FlyCorporate Magazine ISSUE 19

FC

FLYCORPORATE

YOUR BIZAV RESOURCE

BRINGING BRINGING TOGETHER TOGETHER BUSINESS BUSINESS AVIATION AVIATION AND AND BUSINESS BUSINESS LEADERS LEADERS

Lights in the sky FlyCorporate’s look at the current wave of light jets

FC Interview:

Michimasa Fujino President President and and CEO CEO Honda Honda Aircraft Aircraft Company Company

Market Market Focus Focus North North America America • Cabin Connectivity • Insurance FBOs FBOs •• Landings: Landings: FC’s FC’s Guide Guide to to New New York York •• BizApps BizApps ISSUE ISSUE19 19--2013 2013 ISSN: ISSN:2030-0468 2030-0468

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4 YOUR BIZAV RESOURCE

Contents FC UPFRONT

22

8 Meet the Team 10 Reference Index 12 Memo 14 News Analysis 16 Opinion: Chapman Freeborn 18 Ask an Expert: Vector Aerospace

FC Interview

28

22 Michimasa Fujino, President & CEO of Honda Aircraft Company, is spearheading his company’s progress towards certification and full production of the HondaJet. He talked recently to FlyCorporate’s Cameron Heffernan about the programme’s status and how he hopes to develop a new market.

USER PROFILE 28 Kadri Muhiddin is a highly experienced pilot and chairman of several aviation ventures. No stranger to private aviation and its value as a business tool, he flies his own Pilatus PC12 to destinations across Europe. He tells Jason Zappa Janse why.

MARKET FOCUS: NORTH AMERICA 30 Towards safer skies Safety has always been paramount in aviation, but even more dramatic innovation is needed to ensure that the next generation can cope with increasingly complex skies. Wendy Wilson reports.

34

34 R&D in Canada Canadian business aviation is heading in a positive direction. Contributing to its prosperity and growth is Canada’s National Research Council (NRC), in particular its aerospace department. FlyCorporate’s Jason Zappa Janse takes a closer look at developments at the NRC. Cover photo: Embraer Phenom 300

AMAC Aerospace is the largest privately owned aviation firm in the world specializing in completions, maintenance, charter and brokering. We provide corporate and private aircraft maintenance repair organization (MRO), refurbishment and completion services, as well as aircraft management and charter services.

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Of our three hangars, we dedicate one wide-body hangar to maintenance, the second to completions and refurbishment and a third, smaller hanger to maintenance work on a variety of smaller aircraft. Total floor space extends over 21,000m² The two large hangars comfortably accommodate multiple narrow and wide-body aircraft, Boeing B747s, B777s, B787s, Airbus A340s, A330s and extend to service an A380. The smaller hangar simultaneously serves two narrow-body aircraft, Boeing Business Jets and/or Airbus A318, A319, A320 or Gulfstreams and select Bombardier jets.

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AMAC Aerospace Switzerland AG Henric Petri-Strasse 35 4051 Basel, Switzerland

Telephone +41 58 310 31 31 info@amacaerospace.com www.amacaerospace.com

MIFFLIN-SCHMID DESIGN

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6 YOUR BIZAV RESOURCE

Contents SECTOR FOCUS

38

38 Onboard technology: Cabin connectivity fever The appetite of time-conscious businessmen and women for staying connected reinforces the notion of the corporate jet as business tool. Sanjay Rampal investigates who exactly is in the driving seat when it comes to delivering cutting-edge connectivity solutions.

46 Business aircraft insurance: Are you covered?

When you buy an aircraft, insurance may not be the first item on your priority list. The fact is, it’s an area that requires some important decisions.

As Rod Simpson reports, insuring your aircraft brings peace of mind, provided you know what you need.

52 FBO choices abound At the beginning and end of every flight, most business aircraft – and their crews and passengers – will use the services of an FBO. Rod Simpson examines how we have come to rely on these experts in ground handling. How do we choose an FBO, and what can we expect from them?

52

FC REVIEW 60 Light jets: A widening choice of products Buffeted for years by global recession, the light jet market may be close to levelling its wings. Despite softer pricing and wavering demand, airframe manufacturers are rolling out clean-sheet and upgraded models. Sanjay Rampal takes a snapshot look at this key market sector.

68 LANDINGS: New York City 74 BIZAPPS: The latest tools for business aviation

60

8 YOUR BIZAV RESOURCE

FlyCorporate magazine

flycorporate.com

Taunya Renson-Martin

Phil Rose

Natalya Berdikyan

Publisher

Editorial Director

Business Development Director

taunya.renson@flycorporate.com

phil.rose@flycorporate.com

natalya.berdikyan@flycorporate.com +32 (0) 475 969 105

Jason Zappa Janse

Mike Vlieghe

Senior Writers

Online Editor

Art Director

jason.janse@flycorporate.com

mike.vlieghe@flycorporate.com

Sanjay Rampal Rod Simpson Wendy Wilson

Ward Van den Broeck

Christopher Smith

Audience Development Manager

Multimedia Production

ward.vandenbroeck@flycorporate.com

chris.smith@flycorporate.com

Nadia K. Del Rio

Agatha Lo

Senior Project Manager

Editorial & Production Assistant, China

Cameron Heffernan

Diana Albiol

Editorial Board

Editorial Board

Newsdesk editor@flycorporate.com

.Mach Media

machmedia.be

Luc Osselaer

Taunya Renson-Martin

Joris Allaert

Yannick Steyaert

Chairman

Managing Partner

Chief Fina ncial Officer

Financial Assistant

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10 YOUR BIZAV RESOURCE

FC UPFRONT Reference Index

Access Flight Support

Embraer Executive Jets

NBAA

AĂŠlia Assurances

Embry-Riddle Aeronautical University

Nextant Aerospace

AMAC Aerospace

ExecuJet Aviation Group

Pilatus

ARINC Direct

FinServe Aviation

Rockwell Collins

Atlantic Aviation

Flight Display Systems

Rolls-Royce

Atlantic FuelEx

Flying Colours

RUAG

Avia Group

Hawker Beechcraft Services

Satcom Direct

Avinode

Hayward Aviation

Signature Flight Support

Blackhawk Modifications

Honda Aircraft Company

TAG Farnborough Airport

Bombardier

Jet Aviation

Universal Aviation Services (UAS)

CAE

JSSI

Universal Aviation

Cessna Aircraft Company

Landmark Aviation

Vector Aerospace Engine Services

access.aero

aelia-assurances.com amacaerospace.com direct.arinc.net

atlanticaviation.com atlanticfuelex.com avia-group.su/ avinode.com blackhawk.aero

bombardier.com cae.com cessna.com

embraerexecutivejets.com erau.edu

execujet.net finserve.be

flightdisplay.com

flyingcolourscorp.com beechcraft.com haywards.net

hondajet.honda.com jetaviation.com jetsupport.com

landmarkaviation.com

nbaa.org nextantaerospace.com pilatus-aircraft.com rockwellcollins.com rolls-royce.com ruag.com satcomdirect.com signatureflight.com

tagfarnborough.com uas.ae

universalaviation.aero

vectoraerospace.com

Chapman Freeborn

Vertis Aviation

Dassault Falcon Jet

Wyvern

chapman-freeborn.com

vertisaviation.com

dassaultfalcon.com

wyvernltd.com

flycorporate.com

Refuel with ConďŹ dence

12 YOUR BIZAV RESOURCE

FC UPFRONT: MEMO

MOVING AHEAD Business aviation is a dynamic global business. Its benefits and advantages are selfevident to the thousands who work in this industry and its allied activities. In recent years it has also become the object of mischaracterisation and ill-informed fingerpointing from politicians, abetted more often than not by the general media. These days, ours is a hard message to get out.

The industry, of course, took a colossal hit starting with the financial crisis of 2008 – one from which it has yet to recover despite the fact that corporate profits, at least in the US, are soaring again.

So, at first glance, this may seem an unlikely time to find cause for optimism. Yet used aircraft inventories are down, some OEMs are launching new aircraft models, and order books are starting to fill again. To many of us, this suggests that some optimism is in order.

This edition of FlyCorporate is timed to coincide with the annual NBAA Convention – still the premier business aviation event on the calendar – and the MEBA show in Dubai, now in its fifth year and growing. Both events are tailor-made for the industry to serve up its best and show the world the key role it plays in the global economy.

FlyCorporate will continue serving up its best, too. These are exciting times for publishing, just as they are for the industry we cover. This edition is the first in which my name appears on the masthead, and I’m delighted to have joined such an enthusiastic team.

We’re in the process of expanding our digital offerings – a process that will continue for some time to come. It’s all part of our commitment to help aviation professionals get one step ahead – and to keep that edge.

We look forward to seeing you all in Las Vegas and Dubai.

Phil

Phil Rose Editorial Director FlyCorporate phil.rose@flycorporate.com

@FlyCorporate

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14 YOUR BIZAV RESOURCE

FC UPFRONT

NEWS ANALYSIS: STAYING OFF THE RADAR

T

wo senior executives of Google – the cofounders, in fact – found themselves in the limelight recently. It happened when a story broke that the Pentagon had ended “an unusual arrangement” under which it supplied fuel for Google’s corporate jets for six years at heavily discounted prices. By Phil Rose Once the story was out, it grew legs and ran. In no time, it became common knowledge that Google had capitalised on this great deal by tanking up at bargain rates and flying executives’ family members and friends to exotic tropical destinations for purposes that had little to do with commerce. Not surprisingly, this version of events won the day.

The background to this public/private arrangement, which now appears almost made for tabloid scandal, was reasonable enough. Google reportedly agreed to base its corporate fleet at Moffett Federal Airfield, California, which lies close to the company’s Mountain View headquarters, rather than at San Jose International, seven miles further away. In return for basing its aircraft at Moffett, Google agreed to undertake a number of scientific flights for NASA, which owns the field, and to pay the agency an annual rent somewhere in excess of $1 million. The US Defense Dept is the sole fuel supplier at Moffett, and offered Google a deal for “performance of a US government contract, charter or other approved use” only.

Nothing in the story so far suggests any kind of malfeasance, but as soon as the Pentagon announced that it was ending its fuel arrangement with Google at the end of August, people started paying attention. Most of them hadn’t known there was a deal in the first place, and pretty soon they were looking for more details. They didn’t need to try too hard. What they were looking for was there in the public record.

In terms of perception, it didn’t help that Google operates two of the largest corporate jets in existence – a Boeing 767 and a 757. It also flies four Gulfstream Vs. Understandably, a general public accustomed to the denigration of corporate aviation by politicians tends to look askance at any company that uses business aircraft. If the company happens to fly large-cabin aircraft or, as in the case of Google, modified airliners, the temptation to see only excess and greed is almost overwhelming.

Most of the flights Google operated for NASA between 2007 and 2013 involved a small ex-military Alpha Jet trainer.

What people were interested in was the others – the 757, the 767 and the GVs.

FAA’s publicly available records list the majority of flights made by civil aircraft in the US. They give aircraft registration and type, origin and destination, and so on. What is not recorded is the purpose of the flight. But right there in the public record of Google’s travels was enough outward evidence to suggest personal trips masquerading as business flights.

Assembling bits of information selectively can make a sensational story – or a misleading one. Which brings us to the question of privacy.

Flight blocking Fear of unwelcome publicity is not what drives many corporate operators to opt for flight blocking. They simply choose not to have details of their flight operations made public. The most obvious and commonly cited reasons are security, privacy and commercial interest. Since many companies prefer to conduct their business operations discreetly, they view information of this sort as being potentially valuable to competitors.

For some years now, FAA and NBAA have operated a programme called Block Aircraft Registration Request (BARR). Under this scheme, business aircraft operators can request NBAA to block their flight information data – often indefinitely.

This is how BARR works. Filtered flight data (i.e., data not pertaining to military or government activity) goes into FAA’s public data feed. This is known as the Aircraft Situation Display to Industry (ASDI). NBAA passes the BARR list to FAA, which then blocks the flight information data of those specific aircraft from the ASDI feed to flight-tracking websites. Alternatively, the flight-tracking websites use the BARR list to block those aircraft themselves.

Not everyone is in favour of BARR, but NBAA has consistently opposed attempts to impose limits on the programme. One issue that remains contentious is whether publicly traded companies have the same rights as individuals when it comes to the expectation of privacy. Some people have challenged FAA’s right to withhold flight tracking information, going so far as to file requests with the agency under the Freedom Of Information Act. For now, though, companies that want to conduct their flight operations privately can do so – quite legally.

16 YOUR BIZAV RESOURCE

FC UPFRONT

OPINION: LITTLE HAS BEEN PUT IN PLACE TO ADDRESS ILLEGAL CHARTER DIRECTLY

T

he conversation about illegal or ‘grey market’ charter has gone on for years, but while the issue concerns brokers, operators, and the wider business aviation industry, very little has been put in place to address the problem directly. Alex Berry, Group Director of Sales & Marketing, Chapman Freeborn, discusses the issue.

Until now, the emphasis has been on the operator to regulate the legality of flights. But, since it is in everyone’s interest that business aviation be competitive and profitable, perhaps we should consider empowering aircraft captains by allowing them to pull the plug on illegal charter.

The myth of illegal charters There is a popular misperception that the difference in cost between illegal and commercial charter is significant. In reality, however, illegal charter brings only a small reduction in price in exchange for a potentially catastrophic reduction in safety standards and invalidated insurance.

Even if the safety aspect is put to one side, there are practical considerations to take into account – for example, the cost of a replacement if the aircraft goes tech or the need for a solution when the previous charter runs over (most likely when the owner is using it themselves).

Another common misconception is that illegal charter only happens in certain markets, such as Russia and Eastern Europe. However, just because it is highly visible in one area

doesn’t mean it isn’t happening elsewhere. Further, due to its inherent illegal nature, it is difficult to accurately peg the number of illegal charter flights taking place. Anecdotally it has been suggested that up to 50% of charters out of Russia could be illegal, but this is impossible to prove. Until the authorities get a handle on the problem and start to enforce laws to their full extent, estimating the scope of the problem will be as difficult as putting a dollar figure on the amount of counterfeit money in the world. What is worrying with illegal charters is the number of customers and crew who put themselves at risk (often unknowingly), and how many people on the ground are at risk for potentially uninsured aircraft being flown outside the mandated commercial rules, and at what cost.

A sluggish market may have squeezed margins and heightened competition, but operators must recognise what is and isn’t illegal and take their responsibilities seriously.

Captains and crew members have a legal and moral duty not to carry out illegal flights and to report such activity to the authorities.

Associations and regulatory bodies such as the EBAA and UK CAA have an obligation to lobby and enforce, respectively. However, they have yet to clarify exactly what constitutes illegal charter in a way that leaves no doubt in the mind of crew members or industry employees.

Brokers also have an important role to play as facilitators of aircraft charter. They can do this by checking documents and scrutinising contracts to ensure customers are protected.

Alex Berry

Global air charter provider Chapman Freeborn has launched the Global Broker programme to support smaller brokers and operators undertaking charters in unfamiliar, challenging or financially restrictive regions. Using the services of specialist air charter companies with local market knowledge can provide customers with the assurance that a charter is being carried out correctly and legally.

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18 YOUR BIZAV RESOURCE

FC UPFRONT ASK AN EXPERT: Is an OEM-authorised MRO facility good value?

W

hen is an OEM-authorised MRO facility better than a non-approved alternative? Jeff Holdridge, Director, Sales & Marketing, Vector Aerospace Engine Services – Atlantic, provides an answer.

There are several reasons why an operator should consider operating their engines as recommended by the OEM. For one thing, an authorised MRO facility is approved by the manufacturer to perform various scheduled and unscheduled engine inspections, repairs and overhauls. This includes the selling of parts through a parts distribution network to the customer. All OEM parts carry a warranty that is backed by the OEM and approved MRO facilities. This is a key factor in the operation of an engine, as it affects reliability, cost and possible warranty coverage.

Reliability is covered by the incorporation of OEM-recommended Service Bulletins (SBs) per engine model.

Cost depends on the utilisation of special OEM Commercial Support Programmes that offer a cost savings and are available for many engine models. Warranty is contingent on the engines being

operated in accordance with OEMapproved recommendations, where the Parts Service Policy would remain in place should an unexpected severe or catastrophic failure occur while in operation.

Quality of service is another consideration. An authorised MRO has factory-trained service technicians who are routinely audited and authorised by the OEM to conduct service, maintenance and overhaul work on the aircraft engine in a competent manner.

The customer can be reassured that the work done is in accordance with approved practices as outlined by the OEM. Many authorised MROs, such as Vector Aerospace, have comprehensive customer service support options – including toll-free phone numbers, web and email support – that allow a customer to reach out for assistance easily.

All OEM parts carry a warranty that is backed by the OEM and approved MRO facilities

Mob. : + 971 505561839 | Tel.: + 971 4 451 8077 | Fax: + 971 4 451 8087 | E-mail: ops@access.aero | www.access.aero

20 YOUR BIZAV RESOURCE

FC UPFRONT ASK AN EXPERT: Is an OEM-authorised MRO facility good value?

Further, a manufacturer-authorised MRO has dedicated customer service managers who are assigned to specific customers and manage the frontline communications. Service technicians are very reliable and are so dependable that they are specifically requested when the customer brings their engine for MRO work. In some cases, authorised MROs such as Vector may also have teams that are dispatched to customers for MRO work at the customer’s site.

Fast work and replacements Quick-turnaround service is another advantage of an OEM-approved MRO. Sometimes aircraft can be serviced within 24 hours. To minimise downtime, the authorised MRO often provides customers with lease or loaner engines, so that they can keep flying while waiting for maintenance.

The larger MRO providers – including Vector Aerospace through its GEMS (Global Engine Management Service) programme – offer this customer service on a worldwide basis. Vector Aerospace also retains spares at its various facilities and at some customer locations. By doing so, we offer our customers more than 120 engines for rental.

Authorised MROs have teams that can be dispatched to perform MRO work at the customer’s site Another benefit of choosing an authorised MRO is their global footprint.

Many offer worldwide service facilities, which gives customers peace of mind in their service/maintenance programme, irrespective of where they are in the world.

Customers that choose to use the services of a non-approved MRO may be doing so with the use of PMA (Parts Manufacturer Approval) articles, which do not carry OEM warranty coverage should any part failures occur.

The installation of PMA parts removes an engine from the OEM parts service policy. This could equate to added repair costs should an engine failure occur.

Jeff Holdridge Director, Sales & Marketing Vector Aerospace Engine Services – Atlantic

Vector Aerospace is a global provider of aviation maintenance, repair and overhaul (MRO) services. Through facilities in Canada, the United States, the United Kingdom, France, Australia, South Africa and Kenya, Vector Aerospace provides services to commercial and military customers for gas turbine engines, components and helicopter airframes. To support its customer base and provide quality service, Vector has:

• 21 facilities in 6 countries • 2,700 employees • 1.7 million sq ft of hangar and shop floor space; and • over 3,000 customers in 85 countries.

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Interview

Michimasa

Fujino President and CEO Honda Aircraft Company

23

FC INTERVIEW

H

onda Aircraft Company President & CEO Michimasa Fujino is spearheading his company’s progress towards certification and full production of the HondaJet. He talked recently to FlyCorporate’s Cameron Heffernan about the programme’s current status and how he hopes to develop a new market with this highly distinctive light twinjet.

At EBACE this year, you announced that the expected FAA certification of the HondaJet had now been pushed back to the fourth quarter of 2014 – a development which you called “regrettable.” Now, several months later, could you give us a progress update looking towards certification and first delivery?

We continue to achieve significant milestones in the development of the HondaJet. The programme is steadily approaching the final phase of flight testing, and manufacturing has transitioned to the production of customer aircraft. At the same time, Honda Aircraft Company continues to build the infrastructure and talent for R&D, manufacturing and service.

Our flight test fleet maintains a very active schedule and continues to complete milestones for FAA certification flight testing. (See chart on p 27.) This includes testing of stability and control; performance; mechanical systems such as landing gear; environmental controls; steering and braking; and avionics and electrical systems. Most recently, we successfully conducted “wet runway” water ingestion testing at the NASA Wallops Flight Facility in Virginia to examine the effects of water spray.

Our most significant achievement this year was the first flight of our fifth FAA-conforming HondaJet in May. We are using this aircraft for cabin system testing, interior testing and options testing. It will also be used for FAA function and reliability testing.

In July, our third and fifth FAA-conforming aircraft were featured at EAA AirVenture 2013 in Oshkosh, Wisconsin. The event marked the first public appearance of an FAA-conforming HondaJet. The fifth conforming HondaJet is the final configuration of a customer aircraft and has a production interior. Some HondaJet customers visited us at the show and were very excited to see the aircraft. Also during the airshow, the red and blue HondaJets did a special flight demonstration that included a formation flyby. It was spectacular and the audience was impressed with the quietness of the jet. It was truly a special day for me and our associates working on the programme.

Our most significant achievement this year was the first flight of our fifth FAA-conforming HondaJet in May

24 YOUR BIZAV RESOURCE

FC INTERVIEW In manufacturing, we have fully transitioned to the production of customer aircraft. Construction of our customer service facility in Greensboro, North Carolina, is also on schedule for completion this fall. In addition, we continue to invest in advanced technologies that fully integrate engineering, manufacturing, customer service and administrative functions.

We have also formed a great team and culture at Honda Aircraft Company. We have a very talented team of associates who have passion for aviation, and excitement here is building as we get closer to bringing the product to market.

Have there been any positive aspects of the certification delays?

We have maximised use of the available time to refine and develop our processes, such as lean manufacturing techniques. Collaboration between engineering, production control, supply chain and manufacturing continues to refine the processes and workflow necessary to achieve lean production and quality requirements for the FAA production certificate (PC).

Looking back at the early days of the HondaJet’s research and development, how did the economic crisis affect your development and go-to-market strategy, if at all? What additional challenges were introduced?

The light jet market is softer as a result of the economic crisis, but we look at the long-term trend of the market.

Potential demand for very efficient jets such as the HondaJet always exists, so the crisis did not affect our long-term business strategy much.

Our production line is maturing, and I think we are well positioned to achieve a PC for the aircraft soon after FAA type certification is granted.

Our goal with this aircraft is to create a new market by introducing new value – a high-performance light jet with class-leading efficiency, quality and comfort.

Our goal with the HondaJet is to create a new market by introducing new value

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26 YOUR BIZAV RESOURCE

FC INTERVIEW How do you feel about the state of readiness of your maintenance and support network?

Customer service is just as important as delivering a product, and our goal is to provide the best service from day one.

We are establishing a good foundation for service with the HondaJet dealer network. We have appointed HondaJet dealer representatives in North America and Europe to provide local sales and product support for our customers. Each of these dealerships is diligently preparing for HondaJet entry into service and will provide our customers with the quality of service expected from Honda.

Our new customer service facility currently under construction in Greensboro will complement our dealer network and provide aftermarket support for the HondaJet. In addition to MRO activities, the facility will house technical support, field service, warranty and customer programmes.

We also continue to develop our flight training programme. Pilot training is an important factor for safety, so we are putting significant effort and investment behind this programme. Our full-motion Level D simulator will be installed at our corporate headquarters next year, and we will conduct the flight training programme for all HondaJet customers.

Based on where we stand now, how would you evaluate the programme today and how does that compare with where you wanted to be when you launched the subsidiary in 2006?

It is well known that airplane development and certification are not easy tasks. The certification process is very complex and can take a great deal of time to complete. I never underestimated this when I founded the company.

I admit that I face several challenges, especially on the supplier management side, but I always have and continue to do my best to support and collaborate with suppliers to accomplish tasks.

It has taken longer than expected, but I strongly feel that I have now created a solid foundation to certify the aircraft in-house. I have confidence that we will deliver the world’s most advanced light jet to meet our customers’ expectations.

All along you have been stating that you have more than 100 orders for the aircraft. Can you give us any update on that figure now, just prior to NBAA? We have been very pleased with the market response to the HondaJet – and yes, we have more than 100 orders.

What will success look like to you for Honda Aircraft and how do you quantify that success?

My target is to deliver an advanced light jet that will change the current market and eventually change people’s lifestyles. This is my big dream. If the HondaJet contributes positively to how people travel in the future, this will also lead to business success in my venture.

27

FC INTERVIEW Honda Aircraft has built six FAA-conforming HondaJets in addition to the prototype. These consist of four active flight test aircraft and two ground test aircraft.

Prototype: N420HA s/n P001 First flight – Dec 3, 2003

Flight test aircraft: • First conforming aircraft First flight – Dec 20, 2010 N420HJ s/n 42000001 Silver/white Used for aerodynamics, performance, and stability and control testing.

• Third conforming aircraft

First flight – Nov 18, 2011 N420HM s/n 42000002 Red/white Used for mechanical systems testing.

• Fourth conforming aircraft First flight – May 4, 2012 N420AH s/n 42000003 Yellow/white Used for avionics and electrical testing.

• Fifth conforming aircraft First flight – May 16, 2013 N420NC s/n 42000004 Blue/white Used for cabin systems testing, and for interior and options testing. Will also be used for FAA function and reliability testing.

We have been very pleased with the market response to the HondaJet – and yes, we have more than 100 orders

Ground test aircraft: • Second conforming aircraft Used for structural testing. Was retired from ground test programme in 2012 after successfully completing all ultimate load testing, EASA bird strike test, and seat attachment testing.

• Sixth conforming aircraft Joined ground test programme in Oct 2012 and used for structural testing. Currently being used for static testing and damage tolerance testing.

Kadri Muhiddin

Partial to

Pilatus A

n accomplished aviation expert with nearly 40 years’ experience – and chairman of a number of aviation ventures – Kadri Muhiddin is no stranger to the effectiveness and efficiency of private aviation as a business tool, as Jason Zappa Janse reports.

29

FC: USER PROFILE

With his work experience heritage in the Middle East, Muhiddin is currently CEO of Basel, Switzerland-based AMAC Aerospace – a completions and refurbishment company and Pilatus PC-12 NG sales representative. The company’s facility at Atatürk Airport in Istanbul, Turkey, provides 1,500 square metres of hangarage, capable of housing up to four PC-12s.

As satisfied as the company is with the Swiss-built turboprop, so is Muhiddin, who owns a PC-12 himself and flies it between 500 and 1,000 hours a year.

“I had a small Piper aircraft,” he says, “but the need for an actual business aircraft arose because I needed to travel further and faster than the Piper could take me. The PC-12 was the perfect solution. And it’s very flexible,” he adds. “It can be converted readily from a ninepassenger aircraft to a one-tonne-payload cargo aircraft.”

Since Muhiddin’s business requires him to travel throughout Europe, the PC-12 with its 1,750-nm range is extremely useful.

“It gives you what a jet can,” he says, “and it’s different to other aircraft in its class thanks to that flexibility. It can use short runways for takeoffs and landings, it can land on gravel and on grass, and it can depart in icy conditions. It can take you practically anywhere you want!”

Freedom of choice Opting for a business aircraft rather than flying commercial is a matter of range and cost-efficiency versus time and other limitations. “Whether it’s a PC-12 or any other business aircraft, the difference between flying commercial and business – when you can – is that with commercial flights you have to suit your time to the airline’s schedule, while with a business aircraft you tailor your own flight plan – the day, the time, the destination – without any restriction,” says Muhiddin. “Call it independence of choice.”

Muhiddin opts to fly on the airlines mostly when it involves destinations beyond the range of his PC-12. “A Falcon 7X or a G550 is able to take you from the UK to Qatar or Dubai, but we’re talking about a $50-million aircraft,” he explains. “It becomes counterproductive to take a small business aircraft, like a PC-12, a Cessna or a Learjet, as you need to stop for fuel. You lose the advantage of cost-efficiency, so flying

commercial becomes an option. This is where you have to set limits and choose, in order to avoid pushing an aircraft like the PC-12 outside its envelope.”

Eighty to ninety per cent of his business needs are covered by the PC-12. The other 10% is simply a matter of range limitation – a consideration that goes hand in hand with the aircraft’s cost-efficiency.

Muhiddin explains that he owns a PC-12 for the same reasons that his company owns one. “If I need to go to a meeting with three other managers, and I make a one-hour flight in an airplane whose fuel/time cost is $200 per hour, you can see why choosing private over commercial is the right way to go. You fly any time you want, you eat the food you like, and take as much weight with you as you wish without significant restrictions.”

He continues: “With a commercial flight, you need to be at the airport two hours in advance to go through security, clear customs and immigration – the whole nine yards.”

In other words, for a commercial flight lasting one hour – with two hours of waiting and going through security, plus the time spent taxiing, and then getting your luggage and leaving the airport – you’ve spent four hours on the trip alone, without even having started your meeting.

“With the PC-12,” says Muhiddin, “you hop on, hop off, have your meeting – and you can be back in the office within the time it takes a commercial flight to take you to your destination. In this case, there’s no point raising the question of whether to choose commercial or private – it’s a done deal,” he adds enthusiastically.

On a side-note: Public opinion vs. business aviation Public opinion sees business aviation predominantly as a means of transportation for the wealthy – nothing more.

“Well,” says Muhiddin, “if the public is not aware of the business requirements of a company that has facilities and offices in different geographical locations, then using a private aircraft to conduct business may seem extravagant.

But if that business aircraft enables you to seal a deal that sustains your company’s growth – and pays Mr John Public’s salary – then that extravagance becomes productive efficiency. As long as you make the strict distinction between using a private aircraft for means that fulfil your business requirements on the one hand and using it for leisure on the other hand, then the use of that aircraft becomes highly productive and efficient, and you are indeed talking about business aviation.”

30 YOUR BIZAV RESOURCE

MARKET FOCUS: NORTH AMERICA

Towards

safer skies “When we talk about safety now, we’re not talking about ‘my airplane,’ but ‘my airplane in an airspace’”

31

Embry-Riddle Aeronautical University flight simulation engineer and graduate student Matthew Grasso tests the new Bombardier CRJ200 full-motion simulator

S

afety has always been a driver of aeronautical innovation, and today’s aircraft are the safest ever. But even more dramatic innovation is needed to ensure the next generation can cope with increasingly busy and more complex skies.

Wendy Wilson reports.

“For people who live on technology, the frontiers are on safety. When we talk about safety now, we’re not talking about ‘my airplane,’ but ‘my airplane in an airspace’.”

That’s the view of Rod Casto, Embry-Riddle Aeronautical University’s Associate Vice President for Research, Development and Innovation.

US airspace is set to become even more crowded with the addition of unmanned aerial systems (UASs) or optionally piloted vehicles. Says Casto, “I see this integration of the National Airspace System (NAS) with UASs as a significant driver of everything. In order to maintain an overall safety record, that’s where the technology needs to lead.”

Technology allows the gathering of limitless data.

The innovation comes from understanding how to use that data better. And that’s where Embry-Riddle

fits in. In recent years the university has increased its focus on research and development, finding solutions to technical problems in the aviation and aerospace industry, partnering with both business and government.

A significant research area involves the evolution of an effective human/machine interface – a “smart instrument” – by means of which only appropriate and relevant information is relayed to the cockpit.

The research takes its cue from medical science, using biomimicry – biologically-inspired engineering. Casto explains, “The idea from the human factors side is to think about the cockpit, and the technology that’s coming in to the cockpit, much like the immune system of the human body, where we have a mechanism that fights infections.

Most of the time infections are fought and defeated before we even become aware that we’ve been infected. So we’re starting to apply that technology in the cockpit.”

32 YOUR BIZAV RESOURCE

MARKET FOCUS: NORTH AMERICA Casto uses the example of a hydraulic pump designed to draw one ampere of current. Should it suddenly be monitored drawing five amps, the cockpit will receive an alarm. But, Casto points out, “What happens between one and five is really important, because right now you’re not aware that it’s been drawing two for the past month.”

Casto goes on to describe a scenario in which the cause of the added amperage draw can be identified and dealt with by the machinery itself, before safety or function have been compromised, in much the same way that the human body’s immune system identifies and, where possible, neutralises a problem. By developing better ways to filter and then use data from the equipment, the cockpit team is freed up to manage other information.

John Rosanvallon, President and CEO of Dassault Falcon Jet, sees this innovation as essential. He notes, “With the high level of flight deck technology that exists today, it’s natural to look ahead to when automated safety measures will help crews maintain aircraft control and land safely should they need assistance.”

Biomimicry is not new in aviation. The ability for an operational part to “self-diagnose” evolved with health and usage monitoring systems (HUMS). This saw its origin in the FAA’s safety requirement for very short tear-down time on high-wearing helicopter transmissions. The FAA charged Embry-Riddle’s Aerospace Engineering Research Center, EagleWorks, with finding better ways to analyse these transmissions.

In the system it developed, sensors are used to monitor the health of the equipment, and identify early on when it starts to show wear, much as you would in a medical setting.

Algorithms then establish the point at which the particular transmission requires a tear-down. As a result of this monitored usage, the cost and frequency of maintenance can both be reduced, while safety is increased because failure can be anticipated.

Looking to the future in business aviation, Casto says, “You can perceive there being a whole [separate] system of monitoring that exists on planes. Either autonomously on the plane itself or every time it lands, it dumps everything.” He continues, “It’s no longer about having a lot of cool sensors and giving a lot of information. It’s about what you’re going to do with it.”

As a member of Embry-Riddle’s Board of Trustees, Rosanvallon sees the university’s role in innovation from

Rod Casto of Embry-Riddle Aeronautical University

“You can perceive there being a whole system of monitoring that exists on planes” both the business and academic camp. He explains, “With the students, their professors and our employees, we have a great combination to solve some tough projects. The university approach also brings a new perspective to our industry which is quite refreshing.” Greater collaboration between academia and manufacturers allows the development of new processes and systems to integrate the new technologies. This collaboration may be the key to the future.

Use of UASs in the NAS is on the increase. Bizav will face a lot more traffic in its airspace, necessitating more complex equipment and more formidable regulations. While innovation can devise solutions for data overload, effective collaboration between academia, industry and the regulatory authorities will help draft the flight path for the future.

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34 YOUR BIZAV RESOURCE

MARKET FOCUS: NORTH AMERICA

Canadian aerospace

NRC wind tunnel. Photo copyright National Research Council

research C

anada’s aviation industry is vibrant, complex and growing. A substantial number of communities in rural and northern Canada have no access to scheduled air service, making general aviation the primary means of air transportation. With a significant increase in turboprop and corporate jet sales in recent years, and a growing awareness of the positive impact the aerospace industry has throughout North America, Canadian business aviation is heading in a positive and interesting direction. Contributing to that prosperity and growth is the Canadian National Research Council (NRC), in particular its aerospace department. FlyCorporate’s Jason Zappa Janse takes a closer look at current and upcoming developments at the NRC.

35

MARKET FOCUS: NORTH AMERICA

As part of the ongoing global drive towards next-generation aircraft, challenges arise which the aviation industry must meet with productive, creative and innovative solutions.

NRC Aerospace has a long history of conducting research and developing technology solutions to support the Canadian aerospace industry. Through in-depth collaborative research with a wide variety of aviation companies, the NRC targets those market challenges the industry is facing.

Focusing strongly on innovation, the NRC has recently made some intriguing progress in the fields of aerodynamics, gas turbines, biofuels and alternative aviation gasoline (avgas).

“Our business aviation activities have focused in the past on aerodynamics, engine certification and development,” says NRC Aerospace Director of Gas Turbine Ibrahim Yimer, “[as well as] aircraft certification and, increasingly today, on alternative fuels.”

He adds, “Over the years, NRC has conducted several projects. To mention a few in the aerodynamic area alone, [we’ve had] successful collaborations in the development and evaluation of high-lift wing surfaces, technology demonstration of a full-scale composite fuselage, wind tunnel evaluation of several civil aircraft configurations, and identification of noise sources from aircraft landing gear that is aimed at the design of quieter aircraft.”

A number of these projects have been conducted in collaboration with Bombardier, whose headquarters is in Québec at Montréal/Trudeau (YUL). Bombardier and the NRC have been collaborating for many decades in aerodynamics, aircraft structures and manufacturing technologies. The NRC conducts demonstrations and tests of all projects using its own fleet of aircraft, which includes three Bell helicopters, a Convair 580, a de Havilland Canada Twin Otter and a Dassault Falcon 20.

Turning to the field of alternative fuel, in June 2013, as part of a search for ways to reduce airborne pollutants, the NRC launched a concentrated research programme to find a suitable high-octane gasoline alternative for 100LL (low lead) avgas, which is widely expected to be phased out in the next few years. Used by numerous twin-engine aircraft with high-compression piston engines, 100LL avgas remains the only kind of fuel in widespread use that still contains lead.

The three currently certified varieties of avgas are 94UL (unleaded), 100VLL (very low lead) and 100LL.

At this point, the project – conducted in collaboration with the FAA and Transport Canada – is still in its initial stages.

“The project plan includes a static engine test at altitude conditions, followed by in-flight tests using a GA aircraft,” comments Yimer.

At the same time, the NRC is conducting a project on algal carbon conversion. “The project is up and running,” says Yimer, “and has a component to produce a limited quantity of bio-jet fuel that will be used for demonstration purposes at a later stage.”

Research on alternative energy and biofuels fits seamlessly into Canada’s ‘Clean Air Agenda.’ It relates at the same time to the government’s Canadian Innovation Commercialisation Programme (CICP). As Yimer explains, this type of research links the aviation sector to the Canadian agricultural sector (which, of course, produces the feedstock needed to create the biofuel components). By using bio-derived fuels, the aerospace industry improves its environmental footprint.

“Canadian companies in the biofuel sector involved in this type of research have benefited their commercialisation efforts by demonstrating the technical readiness of their value-added crops to the market,” he says.

Lowered emissions at altitude confirm the promise of alternative fuels

Lowered emission measurements at altitude underpin the environmental performance of these fuels, thus confirming successful commercialisation through innovation. “Availability at market price – which is still a few years away – and their wider use will eventually address Canada’s Clean Air Agenda,” adds Yimer.

36 YOUR BIZAV RESOURCE

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ADVERTORIAL Corporate Jet Management (CJM) is based at Farnborough (FAB) in southern England. One sunny day this past June, CJM had one of its aircraft ready for a flight from FAB to the US for one of its long-time corporate clients. The aircraft in question was a Bombardier Global Express enrolled on JSSI’s Tip-To-Tail programme.

The trip started smoothly enough, but by the time the aircraft reached Chicago/ Midway (MDW) a serious steering issue had developed. That evening the pilots contacted CJM Continuing Airworthiness Manager Stuart Forster in Farnborough, as they had no idea who to call in Chicago. Stuart immediately contacted his JSSI-assigned Technical Services Advisor, Brian Wells, for advice. He had no trouble reaching Brian, even though it was well into the evening, UK time.

From that moment on, Stuart knew that he and his client were in good hands.

Brian called his colleague, JSSI Technical Advisor for the US Midwestern Region, Stephen Humphrey, who marshalled the necessary resources at Bombardier to troubleshoot and resolve the problem. It turned out that a replacement actuator was required. Stephen sourced the part, arranged for a Bombardier team to install it, and by the next morning Corporate Jet Management was back in the air.

Commenting on the experience, Stuart recalls, “By the time I woke up, the troubleshooting was completed, the part was obtained and the aircraft was back in the air. It really could not have gone more smoothly.”

Stuart Forster is responsible for managing maintenance activities at CJM in the UK, and he takes his role very seriously. CJM’s clients expect to have their aircraft available whenever they need them, and Stuart views the JSSI Tip-ToTail programme as a key factor in supporting his delivery of exceptional service.

He especially appreciates the relationship he has developed with his Germanbased JSSI Technical Services Advisor, Brian Wells. In fact, he contacts Brian Stuart Forster of Corporate Jet Management

regularly for advice concerning the Global Express and other aircraft that CJM has enrolled onto JSSI. As Stuart puts it, he and Brian “have really hit it off – I call him all the time.”

The story doesn’t end there, however. On Day 2 of the trip, with the actuator problem solved, the CJM-managed aircraft took off for Washington/Dulles

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38 YOUR BIZAV RESOURCE

SECTOR FOCUS: ONBOARD TECHNOLOGY

Business jets catch cabin tech fever

T

he appetite of time-conscious travellers for staying connected reinforces the notion of the corporate jet as business tool. With technology invading rear cabin spaces at such a brisk pace, Sanjay Rampal investigates whether consumers or those at the forefront of delivering cutting-edge connectivity solutions are in the driving seat.

Reliable Internet connectivity is as indispensable as a functioning coffee machine

39

SECTOR FOCUS: ONBOARD TECHNOLOGY

Interior of Airbus Corporate Jet under Vertis Aviation management

“Today’s business needs to be connected all the time, so it’s no surprise that broadband speeds have finally enabled the ‘office in the sky’ moniker” According to Rockwell Collins, the smartphone has a lot to answer for. Giving FlyCorporate a lesson in recent history, Rockwell Collins Principal Marketing Manager, Cabin Management Systems (CMS) Jaime McGrath explains: “Before 2007, carry-on devices were limited to an iPod jack here or an RCA jack there. The introduction of the iPhone unleashed an explosion of compelling tablet technology, with the cabin evolving from simply supporting such devices to becoming an integral part of the user experience.”

Reliable Internet connectivity is as indispensable as a functioning coffee machine, and today’s users expect to

access audio and video content on their tablet and stream it wirelessly to a cabin display.

Of course, the concept of an ‘office in the sky’ is nothing new.

“It has been a theoretical goal for most cabin management systems,” says McGrath, “but the limitation had always been the speed and bandwidth of the connectivity option.”

Highlighting improvements to satellite connectivity options, McGrath adds: “Today’s business needs to be connected all the time, so it’s no surprise that broadband speeds have finally enabled the ‘office in the sky’ moniker.”

40 YOUR BIZAV RESOURCE

SECTOR FOCUS: ONBOARD TECHNOLOGY

Desks on a plane Flying Colours, a Canadian-based completions and cabin refurbishment company, is installing Wi-Fi and Internet connectivity in just over half of the 15 new Bombardier Challenger 850s destined for China. Indicating most important customer needs, Executive VP Sales and Marketing Eric Gillespie says: “Internet and Wi-Fi are always asked for, as connectivity is crucial for business. [Customers] want highspeed Internet bandwidth to send documents and be able to interface with mobile devices such as the iPad.” Subscribing to the idea of a self-contained aerial office, Gillespie adds: “We have installed ergonomic desks and workstations for passengers to dock their laptops.”

Swiss luxury aircraft management company and charter operator Vertis Aviation knows a connected cabin is crucial for business. “We have customers and owners who live on a plane for long periods, using it as a surrogate office,” says Vertis Managing Partner Jeffrey Emmenis.

Today’s cabin management systems are sophisticated enough to ensure consistent connectivity. Investment bankers find them essential, according to ARINC Direct Senior Director of Satellite Services David Stanley. He says: “As long as the website can be supported by satellite Internet provider speeds, then commodity brokers can perform trades from London to New York as seamlessly as if they were sitting at their desks.”

McGrath says: “This is important for charter operators as the content being shown is viewed through legal means.”

For $12,000, Flight Display Systems offers its self-contained server, called Jet JukeBox. This media streamer connects remotely to any Apple, Windows or Android device via the aircraft’s closed Wi-Fi environment. It has caught the eye of business customers, according to Flight Display Systems Spokesman Basil Beighey. “Passengers with Microsoft Office on their personal device will have access to any files loaded on JetJukeBox,” he explains. “It allows executives to prepare for meetings, share key data or collaborate on key projects.”

Plug in and play What also helps is that most modern CMS systems have an architecture that allows a variety of devices and different operating systems to work. Promoting this aspect of the Rockwell Collins Venue system, McGrath says: “We focussed Venue on our core competency of integration and we are happy to integrate best in class peripherals [while still] offering protection against possible malware.”

Bandwidth overhead It can be costly to install any connectivity options that coalesce with an aircraft’s existing CMS. Furthermore, as Flying Colours’ Gillespie points out, there is no ‘standard cost package’ to choose from. “The cost is high for a line-fit aircraft,” he says, “with the CMS being very expensive. It all depends on what the client expects and where they are operating from.”

Tech trending The tools preferred by passengers usually revolve around data such as email access, sending SMS text messages and voice over Internet protocol (VoIP) communications.

Commenting on usage patterns, Emmenis says: “Our clients value data more than voice. With data they can use their BlackBerry Messenger (BBM), apps, make calls using cheaper VoIP options and access emails, which traditional voice communications cannot do.”

Stanley agrees. “Data is more popular,” he says, “as people would rather send a text message than make a phone call.”

The ‘next big thing,’ so to speak, is accessing content – audio, video and data – wirelessly through dedicated servers. To this end Rockwell Collins has developed a one-terabyte server able to stream digital rights managed (DRM) content for viewing on carry-on devices. Explaining the genesis of Skybox,

Gillespie goes on to indicate that costs rise considerably for planes that fly internationally, as the hardware encompassing intelligent routers, high-gain antennas and assorted electronic line units requires radome housing installations on the fuselage to ensure seamless connectivity.

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42 YOUR BIZAV RESOURCE

SECTOR FOCUS: ONBOARD TECHNOLOGY But retrofitting poses its own problems, as Vertis Aviation’s Emmenis emphasises. “Some clients wanting to add high-speed broadband to large corporate aircraft are faced with costs in excess of $600,000 and the prospect of an asset being out of service and not earning revenue for 6 weeks,” he cautions.

Offering a ray of hope that costs are beginning to slide, David Stanley of ARINC Direct says: “The expense is there, but there exist maintenance repair stations having their own STC for installations [who] can fit an antenna with an accelerator from Honeywell for $100,000.”

Once installed, however, an additional layer of intervention is required to control usage and ensure that passengers are not charged a fortune. Operator Vertis Aviation regards each aircraft as a cost centre and bills charter customers directly. “Even the wealthiest people have an eye on cost, as Internet bills can amount to $5,000 on a long flight,” remarks Emmenis. “The crew advise passengers constantly about the cost of using the Internet, since the global footprint of the different satellites and providers makes accessing the Internet a little more expensive.”

Taking a software route to monitoring Internet usage in real time empowers passengers to get the most value from their on-board Internet experience. Commenting on ARINC Direct’s approach to content filtering, Stanley says: “We build in firewalls to block heavy streaming to devices and [to permit] charter companies to monitor and stop usage when thresholds are hit.”

Stanley notes that ARINC Direct’s Cabin Connect interface allows customers to purchase “buckets of megabytes at reduced rates for SwiftBroadband access” using their credit cards. This moves the billing overhead away from the operator and makes customers aware of their online cost exposures.

Cabin architecture will always feel the heat “to integrate the ‘next big thing’ quickly and effectively”

Megabyte effects With consumer electronics evolving rapidly, McGrath of Rockwell Collins believes that cabin architecture will always feel the heat “to integrate the ‘next big thing’ quickly and effectively.”

According to Gillespie this is no small feat, given the time it takes for certification to take place. “Tech is changing rapidly and we are constantly training and tooling to be at the cutting edge,” he says, and indicates that certification delays are a lot shorter today than they were a few years ago.

Stanley feels that bandwidth will face a strain, noting that in the past 18 months “connectivity has tripled through telephone, laptop and iPad use.” He continues: “Demand for more bandwidth will be insatiable. Thirty megabytes per second might not be enough, with operators having to adapt to the limitations.”

Concerning the knock-on effects to operators, Emmenis says: “It has made our job difficult, as some will not fly without Internet access. For example, if a customer wants Internet access and wishes to smoke, the choice of planes that have both attributes narrows from 30 to 3 and the repositioning costs are higher.”

Redundancy was always aligned with reliability, but McGrath feels system availability is more appropriate. “The most valuable asset of a CMS is system availability. Regardless of hardware issues, the system is available and the aircraft can be dispatched. Owners and users are more interested in their newly installed systems having integration-friendly architecture with high bandwidth margins for future tech, such as 4K displays and content.”

On the subject of scalability, McGrath adds that this was more of a concern for OEMs and completion centres from a cost and on-time delivery perspective. Gillespie agrees wholeheartedly. “Before it was painful,” he recalls, “but scaling up is a breeze – especially the Rockwell Collins Venue system, which can be upgraded remotely without having the plane back in the hangar.”

So with the push clearly coming from customers, is the expense worth it? Emmenis believes it is. “You’re flying to China or wherever for a deal worth millions, and use your CMS throughout to talk to your lawyers and accountants back home. By the time you have that meeting and are back in the air you’ve drawn up the contract, got it checked by your team and dispatched it. By the time you land the deal is signed. The end justifies the means for many.”

43

SECTOR FOCUS: ONBOARD TECHNOLOGY Aircrew IT troubleshooters

Satcom Direct – another supplier of connectivity solutions – actually trains aircrew in the complexities of the installed technologies. Assessing aircrew training needs, Derek Donahue, Director Technical Support International, says: “Training is flexible and customised according to the equipment and mission from the flight department. Flight attendants for larger fleets get trained, whereas at smaller operations the pilots get a comprehensive run-through.”

Commenting on this bespoke approach to training, Satcom Direct VP Global Accounts Chris Moore says: “Our philosophy is that the customer using the technology has the best experience possible. So our training indoctrinates the crew to proactively check connectivity options are working as part of the normal pre-flight.”

Satcom Direct has teamed up with training partner FlightSafety International to conduct crew instruction.

Moore adds: “It’s a big investment to ensure that people are trained, as technology is changing rapidly and getting complex.”

As for easing complexity, Satcom Direct has Web interface applications that run on smartphones. Donahue explains: “It’s a simple app. With one click the aircrew can ‘ping’ the Internet to see if the router is working. If not it generates a fault log to be remotely diagnosed.”

The company is investing in more easy-to-use diagnostic tools to work on Android devices to test router functions that aircrew will be able to use.

Commenting on feedback from aircrew, Donahue says: “They like it. It’s a big plus in their book, as while flying over oceans they get to talk to the instructor who trained them.”

Flight Display Systems Jet JukeBox

The tools preferred by passengers usually revolve around data such as email access, sending SMS text messages and voice over Internet protocol (VoIP) communications

44 YOUR BIZAV RESOURCE

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45

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Ken Haxel, University of Arkansas King Air 200 with XP52 upgrade (BB-1336)

he says. “You get the additional life of a new engine. You benefit from the technological advances the OEM is building into the latest versions of its powerplants. With a Blackhawk Modifications engine upgrade system, you get substantial performance improvements, better safety margins and superior warranty coverage. Also, you can trade in your old engine and get credit for its unused hours and for its core.”

He continues, “An early engine upgrade doesn’t necessarily mean investing in a new engine model. As powerplant manufacturers acquire experience and develop new technology, OEMs move swiftly to implement state-of-the-art technology across new and legacy engines alike. In other words, today’s Pratt & Whitney Canada PT6A-42 is not the same as earlier versions of that engine.

And this advanced technology is even more profound in the new engines such as the -52 and -61.

“Again and again, King Air, Caravan, Cheyenne and Conquest operators tell us that they wish they had upgraded sooner.

Financial analyses show that there is no benefit – only risk – in delaying an upgrade decision until your next overhaul. The sooner you upgrade, the sooner you start reaping the benefits. An early upgrade is a sound business decision that will pay short- and long-term financial and performance benefits.”

Contact Blackhawk at www.blackhawk.aero to discuss how your operation may benefit from an early upgrade.

An owner or operator’s best option today may be an early engine upgrade

46 YOUR BIZAV RESOURCE

SECTOR FOCUS: INSURANCE

Business aircraft insurance

Are you covered?

47

SECTOR FOCUS: INSURANCE

W

hen you buy a new or used business aircraft, insurance may not be the first item on your priority list. The fact is, making sure you are properly covered requires some important decisions. As Rod Simpson reports, insuring your aircraft brings peace of mind, as long as you know how how much coverage you’ll need.

Aviation insurance can be much more complicated than it is with the automobile, business and domestic risks you’re used to dealing with, so it’s important to use an experienced insurance broker who specialises in aircraft insurance.

If you’re using a management company for your aircraft, you should take their advice on which broker to use, but you can also ask other operators about which companies have given them good service. You may also be using a specialist legal firm to deal with registration and title issues for your business jet, and they will also be able to direct you to a suitable broker. Aviation insurance is a niche activity and is largely handled through the London insurance market, supported by aviation brokers such as Hayward Aviation, which supports clients in more than 70 countries around the world, Aélia Assurances in Paris, and Finserve, with offices in Antwerp, Belgium and Cascais, Portugal.

Insuring your aircraft brings peace of mind, as long as you know how much coverage you’ll need

48 YOUR BIZAV RESOURCE

SECTOR FOCUS: INSURANCE What is the risk?

Aircraft insurance addresses two main elements: 1) hull insurance, which means loss or damage to the aircraft itself; and 2) liability insurance, which is wide ranging but embraces injury to third parties and passengers and destruction of property during the course of your aircraft operation.

As discussed later, the insured hull value needs to be realistic and will be decided by you as the aircraft owner. When it comes to liability, each territory lays down legal minimum limits. For instance, in Europe liability limits are governed by EC Regulation 785/2004 and the minimum amount of cover depends on the gross weight of the aircraft. So, a small fourseater such as a Cessna 172 may need coverage for £3.75 million ($5.675 million/€4.35 million), but a King Air will be £50 million ($75 million /€58 million) and a large aircraft such as a Legacy 650 will require up to £250 million ($378 million/€290 million). Irrespective of these limits, you may decide to increase coverage further if, for instance, you are regularly carrying high-net-worth individuals.

You will want to discuss with your broker what you can expect to be covered for, and what may not be included.

Also, if you are going to make your aircraft available for charter, your insurance policy must allow for this too. You may wonder, for instance, who is responsible if your aircraft is destroyed in a hangar fire. Does your insurance pay for repairs if you fly into a volcanic ash cloud? Is damage or loss of your aircraft through terrorism or act of war covered under your policy? And, if not, can you add additional cover?

There will be many more questions you may want to ask your broker or advisor, so careful thought about “what ifs” will pay dividends.

There will be other coverage you may wish to include, outside of main hull and liability insurance. While most policies do provide personal liability for named directors of the company owning the aircraft, to protect them from claims following an accident, it is also prudent to consider whether you should take out additional directors and officers insurance. You can also add “aircraft cancellation” to your policy to allow you to charter a replacement aircraft if yours is grounded for technical reasons, although your broker can often get this included as a no-cost benefit in your policy. Your crew will normally be covered for personal accident under your company’s employer liability policy, but you may also want to take out separate personal accident cover for them, which will make an automatic payout on a valid claim.

Inevitably, it can be complicated to decide which extra items to add. Antwerp-based broker Finserve has developed a comprehensive insurance product called F-EBAP aimed at small and midsized business jet operators.

As Heidi Landuyt, Finserve’s fixed-wing account manager, explains, “This offers very competitive premiums for a package which takes in much broader risk cover than is normal. It gives you features such as spare parts insurance and hangar keeper’s liability at minimal extra cost and also allows you to reclaim a substantial part of your expenditure on safety management systems.”

How much is the aircraft worth?

Next is the question of how much insurance you should purchase for the aircraft. According to Nigel Foster, a director of Hayward Aviation, “It’s up to you as the aircraft owner to declare a fair value for your aircraft to the insurer.” In most cases this will be the price you paid for the aircraft, and it is clearly unwise to under-insure because you would not fully recover the true value of the aircraft in the case of a loss claim. You are likely to have a finance contract on the aircraft, and under-recovery will probably mean you having to make up the difference on the loan. However, as Foster points out, “You should avoid over-insuring because you will end up paying larger premiums than are necessary.”

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50 YOUR BIZAV RESOURCE

SECTOR FOCUS: INSURANCE Responsible operations While your aircraft is a very capable machine, your insurers will not look kindly on claims which come from operating it irresponsibly. Instances in which a crew is pressured into getting passengers to their destination for that meeting with an important prospect, even though the weather is outside minimum conditions, fall into this category. So does trying to land at a destination which is marginal or unsafe for your type of aircraft. If this does occur and there is an accident, it is very possible that your insurer might question your claim. Similarly, making your aircraft available for an illegal charter will invalidate your insurance and introduce other liabilities. (Download FlyCorporate tablet version of this issue on iTunes for more about the risks illegal charters can pose to your insurance coverage.)

You must also remember that you can be in trouble with insurers if scheduled maintenance is not carried out or if known service issues are ignored. Your aircraft should be operated according to standard operating procedures (SOPs) designed to ensure safety on the ground and in the air, so it is important that you and your management company ensure these are in place and are being adhered to by your crew. And, just in case the worst happens, you should make sure there is an emergency plan in the SOPs to avoid confusion and save valuable time. Above all, you should always ask your insurance broker if you feel you may not be covered, particularly if you are going to embark on operations which are out of the ordinary.

Top six insurance considerations Who should I use as my broker?

What is the fair value of my aircraft?

Do I need more than the minimum legal liability coverage?

Am I going to charter out the aircraft, in which case I would have to operate under an AOC/Part 135 certificate?

Do I require additional cover for war risks or any other unusual aspects of my operations?

Are there suitable systems in place to ensure safe operations?

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52 YOUR BIZAV RESOURCE

SECTOR FOCUS: FBOs

FBO choices abound

TAG Farnborough Airport

53

SECTOR FOCUS: FBOs

A

t the beginning and end of every flight, most business aircraft will use the services of an FBO. Rod Simpson examines how we have come to rely on these experts in ground handling. How do we choose an FBO and what can we expect from them?

The term ‘fixed base operator’ (FBO) was coined in the USA in the early post-war days of the 1940s when business aviation was developing, the NBAA was formed, and aircraft operators flew Douglas DC-3s and Lockheed Lodestars.

Essentially, the FBO was an aviation gas station and often little more than a wooden hut and a fuel pump, although the more important airports had larger complexes of hangars to store and maintain client aircraft.

FBOs made their income from profits on fuel and financed their own buildings and equipment. The arrival of increasing numbers of jets and turboprops in the 1950s meant that FBOs had to grow and meet demands for new services. This entailed investment in modern buildings, more sophisticated ground handling equipment, passenger lounges, crew rest rooms, flight planning services and security systems. All of this changed the way FBOs generated their income, because margins on fuel sales were no longer sufficient to meet their higher operating costs, and FBOs moved to charging a scale of handling fees.

Essentially, the FBO was an aviation gas station and often little more than a wooden hut and a fuel pump

54 YOUR BIZAV RESOURCE

SECTOR FOCUS: FBOs “The FBO has a complicated task in satisfying three separate clients at the same time – the client’s operations department, the passengers, and the aircraft crew,” explains Catherine Gaisenband of business aviation advisors Aviacare France.

Today we all expect seamless high-quality service from our FBOs and, according to Gaisenband, “We are more like a concierge in a five-star hotel with customers demanding aircraft catering, limousine service, and even hotel and entertainment reservations.”

Choices galore So, how do you choose which FBO to use? Obviously, in the first instance, it will depend on where you need to land. As a popular destination, London has 11 airfields available to business traffic, and the first priority will be landing at the airport closest to your city business destination. According to Brandon O’Reilly, managing director of TAG Farnborough Airport, “We are to the west of London, and other airfields may give you a shorter journey time if you are going to the east of the city.”

Another consideration is that the larger and best-known airports may be the most expensive, and some careful thought about alternative landing spots will be most cost effective. For instance, at Miami your handling and passenger service – to say nothing of costs – may be better served by using Opa-Locka or Tamiami rather than Miami International.

Your FBO choice will depend on several factors. Firstly, what range of services do you need? Perhaps it’s just “drop and go” with no more than fast handling of your passengers and a limousine available. At the other end of the scale, you may need refuelling, hangarage for two or three nights, crew accommodation, maintenance, catering and an office for meetings. Your flight planning provider or management company will often have special rates negotiated with certain companies, and that will be an overriding factor. Sometimes your choice will be simple. If, for instance, you are flying into

Tampa International, Florida in a King Air, you will be very tempted to use Hawker Beechcraft Services because they are maintenance specialists for Beechcraft. On the other hand, having access to a broad geographical network may be more important to you. In that case, you may opt for one of the large FBO chains instead.

There are several very large chain operators, including Atlantic Aviation, Landmark Aviation and Universal Aviation (download the FlyCorporate tablet edition on iTunes for the full list of “Leading International FBO Chains”), but the largest of these, Signature Flight Support, has 116 FBOs including units in Europe, South America, Asia and South Africa. According to Patrick Sniffen, Signature’s VP of Marketing, “The big advantage of using our services is that we can have a close relationship across the worldwide Signature network. Our customer management system knows your preferences, and we’re able to hand on to you the benefits of our negotiated prices for fuel and other services, and to offer your flight department staff the advantages of our TailWins and Signature Status programmes.”

The obvious disadvantage of the FBO chains is that they may not be as personally involved as “independents.” However, in many cases chain operators are actually franchised businesses which have the advantages of being independently owned but benefit from the chain’s training, marketing and pricing muscle.

Independent party On the other side of the coin are the thousands of independent FBOs which achieve high ratings because of their personal approach and consistent delivery of the very best service. Many of these businesses are now linking together in loose networks such as the Independent Fixed Base Operators Association (IFBOA) and Paragon, which can negotiate discounts for members, operate awards programmes and obtain beneficial employee insurance rates.

Your flight planning provider or management company will often have special rates negotiated

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56 YOUR BIZAV RESOURCE

SECTOR FOCUS: FBOs For some operators, such as General Dynamics-owned Jet Aviation and ExecuJet Aviation Group, FBOs are a part of a much bigger aviation enterprise. As ExecuJet Aviation Group Marketing & Communications Manager Juliane von Heimendahl points out, “We have 18 FBOs stretching from London and Paris to Dubai and Melbourne where you can be confident we will understand your specific needs. But we also sell top-quality used aircraft, provide charter services, manage your aircraft, provide full refurbishment and painting, and have a very strong maintenance network.”

In the FBO world, reputation is everything, and it’s worth checking out the top-scoring operators in the various annual FBO surveys. Your management company will be able to tell you which operators are poorly organised with shabby facilities, inadequately trained staff and worn-out equipment, as well as which ones will deliver outstanding service. A talk to others in the pilot lounge will quickly reveal who is good and who is not – and, of course, you will build up your own list of favourite FBOs that have served you well.

FBOs as business centres An FBO can be much more than a mere gateway to the city it serves. Rizon Jet at London’s Biggin Hill Airport has been designed as a destination in its own right.

FBO director Allan McGreal says: “Our facility is like a luxury hotel with a doorman and concierge, so that our clients step into a high-class environment which fits their lifestyle. The business jet manufacturers are constantly improving the ambience and facilities of their aircraft, and we must match that in our offering to aircraft clients.” It is not unusual for Rizon Jet clients to fly in, hold a meeting in one of the conference rooms, have a meal with their guests, and then fly out again without the need to travel into London. McGreal notes : “Using our facility as a business destination also widens the understanding of business aviation by local companies and, in many cases, has prompted those businesses to start using chartered aircraft out of the airport.”

TAG’s Brandon O’Reilly confirms this approach, explaining that Farnborough is unique because it was designed as a business airport. He says: “Our ongoing investment is aimed at providing a one-stop shop for our clients, and this has included the brand-new Aviator Hotel on the airport, providing top-quality accommodation for crews and full hotel and conference facilities for our customers.”

Rizon Jet Biggin Hill (BQH)

57

SECTOR FOCUS: FBOs This concept of bringing the local community closer to the business airport has gone even further at Al Bateen Airport in Abu Dhabi, UAE, where part of the new terminal contains a bank, restaurant, currency exchange and pharmacy, all of which are open to local residents.

At the end of the day, FBOs have to achieve a complicated balancing act. As Aviacare France’s Catherine Gaisenband explains, “They have to provide you with excellent and seamless service and, at the same time, fund infrastructure costs, pay airport fees, and employ staff on a 24-hour basis, with no guarantee of traffic.” Despite these challenges, FlyCorporate’s view is that business aviation is very fortunate in having a worldwide network of dedicated and professional FBO operators.

So, what are the key questions you should ask about your chosen FBO? Broadly, they will fall into five categories: facilities, line service, passenger amenities, pilot amenities and services, and financial value. Specifically, you should find out:

Key Questions Are the management and staff friendly and proactive to your needs?

Is the company obviously professional and well organised?

Is the FBO building modern, clean and able to provide all the facilities required by your passengers and crew?

Does the company turn your aircraft round speedily and efficiently?

Does the FBO have control over fuelling, ground handling and line maintenance?

Are the company’s handling charges and fuel pricing competitive?

Can the FBO easily arrange hotels, limousine service etc.?

Is the FBO recommended by other owners and pilots you know?

58 YOUR BIZAV RESOURCE

ADVERTORIAL

RUAG Aviation R

UAG Aviation is a leading life cycle support provider for selected aircraft and helicopters. It provides owners and operators of business jets with comprehensive solutions ranging from fixed base operator (FBO) services to maintenance, repair and overhaul (MRO) and system upgrades. The company also delivers exterior painting solutions, in addition to designing, developing and manufacturing cabin interiors.

Headquartered in Switzerland, RUAG Aviation operates business

the discretion and privacy with which they are treated,

aviation service centres in Geneva, Lugano, Munich and St Gallen.

and adds that many of those who pass through the facility

In particular, RUAG Aviation provides authorised service for Dassault

are repeat customers – an indication that passengers,

Falcon series aircraft, Embraer Legacy 600/650s and Pilatus PC-

pilots and crew members place a high value on their

12s. A full aircraft service portfolio includes 24/7 AOG service,

RUAG experience and pass their recommendations to

engine maintenance, equipment and systems upgrades, cabin

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refurbishment and exterior painting. RUAG offers its customers quality service, but equally important is its ability to save them time

Bernd reports that the Geneva FBO facility – an extensive

by performing several tasks simultaneously. “It’s about integrated

site on the north side of the airport – was opened in 1970.

solutions,” says RUAG Aviation Business Aviation Head of Sales

Following a comprehensive renovation, the new FBO

Tobias Laps. “We offer maximum service and minimum downtime.”

terminal opened for business early last year, in collaboration with ExecuJet Aviation Group. Its official opening was

Key to RUAG Aviation’s success in the FBO market is its attention

commemorated at EBACE2012.

to premium service. Bernd Heinrich is the General Manager of RUAG Aviation’s Geneva FBO. He has been with the company since

The new facility boasts three customer lounges, two meeting

December 2011.

rooms, a crew rest lounge, a crew snooze room, offices, flight planning (in coordination with the airport) and weather

As Bernd explains, “We like to exceed customers’

services. Customs is available. RUAG Aviation can arrange

expectations.” He goes on to note that customers appreciate

all on-airport transport for customers.

59

ADVERTORIAL

RUAG Aviation operates its own fuel trucks and deicing vehicles.

And, to underscore its emphasis on speed and efficiency, the company offers a 30-minute fuelling guarantee. RUAG Aviation accepts all major fuel credit cards.

What makes RUAG Geneva different?

“Our customers have a unique relationship with us,” says Bernd.

“Most are business people, while some are private individuals travelling with their families. By fostering long-term relationships with our customers, we are able to fully understand their needs and provide them with their very own personal space in one of Europe’s busiest airports.”

RUAG Aviation’s Geneva centre employs 19 people – a mix of customer service representatives, ground handlers, fuelling staff and line service professionals. On an average day, says Bernd, the Geneva centre handles between 30 and 40 arrivals and departures.

This figure can reach 60 at peak times of year.

RUAG Aviation has been enjoying increasing market share at GVA. Traffic has increased 4 to 5% year-over-year since 2011, according to Bernd – the healthiest growth figures experienced by any of Geneva’s FBOs.

“We offer maximum service and minimum downtime”

60 YOUR BIZAV RESOURCE

FC REVIEW: LIGHT JETS

Lights in the sky

FlyCorporate’s look at the current wave of light business jets

B

uffeted by a stormy recession, the light jet market may be close to levelling its wings. Despite softer pricing and wavering demand, airframe manufacturers are rolling out clean-sheet and upgraded models.

Sanjay Rampal takes a snapshot look at this key market sector.

Light jets are generally considered as those having a maximum take-off weight (MTOW) below 20,000lb. Typically, they sport a price tag from $4 million to an eye-watering $11 million, and can fly between 2 and 4 hours with a range of 1,100 to 1,900 nautical miles (nm).

Expect today’s light jets to accommodate 6 to 8 passengers and fly at speeds around a median of 435 knots.

Having scanned the horizon for new aircraft, FlyCorporate provides a comprehensive quickfire review of the new light jets likely to raise eyebrows among discerning buyers.

The usual suspects include brand leader Cessna with its much anticipated Citation M2 likely to find favour among Mustang owners, and Bombardier with its pricier yet slick Learjet 70.

The PC-24 is the first foray for Pilatus into the

jet market, and the aircraft can be expected to inherit many of the same rugged qualities as the hugely successful PC-12 turboprop.

Embraer’s Phenoms are still relatively new and both the 100 and 300 are now being manufactured in the US. Counting as curve ball options, Beechcraft and Nextant are both squaring up to deliver costeffective upgrade alternatives to the same basic airframe – the ubiquitous Hawker 400XP. The approach taken here is to highlight some of the notable attributes and features of light jets in a bite-sized and easily referenced format. All the information contained is sourced directly from the airframe manufacturers featured. Note that figures for the Pilatus PC-24, which is still in development, are preliminary.

61

FC REVIEW: LIGHT JETS

Manufacturer & model Bombardier Learjet 70 Base price US$ $11.296 Mil. Speed 465 KTAS (860 kph) Mach 0.81 Range 2,060nm Maximum take-off weight 21,000lb (9,525kg) Powerplants Honeywell TFE731-40-BR (3,850lb thrust) Capacity 2 crew + 6-7 passengers Baggage capacity Internal 150lb (68 kg)/External 500lb (227kg) Target customers Businesses and individuals seeking efficiency and typically flying less than 2,000 nm with 4-6 passengers.

What’s hot?

State-of-the-art avionics, Bombardier Vision Flight Deck with touchscreen technology in the cockpit, flat floor for extra comfort.

Important facts Promising fuel burn, Part 25 certification suggesting that this jet meets high standards.

62 YOUR BIZAV RESOURCE

FC REVIEW: LIGHT JETS

Manufacturer & model Cessna Citation CJ3 Base price US$ $8.05 Mil.

Cessna Citation M2 $4.395 Mil.

Speed 416 KTAS (770 kph)

400 KTAS (741 kph)

Range 1,875nm

1,300nm

Maximum take-off weight 13,870lb (6,291kg) Powerplants Williams International FJ44-3 (2,820lb thrust) Capacity 2 crew + 7-8 passengers Baggage capacity 65 cu ft Target customers Operators, private owners, SME.

10,700lb (4853kg) Williams International FJ44-1AP-21 (1,965lb thrust) 2 crew + 7 passengers 46 cu ft Existing Mustang owners, air taxi providers.

Fuel efficiency, low operating costs, capable of flying Requires only 3,250ft for take-off and landing. non-stop from New York to Miami.

CJ3’s larger wing area and powerful engines offer Developed with input from Mustang customer base, Important facts enhanced range and payload capabilities. reflecting desires for larger, faster jet with enhanced range.

What’s hot?

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64 YOUR BIZAV RESOURCE

FC REVIEW: LIGHT JETS

Manufacturer & model Embraer Phenom 100 Base price US$ $4.08 Mil.

Embraer Phenom 300 $8.755 Mil.

Speed 390 KTAS (722kph) Mach 0.70

453 KTAS (839kph) Mach 0.78

Range 1,178nm

1,971nm

Maximum take-off weight 10,472lb (4,750 kg) Pratt & Whitney Canada PW617F-E Powerplants (1,695lb thrust) Capacity 1 crew + 5-7 passengers Baggage capacity Internal 11 cu ft/External 60 cu ft Target customers

Private jet owners, charter and fractional operators, corporate flight departments, air ambulance.

Oval Lite cross section gives roomier cabin and large What’s hot? baggage capacity. Lower operating costs than some turboprops.

Capable of flying non-stop from New York to Miami, Important facts Geneva to Helsinki. Latest cockpit avionics and private aft lavatory.

17,968lb (8,150kg) Pratt & Whitney Canada PW535E (3,360lb thrust) 1 crew + 7-10 passengers Internal 11 cu ft/External 74 cu ft Targeted at Fortune 500 companies and high-net-worth owners/pilots.

Generous cabin space. Prodigy Flight Deck 300 designed for greater range and speed. High utilisation and lower operating costs.

Winner of five international innovation and design awards. Best seller in 2012, finding favour with fractional owners. Performance comparable to some mid-sized jets.

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Find out more about our visions and products at www.pilatus-aircraft.com. Alternatively, please call +41 41 619 62 96 or e-mail salespc12@pilatus-aircraft.com.

66 YOUR BIZAV RESOURCE

FC REVIEW: LIGHT JETS

Manufacturer & Hawker Beechcraft Hawker 400XPR model (upgrade option for Hawker 400XP) Price samples: Engine upgrade $2.10 Mil.; Base price US$ Full avionics, winglets: $2.86 Mil.; Engine & winglets: $2.35 Mil. Speed 447 KTAS (828kph) Range 1,950nm Maximum take-off weight

16,100lb (7,303kg)

Powerplants Williams International FJ44-4A-32 (3,200lb) Capacity 1 crew + 7 passengers Baggage capacity 46.4 cu ft Individuals or companies looking to upgrade their 400XP to add 10 years to the airframe Target customers life. Interest reported from operators, air ambulance and private owners.

OEM claims that improved airframe will What’s hot? not sacrifice performance in hot-and-high conditions.

Global support network and parts availability Important facts for the re-engineered aircraft. Engine TBO extended to 5,000 hours.

Manufacturer & Nextant 400XTi model (upgrade option for Hawker 400XP) Base price US$ $4.95 Mil. Speed 460 KTAS (851kph) Mach 0.87 Range 2,003nm Maximum take16,300lb (7,394kg) off weight Williams International FJ44-3AP Powerplants (3,000lb) Capacity 2 pilots + 8 passengers Baggage capacity 53 cu ft Individuals, corporate flight Target customers departments, aircraft management operators Package to extend life of Hawker 400XP/ Beechjet 400 series. Low operating costs What’s hot? thanks to new engines, lower fuel burn and enhanced range capabilities.

All-new composite cabin, reducing weight. Flat floor for added comfort.

Important facts Improved engine pod aerodynamics enhancing performance.

67

FC REVIEW: LIGHT JETS

Manufacturer & model Pilatus PC-24 Base price US$ $8.9 Mil. Speed 425 KTAS (787kph) Range 1,950nm Maximum take-off weight 17,650lb (8,005kg) Powerplants Williams International FJ44-4A (3,400lb) Capacity 1 pilot + 11 passengers Baggage capacity 90 cu ft Target customers

Designed for multi-mission capability: Business, cargo, medevac, commuter, or government special missions.

Will operate from paved and unpaved runways/challenging terrain normally only served by turboprops. Large cabin and What’s hot? advanced cockpit designed for single-pilot operation. External cargo door for easy loading of baggage – a first for this class.

Order book expected to open at EBACE2014.

Rollout due late 2013, first flight late 2014.

Important facts EASA/FAA certification and deliveries scheduled for 2017.

Potential access to 20,000 additional airports.

68 YOUR BIZAV RESOURCE

FC REVIEW: LANDINGS

Landings:

NEW YORK FC’s trip planning tool for executives

A

s the most populous and most densely populated city in the US, New York is a world centre for business, and the main port of entry for visitors from overseas. The “Big Apple” is also home to many international bodies, including the United Nations, whose headquarters is located here.

Business aviation is well served by a number of airports in the surrounding area. The closest business aviation facility is Teterboro, NJ. Two other general aviation airports in the vicinity that see a lot of bizav traffic are Westchester and Farmingdale, NY. Congestion is a major issue at New York’s three main commercial airports, and most operators and pilots avoid them whenever possible. Because of the scale and importance of business aviation in New York, we present here a selection of the main FBOs serving the airports.

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FC REVIEW: LANDINGS

AIRPORTS & FBOs John F. Kennedy International Airport (JFK)

Teterboro Airport (TEB) Although located in New Jersey, Teterboro is the major business aviation airport for NYC. A reliever airport, Teterboro is a convenient option for general aviation and charter activity just 19km (12mi) from central Manhattan.

Movements are limited to aircraft with an operating weight of less than 45,360kg (100,000lb). Teterboro is the oldest GA airport serving New Jersey and New York. The main FBOs at Teterboro are Atlantic Aviation, Jet Aviation, Landmark Aviation, Meridian and Signature Flight Support.

Ranked sixth busiest commercial airport in the US, JFK is one of the nation’s leading international gateways, with 49.2 million passengers handled in 2012. Despite its size, ground services for business aviation are limited at JFK. Congestion is a major problem and delays are common. During the busiest part of the day (15:00 to 22:00) it can take 15 minutes to cross a taxiway. The main FBOs serving JFK are Allied Aviation Services and Sheltair.

Newark Liberty International Airport (EWR)

Republic Airport (FRG) Located at Farmingdale and known as Long Island’s executive airport, Republic provides easy access to the Island and to New York, being just 48km (30mi) from the latter. Major sports facilities, including Yankee Stadium, Shea Stadium, the Arthur Ashe Stadium and Bethpage State Golf Course, are close to this airport. The main FBOs serving Republic Airport are Atlantic Aviation and Sheltair.

Situated in New Jersey, Newark Airport is located 24km (15mi) southwest of midtown Manhattan and has three runways and one helipad. It’s well known for its participation in the development of NextGen technology and congestion mitigation. The main FBOs at Newark are Allied Aviation Services and Signature Flight Support.

Westchester County Airport (HPN)

LaGuardia Airport (LGA)

Around 55km (34mi) from central New York City is Westchester County Airport, also known as White Plains – an important access point for business aviation.

The airport is often used by pilots who want to avoid the congestion common at other New York area airports. The main FBOs at Westchester County are Signature Flight Support, Panorama Flight Service, Landmark Aviation and Million Air.

LaGuardia is the smallest of the three commercial airports in the NYC area. It is served mainly by commercial flights within the US and to Canadian and Caribbean destinations. It has two helipads. LaGuardia is located 15km (9mi) from midtown Manhattan. Business aviation facilities are located in the historic Art Deco Marine Air Terminal, LaGuardia’s original terminal.

The main FBOs serving LaGuardia are Sheltair and Allied Aviation Services.

Connections NY Helicopter Shuttle operates flights to and from JFK, LaGuardia and Newark Airports. Heliports in NY City are located at East 34th Street and Downtown Manhattan near Wall Street. There are scheduled flights to JFK and Newark every hour. The trip takes less than 10 minutes. Flights to other airports in the New York area can be arranged.

Given that cars rule in the US, it should come as no surprise that the main ground transportation options are taxis, hire cars and limousines. All are readily available at the airports listed.

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HOTELS Its role as a buzzing centre of finance and commerce means that the majority of New York’s hotels do their best to cater to the needs of business people. The following selection includes a number of grandiose, large-scale establishments as well as some more intimate, stylish boutique hotels.

JW Marriott Essex House New York

The Lowell

marriott.com Located on the south side of Central Park, the JW Marriott Essex House – more commonly known as the Essex House and formerly known as the Jumeirah Essex House – is a 44-storey luxury hotel with 509 Art Deco-style rooms. The staff here go above and beyond to be of assistance. Be sure not to deprive yourself of the chance to check out the different room options, since everything above the 30th floor on the north side offers magnificent panoramic views of Central Park and the city.

lowellhotel.com With its deceptive exterior, the Lowell presents a rather plain-looking facade to passers-by. From its location in the heart of Manhattan’s Upper East Side, one might expect a slightly rowdy environment.

The rooms, however, welcome you in a quiet and withdrawn antique atmosphere with modern conveniences. The staff are accustomed to a high-profile clientele, and will remember your name if you care to stay for a couple of days.

The Greenwich Hotel thegreenwichhotel.com Founded in 2008 and located in the northern part of Soho, close to Greenwich Village, is the 88-room Greenwich Hotel. The force behind this on-the-spot downtown king of hotels was none other than actor (and unofficial mayor of TriBeCa) Robert DeNiro. The Greenwich boasts rooms no smaller than 300 sq ft, Moroccan mosaic bathrooms that give guests the impression of relaxing in a traditional hammam, and a wide range of amenities for such a relatively small hotel.

The Peninsula New York peninsula.com Originally built in 1905 as the neoclassical Gotham Hotel, the Peninsula still bears a sign of its first heritage through its Gotham Lounge. The hotel has one of the biggest spas in New York, with a total surface of 35,000sq ft, spread out over three floors. With Broadway theaters and the Museum of Modern Art (MoMA) only a couple of steps away, the Peninsula is located in the buzz of the Big Apple on Fifth Avenue, but behind its doors lies a serene and discreet hideout.

The St. Regis Hotel

The Carlyle, a Rosewood Hotel rosewoodhotels.com Named after Scottish essayist Thomas Carlyle, the Carlyle is a luxury and residential hotel on Madison Avenue. A true NYC landmark, it has been a refuge for many business leaders since its foundation in 1930. For ten years during which JFK owned an apartment on the 38th floor, it was known as “The New York White House.” Each of the 180 rooms and suites has been individually decorated.

starwoodhotels.com The St. Regis stands for iconicity and antiquity, and is famed for its superb butler service. It was built by John Jacob Astor IV – at that time the wealthiest man in America – as a companion to the Waldorf-Astoria Hotel chain.

Astor perished on the Titanic in 1912, but the St. Regis continues to express extravagance by way of its suites, which range from 600 square metres up to the 2,970-square-metre Presidential Suite.

DON’T MISS THE LARGEST BUSINESS AVIATION EVENT IN THE WORLD

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FC Picks for a Power Lunch or Dinner Eleven Madison Park

Per Se

elevenmadisonpark.com Interestingly, it’s the culinary simplicity of Eleven Madison Park’s chef and general manager Daniel Humm that has earned him three Michelin stars. The restaurant doesn’t have an à la carte menu, but offers its clientele a grid of 16 ingredients from which the staff design contemporary French dishes, keeping in mind any dislikes or preferences, making this dining experience surprising and engaging.

perseny.com Thanks to chef/owner Thomas Keller, pastry chef Elwyn Boyles and chef de cuisine Eli Kaimeh’s efforts, Per Se is one of New York’s finest dining venues. Working with a menu that offers butter poached Nova Scotia lobster, Australian black winter truffles, and a gâteau of Hudson Valley moulard duck foie gras, Per Se’s cooks present little miracles within the boundaries of a plate in an open atmosphere filled with intimacy.

Le Bernardin

Jean Georges Restaurant

le-bernardin.com Mention Le Bernardin and think of seafood, excellence and innovation! Fresh ingredients prepared into immaculately presented dishes are served by an ever-smiling staff. Executive chef Eric Ripert is accompanied by Aldo Sohm, nominated for best sommelier in the world in 2008. If you are capable of looking away from the divine presentation of your plate, do soak up the décor as it raises the impression of dining in an art gallery rather than a restaurant.

jean-georges.com Awarded with three Michelin stars, four New York Times stars, member of Grandes Tables du Monde and a Forbes Five-Star & AAA Five Diamond restaurant, the amount of acknowledgement alone suffices to pay Jean Georges a visit.

Facing Central Park through floor-to-ceiling windows, enjoy the smoothly crafted mixture of French, American and Indochinese ingredients that are being prepared at your table side.

Daniel danielnyc.com Daniel Boulud’s eponymous restaurant in Manhattan’s Upper East Side has been delighting the senses with marvellous seasonality for over 20 years. With a team of 30 cooks, gutsy but elegant French flavours, and American ingredients (think Florida frog legs fricassee) are combined into almost extravagant dishes. Whether you want a fine-tasting menu in the grand dining room, a luscious cocktail in the intimate bar or a customised event in the private dining room, Daniel will take care of you.

Per Se’s cooks present little miracles within the boundaries of a plate in an open atmosphere filled with intimacy

TRIP TIP 2013 is a remarkable year for New York City, as a couple of its most famous buildings are celebrating their century of existence.

Both Grand Central Station and the Woolworth Building are turning 100 years old. The Woolworth is one of the oldest skyscrapers in the United States and one of the first in Manhattan.

A visit to the Woolworth Building is certainly worthwhile, as its remarkable lobby has recently been opened to the public for its 100th anniversary. Given the building’s history as an architectural landmark in the race to the skies, the diversity of its construction, both interior and exterior, is worth seeing. signatureflight.com

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Top Conference Facilities New York City is not short of venues to house meetings and conferences. Most of the larger hotels have small and midsize facilities, while the following selection of conference centres offers a broader range of rooms and halls and can cater to larger events.

The Javits Center

AMA New York Conference Center

Equipped with 102 meeting rooms and a banquet capacity of 1,800, together with space for exhibits, meetings, suites and offices, the JCC should meet almost any space requirement. The centre offers a range of services, including audiovisual services, security and shoeshine.

Located in the heart of Times Square’s Theatre District, the AMA New York Conference Center can accommodate meeting room configurations for up to 120. Rooms are equipped with Wi-Fi and executive chairs. Attendees can benefit from continuous complimentary beverage service.

NYC Seminar and Conference Center (NYCSCC) The NYCSCC is a popular venue for hosting seminars, meetings and training events. The NYCSCC offers a flexible alternative to hotel conference centres.

Its Manhattan seminar rooms come with audiovisual equipment, broadband Internet, wireless laptops and catering.

Downtown Conference Center The Downtown Conference Center is situated in the heart of New York City’s Financial District. The 33 meeting rooms, dining room, and boardroom span seven floors and cover a total of around 1,900 square metres (20,000 sq ft). All meeting rooms have ceiling-mounted LCD projectors, DVD players or VCRs, automatic drop screens and wall-mounted touch-pad controls. Videoconferencing is also available in selected rooms.

New York has more bars than perhaps any other city on earth, and the variety is enormous FC Picks for a Post-Meeting Drink New York has more bars than perhaps any other city on earth, and the variety is enormous. Reservations are recommended, especially after work – and even later for some venues. While most bars are open seven days a week, some, especially those in the financial district, may close on Saturday and Sunday. Here we recommend a few of New York’s more notable artistic watering holes.

A short walk from the midtown business district and Times Square you will find the Hudson Bar in the Hudson Hotel. A riot of colour and styles, this upmarket bar features a glass floor lit from beneath and a hand-painted ceiling by renowned artist Francesco Clemente.

Continue your art tour of New York at Bemelmans Bar, named after the creator of the Madeline children’s books, Ludwig Bemelman. An artwork by this much-loved artist features behind the bar. Restored in 2002, Bemelmans

maintains its Art Deco legacy with chocolate-brown leather banquettes, nickel-trimmed black glass tabletops, a dramatic black granite bar and a 24-carat gold leaf-covered ceiling.

Our next stop is the King Cole Bar, one of New York’s most legendary bars. It is widely believed that this is the place where the Bloody Mary arrived in America from Paris and gained its spicy zing. The drink is known here as a Red Snapper, and in the bar’s heyday around 100 to 150 were served daily. The artwork above the bar is a mural of Old King Cole by American artist Maxfield Parrish.

After all that art it might be good to sit back, relax, and listen to some music. Just behind Carnegie Hall you will find The Carnegie Club, an old-style lounge bar with great jazz, fine cigars and impeccable cocktails. The Frank Sinatra tribute show continues to draw in the crowds on a Saturday night.

Only in New York!

FC REVIEW: BIZAPPS The iPad has totally changed the way we work and communicate, providing 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 it does

Cost

Name of app Target user What it does

Cost

Name of app Target user What it does

Cost

Dassault Aviation Businesses and general aviation users This app gives real-time news and information about Dassault Aviation, and provides a selection of photos and videos of the company’s aircraft.

Free

Name of app Target user What it does

Cost

TurboBook Aircraft purchasers/enthusiasts This comparison tool allows businesses to examine turboprops with cross-section and range map visualisation. Features include data, specs and hi-res photos. $6.99

Name of app Target user What it does

iDesignJets Aircraft owners/operators Design the new look of your aircraft with Jet Aviation St. Louis.

App provides custom interior and exterior design options.

Free

Name of app Target user What it does

Cost

Cost

Aviation Weather Pilots This app offers weather information according to the users’ positioning on the app’s maps. Among others, the map includes METAR, RAF, SIGMET, and SIGWX charts. $3.99

Sky Blue Pages Operators, passengers This app lists 9,492 airports and 787 VIP catering suppliers worldwide and a forum for comments on destinations. Users can call or email destinations from the device. $1.99

Flight Ops Log Corporate flight departments This app enables users to log flight data and then import it into spreadsheet files for analysis. $0.99

#bizapps

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UAS Takes Off in Houston

Get on board with the 2000+ clients worldwide who already use UAS as their trusted partner for international trip support.

Corporate and VIP clients, as well as commercial operators across the globe, have chosen UAS experts to navigate the complexities, risks, and multitude of tasks that need to be carried out to ensure their mission goes as planned. They chose UAS because they trust the experts. Now, clients across South and North America can take advantage of this expertise through the same localized, exclusive and personal service that UAS has been providing for over a decade.

UAS Americas Headquarters is now open for business in Houston, Texas.

Every Signature FBO is full of character Everywhere you turn there’s a story. Our people bring a dedication for aviation and a commitment to service that you can feel. You’ll know that we’re glad to see you.

Every one of us. Everywhere. Check out our worldwide network at SignatureFlight.com.

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