ABOUT ELITE WINGS
ELITE WINGS MAGAZINE ISSN 2816-4040
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EDITOR-IN-CHIEF
Abdelmajid Jlioui abdelmajid.jlioui@elite-wings.com
MANAGING PARTNER
Frédéric Morais frederic.morais@elite-wings.com
DIRECTOR CONTENT STRATEGY
Viswanath Tata viswanath.tata@elite-wings.com
EDITORIAL DIRECTOR
Jane Stanbury jane.stanbury@elite-wings.com
SENIOR EDITOR
Mark Lowe mark.lowe@elite-wings.com
CONTACTS
Editorial: editorial@elite-wings.com
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Elite Wings publishes timely, structured, validated, unbiased, and relevant business aviation intelligence.
Cover Image: Agusta AW109 GrandNew over Monaco © LEONARDO
ELITE WINGS MAGAZINE (ISSN 2816-4040) IS PUBLISHED BY ELITE WINGS MEDIA INC, MONTREAL, CANADA.
Any information of a technical nature contained in this document may contain inaccuracies and is subject to change and should never be relied upon for operational use.
Copyright © 2024 All rights reserved. Reproduction in whole or in part without permission of Elite Wings Media is strictly prohibited.
SPECIAL EDITION
CONTENTS MONACO YACHT SHOW 2024
Monaco Yacht Show is the world’s largest annual gathering of superyachts and megayachts, experts, and owners. Yacht operations represent the highest end of corporate helicopter applications with the most luxurious models forming a striking sight over Monaco’s bay during this event. It’s also a good reminder that most of these great helicopters we are using today for corporate applications have been principally designed and perfected year after year to support the offshore oil and gas industry carrying a DNA of enhanced safety and efficiency.
Elite Wings publishes timely, structured, validated, unbiased, and relevant business aviation intelligence. Elite Wings business aviation guides aggregate knowledge from industry leaders, shapers, and analysts to deliver relevant information about the current state of the market and its future direction in each segment of our industry. We identify the key points to consider when selecting solutions, identify what to ask who and when. Our motivation is to enable readers to make informed decisions when selecting, acquiring, and managing their business aviation strategies and decisions. 04
Superyachts helipad design
Interview with Jonathan Turner, Managing Director, Maritime Aviation
16
Aviation meets yachting at the Bombardier Aviator Lounge in Monaco
Interview with Emmanuel Bornand, Vice President, International Sales, Bombardier
Photo: Bell 429 ©Bell
SUPERYACHTS HELIPAD DESIGN
By Abdelmajid Jlioui
Onboard helipads are becoming a critical component of the latest generation of superyachts, with some vessels operating up to two heliports with large helicopters. It is important therefore to rely on industry experts to ensure preferred helicopter compatibility and compliance with the latest safety and regulatory requirements.
Photo: Amatasia © Tom Van Oossanen
Maritime Aviation is a global leader in shipboard aviation, can you walk us through some of the latest trends in superyacht helipad integration?
Maritime Aviation works with some of the most iconic superyachts, including many of the largest new builds. There are several trends regarding helicopter facilities onboard vessels throughout the superyacht industry.
In the largest size bracket, from around 100m -150m+ in length, there is an expectation that the vessel will have at least one shipboard heliport but more often two, with at least one of these, if not both, being certified for commercial use. We are also seeing a growing trend to be able to operate two helicopters simultaneously, which requires not only greatly considered heliport design but also extremely robust operational procedures.
Most yachts in this larger bracket also have a helicopter refuelling system for Jet A-1, with differing storage tank sizes dependent upon factors such as the helicopter type(s) to be operated, the tempo of intended flying operations and the location/remoteness of the operations, including whether clean Jet A-1 fuel will be readily available, ashore. Essentially, the more remotely a vessel will be operating with its helicopter(s), the more aviation fuel will usually be held onboard. This will need to be considered in itinerary planning and onboard fuel management provision.
Some yachts, particularly in the larger size range, also have onboard hangarage for one or two helicopters. There is a significant space requirement for this, however, which can be a challenge to incorporate, so it is less common in smaller yachts. There are several different design concepts for hangars onboard yachts, which can give different challenges. Some have the hangar on a different deck to the heliport and incorporate a helicopter lift to move the helicopter up and down within the vessel. Lifts can be extremely useful if they are designed appropriately but they can cause their own issues if they are not considered fully, using the ‘design helicopter’ for the vessel.
In the smaller range of aviation-capable vessels, from around 75m - 100m, there is a big trend for new builds and refits to have a shipboard heliport incorporated. Some owners will want a heliport to enhance the resale value of the vessel but, especially since the Covid-19 pandemic, we are seeing more and more owners wishing to spend time on their yachts and to access them directly via helicopter transfer from the airport where their jet lands.
Photo: Phoenix II © Breed Media
Another trend which continues to gather popularity, is the ‘yacht support vessel’. Many yachts are getting larger so they can accommodate more guests, have bigger guest spaces and carry more (and bigger) toys. As the yachts get larger, however, there can be operational implications, such as physical restrictions for accessing certain marinas or berths. One way that this can be ameliorated is by having two vessels: the main yacht and a yacht support vessel. In this case, the support vessel will usually carry the helicopter, as well as submarines and the majority of tenders and toys. The support vessel may be smaller than the main yacht but have dedicated spaces not designed for guests. Yacht support vessels would usually have a certified shipboard heliport so that helicopters can be chartered around the world to support owner/guest requirements.
In the cruise industry, there is a growing trend for cruise ships to have an aviation capability. Cruise operators wish to offer a range of experiences not previously available to their clients, such as ‘flight-seeing’ tours and heli skiing. This is particularly true in the Polar regions, where there are ever increasing numbers of clientele wishing to experience these regions, including the unique wildlife. Such operations are often high-tempo, involve high numbers of transfers and are high intensity. Clearly, when operating Commercial Air Transport (CAT) operations with fee-paying passengers from a cruise ship to a shore site, the highest standards of operations and procedures are required. This is true for both the helicopter operator and the vessel operator, which need to work seamlessly together to maximise efficiency and guest experience.
Some yachts and cruise ships have their own helicopter engineer onboard during high-tempo helicopter operations; some aircraft registries allow pilots to carry certain engineering approvals. The more capable the aviation facilities onboard and the longer that helicopters are intended to remain onboard during transits and other yacht operations, the greater the likelihood that a helicopter engineering will be carried onboard. In such cases aircraft tooling and spare helicopter components may be carried onboard the vessel; consideration needs to be made for the space requirements for these.
Maritime Aviation offers consultancy and project management for new build and refits vessels’ shipboard heliport design, can you provide us an overview of some of the best practices to ensure safety and regulatory compliance?
There are many standards and regulations which may be involved with a yacht build, including flag, classification society
and other standards, such as those required for a shipboard heliport to achieve commercial certification, such as the ICAO Doc. 9261, Heliport Manual. Some projects seek to use standards which are not considered appropriate for use on aviation-capable superyachts and cruise ships, and which could limit helicopter operations unnecessarily. Ultimately, when the yacht becomes operational, it should ideally meet the requirements and expectations set down by the owner at the project’s design stage. Understanding the rules, regulations and standards, including their applicability, is key to ensuring this occurs.
There are many potential pitfalls when planning to incorporate aviation into a superyacht or cruise ship. We regularly see significant issues and operational restrictions which have been built into a vessel, which could have been avoided if appropriate professional guidance had been sought, early in the project. Best practice is for owners, their representatives and project teams to engage appropriate maritime aviation specialists at an early stage in a project.
We often describe how engaging Maritime Aviation to consult early on in an aviation-capable yacht project, is like using an accountant to manage one’s financial affairs. The accountant understands all the current and forthcoming rules and regulations and uses their knowledge, expertise and experience to mitigate their clients’ exposure and acts to best protect their financial interests. Similarly, during a yacht project, Maritime Aviation will use its collective expertise to guide clients on suitable helicopter types, shipboard heliport standards, heliport equipment requirements, onboard aviation safety management and crew training. The value added by employing a specialist in maritime aviation includes reducing costs and enhancing helicopter operations to ensure they are not only safe, but also efficient for the crew, whose time is often very limited. By comparison, most designers, naval architects or yacht management companies do not usually have any specific expertise in this complex area; they have their own skills and expertise in their own areas of responsibility.
Another important consideration is to ensure that all parties are aware of appropriate nomenclature. Terms and definitions are important because they have specific meanings and should not be misused. For instance, superyachts and cruise ships do not have ‘helidecks’, as helidecks are only used in support of oil and gas, as defined in ICAO Doc. 9261 Heliport Manual. Instead, a yacht or cruise ship would have a ‘shipboard heliport’, which would be either purpose-built or non-purpose-built
shipboard heliport, depending on the design and other factors, again defined in ICAO Doc. 9261 Heliport Manual.
On a practical level, consideration should be given to only operating twin-engine helicopters with emergency flotation gear fitted, for use onboard shipboard heliports. Whilst some single-engine helicopters have fantastic safety records and have flown to the top of Mount Everest, for example, when operating to a vessel, with its confined landing areas, often in hot and heavy conditions at the critical stages of flight, a twin-engine helicopter is recommended strongly; this is particularly true when flying commercial (fee-paying) passengers.
Maritime Aviation also offers Large Yacht Heliport Safety Training Courses for superyacht and cruise ship crew members. Can you give a summary of the operational requirements for ensuring onboard helipads and helicopter safety?
Irrespective of whether the yacht is operating a commercial or non-commercial heliport, safe and efficient operations are
key. Sea-going vessels are unable to rely on additional, external support in the event of an aircraft incident or accident and should therefore ensure that crew members are trained and equipped to deal with any type of incident. Yachts with certified heliports must comply with regulatory standards such as the UK Maritime and Coastguard Agency (MCA) standard. Non-commercial heliports should make every effort to achieve similar standards as a matter of best practice.
The MCA Large Yacht Shipboard Heliport Training standard includes a wide variety of skills for different roles onboard a shipboard heliport, namely:
` Helicopter Landing Officer (HLO)
` Heliport Deck Assistant (HDA)
` Heliport Rescue Firefighter (HRF)
The HLO is the leader of the heliport and provides the link between the yacht’s bridge officers, the heliport crew and the helicopter pilot. The HLO will be dressed in full fire-resistant Personal Protective Equipment (PPE), including head, hearing
Photo: Xventure © Winch Design
and eye protection. They will have a portable Air Band VHF radio and will communicate with the bridge and helicopter, manage the yacht’s resources and provide the leadership to ensure the helicopter operations are safe and efficient.
The HDAs have two main roles: act as an HRF; act as a ‘Guest Guide’. The HRF role is a standby role where the crew member is dressed in full firefighting PPE, including Breathing Apparatus (BA) ‘off air’ to act in the event of an accident or serious incident on the heliport. The ‘Guest Guide’ is a support role where the crew member is dressed in similar PPE to the HLO and will perform tasks such as attach/remove helicopter lashings, guide the guests across the heliport and, if trained, refuel the helicopter.
There are four courses in the MCA suite which train for all these roles, including helicopter refuelling. The training covers both theory and practical elements of both Standard Operating Procedures (SOPs) and Emergency Operating Procedures (EOPs). Maritime Aviation is unique in providing live fire helicopter rescue and firefighting using our bespoke Helicopter Rescue & Firefighting Training Units (HRFTUs), one of which we move around Europe to where our clients are based, in Germany, the Netherlands and France; we have others at our UK base.
Onboard helipads may require additional scrutiny by yacht insurance companies. What are the main red flags to watch for?
Insurance is key for aviation-capable yachts; there is the yacht’s hull insurance and the helicopter’s hull insurance. The sphere of maritime aviation is where the maritime industry overlaps with the aviation industry. Both industries have their own well-defined sets of regulations but understanding how they work together, is key. Understanding when responsibility transfers from the landing helicopter, to the yacht, for example, is vital for insurance purposes.
Commercial yachts with certified shipboard heliports will meet published standards (e.g. dimensions, obstacle clearances, lighting etc.) and will be surveyed regularly to ensure they comply with the required standards. They are required to have a safety management process, including regular safety audits, heliport equipment audits, bespoke Shipboard Heliport Operations Manual (SHOM), industry-accredited crew training and procedures to enable the crew to deal with all types of incidents. This is a relatively straightforward position for insurers as it should be demonstrative that the highest standards have
been set and maintained.
Yachts with non-certified heliports, however, are usually all very different and will not usually be able to comply with commercial standards for a variety of reasons, such as size/dimensions and obstacle environment. These areas of non-compliance usually introduce greater hazards and risk, which would usually be factored into the yacht’s insurance. Each vessel will have to be assessed on its own merits but for this reason, it is recommended that even yachts with non-certified heliports comply with, or operate as close as possible to compliance, with certified standards. For instance, every yacht should have a bespoke Shipboard Heliport Operations Manual (SHOM), all crew should be trained to known standards and a full suite of suitable, specialist equipped should be provided to deal with SOPs and all types of potential incidents (EOPs), onboard. This would mean having an iterative safety management process, managed by a competent entity, such as Maritime Aviation.
An interesting scenario is where a yacht wants to charter a commercial aircraft to operate to a non-certified heliport, as the charter operator will usually have specific requirements and standards for where it can operate and land. Also, the vessel may be operating in cold environments, such as the Poles, in ‘hostile environments’ with limited Search & Rescue (SAR) options and flying over very cold water. Different aircraft registries have different approaches to such scenarios but our message would always be for vessels and operators to operate to the highest standards attainable. Ultimately, if there is an incident or accident, the subsequent inquiry would look into all elements of the flying operation, including training certification, heliport standards, manuals, records, etc., so the closer a yacht can be to complying with regulations and industry best practice, the better.
CORPORATE HELICOPTERS
QUICK GUIDE
TURBINE POWERED HELICOPTER CATEGORIES
With their large mission versatility and efficiency, Light helicopters are the most popular helicopters in the civil market. The Light category is divided into two sub-categories: single and twin-engine.
The primary differences between single and twin-engine helicopters lie in their power and speed capabilities. Twin-engine helicopters provide greater overall power and speed when compared to their single-engine counterparts. The engine redundancy is especially valuable when flying over water, densely populated areas, or inhospitable terrains.
INTERMEDIATE
The Intermediate category combines light helicopter versatility with increased cabin size and range capabilities making them perfect for a large number of missions ranging from Emergency Medical Services to Search & Rescue and offshore operations.
Developed primarily to support the offshore oil and gas industry, the Medium and Super-Medium category helicopters have proven very popular in corporate transportation applications as their large and unobstructed cabins can embody the hallmarks of elegance, style, and sophistication. These helicopters can often be equipped with state-of-the-art telecommunications and entertainment systems, dedicated workspaces, and refreshment and stowage areas.
Designed primarily for the long-range offshore oil and gas market, Heavy helicopters are very popular in the VVIP market for government officials and head-of-state transportation. LIGHT MTOW < 7,000 lbs
LEONARDO
LEONARDO
Number
Max
LEONARDO
LEONARDO
LEONARDO
For once, having a shorter runway is better for business.
BOMBARDIER
AVIATION MEETS YACHTING AT THE BOMBARDIER AVIATOR LOUNGE IN MONACO
By Viswanath Tata
Emmanuel Bornand, Vice President, International Sales, Bombardier
In May, Bombardier unveiled its first official space in Europe with the opening of the new Aviator Lounge by Bombardier, strategically located at the Monaco Yacht Club. Can you walk us through the concept of the lounge?
We see the Aviator Lounge as merging the sea, the land and the sky. It’s a place for business jet owners and users to connect with our team and like-minded peers, and learn all about Bombardier’s contributions to innovation in aviation in a contemporary yet intimate setting.
Architect Andrea Mosca, who designed the Aviator Lounge interior, created an intimate, contemporary space through an interplay between the coolness of the travertine stone, the warmth of iroko wood and the softness of alcantara fabric. Mosca wanted the Lounge to showcase the history and heritage of the company, and the beauty of Bombardier aircraft. Subtle nods to Bombardier’s innovations and legacy are present throughout the Lounge.
Guests are first greeted at a reception desk shaped like a wing of a Bombardier Global jet, which famously provides the smoothest flight experience in business aviation and enables landings and takeoffs in all weather conditions. Above the central meeting space hangs a striking lighting feature resembling a Blisk fan of a Bombardier Global 7500 engine, a nod to the fact that Bombardier was the first in business aviation to use this innovative engine type (GE Passport). Wall displays give guests an overview of Bombardier’s history through its key innovations. And joining the proudly displayed models of Bombardier’s existing industry-leading jets is a stunning, futuristic-looking model of the EcoJet, Bombardier’s research platform on which our engineers are testing aerodynamics improvements through a blended wing body shape, new propulsion systems and other technologies that together could lead to up to 50% reduction in greenhouse gas emissions.
The Lounge is already being recognized for its design: the editors of the 2024 best-of-the-best edition of Robb Report Monaco declared Andrea Mosca as top designer for the Aviator Lounge design.
The Aviator Lounge by Bombardier was officially inaugurated by H.S.H., Prince Albert II of Monaco. Why did you select the Principality to host the first space of this kind by any jet manufacturer?
It might seem a bit surprising for an aviation company to anchor itself at the Yacht Club, but at Bombardier, we like to do things differently. Monaco is a unique, dynamic place, and one where we have developed an active presence over the years. The fact that the Nice Airport is the second busiest in Europe in terms of business aviation traffic says a lot about the importance of this part of Europe. We’ve long sensed the need for a space that celebrates aviation and our company’s decades-long commitment to innovation, uncompromising performance, and our groundbreaking research to develop more sustainable ways to fly. When the opportunity to open a showroom in the Monaco Yacht Club presented itself, we were excited to seize it as it offers a truly unique positioning at the centre of so many important initiatives, many of them spearheaded by the Prince Albert II of Monaco Foundation. Three months after opening our doors, we already see that our intuition was right, as the Lounge has already become a popular place for all aviation enthusiasts who are either based in Monaco or simply passing through.
The Aviator Lounge reflects Bombardier’s new brand identity unveiled only a few weeks before the opening. Why is the new brand identity so important to Bombardier as it shifts toward pure-play business aviation?
Bombardier has established itself as a world leader in business aviation. Throughout our company’s history, a bold innovative spirit, anchored in entrepreneurial roots and family values, has pushed us forward. The new brand celebrates this legacy and reflects the success of Bombardier’s passionate and talented teams, who set the standard when it comes to delivering the highest performing jets and world-class service to their clients around the world. As Eve Laurier, Vice President of Communications, Marketing and Public Affairs has said at its unveiling: “The new brand has been crafted to coherently tie notions of our heritage and precision-driven engineering. The brand describes our future, in which we will express
a heightened sophistication of our technology, how our employees master their craft and, above all, the customer experience.”
Bombardier is an official supplier of the Alinghi Red Bull Racing, who is the Swiss challenger for the America’s Cup. What are the synergies between the world of racing sailboats and high-speed business jets?
Indeed, our partnership with Alinghi Red Bull Racing represents another meaningful connection to the sea for us and we are proud to support the team in their impressive return to America’s Cup. This partnership was built on synergies in both the values that propel both Alinghi Red Bull Racing and Bombardier, but also on the similarities in our approach to engineering. Both teams are passionately innovating to push the limits of what’s possible, be it on the sea or in the air. As the Alinghi Red Bull Racing team prepares to take on their challengers with their remarkable
BoatOne, we are getting ready for the entry into service of the Bombardier Global 8000, which embodies so many of our groundbreaking innovations that are responsible for this impressive jet’s fastest speeds, longest range and smoothest flight. And with the racing sailboats effectively flying over the waves, the engineers and designers of the Alinghi Red Bull Racing’s BoatOne utilize many of the same principles that are used in aviation, which is why both teams often find themselves speaking the same language. We are proud to sponsor the Alinghi Red Bull Racing team, and we are thrilled to share our excitement with aviation fans and our customers as we cheer them on their path to victory.
Europe is a very important market for Bombardier, can you walk us through Bombardier’s presence in the region?
Europe is an important market for business aviation and for Bombardier, and we have a strong presence on the continent. The Aviator Lounge in Monaco represents a strong anchor for our sales team who are otherwise based around the world so that they can be close to our customers wherever they are. Our robust global service network ensures seamless support to our customers throughout the ownership journey. In Europe, Bombardier provides tip-to-tail heavy maintenance services in our two service centres, located in London - Biggin Hill and in Berlin. Complementing them are five Line Maintenance Stations, strategically located in London - Luton (UK), Linz (Austria), Nice and Paris (France), and in Geneva (Switzerland). They offer maintenance options closer to home, with all of them equipped for standard light scheduled and unscheduled maintenance as well as Aircraft on Ground (AOG) maintenance services. And for 24/7 support, our network of Mobile Response Team trucks provides services and parts to customers whenever they need them.
Duluth, Minnesota
HQ: Stans, Switzerland
Founded in 1939
Sao Paulo, Brazil Founded in 1969
Wichita, Kansas Founded in 1927
HQ: Paris, France
Founded in 1929
Max
Avionic
*Ferry
Max Range* 2165 nm
Max Cruise Speed 451 ktas Takeoff Distance 3,410 ft
Landing Distance 2,940 ft
Max Cruise Altitude 45,000 ft
Avionic Manufacturer Collins Aerospace
Engines manufacturer Williams International
Max passengers 10 Cabin Volume 313 cu.ft
*Ferry mission, LRC, NBAA IFR reserves
Max Range* 2000 nm
Max Cruise Speed 440 KTAS Takeoff Distance 2,930 ft
Landing Distance 2,375 ft
Max Cruise Altitude 45,000 ft
Avionic Manufacturer Honeywell
Engines manufacturer Williams International
Max passengers 11 + 1 Pilot
Cabin Volume 501 ft_
4 Passengers, 1 Pilot, LRC, NBAA IFR reserves
Avionic
Max Range* 2,010 nm
Max Cruise Speed 464 ktas
Takeoff Distance 3,209 ft
Landing Distance 2,212 ft
Max Cruise Altitude 45,000 ft
Avionic Manufacturer Garmin
Engines manufacturer Pratt & Whitney Canada
Max passengers 10 + 1 Pilot
Cabin Volume 324 cu.ft
*5 Occupants, LRC, NBAA IFR reserves
TEXTRON CESSNA
HONDA AIRCRAFT
Max
Avionic
Engines
EMBRAER | Praetor
Midsize
2024 PURPOSE-BUILT BUSINESS JETS GUIDE
2024 PURPOSE-BUILT BUSINESS JETS GUIDE
Avionic
Avionic
Avionic
The Hub of Business Aviation
10 - 12 DECEMBER 2024
DWC, Dubai Airshow Site
MEBAA Show, the must attend private aviation event in the MENA region offers the perfect environment to view the latest in business and private jets.
Enjoy VIP networking, exceptional hospitality, and exclusive access to luxury brands. Join our Platinum Guest Programme and unwind in the ultra-exclusive lounge designed for HNWIs and UHNWIs.
BIZLINERS QUICK GUIDE
THE MODIFIED AIRLINERS (BIZLINERS) ECOSYSTEM
Bizliners are commercial airliners modified for a lower passenger count usage in business aviation missions. They are mainly used for government transportation including head-of-state (~45% of the market), private including corporate operations (~40%), and charter operations (~15%).
Since most regional and narrow-body ranges are fuel limited at lower payload, OEMs or completion centers will certify Auxiliary Fuel Tanks (ACT) installation on these jets to increase their range capability.
Boeing in collaboration with General Electric launched Boeing Business Jets in 1996 followed by Airbus who entered the market in 1997 with the launch of Airbus Corporate Jets business unit.
Bizliners have a large number of benefits in comparison with purpose-built business jets, notably their large cabin and baggage capability but also some drawbacks in terms of performance, mission capabilities, and versatility.
MODIFIED AIRLINERS
A Lufthansa Technik, Middle East inspired BBJ 777-9 VIP cabin concept
Picture © Lufthansa Technik
COMPLETION CENTERS
In contrast to purpose-built business jets that are delivered ready for operations straight from aircraft OEMs. Bizliners are delivered unpainted, with only a green primer application, hence known as ‘green’. (generally) not painted with only a green primer application. The interior is literally empty and requires design and outfitting at a completion center.
Completion centers often offer customized interior design, engineering, and certification of the interior outfitting and additional modifications such as airstairs, connectivity, in-flight entertainment systems, and even airborne protection systems for government and VVIP aircraft.
Completion centers will also perform the interior installation and final certification. Completion centers also specialise in bizliners in-service maintenance and follow-on cabin retrofits.
INTERIOR DESIGN
Bizliners offer the ultimate customization opportunity for having a jet crafted absolutely down to the last detail in accordance with customers’ needs.
Interior designers will design the optimum cabin through a thorough understanding of client needs, cultural requirements, and expectations. Although most completion centers offer their internal design team, independent interior designers are often hired by customers or completion centers.
These independent interior designers will not only bring their experience in aviation but also from other luxury markets such as yachts, luxury residences, and high-end hotel designs.
COMPLETION MANAGEMENT
Although the completion process may seem complex, customers can rely on completion managers who will work closely with the interior designer and completion center, to transition design intent into a cabin that is comfortable, functional, and reliable, and then oversee the entire outfitting process to ensure that client expectations, budget and quality standards are met.
Green BBJ enroute to outfitting
A Boeing 787 at Greenpoint Technologies, a Safran Company, for interior completion
London-based ALTEA offers bizliners completion management and VVIP interior design
Max
Engine
Max
Max
Engine
* 8 Pax, LRC, NBAA IFR reservces
reserves, 7 ACTs
Max Range* 6,515 nm
Max Cruise Speed M 0.82
Max Fuel Capacity 11,005 USG
Engine manufacturer CFM
Engin Model LEAP-1B28
Engin Thrust 29,320 lbf
* 8 Pax, 4 Crew, LRC, NBAA IFR reserves, 7 ACTs
Max Range* 9,900 nm
Max Cruise Speed M 0.86 MTOW 553,400 lb
Max Fuel Capacity 36,750 USG
Cabin Surface 2,616 sq ft
Engine manufacturer Rolls-Royce
Engin Model Trent 7000
Engin Thrust 72,834 lbf
* 25 Passengers, LRC, NBAA IFR reserves
NARROW BODY AIRLINERS
NARROW BODY AIRLINERS
2024 PURPOSE-BUILT BUSINESS JETS GUIDE
BOEING | BBJ787-8
Max Range* 9,945 nm
Max Cruise Speed M 0.90
MTOW 502,500 lbs
Max Fuel Capacity 33,340 USG
Cabin Surface 2,415 sq ft
Engine manufacturer GE | Rolls-Royce
Engin Model GEnx-1B70 | Trent 1000-D
Engin Thrust 70,000 lbf | 70,200 lbf
* 25 Passengers, LRC, NBAA IFR reserves
WIDE BODY AIRLINERS
| ACJ350-1000
Max Range* 9,850 nm
Max Cruise Speed M 0.89
MTOW 696,200 lbs
Max Fuel Capacity 41,210 USG
Cabin Surface 3,315 sq ft
Engine manufacturer Rolls-Royce
Engin Model Trent XWB-97
Engin Thrust 97,000 lbf
* 25 Passengers, LRC, NBAA IFR reserves
BOEING | BBJ787-9
Max Range* 9,485 nm
Max Cruise Speed M 0.90
MTOW 560,000 lbs
Max Fuel Capacity 33,380 USG
Cabin Surface 2,775 sq ft
Engine manufacturer GE | Rolls-Royce
Engin Model GEnx-1B74/75 | Trent 1000-K
Engin Thrust 74,500 lbf | 74,400 lbf
* 25 Passengers, LRC, NBAA IFR reserves
AIRLINERS
Max Range* 11,645 nm
Max Cruise Speed M 0.89 MTOW 775,000 lbs
Max Fuel Capacity 52,300 USG
Cabin Surface 3,256 sq ft
Engine manufacturer General Electric
Engin Model GE9X-93B1A
Engin Thrust 93,000 lbf
* 25 Passengers, LRC, NBAA IFR reserves
EXTRA WIDE BODY AIRLINERS
Max Range* 11,100 nm
Max Cruise Speed M 0.89
MTOW 606,200 lbs
Max Fuel Capacity 37,248 USG
Cabin Surface 2,905 sq ft
Engine manufacturer Rolls-Royce
Engin Model Trent XWB-84
Engin Thrust 84,000 lbf
* 25 Passengers, LRC, NBAA IFR reserves AIRBUS | ACJ350-900
EXTRA WIDE BODY AIRLINERS
| BBJ 777-9
Max Range* 11,000 nm
Max Cruise Speed M 0.89
MTOW 775,000 lbs
Max Fuel Capacity 52,300 USG
Cabin Surface 3,689 sq ft
Engine manufacturer General Electric
Engin Model GE9X-105B1A
Engin Thrust 105,000 lbf
* 25 Passengers, LRC, NBAA IFR reserves
Join the board meeting while onboard
We’ve set the standard for in-flight connectivity in the business aviation industry, with powerful, reliable and consistent service, anytime, anywhere.
Perhaps it’s why we’re Business Aviation’s Principal Partner.™
THE PATH TO NET-ZERO BUSINESS AVIATION SOLUTIONS GUIDE
CARBON FOOTPRINT ASSESSMENT
A sustainability program requires first a solid assessment of the operation’s carbon footprint. It is better to report total gallons of fuel used rather than simply report aircraft hours flown to maximize integrity.
CARBON OFFSETTING PROGRAMS
Offsets are generated through carbon credits from projects that reduce or avoid carbon emissions, such as reforestation projects and renewable energy initiatives.
Project examples include helping make the transition from fossil-based power generation to renewable sources and projects like the protection of existing forests or starting new ones.
SUSTAINABLE AVIATION FUEL (SAF)
Sustainable Aviation Fuel, SAF - is any next-generation aviation fuel made from 100% approved sustainable sources such as used cooking oil, organic waste, residue raw materials, forestry or agriculture waste...etc
Through its production life cycle, SAF highly reduces greenhouse gas (GHG) emissions compared to fossil fuel and can be used as a direct replacement (drop-in) for fossil jet fuel as it is chemically similar. SAF has the potential to reduce net CO2 lifecycle emissions by more than 80% compared to the conventional jet fuel production life cycle. The current issues with SAF is its higher pricing, the limited availability and logistical challenges. That can be solved through Book-and-Claim solutions as they effectively transfer sustainability claims to final customers.
AIRCRAFT EFFICIENCY
Newer generation, more efficient aircraft can make a large contribution to reducing carbon and non-carbon emissions together with the reduction in the noise footprint. Over time the improvement rate in business jet engines Specific Fuel Consumption (SFC) average roughly 1% per year.
In addition to aircraft manufacturers continuous aircraft improvement program, third party solutions exist to improve aircraft performance and operational efficiency such as in-service retrofit winglets.
ELECTRIFICATION & HYDROGEN
Sustainable aviation fuels play a major role in the decarbonization of aviation, especially when it comes to long-range missions. Air transport electrification (eg eVTOLs, eCommuter) currently support short range flights.
Electrical power and propulsion systems will lead the way for Advanced Air Mobility (AAM), enabling silent short and vertical take-off and landing capabilities while lowering emissions and reducing fuel consumption. Hybrid and hydrogen propulsion systems are looking promising for future medium range missions.
AIR-TO-GROUND (ATG) NETWORKS
SATCOM LOW EARTH ORBIT (LEO) NETWORKS
GEOSTATIONARY ORBIT (GEO) NETWORKS
