FlyCorporate Magazine ISSUE 14

EMEA & Asia 1

FC

FLYCORPORATE EMEA & Asia

BRINGING TOGETHER BUSINESS AVIATION AND BUSINESS LEADERS

Business Aviation

2.0

FC Interview:

Ernest Edwards President Embraer Executive Jets

Olympics 2012 – The Final Dash • Market Focus: Europe & Russia • Ask an Expert Sector Focus: Completions & Avionics • Landings: FC’s Guide to Saint-Tropez ISSUE 14 - 2012 ISSN: 2030-0468

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P L E A S E

EMEA & Asia

V i S i t

u S

d u r i n g

E B A C E

Your global flight support network includes

the ends of the earth.

B B A

A V i A t i o n

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Rather than just say we’d go to the ends of the earth for our customers, we’ve actually done it with 100+ worldwide locations. And this is where bigger just gets better. It’s how we offer the same warm, friendly Signature greeting and exceptional service throughout the world’s largest FBO network. That’s just the highlight of our Signature Service Promise® – a promise we make to you in any language, at every location.

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4 EMEA & Asia

Contents FC UPFRONT 8 Meet the Team 10 Reference Index

24

12 Memo 14 News Analysis 20 Opinion: Avinode – Illegal Charter in Europe 22 Ask an Expert: COLT International

MARKET FOCUS 24 EUROPE: The Final Dash How are the UK aircraft operators going to cope during the Olympic Games?

28 EUROPE: Support of European Business Aviation EBAA’s CEO Fabio Gamba and COO Pedro Azua discuss the major issues facing the industry in 2012.

32

32 EUROPE: The Seasoned Prize Fighter How the face of European business aviation is changing.

64 RUSSIA: Russian Recovery FC looks at how business aviation is picking up in Russia and asks, what is holding back this potential giant?

FC REVIEW 36 AIRPORTS: When Irish Eyes are Smiling David Corfield looks at how business aviation is developing at Shannon Airport in the west of Ireland.

38 AIRPORTS: Colourful Arrivals at Schiphol Dan Smith explores the new bright pink terminal at Amsterdam Schiphol Airport.

60 AIRCRAFT: French Design – Dassault Falcon 2000 Rod Simpson takes a look at the Falcon family from the 1965 original model right up to today’s 2000S.

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68 OPERATOR: Keeping Standards High Business is growing fast for Czech Republic operator ABS Jets.

WE KNOW YOUR CITATION. INSIDE AND OUT. We built our service network the same way we built your Citation – with great care. We offer seamless retrofitting of the latest avionics. More than 2,300 unique cabin interior combinations – zero waiting. In-flight wireless communications and entertainment for your cabin. And the most capable AOG mobile fleet in the business. For factory-level support and personal attention – wherever you are – bring it on home. To your Citation Service Center. Find out more at Cessna.com.

AVIONICS

| INTERIORS | CABIN TECHNOLOGY | MOBILE SERVICE | PAINT | PARTS AND PROGRAMS GSO

| MKE | SWF | MCO | SMF | SAT | ICT | IWA | LBG

6 EMEA & Asia

Contents FC REVIEW 69 OPERATOR: The Sky’s the Limit With new FBO facilities at its Brussels location, Abelag Aviation starts to look further afield for new business development.

42

70 OPERATOR: On the Right Flightpath Luxaviation may be operating from one of Europe’s smallest countries, but it is a big fish in a small pond – and that pond is getting bigger.

73 BIZAPPS: Tools for business aviation 74 LANDINGS: Saint-Tropez

BIZAV USER PROFILE 40 We talk to business aviation user Simon Ebert about how flying private helps his business.

FC INTERVIEW

48

42 Ernest Edwards, President, Embraer Executive Jets talks to Diana Albiol about his plans to make Embraer one of the top four players in the global business aviation market.

SECTOR FOCUS 48 TECHNOLOGY: Business Aviation 2.0 Nick Klenske reports on how technology is changing the way we fly.

54 COMPLETIONS: A Guide to Surviving Completions. Rod Simpson takes a peek under the covers to reveal what happens along the exciting completion route.

58 COMPLETIONS: Sketching the VIP Dream Nick Klenske checks out the unique VIP sector and walks us through Airbus’ latest ACJ cabin completion.

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80 DISTRIBUTION FlyCorporate’s global distribution network.

82 ON THE HORIZON What’s coming up in the next issue…

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8 EMEA & Asia

FlyCorporate EMEA & Asia

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Taunya Renson-Martin

Diana Albiol

Dan Smith

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FlyCorporate Senior Writers

Newsdesk editor@flycorporate.com

David Corfield Nick Klenske Sanjay Rampal Rod Simpson

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Total global print-run: 10,000 BPA Worldwide qualified circulation: 9,428 copies (December 2011)

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10 EMEA & Asia

FC UPFRONT Reference Index Abelag abelag.be

Cessna cessna.com

Jetex jetex.com

ABS Jets absjets.cz

Comlux comluxaviation.com

Jetsupport jetsupport.nl

Aero Dynamics aerodynamics.nl

Dassault Aviation dassault-aviation.com

KLM Jet Center Amsterdam jetcenter.nl

Air Hamburg Private Jets hamburgjets.com

EBAA ebaa.org

London Luton Airport london-luton.co.uk

Aircell aircell.com

Embraer embraer.com

London-Oxford Airport oxfordairport.co.uk

Airport Coordination Ltd acl-uk.org

Empire Aviation empire.aero

Luxaviation luxaviation.lu

AMAC amacaerospace.com

Executive AirShare execairshare.com

MEBA meba.aero

Amsterdam Airport Schiphol schiphol.com

Finserve finserve.be

Nayak Aircraft Service nayak.aero

Arinc arinc.com

Flight Safety Foundation flightsafety.org

NBAA nbaa.org

Asia Jet asiajet.com

Flightworx flightworx.aero

NetJets netjets.com

Associated Air Center associated.aero

Gama Aviation Ltd gamagroup.com

Pilatus pilatus-aircraft.com

Avia Group avia-group.su

Garmin garmin.com

Pratt&Whitney pw.utc.com

Aviapartner aviapartner.aero

Gulfstream gulfstream.com

Rockwell Collins rockwellcollins.com

AVIC avic2.com

Hawker Beechcraft hawkerbeechcraft.com

Shannon Airport shannonairport.com

Avinode avinode.com

Heathrow ATZ heathrowairport.com

Signature signatureflight.com

Biggin Hill bigginhillairport.com

Honda hondajet.honda.com

Sukhoi sukhoi.org

BizFlight.net bizflight.ch

Honeywell honeywell.com

TAG Farnborough tagaviation.com

Boeing boeing.com

Inmarsat inmarsat.com

Tyrolean tyrolean.at

Bombardier bombardier.com

Jet Aviation jetaviation.com

Universal universalaviation.aero

Brolin brolinconsultnig.com

Jet Netherlands jetnetherlands.com

Verctor Aerospace vectoraerospace.com

CAE cae.com

Vnukovo vnukovo.ru

flycorporate.com

12 EMEA & Asia

FC UPFRONT: MEMO

SHOWTIME! It has been a very busy time for the industry of late with so many events and exhibitions taking place all over the world – but the recent ABACE in Shanghai really stood out to me as a great indicator of the vitality and strength this industry has.

Asia, and in particular China, is buzzing right now and hats off to the organisers of ABACE for hosting such a professional event. Judging by the number of people I met who had run out of business cards by day two, I think we can all agree it was a superb event for developing new contacts and partnerships in this prosperous market.

During the show, I caught up with Ernest Edwards of Embraer for this month’s FC interview (page 42). He talked to me about the company’s plans to be one of the top four players in the global market. “We would like to be in the 20-25% share of worldwide deliveries annually,” he told me.

At this time of year our attention turns to Europe for one of the biggest events in the calendar as the industry gathers for the 12th EBACE in Geneva. In this issue of FlyCorporate we examine the European market – a region that is a real mixed bag of stories. As explained in our Market Focus titled: The Seasoned Prize Fighter, Europe needs to be treated as a twotier market, separating the resilient north from the volatile south.

We take a peek under the covers in our Sector Focus on Completions where Rod Simpson provides a guide on how to survive this complicated, yet exciting journey. We also take a look at how the latest innovations in business aviation avionics are changing the way we fly in our Business Aviation 2.0 feature on page 48.

Russia comes under the spotlight in our Market Focus titled Russian Recovery. With a predicted influx of around 525 aircraft deliveries between 2011 and 2020 – the green shoots of economic growth are clearly having a positive impact on the market.

Wherever you are in the world, we hope that you will join us in Genvea for EBACE 2012.

Be sure to come and refresh yourself at booth 2113 and enter our prize draw to win a stay at Relais & Châteaux’s Wilderness Reserve in South Africa!

Until then, safe travels

Diana Albiol Editorial and Publishing Director FlyCorporate EMEA & Asia diana.albiol@flycorporate.com

@FlyCorporate

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14 EMEA & Asia

FC UPFRONT

NEWS ANALYSIS: Smoking out Safety

C

AE recently announced that its Dassault Falcon full-flight simulators (FFS) will be upgraded to include smoke-generation capability. The new simulators, currently available for the Falcon 7X, Falcon 900EX/EASy and Falcon 2000EX/EASy FFS located in the US (Morristown, New Jersey), UK (London/Burgess Hill) and UAE (Dubai), allow for a highly realistic pilot-training experience for cockpit smoke emergencies.

“CAE has been doing smoke-generating simulation for a few years,” says Rick Adams, Senior Manager, Marketing and Communications, Civil Aviation at CAE. “Currently, we offer this training capability on a number of commercial and business aircraft types for Airbus, Boeing, Bombardier and Dassault models.”

The smoke-generating simulation is incorporated during the initial training, and held in conjunction with crew oxygen masks and smoke goggles. This approach enables the pilots to see flight instruments as well as outside the cockpit for landing, despite a smokefilled cockpit. In addition, CAE provides training for the Dassault Emergency Vision Assurance System (EVAS).

“The smoke generation for the Dassault Falcon 900EX EASy and Falcon 2000EX EASy full-flight simulator in New Jersey was implemented to bring the training capability up to a similar level as offered on the Falcon simulators located in the UK and UAE,” says Adams. “The result is an enhanced training opportunity that creates a potential emergency situation in a highly realistic, immersive manner that better prepares pilots to recognize the situation and take proper action to control the aircraft safely and effectively.”

This concept of using training to focus on emergency situations is a trend that CAE is developing in other areas too, including recent initiatives in the area of Loss of Control In-Flight (LOC-I) and Upset Recovery training.

LOC-I is defined as a flight that occurs outside of the normal flight envelope in which the pilot is unable to control the aircraft.

“This new online tool provides a way to effectively deliver a standardised level of theoretical

knowledge to a large number of instructors both efficiently and quickly,” says Adams. “The objective is to provide an analysis tool for pilots and instructors to recognise the conditions contributing to an LOC-I upset situation and a fundamental core strategy for recovering control and flying the aircraft.”

Key components of the training include an online multimedia presentation powered by CAE Flightscape flight data analysis software, guidance by training experts, and detailed APS upset recovery training options that are integral to instructor assessment and teaching of LOC-I risk mitigation. The presentation uses high-definition video, graphic representations of avionics displays and aircraft controls, and a stealth view animation of the aircraft in flight.

The aircraft upset training, on the other hand, is an e-Learning course based on US FAA recommendations. It uses realworld example animations, video, graphic diagrams and other techniques to address such topics as causes of upsets, swept-wing aerodynamics, control surface fundamentals, high-altitude operations, recovery from upsets and upset recovery techniques for stall, nosehigh, nose-low and high-bank angles.

“All of our emergency training simulations give pilots a unique perspective of a very challenging scenario,” concludes Adams.

16 EMEA & Asia

FC UPFRONT

NEWS ANALYSIS: Japan Pushes Back into the BizAv Ring

L

ong one of Asia’s leading business aviation markets, Japan has most recently been playing second fiddle to the likes of China and India. But with the recent opening of a brand-new, dedicated business aviation terminal in Tokyo, Japan looks set to steal back some of the limelight – and investment money.

Premier Gate, the new dedicated business aviation facility recently opened at Narita Airport, isn’t necessarily looking to the far west, but instead at the lucrative market of its near west – otherwise known as China.

“We want to prepare ourselves so business leaders from overseas can come to Japan, adding to the country’s growth,” said parliamentary secretary, transport sector, Kunihiko Muroi in a recent statement. “We want to both attract Chinese tourists and multinational investments, while also encouraging Japan’s young and small and medium-sized business owners to be flying around the world.”

In terms of a business aviation standpoint, according to the Japan Business Aviation Association, the terminal is also expected to boost the use of business jets in Japan – whose fleet currently stands at 55. One step to accomplishing this is the addition of much-needed landing slots. Whereas such competing markets as Hong Kong, Singapore and Beijing have long offered dedicated business aviation centres, Tokyo has been notorious for its access issues. Prior to its opening, the only business aviation terminals in Japan were located in Nagoya and Kobe. Now one has the option of landing just 43 miles from downtown Tokyo.

Even though Japan has the potential to be a major business aviation market, it has been remarkably reluctant to embrace the sector. Such challenges as limited slots for international routes, competition from high-speed rail and discouraging regulations have all hampered the sector’s growth – both in Tokyo and Japan in general.

This lack of business aviation infrastructure has taken a toll on the economy. For example,

according to Bloomberg, Tokyo has fallen behind other Asian cities as a centre for regional investment – with such cities as Singapore and Hong Kong both ranking higher competitively. Tokyo has also been steadily moving down the list in terms of attractiveness for Asian headquarters, now ranking number seven, well behind Shanghai (1), Hong Kong (2) and Singapore (3), according to the European Chamber of Commerce in China.

Hopefully the new Narita facility will reverse these trends, allowing Tokyo to become once again a competitor for foreign investment. “We built this terminal for people who value their time and security highly,” said Kosaburo Morinaka, president and Chief Executive Officer, Narita International Airport Corporation. “We want Japan to regain its strength.”

Well, it seems to be working. Just weeks after its inauguration, Airbus announced its first corporate jet sale in Japan – which at least hints at a warming of the market.

“Corporate jets are widespread in many of the world’s economies, but are still proportionately few in some of the largest markets, such as Japan,” says the company. “But the opening of the first dedicated business terminal in Tokyo will help pave the way for more of them.”

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18 EMEA & Asia

FC UPFRONT

NEWS ANALYSIS: BIZAV? IT DOESn’T HAVE TO BE A JET

B

usiness was booming at the recent General Aviation event at Friedrichshafen in Southern Germany. As Rod Simpson reports, this annual Aero exhibition displayed some innovative new additions in the market and attracted visitors from all over Europe who came to see the latest in aviation – from ultralights to business jets.

Friedrichshafen has only limited airline service – so the event is also an important advertisement for the practical use of private/business aircraft with the parking ramps tightly packed with Citations, Malibu Meridians – and single-engined piston aircraft.

Germany itself is an important market for the aircraft manufacturers and, according to the spokesperson for Cirrus Germany, Jane Kurowski, “Half of the Cirrus SR22s we sell are to business owners”.

Diamond Aircraft offers the DA42 light twin, which was shown at Aero 2012 in its latest DA42-VI version, and is widely used as a business tool. The DA42 has now been joined by a brand-new pistontwin, the DA52, which made its debut at the Show. This is a larger aircraft, carrying up to six passengers and is equipped with a luxury leather interior and an entry door for the rear seats.

As with other high-performance light aircraft on display, the DA52 is highly suitable for short/medium-range travel.

For many small- and medium-sized businesses the most frustrating journeys are between city pairs which are 100 to 300 miles apart but have no airline service and involve tortuous and timewasting car journeys.

“To get from my base near Leicester in England to Friedrichshafen took a long frustrating day,” says Cirrus’s Graham Horne. “It involved an early morning drive to London Heathrow for a flight to Frankfurt – where I missed my connection to Friedrichshafen and arrived late in the evening.” He goes on to say “My colleague Nick, who flew our SR22T demonstrator there, spent just two and a half hours in the air to cover the same 600-mile journey”.

Cirrus has a managed ownership package for business users called CirrusNet, which gives access to a fleet of high-performance SR22s based at conveniently located airports. While users can fly the aircraft themselves, they can also call on a pool of pilots who will fly the aircraft while they ride in comfort in the back taking full advantage of telephone and Internet access.

Aircraft such as these can also be a valuable addition to an existing business jet fleet – at a fraction of the cost of a Gulfstream, Challenger or Phenom.

Aero Friedrichshafen is all about innovation and notable new arrivals included the Panthera from the established Slovakian company, Pipistrelle. This sleek machine is crammed with the latest technology and will compete with aircraft such as the Cessna Corvalis and Cirrus SR22.

However, if you would like something more personal there is the flying motorbike autogyro on display from the German manufacturer Trixycopter and a bevy of sleek two seaters from Italian designers. The Aero show has much to fascinate the visitor – and demonstrates that General Aviation is alive and kicking!

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20 EMEA & Asia

FC UPFRONT

OPINION: ILLEGAL CHARTER IN EUROPE

I

n his regular column for FlyCorporate, Avinode’s Managing Director, Oliver King examines the pressing issue of illegal flights which he says is a hot-button issue across the business aviation industry right now.

With a suspected 45,000 illegal charter movements each year, the business aviation market in Europe is sustaining significant damage, both to its reputation and its economy. The illegal distribution of products is not unique to our industry. The pharmaceuticals industry has similar problems regarding the importation of grey drugs that do not meet regulatory standards, and even a supply chain as tightly controlled as Apple’s, has been forced to combat the emergence of unsanctioned supply on the open market.

What makes illegal charter more difficult to combat is the complexity of the regulatory environment that governs our industry. Talk to industry professionals and they will cite a number of different factors that give rise to illegal charter or grey market operations. Among the most common are the lack of proper documentation, such as applicable Air Operator’s Certificates or required insurances, and the lack of necessary traffic rights for a particular flight.

The debate over the root cause of illegal charter can be extensive and while the impact of 8th Freedom rights versus permit-controlled cabotage is worth discussion, how is that solving the underlying problems contributing to illegal charter? Should business aviation passengers have to concern themselves with the legitimacy of their next flight or should it be the regulators and the industry that work together to set up a framework to ensure that end customers only fly on legal chartered flights?

In answer to the last, it seems far simpler for the problem to rest with the regulators and the industry. To this end the efforts of EBAA should be applauded. They have made great strides in both raising awareness and pushing for regulatory and industry action, but there is still much to be done.

The timing of this movement is important. As the European business aviation industry matures it will continue to play a (greatly underestimated) role in development and trade across the continent. This leaves us to the considerable task of demonstrating the value of the industry to both individual

Governments and to the EU. The key to this is in our efforts as an industry to both self regulate and ask for regulatory framework when required.

This latter action may be a challenge given that current regulatory interventions have focused on increasing the burden on the industry at a difficult time. However, rather than fearing the cost of new regulations we should be taking a more proactive stance and asking for new regulation where it is needed.

When was the last time a flight was stopped and investigated for illegal charter in Europe? Probably never. In the US, the Air Charter Safety Foundation (ACSF) staffs a toll-free hotline to report suspected illegal commercial activity. Perhaps we should be following suite?

Similarly, should we be updating and harmonising the current AOC framework across Europe to reflect the state of the industry? The introduction of a European Part 91 and 135 division between private and charter usage would go far in clarifying requirements.

A single European registry database with certification changes updated in real time would change the game in an arena currently subjected to the limitations of existing only on paper.

21

22 EMEA & Asia

FC UPFRONT

ASK AN EXPERT: How can your flight department...

M

aximise value in its fuel purchases? Economic pressures placed on flight departments to make the most efficient fuel purchases possible have led to a rise in the number of fuel resellers and associated software programs. But how can we be sure of quality and best price in this competitive market?

by Malcolm Hawkins COLT International

There are more options available for buying fuel now than at any other time in aviation history. The information age has now made it actually quite simple for anyone with a credit card or simple computer programming skills to enter the industry and quote fuel prices. A close examination of recent fuel-buying trends in business aviation reveals the challenges of unreliable fuel quotes and invoices as well as the benefits of collaborating with a fuel supplier that you have fully vetted.

Software programs, “fuel management” companies, web-based technologies, and resellers have emerged over the past several years claiming to lead an operator to the cheapest available fuel price. However, flight departments are discovering that the influx of these new options has brought some unfortunate consequences: many are costing more time and/or money than saving it.

The fight to win customers has opened the margin for error. Some

fuel companies quote one fuel price and then – perhaps due to a lack of quality control – invoice the fuel at a higher rate. Whether on purpose or accidental, the result is the same – flight departments are wasting valuable resources on mismanaged invoices and unreliable fuel quotes.

The costs, both in money and in manpower, quickly add up. Invoices off by as little as 1% can add up to thousands of lost euros per aircraft over the course of a year. Additionally, your people have much more important things to do than spend hours every week trying to detect and correct overbilling errors. Several hours per week spent combing invoices can add up to months of lost time or an increase in staff to handle the extra load. Even if the error is caught, valuable time goes to waste when inaccurate invoices must undergo correction and resolution.

Operators must then deal with the headaches of being unable to close out a trip or finalise the books for a particular month. Perhaps most importantly, the real savings opportunities get missed.

You end up missing the actual best fuel price by believing in a “better” price from an unreliable source.

23

FC UPFRONT

How can you avoid deceptive quotes and invoicing pitfalls before the damage is done? The answer is simple: properly vet your suppliers. Here is what I tell flight departments to look for: • Demand honest quotes. Talk directly to suppliers to make sure quotes include all the same elements needed for price comparison (for example, are prices with or without all taxes and fees?). Reputable suppliers will automatically include accurate volume and tax breaks.

Ensure that quotes reflect current pricing and be wary of expired quotes.

• Request prompt and accurate bills. Look for suppliers who can deliver invoices exactly as needed and will make them readily accessible. You should be able to close your books quickly and easily.

• Seek quality customer service. Companies that treat your flight department like another number should be avoided.

Building relationships with actual people offers advantages that ultimately save time and money.

• Do your research. Talk to other flight departments or seek sources that can confirm that the reseller is reputable and financially responsible.

Malcolm Hawkins President COLT International coltinternational.eu

Malcolm Hawkins has 22 years’ experience in the business aviation industry. In 1999 he co-founded Colt International, a leading fuel and trip support service company, where he serves as its President.

• Watch the taxes. Ensure your supplier can properly quote and manage the necessary transactional components to take full advantage of available tax breaks (like MOT or VAT exemptions and recovery) while maintaining complete legal compliance. Improper allocation of taxes can lead to unhappy surprise invoices at some point down the road.

I strongly recommend that flight departments invest an hour to conduct their own research on which fuel suppliers are dependable. Pull your last twenty invoices from each supplier and check them against the fuel quotes. The results astonish most operators.

There are now dozens of companies through whom you can secure credit for your fuel. By weeding out and avoiding those that ultimately waste your time and money, your flight department can inch closer to its fullest value and potential.

The costs, both in money and in manpower, quickly add up

24 EMEA & Asia

25

MARKET FOCUS: EUROPE

The Final Dash W

ith only weeks to go before the start of the 2012 Olympic Games in London, business aircraft operators are thinking seriously about how they will bring passengers to London area airports. With an estimated 500,000 visitors, over 700 extra airline charter flights and 240 Head-of-State flights already identified, the existing busy airspace in Southeast England is going to be under pressure and the British authorities expect at least 3,000 extra business aircraft movements. Rod Simpson reports.

The flight restrictions for the Games will be in place from 14 July, 2012 untill 15 August - and there will be a further period, with a smaller restricted area, covering the Paralympics from 16 August untill 12 September. Between 21 July and 15 August, no IFR movements will be permitted within the London TMA without a pre-booked slot.

During this period all arrivals and departures within a large “restricted� zone will be coordinated by Airport Coordination Ltd (ACL) using a slot allocation system covering 40 airports, including destinations as far away as Birmingham, Bournemouth and Northampton. In the centre of the Restricted Zone is a Prohibited Zone stretching from

the Heathrow ATZ to the east of London City Airport which is unavailable to all but official emergency traffic. Airports within the slot scheme have all been given an allocation of hourly IFR slots in order to match the traffic with ATC resources. At the larger airfields, such as Farnborough and Biggin Hill, 12 arrivals and 12 departures will be available hourly, but smaller airports such as Oxford will, typically, have an allocation of 6 movements an hour and very small fields, such as Redhill and Elstree, are restricted to one IFR movement an hour. Business aircraft operators wanting to fly into London during this period are well advised to look at the ACL website (www.acl-uk.org) and the official website http://olympics.airspacesafety.com.

The British authorities expect at least 3,000 extra business aircraft movements

26 EMEA & Asia

MARKET FOCUS: EUROPE The busiest airports are likely to be Biggin Hill, Farnborough and Luton and all of these are making efforts to attract business aircraft traffic, either directly or through their resident FBOs. Robert Walters, Business Development Manager at Biggin Hill explains that the momentum of advance bookings is already building up: “We expect to fully use our slot allocation and to find parking space for up to 160 aircraft during this period”. At Farnborough there have been major preparations put in place and the CEO of TAG Farnborough, Brandon O’Reilly reports that a high number of advanced bookings have already been received. Additional equipment has been brought in to all these locations, fuel capacity has been enhanced and extra staff have been recruited and security cleared.

To ensure that full service support is available, the OEMs have enhanced their resources, as Edson Mallaco, VP Customer Support for Embraer explains: “We have increased our spare parts stock in the UK and at Villepinte in France, placed Field Service Engineers in the UK from 23 July to 15 August and are liaising with the airports and FBOS who may handle Embraer aircraft”.

Demand for slots is expected to peak just before the Opening Ceremony on 27 July but James Dillon Godfray, Marketing Director for London-Oxford Airport expects that the greatest pressure will be on 13 August when the Games are over and everyone will want to leave. Oxford’s own departure slot allocation for that day is almost full.

The procedure for operators wanting to fly to London during this period is to apply in the normal way for handling to the airport operator or to their selected FBO. Farnborough, for instance, has a dedicated e-mail (olympics@tagfarnborough. com) and the application must detail the desired date and slot times for arrival and departure and include credit card details to allow for a deposit to be taken. The airport will then check with ACL to reserve the slot and revert to the aircraft operator with alternative timings if the slot is unavailable.

The operator is then issued with a slot ID to be used on first contact with air traffic control.

Not surprisingly, the British authorities are highly focused on security, so aircraft operators must be especially vigilant and accurate in their adherence to ATC procedures and hitting their slot times. The Royal Air Force is basing Typhoon interceptors at Northolt to investigate infringements and Puma helicopters will fly alongside light aircraft which stray to display large notice boards saying “Contact 121.5”. It is also rumoured that missile units are to be stationed in some London parks. The air traffic control system will be based at Farnborough and large numbers of RAF controllers have been drafted in to provide coverage. Enormous efforts have been made by the British Government and by the aviation community. Hopefully, business aircraft operators will have a good experience – but the message is clear: “Don’t leave your slot application till the last moment because you may be disappointed”.

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28 EMEA & Asia

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Call for Support of European Business Aviation Pedro Vicente Azua

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29

MARKET FOCUS: EUROPE

L

ike most associations in any global industry, the European Business Aviation Association (EBAA) has its hands full right now tackling a wide range of issues. But there is a clear message coming from the EBAA Board: the industry needs to unite and be much more transparent to ensure the future growth of the market. Diana Albiol reports.

At the 2012 EBAA AGM, members were warned that as the Association continues to fight the varied issues facing the industry at the moment, the input and feedback from members on the ground is essential to the success of its work.

“The situation in Europe is worrying,” explains Fabio Gamba, Chief Executive Officer. “There is a strong correlation between GDP and aviation and with the GDP in southern Europe stagnating, the predictions for growth in 2012 is small. This will be a pivotal year for the sector and we need continued support and more feedback from the industry to measure the impact.”

With a host of initiatives in place, such as research projects and the introduction of a member code of conduct, the EBAA is hopeful that confidence in business aviation travel in Europe will improve.

“There appears to be some light at the end of the tunnel. If you look at the situation in the US and North America in general, the confidence of the people is increasing and what happens in the US always happens six months later in Europe,” explains Gamba. “This is important for the perception of people in Europe and if they see something finally improving in the US this has a positive impact over here.”

Whilst this view on the future is hopeful, the current hurdles facing the European business aviation market are still very real and in 2012, the Association is focusing its attention on matters that are calling out for immediate industry support and input.

Knowledge is Power One such initiative is the launch of the EBAA’s Oxford Economics Study. This research complements the PricewaterhouseCoopers study of 2008, which successfully proved that European business aviation contributed nearly €19,7 billion in annual gross value to the European economy.

The aim of the 2012 report, which is being conducted in partnership with NetJets Europe, is to provide a broader and deeper understanding of the impact of business aviation and to demonstrate the important role it plays in Europe’s economy.

But herein lies the problem – to gain such industry insight you need industry input. Whilst Avinode has been instrumental in providing its support for the study with quantitative data, it is now down to the operator members to sit up and take notice because response so far has been very limited and the Association requires urgent support to collate qualitative data.

“It is clear that we will need the participation of all the operators because it is for them that we are doing this study. We were hopeful to have already received significant feedback but so far we have not been successful.

I urge the industry to take the time to complete this survey in order for us to deliver this much-needed industry report,” urges Gamba.

30 EMEA & Asia

MARKET FOCUS: EUROPE Safe vs Cheap With an estimated 45,000 illegal flights taking off each year this is one issue dominating the EBAA’s agenda, as it gets ready to launch a campaign to tackle this serious situation.

Pedro Vicente Azua, Chief Operating Officer is the first to admit it’s one almighty task. “There is no one magical solution that can stop illegal flights but we strongly believe that if we implement some incremental steps on all fronts then we will be able to strongly reduce the number of illegal flights across Europe.”

The EBAA is taking what it calls “a 3-pronged approach” to the situation; working with the business aviation brokers, the national safety authorities and the European airports. The first stage with brokers is already underway and the aim is to make the AOC and flight permit information clear on all advertised flights. This has already been achieved, in part, through the Association’s close collaboration with Avinode; all flights listed on the Avinode Market Place will now show the AOC. “This is a small but significant step and we see this developing with brokers and becoming a standard for the future,” adds Azua.

The second approach is working with the national safety authorities, which is where the members’ input will once again be crucial, as Azua points out: “Most national safety authorities are concerned with the safety of the big airline operators and we in business aviation are off their radar, so to speak.

So we are focused on making them aware that there is a problem with illegal flights in this sector.”

At present, the EBAA is having meetings with the national safety authorities and will begin talks with the European authorities in the second quarter of 2012. So what can the

industry do to help? A lot it seems.

“We need support in sending a positive signal to the member states that we are tackling this issue and taking it seriously,” adds Azua. “We also need members to inform their authorities of the situation so that we can, from both sides, make the message clear.”

Additionally, the EBAA is drawing up plans to propose a standard communication for passengers at all business aviation airports, much in the same way European Airports must carry a Passengers Right notification in public areas. “We want to ensure that each business aviation airport displays clear signage that communicates to the passengers about the importance of flight safety, such as asking them if are they sure that their flight is legally operated. We want to be able to explain to them the consequences of taking illegal flights,” explains Azzuro.

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Take Note A further and very important change the EBAA is implementing is the introduction of a Code of Conduct for all members. Due to be rolled out in the coming months, all new members and those looking to renew their membership will be required to sign this declaration which outlines specific requirements of operation. “Whilst this will not be a binding contract, we believe this is a valid requirement. It will show our members’ commitment to making this industry safe and give a clear message that we are taking this matter seriously.”

The time is now for the European business aviation industry to assist the Association in these crucial developments and FlyCorporate is keen to hear your response to these measures. All comments can be sent directly to the editor at editor@flycoporate.com or to the EBAA at info@ebaa.org.

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32 EMEA & Asia

MARKET FOCUS: EUROPE

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truggling to fend off a stinging recession and punitive legislative measures, has the time come for European business aviation to throw in the towel? Not quite yet it seems, as Sanjay Rampal discovers there is still life left in this formidable contender.

It would be easy to dismiss the bruised and battered European bizav sector.

The financial contagion still gripping the continent has made prospects for the industry look ostensibly bleak.

But swinging away from the pall of Eurozone-inspired bureaucracy and looming emission trading initiatives, industry players are savvy enough to

recognise that Europe is still the second largest market for business jet traffic.

Remarking on market specifics, ExecuJet Europe managing director, Cedric Migeon tells FlyCorporate, “Europe is a mature market, just behind the US. It is not all negative as the northern half of Europe is a lot more resilient than the south.�

33

MARKET FOCUS: EUROPE Migeon went on to explain that private jet usage in the region was being lifted by the economic clout exhibited by Germany, Switzerland and the UK. In contrast Spain, Italy and Portugal have succumbed to the debt crisis thereby deflating demand for business jet travel.

Airframe manufacturers agree with the emergence of a two-tier Europe. Gulfstream’s senior vice president, international sales, EMEA, Trevor Esling said, “They (southern Europe) are not pounding at our doors to buy planes”.

Market Consolidations ExecuJet, being one of the larger diverse brands in the charter market, has seen a marked shift in the numbers operating on the continent.

NetJets having successfully implemented their fractional ownership model has also seen demand for the high-end increase in Europe. The company’s sales director, Marine Eugene tells FlyCorporate: “The very large cabin and longer range jet segment is growing fast in transaction volumes. We are a volume business so this is good for us.”

At UK-based TAG Farnborough Airport over half of its 25,000 aircraft movements represents European traffic. Noting the trend for larger planes gaining slots into the Hampshire-based FBO, CEO Brandon O’Reilly commented: “In the past year 20% of traffic has been the larger 50 to 80 tonne class of jet. This includes the Global Express, G550 and the category above of BBJs and ACJs growing by 10% at the expense of smaller planes.”

Key Market Drivers Commenting on the ‘natural selection’ imposed by both the financial crisis and increasingly stringent regulation to the detriment of the smaller competitor, Migeon said: “The recession hurt everyone but the smaller charter operators, and FBOs with fewer assets were the first to be driven out of business because they could not pay their bills.”

When Size Matters The category of business jets also matters and the clarion call is for the larger cabin and ultra-long-range planes. Echoing this sentiment, founder of London-based ‘showroom’ brokerage firm The Jet Business, Steve Varsano said, “Longer range and bigger cabins at the top end of the market remain strong with the mid-size hurting.”

The diversity of the market for business aviation in Europe represents one of its linchpins. There is also recognition that business aviation is an essential business tool and will be instrumental in driving any recovery.

Good infrastructure and a relatively sophisticated customer base in Europe has also helped the sector. Emerging markets as yet need to catch up on the provision of dedicated airport facilities and the relaxation of restrictive airspace rules. Acknowledging this NetJets’s Eugene said: “Europe has good infrastructure underpinning a solid aircraft management base so this will help the region to grow. The market may be mature but its customers are a lot more knowledgeable of the complexities of jet ownership than clientele in growth markets.”

“Longer range and bigger cabins at the top end of the market remain strong with the mid-size hurting” The Jet Business showroom

34 EMEA & Asia

MARKET FOCUS: EUROPE Furthermore there are plenty of large corporations based in Europe and open borders has encouraged the migration of intellectual capital and high-net-worth individuals to the stronger economies. As a consequence inward investment and overseas trade is starting to pick up. Recognising the contribution of business aviation to the marketing mix, O’Reilly of TAG Farnborough said, “Entrepreneurs and larger corporations are using business aviation to seal deals in one day to get ahead of the competition and this is not possible through commercial aviation.”

Market Prospects There is an air of optimism extending beyond EU political boundaries that business aviation will prevail and perhaps even grow. Reporting year on year growth despite the crisis The Jet Business’ Versano said, “Back in 2006 Europe had 1,388 planes, today we have 2,451 jets driven by the fact that 70% of jet movements are attributed to corporate middle management types.”

Fractional Ownership or Charter?

Varsano went on to say that the crisis had fueled an increase in new plane acquisitions due to heavy discounting by airframe manufacturers.

Many stakeholders feel that chartering is the most costefficient solution for travel across the region. Viable operators, the likes of ExecuJet and Gama Aviation, offer a suite of services such as aircraft management and maintenance in addition to chartering. The expertise, safety, and economies of scale benefits those continental customers conscious of the bottom line but view business aviation as indispensible.

Presently the used market has stagnated with most planes up for sale heading for emerging markets and the US. Larger class airframes with good history are snapped up with mid-sized and smaller languishing for longer. Many operators in Europe are fielding newer aircraft with ExecuJet renewing about 30% of its fleet on the continent.

But there exists tacit recognition that the continent can support both fractional ownership and chartering options.

It is just a question of hours flown according to managing director of Gama Aviation, Dave Edwards, “Charter works well for 500 hours or less, anything up to 700 brings you into fractional territory and beyond this ownership becomes viable. But charter is more flexible as opposed to the onesize-fits-all fractional alternative.”

Netjets takes a bullish view and perhaps justifiably so given its considerable investments in offering fractional ownership shares. “The European customer base is a loyal one,’ remarks Eugene. “We have retained 80% despite the slowdown. Some corporations are considering divestiture of their jets and signing up with us.’

Gulfstream considers that market growth has opened up opportunities for both, as Esling explains: “Chartering in Europe makes sense and entices new customers into business aviation without the expense of owning a jet themselves.”

TAG Aviation hangar

Not to be outdone NetJets is rejuvenating and expanding its fleet with long-range Bombardier Globals to fulfill the preference for longer range planes.

Overall the expectation is that new aircraft sales will deliver fewer surprises in the coming years as most have been ordered by operators on the continent. However Gulfstream indicates that high-net-worth individuals are purchasing planes and offering them for charter via management companies to recoup costs and reduce their tax liabilities.

Interestingly manufacturers and operators agree that surrounding economies such as Turkey and Russia offer a wealth of opportunities for European domiciled operations that are looking a little to the east and maybe a tad south of traditional borders.

European business aviation maybe a little leaner today but the sector will always fight its corner and will never be pushed against the ropes.

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36 EMEA & Asia

FC REVIEW: AIRPORTS

When Irish Skies are Smiling

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hannon Airport offers a uniquely special opportunity for business aviation users, as David Corfield discovers.

A conversation with Shannon’s Joe Buckley is never dull. His enthusiasm for his airport is infectious. As Business Development Manager he is the first point of contact for anyone with an interest in using what is arguably the world’s first business aviation terminal. “Shannon has a very good reputation internationally and it has achieved a lot for a small airport out

on the West of Ireland,” Buckley states.

“Our business aviation traffic continues to show growth with an increase in movements of 10% for 2010 and 2011.

It’s expected that 2012 will also show further growth and I’m confident that Shannon will see close to 5000 business aircraft movements. We have a big history, a massive legacy and a very exciting future.”

37

FC REVIEW: AIRPORTS The airport and the immediate area boast many firsts, of which Irish Coffee and Duty Free shopping are perhaps the biggest claims to fame. Charles Lindbergh himself surveyed the area as the most strategic and advantageous site for land-based operations. “In the late 1950’s with the advent of jet aircraft, there was a danger that Shannon could be overflown, so it became crucial to put in place various things to ensure its survival, including the creation of the first tax-free industrial zone in the world,” Buckley reveals.

Shannon has geared itself up well for business and has many attractive features that sit well with private aviation clients. “From a strategic point of view we have no curfews, no noise restrictions, no slots and we have hydrant fuelling – all our aviation fuel comes into us by ship which is delivered to a fuel farm right beside the airport.

So we have an airport that can handle large operations as well as smaller concerns,” Buckley explains.

A Case for Business Shannon is proud of its business credentials and has three ground support and FBO partners operating from its tarmac – Jetex, Signature and Universal.

It is the first and still the only airport in the world to have US pre-clearance for business aviation and that means all

passengers arrive as domestic arrivals thus speeding up processing, reducing costs and saving time. It’s a fantastic plus and one of the main reasons Shannon is so successful for business flights across the Atlantic. But Buckley is keen to point out the benefits to those looking to adopt Shannon as a base from which to operate from as a business.

“We are state owned but self-financing and are really pushing forward with what we can grow alongside the airport. We are in discussions with an American company called Lynx who are interested in working with us on cargo development, plus our own government has commissioned a feasibility study on Shannon with a view to the airport expanding to incorporate a humanitarian aid centre,” he reveals.

“We are trying to develop a business aviation cluster here at Shannon,” Buckley continues. “We have a lot of very good support services and engineering companies already on site, which means that if you are doing refurbishment or aircraft fit-out we have the expertise already here.

“The next couple of years will see a lot of development going on here and it’s very exciting times for us. We want to offer a complete support system for business aviation users with a quality and a dedication to service that is absolutely unrivalled.”

Shannon in Summary • Shannon was the first airport in the world to offer full US pre-clearance for business jets. This allows business passengers to pre-clear US Customs and Immigration at Shannon and then fly directly to 220 airports in the United States. The pre-clearance area for business aviation is a dedicated facility with VIP security screening.

Turnaround times average 45 minutes including US preclearance.

• Shannon has always had very good deals on fuel and this continues to be the case making the airport an ideal technical stop going westbound or eastbound over the Atlantic.

• Open 24 hours 365 days a year with one of the longest runways in Europe, Shannon can handle every aircraft type flying, including the A380.

• Shannon has no slots or curfews.

The Duty Free Shop is open 24 hours and is often frequented by VIP passengers.

• The Irish Business Aviation Conference is taking place this year in Dromoland Castle on 27 and 28 June. www.miuevents.com/ibac

Contacts Shannon Airport: www.shannonairport.com

Shannon was the first airport in the world to offer full US pre-clearance for business jets

Joe Buckley Cargo & Technical Traffic Business Development Manager

A

msterdam may have a history going back to the 13th Century, but anyone who knows the city well understands that it still maintains a vibrancy and an energy that many other cities envy. For these experienced travellers, it will come as absolutely no surprise that the new general aviation terminal at Amsterdam Airport Schiphol is bright pink. Dan Smith takes a look at what is being dubbed the ‘Barbie Terminal’.

According to the architect behind the design, Don Murphy from VMX Architects, the site really needed a little colour: “All the new buildings at Schiphol Airport are silver-coloured, but we felt that was a bit too dull.”

Arriving aircraft are now met by a huge, fuchsia-pink canopy which protects both the jet and its passengers from the elements. That same fuchsia-pink features in the mirrored glass walls which face airside. The colour scheme has led some to dub the new building the ‘Barbie Terminal,’ though Murphy is quick to point out that reactions to the terminal as a whole have been “overwhelmingly positive.”

The new terminal, which opened in July 2011, was developed as part of the Schiphol Group’s plans to make the airport Europe’s leading airport and business centre. The terminal has been designed specifically for general aviation and with the business traveller firmly in mind. As most passengers arrive and depart by car, the goal for the architect was to bring the aircraft as close to the car as possible. The solution? “The car drives into the building,” explains Murphy. “Then there is a short walk through security and onto the aircraft.”

Schiphol terminal airside

Colourful Arrivals at Schiphol

39

FC REVIEW: AIRPORTS Handling services at the terminal are provided by three operators: Aviapartner Executive, Jetsupport, and KLM Jet Center Amsterdam. Each handler provides aircraft services and dedicated lounge areas for passengers and crew.

The terminal includes more than 6,000sqm of space. Around 1,000sqm of that is dedicated to parking while 4,000sqm is set aside as commercial office space which is leased out on behalf of the airport’s operators, the Schiphol Group. The office building has its own access, separate from the terminal and lounge areas of the building.

Business aviation tenants who have taken office space in the building include Jet Netherlands which provides charter, aircraft management, and sales and acquisition support. Another tenant is Aero Dynamics which charters out its own fleet of Cessna aircraft including a CJ2, an Excel, and an XLS. The company can also arrange charters on any type of aircraft up to a Boeing 747.

New Airport Hotel Schiphol’s facilities for top-end flyers will take a further step-up later this year when work commences on a new Hilton Hotel at the airport. Due for completion in 2015, the new luxury airport hotel will contain 433 guest rooms, 23 meeting rooms, a ballroom, executive lounge, and a spa and fitness centre. The high-profile architectural landmark has been designed by Dutch architects Mecanoo.

Schiphol Group’s plans to develop state-of-the-art business and aviation facilities at the airport are well underway.

Together they will ensure that the future of bizav at Amsterdam Airport Schiphol remains bright, and a little bit pink!

Also based in the GA terminal is maintenance provider Nayak Aircraft Service Netherlands. Nayak is an authorised maintenance provider for , Dassault Falcon, Embraer, and Hawker Beechcraft business aircraft. “Our Dassault Falcon support team is based at Schiphol,” explains Helene de Wolf, Communications Manager for Nayak. “From Amsterdam our team can provide Aircraft On Ground (AOG) support to any Dassault aircraft anywhere in the world.” The same support is provided for aircraft from other OEMs out of Nayak’s facility in Cologne, Germany.

Demand Increasing Schiphol Group’s plans have seen developments in other parts of the airport. Bombardier’s European customers have been flocking to Amsterdam since the company opened its Schiphol Service Centre in May 2010. “We boosted our capacity by 30% in 2011 to accommodate demand,” explains Mark Masluch, Bombardier’s Customer Services spokesperson. Bombardier now has more than 50 employees based at its own hangar at Schiphol and will service more than 70 aircraft this year.

Hilton Hotel

The Schiphol Service Centre has seen most of its business come from Bombardier’s European customers. However, the Centre has also attracted business from the Middle East, North America and Russia.

In 2011, Bombardier announced that it would provide interior refurbishment at its network of Bombardier Service Centres in partnership with Fabricair. In Amsterdam, the work undertaken on-site has mainly been simple repairs and touchups. Bombardier plans to expand the refurbishment offering at Schiphol towards the end of the second quarter this year.

Due for completion in 2015, the new luxury airport hotel will contain 433 guest rooms

40 EMEA & Asia

BIZAV USER PROFILE

Bizav User: Simon Ebert W

hen the Ebert family sold its stake in Wella in 2003, they established a new company to manage their real estate and investment portfolio. With interests across Germany and Europe, the family now rely on business aviation to get them to where they need to be. In this interview FlyCorporate’s Dan Smith speaks to Managing Director, Simon Ebert to find out how he uses business aviation and why the family decided to invest in their own aircraft.

41

BIZAV USER PROFILE One of the Ebert family’s most significant investments is the five-star Budersand resort and golf course on the popular island of Sylt in northern Germany. The stunning location may be picturesque, but it is also remote and difficult to reach – especially outside the summer tourism season.

In order to bring visitors to the property, the Ebert’s partnered with local operator Air Hamburg Private Jets to offer private jet flights to the resort. The move has been popular, attracting guests from across Germany and Europe.

Time and Privacy Gains When Simon Ebert needs to visit the resort from his base in Darmstadt near Frankfurt, he also utilises Air Hamburg’s services, typically making the trip in a King Air 200 or Citation CJ3. “To get to Budersand commercially I would have to take a train to Düsseldorf, then a flight to Sylt,” explains Ebert. “In the winter that might not run so you have to fly to Hamburg and then take a train or car to the resort. That adds up to an eight-hour trip. Flying privately it is about 45 minutes.”

That’s not to say he doesn’t take advantage of scheduled services.

“Regular trips to Hamburg and Berlin are on commercial services as there are flights every hour from Frankfurt,” says Ebert. “I also fly commercially on international trips.

For example, I travel to the US three or four times a year. Usually I take Lufthansa to New York or Chicago and then, for travel within the US, I switch back to a private jet.”

A private jet provides business privacy, something Ebert values highly: “When I travel with colleagues you can chat and be sure nobody is listening. I was on a commercial flight recently and the guy next to me tried to read my emails. It is annoying and something you don’t miss when you fly privately.”

The mix of private and commercial is necessary to save both stress and costs. “Going through domestic terminals is not something I look forward to doing. But we also have both feet on the ground and we know how hard it is to earn money.

We’re not spending where it is not necessary.”

Yet cost is one of the reasons why Ebert chooses to fly privately – especially for trips with colleagues.

“I recently had to go to Rostock and Hamburg with my lawyer,” says Ebert. “There is no easy way to get there from Frankfurt.

It is easily an eight-hour trip, so that’s the first €3,000 to €4,000 gone before you arrive. Using a business jet you fly to Rostock and have your meeting. Two hours later you are back on the plane to Hamburg for another meeting.

After seven hours the lawyer is back in his office and not charging us €500 an hour.”

Time is another consideration when choosing business aviation over commercial services. “You don’t need to be early for the flight, you save time with security, and you fly direct,” says Ebert. “It gives you more time with your family and more time to work.” He also cites the flexibility of bizav when plans change: “You can call the crew and say we need another hour, or we are finished – can we leave an hour early?”

Investment Decision After using the services of Air Hamburg for a few years, the Ebert family decided to invest in its own aircraft, purchasing their first XLS+ in 2009. “At the time we thought we would use it ourselves. But we gave it to Air Hamburg to manage,” says Ebert, noting: “I haven’t seen that aircraft for two years, it is has been so busy.” That was the first plane the family bought and since then they have acquired another four aircraft. Ebert is extremely pleased with the service provided and the financial benefits: “The return on investment has been excellent. We wouldn’t have put our additional aircraft with Air Hamburg unless we were happy with how they treat us as owners and look after our aircraft.”

One of the Ebert family’s most significant investments is the five-star Budersand resort and golf course Budersand resort

Interview

ERNEST EDWARDS President, Embraer Executive Jets

43

FC INTERVIEW

E

mbraer Executive Jets may not have featured highly on the top business jet OEM list in the past but this is set to change, as FlyCorporate’s Diana Albiol discovered when she met with President, Ernest Edwards. With a fleet covering the light through to the super large jet – plus two new aircraft about to enter market – the Brazilian company has one goal in mind and that is to become one of the top four players in the global business aviation market within the next few years.

Where do you see your current position in the market and where is Embraer heading in the next five years?

Our objective when we launched the executive jet division was to be a major player within ten years and I think we have achieved this. We are certainly recognised as being a major player in the executive jet world and people are taking us seriously, in particular our competitors. We would like to be somewhere in the 20-25% share of worldwide deliveries annually and that is what we are focused on. We are yet to see the entry into service of the two new Legacy aircraft – that will start in 2013 with the Legacy 500 followed a year later by the Legacy 450. Once these aircraft start coming into the market our market share will increase beyond what it is today. As the Legacy 650 gets further established I think we will see a continued growth in our market share – the end result being our desire to have a 20-25% market share of the world deliveries.

Embraer is one of the youngest players in the private jet market, what has been the key to the company’s success so far?

We are indeed one of the youngest players in the executive jet world but Embraer has been producing and supporting aircraft for over 40 years. When we entered the executive jet market in 2002, we started with clean sheet designs and innovative products. This was the result of in-depth market research that we conducted in 2003 and 2004 before we launched the Phenom 100 and 300 in 2005. This was very intense and we met regularly with customers and also looked at some of the shortcomings of the competitive products, taking into account the products our customer would want in the future. It really was our approach to starting with a clean sheet with the Phenom line that was the key to our success. We continued the same in-depth process when launching the Legacy 450 and 500 programmes and as a result we created a new mid-light category with the Legacy 450. Our focus was, and still is about innovative solutions for our customers.

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FC INTERVIEW

China is a major growth market for the industry as a whole – how is this market developing for Embraer?

We, like the other manufacturers, are turning our attention to China right now. We have had a presence in China for ten years already when we established a factory there with our JV partner AVIC to build regional jets. Now that we have fulfilled the orders for the 145 regional jets, we have decided to convert this factory into the assembling plant for the Legacy 650 for the Chinese market. At present we are still awaiting government approval for the change of business plan but things don’t move as fast as we would like. Of course, China has a billion things to focus on right now so we are aiming to have this approved in the next quarter this year.

The Jackie Chan brand ambassadorship is just part of our overall strategy to penetrate the Chinese market. The other part of the strategy for the Far East is our presence in Asia Pacific and we have increased our sales force in the area. We will also be placing a demonstrator Legacy 650 in the region to share between China and Asia Pacific. It will tour around that zone as needed.

How is business developing in other regions and what future do you see in these markets?

India and the Middle East continue to be interesting markets for Embraer Executive Jets. We have done very well in India to date and it is actually one of the few countries in the world that has one of every aircraft we make; it has everything from a Phenom 100 up to the Lineage, so we are very pleased about our penetration there. The Middle East continues to be a positive market and we have 34 Legacy 600/650 jets in the region. We have a good network of service centres for India and the Middle East and can fully support our customers in these areas.

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FC INTERVIEW

Embraer’s new business jet HQ in USA FlyCorporate visited Melbourne, Florida to see Embraer’s new complex, which will act both as a base for the company’s worldwide executive jets division and as a second production line for the Phenom 100 and 300 light jets.

The new Global Headquarters building opened formally in January 2012 and handles all customer sales and support for the Phenom and Legacy product line, worldwide. It allows customers to review cabin mockups, work with Embraer design staff to finalise specifications and for non-Brazilian customers to take delivery of their new aircraft.

In an adjacent building the Phenom production line supplements the existing facility at Gaviao Peixoto in Brazil. Major components (fuselages, wings and tail units) are delivered from Brazil to Melbourne and are assembled and mated with US-delivered engines. Electrical installation is carried out and the aircraft finished with US-sourced interiors and then painted in a dedicated building at Melbourne. The first Melbourne-assembled Phenom 100 was delivered on 20 December, 2011 to Executive AirShare who now have 18 Phenom 100s and 300s in service and, at the time of our visit, the Phenom 100 production line was already busy with four aircraft in assembly and another undergoing final tests. A second production line for the Phenom 300 will be opened in June and it is planned that Melbourne will be completing eight aircraft each month by the end of 2013.

India is actually one of the few countries in the world that has one of every aircraft we make

Lineage 1000

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FC INTERVIEW Embraer’s next step – the Legacy 450 and 500 With the Phenom 100 and 300 well established, Embraer is pressing ahead with its brand-new Legacy 450 and 500 business jets which will fill the gap between the Phenoms and the super-midsize Legacy 600/650. Both aircraft share the same basic airframe but the Legacy 450 is slightly shorter. The first three test aircraft are Legacy 500s and FlyCorporate was able to inspect the first prototype recently at Embraer’s headquarters at Sao Jose dos Campos near Sao Paulo where it has been undergoing taxying tests prior to its imminent first flight. This is a surprisingly large aircraft with advanced engineering features and, judging by the prototype, its finish should be outstanding.

The Legacy 500 will compete with the Citation Sovereign, Learjet 85 and Hawker 900XP – but it actually has a cabin, which is as large as the super-midsize Challenger 300 and Hawker 4000. It will have a full-service forward galley, aft restroom with access to a pressurised baggage compartment and eight passenger seats in a double-club arrangement, although optional seating can increase capacity to 12. Its most significant feature is its advanced fly-by-wire systems, unique in this aircraft category, which bring important safety advantages ensuring pilots cannot exceed pre-set levels for the primary flight controls.

Consequently, in situations where weather and other factors impose high workloads the stressed crew cannot inadvertently fly beyond safe limits. The Legacy 500, which has a class-leading range of 3,000nm and a top speed of Mach 0.82, will enter service in the first quarter of 2014 with the Legacy 450 following six months later.

We are aware that there is a gap in the product line but there are no immediate plans to fill it

Legacy 600

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FC INTERVIEW We are seeing some revitalisation in the Russian market. At present we have a fleet of 27 aircraft in Russia right now and we have appointed Jet Aviation as our service centre partner in Moscow, which means we can develop the market further and have good support from them on the ground.

In the US we are starting to see a recovery and our pipeline is beginning to fill up. Our sales team is reporting an increase in activity; this has been steadily building since the beginning of the year, and we hope that this is something that is maintained.

It is still our key market and we predict that around 50% of worldwide shipments will be coming to the US in time, in particular with the launch of the Legacy 450 and Legacy 500.

Europe is a little depressed at the moment – we are all fully aware of the challenges that exist there. Whilst sales are a little slack we know it will pick up again as we start to see the signs of growth in the US.

The Embraer fleet covers aircraft size from midlight through to the super large jet with the Lineage but what about the ultra-long range? Is this on the cards for Embraer?

Somewhere in the future there is an ultra-long-range aircraft in the Embraer Executive Jets’ range but it will have to be a very differentiating aircraft.

We are aware that there is a gap in the product line but there are no immediate plans to fill it. There are some very stiff competitors out there in this market today and unless we have a totally differentiating product it wouldn’t make sense for us at this moment. Our focus today is on bringing the 450 and 500 to market. These new aircraft will set the tone for the future for midsize and mid-light aircraft. We are focused on the Legacy 650 and the Lineage and our goal is to deliver 24 aircraft this year. These aircraft will carry us to the future.

Biography Ernest Edwards joined Embraer Executive Jets in October 2005 as Vice President Sales & Marketing for North America, Canada, Mexico and the Caribbean. He was appointed President of Embraer Executive Jets in April 2011.

Prior to joining Embraer, Ernest served as the president of Swift Aviation Group based in Phoenix, Arizona in the United States. Swift Aviation was the launch customer for the Legacy 600 with their order for 25 aircraft placed in November 2000. With over 40 years’ experience in the executive aviation industry, Ernest has a proven track record in senior sales leadership positions at Gulfstream and Cessna Aircraft Company.

Ernest holds an FAA Airline Transport Pilot (ATP) licence and multiple jet type ratings. A Welshman, he started his aviation career when he joined Hawker Siddeley Aviation, Chester, as an Aircraft Apprentice. Ernest is a Board of Director member for GAMA and AMAC.

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SECTOR FOCUS: TECHNOLOGY

Business

Aviation

2.0 B

usiness Aviation has always been at the forefront of technological innovation, making the industry the definition of efficiency. But as our offices and lives continue to become more high-tech, business aviation is also seeing a transformation. From the cockpit to the cabin – technology is once again changing the way we fly. Nick Klenske reports.

Technology continues to take business aviation to new levels of safety, efficiency and life-work balance

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Rockwell Collins’ Venue HD Cabin Management System

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SECTOR FOCUS: TECHNOLOGY

When talking about technology in business aviation, we often get caught up in the gadgets and fail to focus on the fundamental question: what role does technology actually play? Granted, we all love the idea of an iPad in the cockpit and high-speed connectivity in the cabin – but does any of this actually accomplish a specific purpose or are we just creating fancy ways of doing old processes? In other words – is this new technology beneficial or merely disruptive?

Judging from our technology tour from nose to tail, it seems the answer is clear: technology continues to take business aviation to new levels of safety, efficiency and life-work balance.

Inside the Cockpit When talking technology in the cockpit, the conversation is all about safety through awareness. The latest avionic suites utilise situational awareness and heads-up technology to allow pilots to see the entire picture clearly – despite actual visibility levels.

“Enhancements to situational awareness, such as operating with a head-up guidance system (HGS) are very important to improving safety. In fact, in 2009 the Flight Safety Foundation stated that nearly 40% of all accidents would have been prevented if a pilot was using an HGS,” says John Peterson, Director, Avionics Marketing, Rockwell Collins. “In addition to making flying safer, when enhanced synthetic vision is applied to HGS, operators experience an even greater level of situational awareness during low visibility conditions and terrain-challenged approaches.”

This focus on synthetic vision is exactly what the Rockwell Collins Pro Line Fusion platform does, which is set to enter into service via the Bombardier Global 5000. The platform features the largest LCD displays available on the market and the highest synthetic terrain data available. This is further supplemented by the certification of synthetic vision on a head-up display – the first to receive it.

On the communications side of cockpit technology is Aircell’s Axxess communications system and Data Interface Unit (DIU). At NBAA 2011, the company announced that Axxess received approval in SITA’s Validation, Assessment & Qualification (VAQ) programme. The company notes that as FANS over Iridium (FOI) technology continues to emerge, this qualification is a critical milestone because it validates that Aircell’s satcom equipment meets all the performance requirements for operation in a FANS (Future Air Navigation System) environment.

“FOI is the latest reminder of what a transformative impact the Iridium service has made on the aviation industry. As fully-certified, end-to-end FOI solutions reach the market in the coming years, an increasing number of aircraft operators will be able to leverage FOI to meet their overwater communications requirements more efficiently and affordably,” says John Wade, Executive Vice President and General Manager, Aircell.

Within the cockpit segment also falls Flight Operation technology, such as Rockwell Collins’ Ascend Flight Information Solutions, which positions the company as a ‘one-stop-shop’ for pre- to post-flight operations. “It’s truly the total package scalable to meet individual flight departments’ needs,” says Josh Baynes, Senior Public Relations Specialists/Media Relations, Rockwell Collins. “This includes state-of-the-art mobility tools, via our new iPad Flight Manager Application that actually fuses scheduling and trip information into a single, easy-to-use App.” A highlight of Ascend is its crossover capabilities with Pro Line Fusion. The Rockwell Information Manager (AIM) links the two for easy maintenance operations.

“Any time the wheels are on the ground, AIM connects via WiFi or cellular and automatically downloads aircraft health information, so maintenance directors can see the information at their desk, along with sending database updates to the avionics systems.”

“FOI is the latest reminder of what a transformative impact the Iridium service has made on the aviation industry”

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SECTOR FOCUS: TECHNOLOGY

Another company developing this trend for comprehensive services inflight operation software is Swiss-based BizFlight.Net. “In today’s fast-paced, competitive marketplace, operators and flight departments simply don’t have time to juggle the many components that go into a business flight,” says Stefano Costi, Sales and Marketing Director, BizFlight.Net. “From flight routes to customs clearance, pilot licensing to permission management and document organisation – we’re seeing an increasing demand for an all-in-one, easy-to-use flight ops system.”

BizFlight is unique in that it operates within a collaborative paradigm – creating a network of partner tools with BizFlight.Net tailored specifications (see box page 52).

The result is a customisable, user-centric flight operations solution that guarantees a seamless transition from preflight to flight and flight to post flight.

Into the Cabin On the cabin side of the aircraft, the technology trend is to ensure continuity between locations. From home to office, office to aircraft – the latest technology developments in both business and entertainment tools create a smooth transition from one to the other. For example, Rockwell Collins’ Venue Cabin System uses a touch screen platform so passengers can easily bring their portable content onboard.

Rockwell Collins’ Pro Line Fusion

“Venue’s technology is scalable and allows for easy integration of new proven platforms, enabling you to enjoy the same content you have in your home or office in the aircraft,” says Lupita Ho, Principal Marketing Manager for Rockwell Collins. “In practical terms, this means starting a Blu-ray movie at home and finishing it during the flight, docking your iPhone and listening onboard, plugging in your laptop and viewing its content on the bulkhead monitor or even conducting a video conference with others – the potentials are really endless.”

Of course none of this enabling and entertaining technology works without connectivity, where the latest trend is all about global access – which took a big step towards becoming a reality when Inmarsat announced its selection of Aircell as its partner to bring Inmarsat’s Global Xpress satellite service to the business aviation market.

Rockwell Collins’ Venue Monitor

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SECTOR FOCUS: TECHNOLOGY “The superior performance and economics of Global Xpress versus any other satellite solution in the aviation marketplace uniquely positions us to support passenger connectivity across commercial and business aviation markets, on a sustainable basis,” says Leo Mondale, General Manager of Inmarsat GX. “The combination of the Inmarsat Ka- and L-band satellite technologies with Aircell’s air-to-ground service will support adoption of superior connectivity solutions across entire fleets in a way that really makes sense.”

It’s not only about geographic connectivity, but also connectivity across all aircraft sizes. Traditionally, inflight connectivity was a privilege of the big jets, but Aircell shook things up when the Cessna CJ4 announced it would be the first light jet to offer inflight Internet service.

“This highlights a significant trend in the business aviation market,” says Aircell’s Wade. “Clearly, connectivity plays an increasingly central role in all of our lives today, and business aircraft operators fully expect those services to be available when they fly.”

Echoing the overall trend in inflight technology, Wade concludes that all-in-all, the push will continue towards creating smaller, lighter and more affordable technology solutions for all aircraft types and all business needs.

The push will continue towards creating smaller, lighter and more affordable technology solutions for all aircraft types and all business needs

Cessna Citation CJ4

Comprehensive Flight Operations Operators and flight departments demand a lot from their flight operation programs.

Here’s a look at what goes into those little metal boxes (compliments of BizFlight.NET): • Airport Categorisation • Training Check Validity • Training Course Planning • Pax Management • Crew Briefing • Crew Feedback • Duty Regulation • Catering • Crew Handover • Crew Schedule View • Airport Information • ETOPS • Crew Planning • Crew Control • Hotel Feedback • Services Control • Fuel Control • Fuel Import • Owner View • Maintenance Snag Reporting • Statistics • Employee • Inventory • Handling Feedback • Daily Operation Report (DOR) • Crew Travel • Revenue Forecast • E-TechLog • Cosmic Radiation • Flight Documents Storage • Receipts • Briefing “auto send”

速

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Complete trip support solutions

24/7 Flight planning expertise Worldwide Support Full delivery and Management services One resource, one invoice Access to 50+ fuel suppliers Permits globally

All you require from one company to move your aircraft asset. Quickly, safely and for a fixed cost.

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Surviving

Completions!

H

ave you redecorated and refurnished your home recently?

Or agonised over the colour and interior of a new car? These are pretty straightforward tasks compared with completion of a business aircraft and, even with advice from a team of experts, there is a long road ahead when you buy a new business jet or have your existing one refurbished. Rod Simpson provides a guide on what to expect along the exciting route to completion.

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SECTOR FOCUS: COMPLETIONS

For a small Citation or Phenom the options may be more limited – but even at this level it is vital the interior matches the needs of the user. For instance do you want your new Phenom 100 to come with the standard four-seat cabin or with an optional fifth side-facing seat opposite the door?

The OEM’s designer will show you samples of carpets, seat coverings, galley finishes and external paint striping, and the choices are infinite, right down to a stone-finish floor in the entrance area. In the larger Challengers and Gulfstreams the manufacturer will have a wide choice of floorplans with bedroom options, private dining areas and choices of forward or aft galleys and restrooms.

Design Constraints It is vital that passengers who will use the aircraft regularly are brought into the debate. As the staff at Associated Air Center point out “It’s not just a business jet. It’s your personal retreat”. Of course, it is enticing to let your imagination roam freely – but a word of warning! While you may want green and yellow exterior paint and red and blue upholstery with a yellow carpet, you will eventually want to sell the aircraft – and this may put off the potential new owner. If your aircraft is also used for charter your consultant may advise you that there are some modifications (showers etc.) which are not acceptable to the authorities. It is better to go along with the manufacturer’s standard specification as far as possible to ensure the aircraft comes out at the right price, delivered on time and not overweight.

Bomberdier Challenger 850

When it comes to the completion of a business aircraft, there are some important rules which will ensure you are satisfied with the final result and make the whole process experience pleasurable. For a new aircraft, the paint and internal furnishing will normally be carried out by the manufacturer – although some larger aircraft are delivered “green” to a completion centre. The aircraft manufacturer (OEM) will guide you quickly and easily through decisions on the paint and interior of your new aircraft but the scope you will have for deciding on detailed features will depend on its size.

At the front end of the aircraft, there will be a specified standard flight deck such as Honeywell’s Primus Epic, the Rockwell Collins ProLine 21 or the Garmin 1000-based systems in the smaller jets. Nevertheless, options including additional backup systems, synthetic vision, electronic flightbags and head-up displays will require a separate dialogue with the aircraft’s flight crew. In the cabin, modern satellite technology has brought high-speed internet connectivity with systems such as Aircell’s Go Go Biz inflight internet service.

Again, it is vital that the aircraft passengers have a say in how they can use their iPods, iPads and laptops on board, whether they want a Blu-ray video system and where the wide-screen HDTV displays are to be positioned. The manufacturer’s sales engineers will also advise on possible cabin electronics packages on offer, including the Rockwell Collins Airshow and Honeywell’s Ovation Select which can handle all audio and data needs and provide inflight moving maps and flight progress data.

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SECTOR FOCUS: COMPLETIONS If you are refurbishing an existing aircraft, you will be using an independent completion centre and, as shown in our Checklist, there are some key steps in the process. Most important is the detailed specification which will lead all the professionals through each stage. Attention to every detail here will save time (and money) later and you are well advised to engage a completions consultant to help you generate the specification, evaluate and negotiate with the completion centres, determine where penalty clauses can reasonably be included and monitor the aircraft’s progress. Your shortlisted completion centres will all be sent your specification and will be required to submit cost and time estimates. You should be clear on what is included and where you may be charged for extras outside the quotation. Even with a consultant close by, you will still need to keep on top of the process and insist on adherence to the agreed timing and costs because, after all, every extra day in the completion shop is a day when you do not have use of the aircraft.

Several hundred companies offer completion services and individual providers often specialise in particular aircraft types, so it is important to shortlist those which are familiar with your type of aircraft. Your aircraft’s OEM can usually recommend a selection of suitable companies. When contacting the completion centre you should ask for the names of past clients and contact them to see how satisfied they were with the outcome – and, before making a final

choice, visit the supplier to assess their professionalism, expertise and ability to respond sympathetically to your needs.

If you are upgrading an existing aircraft, particular considerations may include improving the aircraft’s soundproofing, modernising the galley and restroom, using different upholstery finishes in high-traffic areas and installing better systems for communication, cabin management and entertainment. This may require a re-evaluation of the electrical power available in the aircraft. Additionally, you may want to change the flight deck from older dials to flat-panel displays and this could involve the aircraft going to a specialist avionics shop – or even back to the manufacturer. Hawker Beechcraft, for instance, can transform an older King Air with a Garmin G1000 avionics suite incorporating Weather, SVS or MaxViz enhanced vision, SafeTaxi etc.

At the end of the day, the completion centre can provide you with anything you desire – but at a cost. And there is the key issue with a used aircraft: will spending a large amount on “rags, paint and Blu-ray” improve the value of your aircraft?

You should always keep in mind the alternative. Sometimes it may be a better idea to have a simple re-paint and refurbishment of the seats and carpets – then sell the aircraft and buy another new or used machine which already has all the upgrades.

At the end of the day, the completion centre can provide you with anything you desire – but at a cost FlyCorporate’s Completions Checklist: 1. Discuss with your regular passengers how they use the aircraft and what layout and cabin equipment they prefer 2. Consider with flight crew the flight management and cockpit upgrades required 3. Engage a completions consultant from a shortlist and based on recommendations 4. Prepare the detailed specification with the consultant taking account of the aircraft value for resale 5. Shortlist completion centres and solicit quotes to your specification 6. Select completion centre after taking references and visiting 7. Schedule downtime, agree a time schedule and ensure targets are met 8. Meet regularly with consultant, visit completion centre and ensure work is carried out to schedule

Other companies may lease you a jet. Only Comlux offers you the complete luxury solution to the most demanding aviation needs. Buying, Managing, VIP charters, Designing and building your own cabin. Flying your own routes to your own timetable.

MORE THAN A LUXURY AIRCRAFT, THE FREEDOM TO MAKE THINGS HAPPEN YOUR WAY Freedom is your greatest luxury. Comlux, the complete luxury aviation service.

For more information contact us at fly@comluxaviation.com, call us on +41 43 888 7250 or visit www.comluxaviation.com

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SECTOR FOCUS: COMPLETIONS

Sketching the VIP Dream W

hen it comes to VIP and VVIP aircraft, completions become an extra big task. From the initial sketch to the final installation, the key is innovation and imagination. Nick Klenske walks us through the process and into an ACJ cabin.

If there’s one thing to understand when it comes to VVIP and Head-of-State aircraft, it’s all about creativity. Unique to the completions industry, these airline-to-private jet conversions tend to come with owners having very big ideas on how the interior should look, feel and function.

This creates a smörgåsbord of possibilities where the sky really is the limit. Although Airbus handles the entire conversion process, one of its core business focuses is on the interior design, which is done in coordination with the company’s in-house creative design department.

“There’s a good reason why our ACJ aircraft are often nicknamed flying palaces,” says Bruno Galzin, Head of Sales and Marketing, Airbus Corporate Jet Centre (ACJC). “The owners approach the interiors not as a corporate jet but as an extension of their home, their lifestyle and their personal tastes.”

“Not only do we have our own design department, we also match each of our customers with a personal Creative Designer charged with taking a dream to reality,” says Galzin.

“If I was to point to a ‘trend’ in VVIP interior design, I would have to say the focus tends to be on comfort and creating an easy-to-use cabin.”

Cabin sketch by Sylvain Mariat

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Inside a Completed Cabin So what does a completed VVIP aircraft cabin look like?

Earlier this year the Airbus Corporate Jet Centre delivered its 10th cabin to an undisclosed European customer – and FlyCorporate got a peek inside.

With a contemporary design, the cabin welcomes passengers with a customised metallic piece of original artwork embedded in the entrance partition. With the art setting the scene for luxury, the picture becomes clearer as you move into the interior, which is emphasised by a wide and large lounge and dining area complete with a six-metre square dome, L-shaped divan, two VIP club seats, a large sideboard and a dining table surrounded by a divan and three VIP seats.

Sketch by Sylvain Mariat

Moving towards the front we reach the bedroom designed with an innovative system that utilises two movable beds and storage units, allowing one to configure the set up into either two single beds or one double bed. The bedroom also includes an elegant bathroom and a full-height shower – making it hard to believe you are in an aircraft and not your bedroom at home.

The aft is furnished with 12 fully reclining, electrically actuated cocoon-shaped seats – each equipped with an individual 15-inch video screen.

Luxurious Connectivity But enough about the interior design, the real magic here is the innovative connectivity. The cabin boasts a brandnew telephony system that provides top quality inflight sound via WiFi handsets. It is also the first ‘green’ ACJ319 offering state-of-the-art connectivity based on a total Swift Broadband Satcom (SBB) solution.

As to inflight entertainment, the cabin is equipped with a high-definition video system that makes use of a HighDefinition Multimedia Interface wiring foundation, allowing passengers to enjoy an unbelievably high level of image quality within the VIP zones. For example, in the forward lounge passengers can enjoy their favourite movies on a 52inch HD screen. More so, you can even enjoy your movie without the distraction of outside noise, as the ACJ cabin is among the quietest on the market.

To summarise the VIP cabin experience, Benoit Defforge, Chief Executive Officer, ACJC says it best: “Our latest cabin reaches another innovative target with a new telephony system that provides some of the best sound ever heard aboard an ACJ, highlighting that we go further to offer our VIP customers the best comfort associated with the latest entertainment and connectivity systems available.”

Charter Aircraft, the VIP Way Perhaps not traditionally thought of as a jet for the charter industry, VVIP aircraft are now finding their way into the charter market as well.

One company that recently added several Boeing Business Jets to their fleet is GainJet – which brands itself as an executive charter company.

Currently the company has two Boeing Executive Airliners in their lineup. The Boeing 757 is configured to seat 78 passengers in a luxurious, business-minded setting that has recently been completely refurbished. The airliner is slated for long-range destinations.

“This is the latest and most exciting addition to the GainJet fleet and is one of the only large Boeings available for private charter,” says Andrew Hallak, Marketing Director, GainJet Aviation SA. The forward cabin is configured for 20 people with appointed seating around a number of dining tables, whereas the mid cabin offers 38 reclining seats. The rear cabin offers an additional 12 stand-alone seats, along with eight table-side seats.

The company also offers the 48-passenger, mid-range Boeing 737-300. “This aircraft was refurbished in 2009 and has been recreated into a supremely luxurious and comfortable aircraft,” says Hallak. “With its capability to accommodate 48 passengers and its five-hour flight range, this VIP aircraft is sure to fulfill even the most demanding clients’ medium-range travel requirements.”

The aircraft’s cabin is configured into two sections. In the front there are 16 luxury club seats dispersed around Hi-Lo tables. The rear section is fitted with 32 reclining seats.

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FC REVIEW: AIRCRAFT

French Design: Falcon 2000 F

rench company, Dassault is one of the longest-established business jet manufacturers, having flown their first Mystere XX (which became the Falcon 20) as long ago as 1965. Rod Simpson explores the Falcon story.

That first Falcon established a powerful reputation for Dassault, particularly in North America where it also became well known for its work with Federal Express on package freight operations.

The mid-sized Falcon 20 was followed by the smaller Falcon 10 and the three-engined Falcon 50.

Then Dassault introduced the three-engined Falcon 900 to compete with Gulfstream’s intercontinental G-IV and Bombardier’s Challenger. Today, the Falcon 900LX, with a 4,750nm range, continues to be an important Dassault model alongside the flagship Falcon 7X.

Falcon 2000LX interior

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By the mid-1980s, the Falcon 20 and Falcon 50 were reaching the end of their production lives but these midsized, mid-range Falcons had a very loyal customer following.

So Dassault launched a brand-new model offering Falcon 20 owners a longer, higher and wider cabin, some more range, less thirsty engines and modern avionics and flight management systems. The new “millennium” Falcon 2000 was announced in June 1989 and first flown in March, 1993.

Dassault moved rapidly and achieved FAA type certification to FAR25/JAR 25 in February, 1995. The Falcon 2000 used the same wing as the Falcon 900 but the cabin was shorter – though with the same cross section providing a generous 7ft 8in (2.34m) width and stand-up 6ft 2in (1.88m) height.

The advanced aerodynamic design had an area-ruled rear fuselage to optimise performance and, with a design range of 3,000 nautical miles, Dassault was able to use two General Electric/Allied Signal CFE738 turbofans to optimise the cost of operation. Former Falcon 20 operators moving on to the Falcon 2000 gained a significant step-up in cabin comfort and capability. The Falcon 2000 was at the top of the Super Mid-Size category – and in virtually the same league as the slightly longer range Bombardier Challenger 604 large jet.

Since the introduction of the Falcon 2000, Dassault has changed the aircraft in several ways, so the used market includes some variations. In 2003 the aircraft was re-engined with Pratt & Whitney Canada PW308C engines as the Falcon 2000EX and this brought better overall performance and 3,800 miles of range. Then, in

2007, there was the 2000DX which had reduced range to suit customers who flew relatively shorter distances – although it did not prove to be a very attractive proposition and very few were manufactured. Two years later, along came the 2000LX fitted with Air Partners winglets which gave a 5% improvement in range, delivering a 4,000-mile (7,410km) capability at long-range cruise settings and fuel consumption which is substantially better than its competitors. This allows the 2000LX to fly from London to New York non-stop with eight passengers at a comfortable 41,000ft altitude. Some earlier 2000EX models can be retrospectively fitted with the winglets with only a minor (240lb) weight penalty.

Fuel Advantage At EBACE in 2011, John Rosanvallon, President and CEO of Dassault Falcon announced the 2000S which is targeted squarely at the Super-Midsize market and offered with a budget price and a limited range of options. It also has less range at 3,350nm (6,200km) but this is still sufficient to fly six passengers from Paris to Dubai or Beijing to Singapore.

Although it is based on the 2000LX, this new model has improved Pratt & Whitney PW308C engines which give lowered emissions and has additional inboard slats to provide better takeoff and approach speed levels and a new autobrake system to aid operation into challenging airports. “Our proudest accomplishment, though” said Rosanvallon “was designing an aircraft which burns 10% less fuel than aircraft 20% smaller while offering a very competitive price”. The 2000S will be certificated and start to enter service at the end of 2012.

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FC REVIEW: AIRCRAFT

Falcon 2000 production is approaching the 500 mark and it has proved to be a flexible design which is very cost effective

Falcon 2000S

Flight crews all praise the Falcon 2000 for its precise handling and ease of landing in demanding weather conditions. In 2005, Dassault introduced their EASy advanced avionics and flight management system which has been fitted on the 2000EX and subsequent versions. EASy, now in its Phase II configuration, is based on the Honeywell Primus Epic with four 14-inch display screens, allowing the two flight crew to work in concert and to reduce workload. It includes input of flight planning data using a “mouse” device to select menu choices and provides excellent awareness for the crew allowing joint decision making based on well-presented data displays. This is important because modern business aircraft are equipped with a bewildering range of facilities including ADS-B, Proximity Warning (EGPWS), Weather uplink, WAAS and Runway Awareness (RAAS).

Today’s Falcon 2000LX and 2000S, are finished to a very high standard with top-quality leathers and fabrics and state-of-the-art cabin management and entertainment facilities. Generally, a Falcon 2000 will have a well appointed forward galley and a fully equipped rear restroom with inflight access to the main baggage compartment. On the 2000LX, the main cabin, which is well illuminated with nine windows on each side, is normally laid out for eight or ten passengers with a front club-four seating layout and a rear section with a four-place dining/conference area and service credenza.

The credenza can be replaced with a two-seat divan or with

two additional facing seats. Alternatively, the cabin can be arranged for eight passengers in two zones with facing pairs of chairs. The 2000S has a standardised seating layout for ten passengers, designed by BMW Group DesignWorks USA, with a forward four-seat zone and six seats in the rear cabin. The cabin has Rockwell Collins cabin management including Blu-ray video displayed on wide-screen monitors, iPad and iPhone accessibility and the AirCell Axxess II Iridium Satcom system.

Resolving Problems The Falcon 2000 has excellent hot and high airfield performance. It is also approved for operation into the demanding London City Airport where noise abatement requires a 5.5-degree steep approach to a relatively short runway. The Falcon 2000S can carry out this approach at just 108kts at standard landing weight. Falcon 2000 production is approaching the 500 mark and it has proved to be a flexible design which is very cost effective. In service, it has proved to be highly reliable with a negligible record of maintenance-related dispatch cancellations but Dassault’s product support network has a reputation for resolving problems with minimum delay. Companies who need a reliable workhorse with the ramp presence and design sophistication provided by Dassault’s experienced French designers will undoubtedly find it in this pair of Falcon 2000s.

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64 EMEA & Asia

MARKET FOCUS: RUSSIA

Russian Recovery G

reen shoots of economic growth in Russia are prompting aircraft manufacturers and suppliers to focus once again on Eastern Europe for new business.

But there’s still a long way to go, reports David Corfield.

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MARKET FOCUS: RUSSIA Russian aviation has long been a topic of conversation and, until relatively recently, for all the wrong reasons. But as the global economy continues its long recovery following the financial crash of 2008, operators and bizav service providers are looking to Russia for new opportunities, and in doing so are seeking a greater understanding of the aviation needs of the world’s largest country.

Last year’s JetExpo business aviation show served as a useful barometer for the Russian market, and increases in both visitor numbers and exhibitors suggested that things are certainly on the up. According to the show organisers it’s predicted that between 2011 and 2020, some 525 corporate aircraft will have been commissioned and delivered. While the vast majority of these aircraft will be from Western manufacturers, the Russian built Sukhoi is leading the way in domestic markets with the Superjet SJ100 and its business variant. This is a breath of fresh air when seen against existing Russian ‘homegrown’ corporate jets – basically converted airliners such as the Yak 40 and Tupolev TU-134.

Stuart Barwood, from international aviation solutions company Brolin, knows all about the potential benefits for bizav operators in Russia, and also the regulatory headaches that still exist in the country. He specialises in advising airlines, airports, suppliers and regulatory bodies on business strategy and should be on speed dial for anyone interested in setting up operations in the former Soviet Union.

“Russia has suffered in the past from a distinct lack of infrastructure, but this is gradually changing,” he tells FlyCorporate.

“Modernisation is a slow process in the country but nevertheless the potential for business aviation is growing.”

Avia Group, the business arm of Moscow’s Sheremetyevo airport, opened its business-only Terminal A in October last year. The 27,000sqm (290,000sqft) terminal, with capacity for 35,000 movements a year, also includes a helicopter pad. Avia Group says the new terminal will boost business aviation flights at Sheremetyevo by 30-50%. The terminal has new climatecontrolled hangars and a range of flight management and maintenance facilities for foreign-built aircraft. Another large business aviation project planned for 2012 by Nafta Moskva, the investment vehicle of Russian billionaire Suleiman, is the planned facility at Kubinka air base, southeast of Moscow.

The company will operate the runway jointly with the defence ministry and will build facilities on one side of the base for business aircraft. The complex will increase capacity in the Moscow aviation hub by up to 25%.

The market is still heavily regulated however, and on that level it’s very much a closed shop – which in some ways is both a positive and a negative thing. It is changing, but it’s a slow change. The country is playing catch up with the rest of the world while at the same time sorting out its internal issues. Air Traffic Control, for instance, is an area badly needing improvement.

This vital part of aviation infrastructure is still somewhere behind western standards but there is a slow policy adoption of making English as the ATC first language, bringing it into line with the rest of the world.

Regional Growth Russia, with its huge distances, weak road infrastructure and underdeveloped commercial sector, seems tailor-made for private aviation.

And the industry was indeed booming for many years — despite a lack of infrastructure and many regulatory hurdles.

But then the financial crisis hit, and the rich business people who were the potential buyers of helicopters and private jets were suddenly no longer quite so rich. It has taken some time to regain composure and confidence.

Business aviation at the moment is heavily weighted towards Moscow or St Petersburg but slowly other areas are realising that recovery is underway. The Ukraine, for instance, is on an upward curve and while Moscow outbound flights are back to where they were before the economic crash of 2008, the rest of the country is slower to recover. But the signs are there. At Vnukovo airport, Russia’s main hub for private aviation, traffic is already back to pre-crisis levels.

Artem Pastukhov, the commercial director of the business terminal, expects a 10% growth in flights movements over the course of the next two years.

“Russia has suffered in the past from a distinct lack of infrastructure, but this is gradually changing”

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MARKET FOCUS: RUSSIA An additional boost may come from the aviation authorities themselves.

High taxes and import duties have resulted in most of the 410-450 Russian-owned executive aircraft being registered outside the country.

However, the government is now moving to bring legislation in line with international standards. Business helicopters and other smaller business aircraft no longer have to wait up to three days for flight permission, for example.

“The Russian aviation market is full of potential,” Barwood advises. “With the collapse of the Soviet Union there were many ‘babyflot’ airlines created, operating from hundreds of airports right across the country. But none were regulated and operating standards were very hit and miss. While the domestic passenger market is taking time to recover, many companies within Russia are realising that it is more profitable to invest in business aviation rather than charter airlines because of the relative low volume and higher yields to be had.”

The development of the Russian economy has had a positive effect on the demand for business jets in the region. Fleets of Russian owned aircraft grew significantly from 100 aircraft in 2004 to an estimated 380 jets in 2010.

Due to taxation issues, most Russian business jet owners register their business jets outside of Russia.

In November 2010, Russia adopted new airspace classifications which allow general aviation to be exempt from many of the bureaucratic procedures that pilots had to contend with. This move will certainly be a boost to the country’s business aviation sector and will encourage more people to own private jets.

Better Standards, Better Future?

While for many years the state of Russian aviation was something of a moot point in terms of safety and standards, this is changing as older airframes are gradually being replaced with modern jets, both from inside the country and from western manufacturers. Modern Russian aircraft are now up to the same standards as the external competition but you’re unlikely to see the new Sukhoi Superjet in the hands of many international operators because of complex leasing infrastructure and lack of maintenance facilities outside of Russia.

With the high-earning and big financial centres of Moscow and St Petersburg there is a ready market for bizav operators, but other regions, despite size and population are still low in terms of income.

However, now is the time to start looking more closely at ways to capitalise on the Russian business revolution now that the Government is recognising the need to change.

Growing Optimism

Between 2011 and 2030, Russia and the CIS are forecast to receive 1,535 business jet deliveries and 525 of these aircraft will be delivered between 2011 and 2020 with a further 1,010 aircraft delivered between 2021 and 2030. This means the current fleet of 380 business jets in Russia will reach 1,765 aircraft by 2030.

IHS Global Insight estimated Russia’s growth to be 4.6% for 2011, slightly up from 4.5% in 2010. Economic growth should remain steady for the region over the 2011-2030 period, with a yearly average growth of 3.4%.

Russia and the CIS are forecast to receive 1,535 business jet deliveries

Comlux Sukhoi Superjet

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FC REVIEW: OPERATOR

Keeping Standards High

A

BS Jets is a leading player in the Czech Republic pushing forward a higher standard of business aviation, according to Commercial Director, Antonia Tomkova. She reveals to David Corfield the secret behind the company’s success.

“It’s all about passion,” says Antonia Tomkova. “We started in 2004 with one plane belonging to the owner and since then have grown to operate a fleet of 12 aircraft and have 200 employees.” The company offers a complete service from its two-hangar base at Prague with a further subsidiary office at Bratislava Airport offering aircraft support services, such as an FBO and line maintenance. It’s this one-stop service approach that the company believes puts them in a strong position.

ABS Jets originally started out as an aircraft management company, but has extended it services to include aircraft sales. Enjoying a steady growth since its inception eight years ago, the Company gained a triple-A rating last year after receiving the CEKIA Stability Award, an accolade only given to top Czech business leaders. On an international level ABS Jets was one of five winners in the Private Aviation category of The Fast 50 report, which recognises the world’s 50 fastest-growing companies.

Bizav in Prague

Steady Growth

The business aviation scene in the Czech Republic is slowly catching up with the rest of Europe. Only a few years ago before democracy, there was hardly any aviation industry in the country but now, with the rest of the world waking up to the fact that Czech airspace is slap-bang in the centre of Europe and ideal for longhaul stop-overs to China, the scene is changing, and ABS Jets has positioned itself to benefit from a potential boom for wealthy Czechs looking to buy from ther own country.

ABS Jets adopted a strategy a few years ago to grow its fleet by at least one plane every year. “We have one of the biggest Legacy fleets in the country, for instance, as well as several Gulfstream and Learjets,” Tonkova explains.

“We recenty opened a dedicated maintenance hangar at Prague airport to a great reception and are now focusing on improving and expanding similar services in the Slovac Republic.”

“The registration process in the Czech Republic is developing,” Tomkova explains. “It is slowly getting better and as the largest operator we work very closely with the Czech Civil Aviation Authority. Most of the planes we look after are registered in the country, for example. There are no obsacles like in Russia or China where sales tax is an expensive problem. We have a government that recognises the importance of private aviation. We have a really active aviation authority which understands the business.”

At Prague airport ABS Jets has a dedicated business terminal with full security, kept separate from other airlines and general aviation. Keeping the standard of business aviation high is fundamental to the company vision.

“Our work is really important to us,” Tomkova concludes.

“We have a real drive to succeed and each department is strongly motivated, so much so that many of our staff spend their free time looking at ways to further improve our business. We live and breathe it.”

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FC REVIEW: OPERATOR

The Sky’s the Limit

M

ention business aviation to anyone within a vapour trail of Belgium and the first company they think of will invariably be Abelag Aviation. But its General Manager Hervé Laitat tells David Corfield why success is never taken for granted.

Abelag Aviation is one of the older players in business aircraft charter with a history going back 45 years. With its fleet of 25 jets the company also provides FBO services, handling of government aircraft, plus sales, service and aircraft management. Operating from Brussels, Antwerp Kortrijk, Luxembourg, Eindhoven and Paris Le Bourget Airport, the company is on a mission to provide the best one-stop service.

Keeping Pace with Demand

“We are the gateway to Europe,” says Hervé Laitat, “and are perfectly positioned to welcome new customers from overseas with our brand-new terminal at Brussels. With an extended lounge and new 3,500sqm hangar we offer the best view of the tarmac anywhere and can cater for virtually any aircraft. No other FBO around here can match us. We had 20,000 visitors through the terminal in 2011 and are expecting a 10% increase in numbers this year.”

With a slow return to economic growth becoming more apparent, Laitat is predicting a steady increase in business traffic. The state of the economy is always a measure of the health of business aviation, and according to him, things are on the up. “It is always hard to forecast, but our aircraft management business is good and we had a very good first quarter for this year, Our operating numbers are up too – we had a 15% growth in aircraft hours compared to this time last year, so I think that it is reasonable to be optimistic.”

With businesses demanding ever-more flexibility when it comes to private charter, Laitat is under no illusions when it comes to maintaining good relationships with his clients.

“We have to be completely flexible,” he states. “We are able to change routing and scheduling fast and also provide a very quick departure time for anyone in a hurry.”

Looking Ahead With a fleet of 25 business jets, ranging from a Beech King Air 200 to a Falcon 7X, Laitat is upbeat about the range of aircraft he has available for charter. “We can cater for anybody, from large groups to an individual businessman.

As well as the private aviation, we are also very proud of the maintenance side of our business, which is very important to us, especially line maintenance and longer inspections. We now have a brand-new hangar exactly for this purpose. At 3,500sqm it is impressive and allows us to fully integrate all our services under one roof.”

Abelag Aviation has 150 people working them now and the company is growing in all the right areas, choosing to stay close to its Brussels base. “It is not our intention to go and open something in Dubai, for instance,” Laitat admits. “We choose to work within a 500km range of Belgium, so introducing our services to France, Germany, Italy and so on is where we’d like to see Abelag expand.”

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FC REVIEW: OPERATOR

On the Right Flightpath

I

t’s been a busy time at Luxaviation recently. Having merged with FairJets GmbH last December, its fleet of business jets has grown from four to 17, with more to come. Its Chief Executive, Patrick Hansen, reveals to David Corfield the company’s plans for 2012. position to work further afield and explore the possibilities of new markets. We are keeping all the staff from FairJets and now have two operating bases: Paderborn in Germany and here in Luxembourg,” Hansen explains. “This investment is absolutely in line with our objective to build a safe and profitable business aviation company providing excellent service.”

With strength gained from its new acquisition, the company is extending the reach of its operation with the addition of a Gulfstream 550 to the fleet. “The Gulfstream is coming very soon which we are very excited about,” says Hansen.

“It is an ultra-long-range jet that can fly half way around the world and its addition marks a significant new chapter in our business.”

Customer Focused

Operating from the smallest country in the whole of Europe, Luxaviation is a big fish in a small pond, but that pond is growing and developing and now includes markets in Germany, Georgia and – soon – other Baltic states.

“Georgia in particular is very attractive for our business and we see clear perspectives for our development in this region,” states Hansen, clearly very focused on finding and exploiting new markets.

Investing in Services Luxaviation is neatly split into two halves; management and charter. Management looks after everything from servicing to sales, and charter, says Hansen, is where the real growth is. “We have been very aggressive in our sales and that’s what has helped us overcome the slowness in this industry.

With the acquisition of FairJets we are now in a strong

“The personal attention of our people is our biggest strength. We go to great lengths to look after the needs of our clients. We keep our promises, and whatever is asked of us, we stick to it,” Hansen stresses. “We have what we believe to be the very best catering and a master sommelier, Fernand Klee, working with us to create a wine list that is unsurpassed.”

Luxaviation has three types of client: companies, private individuals and government, of which the latter accounts for 20% of the business. “We are intending to grow our corporate business by 20% over the next two years,” Hansen reveals. “I am a finance guy, and a realist,” he smiles.

“I came to Luxaviation through my dealings with Northern Gas and through financing other aircraft. I recognised the potential this company has to make a real difference to business aviation and the recent buy-out of FairJets sends a message that we are serious about our intent. Doubling our fleet this year increases our strength and by growing organically we hope to buy other operators over the next two years.”

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FC REVIEW: BIZAPPS

BizApps

The launch of the iPad has totally changed the way we work and communicate. It provides a new platform for business applications and information sharing. FlyCorporate looks at some of the latest apps designed for the bizav market.

Name of App Target User What does it do

Cost

Name of App Target User What does it do

Cost

Name of App Target User What does it do

Cost

Aviation Docs OBDS Cloud users Aviation Doc enables pilots, fleet operators and maintenance personnel to view fleet, aircraft and aircraft-type specific document libraries through the iPad. Free

FuelerLinx Pilots using FuelerLinx system This new release provides jet fuel prices and allows pilots to remotely order fuel by FBO location or price point and make tankering decisions.

Free

360 Aviation Flight Risk Assessment Tool (FRAT) Flight departments This new App enables flight departments to perform a flight risk assessment prior to the flight. This FRAT complies with IS-BAO requirements.

Free

Name of App Target User What does it do

Cost

Name of App Target User What does it do

Cost

Name of App Target User What does it do

Cost

Logbook Pro Flight Log for Pilots Pilots This new App from Logbook Pro enables crew to log certificates, ratings, medicals, flight reviews and historical data.

Free

iPreFlight Pilots This APG App provides a Max Payload Estimator by integrating the Runway Analysis and Weight Balance system with a flightplanning module.

Free

Universal Ops Brief Pilots and flight departments Pilots using the Universal Trip Support Services can download a range of resources including briefing documents, weather information, flight plans and handling confirmations.

Free

#bizapps

74 EMEA & ASIA Asia

Landings:

Saint-Tropez FC’s trip planning tool for executives

75

FC REVIEW: LANDINGS

S

aint-Tropez is a small fishing village on the Côte d’Azur. It has been very popular with writers and artists since the 1950’s and continues to attract the rich and famous, with around 5 million visitors a year. Saint-Tropez remains a sanctuary with its winding antiquated streets, bungalows, boutiques and a fine selection of restaurants. You can combine traditional Provence and chic Côte d’Azur with a visit to the open-air marketplace on Place des Lices during the day and unwind in one of the many cafés around the harbour at night.

AIRPORTS

FBO Facilities

Nice Côte d’Azur Airport

Signature Flight Support

nice.aeroport.fr Despite being 100km away from the centre of Saint-Tropez, Nice is the principal port of arrival for passengers to the Côte d’Azur. Due to its proximity to the Principality of Monaco, the airport also serves as Monaco’s state airport, with helicopter services linking the two. It is the third busiest airport in France after Charles de Gaulle International Airport and Orly Airport, and all aircraft sizes can be accommodated.

signatureflight.com Signature Flight Support is located at both Nice and Toulon-Hyères airports and offers luxury FBO services, ranging from passenger and pilot lounges with full services, including high speed Internet to flight planning services, slot management, a shuttle service, refreshments, showers and assistance with customs.

Cannes Mandelieu cannes.aeroport.fr Cannes Mandelieu Airport is located around 80km from SaintTropez, and just 5km west of centre of Cannes. It has become an important tourist and business airport completing more than 72,000 movements annually, 18% of which are business aviation. Cannes Mandelieu offers several top-class facilities and services such as a flying club, restaurants and bars, aviation training, business aviation companies and pilot schools.

Saint-Tropez - La Môle airport-st-tropez.com La Môle - Saint-Tropez Airport is located 15km southwest of Saint-Tropez in La Môle, making it a popular entry point for Saint-Tropez. It resides at an elevation of 59ft (18m) above sea level and has one paved runway that measures 1,180m x 30m.

Toulon-Hyères toulon-hyeres.aeroport.fr Toulon-Hyères Airport is the closest airport serving SaintTropez, located just 3km from Hyères, between Nice and Marseilles in the Provence Côte d’Azur. It has one terminal and two runways. The airport offers a (pay-for) Wi-Fi service and a VIP lounge for business travellers with a boardroom which can be booked in advance for meetings and seminars for around 20 people.

Swissport Executive Aviation swissport-executive.com Swissport Executive Aviation (SEA) provides a full range of services at Nice Côte d’Azur, from ground handling, to customs and immigration assistance, passenger and crew amenities and fuelling.

Aviapartner aviapartner.ae Aviapartner offers passenger and crew assistance at Nice Airport for business jets. Flight planning, weather reports, catering and permits are also available from Aviapartner.

Landmark Aviation (Côte d’Azur) landmarkaviation.com Landmark Aviation provides a wide range of services including FBO and MRO facilities, and charter and management at Nice International Airport.

Connections Saint-Tropez is one area that is definitely not lacking executive transfer services. Helicopters are used like local taxis in this stunning region of France and transfers can be arranged from all airports via your handler. It is particularly advisable to arrange a heli-transfer if arriving in Nice or Cannes as transfer by car can be over one and half hours compared to just 20 minutes by helicopter. If you need to travel by road a range of executive chauffeur services are available.

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FC REVIEW: LANDINGS

HOTELS

Château de la Messardière

Château de la Messardière

Résidence de la Pinède

messardiere.com The Château Hôtel de la Messardière is a five-star hotel that stands on a hill overlooking the gulf of Saint-Tropez and the seven beautiful beaches of Pampelonne.

This stunning hotel, which is rumoured to be haunted, is located just a couple of minutes from the action in the centre of Saint-Tropez. It is the largest hotel in the area with 118 rooms, including various suite options, such as the 80sqm Suite de Parc with sea views and a large garden terrace. The hotel also features a spa with fitness room, pool and Jacuzzi, and the restaurant “Les Trois Saisons” – popular with the local SaintTropez set – is open in the evenings. A walk around the vast hotel grounds, spread out over 25 acres is a treat and ideal for bird lovers as Château de la Messardière is the French Bird Protection League’s only partner-hotel.

residencepinede.com The Résidence de la Pinède, situated on the Gulf of Saint-Tropez, is set amidst natural surroundings. This hotel offers guests a private beach bordered by the region’s famous maritime pines. Each of the rooms has its own individual character. Most of them also boast a terrace or balcony with a view over the sea and the bay of Saint-Tropez. The hotel also offers private docks.

Babylos Hotel

Sezz

byblos.com In the heart of Saint-Tropez, the Byblos Hotel pays tribute to the various cultures of the Mediterranean. It is a small, quiet hotel in the heart of the vibrant town. The Byblos Saint-Tropez has 94 rooms and suites, all individually decorated with warm fabrics and blonde wood furnishings. The hotel is located just minutes away from the beaches and the port.

hotelsezz.com This haute couture hotel’s interior reflect the 1950’s color code. Like a small Provençal village, the resort complex comprises 35 rooms and two suites with private pool.

All rooms have private terraces surrounded by luxuriant vegetation landscaped by designer Christophe Ponceau. The Spa Sezz by Payot spa is located in the hotel, with two inside treatment rooms, one outside massage space, Jacuzzi, steam room, and sunrise and sunset yoga lessons – an invitation to feel the very essence of well being.

La Réserve Ramatuelle lareserve-ramatuelle.com The hotel is located just minutes from the village of Saint-Tropez and also overlooks the Mediterranean. The hotel, with its 20 rooms and 8 suite, and spa, were designed by internationally renowned architect Jean-Michel Wilmotte. The 1,000sqm spa has 10 treatment rooms, an indoor pool with a jet lane, an outdoor pool with a pool-house, a hammam, a bar and a restaurant. The Hotel & Spa is integrated into the private domain of rental villas La Réserve Ramatuelle.

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FC REVIEW: LANDINGS

RESTAURANTS L’ Auberge des Maures aubergedesmaures.fr The town’s oldest restaurant remains the locals’ choice for ample portions of earthy Provençal cooking, such as daube, a traditional braised beef stew or tapenade-stuffed lamb shoulder. This is one of the most authentic restaurants in town and surprisingly doesn’t have the same high price tag you’d expect for such high quality and atmosphere. From Charlie Chaplin to Bridget Bardot – the restaurant’s guest book reads like a Who’s Who of best dining companions.

An FC must-visit restaurant for lunch of dinner.

L’ Auberge des Maures

Leï Mouscardins

Pan Deï Palais

access-sttropez.com With breathtaking panoramic views of the bay of Saint-Tropez, Lei Mouscardins offers a stunning backdrop to a feast of seafood – a much-favoured speciality of the restaurant. Leï Mouscardins even has its own fishing boat and takes prides in offering its fresh catch on the daily menu. Lunch is served daily from 12-3pm and dinner from 8pm.

pandei.com The Pan Deï Palais is a tranquil retreat in Saint-Tropez. This little boutique hotel and spa boasts a great restaurant, which reflects different exotic influences. The restaurant is a relaxed and sophisticated setting, and offers fine dishes prepared by the chef Renaud Capelle. Zen is the order of the day here and the gastronomic experience is inspired by the perfumes of India, Asia and France.

Les Trois Saisons messardiere.com Les Trois Saisons is one of the gastronomic restaurants at the Messardière hotel serving up simple and generous cuisine from the Piémont and Corsican origins.

Concentrated on local products, this gourmet restaurant serves up authentic Mediterranean cuisine in a cozy atmosphere.

Residence de la Pinède residencepinede.com The restaurant attached to this stunning hotel has earned itself two Michelin stars and offers an enchanting dining experience. Using only the highest quality ingredients, Chef Arnaud Donckele’s puts his creative skills to use in kitchen and gives his guests a memorable journey through the various courses. Diners can soak up the stunning views out to sea and dine under an umbrella of pine tress in the summer months. Open for dinner only.

The town’s oldest restaurant remains the locals’ choice for ample portions of earthy Provençal cooking

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FC REVIEW: LANDINGS

BARS As you’d expect there is no shortage of great bars in Saint-Tropez. In keeping with the sophisticated air of the Côte d’Azur, SEZZ Saint-Tropez has partnered with the champagne brand Dom Pérignon to create a stylish champagne bar which also has an openair bar by the pool, so it is perfect for pre-dinner drinks.

Along the bay of Saint-Tropez you will find the first ice bar on the French Riveira, called The Ice Kube. A stunning two-metre high wall containing hundreds of miniature bottles of Grey Goose frozen in ice welcomes you at Murano’s Kube Hotel. With even the furniture made of ice this must be the coolest bar in the area!

Conference facilities Château de la Messardière

Salle Jean Despas

messardiere.com Château de la Messardière offers meeting rooms for product launches, international events, conventions, seminars, business lunches, dinners and galas for a capacity of up to 250 guests.

The Salle Jean Despas is set in the town centre facing the famous Place des Lices, a few steps from the port, sunny terraces, the old town and its museums. The building has a capacity for 240 guests and can cater for all kinds of events. A large stage in the main room is ideal for conferences.

let’s face it, Saint-Tropez is about people watching and soaking up the unique atmosphere

Salle Louis Blanc One of the more intimate conference facilities is the Salle Louis Blanc. The establishment was recently renovated and can house business meetings for up to 90 people.

TRIP TIP The combination of sun, sea and beach, fine restaurants and elegant shops make Saint-Tropez the ultimate destination for the summer months but even in the winter it has great charm and is much quieter, giving the whole town a totally different feel. You should definitely visit the citadel and the Chapelle de la Miséricorde. Located near the port, this chapel is a stunning example of seventeenth-century architecture and well worthy of a few hours’ exploration. In the citadel of Saint-Tropez you’ll also find a maritime museum, where you can learn about the rich fishing history of SaintTropez. But let’s face it, Saint-Tropez is about people watching and soaking up the unique atmosphere. The best terrace in town is in the citadel where you have a breathtaking view over the bay of Pampelonne, and the colorful fields of flowers and countless vineyards around Saint-Tropez, which spread out over the sloping hillsides. signatureflight.com

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FlyCorporate Distribution Partner Network ASIA Azerbaijan China

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MJet Austria Tyrolean Jet Services Austria Abelag (EBAW) Belgium Abelag (EBBR) Belgium Abelag (EBKT) Belgium Flying Service Belgium Euro Jet Intercontinental Czech Republic ABS Jets Czech Republic Aéroport Cannes Mandelieu France Aéroport d’Ancenis France Aéroport du Touquet Côte d’Opale

France Aéroport International de Limoges

France Aéroport International du Castellet

France Aéroport Lyon Bron France Aviaxess France Euro Ops International France

French Aviation Handling France Landmark Aviation France Masterjet France ACM Business Aviation Handling Germany Air Hamburg Germany BAS Berlin Aviation Service Germany CAS Cologne Aviation Service Germany DAS Düsseldorf Aviation Service

Germany EBAS International Germany ExecuJet Germany Germany FAI rent a jet Germany FAS Frankfurt Aviation Service Germany Fraport Executive Aviation Germany Lufthansa Bombardier Aviation Services

Germany Service People Germany Southair Suðurflug Iceland

Universal Aviation Ireland Ireland Aeroport Villanova d’Albenga Italy ARGOS VIP Private Handling Italy ATA Ali Trasporti Aeri Italy AVIATRAX Luxembourg Excel Handling - Krakow Poland Excel Handling - Warsaw Poland Aeronorte Transportes Portugal ION Tiriac Air Romania Avcom-D Ltd Russia Avia Group Russia FBO VIPPORT Russia MJet Russia ABS Jets Slovakia Opera Jet Slovakia Executive Airlines - Barcelona Spain Executive Airlines - Madrid Spain Tag Aviation Espana Spain Universal Aviation Spain Spain

Silkway Business Aviation Zyb Lily Jet

EUROPE

81

DISTRIBUTION POINTS Key

Subscribers FBOs/Airports/Operator Lounges/Jets Trade Shows & Events

EUROPE Air Service Basel Switzerland Coreb Switzerland E-Aviation Swiss Switzerland Global Jet Concept Switzerland Happy Flight International Support (HFIS)

Switzerland Jet Aviation Switzerland St-Gallen-Altenrhein Switzerland

KLM Jet Center - Amsterdam

the Netherlands KLM Jet Center - Rotterdam

the Netherlands CAE Simuflite UK UK Cello Aviation UK ExecuJet UK UK Flight Safety International UK Helicon Aeronautics UK

Jet Aviation (UK) London Biggin Hill Airport London City Airport Jet Centre Marshall Airport Ocean Sky Corporate Oxford Airport SaxonAir Charter Signature Flight Support TAG Farnborough Airport

UK UK UK UK UK UK UK UK UK

Libyan Handling Airline Supervisors Experts Bilen Air Services Celebi Ground Handling G繹zen Havac覺l覺k ve Ticaret

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GE Aviation Landmark Aviation

United States United States

82 EMEA & Asia

On the Horizon...

Issue 15 FlyCorporate EMEA & Asia

Available 30 October

• Light Aircraft Market • Helicopter Maintenance • Charter Brokers • Refurbishment • Intl Trip Planning Resources • Landings: Miami Extra distribution at NBAA 2012

Dassault Falcon 900LX

83

After ten years in the air, it’s time to pop the cork.

When Avinode took off in 2002 it forever changed the aviation industry.

For the first time, everything you needed to buy and sell air charter was available online. Today we are the world’s largest online marketplace for air charter, spanning five continents, and bringing together 80% of the global charter market.

We think that’s cause for celebration and hope you do too!

Join us on May 15th at 17:00 in booth #749 at EBACE to celebrate Avinode’s first decade. Welcome.

Join us for a celebratory

mingle in booth 749. www.avinode.com

84 EMEA & Asia

MORE POSSIBILITIES...

...FOR THE JOURNEY Three cabin spaces and incredible range.

Powered by Rolls-Royce engines, you can fly from London to New York or Dubai to Johannesburg in total comfort. The largest living space in its class divided into three separate areas allows you to work or rest.

And with the largest baggage compartment in its class, you can carry everything you need to do more. Find out more about the Legacy 650 and our six other exceptional models at EmbraerExecutiveJets.com Latin America +55 12 3927 3399, U.S., Canada and Caribbean +1 954 359 5387, Europe, Middle East and Africa +44 1252 379 270, China +86 10 6598 9988, Asia Pacific +65 6734 4321