EMEA & ASIA
FC
FLYCORPORATE MAGAZINE
BRINGING TOGETHER BUSINESS AVIATION AND BUSINESS LEADERS
Smart Tools for an Ailing Economy
SQUEEZE More Out of Your Bizav Budget
EC135
Heli-excellence
Landings: Washington DC a trip planning tool for executives ISSUE 04 - 2009 ISSN: 2030-0468
fly-corporate.com
3
Contents An
6 Our Team 8 Reference Index 10 Memo
22 Finding and Buying the Right Pre-Owned Bizjet
With all the used aircraft now available, how do you go about finding the one for you? David Wyndham provides some tips to help in the process.
12 FlyCorporate 25 Improving the Cabin Escorts Potential A new custom interior can make Buyers to Dassault your old aircraft new again.
When FlyCorporate says “We bring business aviation and business leaders together�, we mean it, literally.
14 In Brief
Tim Kern explains what you can do and how to contain the budget.
28 Financing Pre- Owned Aircraft
What finance options are available when you purchase second-hand?
17 2009 Calendar 21 Ask an Expert Christophe Paulin from
Verspieren Aviation explains the many aspects to consider when insuring a second-hand business jet.
fly-corporate.com
30 A Titan Among Turboprops
Find out what makes the Pilatus PC12 so special and why it has such a cult following among all types of operators.
Exhibiting Publication
4 MAGAZINE
Contents
Legacy 500 page 47
34 Socata Turns the Page
44 Rapid Business Travel in the Works
65 Flight Attendant Training
EADS Socata is set to become a major player in business aviation and aero structures. But what’s happening with the TBM 850? Jeff Apter explains.
36 Eurocopter’s EC135
The EC135 has made a significant mark in the corporate and private arena. Rod Simpson finds out why.
39 Meet l’Hélicoptère par Hermès
Dan Smith looks at the Hermès and Eurocopter joint design project for the EC135.
40 Helicopters and the Avionics Revolution
The past two decades have seen dramatic changes in the electronic equipment installed in general aviation aircraft. Rod Simpson explains why these changes have also brought a new face to helicopter avionics.
fly-corporate.com
In our first print issue a year ago, FlyCorporate published a list of business aircraft and helicopters that were under development around the world. At the begin- ning of 2009 Tim Kern updates the list of aircraft in the pipeline.
52 Charter Demand Holds Its Own
Data provided to FlyCorporate by Avinode shows that demand for charters remains strong in 2008. See the key numbers for seven aircraft types.
58 No Flight Department? No Problem!
Flight attendants form an integral part of your flight crew team. But what training options are available?
66 Cooling Down the Hotspots
Liz Moscrop explains the in- creasing need for specialist VIP security services for operators flying into less stable corners of the world.
68 Landings: Washington DC
Business facilities and services in and around Washington DC.
Is do-it-yourself flight planning feasible? Jeff Apter investigates.
76 Distribution Partners 62 Train to Gain
Corporate flight schools are feel- ing the pinch, but are adopting innovative techniques to cope. Liz Moscrop reports.
78 On the Horizon
5
6 MAGAZINE
FlyCorporate Magazine EMEA & ASIA fly-corporate.com
Taunya Renson-Martin Editorial and Publishing Director Taunya.Renson@fly-corporate.com +32 9 243 60 11
Dan Smith Managing Editor Dan.Smith@fly-corporate.com +32 486 357 834
Chealsy Choquette Ad Sales & Marketing Manager Chealsy.Choquette@fly-corporate.com +32 496 295 806
Sybylla Wales Assistant Editor Sybylla.Wales@fly-corporate.com
Anke Ruysschaert Production Manager Anke.Ruysschaert@fly-corporate.com
Mike Vlieghe Graphic Designer Mike.Vlieghe@fly-corporate.com
Stijn Anseel Art Director
Lowie Ysebie Web Developer
FlyCorporate Senior Writers
FlyCorporate Contributors
Jeff Apter Jack Carroll Tim Kern, CAM Liz Moscrop Rod Simpson
Michael Buffman Carey Coffield Nicholas Goubert Christophe Paulin Sanjay Rampal David Wyndham
.Mach Media machmedia.be
Luc Osselaer
Taunya Renson-Martin
Chairman
Managing Director
Jay Whitehead
Yannick Steyaert
Advisor, US Office
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. Customer Service and Subscriptions: FlyCorporate’s magazine, weekly newsfeeds and our regular e-newsletter are free to subscribers. To subscribe to any of our products, please visit fly-corporate.com. BPA Worldwide audited circulation: 9,359 copies (October 2008)
Please recycle this magazine when you are finished.
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8 MAGAZINE
Reference Index ABS Jets
Dassault Falcon Service
Jeppesen
absjets.cz
dassaultfalcon.com/dfs
jeppesen.com
AgustaWestland
Design Q
L3 Communications
agustawestland.com
designq.co.uk
l-3com.com
Airbus
EADS Socata
Lloyds TSB Bank
airbus.com
socata.com
lloydstsb.com
ARINC
Eclipse Aviation
Lufthansa Technik
arinc.com
eclipseaviation.com
lufthansa-technik.com
ASA Group Ltd
Epic
NetJets
asagroupltd.com
epicaircraft.com
netjets.com
Avinode
European Business Aviation Association
National Business Aviation Association
ebaa.org
nbaa.org
Elite Jets
Oxford Aviation Academy
elite-jets.com
oxfordaviation.net
Embraer Executive Jets
Piper Aircraft
embraerexecutivejets.com
newpiper.com
Eurocopter
Pratt & Whitney Canada
eurocopter.com
pwc.ca
avinode.com
Bell Helicopters bellhelicopter.textron.com
Bizjet bizjet.ch
Blink flyblink.com
BMW Group DesignworksUSA designworksusa.com
Evektor
Project Phoenix
evektor.cz
projectphoenix.aero
Boeing Business Jets boeing.com
Execujet
Robinson
execujet.net
robinsonheli.com
Bombardier Aerospace bombardier.com
British Business and General Aviation Association
Flight Safety International
Rockwell Collins
flightsafety.com
rockwellcollins.com
GE Honda
Rolls Royce
bbga.aero
gehonda.com
rolls-royce.com
CAE
Gulfstream
Sikorsky
cae.com
gulfstream.com
sikorsky.com
Cessna Aircraft Co.
Hawker Beechcraft Corporation
Spectrum Aeronautical
cessna.com
hawkerbeechcraft.com
spectrum.aero
Comlux Aviation
Honda Aircraft
Swan Heights
comluxaviation.com
hondajet.honda.com
swanheights.com
Comp Air
Horizon Swiss Flight Academy
Top Fly
compairaviation.com
horizon-sfa.ch
topfly.com
Conklin & de Decker Associates
Honda Aircraft
Universal Weather & Aviation
conklindd.com
hondajet.honda.com
universalaviation.aero
Dassault Aviation
Verspieren
dassault-aviation.com
aviation.verspieren.com
fly-corporate.com
www.tkk-werbung.de
EXPERIENCE THE PASSION OF FLYING
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10 MAGAZINE 52
53 MAGAZINE
Bell 429 Globalranger
Rapid Business Travel in the Works
Certification of the Bell 429 is now expected in the first quarter of 2009 and deliveries will commence shortly after. Good news for the 350+ order holders. More good news is that flight testing has produced numbers better than every preliminary performance claim. It’s big inside with room for up to seven in the Executive configuration. In the Emergency Medical Service floor plan, there is room for two stretchers side by side, plus two medics. Clamshell doors make rear or side loading flexible and easy. This four-blade, twin turbine (two PW207D, 1,100 shaft horsepower engines) will meet the needs of a lot of businesses.
by Tim Kern, CAM
Bell/Agusta BA609 Tiltrotor With its military parent, the V22 Osprey, operational and the first CV22s scheduled for delivery to the Marines in late 2008, the base technology of the BA609 is getting plenty of field proof. The two fast and chic BA609 prototypes have now flown over 300 hours, and tests have already explored the corners of the flight envelope. Filling in the middle should go relatively quickly. The first of the 70 order-holders are planning to take off in their own machines from 2011.
The base technology of the BA609 is getting plenty of field proof
Memo
Boeing 787-8 Dreamliner VIP If you need the luxury, speed and range of the 747, but only half of everything else (floor space, engines and fuel burn); Boeing’s newest design may be your dream machine. Deliveries to commercial airlines will occur first with VIP customer deliveries following. Twelve VIP customers are already on the books for the Dreamliner. They can start wearing their smiles now that things are getting back on track, after the eight-week machinists’ strike finally settled at the end of October.
Bell 429 Globalranger
Certification of the Bell 429 is now expected in the first quarter of 2009
In our first print issue a year ago, FlyCorporate published a list of business aircraft and helicopters that were under development around the world. Over the past twelve months we have seen a number of these aircraft complete their certification and take to the skies. At the beginning of 2009 we again present our list of business aircraft that are in the pipeline. While 2008 was not a great year for new model announcements, there are a few additions to whet our appetite for speed. A few models we featured in 2008 have not made it on to
this year’s list. For most it is because they are now being delivered to customers. In some cases development programmes have been discontinued while other machines are in limbo because of corporate changes. When something happens, we’ll surely let you know!
Boeing 747-8 Intercontinental VIP This last iteration of the iconic 747 has eight VIP customers, all of whom are waiting until some of the Freighter versions are delivered. It will be easy to distinguish the Intercontinental passenger model from the freight model, because of its much-longer second story. For the VIP model, owners will be able to use a 75 m (807 square foot) area above the main cabin (between the upper deck and the tail, between doors 3 and 5) to create unique personal suites and other recreational spaces. The area could even be opened up to reveal a spacious 3.8 m (12.5 foot) ceiling.
page 44
A year ago we published the first print issue of FlyCorporate. Today the world is a very different place as an economic crisis of epic proportions takes hold. It is easy to be distracted by the bad news and miss the opportunities that such a crisis provides. If you listen to the doomsayers, you will fail. If you take the time to talk with your customers, develop new products and markets, and find new ways of working, you will thrive and even prosper. We must support our national and regional business aviation organisations who are out there fighting some very harsh and unwarranted censure of our industry. This criticism contributes unfairly to the perception that business aviation is a luxury and not a business tool. Bizav is vital for conducting multiple meetings in multiple destinations on a cramped schedule. Executives that are already working so hard to find a way out of the crisis should not have to go through the endless checks and queues, delays and transfers that make commercial airline travel hell.
In this issue we provide some ideas of how you can maximise your business aviation budget. We look at how to choose a pre-owned aircraft (Finding and Buying the Right Pre-owned BizJet, page 22), obtain funding (Financing Pre-owned Corporate Aircraft and Helicopters, page 28) and refurbish them (Improving the Cabin, page 25). We also review two economical turboprop aircraft that meet the needs of many businesses - the Pilatus PC-12 (A Titan Among Turboprops, page 30) and Socata’s TBM 850 (Socata Turns the Page, page 34). With HELI-EXPO just around the corner, our cover story features Eurocopter’s EC135 (page 36) and new developments in Helicopter Cockpit Avionics (page 40). It’s also time for our annual look at business aircraft that are coming up on the horizon (Business Aircraft in Development, page 44). We have some big plans for FlyCorporate in 2009. Chief amongst these is our decision, made in consultation with you, to expand our coverage to include Europe, the Middle East, Africa (EMEA) and Asia. Watch out also for your invitation to our special event at EBACE and for new features in coming issues. As always, we like to hear from you. How are you managing the challenges we all face? Get in touch and keep flying!
Dan Smith Managing Editor, FlyCorporate EMEA & Asia dan.smith@fly-corporate.com
Visit us at booth 857
Noel Trout Avinode System Architect
Don’t worry. It all comes together online. At the world’s largest online marketplace for air charter professionals, we’ve put it all together. Trip pricing, aircraft availability and thousands of empty legs. Seamlessly linked with ARG/US safety data and leading fleet management systems. We’ve also got easy-to-use charter booking solutions for your own website. All in one place. Start at www.avinode.com.
12 MAGAZINE
FlyCorporate Escorts Potential Buyers to Dassault
13
When FlyCorporate says “We bring business aviation and business leaders together,” we mean it, literally. After privately chartering business leaders to EBACE last May to meet with selected manufacturers, operators and service providers, FlyCorporate recently followed up by organising a trip to Dassault’s Bordeaux-Merignac plant. Ten of Belgium’s most prominent CEOs and business owners participated in the full-day tour to Dassault Aviation on 7 January. The group flew to Merignac on a Falcon 900, and while there learned more about the French manufacturer’s complete line of technically advanced Falcons and allembracing customer service initiatives. The group toured the Falcon and Rafale assembly floors, met with key Dassault executives and lunched at Chateaux Dassault, the Group’s Bordeaux vineyard purchased by Marcel Dassault in 1955.
Reactions all-round were positive and as one FlyCorporate guest remarked: “After EBACE and today, purchasing [a Falcon] has become quite tangible.” According to a Dassault spokesperson, having a publication quite literally escort potential customers to the company was “a first.” FlyCorporate will host the second edition of its exclusive Special EBACE Delegation on Day 2 of EBACE 2009. Tours to other manufacturers are also planned throughout the year. FC readers interested in participating can contact FlyCorporate’s Chealsy Choquette: chealsy.choquette@fly-corporate.com.
14 MAGAZINE
In Brief EBAA Assesses Economic Impact of Bizav on Europe On behalf of the European Business Aviation Association (EBAA), PricewaterhouseCoopers LLP (PwC) carried out extensive research into the business aviation sector in Europe. The study, carried out between May and November 2008, estimated the impact the industry had in 2007 on the European economy. The analysis involved primary research interviews with companies accounting for about 45% of the economic activity of the business aviation sector in Europe, together with use of industry databases, and data from the company reports of 70 business aviation-related companies.
“The Deals Are There and the Smart Money is Buying” In December, UBS Investment Research presented its latest Business Jet Survey. It notes that since the NBAA Convention in October, business jet financing looks to have dried-up considerably. The surge UBS has seen in delivery slots available for sale is at least partially attributable to this and indicates that backlogs are at risk. Furthermore UBS believes the increase in available aircraft for sale and the decline in flight activity presage what it thinks will be a significant slowing in new aircraft demand. The survey was completed by 156 market professionals, a majority (64%) of which were broker/dealers, although
Some of the key findings are: •
The business aviation sector contributed a total of €19.7 bil- lion in annual gross value added (GVA) to the European economy in 2007, accounting for approxi- mately 0.2% of the combined GDP of the European Union (EU), Norway and Switzerland.
•
The share of profits from European business aviation companies distributed and spent within Europe could not be ascertained. However, had profits been included, the industry’s total impact on GVA would have been €24.8 billion.
•
Examples of significant benefits that were highlighted during the study are the facilitation of busi- ness links with relatively remote regions and the time savings of- fered by business aviation.
•
The industry accounted for more than 164,000 jobs across the continent and generated com- bined annual wages and salaries of around €5.7 billion.
UBS did receive several surveys from manufacturers, financiers, and others, including fractional providers. The majority of participants were located in North America (78%), although it did receive 22% of its responses from outside North America, including 16% from Europe.
•
Reduced flight activity is caus- ing us to recast forecasts for en- gine maintenance events. Flight department closures are becom- ing a concern.
•
We need to adjust our planning to expect a turn up in 2010 I think.
The following are selected comments from the business jet professionals UBS surveyed:
•
The market has deteriorated dramatically and quickly. Things will definitely get worse before they get better.
•
There’s more interest now than the last few months, just no action yet. But you have to have interest before action.
•
The wise sharks in the water now sense the value in these prices. They are circling, and are poised to strike. The deals are there and the smart money is buying.
•
Finding financing is becoming a challenge even to well-qualified buyers.
•
Cannot underestimate the im pact of the negative press from the Big 3 [carmakers] fiasco.
Dassault Falcon Service Expands at Le Bourget Dassault Falcon Service (DFS) has completed a ten-month expansion project at its complex at Le Bourget, France. The project added almost 4,650 m2 of space including 3,800 m2 of hangar space and 850 m2 for offices and storage. The hangar can accommodate four Falcon 7Xs or seven Falcon 900s simultaneously.
nate the need for pillars to integrate an ultra wide door, enabling the maximum number of aircraft to be positioned easily. ”The new facility features a clear, unobstructed work area which significantly increases our service centre capacity
while optimising the efficiency of the service process,” said Yves Gueyffier, General Manager of DFS. “This increases our capacity for regular inspections and scheduled maintenance, as well as improves our ability to provide ramp service and unscheduled maintenance.”
The unique hangar design required over 900 tons of steel to construct. The use of steel enabled the designers to elimi-
EBAA’s “Fly BusAv” Campaign Draws Positive Response “With the economy the way it is and with key markets as flat as they are, now is the perfect time to own or use a business aircraft,” said EBAA CEO Eric Mandemaker and President Brian Humphries in letters that went out to the Wall Street Journal, International Herald Tribune, Economist and Financial Times in mid-January. In the “Dear Editor” letter to key general media publications, Mandemaker and Humphries stated that despite recent public debates about the use of corporate aircraft, the current economic crises is a strong argument for the use of business aircraft: “It certainly has not gone unnoticed that several major corporations, particularly in the US, are under fire for operating a company aircraft. The general consen-
sus among the less informed it seems is that these aircraft are merely perks for overpaid, undeserving CEOs. Little is ever printed about the fact that most business aircraft … are undeniably the best and often only way for executives to maximise their productivity; attend multiple meetings in multiple destinations within the course of one or two days, to get contracts signed and develop new business. … Why is it the perfect time for companies actively to pursue the use of business aviation? Because with a faltering economy and diminishing business confidence, now is the time to re-establish the business by getting out and seeking new clients and deals, and servicing the customer base more proactively and efficiently than ever before. “… Don’t damn [business aircraft] as a luxury or leave them in the hangar wasting money, use them now as the essential tool they are to re-establish your business
and build the foundations of recovery.” Response to the letter, which was published in the Wall Street Journal (WSJ) and was excerpted in a comment on economist.com, has been exceedingly positive. One WSJ reader, a G550 captain, wrote to the EBAA to thank them for “writing a clear and concise depiction of the true purpose and necessity of corporate aircraft.” And US industry leaders like former NBAA President Jack Olcott have added their backing to EBAA’s “timely comments… advocating the benefits of our form of transportation.” Additionally several business aviation industry publications in Europe and the US have featured the letter and run supportive commentary. The EBAA has forwarded a copy of the letter to all its members encouraging them to carry out a similar media campaign for local general press.
16 MAGAZINE
In Brief Shows Predict Healthy Numbers Although ABACE has been cancelled, interest in business aviation industry shows does not appear to be waning on a global level. Organisers of Europe’s AERO 2009 and EBACE shows are painting strikingly positive pictures. AERO 2009 organisers confidently claim that both exhibitor and visitor numbers for the Friedrichshafen show in April are expected to be similar to the numbers for the previous show two years ago. Around 550 exhibitors and 45,000 visitors attended the 2007 edition. This year AERO 2009 will involve more general aviation sectors, namely helicopters and E-Flight. Organisers hope to sell about 10% more space than in 2007.
EBACE organisers also report healthy exhibitor numbers for the May 2009 show. EBAA has advised FlyCorporate that most of the major exhibitors are reserving the same amount of space as at the 2008 show. Some have even increased the amount of space they are taking. “Although it is still a bit early in the planning, we are excited by the preliminary numbers,” EBAA’s Romain Martin, Manager of Convention and Projects told FC.
Blink Grows Air Taxi Fleet Blink has increased its fleet of jets with the delivery of three additional Cessna Citation Mustangs. This 400% increase in operating capacity comes as Blink is benefiting from mounting demand from corporate business travellers requiring a quick, efficient and cost-effective means to fly in Europe. This is the first of three Blink capacity increases that will see the fleet rise to nine Blink jets by October 2009. The fleet increase positions Blink to continue with its planned European base expansion during the course of 2009. Tailored to a corporation’s unique needs, the shuttle should increase employees’ productivity by enabling same day return and multi-city day trips without any increase in total travel cost.
Against a backdrop of exceptionally challenging economic conditions, Blink is delivering on targeted revenue growth, with over 300 unique customers. “The economic downturn provides us the perfect landscape to increase our fleet given the unique value proposition of a Blink air taxi,” commented Peter Leiman, Managing Director and Co-founder of Blink.
ExecuJet Expands Services in Mexico In line with ExecuJet’s worldwide development plans, the company is to expand its Mexico-based services, offering a full portfolio for aircraft management and charter services in Latin America and the Caribbean. As of 1 January, ExecuJet Mexico has secured two new aircraft under an exclusive charter management agreement and the Global Express and Falcon 900B are now available to clients for short and long term assignments. The aircraft join three Pilatus PC-12s that ExecuJet Mexico already had available for charter in the region. A further four PC-12 aircraft have joined the fleet to compliment a Falcon 7X, CL300 and a Falcon 2000 under management by ExecuJet. The expansion means that ExecuJet will have operations at two Mexican airports (Del Norte and Mariano Escobedo International - Monterrey).
Global Express XRS
“Despite the global economic downturn, Mexico still presents some great opportunities to the world of general aviation,” said Managing Director of the Mexican base, Adrian Zambrano. “Presently, we are focusing on further expansion for our aircraft management and charter services.”
17
Events Calendar 2009 HELI-EXPO 2009 22 - 24 February 2009 Anaheim, California
Aviation CO2 Workshop
48th Annual Canadian Business Aviation Association Convention (CBAA 2009) 27 - 29 May 2009 Montreal, Canada
24 - 25 February 2009 Budapest, Hungary
International Paris Air Show 2009
2nd ACI EUROPE SMAG Conference & Exhibition
Jet Expo 2009
02 - 04 March 2009 Linz, Austria
NBAA’s Light Business Airplane Exhibition & Conference 2009 12 - 14 March 2009 San Diego, California
1st Annual BA-MEETUP 18 - 20 March 2009 Hilton Hotel, Lyon, France
Aircraft Interiors Expo 31 March - 02 April 2009 Hamburg Messe, Germany
AERO Friedrichshafen 02 - 05 April 2009 Friedrichshafen, Germany
18th ACI EUROPE Airport Trading Conference & Exhibition 20 - 22 April 2009 Porto, Portugal
9th Annual European Business Aviation Convention & Exhibition (EBACE 2009) 12 - 14 May 2009 Geneva, Switzerland
15 - 21 June 2009 Paris, France
16 - 18 September 2009 Moscow, Russia
62nd Annual Meeting & Convention (NBAA 2009) 20 - 22 October 2009 Orlando, USA
Dubai Airshow 2009 15 - 19 November 2009 Jebel Ali, Dubai
18 MAGAZINE
Foster Designs NetJets’ Falcon 7X Interior Commissioned by NetJets to design its new fleet of 33 Falcon 7X, Lord Norman Foster declared he accepted the chal-
lenge unhesitatingly, adding that: “It presented the opportunity to apply my professional expertise, my passion for aviation and my experience as a NetJets customer to one of the world’s most exciting aircraft.”
Foster & Partners are renowned for designing the “Gherkin building” in London, Beijing Airport and the new headquarters building for the Spanish bank Caja Madrid, among many other noted landmarks. Mark Booth, NetJets Europe Executive Chairman, notes: “Whether NetJets owners want their journey across Europe or the Atlantic to be peaceful or productive, the personal and intuitive touches added by Lord Foster to the Falcon 7X will meet their needs in a way never seen before in aviation.” FlyCorporate attended the unveiling of the aircraft interior in November. The Foster-designed Falcon 7X has been available on the NetJets Europe Owner Programme since January 2009.
In Brief Rizon Looks Long Term with Learjet 85 Order Middle East executive charter company Rizon says its investing for the long term demonstrated by a firm order placed for four new Bombardier Learjet 85 aircraft. “The Learjet 85 is ideally sized for us to support our growing charter activity in the Middle East and to expand our activity into Europe,” said Rizon Chief Executive Will Curtis. “It has all the benefits of the Learjet 45, which has been such a popular charter aircraft, only with more space. It is certainly going to be a winner in the charter market, both in Europe and in the GCC.”
Rizon expects that its Learjet 85s will serve the Middle East in the winter and Europe in the summer –mirroring the travel trends of its regular clients. “Ultimately, we expect to base two of the Learjet 85s permanently in the UK, which will be an important base for us,” he added. The new Learjet 85s, which can fly up to eight passengers over a 3,000 nm range, will join three Challenger 605 aircraft in the Rizon fleet. The first of two coming from Bombardier is scheduled for delivery in the second quarter of 2009. A third is coming from another source. Rizon also has an order for one Global 5000 – due to arrive in 2011- and a second Hawker 900XP, scheduled for delivery in April 2009.
Furthermore, in September 2009 Rizon will open a brand-new $20 million MRO and FBO facility at London Biggin Hill Airport.
Will Curtis, CEO of Rizon signs with Khader Matter, regional vice-president, sales, Europe, Middle-East and Africa, Bombardier Business Aircraft.
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20 MAGAZINE
New Organisation for Citation Jet Pilots A new organisation has been established to provide information, communication, and support for owner-pilots of Cessna Citation aircraft. Known as Citation Jet Pilots (CJP), the group already represents more than half the Cessna Citation owner pilots in the US. International ownerpilots have also joined.
Training organisations, instructors, suppliers and owner-pilots of other Citation aircraft are invited to join CJP on-line and attend meetings. Every Citation ownerpilot is eligible for full CJP membership.
citationjetpilots.com
John Hayes, CJP’s President commented: “Our goal will be to make CJP a world class organisation where Citation ownerpilots can share information with other Citation owners-pilots to improve safety and the utility of our aircraft.” The first “Jet Pilots” gathering will be held at the NBAA Light Business Airplane Conference in San Diego (13-14 March 2009). “I hope that every Citation ownerpilot will join us for an unforgettable experience,” added Hayes. For more information visit citationjetpilots.com.
In Brief ABS Becomes Preferred Handler for Universal
Eclipse Gets Approval to Sell Assets
ABS Jets and Universal Weather and Aviation, Inc. have announced that ABS will now serve as a new Universal preferred ground handling provider in the Czech Republic and Slovakia. “The combination of ABS Jets’ local market expertise and Universal’s global market presence provide a perfect blend of services and support for business jet clients,” said David Kyjovsky, CEO and General Director of ABS Jets.
Eclipse Aviation has announced that it received approval from the United States Bankruptcy Court for the sale of its assets to EclipseJet Aviation International, Inc. EclipseJet is an affiliate of ETIRC Aviation, Eclipse’s largest shareholder, and a principal driver of the very light jet (VLJ) industry in Europe.
ABS Jets is the largest aviation company in the new European Union countries. It is the operator of the first business aviation FBO at the Prague’s Ruzyne Airport.
EclipseJet will pay $28 M (€20 M) in cash, plus promissory notes and equity for the assets. Eclipse expects to continue its current operations until the transaction is completed.
On 25 November 2008, Eclipse Aviation filed for Chapter 11 bankruptcy protection in the United States Bankruptcy Court. Since then, Eclipse has continued operations with debtor-in-possession (DIP) financing.
Eclipse 500
21
Ask an Expert Question: We are considering buying a secondhand business jet for our fleet. Are there different insurance requirements for second-hand aircraft compared to new?
Answer: If I had to answer in one word, I would say “no”. But there are many aspects to consider when insuring a second-hand business jet so the answer cannot be that straightforward. While there is no difference between the liability insurance for a new or second-hand jet, hull and other insurances may be affected during the lifetime of your insurance contract, and if a claim occurs. Insurers will be sensitive to the history of your aircraft, especially if it has been previously damaged, or if the previous operator was notorious on the insurance market. An insurer will usually consider that an aircraft that has been previously damaged has suffered a “loss of value”. This can be important if you need to make a claim.
Insured or Agreed Value When you take out insurance on the hull of your aircraft, you will need to choose between an insured value and an agreed value. If your jet is covered with an agreed value and there is a dispute over the amount of a claim, the insurer will need to prove that the amount paid out is justified. If you chose an insured value, you will need to prove the aircraft was worth that amount. Insurers do not request any documentation when insuring a new aircraft on an agreed value basis as the value requested should reasonably correspond to the market value. However, they might request a survey when insuring a second-hand jet on agreed value. The value itself is important. Do not under-insure your aircraft! You will save very little on the total cost of your insurance, but you will put your asset at risk. The insured (or agreed) value should correspond to the amount you would need if you had to buy the same type of aircraft.
ASK
Do you have a question about business aviation in Europe? Email it to editor@fly-corporate.com
Wear and Tear If you do need to make a claim, remember that your insurer will deduct the cost of depreciation from the value of your aircraft’s body and equipment if they are not new. Known as wear and tear, depreciation reflects the natural and gradual deterioration of your aircraft resulting from use and age. You should not expect to be reimbursed in full for an engine that is halfway through its life. The key to insuring anything is to provide your broker with as much detail as possible. With this information they can ensure your aircraft is covered in order to preserve your assets if a claim occurs.
Our expert: Christophe Paulin Verspieren Aviation
Glossary Hull insurance: Insurance against physical damage to an aircraft or ship. Liability insurance: Insurance that provides protection from claims arising from injuries or damage to other people or property.
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Finding and Buying the Right Pre-Owned Bizjet
Falcon 50EX
by David Wyndham, Vice President & Co-owner Conklin & de Decker Associates, Inc.
With today’s global economic meltdown, the pre-owned aircraft market has changed from being seller-driven to a buyer-driven one. With all the aircraft now available, how do you go about finding the one for you?
The first step, as always, is to research your true requirements. While you may be able to buy a large-cabin business jet for the price that was being asked for a nice mid-size business jet last summer, is that really the smart buy? Quantify your requirements and separate the must-have and nice-to-have items.
Your typical mission may require six seats and 1,800 nm (3,300 km) range, but eight seats and 2,400 nm (4,400 km) range would be a nice-to-have. In doing this you can filter out the aircraft that don’t meet your needs and develop a value-based ranking to evaluate those that do meet your needs.
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Typical requirements you should consider include:
aircraft. No one knows when the market will turn and what aircraft will remain unsold at that point.
• What is your typical passenger load? • What is the cost to operate? • What range do you need? • Is the new aircraft compatible with your existing fleet? • How much baggage do you regularly carry? • Do you fly to airports at high altitudes, with short runways or in hot climates? • What support do you need after purchase? Recent reports from publications that specialise in pre-owned aircraft prices (for example, Vref and the Aircraft Bluebook Price Digest) indicate prices of used aircraft dropped about 10% in the third quarter of 2008 compared to the previous quarter. You might wonder if there are further drops to come. If past history is a guide, it is likely that prices may come down even more over the next six to 12 months. However, selling price isn’t everything. On a used business jet, the acquisition cost is only about one-third of the total cost to acquire and operate the aircraft for 10 years. If you factor in the residual value, the ownership cost (acquisition less residual value) is down to 10 to 20% while the operating costs command the remainder of the budget. Good quality pre-owned aircraft are always in demand. Long term, you are better off buying the aircraft you want when you find it rather than waiting for the price to drop and then looking for an
So stop worrying about timing the bottom of the market. If you are going to own the aircraft for more than a year or two, finding the right aircraft is more important than trying to save another five percent on the acquisition. Buying an aircraft today will still get you good value.
Check the Upgrades If the aircraft you want to buy is a popular model that has been around for a long time, there are likely to be a number of upgrades available. Make a list of the upgrades for your chosen aircraft and categorise them as must-have and nice-to-have. If you cannot find an aircraft with all of your must-have upgrades, think about whether you are prepared to spend the time and money to have them installed. A used plane with many of the upgrades already in place will save you time when entering the aircraft into service and the previous owner will have already absorbed some of the “new features” depreciation. Some of the upgrades you might wish to consider include: • Updated avionics. There are impressive upgrades that can turn your old analogue cockpit into a glass heaven. The prices are impressive, too. Evaluate what you need against what you want. Look for upgrades that match, or come close to matching, the avionics found in the new models. This will make support easier, and will likely add or retain their value longer than a unique set-up.
• Engine upgrades may or may not add value. If they are from a reputable source, and have a multi-year track record with multiple sales, then support and maintainability are likely to be available. Engine upgrades that add both performance and efficiency are the ones to look for. If you are buying an aircraft built in the last 10 years or so, engine upgrades are unlikely to be available, nor necessary. • Performance enhancements that make the aircraft go faster on the same fuel, or engines that burn less fuel, can be desirable. Some other items that add value may be popular performance enhancements. These include winglets that can reduce your fuel consumption and increase speed. Adding additional baggage capacity helps if you need the extra storage, and the model you are evaluating is a bit short on space. • Cabin and inflight entertainment. With business aircraft, it is the passengers who pay the bills, so keeping them comfortable and happy is important. Interior upgrades are widely available and range from in flight phones and Internet access to DVD players and high-definition screens. These systems can add to both productivity and pleasure but be careful of adding complexity and weight. Aircraft that have a limited payload with full fuel will force you to decide between passengers, comfort and range. Make sure your necessary payload and range requirements will be met after such enhancements.
There are impressive upgrades that can turn your old analogue cockpit into a glass heaven
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How to Find Your Aircraft Finding good used aircraft can be difficult but you can easily do some of the initial research on your own. Contact maintenance facilities that work on the types of aircraft you are considering. Ask them what service difficulties the aircraft have (if any) and the availability of spare parts. Become familiar with the general performance characteristics. While the US is still the largest market for second-hand aircraft, good aircraft can be found worldwide. The Internet contains many listings which will give you an initial view of availability. However, most listings show “make offer” as the selling price. Publications such as Vref and the Aircraft Bluebook Price Digest will provide further guidance on approximate selling prices based on sales recorded in recent months. It is best to work with a broker or consultant who knows the aircraft types you are looking for, has knowledge of the market, and has connections. If someone you know has recently bought or sold an aircraft, ask them for their recommendations. A skilled broker will know the process and be able to guide your acquisition team through the myriad of procedures and negotiations that a successful acquisition entails. Many
times the best aircraft is not located in your country so look for someone with experience in importing and exporting
to allow the time needed to make sure both the aircraft and sales agreements are what you, and the seller, expect.
Brokers generally work with the seller, as in real estate transactions. Buyer brokers are available and will work for and are paid by the buyer. Check whether the buyer broker is independent or if they also represent sellers. If they do sell aircraft, ask about conflicts of interest. Ask about their experience with the aircraft types of interest to you, and have them explain their plan for finding the best aircraft. The broker should be able to find you at least two or three good candidate aircraft. Work with them closely to ensure they understand your requirements, budget and your local laws and taxes.
Once you have a candidate aircraft identified, get a thorough pre-buy inspection. Lee Rohde, President of AMS Consulting once said: “Buying an aircraft without getting a pre-buy inspection is like playing Russian roulette with a fully loaded pistol.”
Brief the Acquisition Team Have your acquisition team in place early on. Make sure your legal, tax and contracting experts are all aware of the timing of the acquisition and are prepared in advance for the process. Work with people who understand the issues surrounding an aircraft acquisition. The money paid to these professionals can literally make a difference of hundreds of thousands of euros on a turbine aircraft acquisition. While deals can be executed within a matter of days, it is best
A review of the maintenance records does not constitute a pre-buy inspection. A review will only confirm that the aircraft equipment and maintenance status is as specified and advertised. As a condition of the sale, the aircraft needs to be “opened up.” Make sure the facility performing the inspection is not the one that routinely services the aircraft. A thorough pre-buy is not cheap, so this step should be reserved for a serious contender. Doing your research in advance, knowing your true requirements, and having an idea of what aircraft meet those requirements is all part of being an educated consumer. There are some great aircraft available at great prices. Prepare yourself, choose wisely and you will end up with an aircraft that will provide many years of good service.
Prepare yourself, choose wisely and you will end up with an aircraft that will provide many years of good service
Hawker 450XP
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Improving the Cabin Details Can Make Old Airplanes Rival New by Tim Kern, CAM A new custom interior can make an older aircraft equivalent to a new business model at favourable cost. Cockpits and propulsion are important operationally, but the work that gets done in the back of corporate airplanes determines your aircraft’s true value as a business tool. Who Needs Refurbishment? You should consider interior refurbishment work if your existing aircraft is still functionally adequate but no longer modern or comfortable enough, or if you have recently purchased a used aircraft. Buying a used aircraft and giving it a cabin makeover can save millions of euros compared to a new aircraft. Such makeovers are not cheap, but the costs can be planned and managed.
1. Partials – refurbish or modify limited items in an interior. 2. Complete Refurbishment – every thing in the interior is refurbished. Surface coverings, cabinetry, painted surfaces and carpeting are removed and replaced with new. 3. Complete Refurbishment with Modi- fications – like a Complete Refur bishment but some new items (not a part of the original configuration) are added.
What Can You Do? BizJet receives many requests from its clients for refurbishment. Doug Bressler, BizJet’s Director of Lean Management, classifies them into five categories:
ExecuJet Global Express
4. Re-completion – the existing interior furnishings and configuration are re- moved and a new interior is design- ed, created and installed. 5. Completions – the installation of new interiors into green (new) aircraft.
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When an interior works well but looks threadbare, a partial refurbishment may be all that is needed. New fabric, upholstery and carpet, modern lighting, plus some upgraded laminates can turn a dated interior into a first-class business environment.
Where Do I Start? Deciding what to change in your aircraft is often a matter of budget but may also be affected by the previous use of the aircraft. For example, if your aircraft has just come out of charter service, the wear and tear of random users degrades the professionalism your bizjet exemplifies and must be repaired. How you intend to use your aircraft is also an important consideration. You may decide that your usage requires better appointments, communications or a different layout. Sometimes branding – matching your company’s image inside and out – is vital. Pascal Jallier, Head of Completions Management at ExecuJet Aviation Group, says: “Customers don’t always pay attention to the real use of the aircraft. Sometimes, they just see figures… and overstretch the
capacity of the cabin, resulting in faster wear and often higher maintenance.” Choosing the right completions centre is also vital. Jallier warns: “Some houses will promise the moon but they very often aren’t capable of delivering quality.… If you need refurbishment you should initially talk to us. We see the quality of all these centres, and we can counsel the customer on where to go.” Bressler recommends you consider the reputation of each centre. Get references and ask other operators who have used them. Look for quality, on-time delivery and effective follow-up.
Avoid Expensive Mistakes Consider the resale value of your aircraft before you begin. A fully customised interior that meets the needs of your company exactly may not sell easily, especially if it seems bizarre to everyone else. Expensive mistakes in major refurbishments will affect resale. Unusual equipment, eclectic furnishings and nonstandard floor plans might enhance the airplane’s immediate use but may make
resale more difficult. Your refurbishment centre should also advise you on the suitability of the equipment you will include in (and leave out of) your aircraft. If one jurisdiction requires something, you should meet that requirement or you may be cutting out a potential market when the time comes to sell. Maintenance, even routine stocking and cleaning, can pose future problems if these things are not considered during the design phase. Custom items are expensive to obtain and approve and they can cause problems down the road if their supporting companies disappear or discontinue support. Jallier warns against putting a lot of money into really old airframes: “The technical documentation may have been lost or be difficult to find and further inspection may show supplemental leaks or corrosion damage. Suppliers may no longer exist or have spares,” he says. “It is best to strip it clean and install a brand-new, updated cabin. It is more expensive to start, but will prevent issues during manufacture and future maintenance.”
Consider the resale value of your aircraft before you begin
Reiner Heim Design for Lufthansa Technik A380VVIP
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All design work needs to be coordinated with knowledgeable people. The completions house should have a strong reputation. The air-framer or an expert in that model should be at the design table, particularly early in the planning process. Your maintenance people (inhouse or contract) need to have input. It is easier to correct mistakes on paper than in composites, leather and wood. An experienced house knows when an engineer is vital, and whom to call. Bressler notes that most clients have a designer but virtually none bring an engineer. Jallier says that customers naturally insist on their corporate identities, but use ExecuJet’s designers “95% of the time.”
Rework or Replace? Recent economic trends mean existing aircraft are likely to be kept in the fleet until they become impractical. If the size and range of the aircraft continue to fit the company’s needs and its reliability is good, there is probably no need to replace. However, rework is popular.
The costs of such works are not trivial and start from €100,000. Careful cleaning and good maintenance go a long way, but when the environment no longer enhances the conduct of business, it is time for the interior to be refreshed.
Money and Budget
When will it be accomplished and what are the penalties for slipped schedules? Who has responsibility and coverage for the warranties on the work (and subcontracted work or components? Bressler sounds a note of caution when the work is done in a foreign shop: “Be sure you have all the documentation you will need to clear customs on the flight back home.” Jallier cautions similarly: “Certification can be an issue when the airframe changes sides from FAA to EASA.”
Ensuring your refurbishment project does not break your budget requires good planning. Doing the refurbishment work during a planned outage (such as a major inspection or maintenance) can save time and money. Locate a refurbishment house that is near the maintenance and inspection depot to enable your aircraft to receive attention from both sets of workers. BizJet, for example, does in-house engine maintenance and overhaul, and full airframe maintenance. They also have full avionics and full exterior paint capabilities.
Your Choice
A quote for the work is essential. Bressler says to get everything in writing. Exactly what will and (maybe more importantly) what will not be covered?
It’s subjective but it’s your choice. What’s wrong with that?
Even a major project will be considerably less expensive than buying a new aircraft, and the experience for the cabin-users may be comparable or even superior. A new aircraft brings new expenses and uncertainties that a known, proven aircraft does not.
Financing Pre-Owned
Corporate Aircraft and Helicopters
by Carey Coffield, Corporate Asset Finance Manager, Lloyds TSB Corporate Markets
Choosing to acquire a pre-owned corporate aircraft certainly brings the inaccessible within reach. While new aircraft might be very attractive, you may find a larger or faster aircraft on the pre-owned market for the same money. It’s no accident that Donald Trump chose a pre-owned plane as his personal jet. While other high flyers were opting for new, he knew exactly where to put his money. Trump and up to 23 passengers get to fly the skies in spacious comfort whilst for a similar outlay the CEO around the corner can only take a few of his closest advisers into the new corporate jet.
Whether you decided to buy a new or used aircraft, the process of financing your purchase is almost the same. The main difference is that your financier will not have to fund any pre-delivery payments which are sometimes required when you purchase new.
It is crucial to match the right aircraft choice with the right funding solution
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Get the Aircraft and Funding Right Having decided on a pre-owned aircraft over a new model, having weighed up which specific one to buy or how best to finance that choice, the big question becomes: what happens next? As with any major asset acquisition, there are some key factors to consider which help shape your next set of decisions: • How long will I keep the aircraft? • Will I make it available for charter? • How often will I use the aircraft? • Which register and jurisdiction should I use? • Do I need a special purpose com- pany? • How do I select my funding and legal teams? Throughout this process it is crucial to match the right aircraft choice with the right funding solution. There are a multitude of options which, at first glance, can appear daunting and complex. As with everything else, the path through the maze is made much simpler with the help of industry professionals. The jargon, options, endless permutations of leasing, registration and such can all be avoided by a thorough understanding of what the customer requires from the outset and where they want to be in five to seven years. There are also risks such as aircraft market buoyancy and future residual values to consider.
Do you want to be exposed to these market fluctuations and the worry of whether aircraft prices are static, rising or falling? Or whether residual values are increasing or decreasing? Or would you rather mitigate that risk?
Cash Option Cash is the first funding option that most people consider when buying an aircraft. With a cash purchase you own the aircraft outright and it is yours to do with as you please. It is unencumbered which may offer you flexibility later on. However, when compared to your return on capital from investments versus the cost of borrowing, it’s often unwise to unlock higher-earning cash reserves. Just because using cash appears the simplest solution, don’t assume it is also a straightforward one. Purchasing an aircraft is a complex process and requires the expertise and assistance of a competent and experienced funding partner. It is about much more than “a quick viewing of the interior and taking delivery”. Aviation industry financing professionals are generally impartial and will help you assess the issues that really matter to you such as the structure of the transaction. These financing experts can advise you whether, in today’s economic environment, cash really is the best way to acquire your aircraft.
Manufacturer and Broker Options Another option is to obtain finance for a pre-owned aircraft direct from the manufacturer as part of a complete package which could include maintenance and training. However, you may find that the structures available are more limited than those available in the wider financing market. Brokers can join the dots between buyers and aircraft by finding suitable financiers to facilitate the deal.
Carey Coffield
Brokers tend to have market knowledge and can sometimes play an important role in a transaction. However, the same outcome can often be achieved by going to the financier directly, particularly as they already have the expertise needed to complete the deal and would not generally charge for the introduction and expertise.
Specialist Aircraft Financiers Leasing is one of the options available if you do not want to own the aircraft. There are a range of other options on offer, but the best solution depends on your requirements. Do you want structured debt or an off-balance sheet operating lease? With an operating lease you are able to mitigate market exposure and residual value risk and are able to pass this risk onto the aircraft financier. As with everything else, planning is the key. Ensure you know how and where you will use your aircraft. Decide how it’s best funded and work with a specialist team that has the knowledge and understanding to underpin the acquisition with a bespoke solution that matches your goals. They will prove to be an invaluable resource as you plan and budget all the way from acquisition to disposal. The value of an aircraft can be much more accurately predicted over time than any other asset. However, accurate valuation relies on a complete understanding of this specialised market and how you will be using the aircraft. This is particularly relevant if there is a chance you may dispose of the aircraft before the end of the funding term. Look for a financing partner that can provide the different funding structures. Make sure they also offer the sort of banking and treasury expertise you would expect to support such a major transaction.
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A Titan Among Turboprops
by Jack Carroll
NG — or Next Generation — is the appellation Pilatus have bestowed on their new and improved PC-12. The PC-12 NG, certified in March 2008, is an odds-on bet to keep the company well ahead of the turboprop pack for years to come. Not only is it the turboprop sales leader, Pilatus is rated number one in product support over all business aircraft in surveys by two respected US-based trade publications.
No turboprop can do everything the PC-12 does every day
What makes this workhorse-cumthoroughbred aircraft so special and why does it have such a cult following among all types of operators? “If I had to sum it up in one word, it would be versatility,” says Daniel Kunz, who directs PC-12 sales and marketing. “Some aircraft in our category might have an advantage over the PC-12 in
different areas. For instance, one might have a little more payload; another might have a slightly longer range. But when you look at the whole package; the PC-12’s wide range of capabilities, it’s simply unbeatable. No turboprop at any price can do everything the PC-12 does every day, all over the world.”
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Something for Everyone
800 Deliveries; 2 M+ Hours
NG Changes More Than Skin Deep
Kunz elaborates on what the can-do PC-12 can do: “Our owners always have special features or capabilities that they like most. Many appreciate the fact that we only need 600 meters of runway, others like our ability to land on unimproved runways or grass and gravel. One operator is especially pleased that he can land near his home in the Swiss Alps, rather than having to land a jet at a more distant airport and then face a long drive over mountain roads. They even point to simple things, like the fact that, as one put it, ‘Our pilots don’t have to crawl over the passengers on the way to the cockpit.’ That’s because the King Air’s door is in the rear, while ours is in front. We are yet to find an operator who doesn’t like our extra-wide cargo door.”
In the end, the PC-12 made its own market as more and more people started asking for the aircraft in an executive configuration. As Kunz notes: “In the beginning you could only get the PC-12 in one colour, a silver and beige scheme.” The PC-12 made its first appearance as a mock-up at NBAA in 1989. It was rolled out and first flown in May 1991. Certification came in December 1994 and initial deliveries began in 1995.
Though it looks pretty much the same as the legacy model, what we have with the PC-12 NG is a virtually new aircraft on the inside. Nothing cosmetic here, it’s clearly a renaissance. Let’s start in front, with the prop. It is a four-blade Hartzell, constant speed and fully reversing. You can back it into a parking space.
That cargo door was in the plans from the outset of the PC-12 programme. “When the PC-12 was planned, I don’t think a pure business aircraft was on the radar,” says Kunz. “The designers were looking at a rugged utility aircraft that might serve in air forces to move parts and personnel, be equipped for medevac/air ambulance duty, or act as a feeder aircraft to larger airports, carry packages for cargo operators, or in the short-hop commuter role. It was a modest business plan then, calling for just 250 aircraft over a ten-year period.” How happily wrong they would prove to be.
Fast-forward to late 2008 and nearly 800 PC-12 legacy and NG models are operating in a wide variety of roles, just about everywhere on the planet. “About 90% of the fleet are in the executive configuration,” says Kunz. “If the clean-sheet design had been planned strictly as an executive aircraft, the cargo door—which is now one of our most useful and distinctive features—would not have been there.” But fortunately for Pilatus, it is there and remains one of the most wanted features of the PC-12. “Once our operators use it, they find that they can’t do without it. I should point out that no business aircraft has such a large cargo door.” The PC-12s aft cargo door measures 135 by 132 cm (53 x 52”) for easy access to 9.34 m3 (330 feet3) of cabin space behind the cockpit.
The new engine is Pratt & Whitney Canada’s PT6A-67P which comes from a long line of PT6s, the most reliable powerplants on the planet. Flat-rated at 1,172 shaft horsepower (shp) for takeoff and climb with cruise power at 1,000 shp, the new engine replaces the earlier PC-12’s PT6A-67B. The 67P can stay at maximum power longer, climbing at 91 m (300 feet) per minute. The engine pulls the NG along up to 13 knots faster to a maximum cruise speed of 280 knots with a range of 1,573 nautical miles (2,913 km). The NG also has a shorter landing roll than its predecessor and can lift more weight; a hefty 1,204 kg (2,654 lb) maximum payload. With a maximum take-off weight of 4,740 kg (10,450 lb) and a landing weight of 4,500 kg (9,920 lb), the PC-12 NG can easily hold sufficient fuel to reach several destinations in a single day without wasting time between stops to fuel up.
Ergonomic, Pilot-friendly Cockpit “We basically scrapped the legacy PC12 cockpit,” explains Kunz. “Everything from power controls to cup holders, the entire NG cockpit was created by BMW Group DesignworksUSA under strict ergonomic standards to maximise pilot comfort and simplify operation.” The rationale: “Our goal from the start was a clean cockpit. Not a cockpit with four screens, yet where the pilot had to adjust the cabin pressure manually.
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“We integrated as much as possible into the new Primus Apex avionics suite and at the same time updated the entire electrical system. The Primus Apex basically has the same architecture you’d find in the Falcon 900 EASy or Gulfstream PlaneView cockpits. What we’ve done is to adapt the system for single pilot operations, but at the same time give them the opportunities that Gulfstream or Falcon pilots have. From what we’ve heard and reports from the field, it looks like we’ve succeeded on all counts.”
The Perfect Fractional Partner New Hampshire-based Alpha Flying became a Pilatus pioneer when it became the first operator of the PC-12 in the fractional role when it launched the popular PlaneSense programme. George Antoniadis, founder and CEO, recalls why he chose the PC-12: “Having seen the first PC-12 off the production line, I was convinced that its cabin size and single-engine economics would create a category winner. We’ve always positioned PlaneSense as the sensible fractional ownership programme, based on the PC-12’s outstanding performance and economics, which is most important in the current business environment.” Having grown to a fleet of 35 PC-12s, with more on order, PlaneSense is the world’s largest operator of the type, accumulating over 50,000 flight hours without an accident. The average age of PlaneSense PC-12s is just two and a half years. The company flies mostly legacy models, but PC-12 NGs are now arriving steadily.
Dexter, a fractional operator based in Moscow, is another company finding the PC-12 to its liking, especially in the unforgiving winter weather in Russia. The company started two years ago with an order for two legacy PC-12s and intends to build its fleet to at least 25. Says Kunz: “At that time we were already sold out for two years, so could only make incremental deliveries. Dexter now operates four legacy PC-12s and have taken delivery of four NG models this year. We also now have a firm order for another five for a total of 13 and they intend to order more to handle their growth through 2010 and 2011. Obviously they’ve made the right aircraft choice and the aircraft has proven itself to them in all kinds of weather conditions with no problems at all.” In addition to fractional ownership programmes, other fleet operators include the Royal Australian Flying Doctor Service, the Royal Canadian Mounted Police, the US Drug Enforcement Agency and the US Air Force’s elite Air Commandos, 1st Special Operations Wing. Kunz points out that for special missions, such as dropping supplies or parachutists, Pilatus can install a unique utility door, which Kunz refers to as a “door-in-door.” This second door allows the pilot to fly down low, throttle back and depressurise the aircraft, open the inner door to make the drop, then pressurise the aircraft and climb back to cruise altitude. Of course, when loading or landing with large packages, equipment or passengers, the main cargo door is used.
Completions and Product Support According to Kunz, completion work is spilt about 50-50 between Pilatus’ wholly owned facility, Pilatus Business Aircraft in Broomfield, Colorado, which handles most US and Canadian completions and the factory in Stans, Switzerland, which handles everything else. PC-12s are ferried from the plant to the US completion centre wearing a distinctive white protective undercoating. But there is an exception, as aircraft for Alpha Flying’s PlaneSense fractional ownership programme are completed in Stans, painted in the company’s livery, and ferried direct to PlaneSense’s base in Portsmouth, New Hampshire, ready to go to work. As the fleet grows, so does the Pilatus support network. Currently there are service centres located in North America, Mexico and Puerto Rico which account for about two-thirds of the PC12 population. There are also centres in Sao Paulo, Brazil; Johannesburg, South Africa; Europe and Australia. At present, the support network includes at total of 42 service centres. There will be additions for sure as the PC-12 fleet approaches the 1,000 mark in 2010. As to the current global economic situation, Kunz understandably voiced a note of concern: “We have a stable order book which is on schedule for roughly 100 aircraft in 2009 and in the 120 range for 2010, but we are definitely in a ‘wait and see’ mode for the time being.” On the brighter side, the PC-12 operates at about half the cost of a typical light jet, so with the PC-12 NG and the apparent insatiable demand, Pilatus would appear to have the right product for these tight times and will be more than ready when the inevitable economic turnaround finally happens. Sooner than later, we hope.
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PC-12 NG Fact Sheet Capacity:
Six to nine passengers plus crew
Power:
Pratt & Whitney Canada PT6A-67P, flat-rated to 1,200 shp for take-off and climb
Avionics:
Integrated Honeywell Primus Apex Suite with 26.4 cm (10.4") flat panel, screens for Primary Flight Display (PFD); Situational Awareness, Multifunction Display (MFD) and Systems MFD. A second PFD for a co-pilot is optional.
Construction:
Aluminium alloy for skin and primary structure, epoxy resin composites for secondary parts (for example, cowling and fuselage strakes)
Certification:
US FAA Regulation (FAR) part 23, normal category. EASA certification to US FAR Part 23 standards.
Maximum range:
1,573 nautical miles (2,913 km)
Speed:
Distance: Altitude: Size:
Weight:
Maximum cruise:
280 knots (518 km/hour)
Stall speed:
66 knots @MTOW (122 km IAS)
Take-off:
808 m (2,650 feet) @ MTOW, over 15 m (50 foot) obstacle
Landing:
558 m (1,830 feet) @MLW, over 15 m (50 foot) obstacle
Maximum operating:
9,144 m (30,000 feet)
Baggage compartment:
1.13 m3 (40 feet3) - internal
Cabin volume:
9.34 m3 (330 feet3) - pressurised
Take-off (maximum):
4,740 kg (10,450 lb)
Landing (maximum):
4,500 kg (9,920 lb)
Standard basic operating:
3,065 kg (6,757 lb)
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Socata Turns the Page
by Jeff Apter
EADS Socata is set to become a major player in business aviation and aero structures, and may even develop a twinengine aircraft, after its tie-up with the fast-growing Daher Aerospace. The family-owned Daher will take a 70% stake in Socata with EADS retaining a 30% stake.
The new partnership is likely to seek financial or industrial partners
Since it was created as Morane-Saulnier in 1911, Socata has produced more than 17,000 aircraft. However, Louis Gallois, Chief Executive of EADS, has said the company would be unable to develop its aircraft manufacturing and aero-structures businesses without outside support. The new partnership is likely to seek financial or industrial partners to launch the larger dual-
engine business aircraft that is planned. Dubbed the NTx, Socata has said the new model will have increased range and will not be a replacement for the single-engine TBM 850 (See page 50 for more on the NTx.). Daher’s investment capacity is unquestioned but any new project also depends on the state of the market in the present economic crisis.
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Another Record Year Meanwhile, Socata’s healthy order book has lifted it into profit after four years in the doldrums. The company has booked more than 200 sales for its popular 6/7 seat TBM 850 turboprop since it was launched in mid-December 2005. About 70% of sales go to the US, 20% to Europe and 10% to countries in South America, Asia and the Pacific. Nicholas Chabbert, Socata’s Vice President Sales and Marketing, told FlyCorporate that 2008 was as another record year for the TBM programme and production rhythms were rising. He attributed the “growing success” to several factors: “Some small and medium business jet owners are now considering the TBM as a viable alternative to a very light jet – or even larger jet-powered aircraft – which are more expensive to operate. The increase in fuel prices also influenced decisions in favour of the TBM 850”. As arrangements for the merger go ahead, Socata continues to upgrade the 850, currently the only aircraft it produces.
Fastest Single Engine Turboprop First delivered to customers in January 2008, the TBM 850 is the world’s fastest single-engine turboprop with a maximum cruising speed of 320 KTAS at 7,925 m (26,000 feet) in International Standard Atmosphere (ISA) conditions. Powered by Pratt & Whitney Canada’s PTA-66D, the aircraft includes an allglass flight deck based on the latestgeneration Garmin G1000 integrated flight instrument system.
The flight deck has been tailored for the TBM 850 and is similar to the panel of the Cessna Citation Mustang. It replaces traditional instruments with large liquid crystal display screens, while integrating primary flight, navigation, weather, traffic, ground proximity and technical information. This reduces pilot workload and eases maintenance. According to Socata, that makes the TBM 850 one of the world’s most advanced light business aircraft currently available.
Flight Deck Upgrades Beginning in the third quarter of 2008, Socata began offering an optional upgrade to Garmin’s Synthetic Vision Technology (SVT) on new or already delivered TBM 850s equipped with the G1000. SVT presents a 3D depiction of terrain, obstacles and traffic on the G1000’s two 25 cm (10 inch) primary flight displays (PFDs) so that the avionics panel replicates what pilots would see outside the cockpit on a clear day. Garmin’s SVT blends information about the aircraft’s position with topographic databases to create and display real-time 3D images so that the pilot maintains excellent airborne situational awareness even when flying in reduced visibility or darkness. This results in reduced pilot workload and safer flying. The information is presented on the G1000’s large flight displays with XGA (1,024 x 768 pixel) resolution. Land, water and sky are clearly differentiated with shading and textures that are similar to the topographical colours found
on the 38 cm (15 inch) multi-function display (MFD), the largest on a light business aircraft. Two air data calculators and two air horizontal reference systems (AHRS) are complemented by a magnetic sensor and completed by the first entirely digital autopilot, the GMC 710. Socata also offers TBM 850 customers FliteLevel, Garmin’s support package that extends the standard warranty of the Garmin G1000 equipment from two to five years. Coverage can be taken out for parts only or for both parts and labour. In addition to providing coverage after the initial warranty runs out, FliteLevel also provides certain additional benefits while the airplane is in original warranty. Another upgrade is available to replace the 850’s environmental and vapour control system with the Global Air Control System (GAS) from Liebherr Aerospace. The system is automatically regulated by digital control. Pressurisation and cabin temperature operate through two independent circuits which enable the pilot and passengers to adjust their temperatures separately for their own areas – a first for an aircraft in the TBM category. In addition, the 850’s cabin interior has been entirely redesigned to offer more space, elegance and comfort, with a five centimetre (two inch) increase in width and a two and a half centimetre (one inch) rise in the ceiling height, along with superb leather finishing.
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Eurocopter’s EC135 by Rod Simpson
The EC135 light/medium twin-turbine helicopter has been one of the key contributors to Eurocopter’s march into the leadership of the world helicopter industry. With sales turnover of over €13 billion in 2007, Eurocopter outstrips all its competitors and offers the widest range of models from the EC120 Colibri up to the EC225 Super Puma. Eurocopter saw an impressive 715 orders for new aircraft in 2008. Of this total, 123 orders were for the EC135, and, while many of these were for the public/utility markets such as law enforcement and emergency medical services (EMS), the EC135 has also made a very significant mark in the corporate and private arena.
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First New Eurocopter The EC135, which falls into the 2-3 ton class, has the distinction of being the first new product from Eurocopter following the 1992 merger of France’s Aérospatiale and Germany’s Messerschmitt-Bölkow-Blohm (MBB). At the time of the merger, MBB had been working on its new Bo.108 fiveseat light helicopter and was flying two prototypes, one powered by Turboméca TM319 engines and the other operating on Allison 250-C20R engines. The efforts of the Franco- German design team resulted in a somewhat larger and higher weight helicopter which first flew in 1994. It had capacity for seven occupants and a ten-blade tail Fenestron in place of the Bo.108’s
conventional tail rotor. This provided significant noise reduction and enhanced tail-strike security. The EC135 also had a newly-designed bearingless main rotor system and the Anti Resonance Isolation System (ARIS) which incorporates dampers between the main gearbox and the fuselage. The original MBB fuselage pod design was retained - and is an important asset of the aircraft in EMS operations. The pod incorporated rear clamshell doors allowing throughloading to the cabin. By any standards, the EC135 is a handsome aircraft with smooth curves and great passenger appeal and it marked a major change in the structural design philosophy of both MBB and Aérospatiale who had, traditionally, built all-metal airframes.
The main load-bearing core mid section of the EC135 is a metal box structure, but the rest of the aircraft is built from advanced composite materials which gives it excellent damage tolerance and fail-safe structural integrity. It also means that there is limited corrosion exposure. The design not only resulted in a much-reduced parts count and more cost-effective manufacturing, but also allowed Eurocopter to offer on-condition and extended scheduled maintenance periods. This has proved particularly attractive to high usage operators such as police forces for whom frequent maintenance down-time is unacceptable. The EC135 is also certified to JAR27 crashworthiness standards.
The EC135 is a handsome aircraft with smooth curves and great passenger appeal
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Engine Options From the outset Eurocopter offered two engine options, taking the view that North American customers would be more comfortable with a US-built engine. Consequently, there are two current EC135 models - the EC135P2i powered by a pair of 667 shaft horsepower (shp) Pratt & Whitney PW206B2 turboshafts and the EC135T2i which uses two 634 shp Turboméca Arrius 2B2s. Essentially, both have similar performance and the two EC135 models have virtually the same price and specifications. European customers have tended to order the T2 although the German ADAC highway support and rescue organisation and most German Police operators have opted for the Pratt & Whitney engine. New EASA certification structures have also resulted in greater interest in the Pratt & Whitney version and recent orders for the EC135 by police forces in the United Kingdom have specified the American engine. According to Eurocopter (UK), around 60% of their EC135 sales have been for police customers and the aircraft is also used in significant numbers by the German Army and public services and by the French Gendarmerie National. A further 25% of sales have been to air ambulance and other utility operators (including some for wind farm management) with the remaining 15% for corporate VIP use. To date, Eurocopter has built around 750 EC135s at its Donauworth factory in Germany.
The EC135 was originally certified for Visual Flight Rule (VFR) operations with Instrument Flight Rule (IFR) certification following later. The VFR version is available in single or dual pilot layout and is equipped with largely analogue instruments including a Honeywell gyro magnetic heading system, artificial horizon and radar altimeter. Typically, this version will have a Garmin GNS430 GPS/NAV/Com and Mode S transponder. In practice, most EC135s are IFR-capable, which is almost essential to maintain a good resale value. While some aircraft will still have conventional instrumentation, most are now delivered with Eurocopter’s Avionique Nouvelle glass cockpit with two Chelton screens for each pilot.
Attractive Solution for Business For the business or private owner, the EC135 is a most attractive option with a price in the €5 M ($6.35 M) range (subject to the avionics and equipment selected). Because the fuselage is designed with the fuel tanks below the floor and a relatively shallow transmission system mounted on top, the cabin interior is wide, tall and spacious. The Executive version is fitted with a removable rear bulkhead that separates off the large rear baggage compartment which is accessed through the EC135’s clamshell doors. The VIP/Executive cabin, trimmed in high quality leather or fabric, can be fitted with two forwardfacing chairs, against the rear bulkhead and three forward facing seats behind the cockpit with a front seat for a sixth
passenger when the helicopter is in single-pilot operation. However, many customers will opt for two rear facing seats rather than the three-place arrangement and this provides space between both sets of main cabin seats for refreshment or entertainment cabinetry. Eurocopter have also introduced the designer “Hermès” interior (see next page). The Executive EC135 competes primarily with the AgustaWestland AW109S Grand which is a good choice if cruise performance is important. It is a bit more powerful than the EC135 with a higher useful load which allows for an extra main cabin passenger seat. However, in this configuration, with all the seats filled, the Grand’s passengers are quite tightly packed! By contrast, the EC135 interior has a greater feeling of space, partly because the rear seats are well recessed behind the aft cabin sidewall, and it is likely to be more relaxing for trips of more than an hour. The appeal of the EC135 is such that, today, there are very few pre-owned EC135s on the market and used aircraft which have been well maintained can command prices well above their original purchase cost. An older EC135 with a new cost of €3.0 M ($3.8 M) would typically sell for around €3.7 M ($4.7 M) and a low-time EC135P2 delivered in the last four years will cost between €4.2 and €4.8 M ($5.3 – 6.0 M). Who can be in any doubt that it is the flexibility, comfort and value for money which has established the enviable reputation of the remarkable EC135.
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Looking for Style and Functionality? Meet l’Hélicoptère par Hermès By Dan Smith Eurocopter announced the first sale of the l’Hélicoptère par Hermès model of the EC135 to Falcon Aviation Services (FAS) of the Middle East at EBACE 2008. Although technically a standard EC135, the interior and exterior have been specifically designed for civil use by the well-known French fashion house Hermès in cooperation with Eurocopter. Unexpectedly Spacious
Easy, Elegant Access
The project began when Hermès approached Eurocopter at EBACE 2006. After some discussion, the EC135 was selected as the first cooperative project between the two companies. Francois Taverne, CEO of Hermès, says: “This was a real design project. Eurocopter gave us a white card to review the interior and the exterior of the aircraft.”
Those changes are obvious as soon as you step into the aircraft. Even the landing gear has been redesigned to allow for easier and more elegant access to the cabin. A sliding glass partition separates the passenger compartment from the cockpit, enhancing privacy while allowing light to enter from the aircraft’s front-section.
L’hélicoptère par Hermès can accommodate up to four passengers and one or two pilots. Sliding doors open to reveal an interior configuration that is sober, light-filled and unexpectedly spacious. The cabin, completely redesigned by Hermès, maximises the available space.
For Christine Fraud, Manager of Executive Transport and VIP Applications at Eurocopter, the project brought some surprises: “Hermès considered the project as a whole and function was essential to them. When we chose to work with Hermès we were quite sure we would have elegance and a nice appearance, but the surprising element was functionality.”
The driving force behind the design was the passenger. Taverne explains: “We took care of the functionality of the aircraft from the start. We came up with 50 points which we checked with Eurocopter to see how we could work together to implement the changes we wanted to make in the aircraft.”
Passengers will find the attention to functionality pleasing. Well-positioned lighting makes reading easy, and there is ample storage for books and laptops. Hermès have optimised the use of fabrics and leathers to soften ambient noise and vibration. Consoles, drawers and cabinets are recessed or placed entirely out of view. “The cabin gives you comfort and the feeling that you are in your office,” notes Fraud. So, are we likely to see other Eurocopter models get the Hermès treatment? “We have an agreement that we will work together for five years at least,” says Taverne. “We have not decided on a specific project, but for Hermès we are willing to go beyond this machine.
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Helicopters and the Avionics Revolution by Rod Simpson
AW139 cockpit
The past two decades have seen dramatic changes in the electronic equipment installed in general aviation aircraft. The changes embrace all manner of instrumentation, flight management and navigation technology. They bring new capability to flight crews and add to the versatility of aircraft for business and personal transport. While the focus is often on business jets, these significant changes have also brought a new face to helicopter avionics.
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Advanced Displays The most important influences have been the universal introduction of global positioning systems (GPS) and the widespread move from traditional circular instruments to glass panels with all the aircraft’s systems integrated. The new technology has also allowed the imaginative use of colour to highlight critical data. This particularly applies to moving maps and to weather radar displays which have both brought a huge advance in the information available to flight crews (with consequent benefits to safety) and to the mission scope of helicopters. The changes have also been driven by regulation and the pressure to improve airspace management, particularly in Europe and the United States. In the US in particular, the introduction of ADS-B (Automatic Dependent Surveillance Broadcast) requires more capable systems in new helicopters and upgrades for existing aircraft. In the realm of new production helicopters, the rule is that the larger the aircraft, the more sophisticated the cockpit system installed. To some degree this is because the new electronic flight instrumentation systems (EFIS) are expensive and, for the lighter helicopters, can represent a high proportion of the original cost. For large helicopters which may be in VIP/executive use, the advanced systems installed in the bigger business jets have become necessary standard equipment. These helicopters are routinely operating under instrument flight rule (IFR) conditions and tend to be faster with longer range, which means
that they require similar capability to their Citation and Falcon fixed-wing business jet cousins. In today’s world, this requires that all aircraft systems and engine data, navigational information and communications are flexibly displayed on screens which can be configured to the personal requirements of the crew.
Integrated Systems While older helicopters will have separate radios and navigation equipment, the new systems are highly integrated so that separate functions relate to each other seamlessly. This is just as well, because the range of tools available to helicopter operators is expanding rapidly and can only be adequately accessed through systems integration. Tools include GPS and other navigation systems, weather radar, ground proximity and collision avoidance systems, among others. Various synthetic vision system (SVS) products are increasingly available. These use GPS data which is linked to detailed mapping and terrain databases to provide a screen picture of the ground ahead and allow pilots to operate in poor weather conditions. Additionally, there are several electronic flight bag (EFB) systems that provide databases and tools which enable flight crews to access all the airport and airways information contained in traditional Jeppesen manuals, refer to aircraft flight manuals and handle all the logging and recording which is necessary.
Sophisticated Flight Deck Each of the leading helicopter manufacturers has teamed with established business aircraft avionics companies to develop suitable flight deck systems. The main suppliers are Honeywell (Bendix/ King), Rockwell Collins, THALES, Chelton Flight Systems, Avidyne, Universal, Meggitt/S-TEC, Wulfsberg Electronics and Garmin International. Each of these companies offers integrated tools that are brought together in sophisticated multi-function and primary function (MFD/PFD) presentation displays. Among the helicopter producers, AgustaWestland is fitting the Honeywell Primus Epic system in its AW139 and the Sikorsky S-76++ has a Rockwell Collins ProLine II cockpit. Eurocopter has developed its Avionique Nouvelle with THALES - and Bell has adopted a Chelton EFIS for its Model 407. MD Helicopters has also announced that it will be fitting a Chelton four-screen EFIS in the MD900. Typical of the larger and more sophisticated helicopters is the Sikorsky S-76C++. Its Collins ProLine II GPSdriven avionics suite comes with two EFIS screens each for the pilot and co-pilot. These bring together the facilities of a Honeywell EGPWS, Honeywell Primus Weather Radar, dual navigation/ communication radios, an automatic direction finder (ADF), distance measuring equipment (DMR) and dual VORs with glideslope, radio altimeter, cockpit voice recorder, Mode S transponder dual AHRS and air data computers and a four-axis coupled autopilot.
The advanced systems installed in the bigger business jets are standard equipment
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Sikorsky’s next generation S-76D will move up a step with the THALESdesigned TopDeck integrated modular avionics suite. This will have four large (15 x 20 cm/6 x 8 inch) active matrix liquid crystal displays and, in addition to the expected navigation and systems functionality, will provide pilots with computer mouse (trackball) control to give rapid access to separate information systems. The S-76D will also have a very capable automatic flight control system to aid more complex operating situations for offshore, helicopter emergency medical services, and search and rescue.
The Chelton EFIS incorporates an air data computer and GPS, Altitude and Heading Refernce System (AHRS), Synthetic Vision, Terrain Awareness and Warning System (TAWS), Highway In the Sky (HITS) and a receiver for the GPS/WAAS. Enstrom Helicopters has also gone to Chelton for its 3D Synthetic Vision EFIS 6.0B glass cockpit which incorporates Garmin GPS/avionics. Even in this small turbine helicopter the EFIS provides WxWorx satellite weather, traffic monitoring and the ChartView system to give excellent situational awareness and the ability to stay ahead of weather and traffic.
Glass Cockpits
At the smaller end of the spectrum, helicopters such as the Robinson R22 and four-seat R44 have limited panel space on their instrument pods and, both because of the cost and for practical reasons, still have traditional dials for key flight and engine management. However, even in this category the knee-level console has been designed for modern communications and it is perfectly practical, for instance, to install the excellent Garmin GNS430 which incorporates communications and GPS navigation with colour map displays which can be configured by the pilot. One of the problems with smaller machines such as the R44 is the practical
Glass cockpits are starting to come into their own in the sector of small turbine helicopters. MD Helicopters, which has standardised on the Garmin GNS430W, SL40 nav/com transceiver and GTX328 Mode S transponder in its new aircraft, offers three models that are equipped with a two-screen EFIS system manufactured by the Cobham subsidiary, Chelton Flight Systems. An important Chelton asset is a unique hover vector display which greatly assists piloting in tight situations and poor conditions.
ergonomic difficulty that the pilot has to look down to the lower console to access navigation and communications — which may mean distraction in critical flight conditions. Consequently, Robinson’s practical solution is a side console to the main instrument panel allowing the pilot to view the GNS430 screen while continuing to see outside the helicopter using peripheral vision.
In-Flight Entertainment There is generally less requirement for cabin entertainment systems in helicopters than in fixed-wing business aircraft. This is largely due to the shorter missions flown by helicopters. However, customers for aircraft such as the S-76, AW139 and EC155 will frequently opt for a cabin screen to display moving map information and a music system. Typical is the equipment offered by Flight Display Systems, which includes a 26 cm (10.4 inch) LCD monitor, normally mounted on the bulkhead between seats or, in some cases recessed into the back of a spare centre seat. This will link to a moving map processing unit and a DVD/CD/MP3 player which transmits to passenger headsets via a high quality intercom such as the Garmin 340 six-place system.
Bell 407
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Carry-on Upgrades The rapid advances in cockpit technology bring great benefits to crews flying new helicopters but there is a very large fleet of older-generation helicopters which are not blessed with glass cockpits. These have been delivered with standard analogue instruments and traditional nav/com equipment such as the King Silver Crown series. Most have Mode C transponders. Regulation is driving replacement of these by Mode S capable units such as the Garmin 328 or 330. The decision about upgrading existing cockpits will often come down to cost - and whether the value of the helicopter justifies an expensive and complex upgrade. To fit an EFIS cockpit to an existing aircraft could cost â‚Ź150,000, which may not be a sensible decision. Many operators will choose to replace existing radios with GPS/navigation/communication units such as the GNS430 and 530, which are already well established and should not pose major installation challenges. Alternatively they may choose to enhance or replace existing capability with carry-on units that do not require a fixed installation.
Among such units is the plug-in Bendix/ King Skymap IIIC GPS which can be conveniently mounted at eye-level on the top of the instrument panel. For a modest cost (in the â‚Ź1,500 range) this compact unit provides a full-screen colour display with features including worldwide database coverage and a user-defined waypoint facility storing up to 500 locations. Data entry can be via a joystick and there are split-screen navigation modes, trip/fuel planning, vertical navigation, wind calculation, a note pad function and map customisation. The Skymap can be used as a monitor linked to a GNS430 to provide an improved map display. One of the most active manufacturers in the retrofit avionics business is Chelton who have recently gained EASA certification for their EFIS for installation in the Bell 206A and 206B Jet Rangers, the 206L Long Ranger and the Bell 407. With its Synthetic Vision attributes, this has many attractions but at the present time, few installations have been initiated and time will tell as to whether many owners will carry out this upgrade.
Honeywell Primus Epic upgrades are being successfully installed in helicopters such as the Eurocopter Dauphin and it is to be expected that this EFIS retrofit market will grow as more installations are successfully completed. Other innovative products such as the SmartDeck twinscreen system from L3 Communications may see an application in helicopters and several operators of mid-size helicopters have fitted the Sentinel mapping system from Honeywell. However, the process of upgrading is never as simple as just making space in the instrument panel and bolting in the new unit. For companies who carry out these installations, EASA/CAA/FAA type approval for the original equipment is only the first stage. Despite the certification work carried out by the avionics manufacturers, there is considerable engineering work to be carried out. This often results in unforeseen engineering pitfalls during the process of gaining approval for the actual installation, which means protracted downtime for the helicopter - and often major expense.
The decision about upgrading existing cockpits will often come down to cost
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Rapid Business Travel in the Works
by Tim Kern, CAM
Bell 429 Globalranger
Certification of the Bell 429 is now expected in the first quarter of 2009
In our first print issue a year ago, FlyCorporate published a list of business aircraft and helicopters that were under development around the world. Over the past twelve months we have seen a number of these aircraft complete their certification and take to the skies. At the beginning of 2009 we again present our list of business aircraft that are in the pipeline. While 2008 was not a great year for new model announcements, there are a few additions to whet our appetite for speed. A few models we featured in 2008 have not made it on to
this year’s list. For most it is because they are now being delivered to customers. In some cases development programmes have been discontinued while other machines are in limbo because of corporate changes. When something happens, we’ll surely let you know!
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Bell 429 Globalranger Certification of the Bell 429 is now expected in the first quarter of 2009 and deliveries will commence shortly after. Good news for the 350+ order holders. More good news is that flight testing has produced numbers better than every preliminary performance claim. It’s big inside with room for up to seven in the Executive configuration. In the Emergency Medical Service floor plan, there is room for two stretchers side by side, plus two medics. Clamshell doors make rear or side loading flexible and easy. This four-blade, twin turbine (two PW207D, 1,100 shaft horsepower engines) will meet the needs of a lot of businesses.
Bell/Agusta BA609 Tiltrotor With its military parent, the V22 Osprey, operational and the first CV22s scheduled for delivery to the Marines in late 2008, the base technology of the BA609 is getting plenty of field proof. The two fast and chic BA609 prototypes have now flown over 300 hours, and tests have already explored the corners of the flight envelope. Filling in the middle should go relatively quickly. The first of the 70 order-holders are planning to take off in their own machines from 2011.
The base technology of the BA609 is getting plenty of field proof Boeing 787-8 Dreamliner VIP If you need the luxury, speed and range of the 747, but only half of everything else (floor space, engines and fuel burn); Boeing’s newest design may be your dream machine. Deliveries to commercial airlines will occur first with VIP customer deliveries following. Twelve VIP customers are already on the books for the Dreamliner. They can start wearing their smiles now that things are getting back on track, after the eight-week machinists’ strike finally settled at the end of October.
Boeing 747-8 Intercontinental VIP This last iteration of the iconic 747 has eight VIP customers, all of whom are waiting until some of the Freighter versions are delivered. It will be easy to distinguish the Intercontinental passenger model from the freight model, because of its much-longer second story. For the VIP model, owners will be able to use a 75 m2 (807 square foot) area above the main cabin (between the upper deck and the tail, between doors 3 and 5) to create unique personal suites and other recreational spaces. The area could even be opened up to reveal a spacious 3.8 m (12.5 foot) ceiling.
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Bombardier Learjet 85 With composite-expert partner Grob now out of the picture, Bombardier is reassuring customers that its first composite jet will be as good as was promised at the announcement in October 2007. The 27 kN (6,100 pound) thrust P&WC PW307B engines will respond to commands placed through the Rockwell Collins Pro Line Fusion flight deck (with optional synthetic vision enhancement), and take this midsize jet 3,000 nm (5,550 km).The fully berthable seats (in a double-club arrangement) add to long-distance comfort. High cruise is Mach .82, and price is about $17 M (€12 M). The first prototype will be assembled in Wichita, USA. First flight has not been scheduled, but plans are for customer deliveries to begin in 2012.
Cessna Citation CJ4 Since the prototype CJ4’s first flight in May and the production machine’s first in mid-August, the design and its two flying prototypes have racked up over 160 flights and 240 hours in the air. When the CJ4 joins the fleet in 2010, it will represent the top of the CJ line, in luxury as well as space.
Cessna Columbus 850 With a pair of 39 kN (8,800 pound) P&WC 810 thrusters and a 4,000 nm (7,400 km) range, the stand-up cabin Columbus will be by far the roomiest and longest-range Cessna, ever. Revealed in February 2008, the 850 is planned for customer deliveries in 2014; not bad, considering the engines won’t be market-available until 2012. A Rockwell Collins Pro Line Fusion flight deck will keep the two pilots informed. The interior will accommodate up to ten passengers, though standard is an eight-place double-club arrangement. With over 70+ orders already acknowledged, the $27 M (€19.4 M) Columbus looks to be a future succes story for Cessna
Comp Air 12 This is the first machine from designer Ron Lueck to be on the way to certification. The prototype has been flying for well over a year, without any design-related squawks. The aircraft has room for two pilots, though the machine is designed for single-pilot operation. In the cabin there is seating for eight with a private lavatory or 10 in double-club seating. The Comp Air 12 will deliver maximum utility and luxury to its customers. A large door, tall cabin, and lots of space will make fast graceful travel available to those with far-flung operations or just an adventurous spirit. The Comp Air 12 can operate from remote grass and gravel, too, all for just $2.95 M (€2.12 M).
Curtesy of Bill Fedorko
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Embraer Legacy 450 and 500 The clean-sheet designs for the Legacy 450 and 500 feature flat-floor stand-up cabins (1.82 m/6 foot) which have been crafted in partnership with BMW Group DesignworksUSA. The aircraft are notable for their externally serviced, full-breadth aft lavatories. The Legacy 450 offers a complete refreshment centre while the Legacy 500 includes a fully-equipped wet galley. Both feature Honeywell HTF 7500E power and a Rockwell Collins Pro Line Fusion avionics suite with standard Synthetic Vision, Integrated Flight Information, Advanced Flight Management, full-flight regimen auto-throttles, plus optional Enhanced Vision (EVS) and Head-up Guidance Systems (HGS). Unique in their class, the aircraft feature a full fly-by-wire actuation system for ailerons, elevators, rudder and spoilers. The range of the Legacy 450 is 2,300 nm (4,260 km) with four passengers, or 2,200 nm (4,070 km) with eight, including NBAA IFR reserves. The Legacy 500’s equivalent numbers 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. Reduced time to climb to high altitudes and excellent high and hot field performance will ensure the aircraft can operate almost anywhere.
The Legacy 450 offers a complete refreshment centre while the Legacy 500 includes a fullyequipped wet galley
The Legacy 500 is expected in the second half of 2012, and the Legacy 450 a year later. Pricing (January 2008 conditions) is $15.25 M (€11.0 M) for the 450 and $18.4 M (€13.2M) for the Legacy 500.
Embraer Legacy 600 The Legacy 600 (based on the Embraer ERJ 145 regional jet, with over 14 million hours on more than 1,000 aircraft) bridges the gap between the Legacy 500 and the Lineage 1000. The Legacy 600 provides premium accommodation for up to 14 passengers in three distinct seating areas. Positioned against high-luxury, high-speed contenders like the Citation X and the Falcon 2000EX, the Legacy 600 also features long range (3,400 nm or 6,300 km), airliner availability and operational economy. With good shorter-field manners, the Legacy 600 is the only super midsize business jet certified to operate from London City and CannesMandelieu airports.
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Embraer Lineage 1000 The top of Embraer’s business line is the Lineage 1000, designed for two pilots and as many as 19 passengers, who will travel in up to five different privacy zones. The aircraft received its Type and Supplemental Type certificates from the FAA at the beginning of January 2009. This aircraft nearly didn’t make this list as it is expected to enter service very soon. Comfort and privacy are conducive to business dealing and efficiency, and the Lineage 1000 features both. The 1000 can be equipped with as many as three lavatories and a stand-up shower is available. Look for eight-passenger range of 4,200 nm (7,800 km) with NBAA IFR reserves at altitudes up to a certified ceiling of 12,500 m (41,000 feet).
Embraer Phenom 300 Embraer’s philosophy for its smallest jets is carried from its long history with building airliners: high-cycle design, premium comfort, outstanding performance, and low operating costs. Phenom management freely admits that a reduction in cruise speed of a couple of knots is well worth the trade-off for the much-larger cabins and the comfort that the 300 brings. The Phenom 300 (like its little brother, the 100, which is now being delivered), is certified for single-pilot operations, though Embraer expects most will be flown by professional, two-person crews. The Phenom 300 accommodates as many as eight passengers (behind the two pilots). Its all-metal construction, straightforward systems, and airliner design philosophy should make it easy to operate, maintain, and insure. The Phenom 300 is expected to enter service in the second half of 2009.
Epic Aircraft Dynasty, Escape and Elite Epic’s development model is based on customers flying non-certified experimental versions of proposed certified designs, and the turboprop Dynasty is one example. The customer fleet has logged over 10,000 hours, and internal flight test counts another 1,000. The company says it is now certain that “the design is certifiable,” and is continuing testing and documentation of systems, including flight into known icing (FIKI), aerodynamic properties, pressurisation, HVAC and powerplant. The company has also applied for certification of a smaller version of the LT/Dynasty called the Escape, with first flight scheduled for February. The Elite (twinjet) is to move back to the US from its current base in Asia after appearances at both Paris and Friedrischafen. The singleengine Victory jet has logged over 300 hours in the air.
Epic Dynasty
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Evektor EV-55 Outback The first prototype airframe of this new cabin-class turboprop (with two P&W PT-6A-21 engines) is complete, and the second is under construction. First flight is expected in the second half of 2009, followed by two years of flight testing and certification. Deliveries are anticipated for late 2010 or early 2011. The company is looking for a business or financial partner to secure financing for production startup. The retractable-gear EV-55 Outback’s competition includes older piston twins like Cessna 402, Piper Navajo and Chieftain, plus the Grand Caravan. Evektor anticipates a match with the Caravan in payload and aircraft price, even though the twin has two engines. Compared to the Grand Caravan, the Outback claims an 18% bigger passenger cabin (including baggage compartments) and at least 20% more speed. The EV-55 will feature “an advanced hydraulic system and state-of-the art electric system, as well as avionics.” The EV-55 is structurally aluminum (with composite nose, gear and engine nacelles, doors). Adding to its utility will be true capabilities, even in hot and high conditions. An advanced maintenance system based on Internet applications and MSG-3 procedures will reduce maintenance costs.
Gulfstream G250 Like a G200, only very different: faster, modern, and sporting the classic T-tail, the G250, announced in October 2007 at the NBAA Convention, will have a maximum range of 3,400nm (6,300 km) at Mach .80. Fast cruise is Mach .85. With two of Honeywell’s new HTF7205G fuel misers, Rockwell Collins ProLine Fusion flight deck with three 38 cm (15 inch) panels, a new wing, larger cabin and lavatory, and biggerplane features like auto-braking, this super-midsize should start spoiling its 8-10 passengers in the second half of 2011.
The G650 will make you realise that nothing else will do Gulfstream G650 What do you do when a G550 just isn’t enough? Make it bigger and make it faster — make an all-new G650. Just over 30 meters long and wide, with a cruise of Mach .85 (normal) or .90 (fast) and a 7,000 nm (almost 13,000 km) range, the G650 boasts unapproachable numbers for the four crew and 8-10 passengers on a typical mission. With its Rolls-Royce BR 725 engines, fly-by-wire Advanced Flight Control System with three-axis electrostatic backup, second-generation enhanced and synthetic vision, and the longest and tallest cabin in its class, the G650 will make you realise that nothing else will do. Deliveries start in the second half of 2012. All this for a price of around $60 M (€43 M).
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HondaJet Michimasa Fujino, the man who engineered the HondaJet, is now President and CEO of Honda Aircraft Company. The prototype HondaJet, with metal wings and a composite fuselage, has accumulated over 400 flight hours. Its natural-laminar-flow fuselage and special GE-Honda engines in over-the-wing engine mounts allow a wide fuselage, all the way aft, important in the 2+5 (plus private lavatory) seating configuration. Technological breakthroughs allow single-pilot operation, both high (13,100 m or 43,000 feet) and fast (420KTAS) cruise, and mild low-speed handling characteristics. Honda has recently completed an expansive world headquarters and R&D facility in Greensboro, USA, where development and certification work on the HondaJet is underway. Honda Aircraft Company will soon build a dedicated production facility on the same site, complete with a full-motion Level-D flight simulator (developed with Flight Safety International). Conforming models are now under construction, with scheduled first flights in mid-2009. Deliveries are expected to start in 2010.
PiperJet Some called it a “sleeper” last year, and now its order book is defying the market, which had not previously signaled a preference for a big single-engine VLJ. Flying since July and demonstrating better-than-anticipated performance, the PiperJet is the second pleasant surprise for the company (the other is the Matrix). As the first prototype nears 100 hours of flight time, the required financing is lining up for on-schedule certification and delivery of the $2.2 M (€1.6 M) jet in late 2011.
Socata’s “Secret” NTx Not officially announced but one of the industry’s worst-kept secrets, Socata’s New Twin (NT) turboprop will fill the gap between large turbine singles and light-midsize jets, offering realistic jet speed and comfort with operational economy and long range. (The “x” in NTx is a place-holder for number of seats.) Building on the tradition of their ultra-successful TBM line, the NT promises to improve on the entire performance envelope of the venerable and still-popular King Air line. The new aircraft will offer more-modern avionics and interior design, better ergonomics, and improvements in range, cruise speed, maintainability and dispatch readiness. Although some details have been announced, pricing and delivery are hard to pin down. We’ll let you know what we hear, when we hear it.
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Spectrum S-33 Independence Spectrum Aeronautical’s new manufacturing processes will “allow heavier payloads and better performance, including emissions and range,” according to Austin Blue, the company’s President. The lighter airframe allows the S-33 (like the larger S-40) to be “configured for optimum mission flexibility,” giving wider latitude to tradeoffs in range, speed, and payload. The fact that the S-33 can economically handle shorter trips should make it particularly useful to companies that have multiple locations within regions. Business configuration calls for five passengers with a belted lavatory, plus two pilots. Removing the lavatory enables a 2+8 configuration. Single-pilot certification is still in the design spec. Spectrum plans entry to service about in 2011, a year after the larger S-40.
The lighter airframe allows the S-33 to be “configured for optimum mission flexibility”
Spectrum S-40 Freedom Though the Spectrum S-40 will be certified for single-pilot operations, the company expects to see two pilots ahead of as many as seven passengers. Spectrum reports “recent successes on large sub-element structural tests,” and that the production tooling for the S.40 fuselage is being advanced rapidly. A substantially-conforming S-40 should fly by the end of this year, with first deliveries in 2010.
52 MAGAZINE
Charter Demand Holds Its Own
by Dan Smith, data supplied by Avinode
Figures provided to FlyCorporate show that demand for charter flights remained strong throughout 2008. The data was provided to FC by Avinode who have developed a number of online tools to connect buyers and sellers of charter flights. The information reflects the number of requests flight operators received through Avinode. Information on how many of the requests turned into actual bookings is unavailable as these requests are processed by many different charter providers around the world. However, the numbers provide a good overview of the strength of the charter market for different aircraft types. The data covers seven categories of aircraft: airliners, heavy jets, midsize and super midsize jets, light and super light jets, and turbo props. Information on the number of passengers, the number of requests for an airline type and the price quoted by the charter operator for the complete flight is provided. Avinode is based in Sweden and initially targeted Europe as its primary market. More recently the company has also
expanded into North America. The information in the graphs is therefore biased towards Europe. Around 10% of the requests represent flights that originate in North America, however, the user making the request could be located anywhere in the world. It is important to note that the price per request is the average request price for the complete flight and not the average hourly rate. Prices in the latter part of the year tend to be higher than at other times as clients undertake longer trips to warmer climates during the northern winter. During times of high demand, cheaper aircraft are usually charted first unless the user has a specific need for a larger or longer-range aircraft. As the cheaper options are chartered, demand for higher-priced aircraft will pick-up.
Passengers per Aircraft
53
15
Airliners
14
The category of Airliners includes aircraft such as Airbus’ A318 and A320 Elite, Boeing’s BBJ series and the Md80. The average number of passengers per charter request was the highest for any of the aircraft types at 11.2 in 2008 (up from 10.4 in 2007).
13 12
2008 Av. 11.21 2007 Av. 10.38
11 10 9
Prices for Airliner charters peaked in the second half of 2008, reaching an average of €63,640 in December. This was 35% higher than the peak of €47,100 quoted in December 2007. The increase would seem to indicate that the flights quoted were longer in 2008 than in 2007.
8 7
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Airliners
Requests per Aircraft Type (x 1,000)
15
12
9 2007 Av. 6.14 2008 Av 5.97
6
Green = 2007 Blue = 2008
3
0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Airliners 65
Price per Request (€ x 1,000)
60 55 50 45
2008 Av. 42.03 2007 Av. 36.66
40 35 30 25
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Airliners
Comlux A318 Elite
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Heavy Jets
Midsize Jets
Average passengers per request for this aircraft type was 6.94 in 2008, significantly lower than the average of 8.27 in 2007. However, the price per request stayed above the equivalent 2007 figure for most of the year. The number of requests for this aircraft type was also stronger than in 2007. Heavy Jets include Dassault’s Falcon 7X, Gulfstream’s G550 and the Bombardier Challenger 850 among others.
Bombardier’s Learjet 60XR and Gulfstream’s G150 both fit into the Midsize category. At 4.04 in 2008, the average number of passengers for this category was slightly lower than the 4.12 recorded in 2007. The price per request in 2008 almost mirrored that of 2007. Demand for midsize jets peaked during July in both 2007 and 2008.
Passengers per Aircraft
4.5
Challenger 850
2007 Av. 4.12 2008 Av. 4.04
4.0
3.5
Jan
Feb
Mar
Apr
Passengers per Aircraft
10
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Midsize Jets
9 2007 Av. 8.27
8
2008 Av. 6.94
7
G150 6
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Heavy Jets 8
12 2008 Av. 9.52
9
2007 Av. 7.19
6
3
0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Requests per Aircraft Type (x 1,000)
Requests per Aircraft Type (x 1,000)
15
7 6
2008 Av. 5.65
5
2007 Av. 4.89
4 3 2
Dec
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Midsize Jets
Heavy Jets 125
45
115 110 105
2007 Av. 98.62 2008 Av. 93.44
100 95 90 85
Price per Request (€ x 1,000)
Price per Request (€ x 1,000)
120 40
35
2008 Av. 32.45 2007 Av. 32.05
30
80 75 70
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Heavy Jets
Sep
Oct
Nov
Dec
25
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Midsize Jets
Sep
Oct
Nov
Dec
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Super Midsize Jets
Light Jets
In 2008, the number of requests for Super Midsize Jets was significantly above that of 2007. An average of 4,380 requests per month were received for this type in 2008, up from a monthly average of 2,170 the previous year. Passenger numbers remained stable, averaging around six per request for the year. However, the price per request was almost seven percent lower than in 2007. Super Midsize Jets include Cessna’s Citation Sovereign, the Gulfstream G200 and the Embraer Legacy.
Competition in the light jet sector is significant with a number of new aircraft poised to enter the category. Light jets already flying include Cessna’s Citation Jet, Hawker’s 400XP+ and, one day soon we hope, the Sino Swearingen SJ30.
4.0
2008 Av. 5.98 2007 Av. 5.95
6.0
5.5
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Passengers per Aircraft
Passengers per Aircraft
6.5
Requests for Light Jets peak in the northern summer as users undertake shorter trips. In 2008 requests mirrored the pattern of 2007, however, the number of passengers per aircraft and the average price per request were down slightly on the previous year.
2007 Av. 3.48
3.5
2008 Av. 3.33
Dec
Super Midsize Jets
3.0
Jan
Feb
Mar
Apr
May
Jul
Aug
Sep
Oct
Nov
Dec
18
6 5
2008 Av. 4.38
4 3
2007 Av. 2.17
2 1 0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Requests per Aircraft Type (x 1,000)
Requests per Aircraft Type (x 1,000)
Jun
Light Jets
7
Dec
Super Midsize Jets
16 14
2008 Av. 11.84
12
2007 Av. 11.01
10 8 6 4 2
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Light Jets
Price per Request (€ x 1,000)
14.5
Learjet 40XR
14.0 2007 Av. 13.71 13.5
2008 Av. 13.29
13.0
65
Price per Request (€ x 1,000)
12.5
Jan
60
Mar
Apr
May
Jun
Jul
Light Jets 2007 Av. 55.42
55
2008 Av. 51.71
50
45
40
Feb
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Super Midsize Jets
Sep
Oct
Nov
Dec
SJ30
Aug
Sep
Oct
Nov
Dec
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Passengers per Aircraft
5.5
5.0 2007 Av. 4.53
4.5
2008 Av. 4.22 4.0
3.5
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Super Light Jets
Super Light Jets Requests per Aircraft Type (x 1,000)
6 5 4
2008 Av. 4.17
3
2007 Av. 3.00
2 1 0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Oct
Nov
Dec
35
30
2008 Av. 25.86 2007 Av. 23.73
25
20
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Super Light Jets
Learjet 45XR
Sep
Super Light Jets
Price per Request (€ x 1,000)
Super Light Jets are popular in Europe due to the short distances of many trips. However, even we were surprised at the peak in prices during May, June and July 2008 – significantly higher than the previous year. The reason may be the Euro 2008 football championship which was held in Austria and Switzerland during June. Requests for this type of aircraft were up by an average of 39% on 2007. Super Light Jets include Bombardier’s Learjet 45XR and Cessna’s Citation XL and XLS.
7
Sep
Oct
Nov
Dec
57
Passengers per Aircraft
9
8
7
2008 Av. 6.41 2007 Av. 6.20
6
5
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Turbo Props
Turbo Props
Requests per Aircraft Type (x 1,000)
7 6
2007 Av. 5.09 2008 Av. 4.76
5 4
The price per request for Turbo Props remained strong in 2008. After a robust start to the year, the number of requests for Turbo Props started to fall below that of 2007 from May and remained lower for the rest of the year. Passengers per aircraft were higher on average.
3 2 1
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Turbo Prop Aircraft 25
Price per Request (€ x 1,000)
24 23 22 21 20
2008 Av. 19.25
19 18
2007 Av. 17.27
17 16 15
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Turbo Props
King Air 200
Sep
Oct
Nov
Dec
Turbo Props are popular in the charter market, especially on shorter routes. Available models include Beechcraft’s King Air 200, Cessna’s Grand Caravan and the Pilatus PC-12.
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No Flight Department?
No Problem! While some slowdown in business aviation growth is expected due to the financial crisis, the rumours of flight department closures, the emergence of lower-cost air taxis and mass entry of Very Light Jets (VLJs) to the market in 2009 begs the question: is do-it-yourself flight planning possible? Jeff Apter investigates. The first deliveries of VLJs into Europe began in 2007. During 2008 there were already hundreds of VLJ flights per month and it is clear that their low price and operating costs open up new possibilities, especially to smaller companies that did not previously have access to their own business aircraft. In most cases those companies do not have a flight department. Only two types of VLJ are currently certified: Cessna’s Citation Mustang and Embraer’s Phenom 100. Cessna planned to deliver 100 of the Mustangs in 2008, while Embraer has just received US and Brazilian certification for the Phenom 100, just 18 months after its first flight. Embraer plans to deliver up to 150 of the Phenom 100s in both 2009 and 2010. Whether VLJs will transform general aviation or not is another question but
the availability of this type of aircraft will mean a lot of people now need to plan flights themselves. Over the last 30 years there has been a huge growth in business aviation and many technological advances, but the basic principles of a safe and efficiently operated flight have remained much the same. You need a departure point, a destination, an aircraft, at least one qualified pilot and an overall flight plan. Today’s flight planning tools include integrated web-based suites of applications that enable datalink communications, runway analysis, weather, Notices to Airmen (NOTAMS) and 24/7 telephone and Internet support from flight co-ordinators. Some of the latest enhancements in these state-of-the-art packages come from ARINC Direct and Universal Weather & Aviation.
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Flight Planning Solutions ARINC Direct started in April 2003 and focuses on providing direct access to communications and flight planning services for business jets. ARINC Incorporated, part of the Carlyle Group, pioneered the Aircraft Communications and Reporting System (ACARS) for VHF air-ground data communications with aircraft, deploying the first system of its kind in the late 1970s. They were also the first to launch a satellite communication services for commercial aviation in the late 1980s. Such services then were only accessible to commercial airlines and through third parties such as Honeywell Global Data Center and Universal Weather. Bob Richard, ARINC Direct’s Director of Flight Support Services, told FlyCorporate that flight planning solutions are at the very heart of the company’s operations. ARINC offers a synergy of services in three core areas: Flight Planning
and Operations support, Cockpit ACARS Datalinks and Satellite Communications. The company currently supports over 2,000 business aircraft worldwide and files more than 1,000 flight plans per day on behalf of its customers worldwide. In 2006 it launched full services for Europe, the Middle East and Africa and now has over 220 customers in these areas. Flight Planning and Operations support is provided through a secure web portal or telephone access via ARINC’s 24/7 flight dispatch call centre. The webbased account is accessible from any Internet connection and is backed-up by ARINC’s round-the-clock operations centre where customers can get help and support with their planning problems. “While we work hard to make the tools as easy to use as possible, sometimes there is no substitute for a helpful voice at the end of the line,” says Bob Richard.
There is no substitute for a helpful voice at the end of the line
The Cockpit ACARS Datalink is a simple but highly valued technology for pilots and ground support staff. It provides access to information that can greatly improve decision making in flight and on the ground. Richard describes it as: “The text message of the aviation world, providing short message point-to-point connectivity from cockpits to operations in flight.” Many business jets now come equipped with Datalink as standard. The system also provides automatic request/ response connections to air traffic services, weather, NOTAMS and for some, Controller Pilot Data Link Communications (CPDLC), FANS and other services. Satellite communications are mainly used by passengers in the cabin, but cockpits also use satcoms for voice and datalink. The main services are voice telephony via Inmarsat or Iridium, Internet services via Inmarsat Swift or ARINC Skylink.
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Cost Effective for VLJs ARINC has recently made web-enabled flight planning capabilities available at greatly reduced prices for VLJ operators and other general aviation aircraft with a Maximum Take-Off Weight (MTOW) of less than 4,500 kg (10,000 lb). This also includes small turboprops and other entrylevel corporate planes. The VLJ package includes a full suite of support services available on-line at a yearly subscription rate of $1,500 (€1,075). Subscribers can access comprehensive flight planning, weather, aircraft tracking, runway analysis, and weight and balance applications from a standard Internet connection, webenabled PDA, or smart phone. Subscribers may also purchase aviation fuel at favourable negotiated rates. The full support plan normally costs $10,500 (€7,550) per year. However, ARINC has reduced this price to $5,500 (€3,450) for those flying VLJs, some turboprops and light jets that do not have a datalink. The discounted VLJ package is designed for self-service use by pilots and flight departments, but real-time assistance is available around the clock, seven days a week from the ARINC Flight Operations Center, at a fixed rate of
Citation Mustang
$25 (€18) per call. “ARINC Direct flight planning tools make it easy for anyone to plan, but our customers appreciate that sometimes you need someone to provide reassurance or help sort out the finer details,” says Richard. Aircraft already in service that qualify for the new ARINC package include the Cessna Citation Mustang VLJ, Adam A700 and the Eclipse 500. More aircraft will qualify for this package when they make their debut including the HondaJet and the Diamond D-Jet. “In the last two years almost 400 Eclipse and Cessna VLJs have started flying and this is the first suite of flight support applications that is cost-effective for this fast-growing and under-served segment of today’s business aviation market,” said Bob Richard. “Many light jet operators limit their flight support services to lowcost generic flight planning applications. Our new VLJ package provides a much more accurate and useful flight planning service, plus real-time weather and forecasts, real-time aircraft tracking, and the enhanced safety of full runway analysis and weight and balance calculations as used by many larger corporate aircraft.”
Dynamic Updates All the aircraft and pilot details are set up as defaults in an account so the “big four” pieces of information - aircraft tail number, departure airport, destination airport and time of departure – are already entered. Within seconds a selection of routing options is available. Options include a baseline-optimised route and any available Central Flow Management Unit (CFMU) charts, customer- or air traffic control-preferred routes. All of these show estimated time en route (ETE), fuel burn, distance, cruise profile and turbulence based on the weather for the next 24 hours. The routes are viewable and adding information at this point about the flight details results in dynamic updates to the proposed plan, as weight and fuel are adjusted to account for payload, alternates and route changes. A detailed summary is displayed, to which you can add a request for Runway Analysis and Equal Time Point planning to be calculated at the same time. The next step, computing the plan, takes only a few seconds. Data is sent, via the Internet, to a bank of servers that runs thousands of calculations against
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the current airspace and navigational data models. The result is an aircraftspecific plan in a user-defined format almost instantaneously. ARINC Direct can also order fuel for the aircraft and authorise a pre-release from the airport fuel services. To complete the International Civil Aviation Organisation (ICAO) flight plan you need to enter the pilot in command, confirm the date and make a note of the plan reference number. Once on board you can recall the plan to the flight management system via datalink using the reference. When the plan is filed and ARINC has confirmation of the filing, it can be sent to the aircraft. Just prior to final approach a message is sent from the aircraft to ensure that the reception and onward travel of the passengers is going as planned. An “On report� is sent automatically on landing and the pilot makes a final note of the fuel burn for the trip against the plan.
Upgrades to UVflightplanner In December 2008, Universal Weather and Aviation, Inc. announced it was releasing a redesigned and enhanced version of its online flight planning software: UVflightplanner.com. The new version provides users with more functionality and services without having to leave the application. Universal’s idea is to accomplish multiple tasks without having to go to another application. For instance, you can get a fuel quote, schedule handling at a Universal Aviation ground services location, view UVTripPlanner airport data and weather maps, and see leg requirements all from within one window. The new interface is intuitive and will save time by eliminating unnecessary clicks and the need to have multiple applications running simultaneously. When you enter an ICAO destination you will automatically see weather and airport information for that location all in one window.
The redesigned site also offers more options for selecting flight plans as it gives clients the choice to pick from a stored route or generate a new route without the need to exit UVflightplanner. com for more information. When the departure and arrival airports are entered, the system automatically anticipates all needs throughout the flight planning process with all relevant trip information, including airport data, weather maps, NOTAMs, available stored routes and security ratings. New features include runway analysis, CFMU/ Requirements Application Document (RAD) compliance, an intelligent interface (ICAO-based information), an interactive map which plots the route over MapQuest data, the ability to convert local time to Zulu time (and vice versa) and UVair integration.
The system automatically anticipates all needs throughout the flight planning process
UVflightplanner.com
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Train to Gain Corporate flight schools are feeling the pinch, but are adopting innovative techniques to cope. Liz Moscrop reports. As more corporate aircraft are delivered into the EMEA and Asia regions, the big guns are blazing a training trail. Despite the downturn across the aviation indus-
try as a whole, providers are reporting no let-up in the crop of candidates eager to earn their wings.
Providers are reporting no let-up in the crop of candidates eager to earn their wings
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Pre-selection Model
International Student Base
Oxford Aviation Academy (OAA) in the UK supplies pilots to NetJets. It has two training centres, in Oxford and Phoenix, Arizona. The school’s first batch of candidates is now in final training at the corporate airline working on their type ratings. The plan is for six new pilots to graduate every two months over the course of a year. “We are still seeing a high level of interest from applicants,” says Mike Langley, Director of Commercial European Services. “Because we are a pan-European company we get people coming from a wide range of countries for this scheme, although 50% come from the UK.” The majority of the remaining students are drawn from France, Spain and Portugal.
Many schools are surviving by casting their nets wider in order to survive and thrive. For example, it’s not unusual to hear “Ni ho mah?” at Top Fly flight training school in Jerez in Spain. The traditional Mandarin greeting meaning ‘how are you?’ hailed the arrival of several waves of Chinese students to train for their airline transport pilot license (ATPL) last year.
OAA’s scheme with NetJets uses the model adopted by many airlines, where companies work with training organisations to pre-select student pilots. The students then pay for their own tuition. The company tracks the progress of its students and they stand a better chance of being hired by that organisation once they complete their training. One problem is becoming apparent however. It is harder for students to obtain loans from banks as finance dries up. Traditionally parents have helped some students, but unemployment and fear of financial insecurity has hit many homes and the pinch is there. OAA had negotiated an agreement with HSBC, which fell through last year as the bank withdrew its support. The good news is that Spain’s BBVA has stepped in, so there are financial resources available to students.
Manager Jordi Mateu explains how this extraordinary story came about: “The contract started with 40 students from Air China and 42 from China Eastern. Our school has China Civil Aviation Authority (CAAC) as well as the European Joint Aviation Authorities (JAA) approval.” According to Jordi, the main difficulty was the mountains of paperwork Top Fly had to wade through to get the contract sorted. There are now 120 Chinese students coming through the doors every year at two different airports in two different intakes. Top Fly has a further 40 Spanish students across all sectors on its books. Not bad for a school that was only a third of its current size 18 months ago. According to Isaac, Top Fly has not borrowed money or attracted outside investors. It also now trains corporate helicopter pilots. Isaac says: “We have done a lot in lots of very small steps. We now have 100 staff working between the airline and the flying school. Growth of 300% has been quite tough in one year.” Top Fly has a fleet of 38 aircraft dedicated to flight training, eight simulators, 30 flight instructors, 22 ground school instructors and 13 classrooms.
It is harder for students to obtain loans from banks as finance dries up
Premises are spread across two airports. The company has 5,000 m² (53, 800 square feet) of space at Huesca-Pyrenees Airport and more at Sabadell.
Investing in Simulation It is not enough to provide aircraft. Modern jets demand superior skills from the outset. Over in Switzerland, Horizon Swiss Flight Academy has invested in a new twin engine Diamond DA42 Twin Star and its replica simulator the D-SIM-42. The DA42 boasts a glass cockpit and is the most advanced twin-engine trainer on the market. Coupled with practical flight training, the global big guns have entered the fray with state-of-the-art simulators on offer. Canadian services provider CAE has expanded its flagship European facility near London at Burgess Hill Training Centre. CAE is working closely with the major equipment manufacturers. Bombardier recently announced that it has expanded its pilot and technical training agreement with CAE and will build and deploy a new Learjet 40/40XR and Learjet 45/45XR fullflight simulator (FFS) there. Burgess Hill already boasts FFS for Airbus A320, A340 600, Boeing B747 400, Bombardier Global Express, Dassault Falcon 7X, Falcon 900EX EAS and Falcon 2000EX EASy. An FFS for the Embraer Phenom 100 will be added later this year. The story gets better for operators. In September 2008, CAE announced that it had certified five of its worldwide training centres under a singleJAA Type Rating Training Organisation (TRTO) certificate. This means that all clients receive the same standardised training and utilise identical course content and training aids at the different CAE training centres around the globe. This simplifies the regulatory process for both CAE and its students. For example, if the student requires course approval from the regulator for their operating certificate, the approval process only needs to be completed once no matter how many CAE centres the student chooses to train from.
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“This is an important milestone for CAE,” says Jeff Roberts, the company’s Group President, Innovation and Civil Training & Services. “We are a global company, with established training centres in North America, South America, Europe, and Asia. Creating regulatory efficiencies and standardisation within our network is essential for our clients to experience the same high-quality training and culture of service excellence CAE is known for, independent of where they choose to train.” CAE also has a partnership with Dubai’s flagship airline, Emirates. The Emirates-CAE Flight Training centre is located close to Dubai International Airport and is jointly operated by the Emirates Group and CAE. Approved by both the JAA and the FAA, the facility offers training to operators in the Middle East, Europe, Africa, and Asia. The 14-bay centre currently houses 10 full-flight simulators including: two Airbus
A320/ ACJs, a Gulfstream IV and a Gulfstream V/550, a Hawker 800/800XP and a Bell 412 helicopter. Meanwhile Flight Safety International (FSI) also boasts a huge 8,825 m2 (95,000 square feet) building at Farnborough Airport. It will eventually hold 14 full motion simulators in three halls for business jet, regional airline and helicopter crews. The cost of FSI’s initial investment at Farnborough is estimated at between €160 and €200 M ($225-275 M).
Innovative Solutions Several providers are making use of the Internet to train students. Jeppesen offers product training on a variety of its products and services, including; charting, electronic flight bag, flight planning, and performance analysis. The flight planning specialist’s web portal allows customers to manage their own training requirements and arrange specific training classes.
Students can put themselves through their ATPLs with a part time job and study in their own time
Horizon Swiss Flight Academy, too, offers online training as a complement to its in-house programmes and courses. According to the company it means that self-funding students can put themselves through their ATPLs with a part time job and study in their own time. However, it is not enough to provide state of the art technology. The human factor is still a critical component of modern pilot training techniques. It is crucial to attract pilots with the right kind of temperament to operate in a corporate environment. Business aircraft often operate into smaller airfields lacking the safety equipment associated with airports serving scheduled commercial air traffic. Since 80% of accident investigations place pilot decision making as the primary cause, cockpit resource management is an essential element in the training of all pilots and crew. Suitability can be weeded out early in the selection process. A willingness to take on any task is also essential. Langley admits: “We do look for people with strong customer service skills when assessing for NetJets.”
Flight Safety International Hawker 4000 Simulator
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Flight Attendant Training by Dan Smith
Flight attendants form an integral part of your flight crew team. Working closely with you and your colleagues and clients, they must be thoroughly professional, discreet, yet flexible enough to cope with changes in schedules and unfamiliar situations. Many flight attendants come to private and business aviation from the commercial aviation sector. Their flight experience and maturity often make them ideal candidates for the business aviation environment. Sterling Aviation Services was established in 2006 by Louise Dunlop who has over 20 years experience in the industry. Based in Calgary, Canada, the company mainly trains flight attendants for the oil and gas sector, but also for corporate aviation. “For corporate aviation we recommend the person has previous aviation experience. It helps a lot if they understand aircraft procedures and terminology,” says Dunlop. Both classroom and online courses are available. Sterling’s online course cov-
ers the basics and is aimed at people who may not have previous experience or those who are returning to flight attending after a career break. The classroom courses offer more practical skills for students with some experience. Swan Heights, a new flight attendant training college based near Schiphol Airport in the Netherlands offers a different approach. The college was founded by Heidi Smale and André Seijbel, Smale says their college will accept most people: “The backgrounds of our trainees are very different, but no previous experience is necessary.” The only firm requirements are that candidates must be shorter than 190 cm, over 18 and able speak English.
The college differs from other training providers in that its courses are live-in. Smale says: “We tell students they can leave their wallet at home. We take care of everything while they are with us. We are training flight attendants for personal service so we give them personal service.” Swan Heights offers two courses. The full VIP flight-attendant course takes 28 days and contains three modules: Safety and Security for VIPs, Hospitality and Private Service, and Food and Beverages. For flight attendants who will work on business aircraft, a 15 day course is available. This version does not include the Safety and Security module as this is usually included in training offered by the flight attendant’s employer.
Cooling Down the Hotspots by Sanjay Rampal
Events in Thailand at the end of 2008 demonstrated the increasing need for specialist VIP security services for operators flying into less stable corners of the world. More than 3,000 passengers were left stranded when demonstrators from the anti-government People’s Alliance for Democracy (PAD) occupied Thai airports to protest against the incumbent regime.
Specialist aviation security provider ASA Group escorted VIPs out of the country and was forced to defend executive travellers in U-tapao Airport near Pattaya as they made their way through the terminal. Scott Stammers, ASA’s Operations Manager in Thailand says: “We worked round the clock. Companies were relying on us to help evacuate
their personnel. We had to work with the military to get people out of Pattaya as the situation turned ugly with thousands of people crammed in an airport hall meant for 300.” ASA had attempted to get executives out of Thailand via the VIP terminal, but found their way blocked by angry people stranded at the popular resort.
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Security for Bizav The situation proved that aviation security does not stop at the aircraft door. It encompasses many facets, such as global intelligence and monitoring, secure ground transportation; personal, executive and VIP protection; political risk analysis; security surveys; and, in the worst-case scenario, hostage negotiation. In addition to political tensions, terrorist activities and contraband smuggling have also become increasingly sophisticated and complex to monitor, placing a huge strain on existing security resources worldwide. It is apparent that there is a need for demonstrably strong technological and personnel-based security systems across the general aviation sector. Both European and North American authorities are currently focusing hard on security measures for business aviation. The US has proposed several modifications that will affect how business aircraft enter and exit America. European officials are also examining how commercial aviation security requirements should extend to non-commercial operations. In March last year the US government proposed an advanced passenger information (API) requirement for private non-revenue flights. From 12 January 2009, all travellers covered by the visa
waiver programme will be required to obtain an electronic travel authorisation prior to boarding a carrier to travel by air or sea to the US. The web-based system will require answers to basic biographical and eligibility questions typically requested on a paper form. Applications may be submitted at any time prior to travel. However, the Department of Homeland Security recommends that applications be submitted no fewer than 72 hours prior to travel. In most cases it will send a response within seconds. Passengers who do not receive an authorisation must obtain a non-immigrant visa at a US Embassy or Consulate before travelling.
Maintaining Flexibility Understandably, business aviation operators have concerns about the impact of some of the pending API legislation. Guy Lachlan, Chief Executive of the British Business and General Aviation Association says: “As an industry we need to ensure people run secure operations, but that their flexibility is not compromised. We need to implement a sensible scheme. Generally, either the owner or the corporation hiring the aircraft knows who the passengers are on board. People flying in the aircraft tend to be friends or colleagues.” His proposal is to create something like a known traveller programme. This
Companies were relying on us to help evacuate their personnel
would provide better data on the people on board, including simplified screening at the point of departure with sensible checks to make sure people getting on are who they say they are. One way forward would be to develop systems for airports and operators with experienced corporate aviation security providers. It is also crucial to maintain the standard of service that corporate aviation offers. Dominic Kelly, Director of specialist British aviation consultancy CBRNE, says: “We need to make air travel more comfortable and convenient. The aftermath of 9/11 is the degree to which people want to get on with business and not be impeded by consequences of terrorist attacks. Technology has the answer to this and is one way to deliver smoother passage through airports for passengers.” While there are important changes taking place in political arenas, ASA’s Chief Executive Simon Wagstaff advises that there are general guidelines passengers should follow in the current climate: “These measures include keeping a close eye on the news, making plans for an alternative means of getting out of the country if necessary and ensuring that you carry the phone number of a local specialist security firm in case trouble flares up suddenly.”
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Landings: Washington DC
by the FlyCorporate Editorial Team
As the capital of the United States, Washington DC has to be one of the most recognisable cities in the world.
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Airports Washington DC is served by Washington Dulles International Airport and the Ronald Reagan Washington National Airport. Both airports are open to general aviation, although restrictions may apply during certain events.
Ronald Reagan Washington National Airport (DCA)
Washington Dulles International Airport (IAD)
Just 5 km (3 miles) from downtown Washington is Ronald Reagan National Airport, the main hub for domestic flights to the capital. Though there are some exceptions, traffic at the airport is limited to aircraft serving destinations within 2,000 km (1,250 miles). Security is extremely tight at this airport during major events.
Dulles Airport is located 40 km (25 miles) from central DC and handles around 1,000 aircraft movements a day. The airport caters mainly to scheduled international services but is also well used by business aviation. There are four runways and a fifth is planned.
Washington DC has to be one of the most recognisable cities in the world
FBOs Landmark Aviation Landmark offers FBO facilities at Dulles Airport and is open 24 hours a day, seven days a week. The FBO can handle aircraft up to a Boeing 747. Flight planning, pilot, passenger and conference facilities are all available.
Signature Flight Support Signature offers FBO facilities at both Dulles and Ronald Reagan Airports. The Dulles FBO operates 24 hours a day, seven days a week and provides full passenger, crew and aircraft facilities. At Reagan the FBO is open from 07.00 to 19.00 every day and a more limited range of services are available.
Connections Taxis, hire cars and limousine services are easily available at both airports. Reagan is also served by Amtrak train services and the DC metro.
Reagan National Airport
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Top Business Hotels
The Fairmont
Washington DC caters well to the business visitor, with a rich selection of international chains and independent boutique hotels. The city is used to welcoming world leaders and business magnates so it is not short of establishments offering attentive service, hi-tech amenities and comfortable quarters.
Discreet, sophisticated and quiet hotel located in Washington’s fashionable West End, adjacent to historic Georgetown and within walking distance from the White House and the National Mall. The 415 guest rooms and suites are equipped with oversized desks. Joining the “President’s Club” gives you free high-speed Internet access from your spacious room. Web
fairmont.com/washington
Four Seasons Hotel Situated on Pennsylvania Avenue, the prestigious Four Seasons underwent major renovation works in 2005. An impressive art collection dons the walls, making it reminiscent of a visit to the Museum of Modern Art in New York. Relaxation after work is guaranteed either through soaking in your luxury French limestone bath or by unwinding in the hotel’s sophisticated spa. Web
fourseasons.com/washington
Hay-Adams A favourite of the world’s luminaries and located opposite the White House. Maintains the discreet atmosphere of a private residence while offering the service level and comforts normal to a distinguished hotel. If you want spacious accommodation, be sure to specify this at booking as some of the rooms are on the unexpectedly small side. Web hayadams.com
Hotel Monaco Situated downtown near the Washington Convention Center, this sophisticated and stylish all-marble building is a Registered National Landmark. Some of the perks of staying here are the complimentary evening wine and nibbles receptions and free Internet access. The rooms have wonderfully high ceilings and the bathroom is supplied with tasteful L’Occitaine products.
The Ritz-Carlton, Pentagon City
Web
monaco-dc.com
This plush hotel can be found in a quiet location within sight of Washington’s National Airport. The regally furnished rooms not only offer luxurious comfort: feather duvets, Italian marble bathrooms and towelling robes, but are also expertly equipped for the corporate guest. In addition to computer and fax connections, highspeed Internet access and private voice mail, a ‘technology butler’ is available 24/7 at the touch of a button, to assist with any IT questions. Web
ritzcarlton.com
The St. Regis Re-opened in 2008 following extensive renovation, the St Regis successfully combines the old with the new. Plasma TV screens stand side by side with original Palladian windows, Italian Renaissance Louis XVI chandeliers, framed artwork and gilded mirrors. President Coolidge set the tone for the level of clientele when he cut the ribbon back in 1926. The hotel has since received all the subsequent American presidents at some point during their term.
Willard InterContinental
Web
Known by many as the Grand Dame of American Hotels, the elegant Willard is steeped in history – something you feel immediately upon entering – and is located two blocks from the White House. Aside from the usual Internet access, the business centre offers everything from photocopying and faxing to printing and binding. You can even rent a mobile phone at 24 hours’ notice. Web washington.intercontinental.com
starwoodhotels.com
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Top Conference Facilities Many a significant conference has been held between world leaders in Washington over the years. The city is of course also a key location for the gathering of business leaders who are spoilt for choice with the large selection of high-tech venues.
AMA’s Washington Area Center
The Kellogg Conference Hotel
The American Management Association’s (AMA) Washington Area Center is within easy reach of Reagan National Airport in Arlington, Virginia, and located directly across the Potomac River from downtown Washington, D.C. Ten executive meeting rooms ranging in size from 35 to 1550 square metres (390 to 1640 square feet) can accommodate up to 90 participants. It has all the hightech equipment you would expect from a purpose-built meeting environment.
This conference hotel is located in a beautiful and peaceful setting in the gated campus of Gallaudet University. Its 1,579.4 square metres (17,000 square feet) of meeting space includes a large historic ballroom, a tiered video-conference auditorium with ergonomic chairs, and a multimedia executive boardroom.
Web
amanet.org
International Trade Center/World Trade Center Washington, DC The impressive Ronald Reagan Building and International Trade Center reportedly attracts over a million visitors a year. It provides a dramatic setting for conferences, which are held in the wellequipped International Trade Center that serves as the official World Trade Center Washington DC. Web
itcdc.com/trade
Web
kelloggconferencehotel.com
Top of the Town Reception and Conference Facility For a conference requiring just one adaptable space, this new facility would be an excellent choice. Magnificent panoramic views over the Potomac River of the city and its monuments are had through the vast windows or from the large outdoor terrace. Web
topofthetown.net
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FC Picks for a Power Lunch or Dinner Whether you’re on a quest for the perfect steak, hoping to sample some typical Southern dishes, going through a healthy phase or are ready for some high-end spice, you will be sure to satiate your taste buds in Washington’s many eating establishments.
Nora
Vidalia and Bistro Bis
Why not help offset your carbon footprint by eating organic, socially responsible, sustainable food at Nora’s restaurant originally a 19th Century grocery store. Ingredients include grass-fed beef and free-range chicken; dishes include slowroasted Amish pork, Norwegian sustainable salmon and sautéed Amish veal.
A husband and wife team own and manage both Vidalia and Bistro Bis. The latter, located at Hotel George, welcomes Senators, congressmen and powerbrokers on a regular basis to sample its French cuisine. Award-winning Vidalia offers regional American cuisine. Both offer private dining opportunities.
Web
noras.com
Web
vidaliadc.com
Citronelle Michel Richard’s cuisine is inspired by a range of culinary styles: French country and classical, Asian, American and even junk food. Ideal for experienced gourmands who are on the look-out for new tastes. The open kitchen plays centre stage. Home to Washington’s most impressive wine list. Web
The Palm
The Willard Room
Reputed for its steaks, this restaurant is celebrity heaven and if the regulars cannot be seen in person then you will find them on the caricature-adorned walls. The Palm is over seen by executive chef Tony Tammero. Try the Blackened Steak Salad if you’re lunching.
Located at the Willard InterContinental Hotel, the Willard Room is a popular highclass dining venue. The royal décor features sparkling chandeliers and elegant fine furniture. However, the friendly, efficient and attentive waiting staff threatens to outshine the cuisine. Quiet ambience conducive to serious talk.
citronelledc.com Web
thepalm.com Web
washington.intercontinental.com
Georgia Brown’s Upscale Southern fare is offered at this bronze-ceilinged restaurant. The Georgia Brown kitchen offers generous portions of well-prepared traditional dishes such as fried green tomatoes and homemade ice cream. Talk politics over lunch or enjoy a more relaxed, jazz-enhanced Sunday brunch if your trip includes the weekend. Web
gbrowns.com
Rasika Rasika means ‘flavours’ in Sanskrit and this classy modern Indian restaurant in the Penn Quarter offers a daring variety of them. The fine Indian food is likely to convert those who typically avoid the cuisine. Be sure to make a reservation if you don’t want to end up at the bar. Valet parking possible. Web
rasikarestaurant.com
Komi Modern dishes that lean towards Greece and Italy. Don’t be in a hurry to eat: the three-course menus can take a good two hours or more and the ‘degustazione’ menus an hour longer. This former townhouse has bare-wood floors, champagnecoloured walls and a few items of wellselected furniture. The slightly austere atmosphere warms up as the place fills. Web
komirestaurant.com
You will be sure to satiate your taste buds in Washington’s many eating establishments
74 MAGAZINE
FC Picks for a Post-Meeting Drink
Tantra Lounge at Inde Bleu
Perhaps you prefer to mingle with the politicos, be surrounded by the Washington jetset or quietly cogitate in distinguished calm. No matter, there is a plethora of drinking establishments in the city to suit every mood and taste.
Tantra Lounge at the swanky Inde Bleu restaurant has a clubby atmosphere fitting for lounge lovers and cocktail connoisseurs. The cocktail menu features no less than 46 different martinis and shots. For a minimum price, Thursday through Saturday, you can relax on couches in the “reservations only” lounge and enjoy the bottle service.
Le Bar
Ozio Martini and Cigar Lounge
This is a sophisticated, calm watering hole located in the Sofitel Hotel. Sink into the low, wide armchairs and enjoy the elegant, richly furnished art deco-style surroundings while sipping one of the signature cocktails and discussing the day’s deals.
Settle into one of the plush couches and puff away. You can keep your cigars in your own personal humidor. Classy, luxurious and laid back, Ozio covers four floors in a grand old mansion-style building. Space enough to chill or swing depending on your needs.
Web
sofitel.com
Web
oziodc.com
Eighteenth Street Lounge An ultra-chic exclusive lounge club that occupies the top three floors of a turn-of-thecentury mansion, located just below Dupont Circle and once inhabited by Teddy Roosevelt. The establishment is proud never to have put a sign on its door. A fabulously furnished space with three working fireplaces and a summer deck. Web
eighteenthstreetlounge.com
Web
tantraloungedc.com
Veritas Wine bars are springing up all over Washington these days but Veritas’ list of 70 wines by the glass seems to present the most varied and imaginative selection, served by knowledgeable bartenders. Web
veritasdc.com
www. Landings: Washington DC For more information and other destinations, visit: http://www.fly-corporate.com/content_landings.php
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76 MAGAZINE
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78 MAGAZINE
On the Horizon... • EBACE: The Show No-one Can Afford to Miss • Eye on Design: Cabin Electronics & Interiors • Boardroom Case: The Economics of Business Aircraft • Landings: Berlin
Don’t miss Issue 5 of FC EMEA and ASIA Available May 11
An Exhibiting Publication
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Join: 500 Exhibitors featuring the latest products and • Nearly services available in business aviation today than a dozen Education Sessions led by industry • More experts discussing the most compelling issues facing business aviation in Europe and around the world
60 state-of-the-art aircraft on Static Display side by • Over side on Geneva International Airport 14,000 Attendees, who wish to learn more about • Over business aviation and how it can help grow their business regulatory officials, including EASA, • International Eurocontrol, European Commisison and FAA representatives, on hand to share their views on what’s on the horizon
c Maintenance & Operations • Equipment-specifi (M&O) Sessions
And see what Europe already knows. Business aviation is the right tool for challenging times.
www.ebace.aero
80 MAGAZINE
Uncramp your style. The CJ2+ will put more hours in your day, more feet in your legroom, more miles in your tanks and more airports on your map. Now, along with integrated Pro Line 21 avionics, workload-reducing FADEC and a restyled cockpit and cabin, the CJ2+ enables you to carry more payload, climb and cruise faster, use shorter runways and do it all on less fuel. To find out more about this extraordinary aircraft value, contact Peter Griffith, Cessna Aircraft Company,* U.K. Tel. +44 (0) 1252 378811. Fax +44 (0) 1252 378287. E-mail pgriffith@cessna.textron.com. Or visit Cessna.com/CJ2Plus.
Citation CJ2+
*Incorporated with limited liability in the state of Kansas, U.S.A.