FlyCorporate Magazine ISSUE 12

EMEA & Asia

FC

FLYCORPORATE EMEA & Asia

BRINGING TOGETHER BUSINESS AVIATION AND BUSINESS LEADERS

Olympic Dreams Gearing Up for 2012

In the Cockpit with

Larry Flynn ISSUE 12 - 2011 ISSN: 2030-0468

flycorporate.com

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4 EMEA & ASIA

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6 EMEA & ASIA

Contents 8 Meet the Team ­ 10 Reference Index

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12 Editor’s Memo 14 EBAA Interview: Fabio Gamba 16 NBAA 2011 Preview 20 Dubai Airshow Preview

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24 Ask an Expert David Dorrance, Executive Vice President, ACASS tackles the question of pilot shortages 26 The 2012 Olympic Challenge FlyCorporate talks to the UK operators ahead of the London Games 34 In the Cockpit With...

FlyCorporate flies with Gulfstream’s new President, Larry Flynn 38 Performance Driven A look at how AgustaWestland is keeping its competitive edge and what developments are in store 42 Bio-fuels It is now a question of economics

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Cover photo: Larry Flynn, President of Gulfstream Aerospace Corporation and Vice President of General Dynamics. Courtesy of Gulfstream

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Frank Gehry

Global Creativity Few creative artists become legends in their own time. among the exceptions is architect Frank Gehry, whose freeform masterpieces mark the globe. Without overstatement, his buildings have become as renowned as the people, performers and collections within. as enduring as Gehry’s architectural legacy are the medical advancements made by the Hereditary Disease Foundation. His participation as a leading board member has helped the organization raise over fifty million dollars to support pioneering genetic research.

In appreciation of Frank Gehry’s boundless creativity, Bombardier is proud to contribute to the Hereditary Disease Foundation.

I AM GLOBAL www.IAmGlobal.Bombardier.com bombardier, Global and i aM Global are trademarks of bombardier inc. or its subsidiaries. © 2011 bombardier inc. all rights reserved.

8 EMEA & ASIA

Contents

44

44 The Secret to Success What puts an FBO on a Top 100 List?

48 The Changing Role of the Corporate Flight Department A look at the issues facing this once essential department 52 The Future of Bizav in the Middle East Dan Smith examines how the region is coping with the growing demand for business aviation

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56 Haute Cuisine at 40,000ft Rod Simpson looks into the current services on offer to business aviation and examines the challenges faced in the galley 60 Meet the Operators We catch up with Jet Aviation, Empire Aviation Group, Rizon Jet, and XOJet 65 BizApps The latest apps worth downloading 66 Landings: Chicago FC’s trip planning tool for executives 72 Distribution Partners 74 On the Horizon

66

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10 EMEA & ASIA

FlyCorporate Magazine EMEA & ASIA

flycorporate.com

Taunya Renson-Martin

Diana Albiol

Dan Smith

Editorial and Publishing Director

Managing Editor

Editor at large

Taunya.Renson@flycorporate.com

Diana.Albiol@flycorporate.com

Dan.Smith@flycorporate.com

+32 9 243 60 11

+32 9 243 60 11

+32 486 357 834

Robin Kloeg

Andre Rampat

Sybylla Wales

Advertising Sales Representative

Advertising Sales Representative

Circulation & Production Manager

Robin@flycorporate.com

Andre@flycorporate.com

Sybylla.Wales@flycorporate.com

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Mike Vlieghe

Bram Van Oost

Art Director

Web Director

Mike.Vlieghe@flycorporate.com

Bram.Vanoost@flycorporate.com

FlyCorporate Senior Writers Andrew Charlton Tim Kern, CAM Amy Laboda Rod Simpson

Newsdesk editor@flycorporate.com

@FlyCorporate

.Mach Media

machmedia.be

Luc Osselaer

Taunya Renson-Martin

Bart Hamers

Yannick Steyaert

Chairman

Managing Director

Chief Fina ncial Officer

Financial Assistant

FlyCorporate Magazine is published by .Mach Media. All rights reserved. Reproduction in whole or in part without written permission is prohibited.

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12 EMEA & ASIA

Reference Index ACASS acass.com

Cuisine Air cuisineair.com

MEBAA mebaa.com

AgustaWestland agustawestland.com

Dassault dassault-aviation.com

NBAA nbaa.org

Air Chef airchef.com

Desert Jet desertjet.com

Oakland Air oaklandair.com

Air Culinaire airculinaire.com

DuPage Airport dupageairport.com

Oxford Airport oxfordairport.co.uk

Airport Coordination Ltd acl-uk.org

EBAA ebaa.org

Paul Steele iata.org

Al Bateen Airport albateenairport.com

Embraer embraer.com

Pentastar Aviation pentastaraviation.com

Alison Price alisonprice.co.uk

Empire Aviation Group EmpireAviationGroup.aero

Pilatus pilatus-aircraft.com

Alkol Inc, Madrid alkol.es

ExecuJet execujet.net

Piper piper.com

Banyan air service banyanair.com

F&E Aerospace fegroup.ae

PremiAir premiair.co.uk

Biggin Hill Airport bigginhillairport.com

Flightaware flightaware.com

Rizon Jet rizonjet.com

Bombardier bombardier.com

Gama Aviation gamagroup.com

Royalblue royalbluecatering.com

Carbon Disclosure Project brighterplanet.com

Gary International Airport garychicagoairport.com

Saudi Private Aviation(SPA) saudiaspa.com

Cello Aviation flycello.com

Georgis Catering georgiscatering.com

Signature Flight Support signatureflight.com

Cessna cessna.com

Gulfstream gulfstream.com

Socata TBM tbm850.com

Chicago Executive Airport palwaukee.org

Happy Design happydesign.net

TAG Aviation tagaviation.com

Chicago Midway Airport flychicago.com

Harrods Aviation harrodsaviation.com

Tastefully Yours tastefullyours.com

Citation Air citationair.com

Irving Aviation irvingoilcommercial.com

UAS uas.ae

Civil Aviation Authority caa.co.uk

Jet Aviation jetaviation.com

UK Home Office homeoffice.gov.uk XOJet xojet.com

flycorporate.com

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14 EMEA & ASIA

MEMO

MEMO Walking the aisles of my first-ever business aviation show at EBACE earlier this year, my overall initial impression is that this industry is a robust one. Like most sectors — including commercial aviation, which I’ve been involved in for the past 11 years — business aviation has also had its fair share of knocks and hurdles to overcome. But the vibe and attitude of the industry was very positive at EBACE and one operator summed it up for me when she said: “A year ago we would have said we are cautiously optimistic about our future, now we can safely say we are optimistic.”

I receive a lot of good news from the different sectors in the industry each day. I see a lot of innovation and forward thinking. With new markets such as India, China and Brazil emerging as hotspots for growth, business aviation does not have time to sit still and worry about what might happen.

That said, even a newcomer like me cannot miss the continuing pressure the business aviation industry faces as we find ourselves once more in the midst of an uncertain and volatile global economic situation. We examine some of these concerns in this NBAA issue of FlyCorporate.

We take a look at the European Union’s Emission Trading Scheme (ETS) and the impact this will have on the industry and how bio-fuels will play an important role in shaping bizav in the future (page 42). We also discuss the role of the corporate flight department and how the lifting of the BARR programme could seriously affect its future (page 48).

On a positive note, we talk to the operators in the UK who are gearing up for the 2012 Olympics. With an additional 10,000 aircraft movements expected over London, the industry will have one of its busiest ever periods and preparation is already underway (page 26).

Our cover star this month, Larry Flynn, is no stranger to business aviation, having worked with Gulfstream for the past 16 years. I catch up with him as he settles in to his new role as President of Gulfstream Aerospace Corporation, and discuss the latest from the Savannah base, including an update on the G650 and G280 aircraft (page 34).

I’m writing this column ahead of my first NBAA event and Dubai Airshow. I look forward to meeting many new faces at these events and, hopefully, sensing the same positive vibe for the industry as I found in Geneva in May. Until then, keep flying

Diana Albiol Managing Editor FlyCorporate EMEA & Asia diana.albiol@flycorporate.com

@FlyCorporate

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EBAA

Welcomes Gamba

F

abio Gamba took up the position of Chief Executive Officer (CEO) of the European Business Aviation Association (EBAA) on 1 September. He took time out to speak with Diana Albiol about his new role and share his vision for the industry.

Gamba joins EBAA from the Association of European Airlines (AEA) where he held the position of Deputy Secretary General for six years. Working with the legacy carriers, Gamba focused on establishing strong ties with the European institutions and European Union (EU) member states.

“My aviation background is definitely an asset in my new role.

Many of the problems legacy carriers are confronted with also impact on business aviation,” Gamba explains.

“It is my experience with the work of a trade association, its members, and the European institutions that I view as being most pertinent to my new role. Although business aviation has been quite successful in achieving the recognition it deserves in the past, particularly with the Commission, I view it as my role to further this recognition among other important decisionmaking bodies.”

Commenting on the strengths of the Association, Gamba is quick to praise his new team. He believes EBAA has done an outstanding job highlighting the importance of business aviation to the economy and what the industry requires in order to develop and grow. “EBAA’s footprint can now be felt on almost all the important pieces of aviation legislation, whether on security, safety or the environment. My priority will be to continue pushing in this direction. We have a very robust story to tell, and I will make sure we tell it tirelessly.”

Fabio Gamba

“We have a very robust story to tell, and I will make sure we tell it tirelessly”

Gamba’s immediate concerns are with governments’ lack of understanding of business aviation.

He insists that it is vital regulators do not penalise the industry through the imposition of national or EU taxes. “EU member states must understand that their national economies partly depend on a healthy business aviation sector.”

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Investing in development “We may be entering into the second dip of a long-lasting recession, but aviation, or I should say transport in general, is one of the enablers of economic growth. If the EU or national governments decide to tax transport, this would be counter-productive. Some states have understood the role that commercial and business aviation plays in their economies and, despite the difficult economic environment, are continuing to invest heavily in its development. China, India and the United Arab Emirates are perfect examples.”

In the coming months, Gamba believes the focus will be on working closely with the Commission and the European Parliament. High on the agenda are the airport package, the implementation of the EU Emissions Trading Scheme (ETS) and the revision of the guidelines on state aid at regional

and secondary airports. His goal will be to better reflect the specific requirements of the industry.

“For the first time ever, the European Commission, European Parliament and several member states have officially recognised the importance of business aviation and enshrined that in legislation. But rather than seeing this as the achievement of a specific goal, I consider it as a starting point.

“Recognition is an ongoing effort. But when decision makers in these countries are crafting new legislation, they are more sensitive of the need to encompass the views and needs of business aviation stakeholders.”

Gamba may well be one of the newcomers in business aviation but he certainly has the knowledge, experience and passion required to drive EBAA forward. He is sure to be a great ambassador for Europe’s business aviation industry.

Europe might learn from the emerging markets whose countries have understood the key role business aviation plays in their economic recovery

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18 EMEA & ASIA

NBAA

Celebrates 64th Show

in Vegas

19

N

BAA returns to the Las Vegas Convention Centre this year and, for the first time in the history of the show, an outdoor static display area for light business aircraft will be located directly next to the exhibition centre.

Pre-registration figures for NBAA, which is now in its 64th year, are very positive. “Last year we had 24,000 attendees, and we’re expecting about the same number this year. We had 93 aircraft on the static display in 2010, and that’s the number we have at the two display areas, as of now. We typically have 1,000 exhibitors, and we’re on track for that number again this year,” explains NBAA President and CEO, Ed Bolen.

The show kicks off on Monday 10 October, with an impressive opening general session that features

a strong line-up of speakers. “The business aviation community is delighted to include Senator Joe Manchin and former Senate Majority Leader Bill Frist, who have been tremendous advocates for business aviation,” says Bolen. “We’re also pleased to welcome Randy Babbitt and Debbie Hersman, who will have interesting insights to share, given their ongoing work on aviation operations, safety and security. And we can be sure that, in discussing the importance of business aviation to John Deere, Dave Everitt will highlight the industry’s importance to companies across the US.”

“We have not had the show in Vegas since 2004 and we want to take full advantage of the opportunities that are being offered by this fantastic city”

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Day Two will see a general session that includes a star-studded panel. Noted aviator and actor Harrison Ford will join a panel debate together with famed air show pilot Bob Hoover, and retired Air Force General Lloyd ‘Fig’ Newton, lead pilot of the Thunderbirds.

“This very exciting second day will be added to what will be one of the strongest opening sessions we have ever had,” Bolen tells FlyCorporate.

Light aircraft static The new outdoor static display area, which will host around 20 light aircraft including Cessna, Pilatus, Piper and Socata TBM, is in addition to the traditional static display of aircraft at Henderson Executive Airport.

Ed Bolen

“We have not had the show in Vegas since 2004 and we want to take full advantage of the opportunities that are being offered by this fantastic city,” explains Bolen. “One of the great advantages of this particular location is that we can have some of the light business airplanes on static display right outside the convention centre. Light business airplanes have been a feature of the NBAA convention for three years now, and our light business airplane conference is part of the annual meeting. So this is a great opportunity to see these aircaraft.”

In addition to the exhibition and static space, visitors will also benefit from a packed schedule of education sessions, maintenance and operations sessions (see box) and special events, including the presentation of the NBAA John H. Winant Award and the Meritorious Service to Aviation Award.

“This very exciting second day will be added to what will be one of the strongest opening sessions we have ever had”

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NBAA events A number of special sessions will be held at NBAA 2011 covering the following topics: Safety and Risk Management Enhancing safety while minimising risk in all aspects of an aviation operation. Crew scheduling, flight crew management, and hangar operations will be discussed.

Maintenance and Technical Issues Will address topics related to aircraft technical maintenance (airframe, engine, avionics, and other components) and management of the aviation maintenance function, including outsourcing.

Career and Leadership Development Programmes designed to attract students to a career in business aviation, sessions that help aviation employees improve upon their skill sets to enhance their performance as aviation professionals, to leadership and management development seminars that provide tools to grow in a business aviation career.

Airspace and Airport Access Session to discuss issues related to airport and airspace access (restrictions and permissions) including emerging technologies that may be required.

Industry Update Discussion relevant to all business aviation professionals, which will cover a range of topics affecting the industry.

The session will include discussions on issues ranging from government affairs to the activities of NBAA’s Committee and Strategic Focus Team which tries to address industry-wide challenges and opportunities.

Aircraft and Flight Operations Will cover all matters related to a mission in a business aircraft, from scheduling best practices to operational and regulatory compliance.

Light Business Airplane Sessions Session dedicated to the unique needs of the light business airplane owners and operators. The programme will help them maximise their efficiency and productivity.

Aviation Management and Aircraft Ownership Discussion related to acquiring an aircraft asset through ownership or leasing (for example, taxes, insurance, regulatory compliance, staffing). The session will also cover management of the aircraft whether via outsourced support (for example, aircraft management company, charter) or through an in-house flight department.

“Last year we had 24,000 attendees, and we’re expecting about the same number this year”

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Business Aviation Numbers up at

Dubai Airshow T

he business aviation sector will account for 30% of this year’s exhibitors at the 22nd Dubai Airshow, which takes place from 13 to 17 November. The bizav sector is also expected to account for the fourth largest segment of visitors to the show.

As in previous years, business aviation companies will be spread throughout the show. Exhibitors this year include key bizav OEMs such as: Bombardier, Cessna, Dassault, Embraer, Gulfstream, and Hawker Beechcraft. New bizav exhibitors include Saudi Private Aviation (SPA), Happy Design from France and MW Airplane from the Netherlands.

“We do not have a dedicated area for bizav customers. This is mainly because quite a number of the OEMs deal in commercial, business and defence aircraft. Their diverse client base ranges from government defence departments and heads of state, to high net-worth individuals,” explains Alison Weller, Managing Director of F&E Aerospace, organiser of the Dubai Airshow.

The bizav sector is expected to account for the fourth largest segment of visitors to the show

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With business aviation growing quickly in the region and demand for private jet travel up significantly, F&E launched the Middle East Business Aviation (MEBA) show in 2005. “We launched MEBA because we noticed that business jets comprised more than 40% of the aircraft on the static park at the Dubai Airshow. This has increased over the past six years,” explains Weller. Dedicated to business aviation alone, MEBA alternates with the Dubai Airshow. Weller is quick to point out that demand for more business jets on the static is increasing at both shows.

Growth region Alison Weller

At the last Dubai Airshow in 2009, there were 52,978 trade visitors from 138 countries. This represented an 18% increase on the previous event in 2007. In 2011 the organisers anticipate an increase of 10% in visitor numbers for a total of 55,000 attendees from 140 countries.

“At the last Dubai Airshow we had 40 business aircraft displayed on the static display. This year we expect around 50 aircraft, which represents a significant increase and we are delighted by this,” Weller told FlyCorporate.

“According to the Middle East Business Aviation Association (MEBAA), business aviation has been a niche market until recently. It is only at the beginning of this century that growth has picked up.

The Middle East is now thought of as a high-growth centre by the majority of our industry. The number of business aircraft in the region is expected to grow from the current 453 to 1,330 by 2019, while the number of bizav movements is expected to rise from 110,000 today to 160,000 by 2018.”

For full details on exhibiting companies and visitor registration please go to dubaiairshow.aero.

“We launched MEBA because we noticed that business jets comprised more than 40% of the aircraft on the static park at the Dubai Airshow” MEBA 2012 The Dubai Air Show alternates each year with the Middle East Business Aviation (MEBA) show.

First launched in 2005, MEBA is purely dedicated to business aviation and has become a firm fixture in the bizav calendar.

The 2010 event welcomed 338 exhibitors, 6,200 trade visitors and featured 40 aircraft on the static display.

The next MEBA event will take place on 11-13 December 2012 at the Dubai Expo, Dubai, UAE. For more information visit: meba.aero

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26 EMEA & ASIA

XOJET -Citation X cockpit

Ask an Expert

What are the challenges posed by pilot shortages in emerging markets and how can the industry address this?

For years, industry experts have predicted an imminent pilot shortage in commercial and private business aviation. But in emerging markets, a lack of qualified and experienced business jet pilots, along with maintenance engineers and mechanics, was a reality even before our most recent economic downturn.

Most of the demand for experienced business aircraft pilots is coming from these markets, spurring a growing need for experienced pilots. While emerging countries do tend to have locally qualified commercial pilots, the same cannot be said of business jet pilots.

Consequently, demand is soaring for highly experienced expatriate pilots with an awareness and sensitivity to different cultures. But finding such pilots is far from easy. Significant cultural, financial and regulatory issues in emerging markets can pose daunting challenges for candidates and can often create delays.

A significant issue is workforce instability, created by the cyclical coming and leaving of expatriate pilots. It is not unheard of for an operator to hire individual expat pilots and pay for their training, only to lose them shortly thereafter. In most of these cases there is no transfer of knowledge from the expatriate pilot to the local pilots in the organisation.

ASK

Do you have a question about business aircraft use or operations?

Email it to editor@flycorporate.com

27

Commercial airlines have not proven to be a good source of candidates. The characteristics of a commercial pilot differ dramatically. A business aviation pilot needs to be very flexible, especially with scheduling, and accustomed to handling a broader scope of work. Responsibilities can often include direct interaction with the aircraft owner, fuel and other payments, FBO coordination, catering, baggage handling and more.

Large crew support providers are best suited to deliver this solution, providing knowledge transfer and proficiency training through the placement of experienced contract or permanent crews. The very nature of emerging markets — their cultural, political and regulatory distinctions — calls for formal, structured crew support companies who go beyond simply sourcing candidates.

Emerging countries sometimes exacerbate the shortage of pilots by making it difficult for experienced pilots to afford the training necessary to keep current and qualified. Similarly, certain civil aviation authorities make it very challenging for expats to obtain validations because they are trying to improve employment for local pilots. Ironically, they recognise the need for expat pilots, but implement regulations that make their presence unlikely.

Special visas and validations, invitation letters, and security clearances are just some of the obstacles candidates must overcome. It is not uncommon for the process to take three to five months.

In addition, they must offer a comprehensive range of crew solutions, from full security and background checks to international crew visas and licence validations. Providers must look after crew management, dispatching, scheduling, payroll, insurance coverage and more, all while providing costeffective service and ensuring crew resources are utilised to their full potential.

Africa has very niche areas with high demand for pilots, high turnover and almost no local workforce. The political and social tensions in some of these demanding areas pose additional challenges for operators trying to recruit experienced crews with the required cultural sensitivity. Pilots willing to take a job flying in or out of these countries can be few and far between.

The Middle East is seeing continued growth and the market is maturing. Many expatriate pilots have moved to the region, resulting in a steady environment.

Crew providers with aircraft management experience and an understanding of safety management systems (SMS) and a robust inventory of qualified pilots and engineers, are equipped to find the proper match for a client. They can draw upon significant expertise to provide appropriate business aviation induction, systematic proficiency training and knowledge transfer. They can also deal more readily with unforeseen incidents that require a quick backup solution to be activated.

These types of crew service providers, combined with traditional training centres (ground schools or simulators), will be instrumental in assisting emerging markets such as China and India to overcome the challenges posed by pilot shortages.

Knowledge Transfer Training facilities are increasing and are doing well at providing the industry with qualified type-rated pilots. However, there is still work to be done to provide owners, operators and insurance companies with the proficient and experienced crews need.

Emerging markets, both historically and currently, continue to rely predominantly on expatriate pilots as a solution to the shortage. However, experience has shown us that the training of local pilots is the only long-term, sustainable solution.

The Middle East is seeing continued growth and the market is maturing

David Dorrance David Dorrance is the Executive Vice President of ACASS (formerly Vice President of Crew Support).

ACASS is a worldwide provider of business aviation services, specialsed in supporting aircraft manufacturers, owners and operators with highly customised Pilot & Engineer, Entry Into Service, SMS Compliance and Aircraft Management services. acass.com

28 EMEA & ASIA

The 2012

Olympic Challenge

by Rod Simpson

29

Artist’s impression of Bridge FO6 during Games time

I

n the summer of 2012, business aircraft operators should expect the airspace over London to be very busy. Official estimates show that over 10,000 business aircraft movements will need to be handled during the period of the summer Olympic and Paralympic Games and corporate aircraft operators will find themselves competing for access to London’s airports. Quite apart from business aviation, the authorities anticipate the 2012 Games will attract over 500,000 international visitors with an additional 700 charter flights into London area airports during the Olympic period.

The UK Government has been working on airspace access arrangements ever since London was declared the 2012 Games venue. When FlyCorporate spoke to UK Home Office Coordinator, Dawn Lindsey, she made clear their objectives are to: “Accommodate all Olympic-related demand, safely and securely and without disrupting business as usual for scheduled air travel.” According to Lindsey: “The aim is to contribute to a positive visitor experience — but the challenge of squeezing extra capacity out of already busy airspace in the South-East of England is certain to require some compromises.” The Home Office must also ensure against terrorist attack and coordinate the police, security and emergency services over a twomonth period.

With the expected explosion in demand for access to airspace and airfields in South-East England, careful advance planning by corporate flight managers will be essential to obtain the best arrival and departure slots at preferred London airports. The system will try to accommodate business operators, who are often unlikely to know the intentions of their passengers until close to the proposed arrival date. Officials believe the increased demand can be accommodated, but it will require all available airfield capacity to be used. This includes secondary airports which can handle smaller business aircraft.

Official estimates show that over 10,000 business aircraft movements will need to be handled

30 EMEA & ASIA

Rules and restrictions Officials want to establish a known traffic environment and monitor all flight activity in a broad area of Southern England. They also need to allow sufficient warning in case of a security alert. During the control period, there will be an Inner Prohibited Zone (IPZ). This is, effectively, the same as the existing London Control Tower Region (CTR) with the London City stub extending to the east and an additional segment extending north to Potters Bar. No aircraft will be permitted to transit the IPZ and flights inside the zone will be limited to IFR traffic which has already undergone crew, passenger and baggage screening. This effectively means commercial airline operations into Heathrow and London City Airport, and approved operations from military-operated Northolt — together with emergency services.

Restriction period The main airspace restrictions in the prohibited and restricted zones around London will last for 33 days. They commence on 14 July, following the opening of the Olympic Village, until the main Games close on 15 August. For the Paralympics, from 29 August until 9 September, restrictions will only apply to the prohibited zone.

According to the Civil Aviation Authority (CAA), the objective is to ensure as little disruption as possible to the existing air traffic system. However, for all IFR traffic, no flights will be allowed in the Restricted Zone without a pre-booked arrival or departure slot.

The slot booking procedure covering 14 July to 15 August 2012, will become available from September 2011. It will be handled through a management

system run by Airport Coordination Ltd. (ACL). Each airfield will have an allocation of slots.

Business aircraft operators will need to obtain an air traffic slot allocation and a booking with the airfield of their choice. The process will be integrated and made as simple as possible. In practice, contact will need to be made with the destination airport or FBO who will confirm a suitable time and slot and allocate an Authorisation Code.

Flights will use normal flight planning procedures but the Authorisation Code will be needed to obtain approval.

VFR Operations During the main control period, all VFR flights in the restricted zone will require a flight plan to be filed between two and 24 hours in advance via the AFPex or AFTN systems. Flight plans can be filed for both in and outbound legs within the 24-hour period. An Approval Number will be issued and the aircraft will be allocated a discrete transponder squawk by their controller.

This means that aircraft which are not transponder equipped will not be allowed to fly. The authorities have recognised that undue restriction will be very damaging to flying clubs and schools and have reduced the time period originally proposed and relaxed some rules, particularly relating to solo students on cross-country flights.

For business aircraft operating under the slot system and with IFR flight plans, no special security requirements are currently envisaged beyond the normal requirements for business aircraft arriving from destinations outside the UK. As it stands, most business aircraft will start their journeys from airports where passengers board through a secure system. Hopefully the authorities will not require additional procedures.

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The main control period of airspace restrictions in the prohibited and restricted zones around London will last for 33 days

Olympic Stadium CGI

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Airport availability While London and the Olympic Park at Stratford are the primary focus for the Games, there are many other venues outside the capital which will host Olympic sports. Football and other events will be held at Glasgow’s Hampden Park Stadium, the Millennium Stadium in Cardiff, and in stadiums in Manchester, Coventry and Newcastle. Sailing events will be held at Weymouth and Portland on the south coast. This means that additional pressure will be felt at regional airports such as Cardiff, Glasgow, Manchester and Newcastle.

Within the London area, Luton, Farnborough and Biggin Hill are well-used arrival points which will expect substantially more traffic. Twenty six other airports have been designated as being available for business aircraft. Some, such as East Midlands, Southampton, Shoreham and Northampton, are quite some distance from London.

For helicopters, the London Heliport at Battersea lies within the Prohibited Zone.

It has recently been upgraded with a new control tower and enhanced passenger security. “It is hoped that acceptable procedures can be negotiated to ensure that the heliport remains open,” notes Christopher Forrest of PremiAir which operates the Battersea facility.

There are no heliports at the Olympic site and even VVIP visitors will have to travel the last few kilometres using ground transport. Driven by the owners of Biggin Hill Airport, plans are in place to establish a heliport at Ebbsfleet, to the east of the Olympic Park. The site is adjacent to the shuttle terminal for the Olympic Javelin high-speed rail link which takes just ten minutes to reach the main stadium.

Ebbsfleet is outside the Prohibited Zone and specific arrangements are expected to be agreed to allow helicopter shuttles to operate there from Biggin Hill, Redhill or other nearby airfields.

There are no heliports at the Olympic site and even VVIP visitors will have to travel the last few kilometres using ground transport

Let the Games Begin In preparation for the Games, Signature Flight Support, which has eight FBO locations in the UK, including Heathrow, Gatwick, and Luton in the immediate London area, is busy upgrading its lounges and introducing new security measures at its Luton base.

Speaking to FlyCorporate Patrick Sniffen, Vice President Marketing, Signature Flight Support said: “During the Olympics, the key airport for us is going to be Luton. We can accommodate up to about 80 aircraft but we can only speculate at this stage as it is too early to tell what we will be pushing to other airfields. Luton will certainly be at full capacity.”

Commenting on how the Games will boost business for Signature, Sniffen was confident that this was a good opportunity for business aviation in London: “This is a great opportunity for us to be the ‘one stop shop’ for all your Olympic needs. We have a large network in the UK and are aiming to maximise utilisation of all the airfields.”

The company recently installed a new security screening facility at London Luton and is now the only FBO on the field to have an Automated Metal Detector Arch and Explosive Trace Detector.

The Luton base also has a dedicated 24hour security team in place to assist customers through the security screening process.

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Boeing Business Jets PMS 289

PMS 873

Black

Cool grey 11

Cool grey 4

Signature

White

Minimum contrast

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By summer 2011, business airports in the catchment area were still waiting for their slot allocation which will be based on the known capacity for each airport. Airport operators expect to be able to absorb all requests within their slot allowance, although corporate customers may have to compromise on timings.

Biggin Hill Airport, to the south of London is closest to the Olympic Stadium. “We can promise our Olympic customers a very high quality experience,” says Managing Director, Jenny Munro. Biggin Hill has three FBOs (Biggin Hill Airport Executive Handling, Rizon Jet and Jet Aviation) which are already geared-up to provide full service including fuel, cleaning, catering, maintenance and flight planning. Jet Aviation, for instance, will be able to borrow ground equipment from its other European locations to handle the extra demand.

Recent developments at Biggin Hill include apron extensions and a newly opened 5,000sq m hangar which can house aircraft up to Boeing BBJ size. The airport will provide a shuttle bus or limousine to take passengers to either the nearby Bromley South rail station for access to central London, or to the Ebbsfleet rail terminal.

Alternative airports Farnborough, which is operated by TAG Aviation, is another major player. “We are very confident we can meet all demand allowed by the slot system and deliver a seamless and high quality experience for business passengers and crews,” says Events Manager, Elaine Turner. Farnborough can accept the largest business jets and is adept at handling sensitive VVIP clients. The extensive and ultra-modern Farnborough facility is within minutes of the M3 motorway, which provides a 45-minute car ride to London’s downtown hotels. TAG Aviation has also recently opened the Aviator Hotel adjacent to the aerodrome to cater for crews and visiting clients.

Another arrival option is Northolt which is near to Heathrow and the closest airport to central London. This military airfield accepts business aircraft up to Gulfstream size and will have a slot allocation. However, it may find much of its capacity used by military and governmental aircraft.

Luton Airport, which currently handles the largest volume of London-bound business traffic will probably not have much excess capacity. Lee Williams, Olympics Coordinator for Harrods Aviation, one of three FBOs at the airport, expects to see aircraft “stopping and dropping” and then being repositioned to other airports for parking. Harrods is anxious to continue meeting the needs of its existing Luton customers. The company also operates at London-Stansted which will give it flexibility.

“We are very confident we can meet all demand allowed by the slot system”

TAG Aviation FBO, Farnborough

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At Stansted, Harrods is likely to handle very large aircraft used by Heads of State and other VVIP visitors.

Official estimates expect at least 240 of these flights but London Heathrow and London Gatwick are unlikely to be available. Recent experience with handling governmental aircraft for the G20 Conference means that Harrods, the police and security services are already well positioned.

Once they have discharged their passengers it is expected that many of the large Boeings and Airbuses will be parked at other airfields such as Fairford which is 50nm to the west of central London.

Further afield To the east of London are the large airports at Manston and Southend which can handle aircraft up to BBJ size.

A new control tower and runway extension have just been opened at Southend and a new terminal building is under construction. A new rail station will open this summer with up to eight services an hour to the Games site at Stratford and onwards to London’s Liverpool Street Station.

Another option is London-Oxford Airport which serves the famous university town to the west of London and can handle all but the very largest business jets. Oxford Airport’s Business Development Director, James DillonGodfray, is enthusiastic about the Games: “LondonOxford Airport is also the ideal choice for Wembley Stadium events, and the rowing at Windsor. The Airport’s location provides rapid access to London and the UK’s central business region. Just an hour by car from London’s West End, the airport also boasts UK Border preclearance and daily 0600 to 2230 operations, making it the most accessible dedicated business aviation hub for the nation’s capital city.”

Oxford’s university rival, Cambridge, which is to the north of London and around a 90-minute drive from the city centre is also in expansion mode. The airport can accept aircraft up to Boeing 757 size and has a state-of-the-art facility at the Marshall Business Aviation Centre. This is fully equipped with VIP lounges, a boardroom, crew rest area and full operations and handling facilities.

Among the other airports, and suitable for mid-size jets, is Blackbushe. Just a few miles from Farnborough, Blackbushe has easy access to London via the M3 motorway or local rail stations. Closer to London are Fairoaks, Denham and Wycombe Air Park which are located near to the M25 London beltway and can accept business turboprops such as King Airs and PC-12s. Redhill, which is a grass airfield just to the north of Gatwick, has a similar sized runway and, again, is a good option for business turboprops.

An Olympic experience The greatest challenge for the authorities is the unexpected — even though they have contingency plans in place to cope with airspace disruption due to weather or other incidents.

There are even plans to divert aircraft to mainland Europe or the north of England in an emergency. They are also planning additional segments of controlled airspace to the east of London.

It is inevitable that the detailed arrangements and regulations will change between now and July 2012. Business aircraft operators planning on a London visit are well advised to keep an eye on the official websites for updated information.

Nevertheless, if advance planning and enthusiasm have a part to play, the UK aviation community seems to be well on track to meet the needs of the extra business aircraft movements which will be attracted by the Olympics.

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In the Cockpit with...

Larry Flynn S

ince joining Gulfstream in 1995 as Vice President, Larry Flynn has held several key positions within the Savannah-based company. His most recent role as Senior Vice President of Marketing and Sales for Gulfstream Aerospace gave him worldwide responsibility for sales of the company’s business-jet aircraft. Appointed President of Gulfstream Aerospace Corporation and a Vice President of General Dynamics in September, Flynn is taking his most challenging role yet. Here he speaks with Diana Albiol about his new responsibilities and shares his thoughts on the global bizav market.

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What are going to be your key challenges and responsibilities in your new position at Gulfstream and what changes can we expect to see?

Gulfstream has a strong leadership team, a strong parent company and a superb business model. So, thankfully, there is no need to come into this position and reconsider our strategy and operations. The challenge is to implement the strategy and the long-term growth plans we have set for the company. And that is a lot more enjoyable than coming into a restructuring-type situation.

in the recession, but is now fairly robust. Our order book is positive and our backlogs are out around 24 months, just where we like them to be.

Last year we completed a US$400m investment programme that saw us expand our R&D campus, build new facilities for the G650, and construct the world’s biggest and best service centre devoted to business aircraft — all in Savannah. Almost immediately after completing that work, we embarked on a new US$500m investment initiative to further expand our facilities in Savannah. We’re also expanding our service and support facilities in the UK, Madrid, and elsewhere. We’re about to certify two category-leading products, the G650 and the G280. So there is a lot of exciting growth to manage and that’s where I’ll be focussing my energies.

We have seen a tremendously cooperative spirit in so many regions of the world that are relatively new to us. In China, we had no market ten years ago. Between Hong Kong and mainland China we have delivered about 70 aircraft to date. Most have been long-range models and most have been delivered in the last few years. Since 2009, we’ve more than doubled our fleet in Brazil, from 14 to 33 jets. When we talk to the business media in these countries they understand (in a way that the US media sometimes does not) that people are buying these aircraft to drive global growth.

I am fortunate to have the continuing support and guidance of Joe Lombardo (former Gulfstream President) in his capacity as Executive VP of General Dynamic’s Aerospace group, which also includes Jet Aviation. I have the best team in the business reporting to me, and the best employees. I’ve been here for 16 years, including a long stint running our product support organisation and then sales and marketing. It’s an honour to have this new responsibility at Gulfstream.

Can you give us an overview of Gulfstream’s performance so far in 2011 and, looking ahead to 2012, in terms of new orders and company growth across the regions?

We are in the midst of major global shifts in demand, not just in our industry. The whole world is changing. The BRIC countries (Brazil, Russia, India and China) have emerged as major producers and major consumers. Regional trade patterns have become global trade patterns. For Gulfstream it has meant rapidly pivoting from a US-centric focus to a global market focus. Long-range jets have always been our strength, and they are in demand globally. This market slowed briefly

Seventy percent of our orders are from outside the US, and half of our recent orders are from Asia. It’s amazing to see one region, however large, so dominant in the market. We have had to rapidly allocate resources to the region, and will continue to do so. We have had to follow a steep learning curve along with our customers.

You mentioned earlier about the investment you are making at the Savannah campus. How is the project progressing and what benefits will it bring to the company as a whole?

It’s a seven-year growth plan — we like to think long term. It encompasses everything we do. We just purchased a fourth building for R&D activities and anticipate breaking ground on a fifth. We are converting our former service centre into a completions centre for the G650. We’ll need more service centre capacity in the coming years. We intend to stay ahead of the curve in meeting the needs of our customers, and in investing in new technology. That’s our heritage; that’s what keeps us growing our market base, which is now over 2,000 aircraft.

I’d like to say a word, too, about the importance of investing in new technology for the health of our industry and the US economy. A lot of politicians and pundits are wringing their hands over tepid economic growth. When we at Gulfstream invest in new products that delight our customers and create global demand, we are helping to provide security and opportunity for our employees, and we’re creating well-paying, high-tech jobs for others.

“Long-range jets have always been our strength, and they are in demand globally”

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Our growth plan called for hiring 1,000 workers over the seven-year expansion plan. We’ve hired that many in a year, so we were obviously a little conservative in our projections.

Our industry is occasionally pilloried in Washington and sometimes in the financial sections of newspapers. I wish our critics could see what we are achieving here for our employees and for the economy as a whole. It would maybe be a tonic for those who think the US is fated to become a slow-growth, de-industrialised economy. If we focus on the right things, that doesn’t have to be our destiny.

The industry is eagerly awaiting the delivery of the G280 — what are the latest developments with test flights and certification and when do you expect to deliver the first aircraft?

The G280 has flown over 1,500 hours and is well on its way to certification this year. It’s meeting every performance objective, so needless to say we’re very pleased. The first production G280 is receiving its interior at our mid-cabin completion centre in Dallas. It will be proudly on display at NBAA. The G280 is based on the G200, of which we have delivered the 250th and final example. The G200 pioneered the midsize cabin and the G280 will have a longer, more comfortable cabin, with many features that we have migrated from the larger G650. Operators will love it. They’ll have more speed and better fuel efficiency. The super-midsize market took it on the chin in the economic downturn, but this aircraft will be a long-term winner.

What is the latest on the investigation into the G650 crash earlier this year and can you share any findings at this stage?

We are limited in what we can say about the accident by the National Transportation Safety Board (NTSB). However, I can tell you that we resumed flying the test aircraft in May and have been flying regularly and with great success. We will certify this year.

We have a backlog of more than 200 aircraft, taking G650 deliveries into 2017

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The airplane is meeting every expectation. It has flown to 55,000 feet (16,764 metres), although it will be certified to 51,000 (15,545 m). It has flown for more than 14 hours and it has flown 5,000 nautical miles at an astounding Mach .90, just as we said it would. All the new cabin features are receiving rave reviews. I could go on at length, but just think about the pressurisation. On long-range flights cabin altitude will be in the 4,000 to 4,500 foot (1,219 to 1,372 m) range. Just imagine how much better passengers will feel at the end of a long flight for that reason alone.

When will customer deliveries start and what are the current projected sales for the G650?

Customer deliveries will begin in 2012. We are gearing up for that in the product support area to ensure the smoothest possible entry into service. We have a backlog of more than 200 aircraft, taking deliveries into 2017. I think it’s fair to say that the G650 is the most successful new business aircraft product in history. We’re still taking orders, even with a five-year backlog. It is the right airplane for today in so many respects, when there is such a great need for range above all.

The G650 will fly 7,000 nm at Mach .85.

The G450 was the first business jet to cross the Atlantic using bio-fuels. What is the future for bio-fuels for business aviation aircraft and what specifically are Gulfstream’s plans for future developments in bio-fuels?

Our role in the Atlantic flight was to provide technical support to Honeywell, which is developing what they call Green Jet Fuel. We advised that a 50/50 blend would have no adverse impact on systems and gave Honeywell the ‘green light,’ so to speak. The rest is history. This was a

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landmark accomplishment for Honeywell and our hat is off to them. We are proud that this was accomplished in a Gulfstream jet, and we believe this is a very important environmental milestone.

Bio-fuels have the potential to help the business aviation industry achieve its goal of carbon neutral growth by 2020 and reduce our dependence on petroleum. The fuel is made from a crop called camelina, which is not a food crop. Camelina puts nutrients back into the soil and doesn’t displace arable land that would otherwise be used for food crops. If enough of the fuel can be produced, the economies of scale will make it cost-competitive with Jet-A and at that point you will have a viable market-based environmental solution.

What is your opinion on the growing demand for skilled and experienced pilots and the current shortage, especially in developing areas such as China and Brazil?

China is such a fast-growing market it’s not uncommon to find expat pilots with extensive Gulfstream experience there. Management companies that have large portfolios of Gulfstream aircraft, such as DeerJet in Beijing and Metrojet in Hong Kong, are experienced in hiring pilots and helping them obtain the appropriate ratings, if needed.

Gulfstream itself is not a training organisation, but we have a close working relationship with FlightSafety International going back decades. We work with them to create the best training programmes in the world and to assist FlightSafety in planning for growth of the Gulfstream fleet. They have done an amazing job of keeping pace and planning for the introduction of new products such as the G280 and G650.

things you might not know about Larry Flynn Your first aviation job?

General Manager of Combs Gates at Centennial Airport (APA) in Denver.

Excluding your mobile, what do you always take on your travels?

My iPad, indispensable.

Ideal vacation destination?

The mountains in Colorado.

On which aircraft did you take your first private jet flight?

A Lear 24 with Harry Combs What’s your favourite sport and which team do you support?

University of Kansas Jayhawks basketball. I’m a former graduate!

If you could change one thing in the world today, what would it be?

From a professional standpoint, I would like to change the rhetoric in Washington regarding business jets. It’s hurting jobs and hurting our industry.

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AgustaWestland

Performance Driven

by Rod Simpson

AW139

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I

n the world of corporate helicopters, two companies dominate the market — Eurocopter and AgustaWestland.

Both are Europe-based, but have production plants in North America and both offer a comprehensive range of highly regarded products. Not surprisingly, the battle between these two major manufacturers for commercial customers is fiercely fought.

AgustaWestland is part of the Italian industrial conglomerate, Finmeccanica and contributes a fifth of the Group’s revenues and a quarter of pre-tax profits — €413m in 2010. As its name suggests, AgustaWestland is the sum of two parts.

UK-based Westland is principally a military helicopter manufacturer with a focus on the AW101, Super Lynx and Apache rotorcraft. The Italian arm, Agusta, produces a line of ten helicopters ranging from the twin-rotor Chinook to the A109.

The two companies, which were merged in 2004, originally drew technical and market strength from alliances with major American manufacturers. Agusta was a licensee of Bell Helicopters from the early 1950s and Westland manufactured Sikorsky-designed helicopters for many years. Today, nearly two-thirds of revenues come from military business. However, AgustaWestland increased its commercial order book by 56% in 2010 over 2009 and delivered 111 helicopters to commercial customers.

AgustaWestland increased its commercial order book by 56% in 2010

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Core products The company’s original core product is the A109 light/medium helicopter which remains in production in several versions.

The entry-level model is the AW119Ke Koala with a single PT6B turboshaft engine. It accommodates six passengers in the main cabin with a pilot and seventh passenger in front.

In common with its A109 sister ships, the main cabin of the Koala has big sliding doors on both sides and face-to-face seating. This contrasts with the forward-facing layout favoured

by Eurocopter for the Squirrel and EC120. The majority of Koalas are used in police, medevac and utility roles with the similar, but twin-engine AW109 Power being more suited to the executive market. The Power provides a very comfortable main cabin for four to six passengers and a top speed of 156 knots.

For a more spacious experience, there is the A109 Grand — recently renamed the GrandNew. It has a longer cabin than the Power and features a new state-of-the-art flight deck with synthetic vision, making it ideal for single-pilot IFR operations.

The company’s other small helicopter is the single-engine fourseat SW-4, which was acquired when AgustaWestland took over Polish company PZL Swidnik. The fate of the aircraft is uncertain and its future may be as a military unmanned aerial vehicle (UAV) rather than as a commercial product.

Offshore favourite The next step in AgustaWestland’s product line takes customers to the intermediate-sized AW139. Very popular in the offshore supply industry, the AW139 typically has a 15-seat high density layout and is used by companies such as Bristow Helicopters and PHI. However, its large cabin is a firm favourite with governmental and executive customers who are able to fit it with a VVIP interior for six passengers with refreshment and entertainment cabinetry.

AW109 by Versace

The AW139, which has been in service since 2004, provides a key development platform for new AgustaWestland helicopters.

These include the slightly larger and more powerful military AW149, now in testing and seeking customers.

The next new model in development is the AW169, which was announced at the 2010 Farnborough International Air Show.

It will fit in between the A109 and the AW139 in the 4.5-ton class and will compete with Eurocopter’s EC145 and EC155.

Powered by a pair of FADEC-controlled Pratt & Whitney Canada PW210A turbines, the AW169 has newly designed rotor blades which will deliver excellent fuel-efficiency and contribute to a very low noise footprint. In its corporate layout, the AW169 will have club seating in the main cabin for five or six passengers.

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Ultimate option The second new derivative, unveiled at the recent Paris Air Show, is the 8-ton class AW189 which is based on the AW149 but intended for commercial sale and capable of carrying 18 passengers. It will compete directly with Eurocopter’s new EC175. Although it is specifically targeted at the offshore market, this helicopter, with its very large cabin and increased power for hot and high operations, is sure to appeal as a headof-state transport.

The ultimate option for presidential or royal flight departments is AgustaWestland’s three-engine AW101. The aircraft is included in several air forces and has been at the centre of the American VXX competition to replace the Presidential helicopter fleet. The wide fuselage of the AW101 provides scope for interior layouts that are similar to those of intercontinental business jets and typical seating for eight passengers.

Two AW101s have been sold to Saudi Arabia. The Indian Government’s VIP Flight will receive twelve for use by the Prime Minister and government officials.

AW101 executive interior

BA609

Tilt at the future Undoubtedly the most exciting AgustaWestland project for the future is the AW609 tilt-rotor transport which has been under development since the mid-1990s in conjunction with Bell Helicopter. Progress has been slow, but, in June 2010, it was announced that AgustaWestland had acquired full control of the project and intends to accelerate development with a target certification date of 2015. The first prototype will be based in the USA for further testing with the second aircraft in Italy. Two further prototypes will be built for FAA/EASA certification tests.

“We are investing in the next generation of rotorcraft technologies,” explains AgustaWestland’s new CEO, Bruno Spagnolini. “We expect significant worldwide market opportunities for the AW609, both in commercial and government applications.” In its corporate form, the AW609 will have six seats in its main cabin. The cabin will be pressurised and the AW609 will have a 750nm (1,389km) range and a top speed of 275 knots. This puts the AW609 in the same performance bracket as the Beech King Air C90 turboprop — but with the advantage of being able to land and take off like a helicopter.

The modern helicopter business is extremely competitive and customers have become accustomed to a stream of technological breakthroughs delivering better performance, greater economy, environmental benefits and a wide range of choice. AgustaWestland is driving forward on many fronts and clearly has a firm vision of how it can remain a dominant player for the foreseeable future.

“We expect significant worldwide market opportunities”

www.

For an overview of all AgustaWestland VIP configured aircraft, visit our online gallery flycorporate.com

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Bio- Fuels a question of economics

by Andrew Charlton

I

f this year’s Paris Air Show had a colour, it would have been green.

A number of aircraft arrived in Paris fuelled completely or in part by alternative fuels. The Solar Impulse arrived entirely fuelled by solar power and a Gulfstream G450 — which was the first business jet to be powered by bio-fuel — arrived fuelled in part by camelina-based bio-fuel.

Pres Henne, Gulfstream’s Senior Vice President for Programs, Engineering and Test called it: “An aviation milestone. This flight demonstrates the tremendous advances being made as this industry moves toward enhanced environmental efficiency and responsibility.”

The environment, and the role of air transport, has certainly been in the news. In early July,

a number of airlines and airline associations challenged the European Emission Trading Scheme (ETS). Their complaint is that the scheme cannot be made to apply to non-European airlines when they are operating outside of Europe. In any event, they say, a regional scheme is not the solution for an inherently international industry like air transport. Rather, there should be a global solution.

No-one can still question whether bio-fuels are technically possible

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The business aviation community is also opposed to the ETS, in part for these jurisdictional reasons, but also because the scheme is extremely complex and the cost of compliance high. Brian Humphries, President of the European Business Aviation Association (EBAA), noted during EBACE that the benefit was far outweighed by the effort of compliance: “It has the effect of increasing costs without any benefit flowing to the environment.”

Carbon neutral growth So the industry is working very hard to find a solution that means it is not necessary to use an ETS at all. The industry has a well publicised aim: to have carbon neutral growth by 2050.

Therefore, the industry’s attention is firmly focused on bio-fuels.

However, airframe and engine improvements cannot be expected to halve fuel burn by 2020. Breakthrough technologies and designs will take that long to go through the testing and certification phases. But air transport traffic is expected to double by 2030.

In the Asia-Pacific region, growth is expected to double by 2020. In the short-term, carbon-neutral growth must depend on bio-fuels.

That is why news that bio-derived jet fuel has been approved for commercial use is so important. The approval came from the Committee on Petroleum Products and Lubricants, a part of the US-based standards organisation, ASTM International.

The ASTM approval specifies that bio-fuel can only make up a maximum of half the fuel. However, it is seen as a significant breakthrough. Lufthansa has announced that it is to operate an A321 on scheduled passenger services between Hamburg and Frankfurt on a mix of bio-fuel and avgas.

Economic drivers No-one can still question whether bio-fuels are technically possible.

However, the issue is not technology, it is economics.

“We have the technology, we need a sustainable economic model,” says Al Costa of the Spanish ethanol consultancy Alkol. “What has not happened to date is anyone showing that there is a viable economic model based on bio-fuels.”

The need for a viable economic business model is clear when you look at a basic fact. Bio-fuels cannot currently be produced and distributed for less than at least USD$250 a barrel. At that price it is difficult to see an economic incentive to use bio-fuels instead of fossil-based fuel.

Difficult, but not impossible, according to Costa: “Look at the iPhone and the iPad. They were more expensive than the other available options. They took off because there were trendsetters who saw the benefit.”

That is why business aviation is so important to the emerging aviation biofuels industry.

Public reporting Business aviation’s clients have incentives. “Many are obliged by their Corporate Social Responsibility (CSR) obligations to reduce emissions,” notes Costa. “Some are actively subject to ETS schemes around the world and corporations are looking at ways to reduce their carbon footprint.”

The Carbon Disclosure Project reports that 40% of Forbes 500 companies now publically report their carbon emissions from employee travel. This number is growing by 10% yearly. It is also true that the relative cost of fuel is lower for a business aircraft user. The benefit of business aviation is time, not cost. If business aviation, with the benefits it brings to corporate productivity, can use bio-fuels and contribute to CSR obligations as well, it is a win-win.

According to Paul Steele of the Air Transport Action Group (ATAG), the key is to encourage production facilities. “The International Energy Agency has shown that as production facilities have doubled, the unit price for the fuel, whatever the type, has fallen by a quarter.” The importance of flights like the Gulfstream G450 is to show that there is demand for bio-fuel.

“If we can do that, investors will come into area,” Steele contends.

There seems to be no shortage of demand. As Gulfstream’s Henne noted: “We want our operators to know that Gulfstream aircraft are capable of using alternative fuels.”

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The

Secret to

Success

by Tim Kern, CAM

Banyan FBO

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When it comes to running a top-notch FBO, some things are simply expected as standard by customers. Fuel, clean restrooms, competent friendly people, a decent pilot lounge, readily-available ground transportation — these are the lifeblood of any FBO. But what qualities and services make certain FBOs more successful than others, and what puts an FBO on a ‘Top 100’ list?

It seems that key criteria for judging an FBO comes down to its line team; customer service representatives; amenities; promptness and efficiency; and value for money.

These factors always feature high on the big industry polls.

However, smaller FBOs with lower traffic can often miss out on deserved recognition, simply because of their geography or size. One reader of a popular aviation blog made a particularly touching case for Oakland Air, in Pontiac, Michigan (KPTK). The reader’s passion demonstrates that, no matter the size of the FBO operation, it is the attention to detail that can make a big difference. The reader recalled that he made a ‘hastily organised’ trip to Pontiac, due to a bereavement in the family. The line people at Oakland Air got him parked, helped with luggage, and brought the family to their waiting car where they found a gift basket and a sympathy card. Human touches like those make an impression and can have a great affect on customer satisfaction.

Five-star training Perhaps it’s Pontiac’s water. Big surveys consistently place Pentastar Aviation, located at the same airport, in their Top 10. Many Pentastar employees receive customer service and awareness training, not from aviation academies, but in special training sessions usually reserved for five-star hotel employees. “They really do earn it, every day,” one former employee told me.

While the price of fuel is a factor, it is not enough in itself to make one FBO morepopular than another. However, fuel availability and convenience, and especially the professionalism with which fuel is delivered, are essential. Well-trained line personnel provide efficient fuelling, know where to direct ramp traffic, and stay ahead of pilot and passenger demands.

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Until one’s basic needs are met, people have little use for the higher-level perks FBO management can easily gain loyalty by doing the simple things such as insulating passengers from long walks across hot, cold, windy or wet tarmac, making sure that their luggage is attended to, and that ground transport is ready, wellinformed, and clean.

Facilities management must ensure that hangars are ready when the aircraft arrives, that the snow is ploughed, and that other aircraft are not in the way of fuel or hangar access. The FBO operation as a whole needs to anticipate and stay ahead of the pilots’ needs for tugs, chocks, security, and de-icing.

Managing expectations Crew and passengers expect and deserve a peaceful, clean, climate-controlled place to gather. They expect prompt, clean, and well-informed ground transport. And they need food, or at least fresh coffee. Professional desk personnel always know what events are happening locally; and a good FBO has relationships in place to ensure (possibly discounted) transport, food, and lodging.

“Too many FBOs have become like too many stores,” said one pilot whose boss’ travel requires stops in many smaller airports west of the Rocky Mountains. “They don’t really know their merchandise. They may have to ask someone else; or they may not get answers at all. We’re already tired; we want to get to the hotel and recharge, and they don’t know where the hotel is, or even have the phone number handy, and the courtesy car is unavailable or filthy!”

Psychologist Abraham Maslow’s hierarchy of needs diagram shows that, until one’s basic needs are met, people have little use for the higher-level perks. Let’s face it, if the airplane is damaged, no amount of free landing vouchers will compensate.

Extras matter But extras can differentiate an FBO from the competition on the field, as happened for one popular FBO in Canada. Ashlee Clements, Sales Coordinator for Irving Aviation in Gander, Newfoundland, (CYQX), admits that Irving’s location conveys geographic advantages, but says good staff are key. “Our team is the thing that differentiates us. They know the industry and enjoy their jobs. They’re here every day, 24/7, working hard. With four other FBOs on the field, we simply must have competitive fuel pricing and great facilities.

“The team is always thinking ahead, figuring out what they can do better for the customer. For instance, we looked on the manifest and saw that an incoming VIP was having a birthday.

We got a cake and brought it onboard. The passenger didn’t know we knew, and was really touched.”

Nancy Bouvier, Marketing Director for Banyan Air Service at Fort Lauderdale Executive Airport (KFXE), can recall many occasions where her staff have delivered incredible personal service. “Recently a pilot spilled something on his shirt. One of our customer service reps gave the pilot another shirt to wear whilst his own was laundered.”

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Signature Flight Support Orlando

Signature Flight Support operates one of the largest FBO networks in the world and prides itself on its Signature Service Promise. “Some of the trends we’re spotting involve increasing convenience for crews and passengers, such as handheld point of sale machines right on the ramp, so the pilot can get ready and check out, planeside,” explains Patrick Sniffen, Vice President of Marketing. “We’re always focusing on how we can make things more convenient for crews and passengers — and we’re enhancing service consistency across all our 100+ locations worldwide.”

Consistently delivering Solo Aviation (Ann Arbor Municipal Airport, Michigan — KARB) recently received attention as a great FBO for its innovative, ’do whatever it takes’ philosophy, and the extras they provide including things like a big-screen television in the pilots’ lounge, plus hotel and limo deals.

In short, the good FBOs make everything look easy, and they provide all the services effortlessly. Effortlessly, that is, in appearance. Thinking ahead, handling the unexpected in a routine way, and dealing with problems out of sight go a long way toward making the experience easier for the travellers.

Future ready?

Bouvier says anticipating customer needs is not technically difficult: “We listen to our customers. Our customers wanted a restaurant; now we have Jet Runway Cafe. Our customers wanted an aviation store; now we have a unique shop that offers much more than pilot supplies — it’s a unique aviation experience. One of the store’s features is a Gulfstream II fuselage equipped with flight simulator software.

Our fly-in leaders needed to transport groups to the hotel, so to facilitate this we purchased a 14-passenger van with expanded luggage capacity.”

Sometimes larger investments are required. “In the year ahead, we will build a new FBO at nearby Opa Locka, including six hangars and we are adding three new common storage hangars here at FXE,” notes Bouvier. “We’re also expanding our technical capabilities, tooling and training, specifically in our maintenance and avionics services.” And five years from now? “The environment changes and plans we make today may not fit tomorrow. However, we always look to serve the customer. Who knows what that may bring?”

“But we are constantly improving. We’ve recently installed new equipment in Luton (London) and Washington, DC. In Shannon (Ireland) we work with US Customs and Border Protection on their pre-clearance processing for entry to the US, reducing delays significantly. We can fuel the aircraft even as this occurs. We work closely with the US Transportation Security Administration (TSA) and other government agencies. It’s about being a partner with them, promoting security within general aviation and ensuring customers can continue to utilise private aviation as a business tool.”

Successful FBOs meet all the basic checklist items, but it is how they anticipate and fill the other, higher-order needs of both crews and passengers that differentiate them from thousands of others.

The message from top FBOs is simple: figure out what the customer wants and needs ahead of time, and have it ready. The key is to consistently deliver perfectly executed basics and to add additional services only when they can be executed perfectly and appear effortless to the customers.

The message from top FBOs is simple in concept: figure out what the customer wants and needs ahead of time, and have it ready

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The Changing Role of the Corporate Flight Depar tment

by Amy Laboda

T

he corporate flight department in the US is facing a challenging time right now. With a swirl of regulatory changes made in the last decade in the United States, and most recently with the threat on the Blocked Aircraft Registration Request (BARR) programme, the future for this once essential corporate department is sadly in the balance.

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Perhaps it is wise to interject a bit of history here. In the beginning (and I am going all the way back to the 1920s) the corporate flight department consisted of an airplane or two, wholly owned, and perhaps even built by the company. They were flown by, and even maintained by company pilots or mechanics.

These pioneer cabin-class aircraft may have been small, noisy, and cold, but they quickly became essential for the businesses that they, and the flight department servicing and flying them, supported. The aircraft carried company employees, their families, VIP customers and sometimes company products wherever it was capable of taking them.

The technology of the day might have limited the utility of these primitive machines, but you’d be surprised at just how far these nimble craft and their skilled pilots ranged. One example is SC Johnson, which could be considered one of the businesses that invented the corporate flight department. Its corporate aircraft, purpose-built for the company, could be found splashing down on the Amazon River as early as 1935 with company president H.F. Johnson Jr and a team of scientists on board.

Today, corporate flight departments like this still exist but there are also variations on the theme that have been borne out of necessity. It has, in these contentious times, become increasingly difficult to preserve the privacy of those key company employees and VIPs who use the corporation’s aircraft. That lapse in privacy was brought on by technology that has, since 1997, allowed just about anyone with an Internet connection to track aircraft operating in the United States National Airspace System by simply entering a tail-number into web pages such as flightaware.com, flightview.com and flighttracker.com.

Anyone with an Internet connection can track aircraft operating in the United States

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Competitive edge Corporations working on acquisitions can lose their competitive edge if tracked by, say, someone hoping to undercut or sour a deal. Beyond that, VIPs and celebrities that travel privately often do so because of security concerns. The cost of replacing the CEO of companies as large as General Motors, Textron or Coca-Cola, Inc. could be high — high enough to warrant taking extra care to prevent a CEO’s movements from being closely tracked.

The BARR programme was established in 2000 to enable operators to make their aircraft invisible to Internet flight tracking programmes. Their tail-numbers are essentially suppressed, making it much more difficult to discern where that aircraft is heading next. The BARR programme was discontinued in early August 2011, and this is perhaps the biggest challenge the Corporate Flight Department has faced to date and could change the department’s role as we know it.

As FlyCorporate went to press, the Federal Aviation Administration (FAA) was expected to file a response to the associations’ brief to the US-based aircraft associations. After that, the associations will file a final brief by October 12.

Dan Hubbard, spokesman for the National Business Aviation Association (NBAA) explains that: “Flight tracking is an unwanted intrusion into the security and safety of both the passengers and the crew of corporate flights, not to mention that it can compromise a company’s competitive advantage — a key reason for having a flight department in the first place.” Hubbard points out that NBAA, along with the Aircraft Owner’s and Pilot’s Association (AOPA) and the Helicopter Association International (HAI) are joining forces to file a lawsuit against the dismantling of BARR. “We feel confident that the courts will agree with our position in the matter,” says Hubbard. “The suit is already in play. In the meantime, NBAA members are calling and asking us for creative ways to deal with the situation.”

heads we spoke with envisioned the end of BARR as the death knell for their division of the company. NBAA’s Hubbard confirms that not one of their members had, at the time of our interview, called stating they were locking the hangar doors and selling aircraft because of BARR.

Privacy and security

Economic health

True to form, no large corporate flight department wanted to publicise their strategies for dealing with the loss of BARR. Hubbard cites privacy, security and of course, the much mentioned competitive advantage as reasons for the reluctance to speak out. That said, a few chief pilots were willing to talk with FlyCorporate, off the record.

A chief pilot, who’s CEO routinely travels overseas in the company aircraft, pointed out: “We, the crew, are company vetted and trained to keep our CEO safe and rested and, if he chooses, connected on a secure line to the outside world. Our jobs are essential to the health of the company.

And, as big as our company is, you could say that our jobs are essential to the health of the economy as a whole.”

There is one key element that must be made clear — not one of the corporate flight department

“We carry so many executives to so many places, on missions the airlines simply cannot complete,” said one chief pilot.

“Nothing compares to the perfect privacy of a corporate aircraft cabin for conducting business en route to where even more business will be conducted,” commented another, who works for a Fortune 100 company.

Denise Wilson, President of Desert Jet

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There are whispers, however, of corporate flight departments already making changes with BARR gone. A few are re-titling aircraft through a maze of holding companies, making it more difficult for someone to determine precisely which aircraft is used by which company. A more radical move is to disconnect the flight department completely from the company and reconstitute it under the umbrella of a corporate flight management entity. The added benefit to this move is that, if the entity also holds a Part 135 and/ or Part 125 unscheduled passenger charter certificate, the company may generate additional revenue from the aircraft if it chooses to lease it out during idle time.

Customisable service “We’ve had some increased interest from flight departments since the whole issue of BARR going away raised its head,” admits Denise Wilson, President of Desert Jet, a full-service charter and flight management company based in Palm Springs, California. Wilson, founder of the company, keeps the largest fleet of charter aircraft available in the popular celebrity haunt. The company offers products as diverse as single charter, long-term lease, or whole ownership-management plans. All products are customisable to the client’s needs. “One of the many perks of operating your aircraft through our fleet is being able to drop the tail-number completely from your callsign,” Wilson explains. “All the aircraft we operate and manage come under our company call-sign, which makes it difficult for anyone who is not at the airport with a pair of binoculars to track that particular tail-number.”

While the trade groups pursue a resolution of BARR in the courts, others have pushed to introduce new legislation in the US Congress to reinstate the programme. It is important to note that the FAA is accepting requests for tail-number blocking but operators must demonstrate what the FAA calls a ‘Valid Security Concern.’ Aircraft that meet the criteria for this programme will continue to have their tail-numbers blocked.

However, sensitive information that could create a security risk must be disclosed to the FAA’s Aircraft Situation Display to Industry (ASDI) vendors to qualify for the new status. It is possible that this information may become publicly available through a Freedom of Information request.

For questions or problems with the new process, corporate operators can contact the FAA’s ASDI Program Office (asdi-program-office@faa.gov) or the FAA Certified Security Concern mailbox (CertifiedSecurityConcern@faa.gov).

Any company that previously participated in BARR and can establish a verifiable security threat that makes it imperative for its flight department tail-numbers to be blocked will still be granted that service, according to DoT literature.

“We don’t compete with corporate flight departments at all, in fact, we strive to enhance them”

CitationAir, owned by Cessna, also offers solutions for flight departments looking to become less visible, but unable to retain their blocked status with the loss of BARR. “Fully one-third of our current fleet is wholly-owned by aircraft owners who allow us to use their aircraft — a win-win for all,” says Woody Harford, Chief Revenue Officer for CitationAir. “Beyond that we offer our Supplemental Lift programme for corporate flight departments. This provides them with access to our fleet for no money down, whenever they might choose to use one or more of our aircraft. And of course, our programme provides companies with an aircraft, no capital risk and a level of safety and service that matches or exceeds their own programmes,” says Harford. “Being owned by Cessna, we don’t compete with corporate flight departments at all, in fact, we strive to enhance them. We figure they are all customers or potential customers.”

Woody Harford, Chief Revenue Officer for CitationAir

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Building the Future of

Bizav

in the Middle East

by Dan Smith

According to the Airports Council International, world air passenger numbers grew by an average of 4.8% in June 2011 compared to the corresponding month of 2010. In the Middle East however, the number of passengers increased by almost double the world average. Across the region passenger numbers grew by 8.9% in June alone, while for the full year numbers were up by 9.3%.

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The four main commercial carriers in the region are adding around 12 planes a month to their fleets to cope with demand. Emirates expects to add two jets each month for the next six years while Qatar Airways has outstanding orders that will almost triple the size of its fleet. Fly Dubai and Ethiad have similar plans.

While the success of the commercial airlines in the region is to be admired, the effect on business aviation is causing concern. A lack of capacity at major airports and congestion in the skies mean business aviation is being squeezed out.

There are new airports under construction in the Middle East and existing facilities are being expanded rapidly to cope with the rising demand. Yet almost all of this construction activity is designed to meet the needs of commercial passenger and freight operators.

With the exception of Al Bateen Airport in Abu Dhabi, and the Dubai World Central-Al Maktoum project, very little airport space is being dedicated to general and business aviation users.

“The fundamental ethos of business aviation is usage of aircraft as productivity and profitability tools for business and industry,” says Ali Al Naqbi, Founding Chairman of the Middle East Business Aviation Association (MEBAA). “Availability of airports closer to the business districts in the region, and access to them with minimum terminal time are of great importance for the growth of business aviation.”

Close to the Action While Al Naqbi acknowledges that many of the existing airports in the Middle East are world class, he also notes: “It might not be possible to meet the demands of business aviation in years to come given the projected growth of both business and commercial operations in the region.”

To date, just one dedicated private jet airport has been built in the Middle East. Established on a former military airfield, Al Bateen Airport serves Abu Dhabi, the capital of the United Arab Emirates (UAE). The airport is less than five kilometres from the centre of town. “It is

important to be close to where business is being done,” says Steve Jones, the airport’s General Manager.

That proximity to downtown Abu Dhabi is bringing benefits with aircraft movements increasing by 20% monthon-month when compared to the previous year. Al Bateen is set to handle more than 10,000 flights during 2011. “Within two minutes of leaving their car, passengers can complete customs and immigration formalities and be on their aircraft,” notes Jones.

“There are no commercial operations at Al Bateen, so no congestion problems. Business aviation is guaranteed to get in and out easily.”

Congestion Means Business The same cannot be said at Dubai International where ramp space is a significant problem. Even for ExecuJet, which operates an FBO at the airport, aircraft parking can be hard to find.

“We are often allocated the more remote parking bays,” says Quintin Caincross, ExecuJet’s Operations Manager for the Middle East. “In an ideal world we would have apron, hangar and maintenance space dedicated to our operations.”

Al Bateen Airport

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At peak times ramp space can be very hard to find. “We sometimes drop off passengers at Dubai International and then fly the aircraft to a nearby airport where it can be parked overnight,” explains Abdul Charafeddin, Marketing Director for UAS, an international trip support provider and charter operator. UAS typically utilises Sharjah, Fujairah and even Abu Dhabi International which all have high-class facilities and more ramp space than Dubai. “Congestion is not necessarily a bad sign,” notes Charafeddin. “It means business is good!”

Although Dubai Airport is still being expanded, development of the new Dubai World Central-Al Maktoum International Airport is continuing. The facility has a design capacity for 120 to 150 million passengers and 12 million tons of cargo a year. Freight operations have already commenced and business aviation is likely to be asked to move to the new airport within the next two to three years as infrastructure comes on-stream. Although further from central Dubai than the existing airport, Caincross believes it may be a better solution for bizav. “Increasing delays at Dubai International may make the extra travel worthwhile,” he notes.

Build and They Will Come According to MEBAA’s Ali Al Naqbi, the solution is to build more airports dedicated to bizav: “There is a definite need to create, develop and operate smaller airports closer to the centres of business activity. One of the prime reasons for the massive size of the business aviation market in the US is the huge number of smaller airports that are close to business centres.”

But it is not just airports that are needed. “There is still a shortage of good maintenance facilities in the region in terms of capabilities and geographic spread,” says Faisal Alam, Rizon Jet’s General Manager Middle East. “Many operators have to fly to maintenance, repair and overhaul (MRO) facilities in another location and that is expensive and time consuming.”

“Congestion is not necessarily a bad sign, it means business is good!”

Steve Jones agrees: “Light maintenance or quick fixes can be done, but there is a lack of MRO facilities to carry out heavy maintenance, upgrades and refurbishment.”

Al Bateen airport is hoping to attract some of these services and in May this year Jet Aviation became the airport’s latest independent MRO provider. Jet Aviation will initially provide line maintenance with backup from its Dubai operation. It is a strategy that Al Naqbi thoroughly agrees with: “When small airports are developed, other infrastructure such as hangarage, FBOs, repair facilities, and spares depots will automatically follow.”

Al Abteen Airport

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Unification of Airspace Middle East is a broad term used to describe the region that stretches from the Mediterranean and across the Persian Gulf.

Depending on the definition used, between 15 and 20 countries are generally accepted as being part of the region. Many of these countries are extremely small, yet most maintain their own airspace rules and regulations and aircraft registration requirements.

With the goal of harmonising the rules and improving usage and efficiency, the Civil Air Navigation Services Organisation (CANSO) has announced a study of Middle Eastern airspace. Although in its early stages, the CANSO study has been welcomed by many in the Middle East. “The benefits of harmonising air-traffic systems in order to effectively use limited airspace and build-in enhanced safety features are seen, and taken seriously, by all concerned,” says Ali Al Naqbi.

Quintin Caincross is an experienced pilot who believes Middle East air traffic controllers do their utmost to make things easy for flight crews: “For pilots and operators it appears fairly seamless when you are transitioning between the different air spaces. If congestion is bad they will tell you a long way out to slow down so you don’t have to go into a holding pattern over the airport.”

“Harmonisation of regulations and flight information regions (FIRs) in the Middle East would improve trip planning and require less coordination with air traffic controllers,” says Rizon Jet’s Faisal Alam. However, he is quick to point out that, unlike in the US and Europe, Middle East airspace is still relatively uncongested. “We do not have slot issues and most of the time we can get the desired flight routing.”

Almost everyone I spoke to for this article believes that harmonisation is a long way off. “It would be great if it happened,” says UAS’ Abdul Charafeddin, “but I don’t think it is feasible and it won’t happen in the near future.”

“Implementation of such a major step has to be done carefully,” notes Al Naqbi. “There are many sovereign governments to be consulted.”

Common Registration Along with airspace regulation, each country also maintains its own aircraft registry. While there are no plans to follow the European lead and harmonise registration requirements, many operators would welcome the move. “A common registry with common requirements for airworthiness, standards and procedures would definitely introduce efficiencies at the operational level,” says Alam. “Eliminating the need for separate Part 145 approvals from different states, common pilot training acceptance and regulatory oversight are just a few of the benefits that would come.”

Rather than common registration requirements, Ali Al Naqbi would like to see more owners use existing mechanisms: “We support and motivate all owners and operators to register their aircraft with the International Registry of Mobile Assets.” Held in Ireland, the Registry operates under the legal framework of the 2001 Cape Town Convention. As at 6 July 2011, 46 countries and regional economic organisations had ratified the Convention.

“We do not have slot issues and most of the time we can get the desired flight routing”

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Haute Cuisine at 40,000ft

59

S

erving food in the sky can often be a challenge for crew.

Rod Simpson looks into the current services on offer that should make life a little easier in the galley.

Among the many tasks facing business aircraft operators, catering is often the last item on the checklist. Yet for passengers making an early start with a busy day in prospect, a good cup of coffee and a fresh croissant is essential to their private jet experience. For long-range flights in large intercontinental jets, top quality food and service is taken for granted — but arranging this is much more complicated than it may appear.

Handling food and drink on business aircraft is wholly different from providing meals on scheduled services. Airline passengers, even in first or business class, will have pre-prepared and pre-portioned food, supplied to a strict budget and handled by cabin crews in a fairly automated way. The galleys of airliners are relatively large and geared to rapid loading, unloading and stowage of dedicated food trolleys. Not so with business aircraft where VIP passengers, who expect the highest standards, may be particularly demanding.

The in-flight catering options for corporate aircraft often depends on the model being flown. There is little space on a Citation Mustang to store and serve sophisticated meals, but the better-equipped galleys provided on intercontinental business jets give more scope for creative catering. On smaller business jets, the task of providing refreshments often falls to the crew who are expected to stop by the supermarket en route to the airport to pick up supplies and drinks. Even on larger aircraft the cabin attendants may sometimes be directly responsible for catering and be required to use their own initiative.

Choosing a caterer The obvious solution is to use a specialist flight caterer and all major airports and FBOs will have connections with suitable providers. While this may appear to limit the choice of caterer at particular airports, in practice it does not prevent operators from choosing a favoured food service company. There is generally plenty of choice in major cities. Most flight department managers will try out several companies and then stay with the supplier which best meets their needs.

Often, the choice will be a provider who can deliver service at many different destinations. Typical of flight caterers in the United States is Air Culinaire. The company offers an extensive menu out of its network of 13 locations including Boston, Chicago, Denver, Las Vegas, and San Francisco. Air Culinaire also offers service from bases in London and Paris. It is also part of the CaterLink network which gives it access to catering providers in more than 1,000 cities across the world. This may well be attractive as a one-stop contact for corporate flight departments, simplifying advance arrangements for service on international trips.

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The support from catering suppliers will normally be much wider than just inflight meals and may include a range of concierge services. Most caterers can also deliver fine wines, cigars, flower arrangements, newspapers, magazines and DVDs for the inflight entertainment system. They can arrange a laundry service, bring blankets and pillows, supply wet and dry ice for the galley equipment — and even provide cleaning supplies to ensure the aircraft interior is immaculate.

Haute cuisine on board The range of meal options from flight caterers is enormous.

At the most basic level it will consist of boxed meals, ranging from breakfast pastries to sandwich selections. For small business jets with limited space and facilities (and no cabin crew) this is the only practical solution. On medium-sized aircraft it becomes practical to move up to more ambitious food such as canapés and hot entrées.

Larger aircraft with big galleys and several flight attendants provide an opportunity to present a much wider menu range.

Not surprisingly, many business aircraft travellers are used to the best in fine dining — and demand the same on board the company aircraft. London-based caterer Royalblue includes dishes such as lobster Thermidor, sautéed beef — or even fish and chips in its menu. Caterers are expected to respond to regional, religious and ethnic preferences. For example, Royalblue specialises in Malaysian, Thai and Chinese cuisine and Arabic specialities.

With such fine food on offer it is easy to forget that aircraft galleys are generally a compromise. Even on larger aircraft in the Gulfstream and Global class, the galley is in the corridor between the cockpit and the main cabin, and space is at a premium. In smaller jets, the rather limited cabinetry is just enough to house an ice-chilled storage drawer, stowage for dishes and silverware and a coffeemaker.

Challenge of space

With such fine food on offer it is easy to forget that aircraft galleys are generally a compromise

For the caterer, the limited space presents a challenge.

“We produce all our food under strictly controlled hygienic conditions with fully documented temperature records,” says Tony Ellison of Cuisine Air which is based at London’s Biggin Hill Airport. “But once we deliver the containers to the door of the aircraft they are in the control of the passengers and crew. Limited space means that they may end up stacked in the aircraft restroom — the least hygienic part of the aircraft!” He notes that: “Sushi is very popular — but it must be eaten within four hours of preparation — which is often impossible.”

All photos courtesy of Alison Price On Air

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One manufacturer which has paid special attention to galley design is Embraer which has produced a very functional large galley for the Legacy 650. It has a sink and a large countertop with additional drop-down Teflon-coated shelves to aid plating and presentation. There is ample cupboard space, a trash container and ice drawer. Standard equipment includes a microwave or convection oven, refrigerator and a fresh coffee brewer or espresso coffeemaker. This has all been arranged with sufficient floor space for two flight attendants to work with reasonable ease.

Even with good galley design, the more ambitious the cuisine, the greater the danger of it proving to be a disappointment to the diner. Airline passengers know only too well that a fabulous first-class dinner can become a disaster in the hands of inexperienced cabin crews. Even high-class dishes delivered to a business jet can be over-cooked in a microwave oven because of the inexperience of the flight attendant.

Assembly kits One of the companies now paying attention to this aspect of inflight catering is London-based speciality caterer, Alison Price. The company has established Alison Price On Air (APOA) to service the business aviation community. But Price and her team see their role as being much wider than just delivering meals to the aircraft door. “Most caterers just bring in the food and walk away,” explains Daniel Hulme, Director of In-Flight Services. “But we recognise that the cabin crew need to be provided with specific tools and skills to deliver excellent dishes to the standard you would expect in an exclusive restaurant.”

The package developed by APOA relies on individual dishes, produced in component parts which can be assembled on the plate by the cabin attendant in the aircraft galley. The meal ‘assembly kits’ come complete with tiny containers of

garnishes and with all the sauces and dressings ready for use in individual portions. Each dish comes with step-by-step instructions and illustrations of the final presentation.

APOA also runs training sessions for clients’ flight staff to demonstrate how to plate the food. The sessions are offered at no charge. “It helps to maintain the highest reputation for our food service when the presentation exceeds our customer’s expectations,” says Hulme. “Our aim is to ensure even the most novice of flight attendants can present our cuisine like a five-star chef.”

Well equipped This approach certainly ensures loyal customers and APOA has won business with 20 leading clients such as ExecuJet and Air Partner. Another client is Gama Aviation whose Cabin Services Manager, Paul Milverton is enthusiastic about this initiative. “It has delivered food quality that is ten-times better than before,” he notes. “Our cabin attendants have the confidence to serve food on board of which they can be proud.”

APOA has its sights set on North America. Through a linkup with Atlanta-based caterer Tastefully Yours, APOA’s techniques will reach a wider clientele. “Alison Price provides an impeccable service,” says Paula Kraft, Principal of Tastefully Yours. Kraft expects her American clients to benefit from APOA’s expertise when visiting Europe.

Cuisine Air’s Tony Ellison is also keen to advise and help cabin crews to present his food in the most attractive way.

“Our major challenge is that catering is often done at the last minute and we seldom get feedback on whether the passengers liked the food.” The clear message is that flight caterers are well equipped to meet every need — but establishing a close relationship with your caterer is essential if excellent food is to be served onboard.

Meet the Operator

Commitment to Safety

J

et Aviation started life as a maintenance organisation in 1967 when its founder, the late Carl W. Hirschmann, established the company in Basel, Switzerland. The company’s charter division began shortly after with a simple idea from Hirschmann: why not provide transport for clients while their own aircraft is being maintained? Hirschmann established a separate company, Private Jet Services, to take care of the charter side of the business. Even though the charter division is now known by the name of its parent company, PJS remains the flight designation for all Jet Aviation flights. By Dan Smith.

Charter operations began in 1969 with a Learjet 25 operating from Basel. With its +1,500 nautical mile range and capacity for eight passengers, the Lear proved a popular choice with Jet Aviation’s maintenance clients, many of whom came from the Middle East. “Our business grew naturally in the region,” explains Martin Bernegger, Senior VP & General Manager of Jet Aviation’s Aircraft Charter Division.

Bernegger is responsible for Jet Aviation’s charter operations across Europe, the Middle East and Asia.

The company also provides charter services from its North American headquarters in Teterboro, New Jersey, and from its South American base in Sao Paulo, Brazil. In Europe, the Middle East and Africa (EMEA) region, Jet Aviation Charter has facilities in Dubai, Geneva, Lugano and Zurich. The company operates a 24-hour operations centre at its Zurich hub.

The EMEA charter fleet ranges from small aircraft, such as the Cessna Citation Bravo and Excel, up to large jets, such as the Falcon 2000, 900EX and Gulfstream G550.

In November, the company will take delivery of a Phenom 300, the first to become available for charter in central Europe.

Popular Choice The Phenom is likely to prove very popular with Jet Aviation’s European clients because of its cabin size and baggage capacity. “In Europe, typical missions are just over an hour,” says Bernegger. “In the Middle East clients prefer mid to large aircraft with a lot of baggage space, while in Asia we are finding strong demand for our ultra long-range fleet for non-stop trips to Europe and the United States.”

Safety is a core value for Jet Aviation and it operates all aircraft, whether on charter or private missions, to the highest standards. “We have had a flight operations manual with clearly defined safety and operations procedures from the very beginning, even when charter operations were widely unregulated” notes Bernegger.

The company’s commitment to safety and service has not wavered. In 2002, Jet Aviation became one of the first charter providers to implement a full quality management system into their operations manual. A Safety Management System (SMS) has also been implemented and Jet Aviation is adapting its procedures to conform to the EASA operations standard in Europe. That commitment to safety will ensure Jet Aviation remains as popular with its discriminating international clientele as it has for the past 42 years.

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Expanding the Empire “

W

hen expanding your business into a new territory, you have to be prepared to work through the legal framework challenges that arise,” says Steve Hartley, Executive Director of Empire Aviation Group when I ask him how the new Mumbai operation is going.

When we last spoke, at EBACE in May, Hartley had high hopes that Empire’s Indian branch would be open by 1 June. But things took longer than planned: “In terms of licensing, the paperwork has taken longer than we expected.” By Dan Smith.

Empire Aviation Group (EAG) began operations four years ago in Dubai. Started essentially as an asset management organisation, EAG now offers aircraft management, charter and sales services. “I think these services go hand-in-hand,” says Hartley. The company deliberately decided not to enter the maintenance, repair and overhaul (MRO) market, preferring instead to use leading MRO-providers to ensure EAG’s client aircraft receive the best attention.

that tax. “The duty is waived if the aircraft is to be used commercially,” explains Hartley. To qualify, aircraft owners must acquire a Non-Scheduled Operator’s Permit (NSOP), the Indian equivalent of an Air Operating Certificate (AOC). While attractive financially, the list of NSOP-holders is published regularly by the Indian Directorate General of Civil Aviation and not everyone wants to be included.

“Some owners prefer to pay the duty,” says Hartley.

Tax Savings

Open Season

The results have been spectacular despite the financial downturn in 2008. “When the crisis hit we said, let’s continue to add growth,” explains Hartley. The results of that approach are clear: “From 2008 to 2009 we had growth in excess of 100%, from 2009 to 2010 we had 23% growth.” Hartley expects to double the size of the business over the next 18 months as the Indian arm becomes established.

Owners that do elect to obtain an NSOP can make their aircraft available for charter through EAG. This will enable the aircraft owner to earn income from their asset. “While charter fees will not buy you the aircraft, it can help to defray the costs of ownership,” notes Hartley.

“Going into India, we’re going to replicate what we have here in Dubai,” explains Hartley. Within days of opening, EAG had sold its first aircraft in India. By October the company expects to have five aircraft on the tarmac at Mumbai with most available for charter.

Indian import duty on new aircraft is notoriously high and making an aircraft available for charter is one way to avoid

Although it has been a challenge to enter the Indian market, Hartley is confident that it will pay dividends for EAG in the longer term: “Once you are licensed and offering a well-run service, it is open season. They are desperate for professional aircraft management companies here.”

With Mumbai up and running, EAG is turning its sights to new markets to the north. “We have a couple of joint venture offers in Europe which we are studying at the moment,” says Hartley.

“We’ll see what pans out.”

Meet the Operator

Charm and Hospitality

W

ith its growing fleet of aircraft, Qatar-based Rizon Jet is determined to be the premium operator in the Middle East. The company already raised the standard of travel for passengers flying out of Qatar when it opened its VIP Terminal at Doha International Airport in May. By Diana Albiol.

With two locations now fully operational ­— Rizon Jet’s VIP Terminal at London Biggin Hill Airport opened in the same month — the company is looking to widen its reach into Europe and attract more international business aviation clients.

As CEO Patrick Enz tells FlyCorporate, the two locations provide the ideal network for its customers: “As many of our Arabic customers travel to London during the summer months, it was a natural progression to evolve the business into Europe and select London as the European base. London provides us with a perfect location to serve the European market.”

Both locations have large hangar space and impressive MRO facilities. The Doha facility achieved Qatar CAA 145 approval in April and EASA 145 maintenance centre approval in July 2011. Approvals from several other registries are in the pipeline, including Bermuda, Isle of Man, Pakistan, Saudi Arabia and UAE. At present the Doha MRO is approved to work on Bombardier Challenger 605s and the Hawker 900XP. Soon it will receive Qatar and EASA base maintenance approval, which will enable Rizon Jet to service the Global Express series.

Although there are no plans at present to open new locations, the company is looking to expand its current fleet, which includes two Bombardier Challenger 605s and a Hawker 900XP in Doha. A number of managed aircraft will join the fleet in 2012 and an Airbus A319 is scheduled for delivery in late 2013.

Middle Eastern Charm Reflecting customer demographics, the Rizon Jet FBO lounges in both Doha and London ooze Middle Eastern charm and hospitality and feel more like a luxury hotel than an airport lounge.

“We wanted to create an environment that gives our customers time to relax before their flight. We know our customers appreciate surroundings like this for meetings with their business partners,” adds Enz. “It was very important to find a balance in terms of design that was appealing for everybody.”

Specific services have been incorporated at both locations for Rizon Jet’s Middle East VIPs. These include private enclosed lounges for families, a dedicated area for children and a prayer room.

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Platinum Service

F

ounded in 2006, XOJET has become one of the fastest-growing private aviation companies, serving more than 3,000 customers worldwide. “We have added three airplanes just this year,” says XOJET President, Blair LaCorte. “And we plan to take delivery on four more aircraft before the year is out. We also have 52 partner aircraft available at any one time for our clients.” By Amy Laboda.

The XOJET business model combines private jet membership and on-demand charter. The company uses a unique fleet-optimisation programme that increases both efficiency and customer service levels throughout the company.

The result? XOJET is the only US business aviation provider to rank either in the top or second position in all 12 ARG/US Platinum safety rating categories.

Modern Fleet XOJET operates one of the most modern fleets in the industry.

Comprised mainly of Citation X and Challenger 300 aircraft, the fleet also includes several other models. For clients with different mission profiles, XOJET can also access aircraft ranging from King Airs to Gulfstream GV heavy business jets, through its global preferred-partner programme.

The company opened a sales office in New York in 2010, in response to a 50% year-on-year increase in hours and revenue during 2010. Much of the increase in business occurred at XOJET’s New York, Los Angeles and San Francisco bases. That growth has continued into 2011, according to LaCorte.

In June, XOJET introduced its Preferred Access programme, which offers members savings on each flight and

allows them to customise their flight amenities. “In four years of operation we have never left a customer without an aircraft, even when there is a problem,” says LaCorte. “We are there for our customers. We’ll even recommend a better fit, if what we are offering isn’t exactly what the client needs. We want to be our client’s trusted travel advisor.”

To reach out, the company uses social media such as Facebook and Twitter.

It also uses Flightaware.com to advertise its one-way special pricing, contests, hotel packages, and other enticements. Pushing these discounts through social media gets them right into customers’ hands.

Helicopter Transfers At Teterboro Airport, XOJET customers enjoy the company’s interline agreement with Newark-based HeliFlite. Booking through XOJET, customers can schedule a helicopter

shuttle on a twin-engine Bell 430 or Sikorsky S-76. HeliFlite can transfer passengers anywhere within a 250nm (463km) radius of New York City, making trips to and from Boston or Washington possible.

“In many situations, helicopter travel is the smart choice for anyone who needs to optimise their complete trip. It offers both time savings and flexibility,” said Bruce Rogoff, President and CEO of HeliFlite. “XOJET has a superior reputation for both service and value and we are proud to be chosen to provide services to their customers.”

XOJET trains its own pilots and other employees. “We interview about 100 pilots to fill ten slots,” said Dave Cox, a former commercial pilot and airline executive who is Chief Operating Officer for the company. “Before that person goes out to fly an airplane, I know everything about them as a pilot.” The company continues to grow and has hired more than 40 pilots this year alone.

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adapt and thrive The new communication climate Is your aviation website an interactive sales tool or a passive business card?

People are discussing your company/products across the social media landscape.

Are you listening? Are you talking back?

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BizApps There is no question that the launch of the iPhone and the iPad has totally changed the way we work and communicate. Not only are these stylish gadgets our new best friends, they also provide a whole new platform for business applications and sharing information. FlyCorporate examines some of the latest apps out there designed exclusively for the bizav market.

Name of App Target User What does it do

Cost Launch

Name of App Target User What does it do

Cost Launch

Name of App Target User What does it do

LogTen Pro Pilot Logbook Pilots Full customisable professional logbook with airport database, filters and reporting options. €62.99 ($86) 16 August 2011

Name of App Target User What does it do

JetSync Pilots A controlled document system to share and update aircraft compliance manuals and documentation. €7.99 ($11) 7 July 2011

Name of App Target User What does it do

VIP Catering Crew A directory of catering companies serving bizav airports worldwide.

Cost FREE Launch 2 September 2011

Air Partner Private Jets Aircraft owners Multi-lingual iPhone app for private jet availability. A choice of 36 currencies is available.

Cost FREE Launch 2 September 2011

Cost Launch

Name of App Target User What does it do

CrewAlert Crew and safety officers Helps crew manage their alertness and fatigue. CrewAlert is based on the Boeing Alertness Model. €15.99 ($22) 7 September 2011

Signature iFBO Pilots and owners Direct access to Signature Flight Support’s global FBO network and fuel price calculator.

Cost FREE Launch 5 November 2010

68 EMEA & ASIA

Landings:

Chicago FC’s trip planning tool for executives

N

icknamed the windy city, Chicago has a population of nearly 2.7 million people. It is as a leading hub for several key industries including IT, manufacturing, business and financial services, health, transportation and distribution.

Chicago is listed as one of the world’s top ten global financial centres and according to the University of Chicago Booth School of Business, more than 400 major corporations have their headquarters in the city.

Chicago is well-served by business aviation airports. Its main airport, O’Hare International is the second busiest airport in the world, in terms of aircraft movement.

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AIRPORTS Chicago Executive Airport

Gary International Airport

palwaukee.org Chicago Executive Airport is home to 57 corporate jet aircraft and is located just outside the O’Hare airspace. It operates three runways, which are open 24 hours a day. The fourth busiest airport in Illinois, Chicago Executive also acts as a reliever for O’Hare International Airport.

garychicagoairport.com Strategically located within 25miles (40km), approximately 35 minutes from downtown Chicago, the airport has a full service FBO, which offers both crew and passengers services.

The centre also includes an FAA-certified maintenance repair station.

DuPage Airport

Chicago Midway Airport (MDW)

dupageairport.com DuPage Airport offers both pilot and VIP lounges and full concierge services. The FAA air control tower operates 24/7 and the airport provides a full range of aircraft services. There is hangar space available up to Global G550 aircraft.

flychicago.com Chicago Midway Airport is Illinois’s second busiest airport and is situated just ten miles (16km) south-west of downtown Chicago. The airport covers one square mile and currently has five runways.

FBO FACILITIES Signature Flight Support signatureflight.com Signature offers world class facilities and expert service for both crew and passengers at Chicago Executive Airport and Midway. A 190,000sq ft (17,651sq m) hangar can house up to Global Express size aircraft at Midway while at Chicago Executive Airport, Signature has a 480,000sq ft (44,593sq m) hangar, which can house aircraft up to G-V. Other services include a pilot lounge, showers, and outdoor patio area. Support services include GPUs, de-icing and pre-heat, wheelchairs, aircraft charter, hangar storage and aircraft plug-ins.

Atlantic Aviation atlanticaviation.com Atlantic’s remodelled facilities at Chicago Midway include private workstations, shower, snooze rooms, cafe, multiple conference rooms with on site concierge and valet service. There are three large heated hangars and customs can be arranged upon request. There are heated hangars for aircraft up to a Global Express.

CONNECTIONS Taxis are plentiful in Chicago and can be arranged in advance through the airport and FBO. But be warned, during rush hour it can cost twice the normal fare. There are also several chauffeur companies in Chicago offering a range of luxury sedans, limousines and SUVs. yellowcabchicago.com chicagochauffeurs.com

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AIRFIELD RESTAURANTS AND CATERING Grille Room Restaurant

Air Chef

Georgis Catering

prairielanding.com Located in the clubhouse at Prairie Landing Golf Club on the DuPage Airport airfield.

airchef.com Serves all airport locations in the Chicago area and offers a full range of premium inflight catering and concierge services.

georgiscatering.com Serves all airports in the Chicago area and has a dedicated menu for corporate aviation clients.

CONFERENCE FACILITIES North Shore Convention & Visitors Bureau cnscvb.com Chicago’s North Shore Convention and Visitors Bureau offers full meeting facilities and caters for all types of business event. Located 30 minutes out of town, this unique location will certainly provide a venue to remember along the shores Lake Michigan.

University Conference Chicago universitycenterconference.com Located in downtown Chicago, this centre is spread over 15,000sq ft (1,393sq m) with full conference facilities and a range of meeting rooms catering to both large and small groups. This is a good location for board meetings, seminars, workshops and training sessions.

Chicago McCormick Place mccormickplace.com This is said to be the largest convention centre in the US, and hosts numerous trade shows. It features four interconnecting buildings and has a total exhibition space of 409, 028sq ft (248,000sq m).

Swissôtel swissotelchicago.com Known for its business facilities, the Swissotel’s new 38,000sq ft (3,530sq m). event centre provides the ideal space for large events and conferences. Elegant rooms are also available for smaller meetings, including the impressive penthouse suite on the 43rd floor, which offers unobstructed views of Navy Pier and the Magnificent Mile.

An ideal choice for a VIP meetings in Chicago.

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72 EMEA & ASIA

Hotels in Chicago Elysian

Sax Hotel

elysianhotels.com Located in the Gold Coast neighbourhood, this hotel offers luxurious and elegant accommodation.

The Fitzgerlad boardroom is ideal for large business meetings and the hotel offers full business facilities for guests.

The Elysian is ideal for those who like attention to detail and expect the highest standard of service.

thompsonhotels.com Located in the heart of downtown Chicago, this hotel is a mix of traditional elegance and bohemian charm. There are 354 guestrooms and a selection of dining choices, including the famous Harry Carry’s steakhouse.

The Sax also boasts elegant facilities for events and meetings. For relaxation, the hotel has a fitness centre for guests.

The Peninsula peninsula.com/chicago The multi-awarding winning Peninsula offers one of the most luxurious stays in Chicago and the guest rooms and suites are said to be the largest in town. Each room is elegantly decorated and little details, such as an inset TV next to the bath tub, make all the difference. The spa and wellness area are world-renowned and ideal for relaxing after work. The hotel’s Grand Ballroom is also an exceptional setting for meetings and events.

Renaissance Blackstone Chicago Hotel marriott.com This luxury hotel is located on Michigan Avenue near Grant Park and has been a favourite of movie stars, sports legends, royalty and presidents since 1910.

Featuring French Beaux-Arts architecture and over 1,400 contemporary works by local artists, the Renaissance Blackstone has stunning guest rooms and suites, with amazing views of Lake Michigan. The hotel has 332 rooms, including executive rooms and suites.

The James jameshotels.com This contemporary hotel, which has recently been renovated, is located in the heart of downtown Chicago. It offers a range of room options from simple guest rooms to large penthouse lofts and one bedroom apartments. Each room is styled as a residentce with lounge settings, and the larger suites include a separate dining room. Full business services are available, including a dedicated services manager and large meeting and event spaces. David Burke’s Primehouse restaurant is located within the hotel and comes highly recommended.

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FC Picks for power Lunch & Dinner Moto

Arun’s

motorestaurant.com This restaurant seems to be one of the greatest talking points in Chicago.

Located in the dock and warehouse area of Fulton Market, the restaurant is a joint venture between Joseph de Vito and Homaro Cantu. The menu — which by the way is also edible — is all about molecular gastronomy. Expected the unexpected. Open for dinner service only, the innovative and creative dishes are a work of art. While some might sound familiar, the experience is something to savour.

arunsthai.com Apparently you have not experienced Thai food until you have eaten here, at Arun’s Sampanthavivat restaurant in North Kedzie. The menu includes delicacies, such as Spiced Pork Lar, Steamed Rice dumpling and entrees, such as Panang Beef and Sea Scallop with Kabocha Chilli. The restaurant also has private dining rooms and there is a set seven course tasting option for those who find it hard to decide which dish to order.

Everest everestrestaurant.com Located on the 40th floor of the Chicago Stock Exchange, this restaurant offers fine French cuisine in extraordinary surroundings. The menu is changed frequently and the seven course degustation menu is very popular with diners. Non-meat eaters will approve of the seven-course vegetarian degustation menu, and wine buffs will be kept amused with the Everest wine programme, described by Decanter magazine as the ‘Best in the USA’. Featuring over 350 wines from all over the world, the wine list pays particular attention to the Alsace region.

FC Picks for a post meeting drink The Violet Hour theviolethour.com This was named one of the best bars in the world by Conde Nast, and if you are lucky to get a table here — as reservations are not accepted — a tempting cocktail menu awaits. The décor takes inspiration from 19th century England and France, and the space is designed with privacy in mind. But it is the cocktails that lure the crowd, and the list is alive with delicious combinations. The Romeo and Juliet caught our eye — Beefeater, mint, cucumber and rose water.

TRIP TIP - The Art Institute of Chicago artic.edu It you have time to spare then a trip to the Art Institure of Chicago is highly recommended. The Institute was founded in 1879 as both a museum and school and opened on its present site at Michigan Avenue and Adams Street in 1893 on rubble from the 1871 Chicago fire. The museum’s collection encompasses more than 5,000 years of human expression from cultures around the world. The collection of African American art is a must see, and presents over 100 years of noted achievements in painting, sculpture, and printmaking. The Department of American Art features more than 1,000 paintings and sculptures from the 18th century to 1950 and nearly 2,500 decorative art objects from the 17th century to the present.

signatureflight.com

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FlyCorporate Distribution Partners FlyCorporate can be found in the following lounges across EMEA and Asia. If you would like to distribute FC in your lounge or on your aircraft, please contact info@flycorporate.com

Asia and Africa

Silkway Business Aviation Azerbaijan

Jet Aviation Business Jets Hong Kong Hong Kong

Libyan Handling Libya

Zyb Lily Jet China

Jet Aviation Singapore

Airline Supervisors Experts Morocco

Universal Singapore Airport Services Singapore

Europe

Tyrolean Jet Services Austria

Euro Ops International France

Lufthansa Bombardier Aviation Services Germany

Abelag (EBAW) Belgium

French Aviation Handling France

Service People Germany

Abelag (EBBR) Belgium

Landmark Aviation France

Southair Suðurflug Iceland

Abelag (EBKT) Belgium

Masterjet France

Universal Aviation Ireland Ireland

Flying Service Belgium

Verspieren Aviation France

Aeroport Villanova d’Albenga Italy

Euro Jet Intercontinental Czech Republic

ACM Aircraft Charter Germany

ARGOS VIP Private Handling Italy

Aeroport Cannes Mandelieu France

BAS Berlin Aviation Service Germany

ATA Ali Trasporti Aeri Italy

Aéroport d’Ancenis France

CAS Cologne Aviation Service Germany

AVIATRAX Luxembourg

Aeroport d’Avignon France

DAS Düsseldorf Aviation Service Germany

KLM Jet Center - Amsterdam the Netherlands

Aeroport Du Touquet Cote d’Opale France

Ebas International Germany

KLM Jet Center - Rotterdam the Netherlands

Aeroport International de Limoges France

ExecuJet Germany Germany

Excel Handling Poland

Aéroport International du Castellet France

FAI rent a jet Germany

Aeronorte Transportes Portugal

Aeroport Lyon Bron France

FAS Frankfurt Aviation Service Germany

ION Tiriac Air Romania

Aviaxess France

Fraport Executive Aviation Germany

VIPPORT Vnukovo 3 Moscow Russia

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Opera Jet Slovakia

Global Jet Concept Switzerland

Helicon Aeronautics United Kingdom

Executive Airlines - Area VIP Spain

Happy Flight International Support (HFIS) Switzerland

Jet Aviation (UK) United Kingdom

Tag Aviation Espana Spain Universal Aviation Spain Spain Air Service Basel Switzerland Comlux Aviation Switzerland Comlux Management Switzerland Coreb Switzerland e-aviation Swiss Switzerland ExecuJet Europe AG Zurich Switzerland

Jet Aviation Business Jets Switzerland St-Gallen-Altenrhein Switzerland Celebi Ground Handling Turkey G繹zen Havac覺l覺k ve Ticaret Turkey AirWinton United Kingdom CAE Simuflite UK United Kingdom Cello Aviation United Kingdom Flight Safety International United Kingdom

London Biggin Hill Airport United Kingdom London City Airport Jet Centre United Kingdom Marshall Airport United Kingdom Ocean Sky Corporate United Kingdom Oxford Airport United Kingdom SaxonAir Charter United Kingdom Signature Flight Support United Kingdom TAG Farnborough Airport United Kingdom

Middle East

Laufer Aviation-GHI Israel

Executive Aircraft Services Lebanon

Hadid Int. Aviation Services U.A.E.

Arab Wings Jordan

Imperial Jet Lebanon

JetEx Flight Support U.A.E.

Cedar Jet Center Lebanon

Executive Flight Centre - Dubai U.A.E.

United Aviation Services U.A.E.

Flying Colours Corp.

Canada

Avfuel Corporation United States

GE Aviation United States

Skycharter Canada

Avitat Westchester United States

Landmark Aviation United States

Aero Toy Store United States

Business Air United States

ARG/US United States

AMSTAT United States

Eagle Aviation United States

North America

76 EMEA & ASIA

On the Horizon...

Issue 13 FlyCorporate EMEA & Asia

Available 27 March

•

Registering aircraft and getting started in China

•

Emerging markets and the infrastructure challenge

•

Pilot Training

•

Landings: Tokyo

Extra distribution at ABACE

Phenom 300

77

Shanghai, China March 27, 28, 29, 2012

IN PARTNERSHIP WITH SHANGHAI AIRPORT AUTHORITY

Asia Is Open for Business Aviation Shanghai Hawker Pacific Business Aviation Service Centre on Hongqiao International Airport Exhibits, Static Display of Aircraft and Education Sessions – All in One Location

CO-HOSTED BY: Rather than just say we’d to the ends ofBUSINESS the earth for our customers, THEgoNATIONAL AVIATION ASSOCIATION

(NBAA), ASIAN BUSINESS AVIATION (AsBAA) AND we’ve actually done itTHE with 100+ worldwide locations.

And this isASSOCIATION where EXHIBITION bigger just gets better. It’s how weTHE offerSHANGHAI the same warm, friendly CENTER Signature greeting and exceptional service throughout the world’s INTERNATIONAL PARTNERS: largest network. That’s just the highlight of our Signature Service(IBAC), THEFBO INTERNATIONAL BUSINESS AVIATION COUNCIL

FLIGHT SAFETY FOUNDATION Promise – a promise make to you in any language, MANUFACTURERS at every location.

ANDwe THE GENERAL AVIATION ASSOCIATION (GAMA) ®

WWW.ABACE.AERO Visit us during NBAA at BBA Aviation booth #N3900 Follow the show at #NBAA11 SignatureFlight.com

78 EMEA & ASIA

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