NBAA Convention News 10_20_10 by AIN Publications

An independent publication, solely owned by The Convention News Co., Inc., Midland Park, N.J.

Atlanta

October 20, 2010

Only the economy marred the kickoff

INSIDE... • Bizjet Wi-Fi choices keep expanding

by James Wynbrandt

There are now more ways than ever to connect to the Internet in flight, thanks to the growing number of airborne data services. Page 10

FAA Administrator Randy Babbitt, TSA Administrator John Pistole, Tom Donohue, president and CEO of the U.S. Chamber of Commerce, and Georgia Governor Sonny Purdue joined NBAA president and CEO Ed Bolen for the official welcoming ceremonies of the 2010 NBAA Convention Tuesday morning. Bolen noted the primary issue facing business aviation is “the economy,” segueing into his introduction of Donohue, who delivered a rousing pro-business call to arms. “I have two simple messages,” Donohue said,

• Honda nears first flight of conforming HondaJet Ground testing of the first production conforming flight test aircraft is under way as Honda moves closer to third quarter 2012 certification of its composite HondaJet. Page 12

Continued on page 60 u

Handling the ribbon-cutting for NBAA are (l to r) Jimmy Hayes, Cox Enterprises; FAA Administrator Randy Babbitt; TSA Administrator John Pistole; Tom Donohue, head of the U.S. Chamber of Commerce and NBAA president and CEO Ed Bolen.

Gulfstream G250 jumps the pond by Kirby J. Harrison

• Airbus Elite wears polished wing slats

Everybody’s been somewhere and at Israel Aerospace Industries (IAI) at done something. But Israel Aerospace Ben Gurion International Airport. These days, Shapira is finding the airIndustries chief test pilot Ronen Shapira has been a few more places and planes he flies considerably more luxurious than the F-15, though done a few more things than perhaps not as much fun. most of us. Most recently he was The 58-year-old former at the controls part of the Israeli Air Force pilot comtime for the ferry flight of pleted his military training in the Gulfstream G250 from 1974 and six years later was Israel to the U.S., where it flying an F-15 in the 1982 is on display at the static Arab-Israeli war. Twenty-six IAI chief test pilot Ronen years later, with a certificate Shapira was at the controls. aircraft display as part of this year’s NBAA Convenattesting to graduation from the rigorous National Test Pilot School tion. Shapira has been involved in the in Mojave, Calif., nearly 11,000 flight G250 project since before the first flight, hours in his logbook and ratings in 56 along with Gulfstream chief test pilot different aircraft, he is the chief test pilot Continued on page 60 u KIRBY J. HARRISON

Comlux Aviation is showcasing an Airbus A318 Elite with performanceand appearance-enhancing polished wing slats. The charter firm is considering the slats for its A320. Page 36

• Aerion completes round of NASA tests The prospect of a supersonic business jet moved a few steps closer after Aerion conducted flight testing of test articles on a NASA F-15B at NASA’s Dryden Flight Research Center in California. Page 84

• GE adds TechX to its product line Bombardier’s Global 7000 and 8000 ultra-long-range jets will be the launch aircraft for GE’s new engine. Page 86

Sunset at the static This Challenger 850 was basking in the glow after an eventful day for Bombardier. The company unveiled two new airplanes and threw a party at its static display.

ON LINE NOW... • Ribbon cutting • Aerion • Aircell • Crane booth –smart stem demo • Honeywell Ovation • NetJets Phenom order

Vol. 42 No. 25/$9.00

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Nextant Announces $150 Million Order Nextant Aerospace announced that it has received a $150 million order from Flight Options for 40 of Nextant’s 400XT remanufactured Beechjet 400A/Hawker 400XPs. Deliveries of the modified jet, which feature engines replaced with Williams International FJ44-3APs and Rockwell Collins Pro Line 21 avionics, will begin in 2011. Nextant (Booth No. 8245 and at the static display) expects to receive FAA supplemental type certification for the aircraft in the first quarter of next year. Six aircraft are already in production, according to James Miller, Nextant president. Miller claimed the Nextant program has a two-year jump on Hawker Beechcraft’s plans to offer a similar program and did not view the OEM as competition. “Hawker Beechcraft is taking a part of the market [individual aircraft owners] that would be very hard for us to serve,” said Miller. The Nextant program, on the other hand, is based on serial production of aircraft in an orderly fashion, similar to new aircraft manufacturing. Miller said that Nextant should deliver 11 aircraft next year and ramp up to an annual production rate of 38 by 2014. Current price of a 400XT is $3.9 million. Available options, including electronic flight bags, XM weather and Waas/LPV, would likely boost the price to the $4.2 million range, Miller said. Nextant will not be offering the 400XT upgrade for older aircraft models in the series, including Mitsubishi Diamonds, Miller said. “It’s just too expensive to upgrade those aircraft.” Kenn Ricci is CEO of Nextant Aerospace, based in Richmond Heights, Ohio, and chairman of Flight Options, based in Cleveland. Michael Silvestro is CEO of Flight Options. The two companies also share some of the same owners. – M.H.

Lang Lang

GLOBAL PERFORMANCE He was born with the gift of natural ability. And when he debuted, some 10 years ago, he rocked the world of classical music. Today, Lang Lang has embarked on another “journey of a thousand miles” – to bring music to children and inspire them to perform. In bringing music and learning to less fortunate nations and communities, he has taken his gift and chosen to give back. In support of his selfless performance, Bombardier* proudly contributes to the Lang Lang International Music Foundation.

i am global

FAA

The FAA’s $40 billion NextGen–which will replace today’s radar-based system with a satelite-based version– will provide better surveillance precision and reliability, but only if the agency can convince operators to equip.

ADS-B deployment provides a proving ground for NextGen by Stephen Pope Progress on the FAA’s ambitious NextGen overhaul of the ATC system in the U.S. has reached a vital juncture, one in which a long list of high-tech challenges confronting developers must be addressed quickly to avoid program delays and cost overruns in the future. This was the message given by presenters at an RTCA-hosted NextGen symposium in Washington, D.C., last month, who warned that the complexities of the first makeover of the U.S. ATC system in 60 years make the endeavor fraught with risk. But FAA officials speaking at the event also pointed to progress in deploying ADS-B (automatic dependent surveillance-broadcast) ground stations across the U.S. and redesigning airspace around the nation’s busiest airports as reasons to be confident that NextGen initiatives under way now will pay significant dividends by the end of this decade. “We’ve made good progress and we should all be proud of that,” said FAA director of surveillance and broadcast services Vinny Capezzuto, “but there’s still much work to be done.” For all the benefits that developers of the FAA’s NextGen air transportation system are convinced they can achieve, the concept’s long-term vision can be realized only if commercial air carriers believe there is a business case for equipping with the technology. Otherwise, airlines will add only the bare minimum of what’s required and discard other NextGen technology, panelists said. To assist airlines seeking to make a business case for equipping with NextGen avionics, ADS-B ground infrastructure prime contractor ITT has entered into a cooperative agreement with Nexa Capital Partners in Washington, D.C., to provide government-backed low-interest loans. “Realizing the benefits of NextGen requires that users equip with avionics supporting NextGen capabilities,” said ITT CEO Steve Loranger. Facing major losses in a fragile

economy, the airline industry has told the FAA that carriers oppose plans to modernize the air traffic control system if the result is increased costs. Doug Parker, chairman and chief executive officer of US Airways, said a year ago that if NextGen is going to impose additional costs on airlines, “we prefer to live without it at the current time.” Operators Reluctant To Equip

Even business jet operators, typically early adopters of new technology, will be reluctant to equip with NextGen avionics until clear standards are made available. A special aviation rulemaking committee formed in July has been tasked with exploring applications for use with ADS-B In avionics, which can deliver operational information and other data to properly equipped aircraft. The FAA points to ADS-B as one of the most important underlying technologies in its plan to transform air traffic control from the current radar-based system developed in the 1950s to a satellite-based system capable of providing better surveillance precision and reliability. ADS-B uses GPS signals along with onboard avionics to transmit the

aircraft’s location to ground receivers. The ground receivers then transmit that information to controller screens and cockpit displays in other aircraft equipped with ADS-B avionics. ADS-B allows pilots to see what controllers see: namely, all other (properly equipped) aircraft in the sky around them. Pilots are also able to see–and avoid–bad weather and receive continuously updated flight information such as temporary flight restrictions. The improved accuracy, integrity and reliability of satellite signals over radar means that controllers will be able to reduce separation between aircraft, thereby increasing capacity. ADS-B also provides greater coverage, since ADS-B ground towers are much easier to install than radar stations. Remote areas without radar coverage, such as the Gulf of Mexico and parts of Alaska, are now covered by ADS-B. Relying on satellite signals instead of groundbased navigation aids also means aircraft can fly more direct routes, saving time while reducing fuel burn. UPS voluntarily equipped approximately 100 of its aircraft with ADS-B avionics from Phoenix-based Aviation Communication and Surveillance Systems, using the avionics maker’s Merging and Spacing techniques to add capacity at its busy Louisville hub. Each year that passes without the adoption of clear standards, however, puts business jet operators one year closer to the FAA’s ADS-B Out mandate in 2020. “We have a ten-year window to equip, but if there is still debate about what the standards for ADS-B technology will turn out to be, operators will wait” until very near the start of the mandate to add the equipment, said Jens Hennig, vice president of operations for the General Aviation Manufacturers Association. “If everybody waits until the last minute, we won’t be able to do all the installations in time.” Panelists at the NextGen symposium also debated how to integrate unmanned aerial vehicles in U.S. civil airspace. A special committee has been formed to develop standards for such operations. The missing link that is needed before UAVs can operate safely in the national airspace system is the adoption of proven sense-andavoid technology that will permit pilotless craft to operate autonomously. o

NextGen a Hot Topic Here NBAA is offering three separate sessions today dealing with the topic of NextGen. > From 8:30 a.m. to noon in Room B203 an overview of the progress made by federal departments toward the eventual implementation of a NextGen weather capability is being presented. S pecific topics are to include the 4-D weather cube, weather translation and integration into decision support systems. An update on policy decisions related to the definition of single authoritative source will also be presented, along with current updates and planned tasks for the next one to three years. > NextGen’s near-term effects on business aviation will be the subject of a session scheduled from 10 a.m. to 11:30, Room 308. An FAA panel will discuss NextGen technologies, including ADS-B, data comm, Rnav/RNP and NextGen Weather. > The third session, from 1 p.m. to 5 p.m., also in Room 308, is a follow-up to a July meeting where the JPDO weather working group and agencies focused on activities related to collaborative decision making between the operator community and the FAA. The ultimate goal of the group is to mitigate the effects of weather in the NAS in the short-term (12 to 36 months). n

4aaNBAA Convention News • October 20, 2010 • www.ainonline.com

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news clips

ROGER BAIN

z Sikorsky Teams with L-M on Presidential Helo

When Europe’s emissions trading scheme goes into effect in 2012 all operators will be accountable for their emissions. Of particular concern for operators who make only a few flights per year into Europe is the fact that the recently approved small emitters tool might not exempt them from the need to hire expensive consultants for independent verification.

ETS reporting process remains a headache

to complete the process. “Some annual fees [for ETS services] are very high and the tools used are too complex for an operator that is going to Europe just a couple of times per year.” Many of Universal’s clients are likely to emit only 40 or 50 metric tons of CO2 in Europe each year and so the company is looking to support them in a more economical way.

by Charles Alcock If you make even a handful of short flights into European airspace, there’s no escaping the countdown to the European Union’s contentious emissions trading scheme (ETS). The capand-trade scheme goes into effect on Jan. 1, 2012, but many operators have been battling with the preparatory bureaucracy for more than a year and those who have not yet made a start face a scramble to be ready to meet requirements that cannot be dodged without facing stiff penalties. Here at NBAA, Universal Weather & Aviation (Booth No. 3927) has made it its business to stay on top of the thorny issue, and its online EU-ETS Reporting Resource Center (www.eu-ets. aero) is a source of information and guidance. The flight planning and support group has been working on plans to start offering direct assistance to operators with the monitoring, reporting and verification process. “ETS is still totally misfitted to this part of aviation,” said Universal’s regulatory services

supervisor Adam Hartley, who has followed developments for the scheme during the past couple of years. He expects to see the European authorities show more leeway on the requirements during the next year, but in his view this gives operators no reason to relax their preparations. Hartley indicated that some operators who have registered their ETS reporting plans may need to adjust these to take into account possible changes in the way emissions have to be recorded and verified (see box). The official deadline is Aug. 31, 2011, for operators who have had plans registered and approved to submit updates to their emissions reports ahead of the initial carbon credit trading period in 2012. “People need to be informed and aware of what they are getting into, and generally there is much greater awareness [of ETS] among North American operators today,” Hartley told AIN, referring to the costs that some operators are facing if they feel the need to use ETS consultants

Deadline Looms

There is less than six months to the March 31, 2011 deadline for verified 2010 emissions and activity reports to be submitted and there are doubts over what operators need to do to find an accredited verifier and how much the process will cost. For many in the business aviation community, the core dilemma is how userfriendly the rules for small emitters–defined as emitting less than 10,000 metric tons of CO2 per year–will prove to be in practice. When the European Commission (EC) approved the socalled small emitters tool for calculating emissions from data generated by Eurocontrol, many bizav operators assumed that it would easy enough to figure out their own CO2 numbers and avoid the need to involve expensive consultants. More specifically, it was hoped that there would be no need to use accredited verifiers to check the emissions reports because the data would be accepted as having come from an approved, independent source. However, there has been no official ruling to excuse small emitters from using a verifier. As things stand, operators accountable to national authorities in many of the 27 European Union (EU) states are struggling to find lists of the accredited verifiers that they are permitted to use. Even those who can find verifiers are still not clear as to what this service will cost them, mainly because authorities have yet to rule on whether to waive the costly site visits that are required to complete the process. So far only the ETS authorities in Germany and France have

Numbers Don’t Stack Up for Small Emitters Tool The ETS small emitters tool for calculating carbon dioxide (CO2) emissions is simple at first glance, consisting of no more than an Excel spreadsheet into which operators can insert data from flight plans filed with the Eurocontrol central flow management unit. The resulting calculations are based on stored data for fuel burn of listed aircraft types. But significant discrepancies have been uncovered by early users of the system. Aaron Misko, co-owner of Ohio-based ETS consultants Shockwave Aviation, has crunched numbers for 60 operators covering more than 100 aircraft operating during 2009. He found CO2 emission estimates overstated to the tune of 40 to 50 percent in the case of aircraft such as the Bombardier Global Express and Global 5000. Misko has alerted Eurocontrol and the European Business Aviation Association to the inaccuracies. He told AIN that, in reality, the problem is of no direct consequence yet to operators, which will not be accountable for emissions until 2012, and by then the errors could be rectified. Some ETS experts have acknowledged that the small emitters tool will be inaccurate but have maintained that it is still a financially viable option if it avoids the need to use consultants and verifiers. If European authorities are, after all, going to insist on data being fully verified then this calculation, too, could prove to be ill-founded. n

00aaNBAA Convention News • October 19, 2010 • www.ainonline.com

Sikorsky (Booth No. 1526) is working with Lockheed Martin on a proposed military version of the S-92 for transportation of the U.S. President. Six years after entering service, the S-92 medium-lift helicopter fleet has logged more than 250,000 flight hours with 117 flying, 75 of which are operated by eight offshore oil and gas flight service providers. Oil and gas operations account for about 90 percent of the 250,000 hours flown, and the fleet is achieving 94-percent mission availability. During the first six months of this year, the S-92 fleet flew 50,000 hours. Bristow Norway operates the highest-time S-92, which entered service in February 2005 and has now flown more than 9,000 hours. The operator’s nine S-92s average 124.5 flight hours per month. The 19-passenger hauler can fly 476 nm and features a rear ramp for easy passenger and cargo loading, night-vision-goggle-compatible avionics displays and a crashworthy fuel system separate from the passenger compartment.

z Banyan Offers Treats with Boat Show Accent Banyan Air Service at Fort Lauderdale Executive Airport is hosting a VIP promotion in conjunction with the annual Fort Lauderdale Boat Show later this month. The FBO is offering show tickets, gift bags, fuel discounts, special hotel rates, Avfuel Avtrip points and gift certificate drawings at its aviation store, Hangar 63. The show is being held October 28 through November 1 at five locations in the Fort Lauderdale area. Also, on October 29, Banyan is holding a special event for King Air owners and operators, focused on avionics, engine and airframe upgrades, including Raisbeck systems, Garmin avionics, Blackhawk engine upgrades and BLR winglets. The King Air Day event, from 8 a.m. to 2 p.m., includes breakfast and lunch. Banyan (Booth No. 7043) offers full maintenance and avionics services and the Jet Runway Café for hungry visitors.

z CD Aviation Honored with FAA Diamond Award CD Aviation, an authorized Honeywell Engines service center, received the FAA’s AMT Diamond Award of Excellence for maintenance technician training for the third year in a row. The award recognizes maintenance organizations that provide training for their mechanics. All of CD’s technicians received training. CD Aviation (Booth No. 4719) is a Honeywell authorized major service center for the TPE331 and an authorized line service center for the TFE731 and Honeywell APUs. The company has three locations: Joplin, Mo.; Calgary, Canada; and Oxelosund, Sweden. Company specialties include agricultural aircraft support and the P3 (preserve, prolong and protect) program to help TPE331 operators increase and maintain engine value. CD Aviation holds FAA, EASA and Argentina ANAC repair station certificates.

z New Charter Regs Target Aeromed Ops The FAA released proposed new regulations for charter operators on October 7, specifically targeting aeromedical services. There were 135 helicopter air ambulance accidents from 1992 through 2009, with 126 fatalities, and 75 commercial helicopter accidents with 88 fatalities (excluding air ambulances) during that period. The FAA estimates that the cost of compliance with the proposed rules will be $136 million for air ambulance operators and $89 million for commercial operators. The rules would require air ambulance operators to add HTAWS, conduct all operations under Part 135, implement preflight risk analysis programs, conduct safety briefings for medical personnel, amend weather requirements and all pilots in command would be required to have instrument ratings. Additional requirements apply to non-air ambulance commercial operators, but all fixed- and rotary-wing Part 135 operators would have to prepare a load manifest for each flight and send it to the base of operations. See the full proposal at www.faa.gov/regulations_policies/rulemaking/ recently_published/.

Continued on page 8 u

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa5

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Europe’s ETS creates headaches uContinued from page 5

published lists of verifiers for the aviation sector, and in the case of France, the companies listed have not completed the accreditation process and so are not yet approved to do the job.

Accreditation bodies in other countries, including the UK, are still working on the applications from companies that have applied for approval, but in some states the ground rules and timetable for this key process have not even been confirmed, raising serious doubts as to whether operators assigned to these states will be able to meet the

March 31 deadline. Failure to meet the deadline could trigger significant fines. Prospective verifiers SGS and VerifAvia told AIN that operators should begin the process with companies that they believe are likely to be accredited, in the hope that they will be and that the completed ETS reports will then be accepted by the authorities.

Verifiers are divided as to whether site visits, even for small emitters, will be required. Paulomi Raythatha, UK product manager for SGS, said that site visits would be mandatory at least for the first year as this is the only effective way to ensure that operators are following an acceptable process to monitor and report emissions. However,

Antony Barrett, business development manager with BSI, predicted that “sense will prevail” and that expensive site visits will not be required and that confirmation of this could come before the end of next month. VerifAvia CEO Julien Dufour explained that it will be down to individual states whether or not they waive the site visit, and he expects at least some will do so. Pricing In Question

Several verifiers told AIN that they have yet to work out pricing, in part because of the uncertainty as to whether site visits will be needed but also because they are trying to work out what rates the market will bear. Because all the approved verifiers are expected to be based in Europe, in theory a small U.S. operator might have to meet the cost of a verifier crossing the Atlantic for several days. Pressed by AIN to give estimated prices for a small emitter’s verification, verifiers indicated that these could run from around $1,800 to $3,400. For a medium-sized operator, the estimates increased to up to around $12,000. According to Universal’s Hartley, the verification process could be complicated by the fact that many of the accredited verifiers will have a background in dealing with ground-based industries and will have little or no appreciation of the aviation sector’s circumstances. He also pointed out that some EU national authorities are a long way behind in preparing to administer ETS reporting. Operators have been assigned to one of the 27 EU member states for ETS administration, with some having the misfortune of being assigned to the less bureaucratically efficient of these. Making matters worse is that the lists of assigned operators are not accurate and operators could find themselves reallocated before they can complete the registration process. The March 31, 2011 deadline to provide verified emissions reports applies only to those operators that registered to participate in the 2010 reporting period, and that will result in free CO2 credits being assigned. Many operators who expect to be small emitters effectively decided that this would be more trouble than it is worth. Nonetheless, these operators will need to be ready to monitor and report their emissions from the start of 2012, regardless of how small their anticipated emissions will be in European airspace. o

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Wi-Fi connections aboard business jets now rival the speeds many passengers are used to on the ground. Aircell’s GoGo Biz is catching on fast now that fractional providers NetJets and Flexjet are customers.

Bizjet Wi-Fi choices keep expanding by Stephen Pope

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00aaNBAA Convention News • October 20, 10 19, 2010 • www.ainonline.com

There are now more ways than ever to connect to the Internet in flight thanks to the growing number of airborne data services available for installation in business jets. From Aircell’s GoGo Biz and Inmarsat’s SwiftBroadband services to ViaSat’s Yonder Broadband and others, Web-addicted passengers no longer have to worry about being able to log on after takeoff. Aircell rolled out its GoGo highspeed Internet service to the airline market a couple of years ago. The service is now available on more than 1,000 airliners–and the number is growing. Aircell also has an expanding order backlog for GoGo Biz systems awaiting installation in business aircraft, said to exceed 1,000 systems. The Aircell service is broadcast by a network of ground stations and is therefore limited to use above 10,000 feet over the continental U.S., a limitation that has given some buyers pause. Aircell’s highest-profile customers in bizav are fractional firms NetJets and Flexjet. NetJets recently announced it will install GoGo Biz hardware in 250 business jets as a start and said it will also add the capability to every new airplane it orders from this point forward. Flexjet, meanwhile, announced last month that it will add GoGo Biz capability to all of its fractional program aircraft. Wi-Fi Internet connections will be provided to NetJets and Flexjet shareowners as a no-cost amenity. Aircell’s GoGo Biz service is likely to start catching on with more business jet operators, given the backing of NetJets and Flexjet as well as charter providers Clay Lacy Aviation and XOJet, which have also placed bulk orders. The hardware needed to connect (two black boxes and two small antennas) lists for $85,000 total. Installation brings the bill to somewhere around $120,000. What buyers get for that price are maximum download speeds of about 3.2 megabits per second, rivaling what many passengers are probably used to on the ground. Aircell service plans include Ultraspeed Unlimited, Ultraspeed 100 and Ultraspeed

40. The Unlimited plan costs $1,995 a month with no restriction on data usage. Ultraspeed 100 is $895 per month for 100 megabytes of data transfer, with additional megabytes priced at $7.95 each. Ultraspeed 40 gives passengers 40 megabytes of data each month for $395 (about $13 a day), with additional megabytes costing $8.95 each. For worldwide connectivity after takeoff, a good choice is Inmarsat’s SwiftBroadband, a satellite-based service that offers slower connections than Aircell’s GoGo (SwiftBroadband tops out at 432 kbps) but is available almost everywhere. SwiftBroadband service providers offer several pricing options that allow customers to pay for the megabytes of bandwidth they use rather than the amount of time the system is turned on. That helps eliminate billing surprises at the end of the month. Hardware Options

Prices for the SwiftBroadband service and hardware are higher than what you’ll shell out for GoGo access (SwiftBroadband costs about $8.50 per megabyte and the hardware can run into the hundreds of thousands of dollars), but the ability to log on worldwide (except over the poles, where there are coverage gaps) can easily trump the higher costs for passengers who need access to e-mail and managed Internet outside the U.S. Manufacturers of SwiftBroadband-compatible hardware include EMS Aviation, Thrane & Thrane, TrueNorth Avionics, Honeywell, Rockwell Collins, Chelton Satcom and Thales. For those buyers requiring faster connections worldwide, ViaSat’s Yonder Broadband can meet that need–for a price. The Yonder Ku-band service provides data connections in flight of up to 10 megabits per second. The onboard hardware and tail-mounted antenna cost about $800,000 and the monthly service fee is $6,000 for unlimited use. Not to be outdone, Inmarsat has an nounced plans to introduce a Ka-band satellite broadband service by 2014 that it said will be far faster, cost less to access and require smaller antennas than competing Ku-band services. Offering a 50 megabit-per-second maximum data rate in flight, Inmarsat’s Global Xpress service will link through the Inmarsat I-5 network, which will consist of three Boeing-built satellites, each with 89 fixed spot beams capable of shifting bandwidth to meet demand spikes anywhere coverage is available. o

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Honda Aircraft expects to make the first flight of its conforming HondaJet “very soon.”

z Bizjet International Completes BBJ for Boeing BizJet International (Booth No. 7536), a wholly owned U.S. subsidiary of Lufthansa Technik, has completed and delivered a Boeing Business Jet to Boeing’s corporate flight department. This is the second such delivery this year from BizJet to Boeing. BizJet International’s work on the second BBJ included periodic inspections and clearance of findings; removal and reinstallation of the complete cabin; interior modifications; installation and update of electronic equipment; and performance of more than 50 service bulletins and letters.

z EAA Wants To Spark Interest of Young Eagles The next step for the Experimental Aviation Association’s Young Eagles will be to develop a group of integrated programs “that not only spark an interest in aviation among young people but build a practical bridge for each young person to continue toward his own aviation goal,” according to Brian O’Lena, EAA’s youth programs manager. Young Eagles, which has flown nearly 1.6 million young people since 1992, has also enrolled more than 5,000 youth in Sporty’s Pilot Shop’s online pilot training course at no charge. After completing this course, students can apply for $1,500 awards and $7,500 scholarships for flight school. In other EAA news, the association’s new president/CEO, Rod Hightower is participating in numerous activities here at the show. At EAA’s NBAA booth (No. 3246), meanwhile, visitors can use a Cessna 162 Skycatcher simulator to get a taste of the aircraft that will be the grand prize in a sweepstakes at EAA AirVenture Oshkosh 2011 next July.

z Turnkey Hawker, Beechjets Profit Elliott Elliott Aviation (Booth No. 7127) has managed to find profit in the current aviation environment via buying, refurbishing and selling a mixed fleet of five Beechjet 400As and three Hawker 400XPs. The eight were among 43 aircraft the company sold or brokered last year. “We saw an opportunity not only to profitably resell these aircraft, but also a chance to create some additional work for our maintenance, paint and interior facilities at the same time,” said CEO Wynn Elliott. “Each of the eight aircraft were in need of routine A, B and C maintenance inspections; three needed engine overhauls and all but two received paint and interior refurbishments–a total of 24,000 man-hours in total work.” Elliott was able to inspect and resell the aircraft quickly by spreading the work among its four facilities–Quad City, Des Moines, Omaha and Flying Cloud.

z Frasca ATD Helps ERAU Study Hypoxia Embry-Riddle Aeronautical University has taken delivery of a Mentor advanced aircraft training device built by Frasca. The trainer will be used in studies of hypoxia, or oxygen deprivation, in the university’s Normobaric lab. The Mentor replicates a Cessna 172 cockpit complete with Garmin G1000 avionics and a Truvision visual system. This is the only such lab in the country and features special pumps that extract oxygen from the chamber, according to a release issued by the university at the time of the lab’s opening last year.The trainer will be used in the lab to study the effects of pilots experiencing oxygen deprivation at high altitudes. It will be able to track and record flight data from the simulator. Embry-Riddle’s Normobaric lab was originally built to teach student pilots how to identify and recover from hypoxia.

z RW Martin, Total Aircraft Merge Into Ikhana RW Martin and Total Aircraft Services (Booth No. 3120) will henceforth operate under the name of Ikhana Group, their corporate parent. Formed in 2007, Ikhana Group provides engineering solutions for aircraft modifications. “The 2007 birth of Ikhana was the origination of a plan to provide a broader and deeper range of products and services to meet the need of our customers worldwide,” said John Zubin, CEO of the Murrieta, Calif.-based company. “Building on shared common objectives as developers of engineered aircraft solutions, Ikhana, operating as a single business unit, continues to develop a reputation for customer satisfaction.”

Conforming HondaJet first flight ‘very soon’ by Harry Weisberger An intensive series of system ground tests and static structural stress testing of production conforming aircraft continues at the HondaJet research and development center in Greensboro, N.C., as the light business jet proceeds toward a planned certification and first delivery in the third quarter of 2012. Here at NBAA, HondaJet’s exhibit (Booth No. 4555) features interior and exterior elements representing final configurations and equipment for the HondaJet. On display are production cockpit and cabin designs reflecting materials, colors and finishes to be available in delivery aircraft. Honda Aircraft has amassed orders for more than 100 of the $4.5 million HondaJets. The proof-ofconcept prototype aircraft has logged more than 500 flight test hours, attaining a top speed of 420 knots and maximum altitude of 43,000 feet. On the eve of NBAA 2010 Honda Aircraft updated the status of the HondaJet certification effort, announcing that ground testing of the first production conforming flight test aircraft is under way as static structural stress testing takes place on the second conforming–but nonflying–airframe. Honda added that assembly of the third conforming aircraft (the second conforming flight test article) has commenced. A Honda spokesman told AIN that first flight of conforming aircraft F1 is expected “very soon.” Systems tests have already been done for oxygen, fuel tank and vapor cycle systems, landing gear deployment, steering and brakes, flight control, power

00aaNBAA Convention News • October 20, 2010 • www.ainonline.com 12

distribution, core navigation functions, primary air data and AHRS, plus integrated avionics system functional testing. Exterior treatment of aircraft F1 is also complete, with a new HondaJet paint scheme on view this week at Honda Aircraft’s NBAA display. Assembly of the second conforming aircraft–ST1–to be used in static structural stress testing, was completed in July. Following FAA control surface testing, static structural stress tests of the entire aircraft have commenced, including 100 percent limit-load tests on wing and horizontal stabilizer structures. The static structural stress testing is taking place at the Greensboro R&D facility. All static structural stress tests use Honda’s advanced structural test system incorporating 61 hydraulic actuators and a 2,600-channel, data-acquisition system within a test fixture designed exclusively

for the HondaJet. Testing will continue on the non-flying static test aircraft as the program moves through certification. The fourth conforming aircraft will undergo fatigue testing, scheduled for 2012. Honda is now assembling the third conforming aircraft, which will flight test mechanical systems. The airplane’s fuselage and empennage are complete, with the wing assembly near completion. Final assembly of this aircraft is scheduled to begin soon at Greensboro. Concurrently, construction of the HondaJet production plant at Greensboro is near completion. The 250,000-sq-ft facility is scheduled to open early next year, when training of the production workforce will begin. The production facility will incorporate FlightSafety International Level-D full-motion flight simulators for training HondaJet pilots. The Honda Advanced Systems Integration Test Facility incorporates actual aircraft systems hardware and software, interconnected with actual aircraft electrical harnesses. Additional simulation capabilities provide real-time navigation RF data, including GPS. o

Asimo Humanoid Robot ‘Mans’ Hondajet’s NBAA Exhibit To illustrate Honda’s wide technological interests, HondaJet has brought to NBAA 2010 a unique “employee” named Asimo. At HondaJet’s Booth (No. 4555) Asimo, an advanced humanoid robot, demonstrates the company’s commitment to enhancing and expanding human mobility. The robot culminates two decades of humanoid robotics research by Honda engineers, who have given it the ability to run, walk on uneven slopes and surfaces, turn smoothly, climb stairs and reach for and grasp objects. Asimo can also comprehend and respond to simple voice commands and will recognize the faces of a select group of individuals. Using its camera eyes, Asimo can map its environment and register stationary objects so that it can avoid moving obstacles as it moves along. Honda demonstrates Asimo around the world to encourage and inspire young people to study the sciences. In the future it may serve as another set of eyes, ears, hands and legs for all kinds of people in need, such as helping to assist the elderly or persons bed-ridden or wheelchair-bound. n

by Robert P. Mark With 30 years of industry cus- unprecedented quality of diatomer service experience, Honey- logue,” Paull added. “We studwell’s vice president of customer ied some of the best examples of and product support for aero- customer service at other comspace business Adrian Paull never panies like Ritz-Carlton, Enterforgot that old story about what prise Rent-A-Car and Zappos happens when you ask for feed- for help.” Honeywell learned its customback… sometimes you hear things you don’t expect. When Honey- ers’ biggest complaint was how well reorganized into segments difficult it was to buy the aerofive years ago, Paull’s people asked space giant’s products. Buying customers for as much useful guid- engines was different from buyance as possible. “They told us we ing brakes or lighting or avionics. were unresponsive and arrogant,” “When people called Honeywell, he said. Some might have cow- their complaints often fell on deaf ered, but Paull took the responses ears because we were trying to do as a call to action. “I wasn’t that too many things for too many peosurprised at the feedback and cer- ple all the time.” The journey over tainly I knew there was always the past five years has been about how we improve our customer serroom for improvement.” The regional meetings that vice, “such as how our field people evolved as a new central focus behave,” Paull said. The company’s MyAersopace for customer service meant the company had an oppor- Web portal has turned out to be tunity to listen to thousands a “key manifestation of our cusmore customers. “It gave us an tomer feedback,” he explained. 9/14 NBAA 2010 ad 1_NBAA 2010 9/15/10 10:43 AM Page 1

“We have tried to make it much easier to navigate as well as considerably more intuitive.” Honeywell now lets customers tell them what their priorities are and the company works to make it happen. Paull said that 70 percent of the company’s quotes now come though the portal. “A year ago, this kind of functionality didn’t even exist on the MyAerospace site.” Paull realized the need to “make it [the buying experience] real for customers. They wanted to know where and how they could participate more interactively. Today, customers can build a complete cockpit online, for example. “We can show them all the options and make this process very experiential.” Most of all though, Paull said, customers are giving Honeywell the ideas it needs to build future functionalities the company had never thought about. Aircraft disabled on the ground (AOG), for example, was one of the toughest hurdles for Paull and MyAerospace because pilots and maintenance folks wanted to speak to a live body when the boss was stuck in

Hong Kong. Paull’s service staff have convinced customers in the past 18 months to try the online option, even for an AOG. “If you can demonstrate to the customer that even an online AOG solution works, you can drive adoption. They needed to know that an online

AOG order rang all sorts of bells here. We can often have the part on the way anywhere within four hours, often less,” Paull said. Honeywell can give customers the waybill number right over the phone or in an e-mail as well.” They’ve learned to trust our online portal.” o

BJT Editor Stephen Pope Wins NBAA Gold Wing Award Stephen Pope, a senior editor of Aviation International News and editor of Business Jet Traveler magazine, has won this year’s NBAA Gold Wing Award for his story “Bizav shines in Haitian earthquake relief effort” in the February 2010 issue of Aviation International News. The article details business aviation’s response

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Honeywell asked, and their customers told

to the earthquake that hit Haiti last January and describes Pope’s own trip to that country aboard a Honeywell corporate Gulfstream that carried aid workers and medical supplies.

Stephen Pope

This is the second Gold Wing for Pope, who also took the prize in 1999. AIN Publications editor-in-chief R. Randall Padfield accepted this year’s award on behalf of Pope, who is honeymooning in South Africa. NBAA Convention News, Aviation International News and Business Jet Traveler are published by Midland Park, N.J.-based AIN Publications.

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www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa13

Embraer has certified a new traffic collision alert and avoidance system (TCAS) and a terrain awareness and warning system (TAWS) for its Phenom 100 light jet. The TCAS equipment, which increases crew awareness of approaching aircraft, is being supplied by Aviation Communications and Surveillance Systems. TAWS, which will be supplied by Garmin, seeks to prevent controlled flight into terrain accidents. Both systems are now standard on the Phenom 100, which features a Garmin G1000-based avionics suite.

z Flexjet Boss To Discuss Future of Bizjet Travel Flexjet president Fred Reid will speak at 2:30 p.m. today here at the Georgia World Congress Center about the future of business jet travel. Reid’s hour-long session, in Room B310, will cover the ways that the past two years have forever changed the fractional jet ownership industry. Reid will discuss the practices being implemented to survive this difficult period, such as diversifying one’s business model, creating strategic alliances, building global travel solutions and offering more customized products.

z EMTEQ lets installers see the light Emteq, a specialist in customized cabin interior lighting, is at the NBAA Convention (Booth No. 4955) to illuminate attendees about the benefits of its new variable white LED lighting system it calls “Daylight.” The New Berlin, Wis., company says Daylight replicates natural lighting inside the aircraft with cabin lighting control on a single bus, eliminating the need for external power supplies, dimming modules and other hardware. Emteq has been working with Flying Colours to provide interior lighting for a variety of completion and refurbishment programs including Flying Colours’ CRJ ExecLiner conversion. Emteq also supports Flying Colours’ Green Bombardier Challenger 850 program with a full LED lighting package of wash, reading, dome, marker and flexible accent lighting. The company is also supporting Nextant Aerospace’s Beechjet 400XT modernization program with LED lighting in the cabin headliner, replacing the original fluorescent lighting.

z EASA Certifies Raisbeck C90GTi Mods Raisbeck Engineering (Booth No. 7937) announced that it has received EASA certification for its King Air C90GTi Epic performance package. The modifications include Raisbeck/Hartzell propellers and two aft strakes that increase range and takeoff performance and reduce cabin noise. The package also has optional wing lockers fitted behind the engine nacelles. A King Air fitted with the Epic package installed will have a maximum allowable takeoff weight of 10,500 pounds–an increase of 400 pounds–and a 13-percent reduction in takeoff distance, according to the company. The aircraft will be able to operate from more hot/high airports as a result of the improvements as well.

z Aero Specialties Expands Its Global Reach Aero Specialties of Boise, Idaho (Booth No. 8049), is expanding its global distribution and warehousing network by teaming up with AeroStock of France, Franke Care Systems of Germany, TDH Visions of Saudi Arabia and Movac Group of Mexico. According to Aero Specialties, each entity has its own regional distribution system that will allow the company to have a larger, more cost-effective international footprint. Matt Sheehan, Aero’s president, said the CE-marked ground support equipment has spurred interest in the European Union because the equipment is readily available and, given the weak dollar, comparatively affordable. “Additionally, the ability to directly serve the Gulf Coast Countries with a local and cultural presence has led to an increased interest in Aero equipment with several new customers,” he said. CE marking on a product is a manufacturer’s declaration that the product complies with the essential requirements of the relevant European health, safety and environmental protection legislation.

Airbus (Booth No. 2215) came to NBAA with good news, starting with growth in corporate jet sales and confidence returning to the marketplace, according to Francois Chazelle, v-p of worldwide sales for executive and private aviation. Airbus opened a sales office in August in Hong Kong, he said, and has already made some sales in China. He added that the first executive A319 that will go into service in China is now being outfitted. With the presence of charter operator Comlux’s ACJ here at NBAA on the static display line, Chazelle took obvious delight in reporting that, worldwide, there are now 10 operators flying a total of 15 ACJs in charter or corporate shuttle service. And, he noted, the ACJ family continues to be

improved, from the recent GPS landing system to GPS-based airport maps to the redesigned “skatelets” on the wingtips expected to go into service in 2012. Chazelle said the optional

Airbus’ Francois Chazelle is bullish on corporate jet sales, especially in China, where the company recently opened a sales office in Hong Kong.

Piaggio backlog reaches 70, with no white tails by James Wynbrandt John Bingham, president and CEO of Piaggio America, did not mince words when he kicked off Piaggio Aero’s press conference Monday. “It’s a horrible market,” he said. Piaggio Aero Industries of Italy is the manufacturer of the P.180 Avanti twin turboprop pusher. But Bingham then presented an overview of the company’s current and future developments, which provided some salve for the grim assessment. Piaggio currently has a backlog of 70 orders, he said, with the last of the deliveries scheduled for 2014. And while 2010 deliveries this year are expected to be only half of the 24 sold in 2009, “We have no white tails [unsold

Piaggio’s John Bingham says the market is “horrible,” but he holds a backlog of 70 P.180 Avantis.

00aaNBAA Convention News • October 20, 14 19, 2010 • www.ainonline.com

skatelets are expected to provide a 3.5-percent improvement in fuel efficiency. There are also plans to certify the GPS landing system that provides a visual and aural warning while on approach if there is insufficient runway to land safely. The runway overrun warning and prevention system is currently installed in the A380 and Airbus plans to make it an option for ACJ owners. o

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z Embraer Certifies TCAS For Phenom 100

Airbus enters China with Hong Kong office

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aircraft on the factory ramp],” said Bingham, “so we haven’t had to distress the market for the aircraft,” that is, sell at a discount. Piaggio also has put plans in place to speed up future production. “We used the [slowdown] to review manufacturing processes, and add a lot of lean manufacturing technology, to be able to produce more aircraft when we come out [of the slowdown],” Bingham said, estimating that the efforts would increase production to 40 to 50 aircraft per year from the current capacity of 30. Piaggio reported the fleet of some 203 Avantis has reached the 500,000-hour milestone. Avantair, the U.S. fractional company that has a fleet of 55 Avanti IIs, is logging an average of 120 hours per month on each of its Avantis. “That’s a testament to the robustness of this aircraft,” said Bingham. Piaggio also announced aggressive plans to expand into Brazil, having established a sales office in Recife this year, and is preparing to open five service centers there. Worldwide, the company has improved its customer service, expanded its service network and brought in a new parts team. The company now has 27 service centers, versus nine in 2009. Service centers in the U.S. have grown from five last year to 16 today. Going forward, in addition to expanding into new global markets, Piaggio will push into a new niche market. Air Ambulance Worldwide in Tampa is operating three Avantis, and Piaggio sees a growth opportunity for medevac use. “Because of the cabin size, care workers can work on a patient,” Bingham said. “We will pursue this market aggressively.” Bingham announced that Elgio Trombatta has been named the company’s new general manager and Piaggio has inked a new marketing partnership with Benetti, the Italian luxury yacht manufacturer. Benetti has a presence at Piaggio’s NBAA booth (No. 2643). o

This news is traveling faster than Mach .92 We’re extremely proud that our new G5000 integrated flight deck has been selected to fly on Cessna’s fastest, most sophisticated business jet: the Citation Ten. Representing one of the most intuitive pilot/vehicle interfaces ever seen in this class of avionics, the G5000 system combines growth-oriented architecture with new digital touchscreen vehicle management units and multi-frame, widescreen displays enhanced with Garmin’s virtual-reality SVT™ synthetic vision technology. Now, Citation Ten pilots will have a streamlined work environment truly befitting a nearsupersonic business jet. And based on initial pilot reactions, it seems we’re not the only ones who’ve been waiting for this day to come. Thank you, Cessna. Times Ten. Follow the leader.

www.garmin.com

JSSI president Louis Seno (left) and Bryan Moss explain the new membership programs that support customers.

JSSI adds three engine programs by Evan Sweetman The company is introducing a Platinum engine maintenance program for large-cabin aircraft, an unscheduled engine maintenance program and an option for supplemental lift coverage.

Under the new programs, customers will accrue costs on a per hour, per cycle or per year cycle and will be covered for any maintenance required. “What we’ve found is that the

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Jet Support Services, Inc. (JSSI) is adding three membership programs to further support its customers, the company announced at the NBAA Convention on Monday.

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Booth #2726

Keeping You Flying in Style 24/7/365

customer would rather accrue maintenance costs over the life of the aircraft instead of being surprised by unscheduled maintenance,” said Bryan Moss, JSSI’s newly appointed board of advisors chair. The Platinum program covers scheduled and unscheduled maintenance and removal, replacement and shipping costs. The program covers the Rolls-Royce BR710, Tay 611-8 and -8C, and the AE3007A1E as well as the GE CF34-1A, -3A, -3A1, -3A2 3B and -10E7 engines. “The Platinum program covers on-wing labor and any troubleshooting, labor logistics and freight required for the maintenance work,” JSSI president Louis Seno said. Clients using the unscheduled maintenance program will receive 100-percent coverage with one payment per year. Supplemental Lift

The supplemental lift program is designed to help operators using aircraft with the Rolls-Royce BR710 and Tay 6118C engines. According to the company, there is a limited pool of replacements for these engine types, so it is offering a program that gets the clients back in the air with a replacement aircraft. “Loaners could be a problem to get a hold of for those engines,” Moss said. “Sometimes it’s difficult to get shop slots aligned with an engine, and there’s a potential chance there won’t be an engine available, so we looked at supplemental lift to get the customer from Point A to Point B.” JSSI also announced several membership benefits it has recently added. These include partnerships with Duncan Aviation, Carey Limousine, Avfuel and Embry-Riddle Aeronautical University. “Carey Limousine actually trains its drivers how to navigate the ramp, and that the baggage door on the Gulfstream is on the left side of the aircraft,” Seno said, speaking to the care and the reasoning for selecting the company for its services. JSSI clients get a 15-percent discount with Carey. They also receive special discounts with Avfuel and Duncan Aviation. o

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16aaNBAA Convention News • October 20, 2010 • www.ainonline.com

10/6/10 11:09 AM

One King leads to another. We keep adding to the Garmin G1000® retrofit list. And now, you can check off every King Air model in today’s Beechcraft lineup. Soon the top-of-the-line King Air 300/350 turboprops will join the C90 and 200 series airframes already being updated at authorized installation centers industry-wide. Featuring full FMS integration through Garmin’s GFC 700 digital autopilot, this dual-everything suite offers enhanced situational awareness with optional SVT™ 3-D synthetic vision flight displays. Other highlights include: Class B TAWS terrain alerting. Solid-state AHRS reference. RVSM compliance1. Digital radar. Electronic charts. And a choice of standard XM satellite weather2 or optional Iridium-based Garmin worldwide weather service3 with available voice/data communications from virtually anywhere on the planet. To learn more, see our King Air video at www.garmin.com. Or call Dave Brown at (913) 440-1406. Follow the leader.

NASDAQ GRMN ©2010 Garmin Ltd. or its subsidiaries King Air 200 and 300/350 models only. Subscription required for optional XM weather (sold separately). Uses optional GSR 56 Iridium network transceiver (subscription required).

1 2 3

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P&WC modifies ESP, waives mandatory hours by Kirby J. Harrison Pratt & Whitney Canada is putting customers first at this year’s convention, in particular

T R AINING

making some customer-friendly changes to its popular Eagle Service Plan (ESP).

PL A NNING

The Canadian engine manufacturer (Booth No. 2704) says engine operators wishing to enroll in its ESP program will no longer have to deal with minimum flying hour requirements as it is waiving the minimum annual requirement “due to the difficult global economic conditions.” Raffaele Virgili, vice president of customer service, said,

“Eliminating the annual minimum-hour requirement makes our ‘pay-by-the-hour’ plan more accessible and attractive to a wider base of operators.” The ESP program offers P&WC engine operators a range of maintenance coverage, depending on the level selected–Gold, Silver, Gold Lite and Silver Lite. Basic

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coverage includes both parts and shop labor for scheduled engine overhaul/refurbishment and hot-section inspection. Through an early enrollment discount, eligible operators of new PT6A engines will pay only 20 to 30 percent of the standard ESP hourly rate during the first 1,000 hours (total time). Also being announced at NBAA is the PT6A Choice ESP program, an engine service plan providing enhanced cost predictability for operators of PT6A engines in corporate service. It is designed for the specific needs of the PT6A engine operator and the maturity, reliability and modular design of

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18aaNBAA Convention News • October 20, 2010 • www.ainonline.com

P&WC PT6A

that engine model. Choice ESP aligns engine service plan payments with program benefits received during the expected term of aircraft ownership. The operator pays a reduced hourly rate for full program benefits up to the scheduled overhaul event. At the overhaul event, the remaining balance of PT6A Choice ESP payments results in a guaranteed engine overhaul price. By enrolling in the program, said Virgili, “a PT6A operator pays half of the standard ESP rate per hour flown, and when the engine comes in for a scheduled overhaul, the cost is both predictable and guaranteed, based on the ESP program hourly rate in effect at the time of payment.” In addition, operators who wish to benefit from P&WC’s popular Flex enrollment option for the Eagle Service Plan now have an additional 12 months to do so. Further, the initial payment has been reduced for “the vast majority of operators,” in some cases by up to 90 percent. According to Virgili, Flex offers a flexible payment option for hours flown prior to enrollment, and operators may pay for the majority of hours flown prior to enrollment at any convenient time in the future, up to the scheduled engine overhaul event. P&WC is celebrating the 21st anniversary of its ESP program this year, with more than 1,000 operators and 3,000 engines enjoying the benefits, added Virgili. o

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The Beechjet 400XT. Forget everything you ever knew about the Beechjet’s “Short legs.” The 400XT modernization program pays its largest dividends in range, delivering a 50% improvement over the Beechjet 400A/XP, to a best in category range of 2005 nautical miles (4 Pax NBAA IFR Res.). Building on the renowned value, ruggedness and technological sophistication of the Beechjet 400A/XP, Nextant has created a whole new category of business jet with more range, more speed, more fuel efficiency and most importantly more value. It’s time to get a leg up on the competition. It’s What’s Next. Discover What’s Next at NBAA Booth #8245.

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Completion centers await new Boeing widebody projects by Mark Huber

Head-of-state and VVIP completions centers are awaiting two new Boeing widebodies–the 747-8 and the all-composite 787. Both aircraft, which have suffered from well-publicized program delays, are currently in flight test and customer deliveries should begin next year. The value of Boeing’s order book for widebody VIP aircraft is approaching $6 billion and eclipses that of single-aisle 737-based BBJs by almost three to one. The bigger completion centers are taking notice of the numbers. Boeing’s latest iteration of its iconic quad-engine 747 jumbo jet is more efficient, quieter, longer, faster and flies farther than its progenitors. In VIP configuration it can carry 100 passengers 9,260 nm nonstop in a spacious 4,786-sqft cabin at a cruising speed of Mach 0.86, with a dash speed of Mach 0.92 or 614 mph. All these superlatives have a price tag to match: nearly $300 million (green) when deliveries ramp up next year. Add a state-of-the-art, head-of-state interior for a VIP 747-8 with opulent finishes, secure communications and anti-missile C_AIN_October2010_JC_AIN 20/09/2010 15:37 defense Page 1

and countermeasures and the price easily creeps toward half a billion dollars. Through the first half of this year, Boeing Business Jets (Booth No. 3304) had signed seven orders for the leviathan in VIP configuration and identified seven authorized completion centers to work on it: AMAC, BaySys Technologies, Greenpoint Technologies, Gore Design Completions, L-3, Lufthansa Technik and Jet Aviation. Two years ago Jet Aviation Basel built a 377,000-sq-ft hangar that can accommodate an Airbus A380 and a 747-8 simultaneously. Meanwhile, BaySys Technologies announced plans in June to establish a joint venture VIP completion center in Casablanca, Morocco, to service European, Gulf and Middle Eastern customers, including perspective 747-8 buyers. The first 747-8 is scheduled to go into completion late next year. The potential market for VIP 747-8s could approach 50. More than 12 VIP 787s are on order and certainly more will follow. The initial order number could increase to 16 if certain lease orders are converted, according to a Boeing spokesman. The first 787

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Kirkland, Wash.-based Greenpoint Technologies has designed this dining room for a VIP 787 Dreamliner.

is expected to enter a completion center sometime in 2012. The 787-8 VIP will be able to remain aloft for nearly 22 hours and fly unrefueled missions up to 9,590 nm with reserves and offers 2,400 sq ft of cabin space. A follow-on 787-9 VIP adds 300 sq ft of cabin space and 400 additional miles of range. Typical 787 VIP completion budgets are estimated at $40- to $70 million per aircraft, the higher end equivalent to the cost of an entire completed 737 BBJ in the 1990s. For interior designers and completion

centers, both new aircraft present unique challenges and opportunities. The 747-8 interior has adjustable LED lighting. The staircase to the upper deck is bolder and more curvaceous, the overhead bins are more sculpted and the entry way is much larger, creating an impressive towering foyer. However, the most dramatic feature is the main cabin’s 13-foottall ceiling combined with the decision to move the electrical, hydraulics and HVAC piping into the sidewalls of the aft fuselage. This creates a second deck and 881 sq ft of additional usable floor space aft

ANALYSIS SERVICES DRIVEN B

of the 747’s trademark hump that could be accessed via an additional staircase in the rear of the aircraft. Designers are proposing using that space for private lounges and dining rooms, offices, enclosed sleeping berths, crew rest areas or secure communications suites. Greenpoint Technologies has designed modular SkyLofts for this space. The tall ceiling also gives designers the flexibility to fashion dramatic open lofts as well as vaulted and trayed ceilings. Greenpoint and L-3 also have designed custom

elevators for the 747-8 that deploy to the tarmac when the aircraft is stopped on the ground and also can move between decks while the aircraft is airborne. Although the first $153 million (2007 price, green) 787-8 VIP will not be delivered to a completion center until 2012, and most much later than that, as early as 2006 designers and completion centers began fashioning futuristic interior spec concepts that played on the aircraft’s spacious 2,400-sq-ft cabin, larger fuselage windows and open space. BMW

With the 747-8’s high ceilings and relocated systems, designers have another 881 sq ft and a second deck on which to locate offices, private lounges and sleeping berths.

Lufthansa Technik is working with UK-based Andrew Winch Designs on a 787 executive/VIP interior. The forward lounge is in the quietest portion of the cabin and incorporates three multifunctional seating areas with 19-g certified divans and coffee tables that may be raised and converted to dining tables.

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DesignworksUSA created a whimsical design for a fictitious Russian billionaire complete with fitness center, band stand, an enormous media room, open staircase, bar and glass floor revealing a BMW automobile in the cargo hold. Some designers have submitted actual interior concepts to Boeing for review. Boeing is reaching out to some designers directly with special data packages. “We don’t give the designers the same depth [of data] as the completion centers,” Boeing Business Jets president Steve Taylor said, but they do get an “outfitters data package” that

contains “everything a designer needs to do an interior.” The 787’s composite construction has caused some completion center trepidation, but Taylor said items such as pre-drilled frames and attach points on the 787 “that do not exist on an aluminum airplane” will make monument placement easier. o

OEMs modernize today’s engines, continue R&D for next-gen mills by Thierry Dubois Business jet engine programs this year seem to be moving slowly, with little progress to report. Some–like the Snecma Silvercrest–have not been officially launched yet and are still looking for an application. Most news comes from derivative engine programs at Honeywell, Pratt & Whitney Canada and Williams International. Research programs– such as Rolls-Royce’s E3E core continue and the FAA is funding an effort called Continuous Lower Energy, Emissions and Noise (Cleen), while GE Aviation and Honeywell are making new engine upgrades available for in-service aircraft. GE Aviation GE Aviation (Booth No. 1747) confirmed that it is working on a new 10,000-poundthrust engine. According to a GE spokeswoman, the engine manufacturer is in discussions with airframers about new

engine applications in this thrust class. “Derived from the TechX development program, this completely new engine in the 10,000to 20,000-pound-thrust class is aimed at the larger cabin aircraft and includes advanced technology from existing programs as well as new core technology based on the core being used in the new CFM LEAP-X engine for narrowbody aircraft.” GE Aviation is offering a simplified modernization program for some CF34 engines to upgrade them, on-wing, to an on-condition maintenance standard. The simplified upgrade is available for 36 CF34-3A2 engines on Bombardier Challenger 601 business jets. These engines meet the criteria to go from a hard-time maintenance schedule to on-condition service. According to GE, the upgraded engines will have longer time on wing and reduced maintenance costs. No more hotsection inspection or overhaul will be scheduled. All CF34-1As

and -3As, as well as -3A2s with a serial number older than 350490, can be upgraded, too, but with a shop visit for some hardware changes. “For serial numbers from 350-490 to 350-525, we verify that the configuration is consistent with the service bulletin requirements,” Bill Hoernschemeyer, GE Aviation’s general manager for corporate aviation sales, told AIN. There is no hardware change in the on-wing upgrade, he clarified. GE Honda Aero The GE Honda HF120, which is to power two delayed aircraft programs–Honda Aircraft’s HondaJet and Spectrum Aeronautical’s Freedom S.40–is progressing in its test program. Since May, GE Honda engineers have performed hailstorm testing. Nine engines are dedicated to certification testing. Two more engines are dedicated to engineering validation.

GE Honda HF120

00aaNBAA Convention News • October 20, 22 19, 2010 • www.ainonline.com

Last May, certification of the HF120 was delayed once more. It is now pegged for the second half of 2011. The HondaJet is now slated for certification in the third quarter of 2012. The 2,095-pound engine features a wide-chord, compoundswept front fan and a two-stage booster. The single-stage compressor is made of a high-temperature titanium impeller “for maximum engine pressure ratio and stall-free performance,” according to GE Honda (Booth No. 1547). The combustor is in a reverse-flow configuration, with single-stage air-blast fuel nozzles. The high-pressure turbine has one stage, while the lowpressure turbine has two. The high-pressure and low-pressure spools are counter rotating. The bypass ratio stands at 2.9. As for maintenance, the company is pledging a 5,000-hour time between overhaul. By the time it enters service, the HF120 should have logged 15,000 cycles. Honeywell Engines Honeywell’s 7,445-poundthrust HTF7250G is progressing toward certification late this year. The engine is powering the in-flight-test Gulfstream G250. “A slate of design validation and certification tests have been completed,” a Honeywell spokesperson told AIN. These tests were for cooling (for the turbine section), vibration (for engine externals) and controls. It also is conducting software certification tests and operability flight tests (for surge and stall margins). The company also plans to conduct inclement weather testing and the 150hour endurance test. Honeywell (Booth No. 6600) is still targeting 2011 for the certification of the HTF7500E but program managers “have to make up time in the program to hit the target certification date,” the spokesperson said. The 7,000-pound-class engine, which is to power the Embraer Honeywell Saber

Legacy 450 and 500, ran for the first time in July. This first run had been planned for April but was delayed until “receipt of engine hardware for testing.” Since then the engine has run on the ground and in flight on the company’s Boeing 757. “We tested performance–fuel efficiency, windmill start envelope and so forth–and operability, including surge and stall margins,” the spokesperson explained. He added that engineers are satisfied with the results. The HTF7500E has a 34.2inch fan and a bypass ratio of 4.2. The compressor has five stages (four axial and one centrifugal), while the high-pressure and low-pressure turbines have two and three stages, respectively. The Legacy 450 and the Legacy 500 will share the same hardware. Honeywell promises it will be offered with an on-condition maintenance program from its entry into service. Honeywell is also supplying the TFE731-50R engines on the Hawker 800XPR retrofit that Hawker Beechcraft has started offering for the 800XP. The engine is already in service on the Hawker 900XP. It will deliver 4,660 pounds of thrust on the 800XPR. The improvement is in temperature margins. According to Honeywell, the updated engine will give the aircraft a 7-percent range improvement for ISA-condition takeoffs. Moreover, it will “yield up to a 24-percent range improvement for hot-and-high takeoffs.” The engine maker also pledges lower operating costs. The original Hawker 800XP is powered by a pair of TFE731-5BRs. Honeywell will also incorporate technology from its Saber 1 engine improvement program into HTF7000 production engines. Those same improvements will appear in the HTF7250G and HTF7500. Certification tests are under way for the updated HTF7000. According to Honeywell, Saber 1 combustor technology will meet all ICAO standards, with a 25-percent reduction in nitrogen oxides (NOx) emissions. The company has also launched Saber 2, which is expected to reduce NOx emissions by another 25 percent. The new Tech 7000 technology demonstrator makes use of a fleet of HTF7000s to develop Saber 2 as well as make other improvements “in a relevant environment.” Full component-level testing has already begun and combustion systems are running.

Other improvements to the HTF7000 will affect the fan, compressor and turbines. Among the goals are better power-to-weight ratio, a smaller core to reduce engine weight and a higher pressure ratio for improved fuel burn.

has been improving engine efficiency on the FJ44 by about one percent per year. All Williams engines are said to fall into the zero emissions surcharges category at Zurich Airport.

Rolls-Royce AE3007

Cleen Engine Program

Pratt & Whitney Canada

PW810

The PW307B is currently in the detailed design phase. It is on schedule to make its first run in the fourth quarter of this year, a PWC spokesperson told AIN. FAA certification should happen in the fourth quarter of 2012. The PW307B is built on the same turbomachinery as other PW307s. Changes include engine control software and “minor additions on the aft bypass duct and the fuel motive system flow.” The PW307A powers the Falcon 7X trijet, while the PW307C powers the Falcon 2000DX twinjet. Although the PW810 program was halted shortly after the Cessna Citation Columbus program was terminated last year, Pratt & Whitney Canada is keeping an eye on the market for the PW800 family. It would use the same core engine as the PW1000G geared turbofan, which will power next-generation regional jets, and would be aimed at large and ultra-long range business jets, supplying 10,000 to 20,000 pounds of thrust. Sister company Pratt & Whitney, based in East Hartford, Ct., last summer completed testing on the full-scale PurePower engine core with 260 test hours. It validated performance and operability goals, Pratt &

Whitney said. The PurePower PW800 engine pledges doubledigit improvements in fuel burn, environmental emissions, engine noise and operating costs. Rolls-Royce As of early this month, Rolls-Royce (Booth No. 4267) had a piece of news to report in its business jet engine programs. The AE 3007A2, which powers the Embraer Legacy 650, received certification from Brazil’s ANAC civil aviation authority. The 9,440-poundthrust engine received FAA certification in April. More powerful than the Legacy 600’s variant, which stood at 7,953 pounds, the AE 3007A2 contributes to the 500-nm range extension to 3,900 nm. The pair of AE 3007A2s allows more fuel to be carried and their specific fuel consumption is lower, according to Rolls-Royce. The Legacy 650 is to enter service by the end of the year. Engine development testing of the AE 3007A2 is complete, and four engines are participating in flight tests on two Legacy 650s. Compared to its predecessor, the AE 3007A2 provides 6 to 12 percent higher thrust at takeoff and climb, according to the manufacturer’s numbers. The new version features an “advanced” wide-chord fan and updated software, both

Snecma Silvercrest

of which cut fuel burn at longrange cruise speed. Snecma Despite still lacking a launch customer, Snecma of France continues to develop its Silvercrest business jet engine. Targeted at large and/or long-range business jets, it could provide 9,500 to 12,000 pounds of thrust. Snecma (Booth No. 3865) claims its first business aviation design will offer a 15-percent fuel burn improvement. NOx emissions are expected to be 50 percent below current CAEP 6 requirements. Noise is said to be 20 dB below Stage 4. The Silvercrest’s core engine completed an 80-hour test campaign in 2008. Williams International The Williams International FJ44-4–the engine that powers Cessna’s new CJ4–was certified in February. The FJ44-3AP is in the certification process, earmarked for Hawker Beechcraft’s Premier II, the Nextant re-engined Diamond/Beechjet 400 and the PiperJet single. Also going through the certification process is the FJ33-5, intended for the much-delayed Cirrus SF50 Vision and Diamond D-Jet. Last summer Williams International (Booth No. 5149) told AIN that, since the FJ44-1A went into production in 1998, it

ERIC DROUIN

Pratt & Whitney Canada (PWC, Booth No. 2704) is developing the 6,100-poundthrust PW307B for the Learjet 85. The engine features PWC’s Talon advanced combustor technology, which is claimed to outperform ICAO standards by more than 30 percent for NOx missions. The engine also will meet Zurich 5 requirements for zero noise surcharge fees (Zurich Airport in Switzerland has special noise rules).

Last June, the FAA awarded a total of $125 million to Boeing, General Electric, Honeywell, Pratt & Whitney and Rolls-Royce-North America to participate in the Continuous Lower Energy, Emissions and Noise (Cleen) program. A significant part of the amount will be spent on engine technologies that will find applications in business aviation. Under a cost-sharing arrangement, each company will match or exceed the FAA’s contribution, thus bringing the overall total value of the program to more than $250 million. The Cleen program targets 2015 for these technologies to enter into service. The goals of these research and development efforts include a 33-percent cut in fuel burn and a reduction of NOx emissions by 60 percent. Cumulative aircraft noise levels should be cut by 32 decibels. Under the aforementioned agreement, GE has signed a $66 million contract with the FAA. The company sees the money going primarily toward its leanburn/low-emissions Taps II combustor. Taps II is at the center of GE’s eCore hot section, and the company began testing it in June 2009. Taps II also will be at the heart of partner CFM International’s Leap-X engine for single-aisle airliners as well as the company’s next generation of regional and business jet engines. The eCore demonstrator ran last year and this year with a single-stage turbine. Testing of the second eCore demonstrator, with the 10-stage compressor but a two-stage turbine, is scheduled to begin next year. Once the architecture is chosen (between the single-stage turbine and the twostage turbine), GE expects the new core will provide up to 16 percent better fuel efficiency than the best it has in service today. Honeywell’s contract is for a total of $27 million over five years. The effort will focus on fuel-burn reduction and alternative fuels. The engine maker will use its TECH7000 turbofan test engine as the basis for its research. Using this HTF7000based demonstrator, engineers will focus on engine cycle efficiency through increased

operating pressure and turbine inlet temperature. In biofuels, Honeywell’s subsidiary UOP has developed technology to convert sources like algae and camelina into aviation fuel. Trademarked “Honeywell Green Jet Fuel,” it is said to meet all specifications for jet fuel. “It offers significant savings in greenhouse gas emissions,” said Ron Rich, Honeywell’s vice president for propulsion systems. To evaluate the use of aviation biofuels, Honeywell and UOP will work with Gulfstream and the Massachusetts Institute of Technology. Rolls-Royce, which has received $16 million, will perform engine demonstrations focused on reduced fuel burn and alternative fuels. Engineers will look for ways to reduce turbine cooling airflow, which should yield gains in cycle efficiency. In biofuels, Rolls-Royce will work with Cessna to test an AE 3007 engine on a Citation X, including component, engine, rig and flight testing. The company’s aim is to assess fuel suitability, environmental sustainability and industrial and commercial viability. Rolls-Royce also wants to “build on fundamental scientific understanding,” it said. For the longer term, RollsRoyce has a research program under way for two-shaft engines in the 16,000- to 25,000-poundthrust range. In business aviation, this addresses the top of the market–large-cabin, longrange twinjets. The program also applies to narrowbody airliners. The research effort, dubbed E3E for “efficiency, environment, economy,” is being conducted at Rolls-Royce’s German design offices and factory in Berlin. The latest core engine build, 3/2b, was tested from March to May, running 40 hours at Stuttgart University’s altitude test facility. E3E is aiming for a 15-percent reduction in fuel burn over in-service engines, which would translate into a 15-percent cut in CO2 emissions. Thanks to a lean-burn combustor, E3E has already demonstrated NOx emissions at 45 percent of CAEP 6 standards. Tests included altitude relight for the lean-burn combustor, which was deemed successful, with relight capability up to 36,000 feet. Also tested was the new shroudless turbine And a new system for blade tip clearance control was checked. Component efficiency was measured at sea level and 35,000 feet. At the heart of Rolls-Royce’s Continued on next page u

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa23

uContinued from preceding page

research core is a nine-stage, high-loading high-pressure compressor (HPC), which provides a pressure ratio of 22:1. E3E

program chief engineer Holger Klinger pointed out to AIN that in-service V2500s (found on some Airbus ACJs) need another stage of high-pressure compressor and an additional four-stage low-pressure compressor (booster) to reach a comparable pressure ratio. Therefore, the E3E compressor has 1,000 fewer airfoils than a

V2500 in its compression stages. Moreover, six compressor stages are blade-integrated disks (blisks). The bottom line should be a lighter, more compact and cheaper engine. The thrust-toweight ratio should be improved by 25 percent And unit cost cut by 30 percent. For high-pressure turbine blades, design engineers managed

Rolls-Royce E3E

A 04 BA 4 N .2 o at s hn t u oot si Vi , b lB

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to find new 3D aerodynamic shapes that enable a reduction in the number of blades. However, the greater distance between the blades makes it impractical to keep shrouds at the tips because they would be too large to withstand stress and temperature, Klinger explained. This then called for finding another way to manage tip clearance. As a solution, RollsRoyce designed an abradable ceramic liner for the inner case. The tips of the blades are coated to make them abrasive, yielding a rub-in tip clearance control system. “To test this, you need a full engine running environment, otherwise you get wrong results in terms of abradability and cycle life,” Klinger said. Some E3E technologies have already been infused into some Rolls-Royce engines. The Gulfstream G650’s BR725, for example, has light titanium blisks in its high-pressure compressor. Again in the compressor, elliptical blade leading edges reduce profile losses. Two core engines have run since 2008. “We are currently preparing core 3/2c, with an improved abradable turbine liner,” Klinger said. In 2012, 3/2d will run with an enhanced leanburn combustor for lower emissions and better efficiency. Later, core 3/3 will be fitted with minimal instrumentation, which will enable it to perform 1,200 cycles in a cyclic endurance test. o

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Filtration solution and product provider Donaldson opened an expanded facility in Leuven, Belgium, on September 27 and held an open house to celebrate the opening on O ctober 3. The larger technical center is used for engineering and administrative operations. Donaldson originally opened the European technical center in Belgium in 1976 to support European, Middle Eastern and North African sales and operations. The expansion added 40,000 sq ft to the technical center, more than doubling the size of the facility, which Donaldson uses to support engine filtration technologies. v

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With new hangar under way, Biggin Hill continues expansion by Charles Alcock London Biggin Hill Airport has just hotel at the site. It already has planning started construction for a new 55,000-sq- approval for the project and is in the final ft hangar adjacent to its main passenger stages of securing a joint-venture partner. UK aircraft charter and management terminal. The move is part of a wider expansion plan that has already seen the operator PremiAir recently established a increase of available ramp space to some new base at Biggin Hill, after it purchased 500,000 sq ft and which should also see several Bombardier Learjet 45s and took the addition of a hotel at the site and a over the lease on a hangar, workshop and office complex from Gold Group Internew aerospace academy. The new hangar should be ready to national. It also acquired specialist workopen in the spring of 2011 and the privately owned airport is already laying plans to build a new terminal building. Part of the motivation for this is the desire to avoid its facilities seeming antiquated alongside the new FBO just opened by Qatarbased Rizon Jet. Visiting Rizon Jet’s new FBO complex is just one of several new developments at London Biggin Hill Airport. operators now have the choice of three handling providers–the shop equipment, tooling and aircraft airport itself, Jet Aviation and Rizon, spares previously owned by Air Partner which is also active in both the Middle Private Jets. Meanwhile, Formula 1 Management, Eastern and European aircraft charter the corporate flight department of Bernie and management sectors. Also looming large on the horizon for Ecclestone’s Grand Prix car racing group, Biggin Hill is the prospect of acting as a is establishing new facilities at Biggin private aviation gateway to the London Hill, having been based at the airport for Olympic Games, which start less than several years. This will free up space for two years from now on July 27, 2012. newly announced plans to establish an Here at the NBAA show (Booth No. aerospace academy at the site in pursuit 1833) the airport is giving away Olympic of its new status as one of London’s new travel planners, providing aircraft opera- strategic development centers for job cretors detailed advice on access to the UK ation. The academy would provide training in areas such as aircraft engineering, capital during the event. By the time of the London Olympics, avionics, information technology, operao Biggin Hill hopes to have opened a new tions and ground services.

ADS shows O2 applications Oxygen bottle levels are an important preflight item, but even with a full bottle, pilots still need to do some calculating to determine if there is enough oxygen for a planned flight and in case of a diversion. Aeronautical Data Systems (ADS), exhibiting at the Pacific Precision Products booth (No. 2341), has a simple way of evaluating oxygen needs–a program called E-Ops (electronic oxygen planning service) that is available on the company’s Web site. ADS is demonstrating the program and a new iPhone app called O-2 GO-2 here, but the app won’t be available on the Apple iTunes store until a few weeks after the show, according to v-p Jim Stabile. We tried the Web version of E-Ops using Google’s Chrome browser, and it worked fine. E-Ops is running as a beta test program for now using a Dassault Falcon 900EX for the calculations. ADS can add other aircraft types to the system if you want to see how it works on your company’s aircraft. We logged onto the ADS Web site, clicked on the E-Ops button, and a small

window popped up with three data fields: user ID, password and N-number. A larger window then appeared with fields for: • aircraft type and tail number • flight altitude • number of crew • number of passengers • equal time point (ETP, to suitable alternate) • number of oxygen bottles and size • crew mask type • passenger regulator and • passenger mask PSU. After filling out these fields, we clicked on the submit button, which revealed the minimum required oxygen cylinder pressure needed for dispatch. At 25,000 feet with two crew and no passengers and a 3:15 ETP, the minimum was 1,108 psi. Adding six passengers under the same conditions we got this message: “WARNING: oxygen deficit 1834 liters.” With two crew and two passengers, the minimum cylinder pressure was 1,701 psi. Pricing is not yet available. –M.T.

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news clips z Duncan-Provo Becomes Bombardier Service Center Bombardier and Duncan Aviation (Booth No. 6763) have xtended their authorized service center agreement to include e the latter’s newest m aintenance facility, located in Provo, Utah. Duncan Aviation-Provo joins Duncan Aviation’s full-service facilities in Lincoln, Neb., and Battle Creek, Mich., as a Bombardier authorized service center. Duncan Aviation-Provo began operations in early August. With the signing, Duncan Aviation-Provo now provides scheduled and unscheduled warranty and maintenance work for the Learjet 40, Learjet 45 and Learjet 60 jets as well as for the Challenger 300 and Challenger 600 Series. The company will also provide line service and around-the-clock AOG services for Global Express and Global 5000 business jets.

z Garmin Wins STC for HTAWS and Glass Cockpit Garmin (Booth No. 6456) has received FAA STC approval of its helicopter terrain awareness and warning system for the GNS 430W/530W navcoms. The new HTAWS is available immediately as an option on newly purchased systems or as a field upgrade for current owners. Meanwhile, Garmin, in partnership with R otorcraft Services Group, also obtained STC approval for installation of the Garmin G500H glass cockpit in the Eurocopter AS 350B2, AS 350B3 and EC 130B4 helicopters.

z Hartsfield and Two Others Get FAA Funding The FAA has added three airport projects that are funded by American Recovery and Reinvestment Act dollars, including one at Hartsfield-Jackson Atlanta International Airport. The $2.5 million in newly available money will pay for construction and paving of the new international terminal apron at Hartsfield, pavement rehabilitation projects for taxiways and aprons at Lawrence Municipal Airport in Massachusetts and the second phase of a terminal rehabilitation project and roof replacement at Charles M. Schulz-Sonoma County Airport in Santa Rosa, Calif. Various FAA divisions are represented at six booths at this year’s show (Nos. 1636, 3645, 5033, 5241, 7325 and 7424).

z LBAS Installs NiceView Moving Map In Learjet 60A Lufthansa Bombardier Aviation Services (LBAS, Booth No. 7536) in a two-day job has installed Lufthansa Technik’s NiceView moving-map system in a Learjet 60XR. The NiceView components were described as “a simple replacement of the existing in-flight entertainment system.” According to LBAS, the installation can be combined with most scheduled inspections, thereby avoiding additional downtime to the charter operation of the aircraft. The Learjet 60XR that received the NiceView package is operated by Panaviatic of Tallinn, Estonia. The airplane is flown throughout E urope as well as Russia and the Baltic states. The NiceView system provides worldwide, high-resolution, 3-D maps and virtual flights designed to create “the ultimate flight information and viewing experience.”

z CFM Celebrates 500 Millionth Engine CFM International, the GE/Safran partnership that developed the CFM56 high-bypass turbofan, is celebrating its 36th anniversary with a record 500 million engine flight hours in service. The CFM56 powers Boeing BBJs and Airbus ACJs as well as thousands of Boeing 737s and Airbus A320s and A340s. CFM International has delivered more than 21,000 engines since the first entered service in 1982. Average time on wing before a first shop visit for the CFM56 is about 30,000 hours. The record is 44,000 hours.

z Conklin & de Decker Offer Acquisition Seminar Conklin & de Decker (Booth No. 1519) is holding an Aircraft Acquisition Planning seminar November 30 and December 1 in Scottsdale, Ariz. The 11th Aircraft Acquisition Planning seminar is designed for aircraft owners, accountants, attorneys, bankers, flight department personnel and “anyone involved in the acquisition and operation of a business aircraft,” according to a company spokesman. For a preview of the seminar, check out the free webinar on November 3 at noon MST at www3. gotomeeting.com/register/865952054.

Embraer has delivered six Lineage 1000s and has one on display here on the static display line at DeKalb-Peachtree Airport.

Embraer finds niche for its Lineage 1000 by Kirby J. Harrison Embraer arrived at this year’s NBAA convention buoyed by delivery of its sixth Lineage 1000 and with a record Lineage flight covering 4,015 nm in the company log. The sixth Lineage delivered went to the Al Habtoor Group of Dubai in early September. An executive/VIP version of the company’s E190 airliner, it is being managed and operated by Royal Jet, based in Abu Dhabi. The twinjet has a stateroom with queen-size bed and shower, three lavatories, conference tables, 23-inch LCD monitors, a refrigerator and a wine chiller. An aft baggage compartment is pressurized and accessible during flight. Cockpit equipment includes electronic fly-by-wire controls and Honeywell’s Primus Epic avionics suite. Less than two weeks after delivery of the Al-Habtoor Lineage, a Lineage 1000 company demonstrator made history by completing the longest nonstop flight to date by any Embraer aircraft. The aircraft, in its first nonstop

flight from Mumbai, India, to London’s Luton Airport, covered a ground distance of 4,015 nm in 9 hours 15 minutes. Taking into consideration headwinds along the route, Embraer said the 4,015 nm is the equivalent of 4,400 nm with no headwind. On board the typically equipped executive/VIP twinjet were three crew and four passengers.

Customers have a wealth of interior choices, thanks to a modular scheme that divides the Lineage 1000 cabin into five sections. This interior is a typical executive layout.

QTA finding customers for Gulfstream II/III hush kit Quiet Technology Aerospace (Booth No. 4614) has the most Gulfstream II/III hush kits installed, with more than 75 done so far. The Opa-Locka, Fla. company’s Stage 3 hush kit can be installed by a maintenance center of the customer’s choice and takes 10 days or less, according to director of engineering Martin Gardner. “The mod is still finding customers,” he told AIN. “A lot of new money is coming into the market recognizing what a bargain the GII and GIII represents right now. The last three

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Embraer’s performance specs for the Lineage 1000 list a range of 4,400 nm with eight passengers, or 4,500 nm with four passengers (NBAA IFR reserves). According to the Brazilian OEM, this range would allow nonstop flights between such city pairs as London/Dubai, New York/Moscow and Singapore/Sydney, Australia. At NBAA, Embraer has on display on the static line a Phenom 100 and Phenom 300, its new Legacy 650 and a Lineage 1000. The company’s exhibit (Booth No. 5119) features a mockup of its new fly-by-wire Legacy 500. o

sales have all been to new buyers basing their aircraft in Egypt, Namibia and Lebanon who need the hush kit to be able to operate freely within Europe.” QTA hasn’t obtained a European supplemental type certificate for its Stage 3 hush kit but would be willing to certify an STC for a customer wishing to register a hushkitted GII/GIII in Europe. Non-European-registered and hushkitted Gulfstreams “are accepted for operation within Europe,” he said. Gardner explained that there are additional noise regulations

in the European Union that affect “marginally compliant” aircraft. “The EU directive allows airports within a noisesensitive location to require aircraft to be compliant with Stage 3/Chapter 3 and be cumulatively [sum of sideline, takeoff and approach noise levels] 5 dB EPNL below the Chapter 3 value or more. Amsterdam Schiphol is the first major airport to impose this limit. QTA in 2008 received certification of the QTAPlus hush kit, which allows all aircraft to comply with the -5 dB requirement.” –M.T.

STATE OF THE INDUSTRY > Gulfstream

Savannah airframer cautiously optimistic by R. Randall Padfield Large-cabin business jets con- said, with roughly two thirds tinue to lead Gulfstream’s order for the large-cabin aircraft and delivery figures, while sales and one third for mid-size airoutside the U.S. continue to craft. Gulfstream’s in-producsurpass domestic sales. Both tion fleet comprises the mid-size elements are helping to keep cabin G150 and G200 and the the bottom lines of Gulfstream large-cabin G350, G450, G500 and parent company General and G550. In development Dynamics relatively stable, while are the mid-size G250, which they provide a glimmer of end- will replace the G200, and the of-the-tunnel light for the second large-cabin G650, a clean-sheethalf of this year and perhaps design. Both new jets are on even some optimism for higher track for certification next year. “I look at [the revenue next year. order book] in terms Gulfstream’s order of who is in there backlog has decreased and how long it will from $19.3 billion eartake you to get an lier this year to $17.8 entry in service of billion now, of which the airplane you about $12 billion is for want to buy,” Johnthe nearly 200 G650s son explained. For in the company’s order the G450 that’s 18 book. (List price of months and for the the G650 is $64.5 milG550 it’s 24 months. lion.) The other $6 bil“In my thinking,” lion in backlog is for Jay Johnson, chairman and CEO he continued, “that’s in-production aircraft, of Gulfstream parent kind of a sweet spot. mostly large cabin. General Dynamics Given the produc“That’s a very robust backlog,” Jay Johnson, General tion rates we have, if the backDynamics chairman and CEO, log carries an 18- to 24-month claimed during General Dynam- delivery time with it, [then the ics’ second-quarter earnings call backlog] is appropriately sized. If it gets less than that, then in late July. Orders spanned the entirety we’ve got some sales work to of Gulfstream’s portfolio, he do. If it is more than that, then

Outsourcing Offshore Not a Gulfstream Goal Moving production lines outside the U.S. to countries where the cost of manufacturing is lower is a thorny and complicated subject, as well as a p ractice that has been going on for more than a half century and affecting numerous industries. But now, as the unemployment level in the U.S. continues to hover around 10 percent, with little relief in sight for the near future, some aircraft manufacturers are taking heat as they continue and even accelerate the shift of their production lines outside the U.S. Gulfstream is in an unusual position among business aircraft manufacturers regarding offshore manufacturing in that production of its mid-size jets– the G150, G200 and G250–has always be done by Israel Aircraft Industries in Tel Aviv, Israel. Of course, that’s because the models were derived from jets that IAI itself developed and certified. Gulfstream now holds the type certificates for the G150 and G200, and will hold the G250’s type certificate when obtained. Gulfstream was also intimately involved in the development of the G150 and G250, and in upgrades of the G200. However, there are no plans to move production of any of the IAI-born models anywhere else, said Larry Flynn, Gulfstream senior vice president, marketing and sales. Gulfstream currently has one other production facility outside the U.S, in Mexicali, Mexico, which it acquired in 1986 along with its purchase of a facility in Long Beach, Calif. The Mexicali facility produces wiring harnesses, small subassemblies and some machined parts. It has about 1,000 employees and has slowly grown over the years as the Gulfstream aircraft production rates grew. But there won’t be any shifting of Gulfstream production to anywhere else, Flynn claimed. “We have an incredible workforce that we cherish,” he said. “We have no need to shift anything outside our current workforce. And we have told them that. Right now we are very satisfied with our supplier base.” –R.R.P.

Large-cabin aircraft, including the new flagship G650, account for approximately two thirds of Gulfstream’s $17.8 billion order backlog. Certification of the G650–a clean-sheet design–and the midsize G250 is planned for some time next year.

the customers wait too long for some 50 percent below 2008’s their airplanes.” 156 units. For this year, JohnJohnson said the order book son said he expected Gulfstream at Gulfstream is “essentially to deliver 76 large-cabin aircraft where we thought it should be” and 21 mid-size jets, for a total going into 2010. He admitted of 97. The large-cabin numa “slowdown in order intake in ber is as was expected, he said, the second half of the [second] but “the mid-cabin business quarter.” However, second quar- continued to show improvement ter “orders outpaced the fall in the second quarter and now [of 2009] by three to one, while exceeds my original expectation defaults were at their lowest level for 14 deliveries this year.” Two of the downturn.” He said Gulf- months after the second-quarstream is taking orders in the ter earnings call, the Gulfstream third quarter and that he sees spokesman said the company “the order book pretty is now expecting to stable as we progress deliver 18 mid-size throughout the year.” jets, which would Default activity, he make total 2010 said, will remain stadeliveries 94 units, ble for the rest of the exactly the same as year, based on what he last year. was seeing in late July. That anticipated The company has no increase in mid-cabin unsold recently built deliveries above Johnaircraft (“whitetails”) son’s expectations earwaiting for customers. Larry Flynn, lier this year (though In 2009, Gulf- Gulfstream’s senior v-p now below last year’s stream reduced its pro- for marketing and sales 19) could be a manduction rates in response to the ifestation of the decrease in market, and delivered 75 large- inventory of used G200s this cabin jets and 19 mid-size jets, year, which went from a peak of compared with 87 large-cabin 38 aircraft in 2009 to 24 in Sepjets and 69 mid-size in 2008. The tember. This is the same level company also reduced employ- that used G200s held in Octoment by about 1,200 to a total ber 2008, when Gulfstream of 10,600 and cut travel, mar- announced the G250 as the 200’s keting and other expenses. This successor. About half of the year has seen no layoffs, accord- G200s sold on the used market ing to a Gulfstream spokes- over the last 12 months went for man, and in fact the company less than $10 million, while two has begun “selectively hiring.” years ago they were going for This summer Gulfstream fur- $15- to $20 million. Base price loughed its production employ- of the G250 is $24.5 million. ees for two weeks in July, as it Larry Flynn, Gulfstream, did last year, which is reflected senior vice president, m arketing in reduced production numbers and sales, told AIN that the in the third quarter. business aircraft market is The Gulfstream production clearly segregated. “The top end rate this year is stable at a level is very good and the bottom that is close to 2009’s 94 deliv- end not so good,” he said. “The eries, said Johnson, though it is higher the price of the airplane,

the better it is selling.” This gives Gulfstream a leg up over other OEMs, because most of its sales are of its large-cabin airplanes. “Here in the U.S.,” Flynn said, “the recession has hurt a lot of smaller businesses, which are major customers for smaller airplanes.” Therefore, manufacturers with more models on the lower end, such as Cessna and Hawker Beechcraft, are being more negatively affected by the general economic downturn. In addition, Gulfstream is selling more than half of its jets to customers outside the U.S. market, and most of these are large-cabin. Flynn characterized the non-U.S. market as mostly private companies and high-networth individuals who have not been substantially affected by the downturn. Most of this international business is coming from the now familiar BRIC countries–Brazil, Russia, India and China–plus the Middle East. Not surprisingly, these are the same markets that were boosting business aviation sales before the stock market plunged off a cliff in late 2008, quickly dragging business aviation with it. This happened soon after Lehman Brothers declared bankruptcy on September 15, coincidentally just three weeks before the NBAA convention of that year. While the glass-half-empty crowd could point to Gulfstream’s level delivery numbers this year as further evidence of more grey skies to come, Johnson did see a sliver lining during the first half. “Second quarter orders also reflected renewed interest in our North American markets, which were essentially dormant following last year’s financial crisis and ensuing antibusiness jet rhetoric,” he said. o

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa29

Second NBAA general session highlights Haiti relief efforts

SmartRunway

STEPHEN POPE

For the first time, NBAA is holding a second general session at its annual meeting and convention. The main purpose of the event, which will take place on the show floor at 11 a.m tomorrow, will recognize industry relief efforts after the massive January earthquake that devastated Haiti. All who participated in the volunteer response are invited to attend.

KIRBY J. HARRISON

Business aviation mobilized quickly in the aftermath of January’s earthquake in Haiti, delivering more than 1.4 million pounds of supplies to the nation.

Safe from the start. A runway incursion happens every day, somewhere in the world, costing the industry $100 million per year. SmartRunway provides aural alerts and visual messaging to improve situational awareness during taxi, take-off, approach and landing. SmartRunway is configurable to support both ‘heads-up’ and ‘quiet’ cockpits and complements electronic flight bags when installed. Keeping you safe either on the ground or in the air.

30aaNBAA Convention News • October 20, 2010 • www.ainonline.com BAILEY LAUERMAN Honeywell Smart Runway Ad Honeyw100591 Pub: EBACE-AIN Color: 4-color

Size: 4.875" x 12.5" (half-page vertical)

JetNet offers aircraft info for smartphones Bizav data provider JetNet is unveiling and demonstrating a new smartphone app for accessing its Evolution database. The app provides a faster, more convenient way to access the latest aircraft intelligence, said Paul Cardarelli, JetNet director of sales and marketing, “Our business is always on the cutting edge of new information technologies, gathering and conveying information faster and more accurately and delivering it in almost every medium,” added Vincent Esposito, JetNet president. “Our clients expect the latest information at their fingertips, and we’re literally giving that to them.” Much of the critical information that Evolution makes available on the desktop is accessible through the mobile app, which is available for the iPhone, Droid and BlackBerry smartphones. “As professionals rely less on computers for Web access and e-mail,” he added, “we accommodate their needs. This is the perfect fit at the perfect time for our industry.”

In the weeks following the disaster, the business aviation community was responsible for the donation of more than 800 flights, carrying nearly 4,000 passengers (including aid workers, doctors and nurses as well as seriously ill and injured victims), and delivering more than 1.4 million pounds of supplies. “The business aviation community’s response to the Haiti crisis represents the best in all of us,” noted NBAA president and CEO Ed Bolen. “As the world began to understand the magnitude of the tragedy, our industry mobilized. Almost immediately, airplanes and aviation expertise were volunteered, supplies were donated, ramp and hangar space was made available, fuel discounts were offered and charts were provided. As a result of this remarkable outpouring of time, expertise and resources, countless lives were not only touched but, in many cases, saved.” A highlight of the ceremony will be a video detailing the industry’s response, as told by those who participated. “NBAA is enormously grateful to everyone in business aviation who was willing to help in the relief effort and we look forward to expressing our gratitude in a very meaningful way directly from the floor of the convention,” said Bolen. –C.E. The app provides a screen-sized version of JetNet’s Evolution software interface, allowing users to access market trends, aircraft data and specific models for sale, charts, graphs, tables and sorted lists. Subscribers can also follow contextsensitive links to access more detailed information on owners of aircraft, maintenance and inspection details of their aircraft, and in certain cases even data points on flights made in the last 90 days. In a new, high-technology advertising twist, Utica, N.Y.-based JetNet is promoting the service using QR codes (Quick Response digital bar codes) in ads and promotional posters during the NBAA convention. A QR code is also featured at JetNet’s booth (No. 8401). Attendees are encouraged to scan the QR code for additional content related to the app. “JetNet’s use of QR codes in promoting the new application is no accident,” said Cardarelli. “Like our applications, they give our clients a fast, direct link to online information. No memorizing or writing down Web addresses, just scan the code with your phone and you get instant access. It fits our mission to offer more information faster than anyone else. The codes are designed to be scanned quickly and contain much more information than other scannable codes.” –H.W.

Flexjet earns safety rating, upgrades customer service

SmartLanding

by Jeff Burger Flexjet, the fractional jet share provider owned by Bombardier, announced that it has earned the Air Charter Safety Foundation’s highest safety rating. The company, which claims to be the first fractional provider to win this distinction, already held a Platinum rating (the highest available) from Argus and has received the FAA’s Diamond Award of Excellence for maintenance training for 11 consecutive years. The Richardson, Texas company also revealed it is introducing a customer account manager program. Under the program, the firm assigns a dedicated account manager to each of its fractional and Flexjet One whole-aircraft-management customers to oversee everything from flight bookings and catering requests to ground transportation. After each flight, the account manager follows up to make sure the trip was executed without problem and to address any concerns. To develop the program, said Flexjet CEO Fred Reid, “we did six months of benchmarking, then a technology assessment and then we had a very intensive training program. And if you were an incumbent at Flexjet, even for 10 years, you had to apply for the job. We’ve been very rigorous about [selecting] the people we’ve been willing to put into these roles.” Before this program started, Reid added, customers “would get a welcoming package and it would say, ‘For catering, call this number; for visa requirements, call this number; for billing inquiries, call this number; and so on. We think we now have the most advanced one-stop program out there. [Customers] call one number, one person, and that person runs all around the building and fixes all the problems and gets back to them.” In other Flexjet news, the company reported at the NBAA show that it has added two executives to its leadership team. Mike Kruczynski comes aboard as senior director of strategy and product

management, while Kevin Farley has signed on as director of marketing. “These are two critical areas in which I wanted to become a little more innovative and thought there was a chance to get some new blood in,” said Reid. “The strategy position had been folded into a portfolio of a couple of other assignments but I broke it out because I wanted an unrelenting focus on those areas. We wanted to work on our product evolution and continue to evolve the look and feel of our advertising, direct marketing and collateral material.” Kruczynski spent more than 10 years at American Airlines, where he served most recently as managing director of capacity

Flexjet CEO Fred Reid said the company is the first to earn the ACSF’s highest rating.

planning and led the effort to restructure where the airline flies. Also at American, he worked as a finance manager in corporate planning and as a senior analyst in the finance and revenue management departments. At Flexjet, his responsibilities include development of the operating strategic plan, which encompasses pricing of all products and services and leadership of all expansion activities. Farley, meanwhile, is directing all of Flexjet’s marketing personnel and functions. His background includes positions as national marketing manager at Comair Holdings and director of sales and marketing at Midwest Airlines. o

Safe ‘til you stop. Here are more statistics that are hard to ignore: runway excursions cost the aviation industry $900 million per year and account for 83% of runway fatalities. Honeywell’s new SmartLanding helps reduce the risk of runway excursions by alerting pilots during unstable approaches and long landings. Safe from start to stop. Together, SmartRunway and SmartLanding provide a powerful continuum of awareness from takeoff to landing.

Flexjet Offers Limited-Edition Jet Card Flexjet has announced a Napa Valley Edition jet card aimed at food and wine lovers that will be available only through December 31. The card provides 25 flight hours on jets operated by Jet Solutions under Part 135 at the same prices as Flexjet’s regular cards, which start at $124,900 for flights on a Learjet 40XR. The limited-edition card comes with several bonuses, all of which will be provided from June 2 to 5, 2011, in northern California’s Napa Valley: > Dinner for two prepared by chef Masaharu Morimoto, who is known for his appearances on the Food Network’s Iron Chef America and for his innovative combination of Western and Japanese culinary styles. > The opportunity to attend a private cooking class and sake tasting with Morimoto at Morimoto Napa, his newest restaurant. > Two four-day passes to Auction Napa Valley, an annual fundraiser that has generated n early $100 million since 1981 for charities that help provide health care, youth services and a ffordable housing. (Flexjet’s purchase of tickets to this event on behalf of its customers will aid the charities.) The event will feature the wines of more than 100 vintners, vintner-hosted dinner parties and an auction of getaway packages, rare wines and one-of-a-kind items. > Three nights’ accommodations at the Meadowood Napa Valley resort and use of a car and driver during the stay. –J.B.

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa31

BAILEY LAUERMAN Honeywell Smart Landing Ad Honeyw100591 Pub: EBACE-AIN Color: 4-color Size: 4.875” x 12.5” (half-page vertical)

Aerial View Systems offers high-def digital cameras Aerial View Systems has been in business in Newport Beach, Calif., for 25 years developing increasingly sophisticated external cameras for business jets. The cameras not only provide passengers stunning scenes of the outside world on entertainment system monitors, but also enable pilots to view problems with flaps, landing gear, APUs and so forth, as well

as to see taxiing aircraft that might not be viewable from the cockpit. The company’s glareshield-mounted cameras also remain popular because they allow passengers to see the view pilots have through the windshield. Aerial View president Joe Brunner noted that the firm pioneered the zoomable tail camera. Until recently, Aerial View’s primary

product has been the two-part camera head and control unit, with cables connecting the head to the power supply and break-out box. The latest version delivers 470 lines of resolution and weighs about 4.25 pounds. But technology marches on and customers now want digital cameras for their airplanes, so Aerial View has responded by developing high-definition digital cameras. Thanks to compact electronics, the new digital cameras deliver higher resolution (800 lines) and are much more compact, with no external break-out box and therefore no racks

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or trays. The only connections needed are a BNC cable and power supply. The hi-def camera system weighs about one third the total system weight of the standard-resolution camera. The hi-def camera will be available for all of the mounting schemes, including the glareshield, belly and tail. In the glareshield cameras, microelectronic systems technology is used to adjust the camera angle automatically to keep the runway in the center of the view during taxi, takeoff and landing. Installation centers use a programming unit to set up the camera during installation to make sure the view remains correct. Aerial View’s tail cameras remain the most popular of its products, according to Brunner, who said the company has engineered more than 25 different tail cap shapes for various aircraft models. Aerial View will also do custom work and has designed tail cams for Cessna Caravans and the de Havilland Otter. Many aircraft manufacturers offer the cameras as factory-installed options, said Brunner. “We’re on more types than anyone else,” he added. At its NBAA booth (No. 7629), Aerial View is demonstrating the new hi-def camera mounted in a Bombardier Challenger tail cap. It has a 10X optical zoom and automatically shifts to black-andwhite in low-light conditions. The zoom could be increased to 25X, Brunner said, but at high zoom levels, the view gets too shaky and it’s not worth going out that far. And in any case, to preserve the 85-degree horizontal field of view on the tail camera, he said, “we had to give up some zoom.” For airplanes that don’t yet have hidef monitors, the digital cameras can still be installed and set to deliver standarddefinition NTSC or S-video output, then be reconfigured later to hi-def when new monitors are installed. The camera itself is mounted in a pressurized nitrogen enclosure with a twomillimeter-thick heated sapphire lens coated with indium tin oxide, which conducts electrostatic charges away from the lens. The lens has to be heated to prevent ice buildup when flying through visible moisture at low temperatures. The current standard-definition tail camera sells for $13,700 with all equipment, cables and racks. The new hi-def tail camera costs $16,500. According to Brunner, the glareshield camera system will be the first hi-def camera available from Aerial View Systems. o

AT THE BOOTHS

1-800-358-4685 / ext 5703

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32aaNBAA Convention News • October 20, 2010 • www.ainonline.com

C’est Bon Creations (Booth No. 2941) is here at NBAA highlighting “green” promotional items like photo frames, pens and pencils, coolers, sticky notes and so forth, all made from recycled materials. The company has been exhibiting at the NBAA convention since 1992, offering promotional products to the aviation industry and running the NBAA apparel Web store. C’est Bon Creations’s extensive product line can be viewed in the company catalog. v

Introducing the new Beechcraft KING AIR 250

Enhanced performance. Shorter takeoffs. Go-anywhere versatility. LEARN MORE ABOUT ACCESS TO NEW WORLDS OF OPPORTUNITY. VISIT HawkerBeechcraft.com

VISIT US AT NBAA OCT. 19 - 21 Atlanta, GA (DeKalb Peachtree Airport/PDK)

TAKING YOU PLACES YOU’VE NEVER GONE BEFORE The new Beechcraft King Air 250 combines the performance of lightweight composites with the legendary go-anywhere versatility of the world’s most popular twin-turboprop aircraft. New carbon fiber winglets and propellers allow takeoffs in just 2,111 feet, with faster climb, longer range, plus lower stall speeds. The new ram air recovery system maintains peak performance even during icing conditions. In times when business opportunities are fewer and farther between, the Beechcraft King Air 250 is the best way to make sure you don’t miss a single one.

UNITED STATES & THE AMERICAS 1.800.949.6640 EUROPE, MIDDLE EAST & AFRICA +44 (0)1244.523.803 ASIA-PACIFIC +852.3756.3755 SPECIFICATIONS SUBJECT TO CHANGE WITHOUT NOTICE. ALL PERFORMANCE DATA IS PRELIMINARY AND SUBJECT TO FLIGHT TESTING. ©2010 HAWKER BEECHCRAFT CORPORATION. ALL RIGHTS RESERVED. HAWKER AND BEECHCRAF T ARE TRADEMARKS OF HAWKER BEECHCRAF T CORPORATION.

Honeywell announces JetMap III Honeywell has unveiled JetMap III, the latest upgrade of its cabin information system featuring worldwide three-dimensional perspective views of terrain, ocean topography, enhanced graphics and polar ice views. JetMap III, which the

company is showing at its booth here (No. 6600), provides realtime flight data, passenger situational-awareness information and data services for news, business, weather and sports. With three-dimensional perspective maps, passengers and crew can

customize settings through use of a hand-held remote. “With JetMap III, we are not only improving the overall passenger experience, but with the addition of new Ovation C-Series cabin management and in-flight entertainment

With the JetMap III upgrade passengers can see data such as news, weather and stock info displayed on a map of the aircraft’s flight path.

upgrades, such as touch-screen controls, Blu-ray video, highdefinition monitors and iPod docks, we can refresh the cabin

as an interim step before a more costly complete interior refurbishment is done,” said aftermarket vice president Brian Sill. Originally designed for Honeywell’s Ovation C-Series cabin management system, JetMap III can be easily adapted to a nonHoneywell system, according to the Phoenix, Ariz.-based company. Current JetMap II users can upgrade to JetMap III through replacement of the removable Compact Flash memory card. The first JetMap III installation was completed in August on Honeywell’s own Falcon 900. –K.J.H.

Jet Parts preps for new demand

34aaNBAA Convention News • October 20, 2010 • www.ainonline.com

Jet Parts president and CEO Al Toimil is optimistic about growing demand for aftermarket spares for older aircraft and the company has expanded its Boca Raton, Fla. warehouse to accommodate more parts and services. In the next couple of years, 50 to 100 BBJ landing gear overhauls will come due, he said, which is why Jet Parts recently added BBJ landing gear overhauls to its menu. Jet Parts offers BBJ operators a program to help manage landing gear costs which can save thousands of dollars. On the aftermarket parts front, Toimil sees evidence that older jets are not languishing but are being purchased, refurbished and flown. In the Dassault Falcon market alone, there are about 1,000 used jets ranging in age from more than 30 years to just eight to nine years, he said, “a tremendous amount of older airplanes that need to be supported. We’re seeing a lot of new people come in who are beginning to fly them a lot more.” Jet Parts has added several hundred key rotable parts to its inventory to support these airplanes, including inlets, wing tips, landing gears, APUs, ailerons, leading edges and ECUs. Qualified operators can drop their business cards at the Jet Parts booth (No. 1819) to try for a prize, including electronic gadgets like cameras and handheld GPS units or tool gift certificates. o

Lexavia is newest player in enhanced-vision by Harry Weisberger

Two airframers, mod shop pick L-3’s ESI-2000

Sierra Industries Citation 501 panel upgrade. The ESI-1000, identical in form and function to the ESI-2000 but without battery backup, will be an OEM standard element of the Pilatus PC-12 NG turboprop single starting late this year. ADS-B-capable versions of the L-3 Avionics SkyWatch HP models SKY899 and SKY899A traffic alert systems are expected to be available in mid2011. Pre-installed updated software will fuse active traffic and mode-S transponder returns to provide complete collision warning and traffic advisories in the forthcoming ATC environment. An upgrade for existing SkyWatch HP units will also be available. o

by Harry Weisberger The L-3 Avionics Trilogy electronic standby instrument has been selected by Piper Aircraft and Pilatus as standard equipment on the new PiperJet and PC-12 NG, respectively, and as a component of the Sierra Industries G501SP digital avionics upgrade for the Cessna Citation 501. The 3-ATI backup indicator, which operates independently of other aircraft systems, is on display at the L-3 Avionics booth (No. 4308). L-3’s Grand Rapids,

G L O B A L

Mich., Avionics Systems has also announced that its SkyWatch collision avoidance system, with a software upgrade to make it compatible with ADS-B, will be available by the summer of 2011. The ESI-2000 (electronic standby instrument), which combines attitude, air data and optional heading with battery backup, will be standard equipment on the PiperJet Altaire, a seven-seat single-engine jet now in development, and also for the

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Piper, Pilatus and Citation-modifier Sierra Industries have chosen the L-3 Avionics Trilogy electronic standby instrument for new or refurbed aircraft.

Lexavia, with a 20-year record of providing customized flight displays for civil and military aircraft, has become the newest player in the infrared enhanced vision system (EVS) marketplace. Examples of the new Lexavia Integrated Systems EVS offerings are being demonstrated at NBAA Booth No. 7922. The Pensacola, Fla.-based company has decided to direct its varied design and manufacturing resources toward a new approach to EVS marketing. Director of business development Chuck Crompton said, “We’re not telling them, ‘Here’s what you need,’ but asking ‘What do you need?’ and then building it for them.” He said Lexavia departs from a “one size fits all” philosophy to offer a range of custom display features and options including continuous zoom optics or fixed field-ofview optics with electronic zoom, four fixed field-of-view options, long-width infrared sensor engines with 320 x 240 pixel or 640 x 480 pixel higher resolution, and multiple sensor housing options. “Basically,” Crompton continued, “we ask the operator to determine at what distance from the runway or LZ [landing zone] that the system features should be optimized. It’s a matter of finding the right balance between system performance and peripheral view then configuring the system accordingly.” Lexavia offers more than 20 different combinations of EVS magnification, wavelength and display choices. o

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Comlux Airbus A318 Elite wears polished wing slats by Charles Alcock

BBA builds engine support ops center by Evan Sweetman Christmas day last year, a flight crew boarded their jet in Las Vegas, only to find its APU dead with no hope of restarting it. Faced with being grounded and a passenger needing to leave, the crew called in BBA Aviation’s engine repair crew. The response was fast and saw the passenger to his destination with minimal delay, but it could have been faster. Jump ahead nine months. BBA

is in the process of completing a green A320 that is due to enter service in January. It has recently been approved by Boeing as an authorized completions center and expects this same official recognition from Airbus to follow soon. Also located at the Indianapolis International Airport is its Comlux Aviation Services subsidiary, which is an authorized service facility for Bombardier business aircraft. The operation recently performed refurbishments on three members of the Global jet family and has seen an upturn in work after what Gaona conceded had been a quiet year in 2009, with utilization of small- and medium-size business aircraft hit by the U.S. recession. Comlux America currently has capacity to complete about four aircraft each year. The group has now decided to boost this by building a second hangar at the site and this should be ready for use from mid-2011. Eventually, the company would like to start completing larger widebodies, including the A330 and Boeing 777 types. When Comlux bought the former Indianapolis Jet Center in 2008 it Aviation Engine Repair and Overhaul (ERO) opened its new mission-control-like First Support Center in Grapevine, Texas (at the Dallas/Fort Worth International Airport) in September. First Support can quickly identify the most conveniently located field service technicians, rental engines, mobile response vehicles and tools for any given situation around the globe. “We track the precise status of every field service job as well as the availability of our assets and personnel,” explained BBA Aviation ERO president Hugh McIlroy. “By monitoring air- and land-based traffic as well as the impact of weather and airport delays, when a customer calls with an AOG issue, we can rapidly deploy solutions via the most efficient means and routes.” BBA (Booth No. 3257) claims that

Comlux has capacity to complete about four aircraft per year, like the A318 Elite here.

had about 100 employees, and this has since increased to 250, out of the group’s global head-count of 450. Meanwhile, in the charter sector, Gaona told AIN that demand has been picking up of late with 40 to 50 percent growth over the recent summer months. In February, Comlux added a Global Express to its fleet and this has already logged an impressive 600 hours. Adding to its charter/management operations in Europe and Kazakhstan, Comlux (Booth No. 3851) has also established an office in Bahrain to

tap the growing Middle Eastern market. With much of the demand in that region at the top end of the market, the company has stationed an A318 and an A319 there. Through its relatively new partnership with Beijing-based operator Deer Jet it is starting to get access to the Chinese market. The overall fleet now includes five Airbus bizliners and 13 Bombardier jets (a mix of Global and Challenger models). The company expects to add another Airbus by year-end, along with another Global 5000. o

First Support is a significant step ahead of existing engine support networks. “Decisions on resource allocation that used to take hours to ascertain and coordinate can now be handled in seconds– while the customer is online or on the telephone,” said McIlroy. The new support center has access to engines’ historical databases to allow ERO service reps to forecast events and preposition assets and personnel to respond to these. The workstations can connect with powerplant diagnostic systems such as via live video streaming from borescopes to allow engineering and quality assurance personnel to consult with each other via video conference and have all the necessary information in front of them. The First Support system also has instant access to technical information, airworthiness requirements and reference materials to quickly support on-site demands. The operations room features a massive wall monitor composed of high-definition screens and nine workstations for the response team. Three of those are tasked with individually covering calls based on engine maker. The workstations are motorized to raise and lower, because–as work-place specialists told BBA–when stressed, people work better standing, according to Christopher Pratt, BBA’s director of marketing and strategic planning. “The idea is to make quick decisions, and respond quickly to customer needs,” Pratt said. All workstations in the facility can be

linked together to share data, and everything is recorded so service reps can study trends as they develop. When a customer calls for support, the engine service rep will work with him to first try troubleshooting the problem. “These reps have a lot of experience working with the engines, so they know all the quirks and tricks to get them working again,” Pratt said. If it becomes evident more work is needed, the service reps pass the case over to a dispatcher who can route not just a response team, but ensure any specialty tools are FedEx’d to the airport quickly. The teams, the tools, replacement engines, even the cases for the engines all carry GPS trackers so the dispatchers in Dallas can see their exact location anywhere on the globe. The field service teams can send live feeds of what they’re doing back to the response center, as well. A representative in the Dallas facility could watch a realtime feed of a borescope examination in Mumbai if needed. BBA hopes that not only will this new center help increase response speed, but it will also teach dispatchers about maintenance trends so they can begin to predict needs so they can preposition equipment. “When you know the trends, you can start to place equipment where you know you’re going to need it before you do,” Pratt said. “After a couple of years, we should be able to even see where the trends fall out seasonally.” The company is also expanding its global presence, according to Pratt. o

BBA Aviation engine repair and overhaul unit’s first support center at DFW airport.

00aaNBAA Convention News • October 20, 2010 • www.ainonline.com 36

CY CYR

Out on the NBAA static display Comlux Aviation is showcasing an upgraded addition to its charter/management fleet in the shape of an Airbus A318 Elite featuring performance- and appearanceenhancing polished wings slats. The Switzerland-based business aviation services group has now certified the modification in partnership with Belgian aerostructures specialist Sonaca and is offering it to other Airbus Corporate Jetliner operators. Sonaca makes wing slats for all Airbus aircraft. Comlux is preparing to put the polished slat touch on a VIP-configured A320 at its U.S. maintenance and completions facility in Indianapolis. The company has started evaluating the aerodynamic performance improvement on flights with its A318 Elite and expects to be able to confirm the results within around six months. According to Comlux president Richard Gaona, the Indianapolis operation that the group opened in April is getting busier while also expanding its capabilities. The Comlux America division there

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z Honeywell Opted Out Of Citation Ten Avionics Honeywell chose not to participate in the avionics selection opportunity for the new Citation Ten program, a Honeywell spokesman told AIN yesterday here at the NBAA Convention. “Honeywell was invited to continue its participation on the Citation X,” he said, “and greatly values our long-lasting relationship with Cessna and with Cessna operators. We made a business decision to not participate in the Citation Ten cockpit in the context of Honeywell’s strategic focus on large-cabin and long-range classes of aircraft.” While Cessna Aircraft is upgrading the current Citation X’s Honeywell Primus 2000 CRT-based avionics with the Primus Elite LCD system beginning with 2011 models, the new Citation Ten will feature the Garmin G5000 avionics suite. The G5000 represents Garmin’s first foray into avionics approved for Part 25-certified aircraft. Owners and operators of the more than 300 Citation Xs that have been delivered thus far can opt to upgrade to the Primus Elite system, too. For the Citation X, the Primus Elite upgrade costs $310,000 for a two-display system, $415,000 for three displays and $585,000 for five displays, according to Honeywell. In addition to replacing the CRTs with LCDs, advantages of the Primus Elite upgrade include graphical datalink weather and electronic charts.

z M2M Allies With Veterans Airlift Command Mach 2 Management (M2M), an event/marketing company, has announced a strategic alliance with the Veterans Airlift Command (VAC). The VAC provides free transportation to wounded veterans and their families for medical and other compassionate purposes via a national network of volunteer aircraft owners and pilots. M2M will help VAC to identify and confirm sustainable corporate sponsorship. “The most favorable possible terms of engagement have been agreed upon [for the alliance] and much pro bono effort is included,” said Skip Lehman, president of M2M, whose clients have included Ford and the Experimental Aircraft Association. Said Walt Fricke, “Air Boss” of Veterans Airlift Command: “Partnering with Mach 2…allows me to remain focused on what I am most passionate about–recruiting volunteer aircraft owners and identifying the needs among our wounded war heroes.”

z Russians To Give Jepp Domestic Airport Data Jeppesen (Booth No. 3004) announced a new contract with the Russian Ministry of Transportation for more detailed domestic airport data. Previously, Jeppesen had been granted access only to domestic airway data. Having access to both data sets will allow the company to offer customers “a complete Russian flight information solution” including domestic and international NavData services, JetPlan flight planning, OpsData aircraft performance analysis and paper and digital charting. It will also enable Russian operators to transition from paper to electronic charting information. Under the agreement, Jeppesen’s NavData database will contain Russian airway and airport information and runway data. Domestic Russian approach, arrival and departure procedures will be added to the NavData database over time. Information about the Russian domestic airway system and domestic airports be used only by operators of aircraft registered in the Russian Federation. Foreign operators must use special procedures to gain access to Russian airways and airports.

z APG App Has Preflight Functions Aircraft Performance Group (APG), (Booth No. 4163) which provides runway-performance analysis services, has announced release of an iPad app that consolidates several preflight functions. APG, based in Castle Rock, Colo., said its iPreflight app can quickly calculate available payload for a given city pairing, considering takeoff and landing performance limitations, manufacturers’ weight-and-balance requirements and flightplanning constraints.

GAMA: 2010 is not being kind to GA by Paul Lowe To the General Aviation Manufacturers Association (GAMA), 2010 is proving to be a little worse than last year as far as shipments of aircraft are concerned, even as billings are up slightly. And many people are asking questions about that, said GAMA president and CEO Pete Bunce, and it is fairly easy to explain. “Most of the robustness is at the upper end of the spectrum of products that we have where profit margins are larger,” he said. “So long-range, large-cabin aircraft are the area hit the least in this recession, albeit we wish they were doing better, as well. That’s where the major profit margins are.” In the lower spectrum of products, down to turboprops and pistons, Bunce said, the profit margins are smaller. And that concerns GAMA. “If you look at the normal economic cycle and accept that a lot of economists said the recovery started in the fall of last year, we would have anticipated coming up to a point at this time where we are starting to see recovery in the sector,” Bunce acknowledged. “But because there has been instability or flatness in the recovery...we follow the general trends of the economy. And if the economy is flat and the recovery is not as strong as it was in the later half of last year, obviously that is going to have an impact on our sales.” Bonus Depreciation

But he stressed that there is still some good news. The day that Bunce spoke to AIN, the Senate had passed a bonus depreciation provision in a bill boosting small businesses. Although it still had to go to the House and then to the White House for the President’s signature (it was signed into law on September 27), GAMA had been told by different member companies that there had been some people who were holding off on aircraft purchases to see if bonus depreciation was going to happen this year. “And so, we think that can help,” he predicted. “Will it help a lot? I don’t know. But I would anticipate that it will help some, so we are cautiously optimistic.” Overall, GAMA’s fortunes are tied to the economy and there remains a lot of uncertainty.

38aaNBAA Convention News • October 20, 2010 • www.ainonline.com

Bunce acknowledged that public and private companies are holding cash, which impacts their ability to make decisions on purchases. “And, of course, we are continuing to watch the used market–slowly getting better but still not where we want it to be, especially in the range of aircraft that are 10 and less years old,”

MARIANO ROSALES

news clips

GAMA president and CEO Pete Bunce says that 2010 is proving to be a little worse than last year, but he stresses there is some good news. A bonus depreciation bill was signed into law on September 27.

he added. “And so we watch that carefully, as well as how people are financing their aircraft.” GAMA also monitors flight activity, hoping that it becomes more robust in both Europe and the U.S. While it is climbing, it is not climbing at a rate that the industry would hope for at this stage of where the recession already bottomed out and where the recovery has commenced. “We wish we were in a better position, especially compared to 2009, than we are midway through the year,” he admitted. On another front, Bunce said that GAMA has been encouraged by actions by the FAA to establish a final rule on ADS-B Out, which he characterized as important to the manufacturers, because now the specification is frozen and they know what to build to. “Obviously there is a reluctance to start to order in quantity and try to prepare yourself to build up if you think that the specification may shift,” he said. “Now that we’ve locked that down with the final rule, that is important.”

He noted that mandatory equipage for ADS-B is still out there–meaning a deadline of 2020–so GAMA is hoping that through a government-industry type of partnership, or working together in “thinking of different ways that the we can go ahead and move equipage forward on a voluntary basis, that is going to be very, very important for the industry, particularly business aviation and commercial aviation.” Obama’s Infrastructure Plan

According to Bunce, the industry was encouraged by the fact that President Obama mentioned the importance of modernizing airports and the air traffic control system when he announced his $50 billion infrastructure investment plan early last month. “Important in that is this concept of the Infrastructure Development Bank,” Bunce asserted. “Now, it’s way too early to understand what would be envisioned and what Congress could put into play as far as the real nuts and bolts of making this work. But the concept would be–for us in aviation–if the infrastructure and data systems are moved up to the cockpit of airplanes, why not allow the government to help incentivize people to equip earlier to be able to go and start reaping the benefits.” Meanwhile the benefits to the government would be twofold. The first is being able to divest from ground infrastructure sooner, which will produce savings. But the other side is on the environmental front. “If we can go ahead and leverage these NextGen technologies sooner,” Bunce noted, “then we can show some true quantifiable gains on the environmental side for both reduced use of fuel and also reduced noise footprint from aviation. So there is definitely some interest from the administration to start looking at these concepts on what NextGen can do from a fiscal standpoint and from an environmental standpoint.” o

AT THE BOOTHS

booths bold style sheet 75 helvetica bold bold 8/10.5 Avinode will be hosting a question-and-answer session today at its NBAA exhibit (Booth No. 8541) from 3 p.m. to 3:30 p.m. This will give attendees an update on the merger between the world’s largest online charter portals, Avinode and Charter X. Champagne will be served after the session. v

Lufthansa, Panasonic join on IFEC/CMS system, this joint venture will create an experience exceeding even the most discerning customers’ expectations.” Lufthansa Technik CEO August Henningsen added, “We believe the combination of these two great systems and the combined experience of both companies in commercial and private aviation will provide

MARIANO ROSALES

Lufthansa Technik (Booth No. 7534) and Panasonic Avionics (Booth No. 8221) yesterday inked an letter of intent committing the companies to jointly develop, build and sell advanced versions of in-flight entertainment and communication (IFEC) and cabin management systems (CMS) for both narrowand wide-body VIP aircraft. In signing the accord, Paul Margis, CEO of Orange County, Calif.-based Panasonic Avionics, said, “By combining and enhancing Panasonic’s high-definition X Series product line with Lufthansa Technik’s cabin management and in-flight-entertainment

Lufthansa Technik’s August Henningsen (left) and Panasonic’s Paul Margis ink letters of intent to provide IFEC and CMS.

FlightSafety constructs Gulfstream G650 sim by James Wynbrandt FlightSafety International (Booth No. 1227 and 1327) is marking a year of advances at NBAA, capped by the recent completion of construction of the first Gulfstream G650 flight simulator. “Our close working relationship with Gulfstream will ensure that the simulators, training devices and courses will reflect the exact flying and operating characteristics of the aircraft, and that operators will benefit from comprehensive, technologically advanced training,” said Bruce Williams, FlightSafety’s president

the cutting-edge system for VIP aircraft.” Lufthansa Technik’s Innovation Business Unit has extensive technical experience and market understanding gained from working closely with VIP customers, who expect customized flight environments that exploit the latest available technologies. Panasonic’s X Series commercial IFE system and its global communications suite (eXConnect and eXPhone) represent the core technology of the company’s contribution to the joint venture. o

and CEO. Delivery of the G650 flight simulator to FlightSafety’s Learning Center in Savannah, Ga., is scheduled for December. FlightSafety’s new Gulfstream training programs will feature enhancements including iFlightDeck, a Web-based training technology that provides operators with an interactive touchscreen representation of the aircraft’s flight deck, used for training ground handlers and servicing personnel, as well as flight crews. The company also announced that the first Gulfstream G250

Circor aerospace promotes dill Circor Aerospace Products Group has promoted Michael Dill to vice president of business development and strategy. Dill–whose territory will include North America, Asia, Europe and North Africa– will be responsible for driving the company’s business development strategy and will lead its sales, marketing and technology development efforts. He will also support acquisition activities. Dill, who joined Circor in 2009, has more than 20 years of experience in manufacturing and operational management. He holds a bachelor of science degree in industrial and systems management from George Institute of Technology. Circor Aerospace Products Group (Booth No. 3949) designs, develops and manufactures specialty fluidic control, actuation and aircraft landing-gear systems for aerospace and defense applications. The company has business units in California, Ohio and New York as well as in France, Morocco and China. n

simulator is scheduled for delivery to Gulfstream in April 2011. In another milestone, FlightSafety noted more than 10,000 pilots and maintenance technicians have now received FlightSafety’s SafetyStar certification. Certification is awarded to pilots who have demonstrated a high level of proficiency while maintaining ProCard currency for at least eight consecutive periods and aircraft technicians who have achieved Master Technician certification. The company has also installed its advanced Vital X visual system in its fleet of full-flight simulators and new Level 7 qualified flight training devices for helicopters manufactured by Bell, Europcopter and Sikorsky. Vital X provides increased scene content and improved weather features among its enhancements. Concurrently, FlightSafety is expanding training services for Embraer operators in Europe, Asia and South America, with the addition of training locations in Amsterdam, Curitiba in Brazil, Singapore and Zurich. FlightSafety is also expanding non-pilot training; its corporate flight attendant training will be offered in Long Beach, Calif., beginning early next year. The company introduced a new Extended Advantage Program, providing FlightSafety customers discounts and other benefits. for many products and services flight departments use regularly. o

news clips z Safe Flight Adds More Autothrottles Safe Flight (Booth No. 1615) is offering several different autothrottle solutions for several more business jets. Safe Flight’s AutoPower is being installed by Flying Colours in its new and retrofit Challenger 850s and CRJ ExecLiner. It is also being offered for retrofit in the Citation X through the Cessna service center in Wichita via STC beginning in 2011. AutoPower systems and components are installed in more than 9,000 corporate, commercial and military aircraft worldwide. Safe Flight also announced that it is supplying the stall warning system for Quest Kodiak turboprops and will provide the speed control system for all Kodiak ice protection systemequipped aircraft. The speed control system will provide stall warning and a fast/slow indication through a heated wingmounted lift transducer and lightweight computer, optimizing aircraft performance through the flight envelope. Output from the system will be integrated into the aircraft’s primary flight display. In a recent test flight using the speed control system, Quest pilot Kenny Stidham was able to land, come to a complete stop and take off again in 750 feet. Quest plans to offer speed control and the ice-protection system as both production and retrofit options. The installation meets flight into known icing requirements.

z Green BBJ3 Fattens Greenpoint’s Bottom Line Greenpoint Technologies (Booth No. 4345) is experiencing a business bump in completion and refurbishment, with the latest addition to the work schedule a green BBJ3 for an unidentified Middle East client. It is the Kirkland, Wash.-based completion center’s second contract for a full green interior completion this year. Already inhouse are multiple BBJ executive completion and refurbishment programs and according to executive v-p Sloan Benson, Greenpoint is speaking with a number of 747-8 head-of-state clients about its new Aerolift and Aeroloft cabin modifications. Aerolift is an elevator designed to transport passengers between the ground and the aircraft. Aeroloft is a program to convert part of the upper fuselage aft of the distinctive 747 “hump” to a variety of uses, from passenger sleeping berths to a children’s recreation space. The latest BBJ3 is expected to roll into Greenpoint’s hangars next year and is scheduled for delivery in 2012. The interior and décor is being developed in-house, with Greenpoint’s design studio providing 3-D modeling assistance.

z Advanced Aircrew Bolsters SMS and IS-BAO Advanced Aircrew Academy of Charleston, S.C., announced here at the NBAA Convention the completion of an online Flight Risk Assessment Tool (Frat) for Schwan Aviation. Schwan Aviation, the flight arm of privately owned Schwan Food Company, based in Minneapolis, instituted the Frat as part of its compliance efforts for International Standard for Business Aviation Operations (IS-BAO) registration. “Advanced Aircrew is a great training partner,” said Brad Snell, Schwan’s senior director of aviation and travel. “They provide flexibility to meet our flight department training needs for SMS and IS-BAO standards.” The new Frat is based on the FAA’s Information for Operators (Info) 07015. The fully editable Frat includes risk values, tolerance thresholds and risk fields, and it enables operators to customize the Frat for their individual safety management system (SMS) programs. Flight crews can submit the Frat via handheld device, iPad, laptop or desktop computer. A safety manager is automatically notified if the risk assessment exceeds operational tolerances. Advanced Aircrew Academy (Booth No. 1815) provides classroom- and Web-based professional pilot recurrent, upgrade and proficiency courses.

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa39

Analysts continue to waffle on bizav recovery by Jeff Burger Conditions for general aviation businesses “have noticeably improved” in the year since the last NBAA Convention, according to New Jersey-based aviation consultant Brian Foley. “There’s

an entire spectrum of the industry seeing these better results, including MRO, FBO, charter and fractional companies,” he said. “These types of companies were the first affected by the downturn and are

now the first out.” Foley doesn’t anticipate a return to prior peak business levels anytime soon, however. “It’s far more likely we’ll eventually return to something akin to 2005 to 2006

activity levels, which were healthy but not peak,” he predicted. Foley’s industry analysis was one of several issued as NBAA began its 63rd annual convention here in Atlanta. Like Foley,

most of these reports sounded a cautiously optimistic note. Aviation data supplier Amstat, for example, reported that 2.3 percent of the worldwide business jet fleet changed hands in retail transactions in the third quarter, a slight decline from 2.4 percent in the previous quarter. The worldwide inventory of used jets for sale held steady at 15.5 percent. Amstat executive vice president Tom Benson said he is hopeful that transaction activity has “improved from the bottom [and] settled into a consistent range” and that 2011 will be “a year of steady improvements.” The latest investment survey from UBS, meanwhile, showed a “weak although less worse” market for business jets, with the firm’s Business Jet Market Index suggesting that conditions have deteriorated since August. The good news is that–ostensibly because of declining prices–UBS’s customerinterest score stands at 56, up 15 percent from August. Another positive sign comes from the FAA, which reported that flight activity in August was up 3.2 percent from the previous month and up 12 percent from August 2009. Year to date, flight activity is up 11 percent over 2009. Nevertheless, yearto-date activity remains down 17 percent from the same period in 2008 and down 23 percent from the same period in 2007. Fletcher Aldredge, publisher of the quarterly newsletter from aircraft and sales data provider Vref, isn’t ready to predict a turnaround in aircraft values, however. “There is no way to tell where we are in the current cycle–middle or end of the recession, or beginning of the recovery,” he wrote. Aldredge reported that turboprop prices are nearly flat, down less than a percentage point in the last quarter. Light jet values declined an average of 3.8 percent while midsize jet prices were off 4.1 percent and large-jet prices dropped 3.3 percent. o

AT THE BOOTHS

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40aaNBAA Convention News • October 20, 2010 • www.ainonline.com

Need a safe place to store your valuable tools? Stop by Booth No. 6137, where Horizon Business Concepts of Broken Arrow, Okla., is holding a drawing to give away a “professional” tool chest set valued at $500. Horizon, a designer of general aviation management software since 1988, currently offers an aviation accounting and business management software package called TotalFBO. The software offers accounting, flight operations, ramp operations and aircraft management modules. v

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Port City Air plans facility upgrades Shell fuel dealer Port City Air plans to renovate and manage multiple hangars at Portsmouth International Airport at Pease, the former Pease Air Force Base Strategic Air Command facility in Portsmouth, N.H. The airport has an 11,321-foot

runway and is an ideal tech stop for transatlantic flights with U.S. Customs available 24/7. So far, Port City Air has renovated three of four hangars, which are heated and ready for occupancy. Prices are “at an attractive price point not typically

offered at most Northeast locations,” according to the FBO. Port City Air also plans to invest more than $2 million in capital improvements during the next two years, including upgrading hangars and creating a larger fuel farm. The hangars The Portsmouth, N.H. FBO has already renovated three of its four hangars.

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are large enough to accommodate several aircraft; office, maintenance and storage space is also available. The company also operates fixed-wing and rotorcraft maintenance and avionics services. It is exhibiting here in the Shell Aviation/Eastern Aviation Fuels booth (No. 6043). o

Austria’s List finds market for flex stone The relatively new stone floor from List Components & Furniture of Austria appears to be gaining in popularity and independent completion and refurbishment center Flying Colours (Booth No. 3553) has just completed its first installation. According to Flying Colours, the stone floor was installed in a Global 5000, in the galley and both forward and aft lavatory floors. The Canadian center is already at work on a second Global 5000 with the List stone floor and is “spec’ing out several other airplanes for floors and counter tops,” according to the company. The technology for the floor material was announced at Aircraft Interiors Expo 2009 in Hamburg. The stone is attached to a lightweight back plate that allows it to meet floor-loading requirements yet retain its elasticity. It is engineered to fit a specific space, and a sealant protects the 2.5mm thick veneer against scuffs and scratches and seals it against spills that might stain the surface. According to Flying Colours, the same padding used under carpeting helps absorb noise, and the flooring in the Global 5000 was only 50 pounds heavier than the equivalent carpet. o

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Embraer expects to command significant market share by ’15 by Matt Thurber

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business jets, there remains only one it hasn’t filled: ultra-long-range jets. In its market forecast for the next 10 years, Embraer expects manufacturers to deliver 10,000 business jets worth $190 billion. But, added Luis

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Carlos Affonso, executive vice president, this will happen in the next ten years.” “We don’t believe that these markets Embraer executive jets, “we should not be too pessimistic. In the next ten years will reach the same level as the United this business will be bigger than it was in States,” said Claudio Camelier, vice presthe previous ten years.” He pointed out ident for market intelligence, corporate that “actual data has always been better jets. “The number of business jets, highnet-worth individuals, GDP–it’s really a than [Embraer’s] forecasts.” During the forecast period, the OEM high number, which is related to cultural aspects of the population that projects the largest compound is used to the benefits of the annual growth rate in the business jet. And this is someChina market, at 11.1 percent. thing that was acquired over The next highest will be Asia a 30- to 40-year usage of airPacific, at 7.4 percent, folplanes for this purpose. In lowed by Latin America, 5.5 Asia, business aviation is still a percent; North America, 4.7 new thing, so it takes time for percent; and Europe, Africa, the cultural benefit of busiMiddle East, at 2.2 percent. ness aviation to be accepted.” However, in terms of total While Embraer is condollar volume during the next fident about its forecast, 10 years, the largest marthere are potential roadket remains North Amer- Luis Carlos Affonso, ica ($91 billion); followed by executive vice president, blocks. “The first obstacle Embraer executive jets is the strength of the econoEurope, Africa, Middle East ($65.5 billion); Asia Pacific ($15.7 bil- mies,” said Camelier. “If we look, hislion); Latin America ($11.4 billion); and torically, at why there are so many more airplanes in the U.S. than in the rest of China ($6.7 billion). “I believe we’re very far from satu- the world, it is associated with the sizes ration in those markets,” Affonso said. of the economies.” Emerging countries “Demand is starting there. If you com- have much greater participation not only pare the size of the economies, corporate in the global economy today but also in profits, the number of high-net-worth growth, he said. “Today, the majority [of individuals and you compare to the num- GDP growth] is coming from emerging ber of business jets in those regions, there markets. This is a driver.” is a huge room for growth, and we believe Continued on page 46 u MATT THURBER

In five years, Embraer has increased its share of total business jet deliveries from 2.2 percent of the total to 14 percent, thanks to the growing number of models offered by the Brazilian manufacturer. Looking at the typical market niches for

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00aaNBAA Convention News • October 20, 44 19, 2010 • www.ainonline.com

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Embraer forecasts growing market share

G ar r e t t Leather

Celebrating Avion’s th Anniversary

uContinued from page 44

But other obstacles such as infrastructure, cultural attitudes and regulations also stand in the way, he added. “Our goal is to show to the markets, the public, potential customers, the benefits of the business jet. I believe the culture is changing. More and more people in the emerging markets do business worldwide. And they need business jets.” Since Embraer launched its executive jet growth plans in 2005, said Affonso, “Our vision remains the same–to become a big player through technology, differentiated products and service solutions, and we have been evolving even ahead of our plans.”

that it had planned. The slow start for the Phenom 300, he said, is due to normal ramp-up challenges “with the parts, components supply and streamlining of production. Of course, we want to streamline the production before we accelerate. I believe the ramp-up is always like that, either internally or with our suppliers. They are starting their production lines and many times they have to do small modifications here and there. But I’m optimistic we will meet our target of the end of the year.” Affonso added that there has been some movement on the customer side that is affecting the delivery pace for the Phenom 300. “We have seen some movements, people asking for deferrals, like we saw for the 100. But the number is very limited for the 300. The main driver is really the production ramp-up.”

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By the end of the year, Embraer expects to have five of its seven business aircraft certified and in production. Only the midlight and midsize Legacy 450 and 500, will remain in development.

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46aaNBAA Convention News • October 20, 2010 • www.ainonline.com

In that same year, Embraer’s only business jet was the regional jet-derived Legacy 600, which was launched in 2001. In that same year, the company launched the Phenom 100 and 300 programs, both of which are now in service. In 2006, it produced the Lineage 1000, another airliner-derived jet; then in 2008, it introduced two new clean-sheet designs–the Legacy 450 and 500–and last year the Legacy 650 joined the Embraer family. “So in five years we have launched six new jets,” he said. By the end of this year, he added, “out of the seven machines, five will be certified and in production and only two [the Legacy 450 and 500] still in development.” Although Affonso admitted that Phenom 300 deliveries are running behind this year, he expects that Embraer will deliver the 120 Phenom 100s and 300s

For both the Phenom 100 and 300, the largest markets so far have been the U.S. and Brazil, Affonso said. More than 50 of the delivered Phenoms are already operating in Brazil. Embraer’s 2010 deliveries should include 120 Phenoms and 17 Legacys and Lineage 1000s. As for the ultra-long range niche, Affonso explained, “Today we are not actively looking into that segment. We still have a good four years on the Legacy 450, 500 family. These are important developments, so it’s early to think of another platform. For [the ultralong-range] segment, it would be a new platform, and it would be unwise to develop two new platforms simultaneously. So there’s no decision to go into that segment. We are focusing on the current programs.” o

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STATE OF THE INDUSTRY > Hawker Beechcraft

Hawker Beechcraft predicts ’12 recovery by Kirby J. Harrison Is venerable aircraft manufacturer Hawker Beechcraft on life support and about to be broken up and sold off as some industry pundits have suggested or has the Wichita-based OEM positioned itself to survive the industry crash and come out better for it? The company’s chairman and CEO Bill Boisture has expressed no interest in stepping out of the bus and leaving it to careen, unguided, into an uncertain future. Hawker Beechcraft, he said, is fortunate to be owned by two strong equity partners, Onex and GS (Goldman Sachs) Capital Partners. “They support the changes we’re making in the company and are committed to helping us recruit and build our team. They’re willing to let us make decisions in the longer term [and] we have a sense of purpose and stability that we might not otherwise have,” he told AIN. Hawker Beechcraft has indeed fallen on difficult times that began well before the recession. The company had gone through several reorganizations, from the merger of Beech Aircraft and Raytheon Corporate Jets in 1994 to form Raytheon Aircraft, to a return to the Hawker and Beechcraft brands in 2002, to the acquisition by Onex and GS Capital Partners and subsequent change in 2007 from Raytheon Aircraft to Hawker Beechcraft. Struggles to certify the Hawker 4000, originally announced in 1996 as the Hawker Horizon did little to improve things. Not until 2006 did the aircraft, by then renamed the Hawker 4000, receive provisional FAA certification, and even then it was another two years to full certification. Then, with the downturn in full swing, NetJets late last year cancelled an order placed in 2005 for 50 Hawker 4000s. Since late 2008, like other OEMs, Hawker Beechcraft has dealt with order cancellations and deferrals and a shrinking backlog as orders began to dry up. “We made some difficult decisions in mid-2009,” Boisture explained. “We had a fairly aggressive view of how bad things would get, so we wanted to size the company so we could settle into being smaller, which we did. Production now is pretty much matching demand; we’ll

revisit that toward the end of 2010 and make adjustments up or down.” The most recent hurdle for Hawker Beechcraft has been negotiations with the machinists union, which numbers some 2,600 among the company’s 7,000 employees. The layoff early in 2010 of 250 highly skilled workers and closure of the Salina, Kans. factory and a shift of half those jobs to a facility in Mexico and half to outside vendors did nothing to improve the negotiation process. It was Hawker Beechcraft that requested in mid-August that the union re-open negotiations before the contract expiration date of August 2011. The union was not particularly enamored of the proposal, saying that, “The picture we are getting is of a Hawker Beechcraft Wichita that will shrink almost immediately by 75 percent or

Hawker Beechcraft chairman and CEO Bill Boisture

more within two years, without a guarantee of even the last few jobs remaining.” In a letter to employees, Boisture said “no decisions have been made at this time regarding an alternative U.S. location.” In the same letter, he noted that Hawker Beechcraft is “developing a spectrum of possibilities for the size and functions of our business in all our locations [and] development of these possibilities has included exploring other locations both within and outside the U.S. that might be suitable for parts of our business.” In an interview with AIN, Boisture also emphasized, “I have a deep respect for this union at Hawker and their willingness to partner with us for

Like other aircraft manufacturers, Hawker Beechcraft has had to institute layoffs to match production to demand. On September 24 the company announced it would have to shed another 350 jobs.

the long-term sustainability of this business.” And he described the current negotiation process as “a real bright spot. We want to know that we and they have exhausted all options. To the extent we can, we want the people who have worked here for so long to share the future.” Boisture said Hawker Beechcraft had $310 million in debt at the end of 2009. “We have paid that down by $240 million. We’re not bleeding cash. We’ve been stable with respect to our working capital and liquidity.” The latest financial results released by Hawker Beechcraft show an operating loss of $20.7 million in the second quarter, bringing first-half losses to $45.8 million. Year-over-year second quarter net sales fell $177 million to $639.3 million. While it may be that Hawker Beechcraft, like other OEMs, is still struggling in the grasp of the downturn, not all the news is bad. According to Boisture, the backlog is valued at $2.4 billion, and “while there is softness in the commercial market, setting aside fractional orders, we have had five consecutive quarters of positive net orders. That backlog reflects $400 million in cancellations from NetJets, and Hawker Beechcraft no longer has any backlog with NetJets. The new King Air 350i is not only receiving praise, but there are a dozen already in service. The $6.6 million airplane gives operators an additional two and one-half hours of range, 2,730 feet per minute rate of climb and operations from runways shorter than 3,000 feet. The cabin features Rockwell Collins Venue cabin management system, LED lighting, high-definition video and support for a

50aaNBAA Convention News • October 20, 2010 • www.ainonline.com

variety of personal electronic devices, including iPods. And the Flexcabin allows a quick reconfiguration by removing the aft club components. The business aviation side of the house has been hurt by the recession, but critics of the company sometimes forget that it has another market dimension. Boisture said 20 percent of revenues over the past 12 months have come from the sale of military trainers, “a significant source of stability and opportunity.” Military Opportunities

Hawker Beechcraft’s U.S. Air Force contract for the T-6A single-engine trainer has closed out but deliveries of the T-6C to the U.S. Navy have now begun and will carry through to 2014. Boisture also noted that another aspect of that same trainer program will create two prototype attack versions of the T-6 in risksharing partnerships with CMC Esterline, Lockheed Martin and Pratt & Whitney Canada. “The first prototype airplane was in the air 208 days after board approval,” he said. Hawker Beechcraft is also advancing a special mission application of the King Air 350 called the Liberty Program. L-3 Communications & Systems Integration of Waco, Texas, is the integrator for the program and the airplanes are appearing in Iraq and Afghanistan in intelligence and reconnaissance roles. “We’re also planning a Liberty Program 350 with a bigger engine, better hot-and-high performance and longer loiter capability. And that will come back into the commercial side in the form of increased range and 20 knots better cruise speed.” Boisture said there are always

new airplanes in the future, “but it would be irresponsible [for the company] to pursue a new aircraft at this point, given the state of the market.” He added that Hawker Beechcraft’s R&D is focused on follow-on variants of several products, including the Hawker 4000. As to shifting market demographics, Boisture said Hawker Beechcraft is definitely getting more interest from outside the U.S., and a substantial increase in activity among the BRIC nations (Brazil, Russia, India and China). But he added a note of caution, pointing out that, “It isn’t a matter of outside markets exploding so much as an indication of how bad the market is at home.” With that in mind, however, Hawker Beechcraft has expanded its focus outside the U.S. market, viewing Africa, Asia, Europe, the Middle East and the Americas as separate business regions. “We’ve added a dedicated demonstration fleet in each region over the past 12 to 15 months. We want a more global approach.” Hawker Beechcraft has also worked closely with the Export Import (ExIm) Bank of the United States to extend commercial loans to business aviation and to finance U.S. products outside the U.S. Meanwhile, Hawker Beechcraft is watching the market. “We haven’t seen many signs of an improving economy, but there has been a modest uptick in flight hours by our owners and in parts and service,” Boisture said. Looking forward, he said, “We frankly see [the market] staying about the same. We think 2011 will be a difficult year and we don’t see the pickup before 2012.” o

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B/E Aerospace showcases ‘value added’ cabin comforts

a strategic advantage

by Kirby J. Harrison

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52aaNBAA Convention News • October 20, 2010 • www.ainonline.com

You can argue all you want about whether the recession officially ended in June 2009 as some financial pundits have declared, but as far as a recovery is concerned, B/E Aerospace (Booth No. 3327) is here at NBAA and ready for growth to resume. The Miami-based aviation products supplier has arrived with a broad array of “value-added, weight-saving, comfortenhanced” cabin products, from seating solutions for all types of aircraft to a lightweight vacuum lavatory system. Among the seat selections on display On display at B/E’s booth is the company’s is B/E’s new Zero-Gravity seat, the first DX3000 steam oven. It requires no plumbing, passenger seat in the aerospace market to making it an attractive retrofit for a dry galley. place the passenger in a true zero-g position where the knee line is elevated above is the improved vacuum toilet, already the heart. “This position,” according to in service, which weighs 50 percent less B/E, “is crucial for overall relief of back than the typical system, uses only five and bottom stress during long flights.” ounces of water per flush and solves leadAn added benefit is that it eliminates for- ing removal causes, including fouled soleward slipping that can occur in tradi- noids, troublesome Teflon coatings and tional seats when the seat is reclined in faulty mechanical switches. the lounge position. In the category of safety, B/E is show“The end result is a seating sys- ing its Pulse Portable–PulseOx system tem that creates a truly elevated state of and the Sweep-On full-face crew mask. relaxation,” said Chuck Barresi, v-p and The Pulse oxygen delivery system is a general manager of the B/E Aerospace marked change from conventional oxyBusiness Jet Group. gen systems with pulse dispersion that For those more inclined, there is an uses a reduced canister size electric divan with in and simplified mask tegrated airbags. When design. The result, closed, the UTC Elecaccording to B/E, is tric Divan creates a enhanced reliability, three-place seating en much longer product vironment, and when life, easier maintenance open offers the comand reduced overall airB/E Aerospace’s electric craft weight. fort of a twin bed. divan opens into a twin bed. Other features in clude a If that isn’t enough low-back design allowing unobstructed at a single exhibit, consider the following: views and natural window light; electric • The Selectra gourmet three-mode chiller actuation to move the divan from upright that “perfectly” chills wines, cheeses, seating to fully retracted twin bed; no refruits, salads, desserts and ice cream. quirement for harness towers or raising • Steam technology, which is at the heart backrests for takeoff and landing; inteof B/E’s DX3000 oven, and uses precise grated airbags (currently under developamounts of water in the cooking proment); and convenient under-seat storage. cess to allow even cooking. In a cabin mockup, B/E Aerospace • B/E’s multifunction beverage maker– is demonstrating an extensive choice in described by the company as one of LED (light-emitting diode) lighting systhose little things that make just another tems. Working, sleeping or dining, B/E trip a memorable one. o has the LED lighting for any in-flight activity, according to Barresi. AT THE BOOTHS Interactive lighting allows the passenger to program and synchronize lighting AeroSea Carpet of Calhoun, Ga. (Booth to create the proper atmosphere for all No. 4009) is making its NBAA convenstages of flight. It can be programmed to tion debut, introducing its new, densely change gradually through the appropriate woven New Zealand wool products: Airspectrum from bright daylight to dusk to stream, Runway, Diamonds and Tiger. The darkness for sleeping, and from the dim contemporary and transitional designs light of dawn through sunrise for waking. feature AeroSea’s hand-embossed technique. Other collections, such as StriaThe B/E Aerospace display at NBAA tions, Calypso and Contrail will feature the includes up- and downwash lighting, pascompany’s signature “abrash” effect and senger cabin dome and reading lights, exceptionally dense wool pile in a variety accent kick lighting, architectural lightof colors. AeroSea, a division of Norison ing such as sconces and specialty lighting Industries, has facilities in the U.S., Europe fixtures, and emergency and ordinance and the Far East. v lighting. Also available for inspection

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SAFE FLYING AWARDS > Milestones

Accident-free operations credit top-down emphasis on safety

NBAA 2009 Safe Flying Awards 75 Years • Lane Aviation, Columbus, Ohio • South Carolina Aeronautics Commission, Columbia, S.C.

by Mary F. Silitch

In 1998, NBAA started honoring member companies that have flown 50 years or more without an accident, and in 2006 the association added companies that have 60-year safe records. Three years ago, ExxonMobil reached year 75, and this year NBAA is honoring two more organizations that have reached the 75-year mark, Lane Aviation and South Carolina Aeronautics Commission. AIN talked with representatives of several of these recipients to find out about their operations and the learn secrets of their successes.

75 Years of Safe Flying

Lane Aviation

Thomas Deuber, president Columbus, Ohio

Thomas Deuber, Lane Aviation president

Founded by Foster Lane in 1935 and still owned by the Lane family, Lane Aviation is an FBO located at Port Columbus International Airport and Rickenbacker International Airport both in Columbus, Ohio. “It serves all three areas of aviation,” president Thomas Deuber told AIN, “the owner-flown general aviation arena, the corporate aviation fleet and the commercial airline industry.” When Foster Lane flew his first passengers in the company’s first airplane–a Beech Staggerwing–he issued goggles and a helmet to each passenger, even though the cabin was completely enclosed. Since then the company has flown a “multitude of aircraft, from Taylorcrafts to Lears,” said Deuber. “Lane operates a Cessna Citation III, a Cessna Citation Ultra and we are in the conformity process of a King Air 350. When conformity is complete on the King Air, there will be eight pilots on our certificate. The company employs 125 people.” Deuber, who has been with Lane Aviation since 1977 and has been president since 2000,

said, “I was born with a fascination of all things that fly. I used to ride my bike for miles to hang out at the local airport and watch the planes take off and land. My father had flown B-25s in World War II and when I was about 15, he bought a Piper Cherokee and he would frequently take me with him when he flew. By the time I attended college, he had upgraded to a Comanche and then an Aztec. I remember flying with him in that Aztec back and forth between Ohio University and home. That was my first real taste of general aviation and my love of it continues to this day.” After graduation, Deuber started a material handling equipment dealership in Dayton, Ohio, Trans-Lift Systems. “I later sold that company and worked as a business consultant,” he said. “Lane Aviation was one of my first clients in the Columbus area and that is where the relationship started.” Asked about his favorite airplane to fly, Deuber said, “I love flying in any of them, but I usually fly commercial to make certain that our aircraft are available for our charter customers.” Deuber attributes Lane Aviation’s long safety record to “great people, best practices, the selection and implementation of the right safety management system and a constant commitment to safety at every level in

the company. Too often, organizations become ‘reactive’ in their safety cultures, paying attention to safety issues only after something happens. At Lane, the constant monitoring and risk analysis that takes place each and every day means we can have a ‘proactive’ safety culture.” South Carolina Aeronautics Commission Hugh Tuttle, chief pilot Columbia, S.C.

“The South Carolina Aeronautics Commission credits this 75-year award to its long-standing dedication by the pilots and maintenance personnel to its continuing focus on safety,” chief pilot Hugh Tuttle told AIN. “One of the main people who works tirelessly to maintain safety standards is our chief of aircraft maintenance, Neil Baker, who has been a key to our success.” Baker supervises the daily operation of the line and maintenance section. He has been performing aircraft maintenance since 1972 (38 years) and has been employed at the commission since September, 1985 (25 years). “Before joining us, he was in the U.S. Navy, then with Erie Airways, a Cessna dealer in Pennsylvania. Baker also has his private pilot’s certificate

60 Years • CSX Aviation Department, Jacksonville, Fla. • General Mills, Minneapolis, Minn. • Kaiser Air, Oakland, Calif.

50 Years • Aerodynamics (ADI), Waterford, Mich. • Avista, Spokane, Wash. • Nationwide Aviation Business Center, Columbus, Ohio • Proctor &Gamble, Cincinnati, Ohio • Sentry Insurance Mutual, Stevens Point,

and inspection authorization,” Tuttle continued. He said that the commission provides safe, efficient reliable and comfortable on-demand air transportation for the governor of South Carolina, the state legislature, constitutional officers and state agencies. The first airplane used by South Carolina Aeronautics was a blue gullwing Stinson. Over the years, the flight department has operated two King Air 200s; a Learjet 35; a Cessna 402, 421 and 206; a Beech Baron 58; and Bell UH-1, JetRanger and LongRanger III helicopters. The current fleet consists of a King Air 350 and King Air C90. The flight department has two fulltime pilots, one part-time pilot and two full-time mechanics. Tuttle has been at the commission for the past one-anda-half-years, after serving as chief pilot for two other flight departments. “I enjoy working for the state of South Carolina,” he said. “My favorite aircraft to fly is a Citation. Before coming to the commission, I flew as the chief pilot for the Medical University of South Carolina. I started in aviation running a flight school in Nova Scotia, Canada, and I have many fond memories of my aviation experiences.”

60 Years of Safe Flying

CSX Aviation Department Dennis L. Jones, director of aviation Jacksonville, Fla.

Hugh Tuttle (left), chief pilot, and Neil Baker, chief of aircraft maintenance, are accepting the South Carolina Aeronautics Commission’s safe flying award.

00aaNBAA Convention News • October 20, 54 19, 2010 • www.ainonline.com

CSX, the third largest railroad in the U.S., started its flight department with twin Beeches and DC-3s 60 years ago. It now flies two Hawker 800XPs from Jacksonville International Airport about 1,000 hours a year.

Dennis Jones, director of aviation, told AIN that the flight department has seven pilots, including himself, two schedulers, two mechanics and a parttime cleaner. Jones has been with CSX for 33 years and has been director of aviation for 18 years. “I started with CSX as a maintenance technician and part-time copilot,” he said. “My favorite airplane to fly,” he said, “was a Dassault Falcon 900EX, which we operated for about six years. It was a real pleasure to fly and it handled like a sports car. Most corporate jets handle like a truck, but the Falcon was one you really enjoyed hand-flying.” Jones said his father got him interested in aviation when he was 16. “He gave me an introductory flight lesson and I was hooked. I got my private and commercial before I graduated from high school, then I got my A&P license after that. I worked as an A&P for several shops around Jacksonville,” he said, “and in 1977, I was lucky enough to be hired by the railroad. It’s a great company to work for.” Asked about CSX’s long safety record, Jones replied, “I believe the company’s attitude and support for safety is most important. Since I’ve been with CSX, management has always given full support to the aviation department for training, equipment and avionics upgrades. Safety is a core value at CSX, whether it’s trains or planes. The other contributing factor is our aviation personnel. We have well-trained, professional employees who are dedicated to our safety culture and they have an average of 38 years of aviation experience. They are the ones on the front lines every day making the right decisions and they are the ones who deserve this recognition.” Continued on page 56 u

SAFE FLYING AWARDS > Milestones uContinued from page 54

50 Years of Safe Flying

Aerodynamics, Inc. (ADI) Cheryl Bush, president and CEO Waterford, Mich.

Aerodynamics, Inc. president Cheryl Bush said that “ADI is one of the most diverse business aviation companies in the U.S. We currently operate under all FAA

flight platforms including Part 121/135/125 and Part 91. We are the largest corporate shuttle operator in the world with more than 200,000 passenger enplanements per year and more than 32 flights per day. ADI also operates an FAA repair station, an authorized service center for Hawker Beechcraft and satellite service center for Pilatus, including an avionics shop and operates an Avitat FBO at its headquarters in Waterford.” In addition, the company also has an aircraft brokerage division and an interior refurbishment division that works on aircraft ranging from Boeings to Bonanzas.

KEEP CATCH

ADI’s 237 employees operate 21 aircraft in Part 121/135/125 and Part 91 service.

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Come Up to Hall B, Room B408 Wednesday, October 20 from 1 to 3 p.m.

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Booth #8543

Frank Macartney founded ADI in 1959, and in 1963 the company became a Beechcraft dealer. Through the years it has operated a fleet of Sundowners, Sierras, Bonanzas, Queen Airs and King Airs as demonstrators, charter airplanes and as flight-training aircraft. Bush said, “One of the first charter aircraft ADI offered was a Beechcraft King Air A100 that flew real estate missions for an expanding Fortune 100 discount retail corporation.” Today, ADI operates 21 aircraft from an Airbus A319 to a Phenom 100. The company has 237 employees, 57 of whom are active pilots. Bush, who joined the company in 1978 and became president in 1992, is not a pilot. “I was very interested in learning to fly when I joined the company,” she told AIN, “however, I got sidetracked early on with a passion for the business side, impressed by its dynamic environment and very hardworking, dedicated people.” Bush attributes ADI’s long safety record to “the founding principles established from the start by Mr. Macartney. Safety comes first, followed closely by integrity and a commitment to excellence. Back to the early days, there has always been a thirst for knowledge and a healthy competition within our ranks to possess the greatest expertise on our products and services.” o

Fifth Annual Cannes Airshow 2011 Exhibitors at the Cannes Airshow 2011 are registering early for the event scheduled for June 9 to 11 at Cannes-Mandelieu Airport. “They want to choose their location quickly so they do not miss the only event in France dedicated to general aviation,” said event organizer Didier Mary. This year, Thursday and Friday of the show schedule will be dedicated to aviation professionals and Saturday will be open to “a larger audience,” according to the organizers. For additional information about the show, contact Samantha Chastang at Samantha@cannesairshow.com, or by o phone at +33-4-9308-0177.

Phillips 66 promos help dealers and company grow With 735 FBOs pumping its products, aviation fuel provider Phillips 66 (Booth No. 2927) claims the title of number-one branded aviation fuel network in the U.S. Its current size is the result of four years of building tools and marketing programs aimed at helping the FBOs that sell Phillips 66 products to grow their businesses, according to the company. “FBOs do not run on fuel alone,” said Rod Palmer, manager, general aviation, ConocoPhillips. “They need sophisticated technology, accurate financial data, highly trained employees and a supplier that understands their business.” Phillips tools, safety and quality training programs, proprietary cards, loyalty programs, support for Compassion Flights and Young Eagles and more have helped FBOs compete in a challenging economic environment, according to the company. These efforts have helped Phillips 66 grow,

CMC acquires SmartDeck Esterline CMC Electronics (Booth No. 4963) has acquired an exclusive technology license for the L-3 Communications SmartDeck integrated avionics system, CMC president Greg Yeldon announced yesterday. Terms of the agreement between L-3 Communications (Booth No. 4308) and CMC, signed earlier this month, were not disclosed. Yeldon said that the right to further develop, manufacture and sell the Part 23 SmartDeck glass cockpit technology, which has flown in a Cirrus SR22 and was originally slated for the cockpit of the Cirrus Vision Jet, is of “strategic importance” to his Montreal-based company. He called it “uniquely synergistic with our business plan,” saying the acquisition will reduce development costs and time to market for programs

as well. Since 2006, the Phillips Aviation network has increased by 37 percent. Here at the NBAA Convention, Phillips is sharing news of its diverse programs. In June the company launched a program to provide introductory membership to the National Air Transportation Association (NATA) for all branded dealers that were not already members of the organization. The company also offered its dealers free NATA Safety 1st online training courses. Phillips 66 launched a free online reporting tool that provides historical airport activity and aircraft operator contact information, enabling its dealers to identify the owners of aircraft on their own and their competitors’ ramps, or who previously attended major annual events in their cities, allowing for targeted marketing. The company also built on its on CMC’s marketing menu. “This low-cost cockpit solution opens new markets for us and provides a platform for our existing enhanced vision, EFB and other products.” Yeldon added, “We plan to build on the current SmartDeck technologies using our experience in Part 23 and Part 25 cockpit certification to grow SmartDeck into various adaptable solutions for all types of aircraft.” The agreement also grants CMC other non-exclusive rights to certain SmartDeck components and applications. SmartDeck is a TSO’d and STC’d integrated avionics system that can include synthetic vision, moving map, weather and terrain awareness features. “This acquisition will above all increase CMC’s flexibility to meet our customers’ needs and give us broad applications across various markets,” for both OEM and retrofit opportunities, Yeldon added. He said the licensing agreement came after CMC responded to reports that L-3 was willing to make the SmartDeck technology available. –H.W. Gary Nash, president of ABC Completions, accepts the CMC Electronics 2010 Dealer of the Year award for selling CMC PilotView EFBs.

MARIANO ROSALES

by James Wynbrandt

association with “Miracle on the Hudson” first officer Jeff Skiles this year, bolstering its long-time support for the EAA’s Young Eagles program. Skiles attended youth flight rallies hosted at three Phillips 66 Aviation FBOs. At the rallies, pilots from EAA chapters filled their fuel tanks for 66 cents. The company’s avgas rebate for the Young Eagles program has been used by volunteer pilots to take some 400,000 Young Eagles aloft. Another fuel rebate program introduced this year will help volunteer pilots make some 4,000 compassionate flight missions each year, organized and approved by Angel Flight Northeast and Mercy Medical Airlift. Meanwhile, its WingPoints Rewards Card, launched in 2007, has become a valuable tool for attracting jet fuel customers to Phillips 66 branded FBOs. In

Thrane’s Aero SB is now Aviator Danish satellite communications equipment manufacturer Thrane & Thrane (Booth No. 5921) is introducing its latest and smallest SwiftBroadband airborne product, Aviator 200, as well as a new wireless handset. Thrane & Thrane has renamed its SwiftBroadband portfolio from “Aero SB” to “Aviator” with a new product designation format. Now, for each SwiftBroadband-family product Thrane & Thrane uses the Aviator brand name followed by a numeric designator reflecting the level of SwiftBroadband service.

Scott Denham of Boys from Dover chats up “Miracle on the Hudson” FO Jeff Skiles at the Phillips 66 booth. The company is bolstering its long-time support for EAA’s Young Eagles program.

contrast to other loyalty programs, WingPoints give FBO customers the freedom to earn instant points, immediately redeemable for gift cards, while giving FBOs the flexibility to run their own promotions. Phillips 66-branded credit cards have also helped drive customer loyalty and enhance dealers’ businesses. In addition, the FBO support programs have helped propel the Phillips 66 network’s growth. These include refueler leasing, excess liability insurance program, Partners-IntoPlanes Contract fuel and others. The unanswered question: How many FBOs will be in its dealer network at the next NBAA? o Thus, the portfolio has been renamed as follows: Aero-SB+ is now Aviator 700; Aero-SB Lite (high gain antenna) is Aviator 350; Aero-SB Lite (intermediate gain antenna) is Aviator 300; and new to the group is Aviator 200. “The Aviator 200 system expands our portfolio even further and provides SwiftBroadband capabilities for even smaller aircraft,” explained Kim Gram, vice president, aeronautical business. Aviator 200 provides data speeds up to 200 Kbps and a single AMBE 2 channel for voice. Data and voice capability via wired or wireless connections built into the Aviator 200 alleviates the need for external wired and wireless routers. The new Aviator wireless handset with echo and noise cancellation allows anyone on the aircraft to make and receive inflight calls and to text. Tactile controls and a 2.2-inch color screen make it similar to cell or mobile phones. –H.W.

Embraer Legacy 650 Certified

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Embraer’s newest addition to its business jet family, the long-range Legacy 650, has received certification from the Brazilian Civil Aviation Agency (ANAC) and EASA, the Brazilian airframer announced. “We are happy to announce the ANAC and EASA certifications of the Legacy 650, just one year after the program launch at the last NBAA Convention. This will allow us to start deliveries of the aircraft in 2010, as planned,” said Luís Carlos Affonso, executive v-p, executive jets. (See tomorrow’s issue of AIN for more details.) n

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by Mark Huber Two new studies underscore the value of business aviation–and the high cost of not using it. Nexa Advisors studied the value of business aviation to Standard & Poor’s Smallcap 600 companies from 2005 to 2010. Nexa found that companies within this group that used corporate aviation had three times or more the total return on growth, share price growth, EBITDA growth (earnings before interest, taxes, depreciation, and amortization) and earnings growth than other companies within this category that did not use business aircraft. Meanwhile, a new FAA-funded study released this week has pegged the annual cost of airline delays to the U.S. economy: $32.9 billion. The study, sponsored by the FAA’s National Center of Excellence for Aviation Operations Research (Nextor) and conducted by leading university researchers, analyzed data from 2007. It included the cost of passengers’ lost time due to schedule buffer, delayed flights, flight cancellations and missed connections. The report found that 25 percent of all domestic airline flights were more than 15 minutes late in 2007. The report warned that next

IS&S FMS slated for Eclipse by Evan Sweetman Flight management systems are coming for the Eclipse 500 very light jet and other aircraft, thanks to a new program from Innovative Solutions & Support (IS&S). IS&S (Booth No. 4443) and Eclipse Aerospace (Booth No. 6667) have announced that the avionics manufacturer will provide Eclipse 500 operators with the new AvioNG FMS system. But operators of other airframes may also soon enjoy the benefits of an FMS, if what IS&S CEO Geoffrey Hedrick told AIN holds true. “We are in talks with other OEMs,” Hedrick said. “We can’t say anything, of course, but it’s not out of the question we could be doing this for other aircraft.” Based on IS&S’s work developing FMS systems for military and commercial systems, the AvioNG FMS is designed to allow the Eclipse do what it was always meant to: fly with the big jets but still get into the small airports. “The Eclipse was always meant to have great access to small airports, yet still have the high cruising altitudes of a jet,” Hedrick said. “The old system wasn’t cleared

for that, so finally customers will be able to use their aircraft the way they always wanted.” Among the improvements the new FMS offers are Gamma 3 Waas LPV approaches, airway route navigation, both auto and manual RNP and useridentified waypoints. The system allows for storage of up to 99 different flight plans. Parallel offsets also let the pilot make adjustments to their plans for weather or traffic on the go. IS&S is constantly looking at ways to improve and evolve the system, as company reps were talking about installing an update that had just been completed between the time the panel on display at Eclipse’s booth shipped to when the show opened. The company has also been tossing around the idea of adding an autothrottle, according to Hedrick. “We could add some touchscreen capabilities in the future, that is something our company does on other products,” he said. “We just don’t have any plans to at the moment. That being said, the ability to zoom in by touching a map might be useful.” o

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Two studies highlight bizav’s value in real dollars

generation air traffic control systems (NextGen) would not eliminate most airline flight delays: only one-third of airline flights were delayed by the inability of the national air traffic control system to handle flights, while almost all of the remainder was caused by “internal problems” at airlines themselves that had a cascading effect on subsequent flights. Basically, an airplane that arrives late de facto departs late for its next flight. The study also found that while scheduled airline flights increased by approximately 22 percent between 2002 and 2007, the number of flights arriving late more than doubled. Post-recession, that problem could get worse as the FAA predicts airline traffic will grow by 30 percent between 2012 and 2025. The study warned, “without substantial upgrades to aviation infrastructure, such growth would result in flight delays far in excess of any we have heretofore experienced” and noted that “Growing delays threaten the competitiveness of the U.S. in the world economy, by limiting the ability of the air transport system to serve the needs of the U.S. economy.” The study also cast doubts on the long-term financial prospects of the airline industry, noting that it lost $60 billion between 2000 and 2008 and experienced a $26 billion drop in market capitalization between early 2007 and December 2009. The Nextor study, like the one from Nexa, validated the positive rate of return on business travel. Citing Oxford Economics, the Nextor study noted that “a dollar spent on business travel earns a return of about $12 in increased revenue to the traveler’s employer.” o

CORPORATE ANGEL AWARD CO-SPONSORS PRESENT $21,000 CHECK TO CORPORATE ANGEL NETWORK The Corporate Angel Award–co-sponsored by ConocoPhillips, Safe Flight Instrument Corporation and Business & Commercial Aviation magazine–recognizes Corporate Angel Network participating corporations and flight departments for their exceptional contributions to cancer patients. Recipients of this year’s award are Bank of New York Mellon and Ultimate Jet Charter. Pictured (l to r): Michael Nalepa, manager flight operations, The Bank of New York Mellon Corporation; Randall Greene, CEO, Safe Flight Instrument Corporation; Doug Schwartz, manager of corporate aviation, ConocoPhillips; Greg Hamilton, president Aviation Week/Business & Commercial Aviation; Peter Fleiss, executive director, Corporate Angel Network; Rod Palmer, manger of general aviation, ConocoPhillips; Rick Duste, Phillips 66; Edward Moneypenney, director of sales & marketing, Ultimate Jet Charters.

Jepp signs Avantair for eChart Viewer The monthly chore of pulling and replacing Jepp chart pages in a loose-leaf binder may soon go the way of propping an airplane to start its engine as eChart Viewer, Jeppesen’s newest digital charting service, takes hold. In a brief ceremony yesterday at the Jeppesen booth (No. 3004), Avanti fractional operator Avantair became the eChart Viewer launch customer. The Web-based digital chart program provides online access worldwide from any computer anywhere, making the most current approach and en route information available to pilots at any FBO. An auto-update feature of the subscription-based eChart Viewer eliminates even the need to do a manual online search for the most current charts. Avantair became the de facto beta

eChart Viewer user when Jeppesen responded to an immediate operational need of the Clearwater, Fla.-based frax operator with a custom, short-term, digital charting solution that gave Avantair secure and seamless online access to updated electronic terminal charts and other flight information. Steven Santo, Avantair founder and CEO, said “We now look forward to a long-standing partnership with Jeppesen with our eChart Viewer digital chart solution in place that works to streamline operational efficiency and reduce costs overall.” Avantair, the sole North American provider of Piaggio Avanti fractional shares, manages a fleet of 55, with another 53 on order through 2013. Mark Van Tine, Jeppesen president and CEO, commented that eChart Viewer will help business aviation transition from paper to digital charts on the flight deck by making flight planning data available through any Internet portal. He also announced an offer for Jeppesen International Trip Planning Service subscribers, where after nine trips they will get the tenth trip free, a $5,000 value. –H.W.

API OFFERS Another hot tip for Hawker 800 operators A new blended winglet design from Aviation Partners (API) for the Hawker 800 series sports a new scimitar tip that reduces drag by a half-percent more than the 7.3 percent the existing API blended winglet achieves at long-range cruise. The Seattle-based provider of advanced winglet technology (Booth No. 4508) is taking orders for winglet retrofits on Hawker 800 and 800XP jets under an FAA- and EASA-approved STC. The Hawker 800 series is the first among business jets to receive this new, patented scimitar tip technology, said Gary Dunn, sales vice president. API is currently considering offering the scimitar tip as an upgrade to customers whose Hawker 800s already have API blended winglets. “The Hawker 800 series retrofit has been our most successful blended winglet program to date, with sales surpassing those of the Gulfstream II a year or so ago,” Dunn added. n

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St. Louis Santiago Farnborough Geneva Dubai Moscow

NBAA kicks off 63rd convention

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uContinued from page 1

What did my instructor tell me? Phillip Clements of Perth, Australia, experiences the Hotseat Chassis simulator at the Conoco Phillips booth. Clements, who attends NBAA regularly, is CEO of JetBird Aviation and is a pilot and consultant.

G250 hops across several ponds uContinued from page 1

KIRBY J. HARRISON

John O’Meara and teams from Savannah and Tel Aviv. The G250 is the successor of the G200. Actually, it goes a bit further back to when it was called the Galaxy, a super-midsize business jet built by IAI and marketed by Galaxy Aerospace. General Dynamics bought Galaxy Aerospace in 2001 and a little rebranding turned the Galaxy into the Gulfstream G200. The G250 is scheduled for certification next year. The G250 on display at DeKalb Peachtree Airport is one of the flight test aircraft. Shapira and fellow IAI pilots Rafi Palter and Dov Davidor ferried it to Atlanta via

Shannon, Ireland, and Bangor, Maine and Savannah, stopping at Gulfstream’s facility there. With 3,400-nm range, the supermidsize business jet made each leg easily, Shapira said. The flight also marked the G250’s first transatlantic and long overwater flight. In fact, Israeli CAA regulations required the model to have a minimum of 50 hours of flight time before it would be approved for long overwater flights. “The airplane had 49 hours when we took off from Tel Aviv,” Shapira told AIN, “but the authorities agreed to accept our first hour over the Mediterranean as fulfilling the 50-hour requirement.” The only thing out of the ordinary during the journey, he said, was a go-around request at Bangor for the purpose of an avionics test. Was it difficult? Not so much.

The new Gulfstream 250 is at rest on the ramp at DeKalb Peachtree Airport after flying from Tel Aviv, Israel, to Atlanta. The G250 is the successor to the G200, which actually started out as the Galaxy. All are built in Israel.

“The only thing we did was push the go-around button,” Shapira said From that point, the autopilot and autothrottle kicked in and the pilots didn’t have to touch the controls again until just before touchdown, he explained. But Shapira is being a bit disingenuous. He didn’t mention that the procedure in Bangor was complicated by heavy rain and winds at 20 knots, gusting to almost 30, coming 30 degrees to the left of the runway. Asked what he likes best about the G250, he laughed and said, “There’s a lot of like in this airplane.” Among the “lot of like” is the flight deck design, which he said borrowed liberally from the G550. And there’s the fly-by-wire rudder, which automatically compensates for the off-center thrust if an engine goes out. The brakeby-wire is also pretty nifty, as is the cabin management system that can be controlled by downloading a Gulfstream app to an iPod or iPhone. But Atlanta isn’t exactly vacation time. Shapira and his crew will spend two weeks in flight tests in the U.S. before flying back to Israel. And in January, he will be back in the U.S. for icing tests. Does he like the job? Silly question. “It’s something new every two years,” he said. So when the G250 is certified, what’s next? Only the folks in the executive suites know for sure. And they’re not talking. o

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“Business aviation is critical to the [economic] recovery and long-term growth, and your industry has a true friend at the U.S. Chamber of Commerce.” Donohue said he has been a frequent and constant user of business aviation for 30 years. “Every day I see first hand the excellence of your industry and every day I enjoy the benefits of business aviation.” He noted the 1.2 million jobs and $150 billion business and general aviation adds to the nation’s economy. Introducing TSA Administrator Pistole, Bolen stated, “Make no mistake, security is a core principal of our community. None are more focused on hardening security than the business aviation community.” Pistole said that in his previous job with the FBI, he often flew on the agency’s GV, which provided the “opportunity to be at the gate moments before taxiing, and visiting three or four countries” in a time period that wouldn’t be possible by commercial aviation. “But I really did not focus on security.” That, of course, changed radically after he took his position at TSA on July 1. Pistole said he had been working with business aviation representatives to address concerns about the Large Aircraft Security Program (LASP), whose proposed rules were deemed onerous by many in the community. “I was hoping to be able to announce that we have an agreement, but the stark reality is, we’re not quite done yet,” Pistole said. He indicated that an agreement was close and was more a matter of internal protocol than ongoing disagreement. Bolen noted that FAA Administrator Randy Babbitt, with a lifetime in aviation, needed no education in business aviation in his introduction of the Administrator. Babbitt, in invoking the history of the NBAA and its birth in 1947, talked about “the

next revolution that is going to change the way we fly in the next generation.” He told attendees, “You have been pioneers in so many ways of using technology.” Babbitt acknowledged the role both the FAA and the business aviation community must play in adoption of NextGen technologies. Said Babbitt, “We want to hear from you. We have to have a partnership as we move forward on modernization.” Babbitt also noted that WaasLPV has created more than 2,000 precision approaches to 800 airports, many of which had no instrument approach procedures before. Babbitt also discussed the NPRM on crew fatigue for Part 121 operations, and urged business aviation users to address fatigue issues in their own operations. Bolen presented NBAA’s American Spirit Award to Georgia Governor Sonny Purdue, who was the first of 17 governors to sign a proclamation in support of business aviation, and who delivered the keynote address at the 2007 NBAA Convention. “I love things that are fun and functional,” the governor said in accepting the award. “And I can’t think of anything more fun and functional than aviation.” Governor Purdue also noted that on Labor Day, he had earned his rotorcraft and rotorcraft instructor ratings, “part of that lifelong learning and challenge of flying.” Governor Purdue made considerable use of his Bellanca when campaigning for his position, and noted that with just another month in office, “I’m looking forward to getting back in that Bellanca.” Capping the welcoming ceremonies, Bolen introduced Jimmy Hayes, president and CEO of Cox Enterprises, who lives in the Atlanta area. He talked about the roles his Pilatus PC-12 and business aviation have played in his personal and business lives. o See www.aintv.com for more ribbon cutting coverage.

Asia Jet Orders Three Gulfstreams Asia Jet, a Hong Kong-based charter company with offices in Shanghai and Tokyo, has ordered three jets from Gulfstream Aerospace. The aircraft, which include a G150, a G200 and a G250, will be delivered in 2011 and 2012 and based at Shanghai Hongqiao Airport. Gulfstream Aerospace, which is headquartered in Savannah, Ga., is exhibiting here at the show at Booth 2043 and at the static display at DeKalb Peachtree Airport. –J.B.

by Paul Lowe amounts of fuel as the airlines, they will save time. “Maybe you’re not saving the money,” he conceded, “but why do they have those airplanes? It’s time. They are time machines. If you could take five minutes off every leg you flew, you just made a pretty good sale to your CEO, in my book, because that’s what they bought the machine for, to be more efficient.” The third leg of the stool is with satellite-based navigation, pilots will have the opportunity to have vertical and horizontal guidance into airports that would not otherwise qualify to have ILS equipment, a VOR approach or some other groundbased navigation because they couldn’t afford it. A number of corporations that are based in small towns keep their corporate fleets at an airport with better navigation

FAA Administrator Randy Babbitt suggests that safety will be one of the drivers in incentivizing business aviation to equip aircraft with NextGen avionics because a “very strong business case” can be built for it. “The safety benefit that all of these folks get from having this increased situational awareness is enormous,” he said. “We think there is a very strong business case to go ahead with this equipage. Let’s be candid and talk about an incentive.” With Rnav, pilots have the capability of shooting approaches based on satellite navigation. “So we would offer to these folks several things,” Babbitt explained. “Number one, if you’re equipped, then you will get the most efficient routes in and out of the cities you fly to.” And, while business aircraft will not save the same

Flight Display introduces sensory immersion sound by Kirby J. Harrison frequencies into vibrations, which reverberate in the wearer’s chest cavity, giving the illusion of complete immersion in the music or the movie sound track, from the oboe opening of Swan Lake to the thunderous steps of the T-Rex in Jurassic Park. Added to high-definition digital sound and the 3-D images of a movie, the wearer has a feeling of total immersion in the experience, said Afshar. Afshar recalls the inspiration from his days in campus housing at Rowan University in Glassboro, N.J., when he would be unable to focus on his work as the walls were shaking from

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“Enhancing the flight experience is the motto of our company,” said David Gray, founder of Flight Display Systems (Booth No. 1335), at the Alpharetta, Ga.-based company’s press conference on Monday. As proof, Gray introduced Shahriar Afshar, the inventor of KOR-fx, a “full sensory immersion” product that “will revolutionize the way consumers experience multi-media while in flight, and beyond.” The device rests lightly over the shoulders and in contact with the upper chest area. Two transducers seated against the wearer’s body translate sound

Flight Display Systems president and CEO David Gray (left) and Shahriar Afshar, CEO, demonstrate the KOR-fx, an ‘immersion’ sound system.

Spirit of Flight Award

When Babbitt presented NBAA with the National Aviation Hall of Fame 2010 Milton Caniff “Spirit of Flight Award” in Dayton, Ohio, in July, he talked about tailored arrivals and optimized descents at Los Angeles International Airport. AIN asked if the FAA was looking to expand that program to include general aviation. “Sure,” he answered. “Almost all of the modern airplanes the thumping base of music and video games. An inventor since his childhood in Iran, Afshar followed his inspiration to the kinetic ominidirectional resonance effect that is at the center of his KOR-fx. KOR-fx was recently honored with the 2010 Popular Science Magazine Invention Award and was picked by the Consumer Electronics Association as one of the most innovative new consumer technologies introduced in 2010. The device is expected to go to market in mid-2011 at a retail price of $189. Meanwhile, you can get a preview at the Flight Display booth, and meet both Gray and Afshar. At the same time, get a look at Flight Display’s new Club CMS entertainment system upgrade for the Citation Mustang and Embraer Phenom 100 and 300. The package includes moving map with worldwide satellite imagery; iPod, iPhone and iPad adapter cable/interface; DVD/CD player with SD card; six audio channels providing up to 90 hours of MP3 music; two seven-inch widescreen monitors and four OLED passenger switching panels and headphone jacks. The price uninstalled is $25,000. “There are hundreds of Mustangs and Phenoms flying with bored passengers,” claimed Gray. “Club CMS is the answer.” o

today, when I say modern I’m too small. What people should talking about something that appreciate is we are quite willhas a glass cockpit, I’m talking to provide scalability. That’s ing about something that has what we envision. “SMS is sort of a culture that a flight management system, if it’s been made in the last half makes everybody aware of safety, a dozen years, if that flight and in very simple lay terms promanagement system has been vides a structure to make sure designed or upgraded in the last that everybody not only has abilfive years, it most certainly has a ity to put in information about safety, but get inforvertical descent promation out about file capability. Ultrasafety, so we’re all on sophisticated ones the same platform. have optimizers in Nobody, quote, didn’t them. get the memo this “Therefore, if you week. Everybody gets say ‘I want to cross the memo every week. this point at 4,000 feet, That’s what a safety tell me when to start management system down on an optimum does. And it can be basis,’ it’ll tell you. very simple.” It’ll make that descent Babbitt also touched for you. It’ll close the throttles and glide all FAA Administrator Randy on fatigue outreach to Babbitt believes safety the way to that point. concerns will drive bizav general aviation. Having recently attended a It’s got the sophistica- operators to equip for course at the Civil Aerotion to do that.” Bab- NextGen. space Medical Instibitt said that means an uninterrupted descent in a Boe- tute in Oklahoma City, he was ing 737 saves anywhere from 25 impressed that of 20 pilots there, to more than 60 gallons of fuel, all were from GA. Part of the as compared to before when pilots course was fatigue recognition. “I didn’t want you to think began stepdowns far out. “It not only is burning less fuel, that we don’t use our channels, but the byproduct, as well, is it’s including NBAA and AOPA,” not making the noise, the engine he said. “Anytime we find noise is just at idle,” he continued. things–sort of fatigue recogni“So it’s a very quiet, very energy tion–while we don’t have rules efficient, very carbon efficient and and we really aren’t planning any for GA, we haven’t seen any noise-sensitive approach.” Asked about how the pend- trend of accidents in GA. But ing requirement for a safety nevertheless, I’d like to keep it management system (SMS) that way, and having fatigue would affect smaller opera- recognition, just the basics of it, tors, Babbitt replied, “While we’re working on.” Babbitt said we are focused on the big oper- the agency uses its safety alertations--the 121s and 135s and type channels to pass the inforo the repair stations--nobody is mation on to GA pilots. MARIANO ROSALES

Babbitt makes case for bizav ADS-B equipage

equipment. Babbitt used Geico as an example, which keeps its corporate fleet in Manassas, Va., even though it has an airport next to its corporate headquarters 40 miles away. “Why? There are no approaches to the airport that is next to their facility,” he said. “If there were, that’s where they would keep their airplanes. It’s a five-minute ride. We can give them an approach. All we have to do is design it. And there’s no equipment to maintain, no equipment to buy, no equipment to calibrate. So it’s a huge benefit to GA.”

LANDMARK AVIATION CHOOSES PLANEPARTS Gulfstream Aerospace’s cost-per-hour maintenance program, formerly called BudgetPlus, has been rebranded PlaneParts. The company has announced a launch customer, Winston-Salem, N.C.-based Landmark Aviation, a charter and management firm whose fleet includes a Gulfstream G450. Here, Jim Hopkins (second from left), Landmark’s sales and charter v-p, celebrates the signing of a PlaneParts agreement with Gulfstream’s product support president Mark Burns (far left); Richard Shaw, manager of PlaneParts; and Mike West, director of prodn uct-support programs.

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service–either self-owned or managed– include Acropolis Aviation, UK; Aerodynamics, Inc. (ADI), U.S.; Al Jaber Aviation, UAE; Comlux, Switzerland; Deer Jet, China; DC Aviation, U.S.; GlobalJet Concept, Switzerland; Omni Aviação, Portugal; Skytraders, Australia; and Twinjet Aircraft, UK. Brad Bruce, v-p of flight operations at ADI and part of a panel of operators assembled at the press conference, said the Waterford, Mich.-based company is putting about 1,200 to 1,500 flight hours a year on its ACJ and has a second aircraft on order. He added that after a total of more than 6,000 flight hours, the aircraft boasts a 99.8-percent reliability record. Severine Cosma from Comlux said the Swiss operator has five aircraft in service–three A318 Elites and two ACJs–and an A320 Prestige on order. The company plans to have the A320 outfitted at its completion center in Indianapolis. DC Aviation was already flying an ACJ and added three more this year. Chazelle was blunt as to the number of charter operators who are ordering more airplanes from the ACJ family: “The only (l to r) Brad Bruce of Aerodynamics, Inc.; Severine Cosma of Comlux; Francois Chazelle of Airbus; and Paul Desgrosseilliers of Deer Jet at the thing that competes with an Airbus press conference yesterday. ACJ is another ACJ.” o

Signature adds Montreal FBO by Jeff Burger Signature Flight Support, the worldwide FBO chain, has opened its first Canadian FBO, at Montreal PierreElliott Trudeau International Airport. The announcement results from a licensing agreement with Starlink Aviation, which is rebranding its existing FBO at Trudeau to operate under the Signature Flight Support name. “The signs are up today,” said Michael Scheeringa, Signature’s president and CEO, who explained that the facility will continue to be owned by Starlink and will undergo no management changes. Starlink Aviation’s charter, management and maintenance services will continue to operate under the Starlink brand. The Montreal FBO offers a heated 65,000-sq-ft hangar, crew and passenger lounges, a sleeping room, shower facilities, a café-bistro, a conference room and wireless Internet access. The 24-hour operation provides ground handling, crew cars and on-site customs as well as flight planning, anti-icing and computerized weather services. The Pierre-Elliott Trudeau location is

one of four licensed facilities in the fivecontinent Signature chain, which also includes 20 joint-venture locations and 79 fully owned FBOs. In other Signature news, the company has added features to Signature Status, its customer-loyalty program. The program rewards customers based on how often they visit Signature locations. The new benefits include services from Dallas Airmotive, which, like Signature, is a BBA Aviation company. Services available through the program are one year of complimentary engine trend monitoring, in-shop labor for fuel nozzle flow checks for Pratt & Whitney PT6A engines and free field services for PT6A and fan engines. Members who commit their engines to Dallas Airmotive can receive 1,000 gallons of free jet-A fuel at any of Signature’s U.S. locations. In addition, Platinum-level Signature Status customers can now receive complimentary Signature QuickTurn services. Signature Flight Support, which is based in Orlando, Fla., is exhibiting here at Booth No. 3257. o

00aaNBAA Convention News • October 20, 2010 • www.ainonline.com 62

almost as good as a top gun Dan Molnar of Universal Avionics Systems demonstrates a head-up display on the exhibit floor. While hundreds of aviation companies are hawking their wares inside the Georgia World Congress Center, nearly 100 aircraft are on static display at PDK.

Hawker to offer real time flight recording for bizjets by Evan Sweetman The company unveiled the system to Hawker Beechcraft Global Customer Support (Booth No. 947) announced it the business aviation community at the will begin offering satellite monitoring NBAA Convention last year. At the time, for the Hawker 750, 800XP, 850XP and company representatives pointed to the June 1 crash of an Air France-operated 900XP. The Automated Flight Information Airbus A330-300 in the Atlantic. “That aircraft was in the water for a Reporting system (Afirs) built by Calgary, Alberta-based FlyHT (Booth No. 1713) matter of hours before [parts of it were] transmits black box-like data over an found in the water because ATC lost contact with it,” Hayden Iridium satellite connection. said at this year’s show. Using the system, operators, “That wouldn’t happen owners, maintenance crews with this system.” and OEMs can receive nearNot only does the sysreal-time information from tem replicate black box aircraft, such as voice recordinformation, but it also ings and engine informahelps to cut down on tion. It can even link with the AOG time for unschedpilots’ electronic flight bags. uled maintenance. The company is also offering “By installing the its Web-based UpTime serAfirs/UpTime system vice, which disseminates the our operators can be data gathered through Afirs. proactive about trouble“The information can be shooting maintenance sent to anyone with an IP issues and taking necaddress and authorization,” FlyHT president Richard essary actions to reduce FlyHT president Richard Hayden explains his company’s unscheduled downtime,” Hayden said at the show. transmission of FDR-like data. said Hawker Beechcraft When the system’s emergency mode kicks in–that is, should the vice president of global customer support airplane deviate from its scheduled flight Christi Tannahill. “We have a large fleet operator we plan or exceed limits of either the aircraft flight manual or parameters set by the had hoped would be here [at the show],” operator–the box on the aircraft switches Hayden said. “We’ve been flying a to an instant data streaming mode. When Hawker aircraft with them for some time in this mode, it only takes about 15 sec- now and they believe they’ve saved more than $100,000 per aircraft per year by onds to send a message. “We hope this can be used so if a plane being able to respond better to unschedshould go down, they’ll know exactly uled maintenance.” Hawker’s demonstration aircraft will when and where instantly, allowing the operator to get emergency response there also be equipped with the system so they can educate customers on the system. o faster,” Hayden said. CY CYR

CY CYR

Airbus has discovered a lucrative niche for its Airbus Corporate Jetliner (ACJ) family, and charter operators are happy with the OEM’s executive/VIP contribution to the market. In a press conference yesterday, Airbus announced that 10 charter providers representing seven countries are now operating a total fleet of 15 aircraft from the ACJ family; a mix of A318 Elites, ACJs (A319s) and A320 Prestiges. Francois Chazelle, v-p of worldwide sales, described the ACJ family as “ideal” for charter needs, providing a better margin for the value even though the operating costs might be “slightly higher” than for a large-cabin business jet. Operators with ACJ jets in charter

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CAE extends footprint, adds training options by Matt Thurber CAE’s expansion strategy is paying off. The Saint-Laurent, Quebec-based company (Booth No. 6903) has grown rapidly since it was founded in 1947 and now operates training facilities on six continents. It also offers enhanced services using technology tools to deliver training not only to aviation customers but also to the healthcare, mining/heavy equipment and energy industries. With 75,000 employees, the company reports annual revenues of more than $1.5 billion, split almost evenly between civil and military sectors. On the civil side, two thirds of its business is focused on business aviation, while airline customers account for the remainder. In total, CAE has more than 1,000 civil and military simulators and training devices installed around the world, with 29 training centers and more than 100 sites in over 20 countries. CAE’s 24 training centers for civil aviation are equipped with 150 full flight simulators–98 for airline customers and 52 for business aviation. The company also trains pilots at its Global Academy bases, which comprise 11 locations on five continents operating more than 240 aircraft that can train more than 1,800 new pilots per year. Much of CAE’s growth in the training market is the result of alliances formed with partners in all segments of aviation. In the business aviation arena, partnerships include the Honeywell Aerospace Academy for maintenance training on Honeywell engines, APUs, avionics and

environmental control systems. The Embraer CAE Training Services organization is a joint venture formed for Phenom 100 and 300 pilot and mechanic t raining. For rotorcraft, AgustaWestland and CAE are involved in the joint venture Rotorsim, with facilities in Sesto Calende, Italy (A109 and AW139), and Morristown, N.J. (AW139). International Training Options

In the past five years, CAE has deployed training facilities to China, India, Malaysia, Singapore and Dubai. “We’re bringing business aviation programs to areas where they were largely nonexistent five years ago,” said Glenn Frederick, vice president for the Americas region, civil products training and services. Defense departments’ increased spending on simulation and rehearsal, he said, has opened opportunities for the company to serve the military market, where it has enjoyed much success with military helicopter simulators. And the growing field of unmanned aerial vehicles, he added, “is a big initiative for our military group.” Another military initiative is a validation study that CAE is conducting for the U.S. Department of Defense to analyze simulator effectiveness via a simulator operations quality assurance (SOQA) program. SOQA is similar to CAE’s corporate flight operational quality assurance (C-FOQA) program, which uses real-world flight operations data for accident a nalysis and training. The company is offering C-FOQA services

through its Flightscape and SimuFlite divisions. Flightscape experts can take FOQA data downloaded from aircraft data recorders and generate animations that show the flight in deep detail for debriefings, or use the data to power a simulator training session. CAE’s training tools have evolved and span a range from e-learning tools like Simfinity on personal computers and Simfinity integrated procedures trainers and flight training devices to sophisticated full-motion simulators. The latest simulators are the CAE 3000 helicopter mission simulator (without motion), the 5000 full-motion (business aircraft) and 7000 full-motion (airliners) series. CAE demonstrated the 3000 series, a Eurocopter AS 350B2 including the new T ropos-6000 visual display, at this year’s HeliExpo in February. The 3000 series AS 350B2 is based in Phoenix and was qualified for level-7 flight training device credits in early September. It can be used for training on offshore operations, EMS, law enforcement, long-line, high-altitude and corporate operations. The first 5000 series simulator is an Embraer Phenom 300 installed at CAE’s SimuFlite facility at Dallas Fort Worth Airport in Texas. Looking much sleeker than previous simulator models, the 5000 series is powered by an electronic control loading system instead of the messy and maintenance-intensive hydraulic actuators used on earlier simulators. The Tropos-6000 high-definition visual system projects an unbroken 220-degree horizontal and 80-degree vertical field of view onto a mylar screen so pilots don’t suffer any disorientation when moving eyes from sidewindow views to looking out the forward windshield. It gives simulator instructors comprehensive new tools such as the ability to

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The Simfinity integrated procedures trainer uses real-time simulation to ensure that its response aligns with an aircraft’s operational characteristics to produce a seamless transition from ground school to full simulator training.

place unique weather phenomena in precise locations. During a flight in the simulator, instructor Dave Newell showed how easy it was to generate a thunderstorm squall line in front of our flight path, and visibilities and clouds looked far more realistic than in older sims. The electronic control loading is precise and replicates the Phenom 300’s heavy ailerons with great accuracy, he said. In partnership with APS Emergency Maneuvers Training of Phoenix, CAE also offers training to help pilots prevent loss of control accidents. The company is hosting an online course developed by APS on its learning management system, and pilots who want to take the CAE SimuFlite simulator-based upset training or the APS aircraft-only training (or both) must first complete the online course. The APS online course is

Infrared Scene

designed around the FAA’s Airplane Upset Recovery Training Aid document and focuses on the loss of control threat, causes of upsets, aerodynamics and an overview of recovery techniques. APS designed the online course, according to president BJ Ransbury, because the FAA document “is intimidating. It’s written like an engineer’s manual.” The $299 APS course is part of a graduated training s trategy that begins with the online course then progresses to in-aircraft training in an aerobatic Extra 300L (and soon an L-39 jet) and simulator training in a CAE Embraer ERJ 145 level-D simulator. APS invites pilots to try out the online course; the preview is free (see www. apstraining.com/cbt). o

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00aaNBAA Convention News • October 20, 64 19, 2010 • www.ainonline.com

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Lightest eNfusion antenna is now flying on bizjets EMS Aviation, a division of EMS Technologies of Ottawa, Canada, announced that its new eNfusion AMT-700 high-gain Antenna (HGA) is flying on a Bombardier Global Express and being installed on a Boeing Business Jet. This antenna supports multi-channel Inmarsat SwiftBroadband, classic Aero

Firm demos low-cost PT6 borescopes PT6 operators have two new Pratt & Whitney Canadaapproved borescopes available from Clarksville, Tenn.-based Borescopes-R-Us. Shayne Gallo, the company’s quality manager, told AIN the company is here at NBAA to promote the new PWC34910-109 digital videoscope and the PWC34910-108 with standard-type 32-mm eyepiece. “We have both of our new compact inspection kits on display at our booth [No. 5126]. Both are low-cost alternatives to the significantly more expensive Pratt & Whitney Canadaapproved units currently on the market,” he said. The PWC34910-109 features a 4-mm by 1,300-mm digital videoscope, tungsten sheathing, 3.5inch LCD monitor, lithium ion battery pack for four to six hours of run time and a removable SD card for photo and video recording. The kit also includes a choice of PT6 guide tube, an insertion tube gripper with three different length rigid sleeves or a customfitted case with luggage wheels. The kit is priced at $9,995. The PWC34910-108 is a P&WC-approved system featuring a 4-mm by 1,000-mm two-way articulating flexible fiberscope with standard-type 32-mm eyepiece, light guide and high-intensity light source. It includes the customer’s choice of a PT6 guide tube, an insertion tube gripper with three different length rigid sleeves or a custom fitted case and sells for $5,995. For those looking to add an inexpensive general purpose borescope to their tool kit Borescopes-R-Us is offering the ECO-9 as a show special. The starting price for the unit is $369 but the company has units for sale at its booth for $299. o

H/H+ and Swift64 services and is ready for sale and installation. The AMT-700 HGA provides greater than 13.5 dB gain over its coverage region, more than any

other antenna of this swept volume, according to EMS. “This tail-mounted antenna provides unsurpassed gain compared to competing antennas for Inmarsat-based systems,” said John Broughton, EMS Aviation vice president of product development. “It offers superior performance and improved delivery of Inmarsat services in a smaller,

lighter form factor.” Weighing just over four pounds, the antenna is the lightest of EMS Aviation’s Inmarsat-based line of antennas. It is on display at the EMS Aviation booth (No. 6829). The mechanically steered AMT700 HGA is consistent with the Arinc 781 specification and optimized for installation on

mid-size business jets such as the upcoming Embraer 450/500 or the Bombardier Challenger 300. It is also suitable for co-location with a Ku-band antenna on long-range business jets such as the GIV, on which there are plans to install it later this year. As a two-LRU solution, the HGA also provides installation flexibility. o

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www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa65

JetBed is more than a mattress by Mark Huber JetBed (Booth No. 1135) is expanding its line of inflatable aircraft beds. CEO Gary Bosstick told AIN that the company will soon launch products for Embraer executive jets and

Pilatus PC-12 turboprops. JetBeds are available for most Bombardier, Cessna, Falcon, Gulfstream and Hawker business jets at prices that range from $5,000 to $6,000 each. The beds

weigh less than 20 pounds and deploy from an integral carry bag when placed on an aircraft floor between two facing single seats. The mattress inflates in less than a minute with the aid of a portable

JetBed expects to sell some 400 of its inflatable aircraft beds this year. The beds are available for most business jet models.

and rechargeable battery pump. Mattress pressure may be changed by adjusting a valve and deflates by inserting the pump filler nozzle into the valve, folding the head and foot planks over it, and rezipping the bag. Bosstick, a Citation CJ3 o wnerpilot, developed JetBed after being frustrated with his lack of choices with regard to inflatable mattresses for his aircraft. “I wanted my wife and kids to be able to lie down in back and take a nap. In little jets there is no way to get your back straight, never mind trying to lie down and sleep.” After “kicking around some ideas for four or five years,” Bosstick contracted with a manufacturing partner to produce his design. While he guards the specifics of JetBed technology, Bosstick does identify the fabric as a high quality “ballistic nylon” that does not stretch and is mated with “a precisely applied special formula urethane.” Some of the fabric technology is proprietary. It meets FAR 25.853(a) flammability standards, he said, Electronic welding is used to manufacture the units and tolerances are precise. “A variation of as little as three thousandth of an inch in the tooling can lead to a defective product,” Bosstick said. “This is not like an air mattress you buy at [a discount retailer]. There is no sensation of differential pressure anywhere on a JetBed. When you lie on it, it is like lying on your bed at [a nice] hotel,” he added. Bosstick said exact measurement is the key to constructing JetBeds that fit each aircraft type precisely. “We get the seat dimensions from the OEMs, but that is not sufficient,” he said, comparing the process to custom tailoring. “You can give a tailor some basic dimensions and get a suit based on that, but it is not like going to Saville Row and having the tailor measure you and then lay the fabric on your body.” For that reason, JetBed personnel go aboard each aircraft and take measurements not of just the seats, but also of the adjacent structures. JetBeds “have to fit all sorts of little things that escape people’s attention,” Bosstick said. o

66aaNBAA Convention News • October 20, 2010 • www.ainonline.com

Reborn PATS focuses on refurbs, completions by Kirby J. Harrison With completion of the sale of DeCrane Aerospace to Goodrich in September, the former DeCrane completion center and auxiliary fuel system specialist PATS Aircraft Systems (Booth No. 4160) has relaunched itself as a standalone company with considerable financial backing. While most of the DeCrane companies were acquired by Charlotte, N.C.-based Goodrich, PATS became part of Wayzata Investment Partners, which had been involved in the financial arrangement for the DeCrane acquisition. “We’re being restructured and refinanced by Wayzata,” said PATS’s new CEO, John Martin. “We weren’t able to split away before arrangements were made for NBAA, so we’re sharing the exhibit with DeCrane, formerly our parent company.” With its new status, PATS is

refocusing on the first leg of its aircraft product business: “The cabin completion and refurbishment of one-off, one-at-a-time aircraft, delivered on time and under budget,” explained Martin. In fact, he added, “We have just delivered our 20th interior– a BBJ for an Asian executive–on time and under budget. Another BBJ is in the shop for a major interior refurbishment and the Georgetown, Del.-based company has bids out for several green cabin completion jobs. Auxiliary fuel and tank systems is a second leg of PATS’s primary revenue stream and one to which it continues to devote considerable effort. The company has been a long-time partner with Boeing in providing such a system for its Boeing Business Jets, installing the additional tanks to increase the range as desired by the owner. With the total system, the max range of a

Former DeCrane Aerospace company PATS Aircraft Systems now operates its Georgetown, Md. completion and maintenance center as a standalone company.

PATS Aircraft Systems provides auxiliary fuel and tank systems for Boeing’s BBJ and has certified a similar system for the Boeing 757.

BBJ can be boosted to nearly 6,000 nm. “We’re still maintaining 100-percent on-time delivery of the auxiliary tank systems to Boeing,” Martin said. The latest on the PATS to-dolist was certification of auxiliary fuel system and tank technology

for Boeing’s 757, which the FAA issued in late September. The system will bump the range of the 757 to nearly 5,500 nm from about 4,100 nm. As of this writing, three installations were in process and Martin believes there are another 12 to 15

candidates for the four-, six- or eight-tank system. The company expects to partner with some other repair stations to install the 757 aux fuel tank systems. PATS holds an FAA Part 145 repair station certificate, and the third core source of revenue is centered on maintenance and modifications. The ability is critical to both the interior completion and the auxiliary fuel tank systems business. When the decision was made to sell most of the DeCrane assets to Goodrich, the smaller Hollingsead International subsidiary remained part of PATS, colocated in Georgetown. Martin said it was logical, as the Hollingsead line of avionics trays and racks complements the PATS business of completion and refurbishment and auxiliary fuel tank systems. “All in all,” said Martin, “we feel like, as a standalone company in charge of our own destiny, with strong financial backing and restructuring, we’re back in the saddle again. In recent months, we’ve restored a lot of customer confidence and re-instilled that culture of quality and of doing what we say we’re going to do.” o

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Mammoth fans serve in all seasons Big Ass Fans is here at NBAA (Booth No. 8061) displaying two of its most popular aviation application fans: the Powerfoil X Plus and the AirGo. “The Powerfoil X Plus fans range in size from ten to twentyfour feet in diameter,” said a spokesperson for the Lexington, Ky.-based company. The spokesperson explained that “using them in a hangar is a great application because the

operates on an ordinary 110VAC, 15-amp outlet. It weighs 450 pounds, is mounted on wheels, is easy to move and can be repositioned where necessary to focus airflow. Unlike many large fans, the

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Winglets on the Powerfoil X Plus fans circulate air in hangars keeping mechanics comfortable and reducing condensation on and around aircraft.

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design of the winglets circulates air over and around the aircraft, providing two benefits: • First, the fans will keep me chanics comfortable during hot days, reducing the need for breaks and resulting in increased productivity. • Second, they also significantly decrease condensation on aircraft returning from a flight by increasing air circulation around the entire aircraft, which reduces the amount of condensation collecting on the floor. “In winter, when the hangar door opens and lets heat escape, the fan quickly circulates the warm air that collects at the top of the hangar and pushes it down. The result is a faster recovery,” the spokesperson said. According to the company, another advantage is that the large, ceiling-mounted fan scares birds out of the hangar, which helps reduce droppings. The AirGo is an eightfoot diameter portable fan that AINonline iPhone App NOW AVAILABLE

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Single-engine VLJ makers see programs stall The trajectory for single-engine very light jets is up and to the right. List prices for what were initially envisioned as $1 million pocket rockets are now bumping up against, and in some cases through, $2 million–and likely to go higher. Meanwhile, program development is slowing, even stalling. The central reason for the continuing delays is lack of

cash and lingering uncertainty about how many deposits can be converted into firm orders if and when aircraft are certified. Much like their twin-engine cousins, when the fog lifts there may be only one or two single-engine VLJs that actually make it to market–and stay there. But which ones? None of the four OEMs that are

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Visit us at Booth #4160 70aaNBAA Convention News • October 20, 2010 • www.ainonline.com

2 2010 NBAA A Adver rtisem ment – Day 2

by Mark Huber

Diamond and, like last year, this year’s sales numbers from the General Aviation Manufacturers Association (GAMA) tell the tale. The stagnant economy’s tractor beam has depressed sales of new piston airseriously campaigning aircraft in this cat- craft across the board. While piston sales egory–Cirrus, Diamond, Piper or Stra- are marginally better at some companies tos–have sufficient internal resources to than at their 2009 nadir, they are hardly both get their designs certified and to sufficient to sustain the $100 million to place them into production. Newcomer $150 million new aircraft certification proStratos is the lone entry in this group grams require and almost equal additional without an actual aircraft flying; it does amounts to put any newly certified aircraft have brochures and a mock-up. into meaningful serial production. Only Diamond is flying anything For the first half of this year, Cirrus approaching a conforming, flying test had new aircraft sales of $70.7 million, aircraft; however, the D-Jet is now in its Piper posted $49.5 million (that includes eighth tortured year of development and the Meridian turboprop) and Diamond its estimated certification date–now set rang the register for only $21.7 million– for the end of 2011–has fallen behind yet down from $30.3 million over the same another year. Meanwhile, CEO Christian period a year earlier. At this level, Cirrus Dries spent the better part of the summer CEO Brent Wouters said his company is talking up a yet-to-be-developed variant breaking even. of the airplane as a primary military jet These types of numbers cannot sustain existing payrolls, much less expensive development programs. Piper Aircraft’s new owner, the Brunei-backed investment firm Imprimis, seems to grasp the point. At this year’s EAA AirVenture, Imprimis managing director Geoffrey Berger said the company is committed to fully funding the PiperJet Diamond D-Jet (now the PiperJet Altaire) Diamond and Piper look to be the most likely to certify a single-engine and is prepared to carry it jet. Diamond expects to be the first to market at the end of next year, to certification and beyond, and Piper is supported by the resources of new owner Imprimis. even if Piper’s current revenues could not. A nonconforming prototype made its first flight in July 2008, but the economic downturn forced Piper to move the development schedule to the right and customer deliveries now are not scheduled to commence until mid-2013. However, the company began cutting metal for a conformal test aircraft this PiperJet summer and has more than 100 engineers working on trainer, envisioned complete with Mar- the program in-house. Although the comtin-Baker ejection seats. Despite hefty pany instituted a mandatory shut down Canadian government subsidies for the the week of August 9 to 13, it excluded D-Jet, he also is seeking an investment those working on the PiperJet and Piper’s and/or production partner for both mil- payroll in Vero Beach rose from 540 last itary and civilian variants of the aircraft. year to 890 but dropped to 830 this month. Cirrus remains in the hunt for exterOf all the single-engine VLJ survivors, nal financing for its jet program as well. Piper is perhaps best positioned to succeed Realistically, the program hinges on the in the near-term thanks to its parents’ sale of Arcapita’s 58-percent majority deep pockets and the fact that it has logistake in the company to a new owner will- cal “step up” aircraft in its product line en ing to make a sufficiently large investment route to the PiperJet Altaire, including the to carry the program. If the cash comes in, piston Malibu Mirage and the Meridian Cirrus may have a conforming prototype turboprop. Nevertheless, having a new jet flying by 2012, but for now it is continuing pass muster is a bit more daunting than limited flight test with its nonconforming tweaking an existing airframe and stuffSF50 prototype. However, that aircraft’s ing a PT-6 in the nose, which is what Piper main value to the company at present basically did when it launched the Meridappears to be as marketing bait for pump- ian more than a decade ago. ing its upgraded, but still anemically selling, However, it appears that none of these piston-engine aircraft at sales road shows. programs will succeed without a steady The need to use revenues from piston flow of capital, either from well-heeled aircraft sales to finance jet development parents or outside investors. Single-engine also appear to be a retarding issue at VLJs can fly, but not alone. o

Under the FAA’s new SFAR 108 requirements, all MU-2 pilots must receive formal training and follow standardized operational procedures. Since the rule was enacted there has been only one fatal accident.

MU-2 support remains strong by Charles Alcock Mitsubishi Heavy Industries America’s (MHIA) Aviation Product Support Division provides support for some 400 MU-2 twin turboprop aircraft operating outside Japan, including around 300 in North America. Here at the NBAA show, Turbine Aircraft Services, an independent company that contracts with MHIA to provide MU-2 parts and technical support, is exhibiting at Booth No. 6043. The MHIA Aviation Product Support Division has a new general manager with the recent appointment of Sin-Ichiro (Stan) Yokoi. After 24 years with the Mitsubishi Heavy Industries group, he is taking over from Nobuhito (Noel) Takayama, who has retired. Yokoi will be based at the division offices in Addison, Tex., where Ralph Sorrells continues as deputy general manager and where the Turbine Aircraft Services support organization is headquartered. Takayama could prove to be a tough act to follow, with MHIA once again hailing its success in the annual AIN Product Support Survey. In the recently published 2010 survey, the MU-2 achieved the highest rating of all classes of aircraft (8.90) and, more significantly, led the support rankings in the older turboprop category for the third consecutive year. Another way in which MHIA supports

MU-2 operators is through its free biennial Pilots Review of Proficiency (PROP) program. This is a series of two-day safety seminars that this year were staged in Orlando, Dallas and Scottsdale, Ariz., with attendees rating the 2010 event as the best-ever. In addition to general technical issues, the topics covered by the PROP sessions including accident analysis, nextgeneration radar, a review of Special Federal Aviation Regulations (SFAR) operational tips and techniques, engine operation, safety management systems and Waas/Laas (wide area- and local area augmentation systems). The seminars also included a so-called “pinch-hitter” course in which the spouses of MU-2 pilots are taught how to land the aircraft if the pilot becomes incapacitated. MHIA runs the free PROP seminars in conjunction with SimCom Training Centers and Honeywell. SimCom is the official factory-authorized MU-2 training provider. The program is now attuned to match FAA’s new SFAR 108 requirements, which mean that all MU-2 pilots must receive formal training and follow standardized procedures for MU-2 operations. Since SFAR 108 became law three years ago, there has been only one fatal accident in the aircraft, which has been out of production since 1986. o

Mitsubishi Hosts Local Students Mitsubishi Heavy Industries America (MHIA) has extended its financial support for programs to encourage young people to pursue careers in aviation. During the 2010-11 school year the company is backing initiatives with local students in Atlanta and in at least two other U.S. cities. Once again, pioneering pilot Barrington Irving will be heading up MHIA’s youth outreach campaign by giving a group of 30 local students a tour of the NBAA show, starting today at 12:30 p.m. Irving, now 26, became the youngest pilot to fly solo around the globe, back in 2007, and the first African American to do so. He addressed students at last year’s NBAA gathering in Orlando. The company’s invitation to host local students ties in well with the NBAA’s own Careers in Business Aviation Day. This will give students from middle schools, high schools and colleges the chance to spend tomorrow at the convention free of charge. Barrington Irving MHIA has also made substantial donations to The Smithsonian Institution’s Udvar Hazy Air & Space Museum and other aviation-focused museums in Denver and Tulsa. Earlier this year, MHIA and MU-2 pilots donated time, airplanes and supplies for relief efforts follown ing the Haiti earthquake.

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Floors provide canvas for Redford’s works of art Redford Corp. of Kingwood, Texas (Booth No. 2235), a commercial flooring company that installs, services and maintains aircraft hangars, has been installing hangar floors for nearly three decades. Now, when a customer wants its hangar floor repaired or designed to include a distinctive floor graphic, Redford offers a solution. “About a year ago we started working with a company that can print any logo on a vinyl base for us,” said president Keith Redford. “We then prepare the floor surface, place the artwork and encapsulate it with a urethane polymer, which stands up very well to normal wear and tear. It is a great way to customize a hangar

NxtLink works with Fusion International Communications Group (ICG, Booth No. 4649) and Rockwell Collins (Booth No. 7557) have demonstrated the compatibility of ICG’s NxtLink ICS-220A c ommunication systems with Rockwell’s Pro Line Fusion avionics. Pro Line Fusion is the basis for the PlaneView250 flight deck on the Gulfstream G250 and is to be featured on the Bombardier Global Express and XRS. The three-channel ICS-220A was certified to serve the airline and executive jet markets with flight deck datalink air operations center and air traffic system communications capabilities. The tests, conducted on July 29, used flight simulation equipment at Gulfstream’s integration lab in Savannah and the ATC communications testing facility and avionics system test lab system at Edwards AFB in California. “The ICS-220A provides a reliable and global satellitebased network to G250 operators for their voice and datalink communications in both the cabin and flight deck,” said Darren Emery, ICG director of customer service and product support. And, he added, it will also offer capability and quality necessary for operators to configure their aircraft to meet their specific needs, both domestically and internationally. o

floor. We’ve been installing hangar floors almost exclusively for corporate aviation for 27 years. Fortune 500 flight departments are our bread and butter.”

According to Redford, the company is approaching the figure of 22 million sq ft of flooring systems installed, including more than 1,500 hangar floors in 38 states and countries as far away as Asia. Redford said when a customer builds a new hangar, his company will repair any cracks or spalling, prepare the surface

and typically coat it with four coats of epoxy urethane. “[The coating] bounces the existing light, making it much easier to work underneath an aircraft where overhead light sources wouldn’t otherwise reach,” he said. “It has the added advantage of making the surface easier to clean, and, in addition, surrounding the aircraft in light

makes it look twice as expensive and bigger.” The company has done lighting tests that indicate the treated floor surface improves overall light by as much as 200 percent over an untreated surface. As to cost, Redford said, “Many factors drive the cost but it is generally in the $1.50 to $2.50 per square foot range.” o

CONNECTING THE BUSINESS AND PLEASURE OF FLYING

Broadband Connectivity with Home Theater Entertainment For more than 30 years, Panasonic Avionics Corporation has designed and implemented breakthrough in-flight entertainment and communications (IFEC) solutions that engage and delight passengers. Our Global Communications Suite and X Series IFE systems set a new standard for entertainment and connectivity. From broadband internet access, to mobile phone services, to live TV, to a home theater entertainment experience, we supply the technology that today’s VIP customers demand. Visit booth 8221 today and learn more about our complete solution, designed by program personnel with a unique understanding of business jet requirements, backed by global technical services, support and maintenance.

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STATE OF THE INDUSTRY > Cessna

Analysts: airframer must head upmarket by Chad Trautvetter The good news for Cessna Aircraft is that analysts expect the Wichita-based aircraft manufacturer to maintain its position as the business aircraft market leader in terms of volume over the next decade. But the bad news is that it will have to fight an ever-increasing amount of competition, most notably from Embraer, meaning the company must continue to be relentless in refreshing its business jet product lines and launching new ones. Fortunately, Cessna has an excellent track record of updating its Citation models, according to business aviation analyst Brian Foley. “Over time, Cessna has averaged more than one Citation announcement/enhancement each year,” he said. “On average, individual Citation products are updated every three to four years and delivered two years after launch. All-new designs are launched around every five years and take four-and-a-half years to enter service. In short, Cessna arguably has the most continuously upgraded product line in the business, which is part of a successful core strategy.” However, this strategy was severely disrupted last year by financial troubles at Cessna parent company Textron. Specifically, large losses on loans made by Textron Financial caused Textron to go on a strict financial diet. In an effort to conserve cash, Textron forced Cessna to trim its budget, and the casualty was the large-cabin Citation Columbus program. Some 15 months after its February 2008 launch, Textron decided in May last year “to suspend the development of the Citation Columbus widebody jet due to prevailing market conditions.” Three months later, Cessna announced that the large-cabin jet was “formally cancelled,” bringing the program to a screeching halt. With the cancellation, Textron recorded a $43 million write-off to cover facility and tooling assets, returned some $50 million in customer deposits for the large-cabin jet and refunded $10 million in incentives from Sedgwick County and the city of Wichita for the Columbus program. It was more than just a financial wound–the

cancellation put a dent in Cessna’s pristine track record for new aircraft programs. Meanwhile, Cessna maintained a stoic face and concentrated its remaining R&D budget on the then-in-development Citation CJ4, which earned FAA certification in March and started to be delivered to customers in April. The new $9 million light jet competes head-to-head with the $8.14 million Embraer Phenom 300, deliveries of which started late last year. Half the Company It Used To Be

While the Columbus program termination was painful, declining sales and order cancellations for in-production models over the past two years have been absolutely devastating for Cessna. In fact, the company is quite literally half the size was just two years ago. “Light cabin jets, which include most of Cessna’s product line-up, were hit the hardest by the economic downturn

Like other manufacturers, Cessna has reduced production to more closely match reduced demand. The light-cabin jets segment– the company’s mainstay–has been particularly hard hit, and Cessna now plans to build fewer than 225 airplanes this year.

last month, JPMorgan Equity Research projected just 175 Citation deliveries this year, though other analysts are expecting a slightly higher number. Coupled with these production cuts have been layoffs–lots of them. Since January last year Cessna has laid off some 8,000 employees, more than half of its workforce. Last December, the company announced it would close its three component-production plants in Columbus, Ga., and move the work to its facilities in Independence, Kan., and Chihuahua, Mexico. In tandem, the company announced plans to “accelerate” moving some subassembly work from its Wichita facilities to Mexico. Citation CJ4

that started in 2008,” Foley told AIN. Teal Group aerospace analyst Richard Aboulafia agreed: “Cessna has 100-percent exposure to the bottom of the market, and the bottom fell out of this portion of the market.” The results were predictable–falling sales combined with throngs of order cancellations led to production cuts and massive workforce reductions. Cessna aircraft deliveries dived from a record 467 Citations in 2008 to 289 jets last year to something less than 225 this year. It’s unknown just how low Citation deliveries will go in 2010, as Cessna “readjusted” its production rate estimate from 225 jets to an unannounced lower number last month “due to continued weakness in new aircraft orders.” In its business jet market report issued

When Cessna said it was scaling back 2010 production last month, it also announced it would further reduce its Wichita workforce by 700 employees. This would leave about 7,600 workers companywide, down sharply from the 16,000 employed by the company in November 2008. However, Foley and Aboulafia both believe these latest workforce cuts are premature and too deep, leaving Cessna unprepared for the “inevitable” upturn in the business aircraft market. In the Near Term

While Cessna currently has a solid line-up of Citations, Brazilbased Embraer is nipping at its heels. The Embraer Phenom 100 light jet is putting pressure on the Cessna Citation M ustang, and the Phenom 300 is challenging the CJ3+ and CJ4.

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According to a recently released 10-year business aviation forecast developed by Zenith Jet vice president of aviation services George Tsopeis, “The Phenom 100 is a much better aircraft than the Mustang. For approximately $700,000 more, the Phenom 100 is faster [by more than 50 knots], has a higher takeoff weight with the same range, has a larger cabin, a true lav and a much nicer interior. These advantages should be able to offset Cessna’s lower pricing and historically strong market position with customers in the lower-end segment.” Though he believes that “the Phenom 300 offers more value than Cessna’s CJ3+ and CJ4 offerings regarding range and price…Cessna has an installed base to draw on for potential new orders, whereas Embraer, being new to the segment, will have to rely solely on competitive takeaways, which are much harder to secure.” Tsopeis expects the XLS+ to remain the “clear leader” in the super-light jet segment. In fact, if Bombardier ceases production of the Learjet 45XR as he predicts, then Cessna will have this market segment–which is currently worth about $400 million a year but projected to be about $1.6 billion in 2019– all to itself. Despite the entry of the Embraer Legacy 500 and 450 in 2012 and 2013, Cessna will continue to be a major player in the midsize and super-midsize segments with its Citation Sovereign and X, respectively, noted Tsopeis. However, all of the analysts interviewed for this article agree that Cessna needs to refresh both of these aircraft for them to remain competitive once Embraer’s offerings in this business jet segment enter service. Another area of consensus among the business aviation analysts is that Cessna must go “upmarket,” meaning

a large-cabin aircraft. “If they don’t go upmarket, then Cessna’s future will be one of erosion,” Aboulafia told AIN. “Cessna’s failure to soon relaunch the large-cabin jet will lead to an era of expected decline.” “Operators in emerging business aviation markets–including Brazil, Russia, India and China– will need large-cabin jets,” said Foley. “The Columbus is important. However, Cessna’s decision to put the Columbus on hold allowed Embraer to catch up with the Legacy 650. The first entry in new market segments usually does better.” The Legacy 650 is slated to be certified by year-end. According to Zenith Jet’s forecast, “We see Cessna reinitiating the Columbus program… with an entry-into-service date of 2016. We believe that the recession gave them the political cover to go back to the drawing board and rethink their specs. So expect a much more capable aircraft.” Provided that Cessna soon steps up to the plate and refreshes its current products– key among them the Citation Mustang, XLS+ and X–and relaunches a large-cabin business jet, the company will prosper, analysts say. “Cessna must keep its eye on the ball for new aircraft and upgrades,” Foley said. “If it does this, I think it certainly has a bright future.” Tsopeis said Cessna will secure the largest unit deliveries by volume–about 35 percent– each year over the next decade. This would be about double the volume of second-place Bombardier, he noted. “It will be a long time, if ever, before Embraer overtakes Cessna in the market. Cessna has time, but it needs to act sooner rather than later,” Aboulafia concluded. “It must move upmarket and refresh its line-up, as well as focus on its core strengths–product support, strong brand name and customer loyalty.” o

SAFE FLYING AWARDS > Pilots

Pilots credit training programs for their accident-free records by Mary F. Silitch

The National Business Aviation Association presents Pilot Flying Safety awards each year to the member company pilots who have exemplary safety records. To be eligible for an award, a pilot must have flown corporate aircraft 1,500 hours without an accident, but the actual number of safe hours flown by many of the 2009 top pilots are above 20,000 hours, and the greatest number, 30,849 hours, were logged by T. William White, chief pilot of the Keller Companies. Following are some insights into the lives of some of these top performers. Ueltschi, founder of FlightSafety International, who lent him money “to continue and prosper in my career. Virtually 90 percent of my training in all corporate aircraft has been through FlightSafety programs. I believe many of us who have survived the embarrassment of an accident or incident owes an incredible amount of gratitude for the vision and development of safety programs Al Ueltschi and his FlightSafety associates have brought to our world.”

David Chilman line captain

Michelin North America Greenville, S.C. 21,011 Hours

David Chilman has been a line captain with Michelin North America for 23 years and flies the Hawker Beechcraft Hawker 850, which he said is his favorite corporate airplane. But he added, “I also enjoyed the Gulfstream I.” Chilman was in ROTC in college when he attended a presentation on Army aviation. “My roommate said, ‘Let’s sign up.’ We did, and I fell in love with flying and I have been ever since,” he told AIN. In the military, he flew UH-1H Hueys in Vietnam and was fortunate to spend only one year there. After leaving the Army, Chilman instructed in Sioux Falls, S.D., before joining Trane Heating and Air-Conditioning in La Crosse, Wis., as a pilot. Trane was bought by American Standard and the flight department was closed. Chilman then flew for May Department Stores, out of St. Louis, then joined Michelin. Michelin’s flight department in St. Louis opened 25 years ago, with two Hawkers. The flight department in Greenville now has six pilots, three mechanics and a scheduler/dispatcher. Chilman said his good safety record is due to the company’s outstanding training (it uses FlightSafety International and CAE SimuFlite). “I’ve been fortunate with the people I fly with, too,” he said. All the pilots are line captains, and he said, “that makes a safe crew. I have had no tight squeezes, but if I did, it’s nice to know you have a good crew.” Kenneth Qualls President and CEO Flight Management Solutions Boca Raton, Fla. 20,992 Hours

When Kenneth Qualls advises corporations on the management of their flight

Kenneth Qualls, president and CEO, Flight Management Systems

departments, he speaks from experience. Before he founded Flight Management Solutions in 1989, he was, among other positions, chief pilot for Tiger Air, chief pilot for 20th Century Fox (which included minor roles in M*A*S*H and other TV shows) and director of aviation for Toyota. He started corporate flying in 1969, flying the Beech King Air, Fairchild F-27, Hawker Siddeley HS125-1A, Lockheed JetStar and Gulfstream I for Union Camp. With type ratings for more than 20 jets, he is one of the few pilots who are type-rated in “virtually every model produced by Gulfstream, from the GI to the G550.” He has a total of 26,000 flight hours, of which 20,992 are corporate and more than 9,000 are in Gulfstreams. Since founding FMS, he continues to fly GVs, GVs and G550s. If you asked Qualls about his most apprehensive (yet privileged) moments as a pilot, he would tell you it was when he was chosen to fly former President Gerald Ford, Richard Nixon and President-elect Ronald Reagan from Los Angeles to Palm Springs for the dedication of the Eisenhower Hospital. Qualls thought, “Oh, I would certainly go down in history if something happens.” Qualls said that he shares his Safe Flying award with Al

Marion Maneth Pipeline Patrol Supervisor Spectra Energy Little Rock, Ark. 20,708 Hours

Spectra Energy, one of North America’s leading providers of natural gas infrastructure, is headquartered in Houston, Texas, but Marion Maneth is based at its base at Little Rock National Airport in Arkansas. He flies one of the company’s six Cessna 206s. Other aircraft in the company fleet are two Hawkers, an 800A and a 900XP, based in Houston. Spectra has 12 pilots on staff and 18 total people in the company’s flight department. The company also has regional offices in Boston and British Columbia, Ontario, and Nova Scotia, Canada. Maneth joined Spectra in September 1989 and has been in his current position, pipeline patrol supervisor, for 10 years. When asked how he got interested in aviation, Maneth said, “When I was a young farm kid in Kansas, my dad was working on his private license. He used to take me and my brother to the airport to hang around while he took his lessons. My brother and I tried to put wings on bicycles, we “parachuted” off our barn with mom’s bed sheets and my grandfather would make large box kites that we would fly for hours. As far back as I can remember I have always been interested in flying.” (Maneth’s

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2009 Safe Flying Awards Top 25 Over the years, NBAA has recognized many safe pilots with NBAA Pilot Safety Awards. The top 25 recipients for the year 2009 are listed below, in order of the number of safe hours flown during their careers as corporate pilots. Name

Company

Hours

T. William White

Keller Companies, Inc.

30,849

Paul Stinebring

Emerson Electric Flight Operations

26,713

David Chilman

Michelin North America,Inc

21,011

Kenneth Qualls

Flight Management Solutions Ltd.

20,992

Joseph Freeman

Emerson Flight Operations

20,854

Marion Maneth

Spectra Energy Corp.

20,708

Edmund Dilworth

FL Aviation Corp.

20,706

James Berger

Tuthill Corp.

20,141

Arthur Watkins

GTC Management Services, Inc.

20,000

Michael Bowden

Spectra Energy Corp.

19,378

Steve Von Gruben

Emerson Electric Flight Operations

19,241

Edwin Carpenter

Verizon Aviation

19,122

Charles Mills

Hickingbotham Investments, Inc.

19,115

George Hunyadi

BankNote Aviation Corp.

19,071

Robert Smith

Steelcase, Inc.

18,552

David Newell

VF Corporation Aviation

18,485

Michael Cookendorfer

Hill-Rom, Inc.

18,477

Gary Stauss

AT&T Inc.

18,340

Wes Gustafson

Valkyrie Leasing LLC

18,026

Chris Ulrich

Hill Air Corp.

17,725

Jerry Rowland

Hill-Rom, Inc.

17,598

Mark Sanderson

Focal Plane Photography, LLC

17,500

Christopher Clarke

First Quality Enterprises, Inc.

17,337

B. Ernest

McDonald Oil Co.

17,247

Mark Osojnicki

General Mills, Inc.

16,950

brother also flies for Spectra, out of Houston.) Flying wasn’t part of Maneth’s Army service in the 1st Battalion, 3rd U.S. Infantry (The Old Guard) in Washington, D.C., but he told AIN, “I joined a military flying club at Hyde Field, Maryland, near Andrews Air Force Base. I was flying Cessna 150s at $6 an hour.” After his military service, Maneth worked at Liberal Aircraft and Floyd Aero, both in Liberal, Kan. “At Liberal Aircraft, I was a charter pilot, and at Floyd Aero, I was an aerial applicator,” he said. When asked his favorite corporate airplane to fly, he said, “I’ve never met an airplane I didn’t like, just like some more than others. Obviously, the Cessna 206 ranks pretty high.” Asked about his safe record, Maneth said, “Spectra Energy has always had a culture of and commitment to safety. From our equipment to our training, safety is the first consideration. Flying 900 hours a year at 500 feet off the ground,” he

continued, “you really are safety conscious.” Next year, the company will reach its 60th year without an accident. The company has an updated fleet and the best instrumentation, he said, noting that the 206s are equipped with Garmin G1000 glass panels. E dmund Dilworth Line Captain FL Aviation Morristown, N.J. 20,706 Hours

Edmund “Edd” Dilworth is a captain for the aircraft management and charter firm FL Aviation of Morristown, N.J. One of 19 pilots at FL, he flies one of the firm’s three Gulfstream IVs. The company also operates two GVs, one Dassault Falcon 2000 and two Sikorsky S-76s. “Gulfstreams are my favorite aircraft,” Dilworth said. “I started out in the Gulfstream I.” Dilworth became interested in aviation while serving Continued on next page u

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SAFE FLYING AWARDS > Pilots uContinued from preceding page

in the U.S. Air Force, where he worked as a mechanic, mostly overseas, maintaining all the air force aircraft of the early 1960s. He started learning to fly in a J-3 Cub in a military flying club in Germany and spent his last year of service at the Air War College in Alabama, maintaining its Cessna

310s and Aero Commander 560s. “I had had enough oil running down my arms,” he told AIN, so he obtained his private and commercial certificates and multi-engine and instrument ratings by the time his enlistment was up. After that, Dilworth went to work for Bendix as a machinist, making magnetos, then was

a flight instructor and charter pilot for a Cessna dealer in Erie, Pa., and had a succession of corporate flying jobs piloting King Airs, Gulfstream Is and Learjets. He was hired as a Boeing 757 captain by a Lufthansa division, Condor, but before his training was complete, the Berlin Wall came down and the company hired Edd Dilworth has flown 20,706 accident-free hours in corporate aircraft.

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ASP I R E

American Spirit award Georgia Governor. Sonny Perdue, keynote speaker at today’s opening general session, was recently recognized with NBAA’s 2010 American Spirit Award. “Governor Perdue has two great passions–aviation and the state of Georgia–and has spent many years tirelessly supporting and nurturing the development of both,” said NBAA president and CEO Ed Bolen. NBAA’s American Spirit Award is presented to “an individual who exemplifies the service, courage and pursuit of excellence in support of business aviation that characterizes the men and women who created and advanced the American aviation community.” In 2007, Perdue addressed attendees at the 60th NBAA Convention, which was also held in Atlanta. That year, the governor joined NBAA in celebrating the 100th anniversary of the state’s historic first flight by E. Patrick Epps in 1907. Last year, Perdue issued a proclamation recognizing the essential role general aviation plays for the state and its businesses. Past honorees of the Spirit Award include John and Martha King, founders of King Schools, and Rep. John Mica (R-Fla.). –M.T.

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76 EMSaaNBAA 1P Ad AIN.indd 2 Convention News • October 20, 2010 • www.ainonline.com

East German pilots. He helped SmithKline set up its flight department and when it merged with Beecham in the UK, he flew a GIII shuttle operation between Philadelphia and London Heathrow. Dilworth did contract flying for Jet Aviation and Wayfarer, which was taken over by TAG, then went to work for FL Aviation. Along the way, he said, he flew a number of celebrities and politicians, including presidents Clinton, Ford and Bush. Dilworth’s long safety record is due, he told AIN, “to hiring the right individuals, excellent training and standardization of policies and procedures.” o

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9/28/10 4:44 PM

Atlanta 2010 R e s taur a n t Guide

Culinary delights await visitors Bistro Niko 3344 Peachtree Road N.E. 404-261-6456 www.buckheadrestaurants.com

Elegant yet comfortable, Bistro Niko is an Atlanta favorite serving skate wing, sautéed in brown butter; crisp duck confit; and coq au vin.

South City Kitchen

Livingston 659 Peachtree St. N.E. 404-897-1991 www.livingstonatlanta.com

Short ribs, salmon, rack of lamb, filet mignon and rabbit are among the entrees at Livingston. Miller Union 999 Brady Ave. 678-733-8550 www.millerunion.com

The menu is sophisticated Southern, with dishes such as grilled pork with seasonal vegetables, or sautéed quail with herb-pecan rice. Paces 88 88 West Paces Ferry Rd. 404-563-7910 www.paces88.com

Bistro Niko

BLT 45 Ivan Allen Jr. Blvd. 404- 577-7601 www.bltsteak.com

BLT is French bistro meets American steakhouse. Whether you seek braised short ribs, filet, hangar steak or New York strip, you can be assured of a quality cut. Bocado 887 Howell Mill Rd. 404-815-1399 www.bocadoatlanta.com

Simple local ingredients can produce exquiste results. Try the roasted poblano with pimento cheese, the rack of pork, flat iron steak or Chesapeake flounder. Flip Burger Boutique 1587 Howell Mill Rd. N.W. 404-352-3547

Enjoy an upscale twist on classics such as the lobster quesadilla or “luxury” burger with foie gras and prosciutto. Restaurant Eugene 2277 Peachtree Rd. 404-355-0321 www.restauranteugene.com

Holeman & Finch 404.948.1175 www.holeman-finch.com

Restaurant Eugene offers an appealing range of seafood, game and poultry, while next-door neighbor Holeman & Finch Public House boasts simpler fare. South City Kitchen 1144 Crescent Ave. 404-873-7358 www.southcitykitchen.com

Barbecue shrimp, seafood jambalaya, steak, meatloaf, and buttermilk fried chicken are among the mouth-watering Southern comfort foods on the menu.

www.flipburgerboutique.com

Woodfire Grill

Yeah! Burger

1782 Cheshire Bridge Rd. 404-347-9055

1168 Howell Mill Rd. 404-496-4393 www.yeahburger.com

These two fun spots give you a good idea of what the local burger wars are all about, offering turkey, crab, veal, pork sausage or tuna and steak tartare in between two buns.

www.woodfiregrill.com

Chef Kevin Gillespie was an early and ardent adopter of sourcing local, sustainable ingredients and is famous for his pork-loving repertoire. o Woodfire Grill

Legal Sea Foods 275 Baker St. N.W. 678-500-3700 www.legalseafoods.com

The famous clam chowder is a favorite way to start a meal here, and the menu features just about everything that swims. www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa77

New agreements boost FlightSafety’s business FlightSafety International (FSI) comes to this year’s NBAA convention highlighting a string of accomplishments, including

a new partnership with Embraer, a training agreement with Pratt & Whitney Canada (P&WC), its expansion of

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instead of adapting the ERJ 145 simulators to the training task. P&WC used to do its engine mainhelicopter training programs and news of tenance training in-house, but now the an enhanced product that allows trainees company has signed an agreement for to “fly” virtual airplane missions during FSI to provide it. P&WC representatives classroom training. are at the FlightSafety booths FlightSafety’s partnership with (Nos. 1227 and 1327) talkEmbraer is the result of a coming about the new agreement petition held by the OEM a and telling customers about year ago, according to executive the new training opportunivice president Eric Hinson. “They ties. “By partnering with Flightwanted to consolidate all trainSafety,” Hinson said, “we’re ing they were doing themselves,” able to bring our core expertise he said. With the exception of in training together with their the Phenom 100/300 program, knowledge and understanding which is run by CAE SimuFlite, of their product…to provide a FlightSafety FlightSafety will provide factory comprehensive and high-qualexecutive v-p authorized training for Embraer ity training product to P&WC Eric Hinson airliners and business aircraft, customers.” The training will be including the new fly-by-wire L egacy 450 provided at FlightSafety learning centers, and 500 and future models. “We’re excited such as those in Paris and Wichita, where to be part of it,” Hinson said. As part the company offers maintenance training of the contract, the organization is to on P&WC-powered aircraft. FlightSafety is also focusing on the build dedicated Legacy 600/650 simulators

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In addition to providing simulator training for pilots flying various fixed- and rotor-wing aircraft, FlightSafety International offers training for maintenance technicians, flight attendants and dispatchers.

yriad aircraft types it covers, which include m more than 94 percent of business aircraft and helicopters. The company has trained people from 150 countries and territories and operates 40 learning centers around the world, including one in South Africa. Its ab initio training facility in Vero Beach, Fla., remains busy as the worldwide need for pilots continues to increase. “There’s a lot of concern here and overseas,” Hinson said, about pilot availability in the future. Growing demand outside the U.S. could mean opportunities for the company to create partnerships for pilot training facilities, he said. “We see the potential.” FlightSafety also recently signed a preferred supplier partnership agreement with Boeing. “They’re very concerned [about the future] and don’t want lack of pilots to be limiting factor,” Hinson said. FlightSafety can help not only by training new pilots but also by providing simulator-based tools to give them lots of experience in the aircraft types they will fly. On the maintenance training side, FlightSafety is seeing significant activity, according to Hinson. “Airplanes are becoming more complex, and mechanics have to be much more knowledgeable. Having an A&P [certificate] just doesn’t cut it anymore. We’re seeing more demand for advanced courses.” The

00aaNBAA Convention News • October 20 78 19,2010 2010••www.ainonline.com www.ainonline.com

Students can familiarize themselves with aircraft systems by flying practice scenarios at their desks, freeing up valuable simulator time.

U.S. differs from Europe in that European authorities generally require that mechanics obtain typespecific training on the aircraft they maintain, he said. Hinson added that he expects more mechanics worldwide will need type training. “We see it as an essential part of the future of business aviation training,” he said. During the next few months, FlightSafety will be qualifying some new simulators, including another Gulfstream model, a King Air and a Falcon 7X. On the helicopter side, the company has developed a new visual system–the Vital X–for helicopter flight training devices and simulators. Vital X displays 10 times more polygons per channel than the previous generation Vital 9 system. “The helicopter arena is very interested in having h igh-fidelity visual cueing for the close-in work it does,” said Hinson, “particularly around oil rigs and crash sites. The increased processing power [allows for] fine detail, almost p hotorealistic. We’re developing new visual scenes at that high level of detail–oil rigs off Angola and the Gulf, and crash scenes for the EMS market. We’re finding that the helicopter market is responding favorably to this.” Night-vision Capable

Vital X is also night-visiongoggle-compatible and allows simulation of dust storms, brownouts and adverse weather. The real beauty of the combination of simulation and modern technology is the ability to tailor scenes to the operator’s typical flights, he said. “It’s a powerful tool in that respect. Big operators do things they would never do in the actual helicopter, which is where most training has taken place.” At FlightSafety’s Tucson learning center, a E urocopter AS 350 level-7 flight training device is available with Vital X and motion cueing in the seat. A Bell 206 was recently installed in the Lafayette, La. learning center, and a Bell 407 is to be added by the end of the year. For the

Eurocopter EC 135, FlightSafety is building a full-motion levelD simulator, which is also to be installed by the end of the year. A new effort by FlightSafety, called the operational day flow (ODF) concept, will make training much more interesting, Hinson said. “We’re constantly reinvesting in our training to make it a more productive

experience for our c ustomers,” he explained. “When you go through a course in a typical training environment, you learn each system, then normal procedures, abnormal procedures and emergencies.” The ODF concept uses the software that runs the simulators on classroom computers so students can fly practice scenarios without having to leave their

desks. “You actually operate the airplane,” he said, “and through that you’re learning the system.” ODF, for example, allows students to experience engine starts in extremely cold environments or practice a flight scenario while learning about systems without taking up valuable simulator time. “It’s one thing to talk about it,” he said, “but different if you

experience it. I think it has powerful implications for learning.” FlightSafety is deploying ODF at its learning centers, and the first classrooms are for Cessna platforms in Wichita. “The intent is to use this as the basis for the future of our flight instruction,” Hinson explained. “It is an ingenious way to breathe some life into training. –M.T.

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Yankee Pacific Aerospace companies serve completion centers, aircraft owners and manufacturers, and major subcontractors worldwide.

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www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa79

SAFE FLYING AWARDS > Technicians

2009 Safe Flying Awards Top 25

Technicians tout professionalism by Mary F. Silitch

Each year, NBAA recognizes the top aviation maintenance and avionics technicians with good safety records who work for member companies. Maintaining corporate aircraft or avionics for three accident-free years is the minimum requirement for an NBAA Safety Award but the actual number of years for many of the top technicians adds up to four decades or more. AIN talked with some of the top A&Ps and avionics technicians for 2009 to learn about their backgrounds and safety philosophy. The top five collectively count 221 years of accident-free corporate aviation involvement. Te Lofthouse Cliffton Manager, Wheel and Brake Facility KaiserAir, Inc. Oakland, Calif. 47 Years

Cliffton Lofthouse worked on F-100s, F-104s and F-106s in the U.S. Air Force. Before joining KaiserAir 20 years ago, he worked for American Can Company at Westchester County Airport in White Plains, N.Y. KaiserAir is an FBO, charter and aircraft management and maintenance company at Oakland International Airport, and Lofthouse manages its wheel and brake facility. He said his favorite corporate airplane to work on is “any model Gulfstream.” KaiserAir, which started out with the Convair 440 and Gulfstream I, now operates mostly Gulfstreams and employs 35 pilots and 16 A&Ps. Lofthouse attributes his long safety record to “not rushing the job, being methodical and reading all maintenance data carefully.” W.L. Kobs Chief pilot (formerly director of maintenance) Tri C, Inc. Oklahoma City, Okla. 46 Years

Tri C, the flight department for a private company, operates a Bombardier Challenger 604 but W.L. “Joe” Kobs liked working on the Westwind best. At Oklahoma State, Kobs took aeronautical technical courses and went on to get his A&P and an associate’s degree. After graduating, he worked for Aero Commander as a mechanic and service representative. When Israel Aerospace Industries bought the Jet Commander line (which evolved into the Westwind), Kobs worked for the company as a service rep. He joined Tri C 31 years ago, when it was operating a Westwind, and he started flying. Kobs was director of maintenance for 20 years before becoming chief pilot. He continues to do maintenance, though.

Kobs said being safe “is a matter of paying attention to detail, not overloading yourself, crossing the ‘t’s and dotting the ‘i’s, and not hurrying.” Donald Hunt Aircraft maintenance manager Outback Steakhouse, Inc. (OSI) Tampa, Fla. 45 Years

Donald Hunt has been aircraft maintenance manager for OSI Restaurant Partners– owner of the Outback Steakhouse chain, Carrabba’s, Bonefish Grill, Roy’s and Fleming’s Prime Steakhouse–since 1993. Based in Tampa, OSI operates two Dassault Falcon 50s, which Hunt said is his favorite corporate airplane to work on, as it’s “a great product, with great support.” OSI got its first Falcon 50 in 2002. The flight department has seven pilots, an aviation manager, an administrative assistant and three maintenance technicians, including Hunt. “We do the smaller inspections inhouse,” Hunt said, “and contract out the larger maintenance jobs.” Hunt started working on F-4s, F-11As and F-9Js as a jet mechanic in the U.S. Navy in the early 1960s. He said his long safety record is due to the fact that he has been fortunate to work for companies that want to take care of their aircraft and people, and do it by paying attention to safety, detail, training and quality. He worked for Page in Rochester, N.Y., in the 1960s, then joined Xerox in 1971. “My biggest break in my career,” he said, “was when I went to work for Xerox, whose flight department was managed by Dick Van Gemert, one of the icons in this industry. He had high standards and the department was run professionally. My standards were set there.” After leaving Xerox, he set up and ran the maintenance department for Manufacturers Hanover for 12 years. He then set up the maintenance department for Mills Pride.

As he looks back on his career Hunt feels fortunate to have worked with some great people. At OSI, he said, “We have a great team. It takes everyone together to make an organization successful.” Michael Basnett Aviation Mechanic

Computer Sciences Corp. (CSC) Hampton, Va. 42 Years

Michael Basnett worked as a federal employee for NASA in 1966, after he graduated from high school. “Ever since I was a kid,” he told AIN, “I wanted to be a test pilot.” But his eyesight was a problem and NASA offered an apprentice program. At NASA, he participated in a number of research programs, including the microwave landing system, which was superseded by GPS. He also worked on a runway friction project that involved displacing water on the runway for safer landing. Another program studied three methods of wind shear detection–radar, thermal and laser. Radar proved the best, he said, and Collins developed it for commercial use. Basnett retired from NASA in 2006 and went to work for CSC, a private firm that provides aircraft maintenance for NASA Langley. The firm operates a Beech King Air 200 and a C-12, (the military Super King Air), a Cirrus SR-22 and a Cessna 206. CSC’s flight operation employs mechanics, avionics technicians, quality assurance personnel and managers. His favorite airplanes are the Boeing 757 and 737 used for research, and the King Air. Basnett’s credits his safety record to reinforcement from management and proper training and equipment. “If we don’t have the expertise for a certain job,” he said, they find someone who can do it. “And it helps to have a good working relationship with the quality assurance team and with fellow workers.”

00aaNBAA Convention News • October 20, 80 19, 2010 • www.ainonline.com

Presented to technicians of NBAA member companies who been employed for three or more accident-free years in support of corporate flight departments. Ranked by years of accident-free service, listed below are those who logged 33 or more as of this year. Name

Company

Clifton Lofthouse

KaiserAir, Inc.

Years

W. L. “Joe” Kobs

Tri C, Inc.

Donald Hunt

Outback Steakhouse, Inc.

Michael Basnett

Computer Sciences Corp.

Donald Swanson

Aerodynamics, Inc.

Richard Lindblad

Exxon Mobil Corp.

Terry Lutrick

Midcoast Aviation

Brendan Redhead

Verizon Services Corp.

Dennis Dee

Alcoa Inc.

Robert LeMay

Aerodynamics, Inc.

Peter Barra

IBM Flight Operations

Edwin Duracka

Safeway Insurance Co.

Robert Henrikson

Monsanto Co.

Bruce Kimme

AT&T Inc.

Sam Kochersperger

Anadarko Petroleum Corp.

William Schillinger

Exxon Mobil Corp.

Stanley Vandrey

Kellogg Co.

Ronald Ruocco

Hertz Corp., The

William Schnabel

Citigroup Corporate Aviation

David Wheat

Nationwide Aviation Business Center

Dwight Elliott

NASA Langley Research Center

Gerald Jennerjohn

Johnson Controls, Inc.

Elbert Lee

NASA Langley Research Center

Dennis Peters

Martinair, Inc.

George Seidel

Honeywell International

Dennis Cody

Spectra Energy Corp.

Robert Francisco

Abbott Laboratories

Larry George

Alcoa, Inc.

James Gieger

Transit Air Services, Inc.

James Hudnall

UVair

Michael Killgore

Tri C, Inc.

John Konecni

Associated Aircraft Group, Inc.

Anthony Sarvaideo

Kelso & Co.

Stephen Stodolski

c/o Atlantic Aviation

Helmut Sztatecsny

Tyrolean Jet Services

Scott Vivion

Yum! Brands, Inc.

Donald Swanson Maintenance Technician Aerodynamics, Inc. (ADI) Waterford, Mich. 41 Years

Don Swanson said that as a child, he became interested in aviation from watching television programs and building model airplanes. He had a ride in an airplane and “got a hold of the controls and that was it!” he told AIN. Serving in the U.S. Air Force as a mechanic, he worked on military and civilian airplanes to obtain pilot training. After leaving the Air Force, he moved to ADI, where he has been for 38 years. He started as an accessory repairman, then became shop foreman, then service manager. He moved back to the accessory shop and is now “back on the

floor as a technician.” ADI is a diverse company, with a large corporate shuttle operation, an FAA repair station, Hawker Beechcraft and Pilatus service centers, an avionics shop and FBO, an aircraft brokerage and an interior refurbishment division. Swanson’s favorite airplane to fly is the Bonanza and his favorite to maintain is the King Air. ADI has been a Beechcraft dealer since 1963 and is one of the companies being recognized by NBAA for 50 years of safe operation. Swanson attributes his own safe record to “good training and attention to detail.” He said the importance of training was embedded in the Air Force milieu and is at ADI as well. Swanson is now mentoring the younger workers at the company. “We concentrate on maintenance work and safety,” he said. o

news clips z New Data Points Added To AircraftLogs AircraftLogs has announced several improvements to the expense-tracking capability of its Web-based datamanagement software. In addition to being able to post expenses from the expense log as usual, users can now elect to post them on the trip sheet page. According to AircraftLogs, other new features of the software include the ability to link specific flights and expenses, track payment method for reconciliation with contract and credit-card statements, track which payee or crewmember paid for an expense and report on fuel price per gallon. AircraftLogs, which is exhibiting here at the show at Booth No. 6116, is based in Columbus, Ohio.

z New Atlantic Hangar at PDK To House G550s

AvConnect gives pilots mx tracking, flight data by Evan Sweetman Denver-based AvConnect (Booth No. 6857) plans to begin offering its Aircraft Manager for the iPad in November. The new app will allow pilots and operators to track maintenance and flight planning, while offering in-flight data such as moving maps, approach plates and squawks. Aircraft Manager will also give

pilots the ability to share maintenance information with service centers, FBOs or OEMs as needed. Pilots can forward maintenance and fuel requests to service providers using the iPad’s wireless connectivity if their aircraft is equipped with air-to-ground communications such as Aircell. Access to FBO planning is

provided through a partnership with AllFBO.com. Through these services, pilots and operators can make arrangements for fuel, ground transportation, catering or other needs they or their passengers may have. Navigation data such as moving maps, approach plates and airport information comes from Hilton Software’s WingX Pro7. Annual subscriptions for Aircraft Manager are $495 for aircraft carrying fewer than six passengers, or $995 for aircraft carrying six or more. Fleet discounts are also available, according to the company. o

Atlantic Aviation plans to add a 12,000-sq-ft hangar to its facility at DeKalb Peachtree Airport in Atlanta. In addition to the hangar–which will be designed for Gulfstream G550s and completed by fall 2011–Atlantic is adding 3,200 sq ft of office space at its Atlanta location. Atlantic Aviation, which claims to have the largest network of fixed-base operations in the U.S., is exhibiting here at Booth No. 6436. Headquartered in Plano, Texas, the firm provides fueling, hangar and line service and offers a dedicated concierge service for general aviation aircraft owners and operators. Van Nuys, Calif.-based Clay Lacy Aviation (Booth No. 2027) added eight business jets to its managed fleet in the first three quarters of this year, including a Falcon 2000, Hawker 800, Gulfstream V and Gulfstream 450, two Gulfstream IVs and two Gulfstream 550s. In addition, the company has reported a 22-percent increase in charter hours and a 13-percent jump in total flight hours from the same period last year. Finally, the firm said that it has now completed 20 installations of the new Aircell high-speed Internet system, making it the number-one Aircell installation facility in the western U.S. Clay Lacy Aviation, which was founded in 1968, also operates FBOs at Van Nuys Airport and at Boeing Field in Seattle. It offers aircraft charter, management, sales, maintenance, avionics and aircraft interior and completion services.

z Bahrain Bizav Conference Planned for January “The Future of Business Jets in the Middle East”–a conference set for Jan. 25 and 26, 2011, in Bahrain–will offer updates on strategic, regulatory, legal, financial, insurance and technical issues in the region. The event will feature a keynote presentation by Capt. Abdulrahman Al Gaoud, Bahrain’s undersecretary for civil aviation affairs, as well as such speakers as Alison Chambers and Jane Stanbury of Emerald Media; Dave Edwards of Gama Aviation; Ralph Eisenschmid, acting chief executive of MENA Aerospace; Andrew Hoy, managing director of ExecuJet; and Greg Thomas, CEO of Privatair. The show, which will take place at Bahrain’s Mövenpick Hotel, is being organized by Quaynote Communications.

z USAIG Helps You Get Good ZZZs at the Right Time Insurance underwriter USAIG (Booth No. 3116) is here at the NBAA show demonstrating the Alertness Solutions Z-Coach Web-based fatigue management program for pilots. This has been developed by specialists including NASA scientists to provide education and tools to help air crew ensure that they get the best possible sleep and stay alert for flying. Z-Coach, which is available to users around the clock, helps users develop a personalized Z-Profile of their own sleep needs, patterns and habits. USAIG offers 10 subscriptions to Z-Coach at no additional cost to corporate or charter aircraft operators insured with the company.

CY CYR

z Clay Lacy Bolsters Managed Fleet By Eight

what’s a hawker 200, you ask? While Hawker Beechcraft rebranded the former Premier light jet the Hawker 200, it’s not just new livery. Upgrades include new Williams engines, winglets and increases in gross takeoff weight and maximum altitude.

MedAire teams with Control Risks on medical, security, travel issues MedAire has joined forces with Control Risks to provide one-stop advice and assistance on medical, security and travel issues. The new 24/7 service is available via a single phone number and Web portal. “Each and every security event has a medical component to it, whether physical or emotional in nature,” said Control Risks CEO Richard Fenning. “Therefore, every crisis-management plan needs an emergency response component for ‘real-life’ events. This includes seeking advice before departure to ensure crewmembers are able to mitigate risks and also, should an incident occur, that they have access to immediate, feet-on-the-street assistance.” MedAire is part of the International SOS group, and UK-based Control Risks already has a joint venture established with the parent company. The new partnership can tap the resources of their combined offices, response

00aaNBAA Convention News • October 20, 2010 • www.ainonline.com

centers and projects spanning five continents and 150 countries, including a global information center in the Indian capital New Delhi; a global security center in London; regional security centers in Dubai, Paris, Singapore, Philadelphia and London; global response centers in Phoenix and Singapore; and the MedLink global response center where doctors manage 18,000 in-flight medical cases each year. Once again, MedAire (Booth No. 3957) is offering NBAA visitors free cholesterol tests here at the show. Doctors will be on hand to assess the risk of individuals having a cardiac event in the next 10 years based on their cholesterol results and other risk factors. Separately, MedAire has donated an automated external defibrillator to Corporate Angel Network. The Philips FR2 unit will be based at Corporate Angel Network’s headquarters at Westchester County

Airport. The not-for-profit organization has arranged more than 35,000 flights to treatment for cancer patients in the empty seats of corporate aircraft since it was founded in 1981 and flies more than 250 cancer patients to and from treatment sessions each month. o

AT THE BOOTHS Aviation Partners (Booth No. 4508) is giving away an oil painting by John Reinhold, a member of the American Society of Aviation Artists. The award-winning painting, “On Step with the Past,” depicts a Sikorsky S-43 getting on step and departing Kona, Hawaii. Reinhold, a professional pilot for two decades, will be at the API booth to discuss his artwork and his time flying an API blended wingletequipped Hawker 800XP. Visit the booth to enter the raffle to win the painting. v

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa81

Nextant Beechjet conversions aiming for STC in early 2011 by Curt Epstein At this year’s NBAA convention, Nextant Aerospace is making its debut in the static display with not one, but two of its new 400XT Beechjet conversions. The Cleveland-based company (Booth No. 8245) paused the flight testing program of its first Williams International FJ44-3AP-powered twinjet in order to fly it nonstop from Mojave, Calif., to Atlanta, while the company’s fully furnished technology demonstrator–still sporting its Pratt & Whitney Canada JT15D-5 engines–made its first airshow appearance this past summer at NBAA’s Regional Forum at Teterboro Airport. The Williams-powered 400XT (the company was required to change the name from 400NXT due to a copyright issue in another industry) made its first flight on September 8. Thus far it has logged approximately 80 hours of flight time including a September 26 cross-country trip from the company’s headquarters at

Single-pilot ops targeted by regulators by Mark Huber The crash of a Premier IA jet at the EAA AirVenture show this summer after an unstabilized approach has helped to reignite the debate over the efficacy of single-pilot turbine aircraft operations by non-professional pilots. The statistics are irrefutable. Singlepiloted turbine aircraft crash far more often than do those operated by twopilot crews. The latest report from Robert E. Breiling and Associates, the aviation safety data consultancy, provides a glaring contrast between both single- and two-crew aircraft as well as a differentiation between the accident rates of aircraft operated by professional corporate flight departments and other operators. Based on an analysis per 100,000 flight hours, Breiling found that the accident rate for turbine aircraft flown by non-professional pilots was four times higher than that for aircraft operated by corporate flight departments. He also found that turbine aircraft certified for single-pilot operations had an overall accident rate that was 3.4 times higher and a fatal accident rate that was 13 times higher than aircraft that require dual pilot operations. The FAA recognizes this risk and that is why it requires a more extensive minimum equipment list for most turbine aircraft that it certifies for single-pilot

Cuyahoga County Airport in Cleveland to Mojave–where the testing program is based–which saw the nearly maximumweight test aircraft easily reach a cruising altitude of 45,000 feet. “One of our goals is 2,000 nautical mile [NBAA IFR] range,” company president James Miller told AIN. “On that trip, despite the fact that we were doing a lot of tests that had us slowing down and speeding up and climbing and turning, we would have just about hit 2,010, and of course to do that westbound is really significant.” A 2,000nm range would represent a 50 percent increase over the range of the base Beechjet 400A or Hawker 400XP. After the NBAA show, the company’s six-day-a-week flight test schedule will resume with a goal of amassing 250 to 300 hours of flight by the end of the year, in order to wrap up the test program on schedule. Nextant anticipates FAA supplemental type certificate (STC) approval operations, such as mandating a functioning autopilot on all flights. Nevertheless, certain aircraft that are commonly operated single pilot crash more often, and as the prices of these used aircraft continue to decline, thereby making them more affordable to less experienced owner-pilots, the risk increases. The Cessna Citation II provides a good example of this, although the yardstick could be applied to other aircraft as well. Used copies of this aircraft are now widely available for less than $1 million and many owners fly it single pilot, either because they have a IISP model or are operating under a “Part 91 exemption” that applies to a variety of Citation models. Breiling thinks single pilot operation of the Citation II accounts for its much higher overall accident and fatal

The Williams International FJ44-3AP-powered Beechjet 400XT is here on static display after a nonstop flight from Nextant Aerospace testing at Mojave, Calif. The company also is showing its fully furnished technology demonstrator, still sporting its P&WC JT15D-5 engines.

soon after. “We’re expecting certification in the first quarter of 2011,” said Miller. “That’s what we’ve been advertising for the last year or so.” According to Nextant, the remanufactured aircraft is meeting or exceeding all of its performance specifications and has already demonstrated some design improvements. By moving the engines out from the fuselage three inches and rates per 100,000 flight hours over the first half of the decade than two competitive aircraft that require dual-pilot operations, the Beechjet 400A and the Learjet 31A. The Citation posted an overall accident rate of 1.6 and a fatal rate of 0.34 compared to 0.74 and 0.08 for the Beechjet and 0.19 and zero for the Learjet 31A. Self-regulation, training, and professionalism likely hold the combined key to improving the single pilot accident rate. A Chicago area operator of a Citation II, who is not a professional pilot, said he simply does not operate single pilot if the flight is long, involves bad weather or is in congested airspace. Higher training standards, both mandatory and voluntary, appear to be working in several cases. o

The Eclipse 500 VLJ has had no fatal accidents in the entire 260-jet fleet after Eclipse Aviation instituted mandatory upset training and mentoring for all EA-500 pilots.

00aaNBAA Convention News • October 20, 2010 • www.ainonline.com 82

changing the angle of the engine exhaust nozzle, the company believes it has eliminated the shockwave that occurs in the chokepoint between the engine and fuselage, reducing noise, vibration and drag while at the same time improving fuel efficiency. The rebuild also involved increasing the size of the pylon by approximately 50 percent, which has contributed to the aircraft’s lift. “We think we’ve altered the landing characteristics in a positive way,” said Miller, who has flown about half the hours in the airplane. “It doesn’t bleed speed quite as abruptly as the Beechjet does at any given airspeed.” Another handling improvement that has been observed in the flight testing stems from the reduced residual thrust from the Williams engines. While the previous powerplants produced considerable thrust when idling, the FJ44s do not. “Extra residual thrust is like having your foot on the accelerator and the brake in your car at the same time,” Miller said. “The car wants to go forward and you’re using a lot of brake to hold it back. On the Williams engines if you bring it back to idle the airplane will actually stop.” In addition to the new engines, the 400XT package includes the Rockwell Collins Pro Line 21 avionics suite, which Nextant received the STC for last year. It began construction on its second Williams-powered jet at the end of September and expects to complete three of the $3.9 million conversions by next May. By early 2012, Miller expects to have all six bays in the company’s facility filled. By then, Nextant would have used up its current supply of six airframes, most of which came from the fleet of Flight Options, which is related to Nextant by common investors. The fractional provider is gradually phasing out its 400XPs in favor of the Embraer Phenom 300, and given that potential supply of approximately 60 aircraft, as well as those available on the market, Nextant feels little pressure in acquiring airframes for future 400XT conversions. “There’s no shortage,” said Miller. “I believe there’s somewhere in the neighborhood of 50 Beechjets that could be purchased in the price range that would be conducive to our program.” o

2009 AIN:CAN 2009

3/30/09

2:13 PM

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Thanks to business aviation, we’re bringing cancer patients closer to their cure.

“After her cancer treatment, she could not fly commercially. What a relief she could fly with Corporate Angel Network.” Through the generosity of corporations flying business aircraft, Corporate Angel Network arranges free travel for cancer patients using the empty seats on corporate jets.

PHOTO BY GABE PALACIO

This service is vitally important to cancer patients. Some simply can’t afford the cost to fly commercially. Others can’t handle the stress of navigating airports. Still others can’t risk the exposure of crowded airports because of immune system deficiencies. Since 1981, Corporate Angel Network, a not-for-profit organization, has worked with U.S. corporations to schedule more than 31,000 cancer-patient flights and currently transports nearly 250 patients a month to and from treatment.The process is simple. Corporate Angel Network’s staff does all the work. After all, patients and their families have enough to worry about.

Corporate Angel Network

Cancer patients fly free in the empty seats on corporate jets.

Corporate Angel Network, Inc. (866) 328-1313 www.corpangelnetwork.org

news clips z LA Sheriff Picks Cobham for AStar Fleet The Los Angeles County Sheriff’s Department, the seventh largest law enforcement agency in the U.S. and the nation’s largest sheriff’s department, has selected a suite of Cobham cockpit avionics, including synthetic vision and helicopter TAWS, for its 14 Eurocopter AS350 B2 AStars. Installation is be performed by Hangar One at McClellanPalomar Airport in Carlsbad, Calif. The two-screen EFIS from Cobham’s Mineral Wells, Texas, facility will also display Waas Beta III GPS and FMS information. Cockpits will be fully nightvision-goggle-compliant. Cobham is at Booth No. 3826. The LA Sheriff’s Department, headquartered in Monterey Park, covers an area of 3,170 square miles of coastal, urban and mountain terrain and was a pioneer in airborne law enforcement.

z Pentagon Can Access Aviall’s Catalog Pentagon 2000 software users can now get easy, real-time access to Aviall’s (Booth No. 4516) two million catalog items. A new paperless system provides Pentagon users with a direct link to Aviall’s parts network, prices, availability and delivery and also streamlines processes for ordering parts and maintaining and repairing aircraft. A division of Boeing’s Commercial Airplane Services, Aviall provides after-market supply chain management services and is one of the world’s largest providers of new aviation parts and related operations. Pentagon 2000 Software (Booth No. 7737) is a supplier of enterprise software systems for aerospace and defense industries.

z Air BP’s Mike Delk Retires After 40 Years Mike Delk has announced his retirement following 40 years leading Air BP Aviation Services (Booth No. 7903). In a release issued by Air BP, he said he intends to remain involved in the industry, but that he would like to spend more time with his family. Delk’s father bought what was the Valley Oil Company of Salem, Ore., in 1944, and later switched from producing home heating oil to avgas. Mike Delk joined the company in 1971, eventually becoming president in 1989. In 2005, Delk received NATA’s Distinguished Service Award for outstanding service and ongoing contributions to the industry, Yvonne Putze, Air BP marketing manager, told AIN. Scott Walker will assume leadership of both Air BP and Epic Aviation, the marketing side of Air BP.

z Minnesota Cites GA Appreciation Month Minnesota has designated October as General Aviation Appreciation Month, becoming the 17th state in the past year to issue an official declaration in support of the industry. “Many communities in Minnesota depend greatly on general aviation,” said governor Tim Pawlenty, who added that the business represents “an important economic engine for the state and local communities with airports.” Here in Atlanta, NBAA president and CEO Ed Bolen applauded Minnesota’s governor “for recognizing the value of all general aviation, including business aviation.” Bolen noted that Pawlenty’s proclamation highlighted the state’s 31 charter companies, 55 aircraft repair stations, 102 FBOs and “innovative aircraft manufacturing companies that support our nation’s positive trade balance and provide good-paying jobs.”

z Lake Texoma Jet Center Booth Raffling Prizes Lake Texoma Jet Center, which is exhibiting at Booth No. 6954, is raffling off a variety of prizes here at the show. Among the goodies: an Apple iPad (Avfuel booklet required to win); a weekend for two at Tanglewood Resort; a King Air phase 1, 2, 3 or 4 inspection; and a Citation phase 1, 2, 3 or 4 inspection. Lake Texoma Jet Center, which is 60 miles north of Dallas at North Texas Regional Airport in Denison, is a full-service FBO and maintenance facility. The company offers maintenance services for Beech King Airs, the Falcon 20, Jet Commander 1121 and 1123 series, Sabreliner 75 and 80 series, Cessna 414, 100 Series, 300 and 400TT, Citation 500/550/560/650 and the Learjet 20 and 30 series. Operators of older jets powered by the GE CJ610 and CF700 can also have their engines overhauled by Lake Texoma Jet Center’s FAA-approved repair station.

Aerion flight tests achieved a top speed of Mach 2.0 at Edwards AFB with this highly modified NASA F-15B.

NASA busy verifying Aerion SBJ’s Mach 1.6 by Harry Weisberger Aerion, based in Reno, Nev., is at Booth No. 6202 in NBAA exhibit Hall C to describe preliminary results from the latest round of flight tests of a NASA F-15B on the road to what it envisions as the worlds’ first supersonic business jet (SBJ). The tests during July and August in collaboration with NASA’s Dryden Flight Research Center achieved a top speed of Mach 2.0. The flights at Edwards AFB, Calif., marked the latest milestone in preliminary engineering activities directed toward a design capable of cruise speeds up to Mach 1.6 Dr. Richard Tracy, Aerion’s chief technology officer, is in Atlanta to provide details on the tests and explain the video being presented at the Aerion booth, which documents the five-flight test series. Tracy has collaborated with NASA on supersonic natural laminar flow flight research since the early 1990s, and the Aerion research team has conducted supersonic flight tests with NASA since 1999. “Future tests will evaluate supersonic boundary layer transition properties as they relate to manufacturing standards for surface quality and assembly tolerances, both of which are crucial to future production of Aerion’s supersonic business jet,” said Tracy. Using upgraded infrared digital imagery, Aerion and NASA have begun a two-phase program, the first structured to better understand and document the flow field beneath the NASA flight test F-15B, to which various test articles were attached. The flights measured pressures to be used in wing performance computations, calculate shock fields around the engine inlet and determine means of compensation. Flight data is being compared with an SBJ

84aaNBAA Convention News • October 20, 2010 • www.ainonline.com

computational model. The next test series, planned to begin in the second quarter of next year, will deal with the effect of wing surface imperfections on laminar flow and its transition to turbulent boundary layer flow. Emphasis will be on the interaction of surface defects and airflow to quantify permissible surface imperfections in manufacturing and operations. A device incorporating SBJ wing section elements will be mounted beneath the flight test aircraft. Final SBJ wing design will follow Phase Two flight tests, using laminar flow data from wind tunnel sessions refined by in-flight test measurements. Tracy said the design goal is to minimize cross-flows over most of the wing and avoid premature laminar-to-turbulent boundary layer flow transition. Subsonic Operations

Aerion’s SBJ, designed to carry eight to 12 passengers efficiently at high subsonic as well as supersonic speeds, has attracted letters of intent for roughly 50 aircraft with accompanying $250,000 deposits for the $80 million aircraft, all held in escrow. This $4 billion order book has remained relatively constant despite recent economic volatility, said Doug Nichols, Aerion’s chief financial officer. He added that the company is engaged in ongoing talks with business aviation airframe companies as it seeks to negotiate a joint venture with a major OEM. Nichols estimated that aircraft deliveries would begin five to six years from the formation of a joint venture. “We’re making progress, and we’re encouraged,” he said. “We’ve made it clear that our design is compatible with current noise and environmental standards.” He added

that a major Aerion design selling point is that the SBJ will economically operate at high subsonic airspeeds as well as fly at up to Mach 1.15 without sending a sonic boom to the surface. “That flexibility of operation is a huge plus for us.” Nichols emphasized that while the possibility exists for future approval of supersonic flight over the U.S., the Aerion SBJ business model does not depend on it for economic viability and assumes conformity with Stage 4 noise and all other present environmental regulations. Nichols and Tracy agreed that a hurdle greater than sonic boom at cruise is noise in the takeoff environment. This stems from the fact that current quiet, high-bypass turbofan engines are not compatible with supersonic flight. Tracy said Aerion is looking at a Pratt & Whitney JT8D19 variant that has potential for supersonic operation while meeting Stage 4 noise levels. Results from this summer’s initial series of data flights aboard NASA’s F-15B have been analyzed by comparing static pressures recorded at 60 points at varying speeds and altitudes with those predicted by aircraft computer models, Tracy explained. Engine inlet parameters are included in the model and adjustable to achieve the best fit with the measured pressures. “This process has been completed and the design of a test article to be used in the next series is well along,” he said. Design goals include achieving the maximum extent of supersonic laminar flow, confirmation of its robustness under realistic conditions and quantifying crossflow pressure gradients. When the aerodynamic optimization of the new test article has been completed, Aerion will carry out mechanical design and fabrication to NASA flight test criteria. Then, after NASA ground and flight qualification, the second phase of the tests will commence. Aerion was formed in 2002 to reintroduce commercial supersonic flight. It emerged from an advanced engineering group that began work more than 20 years ago. Its current focus is design of a practical and efficient supersonic business jet employing patented natural laminar flow technology. Aerion’s board includes Brian Barents, former president and CEO of Galaxy Aerospace and Learjet; Tracy, who has pioneered the supersonic natural laminar wing concept; and COO Michael Henderson, Boeing’s former program manager for high-speed civil transport. o

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by Evan Sweetman GE’s Business and General Aviation division (Booth No. 1747) has announced the addition of the TechX engine to its product line, said Brad Mottier, division vice president and general manager, yesterday. Mottier said the engine will debut as the powerplant for Bombardier’s Global 7000 and 8000 ultra-long-range jets. The airframer announced the large-body 7000 and 8000 ultra-long-range business jets as the latest additions to its Global family of aircraft yesterday as well. The new engine borrows from GE’s experience in engine design for single-aisle

airliners and integrates a large amount of composite technologies, but Mottier insists it is a completely new engine. “There have been a lot of people thinking this is just a derivative of our commercial engines,” he said. “It’s not. It really is a completely new engine from the ground up.” According to Mottier, the engine also exceeds noise and emission requirements set forth by the Committee of Aviation Environment Protection by more than 50 percent. Nexcelle announced at the same time that it was selected as supplier of the nacelle for the TechX. The company is a

‘New’ Magnastar to strictly serve bizjets TrueNorth Avionics, LiveTV Airfone and Satcom Direct announced Monday that they will team to develop and market a next-generation Magnastar system that will enable the first terrestrial network providing voice, data, Wi-Fi, smartphone support, e-mail, text messaging and multichannel VOIP for a complete business solution. Using the existing Magnastar earth station network, the new system will operate through hardware derived from TrueNorth’s open-architecture Simphone¯ OpenCabin system as an upgrade for existing Magnastar operators and also available to new customers. Satcom Direct will manage the service and handle all billing. Airfone’s current voice and data services will be augmented by added automatic switching to Iridium satellite communications when out of range of Magnastar ground stations.

TrueNorth and LiveTV (owned by JetBlue) will co-develop the new system hardware by combining a new Magnastar radio with TruNorth’s Simphone¯. It will use LiveTV’s exclusive FCC-licensed “clear channel” 1 MHz air-to-ground frequency band. TrueNorth president Mark van Berkel said the “new” Magnastar is designed strictly to serve the business jet community, and will therefore not be subject to inconveniences common to services targeting both the airline passenger mass market and business aircraft travelers. He added that, unlike other terrestrial service providers, the new Magnastar will include voice along with its toolbox of data functions. TrueNorth Avionics is at Booth No. 5903 to showcase new features that enable worldwide e-mailing and monitoring

of inflight communication usage. The Ottawa, Canada, company is demonstrating the recently introduced TrueNorth Express, a plug-in hardware module that lets owners of virtually any airborne telephone use their smartphones to send and receive e-mails worldwide over the Iridium network. “Basically,” said van Berkel, “TrueNorth Express provides a self-contained Wi-Fi ‘hot spot’ for e-mail over smartphones.” It will support all such phones, including BlackBerry, iPhone and Android. At an introductory price of $10,995, modules are available now. Following the success of that product, TrueNorth Avionics has introduced two new devices, designed specifically for Magnastar operators, that will serve implementation of the next generation Magnastar by enabling e-mail through

GE’s Brad Mottier announces the addition of the TechX engine to the product line.

MARIANO ROSALES

New GE TechX engine will power Global 7000 and 8000

joint venture of GE’s Middle River Aircraft Systems and Safran’s Aircelle group. The company’s design incorporates composite technologies to reduce weight as well as noise emissions. The nacelle features fire suppression built into the engine cowlings, a departure from the traditional approach of attaching fire-retardant blanks to the inside of the cowlings. “One trick is to extend the inner barrel of the engine’s inlet past the inner flange,” Nexcelle president, Steve Walters told AIN. “When you combine that with two-dimensional honeycombing, you can start reducing noise significantly. “Having the inlet made from a single piece of aluminum means there’s no seam, which helps aerodynamics and noise reduction even more.” Nexcelle is currently working with CFM in the development of the LeapX1C for China’s Comac C919, as well, according to Walters. o

the LiveTV Airfone network. Express Portable is a laptop-size carryon unit that plugs into an existing Magnastar system. Express for Magnastar is a hard-wired box providing the same function. Meanwhile, TrueNorth is developing a new software app called InControl to help aircraft operators manage in-flight broadband usage of its Simphone¯ OpenCabin airborne system. InControl can track usage on all off-aircraft networks and allot a specific volume of broadband traffic to each passenger. TrueNorth says the InControl app lets the operator control almost any aspect of service. The InControl software program is simply downloaded to an existing Simphone¯ OpenCabin system, with no hardware installation required. Van Berkel commented, “For the first time, operators can have complete confidence that their [OpenCabin] service levels are predictable and that they know exactly who’s using what type and volume of service.” –H.W.

A Truly global launcH

CY CYR

Bombardier used its static display here as the launch pad for its official announcements of the Global 7000 and 8000 ultra-long-range business jets. The larger Global 7000 features a four-zone cabin and a range of 7,300 nm, while the shorter Global 8000 has a three-zone cabin and a 7,900-nm range.

00aaNBAA Convention News • October 20, 2010 • www.ainonline.com 86

by Mark Huber The global economic downturn and the high cost of certification have conspired to delay or kill several new turboprop programs. However, several others that were either dead, in various states of incompletion or long out of production appear to be coming back to life, albeit sometimes in different locales. For them, this could be the dawn of the dead. The simple reason for this resurrection: less risk. Sales of new turboprops did not escape the great aviation carnage of 2009, but they were far better than the anemic numbers piston and jets posted, down 54 and 34 percent, respectively, according to statistics from the General Aviation Manufacturers Association. Compared with 2008, 2009 turboprop sales were down “only” 17.6 percent for the year, and appear to be falling at a near-equivalent rate for the first six months of this year. “It wasn’t a brilliant year,” Piaggio Aero’s John Bingham said of 2009. “We suffered like everyone else.” Piaggio sold 24 of its Avanti II turboprops last year, and while not a sterling performance, it and other established manufacturers of business-class turboprops appear to be hanging on. Last year Hawker Beechcraft delivered 119 King Airs (excluding military sales), Cessna shipped 97 Caravans and Pilatus sold out again with 100 PC-12s. Piper and Socata turboprop sales limped along, while newcomer Quest delivered 24 Kodiaks. However, last year proved more challenging for other relatively new market entrants.

Chinese Firm Acquires Epic’s Assets Composite aircraft builder Epic’s plan for three new turboprop and two light jet models collapsed when the Bend, Ore.based company filed for bankruptcy last year, stranding 12 of its builder-assisted, singleengine turboprop LT kitplanes on the assembly line. On March 26 of this year a bankruptcy court accepted an all-cash $4.3 million bid from China Aviation Industry General Aircraft, a recently formed government-owned subsidiary of the giant Aviation Industries of

Epic LT Escape

China (AVIC), for Epic’s assets, rejecting a competing bid from a group of seven LT kit owners called the LT Builders Group. China Aviation announced its intention to build the former Epic aircraft models in China. However, in April the court ordered China Aviation to form a partnership with the LT Builder’s Group, allowing it to operate the Bend plant, complete aircraft already in production and to market former Epic kit aircraft in North America. Don King, CEO of the LT Builder’s Group, said that LT kits were back in production by July and that five former Epic

employees had been hired to assist kitbuilders and to make and sell parts for the existing fleet of LT aircraft. He also said the company worked extensively with the FAA to ensure that it was in compliance with all regulations governing amateur-built aircraft and estimated that the cost of constructing a well-equipped LT was now $1.9 million. Conceivably, China Aviation could begin building an 80-percent-scale version of the LT that Epic had developed. Called the Escape, this aircraft is virtually identical to the Epic-built prototype of the Farnborough Aircraft Kestrel. That aircraft first flew in 2006. Plans for Epic to produce the aircraft for Farnborough collapsed and Farnborough filed for bankruptcy in September 2008 after failing to attract sufficient investment capital. A new ownership group took over the company in 2009, but then business director Adrian Norris acknowledged that the company needed to attract additional capital, and possibly form a partnership with another manufacturer, before it could bring the aircraft to market.

Kestrel Redux Enter Alan Klapmeier. The cofounder and former chairman of Cirrus Design made news last year when his bid to take over that company’s fledgling single-engine jet program, the SF50 Vision, failed. He subsequently entered into discussions with Norris and Farnborough’s Anthony Galley regarding the Kestrel. In July it was announced that Klapmeier would head the new Kestrel Aircraft Company, to be headquartered at the soon-to-be shuttered naval air station at Brunswick Landing, Maine. Kestrel entered into a lease option with the Midcoast Regional Redevelopment Authority for Hangar 6, a 170,000-sq-ft aviation maintenance facility built in 2004. The repackaged Kestrel venture still needs to raise substantial additional capital to get off the ground and qualify for the attractive incentives provided by Maine governments, according

00aaNBAA Convention News • October 20, 88 19, 2010 • www.ainonline.com

JEFF BERLIN

New Turboprops Farnborough Kestrel

to Klapmeier. “We have a lot of money we need to come up with,” he said, estimating that number at approximately $100 million. However, while he declined to provide an exact amount, Klapmeier said the new company has already raised some of that capital and he expressed confidence that it could attract the remainder, in part because of what he characterized as the Kestrel’s in herent advantages over the competition. Chief among those was a flying aircraft backed by $20 million to $30 million already invested in its engineering. “A huge amount of design work has already been done with an eye toward certification,” giving the Kestrel a big advantage over any clean-sheet design, he said. “We are going to be editing the design, not starting over.” Part of that editing will be a redesign of the wing, to make it easier to manufacture, a slightly bigger cabin with larger windows and a less powerful engine than the 1,200-shp PT-6 currently in the nose. Projected range with five passengers is 1,324 nm. While Kestrel declined to set a price for the 350-knot, six- to eight-passenger aircraft, Klapmeier said he hoped it would be less than a TBM850 that sells for approximately $3.2 million. He said the company’s goal is to sell 35 to 50 aircraft per year in what he NAL Saras

called a “niche market.” While acknowledging that the Chinese could make a similar product with lower labor costs in light of their acquisition of Epic’s designs, Klapmeier said, “I am confident in our ability to design the better airplane.”

Here Comes India China is not the only country looking at developing turboprops, either indigenously or by acquiring designs. India, with its high population density, scarce airport resources and underserved rural populations, seems a natural for turboprops. During the last three decades, India’s attempt to develop a homegrown business class turboprop, the twin-pusher NAL (National Aerospace Laboratories) Saras, has been fraught with problems and delays. Designed with input from Russia’s Myasishchev, which later pulled out of the project, the first prototype flew in 2004. The second flew in 2008 and crashed last year during an engine relight test, killing the crew. In the days that followed the crash, NAL put a brave spin on the program, insisting that the aircraft would be certified this year. “The Saras project will continue; we will not shelve it,” said SK Brahmachari, director general of the Council of Scientific

AIR SAFARIS

Gippsland’s in-development GA18 will be based on the company’s current GA24A.

The report also noted the crew’s negative remarks about aircraft controllability with regard to excessive control surface drag and faulted the crew for poor coordination, inadequate cockpit procedures and an overall lack of professionalism. After six years of flight tests, the Indian firm has called the Russians back in to help fix the aircraft’s design and stay with the program through certification, which seems unlikely this year. However, when it does happen, production is expected to be transferred to HAL-Kanpur, the same facility making the components under contract for the revived Dornier Do228-212-NG (see below). NAL, meanwhile, is continuing with preliminary development of a 70-seat commuter turboprop called the RTA-70, which it expects to best the ATR 72. Preliminary goals call for an aircraft that costs at least 25 percent less to acquire and operate, with a range of 1,100 nm and the ability to cruise at 300 knots at 30,000 feet and use 3,000foot runways. Plans are for the

GA8. Power for the GA10 single and GA18 twin will come from Rolls-Royce series 250 engines with upgrade paths anticipated to the RR500 when it becomes available. Certification of the GA10 is expected in 2012 and the first fuselage already is built. Mahindra expects to invest $37 million in Gippsland and could eventually move production to M allur, India, where it already has an aviation facility, having long been a supplier of engineering services and structural components to OEMs including Airbus and Hawker Beechcraft. Immediate plans call for the plant to be used to produce subcontracted structures and the N5, a light five-seat aircraft Mahindra is developing with NAL.

production, with India’s Hindustan Aeronautics making structural components including the fuselage, wing and vertical stabilizer. Those are then shipped to Ruag’s plant in Oberpfaffenhofen for aircraft final assembly. More than 150 older-generation 228s remain in service worldwide from a production run that spanned 1982 to 2002. HAL built and sold 80 of those under license. The NG is a revised design with a new fiveblade composite propellers, glasspanel avionics and more comfortable seats. The aircraft can be configured to seat up to 19 passengers. Ruag has orders for the aircraft from customers in Australia, Mexico and Japan. On August 18, EASA granted Ruag extended type certificate approval for the aircraft. One month later, Ruag handed over the first NG to New Central Airservice of Japan, intended to connect Tokyo to offshore islands, with entry into service set for October 10. Ruag also announced that it is building a special-mission variant of the aircraft for the German Navy, which will use it for pollution detection in the North and Baltic seas. The 228NG “Special Mission” will be equipped with sidelooking airborne radar, color line and IR/UV line scanners and an electro-optical sensor. Another design with German roots, the Dornier Seastar CD-2, is one step closer to entering production now that the company has finalized a production site. The Dornier Seaplane Company will be setting up shop in St. Jean-sur-Richelieu, Quebec, chosen for its proximity to Lake Champlain and a government incentive package. Construction on the plant should be completed late next year for customer deliveries to start in 2012. The company currently holds letters of intent for more than 25 copies of the $6

Extra EA500

MATT THURBER

aircraft to possibly be fashioned from composites, have fly-bywire controls and be powered by next-generation engines. Private Indian companies are also getting in the game. Late last year the Mahindra Group, a $7 billion-a-year industrial and IT conglomerate based in Mumbai, bought a controlling stake in Australia’s Gippsland Aerospace with an eye to kickstarting the single-engine GA10 Airvan, and later fielding an improved version of the venerable twin-engine Nomad to be badged the GA18. The aircraft are expected to sell for $1.3 million and $3.3 million, respectively. Gippsland Aeronautics acquired the type certificate for the twin-engine Nomad in 2008. The GA10 is expected to be a stretched, eight- to 10-passenger version of the piston-engine

Dornier Do-228

million twin-engine, push-pull amphibian. The 180-knot, all-composite amphibian was designed in the 1980s and was FAA certified under Part 23 in the early 1990s at a cost of almost $150 million, underwritten by the Dornier family. The Dorniers formed the Dornier Seaplane Co. and in stalled U.S. business jet industry veteran Joe Walker to run it. Walker sees a potential market for as many as 300 to 500 aircraft over the next decade. He said the flying boat’s cabin is 50 percent larger than that of a Cessna Caravan 675. Power for the 10,000-pound Seastar comes from a pair of 650-shp P&WC PT6A-135s. Interiors for the unpressurized cabin range from an opulent sixseat executive layout to a 12-seat high-density configuration. Like the 228NG and the Seastar, the Extra EA500 is already certified. The brainchild of

The German Phoenix Three moribund German designs, two from Dornier and one from Extra, are poised for renewed production. The twin Honeywell TPE 331-10-powered Dornier Do228-212-NG is once again in

Dornier Seastar CD2

MATT THURBER

and Industrial Research. Meanwhile, the Indian Air Force reaffirmed its order for 15 of the $9 million aircraft. That was before India’s Directorate General of Civil Aviation (DGCA) issued its scathing crash investigation report earlier this year. The DGCA blasted both NAL and the Indian Air Force’s Aircraft System and Testing Establishment, which flew the flight tests, for conducting a shoddy program with lax controls, poor procedures and an overall lack of accountability. It faulted NAL for subcontracting and inadequately monitoring almost all of the Saras’s development and flight-test anal ysis to a company called Aircraft Design and Engineering Services in Bangalore and for using unapproved propellers on the crash aircraft.

German aerobatics aircraft guru Walter Extra, the 500 was poised to be a Piper Meridian killer, but the strain of developing the aircraft threw the company into insolvency in 2003 and the program languished. Now the company’s new owner, Ken Keith, has begun selling the $1.65 million, Rolls-Royce 250-B17F/2-powered, single-engine turboprop. Plans announced this summer called for the aircraft structural components to continue to be produced at the Extra factory in Dinslaken, Germany, but with final assembly to take place at a new facility to be built in Montrose, Colo. In late September, those plans apparently hit a snag over how much of a proposed $2.6 million government incentive package can actually be provided. Errol Bader, Extra vice president of business development, told AIN that the Montrose snag would not delay the company’s plan to deliver its first U.S. customer aircraft by year-end. “That airplane will be completed in Germany now,” he said. Bader said the Montrose impasse had delayed Extra’s production plans, that other communities are interested in hosting the plant and that “at some point, you have to move on.” The company has firm orders for five copies of the six-seat, 226knot (at 25,000 feet) aircraft from U.S. buyers, according to Bader. As with the Gippsland aircraft, Bader said he expects Rolls-Royce to offer an RR500 upgrade for Continued on next page u

www.ainonline.com • October 20, 2010 • NBAA Convention Newsaa89

New Turboprops

EV-55 Outback

uContinued from preceding page

the Extra 500 when it becomes available. He said he expects the aircraft’s 19-gph fuel economy to win it additional orders.

Waiting for the Dough The global recession has placed developers of “clean-sheet” designs at a financial disadvantage when it comes to raising capital and completing certification. Comp Air never saw the anticipated $150 million re quired to develop and certify the CA-12 single-engine turboprop and finance a proposed new facility in Melbourne, Fla. The company had hoped to have the $2.95 million single certified by 2012, but a spokesman told AIN that a single flying nonconforming prototype had been retired and that, for now, the project is shelved. That aircraft first flew in 2007, but plans called for significant changes to the production aircraft including a 42-inch fuselage stretch. He said the company has returned to its core competency of kit building and is also developing a smaller, faster version of the CA-12 for that market called the CA-11, and recently sold several of its highwing CA-9 kits into Brazil. There are several other ap parent casualties of this financial entropy. For the last seven years, Evektor has been working on its new-design twin, the EV-55 Outback, and late Comp Air CA 12

last year conducted successful ground power tests of the highwing turboprop. The company said the aircraft would make its first flight sometime later this year. The Czech Republic company best known for its singleengine light sport aircraft unveiled hopes to position the new turboprop to compete against the Cessna 208, but without a significant financial infusion, this appears unlikely. A variety of proposed am phibians also linger in this finan cial limbo. Two remakes of classic Grumman designs–the Goose and the Albatross–are in various stages of development and also await additional funding, as does the Russian Beriev Be112. The once much-discussed Freight Feeder FF5000 cargo container twin turboprop appears moribund. Privateer Industries is currently constructing a prototype of an all-composite, single- engine amphibian powered by a single GE M601 with a shrouded propeller and aiming for a first flight next year. The company says the aircraft will cruise at 215 knots and have a range of 1,000 nm with its seven seats full. Company principal Frank Leventhal said the company has enough money to fund the aircraft through its first flight but then will have to raise $200 million to get it certified and start production. Leventhal said the

company is angling to partner with an established OEM. Failing that, he said Privateer would “fund it on our own.”

Projects Under Wraps Ambiguity and secrecy cloak some other long-discussed projects. The fate of the long-anticipated follow-on aircraft to the TBM850, code named NTx, is unknown following DaherSocata’s announcement that it is studying plans to resurrect the former Grob SPn twinjet program with the current owner of those assets, Allied Aviation Technologies. Grob filed for bankruptcy last year after building three prototypes. While Pilatus Aircraft president Thomas Bosshard acknowledged that the company is studying options for a follow-on to its PC-12 turboprop single, he refused to address speculation that one of those options involves unducted fan propulsion. “We are looking at several things,” he said, adding that any announcement this year would be “premature.” Likewise, a spokeswoman for Piper declined to comment specifically on reports that the company is contemplating a revised Meridian turboprop, possibly with winglets, insisting instead that the company is focusing all

of its attention on the development of the single-engine PiperJet. She said any change to the Meridian would be a “longrange” project. Finally, a spokeswoman for Hawker Beechcraft declined to give traction to reports that the company is developing a new turboprop single based on the fuselage of the B200 King Air, but she did not quash it either. “I do not have any information

or announcements on a singleengine project.” At NBAA this year Hawker Beechcraft announced a new variant to its popular twin B200 King Air series, the $5.799 million B250. Deliveries are scheduled to start in early 2011 for this revised model, which features composite winglets, composite propellers, and an improved ram-air recovery system. The company said the changes will produce significantly better short-field and high-hot performance that will exceed that of the Cessna Grand Caravan or the Pilatus PC-12, enabling the B250 to operate out of 2,000foot runways and maintain 300knot cruise speed. For now, most established OEMs appear to be keeping their powder dry with regard to new turboprop projects as the air of general economic nervousness has not abated. “Turboprops are doing remarkably well,” said Pilatus’s Bosshard, “but I would be cautious on 2011.” 

cheyenne mod earns EASA ticket After 11 years in the aircraft modification business, Blackhawk Modifications (Booth No. 8227) has announced the European certification of its latest project, the XP engine upgrade for the Piper Cheyenne. The EASA certification covers the Cheyenne I, II and IIXL models of the twin-engine turboprop, which replaces the aircraft’s original engines with factory new 750-shp Pratt & Whitney Canada PT6A-135As. Blackhawk’s approach has been to replace lower-power P&WC engines with higher powered mills that use the original engine’s footprint, thus delivering a simplified bolt-on upgrade. The performance increase with the XP mod comes from the new engines being flatrated to the Cheyenne’s airframe horsepower limit, which provides an increase in available torque in the climb and cruise phases. The net result is an advertised maximum cruise speed in the 280-knot range for all Cheyenne models, plus reduced time to climb and extended range. The XP upgrade offers the operator the option of higher cruising speed or reduced fuel consumption at lower cruise speeds with reduced operating and maintenance costs. Resale value is also enhanced with the more powerful engines; valuation guides such as Vref and Aircraft Bluebook show upgraded legacy aircraft remain competitive in today’s market. Blackhawk, which is headquartered in Waco, Tex., offers similar engine upgrades to other popular turboprops such as Beechcraft’s King Air 90 and 200, Cessna’s Conquest I and the single-engine Caravan. n

Privateer Industries

90aaNBAA Convention News • October 20, 2010 • www.ainonline.com

MATT THURBER

Comp Air CA-9

Piper Cheyenne

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2010

Product Support Survey by Stephen Pope

Garmin ranks number one ahead of tightly packed group of top finishers

as Vegas oddsmakers don’t keep track of such things, but if they did Garmin would have been a safe bet to retake the overall number-one ranking in AIN’s 2010 avionics product support survey. After ceding the top spot last year to upstart cabin entertainment equipment maker Flight Display Systems, which dropped to second place overall this time around, Garmin is once again back in first place. But in an effort aimed at showing how the individual suppliers performed with respect to their closest competitors, we decided to split this year’s survey into two groups: cockpit avionics and cabin electronics. The change put Flight Display Systems in the top spot among cabin equipment suppliers ahead of Rockwell Collins and Honeywell, which finished in second and third places in this group. The switch also created dual rankings for Honeywell and Collins, which are major suppliers of both cockpit and cabin products. Nonetheless, manufacturers generally finished in the same order as they did last year, indicating consistency across the industry as the majority of companies included in the AIN survey garnered overall average scores above 7 on a scale from 1 to 10, where a 1 is considered inadequate and a 10 excellent. Companies not appearing in this year’s survey did not receive the minimum number of reader responses required for inclusion in the results. Taking a look at the cockpit avionics rankings, Garmin faced tough competition from a group of high scorers bunched near the top of the rankings that included Universal Avionics in second place, Rockwell Collins in third place and followed closely by Sandel Avionics, L-3 Avionics Systems and Honeywell, all of which finished within a half point of the lead. Each company in the cockpit avionics category except for the bottom two improved on its scores from last year, with Sandel and Universal Avionics showing the greatest overall improvements. In the cabin electronics category, Flight Display Systems suffered a slight decline, dropping from an overall average score of 8.08 last year to 7.95 this year– but that was still good enough to put the

Alpharetta, Ga. company ahead of all other participants in spite of strong showings by Rockwell Collins, which scored 7.60 overall; Honeywell, which posted an overall average score of 7.55; and Aircell, with an overall score of 7.54. Based on the high marks avionics and cabin equipment makers continue to receive from corporate flight departments, charter operators and other users of turbine-powered business aircraft, the industry appears to be doing an exemplary job of supporting customers–and, perhaps more important, equipment makers also seem to be getting better each year. Manufacturers fared particularly well in the AOG (aircrafton-ground) response category, though an industry-wide blemish continues to be the perceived high cost of replacement parts. Here’s a look at how the top scorers fared in this year’s survey. Garmin

With the notable exception of last year’s second-place finish, Garmin has dominated the AIN product support survey rankings every year since they began, with respondents praising the Olathe, Kan. company’s cockpit gear as being among the most durable and user friendly in the industry. That acclaim has extended to Garmin’s G1000 avionics system, now flying in a variety of business airplanes from King Air turboprops to Cessna’s Citation Mustang and Embraer’s Phenom jets. We asked this year’s top finishers for insights into what they have done to improve customer support in the last year. The majority of companies said they have used the AIN survey as a barometer of the job they’ve been doing as well as a guide to help them improve. Matt Harrah, the company’s d irector of avionics product support, noted, “We take the results of the AIN survey to heart and the leadership of our product support team uses this feedback to find continuous improvements in how we take care of our customers on a d ay-to-day basis.” Specifically, Harrah mentioned improvements in how Garmin technical representatives troubleshoot problems and a continuing adherence to good customer-service basics as the foundation for everything the product support

92aaNBAA Convention News • October 20, 2010• www.ainonline.com

group at Garmin does. It also helps that Garmin sells products that rarely seem to need repairs. Each year we receive comments from readers about Garmin’s “bulletproof” avionics, and this year was no different as the overwhelming majority of written comments for Garmin were effusively positive. Flight Display Systems

Flight Display Systems was the surprise top scorer in last year’s survey, but considering that this was actually the third year in a row that the company has ranked highest among cabin electronics equipment suppliers, that win was no fluke. The secret to the company’s success, according to Nick Gray, the son of company founder David Gray, has centered around listening to what customers have communicated is important to them. More specifically, Flight Display Sys tems provides live tech support with no automated phone systems to wade through. In addition, the company focuses on quick-turn (24-hour turnaround time) repairs and upgrades and makes sure it stocks all standard products so they can be shipped to installation centers right away. “Additionally, over the past year, we have continued to explore new technology and focused on what will serve our customers tomorrow and going forward,” he added. “We are constantly reviewing emerging and developing inflight entertainment technology.” Universal Avionics

Universal Avionics climbed to second place among avionics makers this year as the Tucson, Ariz. company’s scores continued to rise for the third straight year. Two years ago, Universal implemented an organization-wide customer relationship management system

and consolidated its repair facilities with the product support department. Universal’s overall a verage score of 7.92 in this year’s survey suggests that the changes appear to be having the desired effect. Universal’s customers also continue to praise the company’s technical support reps in the written comments section of the survey. “I love calling Universal Avionics,” wrote a Citation Bravo captain. “A human answers the phone and quickly and accurately provides you with the answers to your questions. Their customer service is absolutely amazing!” Universal Avionics received particularly high marks in the categories for warranty fulfillment, parts availability and, especially, overall product reliability, where it recorded a score of 8.40. One King Air pilot said the Universal FMS in his airplanes has been “the one avionics instrument” that has been totally reliable. Other pilots, however, suggested that Universal pay closer attention to the user friendliness of its UNS line of flight management systems. “Reliability is fine, understanding what the FMS may do next is always a question,” wrote a Citation Excel chief pilot. Rockwell Collins

Rockwell Collins finished in third place in both the cockpit avionics and cabin electronics categories this year after finishing in the fourth spot overall last year. The Cedar Rapids, Iowa company received its highest scores under the warranty fulfillment and overall reliability categories, both of which are perennially strong areas for Rockwell Collins. “Collins products are extremely reliable,” wrote a Falcon 2000 chief pilot. “Good product support. Good AOG response. Warranty is always fulfilled. Tech reps very helpful.”

Flight Display Systems’ HD monitors

Collins said it has enhanced its worldwide field support presence through creation of an International and Service Solutions organization to increase focus on technical and logistical support. It has also reshaped its product and system support teams and improved its customer issue tracking and in-service product performance tools to cut replacement part turnaround times. Rockwell Collins noted it has also spent time and money to enhance its worldwide network of avionics spares operations to minimize AOG time. “They always seem to have what you need or can get it soon,” said a Hawker 800XP chief pilot. Interestingly, Rockwell Collins notched a slight improvement in the category for cost of parts, which is typically the lowest graded across the industry. While written comments often blasted avionics makers for the “outrageous” cost of replacement components, many wrote that while Collins prices are high, they also seem fair. Honeywell

After landing in seventh place overall last year, Honeywell moved into sixth place in the avionics column and fourth place on the cabin electronics side. The company did especially well in the warranty fulfillment category, posting a score of 8.01 for cabin products and 7.88 for avionics components, both of which were higher than last year’s score in the category. A few years ago Honeywell centralized its customer call center to a single 24/7 team and a single phone number. Improved customer management tools Survey methodology and all the reader comments about product support are available at www.ainonline.com/ resource-center/

2010 ratings

have reduced customer call handling times to minutes. As part of this effort, Honeywell now accepts verbal purchase orders and follows up with customers within 24 hours to ensure that AOGs have been resolved. Honeywell has also created an online aerospace portal at www.myaerospace .com, where customers have access to pricing and parts availability, online order placement, order tracking, real-time access to technical publications and auto generation of e-mail order status. Later this year, new features will include creditcard processing, invoice access and issuance of return authorization numbers online. Honeywell has also simplified the registration process and added customizable menus so customers can quickly access information they need most often. A continuing bright spot on the support side is Honeywell’s Spex parts exchange program, which in the last year handled 25,000 transactions, with 97 percent of all replacements shipping within 24 hours, the company claimed. Honeywell is also storing more parts in Europe, the Middle East, Asia and India, with delivery of more than 90 percent of stocked parts or exchanges coming from within these regions. Because of the recent growth in emerging business aircraft growth regions, Honeywell has also added authorized service centers in Latin America, the Middle East, China and India. L-3 Avionics

L-3 Communications Avionics Systems showed one of the biggest improvements in this year’s survey, climbing from seventh place among avionics makers last year to fifth place this time. The company received high marks for overall reliability and warranty fulfillment. Asked what the company has done

ifferently in the past year to improve d product support, a spokeswoman responded, “We are continually striving to improve our communication with customers as well as the way product issues are reported internally. If we have an unhappy customer, our goal is to earn their satisfaction by following up and following through.” This approach appears to be working considering the overwhelming majority of written responses from readers were positive. The L-3 Avionics spokeswoman also noted that the company has sharpened its focus on reliability, “and through this process, we found that some products returned for repair had been previously repaired by unauthorized third-party repair centers.” L-3 advises customers to send products to authorized shops for repairs.

With the huge growth in customer base, the focus for the company over the years has been ensuring its support capability keeps pace. To meet that expectation, Aircell has implemented a new performance-measurement system that uses nearly a dozen metrics to track its customer interactions. Aircell has also expanded its customer support staff by a quarter, increased use of online survey tools to gather ongoing customer feedback and created an extended warranty program for all Aircell products. Others

The rest of the field in this year’s survey generally consisted of smaller players that more frequently deal with dealers and installers rather than end users. That could help explain why these companies–with the exception of Sandel Avionics, a perennial strong performer in the survey–received lower scores than the top half of the class. On the cockpit avionics side of the bulkhead divider, bottom finishers were Honeywell Bendix/King, Shadin and Avidyne. The survey’s two lowest-place finishers on the cockpit avionics side, Shadin and Avidyne, were the only two to record lower scores this year than last. It was a similar story for makers of cabin electronics equipment, as the lowest-place finishers generally were the only companies to end up with lower scores than the year before. Rounding out the bottom of the cabin electronics survey group were Rosen, MagnaStar and Audio International. o

Aircell

Aircell has been one of the most talked-about companies in aviation in the last 12 months, and for good reason. The company has sold nearly 10,000 of its high-speed Internet systems, which provide broadband Wi-Fi connections in flight anywhere over the continental U.S. The majority of installations have been aboard airliners, but the introduction of Aircell’s ATG-4000 and ATG5000 to the business aviation market means sales on this side of the company’s ledger are growing quickly. Perhaps owing to the fact that buyers like what Aircell is selling, the company moved up in the rankings from 10th place overall last year to fourth in the cabin electronics category. In fact, Aircell showed improvements in every category. It scored an 8.32 in overall reliability, the second highest among cabin equipment makers and fourth highest in this category overall.

This year’s survey was devised by AIN’s editors and designed and administered by Newtown, Conn.-based Forecast International in full collaboration with AIN.

Companies are listed in the order of their 2010 overall averages. Overall Average 2010

Overall Average 2009

Ratings Change from Percentage ’09 to ’10 Change

Parts Availability Cost of Parts

AOG Response

Warranty Fulfillment

Technical Manuals

Technical Reps

Overall Product Reliability

Cockpit Avionics Manufacturers Garmin

8.07

8.00

0.07

0.85%

8.22

7.24

7.91

8.20

8.00

7.97

8.77

Universal Avionics

7.92

7.62

0.30

4.00%

8.19

6.67

8.00

8.06

7.86

8.26

8.40

Rockwell Collins

7.78

*7.60

0.18

2.31%

7.99

6.70

7.92

8.11

7.54

7.84

8.23

Sandel Avionics

7.71

7.37

0.34

4.59%

7.79

7.29

8.08

7.54

7.92

7.38

L-3 Avionics Systems

7.58

7.25

0.33

4.50%

7.60

6.76

7.67

7.70

7.43

7.24

8.38

Honeywell

7.47

**7.43

0.04

0.53%

7.75

6.24

7.44

7.88

7.39

7.58

7.94

Honeywell Bendix/King

7.33

7.22

0.11

1.50%

7.50

6.27

7.27

7.64

7.45

7.37

7.85

Shadin

6.94

7.48

-0.54

-7.21%

7.19

6.19

6.93

7.17

7.07

7.17

7.00

Avidyne

6.51

6.93

-0.42

-6.12%

6.27

6.15

5.82

6.70

6.61

6.85

7.10

Flight Display Systems

7.95

8.08

-0.13

-1.66%

8.13

7.15

8.17

8.16

7.57

7.82

8.38

Rockwell Collins

7.60

*7.60

-0.00

-0.06%

7.83

6.72

7.68

8.05

7.29

7.69

7.82

Honeywell

7.55

**7.43

0.12

1.66%

7.82

6.45

7.61

8.01

7.46

7.47

7.96

Aircell

7.54

7.31

0.23

3.09%

7.72

6.80

7.33

7.74

7.15

7.38

8.32

Rosen

7.17

7.50

-0.33

-4.46%

7.33

6.58

7.09

7.48

6.93

6.59

7.85

MagnaStar (supported by Teledyne Controls)

6.84

6.30

0.54

8.60%

7.03

6.08

6.67

7.27

6.71

6.45

7.49

Audio International

4.93

N/A

4.13

4.60

3.86

6.67

5.22

5.63

Compiled by Jane Campbell with data provided by Forecast International of Newtown, Conn. Bold indicates highest number in each category. This is the first year AIN has separated the ratings for cockpit avionics and cabin electronics. * Last year Rockwell Collins’s combined score was 7.60. ** Last year Honeywell’s combined score was 7.43.

Source: AIN 2010 Product Support Survey

Cabin Electronics Manufacturers

Rating Scale: Inadequate

Poor

Average

Good

Excellent

www.ainonline.com • October 20, 2010• NBAA Convention Newsaa93

Today’s Program | 10.20.10 All events held at Georgia World Congress Center. 8:30 a.m.-10:00 a.m NBAA Corporate Aviation Management Committee (CAMC) Meeting

Room B302

Hawker 400XP/Beechjet M&O

1:00 p.m.-2:00 p.m Business Aviation’s Commitment to Climate Change | Room B312

8:00 a.m.-noon

Understanding and Working Effectively with Internal Customers | Room B309

8:00 a.m.-11:00 a.m. Room B407

Gulfstream M&O (all models)

Room B406

8:30 a.m.-noon NextGen Weather Public Meeting

Room B305

9:00 a.m.-10:00 a.m

Today at

NBAA Scholarship Announcement Press Conference | Room B207

NBAA 2010 The NBAA 63rd Annual Meeting & Convention offers an expansive schedule of education sessions, maintenance & operations sessions and special events in addition to a multitude of exhibits at the Georgia World Congress Center. In addition, dozens of business aircraft are dotting the static display at DeKalb-Peachtree Airport. Parking at the convention center, including that for handicapped-accessible, is available in seven locations on a first-come, first-served basis. The fee is $10 per entry for cars and $15 per entry for oversized vehicles (for example,

9:00 a.m.-11:00 a.m

NBAA Tax Committee Meeting | Room B303

9:00 a.m.-5:00 p.m

buses). Parking permits can be purchased online at www.gwcc.com; follow the prompts at the bottom of the page for “Parking.” Shuttle buses are operating between the convention center and the static display. Check the posted signage at both locations for times, or the NBAA Pocket Agenda. For those who prefer to drive, detailed instructions for the route are online at NBAA.org. There is limited parking at DeKalb-Peachtree Airport, but there is abundant parking at the Fiesta Mall parking lot–look for signs.

Exhibit Hours

Georgia World Congress Center

DeKalb-Peachtree Airport

Wednesday

8:00 a.m.-5:00 p.m.

Wednesday

8:00 a.m.-5:00 p.m.

Thursday

8:00 a.m.-4:00 p.m.

Thursday

8:00 a.m.-3:00 p.m.

NBAA Convention News Room B203 • 404-223-5317 E-mail: mthurber@AINonline.com

Wednesday Thursday

9:00 a.m.-5:00 p.m. 9:00 a.m.-4:00 p.m.

Watch AINtv at www.aintv.com.

Environmental Update: Business Aviation’s Perspective of the Next 10 Years Room B312

10:00 a.m.-11:00 a.m

NBAA Annual Meeting of Members Room B103

Dassault Falcon General Session

2:00 p.m.-3:30 p.m.

Room B405

NBAA Coffee Social for New Members

10:00 a.m.-11:30 a.m FAA NextGen Near-Term Impacts on Business Aviation | Room B308

10:00 a.m.-noon Communicating the Business Aviation Function | Room B311

10:30 a.m.-noon

Thursday

9:00 a.m.-3:00 p.m.

Getting Reimbursed for Flights: What Do the FARs Say? | Room B313 Professional Development Program (PDP) Update for Providers and Business Aviation Professionals | Room B306 Customs & Border Protection Update Room B310

10:45 a.m.-11:30 p.m.

NBAA General Session | Hall B1, Exhibit Floor

11:00 a.m.-12:30 p.m.

Dassault Falcon 2000 Series M&O Room B405

2:30 p.m.-3:30 p.m. The Future of Business Jet Travel Room B310

3:00 p.m.-4:00 p.m. Aircraft Tire Pressure: A REAL Safety Concern | Room B309

3:00 p.m.-5:00 p.m. Hawker 4000 Series M&O Room B407 Cabin Safety and Crew Coordination for Flight Attendant/Flight Technicians: Airframe Icing Contamination | Room B305

3:30 p.m.-5:00 p.m. Dassault Falcon 7X M&O | Room B405 Moving Up to a Turbine Aircraft Room B313 Six Critical Steps to a Seamless Aircraft Transaction | Room B311

4:00 p.m.-5:00 p.m. Security Session | Room B306

Dassault Falcon 10/20/50 Series M&O Room B405

Social Media for Business Aviation Room B312

Dassault Falcon Pilot Session | Room 404

AvGas–Unleaded Future for Aviation Room B310

noon - 3:00 p.m. NBAA Flight Attendants Committee Meeting | Room B302

6:00 p.m.-11:00 p.m.

Hawker 125 Series M&O | Room B407

94aaNBAA Convention News • October 20, 2010 • www.ainonline.com

Joint CDM & NextGen Weather Public Meeting | Room B308

Daher Socata M&O | Room B408

9:00 a.m.-5:00 p.m.

+1 (321) 439-8581• Room B203 e-mail: CAlcockAIN@aol.com

1:00 p.m.-5:00 p.m Worthington Aviation Westwind M&O Room B403

2:00 p.m.-3:00 p.m.

NBAA Safety Committee Town Hall Meeting: Safety Culture–It’s Not Just an Accident | Room B309

Wednesday

We’re posting a morning newscast, followed by a later newscast around lunchtime and additional separate interviews and features throughout.

1:00 p.m.-3:00 p.m Pratt & Whitney Canada PT6A Fixed-Wing Aircraft M&O | Room B408

9:30 a.m.-11:30 a.m

Static Display Hours

three days of the 2010 NBAA show on Tuesday, Wednesday and Thursday (October 19, 20 and 21). The award-winning AINtv team is posting Webcasts of the top news of each day, including the latest product unveilings and announcements. Plus you’ll find the latest and greatest aircraft and technology from the exhibits.

Room B311

1:30 p.m.-3:00 p.m NBAA Insurance Panel | Room B313

Eclipse Aerospace M&O | Room B403

Log on to AINtv.com for exclusive video coverage of all

NBAA Update on Aircraft Financing

Bombardier Regional M&O Breakout Sessions | Rooms C105-C110

Booth No. 7303

NBAA Registration

12:30 p.m.-2:00 p.m. Dassault Falcon 900 Series M&O Room B405

NBAA/CAN Charity Benefit with Live and Silent Auctions featuring Chicago Murphy Ballroom, Georgia World Congress Center

Information correct at press time. Be sure to check hall signage and NBAA’s Web site-www.NBAA.org-for last-minute schedule changes.

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