FlyCorporate Magazine ISSUE 7

EMEA & ASIA

FC

FLYCORPORATE MAGAZINE

BRINGING TOGETHER BUSINESS AVIATION AND BUSINESS LEADERS

FBOs

The Good and the Great

New Aircraft in Development Confronting Climate Change Landings: Istanbul a trip planning tool for executives ISSUE 07 - 2010 ISSN: 2030-0468

fly-corporate.com

There’s No

SUCH

THING As Routine FLIGHT SUPPORT Lower your airstairs at any of our 102 worldwide locations and you’ll immediately notice our warm, personal greeting. It’s the first item in our Signature Service Promise. Followed up with safe, ramp-ready handling, inviting facilities, personal attention to passengers and crew and available quick turn service. Add to that our always fair, competitive pricing, and you’ll want to make Signature a permanent part of your flight plan.

Find specific information about individual locations at SignatureFlight.com.

4 MAGAZINE

Diamond D-JET Rapid Transit in the Works 2010 page 20

Contents 5 Memo/Reference Index 6 Our Team

30 Airports Under Pressure Fair and equitable access to

airports has been a major concern for the business aviation community for many years, especially since the advent of budget airlines. Courtney Davis investigates.

7 In Brief 12 Coming to Grips with Green

Following the unproductive discussions in Copenhagen, Taunya Renson-Martin takes a closer look at the climate change debate and the response of the aviation sector to this important issue.

20 Rapid Transit in the Works 2010

34 FBOs in Focus

Tim Kern updates the list of business aircraft currently in development.

Dan Smith finds out what makes a good FBO great and why they are a vital part of the general aviation community.

38 Versus: Trip Planning Sites

Trip planning websites Dopplr and TripIt are compared in this issue of Versus.

40 Landings Istanbul

Business aviation facilities and services in and around Istanbul.

44 On the Horizon

FlyCorporate Survey Avalon Aero hangar at London Biggin Hill Airport page 30

www.

Which of the bizjets in development will actually take-off? www.fly-corporate.com/survey.php

5

Memo

Reference Index

Air Transport Association (ATA)

Comp Air Aviation compairaviation.com

International Air Transport Association (IATA)

Coventry Airport

iata.org

airlines.org

Welcome to the January 2010 issue of FlyCorporate EMEA and Asia. We hope that this year will be a much more profitable one for everyone in the business aviation community.

We have taken the decision to publish this first 2010 edition of FlyCorporate magazine in digital format. This has been in response to the enormous success we’ve had with our electronic publications. For those of you who still prefer the printed word, I’m pleased to report that our May (EBACE) and October (NBAA) issues will be available in both digital and print formats.

In this issue we publish our third annual list of business aircraft in development. Although times have been tough over the past year, manufacturers have maintained their commitment to developing the exciting new aircraft we will be flying in the very near future.

On this year’s list are three aircraft that completed their first flights during 2009 including Boeing’s composite 787, and Gulfstream’s G250 and G650. First customer deliveries of Embraer’s Phenom 300 have also begun (Rapid Transit in the Works, page 26).

We also look at some of the pressures on business aviation airports and the proactive work being done by EBAA in Europe to ensure fair access (Airports Under Pressure, page 30).

The environment will continue to be an issue this year, and for the foreseeable future. Taunya RensonMartin has been following the discussion and reports on the efforts the bizav industry is taking to mitigate its emissions (Coming to Grips with Green, page 12).

We also take a look at FBOs and the vital services they provide for the general aviation community on page 34.

2010 is going to be another busy year. We hope to catch up with all of you at one of the many bizav events FlyCorporate will be attending. Until then, keep flying.

Airbus

coventryairport.co.uk

Dassault Aviation

International Business Aviation Council (IBAC)

dassault-aviation.com

ibac.org

Diamond Aircraft

airbus.com

AircraftPost Inc. aircraftpost.com

Airports Council International (ACI) airports.org

Dopplr

International Coordinating Council of Aerospace Industries Association (ICCAIA)

dopplr.com

iccaia.org

Eclipse Aerospace

London Biggin Hill Airport

eclipseaerospace.net

bigginhillairport.com

diamondair.com

Al Jaber Aviation ajaprivatejets.com

AircraftPost Inc. Embraer

London Oxford Airport

embraer.com

oxfordairport.co.uk

Lugano Airport

ATAG

EU-ETS Reporting Resource Center (Universal Weather and Aviation)

enviro.aero

eu-ets.aero

NBAA – Haiti

aircraftpost.com

AMAC Aerospace amacaerospace.com

lugano-airport.ch

nbaa.org/Haiti

BAM bam-paris.com

European Business Aviation Association (EBAA) Paris Le Bourget Airport ebaa.org

Bell/Agusta Aerospace bellagusta.com

European Union Emission Trading Scheme (EU-ETS)

aeroportsdeparis.fr/ADP/enGB/.../ParisLeBourget

Piper Aircraft newpiper.com

bizjet.com

ec.europa.eu/environment/climat/ emission/index_en.htm

Boeing Aircraft Company

Evektor

premiair.co.uk

boeing.com

evektor.cz

BizJet International

PremiAir

Signature Flight Support Bombardier Aerospace

ExecuJet Aviation Group

bombardier.com

execujet.net

Cessna Aircraft Company

Gulfstream

cessna.com

gulfstream.com

signatureflight.com

Spectrum Aeronautical spectrum.aero

TripIt Cirrus Aircraft

Hawker Pacific

cirrusaircraft.com

hawkerpacific.com.au

Civil Air Navigation Services Organisation (CANSO)

HondaJet

tripit.com

Universal Aviation Dan Smith Managing Editor, FlyCorporate EMEA & Asia dan.smith@fly-corporate.com

canso.org

universalaviation.aero

hondajet.honda.com

Universal Weather and Aviation univ-wea.com

66 MAGAZINE MAGAZINE

FlyCorporate Magazine EMEA & ASIA fly-corporate.com

Taunya Renson-Martin Publisher Taunya.Renson@fly-corporate.com +32 9 243 60 11

Dan Smith Managing Editor Dan.Smith@fly-corporate.com +32 486 357 834

Courtney Davis Sub Editor Courtney.Davis@fly-corporate.com

Carole Gheysen Editorial Assistant Carole.Gheysen@fly-corporate.com

Sybylla Wales Circulation & Production Manager Sybylla.Wales@fly-corporate.com

Mike Vlieghe Art Director & Online Editor Mike.Vlieghe@fly-corporate.com

Bram Van Oost Web Director Bram.Vanoost@fly-corporate.com

FlyCorporate Senior Writers

FlyCorporate Contributors

Jeff Apter Andrew Charlton Tim Kern, CAM

Carey Coffield Els David Phil Nasskau Dennis Rousseau

Amy Laboda Sanjay Rampal

Rod Simpson

.Mach Media machmedia.be

Luc Osselaer

Taunya Renson-Martin

Yannick Steyaert

Chairman

Managing Director

Financial Assistant

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

Subscribers: If the postal service alerts us that your magazine is undeliverable, we have no further obligation unless we receive a corrected address.

How to Reach Us Letters to the Editor must include the writer’s full name, address and email coordinates. They may be edited for purposes of clarity or space, and should be addressed to editor@fly-corporate.com or to .Mach Media, Technologiepark 3, Zwijnaarde-Gent, B-9052, Belgium. You can also call us on +32 9 243 6011 or fax on +32 9 243 6006.

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Please recycle this magazine when you are finished.

7

In Brief NBAA Mobilises Support for Haiti

Eclipse Emerges From Chapter 7

NBAA has established a dedicated webpage for members who want to provide aircraft, supplies and personnel to support relief efforts following the devastating earthquake in Haiti on 12 January 2010. The site – www.nbaa.org/Haiti – provides the latest operational information and helps to match available assets with people and organisations involved in coordinating missions into Haiti.

Eclipse Aviation is emerging from the Chapter 7 bankruptcy with new owners, a new name – Eclipse Aerospace Inc (EAI) – and a 120-day transition plan to turn the troubled aircraft maker around.

New owners, Mason Holland and Mike Press, took control of the company on 4 September 2009 and immediately established a new Board of Directors, started hiring staff, met with the FAA and EASA to restore certification of the Eclipse 500 very light jet, and began sourcing parts.

The site also provides for online registry of NBAA Member aircraft and other assets available to assist in relief efforts. NBAA is continually sharing the information entered into the registry with the US Department of Homeland Security’s Critical Incident Management Group, which is managing the US government’s response to the crisis.

Not all of the volunteer aircraft and personnel will be dispatched to Haiti, as many general aviation aircraft are needed to transport supplies and personnel to staging areas within the US. The response from the global business aviation community has been staggering. “We know of at least eight Falcon operators among the numerous missions that have flown into Haiti,” said John Rosanvallon, President and CEO of Dassault Falcon.

Many other busienss aviation companies have donated goods, personnel and money to the relief appeal.

Staff numbers have grown from 12 at the beginning of December to almost 60 by the end of 2009. The Gainesville and Albany service centres have been closed and all parts, tooling and general support equipment moved to the Chicago Service Centre. The service centre in Albuquerque has also reopened. Almost 350 requests for parts were received in September. By the end of December, all but 75 parts had been delivered.

Meetings with regulatory authorities are ongoing but EAI has already received approval from the FAA for its factory sponsored Recurrent Pilot Training and FIKI/ 1.5 Differences Training courses. EAI also recently participated in a coordination meeting in Cologne, Germany with EASA officials on completing the EASA Service Bulletins and preparing for EU-Ops1 (commercial operation approval of the Eclipse 500 in Europe). Work has also started on validating the first EASA upgrade and this is expected to be completed by the end of January 2010. EAI is working closely with the customer to place this aircraft into commercial operations. If successful it will be the first EA500 to be utilised for commercial purposes in Europe.

No decision has been made on restarting construction of the Eclipse 500. However, EAI has stated that they are continuing to study the viability of restoring production of the aircraft.

Average Pre-Owned Sales Price 2008 v 2009

8 MAGAZINE

2008

Pre-owned Sales and Inventory Up, Prices Down The number of pre-owned aircraft sold in 2009 virtually doubled compared to the same period a year ago according to AircraftPost.com. However, prices were almost half that of 2008 and the number of aircraft for sale doubled.

“Clear across the portfolio, twice as many aircraft sold in 2009 compared to 2008, at basically 50% of the market price,” Dennis Rousseau, Founder and President of AircraftPost Inc. told FlyCorporate. “With regard to inventory levels, we’re showing at least double (in some cases triple) the number of preowned aircraft now on the market.”

At the end of October 2008, AircraftPost (which tracks sales data for a range of Bombardier, Cessna, Dassault, Gulfstream and Hawker aircraft) had 177 aircraft on its list. That represented 3.7% of the active fleet. By October 2009 the number was 609 or 12.8% of the fleet.

Sales of the Gulfstream IV SP were strong in 2009, with 22 aircraft sold at an average price of $14.2 M. In 2008, 16 of these aircraft were sold at an average price of $26.9 M. Eight Bombardier Challenger 300s were sold in 2008 for an average of $22.3 M, while 15 were sold in 2009 at an average price of $14.5 M.

2009

$50,000,000 46.9 Average Pre-Owned Sales Price 2008 v 2009

$45,000,000

2008

2009

$40,000,000 $50,000,000

38.2 46.9

$35,000,000 $45,000,000 $30,000,000 $40,000,000

26.9

38.2

24.5

$25,000,000 $35,000,000

22.3

23.9

21.6

$20,000,000 $30,000,000

16.6

26.9

14.5

$15,000,000 $25,000,000

22.3

24.5

12.2

21.6

14.2

23.9

8.8

$10,000,000 $20,000,000

16.6

$5,000,000 $15,000,000

14.5

14.2

12.2

USD$$10,000,000

CL 300

F2000

8.8 F50EX

GE

GIVSP

GV

CL 300

F2000

F50EX

GE

GIVSP

GV

$5,000,000 USD$-

Total Pre-Owned Sales 2008 vs. 2009 2008

25

2009 22

Total Pre-Owned Sales 2008 vs. 2009 20 25

2008

16

15

15 20

10 15

11

16

15

9

8

5 10

14

7 6

6

11

3

9

8

0

22

14

6

0 5

2009

7 6

6

CL 300

F2000

F50EX

CL 300

F2000

F50EX

October 2008

6 3

GE

GE

GIVSP

GV

GIVSP

GV

October 2009

Aircraft Model

Total Made

Total on Mkt

% On Mkt

Total on Mkt

% On Mkt

Challenger 300

200

5

2.5%

26

13.0%

Falcon 2000

230

6

2.6%

21

9.1%

Falcon 50EX

101

5

5.0%

17

16.8%

Global Express

158

4

2.5%

24

15.2%

Gulfstream IVSP

302

6

2.0%

31

10.3%

Gulfstream V

191

3

1.6%

10

5.2%

For recent sales data contact: intell@aircraftpost.com

For all the latest bizav news visit

NEWS

www.fly-corporate.com

9

VVIP Charter Airbus in Middle East Al Jaber Aviation (AJA) took delivery of its first Airbus aircraft in December.

The A318 Elite is now undergoing cabin outfitting by Lufthansa Technik subsidiary BizJet International at its Tulsa, Oklahoma facility. AJA will receive the outfitted A318 Elite in mid-2010, when it will become the first Middle East-based company to offer Airbus aircraft for VVIP charters. AJA has a total of four A318 Elites and two Airbus ACJs on order.

Prior to starting work on the AJA aircraft, BizJet International delivered its first completed Airbus A318 Elite on schedule at the end of 2009. The completion of the VIP cabin interior took seven months. Including the AJA aircraft, Bizjet now has seven Airbus A318 Elites scheduled for completion by the end of 2013.

In Brief

April 8 – 11, 2010 The Global Show for General Aviation EDNY: N 47 40.3 E 009 30.7

Your Destination.

www.aero-expo.com

Gold-Sponsor:

10 MAGAZINE

Revamped Maltese Aircraft Register Expected Soon The Act that will revamp Malta’s Aircraft Register, which has been in existence since 1969, is currently under final review by the country’s Cabinet.

The parliament will then consider the legislation before it becomes law. The new Act will establish an appropriate legal framework that the government hopes will create, and effectively support, a successful aircraft register.

Stanley Bugeja, who heads the recently established Malta Business Aviation Association (MBAA), told FlyCorporate: “The new legislation should be ready to be enacted in February.” The goal is to

attract more aviation-cluster business to Malta by encouraging growth and broadening the eligibility requirements for non-commercial aircraft. A key feature of the draft law is the implementation of the provisions of the Cape Town Convention and its Aircraft Protocol.

MBAA has welcomed the new Register and plans to hold a seminar to explain the advantages of the Maltese jurisdiction to owners and operators during EBACE in May. As Bugeja explains: “MBAA is taking this opportunity to further promote business aviation from Malta.

Not only aircraft registration, but also aircraft management and operation, aircraft financing, aircraft maintenance, flight operations support and aircraft charter.”

In Brief AMAC Completes First A320 AMAC Aerospace has recently delivered its first completed VVIP Airbus 320 to a head of the state in the Middle East. The aircraft has a full VIP configuration including 48 seats, a bedroom, shower and state-of-the-art cabin entertainment system.

The system includes on-demand audio and video, wireless LAN and SATCOM. The cabin design, by Studio Emotion, was implemented in nine months.

The client also signed a flight support agreement with AMAC’s dedicated operation team. AMAC will shortly begin its next completion project, the fit-out of an Airbus 319.

VVIP A320 sitting areas designed by Francis Munch of Studio E/motions, Habsheim

MBAA was established in October 2009 to promote excellence and professionalism amongst its members, and to represent their interests at all levels in Malta and Europe.

The organisation intends to ensure business aviation is recognised as a vital part of the aviation infrastructure of the Maltese and European economy. Amongst its top priorities, MBAA intends to help with the establishment of a successful aircraft register in Malta, ensure equitable access to Malta International Airport and to promote Malta as the ideal location to operate and own business aircraft.

Flying Colours Delivers First Green Challenger 850 Flying Colours Corp. have delivered their first green Challenger 850, SN: 8092, to an international client. The completed aircraft is destined for Moscow, Russia where it will be operated and managed by Chartright Air Group. Manufacturing and installation of the executive interior were completed at Flying Colours’ Peterborough, Ontario facility.

Flying Colours was assisted on the project

by Montreal-based Berletex Aero Design.

Flying Colours has three additional Challenger 850 completions in progress plus two further completions scheduled for arrival in 2010.

11

Helicopters Take Off in the Snow Heavy snowfall across Europe over the New Year period badly affected the aviation sector with many airports closed for long periods. Extensive delays were reported, even at airports that managed to remain open. However, the snow was not all bad news, with executive helicopter charter operators reporting an increase in business.

PremiAir Eurocopter AS355F Twin Squirrel taking off from Denham Aerodrome in Buckinghamshire, UK. Photo courtesy of Helicopter Film Services.

The UK’s largest helicopter charter operator, PremiAir, reported a significant upturn as executives sought ways to avoid the airport, rail and road chaos that crippled the country’s transport infrastructure. The company operates a fleet of 18 twin-engine executive helicopters including the popular VIP Sikorsky S76.

We’re committed to putting the business back in your jet.

• Telephone and Internet • Cockpit Datalink • Flight Planning • Handling and Permits www.arinc.com/direct

Coming to Grips

with Green

by Taunya Renson-Martin

Post-Copenhagen discussions about aviation’s contribution to CO2 emissions and greenhouse gases (GHG) have never been more “heated.” A case in point: I’ve been following, with quite some interest, a lengthy debate in an aviation professionals’ forum on LinkedIn, which tracks the opinion of commercial and business aviation professionals alike.

13

The argument generally centres on three key pillars: 1) Environmentalists are alarmists 2) Aviation is not a significant contributor but is unfairly targeted 3) Environmental overregulation will kill business.

1) Environmentalists are alarmists “The entire “Greenhouse Gas” issue is a fabricated myth. The result of all the liberal skew currently espoused globally regarding this issue has created a new capital market.”

“Global Warming is not TRUE. It is just BAD science. This whole GREEN movement is just to allow governments the ability to have wealth redistribution, and to have as much control over our lives and how we live as they can. The USA EPA just decided that CO2 is a harmful gas, so I guess that breathing is now bad for you.”

“If they figure out how to capture cow farts in order to power airplanes, I may begin to care about this issue.”

2) Aviation is not a significant contributor but is unfairly targeted “Regardless of what the FACTS actually are, public PERCEPTION appears to be moving inexorably one way – aviation is front and centre in the mind of the public (particularly in Europe) as the poster-child for mankind’s impact on the environment. It is this perception that the aviation industry needs to get to grips with – arguing about the correctness (or incorrectness) of the underlying science or the reality that aviation’s contribution to global manmade emissions is miniscule is simply not useful, and will not protect

aviation from being subject to everincreasing regulations and ‘environmental’ charges – we’ve seen it in Europe with the EU ETS, the UK’s APD, etc.”

3) Environmental overregulation will kill business “If ‘green’ makes aviation too expensive or unsafe, then aviation will cease in its present form. Let fixed-energy consumers (factories, homes, etc.) use nuclear power and have transportation use oil-based fuels, this would reduce CO2 and water vapour worldwide.”

“The reduction of energy usage for economic reasons is a valid engineering goal, but government-imposed quotas is economic slavery and contrary to civilization’s advancement.”

Business Aviation Makes a Public Commitment Set against this backdrop, the worldwide aviation community, and business aviation specifically, has switched into overdrive to demonstrate pro-activeness in mitigating its environmental impact. Aviation has also had to defend itself against newly imposed measures (with more to come) that could financially cripple the industry.

“There’s no question that, from time to time, we run into people or organisations who want to question the legitimacy of climate change claims.

However, we at the International Business Aviation Council (IBAC)

take the position that, regardless of what the scientific data shows, the reality is that world leaders understand climate change to be a problem and unanimously agree that something has to be done. As long as world leaders are of that opinion, then IBAC must react,” explains Don Spruston, Director General of IBAC. In late November, business aircraft operators, represented by IBAC, and business aircraft manufacturers, represented by the General Aviation Manufacturers Association* (GAMA), released a joint statement on bizav’s commitment to emission reductions and climate change. In it, the sector committed to: • Carbon-neutral growth by 2020 • An improvement in fuel efficiency of an average of two percent per year until 2020 • A reduction in total CO2 emissions of 50% by 2050, relative to 2005.

These targets are closely aligned with those set last October on behalf of the wider aviation community by the Civil Air Navigation Services Organisation (CANSO), the Airports Council International (ACI), the International Air Transport Association (IATA) and the International Coordinating Council of Aerospace Industries Associations (ICCAIA). All concur that achieving the targets requires action in four areas: technology; improved operational practices and infrastructure; alternative fuels; and market-based measures.

“If ‘green’ makes aviation too expensive or unsafe, then aviation will cease in its present form”

*Steve Ridolfi, President of Business Aircraft at Bombardier Aerospace led the GAMA Environment Committee and the Canadian aircraft manufacturer provided strong technical support.

14 MAGAZINE

Better Performance = Efficiency = Greener In terms of technology, the aviation industry has long been active in improving the performance of aircraft to reduce fuel consumption and as a result, decrease CO2 output. In fact the need for such continuous and rapid technological advancements are ingrained in the very nature of business aircraft use – the ability to get from point A to B as efficiently as possible.

Modern navigation equipment, combined with the latest technologies in aircraft and engine design which unite advanced aerodynamics with lighter aircraft structures, ensure that the carbon footprint of business jets continues to diminish. Furthermore, manufacturers have publically committed that aircraft certified in 2050 will be 45% more fuel-efficient than aircraft built in 2005.

“It is impossible to separate environment from performance,” Olivier Villa, Senior Vice President of Civil Aircraft at Dassault Aviation, tells FlyCorporate. “For us it has always been a search for, and an investment in, more performance: better dynamics; better stress engineering; and better performing engines. Better performing aircraft means better efficiency. Better efficiency is better for the environment.

In the last 50 years we have basically reduced the fuel consumption of Dassault’s business jets by 70%.”

Speaking at Les Respirations (an annual environmental congress in Enghienles-Bains held at the end of 2009), Jack Pelton, Chairman, President and Chief Executive Officer of Cessna Aircraft Company, explained that over the past 40 years, the aviation industry overall has improved fuel efficiency by more than 70%. At the same time passenger and cargo traffic has increased more than six fold, making aviation, as Pelton puts it: “An extremely greenhousegas-efficient economic driver.” Pelton stressed that jet-engine fuel efficiency has improved over the past four decades without government carbon emission standards. US federal emission standards for the auto industry, enacted during the same period, produced only about a 15% improvement. “It’s important to note the improvements in the aviation industry are a result of customer demand and market forces, not regulation,” Pelton said.

Wrestling with Overregulation Nonetheless, governments are still quite bullish at imposing taxes to offset aviation carbon emissions and, one assumes, discourage aircraft use. The European Business Aviation Association (EBAA) has been aggressively advocating for fair and economically feasible way in which operators can comply with the new European Union Emission Trading System (EU-ETS).

This adopted legislation, which will be effected mandatorily across the EU from 1 January 2012, caps CO2 emissions and requires carbon offset mitigation and payments. To the gall of many living outside of Europe, the scheme also applies to all aircraft that use EU airspace, including nonEU aircraft, and the taxes paid go to European coffers.

EBAA has long argued that the administrative burden of complying with the EU-ETS also has the potential to be both excessive and costly. Today, small emitters (less than 10,000 tons of CO2 per year) are allowed to use a simplified process based on an ETS Support Facility developed by Eurocontrol.

The EBAA has been fighting to raise the threshold from 10,000 to 500,000 tons so more business aircraft can be included in this cost-effective solution.

The Association is also pushing for the acceptance of ETS Support Facility calculations without additional substantiation. The latter would alleviate the hefty costs of the Verifying aspect of the legislation, which requires that operators have their reported emissions figures validated by an approved agency.

“It is impossible to separate environment from performance”

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16 MAGAZINE

A Shakey Start to the EU-ETS The EU-ETS has already been hampered by missteps and hiccups. For example, by 31 August 2009, all operators worldwide intending to use EU Airspace as from 2012 needed to submit a document detailing how they would comply with the ETS requirement.

Aside from general confusion about how to fill-in the paperwork, operators also had to contend with poorly

communicated deadline extensions, and poor mechanisms to address questions and concerns.

On 16 December last year, three US airlines (Continental, American and United) and the Air Transport Association filed suit in a UK court seeking to block implementation of the trading scheme altogether. “We brought this action in order to preserve our members’ rights to challenge the implementation of the EU-ETS as applied to aviation,” said ATA spokeswoman Victoria Day.

A Helping Hand As the new suit wades its way through the courts, operators still have to come to grips with the new legislation – for now. To that end, several business aviation manufacturers and service providers are reaching out to help.

Cessna’s new GreenTrak Flight Planning software is a proprietary programme developed by its flight test engineers, and is sold to Cessna customers who can utilise the tools to optimise flight profiles for time, cost and environmental efficiency.

“GreenTrak gives operators a tool to lower the cost of operation by tailoring mission speeds for climb, cruise and descent,” Mark Paolucci, Cessna Senior Vice President, Customer Service explains. “The ensuing flight plan will result in the lowest total trip cost in terms of fuel consumed and carbon emitted.” Cessna plans to release GreenTrak as an upgrade option to its CESNAV programme this year for all current production Citations.

18 MAGAZINE

ETS Home Base

Starting Today

As a free service for global business aircraft operators, Universal Weather and Aviation has launched an EU-ETS Reporting Resource Center (www.euets.aero). “There are monitoring plans being sold for up to €6,000. We’ve developed a free tool to help operators manage their emissions,” explains Adam Hartley, Supervisor, Regulatory Services Team, Universal Weather and Aviation.

While the 2012 Mandatory Compliance date is the one most often bandied about, annual emissions reporting actually began on 1 January 2010 for the EU-ETS pre-trading periods. The pretrading period is in effect throughout 2010 and 2011, during which annual emission reporting is required but carbon offset credits won’t need to be purchased or traded.

The Resource Center offers information, tools, how-to videos, sample reporting plans, completed reports, and more—resources useful for operators no matter their level of understanding or experience with the EU-ETS.

As Universal Weather and Aviation’s Resource Center states, an operator’s initial third-party verified report must be submitted to the Member State’s regulatory authority no later than 31 March 2011. Beginning with the 2012 annual emissions report, operators will be required to purchase or apply carbon credits to retroactively offset all CO2 emissions.

“Since the EU announced its ETS plans last spring, some confusing and conflicting information has been circulated, leaving operators unsure of what they need to do to comply,” says Laura Everington, Manager, Regulatory Services. “Things are moving fast and the fluidity of the situation makes it difficult to track.

“Universal developed the EU-ETS Reporting Resource Center to serve as a ‘home base’ that operators can turn to for free information and important updates on all things EU-ETS. Whether an operator is just getting started and doesn’t know where to turn, or is ready to begin recording emissions data for the voluntary EU-ETS Benchmarking Programme and mandatory emissions monitoring programme, there is ample free information and resources to help them along.”

“I strongly encourage operators to take part in the current voluntary EU-ETS Benchmarking Programme,” Adam Hartley tells FlyCorporate. “Doing so could result in receiving free allowances up to 3 to 10% of their total operations per year, which could make a big difference over eight years. I don’t see why anyone wouldn’t want to volunteer for this!”

A Global Problem Needs a Global Solution On a broader level, aviation continues to push for a sectoral approach overseen by the International Civil Aviation Organisation (ICAO) to manage emissions targets globally in the future. If eventually granted, it would override the regional EU-ETS approach all together.

“Aviation is an international industry.

Aircraft cross borders constantly and often many borders each day,” explains IBAC’s Don Spruston. “If you have different rules regarding emissions targets and a different scheme every place you go, it becomes an administrative nightmare.

“We’re advocating for a common emissions target and standard around the world. It may well turn out to be an emissions trading scheme, but at least it’d be applied evenly worldwide.”

www.

FC Podcast: Business Aviation’s Commitment to the Environment

Click here to listen to the entire interview with Don Spruston, Director General of the International Business Aviation Council.

FC Podcast

Alternative Fuels

by Taunya Renson-Martin The aviation industry has been driving the research, development and deployment of commercially viable sustainable alternative aviation fuels. There are a number of options on the horizon including: Synfuel:

Any synthetic liquid fuels obtained from coal, natural gas or biomass.

Bio-jet fuels: Made from converted agricultural oil crops like soya.

Ethanol fuel: Can be combined with gasoline in any concentration up to pure ethanol (E100).

Hydrogen:

In aviation use of hydrogen is expected to start with fuel cell applications for the replacement of Auxiliary Power Units (APUs), ram air turbines (RAT) and distributed power units.

Based on current research, the global business aviation community anticipates a CO2 lifecycle reduction of 40% in absolute terms from biofuels by 2050.

This bold statement is made in light of recent encouraging results already demonstrated in flight. As part of “The Airbus Alternative Fuels Roadmap,” on 1 February 2008, an Airbus A380 with Rolls Royce engines flew using a blend of standard jet fuel and synthetic fuel derived from natural gas using gas-toliquid (GTL) technology. On 12 October 2009, a Qatar Airways A340-600 performed the world’s first commercial flight with passengers using synthetic fuel made from natural gas.

According to Aude Lebas, Regional Press Manager Benelux & Switzerland at Airbus: “These flights show that drop-in fuels, such as GTL, are real and viable.

They bring us closer to a world where fuels made from Biomass To Liquids (BTL) and from other feedstocks, such as wood-chip waste and other materials, are available for aviation.”

She adds that liquid fuels (obtained through the Fischer-Tropsch process from coal, natural gas or biomass, as well as the hydrogenated vegetable oils), appear to be the best technical options for use in aviation. “But only the use of biomass feedstock would significantly reduce CO2 emissions. Taking into account the full cycle from production to consumption, liquid fuel derived

from coal, (known as coal-to-liquid or CTL) produces 50% more CO2 than the use of standard jet fuel. The GTL cycle emits about the same quantity of CO2 as current jet fuel. However, because it has virtually no sulphur, it is better for local air quality.”

Since plants consume CO2 as they grow, more than 50% of the CO2 emitted during the production and the consumption of BTL (or hydrogenated biomass oils) is offset, thus permitting aviation to comfortably commit to a CO2 lifecycle reduction of 40% by 2050.

For more information please visit: ATAG: www.enviro.aero Additional reporting by Carole Gheysen

20 MAGAZINE

Rapid Transit in the Works

by Tim Kern, CAM

2010 Bell/Agusta BA609 Tiltrotor

If there is a trend this year it is that delivery dates have slipped. As the wild market of a few years ago has stabilised, companies have taken the opportunity to reassess their offerings and timings. Yet most programmes are still in development. Though our industry is far from the expanding model we recently experienced, its recovery is underway, and business aviation in certain regions is indeed growing.

Dedicated FlyCorporate readers will note that some of the machines we listed in 2009 are no longer included. For some, such as the Dassault Falcon 2000 DX; Bell 429; Emivest (neé Swearingen) SJ30-2; and Embraer’s Lineage 1000, Phenom 100 and 300, deliveries have now commenced. For others there has been little or no additional progress to report although the programmes are

still active. Socata’s “Secret” NTx is a case in point – the programme exists but its status and progress remain corporate secrets. Development of other machines (such as Cessna’s 850 Columbus) has been discontinued; while one or two are in the midst of corporate makeovers, effectively in limbo or on hold (Epic).

When something happens, we’ll surely let you know!

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Bell/Agusta BA609 Tiltrotor With both the V22 and CV22 militarily operational, the civilian derivative BA609 is now getting more corporate attention. Two BA609 prototypes have accumulated over 400 hours of test flying between them, and two more test aircraft will start flying in 2010 to keep the programme moving. The corners of the flight envelope have been tested; the additional prototypes will help fill in the middle, even as systems and avionics and interiors evolve.

FlyCorporate Survey

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Boeing 787-8 and 787-9 Dreamliner VIP On 15 December 2009, the 787 Dreamliner made its first flight. A week later, a second 787 lifted off wearing All Nippon Airways livery. Thirteen VIP orders have been placed including two for PrivatAir. (The rest of the VIPs are not identified by customer.) The 787, Boeing’s first composite bird (as much as 50% of the primary structure, including the fuselage and wing, will be composites), has roughly half the floor space of a 747, and half the fuel burn – 20% better than today’s best performance for that size machine.

Depending on the model, range is between 7,650 and 8,500 nautical miles (14,200 to 15,750 kilometres) at Mach .85.

The 747-8 Intercontinental will guarantee top billing at any airport Boeing 747-8 Intercontinental VIP Boeing’s biggest BBJ boasts everything: range, speed, capacity. Corporate customers are waiting behind “freighter” clients, but are another year closer to delivery. Whether outfitted to fly a few hundred of your closest associates, or built as the best flying command centre in the world, the 7478 Intercontinental will guarantee top billing at any airport.

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Bombardier Learjet 85 Announced in October 2007, the Learjet 85 will be the first allcomposite business jet (as opposed to a converted airliner) to be certified by the FAA. The second proof of concept fuselage is now complete, as is wind-tunnel testing. The P&W Canada 27.13 kN (6,100 pound) thrust PW307B engines are controlled through the Rockwell Collins Pro Line Fusion flight deck (with optional synthetic vision enhancement), taking this mid-size jet 3,000 nm or 5,556 km at Mach .78, with 2+4 aboard (high-speed cruise is Mach .82). The fully berthable seats (in a double-club arrangement) add to long-distance comfort. Price is about $17 M. The first flight has not been scheduled, but customer deliveries are now pegged to begin in 2013.

Cessna Citation CJ4 The first production aircraft has now rolled off the assembly line in Wichita, and CJ4 performance figures have moved upwards since early announcements. Max cruise is over 450 knots (838 km/h); range is just over 2,000 nm (3,707 km); and direct climb to 13,716 m (45,000 feet) takes just 28 minutes. The cabin can be configured up to 2+8, plus a standard, belted aft lavatory. High-tech amenities include the Rockwell Collins Venue cabin management system which has BluRay DVD with HD monitors and XM radio. The CJ4 is also the launch aircraft for the Williams International FJ44-4A electronically controlled (FADEC) engines. Standard equipment includes: a four-screen Collins Pro Line 21 avionics suite with electronic charts and graphical weather, TCAS II, EGPWS Class A TAWS, Dual Mode S Diversity transponders with ADS-B Out capability, multi-scan weather radar, Emergency Descent Mode, and an essential electrical bus. The CJ4 test aircraft have flown more than 1,000 flights and accumulated more than 1,600 flight hours toward anticipated type certification and deliveries in the first half of 2010.

Cirrus Vision SF50 Cirrus started reducing its overheads in 2008 so it could continue to develop the single-engine, V-tail composite SF50 Vision. In 2009, flight test hours increased to over 250. Cirrus continues to develop and test systems: laminar ice boots for the wings and tail; lightning protection; engine-fire protection; oxygen masks and windscreen ice prevention. Bleed air provides inlet ice protection and deice boot inflation; plus cabin heat and pressurisation to automatically match field elevation at landing.

During 2009, the outer mould lines for the wing and fuselage were adjusted for lower drag, increased range, and higher cruise speed.

The 2+5 (single-pilot operations are routine) cockpit includes Cirrus’ space-saving side-yoke controls and two large 35.6 cm (14 inch) screens (PFD/MFD), plus three 17.8 cm (7 inch) displays with a tertiary PFD, Flight Management System and environmental controls.

The Vision SF50 also features a first for production jets, the Cirrus Airframe Parachute System (CAPS). Over 400 orders were guaranteed for the GTS-level jet at $1.39 M. (The 2010 price is $1.72 M.)

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Comp Air 12 The prototype has been flying over two years, accumulating over 500 hours without design-related problems. The big Comp Air 12, with its Honeywell TPE331-140B and 1,650 shp, can operate from remote grass and gravel, and cruise at 310 knots.

Seating is 2+6 (with private lavatory) or 2+8 in double-club seating (single-pilot ops are approved). With its large door, tall cabin, and lots of space, the Comp Air 12 will deliver maximum utility and luxury to its customers. There are no orders yet as Comp Air is only accepting letters of intent at this stage. The Comp Air 12 is priced at $2.95 M. Deliveries are expected to start in 2012.

There are no orders yet as Comp Air is only accepting letters of intent at this stage

Diamond D-JET Diamond’s small (2+3, or more-typically 1+4) single-engine jet programme is well into its third prototype. Flight testing of the latest two machines, “now in the hundreds of hours,” is maintaining the promised numbers: 1,350 nm range (2,500 km) at 240 knots (maximum True Air Speed (TAS) is 315 kt) and a cabin pressure equivalent to that at 2,438 m (8,000 feet) at the service ceiling of 7,620 m (25,000 ft). New Williams FJ33-5A engines have replaced the old -4A-15 in the third prototype. A pilot-friendly 200 kt gear extension speed and an approach speed of 85-90 kt (with stall in the high 60s) allow pattern flexibility and provide a wide safety cushion. The G1000 deck remains, while the option list has grown to include Garmin GWX 68 weather radar, ADF, DME; and the Williams Total Assurance Program for engine maintenance.

Due to new icing (FIKI) requirements that would have added almost 91 kg (200 lbs), the original-spec TKS system has been replaced by traditional boots on the wings and the vertical and horizontal empennage, augmented by a wing-ice inspection light. The original heated windscreen (certified to the tougher Part 23 Commuter standards) has been maintained. Bleed air is used for inlet lip, cabin, and intake duct heat. The second and third prototypes have added stability (courtesy of low, aft fins and revised winglets). The new price (August 2009) of $1.89 M adjusts for the more-powerful engine and Garmin’s Synthetic Vision, now standard.

Embraer Phenom 300 The Phenom 300 only just made this list as it received type certification from Brazil’s Agência Nacional de Aviação Civil (ANAC) on 3 December and from the (US) FAA a week later. The first 300 was delivered to US-based Executive Flight Services on 29 December. In flight tests the Phenom 300 has surpassed key design performance goals such as field length, range, speed and fuel consumption. Maximum range, originally advertised at 1,800 nm (3,334 km), has been certified at 1,971 nm/3,650 km (with six occupants and NBAA IFR reserves). Take-off field length at MTOW is now known to be 956 m (3,138 ft), rather than the conservative 1,128 m (3,700 ft) promised. Landing distance at maximum landing weight has improved to an official 800 m (2,621 ft), 100 m (329 feet) better than the original target. Fuel consumption is as much as 6% better than originally estimated. Flight tests have now validated the jet’s top speed of 453 kt (TAS) and its direct climb at MTOW from sea level to 13,716 m (45,000 ft) in 26 minutes. The Phenom 300 light jet accommodates up to eight passengers (behind the usual two pilots) in an interior designed with BMW Group DesignworksUSA. A single refuelling port and an externally serviced lavatory are additional features rare in this class of machine.

The Prodigy flight deck (based on the Garmin G1000) enables single-pilot operation.

Embraer Legacy 450 and 500

Embraer Legacy 450

The second Man-Machine Interface (MMI) Advisory Board meeting for the Legacy 450 and 500 was held at Embraer’s headquarters in Brazil during the second half of 2009. The majority of the Board’s suggestions have been implemented in the final plans for the jets, confirming Embraer’s commitment to design aircraft that meet market demands. During 2009, Embraer also completed the Preliminary Design Review process and the Joint Definition Phase (JDP) for the new aircraft.

The company has also filed the initial documentation for its certification application with the regulatory agency of Brazil (ANAC) and familiarisation meetings have begun.

The Legacy 450 range is 2,300 nm (4,260 km) with four passengers (2,200 nm or 4,070 km with eight, including NBAA IFR reserves). The Legacy 500’s equivalents are 3,000 nm (5,560 km) with four passengers or 2,800 nm (5,190 km) with eight, at cruising speeds of Mach .82, along with what Embraer calls, “reduced time to climb to high altitudes and excellent high/hot field performance.” Legacy 500 entry to service is expected in the second half of 2012, with the 450s a year later. Pricing for the Legacy 450 and 500 (under January 2008 conditions) is $15.25 M and $18.4 M respectively.

FlyCorporate Survey

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Which of these bizjets in development will actually take-off? www.fly-corporate.com/survey.php

Embraer Legacy 500

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Embraer Legacy 600 Embraer announced a significant upgrade for the Legacy 600’s avionics system, the Primus Elite. The package, expected to be certified in 2010, offers VNAV, RNP 0.3, WAAS LPV, FANS 1/A CPDLC, electronic charts and XM radio weather graphics on its LCD screens. Positioned as a super mid-size jet, the Legacy 600 is based on the Embraer ERJ 145 platform, with 15MM+ hours on more than 1,000 aircraft. With accommodation up to 2+14 in three distinct seating areas (and with operational costs equivalent to those of airplanes with only two), the Legacy 600 is positioned against contenders like the Citation X and the Falcon 2000DX. Strengths include its long range (3,400 nm/6,297 km), airliner availability, and good short-field performance.

The Legacy 600 is the only super mid-size certified to operate from London City and Cannes-Mandelieu airports.

Embraer Legacy 650 Announced in October at NBAA 2009, the Legacy 650 features an additional 500 nm (926 km) in range when compared to the Legacy 600. That positions the 650 in the large jet category. Competitors range from the Challenger 605 to the G450 and include the Falcon 2000 EX/LX and the 900 DX. The 650 features an additional ventral tank right behind the wing, an improved fuel system, a new wing (reinforced but with the same shape as the 600), a new landing gear and new engines. The new Rolls-Royce AE 3007A2s have 10% higher take-off thrust and better fuel efficiency, giving the Legacy 650 equal take-off performance with the Legacy 600 at its MTOW. The Legacy 650 is expected to be certified by mid-2010 and will also feature the Primus Elite avionics package.

Evektor EV-55 Outback The prototype airframe of this new cabin-class twin turboprop is almost complete, and first flight is scheduled during Q2 of 2010. This will be followed by three years of flight testing and certification. Deliveries are anticipated late 2012 or early 2013, depending somewhat on Evektor’s ability to find a business or financial partner for production startup. The EV-55 is structurally aluminium (with composite nose, gear and engine nacelles, and doors) and is equipped with PT-6A-21 powerplants. The retractable-gear EV-55 Outback’s competitors are older piston twins (such as the Cessna 402, Piper Navajo and Chieftain), plus the Grand Caravan, against which Evektor anticipates a match in DOC/ payload and aircraft price, even with its two engines. The Outback claims an 18% bigger passenger cabin (including baggage compartments) and at least 20% more speed and true STOL capabilities, even in hot and high conditions.

An advanced maintenance system, based on web-based applications and MSG-3 procedures, will reduce costs. The EV-55 will feature an advanced hydraulic system and stateof-the-art electric and avionics systems.

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Gulfstream G250 Gulfstream’s eventual replacement for the G200, the G250 is larger, faster, and more-economical, with a maximum range of 3,400 nm (6,297 km) at Mach .8. (maximum cruise is Mach .85.) Maintaining traditional Gulfstream advantages like a lowaltitude (1,829 m/6,000 ft) cabin and adding two of Honeywell’s new HTF7205G jets, the PlaneView 250 flight deck featuring Rockwell Collins ProLine Fusion avionics and three 38 cm (15 inch) panels, a new wing, larger cabin and lavatory, and bigger-plane features like auto-braking, mean this super mid-size should start spoiling its 8-10 passengers in the second half of 2011. The G250 made its first flight on 11 December 2009.

Gulfstream G650 Gulfstream has begun a new market category for the all-new G650. Just over 30 meters long and wide, with a normal cruise speed of Mach .85 (or Mach .90) and a 7,000 nm (12,964 km) range, the ultra-large-cabin, ultra-long-range G650 boasts industry-leading numbers for its (typically) four crew and 11-18 passengers. Boasting Rolls-Royce BR725 engines, fly-by-wire Advanced Flight Control System with its three-axis digital arrangement, synthetic vision, second-generation enhanced vision, and the longest and tallest cabin in its class, the G650 (starting price: $64.5 M) should deliver in 2012. The G650 made its first flight on 25 November 2009, and completed its first series of flight tests on 4 December, achieving an altitude of 2,895 m (9,500 ft) and a speed of 240 knots.

HondaJet The prototype HondaJet, with its metal wings and wide-cabin, natural-laminar-flow composite fuselage, accumulated an additional 100 flight hours in 2009, bringing the total to over 500 hours. Delays in the delivery of critical components have postponed the conforming prototype’s first flight to early 2010 with first customer deliveries pushed to Q4 2011.

Seating is 2+5 (plus private lavatory). Special GE-Honda engines in over-the-wing engine mounts allow both high (13,106 m/43,000 feet) and fast (420 KTAS) cruise with mild low-speed handling characteristics and single-pilot certification. Honda is now constructing a dedicated production facility (complete with full-motion Level-D simulator developed with Flight Safety International) at its world headquarters and R&D facility in Greensboro, North Carolina.

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PiperJet Flying since July 2008, and now with over 250 hours of flight tests, the PiperJet has completed its low-speed testing regimen with no troubles. Piper has hired fifty new additional engineers to work on the next phases of the test programme.

Latest testing is examining ice formation and shapes. Also recently announced was Piper’s choice of the new Garmin G3000 deck, which has not changed the announced price of $2.2 M under introductry conditions. Deliveries are now planned for Q2 of 2013.

Spectrum Aeronautical S.33 Independence Like the larger S.40, Spectrum’s S.33 Independence light jet utilises the company’s advanced composite construction to dramatically reduce weight and fuel consumption. The S.33 cabin provides a comfortable 1.52 m (5 ft) height, with a private lavatory and seating for six passengers in its standard executive configuration. It will also be certified for single pilot operation. With non-stop range of more than 2,000 nm (3,704 km) and speeds up to 425 KTAS (787 kph), the S.33 will provide a broad range of mission flexibility. Spectrum plans for the Independence to follow the S.40 into service by approximately a year.

Spectrum Aeronautical S.40 Freedom Spectrum has completed the first of several Fuselage Manufacturing Demonstrators (FMD) of this mid-size twin jet. The FMDs will be used to refine the company’s proprietary advanced composites processes. This lightweight construction, combined with the new GE-Honda Aero HF120 fanjets should enable the S.40 to use up to 40% less fuel than comparable-sized jets. The S.40 is designed for single-pilot operation, and offers a stand-up cabin height of 1.83 m (6 ft), with seating for up to eight passengers in a standard executive configuration. Featuring a spacious private lavatory and the largest baggage capacity in its class, the S.40 boasts maximum non-stop range of over 2,200 nm (4,170 km), with a top speed of 440 ktTAS (815 kph). First flight of the Freedom is now scheduled for 2011, with deliveries beginning in 2012.

28 MAGAZINE

Airports Under Pressure

by Courtney Davis

Fair and equitable access to airports has been a major concern for the business aviation community for many years, especially since the advent of budget airlines. As capacity has filled at major airports, general aviation has been pushed out altogether or moved to regional facilities.

Avalon Aero hangar at London Biggin Hill Airport

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The European Business Aviation Association (EBAA) has formed a new Airports, Handling and Ground Operations Committee (AHGOC) to specifically address the growing number of issues around access to European airports that are facing the business aviation community.

“The EBAA Board agreed that there was an urgent need to increase activity in this area, so we formed a Steering Group made up of professionals and specialists in this sector to launch this important initiative,” EBAA’s Chief Administration Officer, Carine Jacobs told FlyCorporate.

“The committee will be split into two separate working groups to focus on specific areas of interest: airports and handling.” The AHGOC currently consists of 17 EBAA member companies.

Michel de Ronne of Aéroport de Paris will serve as the Committee’s first Chairman while AMAC Chairman, Guy Broddin, will represent the AHGOC on the EBAA Board.

Security Changes Over the past year, airports and FBOs have had to address European legislation on a wide range of problems such as the environment, access and security. “Requirements imposed by regulators have major cost and time impacts,” James Dillon-Godfray, Head of Marketing and Development at London Oxford Airport

told FlyCorporate. “For example, if the EU (or any country) decides to change the rules on security, this could have major knock-on effects, especially for smaller airports.”

At the present time, aircraft under 10 tons or carrying less than 20 passengers do not need to undergo security screening. There is significant pressure on authorities to lower these limits. “The figure of 5.7 tons has been mentioned,” says Dillon-Godfray. “That would mean a King Air 200 could not utilise a smaller airport that does not have the correct security equipment. For Oxford it is not a problem to put in the necessary infrastructure, but it will cost operators.” It may also cause delays and reduce flexibility, problems usually avoided by business aviation flights.

Although the number of commercial and budget airline flights is down at the moment, long-term access to airspace for business aviation is a big concern. “Protecting our airspace is still a major issue,” says Dillon-Godfray. As the economy improves and people begin to travel more, that pressure is certain to mount.

The first meeting of the AGHOC will be held in Brussels on 3 February when the Committee will map out its agenda for the coming year. The list of issues to be tackled is sure to be a long one.

“The EBAA Board agreed that there was an urgent need to increase activity”

Airport Round-up Signature Trials VIP Cyber-Port Signature Flight Support and the UK Border Agency have started a six month trial of VIP Cyber-Port, an IT application that will enable international passengers to be processed 24/7 through Signature’s bizav terminal at London’s Luton Airport. This is the first installation of the technology and could influence the way in which the UK Border Agency works with business and general aviation operators in the future.

In the initial trial customers will present themselves to a UK Border Agency Officer via a secure video link from Signature’s terminal. The Officer will be able to remotely process the passenger by scanning passports, verifying identity and producing the relevant immigration approvals.

Oxford is Best Bizav Airport The Airport Operators Association (AOA) has awarded London Oxford Airport the title of 2009 Best Business Aviation Airport. AOA praised the airport management’s vision and commitment to successfully building an attractive business aviation facility within just 18 months. London Oxford Airport opened its Oxfordjet business aviation terminal in July 2008. Today it is handling around 15 business aviation landings a day with an increasing number of the flights originating outside the EU. Oxford’s prestigious new passenger terminal was part of an ongoing investment in the airport, which has also included a new runway, instrument landing system (ILS), new jet apron, enhanced fire and rescue capability and new hangars.

Biggin Hill Welcomes Avalon Maintenance organisation, Avalon Aero, has taken a 1,765 m2 (19,000 ft2) hangar facility at London Biggin Hill Airport.

“We’re really pleased to welcome Avalon to the airfield. They have been working for customers here for many years and have been waiting for the right facility to become available,” declared Robert Walters, Business Development Manager for London Biggin Hill.

30 MAGAZINE

Fair and equitable access The new Airports, Handling and Ground Operations Committee (AHGOC) will be divided into two working groups which will focus on airports and ground operations (handling) respectively.

The Airports Working Group will work to secure, fair and equitable access for bizav to regional airports. The scope of their work will include gathering quantifiable data such as the number of movements at each airport, opening hours, parking capacity, road access, airspace access and helicopter access. National and local legislation plus member state policies, grandfather rights (slots allotted to bizav based on historical usage), and of course, technology are also of interest. The Group also plans to use the data it collects to compile a database of airport best practices which can be used as a template for other European airports.

The Handling Group aims to develop the IS-BAO as the recognised European standard for handling services including registration and agreed performance levels. The Committee hopes this will encourage fair competition between handling services and ensure affordable prices for operators. The Working Group will also look at road access to airports, security requirements for handlers, the prompt provision of fuel at competitive prices and access rights for bizav according to historical usage.

EBACE Session Given the long list of work to be done, it is evident that the Committee will be busy. The first Committee meeting on 3 February will aim to move these issues forward quickly. “We will also discuss our plans for attendance at EBACE in May, where we hope to stage a dedicated session, possibly to promote best practices,” says Jacobs. That, and more, is to be confirmed after February’s gathering.

The AHGOC wants to raise the profile of business aviation through the organisation of events to facilitate the exchange of best practices between airports, handling services and international service providers. Jacobs clarifies, “AHGOC hopes to gain expertise from speakers on one side and an open discussion between all the stakeholders on the other side.” If successful, it is likely this EBACE session will grow into an independent event in future years.”

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Airport Round-up Coventry Airport Closes Coventry Airport closed at the beginning of December following a High Court petition issued to West Midlands International Airport Ltd, the airport’s owners. Seventy people are reported to have been made redundant. In July 2009 the airport celebrated the opening of its Executive Jet Centre.

The future of the site is uncertain, however, the Coventry City Council has reiterated its commitment to keeping the airport running. The Council is believed to be in discussions with two consortiums in a bid to reopen the Baginton site.

Lugano Airport Credits Uptick in Traffic to Business Aviation An analysis of 2009 airport traffic data released by Lugano Airport reports that flight movements increased by five percent overall in 2009 compared to the previous year. The report attributes the recovery to an increase in business aviation activity as well as training flights.

The airport has major plans for infrastructure developments in 2010. These include the implementation of a new lighting system (approach and lead-in lights) for Runway 19, the lengthening of the runway by 100 metres, an upgrade of ILS antenna and other projects to increase security within and around the airport.

Berlin Hands GAT Operations to ExecuJet Europe Berlin Airports, the operating authority for all of the city’s airports, has handed over the operation of the General Aviation Terminal (GAT) at Berlin-Schönefeld Airport to ExecuJet Europe. ExecuJet will provide VIP passenger handling for all arriving and departing business aircraft.

The company opened a newly refurbished and enlarged fixed base operation (FBO) at the airport in autumn 2008.

The two-level, 400 m2 facility includes a crew lounge and operations briefing room, VIP passenger lounges and conference facilities.

Paris Le Bourget Airport Welcomes Comlux and Landmark Aviation Comlux the Aviation Group and Landmark Aviation have signed a letter of intent with Aéroports De Paris (ADP) in order to build a brand-new VIP FBO at Paris’ Le Bourget Airport. The parties expect the facilities to be ready for operations in March 2011. The FBO will feature a large hangar and private parking area. Space will be available for business aircraft up to the size of an A340-600 VIP wide-body. The new FBO will offer a range of services including fuelling, ground handling and customs clearance.

Al Bateen Executive is First Dedicated Business Airport in the Middle East Al Bateen Executive Airport in Abu Dhabi is the first airport in the Middle East dedicated solely to corporate jets.

At the end of 2008, Abu Dhabi Airports Company (ADAC) was charged with the task of handling the airport’s operations and turning the former military base into a facility focused on private aviation.

Al Bateen Executive currently has a stand capacity for up to 50 private jets, but ADAC is investing AED 200 million (€38.3 M/USD$55 M) to upgrade facilities. Existing operators include Al Jaber Aviation, Falcon Aviation and Prestige Jet. Future developments at the airport include securing additional land to create new airside and landside space as well as areas for other activities. New terminal facilities will include airside aircraft parking, new hangars for aircraft parking and maintenance, a passenger and visitor car park and passenger processing and VIP lounges. Maintenance, repair, and overhaul facilities will also be upgraded.

32 MAGAZINE

FBOs in Focus

by Dan Smith

“FBOs are the nice folks who provide services like fuel, flight planning facilities, phones, access to rental cars, rest rooms, showers, snooze rooms for pilots, and bunches of other useful things. They often have a flight school and some airplanes for rent as well. They’re easy people to love.”

Ted Faber, Pilot

ExecuJet in Hangar in Sydney

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In business aviation we often use the term FBO, but what do they offer and what makes a good FBO great?

Fixed Base Operations, better known as FBOs, can be found at many airports around the world. Typically they offer services for passengers, the crew, and the jet itself. It’s that completeness of services that differentiate FBOs from ground handlers who usually just provide support for the aircraft and, sometimes, the crew. “A good FBO

will offer a purpose-built facility which includes adequate ramp and hangar parking, passenger amenities (such as VIP lounges), pilot services and line services such as fuel supply, aircraft cleaning and line maintenance,” explains Mark Abbot, FBO Director for ExecuJet which operates six FBOs throughout Europe, Africa, the Middle East and Asia.

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More Than a Lounge The origins of the term FBO are lost in time, although it probably stems from the early days of aviation when pilots, trainers and mechanics moved from airfield to airfield in search of clients. The Experimental Aircraft Association’s (EAA) SportPilot.org website notes: “The term was coined to differentiate FBOs from businesses or individuals without an established place of business on the airport.”

Today FBOs are an integral part of the business and general aviation community.

Some FBO operators are keen to focus on the needs of the passengers, providing high quality lounges and meeting facilities. Others, especially in airports that do not receive a lot of business aviation traffic, are more basic, though the services offered are usually the same. ExecuJet strives for a balanced approach to meet the needs of everyone on the aircraft. “It is important to run an FBO that is efficient in many ways, and not one that just has an elaborate lounge,” says Abbott. “The crew need somewhere comfortable to rest and the aircraft needs to be parked and refuelled easily. All these details make life easier for the passengers and the crew.”

Most larger airports have more than one FBO. The decision on which one to use often comes down to the personal preference of the passengers or the crew. “It varies a lot, but usually the crew, operator or routing agent will decide which FBO to use,” says Abbott. Andy Gahan, National Operations Manager for Australia’s major FBO operator, Hawker Pacific agrees: “Just about all the decisions are made by the crew for domestic flights. For international the request comes through the international flight planning company.”

“It is important to run an FBO that is efficient in many ways”

Hawker Pacific FBO in Sydney

www.

FC Podcast: Michael Scheeringa

President of Signature Flight Support

Click here to listen to an archived interview with Michael Scheeringa, President of Signature Flight Support, one of the world’s largest FBO networks.

(September 2009)

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Balancing Price and Service One of the most basic services offered

by FBOs the world over is refuelling.

In North America, and particularly in the USA, FBOs are often tied to a fuel provider. If you use a particular FBO you must purchase fuel from their provider. In other parts of the world this is not the case. The FBO may offer fuel from a particular company, however, you are normally free to choose another provider.

Lex den Herder, Regional Director, Asia-Pacific for Universal Aviation points out the obvious advantage of using the FBO’s fuel supplier: “It is important to shop for price. However, wait time for a fuel truck and possible repositioning for fuelling are factors to be aware of. At Universal Aviation we are always aware of the best balance in price and service.”

Customer Service is Key FBOs are also important to the wider general aviation community. Ted Faber and his wife are recreational flyers who regularly pilot their 1974 Piper Archer around the US. I asked Ted what made a good FBO great: “There are two things that I really value in an FBO:

local knowledge and customer service,” said Faber. It is these qualities that are important to FBO operators as well.

“Our staff make our FBOs great,” says Gahan. “We recruit on attitude and it doesn’t matter how good your facility is, without outstanding customer service you cannot be great. The real ‘can do’ attitude is what we promote within Hawker Pacific.”

spread across north and south America, Europe, Asia and Africa. UK-based Ocean Sky recently announced that it plans to expand its network from three locations in the United Kingdom to twelve across Europe. “Our plan is to have a chain of FBOs reaching from Ireland as far as Italy, eventually reaching out to the Middle East,” says the company’s CEO, Stephen Grimes.

“It’s a pleasure when an FBO takes care of fuelling or whatever basic aviation stuff I need and an added bonus when they do something like move your plane in a hangar when storms come or to melt some frost,” says Faber. “I never mind paying a premium on the gas or a handling fee for good service.” Or as den Herder puts it: “Personalised service – thinking ahead on issues and services, getting the difficult things done.”

Hawker Pacific will open a new FBO at Shanghai’s Hongqiao Airport in March this year. Although the company already has sales and maintenance offices in Asia, this will mark its first foray outside Australia in the FBO market.

Universal Aviation will open a new FBO in Mumbai this month but have plans to expand further: “We are considering options to expand in all regions,” den Herder told FlyCorporate. With business aviation taking off in India, China, eastern Europe, the CIS states and the Middle East, we are sure to see more FBO facilities established in these areas over the coming years.

FBO Networks Growing Historically FBOs operated from just one airport. However, as the number of business aviation flights has increased, operators have started to develop networks of FBOs to ensure they can service their customers wherever they land. Signature Flight Support is one of the largest with over a hundred facilities

FBOs have had vital role in the evolution of business aviation and it is certain they will continue to play a key role in keeping us flying. As Ted Faber says: “They’re easy people to love.”

FBOs Recovering from Economic Slowdown All of the FBOs we talked to for this article told us that they had been affected by the global economic slowdown to some degree in 2009. “The economic situation did not affect our domestic traffic, but we were down around 25% on international this year,” says Hawker Pacific’s Andy Gahan. “In the past two months we have seen the international market increase.”

Universal Aviation has also seen a decrease in traffic although things are picking up, says Lex den Herder: “There has been some slowdown from US-based customers. Direct traffic in Europe, the Middle East and Africa is down but still strong.” Mark Abbott says ExecuJet has seen a similar pattern: “Europe and the Middle East had initially slowed down, although there are positive signs of recovery now.”

There are still bright spots in the market says Abbott: “We have actually seen an increase in operational activity in South Africa which we predict will continue into next year, especially with the World Cup. Our FBOs in Cape Town and Johannesburg are already preparing for this busy time.” Universal Aviation is also finding growth opportunities. “Direct traffic and new aircraft sales in the Asia region are growing,” says den Herder.

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Versus: Trip Planning Sites

by Dan Smith

Back in the “good old days” our secretaries or personal assistants booked our trips, made sure we had all the necessary paperwork and let our loved ones know where we would be next. Those days are gone, but technology is catching up with the advent of advanced trip planning websites such as Dopplr and TripIt. Both sites enable you to record details of your upcoming trips and to obtain information about your destination. You can also share details of your trips with family or your wider social-media network (sites such as LinkedIn, Facebook and Twitter are supported).

With TripIt you can forward confirmation emails from hotels, airlines and car rental companies to a central email address to create an automatic itinerary. The details are magically added to your TripIt plans. A word of caution though. While my tests with airline confirmations worked well, hotel confirmations do not always contain the information TripIt needs. The Pro version also includes Updates on the Go which will email or text you when there are changes to flight or train departure times or gate changes at airports, a useful feature for the 70% of bizav users who also utilise commercial services.

VS Dopplr’s best feature is the Q&A section which enables you to see recommendations of places to eat, stay and explore. You can also add places that you have found or pose a question about the place you will visit. The site also includes a graph showing the number of visitors to a city by month for the past year. That can be handy information if you are planning to visit at a peak time of the year.

Dopplr

TripIt

Yes

Free

Yes for basic. Pro costs $70/year.

No

Add confirmations to your trips

Yes

Yes

Mobile access

iPhone (Free applet)

No

Updates on the go

Yes (Pro version)

No

Track loyalty points

Yes (Pro version)

Yes

Share trips

Yes (Pro version)

Yes

Make trip private

Yes

Yes

Add to social media

Yes

Dopplr is more orientated towards younger, independent travellers. However, the site is incredibly useful for practical information on where to eat, what to visit and even where to stay. TripIt’s best feature is the ability to interpret confirmation emails and add them to your trips.

And my pick? I simply use both. TripIt purely for business and Dopplr for leisure.

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Landings Istanbul

by the FlyCorporate Editorial Team

Situated on the Bosphorus Strait, Istanbul is the only city in the world that straddles two continents. Istanbul is Turkey’s financial and cultural capital and home to almost 13 million people, making it the fifth largest city in the world.

www.

Landings: Istanbul

For more information and other Landings, visit www.fly-corporate.com/content_landings.php

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Airports

FBOs

Atatürk International Airport

Gözen Air Services (Atatürk and Sabiha Gökçen)

Istanbul’s largest airport is Atatürk International Airport (LTBA), located on the European side of the city, 24 km (15 miles) west of the centre.

Business flights are handled through the airport’s dedicated general aviation terminal where passengers and crew can complete security, customs and immigration formalities. The terminal also includes a fully-equipped meeting room.

Sabiha Gökçen International Airport Named after the world’s first female combat pilot, Sabiha Gökçen International Airport (LTFJ) is located on the Asian side of Istanbul, 35 km (22 miles) southeast of the centre. The airport’s new passenger terminal was opened on 31 October 2009 and is just part of the expansion plans which will see the airport handle more than 25 million passengers a year by 2023.

Palaviation (Atatürk)

Gözen Air Services specialises in taking care of customs and immigration formalities, ensuring a fast track through both Atatürk and Sabiha Gökçen airports. Gözen can also arrange limousines, helicopter transfers, hotel reservations, and guided city tours. The crew is also well looked after.

AirMark (Atatürk) AirMark provide a wide-range of flight support services including passenger, crew and aircraft handling, catering, fuel and flight planning.

Flight and route planning, ground handling, and VIP limo transfers for passengers and crew are among the services offered by Palaviation. The company also has its own VIP lounge in the Palaviation hangar.

General Aviation Center (Atatürk) The General Aviation Center operates the general aviation terminal at Atatürk.

The company can offer aircraft cleaning and maintenance, hangarage, ground transportation and a range of other services.

Istanbul is the only city in the world that straddles two continents

Istanbul Hezarfen Airfield Istanbul Hezarfen Airfield (LTBW) is a private airport for general aviation which is located 50 km (31 miles) west of Istanbul. The airport has one runway of 681 m (2,230 feet). Hezarfen is not an authorised point of entry to Turkey and customs and immigration services are not available.

Connections Both Atatürk and Sabiha Gökçen are well supplied with taxis, hire car companies and limousine services. Both airports are connected to the city centre via light rail services. From Sabiha Gökçen it is 14 km to the Pendik Sea Bus Port. Shuttle buses connect the airport to the ferry terminal.

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Top Business Hotels If it’s your first time in Istanbul, try to get a hotel room with a view of the Bosphorus. The view is spectacular. Watching the myriad boats, ships and other craft traversing the Strait is quite relaxing after a hard day’s work.

Conrad Hotel You‘ll want to stay on at this exquisite hotel. Situated in a park-like setting, it has all the bells and whistles you expect of a Conrad. The helpful staff ensure a hasslefree stay. Be sure to request a room on the Executive Floor.

Web conradhotels1.hilton.com

The Sofa Hotel

The elegant and tasteful Sofa features large, well-designed and comfortable rooms.

Impeccable service offered by warm and attentive staff. A tranquil place where you can escape the hustle and bustle of Istanbul.

Web thesofahotel.com

Swissôtel The Bosphorus Overlooking the Bosphorus and located in a high-class quarter near the business district, this hotel is ideal for combining business and leisure. Unwind at the luxurious spa and wellness centre.

Web swissotel.com

Çirağan Palace Keminski The rooms and suites at the impressive Çirağan Palace Kempinski are all decorated in classical Turkish style. Special services include transfer by boat, helicopter or limousine, and private dining and catering.

Web kempinski.com

Four Seasons Hotel Istanbul at Sultanahmet The 65 spacious and comfortable rooms and suites are set in a renovated neoclassic prison at the centre of a lush green garden. The hotel is only a few minutes away from the vibrant town centre.

Web fourseasons.com

Grand Hyatt Istanbul This five-star hotel is situated near the historical heart of Istanbul and houses 360 rooms, an outside swimming pool, tennis court and Turkish baths. Hold your lunchtime meeting at any of the many restaurants within walking distance of the hotel.

Web istanbul.grand.hyatt.com

The Ritz-Carlton, Istanbul The modern classic style that is typical of Ritz Carlton hotels can also be seen in their Istanbul establishment. Embrace yourself in luxury in one of the magnificent rooms which feature large marble bathrooms. The hotel also has a swimming pool, indoor and outdoor spa and Web ritzcarlton.com wellness facilities.

A’jia hotel On the Asian shore of the Bosphorus, the A’jia’s unique location is its most important asset. This boutique hotel was a former Ottoman mansion and houses 15 deluxe rooms that have been individually decorated. Transfers from and to the airport can be arranged.

Web ajiahotel.com

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Top Conference Facilities Istanbul Convention & Exhibition Centre (ICEC) Including diverse auditoria, 26 different meeting rooms complete with all the necessary facilities, and a catering service, this centre is perfect for hosting any size event for up to 2,000 people.

ICEC is located in the heart of the cultural and business centre with easy access to all forms of transportation.

Web

icec.org

CNR Expo Located near Ataturk Airport and with easy access to the major motorways, this conference centre is designed to host congresses, meetings and seminars for up to 550 people. All the necessary audio/visual equipment is available and personalised packages can be arranged for your group.

Web

cnrexpo.com

FC Picks for Lunch or Dinner Traditional Turkish food has its roots in the cuisine of the Ottoman Empire.

Centred on Istanbul, the Ottomans rapidly adopted new ingredients from Asia, South America and other regions of the world, creating a truly unique dining experience. Elements of Ottoman cuisine can also be found in the food of the Middle East and the Balkan region.

Balikçi Sabahattin Located in a distinguished old renovated Ottoman mansion in the popular Sultanahmet area, this restaurant specialises in seafood. In summertime you can enjoy your meal in the garden.

Web

balikcisabahattin.com

Asitane Asitane lies within the Kariye Hotel, situated next to the impressive Chora Church. The restaurant bases its dishes on decades-old Ottoman recipes. This is the place to go if you want a taste of authentic Turkish cuisine.

Web

asitanerestaurant.com

Sunset Grill & Bar Exquisite food that is best described as international with a Turkish touch.

Situated on the hills of Ulus, the Sunset Grill and Bar provides a fantastic view of the Bosphorus. Sleek and modern this setting is ideal for a quiet business dinner.

Web

sunsetgrillbar.com

More restaurant listings can be found in FlyCorporate’s online version of Landings: Istanbul.

FC Picks for a Post-Meeting Drink For a serious head-to-head discussion, join Istanbul CEOs at the classic old-world bar of the Bebek Hotel. Set in a penthouse, 360 Istanbul is one of the hotspots in Istanbul and offers a 360 degree view over the city skyline. The inviting interior is a lovely place to enjoy a cocktail.

For a rooftop drink and a view, visit Leb-i Derya. End the evening at the Reina club with a refreshing drink and perhaps a dance.

Trip Tip In 2010 Istanbul will be one of three cities to hold the title of European Capital of Culture. A wide range of activities are planned including traditional art, film, music, opera literature and theatre events.

For more information visit www.en.istanbul2010.org.

No trip to Istanbul would be complete without a visit to the Grand Bazaar (Turkish: Kapalıçarşı meaning Covered Bazaar). Opened in 1461, the Grand Bazaar contains almost 60 streets and 4,000 shops. Between 250,000 and 400,000 people visit it daily. The Grand Bazaar is well known for its jewellery, pottery, spice, and carpet shops. www.signatureflight.com

42 MAGAZINE

On the Horizon...

• Cabin Comforts • Maintenance Matters • Aircraft Leasing • Focus: BizAv Europe • Landings: Rome

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