight handling base, will be Poisson ce departmen the first and ts. said: UK owner working ”We on expansion are of a BBJ2 yet to currently when decide plans, the green to put what but have level of aircraft in. is handed investmen “The over at t strong French charter the end and not of September. by economic particularl market See full feel variables, y affectedis story that on page More the so we affected than 12 don’t by the investmen two and elapsed t will US slow The a since be a VFW-614 Muk Air half years market company has down.” have has remained found aircraft started register. explained: With that the With TCAS on the putting stable, the aircraft “The Werjefeldregard to very Danish Poisson private special, the vip is now recently installed, and passenger says jet market main small available number as it only strengths one of the market, Ruben for freight charter land on Conseque of people concerns is and if aircraft’s lies Werjefeldt but you a tried world “In an short runways.in its ability introduce ntly it’s the plane, consider in , he’d says owner the square to He told how longthe first place never difficult wide. loaded, 18-seat configurat although new ideas and ACJ.” it’s only have EBAN: area it onto the beaten to fractional CitationI can land at appears He said: was going if he’d known ion fully by the of market, Air Taxi Asked to take. any airport to be II can BBJ somewhat “It’s has purchased down succeeding ownership customers whether The company been from that a as short land at. potential a long problems political Regourd .”

We market may a King as 800 an old operations has to be metres can get Air 200 Aviation. aircraft, fret over the charter included which we fight. Early and and believes relativelyfound the aircraft if we Florent manager had to Werjefeld safety on, sales Ground are maintenan both buoyant said: “The of overcome “The it will same has been Jean said: King support price continue also, maintaine "The company way Pierre Air of being “It took ce issues. as the Flight; to grow. perfectly. because and d in the chose pushed aircraft it convince me a year is currently the US market, down normal everything British Queen’s around The range suits our and a Airbus by the needs life-cycle.” has been since which Europe half deflated to then, cabin 1,500 nauticalof the aircraft In terms has knocked halfover the cooperate to holds half, they he said. and increased confident of economics passenger between miles and is but last year onto have been the seven “During demand,” the 614 that for , and a configurati s, depending very supportive and nine the right Muk Air is could an educated the certificatio on.”

Werjefeld present customer, upon Air Taxi Squirre crew the loss n process,. our explained: a huge it with is based and operates of revenuewent elsewhere An example Greek l hops betwee business digit “If you saving. in Tours, similar numbers.

by MukAir of the concentra went compare and as a charter islands France capability aircraft which VFW-614, going into sevenn for charter.

If I’d ting want to take client company now offered solely and to offer base. tried this long, known it light on a of the go somewhere space, and Geneva The company made to – I’d never was French runway you attractive do it.

Page 4 a where 46,000 which is the price might There internationumber has already have 604 to manage unheard the size pound things be an of is half Muk aircraft.” you can are more roster rs add ask. A The incentive of for issue, cross-channal flights,domestic Air’s what Global then do.” a configured and 614 aircraft 614, Falcon particular Express, others would Inverness nel, including: for says 900 would passenger to accommod Werjefeld, vips to PC12 Gulfstream there. ly can be getting Customers fly in and Page 6 “It all Oxford, s or does a freight. or he said. has a fully grows fractional for the ate 18 or Farnborou Tropez. down on have a challenge are from stand-upnot end scheme Helmut purposes 44 La Maule corporategenerally apace hopes It is the latter gh.

614 a I’m half I don’t have vips, ranging individual cabin,” Kohl to pursue lot more which of executives any problemin St the Werjefeldt Muk Air s and “You have before preferred the French “Converseprice. to private Venerab the Challenger : “There’s the most. and celebrities freight. have an internatioly, if strong charter market a hot a big first class If you’re less troubleSaid you’re . “The operato le helicopt Page 8 s. have at the stand-up oven, refrigerato considerin compare delayed, seat, is to nal know moment. not in er you trip, passengerbook hotel toilet three r clocks what you tables we couldn’tg with three I don’t very rs, large climate has led and up million where rooms don’t s; if aircraft. any really one you wanted. you couldbig mahogany to the miles, for vomits; it is a little of these of the but it is possibly With present play roulette US market,” turboprop, bumpy, 44 1,300 we’re and for the “In the When German nautical no interconti way no one if you fly if explainedinfluence Page business asked people for intra-Euro nental too wants chosen in why the Cheyen broker offers 10 who want jet market, Florent. short a refund.” a more range very competitiv pean ne II for purchasea particular company the extra it’s for than you but trips, had JET, it’s an aircraft, ly slow space. have sale “If a e.”

Muk Air we’d time in larger It’s a be company Plus our Dornier Florent to has been than sufficient Page 14 replied: 328 the Gulfstream on a another 614 Danish full years number cannot offer charter and will US register which has review of aircraft a Danish elsewherethen customers soon for two register. be added for . We despite will look bought to the Page 16 the aircraft we are market conditions - 18 hoping in demand and expecting, because in the foreseeable for a rise future.”

Challenger 605 “Pininfarina Edition” S/N 5728: Brand new! Immediate delivery! Factory warranty, crew and maintenance training.

JAR-OPS and EASA compliant, +USD $1.2 million in options. Live television system, supersized 21” monitors, and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com. Email: sales@aerotoystore.com

plus Handbook

Citation CJ2 Sensational chance: SN 102, Top condition, year of constr. 10/2002, TT 1,365 hours, 970 landings, 2+6 seats, completely equipped, all SBs, hangarbased in EDDK (Germany), 1st hand from private owner, Price: US$ 4.5m. Tel: +49 2645 131 4407 Email: management@wirtgen.de

Leed UK’s firs awaits

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

800XP SN: 258382, TT: 2,440 hours. On CAMP. MSP Gold. RVSM approved. JAR OPS-1 & EASA compliant. Nine-place executive interior. London City Airport approved. Tel: +44 1825 713988 V & E European A/C Sales, Ltd.. Email: d.mcd@virgin.net

200

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G150 Like new! Go further than anybody else the perfect upgrade! Year: 2007/2008, SN: 245, TT: 368 hours. JSSI Tip To Tail, EUOPS. Stunning interior, loaded with options. Spare parts kit included. 13.57m USD. Tel: +43 2252 4088 1207 Avia Consult Flugbetriebs GmbH. Web: www.aviaconsult.at. Email: used@avia-consult.aero

HAWKER BEECHCRAFT

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Spanis deploy h developer Europe ready to ’s second Legacy

Citation CJ2 Loaded! Maximise your productivity with the leading CJ2 on the market! Year: 2003, SN: 525A-0168, TT: 2,033 hours. JSSI, IATA Care, EU-OPS. Six passengers, Cabin Call, Cabin Briefing, Steep Approach. 4.77m USD. Tel: +43 2252 4088 1208 Avia Consult Flugbetriebs GmbH. Web: www.aviaconsult.at. Email: used@avia-consult.aero

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

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Global Express S/N 9139: New Pininfarina Edition interior. Factory warranty. 1,203 hours TT, JAR-OPS compliant, engines on Corporate Care, Smartparts, heads-up display, Triples, 13 pax w/four place conference group midcabin and 16G divan aft, forward & aft lavs w/vacuum flush toilets and more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: www.aerotoystore.com.

Email: sales@aerotoystore.com

Citation Excel 2003, S/N 5318: 2,660 hours TTAF, engines & APU on Power Advantage, SATCOM, TCAS II, EGPWS, UNS1ESp/provision for 2nd, HF, Proparts, MSG-3 maintenance, nine pax interior, excellent condition! JAR OPS 1/EU OPS 1 Qualified. Tel: +1 713 681 0075 or +1 201 445 5660 Par Avion Ltd..

Web: www.paravionltd.com. Email: info@paravionltd.com

Premier 1 First registered December 2005, JAR-OPS 1, UK-based Premier 1. Fresh from 1,200 hours check. Only 990 cycles. Great cabin.

Fast. Low DOCs. Priced to sell US$3.85m.

Contact: Roger Stainton, JetFlight Ltd, Tel: +44 1353 661636 JetFlight Ltd. Email: JetSalesUK@aol.com

PIAGGIO

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Global Express XRS “Pininfarina Edition” S/N 9281: Brand new! Fly home today! Full factory warranty, pilot and maintenance training, JAR-OPS 1 compliant, HUD, Triples,

Citation XLS Fresh maintenance. Increase your flying experience with this beautiful Citation XLS! Year: 2006, SN: 560-5668, TT: 1,209 hours. ProParts, JSSI, EU-OPS. Eight passengers, large lavatory. Fresh 1,200 hrs inspection. 10.6m USD. Tel: +43 2252 4088 1207 Avia Consult Flugbetriebs GmbH. Web: www.avia-consult.at. Email: used@avia-consult.aero

Avanti II 1/4 or 1/2 share on new Avanti II, based in Europe, Corporate 1 interior, contact Winair, GermanyTel: +49 6332 97200 Winair, Germany. Email: info@winair.eu

UNIQUE BUYING OPPORTUNITIES. ExecuJet exclusively offers not only a selection of quality pre-owned aircraft, but also over 20 International Sales Directors, the biggest sales force outside of the USA to ensure your aircraft receives maximum coverage. Should you wish to market your aircraft for sale, please contact us as we are currently looking for new inventory. ExecuJet’s stringent safety standards ensure all aircraft have undergone thoroughly documented operation, repair and are presented in impeccable physical condition. ExecuJet is also a member of the National Aircraft Resale Association.

GLOBAL 5000 VISION – NEW 2012

GLOBAL 5000 – MARCH 2009

CHALLENGER 850 – NEW 2010

CHALLENGER 605 – FEBRUARY 2010

CHALLENGER 300 – DECEMBER 2010

Serial Number: 9480, Year: 2012, Configuration: 13 Passengers, Avionics: Rockwell Collins Pro Line Fusion, Exterior & Interior still to be specified, Price: US$ 46,500,000

Serial Number: 9311, Year: 2009, Configuration: 13 Passengers, Engines: Rolls Royce BR710-A2-20, Avionics: Honeywell Primus 2000 XP, Exterior: Still to be specified Price: US$ 37,995,000

Serial Number: 8110, Year: 2010, Configuration: 15 Passengers, Engines: General Electric CF34-3B1, Avionics: Collins Pro Line 4, Program: JSSI Tip To Tail Program, Price: US$ 28,750,000

Serial Number: 5816, Year: 2010, Configuration: 12 Passengers, Engines: GE CF34-3B, Avionics: Collins Pro Line 21, APU: Honeywell GTCP36-150(CL), Price: on request

Serial Number: TBA, Year: 2010, Configuration: 9 Passengers, Engines: Honeywell HTF 7000 Turbofans, Avionics: Collins Pro Line 21, Price: on request

GLOBAL EXPRESS

CHALLENGER 850

CRJ 200 VIP

CHALLENGER 605 – MUST SELL

CHALLENGER 604 – HOT DEAL

BEST BUY

THREE AVAILABLE

TWO AVAILABLE

Serial Number: 9015, Year: 1999, Configuration: 13 Passengers, Total Time: 4,419 Hrs; 1,691 Cycles, Engines: Rolls Royce BR 710, Maintenance: CAMP, Aircraft: CAMP, Flexible interior configurations, Price: US$ 30,995,000

AGRESSIVE PRICING

Serial Number: 8069, Year: 2007, Configuration: 13 Passengers, Total Time: 219 Hrs; 107 Cycles, Engines: GE CF34-3B1, Maintenance: CAMP, Program: JSSI Tip To Tail Program, Avionics: Collins Pro Line 4, APU: Honeywell GTCP 36-150 (RJ), Price: US$ 28,500,000

IMMEDIATELY AVAILABLE

SN: 7489, Config.: 15 Pax, Total Time: 11,800 Hrs; 12,100 Cycles, Engines: General Electric CF34-3BI, Avionics: Rockwell Collins Pro Line 4, Availability: March 2009 SN: 7779, Config.: 15 Pax, Total Time: 9,800 Hrs; 13,500 Cycles, Engines: General Electric CF34-3BI, Avionics: Rockwell Collins Pro Line 4, Availability: August 2009

SN: 5702, Config.: 9 Passengers, Year: 2007, Total Time: 1,274 Hrs; 522 Cycles, JSSI Tip To Tail Program, Price: US$ 25,500,000 SN: 5731, Config.: 10 Passengers, Year: 2007, Total Time: 210 Hrs; 110 Cycles, Engines: General Electric CF34-3B, Maintenance: Manufacturer‘s Warranty

Serial Number: 5434, Year: 1999, Configuration: 9 Passengers, Total Time: 7,795 Hrs; 4,496 Cycles, Engines: General Electric CF34-3B1, Program: GE On Point Solutions, Aircraft: Smart Parts Plus, APU: Honeywell GTCP36-150, Maintenance: CAMP, Avionics: Collins Pro Line 4 System

CHALLENGER 604

CHALLENGER 601-3R

CHALLENGER 300

LEARJET 60XR

LEARJET 60SE

CONSIDERING OFFER ACCEPTING OFFERS

BEST BUY

BEST PRICE

Serial Number: 5318, Year: 1996, Configuration: 9 Passengers, Total Time: 6,928 Hrs; 2,952 Cycles, Engines: General Electric CF34-3B, Program: APU+Engines 100% on JSSI · APU: Honeywell GTCP36-100E, Maintenance: CAMP, Avionics: Collins Pro Line 4 System, JAR OPS Compliant

Serial Number: 5166, Year: 1994, Configuration: 9 Passengers, Total Time: 7,012 Hrs; 3,199 Cycles, Engines: General Electric CF34-3A1, APU: Honeywell/Garrett GTCP 36-100E, Price: US$ 8,750,000

Serial Number: 20078, Year: 2005, Configuration: 9 Passengers, Total Time: 1,082 Hrs; 711 Cycles, Engines: Honeywell HTF 7000 Turbofans, Program: APU+Engines on MSP APU: Honeywell 36-15BD, Maintenance: CAMP, Avionics: Collins Pro Line 21

Serial Number: 337, Year: 2008, Configuration: 8 Passengers, Total Time: 535.1 Hrs; 301 Cycles, Engines: PW 305 Turbofans, Aircraft: Smart Parts and CIMMS, Price: make offer

Serial Number: 301, Year: 2006, Configuration: 7 Passengers, Total Time: 593 Hrs; 358 Cycles, Engines: PW305A Turbofans, Program: JSSI Tip To Tail Program, APU: Yes, Maintenance: CAMP, Avionics: Collins Pro Line 4, Availability: Immediately, Price US$ 9,500,000

LEARJET 60

LEARJET 45

LEARJET 45

FALCON 900EX

GULFSTREAM GIV-SP

EASA CERTIFIED

UK REGISTERED – 3 AIRCRAFT

SN: 236 LEARJET 60, Year: 2001, Config.: 7+1 Pax, Total Time: 1,726 Hrs; 1,190 Cycles, Engines: PW305 Turbofans, Avionics: Collins Pro Line 4, Price: US$ 8,750,000 SN: 173, Year: 2000, Config.: 7 Pax,TotalTime: 3,246 Hrs; 4,125 Cycles, Engines: PW305 Turbofans, Avionics: Collins Pro Line 4, Price: US$ 6,950,000

Serial Number: 236, Year: 2004, Configuration: 8 Passengers, Total Time: 850 Hrs; Engines: Allied Signal TFE731-20-AR-BR, Price: US$ 6,950,000

Serial Number: 116, Year: 2000, Configuration: 8+1 Passengers, Total Time: 1,855 Hrs; 1,581 Cycles, Engines: Allied Signal TFE73120-AR-1B, APU: Honeywell 36-15BD, Maintenance: CAMP, Avionics: Collins Pro Line 21, JAR OPS Compliant, Price: make offer

Serial Number: 046, Year: 1999, Configuration: 13 Passengers, Total Time: 3,523 Hrs; 1,467 Cycles, Engines: Honeywell TFE 731-60, Program: Engines and APU on MSP, APU: Garret GTCP 36-150, Maintenance: CAMP, Avionics: Honeywell FMZ 2000 System, Price: make offer

Serial Number: 1363, Year: 1999, Configuration: 13 Passengers, Total Time: 4,924 Hrs; 2,314 Cycles, Engines: Rolls Royce Tay MK611-8, Program : Rolls Royce Corporate Care, APU: Honeywell GTCP36-500(G), Maintenance: Rolls Royce Corporate Care, Avionics: Honeywell SPZ-8400 6-Tube EFIS, Price: on request

CITATION X

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CITATION CJ525A

BEECHCRAFT PERMIER 1A

PC12

MUST SELL NEXT Serial Number: 212, Year: 2003, Configuration: 8 Passengers, Total Time: 1,050 Hrs; 782 Cycles, Engines: Rolls Royce AE 3007 CI, Program: Rolls Royce Corporate Care, APU: Garret GTCP 36-150 CX, Maintenance: M89-3 Maintenance Program, Avionics: Honeywell Primus 2000

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Serial Number: 258095, Year: 1987, Configuration: 9 Passengers, Total Time: 7,331 Hrs; 4,125 Cycles, Engines: TFE 731-5R1H, Program: Engines enrolled on MSP Gold, APU: T62-T40C8D1, Maintenance: MSP Gold, Avionics: Collins 4 Tube EFIS, Price: make offer

Serial Number: 244, Year: 2006, Configuration: 6 Passengers, Total Time: 389 Hrs; 321 Cycles, Engines: Williams International FJ44-2C, Program: Manufacturer Warranty, Maintenance: Ces com Rockwell Collins Pro Line 21, Price: US$ 5,495,000

Nicholas McHaffey Global Head of Pre-owned Sales

Serial Number: RB215, Year: 2007, Configuration: 6 Passengers, Total Time: 214 Hrs, Engines: Williams FJ44-2A, Maintenance: Tap Elite, Avionics: Collins Pro Line 21, Price: US$ 45,000/month

Serial Number: 405, Year: 2001, Configuration: 8 Passengers, Total Time: 3,189 Hrs; 2,672 Cycles, Engines: P&W PT6A-67B, Avionics: Honeywell EFIS

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