EBACE Convention News
PUBLICATIONS
TUESDAY 5•17•2011
Vol. 43 No. 9
On Static Display
Aircraft
Avionics
Training
Charter
Comlux wows EBACE with its ultra-chic ACJ
Gulfstream sees recovery in strong sales numbers
Universal steps up to space-based mandates
CAE plans to expand in emerging business aviation markets
Charter demand is recovering in Europe, but prices are still squeezed
The first Airbus Corporate Jet to be designed, completed and operated by Comlux the Aviation Group boasts an interior fit for its Middle East owner. Page 6
The U.S. airframer now projects more deliveries this year than last, while it presses ahead with certification of the G650 and G250 before year-end. Page 24
Egnos is spurring interest in space-based FMSs, and Universal Avionics is making sure its products meet the upcoming regulations. Page 26
After recently adding a facility in Amsterdam, the flight training provider prepares to double its global network of training centers for business aviation over the next two years. Page 49
The aircraft charter industry is seeing signs of an uptick, but there are significant variations in demand depending on where and for what aircraft. Page 50
MARK WAGNER
acres of plenty
With at least 62 aircraft crowding into the EBACE static display area here in Geneva, this year’s show is off to a good start. EBAA reports 10,857 preregistrations–up 8 percent from last year’s event.
Economic Falcon fills the value gap
by Liz Moscrop
by Thierry Dubois He said that the alliance is vital to the business aviation industry and will have far-reaching influence. “It took three years of political dickering to come to an agreement,” he said. “We are not into the goal area, rather just off the starting blocks.” BASA is aimed at reducing regulatory duplication and lowering compliance costs, while ensuring effective oversight. Maintenance and certification were the first areas covered. Under BASA, FAA inspectors will conduct EASA audits, instead of EASA inspectors having to travel to the U.S. and charging companies for the expense and time required to receive an EU Part 145 certificate. The same holds true for EU repair stations and FAA certification.
Continued on page 82 u
Pete Bunce
DAVID McINTOSH
Business aviation is now a global business but it is being held back by the lack of a global regulatory structure, according to leading industry lobbyists speaking on the eve of this week’s EBACE show. At a press conference here in Geneva yesterday, industry associations from both sides of the Atlantic praised the new Bilateral Aviation Safety Agreement (BASA) between the U.S. and Europe, but indicated that it needs strong backing to be meaningful, and should now be extended with similar agreements in key emerging markets for business aviation. Pete Bunce, chairman of the General Aviation Manufacturers Association (GAMA) in the U.S., expressed concerns about the implementation of BASA.
DAVID McINTOSH
Bizav regulations must go global
Brian Humphries
Dassault unveiled its latest Falcon business jet yesterday here in Geneva on the eve of the EBACE show. The new Falcon 2000S is very much aligned with the tough economic times, being a lower cost derivative of the Falcon 2000 that replaces the slow-selling Falcon 2000DX, and may even compete with competitors’ smaller super-midsize jets. The Falcon 2000S, priced below $25 million, retains the Falcon 2000LX’s cabin size, but its range has been cut to 3,350 nm (though still 100 nm more than the DX). Takeoff and landing performance is improved, thanks to wing modifications. The first 2000S made its first flight on February 17 this year and certification is pegged for
Log onto AINonline.com for the latest coverage from the 2011 EBACE Convention
the fourth quarter of next year. The first delivery is planned for the first quarter of 2013. Dassault’s justification for the 2000S is to have an attractive offering at the low end of the Falcon range. The DX was not fulfilling this role. The price difference between the Falcon 2000DX and 2000LX is “less than 10 percent,” a company source told AIN. The 4,000-nm-range 2000LX, which has been the entry-level Falcon for a few months, has a $32.1 million price tag. To make a significantly less expensive product, Dassault first reduced the range. This made the 2000S’s fuel system more straightforward. In addition, the cabin can no longer be fully customized.
Continued on page 82 u
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Airbus replays the ACJ model name and number game
EBACE
Convention News
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An independent publication solely owned by the Convention News Co., Inc., Midland Park, N.J. FOUNDED IN 1972 James Holahan, Founding Editor Wilson S. Leach, Managing Director
Airbus has rebranded its corporate jets division as Airbus ACJ, with new aircraft colors and clearer, more consistent names. Each model in the company’s stable of corporate jet offerings will now be preceded by “ACJ,” with the A318 becoming the ACJ318 and so on, all the way up to the mega-mother of all bizliners, the ACJ380. The branding was updated “to show the commonality we have throughout the family,” Francois Chazelle, Airbus Corporate Jets vice president, said yesterday. “The length of the fuselage may change, but you’re still in an Airbus corporate jet.” The rebranding includes a new color scheme, with metallic blue shading on most of the ACJ fuselage and tail, “highlighted by flowing curves that echo the color schemes often chosen by Airbus corporate jet customers,” the company said. The jets also will sport a new Airbus Corporate Jets logo. Airbus (Stand 7071) delivered 15 corporate jets in 2010, valued at $1.5 billion. Total orders for Airbus corporate and VIP aircraft have surpassed 170, with 110 A320-family jets and 60 VIP and government widebodies. Accompanying Chazelle at the announcement were Andrea Zanetto, chief executive of VIP charter operator Fly Comlux and Eric Scheidt, flight operations manager with K5-Aviation. Airbus at EBACE is featuring on static display an ACJ320 Prestige managed by Comlux Aviation of Kloten, Switzerland, and an ACJ319 operated by K5-Aviation of Gammelsdorf, Germany–the first joint appearance of these aircraft. Comlux says it is the largest Airbus VIP charter operator, currently fielding six Airbus corporate jets, with two ACJ319s on order. The VVIP cabin of the ACJ320 Prestige was the first delivered by Comlux America of Indianapolis, Indiana, the Comlux Group completion center established just over two years ago. Fokker Services completed K5-Aviation’s cabin. Airbus Corporate Jet Center of Toulouse, France, which provides cabin outfitting for the ACJ family of aircraft, reported delivery of its first VIP cabin to a Chinese customer, Deer Jet Co. of Beijing, which it said is the largest VIP charter provider in the People’s Republic of China. The Deer Jet ACJ319 was “ferried to China just a few days ago,” and features 20 flat-bed, cocoon seats manufactured by B/E Aerospace, all with dedicated video screens. The Airbus completion center said
MARK WAGNER
by Bill Carey
Displaying the new color scheme and model number designations of the Airbus Corporate Jet line are, left to right, Andrea Zanetto, CEO of ACJ operator Fly Comlux; Francois Chazelle, VP of Airbus Corporate Jets; Habib Fekih, president of Airbus Middle East and Corporate Jet; and Eric Scheidt, CEO of K5-Aviation.
it is the first in the VIP cabin market to offer ACJ customers high-definition displays based on the latest HDMI interface standard. The center “also believes that it is the first on the market” to offer customers
full HD quality on up to four screens in each private area simultaneously, either from a local HD source such as a Blu-Ray player or from an external device with an HDMI plug, such as a video game console or laptop. o
Nextant’s 400XT bows in here by Chad Trautvetter The first production-conforming Nextant Aerospace 400XT is making its public debut on the EBACE static display, just days after the type’s Williams FJ44-3AP engines received U.S. FAA technical standard order (TSO) approval. With this approval out of the way, supplemental type certification (STC) for the 400XT is expected next month, Nextant president James Miller said yesterday at an EBACE press conference. FAA officials are expected to wrap up their flight tests by early next week, and function and reliability testing is planned to be completed by June 15, paving the way for STC approval by June 30. The 400XT is a remanufactured Beechjet 400A/Hawker 400XP with the FJ44-3AP engines, Rockwell Collins Pro
Line 21 integrated avionics and a zerotimed airframe complete with new paint and interior. During the remanufacturing process, the aircraft undergoes A through D checks and is brought up to compliance with the latest service bulletins and airworthiness directives. In addition, all primary wiring harnesses are replaced and life-limited parts are swapped out with new or zero-timed components. Aerodynamics refinements are also included in the upgrades. This includes a redesigned pylon, streamlined engine cowling and a one-piece milled engine mount/beam, the latter of which reduces parts count by 100. The horizontal stabilizer has also been tweaked on the 400XT. After the conversion, the aircraft is 88
Continued on page 8 u
HALL 7
HALL 6
CHALET ROW
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The Convention News Company, Inc.– AIN Publications President – Wilson Leach Executive Vice President – John F. McCarthy, Jr. Vice President of Operations – R. Randall Padfield Treasurer – Jane L. Webb Secretary – Jennifer Leach English EBACE Convention News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: (201) 444-5075. Copyright © 2011. All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. publishes Aviation International News, AINalerts, AIN Air Transport Perspective, AIN Defense Perspective, AINmxReports, Business Jet Traveler, BJTwaypoints, Dubai Airshow News, EBACE Convention News, Farnborough Airshow News, HAI Convention News, MEBA Convention News, NBAA Convention News, Paris Airshow News, Singapore Airshow News.
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4 EBACE Convention News • May 17, 2011 • www.ainonline.com
Editor-in-chief – R. Randall Padfield Editor – INTERNATIONAL show editions – Charles Alcock PRODUCTION DIRECTOR – Mary E. Mahoney PRODUCTION editor – Jane Campbell PRESS ROOM ADMINISTRATOR – Annmarie Yannaco the editorial team Jeff Apter David A. Lombardo Nigel Moll Bill Carey Liz Moscrop Thierry Dubois Mark Phelps Curt Epstein Olivia Saucier Bernard Fitzsimons Ian Sheppard Ian Goold Thomas Stocker Kirby J. Harrison Matt Thurber Mark Huber Vladimir Karnozov James Wynbrandt the production team Mona L. Brown Joseph W. Darlington John Manfredo Lysbeth McAleer Colleen Redmond ONLINE EDITOR – Chad Trautvetter Photographers – David McIntosh Mark Wagner
HALL 5
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The Gulfstream G450 is the best business jet in its class. What’s more, the large-cabin, long-range aircraft shares some of the advanced technology of the Gulfstream G550, while also retaining the qualities of the highly successful GIV/GIV-SP series. And that was the best-selling aircraft in its category. Let the journey begin.
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Nexus sets roots with new base in Rwanda
The Comlux team that designed, completed and operates the ACJ320 on display here at EBACE includes, left to right, Tim Callies, head of creatives; Christophe Lapierre, VP of commercial operations for Fly Comlux; Ettore Rodaro, president of Comlux America; and Fly Comlux CEO Andrea Zanetto.
Comlux wows EBACE with its ultra-chic ACJ by Matt Thurber A unique Airbus ACJ320 arrived here on Sunday and is on static display, the first Airbus to be designed, completed and operated by Comlux the Aviation Group. The ACJ320 flew to Malta, where it was reregistered as 9H-AWK, then made stops in Zurich and Toulouse, France, before arriving in Geneva for its commercial debut. Fly Comlux, the group’s charter/management division, now operates six Airbuses, including three A318 Elites, two ACJs and the ACJ320 (Airbus has rebranded its VVIP jets as ACJ318, ACJ319 and so on). The entire Fly Comlux fleet totals 18 aircraft, and four more will join the fleet, including one more ACJ319 this year and another next year. The ACJ320 will be based at Comlux’s new Bahrain base. The interior and exterior of
the newest Comlux ACJ320 was designed by Comlux Creatives, and all interior work was done at Comlux America in Indianapolis, Indiana. “We started with the idea: Where is the aircraft flying?” said Tim Callies, senior architect and head of Comlux Creatives. “It’s going to the Middle East, so we thought, what are the colors of the Middle East, what are the themes of the Middle East?” The result incorporated the theme of the vast sandy deserts adjoining blue oceans, he explained, using “blue and beige colors to give the impression to the customer who is going to fly this aircraft that he feels at home and cozy.” The carpet, by TaiPing, echoes the fractal beauty of undulating dunes. Wood veneer throughout the cabin is multi-layered, which was a real challenge, according
to Callies, as it was necessary to build the layers of Wenge veneer on top of a honeycomb core to keep weight to a minimum. A satin finish on the veneer doesn’t show fingerprints as would a glossy finish, and the closed grain adds a natural look. Smooth but visually striking Zebrano veneer adds a lighter touch to the lavatories, which also feature handsome stone mosaic tiles. “We combine sand colors with the nice blue ocean colors,” Callies said, “and it helped us to have a fresh feeling inside the cabin. It’s not only brown and beige; it’s also some new colors we never had before in our aircraft. It’s, on the one side, a very warm atmosphere but on the other side not boring [with] maybe too much beige and browns. You always find something with your eyes to give you some new impressions. That’s something I like very much.” A variety of Majilite artificial leathers in styles, such as faux stingray, accent the walls, the dining table and other items. Some of the faux leather-clad walls feel almost silky. The
MARK WAGNER
Comlux Aviation for Maintenance
Making its commercial debut here in Geneva, the Comlux ACJ320 joins a fleet that also includes three ACJ318s and two ACJ319s. The Airbus on display is the first to be designed, completed and operated by member companies of the Comlux family.
The FAA has approved Comlux Aviation Services, based in Indianapolis, Indiana, to provide maintenance services for the Gulfstream GII, GIIB and GIII models. Customer demand is such that Comlux will soon add the GIV and GV to its approvals, according to Tony Bailey, vice president of operations. “We have had numerous requests by GII and GIII operators that want the same level of service we provide to our Bombardier customers,” he said. –M.T.
6 EBACE Convention News • May 17, 2011 • www.ainonline.com
MARK WAGNER
MARK WAGNER
by James Wynbrandt
advantage of not using real stingray skin, Callies pointed out, is that there are no seams in the Majitite, not to mention no need to kill a lot of stingrays. The Comlux ACJ320 has a three-cabin layout, with two galleys–a smaller one behind the cockpit and a larger galley aft. The main room up front has two club seats and seating for six, including an L-shaped divan, around the six-place dining table. A private lounge in the center of the airplane has a divan and large seat that convert to a queen-size bed, plus a private lavatory with a full shower. The largest of the three big video displays is found in the lounge, a 41-inch unit. The other two, mounted on bulkheads in the forward main cabin, are slightly smaller. Aft of the lounge are business-class seats, and behind those some higher-density seating. The airplane can carry up to 19 passengers and fly as far as 4,000 nm. LED lighting adjusts to set the mood in the cabin, which features iPod stands, touchscreen cabin controls, Wi-Fi connections to satcom-provided Internet access and multiple Blu-ray and DVD players. “I am very proud of my team who worked on this project,” said David Edinger, Comlux America CEO. “Our craftsmen did a remarkable job and exceeded our client’s expectations in terms of quality.” “This is one of the first A320s that will be available for charters,” said Francois Chazelle, Airbus vice president of executive and private aviation. “It’s an aircraft that we’ll be able to show our customers and will represent the whole Airbus ACJ family, so we’re proud to see this addition to the charter family of Airbus corporate jets.” o
Middle East-based flight operations group Nexus is moving into Africa with plans to establish a flight operations center (FOC) in the Rwandan capital Kigali. Nexus has just signed a memorandum of understanding for the project with the Rwanda Development Board. “We are very excited about the new Nexus Africa, since it is the first step in our global expansion and we believe Rwanda to be the perfect place for our inaugural Africa base,” said Nexus chairman, Mohammed Al-Zeer. “Our ultimate aim is to be globally recognized as the leading African provider of flight operations services, employing the best, serving the elite, and being respected by industry leaders. This is just the first step.” The facility will be built in partnership with the government of Rwanda, which has been working through its Civil Aviation Authority to make the country a regional hub for air transport. The FOC will offer the same level of service Nexus currently offers at its centers in Jeddah, Saudi Arabia, and Manama, Bahrain, catering to both local and international customers. “We are delighted to welcome Nexus into our country as their services will provide links for travelers all over the world, not just to Rwanda but to the whole of Africa,” said John Gare, CEO of the Rwanda Development Board. “This move is aligned with our vision as well as our initiatives to promote tourism and trade and to also improve aviation safety and security within the entire region.” Rwanda made headlines in the last decades due to its civil war, which officially ended in 2003. With its current stable political climate and central location, it is an ideal site for the FOC, according to Nexus. A date for commencing construction has not been set. o
uContinued from page 4 percent new, Miller said. Because of this, almost 90 percent of the aircraft’s $3.795 million cost is eligible for 100-percent bonus depreciation this year in the U.S. According to Nextant, the
aerodynamic improvements greatly reduce drag and the Williams engines increase fuel specifics by 32 percent, allowing for a 2,005nm range–about 700 nm more than a base airplane. Winglets, which could be offered as an option in the near future, would increase range by a further 2 to 8 percent. Besides the winglets, further
improvements could include replacing the air-cycle machine and Freon air conditioner with a more efficient unit, which would enhance ground cooling and expand the available baggage space. Also, Miller said a threeplace divan is in the works. Dubbed by Nextant as 400XT production number one, the twinjet displayed here at EBACE
MARK WAGNER
Nextant’s 400XT bows in here
Cleveland, Ohio-based Nextant Aerospace flew the first productionconforming example of its remanufactured, Williams FJ44-3APpowered 400XT here with two fuel stops.
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00 8 EBACE EBACEConvention ConventionNews News• •May May17, 17,2011 2011• •www.ainonline.com www.ainonline.com
sports a newly designed paint scheme intended for retail customers. This aircraft is also outfitted with the 400XT’s standard Collins Venue in-flight entertainment system and the optional Aircell Axxess Iridium satcom system. It flew from Nextant’s base at Cleveland Cuyahoga Airport to Geneva with just two fuel stops along the way–Goose Bay, Canada, and Keflavik, Iceland. Nextant vice president of sales and marketing Jay Heublein told AIN that this particular 400XT is for sale, making it one of the three remaining slots for 2011 delivery. After the show, it will be used for several demonstration flights in Europe before it heads back home to the U.S., where it will also be used for demo flights. The Cleveland-based company currently has four other aircraft undergoing remanufacturing and expects to deliver eleven 400XTs in total this year. First delivery is slated to occur in July. Within three years, the delivery rate is expected to rise to 48 annually. Last month, Nextant announced that CAE will be the exclusive training provider for the 400XT. CAE is currently building a dedicated Nextant 400XT level-D simulator. Meanwhile, Nextant is eyeing about a half-dozen aircraft types that would make good candidates for remanufacturing. According to Miller, the qualifications for remanufacturing include aircraft with a large production run, reliable structure that requires few modifications, outdated systems and powerplants and available undervalued pre-owned units. However, he wouldn’t identify the specific types that Nextant is considering. o
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Russia embraces reforms to benefit bizav sector by Vladimir Karnozov Business aviation companies a more user-friendly environeager to tap Russian private ment for aircraft owners, it will and corporate wealth could encourage Russian owners to be in luck here in Geneva this register their aircraft at home week because the country’s instead of opting for offshore economy is bouncing back and registration, which results in less Russians are once again shop- local control. ping for aircraft. Russia’s econWhile admitting that Russia’s omy is seeing growth rates as aircraft registry is growing slowly, high as 10 percent–a figure that Koshelev said new amendments puts most of Western Europe to the law are coming and will in the shade. This prosperity is soon make Russia a better place being driven in no small part by for local owners to register their the elevated price of oil, which aircraft than most of Europe, indirectly lines Russian pockets where financial conditions have with petrodollars. been tightened up recently. More good news comes from RUBAA is also pressing for more the fact that over the past two flexibility in Russia’s tax regime. years the Kremlin has eased In the past couple of years the import duties for foreign-made main driving force behind the business jets. Now such air- improvements has been the Ruscraft with a maximum zero sian government, and Koshelev fuel weight of between two and believes that more progress could 20 metric tons (that result from next year’s is, up to just over presidential elections. 44,000 pounds) can be In simple terms, Rusimported at no charge. sian politicians have Since the Gulfstream come under increasG450 is largest airing pressure, especially craft meeting these from supporters in the criteria, most of the local business commurevived Russian internity, to improve the est lies with smaller or country’s reputation as RUBAA chairman similarly sized aircraft. a place to do business. Leonid Koshelev Larger models are still “Most of the busisubject to import duty so many ness community in this country Russian buyers would still avoid continues using foreign-regislegally importing them into Rus- tered aircraft for their air travel sia by using one of several off- and is not much concerned shore registers. doing this,” said Koshelev. “But In terms of frequency of the owners are getting more business aircraft movements, and more interested in registerRussia has come back to levels ing their assets in Russia if this last seen before the global finan- promises lower expenses and cial crisis, having passed the low easier operations.” point in 2009. The summer of Rationalizing the Rules 2010 saw almost the same trafThe issue of cabotage–for fic figures as 2008. So what comes next? Leonid example, market access for Koshelev, chairman of the Rus- charter operations–also is being sian United Business Aviation addressed. “The center of this Association (RUBAA), gave problem is a peculiar underAIN an optimistic outlook in an standing of what cabotage interview ahead of the EBACE is in this country,” Koshelev show. He said that the early explained. Today, the Russian months of 2011 showed further law considers any flight–comgrowth, and he predicted that mercial or private–of a foreignthe coming summer is expected registered aircraft between two to bring about a 10-percent airfields in Russia as cabotage. In the past the Russian governincrease in traffic. RUBAA is continuing its ment was not much concerned campaigns to make business avi- with this discrepancy. But now, ation in Russia safer and more in an effort to align its legal professional and recent legisla- structures more closely with tive improvements have made those of the West, the Kremlin these tasks easier. The associ- appears to be ready to rationalation has been pressing Rus- ize rules, which in practice have sian officials and politicians to not actually been applied in a accept that if they make Russia coherent way.
While Russian officials are finally beginning to express support for business aviation, much work remains to be done, says the RUBAA. A lot of effort will be required to reform Russian airports, such as Moscow’s Vnukovo, to make them competitive and bizav friendly.
RUBAA is urging the Russian government to accept all aspects of the Stockholm Convention on customs rules in a way that facilitates temporary admission into Russia of foreign-registered assets, including aircraft. This would effectively eliminate the cabotage issue that has been darkening the reputation of Russia and its business aviation practices for decades. It would also avoid ridiculous situations in which aircraft with technical issues can be trapped on the ground for days simply because a part cannot readily be imported. “In the past the [Russian] officials were suspicious if someone came and offered changes to the legislative base in the belief that the person concerned was soliciting the interests of certain groups,” Koshelev told AIN. “To overcome this sort of suspicion, RUBAA explained its initiatives with presentations on Western laws and industry documents, which have been used successfully in Europe or the U.S. and proved their worth over years. The government accepts this sort of explanation.” However, this
12 EBACE Convention News • May 17, 2011 • www.ainonline.com
has required a lot of effort on the part of RUBAA, including translation of documents since most Russian officials still do not speak any foreign languages. Government Aircraft
Another positive factor for Russian business aviation has been the recent acquisition of European-made business jets by Russia’s Special Air Detachment, the government’s flight department. A couple of French-made Dassault Falcon 7X jets were acquired last year and President Dmitry Medvedev sometimes opts to use one of these rather than one of the Russian Ilyushin96s or Tupolev-134s available to him. Indeed, last month, after having been on board government flights subject to technical problems Medvedev was quoted in the French press complaining about the quality of Russian aircraft. In February 2011 the government openly declared its intent to purchase two VIP-configured Airbus A319s. “We feel a real change in the attitude of government officials to business aviation: they used to see it as a pure luxury, and now they try to
Russian president Dmitry Medvedev sometimes flies in the country’s new Falcon 7X rather than its Russian-built models.
think of it as a means of transportation,” said Koshelev. As recently as five years ago, when RUBAA leaders were asking for removal of import tax on Western business jets, they were often criticized by the officials. Koshelev remembers Russia’s former Minister of Economics and Trade German Gref telling him that it would be politically unacceptable to reduce tariffs on “luxury” goods at a time when politicians were railing against a widening gap between rich and poor. Since then, Gref has become president of Russia’s Sperbank and has apparently allowed himself to be unburdened from his puritanical objections to private aircraft. The need to help business aviation development is now often seen from the viewpoint of improving access to this vast country. “[At] a conference recently a top-ranking official was making a speech in support of business and general aviation development. He was using many arguments from RUBAA papers,” said Koshelev. “I could not believe my ears; it was a fantastic feeling that after so many years they began speaking same language as us.” And yet it is too premature to speak about Russia having made it into the club of countries most friendly to business aviation. While local airlines have largely been reformed into competitive businesses, most of the local airports and aircraft manufacturers have not. These reforms are necessary and unavoidable, RUBAA believes. Making them happen will require a lot of effort, including that of RUBAA leaders, to explain the merits of adopting world’s best practices and global thinking. o
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Global Jet looks ahead to rebound Global Jet Concept is cautious when asked whether the market for aircraft charter and management is yet in a state of full-blown recovery. But maybe its actions speak louder than words since it has just made the
investment to move into new, larger premises here in Geneva. “The market is recovering slowly and gently and we expect 2011 to be better than 2010,” said Global Jet CEO Laurent Autier. The move
to the new headquarters has allowed the company to get all its various departments on the same floor, creating a far better working environment. Today, the company manages a total of 60 aircraft, a
number that has not increased since last year when it marked its 10th anniversary. The fleet, of which just over one third is available for charter, consists of a diverse mix spanning the following types: Cessna’s
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Citation Sovereign; Bombardier’s Learjet 45, Challengers 300 and 604, and the Global Express and Global XRS; the Gulfstream G450; the Embraer Legacy; the Dassault Falcon 2000LX, 900DX and Global Jet CEO Laurent Autier EX and 7X; the Airbus A318 Elite; and the Boeing Business Jet. Last year, the fleet logged a total of 23,500 hours–an average of just under 400 hours for each aircraft. Autier told AIN that demand trends in the market have continued to be “unstable” so far in 2011 and these continue to threaten the profitability of the sector. “Charter prices have been really challenged and business aviation is no longer ruled by the same expectations,” commented Autier. “Global Jet has kept its policy and has continued preserving throughout the crisis its charter and management clients’ interests in terms of pricing and quality standards.” This suggests that the company has been unwilling to follow some competitors who have appeared willing to take charter bookings at very low rates in order to generate some income in hard times. International Opportunities in a Growing Market
From Global Jet’s perspective, the traditional management business in which aircraft are operated purely for the use of their owners has not been as seriously impacted by the economic downturn. Nor have r ising fuel costs had much of an adverse effect, in its experience. Autier indicated that the prices for both new aircraft and larger pre-owned models have started to recover after being in the doldrums for the past couple of years. Global Jet has a separate aircraft sales and acquisition office based in Monaco. Responding to rising demand further East, Global Jet (Stand 1325) recently established a team based in the Russian capital Moscow. At the same time, it is increasingly pursuing opportunities in Asia and Africa. –C.A.
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The EC145T2, a refreshed version of the EC145 with more powerful engines and an updated cockpit, was among the product improvements Eurocopter announced at Heli-Expo earlier this year.
Eurocopter gives its EC145 the Mercedes-Benz touch Eurocopter will unveil the first example of the EC145 Mercedes-Benz Style light twin helicopter this morning. Earlier this year, the company announced four improvements to existing models, refreshing a product range that will soon include in-development aircraft like the EC175 medium twin. Meanwhile, the Marignane, France-based manufacturer is expecting the downturn, which has been especially felt in the light helicopter sector, to end maybe as early as later this year. Last year here at EBACE Eurocopter showed the new luxury version of the EC145 as a mock-up. The “MercedesBenz Style” package consists of aesthetic and practical innovations, both inside the cabin and to the exterior. The cabin can seat up to eight passengers in a comfortable business layout. Or, in a conscious effort to break the mold of the traditional corporate helicopter concept, the MercedesBenz Advanced Design Studio in Como, Italy, is proposing to redesign the cabin to accommodate up to four passengers with space to carry surfboards or a pair of mountain bikes for weekend excursions.
To enable configuration changes, the seats are mounted on rails. “Multifunction boxes” that can house a cooler, a DVD player or a table can also slide on the rails. Finally, the aft separation wall can slide to change the size of the luggage compartment and sports gear can be secured at several attachment points. Passengers can adjust both the intensity and color of the cabin’s ambient lighting. The customer can choose from several kinds of wood to run on the floor and the ceiling. Externally, even the nose has been redesigned to avoid what was perceived as a too technical-looking radar compartment. According to last year’s announcement, the aircraft is priced at approximately $8.4 million. Downturn Impacting Light Models
In sales, the economic downturn that is still affecting business aviation is impacting on Eurocopter’s light models–those preferred for private and corporate use. For example, the combined orders received for the EC120 Colibri, the Ecureuil/EC130 family and the EC135 in 2010 totaled 222
MAriano Rosales
by Thierry Dubois
helicopters compared to 548 in 2008. Eurocopter officials (Stand 7065) are hoping traditional markets for light helicopters will pick up again late this year or early in 2012. However, an obstacle to this development is that there is still a glut of new, light helicopters on the preowned market. In January, the available preowned stock was still reckoned to be as many as 1,000 helicopters worldwide. Geographically speaking, 2010 saw a significant reshuffle in the worldwide market. Asia was number one and Latin America number two in terms of sales value, at approximately $1.1 billion and $700 million, respectively. Asia is expected to keep the lead or at least to stay a major contributor to revenues. Earlier this year, talking specifically
about China, Eurocopter CEO Lutz Bertling emphasized that, given the size of the country, the some 200 civil helicopters flying in the country are a tiny number compared to the some 10,000 civil rotorcraft flying in the U.S. Nonetheless, Eurocopter is considering building a final assembly line in China. For business helicopters alone, “the potential in China is huge, much like the anticipated growth in private yachts and business jets,” according to Bruno Boulnois, CEO of Eurocopter China. He was speaking at the Hainan Rendez-Vous, a luxury event where Eurocopter was an exhibitor early last month. The show’s promoters describe it as “a world where champagne never stops flowing,” situated on “the Chinese Riviera.” Hainan is
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also the place where China’s government is starting its plans to open up lower-altitude airspace to private rotorcraft flights. Once this is accomplished, Boulnois estimates that there will be around 100 VIP helicopters flying in China’s airspace within the next 10 years. EC175 Certification Due
DAVID McINOSH
For new Eurocopter programs, 2011 should be the year for the certification of the EC175 medium twin–a 50-50 joint program with China’s Avicopter. The EC175 is targeted mainly at the offshore oil-and-gas transportation market. However, Eurocopter recently revealed it is also considering a “quick-role change configuration,” enabling rapid conversion from an oil-and-gas interior (which seats 16 in standard layout) to a corporate helicopter “with more comfortable seats and amenities.” While basic type certification is planned
AND EXPERIENCE
for this year, a complementary certification for the oil-and-gas design is expected by mid-2012. The second prototype already in this configuration has been flying since December. It includes features such as emergency flotation gear, life rafts, radio navigation system and dual FMS, Tcas II and air conditioning. The MSG-3 maintenance program is said to be on schedule for the new EC175. Spain’s Indra is to manufacture the first full flight simulator, which is to be installed in Marignane, France. It is scheduled to be ready in time to train pilots ahead of the first deliveries, which are slated for 2012, with the first customer being oil-and-gas transport operator Bristow. Meanwhile, a third prototype is supposed to fly by December. Among other functions, it will be used for the certification of an “ice protection system” by 2016. The EC175 is in the seven-metricton (15,000-pound) class. Another twin that may be of interest to corporate users is the EC145 T2. It features a fenestron (shrouded tailrotor) in lieu of the original EC145’s Eurocopter is here to unveil the first actual EC145 Mercedes-Benz style light twin, shown at Ebace’10 as a mock-up.
exposed unit. Two new Turbomeca Arriel 2E turboshafts boost power output, an increase that will be especially apparent with one engine inoperative. Other changes include a new three-display glass cockpit and four-axis autopilot. Performance improvements include five-percent higher cruise speed, to 137 knots. Deliveries are slated to begin in 2013. The “T2” is only one in a raft of improved versions announced in February–the other versions are designated with an “e.” For example, the single-engine AS350 B3e Ecureuil has a more powerful Turbomeca Arriel 2D turboshaft engine, along with a new-generation Fadec and an engine data recorder for condition monitoring. As an additional option, the aircraft can be operated at its maximum takeoff power rating for 30 minutes. The B3e incorporates tail rotor modifications for ease of piloting. It also features an improved interior design. Certification is scheduled for this summer, with deliveries to begin by year-end. Just above the Ecureuil in the Eurocopter product range, the EC135 T2e and P2e light twins (where the T and P letters designate engine suppliers Turbomeca and Pratt & Whitney Canada, respectively) have an increased maximum takeoff weight of up to 6,500 pounds. This offers an 88-pound increase in payload and allows an extra passenger to be carried. Certification of the EC135 T2e/P2e is planned in mid-2011. The
improvements are also to be offered for retrofit on in-service helicopters. The manufacturer has integrated the advanced cockpit and automatic flight control systems of the EC225 on the 20,000-pound-class AS332L1e Super Puma medium twin. Finally, the AS365 N3e is an improved version of the N3 in the Dauphin family. From its first delivery in late 2013, it will feature new Turbomeca Arriel 2N turboshafts with dual-channel Fadec. In addition, Eurocopter will use the main gearbox from the EC155, a new Starflex rotor head and a reinforced main rotor mast. These upgrades are to provide a 15-percent increase in power for “better performance, a significant payload gain [with the mtow increased from 9,500 to 9,900 pounds] and reductions in operating costs.” The codenamed X4 program, which is about to be fully launched, is eventually to supersede the Dauphin. Bertling has promised that the X4 will be “a game changer,” offering “a new way of flying.” The cockpit will be very different from today’s cockpits, he said. The rotorcraft manufacturer already has partners in the program: engine maker Turbomeca, avionics specialist Thales and aerostructures firm Daher. Finally, Eurocopter is continuing with flight testing of the X3 demonstrator, a compound helicopter that targets a 220knot speed at affordable cost, thanks to two side-mounted propellers. o
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Cessna expands network for European support by Charles Alcock Cessna’s efforts to boost its customer and product support infrastructure in Europe go beyond bricks and mortar. As EBACE opens, the first steel structures are under construction at the site of its new factory-owned service center at Valencia, Spain. But, at least as importantly, the U.S. airframer is putting the human foundations in place with an extensive training and preparation process for the people who will be at the forefront of support for the fast-growing Citation fleet on this side of the Atlantic. Last year, with Valencia still a construction site, Cessna hired an initial group of 17 technicians and next month they are set to graduate after six months of ground school with FlightSafety International where they have become fully versed in supporting all Citation models. Next, the group–composed of a mix
of Spaniards, Danes, Germans, British and one American–will be assigned to various Cessna U.S. service centers to get a full year of hands-on experience in supporting Citation operators. Cessna’s goal is that by the time the Valencia facility opens next year, it will be implanting a plug-and-play support team into the new building. By then, the company’s investment there will have topped $30 million, according to Brad Thress, Cessna’s senior v-p for customer support. Some 1,300 Citations are operating in Europe now, with the fleet having increased considerably during the boom years of 2004-2008. This prompted Cessna to commit to improving the availability of parts and service on the continent. Consequently, it didn’t pull back on these plans when the downturn struck later in 2008 because it wanted its support
infrastructure in Europe to catch up with what is available to customers in the U.S. Another facet of its European support network is a new linemaintenance facility in the Czech capital Prague. This is part of a new support complex established by Cessna’s Textron group sister company Bell Helicopters after it acquired a local FBO at Prague Ruzyne International Airport. The 32,000-sq-ft Cessna facility received maintenance approval from the European Aviation Safety Agency in February. Mobile Support Units
Following its support practices in North America, Cessna also is introducing mobile support units (MSU) to Europe. These consist of a truck carrying tools and a stock of spares, driven by trained mechanics. The first European MSU is based at Lyon, France, and is largely being used to support operators in southern France, Switzerland, northern Italy and northern Spain. It operates under the auspices of Cessna’s Paris Le Bourget service center. Cessna also now is planning to add a second MSU to
To support the expanding Citation fleet in Europe, Cessna is building another service center on the continent. This one, in Valencia, Spain, is scheduled to open next year.
widen its service reach in central Europe; it would be attached to the new Prague facility. The MSUs can be used to respond to both scheduled and unscheduled maintenance events and are dispatched by a scheduler based at the service center to which they are assigned. Meanwhile, maintenance at Le Bourget is about to be available around the clock with the implementation of a plan to take the Paris operation 24/7. According to Thress, the change has been far from straightforward or inexpensive in France, where labor laws are anything but flexible. But the move will greatly improve the flow of support work to the extent that, with good planning, a threeday maintenance event can be
turned around in a day. In addition to Cessna’s factoryowned service centers, Citation operators can also turn for help to a network of 13 authorized service centers throughout Europe. This year, working with Austria-based Citation operator JetAlliance, Cessna has established another line-maintenance outpost in the Russian capital Moscow. On the parts distribution front, Cessna has again teamed with sibling Bell to open a warehouse at Amsterdam’s Schiphol Airport, from where spares can be quickly dispatched throughout Europe and further afield to new markets to the east and south. The new facility opened earlier this year with an initial 1,600 line items, an inventory set to grow to more than 3,000. o
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20 EBACE Convention News • May 17, 2011 • www.ainonline.com
Embraer gets greener with Honeywell’s HTF7500E by Liz Moscrop
Just before arriving at EBACE, ABS Jets promoted its Embraer Legacy 650 service at a pair of open house events in Prague, hosted by, left to right, Vladimir Petak, CEO ; Peter Kaiblinger, regional sales director for Central and Eastern Europe; Stefan Kukura, flight operations manager; and Antonia Tomkova, commercial director.
CZECH OPERATOR ABS Jets EXPANDS ITS EMBRAER FLEET Prague-based business aviation group ABS Jets (Stand 775) debuted its new Embraer Legacy 650 aircraft to the Czech and Slovak markets during two open days at Prague’s Ruzyne Airport and MR Stefanik Airport, Bratislava, just before this week’s EBACE show. The two days gave ABS’s clients the opportunity to have a look at an almost complete fleet of Embraer’s executive jets in one place. The events were held in conjunction with Embraer (Stand 7041) and included demonstration flights and a presentation of the fly-by-wire simulator for the new Embraer Legacy 500. “As the operator of one of the world’s largest fleet of Embraer aircraft we are pleased to offer this opportunity to demonstrate the level of comfort, flexibility and performance these aircraft deliver,” said ABS’s CEO Vladimir Petak. ABS is set to announce an important new partnership here in Geneva today, extending its activities further into Eastern Europe. –L.M.
StandardAero strengthens its MRO standing in Europe by David A. Lombardo StandardAero’s business aviation division, now celebrating its “Century of Service,” is actively expanding its worldwide footprint. The Tempe, Arizona-based company, owned by Dubai Aerospace Enterprise, is one of the largest independently owned maintenance, repair and overall (MRO) organizations in the world. “We are in the process of establishing a global network of service providers,” Scott Taylor, StandardAero’s senior vice president of business aviation, told AIN. “We currently have four independently owned MROs that are our service partners and are slated for at least three more by the end of 2012.”
The company’s facility at Tilberg in the Netherlands, is the focal point for StandardAero’s work with turboprops in Europe, but Taylor said it is planning to add a service partner at an as yet unnamed location in Europe. The company currently has three international service partners located in Mexico, Brazil and Dubai. “Although SandardAero’s business aviation presence historically has been geographically based in North America, our focus is global,” he said. “We envision supporting operators all over the world with airframe and engine maintenance facilities through a network of service partners.”
Honeywell’s new HTF7500E engine has reached a flight-test milestone of 20 flights and more than 140 test hours on the OEM’s B757 flying test bed. The energyefficient engine will power Embraer’s new Legacy 450 and Legacy 500 series aircraft, and test flights will start on the jets during the second half of 2011. According to Honeywell (Stand 7044), the new combustor technology on the HTF7500E will reduce nitrous oxide (NOx) levels by 25 percent, a level well below International Civil Aviation Organization limits. NOx is a major greenhouse gas and air pollutant. Considered over a 100-year period, it has 298 times more global warming potential than carbon dioxide. The HTF7500E has a 34.2-inch fan and a bypass ratio of 4.2, and is configured with four axial compressor stages, a single centrifugal compressor, an effusion-cooled combustor, a two-stage high-pressure turbine, and a three-stage low-pressure turbine driving a high-efficiency fan. Initially slated to certify this year, the engine is now due for certification in 2012 (see page 40). Standing Ovation for CMS
Honeywell also has announced that it is already shipping its upgraded Ovation Select cabin management system (CMS) hardware to Embraer for installation on the Legacy 450 and 500 jets. On display at Embraer’s booth and due for certification in July this year, Ovation features an intuitive interface that works with BlackBerry, Windows and Apple products, as well as Blu-ray. An updated feature is JetMap HD, a 3-D, high-definition,
StandardAero is in the process of strengthening its European Service Center in Tilburg. Following the transition of PW100 engine overhaul capabilities to Canada, the company turned its attention to realigning Tilburg’s capabilities to become StandardAero’s European Service Center specializing in PT6, PW600 and PW100 needs in the region. According to Taylor, the facility was recently transformed to support infield service needs, quick turn repairs and hot-section inspection needs of its European, Middle East and Africa client base. It’s a Matter of Value
Taylor also said StandardAero’s message for European customers is about value. “We offer our service partners extensive engineering and certification capability and encourage them to take advantage of our capaibility to help them bring new products and services to our
moving-map application, which allows passengers to view their flight path from up to 18 different perspectives, including the cockpit, passenger window and surround view of the aircraft. “The second-generation Ovation Select digital cabin system delivers unprecedented connectivity,” said Rob Wilson, Honeywell’s president for business and general aviation. Moreover it is scalable to satisfy the growing bandwidth demands of tomorrow’s high-tech communication devices.” The modular lightweight CMS offers surround-sound audio and high-definition (1080 pixels) video throughout the cabin. Passengers can control their environment via icon-based touch-screen interfaces on the full size monitor, drinkrail mounted personal control units, or with a wireless, handheld remote. Ovation is built on 100 percent digital architecture and an Ethernet backbone, which enhances self-diagnostic and troubleshooting capabilities. Honeywell developed Ovation Select along with partners Rosen Aviation for the widescreen HD monitor, and Alto Aviation for the high-end audio technology on board. o
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European customers,” he said. Founded as Standard Machine Works in Winnipeg, Canada, in 1911, StandardAero has grown into an international MRO operation for business aviation, large transport VIP aircraft completions, components repair, commercial and military aircraft engine maintenance and a full line of engineering services. Most recently, StandardAero received a supplemental type certificate to replace aging CRT cockpit displays with Honeywell’s Primus Elite (DU-875) display on Falcon 900C/EX aircraft. Here at EBACE, StandardAero (Stand 464) will celebrate its 100th anniversary with a reception on Wednesday from 4 p.m. to 6 p.m. StandardAero’s Associated Air Center (AAC) is on-hand to discuss its Boeing Business Jets program. AAC recently delivered its 20th and 21st BBJ completions since becoming a BBJ approved completion and service center in 1998. o
www.ainonline.com • May 17, 2011 • EBACE Convention News 21
HBC’s 400XPR to challenge Nextant by R. Randall Padfield Hawker Beechcraft Global Customer Support (GCS), which provides aftermarket ser vice and support for all aircraft platforms of the U.S. airframer, also handles enhancements and modifications of those aircraft. Here in Geneva, GCS is high lighting new developments of several aircraft, including the Hawker 400XPR, the Hawker 750 and the King Air 200GTR. “We’re opening the order book for the Hawker 400XPR,” Brian Howell, Hawker Beech craft, vice president, strategic af termarket integration, GCS, told AIN. “We’ve had a lot of oper ator interest and added an air plane into the certification plan so we could move the schedule to the left.” GCS is here at EBACE
King Air GTR Is a GCS First At the NBAA convention in October, Hawker Beechcraft announced the King Air 250, the predecessor to the King Air B200GT. Here at EBACE, Hawker Beechcraft Global Customer Support made its first major King Air announcement–the King Air 200GTR. Quite simply, this is the aftermarket upgrade of the 200GT that gives it the performance improvements of the King Air 250. “The upgrade gives the 200GTR an 18-percent reduction in takeoff roll, which allows you to take off over a 50-foot obstacle in just over 2,100 feet,” Brian Howell, Hawker Beechcraft, vice president, strategic aftermarket integration, GCS, told AIN. “With this upgrade, you can use 1,000 more airports worldwide than you could not use before.” Just like the King Air 250, the aftermarket mod includes Boundary Layer Research composite winglets, Hartzell composite props and a Raisbeck ram-air recovery system. “If you make these modifications to a King Air 200GT, you essentially end up with a production King Air 250,” said Howell. The upgrade costs $350,000 and will take about two weeks to install, “as it does not entail an engine change or major airframe change,” he added. –R.R.P.
accepting letters of intent for this factory-direct upgrade. In April, the company an nounced the addition of a second airplane to the certification pro gram so that the 400XPR pro gram’s optional Rockwell Collins Pro Line 21 upgrade can be de veloped concurrently with the in tegration of the Williams Inter national FJ44-4A-32 engine. Avionics certification is ex pected in July, winglet certifi cation in December and engine certification in June 2012. “The engine upgrade must come with the Hawker winglets,” said How ell, “but you can do winglets or avionics as stand-alone modifi cations.” Customers will be able to select a three-display or a four-display version of the Pro Line 21 avionics for the Hawk er 400XPR. These also will be available for all Beechjet 400A and Hawker 400XP aircraft (re placing the Pro Line 4 avionics on these aircraft). Additional 400XPR avionics variations and enhancements will follow. The cost of the upgrade engines and winglets is $2.2 million. The cost of the whole package (engines, winglets and avionics) its $2.64 million. The 400XPR is expected to have similar airport performance as the 400XP, Howell said. This is because, he explained, “the XPR loses the thrust reversers [of the 400XP’s Pratt & Whitney Canada JT15D turbofans], but gains thrust” with the FJ44-4As. Range increases, however. How ell said, “The range of the 400 in our book is 1,333 nautical miles. The 400XPR range will be 1,900 nautical miles. It will have at least 50 percent improvement in range.” The more fuel-effi cient, dual Fadec FJ44s should also reduce the noise footprint and emissions.
Facing a market challenge from Nextant’s modified version of the Hawker 400, HBC’s Global Customer Support division has greenighted its own upgraded product, the Hawker 400XPR. Featuring Williams engines and Pro Line 21 avionics like the Nextant, the 400XPR includes other upgrades available only through the factory.
part of Global Aircraft Sup port’s commitment to continue to bring life to an airplane that has been a around for along time, to add value to it and to figure out ways to make it more mission capable.” Regarding competition from Nextant Aerospace, which is bringing the Nextant 400XT to market, Howell, said, “If you look at the thrust of the engine that we’re offering, it provides
a significant improvement in capability to an operator in any condition, specifically in hot and high conditions.” The $4 million Nextant 400XT upgrade incorporates FJ44-3AP engines, as well as Pro Line 21 avionics, but does not include winglets “We feel confident that a fac tory-designed and factory-engi neered modification of the air plane is what our customers desire,” Howell continued. “We
have also incorporated reliabil ity improvements that nobody can do except us. This includes improved starter generator reli ability, and a handful of main tenance items to make the main tenance technician’s job easier or to expand intervals. Only the fac tory can do this. Based on what our customers are telling us, we feel very confident that the path people are looking for is the 400XPR mod.” o
Winglets for the Hawker 750 Hawker Beechcraft GCS announced here at EBACE its development of an aftermarket retrofit kit for Hawker winglets on the Hawker 750. Emmanuel Muntmark, with Monsson S.A. of Romania, is the launch customer for the modification. Bucharest-based Alfa Air flies Muntmark’s Hawker 750 for charter. “The winglet gives the Hawker 750 an additional 100 nautical miles in range and a five-percent improvement in time to climb,” said Brian Howell, Hawker Beechcraft, vice president, strategic aftermarket integration, GCS. By effectively increasing the wing aspect ratio, it will also improve stability at altitude, reduce life-induced drag and provide more responsive handling in slow flight. The modification is expected to be certified in June. “Because this is the same winglet as on 800 and factory-installed on the 850 and 900XP, virtually all of the hardware and procedures have been developed, documented and approved,” Howell explained. The cost of the winglets is $295,000 and installation downtime is expected to be 10 days. “On 800XPs, we can now do the winglets in less than 10 days,” Howell claimed. –R.R.P.
Traffic rises at Al Bateen in Abu Dhabi Al Bateen Executive Airport (Stand 336) is offering one lucky EBACE visitor the opportunity to win a pair of tickets to this November’s 2011 Formula 1 Abu Dhabi Grand Prix. The prize also includes four nights’ accommodation at a luxury hotel in Abu Dhabi. To enter drop off your busi ness card at the company’s stand. The winner will
be announced at 4 p.m. on May 18. The airport is celebrating a successful first quar ter of 2011 with an 18-percent increase in traffic over the same time last year. “We continue to see the growth trends of 2010 being carried through to this year,” said general manager Steve Jones. The Arabian Gulf region’s only dedicated private avia tion airport saw 15 new visiting aircraft in March, while onsite operator Al Jaber Aviation added a fifth aircraft–an Embraer Lineage 1000–to its fleet. The largest Al Bateen-based operator, Falcon Aviation Services, reported an 8-percent growth in movements in the first quarter over the same period in 2010, as well as growth in its helicopter services business. –L.M.
Future of Hawker 400 Production?
Wichita, Kansas-based Hawker Beechcraft suspended produc tion of $7.5 million Hawker 400XP in November 2010. So does this mean that the Hawker 400XPR will take the 400XP’s place on the production line? “Right now we’re trying to figure out where the light jet segment is, whether we go with the 400 or 450 or where we go,” Howell said. “The 400XPR is
Celebrating an 18-percent increase in traffic for the first quarter of this year here at EBACE, officials at Abu Dhabi’s Al Bateen Airport are giving away a trip to November’s Formula One Grand Prix to be held in the emirate.
22 EBACE Convention News • May 17, 2011 • www.ainonline.com
Embraer expands its footprint, and adds two new sales leaders experience in various customer service roles, after which he transitioned to general aviation. He has a bachelor’s of science degree in aerospace engineering from the University of Colorado. The company also appointed Clint Clouatre vice president of marketing. He will report to Ernest Edwards, the new president of Embraer Executive Jets. Before joining Embraer in 2006, Clouatre held marketing positions at other executive aircraft manufacturers. He has a bachelor’s degree in aerospace engineering from the Georgia Institute of Technology and an MBA from Georgia Southern University and started his career as a flight test engineer. Here at EBACE, Embraer has a full line up of its business jet family. Out on the static display you’ll find the Phenom 100 and 300 light jets, as well as the new large-cabin Legacy 650 and the ultralarge Lineage 1000. Inside (Stand 7041) is a mock-up of the Legacy 500. –B.C. Embraer’s executive jets division has expanded its market reach, worldwide, and has a strong ramp presence here at EBACE. The Phenom 100 and 300 models are4:57 available inspection, 5/9/11 PMfor Page 1 as are the Legacy 650 and the jumbo-size Lineage 1000.
DAVID McINTOSH
Embraer is boosting its sales network in Africa, with the appointment of Nigeria’s Barbedos Group as its authorized sales representative in the country, as well as in the nearby west African states of Cameroon, Equatorial Guinea, Gabon, Ghana and Senegal. The private company, founded in 2002, is based at Kaduna Airport and operates a Legacy 600 and also provides charter services through its Skyjet Aviation Services subsidiary. “The Phenom 300, Legacy 600 and Legacy 650 are already in operation on the continent,” said Colin Steven, Embraer’s executive jets vice president, marketing and sales, for Europe, Africa and the Middle East. “We are confident that the Barbedos Group will assist us in further increasing our presence in the region.” Meanwhile, Embraer also has appointed two new executives. Jim Beckstein has been named vice president of Embraer Executive Jets newly created pre-owned sales department. He will manage all activities associated with the department, including trade quotes and pre-owned aircraft sales. Beckstein comes to the position folJA_global_MRO_ad_ConventionNews.qxd lowing 12 years of commercial airline
Jet Aviation Basel
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www.ainonline.com • May 17, 2011 • EBACE Convention News 23
Gulfstream sees recovery in strong sales numbers president, programs, engineering and test, referring to the two pilots and two technical specialists killed in the G650 flight-test accident. “And we’re working with the NTSB [on the investigation]. They are responsible for announcing the causal factors. We’re working with the FAA on when we can safely resume flight testing. The accident occurred during a difficult test. This was an engine-out, low-speed, highangle takeoff test. In the nearterm, we’ll increase speeds a bit to get some margin,” he said. “We feel confident about the design,” said Lombardo. “Whether there will be delays in certification, it’s most likely.”
MARK WAGNER
Mach 0.995, 55,000 Feet
Gulfstream President Joe Lombardo expressed confidence in the G650.
dent Joe Lombardo, and projection for 2011 deliveries is for 90 large-cabin jets (up from 75 last year) and 15 super-midsize jets. Demand for Gulfstream aircraft remains significant outside of North America, according to Lombardo. During the first quarter, about 70 percent of sales were international and half of those were from Asia. Utilization is up and Gulfstream fleet hours “have just about returned to 2008, pre-recession levels,” he said. The Savannah, Georgiabased OEM brought four jets to the EBACE static display–a G550, G450, G200 and G150. This Wednesday, Gulfstream will hold an operators conference here in Geneva. Still Investigating G650 Crash
Although the April 2 crash of flight test G650 serial number 6002 has created some potential delays in the certification program, Gulfstream remains confident that the new large-cabin jet will achieve FAA approval by the end of this year. Gulfstream expects to deliver 12 green G650s by the end of this year and has orders for more than 200 of the ultra-large cabin, ultra-long-range jet. “First and foremost, we’re taking care of the families,” said Pres Henne, senior vice
Meanwhile, all other aspects of the G650 certification program remain on track, except for flight test. By the end of March, the flight-test fleet had logged 1,560 hours during more than 470 flights, toward an expected total of 2,000 hours. The entire performance envelope of the fly-by-wire G650 has been fully opened, Henne said. Highest altitude reached was 55,000 feet, maximum speed Mach 0.995 and longest flight 14 hours. On the production line, G650 serial number 6009’s airframe is complete and 6010, 6011, 6012 and 6013 are in process. G650 fatigue test article F6 will be tested in the structural test hangar to 2.5 times the airframe life; one life cycle is 40,000 hours and 17,000 landings. Fatigue testing is ongoing, Henne said, and the G650 will have achieved more than the minimum 10 percent of the 40,000 cycles required at certification. The G650 simulator has been delivered to the FlightSafety learning center in Savannah, Georgia, next to the Gulfstream factory, and FAA level-D certification of the simulator is expected in 2012. The three G250 flight-test airplanes have flown more than 1,150 hours and 400 flights, and the jet remains on schedule for certification later this year. The Honeywell HTF7250G turbofan received FAA certification on March 18 and delivers substantially lower emissions compared to the earlier version, the HTF7000. Relative to CAEP/6 requirements, the HTF7250G emits less than 20
Here at EBACE, Gulfstream is showing a G150, G200, G450 and G550 in the static display area. The company is optimistic, and in the first quarter of this year, 70 percent of sales were outside North America, with half of those coming from Asia.
percent of the unburned hydrocarbons standard, about 70 percent of the carbon monoxide and NOx levels and less than 50 percent of the smoke level. All static, limit/ultimate load testing is done on the G250 and fatigue testing is under way. The G250 will also exceed the 10-percent minimum of the 40,000 cycles needed for certification, according to Henne. Natural icing, far-field noise, high-elevation and water-ingestion tests are done. The G250 is the launch airplane for the Rockwell Collins Fusion cockpit (branded as Gulfstream’s PlaneView in the G250) and the latest software load is running in the G250 avionics. All seating static and dynamic tests are complete, and an “iron bird” for the cabin is located at Gulfstream’s Dallas,
Texas maintenance facility for testing interior installation. The first non-flight test G250, serial number 2004, should arrive in Dallas by the end of June. Gulfstream’s product support organization continues growing, but now the challenge is to increase support capabilities in Asia, where 60 Gulfstreams are based in Hong Kong and in mainland China. “The geographic distribution of our aircraft continues to shift,” said Lombardo, with more and more aircraft located farther from our corporate facilities in Savannah.” The product support division has grown to more than 3,300 employees worldwide and $1.2 billion worth of spares. Two new warehouses have been added in Europe, in Madrid and Luton, England. “We are putting more parts and people overseas to
support our growing international customer base,” said Mark Burns, president of Gulfstream product support. Last year, Gulfstream serviced more than 10,200 aircraft. The company also expanded its mobile support network with the addition of its field and airborne support teams (FAST), dedicated groups that can help stranded customers anywhere in the world. FAST mobile repair team members can travel on the Gulfstream airborne product support jet or any other method of transportation to reach the location of an AOG Gulfstream jet and perform maintenance from changing tires to engine replacement. The first FAST is based in Europe and includes two maintenance technicians in Geneva, one in Altenrhein, Switzerland, and one in Greece. o
DAVID McINTOSH
Gulfstream Aerospace is well on its way to achieving certification of two new jets this year–the G250 and G650–as utilization of the nearly 2,000-strong, in-service Gulfstream fleet grows, new orders exceed deliveries and the product support business continues to expand. Gulfstream’s backlog at the end of 2010 was $17.8 billion, according to presi-
DAVID McINTOSH
by Matt Thurber
denmark has a new hawker beechcraft dealer JoinJet general manager Kristoffer Sundberg, left, shakes hands with Sean McGeough, Hawker Beechcraft president for Europe, Middle East and Africa upon the announcement that JoinJet will market HBC jets in the region. With 30 years' charter flying and experience operating its own fleet of Hawkers, JoinJet will be a “strong n partner” according to McGeough. “We look forward to a successful relationship,” he said.
24 EBACE Convention News • May 17, 2011 • www.ainonline.com
File: 340 falcon chart3.eps
Dassault Falcon Deliveries 2006-2010
3.5
by Thierry Dubois
Dassault’s unexpected an- The company attributes this nouncement here in G eneva positive number to support seryesterday of the new 200S vices and a favorable euro/dollar model fills a crucial entry-level exchange rate. As a consequence of the neggap at the lower end of the Falcon family. It also suggests ative net orders last year, the prothat the company’s long-planned duction rate will decrease, About SMS in Full Swing SMS development (see below) 70 Falcons will be delivered this will, in fact, fit a different niche year. The order backlog stood at Earlier this year Edelstenne than its “super-midsize” work- 145 as of the end of 2010. revealed that the manufacturer At the company’s annual press has ceased production of two ing title suggests. On the commercial front, conference to discuss financial slow-selling business jet mod2010 ended for Dassault with a results in February, Dassault CEO els–the Falcon 2000DX and record €3.2 billion (about $4.2 Charles Edelstenne appeared the Falcon 900DX. Neverthebillion) in revenues generated by cautiously optimistic about 2011 less, compared to the industry Falcon business jets. This was sales prospects. “The begin- average, he said, overall delivthe bottom line of a record 95 ning of this year seems to con- eries remain sustained. He also deliveries. Forty-one of them firm [the favorable trend of] late said the design of the long2010,” he said. China, for exam- awaited super-midsize SMS jet were Falcon 7Xs. Although fewer cancellations ple, is active, he commented. “All is progressing. were recorded, last year’s sales conditions are met there now– Another company official efforts ended with a net negative customers can afford business told AIN the decision to end DX tally of nine orders. However, in jets, our aircraft are certified, production was made because monetary terms, Falcon orders our support organization is in the rate–only a handful per the country is opening brought in €474 million ($620 place and not represent a sound JA_global_MRO_ad_ConventionNews.qxd 5/10/11 10:52 AM Page year–did 2 million) in sales during 2010. its airspace to general aviation.” business case. The DX models
90
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Falcon family delivers; SMS sibling develops
However, Dassault’s outlook for 2011 is based on “an expected global economic slowdown.” Moreover, dollar/euro exchangerate fluctuations are anticipated that could continue to impact the competitiveness of the French manufacturer. The latest Dassault financial statement also acknowledges continued drag on the supply side of the equation, a “significant number of pre-owned aircraft are available for sale on a worldwide scale.”
100
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The increase in Falcon billings in 2010 was the result of a record 95 deliveries of all models, with 41 top-of-the-range 7Xs responsible for a high proportion of those sales.
were shorter-range versions, offered at what Dassault hoped would be an attractive price. For example, in 2009, the Falcon 900DX cost about $4 million less than the longer-range LX. Three Falcon models remain in production: the $32.1 million 2000LX, the $42.4 million 900LX and the $50.1 million 7X (2011 list prices). Meanwhile, the company’s SMS development is in full swing, as the “plateau” concurrent engineering scheme now regroups 300 design engineers at the company headquarters
in Saint-Cloud, near Paris. Edelstenne did not comment on the selected suppliers, although Canada-based Héroux-Devtek announced late last year that it will provide the landing gear. The program continues, with two wind-tunnel campaigns having been completed at low and high speeds. On this basis, Edelstenne sees the aerodynamic configuration of the SMS as being almost definitive. Given the planned year for entry into service–2016–AIN understands the SMS will be a Falcon 2000 replacement. o
Jet Aviation Geneva
Count on our local expertise; benefit from our global MRO network Meet the team who can do it all. Specialized in Gulfstream, Bombardier Global Express, Hawker series, the Dassault Falcon 50 and 900 and the Boeing Business Jets aircraft, as well as a number of smaller jets, we have been providing base and line maintenance, repair and overhaul and avionics support to mid and large cabin aircraft since 1969. And if your aircraft is grounded you can always count on our 24/7 AOG support on short notice. Our Geneva team takes care of you here while you benefit from our global network everywhere else. Personalized to Perfection.
Jet Aviation Geneva Tel. +41 58 158 1111 | AOG 24/7 +41 58 158 4848 jgva@jetaviation.ch | www.jetaviation.com/geneva
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www.ainonline.com • May 17, 2011 • EBACE Convention News 25
Universal Avionics is here at EBACE showing its retrofit 6.4-inch MFDs, along with its larger EFI-890R displays, which also offer synthetic vision and Taws. The displays provide a highresolution picture of traffic and terrain.
Universal steps up to space-based mandates by Matt Thurber The recent switching on of Europe’s Egnos satellite-based augmentation system is great news for flight management system (FMS) manufacturers like Universal Avionics Systems. “With Egnos being turned on officially,” said Dan Reida, Universal vice president of marketing, “we hope to start seeing a stronger interest in space-based augmented FMS. We look forward to implementation of more approaches [in Europe].” The European geostationary navigation overlay system (Egnos) “safety-of-life” signal was formally declared available to aviation on March 2, after being subjected to a stringent certification and verification process. Now European operators equipped with suitable avionics can use the Egnos signals for vertical guidance precision instrument approaches at airports where specially designed approaches are available. Aircraft flying Egnos approaches must also be equipped with certified avionics that can take advantage of the more accurate lateral and vertical guidance available. Egnos is similar to the wide-area augmentation system (Waas) in the U.S. Japan has a similar system called Msas, and India’s Gagan system will also soon be available. Universal Avionics has included Egnos, Msas and Gagan in its Waas-capable FMSs. During installation of the FMS, the installer has the option to turn on each region’s space-based augmentation
capability, according to Reida, so if an operator plans to fly in the U.S., Europe, Japan and India, it can avail itself of all four capabilities. The U.S. pioneered space-based approach augmentation and has approved thousands of Waas LPV approaches with vertical guidance. European countries are just getting started with Egnos approaches with vertical guidance (APV). “Hopefully we’ll see that take off in Europe,” Reida said. Air navigation service providers will have to develop APV approaches, and operators will, in addition to installing certified equipment, need to seek approval to fly APV approaches. “Once the benefits are realized,” he said, “interest will increase. That benefits not just European customers, but anybody who operates in the European environment.” Third-generation Datalink
Universal’s third-generation datalink system, the UniLink UL800/801 communications management unit, is to begin deliveries in October. The UL800/801 units meet the new requirements under Eurocontrol’s Link 2000+ program. Basically, this means that aircraft will need a datalink with controller-pilot data communications capability (CPDLC). For retrofit installations, this capability will be mandatory after Feb. 5, 2015, for flight
Universal’s third-generation datalink system–the UniLink 800/801–meets new requirements under Eurocontrol’s Link 2000+ program. Operators can elect to have the Waas-capable FMS work with Egnos, Msas and Gagan.
26 EBACE Convention News • May 17, 2011 • www.ainonline.com
above 28,500 feet. New aircraft delivered beginning this year need a compliant system onboard when delivered, according to Reida. “The whole idea is to drive away from voice communications,” he said. The UniLink UL800 and 801 are compliant with future air navigation system (FANS) 1/A, and in addition to CPDLC, offer ADS-C capabilities as well as VDL mode-2 network communications. VDL mode-2 is a digital communications network with 13 times the message capacity of the current Acars system. The UL801 includes a built-in internal VHF data radio (VDR), while the UL800 works with an aircraft’s onboard VDR. Both units interface with satcom systems using the Iridium and Inmarsat networks. The VDR can be used for airline operational and administrative communications and flight information services messages. In addition to ADS-C (contract), CPDLC enables receipt of departure clearances, FMS flight plans and textual/graphical weather reports. FANS Compliance
The advantage of installing Universal’s third-generation UniLink now is that when it is coupled with the FMS, it can meet FANS 1/A requirements over the North Atlantic. And if an operator is FANS 1/A-compliant by Jan. 1, 2014, then the Link 2000+ requirements are already met. “If you’re FANS-approved by that date, you’re grandfathered in,” said Reida. This means being able to meet the Phase 1 FANS mandate in 2012, which lowers lateral spacing on two core tracks over the North Atlantic from 35,000 to 40,000 feet. “You won’t be allowed access to those two core tracks at those altitudes without compliance,” he explained. “Then in 2015, they plan to do that for all MNPS airspace, not just the tracks. Obviously, datalink is a very important requirement that’s coming. If you’re going to Europe or [flying] in Europe, datalink is going to help you a lot. Otherwise you will have to stay below 28,500 feet.” Here at EBACE, Universal Avionics (Stand 629) is highlighting its retrofit 6.4inch multifunction displays, which can replace radar displays and offer higher resolution for display of traffic and terrain data. These MFDs can also accept video input for display of enhanced-vision-system infrared images. Universal’s larger
EFI-890 displays have been certified in nearly 30 aircraft types ranging from the Pilatus PC-12 to Boeing 737s. “We continue to add more interfaces and certifications,” Reida said. It also offers synthetic vision on the EFI-890 displays. Five new configurations of voice and data recorders are now available from Universal Avionics, in a combined form factor, the all-in-one cockpit voice and flight data recorder. These units can include an optional internal recorder independent power supply (RIPS) capability, which records data for 10 minutes after power failure. “RIPS is mandatory for certain category new aircraft,” said Reida. For operators who need to examine historical flight data, Universal recently introduced the FlightReview FMS playback software. FlightReview runs on PC computers and shows a 3-D rendering of flights on Google Earth, based on FMS data. Software features include five playback speeds, three seek forward/ backward speeds, the ability to jump to the next FMS power-on and next CDU key press, and placement of event markers and bookmarks for finding specific events from a flight. The FlightReview software also can be used for advanced flight data analysis by employing an internal data reduction and export tool, according to Universal. o
Eads Seca OFFERS Honeywell service AT LE BOURGET EADS Seca (Stand 1530) is returning to its roots at Paris Le Bourget Airport, where it has opened an independent repair station within the premises of the Dassault Falcon Service FBO. The new facility has been designated as a Honeywell authorized service center and is dedicated to the handling fastturnaround major periodic inspections for Honeywell TFE731 engines. The French maintenance group was founded at Le Bourget 60 years ago. “EADS Seca is very proud of Honeywell’s extended confidence in its capacity of supporting turbofan operators. The opening of this shop is an opportunity to maintain an MPI capability on Le Bourget airport and it shows our will to always develop our services to the benefit of Honeywell operators,” said CEO Fabrice Dumas, CEO. The new shop offers service for Dassault Falcon, Hawker, Bombardier Learjet, Cessna Citation and other TFE-powered aircraft. All activities, from on-site assistance up to core zone inspections, are managed by the EADS Seca headquarters in nearby Gonesse, close to Paris Charles de Gaulle Roissy Airport. –D.A.L.
Volcanic ash exercise shows value of improved ICAO procedures by R. Randall Padfield One year after ash from the eruption of Iceland’s Eyjafjallajökull volcano grounded most aircraft in Europe for several days, ICAO’s European and North Atlantic Volcanic Ash Exercises Steering Group conducted Volcex 11/01, a two-day exercise designed to simulate the effects on air traffic control of the eruption of a different Icelandic volcano (Grimsvötn). Some 77 aircraft operators, mostly airlines
but also including several business aviation operators, such as Bookajet, Global Jets, NetJets Europe and TAG Aviation, participated in Volcex 11/01 on April 12 and 13, along with 14 ATC service providers and 10 regulatory agencies. Exercise leaders are currently collating initial reports from registered participants. According to Eurocontrol, “Real progress has been made
since last year in improving operational efficiency while maintaining safety: by applying the revised ICAO procedures, 70 percent of all planned flights would have taken place, three times more than last year during the Eyjafjallajökull eruption.” ICAO expects to release the final report of Volcex 11/01 in June or July, after participants conduct a collective debriefing. According to ICAO, the
Volcanic Ash Exercise Steering Group intends to hold two one-day ash exercises in EUR/NAT Region next year. Although the locations and dates of the simulated eruptions are not yet finalized, “they will likely take place circa April and October,” said ICAO. Eyjafjallajökull’s eruption had obviously made a big impression: Volcex in 2008 attracted only two airline participants, Air France and KLM. o
Simulated concentrations of volcanic ash during volcex 11/01
Crown Copyright © 2010: Met Office
Micrograms of ash per cubic meter of air
n 290-2,000 n 2,000-4,000 n >4,000 All concentrations are subject to level of uncertainly relative to
JA_global_MRO_ad_ConventionNews.qxd April 12, 2011
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errors in the estimation of
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Jet Aviation St. Louis
Count on our local expertise; benefit from our global MRO network Meet the team who can do it all. From routine inspections to extensive structural repair, we offer comprehensive MRO services backed by on-site engineers and experts in avionics, composites, NDT and components/accessories. We have extensive paint and refurbishment capabilities, too. As specialists in Bombardier Challenger, Global 5000 and Global Express, Gulfstream, Hawker, Embraer and Dassault Falcon aircraft, we provide scheduled inspections, unscheduled repairs, heavy maintenance and 24/7 AOG services. Our St. Louis team takes care of you here while you benefit from our global network everywhere else. Personalized to Perfection. Jet Aviation St. Louis (formerly Midcoast Aviation) Tel. +1 800 222 0422 | AOG 24/7 +1 877 313 5999 jstl@jetaviation.com | www.jetaviation.com/stlouis
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www.ainonline.com • May 17, 2011 • EBACE Convention News 27
Arinc harnesses web tech for improved flight planning by Bernard Fitzsimons the reams of information that pilots have to filter into a usable and acceptable format for assessing risks to flight against a checklist of risk factors that customers create themselves. “Arinc Direct files more than 1,000 flight plans per day and provides pilots with all the associated weather and other data,” Hardie explained. “Soon this planning will become an even more integrated part of the risk assessment as real-time data is processed into an SMS as defined by the aircraft operator.” Since the beginning of March, the system has added the ability to do more common risk assessments automatically using TAF and METAR weather data to determine forecast and meteorological conditions affecting departure and destination airports.
PHOTOS: COURTESY OF ARINC
More than 500 business aircraft are now using Arinc Direct services in Europe, the Middle East and Asia, and the aeronautical communications and IT specialist is continuing to expand the scope of its support offerings for operators. Here at the EBACE show, Arinc (Stand 364) is showing the various applications it has developed to expand on the fundamental flight planning s ervice. The company has been using Webenabled technologies since 2003, but Arinc Direct business manager James Hardie said the increasing capabilities of Web access combined with client-based application technology is presenting new opportunities for customer interaction. One is smart safety management system (SMS) functionality. Launched last year at NBAA, it aims to bring together
It has been several years since Arinc Direct announced its mobile flight-planning services that brought web services such as creating and filing flight plans and viewing a planned route with weather overlays to mobile devices. Real-time connectivity through SwiftBroadband has expanded the possibilities.
28 EBACE Convention News • May 17, 2011 • www.ainonline.com
Arinc plans to bring online charts from SkyVector to the Apple iPad later this year. The charts have been available since last year, but Arinc is modifying them for use with a touchscreen device. Pilots can choose to display data such as flight information regions, animated radar, turbulence, icing and winds on the charts.
Wind data is the first element to be assessed automatically for risk. The information is factored from databases on airports around the world, whether controlled or uncontrolled, on all runways, the precision or non-precision approaches available to each runway end and computation of headwind, crosswind and tailwind components Hardie quoted the example of a pilot preparing to take off on Runway 270. If the wind is 300 degrees and 10 knots there will be a crosswind component of five knots, which is acceptable; if the wind is 50 knots there will be a 25-knot crosswind, resulting in a red flag. A future release will add the ability to use ceiling, visibility, restrictions to visibility such as snow and thunderstorms, and temperature. Last year Arinc integrated new map technology from online chart provider SkyVector to help make online flight planning easier. The new charts can be dragged and zoomed, while selectable layers of additional data include flight information regions, animated radar, turbulence, icing and winds. Later this year the applications should be available on the Apple iPad. Using the device’s touch screen to manipulate the forms and data is not quite as easy as using a conventional mouse, said Hardie, so Arinc is developing an app to create a new, more pilot-friendly interface for cockpit use. The real-time connectivity made possible by the Inmarsat SwiftBroadband high-speed satellite communications service is key to realizing the new possibilities, Hardie said. Arinc became an Inmarsat distribution partner last year, which means it can buy airtime directly from the satellite operator rather than through intermediate providers. SwiftBroadband offers a nominal 432 kbps data transmission speed, but Arinc’s accelerated SBB service makes it capable of much high speeds, stated Lee Costin, business manager for satcom and cabin services. So far it is possible to tie two 432 kbps channels together and later this year it should
be possible to support four. The speed increases are the result of a combination of compression and acceleration, Costin explained. “We try to squeeze the data to fit the available bandwidth, and accelerate it to manage the latency between aircraft and ground,” he said. The latency–the time delay resulting from the distance the signal has to travel to and from the geostationary Inmarsat satellites–affects the way some operations are performed, but the Arinc service manages that transparently to the customer. “What we are doing is managing the customer experience from a traffic perspective,” Costin said, “so users get the best experience, whether it’s Internet browsing, email or specific applications the principal is running.” The current quarter should also see the introduction of voice over Internet protocol (VoIP) solutions to support multiple handsets in the cabin, he added. Twenty years ago Arinc did little or no business outside the U.S., but international activities now contribute 25 percent of the company’s $1 billion-plus turnover, according to Randy Pizzi, vice president of the company’s newly formed international division. Growth since its acquisition by The Carlyle Group in 2007 has been “excellent,” Pizzi claimed, and Arinc is now one of the global alternative asset manager’s top-performing aviation companies, he said. One of the new division’s responsibilities will be to oversee the creation of a new airport technology center that will be based in the U.S. but focused on developing products and solutions for international airport customers. o
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EASy II Falcon upgrade adds SVS, sat-based approaches by Matt Thurber Honeywell’s EASy II is a major upgrade from Dassault Falcon’s original EASy cockpit configuration based on Honeywell Primus Epic avionics. New functionality for EASy II adds features that business jet pilots have been longing for (and many that have long been available in the Part 23 world). These include SmartView synthetic-vision system (SVS), satellite-based augmentation system approaches including RNP approach capability, ADS-B out, auto descent mode, Honeywell SmartRunway, XM WX graphical weather, electronic charts, FMS upgrades and autothrottle takeoff and go-around improvements. The big change for EASy II is the way SVS is portrayed on the PFDs. Honeywell EASy has a traditional ADI on top, HSI on bottom view, with the horizon line stretching only to the edges near the airspeed and altitude tapes. SmartView SVS takes advantage of the big DU1310 screens to show the 3-D view of the outside world across the entire width of the display, behind transparent airspeed and altitude symbology. Energy Cues Avoid Clutter
Instead of the gee-whiz highway-inthe-sky boxes surrounding the route or approach path, Honeywell elected to avoid clutter and went with energy cues that help the pilot fly a precise path while retaining the big-picture view of the outside world. A conformal flight path marker (FPM) symbol tells the pilot where the airplane is going and is useful during approach and landing–just put the FPM on the touchdown point. And an acceleration chevron next to the FPM instantly feeds back to the pilot whether the energy state is spot on, high or low. For example, too much energy, but FPM in the right spot? Reduce power. What this does is help the pilot arrive at the decision altitude on speed and with the correct flight path. According to Honeywell, the FPM and acceleration chevron are key elements in how it plans to obtain credit for
lower approach minimums using SVS. SmartView SVS uses Honeywell’s EGPWS terrain database to paint the 3-D outside view, with terrain color-shaded to indicate elevation, and overlaid with conformal head-up display symbology. The result is a much cleaner-looking PFD compared to the original version of EASy. SmartView also shows the FMSselected destination runway highlighted in cyan, and an extended lead-in runway centerline marks runway alignment. As the aircraft gets closer to the runway, detailed runway symbology (including distance-remaining numbers) becomes clear, just as it would when viewing the actual runway out the windshield. The runway detailing is subject to conditions that include position within one mile of the runway, altitude within 500 feet of runway field elevation and difference between runway and aircraft bearing 30 degrees or less. Conformal range rings on the terrain display help with judging distance to various features and are set at three-, five-, 10-, 20- and 30-nm distances. And to make sure the real horizon is clearly visible, a zero-pitch reference line extends across the display. Honeywell designers took extra care when showing the SVS view flying over water. In the distant SVS view, the textured water doesn’t end abruptly as it meets the sky. Rather, the water gradually blends into unfocused blueness, similar to the real-life view, but the water is much darker than the sky so it’s easy to tell the contrast between sky and water. The attention to detail continues in the view used during an unusual attitude, with terrain detail decluttered and replaced by brown to ensure a clear difference between the sky and ground to help the pilot tell which way is up. While SVS is a useful and compelling addition to EASy II, pilots will likely enjoy the additional utility from EASy II’s new approach capabilities. This includes not only Waas LPV and
Honeywell’s EASy II upgrade, which includes synthetic-vision and satellite-based augmentation system approaches, is due to be certified for the Falcon 900 in mid-year.
European Egnos approaches (and in the future the same capability for other countries’ satellite-based approaches) but also RNP AR (authorization required) approaches. RNP AR approaches aren’t in the EASy II database, but will be added after validation of the selected approaches by Honeywell. Pilots must also be trained and the flight department or operator must receive operational approval for RNP AR approaches. Honeywell offers the operational approval services to help operators obtain the operational specifications for these approaches, which allow descent to lower minimums at airports where obstacles prevent installation of traditional ILS. RNP AR approaches also can be designed with curved flight paths that avoid terrain or help keep traffic at nearby airports apart. Much Easier EASy
EASy II has many new features that make it a great leap forward from the original EASy cockpit. Amending flight plans is much simpler, for example. Objects on the MFD have an action menu that pops up when the cursor is placed on the object. “The beauty of the [graphical user interface],” said Honeywell test pilot Sandy Wyatt, “is you don’t have to remember everything.” To set a crossing altitude at a point,
The EASy II SmartView synthetic-vision system, left, clearly shows the water-sky transition. The textured dark blue water doesn’t just turn into sky in a hard line, but looks more realistic on the visible horizon. The real horizon is shown by the white zero pitch line well above the visible horizon. The SmartView presentation, right, shows the runway’s extended centerline (cyan dashes) in the center right side of the PFD, leading to the cyan-depicted runway.
00 EBACE Convention News • May 17, 32 18, 2011 • www.ainonline.com
say, 20 nm ahead of a waypoint, instead of having to recall arcane FMS steps, it’s a simple matter of opening the cross dialogue for that waypoint on the MFD, then inserting the information. When displaying graphical XM WX, the CCD can easily be used to move waypoints to route a flight path around storms. XM WX works only in the U.S. and provides quick access to Nexrad weather radar, satellite imagery, winds aloft, storm and echo tops, lightning, clear air turbulence, TFRs, airmets and sigmets. The basic EASy II package includes an upgrade to a faster Pentium M microprocessor, FMS 7.1 enhancements, Honeywell’s SmartRunway upgrade, second electronic checklist and Waas GPS. Optional features include SmartView SVS, Waas LPV/RNP AR, electronic charts, auto descent mode, XM WX, ADS-B out and FANS 1/A-compliant controller pilot datalink communications. Auto descent mode for the autopilot automatically flies the airplane at maximum velocity (10 knots less than Vmo/Mmo) to a safe altitude (15,000 feet) in the event of cabin depressurization at high altitude. EASy II is due for certification in the Falcon 900 in mid-year. According to Honeywell (Stand 7044), certification programs for the Falcon 2000 and 7X will follow. o
Garmin touchscreens are new pilot interface by Matt Thurber At this year’s Aircraft Electronics Association show in March, Garmin International (Stand 1367) introduced the long-awaited successors to the 14-year-old Garmin GNS 430/530 navigator series, the new GTN 650/750 touchscreen panelmount navigator/radios. Since then, the U.S. cockpit innovator has added another new series in its large-display avionics, the
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new G2000 with a touchscreen controller. While the functionality improvements of the GTN series are compelling, what is significant is that they bring full touchscreen control on the display itself to Part 23 cockpits. And in a surprising move, Garmin obtained FAA TSO certification of the GTN series and approved model list certification for installation in most
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Part 23 aircraft before making the AEA announcement. The new GTN 650 and 750 are the first certified aviation touchscreens. Prices are $11,495 for the GTN 650 and $16,995 for the 750. An optional remote audio control system, the GMA 35, costs an additional $2,995. More Display Area
The new navigators are not dropin replacements for the GNS series but expand significantly on the display real estate, something made possible by adoption of the touchscreen. The GTN 650 fits the necessary electronics and larger 4.9-inch screen into a box with the same exterior footprint as the GNS 430W, and the 650 has 53 percent more screen area than the 430W. With a 6.9-inch screen, the GTN 750 spans 98 percent more display real estate than the 530W and has enough room for full-size approach plate display. Both have greater resolution, too, with five times as many pixels as the older units (600-by-266 on the GTN 650 and 600by-708 on the GTN 750). The larger and higher-resolution displays make possible added features like graphical flight planning, low- and highaltitude airways/jet routes and SafeTaxi airport charting with own-ship position on taxiways and runways. Both units work with a remote transponder, and the GTN 750 also offers the GMA 35 remote audio panel and electronic chart display. The GMA 35 remote audio panel will eventually incorporate Garmin’s 3-D spatial audio and voice control features (introduced in the GMA 350 audio panel), which will be available via software upgrades. Buyers who opt for voice control will also need to have a pushto-command button added to the aircraft’s yoke. The GMA 35 is controlled via the GTN touchscreen and automatically adjusts cockpit speaker and headset volume according to cockpit noise. A record/playback capability helps with copying clearances. Intuitive Design
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00 EBACE Convention News • May 17, 2011 • www.ainonline.com 34
Garmin promises intuitive ease-ofuse features, and design elements of the touchscreen controller for the G3000 and new G2000 avionics suites have migrated into the GTN units. A fingerboard on the GTN screen bottom and a finger-anchoring bezel around the display help pilots maintain a steady hand on the touchscreen, but buttons and knobs are also available for data entry as well as an alphanumeric on-screen keyboard. The touchscreen allows pilots to modify flight plans by tapping or dragging a finger on the screen or by “rubber banding” a route around thunderstorms or to comply with ATC changes. With the big screen on the GTN 750, Garmin was able to add a unique feature, on-screen orientation of approach chart. Instead of just presenting the full
Garmin’s big-screen GTN 750 navigator provides on-screen orientation of approach charts, where the chart is overlaid on the moving map, oriented to the moving-map features, to make it easier for pilots to visualize the airport.
approach chart in portrait mode, which the GTN 750 can do, the chart is overlaid on the moving map, oriented to the moving-map features. Garmin’s SafeTaxi airport charts have long been displayed this way, oriented to the moving map to make it easier for pilots to visualize the airport environment. Now with own-ship position depicted on the approach plate and the approach plate oriented to fit the moving map, pilots should have a high level of situational awareness. This overlay feature is available only with Jeppesen charts (ChartView). Garmin plans to offer georeferencing for U.S. government AeroNav charts (FliteCharts) in the future. The GTN series include a terrain database, with Class-B Taws alerting available as an option. Also included is WAAS LVP approach capability, and course deviation and roll steering outputs for certain autopilot systems. Other options include XM WX satellite weather and radio and traffic services. The communication radio in the GTN 650/750 transmits at 10 watts, but a 16-watt version is available. Later this year, Garmin plans to release the GPSonly GTN 625 and 725 and the GTN 635 with VHF communications. The new G2000 avionics suite builds on the familiar G1000, adding a touchscreen controller similar to the controller featured on the upcoming G3000 and G5000 systems. The 5.7-inch G570 controller allows pilots to control radios and checklists, review charts, access synoptic data, modify flight plans and view weather, entertainment, traffic and map data. The controller features easy to interpret computer desktop-style icons and a shallow menu structure, according to Garmin. o
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Challenger 850 completions keep Flying Colours busy by Kirby J. Harrison Orders for Bombardier’s Challenger 850 are keeping Canadian MRO, completion and refurbishment center Flying Colours (Stand 1935) busy installing interiors in these purpose-built executive/VIP descendants of the Canadair CRJ200 regional jet. According to Sean Gillespie, director of completion sales and management, the Challenger 850 is particularly popular in the Asia-Pacific Rim region. The cabin outfitter expects to deliver five of them to operators in China and another to an owner in India by the end of the year. A sixth delivery to a Chinese buyer is scheduled for in 2012. “They like the large cabin size, range that will take it nonstop to most destinations in China and a price-point in the $26 million range,” he explained. Gillespie also pointed out that Asian customers are not buying “all show and no go.” They want a useful business tool and two thirds of them are opting for the Simphon¯e Broadband high-speed Internet connection from True North Avionics, an upgrade of the standard Simphon¯e Chorus satellite
communications system from the Canadian cabin electronics supplier. Flying Colours has, to date, delivered a total of three Challenger 850s and seven CJ200 regional jets reconfigured with executive/VIP interiors. Also involved in the Challenger 850 outfitting is Flying Colours’ St. Louis, Missouri-based subsidiary, Jet Corp. Between Flying Colours and Jet Corp. there are seven green Challenger 850s now in outfitting and three CRJ200 regional airliners having their cabins reconfigured for executive use. At the same time, the company also is working on the refurbishment of a Dassault Falcon 900, a Challenger 604 and a Challenger 601, as well as several Learjets. Seek European Market Share
The Canadian center’s presence at EBACE, said Gillespie, is part of a plan to gain a share of the growing European market for business jet maintenance and refurbishment. “A lot of European and Middle East customers are taking advantage of used aircraft pricing during
Flying Colours is currently outfitting seven Challenger 850 interiors. Five are scheduled for delivery this year to operators in China and a sixth to India. The seventh is to go to a Chinese buyer in 2012.
this recession to get a lot of airplane for a little money, and inspections, maintenance and cabin refurbishments are typically part of that.” At Flying Colours’ Peterborough, Ontario facilities, a Challenger 604 currently undergoing maintenance inspections and cabin refurbishment was purchased by an undisclosed Saudi client. In fact, said Gillespie, the demand for
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36 EBACE Convention News • May 17, 2011 • www.ainonline.com
maintenance on Bombardier products is really picking up and includes a contract from a fractional operator to do WiFi installations on 40 airplanes. While not so bold as to come out and declare an industry recovery, Gillespie expressed confidence that EBACE 2011 will meet or exceed expectations. “It’s our fourth year at EBACE and we always have a strong response to our presence here.” o
Belated market recovery slows Embraer’s projected bizav ascent by Charles Alcock
E
mbraer is adapting itself to a slower rate recovery of the business aviation market. In March, the Brazilian airframer revised its output projections, indicating that total bizjet deliveries this year could be 50 units lower than last year’s 763. “We now see a stronger recovery really starting only in 2012 and 2013 if economic conditions [between now and then] prove to be stable,” Claudio Camelier, marketing vice president for Embraer’s executive aircraft division told a press briefing ahead of this year’s EBACE show. The company doesn’t now envisage a return to 2008 delivery levels until 2017. The economists at Embraer track key indicators such as global growth (or lack thereof) in gross domestic product (GDP), U.S. corporate profits and average return on investments from world stock markets. While the latter two factors appear to be on the mend, global GDP growth appears to be stalled at just 3 percent and Embraer expects it to stay there or thereabouts through 2014. Historically, the bizjet market has achieved sustained ascendency in periods when GDP growth exceeds 3 percent for prolonged periods and, as things stand, the industry appears to lack the confidence that this will be the case in the short term. “Manufacturers were badly affected by the [economic] crisis because, at the time [mainly
Embraer believes its executive aviation division will achieve its 10-year goal, set in 2005, to become a major player in the market by offering “innovative and differentiating products.” With the Legacy 600 already in production, the company launched the Phenom 100 and 300 very-light- and light-jet programs in 2005. It has since added, or is on the way to adding, the Legacy 450, 500 and 650 models. The innovation and differentiation of the Phenom 100, Embraer’s entry-level model, began with the Prodigy cockpit featuring Garmin’s ground-breaking G1000 avionics suite and continued into the cabin, designed with BMW Designworks to
2008], they were investing in increasing production rates,” explained Camelier. He pointed out that today’s level of deliveries is roughly where it was in 2006, and the industry was rejoicing in its success. The output achieved in 2008 is now viewed as something of a freak peak. Business jet traffic data from both Eurocontrol and the FAA in the U.S. is now showing signs of increasing activity. However, Camelier cautioned, the U.S. flight activity is still 10 to 20 percent lower than it was in early 2008 and European utilization is actually lower today because more aircraft account for a similar number of hours logged. Embraer also sees the pre-owned market needing at least another 12 months to bounce back from the damage done by the financial crisis, which would mean getting back to the pre-2008 situation in which about 12 percent of the existing business aircraft fleet typically was being offered for sale at any given time. At the height of the downturn (around 2009), more like 18 percent of the fleet was on the market (and for the most part not moving), but today that proportion is just over 14 percent, according to Embraer’s data. “When the recovery does come, there won’t be such cheap and easy credit,” predicted Camelier. “There was a lot of speculation [over aircraft delivery positions] in the last growth phase and the industry will be more cautious in future.”
maximize the comfort. The improvement process was extended recently when Embraer completed the certification process for a belted toilet to allow for a fifth passenger. Later this year, this feature will be available for retrofit in existing Phenom 100s, of which some 200 are now in service worldwide. In the cockpit, pilots will now be able to use a satellite datalink to communicate with the ground via email and SMS text messaging. This now is available in both the Phenom 100 and 300. A more enhanced version of the Phenom 300 is due to go into service with NetJets in 2013. Last October, the fractional ownership group signed a major contract
Embraer has delivered the first example of a Phenom 300 with synthetic vision.
(50 firm orders plus 75 options) for the type and is due to get the Platinum Edition model, about which no further details are to be revealed until deliveries begin. In February, anticipating another burst of production, Embraer opened its new factory in Melbourne, Florida, which will be assembling and delivering Phenom 100s by year-end. Part of its rationale for the $50 million investment is that its aircraft have significant North American content and now won’t need to be delivered to Brazil for assembly, only then for most of the completed aircraft to be flown back north. Phenom 100 customers are being offered a choice as to whether they want aircraft built in the U.S. or Brazil. The U.S.made examples will cost slightly more due to factors such as higher labor rates and to recoup the investment in the site, which will soon employ 200 people. The Melbourne facility is to be developed as the future U.S. headquarters of Embraer’s executive aviation division, which currently is located in Fort Lauderdale. The factory will be able to produce up to six aircraft per month and will soon include a customer design center.
38 EBACE Convention News • May 17, 2011 • www.ainonline.com
For the time being, the Lineage 1000 will remain Embraer’s top-of-the-line bizjet.
Embraer’s Gavião Peixoto plant in Brazil can produce Phenoms at a rate of up to 20 per month. Embraer may opt to start making the larger Phenom 300 in Melbourne as well. The combined backlog for the two types is more than 400 units. The Phenom 300 has the same avionics suite as the 100 and the same cabin cross section, but more length to accommodate either six seats plus a galley, or a seventh passenger. With a larger wing and twice the engine thrust, the 300 delivers more range and speed, competing with the Cessna Citation CJ3 and CJ4, as well as the Learjet 40XR and Hawker 400XP. The Phenom 300 also features a large door with airstair, an externally serviced lavatory, single-point fueling and ease of access for maintenance. Embraer is adding new functionality to the 300 as well. It has completed certification of a
available only on much larger aircraft, such as the Airbus Corporate Jetliner, Embraer’s own Lineage 1000 and the Dassault Falcon 7X. The cockpit is built around Rockwell Collins’s latest Fusion avionics suite. The 500’s Honeywell HTF7500E engines are now being tested in flight on their maker’s Boeing 757 test bed. The landing gear drop test has been completed and growing numbers of `parts are being shipped to Embraer’s São Jose dos Campos headquarters from suppliers, as the detailed design and certification phase gathers pace. According to Camelier, the introduction of the Legacy 650, with its new Rolls-Royce AE3007A2 engines, gives Embraer the range it needs to be able to match that offered by Bombardier’s Challenger 605 and Dassault Falcon 2000s. Intercontinental city pairs possible with the 650 include Moscow to Shanghai. The
Customers can now choose to have their Phenom 100s built in Brazil or in the U.S.
synthetic-vision system and has already delivered the first example of a new version designed for emergency medical evacuation work. Also now certified is the new Premium in-flight entertainment system with video screens for each passenger. More than 30 of the aircraft are now in service, U.S. operator Flight Options holding orders for 100. Legacys Fulfill Destiny
Following in the footsteps of the new Legacy 650 model, which completed certification last October, the Legacy 500 midsized jet is on track to make its first flight during the fourth quarter of this year and enter service about 12 months later. The smaller 450 model is set to take to the air in 2012 and enter service by the end of 2013. Both the 500 and the smaller 450 feature spacious, standup cabins with a flat-floor design. But the real technological advance is in the full fly-by-wire controls for all primary and secondary flight controls that are
new Legacy also features a quieter cabin than the original 600 and the latest version of Honeywell’s Primus Epic avionics suite. At the top end of Embraer’s growing business jet dynasty is the Lineage 1000, which has a cabin that competes in size with that of the A318 Elite (being longer, but not quite as wide). The 1000 is in a similar price bracket to the longer-range Gulfstream G550, the Global XRS and the Falcon 7X, but provides much roomier internal real estate for those who value space above operational reach. That said, the 1000, for which the backlog now stands at 20, has just proven its ability to fly the 4,015nm hop from Mumbai to London in 9 hours 15 minutes. For now, said Camelier, Embraer sees no urgent need to develop an ultra-long range jet, although he did not rule it out. He conceded that Brazilian airframer has its work cut out for it achieving service entry for the new Legacys, while laying plans for a new airliner and the KC-390 military transport. o
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Honeywell powering G250, Legacy 450 by Thierry Dubois Honeywell (Stand 7044) has completed certification of its HTF7250G engine, which powers the in-development supermidsize Gulfstream G250, and is progressing with the development of the HTF7500E for the midlight/midsize Embraer Legacy 450/500. The U.S.-based manufacturer is also working on upgrades for the HTF7000, in service on the supermidsize Bombardier Challenger 300. The 7,445-pound HTF7250G turbofan was FAA certified for the G250 on March 18. One year ago, the company hoped it would meet this milestone in late 2010. “The engine meets Gulfstream’s requirements for the G250,” Ron Rich, Honeywell’s vice president for propulsion, told AIN. The engine manufacturer is now supporting the G250 flight tests. Next will be the beginning of the production phase. “In fact, it has already started–Gulfstream’s test engines were built according to our production processes,” Rich said. The Legacys’ HTF7500E is in the same engine family. It will be rated at 6,080 pounds (takeoff
thrust) on the Legacy 450 and 6,540 pounds on the Legacy 500. The engine program is in the flight-test phase. Honeywell is using a modified Boeing 757 (see photo) as a flying testbed. “We are seeing very good progress,” Rich said. In-flight restart and operability testing were performed recently and have not prompted any design change so far, he said. Therefore, certification is “on track for 2012.” Last fall, Honeywell was still targeting late 2011 for the engine certification, but Rich said the 2012 objective is “consistent with our commitment to Embraer.” Honeywell has assembled and is testing the first two HTF7500E engines that eventually will be shipped to Embraer. Engineers are continuing to flight-test the 757, notably for mechanical and performance trials. “We are building on the HTF7000 and some certification items are about verifying those of the HTF7000,” Rich added. The Saber (single annular combustor for emissions reduction) 1 low-emission combustor
Honeywell’s Wilson Proud of Engine, Avionics Milestones The in-service fleet of Honeywell’s HTF7000 turbofans powering Bombardier Challenger 300s reached one million flight hours in April. More than 600 engines are operating in the field and Honeywell says dispatch reliability stands at 99.94 to 99.95 percent. “We’re very proud of this,” said Rob Wilson, Honeywell’s president of business and general aviation. Importantly, the HTF7000’s younger siblings– the HTF7500E and the HTF7250G–will feature improved combustion technology that is set to deliver 25-percent reductions in emissions to help operators meet the industry’s commitments to reducing its carbon footprint. The new system will be available as a retrofit for the HTF7000 turbofan. And the HTF story doesn’t end there. “We can continue to grow the engine, delivering higher levels of thrust for a broader family of engines,” Wilson told AIN. In the avionics suite, Honeywell (Stand 7044) is showcasing two of its latest achievements: the Primus Epic-based EASy II cockpit for Dassault’s Falcon family (see page 32), and the latest version of the Apex suite prepared for the Pilatus PC-12. Wilson said he is proud of the work Honeywell has done for two very technologically discerning clients. Both new cockpits provide a myriad of technology to support pilots and ensure safer, more efficient flying, he said. Crucially, both systems have already been tested and found to be compatible with Europe’s new Egnos satellite navigation system. Both are also intended for retrofit into existing aircraft, which Wilson said is part of Honeywell’s contribution to allowing operators to bolster the value of their aircraft assets, as well as enjoying improved performance. In continuing efforts to boost customer and product support in business aviation’s growing international markets, Honeywell has added a new parts distribution site in Bangalore, India, and has plans to put another in Brazil. Wilson said these are needed to allow operators to avoid delays associated with complex customs clearance processes. –C.A.
Before it powers the Embraer Legacy 450/500 business jets, Honeywell is flight-testing the HF7500E engine on a modified Boeing 757.
was certified last year. It is schedule for entry into service this year on the HTF7000 fleet, as the beginning of a three-phase sequence. “We are first installing it in our fleet leaders–namely, Challenger 300s operated by Flexjet,” Rich explained. Then, Saber 1 will become available to other customers for retrofit. Finally, it will become a production standard on the HTF7000. “Saber 1 will be standard from day one on the HTF7250G and HTF7500E,” Rich said. It is based on a rich-quenchlean scheme, where the combustion commences with a rich setting and is quickly leaned out to mitigate the formation of nitrous oxides (NOx), he explained. The technology enables a 25-percent reduction
in NOx emissions and does not compromise the durability of the combustion system, he said. The next generation Saber 2 is in development, with Honeywell using its Tech7000 demonstrator engine. “We have initiated Saber 2 trials in ground test cells and will conduct in-flight testing on our 757 in the near future,” Rich said. In addition to Saber 1 and 2
combustors, the HTF7000 will enjoy upgrades in other modules. The company has tested a better fan on the Tech7000 demonstrator, and the HTF7500E’s high-pressure compressor could be adapted to the HTF7000, thus improving overall performance. Finally, new materials and thermal barrier coatings in the high-pressure turbine will boost durability. o
Lantal offers first-class seat cushions Cabin interiors specialist Lantal is probably best known for its carpets and upholstery, but the Swiss company also has just launched its new pneumatic comfort system, which it says makes seats more passenger friendly. The system’s pressureadjustable cushions have been in service with Swiss International Airline’s business- and first-class long-haul aircraft for the two years and are now available for more widespread use. According to Lantal, the design not only gives greater comfort but also is lightweight, meaning less impact on fuel burn and the operator’s carbon footprint. Lantal has recently been awarded design organization approval status, allowing it to develop, test and certify ready-toinstall products for aircraft interiors. The company is certified to the Part 21 Subpart G of the European Aviation Safety Agency and
40 EBACE Convention News • May 17, 2011 • www.ainonline.com
can provide the necessary EASA Form One with each delivery of ready-made products. The company’s in-house engineering services cover the approval of minor changes to aircraft interiors as well as the 3-D design and development of complex low-pressure pneumatic comfort systems, seat covers, curtain systems and textile floor covering parts. Here in Geneva, Lantal (Stand 955) is also displaying its portfolio of fabrics, leathers, and carpets, which for 2011 feature nature, webs and honeycombs as dominant themes. According to Lantal, Climatex Lifeguard seat upholstery fabrics and weightsaving carpets are hard-wearing, biologically degradable and feature natural hues in combination with refractive patterns. The materials used in Lantal’s products range in color from warm oriental tones and gray-gold-beige
blends to deep blues and dark reds. The company can also create matching structures for class divider and galley curtains. In its efforts to stay at the cutting edge of style, each year Lantal’s design team conducts what it calls its Conceptional Forecast to explore “the key touch points of contemporary megatrends.” According to its 2011 forecast, today’s dominant design themes are “nature,” “webs” and “honeycombs” and Lantal has incorporated these factors into the hard-wearing, bio-degradable materials it uses, giving them a three-dimensional appearance. The latest Conceptional Forecast also has revealed a consumer taste for natural hues and refractive patterns. In color terms, Lantal’s designers are now favoring “warm and seductive oriental tones” as well as blends of grey, gold and beige and deep blues and dark reds. –D.A.L.
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This year, Toulouse-based Airbus Corporate Jet Centre (Stand 7071) is set to reach its target of a regular annual production rate of three to four cabin deliveries. The Airbus subsidiary specializes in VIP cabin outfitting on the manufacturer’s narrowbodies, and its new products include a conversion kit and a service package for the ACJ family. The company expects to complete four cabins in 2011, which is at the upper end of its production goals. It marks a significant ramp-up in activity when compared to the seven cabins that ACJC has handed over between July 2007, when the company was formed, and last month. The order backlog calls for producing another six by the beginning of 2013, according to Bruno Galzin, sales and marketing manager. Cabin completions are available for the A318, A319, A320 and A321 models. A VIP cabin costs between $20 million and $30 million, according to Galzin. For an aircraft equipped with a typical VIP cabin, Airbus’s list prices are $65 m illion for an A318 Elite, $80 million for an Airbus ACJ (based on an A319) and $85 million for an A320 Prestige. It has not yet confirmed a price for the larger A321. ACJC is also increasing the array of technical services (under a Part 145 maintenance license) that it provides for A330 and A340 widebodies. Its new “VIP Pass” package is comprehensive but remains customizable and can include cabin maintenance, as well as upgrades, airframe maintenance, spares, continuing airworthiness and field support, Galzin said. Engine support is available for CFM International CFM56 engines and talks are under way with International Aero Engines, the second engine provider, for the other turbofan option (V2500s) to be included in the support offer. Operators wanting to turn the conventional passenger layout of their A320-family aircraft into a combined commercial/VIP configuration can now buy a conversion kit. The conversion starts with removing the first 11 rows
of seats and the VIP cabin section that replaces them consists of two club-four areas and a row of four seats. This allows the forward cabin of the aircraft to sleep eight people. A thicker carpet (12 millimeters, or about half an inch) comes in lieu of the conventional airline rug. Options, such as small pieces of furniture, are available. A Part 145 maintenance organization can carry out the conversion process in eight hours. According to Galzin, ACJC technicians have managed to complete the work in five-and-a-half hours; he would not give a price for the kit. The trend in VIP cabins, Galzin said, is that customers ask for the same kind of equipment they have at home. For example, ACJC is about to deliver an aircraft cabin featuring high-definition audio and video systems. “We are working on 3-D TV,” he added. As for connectivity, the ACJC’s standard for Internet service is soon to be Swift Broadband with two 432 kbps channels. The first delivery is planned for 2012. An A320 delivered last December was outfitted with GSM onboard for in-flight mobile phone communications. Onboard Swift Broadband and GSM are available in retrofit, too. Asked to name customers in the closely guarded VIP aircraft industry, Galzin would mention only two, both charter operators–UK-based A cropolis Aviation (the aircraft owner remains unknown) and DeerJet in China. Wealthy individuals are estimated to account for some 80 percent of the ACJC’s customers, and geographically, Europe and the Middle East are most prominent, while Asia is seen as a growing market. Last year, ACJC had revenues of €50 million ($70 million). The center has about 100,000 sq ft of hangars and workshops, and a workforce slightly above 200. This is compared to a workforce of 117 in 2007, when ACJC took over from Sogerma, which had experience in VIP cabin outfitting. “The [workforce] is still increasing a bit, especially for services,” Galzin said. o
www.vipjetsuite.com
747-8 VIP boeing.com/commercial/bbj
Manx registry claims record membership by Ian Goold Four years after its establishment in May 2007, the Isle of Man aircraft registry has attracted almost 400 aircraft. The exclusive registry is limited to private or company-owned
business jets that, crucially, are not permitted to operate commercially. The registry also excludes aircraft with a maximum takeoff weight of less than 5.7 metric tons (12,566
pounds), except those that are owned by the island’s residents. The new registry has become so popular that one third of the aircraft registrations have been issued in just the past 12
months, leading officials to claim that it is the fastest growing registry in the world, and the eighth largest in terms of business aircraft numbers. Those recent additions have included Europe’s first Embraer Lineage 1000 and eight Bombardier Global Express jets. Indeed, 20 percent of Manx registrations have been Bombardier a ircraft,
including one operated by the manufacturer itself. Last month, a further 30 aircraft registration applications were being processed. As Europe’s only registry dedicated to business aircraft, it aims to offer a “customerfocused service with high international standards and a competitive scheme of charges.” Indeed, Isle of Man officials have maintained that the userfriendliness of the registry is a greater attraction to aircraft owners than the island’s welldocumented low tax regime. However, the Isle of Man is now also promoting itself as a conduit to allow aircraft importers to get around recent unfavorable changes to the application of value added tax in the nearby UK. Manx registration is being highlighted here at the EBACE show by five companies offering assistance to any private or corporate owner considering the jurisdiction: Appleby (Stand 379); Cavendish Aviation (Stand 956); Equiom Trust (Stand 357); Martyn Fiddler Associates (Stand 1470); and OCRA Aerospace (Stand 1567).
Worldwide Vision – Worldwide Reach
High Regulatory Standards
The Isle of Man Civil Aviation Administration (CAA) administers the registry, which has 16 surveyors in Ireland, the Isle of Man, Switzerland, the UK and the U.S. In setting up the registry, the Manx government planned to harness the island’s “international reputation as a tax-efficient, but responsible and cooperative jurisdiction” to attract “highquality” clients as an additional source of revenue. Claimed benefits of Manx registration are said to include high regulatory standards, a neutral nationality registration prefix (the letter “M”), a secure mortgage register, no local tax on insurance premiums (compared with a 6-percent rate in the UK), location in a European time zone, a professional infrastructure experienced in aviation finance, Standard & Poor’s and Moody’s AAA-rated jurisdiction, “clear and simple” taxation regime and a stable legal and political environment. “The global downturn has brought uncertainty and new challenges to the corporate aircraft industry,” Manx civil aviation director Brian Johnson told AIN. Ironically, that uncertainty extends to operators registered in other jurisdictions, especially
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00 EBACE Convention News • May 17, 2011 • www.ainonline.com 46
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Isle of Man aircraft registry uContinued from page 46 in the UK, where many have openly voiced doubts about the alleged commercial use being made of some of the aircraft. Although Isle of Man-registered aircraft are explicitly banned from use for hire or reward–ad hoc charters, for example–the registry has garnered an unfortunate and, officials claim, a thoroughly undeserved reputation for lax oversight. Credibility Issue
Charter operators have filed complaints about alleged illegal use of Isle of Man aircraft, mainly when they had bid unsuccessfully for the flight bookings only to see an M-registered aircraft apparently handling the job. At a regional forum held by the European Business Aviation Administration in January, EBAA president Brian Humphries openly questioned whether Isle of Man aircraft are straying into illegal charter, and delegates spoke of the use of short-term leases to circumvent
The Isle of Man aircraft registry, limited to private or company-owned aircraft that may not be used for commercial operations, is said to be the fastest growing such listing. Officials tout the ease of use of the registry as a key benefit.
Isle of Man rules. But last month Humphries praised the Isle of Man authorities for their cooperation on the issue. Increasingly aware of the damage this could inflict on the registry’s credibility, Johnson told AIN that the Manx CAA had received no hard evidence to support reports of such flights, which were a worldwide problem not restricted to certain locations. A former head of the UK CAA flight operations inspectorate, Johnson cited one report from that authority
concerning an alleged charter flight to New York by “a very well-known Farnboroughbased operator,” but records showed the Manx-registered aircraft had been in Moscow on the date in question. “There’s no way we would be a ‘soft touch.’ If we had evidence, we would face [suspected illegal operators, who face] potential imprisonment,” said Johnson. “If anyone has evidence of commercial activity by Manx aircraft, we need to know registration, date of
flight [et cetera]–then we can challenge alleged operators. But we just keep hearing stories. We will investigate any evidence and take appropriate action.” The Manx authorities believe the registry may be the only one that requires owners to sign a form indicating that their aircraft will be operated only privately. Johnson said that because of the rule against aerial work, there are no flight-training organizations on the register. He acknowledged that the local CAA has said little publicly for
fear of appearing defensive in the face of what it regards as groundless accusations. The British Business & General Aviation Association’s (BBGA) chief operating officer, Marc Bailey, sees industry concern about alleged commercial use of private aircraft as a product of “classic rumor-mongering” unsupported by facts. One charter broker suggested that hiring a crew and renting an aircraft as two separate but coincident arrangements covering the same very short period would allow third-party commercial use that would circumvent Isle of Man rules, but Bailey said a hypothetical case like that would “not stand up in court.” However, it would constitute flying for hire or reward, although the BBGA official agreed that in such a scenario the charterer might not realize the liability or legal obligations involved. In addition, any private aircraft insurance would be invalidated. o
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This CAE Tropos 6000 visual of a Falcon 7X taxing to a parking spot at London City Airport looks almost realistic enough to be a photograph taken from a hovering helicopter.
CAE plans to expand in emerging bizav markets by Curt Epstein Flight training provider CAE is preparing to double its global network of business aviation training centers over the next two years. In a major vote of confidence in an industry recovery, the U.S.-based group recently added a business aviation facility in Amsterdam. Next year, it plans to open centers in Mexico and Brazil and by 2013 it expects to add another at a location in Asia still to be determined. The Mexican center, to be established in Toluca near Mexico City, will initially include Learjet 45 and Bell 412 simulators, while the site in São Paulo will begin operations with a convertible Embraer Phenom100/300 unit. The eventual location of the Asia facility has been narrowed down to three potential choices, according to Jeff Roberts, president of CAE’s civil simulation products, training and services group, who added that training for largecabin aircraft such as Gulfstreams, Bombardier Globals and long-range Dassault Falcons would likely be among the programs offered. CAE began this year with four business aviation facilities, including its flagship 36-simulator center in Dallas, Texas, along with its operations in Morristown, New Jersey; Burgess Hill, UK; and Dubai. During the first quarter of the year, the Amsterdam training center, which has been open for some time serving the commercial aircraft market, saw the addition of a pair of level-D simulators for Bombardier’s Challenger 604 and 300. “We’ve worked very closely with Bombardier to bring the program up to speed very quickly with very high quality instruction,” Roberts, CAE’s group president, civil simulation products, training and services. “The curriculum we are offering is
very specific. It’s not one that we’ve taken and reconfigured from the FAA; it’s an EASA-/JAA-based program.” Based on current industry trends, the company has decided to expand its international footprint with the addition of three new training centers, according to Roberts. “I think everybody has seen the increasing levels of interest and activities in what I would call the emerging or developing markets for business aviation,” he told AIN. “Now there’s even more activity in Central and South America, more activity in Asia, and more activity in the Commonwealth of Independent States.” Plans call for each of the new training facilities to include four to six bays with eventual expansion being dictated by demand. “It’s all about trying to be customer centric and listening to the market,” said Roberts. “I wish it was more sophisticated, but we’ve just got to listen to our customers.” In addition to the expansion plans, over the past year, among its existing centers, CAE (Stand 1051) increased its fleet of full-flight simulators by approximately 20 percent, adding a Cessna Citation II and Learjet 40/40XR/45/45XR at Burgess Hill; a Dassault Falcon 50EX and Embraer Phenom 100/300 in Dallas; a Cessna Sovereign in Morristown; and a Falcon 900EX EASy/2000EX EASy and Falcon 7X in Dubai. Overall, the company now provides training on more than 80 different models of business aircraft. Given the recent economic downturn, Roberts believes that level of growth well demonstrates his company’s long-term commitment to the industry. “In the face of this challenge, I think a lot of companies
pulled back on investment. We kept investing in R&D, so we are very proud of that.” In terms of market conditions over the past year, CAE saw a continued decrease in training for smaller aircraft, while the global appetite for instruction on larger, longer legged airplanes remained fairly firm, leading Roberts to note that the industry still remains highly stratified. “It’s a bit different market than it was prior to the global economic crisis; it’s operating a bit differently. If you look at the metrics just around the big
airplanes–the number of airplanes for sale, the utilization of those airplanes and the number of orders for those airplanes– it’s very robust,” he said. “Price points on those used airplanes maintain themselves, so that certainly is the best of the best and then as you work your way down, it gets a little bit more difficult.” Roberts said the company has seen some recent improvements in interest among midsized aircraft training but he added that the demand for smaller airplanes remains challenging. o
CAE’s Amsterdam facility (above) now houses a pair of level-D simulators for Bombardier’s Challenger 604 and 300.
Embraer CAE Training Services, a joint venture between the two companies, positioned the first fullflight Phenom 100/300 simulator (left) at CAE’s Dallas, Texas location.
www.ainonline.com • May 17, 2011 • EBACE Convention News 49
180
Charter demand recovering, but prices are still squeezed by Charles Alcock
According to Avinode business manager Magnus Henriksson, it is light jets like the Cessna CitationJet and Citation II that are feeling the squeeze as demand for smaller aircraft continues to soften in Europe. But, bucking the trend, is the same manufacturer’s Citation Mustang, which clearly has stolen the thunder of its larger, older siblings. In the past 18 months or so, the number of Mustangs available for charter has more than doubled. With the average flight segment for European light jet users being just one or two hours, and carrying an average of between one and three passengers, the Mustang appears to deliver exceptional value for its price. Henriksson has predicted that growing numbers of Embraer’s new Phenom 100 and 300 models will have an equally profound impact on the light-jet sector over the next couple of years. The Phenom 100 and the Mustang essentially straddle the line between the light and very light jet categories. In this respect they are continuing to benefit from the failure of VLJ contenders such as the Eclipse 500 to get to the marketplace. The super light jets (that is, those between the light and midsized categories) are actually extremely popular in Europe. However, since this is a very small aircraft category they have a fairly limited effect on overall demand (only 15 percent last month). The Citation XLS is a very popular example of a class that also includes the Excel, the Phenom 300 and Bombardier’s Learjet 40s and 45s. Part of the reason for the overall decline in demand for light jets is the disappearance from the market of
160 140 120 100
Large Jets Popular
But thank God for Russians, who to no small measure are behind the further resurgence of demand for heavy jets. “A lot of this demand is driven by Eastern Europe,” said Henriksson. “Moscow is too far away [for passengers to fly to and from in light jets] and Russians generally prefer bigger aircraft.” Generally speaking, the heavy-jet sector also has been bolstered by the fact that those at the top end of the wealth ladder are still very wealthy, even if they did incur some losses in the crisis, and they certainly have little or no inclination to start using the airlines again. The midsized-jet category’s position in the European market continues to be pretty stagnant, having fluctuated between 13 and 15 percent of trip requests over the past 12 months. There are pockets of demand for midsized aircraft in places such as Turkey, where Hawker 800s and 850s are popular for the somewhat longer trips that the country’s business community has to make into Europe, North Africa and the Middle East. Similarly, the super-midsized category has barely seen its share of the market rise above 20 percent since the last EBACE, and it stood at 19 percent last month. In reality, there aren’t too many of this class of jet in the European charter sector. However, Henriksson indicated that Embraer’s Legacy and Bombardier’s Challenger 300 are proving extremely popular. “They offer a great comfort level at a very good price, compared with heavier jets,” he told AIN. Avinode’s data for the 12 months since the last EBACE show also shows better stability in flight-hour pricing, but with rates still markedly down on pre-crisis levels. This means that charter operators are still some way from full recovery, especially given that their margins are increasingly being squeezed by rising costs, such as fuel. The most noticeable movement in Avinode’s pricing index for Europe over the past year has been in the light-jet category, and even here the overall swing has never exceeded three points from the starting position in May 2010. Behind these figures, Mustang prices have in fact increased, but the whole category has been pegged back by reduced rates for larger lights jets, which have had to accept lower yields to try to compete with the new Citation. Unlike in the U.S., where the charter market has to a great extent been able to mitigate the impact of higher fuel
00 EBACE Convention News • May 17, 2011 • www.ainonline.com 50
80 60 40
United Kingdom Germany Total EU SOURCE: AVINODE
customers who were just taking their first steps in private charter before the financial crisis struck in 2008. Most of these people appear to have gone scurrying back to the airlines, and the charter sector faces a challenge to coax them back to their entry-level offering.
20 0
350
May ’10 June ’10 July ’10 Aug. ’10 Sept. ’10
Oct. 10
Nov. ’10 Dec. ’10
Jan. ’11
Feb. ’11 March ’11 April ’11
Avinode Charter Demand Index: Southern Europe
Spain France Italy Austria Switzerland Turkey Total EU
300
250 EBACE/Illustrator Stuff/215Index_N_europe.eos
200
150
100
50
0
350
SOURCE: AVINODE
Small-Aircraft Demand Sluggish
Index: Northern Europe
May ’10 June ’10 July ’10 Aug. ’10 Sept. ’10
Oct. 10
Nov. ’10 Dec. ’10
Jan. ’11
Feb. ’11 March ’11 April ’11
Avinode Charter Demand Index: Russia & CIS
300
250 EBACE/Illustrator Stuff/215Index_S_europe.eos
200
150
100
50
0
Ukraine Kazakhstan
Moscow Region St. Petersburg Region May ’10 June ’10 July ’10 Aug. ’10 Sept. ’10
Oct. 10
costs by resorting to fuel surcharges that appear separate from the hourly rate on invoices, European customers just won’t accept this practice. This has left European operators largely having to shoulder the increased cost burden or subtly building some of it into the hourly rate. EBACE/Illustrator Stuff/215Index_Russia.eps So with profit margins generally still squeezed and costs still rising, it has never been more imperative for operators to make more efficient use of their assets
Nov. ’10 Dec. ’10
Jan. ’11
SOURCE: AVINODE
The recovery in the private and business charter industry is continuing in Europe, but with significant variations in terms of where demand is bouncing back and for which types of aircraft. These are the main conclusions from new data generated for AIN by online charter portal Avinode (Stand 843) ahead of this week’s EBACE show. One key trend that Avinode identified at the end of 2010 is the continued decline in demand for the majority of light jets. This time last year, this accounted for 30 percent of requested trips in Europe. Overall in 2010, light jets on average amounted to 26 percent of requests but as of the end of April had slipped to just 23 percent (having been as low as 18 percent in January 2011). By contrast, large-cabin aircraft (or heavy jets, as Avinode categorizes them) are well and truly in the ascendency. When EBACE 2010 opened, they represented 23 percent of all trip requests but had climbed to 29 percent as of last month (having peaked at 32 percent in January).
Avinode Charter Demand
Feb. ’11 March ’11 April ’11
by doing more to market availability of empty-leg flights and positioning their aircraft more flexibly to where demand is concentrated at any given time. This is where Avinode claims it comes in. There is no doubt that its recently upgraded system, which now makes it easier for operators and flight bookers alike to identify empty-leg availability between any given city pair, makes improved asset utilization more viable.
103
Avinode Charter Price Index
102
35
are constrained by contracts with their owners, which stipulate that a jet always has to return directly to its home base after every flight. Also, the ability of operators to establish satellite operating bases around Europe can be undermined by high local labor costs and difficulties in accessing airport infrastructure. For instance, there is great demand for charter here in Geneva, but overcrowding at the airport
101 100 99 98 97 96
Requested Aircraft Categories European Departures
Heavy Jet Midsize Jet Super-midsize Jet Super-light Jet Light Jet
95
30
SOURCE: AVINODE
To help users really get the most from its system, Avinode has launched a series of “academies” to provide guidance and training. The first two events were held in the Swedish company’s home city of Gothenburg and in Moscow. Next month, the event moves on to Miami. But tapping the technology to its full potential is only part of the equation, Henriksson acknowledged. Some operators offering managed aircraft for charter
94 May ’10 June ’10 July ’10 Aug. ’10 Sept. ’10
Oct. 10
Nov. ’10 Dec. ’10
Jan. ’11
Feb. ’11 March ’11 April ’11
25
20
15
5
Heavy Jet Midsize Jet Super-midsize Jet Super-light Jet Light Jet
SOURCE: AVINODE
10
0 May ’10 June ’10 July ’10 Aug. ’10 Sept. ’10
Oct. 10
Nov. ’10 Dec. ’10
Jan. ’11
Feb. ’11 March ’11 April ’11
means that non-based aircraft can be required to reposition within 24 hours. Avinode’s breakdown of charter demand by country shows the UK and Germany continuing to dominate northern Europe. Further south, Austria and Switzerland stand out as hives of charter EBACE/Illustrator Stuff/215Pricing.eos activity (in terms of demand for flights departing these countries), with continued fluctuations in demand between the leading Mediterranean countries: France, Spain and Italy. Interestingly, demand levels do not directly correspond with the apparent economic fortunes of the countries
concerned. The economies of Spain and the UK have taken a real battering over the past 12 months, but demand for flights here has been fueled to a large degree by requests made for travelers who are not based in these countries but nonetheless need to fly to and from them. Ending on a high note, Henriksson stands by his prediction that 2011 will deliver another good summer for the European charter sector. The summer of 2010 was a huge morale-boost for the industry and Avinode sees more of the same coming, so get ready to make hay while the sun shines. o
EBACE/Illustrator Stuff/215Categories.eos
www.ainonline.com • May 17, 2011 • EBACE Convention News 51
FlightSafety refocuses on Asia, Mideast markets by Curt Epstein After a year best described as challenging, flight-training provider FlightSafety International (Stand 1758) has seen an uptick in business since January and is adding another training site to its worldwide network, as well as several new training platforms at some of its locations. “We are seeing a little bit of life here in the first quarter,” said Eric Hinson, the company’s executive vice president. “There’s been some resurgence in terms of overall training activity, but of course we’re very focused on what’s going on in the rest of the world.” Like most in the business aviation industry, the company has noted the changing patterns. “As with our OEM partners, the higher growth rates right now are in the other parts of the world: Asia, the Middle East and, to some extent, South America,” he said. “Those are the areas where even though the underlying level of activity is much smaller than it is in Europe and North America, it is growing much more rapidly.” To meet that growth, the company said it will be expanding its Asian footprint early next year with the addition of a
Gulfstream 450/550 full-flight simulator–the first Gulfstream simulator in Asia–at a temporary facility in Hong Kong. “We see a growing demand for training in Asia,” noted Hinson. “It’s certainly a market that is getting to the point where it can support dedicated training in the region.” The company plans eventually to build a permanent facility that will house its regional headquarters as well as a 10-bay training center that could accommodate 3,000 trainees a year. Another recently announced addition to the training provider’s Farnborough, UK facility is a Bombardier Challenger 605 level-D simulator currently being built and scheduled to be operational next year. “We’ve already got a lot of interest in terms of folks in Europe interested in training on that simulator because, currently, the only provider of training on the Challenger 605 is Bombardier,” said Hinson “Both of their simulators are located in North America, so this will be the first [605] simulator in the European market.” In January, New York-based FlightSafety began training on its first FAA- and EASA-approved Falcon 7X simulator at its Dallas, FlightSafety’s Farnborough training center will soon be receiving the first Bombardier Challenger 605 full-flight simulator in Europe. The training company is tailoring its maintenance training programs (below) to meet rigorous EASA typespecific requirements.
FlightSafety’s Gulfstream 450/550 full-flight simulator (above) will be deployed next year at a new location in Hong Kong. The company’s Paris facility at Le Bourget (left) hosts its European Pratt & Whitney Canada engine maintenance training center.
Texas facility, which is proving to be a draw for international clients. “We’re finding that many customers, both new and long-time in Europe, are coming to the U.S. to train with us in Dallas,” he said. “Even though there is training available to them in Europe, they are coming over.” Hinson said he believes that, so far, European customers have made up approximately 25 percent of the com pany’s 7X business. In response to fractional-aircraft provider NetJets’ recent massive order for up to 120 longrange Bombardier Global jets, FlightSafety was named as the authorized training partner. (Warren Buffet’s Berkshire Hathaway owns both FlightSafety and NetJets.) FlightSafety will be
building a full-flight simulator for the Global 5000 and Global Express Vision, which will be installed at the company’s Columbus, Ohio facility. “The most important part is that we will have training available to third parties, so it’s not exclusively NetJets,” Hinson told AIN. “FlightSafety will provide training to all Global Vision customers.” Another upbeat area for the company is the agreement it signed last year with Pratt & Whitney Canada to provide engine maintenance training. The European engine maintenance facility is located at FlightSafety’s Paris Le Bourget training facility. Hinson said that, based on customer feedback, the growing partnership has been a success.
In service since the beginning of the year, FlightSafety’s EASA-approved Falcon 7X level-D simulator, located at its Dallas, Texas facility, has attracted numerous European clients.
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The company is also investing in its maintenance training programs to meet EASA requirements calling for specific aircraft type training for technicians, Hinson said. “As that becomes a requirement, we are receiving EASA approval for both theoretical and practical training,” he added. According to the company, it has already implemented more than 100 EASA-approved engine, avionics and airframe maintenance courses for aircraft such as the Cessna CJ3 and CJ4. It also is working on programs to support maintenance training on the Gulfstream 650 and 250 ahead of their entries into service. FlightSafety is most recognized as a corporate aviation training entity, but it also one of the world’s largest rotorcraft instruction providers. It is the authorized training provider for Bell Helicopter and Sikorsky and is currently working to improve its relationships with European helicopter OEMs such as AgustaWestland and Eurocopter. As such, the company has recently focused on this area, creating several new simulators for light helicopters such as the Bell 206 and 407 as well as the Eurocopter AS350 and EC135. While all these devices are located in the U.S., the training provider expects to soon expand its presence in Europe. At its Farnborough facility, it houses a Sikorsky S-92 simulator that generates a large amount of activity from North Sea operators. “We are exploring a number of options to better serve that market as we go forward,” said Hinson. o
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Sentinel 100L stands guard 24/7 Oviv Security Technologies is demonstrating an enhanced version of its Sentinel 100L aircraft security system here at the EBACE show, with displays both inside (Stand 1859) and on the static display. The
French company launched the Sentinel 100L in 2008 as a ruggedized, self-contained system secured to the landing gear that requires no retrofit or modification of the aircraft. The Sentinel 100L uses a
combination of high-frequency motion detection and four highresolution CMOS cameras to provide a surveillance perimeter with 360-degree coverage. The system can be deployed quickly by pilots or ground handlers,
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and within minutes can notify the pilot or other designated person of an intrusion of the security perimeter. It can deliver real-time video images of an intrusion on a remote-control smart phone. The remote-control option, accessed via GSM, Internetbased GPRS or Bluetooth, was introduced last year. The new unit has a user interface with a large touchscreen display, providing access to all Sentinel 100L functions. Through password-protected access, users can manage the system’s operating profiles and set up personnel to receive security messages. They can choose between seeing video-on-demand of the protected aircraft or receiving only intrusion notifications. The system can provide time-stamped intrusion reports and videos. Multi-threat Protection
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Honeywell TFE731-50R-powered, wingletted Hawker 800XPR nears certification.
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First Hawker 800XPR mod expects certification soon by Mark Huber
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56 EBACE Convention News • May 17, 2011 • www.ainonline.com
Hawker Beechcraft Corp. (HBC) is nearing certification of its Hawker 800XPR upgrade, which features winglets and more fuel efficient Honeywell TFE73150R engines. The initial program aircraft, a year 2000 Hawker 800 model with 3,800 hours belonging to Denmark’s JoinJet, was fitted with HBC factory winglets at HBC’s factory-owned service center in Chester, UK, and flown to the U.S., where the new engines are installed. Following certification, the full $3.795 million package will be available to customers at either HBC Chester or HBC Little Rock, Arkansas. Customers may select menu items in addition to the winglet and engine upgrade, such as avionics and interior upgrades, at additional cost for installation during the modification, which is expected to take an average of six to eight weeks. The 800XPR program was announced at last year’s EBACE show and is expected to have particular appeal to European operators looking to minimize the impact of Europe’s emissions trading scheme, reduce direct operating costs and dramatically improve hot-and-high performance. More than 600 aircraft currently in service could potentially qualify for the program. Brian Howell, HBC vice president for strategic aftermarket integration, said customer interest in the upgrade package has been strong. He said the upgrade will yield a 35-percent reduction in direct operating costs, 32-percent reduction in Honeywell MSP costs, 40-percent increase in overhaul intervals, 7-percent reduction in specific fuel consumption, better climb performance and high/hot performance increase of up to 24 percent including dramatically increased range. Hot-section inspection intervals increase from 2,100 to 3,000 hours and overhaul
intervals increase from 4,200 to 6,000 hours. The new engine warranty is five years. Range (ISA, sea level, six passengers and baggage) increases from 2,495 to 2,795 nautical miles. However, from elevated airports, the increases are more dramatic. For example, out of Aspen, Colorado, on a 28-degree Celsius day from a 7,000-foot runway, range is extended by 55 percent from 1,180 to 1,663 nautical miles. JoinJet (Stand 1670) was seeing a significant increase on its aircraft with just the winglets, even before the new engines were installed, said general manager Kristoffer Sundberg. Prior to the winglet installation, the firm’s airplane could
Fuel-efficient Honeywell TFE731-50R engines power the Hawker 800XPR.
take only four passengers and luggage from London City Airport direct to Moscow; with winglets it could accommodate seven passengers on the same route. Sundberg said the full XPR package will allow his firm to operate from Northern Europe direct to North Africa with a respectable passenger load. Sundberg also noted the reduced ETS costs with the Dash 50R engines, calling it “a huge selling point.” He said the reduced support program costs with the XPR package translates to “a year or so of free operating costs.” The Honeywell TFE731-50R uses an N1 digital electronic engine control with hydromechanical backup, a scaled widechord damperless fan, improved blade and vane cooling and a more durable compressor that extends engine life. The 800XPR winglets are designed and manufactured by HBC and are identical to those on the Hawker 900XP. o Kristoffer Sundberg (left), general manager of JoinJet, and Brian Howell, Hawker Beechcraft vice president for strategic aftermarket integration, seal the deal for JoinJet to become launch customer for the new Hawker 800XPR.
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Head-up displays sized for smaller aircraft by Matt Thurber New technology is finally enabling avionics manufacturers to make head-up display (HUD) systems smaller, and Rockwell Collins is first out of the gate with the new HGS-3500. While it wasn’t able to bring a working model of the device to Geneva, the company is displaying a mockup at EBACE (Stand 7036) to show the unit’s stowable capability. The new Rockwell Collins HGS-3500 head-up guidance system is targeting light to midsize business aircraft ranging from single-engine turboprops to midsize jets. At roughly one fifth the installed cost of a typical long-range jet’s HUD, the HGS-3500 promises to bring the safety benefits of HUD technology into many more cockpits. The new HUD is designed to fit cockpits equipped with the Rockwell Collins Pro Line Fusion avionics suite. No announcements have been made as to which aircraft will be first to feature the HGS-3500, but the company is in discussions with several aircraft manufacturers, according to Adam Evanschwartz, the U.S. group’s principal marketing manager. HGS Benefits
The benefits of a HGS, which only larger aircraft have been able to offer so far, Evanschwartz said, “are that the eyes-forward flight path [makes it] easier and safer to manage energy, not only on approach
and landing, but in all sorts of situations.” A 2009 Flight Safety Foundation study showed that HGS technology could have helped prevent 38 percent of accidents that occurred over a 12-year period. According to
The HGS-3500 is designed to fit cockpits of light to midsize business aircraft equipped with Rockwell Collins’s Pro Line Fusion avionics suite.
The eyes-forward flight path afforded by an HGS makes it easier and safer to manage energy on approach and landing and in other situations, such as during takeoff.
Rockwell Collins, “The study also came to the conclusion that a staggering 69 percent of landing and takeoff accidents and 57 percent of loss of control could have been avoided if the pilot had access to the information available on a HGS.” The breakthrough made by Rockwell Collins engineers was to fit the HGS-3500 into one 12-pound unit that mounts in front of the pilot. Larger Rockwell Collins HGSs consist of heavier systems with a projector mounted behind the pilot to play the image on a combiner screen in the pilot’s view. The HGS-3500 is comprised of an active matrix LCD with LED backlights. It feeds the image into the top of the
Rockwell Collins Receives Final Fusion TSO The FAA issued the final in a series of 50 Technical Standard Orders (TSO) for the Rockwell Collins Pro Line Fusion avionics system last week. The next step for Fusion is the STC for installation in Rockwell Collins’s Challenger 601 test airplane followed by certification on a Bombardier Global Express XRS. Pro Line Fusion has been selected for Bombardier’s XRS and Global 5000, Learjet 85 and C Series, Embraer’s Legacy 450/500, the Gulfstream G250 and Mitsubishi Regional Jet. Rockwell Collins noted in an 8-K statement filed with the SEC on April 21 that it agreed to an interest-free unsecured loan of $237 million to Bombardier on April 20. The loan must be repaid in 60 days following the final TSO approvals for the Fusion system. According to Rockwell Collins, “The company entered into this agreement with Bombardier to assist them by offsetting some delays they are experiencing in receiving customer advance payments on their Global Vision aircraft program.” The XRS/5000 Fusion programs are on time, according to Bombardier. Pro Line Fusion delivers synthetic and enhanced vision, including synthetic vision on a head-up display, MultiScan weather radar, geo-referenced electronic charts, terrain maps, graphical weather, airport surface management system, graphical flight planning and networking of ground and onboard systems. –M.T.
Rockwell Collins is showing the stowable capability of its HGS-3500 capability via a mockup here at EBACE.
HUD glass, which then spreads it out so it fills the entire image space. Like larger HGSs, it meets head-injury criteria standards that protect pilots in case of an accident. While the HGS-3500 offers a slightly smaller field of view, lower luminance and lower resolution than larger Rockwell Collins HGSs, the result for the pilot is functionally the same, Evanschwartz explained. All the symbols on the device will look the same as they do on larger HGS in terms of size, resolution and placement to pilots. The HGS-3500 will display the Fusion’s synthetic-vision system (SVS) view as well as infrared enhanced vision (EVS). A yoke switch will allow pilots to select between the normal, SVS and (if an infrared sensor is installed) EVS views. Rockwell Collins plans to fly the HGS-3500 on its Challenger 601 next year, and certification of the new system should take place in 2014 or 2015. The company hopes to gain U.S. FAA approval for lower approach minimums using synthetic vision on the HGS. Pro Line Upgrades
The manufacturer also announced recently that it is adding capabilities to business jets
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equipped with older versions of its Pro Line avionics. In addition, it recently received new certifications for the Dassault Falcon 50/50EX and Hawker Beechcraft’s Beechjet 400A/ Hawker 400XP. The company’s recently granted FAA supplemental type certificate (STC) for the Falcon 50EX equipped with CRT-based Pro Line 4 avionics covers the upgrade to a Pro Line 21 system with 10- by eight-inch LCDs. The benefits of the LCDs include the ability to display features of the Rockwell Collins Integrated Flight Information System (IFIS). The Pro Line 21 upgrade also includes an FMS upgrade with wide-area-augmentation system localizer performance with vertical guidance (Waas LPV) GPS approaches. The system is upgradeable to add ADS-B and datalink capabilities in the future. IFIS delivers high-resolution electronic charts to cockpit displays, according to Rockwell Collins, as well as XM graphical weather products like Nexrad,
lightning data, satellite images, winds aloft and enhanced navigation maps. The company plans next to add a Pro Line 4 to 21 STC for the Falcon 2000/2000EX. For the Falcon 50 equipped with Pro Line 21 avionics and Beechjet 400A and Hawker 400XP jets with Pro Line 4 systems, Rockwell Collins is offering an STC to add Waas LPV satellite-based augmentation system approach capability. It now holds 22 STCs for Waas LPV systems. The Rockwell Collins GPS4000S receiver is approved under an STC for aircraft equipped with Pro Line 4 and 21 systems, making the GPS upgrade complementary to the LPV upgrades. The GPS-4000S is qualified for primary means of navigation, eliminating the check for receiver autonomous integrity monitoring. Another benefit of the GPS-4000S is compatibility with other countries’ satellite-based augmentation system networks, such as Europe’s Egnos and Msas in Japan. o
Barclays Restructures aircraft finance Barclays has made changes to its business jet financing unit, and representatives from the UK bank are at EBACE to discuss them with prospective clients. Barclays corporate jets and superyachts team (CJ&S), previously a part of Barclays Corporate, will now move under the umbrella of Barclays Wealth. According to Jon Henley, vice president of credit structuring, CJ&S, the move will allow the company to improve and streamline its aircraft financing process. “It was always offered by Barclays corporate and 90 percent of the transactions I was booking were from clients at Barclays Wealth,” he said. “That just wasn’t an ideal place to be because you presented to credit committees used to seeing balance sheets of public companies and you are presenting the financial position of an individual, which is a very different case. This type of product was a much better fit within Barclays Wealth.” Due to increases in business, Barclays Wealth has recently relocated its Geneva office to larger premises. –C.E.
communicate without boundaries
Honeywell’s Small SwiftBroadband SATCOM System lets you call, email, text and browse the World Wide Web worldwide. This new, smaller system enables passengers on mid-size business aircraft to take advantage of SwiftBroadband technology—today’s preferred air-to-ground link for worldwide connectivity. SwiftBroadband can accommodate voice and data transmissions at up to 432 kbps. So, you and others onboard can use more advanced applications simultaneously, including Wi-Fi high-speed Internet access, smartphones, text messaging and email. See and hear the latest in uninterrupted worldwide communications.
Stop by EBACE Stand 7052 for a demonstration. engagehoneywell.com. ©2011 Honeywell International Inc.
With the Cessna Columbus (below) shelved for now, Pratt & Whitney Canada has been casting its net wider in the hunt for an application for the PW810 (above).
The PW300 series powers the Falcon 2000LX and 7X, Learjet 60 and 85, Cessna Citation Sovereign and Hawker 4000.
Geared turbofan for bizav not suited to all missions by Nigel Moll Business aviation will still be burning fossil fuels in things that are recognizable as turbine engines 30 years from now. That is the prediction of Richard Dussault, Pratt & Whitney Canada’s vice president of marketing for regional airline and helicopter engines, who spoke with AIN recently at its parent company’s West Palm Beach facility in Florida. Like its competitors in the aircraft propulsion business, P&WC is working on ways to get yet more energy out of each drop of fuel and create fewer emissions, and the weapon of choice for parent company Pratt & Whitney is the geared turbofan (GTF), which has been picked to power three new airliners so far: Bombardier’s C Series, the
Mitsubishi Regional Jet (MRJ) and a re-engined single-aisle Airbus called the A320 Neo. The promise of GTF technology for the airlines raises the question of whether it can propel future business jets to new levels of efficiency. Answer: It depends. The PW810 that would have powered the Citation Columbus, had Cessna not shelved that large-cabin jet program early in the recession, has the core of the GTF that will power the MRJ, but development of that turbofan engine is now on the shelf too, pending a new business jet application. Work on the core continues, however. “We designed one core to use on both
the [MRJ-size] GTF and a business jet turbofan producing between 10,000 and 18,000 pounds of thrust,” said Dussault. “The Columbus would have used the lower end of that thrust spread, and something in the class of the G650 would use the upper end.” P&WC did propose PW800-series engines to Bombardier to power the new Global 7000/8000 long-haul jets, but the Canadian airframer instead opted for GE Aviation’s new Tech-X engines to power its new flagships. P&WC remains on the prowl, confident that demand for business aviation in India and Asia will move more long-range bizjet contenders from design to manufacture and inspire more engine applications for which to compete. Compatibility of GTFs with business jets is more a function of mission length than airplane size, according to Dussault. “We’ve done the ‘trades’ for a long-range business jet, and we weren’t getting enough fuel economy to warrant having the larger size and greater weight of a GTF,” he explained. “Although you get the fuel advantage you need, geared engines are larger and heavier, and I think there would be resistance against making the airframes bigger and heavier to get the efficiencies that come from a GTF. The GTF is scalable, but it depends on the mission.”
NIGEL MOLL
Suited to Small Jets
Above, left to right: Dave Hess, president of Pratt & Whitney; Warren Boley, president of P&W Military Engines; Paul Adams, P&W senior v-p of engineering; Peter Christman, president of P&W Power Systems; Richard Dussault, v-p of marketing for Pratt & Whitney Canada; Jim Maser, president of P&W Rocketdyne; and Bob Saia, v-p of Next Generation Product Family for P&W Commercial Engines & Global Services.
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In Dussault’s view: “A GTF is better suited to smaller business jets because they do not fly the mission profile of the large-cabin business jets, which is to climb to high altitudes quickly and stay there for great distances, but rather the
smaller jets fly 1,500 miles or so.” Even if business jets do not adopt the big geared fan up front, they benefit from the GTF’s core. “The key enabler for a high-efficiency turbofan such as the PW800 is the core,” he maintained. “And people like the fact that when the PW800 does join the business-jet fleet its core will have accumulated a million hours in the C Series and MRJ. It is designed to provide the durability and reliability that commercial operations require.” P&WC’s PW800 series might have fallen off the Columbus and lost out to GE on the new Globals, but the company is on some solid programs with the PW300 series (Falcon 2000LX and 7X, Learjet 60 and 85, Cessna Citation Sovereign and Hawker 4000) and PW600 series (1,700 of which have been shipped for Eclipse 500s, Mustangs and Phenom 100s since the engine was certified in 2006). P&WC engines are also aboard three new helicopters a-birthing–the EC175, S-76D and AW169–all of which are destined to play a key role in the expanding search to satisfy our insatiable appetite for oil. The Canada-based engine makers’s workforce has remained “fairly stable” over the course of the recession. The payroll currently stands at around 9,200, down from a little over 10,000, but of the 1,500 departures through attrition and early-retirement packages, none affected the ranks of engineers. “Engineering was never cut back and in fact grew. We’re hiring more engineers now,” said Dussault. “Even in downturns we try to maintain the same level of investment in engineering so we’re poised to take advantage of a recovery.” o
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Cambridge Airport is seeking new FBO partner by Ian Sheppard Cambridge Airport owner the Marshall Group is looking to take its 18-month-old Marshall Business Aviation Centre (MBAC) to the next level by linking up with a big-name FBO group. The UK airport is courting prospective partners here at the EBACE show (Stand 780). According to Archie G arden, who was appointed as the airport’s director in January, the privately owned airport already sees 250 business aircraft movements a month. He claimed that this represents about 5 percent of business aviation activity in the London area. Cambridge is about 60 miles northeast of central London and provides good access to large parts of eastern England. In the past, the Marshall family, which has owned the airport for three generations, has shied away from promoting the airport for commercial use because it has largely been used for its aerospace engineering work for various air forces–for example, overhauling and modifying Lockheed Hercules aircraft. However, Garden pointed out that the military customers have meant that the airport is extremely well equipped to serve Cambridge and the surrounding area, which is renowned for its entrepreneurial companies in high-tech industries such as computing and medicine, many of which have their roots in the world-class University of Marshall Group wants to expand the maintenance services offered at its Marshall Business Aviation Centre by linking up with a big-name FBO group.
Cambridge. Add to this the fact that the center of British horse racing is in the nearby town of Newmarket, and that Cambridge is within an hour’s drive of London (it is 60 miles north), then all the ingredients are in place for a real airport success story, Garden said. Just under a year ago, the airfield’s 6,447-foot main runway was resurfaced. The Marshall Group also has invested in a new GPS approach to complement the instrument landing system. Growing the Maintenance Center
On the maintenance front, MBAC is already a Cessna authorized service center– reflecting long-standing ties between the Marshall Group and the U.S. airframer. G arden said the maintenance activities currently carried out in the MBAC facility, for customers such as fractional ownership provider NetJets Europe (which recently renewed its contract), will soon be moving into a larger hangar as Marshall Aviation Services strives to grow that part of the business. This, said Garden, will mean hangar parking for its homebased customers. “We’re already selling this now–and from October 1 the hangars on either side of the FBO will also be available wholly to the airport. We can take 30 aircraft of Cessna Citation XLS size,” he explained. Growing the business activities at Cambridge since Marshall decided to allow its promotion has not been dif ficult, said Garden. “We have
never advertised the facility– people haven’t really known that there is an airport [at Cambridge] but as we’ve spoken to the press about [our ambitions] we have started to see it grow,” he said. Minimal Olympics Prep
The airport is up to 30,000 movements a year (3,000 a year being business aircraft) and revenue is already up by a recession-bucking 86 percent. A big attraction for operators has been that Cambridge is north of London’s busy controlled airspace (which covers London City, Heathrow, Gatwick and even Luton and Stansted). As an added bonus
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the airport will be six miles north of the 2012 Olympic Games restricted zone. “It’s working wonderfully,” said Garden, showing that “Cambridge itself hasn’t been so badly hit by the recession” as other areas of the UK and Europe. He added that the 2012 Olympics would be a key event for MBAC, but stressed that the airport is not going to cram in as many aircraft as possible because its priority is that business continue as usual for its regular customers. However, operators are being invited to pre-book parking space (with a deposit of approximately $8,000) and if this is successful, a temporary hardstanding area will be created to accommodate even more aircraft. “The Olympics is not a moneymaking opportunity for us–it is about offering value,” said Garden. “Our brand is everything–it’s about service and quality.” Garden is particularly interested in operators coming from the U.S. East Coast. “Cambridge is almost the first airport that flights [from the U.S. East Coast] come to before encountering [London’s] congested airspace, with the hassle of holds, and so on. It’s a true USP for us.” As examples, he suggested traffic coming out of New York (White Plains and Teterboro) and Boston would
Cambridge Airport, an alternative to busy London-area airports, hopes to attract companies to base their businesses on the 438-acre site, which boasts a 6,447-foot main runway.
find Cambridge an attractive alternative. “We get VIPs using our facilities often–and our service is exceedingly discreet.” The new Cambridge Airport director also is spearheading a campaign to attract a European regional airline to serve Cambridge and its environs, with a populace that has a high propensity for travel, about half of it being on business. At present, such travelers tend to use the other London airports as links to destinations such as Dublin and Amsterdam, but Cambridge would make more sense for around two million people, he said. Another project on the radar is to attract more companies to base themselves at the 438-acre airport site. “We are looking for companies to relocate here,” said Garden. On September 20 the airport will once again run a Business and General Aviation Day, something it started around five years ago and which has proved extremely successful. o
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Custom Control has an app, and more by Kirby J. Harrison For a decade, Custom Control Concepts (Stand 683) has been quietly making name for itself in the cabin electronics side of the business aircraft completion and refurbishment industry,
providing everything from alldigital high-definition entertainment to cabin management. At this year’s EBACE show, the U.S. company is freshening up its product range, starting with
the wireless “iPlane” app that will allow the passenger to control all aspects of cabin amenities through a personal iPad, iPhone or iPod. “Control of all features of your system is a simple press
or swipe away,” said president and CEO Kurt Mayhall. The iPlane, he explained, can also control the Kent, Washington-based firm’s SkyShow moving map. The map view can be changed either by using pan, tilt and rotate buttons, or simply by tilting the iPad. To meet customer expectations, Custom Control teams
work with individual iPlane clients to create tailored customized graphic backgrounds. “Every project is special and we are the only company that has taken this into consideration when we developed a highly personalized, ‘un-canned’ app,” said Mayhall. The iPlane is already in service on several Boeing Business Jets and any existing Custom Control Concepts cabin management system can be upgraded to accommodate the iPlane. LED Lights and AVOD
Also here in Geneva, Custom Control Concepts is introducing, for the first time, a line of LED lighting, from white through the full color spectrum. With the lighting integrated into the cabin management system with builtin controllers, the system can be reconfigured anytime, and at any point desired, by the passenger. On display as well is an integrated monitor for audio/ video on demand (AVOD). This reduces the number of inseat boxes, the amount of wiring and contributes to a total reduction in weight of the entertainment system. Mayhall said the company produced the first digital audio/ video system and was the first to distribute a full, high-definition system. It currently offers “a full suite” of entertainment and cabin management equipment, including Blu-ray players, Dolby Digital Surround Sound and high-definition LCD monitors from 4.8-inch to 64-inch models. Larger Bizliners
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00 EBACE Convention News • May 17, 2011 • www.ainonline.com 64
Custom Control Concepts’ legacy is in larger bizliners, from the Airbus A318 up to twin-aisle executive/VIP aircraft as large as the A340. Mayhall figures that, to date, its systems have been installed in more than 125 bizliners. The equipment has also been scaled down for smaller business jets and configured for helicopters. Its entertainment and cabin management systems have been installed in 15 Sikorsky S-92s, as well as on a number of other helicopter platforms. Part of the Cabin Control Concepts process includes a bench test of the finished system in its integration lab, “where the customer can come in and push all the buttons and is encouraged to make any changes before the system is packed and shipped to the completion center for installation.” The most recent test was of an Airbus A340 cabin electronics package being installed by Gore Design Completions in San Antonio, Texas. o
JSSI names Seno chairman, increases European staff Jet Support Services Inc. (JSSI) has members are Susan Marr and Neil Book. Under Seno’s direction, JSSI has estabappointed CEO Louis Seno as chairman of its board of directors. The Chicago- lished a separate board of advisors with based maintenance management group the following members: Bryan Moss, forput in place a high-level advisory board mer president of Gulfstream Aerospace and added technical services personnel Corp.; Aaron Hilkemann, CEO of Duncan Aviation; Jack Young, forin Europe. mer CFO of Dassault Falcon JSSI (Stand 455), an indeJet; Craig Sincock, CEO Avfuel pendent provider of hourly Corp.; Monte Koch, Deutsche cost maintenance programs for Bank global head of real estate aircraft engines and airframes, investment banking; Neil Book, also has announced a new lowJuniper Networks vice president utilization program for the of wireless security; Joe Hagin, Pratt & Whitney PW617 engine former White House deppowering the Embraer Phenom uty chief of staff and founder, 100 light jet. Command Consulting Group; Seno joined JSSI in January With a background in and Mark Tillman, chief pilot, 2009 following a career in cor- finance, Jet Support Services CEO Louis porate aircraft financing. Dur- Sano is now chairman. Discount Tire. The JSSI board of adviing that time he held senior management positions at the business sors will provide insight and guidance aircraft units of Boeing Capital Corp. to management in identifying innovaand GE Capital Solutions. tive ways to improve business aviation. It With Seno’s appointment, Robert held its first meeting earlier this month in Book, who had been serving as chair- Naples, Florida. “It is clear that to best serve our climan, joins Joseph DaGrosa as a vice chairman of the board. The other board ents we need to actively listen to industry
MARK WAGNER
by Bill Carey
AN AIRPORT FOR ALL REASONS For one week every year, Geneva International Airport serves as host to all of Europe’s business aviation aficionados. Aircraft such as this Beechcraft King Air turboprop are on display, but, increasingly, bizav operators are finding themselves struggling to have access here.
leaders who serve those same clients,” Seno said. JSSI said it is actively supporting the rebound in business aviation in Europe by adding key personnel based throughout the continent. The company appointed Max Dolsdorf as a technical services representative in Zurich, Switzerland. Dolsdorf is certified as an aircraft engineer in Europe and is rated on numerous engine types. The company’s exclusive low-utilization
engine program for Pratt & Whitney PW617 engines includes coverage of inspections and engine compressor washes. For a monthly fee, the program covers the required low-utilization inspections, and up to eight compressor washes per year, as well as unscheduled maintenance for the Phenom 100 engine. Low-utilization coverage is available as an add-on for Pratt & Whitney 300, 500 and 600 series engines. o
www.ainonline.com • May 17, 2011 • EBACE Convention News 65
ExecuJet adds three FBOs, and spruces up Paris facilities by Liz Moscrop ExecuJet Aviation (Stand 242) has added three Spanish FBOs at Gerona, Ibiza and Palma de Mallorca to its ground-handling portfolio. “ExecuJet has chosen to expand into Spain as we view it as an area of economic opportunity,” said the group’s managing director for Europe, Cedric Migeon. “By growing our FBO bases now we are well positioned for when the Spanish economy begins to rebound. We have moved into airports that we know are already serving an increasing amount of international movements and expect the business to grow significantly in the next few years.” The Ibiza FBO comprises two offices in the general aviation terminal, and includes an operations center for crew planning and a refurbished VIP lounge. The Spanish team running the station is now preparing for the busy summer period, which begins in June and is driven by high-end leisure travelers. “We are looking forward to the upcoming season and expect at least 50 movements a month through our first summer in Ibiza,” commented ExecuJet’s European FBO director Nicole Gut. ExecuJet’s Palma base is also located in the general aviation building and will be run by a team of four experienced staff, who join the company from established Spanish FBO chain Assistair. The
At Paris LeBourget, ExecuJet has added prayer areas and two elite bedrooms, each with a view of the hangar and ramp, WiFi connection and television.
Zurich-based group, which is active in aircraft charter and management, will base a Hawker 800 at the airport. “Our expectation is that Palma will be busy all year round,” added Gut. “There is an extensive network of wealthy individuals that live and work on the island who travel all year, and an active Spanish business community traveling to and from the peninsula.” On the mainland, ExecuJet will be providing handling services through an additional FBO based in Gerona and aims to serve the expanding industrial area of Catalunya, which is continuing to develop a significant business economy. Mallorca’s Son San Joan Airport will become the company’s Spanish headquarters.
Aero-Dienst growth leads to more space and 50 new jobs German business aircraft maintenance group Aero-Dienst (Stand 1643) is increasing capacity at its Nuremberg headquarters in response to full order books. The company is adding staff and plans to take over a former airline hangar at the airport this summer, increasing capacity by 40 percent to 86,111 sq ft. “This expansion marks a further milestone in Aero-Dienst’s development and growth,” said managing director Martin Bauer. “The additional space means we will be able to provide our customers with even better service in the future, enable us to structure our work more efficiently and provide a better working environment for our employees.” Aero-Dienst said it plans to increase its workforce by around 50 people to
meet increased demand for maintenance and design engineering services. The company is seeking inspectors, mechanics and avionics specialists. Some of the positions will be filled from the company’s own ranks, through its mechanic training program. A spokesman said this year and coming years will see “particularly strong classes” reaching the end of their apprenticeships. Additional positions will be created to supplement the company’s process planning and continuing airworthiness management organization sections, part of its customer service department. The facility expansion will make room for new workshops and offices in addition to increased hangar space. More space will be available for maintenance on Dassault Falcon 2000EX EASy, 900EX,
00 EBACE Convention News • May 17, 2011 • www.ainonline.com 66
The additions mean that ExecuJet now has seven FBOs in Europe, including its existing bases in Valencia, Zurich, Berlin Schönefeld and Paris Le Bourget [in partnership with Advanced Air Support (EBACE Stand 643)]. ExecuJet Aviation Group, headquartered in Zurich, has operations in Africa, Asia, Australasia, Europe, Latin America and the Middle East. Meanwhile, ExecuJet’s 24/7 facility at Le Bourget has had a facelift and now offers en-suite bedrooms, a renovated meeting room, a prayer area and a medical elevator. The two bedrooms have direct access and views into the hangar and come with
en-suite bathrooms, TV and WiFi. The FBO offers brand-new prayer and meditation rooms for both passengers and crew. For disabled customers, the elevator provides easy access to the aircraft and hangar, turning Le Bourget into an accessible destination for customers in wheelchairs, who previously had to travel via other Parisian airports. The FBO has seen vast growth in visiting traffic and reports that movements have increased from an average of five per day to around 30 per day since 2009. ExecuJet also has two jets under management based at Le Bourget and plans to add further aircraft in the near future. The company manages 150 business jets worldwide under eight regional air-operating certificates. o
900EX EASy and 7X platforms, as well as on Bombardier Challenger 300 and 600 series aircraft. At the same time there will be room for further expansion of Learjet and Hawker aircraft service. The company also plans to offer more interior refurbishments by
the end of the year. Aero-Dienst will receive the Platinum Safety of Flight Award from the European Business Aviation Association at this year’s EBACE, recognizing its record of 100,000 flight hours with zero accidents. –B.C.
Facelift at Le Bourget
Aero-Dienst now occupies this former airline hangar in Nuremburg, increasing its handling capacity by 40 percent. The German maintenance group has seen demand for its services expand, and will add 50 workers.
Boeing Business Jets marks birthday with $5.4b backlog The Boeing Business Jet (BBJ) is celebrating its 15th anniversary, but the 747-8 Intercontinental VIP, Boeing’s executiveconfigured jumbo jet, stole the show at the BBJ press conference at EBACE yesterday. Company president Steve Taylor provided attendees with a thumbnail history and current state of the BBJ program, and an update on the 747-8 and 787 VIP delivery schedules. Thus far a total of 207 BBJs have been sold, Taylor said, adding, “I think the most significant thing is our backlog of 37 airplanes,” which represents $5.4 billion (U.S.) in orders. The company has eight firm orders for the 747-8, which first flew in March of this year, and “about a dozen” orders for VIP versions of the 787-8 and 787-9. Deliveries of the VIP 747-8s will begin in the fourth quarter of this year, with VIP 787s deliveries commencing in 2013. Taylor also announced the GE Pusher Program, which will ensure customers of VIP 747-8s have brand-new GEnx-2B engines installed following the completion of their interiors. Recapping the BBJ program, Taylor noted it served as “a crucible where we’re able to experiment beyond what the commercial [aircraft development]
guys could,” citing as an example the winglets found on almost all 737s that were developed for the BBJ. The auxiliary fuel system finding its way aboard some commercial 737s was also developed for the BBJ, as was the enhancedvision system (EVS) that has been purchased by some U.S. National Guard units for military variants of the 737. Moreover, the BBJ itself has led to the development of notable derivatives: the P8 Poseidon, set to replace the P3 Orion patrol aircraft; and the AEW&C, a high-intensity radar platform. BBJ values took a hit in the aftermarket as did all aircraft in the downturn that began in 2008, but, “Over the last year and a half, the asking price has recovered,” Taylor said. “I think that does good things for us selling new airplanes, as well.” Taylor sited Asia and singled out China as an area of “strong opportunity,” reporting that unlike other areas of the world, where customers move up from smaller to larger aircraft, “Chinese buyers are coming in and buying what they want–first-time buyers are coming into BBJs.” To bolster its marketing efforts in the region, the company recently hired Li Bing, who has significant experience in
Hot wings and hot wheels match up in a tempting offer by R. Randall Padfield Kansas, is taking the concept to a new level. Any Europe/Middle East/ Africa (EMEA) customer who buys a Hawker Beech turbine airplane
DAVID McINTOSH
“Buy X and get a free Y” is probably one of the oldest marketing comeons in sales. Here at EBACE 2011, OEM Hawker Beechcraft of Wichita,
Sean McGeough, president of Hawker Beechcraft’s Europe, Middle East and Africa division, is offering a Lotus sports car to anyone who buys a turbine-powered aircraft between now and the end of June. But sorry, it won’t be this fire-breathing, open-wheel racing version, which is on display at HBC’s stand here at EBACE.
68 EBACE Convention News • May 17, 2011 • www.ainonline.com
DAVID McINTOSH
by James Wynbrandt
With prices of used Boeing Business Jets on the upswing, prospects for new sales are also on the road to economic recovery. Boeing is finding the Chinese market a “strong opportunity” for attracting first-time buyers.
the commercial aviation market in China. The company believes the interior design options set BBJs apart. “Each one is a reflection of the taste of that individual buyer,” Taylor said. Two pre-owned BBJs on display in the static area at EBACE “represent the extremes of what’s possible.” One of the BBJs on display is being offered for sale by Freestream Aircraft, and the other by TAG Aviation. All Boeing’s VIP aircraft are delivered green, and with 747-8 Intercontinentals set to begin rolling off the assembly line, that has put pressure on completion facilities. “We’re having to redesign our business model to support completion centers,” Taylor said. “That’s the focus of our work, preparing for delivery of those big airplanes.” Completions of the twin-aisle models require about two years. To meet the demand, the company has expanded its completion center network, and now has 15 licensed facilities. Among the
new additions is China’s TAECO, partly owned by Boeing, the first completion center in that country. Deliveries of VIP 747-8s will begin in the fourth quarter of this year, and the last of the initial eight orders will be delivered by the end of 2013. The company is not disclosing identities of the customers, but Taylor said the orders are for heads of state, primarily in the Middle East. Deliveries of VIP-configured 787s will begin in 2013, and the last of the initial orders is slated for delivery in 2019. List price for the 747-8 is $300 million in 2012 fourth-quarter U.S. dollars. The 787-8 is priced at $178 million in July 2010 U.S. dollars subject to escalation, and the 787-9 is $207 million with the same escalation. The jumbo VIP jets notwithstanding, this is the BBJ’s birthday party, and the company will mark the occasion with a champagne celebration at the BBJ stand (7051) at 3 p.m. today. o
between EBACE and the end of the second quarter of this year will receive a Lotus sports car. Hawker jet buyers will get a Lotus Evora, which has a manufacturer’s suggested retail price of $64,000. King Air turboprop buyers will receive a Lotus Elise (MSRP of $51,845). “But wait! There’s more!” Although the sports cars are officially being offered only to EMEA buyers, Shawn Vick, executive vice president of Hawker Beechcraft, alluded to AIN that the offer may not be limited to this group. “If someone wants to buy an airplane here in Geneva, I am happy to have that conversation,” he said. What if a King Air buyer prefers to get the more expensive Evora? “Then he should buy a Hawker,” Vick answered with a chuckle, but added, “We are all things here at Hawker, including pragmatic.” New airplane buyers will receive their cars upon delivery of their airplanes via a Lotus dealer, he said. Buyers may add any options they want to their cars (as well as their airplanes) at their own expense. The EMEA connection came about because Hawker Beech has reorganized its marketing regions, as well as customer service, from “The Americas” and the “Rest of the World,” to “The Americas,” “Europe/Middle East/Africa,” and “Asia/Pacific.” Explained Vick, “We are a global
enterprise and our aim is to think locally and act globally. Each region is tasked with developing a region-specific strategy for both sales and service. Formula One racing is popular globally, but particularly in Europe and Africa. And Formula One has many high-net-worth individuals among its fan base, sponsors, owners, drivers and fans–in other words, the same people who are our customers and prospects.” Lotus seemed like a natural marketing partner for Hawker Beechcraft for a number of reasons. “We had been looking for ways to highlight the advantages that exist within the composite technology of our Hawker 4000 and Hawker 200,” said Vick. “And we saw some interesting similarities in the way Lotus has leveraged technology and we’ve leveraged technology, in areas such as materials, manufacturing, production, engineering and aerodynamics. For example, like Hawker Beechcraft, Lotus was the first in its field to embrace composite design.” During this year, Hawker Beechcraft plans to join Lotus at each Formula One event in the Europe, Middle East and Africa region, starting at the Turkish Grand Prix this month, and at other motorsports events in the Americas. Aircraft will be on static displays at airports near the events. Customers and prospects will have VIP access to the racing venues at each event. o
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Airborne telecommunications specialist TrueNorth Avionics (Stand 2234) is now offering what it calls the industry’s first touch-screen graphical telecom display, facilitating communications management in larger executive/VIP aircraft in the single-aisle and twin-aisle category from an Airbus Corporate Jetliner up through the Boeing 747-8. The hardware unit, called the Simphon¯e master console, features a fullcolor, touch-screen graphical display of all communications links and stations, enabling active management of all aircraft telecommunication functions. “We’ve actually found a way to design a system that lets aircraft operators manage all their in-flight cabin communications from a single station, including all links and more than 100 onboard handsets,” said TrueNorth president Mark van Berkel. The initial installation is being performed on a variety of Airbus corporate aircraft by Gore Design Completions in San Antonio, Texas. The Canadian company continues to expand its telecom application solutions offering, recently adding three new apps to its software-centric Simphon¯e OpenCabin system. The new apps provide VoIP (voice over Internet protocol) capability, allowing “virtually limitless” voice channels,
an ISDN interface to provide a highquality voice channel, and more robust faxing over Inmarsat SwiftBroadband and data optimization technology that boosts broadband data transfer performance by up to 400 percent. Also new from TrueNorth is what it claims to be the industry’s first FAAapproved and DO-160-qualified wireless telephone handset, using high-capacity lithium-ion battery technology to meet the stringent TSO criteria. The handset is currently being installed on a number of aircraft types, but most notably an Airbus A318 Elite being completed by Lufthansa Technik in Hamburg, Germany. The company has also announced that its TrueNorth Express, a worldwide BlackBerry email, BlackBerry Messenger and BlackBerry PIN provider, has received Transport Canada certification through the Mid-Canada Mod Center in Mississauga, Ontario. TrueNorth Express is a compact, plugin hardware module that lets aircraft operators use their BlackBerry smart phones to send and receive email worldwide over their existing Iridium satcom phone “for a fractional of the cost of other units.” The initial installation was in a Falcon 50 and additional installations are being planned. The system is being offered at an introductory price of $10,995, plus installation. o
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TrueNorth’s Simphon¯e master console’s full-color, touch-screen graphical display of communications links and stations enables active management of all aircraft telecom.
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European market forecasts paint a 20-year mixed picture Against a background of broadly optimistic forecasts for a slowly recovering global business aviation sector, prospects for the industry in Europe include a lower share of new aircraft deliveries, increasing numbers of international flights and ambitions to upgrade to larger, longerrange equipment, say manufacturers. Bombardier Aerospace believes that, with worldwide business indicators having improved, the long-term market fundamentals are strong, giving grounds for cautious optimism that “demand for new business jets will return.” Its first 20-year market forecast, published last year (a new one is imminent ahead of next month’s Paris Air Show), foresees two decades that will show growth returning. More recently, Embraer forecast in March that marketwide demand for new business jets would reach 1,200 per year by 2020, with 10,000 deliveries (valued at $210 billion) predicted for this decade. In the narrower, “light-, medium- and largeaircraft” sectors addressed by Bombardier, the Canadian manufacturer said
10,500 aircraft (worth $254 billion) will be shipped in the period, with a further 15,500 (worth $407 billion) following during 2020-29. Deliveries in 2011 will remain below 700 before the industry begins “another period of expansion in 2012,” according to Honeywell Aerospace market survey results (factored for predicted economic growth). In this global context, Embraer expects combined Europe/Middle East/ Africa demand to account for a third of the 10-year revenues, compared with the 43.2-percent share that will be generated by U.S. sales. It predicts that 50 percent of overall deliveries will comprise entrylevel, light and mid-light models, while 26 percent would be large, ultra-large or ultra-long-range types. Slow Recovery in Brazil
The Brazilian manufacturer said the executive jet market is recovering from the global financial crisis much more slowly than is commercial aviation, despite increases in stock-market price
DAVID McINTOSH
by Ian Goold
Prospects for business aviation in Europe include fewer new aircraft deliveries, increasing numbers of international flights and ambitions to upgrade to larger, longer-range equipment, say manufacturers.
indices and corporate profits that normally might be expected to stimulate orders. Recent world events also might have had a negative effect. “The political turmoil in the Middle East and the recent earthquake in Japan may bring additional risks to the recovery trend,” said Embraer, which this year expects business jet deliveries to exceed orders. Resumption of global economic growth will translate into an expected strong recovery in the demand for business jets, according to Bombardier. It said the “near-collapse of financial markets” in 2008 “precipitated a sharp downturn” in business aviation that had “a significant impact through order deferrals and cancellations, and decreasing production rates,” which confirmed the
sector’s cyclical nature. “The precipitous and rapid decline in 2009 resulted in cancellations exceeding gross orders, causing a significant reduction in firm order backlogs and aircraft deliveries,” the report concluded. For Honeywell, “the majority of European countries are now showing positive real GDP growth,” but with the dollar expected to decline against leading European currencies (such as the euro, pound sterling and Swiss franc) “as interest rates remain low and deficits are sizeable,” the market might improve. “This should result in some potential tailwind for newjet demand, driven by improving rates of growth and business expansion in Eastern Europe and Russia after 2010,” said the U.S. engine and avionics supplier.
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72 EBACE Convention News • May 17, 2011 • www.ainonline.com
“Large- and mid-cabin models outpolled small-cabin aircraft by a five-to-one margin in purchase plans.” But this interest in new equipment is not reflected in expected demand for previously owned aircraft in the region. “Usedjet purchase plans rose in North America, Asia and Middle East/ Africa, but continued to decline
in Europe and Latin America,” reported Honeywell. Europe’s business jet operators expect to work their airplanes harder and to make a greater number of international flights. “All regions posted a shift toward increased usage in the near-term,” said Honeywell, confirming trends detected by the FAA and Eurocontrol. In
fact, cross-border operations are growing more quickly than is domestic activity. “International flights are recovering more rapidly than domestic missions in the U.S. and Europe,” it said. Honeywell concluded that most classes of aircraft in Europe are making up to 8 percent more such flights each year. Bombardier reported that
while the market remains subject to short-term cyclic trends the future remains positive. “We believe that the long-term market drivers of growth for the business jet industry remain solid,” it said. “These market drivers include wealth creation, emerging markets, increased globalization of trade, replacement demand and market accessibility.” o
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HA
LL
Meanwhile, Bombardier’s forecast betrayed its reservations about European market prospects. While last year had seen the “green shoots” of recovery in the U.S. and “strong growth” in emerging economies, “unfortunately, lagging growth in Europe remains a concern.” In contrast, Honeywell confirms a slight upward trend in North American operators expecting to buy aircraft in the coming five years, but has detected a “retreat” in such expectations in other regions, “most n oticeably in Europe and in the Middle East.” According to Bombardier statistics, the 2003-08 period saw Europe’s share of worldwide deliveries jump from 12 percent to 31 percent, “fueled by the strong euro relative to the U.S. dollar, significant economic growth and the emergence of branded charter business jet operators.” But Honeywell reported last fall that since then the region’s share has returned to a more traditional 19 percent. Nevertheless, in this decade, Europe will take the second largest number of deliveries, some 2,500 units, said Bombardier. By 2019, the fleet will have grown from 1,780 to 3,700 aircraft. Honeywell put the combined value of Europe, Africa and Middle East shipments in the coming 10 years at $65.5 billion, second only to North America’s $91 billion. The company’s market survey suggests that European purchase plans are timed mainly in the near-term–the 2011-13 period. Embraer has demonstrated its belief in this market with announced plans to open five additional European service centers.
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SR Technics’ new cabin completion hangar totals 51,666 sq ft and can accommodate up to three single-aisle bizliners or one twin-aisle bizliner as large as the A340-300.
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SR Technics launches completion, refurb biz SR Technics (Stand 1083), best known for its maintenance, repair and overhaul business of 80 years, is expanding into the private aviation cabin completion and refurbishment business. The Swiss company has already opened a 55,666-sq-ft dedicated hangar facility at its Zurich Airport site and has nearly 30 employees–most with extensive cabin outfitting experience–engaged in back-shop work. The core team is being supported from among 2,800 engineers and skilled technicians in SR Technics’ MRO business. The new facility was preparing to receive its first client aircraft for an interior completion in early May. The center plans to focus primarily on single- and twin-aisle airliner conversions to executive/VIP configuration, from the Boeing Business Jet to the four-engine Airbus A340. The hangar will accommodate as many as three single-aisle aircraft or a single A340-300. According to an SR Technics spokesman, other hangars in the complex are capable of holding up to three Boeing 747s simultaneously. While concentrating on big-body airliner conversions, the center is also prepared to cater to any aircraft type. Eric Jan, SR Technics head of interior design, is not unduly concerned with competition from established nearby rivals AMAC Aerospace and Jet Aviation, both of which have completions centers in Basel, Switzerland. “There will always be a demand for Swiss quality for aircraft completion and refurbishment,” he said. “With the excellent quality and ontime record of our MRO activities, paired with the strong partnership with our main shareholder Mubadala, the customers will gain trust in what we are building today.” Mubadala is an investment arm of the Abu Dhabi government focused on managing long-term, capital-intensive investments. –K.J.H.
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Gore Design Completions in San Antonio, Texas, reports it is now working at nearly full capacity, with an Airbus A320-400, several Airbus A340-500s and a Boeing 777-200LR among others in the shop.
Completion
&Refurbishment
Dwindling inventory of used aircraft means more business for refurb shops by Kirby J. Harrison Across the cabin completion and refurbishment industry there are reports that business is picking up and shops are starting to take down the “immediate availability” signs as outfitting slots begin to stretch out as much as six months. They’re not dancing in the streets yet, but they are starting to hear the sweet music of growing demand. According to Jack Lawless, president of Dallas-based Associated Air Center (Stand 464), the refurbishment work is coming from two groups. There are those who have owned an airplane for some time and decided to wait for the bumps in the economy to smooth out before investing in an interior upgrade or major refurbishment. And others who have decided the low prices on lowtime business jets are not going to get any lower and are starting to nibble at the high end of that inventory. They are finding lowtime Globals and Gulfstreams for $10 million less than they might have paid two years ago, figuring another $250,000 or so for an upgrade, or $1 million for a major refurbishment, is now clearly within the budget. Refurbishment centers are fielding growing numbers of inquiries and requests forbids from both groups, often combining the interior outfitting with an avionics upgrade or inspection requirement. At Duncan Aviation (Stand
7001), the long-time f amily owned and operated independent in Lincoln, Nebraska, sales vice president John Slieter saw a jump in inquiries from corporate flight departments. “They’re the heart and soul of our business and had deferred refurbishments over the last two or three years,” he said. “In the last quarter of 2010, the phone started ringing, mostly flight departments that were preparing budgets for 2011. But now they seem to be waiting the see if the company made those corporate profit targets before they actually decide whether to spend the budgeted money.” In the meantime, when Duncan’s first quarter 2010 did get busy, it was not the corporate clients but “premium airplanes that were changing hands, mostly for cash and the new owners were bringing them in for interior refurbishment.” With work scheduled out as far as six months, Slieter said the shops are at close to capacity and Duncan has begun hiring back some of those laid off over the past two years. But he pointed out that the hiring is not necessarily indicative of growth. Not quite yet. “The economic downturn in early 2009 forced us to eliminate 304 jobs. Over the two years since that event, 41 of those employees were rehired,” he explained. “While we have
hired many more than those 41 since then, not all came from the reduction-in-force pool due to several factors–some hires in different skills levels and others who were laid off simply moved on and took other jobs.” Slieter said he is looking for a good year in 2011. “I honestly believe we’ll be about 10 percent over last year,” he concluded. Ron Jennings, director of completion sales with Elliott Aviation (Stand 1467), also noted a jump in activity that began with 2011. “We are now six months out in terms of paint and interior slots, primarily Challengers and Citations, and the customers are mostly a mix
of people who had been putting off interior work or paint and those who bought a used airplane and have it in for refurbishment and/or paint.” Shops Stay Busy
Smaller shops have some unique difficulties, often related to the relatively small throughput. Eddie Hidalgo at Starport in Sanford, Florida, is among those. “The first quarter was good, and the exterior paint shop is very strong–booked well into the summer,” he explained. “But in mid-March the bottom fell out of our refurbishment work when the owners of two airplanes in for major interior work stopped
sending progress payments.” Flying Colours (Stand 1935) is sufficiently busy that the Canadian independent completion and refurbishment center is talking to potential partners outside North America to support operators for which it has completed three Challenger 850s and seven executive/VIP reconfigurations of Bombardier CRJ200s (of which the Challenger 850 is a derivative). The cabin outfitter expects to deliver five more 850s to operators in China and another to an owner in India by the end of 2011. A sixth Challenger 850 is scheduled for delivery to a Chinese buyer in 2012. “They
A Boeing Business Jet dining area by Greenpoint Technologies of Kirkland, Washington, includes a widescreen monitor and pleated-shade window treatments. The company focuses on cabin completion of green Boeing aircraft being reconfigured for executive/VIP use.
76 EBACE Convention News • May 17, 2011 • www.ainonline.com
like the large cabin size, a range that will take it nonstop to most destinations in China and a price-point in the $26 million range,” he explained. At Robinson Aircraft Interiors, the mood is a step up from positive. Shadd McKinney, sales and marketing vice president for the Texas-based interior components provider, reported that from next month the pipeline is “absolutely packed full.
“During this downturn, we prepared for the recovery, including a new 78,000-square-foot facility where we do everything from cabinetry to soft goods,” said McKinney. “We just delivered cabinetry and finish for a Boeing 777 and we have orders out as far as 2013. “I was at EBACE last year, and it was positive, and this year is going to be even better,” he predicted. If there was a completion and refurbishment industry segment that apparently made it through the recession relatively intact, in fact, with barely a scrape, it was that of single- and twin-aisle airliner configurations for an executive/VIP role. At last fall’s NBAA Convention, Boeing went so far as to predict a strong order book for its bizliners. The Seattle OEM has sold 195 Boeing Business Jets (BBJs) since they first rolled out in 1999 and has delivered 153 of them. Looking forward, Boeing has sold eight of its new 747-8s and thirteen 787s for completion in executive/VIP guise. The company expects to deliver five green 7478s “all in a clump” to various completion centers for outfitting at the end of 2011. Two more will be delivered to centers in 2012 and the eight in 2013. Deliveries of 787s are expected to begin in mid-2012. At Airbus, the European OEM’s order book for the new A350 is now approaching a dozen executive/VIP versions and orders for its ACJ family (A318, A319
A simple but elegant lavatory and shower is part of a personal stateroom in a BBJ completion by Greenpoint Technologies. 2011 THROTTLES EBACE_EBACE 2011 4/28/11 3:04 PM Page 1
Elliott Aviation, with headquarters and completion and refurbishment facilities in Moline, Illinois, is known for its refurbishment expertise, such as in this Hawker 800 makeover.
and A320) are very healthy with the larger market share. Needless to say, the completion centers are already freeing up slots as bizliner production ramps up. For instance, Jet Aviation (Stand 7060) announced at the MEBA Convention in December that it is the first to sign a contract to design and install the executive cabin in Boeing’s 747-8. Delivery is expected in early 2012. Comlux Completion USA (Stand 142)
is also focused on the bizliner outfitting business and CEO Dave Edinger said in late March there was only one remaining slot and three customers were bidding for it. “So now we’re looking at the next open slot in the last quarter of this year, or maybe in 2012,” he explained. Also taking advantage of the shifting market momentum and growing demand for bizliner outfitting, M&D Aviation and Continued on next page u
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www.ainonline.com • May 17, 2011 • EBACE Convention News 77
completions clips z Falcon 50EX Gets Pro Line 21 Upgrade StandardAero Business Aviation announced at the Aircraft Interiors Expo it has completed the first successful Rockwell Collins Pro Line 4-to-Pro Line 21 cockpit upgrade on a Falcon 50EX. According to the Tempe, Arizona maintenance, repair and overhaul center, it is authorized to perform the work at any of its four MRO facilities: Springfield, Illinois; Augusta, Georgia; Los Angeles; and Houston, Texas. Pro Line 21 features four configurable 8- by 10-inch LCDs that includes Rockwell Collins’ integrated flight information system. With IFIS, pilots will have access to high-resolution electronic charts, XM graphical weather, including lightning data, satellite images and winds aloft. Also part of the retrofit is Rockwell Collins’ flight management system with wide-area augmentation system, as well as GPS localizer performance with vertical guidance approaches.
z 328DBJ Bizjet Wins Certification Just weeks after winning full FAA certification for its 12-seat 328DBJ business jet, 328 Support Services (Stand 1851) is displaying a mockup of the reworked regional airliner’s executive interior. The 328DBJ is a Dornier 328Jet the Oberpfaffenhofen, Germany-based company reconfigured to serve as an executive aircraft. The main cabin is stretched to 32.8 feet long, 7.05 feet wide and 5.9 feet high, and according to 328 Support Services, “can accommodate both a lounge and conference area.” With a redesigned overhead and sidewall panels and slim-line PSUs, “the 328DBJ genuinely feels roomier than the previous Envoy models.” 328 Support Services has delivered the first 328DBJ to a South American customer and is working on two more for European operator SkyBird Air.
z Collins Adds Emteq Lighting to Its CMS Rockwell Collins (Stand 7036) has announced an agreement with Emteq to integrate the New Berlin, Wisconsin-based company’s line of LED interior lighting with its own Venue highdefinition cabin management system. “The beauty of Venue is its ability to accommodate the latest technology with relative ease, which we’re proving again by integrating it with Emteq’s lighting products,” said Rockwell Collins vice president and general manager of cabin systems Tommy Dodson. The agreement enhances the variety of choices Venue customers now have for aftermarket cabin lighting.
z Lufthansa Offers Flexidreamer Mattress Lufthansa Technik’s VIP and Executive Jet Solutions Division is now offering what it claims is a new standard in sleep comfort in the form of its Flexidreamer mattress for executive/VIP aircraft. The claim is based on Lufthansa Technik proprietary and patented development and “not only sets new standards in comfort, but also satisfies all aviation authority requirements.”
The mattress features a core of foam material with a newly developed fabric covering. The design, said the Hamburg, Germany-based completion and refurbishment and MRO specialist, allows adjustment in firmness to fit individual preferences. It also comes in different standard sizes and can be customized to nearly any contours, permitting designers considerable flexibility. If required, appropriate notches and strap slots may be incorporated in the mattress to allow the use of safety belts.
The “vanilla” cabin a is common selection for operators of corporate business jets, but this 328DBJ (Dornier business jet) by 328 Support Services of Oberpfaffenhofen, Germany, is proof that classic need not be boring.
Completion
&
Refurbishment
uContinued from preceding page Avocet Aviation Services teamed up earlier this year to offer turnkey executive/VIP completion and refurbishment in central Florida for Airbus and Boeing customers. “Marketing data indicate that there is an increased demand for airline class VIP aircraft conversions over the last few years,” said M&D chief executive Dr. Doyle Sisson, noting that most completion and refurbishments centers are already approaching capacity. The center is located at Orlando-Sanford International Airport, in Florida, “a site with growth potential and a region with a strong manufacturing and maintenance base,” explained Sisson.
enhances Panasonic’s high-definition X Series product line with Lufthansa Technik’s cabin management and in-flight entertainment systems, known as NICE. Throughout the market, but particularly in medium- and large-cabin aircraft, Wi-Fi connections continue to expand. Among the leaders are Aircell’s GoGo Biz and Inmarsat’s SwiftBroadband services to ViaSat’s Yonder Broadband. Honeywell (Stand 7044), which formally introduced its Ovation Select cabin management system at the NBAA Convention last October, is back at EBACE this year with an improved version. In addition to the upgraded Ovation Select cabin mockup on display at the Honeywell exhibit, it also is highlighted at
the Embraer exhibit’s Legacy 500 business jet mockup. According to cabin systems business leader Paul Lafata, the new and improved Ovation Select will feature “a fantastic graphic user interface.” And he is equally enthusiastic about the improved moving map with high-resolution, 15-meter satellite imagery. And the zoom is not a “step” zoom but a “smooth infinite zoom.” Lafata also listed among the new features a single-touch activation that allows the virtual airplane image to turn and take the user from his or her current location any other destination in the world “at Mach 5.” The system was expected to go into service by the time EBACE opened its doors, with the first installed on Honeywell’s
Office in the Sky
The focal point in virtually every cabin completion or refurbishment, according to industry insiders, is technology– high-speed Internet connectivity, Wi-Fi cabin connections and digital high-definition entertainment. In fact, there is hardly a fractional or charter operator that doesn’t feel obliged to offer cabin Wi-Fi as a marketing point. Lufthansa Technik (Stand 443) earlier this year signed a letter of intent with Panasonic, committing the two companies to jointly build and sell advanced versions of in-flight entertainment, air/ ground communication and cabin management for single- and double-aisle airliners being outfitted for executive/VIP transport. The deal combines and
78 EBACE Convention News • May 17, 2011 • www.ainonline.com
Dassault Aviation has won FAA and EASA approval fto use 3-D data in the completion process of its Falcon business jets. Archived data will be stored for 70 years.
corporate Falcon 900EX. Rockwell Collins (Stand 7036) has reached an agreement with avionics supplier Emteq to fully integrate Emteq’s line of light-emitting diode (LED) interior lighting with Rockwell Collins’ Venue high-definition cabin management system. The agreement will allow authorized Rockwell Collins dealers to selected integrated LED lighting directly from Emteq. “The beauty of Venue is its ability to accommodate the latest technology with relative ease,” said Tommy Dodson, Rockwell Collins’ vice president and general manager of cabin systems. Emteq’s LED lighting uses the latest technology to enable optimal output and color consistency, according to Rockwell Collins. And the company added, “Its ease of installation, operation and customization options makes it a perfect fit for Venue platforms.”
critical 3-D design and data models of its aircraft for the entire lifecycle. Dassault claims to be the first aircraft manufacturer to receive both approval from both the U.S. Federal Aviation Administration and the European Aviation Safety Agency based solely on 3-D data throughout the completion process. The approval applies to design work done in the U.S. and includes the Falcon 900 and 2000 series, as well as the 7X.
The French airframer plans to archive the 3-D data for the first aircraft later this year. It will be stored in both the U.S. and Europe for more than 70 years. The cabin of the eagerly awaited Gulfstream G650 aircraft is no less impressive. It will feature high-speed Internet as standard, high-definition entertainment, and the first cabin management system created by Gulfstream itself. And each new airplane comes with an iPhone containing a Gulfstream app that turns
the smartphone into a full cabin control device. Subsequent apps will allow users of other smartphones, such as the Droid, to manage the cabin systems. TrueNorth Avionics (Stand 2234) continues to expand its offering of application expansion and has been selected by Lufthansa Technik as that company’s exclusive airborne telephone provider for its business jet completions. The Canadian manufacturer is also developing a Continued on next page u
Virtual Completions
Dassault Falcon has yet another potentially game-changing approach to cabin completions. Parent company Dassault Aviation and IBM have teamed to earn both FAA and EASA approval for 3-D data use in the cabin completion process for Falcon business jets. IBM’s content and archival management software allows Dassault to store, archive and preserve the integrity of the
The remanufactured Beechjet 400A/Hawker 400XP (left) from Nextant Aeospace delivers a new cabin, major avionics upgrade–in essence, a new airplane– for $3.975 million. An efficient mini-galley (above) is among the cabin amenities. Nextant claims to already have orders for more than 45 of what it calls the Nextant 400XT.
www.ainonline.com • May 17, 2011 • EBACE Convention News 79
Lufthansa Technik sparkles at Crystal Cabin Awards by Kirby J. Harrison At the Aircraft Interiors Expo in Hamburg, Germany, last month, Lufthansa Technik (Stand 443) was one of the winners in the Crystal Cabin Awards. It would seem that something as simple as photoluminescent emergency floor-path lighting would offer little room for improvement. But the new technology contains more than just a few improvements. Its new floor-path lighting strip is 50-percent smaller than existing products, requires just 15 to
Completion
&Refurbishment
uContinued from preceding page new “small-footprint” phone for light jets and turboprop aircraft that incorporates Wi-Fi, all-digital PBX, BlackBerry messaging “and more”–all using what TrueNorth describes as “the same, future-proof, softwarecentric conception as Simphon¯e.” At last year’s NBAA Convention, Nextant Aerospace announced a $150 million order from Flight Options for 40 of Nextant’s 400XT remanufactured Beechjet 400A/Hawker 400XPs. According to Nextant sales and marketing vice president Jay Heublein, the order book for the reworked midsized jet now totals more than 45 aircraft and demand is continuing to grow. The interiors are being done by Nextant sister company Classic Interiors in Cleveland, Ohio. The cabin will be allnew, starting with the shell. The seven-passenger, $3.975 million (standard equipment) twinjet has a flat-floor configuration and a future STC will include a three-place divan across from
30 minutes of cabin light to charge the strip for a 12-hour flight, comes in a broad range of colors to blend with the interior decor, is barely 2.3 millimeters high and has “an unlimited lifespan.” In fact, in durability testing for use in the galley, after more than 30,000 cycles under the weight of a galley cart, the tests were suspended when a wheel on the cart broke. The Crystal Cabin Awards are given annually in six categories and a public ceremony in the cabin door. “We’re also offering Rockwell Collins Venue cabin management system with a broadband Internet Wi-Fi connection,” said Heublein. Also well worth a look at EBACE is the first GSMequipped Airbus A320 Prestige, allowing passengers to use their personal cellphones in flight. The first installation was for an unidentified Middle East customer and done by Airbus Corporate Jet Center (Stand 7071) in Toulouse, France. Among things new to the industry is a dedication to green, a belief that the environment does count. Duncan Aviation, for example, has formed “a green team dedicated to improving business practices with the goal of reducing the company’s impact on the environment. Dozens of other high-profile completion and refurbishment centers have also launched similar programs. Sherwin-Williams’ new “chrome-free” paints are designed to meet tolerances set by EPA, OSHA and local, state and federal disposal programs. o
Lufthansa Technik Pedals Ergometer for Bizav Passengers Lufthansa Technik (Stand 443) can be counted on for something that expands the cabin envelope, so to speak. This time it’s a Recline Excite 700iSP ergometer (exercise bicycle) from Technogym, modified for in-flight use on aircraft. According to the Hamburg, Germany based company, it has “modified and qualified a premium off-the-shelf ergometer to comply with the airworthiness regulations of the E uropean Aviation Safety Agency.” For KIRBY J. HARRISON
quick installation and removal, the 700iSP can be fitted on the seat tracks in any aircraft without constraints. Once provisions are in place, the ergometer can be installed and removed by any Part 145 organization in less than 30 minutes.
–K.J.H..
the main exhibitor hall to present the winners traditionally kicks off the three-day show. This year, a total of 52 entrants representing 21 countries were pared down to 21 finalists. In addition to Lufthansa Technik in the Material and Components category, the other winners were: • The IMS Co. of Brea, California, in the Entertainment and Communication category for its new RAVE embedded in-flight entertainment system. It has just two part numbers–one a system control box and the other a self-contained, fully autonomous seat display unit that is the point of content storage, storage functionality and playback.
• Recaro of Kaiserslautern, Ger- • Elektro many, in the Industrial Design/ Interior Concept category for its skinnier, lighter BL3520 seat. It provides the passenger 1.7-inches additional legroom, weighs just under 24 pounds and is already in 21 layouts in five airlines. • Recaro, again, in the Passenger Comfort category for its SkyCouch three-abreast seat arrangement. Air New Zealand is already selling the economy seating arrangement, typically to families who will buy two seats at full fare and get the third for half-off. With the leg rests for all three seats in full-up position, a wide platform for sleeping is created.
Metall of Ingolstadt, Germany, in the Green Cabin, Health and Safety category, for its sensor-operated no-touch waste bin flap designed to create more hygienic lavatory interior. • Munich University of Applied Sciences of Munich, Germany, in the University category for its Airgonomic interior design concept. Primarily an economy class creation, the emphasis is on a total seat redesign that includes gel-pads that switch automatically from hard state for takeoff and landing to soft for a more comfortable ride in flight. o [Kirby Harrison, AIN completions editor, is a judge for the annual Crystal Cabin Awards.]
EBACE Teeming with Completions & Interior Specialists Attendees at this year’s EBACE show will find much of interest in terms of cabin completion and refurbishment. The list of exhibitors is almost daunting in the challenge to see and test all the new products from vendors such as seat specialist B/E Aerospace (Stand 429), carpet m aker Kalogridis International (Stand 678), leather suppliers Perrone and Townsend (Stand 2043), as well as cabin electronics groups Custom Control Concepts (Stand 683), Emteq (Stand 743), EMS Aviation (Stand 1434), Flight Display Systems (Stand 668) and Thrane & Thrane (Stand 979).
In fact, the EBACE list of completion and interiors specialists alone stretches from one end of Hall 6 to the other. In addition to fast-growing Switzerland-based completions center Amac Aerospace (Stand 1079), it includes Standard Aero (Stand 464), Altitude VIP Completions (Stand 1663), Gore Design Completions (Stand 1069), Greenpoint Technologies (Stand 651), Innotech-Execaire Aviation Group (Stand 1927), Lantal Textiles (Stand 955), Burnet Interiors (Stand 227) and first-time exhibitor Marbreie Crepet (Stand n 1045) (see related article, below).
Rare stones a speciality for first-time exhibitor Marble interior specialist Marbrerie Crepet Agencement (Stand 1054) is exhibiting for the first time at an EBACE show. Established almost 100 years ago as a part of the funeral industry, the French company has turned its hand to private and business aircraft for the past 15 years, working with marble, granite, rare and semi-precious stones and new composite materials including quartz. The company was sold to Fabien Bancel in February 2010 and since then a team of eight craftsmen has been producing high quality made-to-measure galley countertops, lavatory vanity tops, tables, stone floors and wall coverings for aircraft cabins. Its aim is to combine years of experience and skill with modern technologies to provide unique interior fittings, Bancel told AIN. Master marble craftsmen work with both decades-old proven tools and state-of-the-art technology. “We are the only company of its kind in France and all our production is unique,” Bancel claimed. “We work directly with
80 EBACE Convention News • May 17, 2011 • www.ainonline.com
aircraft manufacturing professionals as well architects, designers and decorators. Everything we produce has to take account of the aircraft’s weight and its ability to resist turbulence.” Marbrerie Crepet’s clients are involved in interior completion and about 80 percent of them are designers working for companies such as Dassault Aviation, Jet Aviation, Gore Design, M&R Associates. In the near future, Bancel said, it expects to work with Geneva-based Burnet Interiors. According to Bancel, apart
from a few companies in the U.S. and Italy, there are few competitors in the sector because stone is rarely used in business and VIP aircraft. “But designers agree that for certain interior furnishings there is no other choice,” he said. The company installs its products and maintains them mostly through cleaning and polishing. Bancel said the materials practically never require repair. As it looks forward to its centenary in 2013 Marbrerie Crepet aims to expand the client base, partly by moving into the businessclass cabins of airliners. Investment this year will amount to 20 percent of revenues and rise to more than 40 percent in 2012. Spending will go toward new equipment and a new marble factory. –J.A. Marbrerie Crepet Agencement produces galley countertops, lavatory vanities and stone tables for business aircraft cabins.
MARK WAGNER
Dassault Falcon CEO John Rosanvallon, Dassault Aviation chairman and CEO Charles Edelstenne, and chairman of Dassault Group Serge Dassault present the Falcon 2000S.
Dassault rolls with the economy uContinued from page 1 A fixed floorplan for 10 passenger seats still accommodates several “harmonies” of colors and design. Manufacturing the cabin interior in a more standardized way greatly cuts production costs, Dassault said. But the Falcon 2000S is not just a simplified DX. Inboard slats have been added to the wing. These help reduce the approach speed by 10 knots, to 108 knots. In addition, the autobrake function is standard. Combined, these improvements enable reductions in takeoff distance to 4,450 feet (at the 41,000-pound mtow) and landing distance to 2,600 feet (at typical landing weight). The 2000S keeps the winglets introduced on the LX for fuel efficiency. In climb, it takes 19 minutes to reach 41,000 feet at mtow. The engines are improved, too. The Pratt & Whitney Canada PW308C has a new Talon II combustor that cuts nitrous oxide emissions by 20 percent. This means they are now 40 percent below CAEP6 standards. Overall, Dassault claims the 2000S has the “greenest footprint in the super-midsize category.” Compared to super-midsize business jets–such as the Challenger 300, Gulfstream 250 and Hawker 4000–Dassault admits the Falcon 2000S is more expensive. However, the company touts its lower fuel consumption, which reduces direct operating costs. BMW DesignworksUSA coauthored the design of the cabin. Rockwell Collins is supplying its FCMS2 cabin management system, which has high-resolution displays, among other in-flight entertainment features. Communications use Aircell’s Axxes II Iridium satcom system. In terms of aesthetics, Dassault engineers also remembered the pilots. The EASy II avionics suite is integrated in
a more modern way, Dassault says, with “more fluid” lines. Colors and materials have been updated, too. So is the Falcon 2000S similar to the original Falcon 2000, announced in 1989? The short answer is no–it is not just “back to basics.” The Falcon 2000S has better range and airfield performance, as well as a lower fuel burn. Its EASy II flight deck is more modern. Its only shortcoming seems to be that the cabin interior cannot be really customized. Dassault Aviation CEO Charles Edelstenne said the 2000S is “not an interim aircraft,” while the codenamed SMS is still in the design phase. It is “a definite answer” in the $20 million to $25 million segment, he said. The SMS twinjet, the size category of which is still unknown, is slated to enter into service in 2016. o
As a cost-saving measure, the 10-passenger interior of the new Falcon 2000S, above, is limited in its custom options, though buyers can select from several choices of colors and designs. The price and operating costs are comparable to those of many smaller jets. Not just a stripped-down Falcon 2000DX, right, the new $25 million 2000S incorporates inboard leading edge slats for improved low-speed performance and efficiency. Upgraded engines give it “the greenest footprint in the super-midsize category.”
Falcon 2000S compared to super-midsize bizjets Challenger 300
Gulfstream G250
Hawker 4000
Legacy 600
Falcon 2000S
860
935
N/A
1,650
1,024
3,100 (8 pax, M 0.80)
3,400 (4 pax, M 0.80)
$24.275
$24
Cabin volume (cu ft) Range (nm) Price (million USD)
Universal now has it all; including the kitchen sink Universal Weather and Aviation (Stand 7091) has acquired in-flight catering and concierge group Air Chef Holdings for an undisclosed price. Air Chef, which provides catering for charter operators, corporate flight departments, fractional operators, flight attendants and FBOs, now is a wholly owned subsidiary of Universal. The acquisition includes Air Chef Holdings’ Air Culinaire, Air Culinaire International and CaterLink Worldwide divisions. Air Culinaire operates 13 kitchens in the U.S. and two kitchens in Europe (at London Luton Airport and Paris Le Bourget). CaterLink Worldwide serves 800 airports internationally, using local, preapproved vendors in markets where Air Culinaire does not operate a kitchen. Houston-based Universal provides trip support services to business aircraft operators, including
flight planning, weather briefings, scheduling software, datalink services and a fuel program. Universal president Mark Carmen said the company will seek input from its clients and Air Chef clients for ideas on maximizing the acquisition. “We have a tremendous opportunity to gain a greater understanding of their wants and needs when they are flying both close to home and internationally,” Carmen said. “We will use that insight to identify opportunities for new product development, possible delivery enhancements and potential locations for further international expansion.” –B.C. AINonline iPhone App NOW AVAILABLE
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3,200 3,250 (4 pax, M 0.78) (8 pax, M 0.74) $22.9
U.S., Europe press for common regs uContinued from page 1 “This is not just for U.S. operators or manufacturers; it has global implications,” Bunce said. “We have to get it right to propagate a regulatory environment to deal with emerging markets, those markets that have buoyed our industry and kept it afloat for the past few years.” He stressed that training is a key issue. EBAA chief executive and president Brian Humphries agreed. He told AIN that training pilots under one ICAO license is essential. “If people training outside Europe need to go to an operator who possesses an EASA license, that would be ridiculous. We need to treat business aviation as a global entity,” he commented. The eleventh edition of the EBACE show is the strongest yet, according to its organizers. Attendance looks to be up by 10 percent over last year, and organizer the European Business Aviation Association estimates that this show will beat all previous
$27.45
3,350 (6 pax, M 0.80) “under $25 million”
footfall records. There are 62 aircraft on the static display and more exhibit space has been sold this year than ever before. Speaking on the eve of the show, Humphries said, “There are still lots of challenges to overcome–for example, changes in laws preventing airport access, and new tax proposals. EBACE plays an important advocacy role where we can get officials together.” Nicolas Chabbert, senior vice president of Daher-Socata and a founding member of EGAMA (the European branch of the GAMA), also pointed to the importance of collaboration between the U.S. and the EU. He said, “We need to exist [because] the European business aviation industry is little-known in Brussels, despite the fact we have 45,000 employees and manufacture 1,000 aircraft per year.” Part of EGAMA’s main roadmap for 2011-2012 is to educate members of parliament at both the national and European levels so they come to understand the real value of the business aviation sector. o
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52,978
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aircraft sold at the 2009 show
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The Dubai Airshow WHERE BUSINESS DELIVERS
13-17 NOVEMBER 2011 WWW.DUBAIAIRSHOW.AERO
Cessna upbeat, but no news on a new CEO a successor is named. “The only thing that we can really say about the management is that Jack [Pelton] did retire; Textron issued a press release on that,” said Paolucci. “Scott Donnelly is actively managing the business today and he is going to find a replacement for Jack. He doesn’t have anybody specifically in mind at the moment, but we believe that there are qualified individuals out there and that Scott will do an active, rapid search without sacrificing the quality of the individual.” Wichita, Kansas-based Cessna delivered 535 aircraft last year, including 179 Citation jets, for revenue of $2.6 billion. Its aftermarket business, after declining in 2009, saw 14 percent growth in 2010, for $667 million in revenue, said Brad Thress, senior vice president, customer service. Paolucci said Cessna anticipates the business jet industry will be flat again this year, but will see incremental improvement
DAVID McINTOSH
Cessna Aircraft yesterday offered an upbeat assessment of the future prospects for its Citation jets and reported ongoing progress with the new CJ4 and Citation Ten models. The first flight of the Citation Ten, announced last year at the NBAA convention in Atlanta, is planned by the end of this year. The Citation CJ4, which made its European debut at EBACE last year, is nearing type certification from the European Aviation Safety Agency (EASA). “We expect imminent certification with EASA–if we’re lucky, even as this show is going on,” said Mark Paolucci, Cessna senior vice president for sales and marketing. The airframer offered no new information on the surprise announcement May 2 that chairman, president and CEO Jack Pelton had retired after 11 years at Cessna, and that Scott Donnelly, chairman and CEO of parent company Textron, will run the business until
dead center Precision is the essence of top-notch flying, whether tracking a precise course through the sky or taxi markings to a parking spot.
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Like most of the general aviation industry, Cessna expects to see a rebound in 2012. Mark Paolucci, senior vice president of marketing, expects EASA certification for the CJ4 any day. Trevor Esling, vice president of international sales, said the core European market is improving. Brad Thress, senior vice president of customer service, saw growth in aftermarket business last year.
thereafter. The company bases its forecast on trends in corporate after-tax profits, the size of the used aircraft market and the metric of Citation average daily utilization. All three indicators are showing improvement, he added. Trevor Esling, vice president of international sales, said Cessna is seeing improvement in the core
European business jet market of Germany, France and the UK, although Greece and Italy remain “sluggish.” He reported “great success” for the two Citation jets now flying with charter operator Jetalliance East in Russia. Jetalliance East launched operations last November with a Citation CJ3 and Citation Sovereign at Moscow
Flight planning provider adds European support by Matt Thurber Rockwell Collins has added European Union regional trip support to the services provided under its Ascend flight information solutions. Last year, Rockwell Collins (Stand 7036) acquired flightplanning and handling-provider Air Routing International and rebranded the Air Routing services under the Ascend name. Earlier this year, Rockwell Collins bought Computing Technologies for Aviation, developer of Flight Operations System (CTAFOS) software. This, said Colin Mahoney, vice president of commercial systems sales and marketing, “really blossoms our flight operations portfolio.” CTA-FOS services are available via mobile device applications, currently as apps on the iPod, BlackBerry and Droid, and soon on the iPad. Ascend regional trip support will help flight departments fly in Europe’s complex airspace by arranging and providing flight planning and filing, runway analysis, weight and balance, concierge services, weather data and fuel services (including whether an operator should tanker or buy fuel at planned destinations). Enhancements to the regional trip support service will include Eurocontrol route validation and message management system.
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Additional Ascend features make life much simpler for flight departments by automatically uploading navigation, terrain, graphical weather and other flight deck database updates to the airplane via 3G, 4G and Wi-Fi networks on the ground. Maintenance data, including operating parameters and fault codes, can be sent from the aircraft to the flight department and service provider. The flight department can also track its fleet’s database update and maintenance status using dashboard software provided by Rockwell Collins, which is being demonstrated at the Rockwell Collins stand here at the convention. Eventually, Rockwell Collins plans to make possible airborne database updates and transmission of maintenance data.
Sheremetyevo International Airport. Each is being flown for charter 70 to 80 hours a month. On the single-engine aircraft market, Cessna is to deliver three 208B Grand Caravans this year to an unidentified operator in Vicenza, Italy, and 10 Model 172 Skyhawk pistons to Turkey Aeronautical Association. o The movement of this data is accomplished by Rockwell Collins’s IMS-3500 for Pro Line 4- and 21-equipped aircraft (IMS6000 for Pro Line Fusion flight decks). Certification of the IMS3500 is expected in June, and Rockwell Collins is expected to announce the IMS-3500 launch customer shortly. The IMS-3500 doesn’t just move data, it can also store it, so when the aircraft is flying, data is saved for transmission once on the ground. The data is encrypted and secure. Cedar Rapids, Iowa-based Rockwell Collins also announced that synthetic vision for the Pro Line 21 will be available in 2012. Synthetic vision “better equips flight crews for situational awareness in low visibility and unfamiliar territory,” according to the company. More than 4,000 aircraft are equipped with Pro Line 21 avionics and are thus capable of adding synthetic vision. The upgrade includes a 2MCU box and a software upgrade to the display unit. Retrofits should begin in the third quarter of next year. o
News Note In a continuing expansion of its portfolio of services, Jet Aviation Geneva announced new aircraft cleaning and refueling options at EBACE. The new clean, wash and bright services include dry exterior cleaning, wet wash service and brightening work. The bright work, a three-step procedure, includes oxidation removal, Permagard polishing and swirl-mark removal. “The continued provision of comprehensive, fast and flawless aircraft cleaning services demonstrates our commitment to our customers and to meeting our customers’ varying needs,” said David Ricklin, managing director of Jet Aviation Geneva. The company also announced an agreement with ExxonMobil Avitat that allows Jet Aviation Geneva to provide aircraft refueling services to maintenance and FBO customers in Geneva. n
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Where aerospace leaders get down to business
news clips z Bombardier Announces New Suppliers for Global 7000 and Global 8000 Programs Bombardier has selected four additional suppliers for the new Global 7000 and 8000 business jets. The companies join General Electric Aviation, which will provide the integrated propulsion system to the aircraft. First, France’s Aerolia will design and manufacture the center fuselage. The contract is the first major external order win for the EADS subsidiary. Hamilton Sundstrand will provide the electrical system, auxiliary power unit and wing high-lift system, while Zodiac Aerospace’s subsidiary Intertechnique will supply the fuel, fuel inerting and oxygen components. Wayne, Pennsylvania-headquartered Triumph Aerostructures will design and manufacture the high-speed transonic wings, which feature canted winglets, internal flap tracks and a straight leading edge. “The wings will have better aerodynamic efficiency thanks to an improved wing weight area ratio, and will have spoilers, flaps and slats,” said Bassam Sabbagh, Bombardier’s vice president and general manager for the Global 7000 and 8000 programs. Bombardier has elected to maintain some parts of the design and manufacturing process in house, since several components will have a high degree of commonality with its existing Global family. Both new jets will feature Bombardier’s Global Vision flight deck technology and will have larger cabins and an extended range over the OEM’s existing flagship products. “The 7000 will be able to cater for any key city pair in the world,” concluded Sabbagh. In preparation for the advent of the new aircraft, Bombardier last week announced that in the future the Global Express XRS would be known as the Global 6000, to harmonize the family nomenclature.
z Skynet FBO Portal Signs Up Jet Aviation Skynet (Stand 860), an online provider of FBO pricing and booking services, has signed up Jet Aviation to trial its software at the latter’s London Biggin Hill facility. It also has signed contracts with Austria’s Caeroscene Flight Support, UK charter operator Synergy Aviation and two service providers–First Class Cars and Cuisine Air. The Skynet software is intended to allow operators to view real-time pricing for handling at different locations, as well as rates for associated services, such as ground transportation and catering. They can also use the system to book handling directly with FBOs and handling agents.
TAG expands charter options and network by James Wynbrant Geneva-based TAG Aviation (Stand 7020) has added new charter and lease options to its aviation services and an Airbus Corporate Jet (ACJ) to its fleet. It also has added a new regional base in Bahrain to its global network. The new charter and lease offerings–Call and Fly, TAG Account and TAG Wet Lease– will increase the flexibility and simplicity customers enjoy in accessing charter aircraft, according to the company. Call and Fly is aimed at occasional charter customers seeking tripby-trip bookings who want to avoid the long-term commitments of jet cards and fractional-ownership programs. TAG Account, created for clients seeking the highest service levels, offers streamlined flight confirmation among its benefits, and requires a fully refundable deposit. The TAG Wet Lease expands the options for heavy charter users who prefer
to avoid ownership, offering aircraft leases for periods of one, three or six months, or for one year or longer. All three services can be personalized for individual clients in consultation with TAG’s charter services team. “Our clients deserve to define what private jet charter flexibility means to them,” said Walter Stark, TAG Aviation’s vice president for charter services. “A lot of clients today know what to expect, so we’re meeting the needs of those who know exactly what they want. Clients have every right to feel at home when flying with us.” TAG Aviation has also received final approval from the Kingdom of Bahrain’s department of Civil Aviation Affairs (CAA) for an air operator’s certificate (AOC) for TAG Aviation Bahrain, the company’s newest charter subsidiary. The company indicated that the AOC application process had progressed smoothly despite the recent political violence in
Jet Aviation targets owners with tip-to-tail service plan Owners and operators seeking new options to maintain Boeing Business Jets (BBJs) or to refurbish Dassault Falcon 2000s are the target of new offerings from Switzerland-based Jet Aviation Basel (Stand 963) here at EBACE.
engine boroscope inspection, and compliance with service bulletins, service letters and airworthiness directives. The program’s required service inspections include extensive overhauls of all major aircraft systems and
z Australian Group Orders AgustaWestland AW109 As Commercial Helicopter Demand Grows Australia’s Burbank Group has ordered an AgustaWestland (Stand 7010) AW109 Power light twin helicopter. The Melbournebased company has also taken an option for a Grand New light twin helicopter. The Italian airframer has sold almost 40 aircraft to Australia, including the AW119ke, the AW109 Power, the Grand/Grand New family and the AW139. The burgeoning local helicopter market comprises corporate and VIP transport, emergency medical services AgustaWestland’s rotorcraft, including the Grand New, have found favor with operators Down Under. (EMS) and offshore applications. Worldwide, AgustaWestland says it sold more helicopters in the commercial sector in 2010 than it did in 2009 and that the first quarter of 2011 has already proved fruitful, with important orders coming from Qatar and Portugal.
Chic styling without the long downtime is the goal of the “Jet Falcon” interior program.
For Next Generation (NG) BBJ models, Jet Aviation offers a 12-year “tip-to-tail” service. Available through its maintenance facilities in Geneva and Basel (both authorized Boeing service centers), the program covers all mandatory inspections per the Boeing maintenance planning data guide, including
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structures, and can be combined with other maintenance or refurbishment work to reduce downtime. To further accelerate turnaround times, the company recently invested in an aircraft docking station that accommodates wings and tails. In addition, the company’s paint shop accommodates BBJs.
Bahrain. Last week, Bahrain’s King Sheikh Hamad bin Isa Al Khalifa said that he will lift the state of emergency from June 1. “We are proud to have met the high standards set by the Bahrain CAA for this application,” said Robert Wells, CEO of TAG Aviation. “We have gained not only a new AOC but also a valued new partner who shares TAG Aviation’s values operational excellence.” “We at CAA are delighted to grant TAG Aviation Bahrain this certificate supporting its hub for business in the Middle East,” said Captain Abdulrahman Al Gaoud, Undersecretary for Bahrain’s CAA. TAG Aviation Bahrain will be managed by Russ Allchorne, a former UK Royal Air Force pilot who played a key role in establishing the subsidiary. A Hong Kong-based subsidiary, TAG Aviation Asia, has added an Airbus A319 Corporate Jet to its fleet. Though the subsidiary already offers several large-capacity business jets, this is the first ACJ TAG will operate in the region. “Bringing this ACJ into our fleet demonstrates that TAG Aviation Asia has built a foundation strong enough to allow us to move up market,” said Keith Morgan, CEO. o Jet Aviation Basel is also the designated service center in EMEA for ensuring compliance with Special Federal Aviation Regulation 88 for the Boeing 737 fleet, and has hangar space dedicated to BBJ maintenance checks. Jet Aviation is displaying a mockup of a Falcon 2000 highlighting its “Jet Falcon” cabin interior. Launched in late 2010, the refurbishment offers three distinct designs: Classic, Style and Fashion (the latter, the offering shown in the mockup). All three designs are intended to reflect customer preferences while ensuring a costeffective makeover with short turnaround times. The reduced downtime in the Jet Falcon interiors significantly cuts refurbishment costs, according to the company. “Whether Falcon 2000 operators prefer the elegance of a ‘Classic’ design, desire a sleek and modern ‘Style’ or want the trendiest ‘Fashion’ on the market, Jet Falcon design sets accommodate personal preferences to deliver professional design with individualized details at off-the-rack prices,” claimed Vincent Rongier, director, Falcon completions center. Jet Aviation Basel, a designated Dassault Falcon completions center, is said to have performed more than 120 VIP completions on green Dassault aircraft, including the Falcon 2000. –J.W.
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