MONDAY 5•14•2012 Vol. 44 No. 15
FSF Urges Safety Focus
HBC Remains Optimistic
HUD Applications Grow
Universal Is Fans-Ready
The Flight Safety Foundation is calling on business aviation to up its game and to be proactive in tackling top threats to safety. Page 10
Hawker Beechcraft is bullish about its prospects and expects to emerge form Chapter 11 bankruptcy protection this year. Page 18
Rockwell Collins opens new possibilities for operators with synthetic vision and HUDs for smaller aircraft types. Page 68
Universal Avionics is now delivering equipment that will allow aircraft to operate in the ‘Future Air Navigation System.’ Page 74
AINonline.com Videos Watch our interview with new EBAA chief executive Fabio Gamba Top stories from EBACE 2012 in our exclusive AINtv coverage
‘Stop kicking a €20B industry,’ bizav tells EU
All dressed up and almost ready to go; Gulfstream’s G280 arrived here at EBACE sniffing for European sales. Its still-green stablemate, the widebody G650 (inset), is also on track for certification by year-end.
by Liz Moscrop
Gulfstream jet duo jump Pond to make international debuts by Bill Carey Gulfstream’s G650, the U.S. manufacturer’s largest, fastest flying jet, made its first transoceanic crossing to appear here at the EBACE show, having touched down at Geneva Airport on Saturday evening. Both the G650 and the super mid-size G280, which landed Saturday morning, are making their European debuts. They flew in from Washington, D.C.’s Dulles International. Gulfstream intends to apply for city-pair speed records from the U.S. National Aeronautic Association for the flights. The two new aircraft types, flying under experimental certificates, are on parallel paths to certification from the
U.S. Federal Aviation Administration and European Aviation Safety Agency. Certification of each is planned this year. “Clearly, it’s important to demonstrate the performance in the real world of the aircraft,” said Jeff Miller, Gulfstream vice president of communications. “EBACE being such an important venue gave us an opportunity to do that.” The G650 completed the flight to Geneva in six hours and 55 minutes, landing just before sunset. The green, unpainted aircraft, flew at an altitude of 43,000 feet at speeds of Mach 0.90 to Mach 0.92, covering a ground track of 3,780 nm. Sharing piloting duties were
Scott Buethe, Gulfstream senior experimental test pilot, and senior production test pilots Ahmed Ragheb and Rick Gowthrop. They were accompanied by a fourth crew member, flight-test engineer David Chalk. The flight afforded Gulfstream pilots an opportunity to test future navigation capabilities for controller-pilot data link communications and automatic dependent surveillance-contract, both of which worked well, according to Buethe. “This is an important milestone,” he said. Buethe, who was exclusively interviewed by AIN at the Jet Aviation FBO
Continued on page 77 u
European policy makers will this morning be told to stop kicking business aviation while it’s down at the opening general session of the 2012 EBACE show. New rules on airport slots, the emissions trading scheme (ETS) and new taxes imposed by Europe’s cash-strapped governments are all conspiring to keep the industry’s prospects flat, according to business aviation leaders gathering here in Geneva yesterday. Several senior European officials have been summoned to this morning’s EBACE opening general session to be reminded that business aviation contributes an annual €20 billion ($25.8 billion) to a European economy which is currently on its knees. This scenario has inspired the EBACE show theme this year, “Business Aviation: Flying the Return to Growth.” The conference panel will comprise Matthew Baldwin, director of air transport at the EC’s Directorate General for Mobility and Transport; MEP MarianJean Marinescu, who sits on the European Parliament’s influential Transport and Tourism Committee; and Salvatore Sciacchitano, executive secretary of the European Civil Aviation Conference, who is also a member of coordination committee of the Eurocontrol Provisional Council. Despite the fact that business aviation generates €5.7 billion ($7.3 billion) in salaries and wages in Europe, punitive new European Union legislation will
Log onto AINonline.com for the latest coverage from the 2012 EBACE Convention.
Continued on page 77 u
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FOUNDED IN 1972
It is “challenging” selling BBJs in the present economic environment, Boeing Business Jets president Steve Taylor told reporters here in Geneva yesterday. Though the order book for this year is still open and looking for ink, Taylor was optimistic that negotiations begun at the 2012 ABACE show in Shanghai, China, in March would produce real orders before the year is out, if not at EBACE. Taylor provided detailed information about the 14 BBJs and VIP Jets that Boeing expects to enter service in 2012
(three of which are already in service for their owners as of May 13) and the 12 aircraft that are expected to be delivered for completion. “We have four aircraft coming out of completion centers by the end of May,” said Taylor in his market overview. “Among those are a BBJ for Deerjet, which is in completion at Associated Air Center in Dallas, Texas, and a BBJ for Beijing Airlines that is being completed by Lufthansa Technik.” As far as customer airplanes being delivered for completion, Taylor noted
that eight are VIP 747-8 Jets and four are BBJs. “We’ve actually delivered two 747-8 aircraft this year already, with a third delivery scheduled by the end of May,” he said. On that theme Taylor readily admitted that the bulk of BBJ and VIP jet market growth (17 percent of the actual market) is in the Asia Pacific region. The company has two BBJs on static display at EBACE 2012, one from a Czech owner with just 57 hours total time on the airframe (which he says is for sale) and one that flew straight from the ABACE show in Shanghai nonstop, showing off the aircraft’s ability to fly 13 hour legs when required. “We estimate that the BBJ can out-fly the ACJ in range by about 700 nautical miles, when taking into consideration mtow and fuel burn,” he said, while comparing the two aircraft. o
EBAA’s 2012 Safety Award Goes to TAG
While some elements of the shape of an aircraft tail are based on aerodynamics, much of the design criteria falls to aesthetics. Through history, aircraft types can often be identified largely based on the shapes of their tails.
TAG Aviation (Stand 7020) was awarded the European Business Aviation Association’s prestigious Platinum Safety of Flight Award for 2012 yesterday. The award recognizes a European operator that surpasses 100,000 flight hours without incident or accident. The Geneva-based company was recently ranked inside the top five of all UK AOC holders during a European Aviation Safety Agency audit that was conducted by the UK Civil Aviation Authority. In late March 2012 TAG Aviation successfully completed a Wyvern on-site audit to attain the elite “Wingman” status, a step above typical industry standards for air charter safety and a globally recognized seal of excellence. One result of attaining Wingman status is that TAG Aviation has access to Wyvern’s pilot and aircraft safety survey (PASS) report. The report provides real-time data feeds to pilot information including insurance, medical and flighttime hours and shows that each flight dispatched has been vetted based on its safety components, and meets the Wyvern Standard. –A.L.
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Boeing sees BBJ sales uptick as VIP 747-8 deliveries begin
Boeing Business Jets president Steve Taylor, himself a qualified BBJ pilot, updated the status of the program in a pre-show briefing. The bulk of market growth is in the Asia Pacific region; in fact, one of the two BBJs on display here in Geneva flew nonstop from the recent ABACE show in Shanghai.
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European bizav community weathers tough times
EBACE Agenda Covers Hot Issues The conference agenda at this year’s EBACE show will squarely address all the top issues raised by EBAA chief executive Fabio Gamba. Here’s a summary of some of the main sessions: Monday, May 14
by Charles Alcock For the most part, Europe’s busier in its lobbying efforts, business aviation community has with Gamba identifying the had a rough time since it gath- main battleground issues as folered here in Geneva 12 months lows: changes to rules governing ago for its annual EBACE. airports slots; new taxes on busiWhile 2011 as a whole saw mod- ness aircraft users; illegal charest bizav traffic growth of 1.9 ter operations; and the emissions percent, the second half of last trading scheme (ETS). Revised proposals year saw the number for airport slot allocaof movements decline tion rules are expected compared with the to be put to a vote by same period in 2010. the European ParliaThe negative growth ment’s transportation continued in January committee in Septemand February, before ber, with EBAA hopeMarch brought what ful that it may get Fabio Gamba, chief word in June–officially executive of the Euroor unofficially–about pean Business Aviation what amendments to Association (EBAA), an earlier draft are called “light at the end Fabio Gamba being proposed. Legof the tunnel” in the islation drafted last year would form of stabilizing traffic levels. Speaking to AIN last month, have posed a long-term threat Gamba acknowledged that this to bizav’s access to many big picture view conceals the important European airports fact that some industry play- by heavily slanting so-called ers–generally those at the upper “grandfather rights” in favor of end of the market–have enjoyed major airlines. some sustained recovery from Airport Slots Europe’s prolonged downturn. But he concluded that there is litGamba believes his associtle doubt that demand for busi- ation has had been able to conness aviation has been directly vince some European lawmakers hit by the climate of austerity that such as structure discriminow gripping several of the con- nates against business aviation’s tinent’s economies. “The num- interests because its operabers are not as good as we were tors could never hope to meet hoping and [the industry’s] feel- the “use them or lose them” ings have been mixed because the approach to slot management. last three months were worry- Broadly speaking, what EBAA ingly negative,” he commented. seeks is a situation in which its At the same time, the industry members can retain a collective has continued to face new gov- right to a portion of slots as a ernment-initiated threats to its group of unscheduled operators. viability. EBAA has never been “Although the [original] slot
9:00 a.m. to 10:00 a.m.
proposals wouldn’t have too much impact on current operations, the prospects for the future would be grim,” said Gamba. “This is probably our number-one [lobbying] item and we have been putting a lot of resources into dealing with it.” EBAA’s proposed amendments envision a situation that would allow bizav operators to get and retain slots. “The slot coordination system would have parallel tracks for scheduled and nonscheduled operators and the slots would be allocated on a purely first-come/ first-served,” Gamba explained. “We want to be granted a percentage of slots per hour based on our historic usage.” Meanwhile, EBAA is working on a new code of conduct spelling out ground-handling standards and expectations for FBOs. The inspiration for this is that new EC rules on handling will apply only at airports serving more than two million passengers per year, and the association wants greater clarity at the smaller airports used by many of its members. It will be proposing the guidelines to FBO members of EBAA in the coming weeks and is looking to introduce some form of audit to check that standards are being met. Illegal Charter
The Brussels-based association also is stepping up efforts to combat illegal charter activity, which it believes may constitute as much as 12 percent of all
6 EBACE Convention News • May 14, 2012 • www.ainonline.com
Continued on page 8 u
Opening General Session: Business Aviation: Flying the Return to Growth (Hall 1 Ballroom) Moderated by: Ed Bolen, president and CEO, NBAA; Fabio Gamba, CEO, EBAA Honored Guests: Matthew Baldwin, European Commission; Marian-Jean Marinescu, Member of the European Parliament; Salvatore Sciacchitano, European Civil Aviation Conference 2:30 p.m. to 3:45 p.m. Runway Capacity Planning and Non-Scheduled Operations– A Contradiction in Terms? (Hall 6, Meeting Room 1) Moderated by: Rohit Jaggi, Financial Times Guest Speakers: Matthew Baldwin, European Commission; Fabio Gamba, CEO, EBAA; Giommaria Uggias, member European Parliament Discussion on the latest European Commission proposals on slot acquisition and ground handling and how business aviation will fit in the new procedures. Tuesday, May 15 9:30 a.m. to 11:00 a.m. SESAR: What Does Business Aviation Stand To Gain? (Hall 6, Meeting Room 1) Moderated by: Pedro Vicente Azua, EBAA Guest Speakers: Carlo des Dorides, European GNSS Agency; Jacek Krawczyk, European Economic and Social Committee; Patrick Ky, SESAR Joint Undertaking; Mark Wilson, NetJets Europe Panelists will share their views on the progress of the Single European Sky and the likely benefits and challenges of the SESAR program for the European sector. 11:15 a.m. to 12:45 p.m. EU-ETS: Here to Stay Despite the Turbulence–Are You Ready? Will ICAO and CAEP Lead the Way Forward for Global Solutions? (Hall 6, Meeting Room 1) Moderated by: Guy Viselé, EBAA Guest Speakers: Martina Becher, TAG Aviation; Steve Brown, NBAA; Yolanda Villar Ruberte, European Commission; Andrew Watt, Eurocontrol This session will include a debate on the implementation of the European Union Emissions Trading Scheme (EU ETS) and ICAO’s ongoing work, and a discussion on the contributions of the European Commission, the U.S. Federal Aviation Administration and European users. 2:30 p.m. to 4:00 p.m. Curtailing Illegal Flights (Hall 6, Meeting Room 1) Moderated by: Aoife O’Sullivan, Gates & Partners Guest Speakers: Gary Garofalo, Garofalo, Goerlich, Hainbach P.C.; Maxime Coffin, DGAC; Willy Sigl, EASA; Oliver King, Avinode Why should we care about illegal flights? What is their impact? What are the solutions? The panelists will answer these questions and many more on this important issue.
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Tough times uContinued from page 6
flights in Europe. “We need to signal to those doing the illegal flights that the environment has changed [to one in which this activity is punished],” Gamba told AIN. EBAA wants governments to accept that illegal charter grossly distorts competition because providers flying without commercial air operator’s certificates (AOCs) can do so far more flexibly and with lower costs. One EBAA proposal is that the European Commission and/or the European Aviation Safety Agency could maintain a central record of illegal flights with a view to publishing a Black List of offending operators, as well as a complimentary White List of legal operators. At the same time, it is urging European officials to focus on raising awareness among charter customers as to the legal consequences of taking illegal flights, such as nullifying insurance coverage. EBAA has suggested that there might even be a case for passengers to face legal penalties for their part in booking illegal flights. Meanwhile, the industry group is preparing a new code of conduct for charter operators and will require its members to abide by it. It has also started to contact individual national authorities to demand more aggressive enforcement of existing laws. While governments in Europe seem to lack the will or initiative to crack down on illegal business aircraft use, they appear to have limitless appetite for finding new ways to tax legal operations. Last month, the Italian parliament revised the government’s controversial plans to tax business aircraft. On the one hand, it has extended to 45 days (consecutive, not cumulative over a year) the time a privately operated aircraft can stay in the country before being liable to punitive taxes that can total as much as $393,630 for aircraft weighing more than 10,000 kg (22,056 pounds). On the other hand, the Italian lawmakers–aware that the original law excluded commercial operators–then introduced a separate tax
on flights operated by AOC holders. Passengers will pay €100 each on legs of up to 1,500 miles and €200 for longer flights. In the UK, beginning in April 2013, business aircraft flights will be subject to air passenger duty at rates comparable to those already levied on first-class airline passengers for long-haul flights. Lobbying by EBAA did succeed in persuading UK authorities to allow some exemptions. Gamba pointed to countries, including Belgium, the Netherlands, Denmark, Sweden and Ireland, that have sought to impose new direct taxes on business aviation, but that have since abandoned the move as being counterproductive. But in a climate of European governments battling to balance their books, it seems highly likely that this issue will rear its head once more. Emissions Trading
ETS has now reached the global political agenda, with major states such as the U.S., Russia, China and India uniting in revolt over the European Union’s imposition of the cap-and-trade program on non-European airlines. But Gamba indicated that the business aviation lobby isn’t even contemplating the possibility that ETS might be scrapped to avoid a full-blown trade war. “The political situation is the Commission’s problem and we always told them that this could happen,” said Gamba. “We are trying to work with the Commission and with Eurocontrol to lessen the discriminatory effect of how ETS is implemented and we are hoping for some further revisions by 2014.” What EBAA seeks are ways to reduce the cost of complying with ETS, such as a centralized methodology for the process of monitoring, reporting and verifying carbon dioxide (CO2) emissions. This could ease the burden, but it does nothing to mollify the association’s core objection to ETS that by calculating emissions simply on a per-metric-ton/ per-kilometer basis, it inherently means that bizav operators, which fly far fewer
Bizav Hits Middle Age but Needs To Mature Business aviation in Europe has been around a while, but it still has some growing up to do, according to Fabio Gamba, new chief executive of EBAA (which turns 35 this year). Gamba, a former airline lobbyist who joined the association less than a year ago, simply means that the time has come for the industry to have a clearer public profile and be less fragmented in its actions. “[Business aviation] is probably the only sector of aviation where you feel maturity is not quite there yet,” Gamba commented. “The industry is not always listened to [by, for instance, regulators] and this is partly because it is under the radar screen and some companies prefer it this way. Business aviation needs to get its act together and not hide.” Gamba also believes that a more open and direct approach by the industry could improve its commercial performance. “There is no direct link between demand and the offer,” he added. “Why aren’t [business aircraft] flights shown on the CRS [airline computer reservation system]? We need to rethink the niche we’re in and be more visible to the man on the street and to the legislator. We could be [perceived] as more democratic through adopting new modes of business.” In Gamba’s view the fragmented nature of business aviation has made it too easy for new market entrants to join the industry in the belief that they could readily share in the wealth being generated in the “magic” period prior to the financial crisis. EBAA membership currently stands at just about 530 companies and it is attracting an average of 20 or 30 new members each year. “More people [in the industry] need to understand that [business aviation] is a defined sector and that this sector is at risk,” Gamba concluded. “They need to be members [of EBAA] and act as if they are part of a community rather than just b eing individual companies.” –C.A.
8 EBACE Convention News • May 14, 2012 • www.ainonline.com
EBAA is drafting a new code of conduct to set standards for ground handling of business aircraft to include smaller airports not covered by new European Union regulations.
passengers than airlines and with much lower numbers of flights, necessarily pay far more on a pro-rata basis. Also, business aviation stands to get no more than around 4 percent of its CO2 emissions covered by free carbon credits issued to those operators who took part in last year’s benchmarking exercise. By comparison, airlines are likely to have 85 percent of their emissions covered by free credits. Single European Sky
Finally, EBAA has expressed concern about what it sees a lack of progress in efforts to create the long-awaited Single European Sky structure for air traffic management. “Progress is simply not
happening [with SES implementation] and we are seeing unit costs increasing [for ATM services],” said Gamba. What EBAA now fears is that the SESAR implementation plan is falling behind due to political obstructionism over key aspects of the program, such as the formation of the functional airspace blocks (through which EU neighbors agree to work together to provide ATM cover). “SES II [the most recent version of the Single European Sky plan] may have been overly ambitious and so now the EC is mulling over a possible SES III,” said Gamba. There are also concerns about a possible escalation of strike action by air traffic controllers, who object to some aspects and consequences of the SES reforms. o
Arab Wings gets the vision with new Global 5000 Jordan’s Arab Wings has become the first Middle East operator to fly Bombardier’s Global 5000 aircraft with its new Vision flight deck suite. Pictured here after the recent delivery of the aircraft are (from left): Dereik Gregory, Bombardier Business Aircraft customer project manager; Ali Abu Ghalyoun, assistant with the Goudaf Group (which owns the aircraft); Manal Obeid, Arab Wings sales and marketing director; Sameer Hdairis, Arab Wings business development director; Hani Hadadien, Bombardier Business Aircraft sales manager; Sheikh Khaled Alenzi, Goudaf Group chairman; Tariek Galal, Goudaf Group finance director; and David Murry, operations vice president Global completions with Bombardier. The charter/ management fleet of Amman-based Arab Wings already includes Bombardier’s Challenger 604 and 605 models, an Embraer Legacy 650 and a 600, a Gulfstream G450, a Cessna Citation Sovereign, as well as a Hawker Beechcraft 800XP, a Hawker n 400 and a King Air B200.
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FSF aims to raise bar on business aviation safety by Nigel Moll The Flight Safety Foundation is here at EBACE (Stand 2168) on the premise that many safety challenges apply to the operation of all modern turbine aircraft, regardless of whether the logo on the tail is an airline’s or a corporation’s. The FSF is also no stranger to business aviation, organizing as it does each year in conjunction with NBAA the Corporate Aviation Safety Seminar; this year’s gathering was held last month in San Antonio, Texas. From the perspective of FSF president and CEO Bill Voss, one of business aviation’s most glaring challenges is runway excursions, which have accounted for a
Bill Voss, president and CEO, Flight Safety Foundation
growing number of accidents and incidents in recent years. “Business aviation is not doing well on runway excursions,” he said, “but they’re a major issue for all operations.” Voss did, however, acknowledge that business aviation goes into shorter runways, often ones that an operator has not visited before. Unstable approaches are a factor, noted Voss, but sometimes this instability is driven by ATC and airspace design, which tends to favor the hub airline airport rather than the outlying business aviation center. “We see runway excursions to be a significant problem, and we’ve been working with 20 different organizations at ICAO on a runway safety initiative, bringing together pilots, operators, airports, [makers of] engineered material arrester systems, everyone involved.” Another challenge, one that Voss sees as not yet receiving the attention that it warrants, is the go-around. “The FSF has long been a supporter of nofault go-around policies and mandatory go-arounds following unstabilized approaches,” he explained to AIN. “We have better access to flight data now than we used to, and we’re finding that only about 3 percent of the time do pilots actually go around from an unstabilized approach. Clearly the advice wasn’t being heeded, but why?” FSF researchers looked further and found that on the rare occasions when they do perform them, pilots aren’t actually doing very well with missed approaches. “For years, training has
been preoccupied with the prospect of an engine-out go-around because at one time that was an extremely difficult thing to do,” noted Voss, “but now with the better performance of aircraft it’s almost easier to go around with one engine out than with all engines operating.” The U.S.-based foundation has initiated some research on all the factors behind decisions as to whether or not to do a go-around. It intends to issue clearer guidance, based on input from several thousand pilots around the world. Voss asserted that pilots’ reluctance to perform a go-around stems partly from fear of repercussions but also from acknowledgement that it’s not an easy maneuver. “Pilots don’t necessarily perceive a go-around as a low-risk maneuver, and the data suggests there’s a reason for that concern,” he said. “They actually do get in trouble when they go around, and not always from their boss–sometimes from ATC, and even gravity and the laws of physics. There’s less data available for business aviation because it has fewer FOQA data points, but there’s no reason to believe business aviation pilots regard a go-around any differently.”
In recent years runway incursions have generated plenty of attention (and experienced a marked improvement in the safety record), but runway excursions have not gotten the same attention. The single-aircraft excursion remains a significant challenge for the business aviation community, and the foundation is working with various stakeholders to develop a runway safety initiative.
accepting an aircraft on or off a lease or returning it to service after maintenance, and we found there was nothing out there to guide people through the process.” Voss reported that the idea has been finding a warm reception at business aircraft OEMs. “It’s something that has been missed, a gap that should be covered, because to tell you the truth we have people sort of faking it,” he said. “There are no procedures or best practices for manufacturers. Is there an identifiable safety problem associated with these check flights? Other than instances of close calls, what we see is an extraordinarily high rate of accidents on nonrevenue flights, non-mission-related flights. There is a knowledge gap.”
freight train,” said Voss. “Now we’ve had that event [the A330 accident], we have to have a serious conversation about stickand-rudder skills, and we do see progress at airlines–notably Emirates Airline, which has inserted two days of manual simulator flying into its pilots’ recurrency training. This is an extraordinarily bold and expensive move; two days of sim is a big hunk of money. Other airlines are altering their automation policies to make sure there is more hands-on time. “But at the end of the day you still have the fundamental problem that the system is moving ever further away from one where pilots can fly the airplane. Operations in RVSM airspace are expected to be flown on the autopilot, which takes away hands-on cruise flight from pilots pretty Siren Call of Automation much everywhere in the world. Add to that Is business aviation better or worse RNP or GNS procedures off the ground, Criminalization of Accidents than the airlines on this score? “Hard to as well as continuous-descent approaches On the evergreen topic of criminal- tell because many of these are incidents in the terminal area, which take you pretty ization in the aftermath of accidents and that are typically not reported,” said Voss. much all the way down to final, flown couincidents, “We’re not seeing much prog- “Such flights are treated as abnormal pled because they’re containment-based PBN apps, and we’re clearly going ress at all,” lamented Voss. “In fact, to a future where we can no lonit’s going in the opposite direcger pretend that the automation is tion, particularly in Europe. We’re there to help the pilot. The pilot is co-chairing a group working on there as a backup to the automathe protection of safety information. Those are two fundamention, and our work will probably be tally different concepts, and they’re an appendix that goes on the new going to require us to fundamensafety annex at ICAO. tally revisit our training.” “There are cases in Italy that no The FSF is involved more in one seems to be covering but they’re redefining recurrency training fascinating,” Voss commented. “Two than ab initio, and the foundacases involve engine failures, after tion is working on pulling together which aircraft landed in Turin and some of the many efforts currently were seized by a judge. In one case under way. “But this is not a trainthe aircraft wasn’t even defueled. ing problem,” Voss emphasized. In another case it was an Antonov, The more efficient and fuel-saving approaches controllers are able to offer and the seizure seriously impeded depend on the aircraft’s automation, but there is no substitute for the core “The problem is that the operation of commercial aircraft has fundathe progress of the investigation by stick-and-rudder flying skills of seasoned pilots. mentally changed. What you do Russia’s MAK and delayed the issuance of a safety advisory on the engine. flights in the first place, and people don’t every day when you fly 200 days a year has In another example, an Italian controller tend to disclose mishaps as well as they changed, and changing the curriculum of cleared an aircraft for a visual approach otherwise might. We just know that when what you do two days a year during trainand it flew into the side of a mountain on we talk to operators and manufactur- ing is not going to fix it. You have to look a clear night. The controller was convicted ers we’re really hitting a nerve. The anec- at the entire system and find a way to reinfor not keeping the aircraft away from ter- dotal evidence is substantial, even though force the right behaviors 200 days a year, rain even though he complied with all Ital- we don’t have a strong quantitative base on not just two. Those are the challenges we really have to strap on. It’s a fundamental ian and international rules.” incidents and accidents.” Part of the Flight Safety Foundation’s Perhaps one of the most troubling safety change, and it’s time the world comes to o charter is to look for things that others trends in 2012 is the doubt that the losses grips with it.” are missing in safety. “It’s getting harder of the Air France A330 and Colgan Q400 to find them after 60-plus years,” con- cast on the core stick-and-rudder skills of ceded Voss, “but we found a good one for pilots flying today’s commercial aircraft, the airline industry–the functional check many of them extremely automated. flight. It’s something that has to be done “We keep trying to pretend this snuck all the time for any operator, whether it’s up on us but it had all the stealth of a
10 EBACE Convention News • May 14, 2012 • www.ainonline.com
The Embraer 500 recently notched a number of milestones, including taxi tests up to 80 knots and the start of ground vibration tests.
track, said Marco Pellegrini, senior v-p of operations and COO for Embraer Executive Jets in a media briefing in March. Fly-by-wire is a major component of the 500 and 450, with Embraer’s experience dating back to the 1980s with development of the AMX attack jet, which had fly-by-wire rudder and spoilers. Further fly-by-wire controls were part of the company’s E-Jet family of single-aisle airliners. The 500 and 450 are the first full fly-by-wire Embraer jets.
Legacy 500 nearing first flight by Kirby J. Harrison The goal, said Embraer, is “ninety-five percent systems commonality for line replacement units.” More than that, commonality in terms of pilot ergonomics includes cockpit layout and position of displays and controls, avionics function, architecture and philosophy, operational procedures, aircraft feel and handling and pilot techniques. Common Interiors
The interiors also have much in common, starting with a fullflat floor and six feet of headroom in a cabin that is 6 feet 10 inches wide. The single major difference is in the length. The 500’s cabin is 26 feet 10 inches long and will accommodate nine passengers in a typical configuration, while the 450’s measures 22 feet 5 inches in length and carries seven passengers. Optional in both airplanes is a belted toilet seat to accommodate an additional passenger. Because it is longer, the 500 will allow for an optional threeplace side-facing divan. The seats in both airplanes will fully recline to allow for naps. Both the 500 and the 450 will
be equipped with Honeywell’s Ovation Select cabin-management system with a full highdefinition video system. In the galley, Blu-ray players and iPod docking stations act as video media sources. Audio can be streamed from iPod, iPhones, memory sticks, CDs or XM radio receptors capable of interface with the aircraft auxiliary panel. All cabin functions can be controlled through touch-screen passenger control units. While both airplanes are equipped with Honeywell’s HTF7500E engines, those of the 500 are rated at 6,500 pounds takeoff thrust and those of the lighter 450 at 6,080 pounds of takeoff thrust. This alone suggests a difference in performance, as noted in the charts. And as might be imagined, there is also a price difference: the 500 at $19.875 million and the 450 at $16.47. Embraer describes the 500 as a mid-size aircraft and the 450 as a mid-light. The Legacy 500 program’s fly-by-wire development is on
Flight Path Stable
Embraer places emphasis on the system’s “flight path stable” capability. Within the so-called normal flight envelope, the system will maintain the flight path vector when the side-stick is in the neutral position by use of an auto-trim function. Also within the normal flight envelope, the system provides automatic pitch
The Pro Line Fusion cockpit of the Legacy 500, almost identical to that of the Legacy 450, can be seen at EBACE in the cabin mockup at the Embraer exhibit.
Embraer Legacy 450 vs 500 Performance Summary Legacy 450
Range (long-range cruise, 4 passengers, 2 pilots and NBAA IFR reserves
2,300 nm (4,260 km)
3,000 nm (5,556 km)
Range (M 0.78, 8 passengers, 2 pilots and NBAA IFR reserves with 200 nm alternate airport)
2,200 nm (4,074 km)
2,800 nm (5,186 km)
Mmo (maximum operating Mach)
4,000 ft (1,219 m)
4,600 ft (1,402 m)
2,300 ft (701 m)
2,400 ft (732 m)
Initial cruise altitude (from sea level, mtow)
Maximum operating altitude
Time to climb to FL430 (mtow)
2,800 lb (1,270 kg)
2,800 lb (1,270 kg)
1,600 lb (726 kg)
1,600 lb (726 kg)
with 200 nm alternate airport)
Takeoff distance (mtow, sea level, ISA) Unfactored landing distance (landing weight with 4 passengers, 200 lb (91 kg) each, and NBAA IFR reserves, sea level, ISA)
Maximum payload The Legacy 500 has room for nine passengers in its typical configuration. Embraer worked with BMW Designworks USA on the cabin styling, as it did with the smaller Phenoms.
Available payload (max fuel)
12 EBACE Convention News • May 14, 2012 • www.ainonline.com
Source: Embraer; all data preliminary
Embraer’s quest for a complete business jet portfolio took a major step forward in March with the start of taxi tests of Legacy 500 serial number 001 at the Brazilian OEM’s São Jose dos Campos plant. The Legacy 500 program was launched here at EBACE in 2008, along with that of its smaller sister the Legacy 450. Both programs have advanced steadily since, though on separate timeline tracks, the 500 slightly less than six months ahead. Here at EBACE 2012, visitors can walk through a full-size cabin mockup of the Legacy 500 at the Embraer exhibit (Stand 7041). The two airplanes share much in common, including Rockwell Collins Pro Line Fusion cockpit avionics, full fly-by-wire controls and twin HTF7500 engines from Honeywell as standard. Some of the shared optional equipment includes: synthetic vision, headup guidance, enhanced vision, vertical navigation, autothrottle, Waas, integrated flight instrument system, EICAS, graphical flight planning, autobrakes and a central maintenance computer for faster and easier troubleshooting.
and yaw compensation in turns, as well as automatic roll compensation with sideslip. Further, it will maintain current bank angle when the side stick is released back to the neutral position. In addition to fly-by-wire, Embraer has elected to replace the conventional yoke or center stick with side-stick controls for both pilot and copilot. The side-stick architecture is such that input from pilot and co-pilot are summed and there are aural and visual warnings in case of dual input. Tactile force feedback is provided via a fixed spring and damper. The Legacy 500 first flight is anticipated in the third quarter 2012 and certification and entry into service in late 2013 or early 2014. The 450 program follows that of the 500 but is advancing more quickly as technology and lessons learned with its larger sister are quickly applied in the 450. The first Legacy 450 flight is anticipated in the second quarter 2013 and entry into service in the second quarter 2014. o
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Biggin Hill is on track for Olympics boom by Ian Goold London Biggin Hill Airport, to the southeast of the UK capital, will be in the thick of the action in late July and August as it deals with hundreds of additional movements arising from corporate- and executive-aircraft operators flying to the UK for the summer Olympic and Paralympic Games. By early May, the airport had obtained permission for some incoming traffic to fly through prohibited airspace surrounding the city and more than 350 runway slots had been requested under mandatory procedures to control movements. For security reasons, aircraft are prohibited from flying over London during the designated Olympics period spanning July 14 to August 15. Business aircraft operators have been advised to make early requests for mandatory landing and takeoff slots under a booking system set up to formally coordinate
movements of aircraft wanting to land at many airfields across southern England. 670 Slots Assigned
With nearly 670 assigned slots, Biggin Hill heads a list of 14 airports that, in anticipation of heavy demand, have been allocated specific numbers of Olympic-related movements (beyond usual traffic levels) and which together are expected to handle more than 3,000 general aviation (GA) arrivals and departures. Including normal levels of traffic, the 14 airports may accommodate 110,000 movements or more during the 31-day Olympics peak period. By the end of last month, Biggin Hill had received applications covering 360 landing and takeoff slots (including normal traffic movements). Between July 21 and August 15 the airport has been approved
London Biggin Hill Airport expects to host a multitude of visiting business aircraft, like this Gulfstream GIV, during this summer’s Olympic Games.
to operate up to 21 flights per hour, with a maximum of 12 per hour inbound or outbound. In late April, the privately owned airport’s business development manager, Robert Walters, said he is encouraged by the volume of bookings, which began with a flurry, settled down, and subsequently picked up, because “normally in late April we would have no bookings for that summer period, so
Rizon Jet Thinks Big with Plans for Global FBO Chain Rizon Jet reputedly spent as much as $28 million to develop its lavish FBO at London Biggin Hill Airport, with the intention of signaling its serious intent to become a global business aviation service group. The Qatari company has a similarly well-appointed facility at its Doha International Airport headquarters, but now harbors plans to establish FBOs in leading locations such as Paris Le Bourget, Singapore and Dubai. In addition to a beautifully decorated terminal building, Rizon’s Biggin Hill facility also encompasses a large hangar to accommodate its growing maintenance operation.–I.G.
it has been a good start.” Walters said that two thirds of the slot applications, which included some from official Olympic sponsors, involved business jets: 25 percent of them Dassault Falcons, 16 percent Hawker Beechcraft types, 14 percent Gulfstreams, and 12 percent Bombardier Challenger and Global Express models. “The remainder is made up of [mixed] smaller types and larger charter aircraft, such as ATR 42s and 72s and BAe 146s.” About one in seven Olympics-related movements will involve transatlantic flights; a tenth comprise operators new to Biggin Hill, and there have been “multiple bookings from Australia,” according to Walters. In late April, the busiest day during the Olympic period
Biggin Hill Sees Traffic Growth in 2012 Biggin Hill Airport in the UK has been seeing very positive growth, despite the continuing recession. Early 2012 has seen aircraft movements continuing to increase at the 12-percent rate enjoyed last year over that for 2010. Although badly hit by severe winter weather in February, the airport saw movements in January and March up on 2011 by 14.3 percent and 12.7 percent, respectively, Business development manager Robert Walters has welcomed four new aircraft charter companies to the airport in the past 12 months, which also saw about 12,000 business aircraft movements involving twin turboprop or jet aircraft against an overall maximum total of 125,000 permitted arrivals and departures.–I.G.
showed 27 slot bookings connected to Games flights. Transiting Rules
Since the airport lies inside the Olympic prohibited airspace, it had to obtain UK Civil Aviation Authority (CAA) exemption for aircraft transiting the zone. Otherwise, during that period, the airspace may be used only by aircraft inbound to or outbound from London’s Heathrow and City airports or RAF Northolt, under air traffic control. “Aircraft inbound to Biggin Hill using the instrument approach procedure to Runway 21 may transit the prohibited zone provided that they are in contact with [UK National Air Traffic Services] Terminal Control or Thames Radar and meet all the requirements to enter the restricted zone,” indicated the CAA. The exemption is subject to air traffic control (ATC) capacity and flights must conform to certain regulations, including adherence to a flight plan filed two to 24 hours before takeoff, receipt of flight-plan acceptance and approval, maintenance of two-way radio contact, transmission of assigned transponder code (including circuit flying) and receipt of and compliance with ATC instructions. The CAA was expected to provide further details this month on how the Olympic temporary controlled airspace will be managed. One challenge facing Biggin Hill, which has about 60 resident business jets, is determining whether it can accommodate all the aircraft that might want to use its parking space. Late last month, Walters conceded that this was unknown and he could not say at what level of traffic handling the number of arriving
14 EBACE Convention News • May 14, 2012 • www.ainonline.com
Continued on page 16 u
Biggin Hill awaits Olympics boom uContinued from page 14
flights would become a challenge. He acknowledged that if all available slots were released, more parking space would be required “depending upon how long [the aircraft] stay.”
Nevertheless, many airport resident companies are offering to rent parking capacity and there also are empty hangars available; helicopters could alight in grass areas, if the ground were dry. Biggin Hill (Stand 372) recently opened a new hangar adjoining the main terminal building. Overall, the greatest number
of additional movements in the region (largely driven by general aviation and heads-of-state requirements) has been forecast to occur on July 26, the day before the Olympics opening ceremony, with July 27 seeing the greatest demand for aircraft parking.) Walters confirmed that early slot applications showed that July 25 to 29
and August 10 to 14 were, initially, the most popular periods. Business aircraft visitors to Biggin Hill during the Olympic Games period stand “a high chance” of being able to use their FBO of choice, but they have to be prepared for the unknown, said Walters, who claims the airport could provide “the most comprehensive
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maintenance cover for visiting aircraft during the Olympics.” In addition to Biggin Hill’s own executive terminal, ground handling also is available through the Rizon Jet FBO (see box page 14), as well as Jet Aviation (see box below). Base and line maintenance is available for all Gulfstream models; Dassault Falcon 200s, 900s and 7Xs; and Bombardier Challengers and Global Expresses. Line checks could be provided for Airbus Corporate Jets, BAe 146s, Boeing Business Jets and many [Biggin Hill] companies cover Cessna Citations (from the CJ1 to the Citation 560XL) and Hawker Beechcraft 750 to 900 variants. Maintenance is not available. o
New Leadership at Jet Aviation Biggin Hill Jet Aviation has appointed industry veteran Judith Moreton as the new vice president and general manager of its Biggin Hill FBO. The former managing director of Bombardier’s Skyjet International charter operation has prior experience with
Judith Moreton, v-p and general manager, Jet Aviation Biggin Hill.
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16 EBACE Convention News • May 14, 2012 • www.ainonline.com
Shell Aircraft, as well as having run her own consultancy. Acting general manager Chris Webb is now operations manager. The Jet Aviation facility is gearing up to support operators during the London Olympics and, as of last month, had 50 early slot bookings–about 10 percent of which are new clients. The company is refurbishing its facility for the event, with a view to a more extensive expansion project later this year. In addition to ground handling, Jet Aviation also has an EASA Part 145/FAR 145-approved maintenance operation in its 27,000-sq-ft hangar. The Biggin Hill site is an authorized service center for Dassault’s Falcon 900 jets. It also provides support for other Falcons, as well as older Hawker jets, Cessna’s Citation 550 and 560 series and Bombardier’s Challengers.–I.G.
‘Well positioned for the future,’ HBC clarifies financial status Barely two weeks after filing for U.S. Chapter 11 bankruptcy protection, Hawker Beechcraft Corp. (Stand 7060) told a pre-EBACE press conference yesterday that it will be “well positioned for the future” when it emerges from that status later this year. “There’s been a lot of misinformation and speculation. We’re going to talk to you about facts,” said Shawn Vick, executive vice president of customers. “Chapter 11 protection should not be confused with liquidation or insolvency. There is simply too much value in Hawker Beechcraft, its people, products and brands to allow that to happen.” Since investment firms Goldman Sachs and Onex Partners purchased Hawker Beechcraft in 2007 in a leveraged buyout, the company has struggled under the $2.5 billion in debt the deal created and the $125 million annual interest payments required to service it. Vick pointed out that, at the time, annual business jet sales amounted to some 1,600 units, with projections of 15 percent yearly growth. The reality was that the company had to
face a 65-percent decline in sales in the wake of the financial crisis of 2008. As word of the company’s financial woes spread over the last three to four months, some suppliers began cutting back or stopping deliveries, halting some production lines. “Someone asked how many parts it takes to build an airplane.” Vick said, before providing the answer: “All of them.” Under the terms of the Chapter 11 reorganization, creditors will exchange their debt for ownership of the company, and have also extended $400 million to finance ongoing operations while the restructuring is concluded. Goldman Sachs and Onex, which each own 49 percent of Hawker Beechcraft, will retain small positions in the company. “Investors who know Hawker Beechcraft best trade debt for equity, but lend even more,” Vick claimed. “That’s confidence in the long-term value of Hawker Beechcraft. Now that we have entered Chapter 11, a well-defined and structured process, we’re well positioned for the future.”
by James Wynbrandt
With the entire business aviation world watching intently, Hawker Beechcraft has brought its full product line to EBACE. Speaking at yesterday’s press conference are (l to r) Shawn Vick, executive v-p; Christi Tannehill, senior v-p, global customer support; and Sean McGeough, president HBC Europe, Middle East and Africa.
Bolstering that contention, Vick said company has undergone “a transformation over the past three years,” including making investments in lean manufacturing, employee training, and in reaching labor agreements with its workforce. The company expects to emerge from Chapter 11 by the end of 2012. No changes to the product line are planned, and no firings will result from the restructuring. Meanwhile, the Hawker 400XPR and 800XPR upgrade programs are on
Universal Aviation opens new FBO in Venice by Liz Moscrop Universal Aviation has opened an FBO at Venice’s Marco Polo Airport. The 24/7 facility offers ground handling, fuel and trip-support services, as well as concierge and customs, immigration and quarantine. The Venice base augments the company’s three other Italian bases at Rome Ciampino Airport and Milan’s Malpensa and Linate airports. Despite recent difficulties in the country arising from potentially punitive taxes on business aviation, Universal remains bullish about prospects for its new venture. “Even in the current economic climate, our three Universal Aviation locations in Italy have experienced increased movements year-over-year. Based on growth patterns and client demand, Venice was a logical choice for expansion of our global footprint,” said Jonathan Howells, EMEA vice
president for the handling operation’s parent group Universal Weather and Aviation (Stand 7080). Meanwhile in London, Universal Aviation’s FBO at Stansted Airport is to be completely refurbished in time for the Olympics this summer. The renovation includes additional and remodeled lounges and new amenities such as a shower and waiting rooms and free WiFi. The company claims that Stansted offers plenty of parking, and can accommodate aircraft up to a Boeing 747 in size, and offers greater slot availability than other slot-coordinated airports in the London area. “We are going to upgrade and standardize our facilities globally, starting at Stansted where we have strong competitors in Inflite and Harrods,” Howells told AIN. “All our facilities over the next 12 to 18
Universal is refurbishing its FBO at London Stansted Airport.
18 EBACE Convention News • May 14, 2012 • www.ainonline.com
months will have some degree of improvement. There has perhaps been a mistake in the past [on the part of many FBOs] to overengineer the passenger arrangements and refocus on crew improvements since more of them are now wanting to have day-time rest.” Universal is also investing in stronger branding for its FBOs. Universal Aviation UK general manager Jason Hayward pointed out that it is not too late to plan a trip to the Olympics, but cautioned that options will become more limited as the event draws closer. “As with any trip to a major world event, the key to success is preplanning,” he said. “We’ve been working behind the scenes for over a year planning for the influx of traffic to the games, and are available to provide consultation to operators. We will work with them to review their schedule and plan.” Hayward pointed out that some London FBOs have been demanding full payment for handling services ahead of the Olympics. He suggested that this approach could prove problematic if the operators concerned subsequently could not get slots for the airports of choice and had to land elsewhere. Universal’s Stansted base said it has been “very pleased” with the level of advance bookings for slots, 75 percent of which have been made by operators from North America. “Some operators have tried to hedge their bets [in terms
schedule, and the company is preparing to bid again on the U.S. Air Force contract for a light-air-support aircraft with its AT-6, following the Air Force’s cancellation of its contract with Sierra Nevada for 20 Super Tucanos made by Brazil’s Embraer. Underscoring Hawker Beechcraft’s commitment to the future, the company has its full product line on static display in addition to its highly visible presentation at its stand. o of where they will want to fly] by booking at multiple airports but [slot-allocation company] ACL has been monitoring this and will simply cancel all their slots,” warned Hayward. Europe is proving to be a fruitful environment for Universal, which also recently signed a cooperation agreement with Dublin’s AeroMedevac. The Irish air ambulance company provides transport for medical assistance providers, as well as private medical insurers. Generally, Universal has a substantial international profile with more staff employed at its growing number of sites around the world than at its headquarters in Houston, Texas. Howells indicated that more of its services are being delivered on a regional basis. The company also recently opened an office in Girona, Spain. o
New Insurance Deal Offered To Universal Clients Universal Weather & Aviation is announcing its own new insurance service at EBACE in conjunction with Zurich-headquartered brokers LFV Aviation. LFV’s core business is jet and turbine aircraft, and it specializes in managing large aircraft fleet policies. Greg Evans, Universal’s chairman, said, “We have received considerable feedback from our clients, who have asked us for a solution on acquiring reliable aviation insurance,” said Universal chairman Greg Evans. “LFV has a strong global footprint, and offers very competitive insurance rates.” n
Gulfstream sales figures show U.S. is ‘coming back strong’ company Jet Aviation. Gulfstream delivered 26 aircraft in the quarter compared to 20 the previous quarter, which included “green” G650s for completions and production G450/550s. The large-cabin, long-range G650 has completed company flight testing, and is on track for certification by the U.S. Federal Aviation Administration in the third quarter this year, with deliveries to follow. The super midsize G280 is on a parallel certification track. Flynn said Gulfstream made a “last-second” decision to pull the aircraft from their program schedules and fly them to Geneva for EBACE debuts (see page one). International Market Also Strong
The recent lapse in U.S. business jet sales relative to the rest of the world is evident in the number of Gulfstreams already in service. In the last decade, the proportion of the fleet located in the U.S. has declined from 83 percent to 68 percent. In addition to the U.S. market, Flynn noted improving sales
2012 AIN THROTTLES EBACE_EBACE 2012 5/4/12 11:14 AM Page 1
The formerly dominant North American market for large business jets is showing signs of regaining market share, according to U.S. manufacturer Gulfstream Aerospace (Stand 7061). Here at the EBACE show on Sunday, Gulfstream said 60 percent of its first-quarter sales came from the U.S. compared to 40 percent for international sales. Last year at this time, 70 percent of Gulfstream sales were outside the U.S. “The U.S. is coming back strong, particularly the Fortune 500 [companies] replacing fleets. We’re getting orders of more than one airplane at a time,” said Larry Flynn, Gulfstream president. “This verifies that there is a pent-up demand from companies. They just went dormant for three years and are now back in the fleet-replacement business.” Improving market conditions contributed to a 20-percent increase in revenue to $1.62 billion during the first quarter within the General Dynamics aerospace division, which includes Gulfstream and aviation services
by Bill Carey
Gulfstream President Larry Flynn
Gulfstream’s supermidsize G280 is on track for certification by year end.
activity in northern Europe, steady business in Russia and the growing importance of Turkey as a market for business jets. “We’re clearly more of an international company, which puts more emphasis on our expansion of product support to stay ahead of this fleet growth,” he said. Gulfstream is in the midst of a $500 million expansion that will add production, product support and engineering capacity at its Savannah, Georgia headquarters. The manufacturer has hired 700 people so far this year, the majority in Savannah, Flynn said. It is spending $23 million to double the capacity of its Northeast U.S. factory service center in Westfield, Massachusetts, and is adding 150 jobs there.
Last year, Gulfstream doubled capacity at its service center in Luton, UK, which services more than 1,000 Gulfstreams a year. That facility will be the first international service center for G650s and G280s. Gulfstream Beijing, a joint venture with Chinese charter firm Deerjet and the Grand China Aviation Technik maintenance organization, is in the process of obtaining a business license in China and Part 145 aircraft maintenance organization certification, said Mark Burns, president of Gulfstream product support. o
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www.ainonline.com • May 14, 2012 • EBACE Convention News 19
Jet Aviation ramps up parts inventory in Russia by Bill Carey Jet Aviation has signed agreements with both Embraer and Bombardier to boost spare parts
availability in its facility at Moscow’s Vnukovo Airport. By storing more parts at the Russian capital’s
busiest business aviation airport, the company said it aims to minimize aircraft downtime during AOG circumstances by ensuring a broad selection of spares are onsite and immediately available to operators when needed. In the case of Bombardier, the new consignment of spares will run to more than 300 items. Under the critical parts
agreement, Embraer will ship replacement parts upon request, with Jet Aviation arranging customs clearance and transportation. The goal is to increase aircraft utilization of Embraer owners and operators in Russia. Located next to the Vnukovo 3 FBO, Jet Aviation’s Moscow base is a line maintenance, AOG and authorized warranty line
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20 EBACE Convention News • May 14, 2012 • www.ainonline.com
service facility for Bombardier aircraft products as well as for the full line of Gulfstream jets. It has maintenance approvals from the European Aviation Safety Agency, the Aruba DCA, Cayman CAA and Bermuda DCA. Meanwhile, Jet Aviation Geneva received a repair station certificate from the Brazilian Agência Nacional de Aviação Civil (ANAC) aviation authority, permitting the company to service aircraft registered in Brazil. The ANAC approval allows the Geneva facility to provide maintenance, alterations and repair services. Jet Aviation Geneva specializes in base maintenance for all Gulfstream aircraft (except the 100 and 150 models), the Bombardier Global Express series and the Boeing Business Jet. In addition, the location holds authorization to perform base maintenance on the Dassault Falcon 50 and 900 series aircraft and the Hawker series as well as other, smaller jets. Jet Aviation Basel recently completed its 5th Dassault EASy II avionics flight deck installation on Falcon 900EX/DX/LX series aircraft. The EASy flight deck is based on Honeywell’s Primus Epic integrated avionics system. As an authorized Dassault Service Center, Jet Aviation has been installing EASy II upgrades since its market introduction in 2011. “Whether customers seek the improved functionality of the standard configuration, want a more comprehensive image through optional features or wish to meet future regulatory requirements, Jet Aviation maintenance professionals are committed to the highest safety standards to ensure customer investment in an EASy II upgrade provides the functionality they desire and the security they need,” said Laurent Schnöbelen, manager of the Dassault Falcon aircraft maintenance team. Jet Aviation Basel employs 1,600 people and has in-house design and engineering departments. Jet Aviation Dubai recently received CAR 145 approval from the Director General Civil Aviation in India. The company is authorized to perform line and base maintenance on Gulfstream GIV-SP, GV-SP, G200, G500 and G550 jets; the Embraer 135; and Dassault Falcon 900EXs and 2000s registered in India. It is approved for line maintenance on the Falcon 7X. The company received approval from the U.S. Federal Aviation Administration to perform base and line maintenance on Bombardier Challenger 604 and Airbus narrowbody aircraft. o
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Qatar Executive division pushes high-yield traffic to new level
Qatar Executive has so far built its fleet plans around Bombardier’s Global family of large-cabin, long-range jets.
by Peter Shaw-Smith Qatar Airways’s colorful CEO, Akbar Al Baker, has made a name for himself at the helm of one of the Arabian Gulf region’s trio of fast-growing airlines. But alongside his United Arab Emirates rivals Emirates Airline and Etihad Airways he can claim an additional string to his bow that the other two have so far overlooked: the creation of an executive jet division. Established in 2009, Qatar Executive’s cross-selling potential has allowed it to
Akbar Al Baker, CEO of parent company Qatar Airways, sees the charter operation as a strong differentiator with rival Arabian Gulf airlines.
offer first- and business-class passengers extra connectivity, plus the added safety and security that government and business delegations require, or luxury breaks for high-net-worth individuals. The operator’s service portfolio also includes large airliner charter, aircraft management, maintenance and a full range of FBO services at Doha International Airport. “We are one of a few airlines in the world to operate our own private jet division, which is an integral part of our differentiation strategy, as it allows us to distinguish ourselves from the competition and [completes] our product portfolio in the premium segment,” said Al Baker. On top of the mother company’s 100plus aircraft, Qatar Executive (Stand 2027) operates six jets: three Bombardier Challenger 605s, two Global 5000s and a Global Express XRS. “For now, we plan to expand these two fleets, but other fleet types are continuously being evaluated,” said Al Baker. “Today, Qatar Executive operates the youngest fleet of business jet aircraft in the Middle East,” he claimed. He declined
to give details on further fleet expansion, but Qatar Executive is understood to be in negotiations to be the Middle East launch customer for the Bombardier Global 7000/8000 family. Having the backing of Qatar’s sovereign wealth fund has undoubtedly given the operator a greater degree of security in making long-term investments at a time when privately owned charter firms have faced challenging business conditions. Qatar Executive uses a dedicated 69,000-sq-ft hangar at Doha for maintenance operations, also serving other carriers. The division has just been appointed as authorized service facility in the Middle East for Bombardier Challenger 300,
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22 EBACE Convention News • May 14, 2012 • www.ainonline.com
Challenger 604, Challenger 605 and the manufacturer’s entire family of business jets for the Middle East. The operator employs over 80 staff, with almost 30 dedicated flight crew. Pilots perform simulator visits twice a year at the CAE training center in Dubai. Construction is under way for an FBO at the New Doha International Airport, which is expected to be ready in around 2015. Having Qatar Airways’ global sales and marketing support behind it, as well as the mother company’s expertise in dealing with aircraft and engine manufacturers is a boon to the executive airline in negotiating business jet purchases, warranties and maintenance support. o
$257B in bizjets to ship by 2022, predicts analyst by Chad Trautvetter Some 10,120 business jets worth $257 billion are expected to be delivered over the next 10 years, according to the third annual industry forecast published late last month by Montreal-based business aviation services firm Zenith Jet. The highly detailed “bottom up” forecast estimates compounded annual growth of 16 percent for new business jet shipments from now until 2016, the predicted peak year, with 1,318 delivered jets worth almost $33 billion. A trough is predicted in 2019, though at 851 aircraft worth $22.7 billion it will still be above post-2009 levels seen to date. Unsurprisingly, large-cabin jets are expected to dominate in both units and value over the forecast period–3,528 and $161.9 billion, respectively. The forecast also includes 3,181 light jets worth $19.6 billion; 3,099 midsize jets worth $57 billion; and 312 “converted airliners” worth $18.5 billion.
be entering service next year) and a stretched derivative of this aircraft that would supercede
the Challenger 605 when it is avionics and powerplant supexpected to enter service in pliers. In the avionics arena, 2016; Gulfstream G350, G450 Honeywell is expected to be the leading supplier to ad business jet and G550 replacements Please do not delete rule(estiborder. It is part of the design. mated entry into service 2015 OEMs, with 46 percent market Junior tabloid page 7 13/16” x 10 3/8” to 2017); and Dassault Falcon share by volume; followed by 900 replacement (EEIS 2016), Rockwell Collins, 43 percent; 2000DX/LX replacement (EEIS Garmin, 7 percent; and other, 3 percent share. On the engine 2017) and 9X (EEIS 2018). The forecast even delves into side, Pratt & Whitney wins in market share for business jet terms of volume at 34.4 percent;
followed by Honeywell, 18.3 percent; Rolls-Royce, 14.8 percent; Williams International, 13.3 percent; other, 10.1 percent; GE, 5.1 percent; and Snecma, 4.9 percent. Zenith Jet’s forecast can be purchased at its website (www.zenithjet.com) for $499, although an executive summary is available at no charge. o
Cessna would lead in volume of deliveries with 2,590 aircraft, or 25.6 percent of total expected shipments, while Bombardier would be the frontrunner in terms of billings, at $71.494 billion, or 27.8 percent of the forecast revenues. The predicted shipment and revenue outlook at the other business jet OEMs is: Dassault, 1,147 jets, $46.365 billion; Gulfstream, 1,406 jets, $63.894 billion; Hawker Beechcraft, 577 jets, $8.456 billion; Embraer, 1,874 jets, $25.29 billion; and other, 540 jets, $17.684 billion. In addition to its segmentlevel perspective of the market, the forecast provides insights into aircraft manufacturers’ product line strategies, new aircraft development and other key industry drivers. According to Zenith Jet, projected new aircraft could include a Bombardier Challenger 300 upgrade (said to AINonline iPhone App NOW AVAILABLE
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www.ainonline.com • May 14, 2012 • EBACE Convention News 23
TailWins loyalty program now available in Europe by Mark Huber Signature Flight Support is bringing its TailWins customer loyalty program to Europe. The program comes to this side of the Atlantic just as the FBO network is gearing up for the 2012 Summer Olympic Games in London by adding more capacity. TailWins, which was introduced in the U.S. earlier this year, rewards both fuel and handling services purchases. Points can be earned at any Signature location or any other location that accepts the Signature Flight Support Aviation Card– some 7,500 locations worldwide. According to Joe Gibney, Signature’s
vice president for Europe, the Middle East and Africa, program rewards are “tailored to the specific desires of our global and local customers” because the rewards catalogue is different in each market it serves. By way of example, Gibney said, “The rewards catalogue available in the U.S. is different from the one that is available in the UK, which in turn is different from the ones available in France and Germany. It is tailored to the specific desires of our local customers across the globe.” Gibney said the company also is growing its network globally through the new
Signature Select program that enables independent FBOs to benefit from Signature’s buying power, sales, marketing and training, which can translate into more business. To join the program, an FBO must first undergo a quality audit and then agree to periodic re-auditing. Customers using these facilities benefit from the “Signature experience” and level of service where it was not previously available, Gibney said. Signature (Stand 827) also is expanding its European sales force. Those representatives can assist customers in developing customized programs that
Most of those will be coming into Luton, seen as the hub for most related bizav activity, but other airports also will come into play. To handle the overflow from Luton, Signature is setting up a temporary FBO 10 miles to the north at Cranfield Airport. One of the runways there will be closed to facilitate additional parking. Cranfield will be staffed by employees displaced by the temporary closing of Signature Heathrow during the games and by redeploying personnel from other European locations as needed. More than 50 aircraft already have registered for Cranfield during the games and
FAA joins EASA in authorizing Falcon line for steep approaches Dassault Aviation (Stand 7090) said it received approval from the U.S. Federal Aviation Administration for steep approaches on all Falcon 900 and 2000 series models fitted with the EASy flight deck, based on Honeywell’s Primus Epic avionics suite. Both model series had earlier received steep-approach certification from the European Aviation Safety Agency. With the recent FAA and EASA approvals, the entire current production Falcon fleet is now certified for steep approaches, which permits aircraft to operate at restricted airports with approach angles of up to 6 degrees, Dassault said. The family of Falcon jets currently in production includes the
Falcon 900LX and 7X trijets and the twin-engine Falcon 2000LX and new 2000S. “Dassault Falcon is the only business aircraft manufacturer to have both EASA and FAA steep-approach approval for all of its in-production models,” noted John Rosanvallon, Dassault Falcon president and CEO. The Falcon 2000EX EASy aircraft retrofitted with autobrakes and the 2000LX, which has autobrakes as standard equipment, are certified to operate out of London City Airport as are the Falcon 900 series of aircraft. Other airports requiring steep-approach certification include Lugano-Agno Airport, with a 6.65-degree approach angle, and Sion Airport, both in Switzerland.–B.C.
Signature’s Paris Le Bourget facility is one of 7,500 locations where customers can participate in the company’s TailWins loyalty program, earning points for fuel and handling services purchases.
optimize budgets and flying behavior based on an analysis of their flight profile. The U.S.-based group can also assist their customers with on airport real estate needs. The company currently has 400,000 sq ft of hangar space under management in Europe and has a dedicated team to sell and manage it. Gibney explained that at Paris Le Bourget, Europe’s busiest business aviation location, real estate customers will have the opportunity to brand their hangar facilities. Olympics Loom Large
Both the Falcon 2000EX EASy and the Falcon 900 series, fitted with the EASy flight deck, have received certification from the FAA and EASA allowing them to fly steep approaches to airports such as London City.
24 EBACE Convention News • May 14, 2012 • www.ainonline.com
While London Heathrow Airport will be closed to business aviation during the Summer Olympics, July 27 to August 12, customers who use the Signature facility outside this period will notice a new and important change. Previously Heathrow customers were forced to use the outsidethe-fence facility at Aviation House. Now they can use the Royal Suite stand-alone facility inside the fence as part of the GA Pathway Service. The Royal Suite is used by royalty and government heads-of-state when arriving and departing Heathrow. “We now have a proper FBO at Heathrow with landside parking, adjacent to an aircraft parking ramp with dedicated security,” Gibney told AIN. “It is the first time Heathrow customers will be able to offer the full Signature experience there.” Signature has locations at 12 airports in the UK and has been gearing up for the Olympics since last year. Currently, 300 aircraft are registered for arrivals at its bases during the games.
Gibney expects more due to the location’s convenience and proximity. Flying into the Olympics will be no small trick due to imposition of a slot system, airspace restrictions, and heightened security. Last year Signature established an Olympic hotline and dedicated e-mail address to handle registration and customer inquiries, 44 (0) 1582 434 670 or email@example.com. The hotline is designed to be a “one-stop shop” for all customer needs related to the games, including landing permits, customs, hotel, car rental and catering. Gibney again stressed the importance of making arrangements as early as possible. While traffic volume year-to-date throughout Europe is down, Gibney expects a big boost from the Olympics and said that, otherwise, the company’s underlying business throughout Europe is strong. “We are there in a big way and we feel that our European market is well positioned to weather the current economic conditions.” Signature is using its global reach to steer more traffic to its European facilities from other parts of the world. Last year the company opened a sales office in Bahrain, and this year, for the first time, it exhibited at the ABACE show in Shanghai, China. “We connect the dots” to meet the demands of global travelers, Gibney said. o
Eurocopter sees rebound in bizav helicopter sales by Thierry Dubois Business and VIP helicopter sales are recovering, according to Eurocopter. “After the downturn that hit us between late 2008 and early 2010, we are seeing new demand coming from Brazil, Russia, India and China. Moreover, the U.S. is in a healthier position,” Patrice Royer, the manufacturer’s head of business and private aviation sales, told AIN. This segment, however, is deemed fragile, as it is closely tied to the fortunes to those of stock markets, which themselves remain volatile.
Last year, Eurocopter sold about 60 helicopters for such applications, with the largest markets being in Latin America, the U.S. and Western Europe. But in terms of growth potential, ranking is different. Looking ahead, the fastest growing market is set to be China, followed by Brazil and Europe, according to Royer. Eurocopter’s best-selling models in the business/VIP segment are the EC130 light single (including the latest version, the EC130 T2), the EC145 light twin and the EC155 medium twin. Royer estimated the additional cost for a business/VIP cabin is about 10 to 15 percent of the final price. He added the AS350 Ecureuil/ AStar light single is enjoying success thanks to its versatility, with a configuration that can be changed easily from passenger transport to aerial work. The EC145 T2, a major Recovery in the business and VIP segments of the rotorcraft market has encouraged Eurocopter to invest in new cabin interior designs.
Eurocopter has started marketing the EC175, a medium twin designed for offshore transport, with a business interior layout. The helicopter is on track for full certification late this year, according to the company.
upgrade over the original EC145, will soon be marketed as a business aircraft. It is to be available for delivery from the first half of 2014. The Mercedes-Benz version, initially offered on the EC145, will also be offered on the EC145 T2. So far, two EC145 Mercedes-Benz have been sold, to European private customers, Royer said. The first delivery of the $8.4 million rotorcraft was expected in April. Meanwhile, sales of the $7.1 million EC135 Hermès are stagnating, with just four sold since the luxury variant of the light twin was launched in 2007. The four customers are flying them in Japan, Abu Dhabi, UK and Denmark. The overall trend is toward more twins, although singles still account for
the majority of business/VIP helicopter sales. Since 2007, Eurocopter has sold about 38 percent of twins in the segment. “Entrepreneurs like light twins, while wealthy individuals and big corporations tend to buy medium twins,” Royer said. Meanwhile, the in-development EC175 medium twin is currently being marketed in an executive/VIP version. “We’ll be able to seat 10 passengers very comfortably,” Royer said. The aircraft’s range is meeting a perceived new demand for flying longer distances between large cities. o
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Aerion steps up testing for supersonic business jet by Charles Alcock
According to Aerion (Stand 2003), the new test article will be more representative of the Aerion wing in order to evaluate supersonic boundary-layer transition properties. This will prepare the way for establishing manufacturing standards for surface quality and assembly tolerances. The flight trials will test the airfoil for waviness and surface with a view to maintaining laminar flow. “There has not yet been any focus in the civil [aerospace] regime in transonic and supersonic speeds up to about Mach 2.0,” explained Aerion chief operating officer Doug Nichols. “We will be looking at allowable tolerances to ensure laminar flow from the perspective of manufacturing and operations, by looking at the allowable roughness. We think there is a fair amount of tolerance.” Meanwhile, tests on the ground have
focused on work to optimize the shape of the wing-body configuration and of the engine outlet nozzles. Aerion is also continuing to do external research and development work for business aircraft manufacturers wanting to optimize the aerodynamics of existing and future designs. This work is done through the U.S. company’s Aerion Technologies subsidiary with care being given to ensure that it doesn’t inadvertently transfer engineering know-how critical to the SBJ program. “There is a lot of interest from OEMs in moving aircraft up to the Mach 0.9 mark,” Nichols told AIN. “Mach 0.96 to 0.98 is entirely possible and we have done work to show this for several OEMs.” Awaiting a Partner
According to Aerion vice chairman Brian Barents, discussions over a possible SBJ program launch are continuing confidentially with more than one OEM. “Our sweetspot is Mach 0.96 for longrange cruise and what we are aiming to do is achieve speed with a high degree of efficiency,” he said. “Some [other wouldbe SBJ developers] are offering more speed but with a loss of efficiency [in terms of fuel burn, and so forth]. There is uniform acceptance of the technology [proposed by Aerion] and the questions surrounding the technology are really more practical engineering questions over issues, such as permissible tolerances and manufacturing.” Aerion established the baseline configuration for the SBJ in 2006 and had hoped to have the aircraft in service by 2014. The company holds approximately 50 letters of intent from prospective buyers, each of whom placed $250,000 refundable deposits. According to Nichols, the main purpose of collecting these LOIs was to demonstrate initial market acceptance of the SBJ concept to prospective OEM partners for an aircraft Aerion planned SBJ would carry 8 to 12 passengers at speeds of up to Mach 1.6.
26 EBACE Convention News • May 14, 2012 • www.ainonline.com
Aerion Corp. is preparing to start another round of test flights in the development of what would be the world’s first supersonic business jet (SBJ). A new test article is set to fly in the centerline position beneath one of NASA’s F-15B aircraft in either June or July. The work is continuing as Aerion continues to pursue its goal of persuading an existing business aircraft manufacturer to join it in launching an SBJ development. The U.S.-based company believes it would take six years to get the aircraft into service following a full program launch. The new section of aerostructure, which is a bi-convex airfoil specimen with a 40-inch vertical span and an 80-inch chord, has been built to incorporate findings from the last round of flight trials, held in the summer of 2010. These reached speeds of Mach 2.0 and used an instrumented flat plate to map the highspeed flow field under the F-15B and validate computer modeling by Aerion’s engineering team.
Aerion Strongback Side
Aerion Article Test Side
Aerion is about to start another round of flight testing for its planned supersonic business jet. It will fly this airfoil specimen beneath one of NASA’s F-15B jets. The company is still seeking a manufacturing partner for an aircraft designed to fly up to 12 people at high subsonic speeds, or supersonic up to Mach 1.5.
priced at $80 million in 2007 values. So why is Aerion still waiting for a manufacturing partner to commit to the program? The obvious answer would seem to be the market-stultifying effect of the financial crisis. But Aerion’s management believes that OEMs have been more impacted by wider business conditions. “If the competition is not driving you there [toward launching an SBJ], then why go there yourself? And they may also be considering whether it would cannibalize their existing products,” said Nichols. “But some will make the first move.” Nichols acknowledged that Aerion has had discussions with prospective OEM partners from outside the industry’s existing main players, such as aircraft manufacturers from new markets like Russia and Asia. He indicated that one of these companies might end up as part of the
Aerion Expands SBJ Sales Network Aerion has appointed UK-based Indigo Lyon as an international sales representative for its proposed supersonic business jet. The company is now marketing the SBJ and seeking to secure further order sales commitments worldwide (except in the Americas, where the Aero Toy Store is Aerion’s exclusive representative). ExecuJet Aviation is also still active as an international sales representative for the SBJ. Indigo Lyon is run by former ExecuJet executive Peter Smales, who was instrumental in booking many of the 50 or so letters or intent received so far by Aerion, which is based in Reno, Nevada, and was formed in 2002.–C.A.
eventual joint venture partnership with a main OEM. Once launched, the SBJ may well take a brand name designated by Aerion’s main partner. In the meantime, Aerion remains unconcerned that the delay in getting the SBJ to market may mean that the enabling technology becomes superseded by something better. “New technologies “such as, maybe, a lighter engine [as an alternative to the planned pair of Pratt & Whitney JT8D-200 turbofans] would simply strengthen us,” said Nichols. Rivals have been looking at boomattenuation technology using a spike at the front of the fuselage, but Aerion believes this will come with an unpalatable drag penalty. “We’re not faced with that challenge [of dealing with supersonic noise],” said Barents. “We can fly [efficiently] at Mach 0.99 and our dual sweetspot [Mach 0.96/0/97 and Mach 1.5] means that we don’t have to wait for that technology.” Aerion’s SBJ is envisaged as an aircraft that would carry 8 to 12 passengers at high subsonic speeds (for instance, over land to avoid noise restrictions) and also at supersonic speeds of up to Mach 1.6 with an intercontinental range of more than 4,000 nm and with operating costs comparable to those of current large business jets. The 30-foot-long, 6-foot-2-inch-high cabin would have a full galley and lavatory to deliver comfort comparable to that provided by current midsized jets. o
TBM 850 Elite offers more baggage space by Thierry Dubois Here at EBACE 2012, Daher-Socata is exhibiting the TBM 850 Elite, the latest version of its single-turboprop business/utility aircraft. Its main feature is the “quick-change” capability from the conventional six-seat arrangement to a configuration with four forward-facing seats, with the rest of the volume being made available for more luggage. Other improvements can be found in the avionics suite. Customers of the French airframer started asking for more baggage capacity. “Our TBM 850 Elite offers the flexibility of a sports utility vehicle while delivering the performance of a sports car,” said Nicolas Chabbert, senior vice president of Daher-Socata’s aircraft division. Removing the two rear seats creates immediate and obstacle-free access to all luggage areas. Depending on the size and number of pieces of baggage, a small or a large cargo net can be used. The change of configuration is not as easy as it can be in a car, however. The manufacturer suggests its customers
should plan for “a bit less than half a day” to make the change. Seats can be removed and repositioned in just 30 minutes, and then the carpets re-installed and cargo nets set in place. In the cockpit, two new avionics options are being offered on the Elite model. The first is a long-range KHF 1050 HF radio. The second is a Garmin GSR 56 transceiver using the global Iridium satellite constellation. “It gives you the capabilities of a smart phone,” a Daher-Socata spokesman told AIN. The main benefit is that meteorological information, such as the XM Weather service, will be available outside North America. It also enables near real-time positioning to be transmitted to an operations center on the ground. Of course, occupants also can make phone calls or send text messages. As for the interior look, new carbon-fiber trim can be seen in the central upper panel, table cover exterior insert and cabinet door cover. Some interior fittings have received
On the Daher-Socata TBM 850 Elite, the two rear seats can be removed to offer volume for extra luggage.
gold-and-brush-metal treatment. Meanwhile, in Daher-Socata’s customer support operation, the “Exclusive Maintenance” program has been extended to cover scheduled maintenance costs (for the original retail buyer of the aircraft) through the aircraft’s fifth annual inspection, or up to 1,000 total flight hours, whichever comes first. Additional benefits available to TBM 850 Elite customers include an avionics system warranty extension to five years for all Garmin equipment. The same applies to the L-3 Avionics Stormscope WX500 and Honeywell’s traffic advisory system, KRA405 radar altimeter and distance measuring equipment. An average-equipped TBM 850 Elite
sells for $3.368 million. The company, based at Tarbes in the south of France, has garnered about 20 firm orders for the new model. This year, Daher-Socata (Stand 1439) is planning to deliver 36 TBM 850s, slightly fewer than the 38 delivered last year. “We attained our delivery goals in 2011 despite the very difficult economic environment worldwide,” Chabbert said. U.S. customers represented 84 percent of the sales; Latin America was in second position, at 10 percent, followed by the Asia Pacific region and Europe. By the end of this year, the TBM family’s total flight time is expected to be very close to the symbolic onemillion-hour mark. o
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Abu Dhabi’s Al Bateen Executive Airport has seen strong traffic growth since the former military base was converted into the Arabian Gulf’s first dedicated business aviation airport. Right: A new crew lounge is the latest improvement.
Al Bateen flourishes as Gulf’s first bizav airport by Peter Shaw-Smith & Charles Alcock Abu Dhabi’s Al Bateen Executive Airport (Stand 1943) is fast gaining traction as the Middle East’s first and only dedicated business aviation gateway. The former military air base has been reinvented as a business aviation service hub, along the lines of airports such as the Londonarea Farnborough and Biggin Hill, and Le Bourget in Paris. “What we have achieved in terms of growth and market recognition in the past 24 months has been incredible; it’s a great turnaround story for the airport,” said Mohammed Al Bulooki, chief commercial officer of Al Bateen’s parent company ADAC. Today Al Bateen is home to 10 based operators and enjoyed annual traffic growth rates averaging 22 percent between 2009 and the end of 2011. But what is more impressive is that itinerant traffic has swollen by as much as 52 percent. In 2011, the airport received 8,500 movements and it expects this total to rise by another 9 percent this year to reach 9,500. According to Al Bulooki, Al Bateen attracted 124 new aircraft operators in 2011. “This is testament to the strong wordof-mouth recommendations we are getting and the speed at which we are handling technical stops,” he told AIN. “Pilots are telling us that no airport in the [Arabian Gulf] region understands the needs of business aircraft operators as we do.” Al Bateen’s business plan is not based first and foremost on raising income from aircraft landing and parking fees. In fact, last December it slashed landing fees by an average of 36 percent and parking fees by 17 percent. Instead, the airport looks to bolster its revenues from services including handling, aircraft cleaning, catering (from its own caterer), coffee
shop, advertising, car parking and hangar charges. Soon it intends to offer serviced offices for the use of operators. The latest investment at the airport-owned DhabiJet FBO has been to open a dedicated two-floor crew lounge, immediately adjacent to the VIP terminal. Designed with what is described as a “European contemporary look,” the new facility features a work area, conference rooms, showers (with care packs), equipment storage, a prayer room and a rest area serving drinks and snacks. Flight planning is available on-site, with DhabiJet’s managers based in the building to support clients. The next-door operations room has a direct view of the ramp and crew can enjoy fresh air in the FBO’s own garden. Looking ahead, the FBO plans to add a secure door directly onto the ramp so that crew can get airside without having to go through the VIP lounge. DhabiJet’s VIP terminal consists of a large majlis–the Arabic term literally meaning “a place for sitting” that commonly describes a comfortably furnished lounge. This can be divided into two areas–for instance, to accommodate groups of travelers separated by gender–and the facility also includes a prayer room and a kitchen. Porters are on hand to assist passengers.
name. India-based Air Works is still “analyzing the market and deciding what it wants to do,” according to Al Bulooki. In Al Bateen’s view there eventually is scope for multiple FBOs and it fully intends to encourage other branded service providers to compete alongside its own DhabiJet. But Bulooki said it won’t push this until there is sufficient traffic to support more than one FBO, indicating that this could be deferred until the airport is receiving approximately 20,000 movements per year, possibly by 2014. “We don’t want someone to make a huge investment in an FBO, to deliver the standards [of service] that we would require and find that they have a high-cost base that doesn’t make [commercial] sense.” The airport is attracting more itinerant operations, some of them being technical stops on long-haul flights from, for example, the UK to China. Some of these formerly used other increasingly crowded Arabian Gulf airports such as Dubai and Doha. Al Bateen is seeking to
convince such operators that it can ensure hassle-free 24/7 operations without the need to secure slots, plus a full ILS and assured rapid access to fuel. Ideal Location
Located only 10 minutes from downtown, Al Bateen, Abu Dhabi’s original international gateway, now serves as base for 11 tenants, including VIP carriers Falcon Aviation Services, Al Jaber Aviation, Rotana Jet and MRO Jet Aviation. Abu Dhabi International Airport, some 22 miles from town, is also seeing robust growth through Etihad, the UAE’s second major international airline after Emirates, and tourist arrivals there are expected to top three million by 2015. Falcon has 25 aircraft in operation: 21 rotary- and four fixed-wing–a Gulfstream G450, two Embraer Legacy 600s and a Lineage 1000. It also manages
PPG opens new Toulouse office, lab Aircraft transparency, coatings and sealants specialist PPG Aerospace (Stand 1728) opened a new, larger sales office in Toulouse, France, last month. The enlarged facility also includes a
climate-controlled paint spray booth and a new laboratory to be used for transparency engineering analysis beginning later this year. “As with PPG aerospace sales offices and application support
Seeking MROs, FBOs
Al Bateen’s management is seeking to attract maintenance, repair and overhaul (MRO) providers, such as Jet Aviation and Air Works, with which it signed provisional agreements last year. Al Bulooki said Jet Aviation is now in the final stages of preparing to sign a threeor five-year contract for the planned facility in Abu Dhabi and a hangar there already carries the Swiss-based company’s
six aircraft and has a further six on order. Al Jaber Aviation operates a fleet of five aircraft, two Embraer Legacy 600s, two Lineage 1000s and an Airbus Elite 318 Plus. “As the region’s only dedicated private jet airport, Al Bateen is an airport we often fly to, and our customers as well as our flight deck crew are very pleased with its FBO service,” said Qatar Airways CEO Akbar Al Baker, who also runs the flagcarrier’s Qatar Executive business jet operation. For his part, Al Bulooki does see scope for developing other dedicated business aviation airports in the Gulf region and, in theory, he feels the Abu Dhabi team could partner with other airports on such ventures. Meanwhile, DhabiJet itself has had initial approaches from other firms in the region looking to tap its expertise to develop FBOs elsewhere. o
Opening PPG Aerospace’s new facility in Toulouse, France, last month were (from left): Philippe Jousselin of PPG’s coatings technical service; Dirk Thelen, business manager, aerospace for southern Europe; and Roald Johannsen, general manager for Europe, Middle East, Africa and India. The relocated and expanded sales office provides regional support for PPG Aerospace transparencies and coatings, with a laboratory for transparency engineering analysis to begin operation later this year.
28 EBACE Convention News • May 14, 2012 • www.ainonline.com
centers that are located strategically near key customers’ operations around the world, this new office positions us closer to Airbus and other local customers, enhancing our ability to provide them with quick local sales, customer service, coatings technical service and transparencies engineering support,” said Roald Johannsen, PPG Aerospace general manager for Europe, Middle East, Africa and India. The new laboratory will be used to enhance the development of aircraft windows and make it more convenient for the U.S.based PPG group to work with European airframers and aircraft operators. The company, which makes a wide variety of aircraft windshields, windows and canopies, already does similar analysis work at its transparency plants in Huntsville, Alabama, and Sylmar, California.–C.A.
New Marketplace Delivers More Info, More Quickly
For charter portal Avinode the good life begins at ten by Charles Alcock At face value, 2002 was not the most auspicious time for three Swedish college students to launch an Internet-based service for the aircraft charter business, but with Avinode marking its tenth anniversary, history has proven to be on the side of the company founders
Niclas Wennerholm, Per Marthinsson and Niklas Berg. The trio’s teachers at Gothenburg’s technical university thought they were clueless. Prospective investors fled from them in the fallout from the then-recent dot.com collapse, and the 9/11 terrorist
attacks on the U.S. threatened to stifle the whole industry. Then there were the charter brokers who thought, mistakenly as it turned out, that the charter portal would put them out of business. Speaking to AIN ahead of this week’s EBACE show, Wennerholm confessed that Avinode had been barely 30 days from running out of cash in the early months, with only extended student loans standing between the fresh-faced entrepreneurs and the prospect of having to admit defeat. It’s a decade later and Avinode has completed a merger with its former rival, Charter X, and stands tall as the industry leader. Global Reach
“We realized that we had to think globally from day one and that we had an opportunity to change the industry,” said Wennerholm. Avinode’s business model has since had to ride out the storm of the financial crisis that has left markets unsettled since around 2008-2009. “We were concerned by Continued on next page u When Avinode founders Niklas Berg, Per Marthinsson and Niclas Wennerholm were trying to take the charter market online in 2001 funding was hard to come by, but the Swedish trio’s instincts have been vindicated as the world’s leading charter portal marks its tenth anniversary with the launch of its new version of the Marketplace system.
Avinode (Stand 749) is officially launching its online Marketplace here at EBACE. The latest version of the charter portal marks the completion of the merger between Avinode and Charter X with the aim of getting key market information on aircraft availability and pricing into the hands of its users more quickly. Among Marketplace’s new features is Trip Board, which Avinode says will “turn the buying and selling dynamic on its head.” Trip Board allows users to post a requested itinerary and receive quotes directly from operators. Used in conjunction with Avinode’s search tools, it gives brokers more opportunities to source flights for their clients and allows operators to be more proactive in marketing their aircraft. “During the development process, Avinode refined many of the most widely used system tools,” explained Avinode Marketplace managing director Oliver King. “We have also updated user models and permissions to give our users more control of their accounts. This new Marketplace is truly a one-stop-shop for sourcing air charter worldwide, with the most accurate pricing and availability information in the industry.” Avinode’s development team is completing a feature that will be able to alert users to possible problems with cabotage rules for any given flight. It won’t automatically eliminate an available flight but will simply point out the need to be sure that the right permits are in place. n
Experience individual services. At our FBOs in Geneva, Lugano and Munich. At RUAG FBOs we want our customers to feel most welcome at any time. Whatever you wish: feel free to ask. We will do anything to make you feel comfortable while your aircraft gets the most reliable service you can imagine. At our one-stopshops we undertake several maintenance service operations during one single downtime – adjusted to your personal schedule. Welcome to RUAG FBOs.
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30 EBACE Convention News • May 14, 2012 • www.ainonline.com
Caterer serves good advice to crew In-flight caterer Alison Price On Air will be serving up some sound advice at Wednesday’s Cabin Crew Symposium here at the EBACE show (9:30 a.m. to 7 p.m.). The London-based catering group has been in the aviation sector for two years and has achieved growth of 400 percent over the past 12 months by winning new customers and increasing orders from existing clients for long-haul flights. Another important factor has been the successful completion of rigorous security and safety tests to achieve UK Department of Transport clearance to deliver meals to airports. “When we launched into the peak of the economic crisis, many people said we were mad,” said managing director Daniel Hulme. “However we spotted a
gap in the market. Passengers demanded impressive food and flight attendants needed it to be uncomplicated to prepare. We created a system that enabled this and have also invested in education of flight attendants. Consequently, they have become
During the crew symposium, Hulme will reveal the top-five most requested menu items from Alison Price On Air. They are as follows:
more interested and focused on providing their passengers with the best meals possible and are our best advocates.” Its 100plus client base includes leading operators such as Gama, ExecuJet, Perfect Aviation and Global Jet.–C.A.
• Seared Yellow Fin Tuna Nicoise (seared cubes of tuna with soft boiled quails eggs, fennel mayonnaise, black olive and fennel pollen) • Selection of heritage tomato and pure Italian buffalo milk mozzarella salad with fresh basil, virgin olive oil and aged balsamic • Three chocolate mille-feuille with raspberry and passion fruit • White chocolate and cherry profiteroles with hot chocolate sauce • Roast rack of lamb with dauphinoise potatoes, cauliflower puree, glazed artichokes, cherry tomato and rosemary jus.
Avinode uContinued from preceding page
www.ainonline.com • May 14, 2012 • EBACE Convention News 31
Legacy 600 and 650 get major cabin makeovers by Kirby J. Harrison
divan surround area and at seats other than that of the principal. “And we’re working on design of a 32-inch monitor that is stowed in the credenza when not in use,” said Santos. “Also in development is an app that will allow passengers to control cabin functions through a personal iPhone or iPad.
Left, a new 16-g three-place side-facing divan for the Legacy 600 and 650 no longer requires the unsightly “towers” normally needed to meet 16-g requirements. Optional is a second side-facing divan; converted for sleeping, the divans form a queen-size bed. The new Legacy 600 and 650 layout, above, features four full-flat berthing seats as standard.
Worldwide coverage is an optional amenity that includes two standard phone handsets (one cordless and one corded at the conference table). Youthful Styling
As for the veneer paneling, Embraer has a new collection with 12 species of wood available as standard and six as optional. A new supplier of high-quality varnishing, Sayerlack Brasil, is providing a product that Embraer says offers low shrinkage, high transparency and good surface hardness, with satin finish as an option. And, said Santos, “It is all compliant with the highest eco-friendly standards.” Even the restyled, third-generation seats are sleeker and
KIRBY J. HARRISON
Also new and standard in the three-zone cabin is an 8.9inch touch-screen master control monitor installed in the portside galley storage unit. The monitor provides controls for all cabin functions, including audio, video, lighting, temperature and water. New touch-screen “slide-andselect” entertainment control units are at every seat and there is an optional master control for the principal’s seat. The new video displays are all 1080p, high-definition units, with two 17.5-inch bulkheadmount (one forward and one aft) displays as standard. Optional are as many as three 19-inch bulkhead monitors, a 24-inch monitor on the aft bulkhead, 9-inch monitors at each individual seat and a 32-inch credenzamounted display. Other optional features are XM Satellite Radio with four independent channels, two-zone surround-sound with additional speakers and amplifiers, an optional second Blu-ray player and iPhone and iPad docks in the
slimmer and “more youthful in appearance.” There are also new accent lines and a side pouch in each seat that will accommodate storage of the individual in-seat monitors. As standard, the four seats in the forward zone allow full-flat berthing for two passengers, and the four center-zone seats will adapt to create a double berth, with the addition of a mattress. The third zone of the new cabin layout includes, as standard, an executive seat that swivels to permit easy viewing of the aft bulkhead monitor. Standard on the opposite starboard side is a 16-g rated, three-seat divan that no longer requires the “unsightly” towers normally necessary to meet the 16-g requirements.
There are plenty of in-flight entertainment options in the Legacy, with nine-inch monitors for each pair of seats one option for keeping passengers entertained.
32 EBACE Convention News • May 14, 2012 • www.ainonline.com
Worldwide, there are now 160 Legacy 600s and 650s in service.
Optional is a second, three-seat, side-facing divan. When converted for sleeping, the two divans together form a queen-size, full-flat bed. The third zone can also be closed off for privacy and optional second lavatory in the forward section eliminates the need for the crew or other passengers to use the private aft lavatory. Abundant Options
In the galley, standard equipment includes an ice drawer, coffee maker and microwave oven or convention oven. As a new option, the customer may choose to have both. The redesigned “home-style” concept for the galley, said Santos, includes more working surfaces, a 7.9-gallon water container, a larger trash container and more storage space. Other new items standard in the galley area include an acoustic-curtain sealing mechanism to reduce noise created around the main cabin door and an enclosed umbrella storage area. Also new and optional are flooring choices. Among them is stone flooring from Austrian cabin components specialist List Components and Furniture. The manufacturing process allows granite to be shaved down
to the thickness of a credit card and it comes in six natural granite options; with backing it is flexible enough to wrap around curved surfaces. Also optional are four different simulated wood grain, vinyl carpet choices. As if all this were not enough, Embraer has worked with SMAC Aero of Toulon, France, in developing new technology in noise reduction that Santos said has cut interior (cabin and cockpit) noise by more than 3 dB(SIL). Among the noise reduction improvements are new damping materials, valance insulation, special insulation for particularly bothersome areas such as air-conditioning ducts, and emergency exit insulation. “Noise reduction in the cockpit, has in fact, been cut by 4 dB(SIL),” Santos pointed out. And the new standard acoustic curtain sealing off the main cabin door has resulted in a 1 dB(SIL) reduction in noise in that particular area of the cabin. Santos emphasized that the evolution is an on-going thing at Embraer and many of the new cabin refinements in the 600/650 have already found their way into the new Legacy 450 and Legacy 500 programs. o
KIRBY J. HARRISON
Evolution may a debatable process theologically, but Brazilian business jet manufacturer Embraer embraces it as part of cabin technology and amenities, said Mariana Santos, Embraer Executive Jets head of product strategy for the Legacy 600 and 650 programs. “It evolves to keep up with the latest technology and standards of comfort, and it will continue to evolve,” she told visitors seated in the new cabin on Embraer’s new Legacy 650 customer demo airplane at a recent media briefing. “And not only are all the new standard or optional upgrades available in the 650, but they are also now available in every Legacy 600.” It makes perfect sense, she explained, as the 650 is an extended-range version of the 600 and not a replacement. The foundation of the Legacy cabin improvements is Honeywell’s new Ovation Select cabin management system (CMS), a digital package that includes as standard such entertainment features as high-definition video, USB, HDMI, VGA and composite video ports, Blu-ray player and Honeywell’s 3-D moving map (JetMap III).
Airbus completes its 11th ACJ in Toulouse
Customers at Jet Aviation FBOs and maintenance facilities around the world will soon notice enhancements to the reception areas, lobbies and lounges. A company-wide refurbishment program is under way, starting with the locations in Geneva, Basel and Zurich.
Jet Aviation rejuvenates FBO & MRO facilities by Bill Carey Jet Aviation (Stand 7040) has launched a “global refurbishment” program to renew and harmonize the look of its FBO and major MRO facilities worldwide. The Swiss-based business aviation services group will begin the investments with its Geneva, Zurich and Basel sites, focusing on lobbies and customer and crew lounges, as it gradually completes the transformations and adds customerfocused enhancements. The company will integrate the same design style in all lobby areas, including the reception desk, textures, colors and flooring, while the customer and crew lounges will have similar colors, furniture and fixtures. Completion of the Geneva and Basel facility enhancements is scheduled for the end of this year. The Zurich facility is scheduled for completion in spring 2013.
“These facility upgrades will provide maximum style and comfort to ensure a premium customer experience,” said Heinz Aebi, Jet Aviation senior vice president of group marketing and communications. “Regardless of which Jet Aviation facility customers visit worldwide, they’ll recognize the Jet Aviation design and feel welcome and relaxed.” In Geneva, the company will build a stairway from its lobby to the second floor of the FBO building to allow for two separate customer and crew meeting rooms, a crew lounge and an operations center. The main floor of the FBO will be renovated to include a reception area and three customer lounges. Zurich will add a building adjacent to the current FBO that will house a reception area and customer lounge, along with its operation center. Basel’s MRO
Jet Aviation Launches Discount Fuel Service Jet Aviation is to give operators access to discounted fuel through a new partnership with World Fuel Services. The deal, which will be available in tandem with the company’s existing fuel program, will be available through all its FBOs and maintenance facilities. “The ability to meet all our customers’ provisioning needs under one roof is of great value to our global MRO and FBO network,” said Frank Kusserow, director FBO Services EMEA & Asia. “This offer is the result of our continuous efforts to improve efficiencies in order to maximize customer benefit.” Jet Aviation’s on-site fuel sales service centrally coordinates ground handling and refueling arrangements for customers to ensure on-time departures. –B.C.
facility will receive a reception area with customer seating, customer and crew lounges, and business center facilities on the first floor. Construction is under way at the FBO in Zurich, with rollout of the project to continue throughout the company’s global FBO and MRO network for completion by 2015. Jet Aviation also announced that the Dubai Airport Authority and the Dubai Duty Free authority have granted its Dubai subsidiary authorization to open an airside dutyfree shop. The company plans to open the shop adjacent to its FBO facility in the second half of this year. o
An undisclosed head-of-state has taken delivery of the 11th aircraft completed by the Airbus Corporate Jet Center (ACJC). The ACJ319 features a six-zone cabin that can carry up to 19 passengers. According to the Toulouse-based company, the aircraft’s business-like main lounge is built around an imposing table that can accommodate up to six people, surrounded by two sideboards with fluid shapes and a large LCD monitor. The aft zones comprise a cozy office featuring club-two seating and a sofa, plus a master bedroom including a queen-size bed with a divan and a large
Greenpoint is showcasing cabinet craftsmanship Greenpoint Technologies (Stand 839), a completions center for Boeing Business Jets, is showcasing cuttingedge craftsmanship here at EBACE, where it is displaying cabinetry manufactured and designed for the 747-8 VIP. The U.S. company is one of only 15 approved BBJ completion centers worldwide. It currently is modifying the first two of five 747-8Is delivered from Boeing with the Aeroloft, a modular product designed specifically for the 747-8 that provides eight sleeping berths above the main deck in the aft section
of the aircraft. “Four years ago, Greenpoint set its aim on a 747-8 completion with strategic company investments and an organizational restructure,” said Sloan Benson, Greenpoint executive v-p. “The time we’ve spent with The Boeing Company understanding the unique aspects of the 747-8 related to our Aeroloft development have enabled an advantageous project launch,” he added. Greenpoint provides turnkey VIP aircraft interiors for private individuals and clients, including heads of state.
separate washroom with fullheight oval shower. “The cabin is designed to communicate comfort throughout: from bright colors and fluid shapes to noble materials such as high-quality leathers, polished marble and hand-made wool carpet,” said Sylvain Mariat, head of the ACJC Design Studio. The aircraft also features the latest Swift Broadband satcom system and sound proofing that has achieved noise levels of 50 dB in the cabin.–N.M. A light, airy atmosphere characterizes the interior appointments of this ACJ recently completed by the Airbus Corporate Jet Center.
In-house talent includes interior design, engineering, program management, manufacturing and certification for interior installations and modifications. Meanwhile, Odyssey Aerospace Components, a Greenpoint subsidiary and a VIP cabinetry facility for Boeing, Bombardier and Gulfstream business jets, is engineering interiors for a VIP 747-8I and recently delivered custom units for a VIP BBJ and BBJ3. “Our engineering team has increased significantly...the engineers use current 3-D/CAD software and work closely with the manufacturing artisans. This results in artistry engineered as seen in our products,” said Kevin Watassek, Odyssey Aerospace Components director of engineering.–N.M.
www.ainonline.com • May 14, 2012 • EBACE Convention News 33
Reborn 400XPR flies with upgraded engines
Rockwell Collins’ Pro Line Fusion avionics suite is already in service on Bombardier’s Global 5000/6000 series.
The first flight of the reengined Hawker 400XPR on May 3 was the culmination of 14 months of work by Hawker Beechcraft and Sierra Industries to further enhance the 400 model, continuing efforts to breathe new life into one of Hawker Beechcraft’s older aircraft types. The 400XPR is the second major modification program that Hawker Beechcraft Global Customer Support (Stand 7060) has launched. The first was the 800XPR upgrade; together they reflect a key strategy by the U.S. manufacturer to bring new value to airframes that could last a long time and thus enhance the manufacturer’s revenue. However, it will have to compete with an alternative offering from Nextant Aerospace, which upgrades Beechjet/ Hawker 400s with Williams engines and new avionics. Sierra Industries, a Texasbased modification shop and its SWAT engineering division, provided manufacturing and engineering integration and did the modification work on both the 400XPR and the 800XPR. The 800XPR package offers
individually or in combination. Improvements include 25 percent lower specific fuel consumption at long-range cruise, lower noise, greater “hot-andhigh” airport performance and a 5,000-hour engine TBO (time between overhauls). The 400XPR that flew on May 3 had just the engine upgrade; another 400XP was in a Sierra Industries hangar getting the final touch on the Pro Line 21 upgrade, while winglets are being installed, and will fly in about another six weeks. The avionics upgrade is certified and the winglets should be certified in August followed by the engine mod in September. Sierra and Hawker Beechcraft also incorporated other reliability improvements, including a nose-gear redesign that allows mechanics to service the nose strut’s hydraulic fluid without having to remove the strut; a bleed-air redesign to eliminate the need for a specific airworthiness directive; and a new starter-generator that will operate for 1,500 hours instead of the current 500. Sierra Industries CEO Mark Huffstutler said he’d like to add
Hawker/Beechcraft’s re-engined 400XPR took off earlier this month. Winglets and an avionics upgrade are also on tap.
by Matt Thurber
Rockwell Collins takes synthetic vision lead Rockwell Collins (Stand 436) has completed flight trials and is “on course” to receive operational credit approval for synthetic vision on a head-up display (HUD) next year, according to Greg Irmen, vice president and general manager business aviation for the U.S. avionics manufacturer. “We are moving very fast in working with industry partners [aircraft manufacturers] to get operational credit,” he said. The expectation is that initial approval will be for any runway equipped with an ILS, with credit allowing pilots to fly the approach down to lower minimums using synthetic vision on the HUD without visual references. “I think we’ll have this in service by next year,” said Irmen. The first applications of the Pro Line Fusion flight deck are in service on the Bombardier Global 5000 and 6000 long-range jets, and adding synthetic vision
will be a significant step forward. Pro Line Fusion is the first certified application of synthetic vision on a head-up display, and will be incorporated into Rockwell Collins’s head-up guidance system. Pro Line Fusion has also been selected for other business aircraft types, including the Bombardier’s Learjet 85, Global 7000/8000; Embraer’s Legacy 450/500; and Gulfstream’s new G280 (branded as PlaneView avionics). The G280 is scheduled for full certification this year, following provisional certification last year. Next, Rockwell Collins plans to obtain a supplemental type certificate (STC) to retrofit Fusion to the Hawker Beechcraft King Air 250. This version of Fusion will feature the new touchscreen system, which is targeting turboprops and light jets where the pilot sits closer to the instrument panel than in a larger jet. “The King Air will have our
Middle East gets its own cabin interiors specialist winglets, Pro Line 21 avionics and replacement of the original Honeywell TFE731-5BR with -50 engines. A Hawker 800XPR is on display at the Hawker Beechcraft static display here at the EBACE show. The 400XPR’s main upgrade swaps the original 3,000-pound thrust Pratt & Whitney Canada JT15D engines for Fadec-controlled 3,600-pound-thrust Williams International FJ44-4A-32s (flat rated to 3,200 pounds). The two other 400XPR upgrades are Rockwell Collins Pro Line 21 avionics (three- or four-display options) and Hawker Beechcraft-designed winglets. Each of the mods can be purchased
a single-point refueling system for the 400XP. “It’s a hell of an airplane,” he said. “Incredibly strong with a beautiful interior, but it needed modernization.” There are 604 Beechjet 400A/ XP jets eligible for the 400XPR upgrades. Sierra Industries is building the modification kits and Hawker Beechcraft Services will do the installations. “This thing performed flawlessly,” said Huffstutler after the first flight. He flew left seat with Hawker Beechcraft test pilot Dave Newton in the right seat. After takeoff, the 400XPR climbed to 5,000 feet in one minute and reached 14,000 feet and 320 knots during the testing. o
by Neelam Mathews Aircraft operators in the Middle East will soon be able to get cabin interior upgrades completed in their own region, rather than having to fly to Europe or North America. This is thanks to a new service agreement between ExecuJet Middle East and Galmena, which is a joint venture between Canada’s Gal Aviation and Mena Aerospace of Bahrain. The two companies will provide an all-inclusive cabin interiors service to major OEMs’ aircraft platforms, and their existing clients. ExecuJet Middle East is an authorized service facility for four major business aircraft manufacturers, and Galmena is
34 EBACE Convention News • May 14, 2012 • www.ainonline.com
looking to support OEM warranty work on cabin interiors. According to a spokesman, by October an aviation interior fabrication and refurbishment center will open in Bahrain, with Mena Aerospace being supported by Quebec City-based Gal Aviation as its primary vendor and holder of the necessary production approvals. The new Bahrain facility will employ cabinet makers, upholsterers and electricians. ExecuJet’s Dubai base will be used as a satellite operation for installing interior units in customers’ cabins. Sample interior units will be on show there from June. Gal Aviation has been in
STC at the end of 2013,” said Irmen, “and will enter service in 2014.” Flight testing of the King Air Fusion system begins in the fourth quarter this year. Rockwell Collins has signed up an aircraft manufacturer for the touchscreen version of Pro Line Fusion, but isn’t yet at liberty to name the customer. TCAS and FANS
For the European market, Rockwell Collins now has STCs from the European Aviation Safety Agency for transponders that meet the TCAS II Change 7.1 software upgrade. The TTR-4000 and TTR-921 transponders are fitted to about 50 aircraft types. Rockwell Collins also is ready to meet the LINK 2000+ data link mandate in Europe. “We want to make sure that our European customers are aware and have products to meet the mandates over the next couple of years,” Irmen said. “There’s plenty of time for customers to get upgraded.” For the FANS/CPDLC mandate, coming soon over some North Atlantic tracks and then even more North Atlantic airspace, Rockwell Collins is offering a communications management unit (CMU) and radio interface unit for Pro Line 21 operators. EASA certification is on track for multiple aircraft platforms, according to Rockwell Collins. Pro Line Fusion already is FANS/ CPDLC-capable (and thus automatically meets the LINK 2000+ mandate). The Pro Line 21 CMU will be available for new aircraft and retrofit installation. –M.T. business under its current name since 2008, but has previous experience making and refurbishing aircraft interiors going back to 2001. Much of this experience has been with work for Bombardier Global Express and Airbus Corporate Jet family aircraft. Mena Aerospace is also active in aircraft management, repair and brokerage, as well as aviation real estate and sales representation for companies such as Flir Systems and Thales. It is in the process of acquiring a new air operator’s certificate in Saudi Arabia, where it holds a Part 145 repair approval in addition to those it has from Bahrain, the U.S. and Oman. Gal Aviation recently received the latest Revision C version of the AS9100 certification for quality management, following Nadcap approval in February. It also provides maintenance and engineering management. o
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iPreFlight app upgrade has in-flight capability
dark sky behind, bright future ahead Against the somber clouds surrounding Geneva, the EBACE static display line has been coming together over the past few days. If the threatening skies represent challenges that continue to face business aviation in Europe, the bright sunlight bathing this inbound Falcon hopefully augur better, more prosperous times ahead.
Lufthansa Technik sees growth around the globe by Kirby J. Harrison Last year was a good one for Lufthansa Technik’s cabin completion and MRO businesses, according to Walter Heerdt, senior v-p of marketing and sales, and 2012 promises more of the same. In 2011, the Hamburg, Germany-based center (Stand 443) completed a modernization of the German government fleet with the delivery of two Airbus A340s and four Bombardier Global 5000s, “on time and within budget.” As for 2012, said Heerdt, its facilities are currently running three twin-aisle bizliner cabin outfitting lines in parallel for the first time, along with one singleaisle line. And, he added, BizJet International, the company’s U.S. subsidiary in Tulsa, Oklahoma, is currently operating two single-aisle outfitting lines and plans to expand to three lines. BizJet currently has three singleaisle aircraft undergoing outfitting in its hangars. Among cabin completion projects under way in Hamburg, there is one Boeing 767; two 747-8s are expected to roll in before year-end. “For the next two years,” said Heerdt, “we have acquired considerable business for both maintenance repair and overhaul and
cabin completion of single-aisle and twin-aisle aircraft.” Heerdt sees the greatest overall market growth in Asia, the Middle East and parts of Africa, and while business in Europe and North America will also grow, it will do so less quickly. “We are rather sure that the situation in the MRO market will become more challenging by an unbroken cost pressure, the need for investments in new technologies, some overcapacity, limited resources and IP [intellectual property] protection,” he told AIN. Delay-induced Peak
Lufthansa Technik expects the completion market for twinaisle airliner conversions will normalize after the current Boeing 747-8 delivery peak has passed. The peak, pointed out Heerdt, was a result of production delays at Boeing, followed by a concentrated schedule of 747-8 deliveries within a period of just a few months. That peak, he said, will remain stable, at a more normal level, entering 2013. At this point, Heerdt said the workload is close to filling the completion capabilities at both Hamburg and Tulsa until the end of 2013, “leaving some residual narrowbody slots open
within our network.” In the meantime, 2012 appears to have been well begun. In March, BizJet International signed a supplemental license agreement giving it the status of a Boeing-approved completion center. “This forms the base for our business strategy to become one of the leading completion centers for single-aisle aircraft in the Americas and beyond, especially in China [where] we see large potential,” said BizJet president and CEO Kai Roepke. In the past two years, BizJet has delivered three cabinoutfitting projects to Chinese customers and, according to Roepke, the center has four more such projects on the order books, including a Boeing Business Jet. Also abroad, Lufthansa Technik has strengthened its presence in Turkey, opening a sales office in Istanbul. Further this year, Lufthansa Technik’s customer pages on the Internet have undergone a facelift to make the site more intuitive. At www.lufthansatechnik.com/services, customers can navigate more easily with a compressed version of products and services presented on a single page. “A clear layout and an intuitive interface were the priorities in the redesign of our customer pages,” said director of marketing communication Ulrich Leidorf. The site, he advised, “is the showcase that we use to invite our customers to contact us for further information and advice.” o
36 EBACE Convention News • May 14, 2012 • www.ainonline.com
An enhancement of Aircraft flight plan and current weather, Performance Group’s iPre- Notams and charts. Flight Flight iPad app, adding in-flight releases can be emailed, in analysis, is about to be released Adobe PDF format, and stored on the Apple App Store–but on iPads or distributed to whoEBACE attendees can get a pre- ever needs them. A useful APG feature is its view demo from APG (Stand 2364). Previous versions of the Max Payload Estimator, which app need to be connected to allows users to input all the the Internet to perform runway parameters for a planned deparanalysis calculations but in- ture, including payload, weather flight analysis (in what will be and runway characteristics and Version 1.17) allows a landing- calculate the maximum paydistance assessment to be com- load that can be carried. APG is working closely with Cessna and pleted while airborne. The enhancement allows Embraer and has obtained highmore up-to-date destination resolution flight performance conditions to be used, so that data for use in iPreFlight. For operators of large pilots can be more confident that the destination still meets fleets, APG can work with required performance and third-party flight support safety parameters. “It’s a com- and flight-planning providers, plete integration of runway integrating their systems with analysis, weight and balance iPreFlight. Companies that and performance,” said APG APG is working with include Air Support, Arinc Direct, co-founder Rogers Hemphill. The iPreFlight app is designed Rockwell Collins/Ascend and o to be used by individual pilots in Universal Aviation. small flight departments and by large departments and fleet operators that employ dispatchers (using the Windowsbased iPreFlight dashboard software running on their computers). Both can use iPreFlight to generate a complete package for each flight in advance, which is called the Flight Book. Dispatchers can prepare Flight Books well ahead of a flight then just update the package as information changes; closer to the departure time, the pilot or dispatcher then create a flight iPreFlight users can now calculate landing release with the runway anal- distance while airborne, using the most ysis, weight and balance, current weather and weight information.
centerline precision Static display aircraft arriving for EBACE personified the precision and professionalism of the proud industry they represent.
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eConnect offers one-box fix for cabin control by Amy Laboda Emteq has announced retrofit specialist Flying Colours as the launch customer
for its new eConnect cabin management system. The equipment will feature in
Bombardier CRJ aircraft upgraded by Flying Colours and Emteq is also offering it for retrofit on Airbus A320 family aircraft, including the ACJ models. The eConnect product, about the size of a standard briefcase, is evolutionary, according to program manager Greg Cornell. “There are three functionalities in this one little box. Through it the user can control lights, cabin temperatures, window shades, plus, their interface also becomes a portal for streaming movies, audio and the Internet,” he explained. “It’s all built into the eConnect line replaceable unit. This is a wonderful single-box solution that saves weight and complex installation.” U.S.-based Emteq claims that eConnect is the industry’s first Wireless N router, widening the bandwidth
Emteq’s eConnect LRU provides a wireless access point that affords control of key functions–temperature, cabin lighting, window shades and more–with a browser from any device with connectivity.
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38 EBACE Convention News • May 14, 2012 • www.ainonline.com
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Emteq’s IntelliUSB can be installed into seats, allowing passengers to charge their iPads, iPhones, BlackBerrys and Kindles throughout a trip.
available for uploads and downloads. Still, that’s not what makes the eConnect evolutionary, if you ask Cornell. “A lot of people are coming out with the iPad app controllers for the airplane,” he told AIN, “but we wanted to capture the entire market, not just iPads and iPhones. We found out that Android devices have taken over the market. We also did some research and found out that Microsoft Windows is by far the most commonly used operating system on the market. We realized that if we develop only an Apple app we were cutting ourselves short.” Instead, the company made the eConnect with an HTML5 user interface that will run on any portable device, even a Blackberry or Kindle Fire. “You can log on to the wireless access point provided by eConnect in the aircraft and control key functions–temperature, cabin lighting, window shades and more–with your browser from any device with connectivity,” said Cornell. “It was quite a bit of work; there were some hurdles to overcome going to HTML5. But our mission was to support any kind of wireless device that came onto the aircraft, and HTML5 let us do that.” The eConnect has the ability to integrate with existing systems, or new systems. “We create a bridge to the eConnect from any existing system to add in the functions of the eConnect,” explained Cornell. “Our target market is the bizjet with a very brief downtime. Our product is very generic, but customizable. We can even customize the graphical user interface; say, to add a brand logo,” he continued. Emteq (Stand 2161) also has a plan for keeping those connective devices working throughout the trip. “We developed our IntelliUSB and IntelliOutlet that can be installed into seats so that passengers devices can stay charged. Both can be easily retrofitted to existing seats,” said Cornell. The IntelliUSB includes built-in circuitry for 28VDC power, eliminating the need for a cumbersome converter, all in a rugged and cost-effective package. The IntelliOutlet has built-in ground fault interruption (GFI) and current limiting capability, eliminating the need for an external GFI box, relay, indicator light and circuit breaker. All outlets have adjustable current limiting and a wide input voltage allowing one part number to work for many installations. The IntelliOutlet can be ordered in different formats, including universal, North American or European. o
© 2012 Rockwell Collins. All rights reserved.
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Comlux expands fleet; takes on ACJ completion by Charles Alcock Hyundai Motor Co. is entrusting the completion of its new Boeing Business Jet to Comlux America. The work will be done at Comlux’s Indianapolis, Indiana facility and will be its second BBJ completion and fifth project overall. The aircraft is due to arrive for completion in the second quarter of 2013 and the work will be done in the new hangar that Comlux is due to open this summer. The Korean automaker is being represented by Avjet Corp., which is overseeing the project and helped to select the completion center. The new BBJ interior is being developed by the Comlux Creatives design department. The cabin features will include a forward lounge area and a private office that can be converted into a large bedroom in the middle of the cabin. The aircraft will be equipped with its own private bathroom and a sophisticated
business-class seating area at the rear of the cabin. In terms of cabin systems, it will also be equipped with the latest technology, including a satcom system with Swift Broadband capabilities, video streaming to iPads, mood lighting and an upgraded insulation package to make it one of the quietest cabin interiors in the air. “As always, our objective is to deliver the aircraft at the highest quality and with minimum downtime,” said Comlux America CEO David Edinger. “It is our goal to begin the design and engineering right away and complete all engineering and fabrication before the aircraft arrives at our facility.” The Hyundai contract is one of two new completions orders for Comlux America, which is also set to outfit another BBJ for a client based in Eastern Europe. It has previously worked on a Boeing 767 and is now working
The Airbus ACJ319 Comlux recently added to its charter fleet is on display here at EBACE. The aircraft was completed by Comlux America in Indianapolis, Indiana and is being operated by the company’s charter/management division Fly Comlux.
on a 757, with a pair of Airbus ACJs also completed. “We want to focus on BBJs and ACJs and do this segment very well and on time,” said Comlux president Richard Gaona. “We will leave it to other companies to be busy with larger aircraft such as the new 747-8.” Charter Division Gets ACJ319
Meanwhile, the Switzerlandbased group’s Fly Comlux charter and management division
has taken delivery of another new ACJ319, which has also been completed in Indianapolis. It is on display at EBACE this week and features a three-section cabin with a main lounge and a pair of bedrooms at the rear (one of which converts into a small lounge). Comlux America used a new proprietary package to reduce cabin noise levels to just 50dB, without increasing the aircraft weight. It also features mobile communications
PC-12 pilots get smarter view with synthetic vision by Matt Thurber The benefits of synthetic vision are available for operators of the Pilatus PC-12 NG. The Honeywell Primus Apex flight deck in the PC-12 NG is designed for single-engine turboprops through light jets, and now with SmartView synthetic vision added, Apex offers the sophistication and utility of Honeywell’s Primus Epic avionics found in much larger aircraft such as the Gulfstream G650 and Dassault
Falcon 900EX EASy II. Primus Apex is on three platforms: the PC-12 NG, Viking Aircraft Twin Otter 400 and China’s Y-12F. More than 3,200 aircraft are flying with Primus Epic platforms, and that number will grow to more than 10,000 by 2029, according to Honeywell, based solely on current and not future sales. “Apex leverages Primus Epic for Part 23 aircraft,” said Larisa
Parks, vice president of crew interface products marketing for Honeywell. “It’s a good step up to Epic,” she added, meaning that pilots who fly with Apex will find a natural transition into an Epic cockpit. “They’ll notice that similarity.” In the PC-12 NG Primus Apex consists of four 10-inch high-resolution LCDs arranged in a T formation, with two MFDs stacked vertically in the center
and one PFD in front of each pilot seat. The PC-12 Apex system features a Pilatus-designed cursor-control device instead of Honeywell’s CCD. Also included is Honeywell’s Inav navigation display with on-screen graphical flight planning capability. What makes Primus Apex’s synthetic vision unique, according to Honeywell test pilot Sandy Wyatt, “is that the SmartView
Continued on page 44 u
Honeywell’s Primus Apex suite brings the benefits of synthetic vision to Part 23 aircraft. In the PC-12 NG the suite displays own-ship position on approach charts (left), enhancing situational awareness. HUD symbology is replicated on the Primus Apex PFD (right) in the PC-12, including the safety benefits of the flight path symbol.
42 EBACE Convention News • May 14, 2012 • www.ainonline.com
connectivity provided by OnAir. “I am pleased to operate this new ACJ319, which offers a very quiet and beautiful cabin, the latest connectivity and entertainment systems, and also an excellent range of more than ten hours nonstop,” commented Andrea Zanetto, CEO of Fly Comlux. “With two Airbus aircraft based in Russia, along with three Airbuses and one Boeing 767 based in the Middle East, Fly Comlux is ideally placed to capture a large demand of VIP charters in Eastern Europe, Central Asia and Africa,” he added. The Fly Comlux fleet consists of 19 aircraft, including the following types: one VIP Boeing 767, an Airbus ACJ320, three ACJ319s, an ACJ318, three Bombardier Global Expresses, three Global 5000s, two Challenger 605s, a pair of Challenger 850s, two Embraer Legacy 650s and a Dassault Falcon 900LX. Comlux has launched a new cooperation with yacht charter group Mellwood to assist its clients with flight bookings. Much of the new business is expected to come from Russia, where wealthy individuals are keen to jet down to the Mediterranean coast to join their yachts. Comlux (Stand 227) has four aircraft–two ACJs and two Globals–positioned in Moscow most of the time to be ready for rising charter demand. “Overall, the charter market is still very weak,” Gaona told AIN. “Before we [the charter industry] said we will see when the crisis will finish, but now we say that this is the market condition forever and operators are concerned about rising fuel costs at a time when the market is down.” Nonetheless, he has high hopes from the Asian market and wants Comlux to have a footprint in that region by year-end. o
The Pilatus PC-12 NG can be equipped with Honeywell’s Primus Apex flight deck, now with SmartView synthetic vision.
P-12 pilots get synthetic vision uContinued from page 42
display was built from the ground up to be a head-up display. Other synthetic-vision displays are pretty pictures on a standard ADI [attitude director indicator]. We put synthetic vision on
a head-up display, head-down.” When it comes to paying to add synthetic vision when it is an option, pilots often wonder about tangible benefits. Wyatt pointed out that there are clear safety benefits such as avoiding, for example, a situation where the pilots are directed to fly into rising terrain. Synthetic vision displays an animated
view of the outside world, and if the terrain database on which that view is based is good enough, pilots can virtually see terrain and obstacles when the view through the cockpit windows shows only thick fog or clouds or darkness. But there is an additional benefit that Honeywell (Stand 463) and others are working on, and
that is lower landing minimums on instrument approaches when using synthetic vision. And that is without using an expensive and
bulky head-up display (HUD). As of now, there is no timeline when this capability might receive regulatory approval, but industry committees are actively engaged in this effort. Head-up Features
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The HUD symbology that SmartView brings to the Apex synthetic-vision display helps pilots in many ways. The key HUD-like feature is a flight path symbol, which always shows exactly where the aircraft is going. If, for example, the pilot is flying at night in a mountainous area, the flight path symbol pointing at a mountain peak shown on the syntheticvision display means that without changing the flight path, the airplane will eventually run into that mountain. Similarly, during an approach to landing, the pilot simply points the flight path symbol at the touchdown point on the runway and that’s where the airplane will land. Of course, the pilot has to adjust the throttle to maintain the proper airspeed. Like a HUD, SmartView also has an acceleration chevron to give the pilot information about the airplane’s energy state, and a dynamic speed cue that is tied to the desired reference speed. To help the pilot identify the airport location during an approach, SmartView depicts the airport on the syntheticvision display as a cyan rectangle with a dotted line extending from the runway centerline. As the airplane gets closer to the airport, the cyan box shrinks to enclose just the desired runway. Honeywell engineers carefully designed the synthetic vision to accurately replicate the motion perception as the airplane flies closer to the runway. And as the runway image grows on the display, runway centerline, numbering and distance markers become apparent. SmartView for the PC-12 NG costs $70,000 per cockpit, according to Pilatus Aircraft (Stand 7031). But PC-12 buyers can choose SmartView as part of four avionics package choices, in which case the price drops to $40,000. Pilatus plans to offer the SmartView upgrade for retrofit to PC-12 NG owners and operators, most likely after 2012, the company told AIN. o
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Challenger 300 – Amsterdam Challenger 604 – Amsterdam Citation Sovereign – New York Falcon 7X – Dubai Falcon 900EX EASy – Dubai Falcon 2000EX EASy – Dubai Gulfstream 450 and 550 – Shanghai King Air 350 Pro Line 21 – Dallas Learjet 40 and 45 – Mexico City / Toluca COMING IN 2012+ Challenger 604 and 605 – Dubai (2012) Falcon 7X – Asia (TBD) Global 5000, Express and XRS – Asia (2013) Gulfstream 450 and 550 – Dallas (2013) King Air 350 Pro Line 21 – Melbourne (2012) Phenom 100 and 300 – São Paulo (2012)
Comlux ACJ’s new twist on ‘sleep or work’ option by Liz Moscrop
The latest Airbus ACJ319 is making its world airshow debut on the EBACE static display. Operated by Swiss-based business aviation services company Comlux (Stand 227), the aircraft can carry 19 passengers and features a cabin by the group’s
outfitting arm Comlux America (see page 42). “It is the first in our 318/319/320 family to offer a bedroom that can convert into an office,” explained François Chazelle, Airbus Corporate Jets v-p commercial. “All of our
Offices doubling as bedrooms are standard fare in ACJs. Comlux turned the tables, allowing this designated bedroom to convert to office space.
Banyan upgrades WiFi for Gulfstream data link by Amy Laboda Fort Lauderdale, Florida FBO Banyan Air Service (Stand 456) has just completed equipping its ramp to meet requirements for the new Gulfstream G650 and G280 corporate jets. These aircraft, set to enter service this year, are equipped with new maintenance systems that depend on wireless connectivity to deliver its messages to mechanics and to facilitate software repair and updates to components. The G650 contains an aircraft health and trend monitoring system, also known as
PlaneConnectHTM (which uses GE Aviation’s integrated vehicle health management system), and the G280 includes a system that allows for wireless database updates to the Rockwell Collins system through the avionics manufacturer’s Ascend portal. Newly established WiFi functionality at Banyan Air Service will enable visiting G650 and G280 aircraft to use their external antennas to transfer data to and from the aircraft. The company has adopted WiFi across its headquarters site. “We took the opportunity
products offer the possibility to convert an office to a bedroom, but this is a new move.” Airbus is also announcing good news for operators in Europe, the U.S., Saudi Arabia and China. The OEM has gained approval for Part 135 operations in those jurisdictions for the ACJ318 and ACJ319, as well as approval for a variant of the ACJ319 in China. Previously, operators had to undergo a more onerous approval process, such as Part 121, which is similar to that required of airlines. Although operators still have to apply for a Part 135 certificate, the aircraft they use have to be compliant with the regulations. However, the simpler requirements of U.S. Federal Airworthiness Regulation Part 135 recognize that business jets typically carry fewer passengers, fly less frequently and operate in a less demanding environment. The new stipulations state that the aircraft have a payload no greater than 7,500 pounds (3,400 kg). In addition to the new approvals, Airbus is enhancing the entire ACJ family. From 2012 the airframer will offer “sharklets” as a winglet option on its airliner variants, with runway overrun protection and on-board airport navigation systems coming in 2013. “Offerings for the corporate types will follow shortly afterward,” added Chazelle. “The new software addresses some of the most common causes of accidents, such as runway overruns. Pilots also tell us that navigating around airports can be one of the most challenging parts of their jobs.” o to take our wireless to the next level,” said Joseph Melendez, Banyan’s information technology director. “We equipped 80 acres on our entire campus with wireless connectivity and also revamped our internal wireless to provide a better experience for our customers.” The facility includes the company’s 24/7 FBO services, aircraft sales, maintenance and avionics, a retail aviation products store and the Jet Runway Café. Banyan’s director of maintenance, Brian Wilson, is anticipating that the U.S. Federal Aviation Administration will soon approve its application for an STC allowing it to fit the Honeywell Aspire 200LG system in the Gulfstream GII, GIII and GIV. The system turns these aircraft into WiFi hotspots and
46 EBACE Convention News • May 14, 2012 • www.ainonline.com
AgustaWestland’s 10-passenger, medium twin AW169 performed “as expected” on its first flight last week in Cascina Costa, northern Italy.
AgustaWestland A169 completes maiden flight The AgustaWestland AW169 medium twin helicopter made its first flight on Thursday at the company’s Cascina Costa plant in northern Italy. The company reported that the eight- to 10-passenger, 9,000-pound helicopter performed “as expected” during the flight to check out general handling and basic systems. The AW169 is powered by a pair of 1,000-shp Pratt & Whitney Canada PW210S turboshafts, the same engine that powers the new Sikorsky S-76D. The helicopter’s advanced avionics suite will include a digital night-vision-goggle-compatible cockpit with three eightby 10-inch large area displays with enhanced graphics capability. A four-axis digital automatic flight control system with dual flight management system is expected to facilitate single-pilot IFR operations. It also will feature IFR LPV (instrument flight rules, localizer performance
with vertical guidance) capability and terrain awareness warning system. Fuselage construction is expected to include generous use of composites. The helicopter will be offered with a choice of wheeled or skid landing gear. The AW169 has a 222-cu-ft cabin and a 45-cu-ft baggage hold. AgustaWestland claims 50 orders for the new $10- to $12 million AW169 and projects an ultimate market of 1,000 helicopters over the next 25 years. It is aiming for certification in 2014, with deliveries beginning in 2015. Two more prototypes are to join the test fleet this year and a fourth to be added in 2013. The helicopter is being marketed to the executive, SAR, EMS, offshore and law-enforcement markets and will be built in AgustaWestland’s plant in Yeovil, UK. Executive interiors already have been developed for the aircraft. –M.H.
enables pilots and passengers to use WiFi-enabled devices to access email, Internet data and voice communications. “The complete package consists of the Aspire 200LG broadband system augmented with a dual-channel Iridium satcom,” said Wilson. “Our
launch customer is very satisfied with the system and we have already received many inquiries about this innovative product,” he added. The team recently completed enhanced ground proximity warning system and flight data recorder upgrades on two GIVs. o
With updated WiFi, the ramp at Banyan Air Service is now equipped to accommodate Gulfstream’s PlaneConnectHTM maintenance management data link.
Falcon 900s flock to EASy II, with 7X and 2000 next in line positive, according to Dassault. Since entry into service, only “minor corrections” have been required. The new approach capabilities, such as localizer performance with vertical guidance (LPV), are proving useful. In the U.S., there are more LPV approaches than ILS Cat 1 approaches, and Europe has started to implement LPV approaches. Display symbology has been made more consistent between the primary flight display, the optional head-up display (HUD) and the optional synthetic-vision system. For example, the flightpath vector on the PFD is now “uncaged” which means it has lateral freedom and so can move around in crosswind conditions. Thanks to the harmonized symbology, head-up to head-down transitions are made easier, according to Dassault. In an unusual attitude, the attitude direction indicator’s symbology is automatically cut down to the essential–focusing only on the information the pilot needs to recover. In that case, synthetic vision also disappears. This “de-cluttering” can avoid confusion, Dassault’s EASy II symbology has been harmonized and uses head-up display Dassault emphasized. philosophy. It is now certified for the Falcon 900 series. EASy II features the upgraded avionics suite and almost an improved takeoff and go-around 250 pilots have been trained on it. “It not capability. In case of an engine failure, only improves the aircraft’s operational it provides guidance to the safety altiabilities but also takes advantage of the tude, heeding the aircraft’s actual pernewest air traffic management tools,” said formance. This is a major change for the John Rosanvallon, president and CEO of crews, Dassault pointed out. Dassault Falcon. 7X HUD Still the Best Ten new Falcon 900LXs have been The enhanced vision system (EVS) on delivered with the new flight deck, which also was certified on the Falcon 900LX the HUD has been improved on the Falin June 2011. In addition, more than con 900 and 2000 series but performance 40 Falcon 900EXs and LXs have been remains short of that of the Falcon 7X’s retrofitted with EASy II and one third second-generation HUD and EVS. The of the Falcon 900 EASy fleet is now cooled infrared sensor is now the same, equipped with the new version of the supplied by CMC Electronics. However, system. Another 20 Falcon 900 retrofits the image is displayed by CRT technology, are scheduled by year-end. Early Falcon as opposed to the better quality LCD. The 900s were not equipped with EASy orig- certified operational gains of the Falcon inally and therefore cannot be retrofit- 7X, therefore, can’t be found on the Falcon 900 and 2000. ted with EASy II. Meanwhile, development of EASy II Mostly a Software Upgrade for the Falcon 7X and Falcon 2000 conInstallation of EASy II is primarily tinues. The first certification test flight is a software upgrade with some hardware scheduled to take place in June and certicomponents. Any Dassault Aircraft Ser- fication is anticipated for both models by vices facility or authorized service center year-end. The Falcon 2000S, currently can perform it with downtime estimated in development, will come with EASy at 5 to 12 days, depending on the options II as standard equipment. In addition, selected. Pilot training takes two days. Dassault engineers are already working o Customer feedback has been very on EASy III. The new EASy II flight deck is in full view here at the EBACE show in the cockpit of a Dassault Falcon 900EX. Honeywell, manufacturer of the Primus Epic avionics suite on which the EASy suite is based, has brought the aircraft to Geneva and is offering customer demonstration flights. A year ago at EBACE 2011 Honeywell announced that the EASy II software upgrade had received U.S. technical service order (TSO) approval for the Falcon 900. Certification of the system on the Falcon 900EX by both the European Aviation Safety Agency and the Federal Aviation Administration followed last June. Service entry for EASy II is gathering pace, as over 50 Falcons are flying with
48 EBACE Convention News • May 14, 2012 • www.ainonline.com
by Thierry Dubois
Vistajet global express returns to ebace Having made its stunning first appearance at last year's show here in Geneva, VistaJet's Global Express XRS revisits the scene of its introduction. With tail art applied by the worldfamous grafitti artist Retna, the twin Rolls-Royce-powered jet cuts an impressive figure on n any airport ramp around the world.
FlightAware debuts two apps tailored for global markets by James Wynbrandt FlightAware (Stand 2065), the U.S.- with tasks such as optimizing schedules based flight tracking company, is introduc- and planning fuel needs. However, the fact that it is hard to ing two new web-based products this week in its debut appearance at the EBACE source flight data in Europe, and local show. FlightAware Global is aimed at requirements that information about an aircraft operators, while FBO ToolBox aircraft’s location should be supplied Europe is designed for FBOs and handlers. only to owners or their direct represen“So many people, possibly as many as tatives mean that FlightAware is unable 30 to 45, are involved in the movement of to provide its basic service for free as business aircraft and they all need access it does in the U.S. There, its business to flight alerts,” explained FlightAware CEO Daniel Baker. Two or three undisclosed European charter operators have already signed up for FlightAware Global and their dispatch teams are using the system for tasks such as generating revised routings and estimating delays. FlightAware Global provides real-time flight tracking in more than Flight-tracking capability has become virtually essential for charter 40 countries across operators and FBOs. Two new products from U.S.-based FlightAware Europe, North America address the needs of those markets in Europe and throughout the world. and Australia, enabling operators to know the location of model is based on the assumption that their aircraft at all times. According to if users are pleased with the core flight Baker, it “seamlessly combines half a tracking service they will pay more for dozen services currently available from additional features. The company is working to remove FlightAware–for example, real-time maps, flight alerts, satellite tracking and these restrictions but, for now, charges mobile apps–that will reshape the flight a base rate of €95 per month, which data arena in Europe in the same ways Baker claimed is a fraction of comthe industry has changed in the U.S. as a parable services. It is now set to offer additional features such as integrated result of FlightAware innovations.” FBO ToolBox Europe is the Euro- European weather radar service and pean version of the company’s FBO the ability to track an operator’s entire ToolBox product, which is deployed by fleet on one map. FlightAware will also more than 250 FBOs in the U.S., Can- be increasing the resolution of its existada and Australia. In addition to flight ing U.S. weather radar imagery by a tracking, the ToolBox provides airport factor of four. “There is a real opportunity to help traffic information and aircraft usage analysis along with tools designed to people to operate more efficiently and to improve customer service and assist save time,” said Baker. “Hard times, like sales and operations. The system has those facing the industry today, tend to o been devised to help FBO and handlers spur innovation like this.”
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Honeywell to build hardware for Global Xpress satcom package by Matt Thurber Honeywell and Inmarsat have completed an exclusive agreement for Honeywell to develop onboard hardware to connect to Inmarsat’s Global Xpress highspeed satcom system. The Global XPress agreement, said Carl Esposito, Honeywell Aerospace vice president of marketing and product management, “validates the strategy of [last year’s EMS Technologies] acquisition and the focus of global connectivity.” The Global Xpress network will consist of three geostationary Ka-band Boeing 702 HP satellites that will cover most of the world except remote polar regions with broadband connections of up to 5 Mbps uplink and 50 Mbps downlink. “Up to about 70 to 75 degrees north and south you’ve got virtually complete coverage,” said Global Xpress managing director Leo Mondale. “There are some parts of the world that simply do not have enough activity, even aviation or maritime activity, to warrant permanent coverage.” Global Xpress airtime cost is expected to be lower than current Ku-band broadband satcom systems. But more significant is the greater capacity of the Ka-band satellites. “One of the main differences between that and Ku-band is the susceptibility to forming smaller and more sharply defined spot beams from up in space,” he explained. “Our system will operate with a far greater focus of the energy than the Ku-band beam, which is typically kind of continental size. We’ll have more like 21 beams serving the Latin American content. Those two combine to give more bang for the buck,” he said. Mid-2013 Launch
The first Ka-band satellite is to launch in mid-2013. “It will take between four and five months to check the satellite out and the ground components and verify that the network is performing as planned,” Mondale said. The first Global Xpress satellite should begin commercial service by the end of 2013 for Europe, the Middle East, Africa and a large part of Asia. The other two are to begin service 12 months later. “The exclusive portion [of the Honeywell agreement] relates to air transport and business
aviation and covers a large part of the equipment that supports the ecosystem,” he said. “We expect Honeywell to be our partner in pretty much every aspect of aviation, whether it’s specifically exclusive or not, but the exclusive portion is very substantial.” Inmarsat had announced in
2011 that Rockwell Collins signed an agreement in principle be the exclusive airborne hardware provider for Global Xpress. That agreement was supposed to be negotiated and finalized by the end of that year, but according to Mondale, “We couldn’t get to closure onsome
of the key aspects of the relationship. It wasn’t because Rockwell C ollins was incapable of developing a terminal. What we were looking for was a partner to build an ecosystem and a business in a very tough and specialized environment.” By late November, when Inmarsat was free from the exclusivity clauses of its agreement with Rockwell Collins, it started negotiating with Honeywell and others. Earlier this year Rockwell Collins (Stand 436) confirmed that it “recently discontinued negotiations on an agreement to
develop a joint global Ka broadband solution for the aviation industry” and indicated that it will pursue other options for providing broadband connectivity. Honeywell (Stand 463) is currently developing airborne Global Xpress hardware, including two antenna systems, a fuselage-mounted antenna for air transport jets and one that will fit on tails of business jets. “We’re working on all of that plus a few other system components that go into the overall aircraft package,” said Esposito. It’s too early to say how much Global Xpress equipment will weigh compared to other satcom systems. “We’re well experienced in packaging the airborne equipment very compactly,” Esposito said, “and we’re focused on how to keep that installation simple for the operators.” In addition to serving mobiledevice-toting passengers, Honey well “is looking at how we can provide aircraft-level information, like remote maintenance, diagnostics and health monitoring, utilizing the Ka-band system,” said Esposito. “That high bandwidth capability lets us look at not only the avionics, but also the mechanical and maintenance systems that we have onboard the aircraft and how we can make them much more connected and have more realtime data about the status of the aircraft.” o
for in large jets such as the Gulfstream G450 and G550 and the Bombardier Global series, which are powered by the RollsRoyce Tay or BR710 engines. AE 3007 engines power the remainder: the Cessna Citation X and Embraer Legacy 600 and 650 series. In 2011, Rolls-Royce delivered 1,500 business jet engines worth $2.4 billion. Almost all of those were for large-category aircraft, a market sector that has remained strong despite
global economic uncertainty. According to Rolls-Royce, its global product support reach is enhanced by its defense-, marine- and energy-sector turbine segments, which service customers worldwide. The BR725 engines on the new Gulfstream G650 will continue this trend, Friedrich said. The company’s CorporateCare program will provide alternate lift for any engine-related AOG on these G650 aircraft until the aircraft can be fitted with a lease engine and returned to flight status. “We will give you an aircraft to use for your mission until yours can be returned to service,” Friedrich said. RollsRoyce also has expanded its classic CorporateCare coverage to include labor for A and C maintenance checks, troubleshooting and LRU on-wing replacement. Currently, more than 1,200 aircraft are enrolled in classic CorporateCare. o
Honeywell and Inmarsat are partnering on the Global Xpress network, which aims to provide global connectivity. It will consist of three geostationary Ka-band Boeing 702 HP satellites that will cover most of the world except remote polar regions with broadband connections of up to 5 Mbps uplink and 50 Mbps downlink.
Rolls-Royce enhances CorporateCare service by Mark Huber Engine maker Rolls-Royce (Stand 348) plans to increase its global network of authorized service centers for corporate aircraft engines and strengthen its relationship with existing centers. The company is expected to announce the appointment of additional service centers here at EBACE this week. Earlier this year, the engine maker announced the appointment of Hawker Pacific Asia in Singapore and MetroJet in Hong Kong as new members of its service network for the AE 3007A and BR710 engines, respectively. In 2011, Rolls-Royce signed a memorandum of understanding with Embraer for that OEM to become an authorized service center in São Jose dos Campos, Brazil, for the AE 3007A for the Legacy 600 and 650. At the same time, over the past year Rolls-Royce has made
major infrastructure enhancements to its CorporateCare engine maintenance program. “We’ve spent a lot of time and invested quite a bit in our p eople and our training,” said Steve Friedrich, Rolls-Royce vice president of sales and marketing. This includes opening a new training center in Indianapolis, Indiana; expanding shop capacity; and increasing parts stock and lease engines with the goal of being able to service aircraft anywhere in the world. “No matter where you are, you can get the support you need for a Rolls-Royce-powered aircraft,” he said. Today, Rolls-Royce engines power a diverse fleet of 2,600 business aircraft distributed across 16 different model types, accounting for a 39-percent share by market value. More than 90 percent of this is accounted
50 EBACE Convention News • May 14, 2012 • www.ainonline.com
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Flying Colours tackles ‘fully loaded’ Execliner by Curt Epstein Private aircraft makeover specialist Flying Colours is embarking on what may well be the company’s most ambitious project. Known for its Execliner renovations, which turn Bombardier’s CRJ family of regional airliners into well-appointed business jets (also known as Challenger 850s), the Canadian cabin completions specialist has begun work on what it describes as its first “fully loaded” CRJ200 conversion. Headlining the changes is the addition of
a Macbook, the other a PCbased unit. One of the computers will be configured for video teleconferencing to support the client’s business operations while in transit. For broadband conductivity, the twinjet will have a Viasat Ku-band installation for faster upload speeds. iPad Controls Systems
Among the client’s specifications are that the aircraft’s cabin systems, such as lighting, the in-flight entertainment system (IFE) and even galley functions, be controlled through an iPad application. System installation will include
A low-time CRJ200 provides the basic building blocks for what is expected to become Flying Colours’ most impressive conversion to date. The company has already begun gutting the aircraft’s interior in anticipation of a 2013 delivery date.
(Stand 1367) is also considering how to install a tail-mounted camera so it won’t conflict with the satellite TV receiver. The aircraft’s bathrooms feature customized wood-veneer cabinetry, complemented by platinum-plated hardware and Dornbracht plumbing fixtures. Touchscreen controls allow passengers to control the IFE system from the bathrooms.
When completed, the Bombardier CRJ200 will go from accommodating 30 passengers to just six, pampered with refinements, including a full-size bed and a new-tothe-type shower in the aft lavatory.
a shower in the aft lavatory, believed to be the first for the type. “This is a CRJ200, it’s not a BBJ,” said Flying Colours executive vice president Eric Gillespie. “We’re still in the engineering phase, going back and forth with the client, but it is feasible, and with the mission profile of the customer, it’s not going to be a detriment.” The shower stall will take the place of the standard wardrobe cabinet opposite the vanity and toilet. The weight added by the system will be partially offset by the reduction in the number of seats from 30 in its shuttle configuration to just six in the main cabin. Those few seats (from California’s Aero Seating Technologies), however, will come with virtually every option including heat, massage, lumbar support, recline and vertical lift adjustment, with a memory function to store preferred settings. Minus upholstery, each will cost more than $50,000. The forward seats will have floor tracking that will take them to a pair of pull-out desks mounted on the bulkhead at the front of the cabin. Each will have a built-in laptop computer–one
a 20-terabyte server, capable of storing thousands of movies and music volumes, which will be updatable by USB connection and/or wirelessly. Both communications and IFE features have been customdesigned in partnership with a company called Esoteric, which has developed the SkyPad touchscreen control system. The system allows users to browse all on-board media, control the IFE and adjust lights, blinds and temperature in the cabin using an iPad. The IFE experience is rounded off with specially designed headphones produced by Germany’s Ultrasone. The IFE will also include the Rockwell Collins Tailwind 500 satellite television system, which, combined with the installation of its special tailmounted radome antenna, will add approximately $500,000 to the price of the project. Another unique feature will be the installation of a bellymounted video camera with zoom capability, for passengers who want to know what is directly below the aircraft. For forward views, Flying Colours
The two toilets as well as the galley will feature dark granite countertops from European provider List Components and Furniture (Stand 1663). The galleys will feature variable refrigerator/freezer units, a convection oven with the uncommon broiler option, a microwave, blender and a Nespresso coffee machine. The galleys are being designed with input from the customer’s chief flight attendant. All the Comfort of Home
The galley also features customized wood inlays and platinum hardware. Sterling silver flatware, table accessories and serving pieces have been specifically made for the Execliner by France’s Puiforcat and table and bed linens have been sourced from Stella of New York City. To remove cigar smoke and galley smells, and to ensure clean cabin air at all times, an integrated smoke extraction system has been custom-designed by Flying Colours to operate while in flight. Moving to the aft cabin, a separate bedroom will include a
52 EBACE Convention News • May 14, 2012 • www.ainonline.com
full-size bed, which will be positioned diagonally across the cabin when in use. At the customer’s request the bed will be mounted on a pivot to allow it to swing against the right side of the aircraft, easing passage into the aft lavatory. Complex Engineering
In the cockpit, additions include a Safe Flight auto throttle, as well as an iPad integrated fixed arm for XM Weather and other services. Elbit is providing a heads-up display along with its infrared synthetic-vision system. According to the Peterborough, Ontario-based Flying Colours, it’s the first time such technology has found its way into a CRJ850. “The main thing to stress is the complexity of some of the engineering, and also the amount of new things going into the aircraft that maybe haven’t been done on an RJ/ [Challenger] 850 before,” said Gillespie. The original aircraft,
which was used in a private shuttle operation, had approximately 6,400 hours on it–low time for a CRJ–before it was purchased by its new owner who has definite ideas of what he wants in terms of amenities. The owner has assigned his personal designer, Harry Schnaper, to work with Flying Colours’ lead in-house designer, Kate Ahrens. While the aircraft will serve primarily for domestic travel in the U.S., the client anticipates using it for occasional travel to Europe as well, so the conversion will include firm’s two-tank auxiliary fuel system, which is expected to give it a 3,000-nm range. Flying Colours expects to deliver the aircraft, which will be available for limited charter through Maine Aviation, in the first quarter of 2013. Certification will be based on existing STCs held by Flying Colours but final approval will be completed through a new STC from the U.S. Federal Aviation Administration. o
Dipping PC-12 sales cloud good Pilatus results Pilatus Aircraft (Stand 7031) comes to EBACE having just announced an “excellent set of results for 2011,” thanks to solid deliveries of its PC-21 military trainer. The Swiss manufacturer’s business aviation division, however, had a “difficult year.” Overall, Pilatus recorded $829 million in revenues last year, up 14 percent from a year ago, and $115 million in profits, a 23-percent rise from 2010. It also logged $441.8 million in sales last year, but aircraft deliveries outpaced sales and the backlog as of December 31 had dropped by 50 percent year-overyear, to $345.3 million. Last year Pilatus delivered 63 PC-12 NGs to customers, down from the
79 it shipped last year and the record 100 it handed over to customers in 2009. According to the company, North and South America are still major markets for its turboprop single, with 44 delivered last year in North and South America, including one to the Royal Canadian Mounted Police, which was an early adopter of the PC-12 and “still one of Pilatus’s most loyal customers ever.” Despite the 20-percent fall in PC-12 deliveries last year, “That figure still represents a good sales effort, given the difficult market situation in general aviation,” Pilatus said. “In 2011 the PC-12 ranked second in terms of bestselling turboprop aircraft.” o
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JSSI expands its global contract mx network by Amy Laboda Niki Lauda is set to become the latest European client for hourly-cost maintenance provider Jet Support Services, Inc. (JSSI). The Austrian former Formula 1 race car driver and airliner entrepreneur is to sign up his new Bombardier Global 5000 business jet for the company’s Platinum program here at the EBACE show. JSSI has more than 400 European
clients, two years after improving responsiveness to international clients, having opened offices at the London-area Farnborough Airport in April 2010. It is 20 years since it signed up its first European operator in 1992, and now the U.S.based group is setting its sights on markets further afield in the Middle East and Asia. In addition to power-by-the-hour engine
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technical advisor in mainland China. “The trend in Asia is bigger, newer, large cabin long-range,” JSSI chairman and CEO Louis Seno told AIN. “We recognize that and we have really upped our support contracts, JSSI also offers its Tip- support with those aircraft because we to-Tail programs covering the airframe, are expecting substantial growth there.” Seno said that finding loaner engines engines, APU and avionics. These include all scheduled and unscheduled maintenance for some larger jets can be a problem. JSSI for a fixed rate per flight hour. To keep has purchased a pair of BR710 engines, operators in the air, the company provides (manufactured by Rolls-Royce, powering supplemental lift, loaner parts for AOG the Bombardier Global Express and others) in an attempt to guarantee availability situations, and 24/7 technical support. of loaner engines for its clients. According to JSSI, aircraft “Within a week or two of operators benefit from its indedelivery we deployed the first pendent approach to managing one to mainland China,” said maintenance in the sense that Seno. “If we can’t get you it is neutral as to which mainengines we will reimburse you tenance, repair and overhaul for charter necessitated because vendor to use. They also have your aircraft isn’t flying; we call significant flexibility in that they it supplemental lift. We introhave one point of contact to handuced that at NBAA 2010 and dle support for a fleet that could that’s been great peace of mind include several different aircraft Louis Seno for the directors of maintenance types. Furthermore, if they are JSSI chairman and CEO handling those aircraft.” changing aircraft they can transThe company recently fer account balances from the brought on Neil Book as a coone they are replacing, holding president. His fellow co-president money in the account between and general counsel Susan Marr transactions when necessary. explained that the move was With the exception of small motivated by the desire to free up and urgent line repairs, all mainSeno to fulfill his new position tenance work is conducted by as a director of the U.S. General factory-owned or -authorized serAviation Manufacturers Associavice centers. When an operators’ tion. JSSI was recently admitted flying activity is reduced, JSSI to GAMA as the first pure serwill recalculate contract terms to Susan Marr vice organization in the group. make them more cost effective. JSSI co-president “Neil leads our sales and marJSSI was founded 1989 and and general counsel keting effort, while I’m on the clitoday claims to be the largest ent services and HR side,” said independent provider of hourly Marr. “He’s come on bringing cost maintenance programs phenomenal expertise. He’s got for virtually all aircraft engine the technical background we types, auxiliary power units and require, and he brings fresh, new airframes. The Chicago-based insights. He is currently leadcompany offers comprehening our tech services operations sive, flexible financial programs team. Those guys are out in the designed to manage hard-tofield. They serve our clients and predict costs of operating and are the face of the company.” maintaining jets, turboprops Neil Book Finally, JSSI (Stand 939) and helicopters. JSSI co-president recently forged an agreement The company is currently expanding the customers it serves glob- with AvFuel CEO Craig Sincock (who ally by adding certified technical advis- sits on JSSI’s board of advisers) that ers to its worldwide infrastructure. JSSI’s allows AvFuel’s Avplan contract fuel clioffice in Dubai has expanded its pres- ents full access to JSSI’s 24/7 support netence in the Middle East and it expects to work. “They can get help from one of open an office in Hong Kong by the end our technical advisers even if they aren’t o of July, with plans also to add a second JSSI clients,” explained Seno.
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54 EBACE Convention News • May 14, 2012 • www.ainonline.com
In an effort to penetrate the UK and U.S. markets, France’s Lyon-Bron Airport has grooved its 5,971-foot runway so that international operators can disregard the 15-percent increase for landing on wet runways. Having recently joined NBAA, Lyon-Bron (LYN) is the first French business aviation airport to adopt the Federal Aviation Administration standards, since French civil aviation standards do not include grooving. The FAA standards are applied by many countries, notably Canada and the UK. Grooving consists of creating
transverse grooves over the entire length of the runway to prevent water from stagnating on the runway surface, thus preventing the risk of aquaplaning. The JAR-OPS rules specify that aircraft must come to a stop within 60 percent of the available runway length, and in wet weather, the distance required to land and brake is increased by 15 percent. According to the airport operator, the grooving is part of Lyon-Bron’s ambition and strategy to become an obvious choice as the gateway to Europe for North American operators. o
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Cannes’ noise abatement efforts win approval of local opponents by Kirby J. Harrison In an age when general avi- 12,000 business aircraft moveation airports are under attack ments annually. During peak acas sources of unwanted noise, tivity in May, July and August, Cannes-Mandelieu Airport on the airfield may see as many as France’s Mediterranean coast 2,000 movements a month. Use of the airport is restricted has reached an accommodation with its neighbors. Just four to aircraft weighing less than 22 years ago Côte d’Azur residents metric tons (48,501 pounds), were threatening to shut the air- and hours of use generally are restricted to daylight hours, port down. According to Umberto Valli- with some seasonal variation. no, marketing and statistics There are also strictly enforced manager for C annes-Mandelieu, approach and departure procethe key to the good-neighbor dures, and even a requirement program is a noise-abatement that reverse thrust and propeller effort launched in April 2011. reverse pitch not be used beyond Anchoring this effort is a idle power. But even with those computer program developed by concessions, noise remains a Belgian company A-Tech sensitive issue. In response, the Acoustic Technologies. airport established a “At one point, it bureau of environappeared we were in mental studies and serious jeopardy of neighborhood relabeing shut down,” tions, an office that said Vallino. “Not only also manages the local residents but enviA-Tech noise-trackronmental groups and ing program. The regional politicians had Umberto Vallino noise abatement proformed an alliance, and gram includes four permanent noise was the main issue.” Closing the airport would noise sensors placed strategihave reduced noise, but it would cally along the approach and also have created an economic departure routes, with a fifth disadvantage for the city, which mobile sensor available to fill in is host annually to such major where needed. The noise is measured in events as the Cannes Film Festival. The city itself is a major dB(A), and the microphones tourist attraction for high-net- record not only noise levels but also their duration. An worth visitors. And while the days of double- A-weighted system is typically digit growth at the airport end- used for compliance with goved with the recession, Cannes- ernment regulations in measurMandelieu still records some ing hearing risk.
According to Claire Rousseau, head of environmental issues at the airport, the noise sensors also interface with airport radar to trace excessive noise back to the offender. Overlaid on her computer, any individual approach track can easily be seen. “If an aircraft made a track gap, I contact the pilot and I sit down with him to discuss the matter and how he might have flown the pattern differently,” explained Rousseau. “If there is a noise complaint by a resident and we did record unacceptable noise levels on the date and time of the complaint, I speak with those who complained and assure them that we will take steps to see that it does not happen again,” she said. She emphasized that each complaint is treated “on a case-by-case basis with total objectivity. Collaborating with Others
Cannes-Mandelieu (Stand 1062) is one of 10 airports in France equipped with a similar system to document noise on approach and departure. “We have also had a request from Paris-Le Bourget Airport to meet with us so that they can develop a similar methodology,” said Rousseau, “and the first meetings have been held.” Representatives of other airports have visited Cannes-Mandelieu to observe the system in operation and examine how the Côte d’Azur airport manages its
The radar and noise-tracking overlay in place at Aeroport Cannes-Mandelieu easily shows where, if at any point, the aircraft may have busted the noise requirements.
Claire Rousseau, head of environmental issues at Aeroport Cannes-Mandelieu, said pilots have become so familiar with its noise-tracking program that they will often stop by and check the radar overlay to see how well they flew the pattern.
relationship with residents and responds to noise complaints. Vallino is convinced that environmental issues are becoming more and more important and that the business aviation community can dodge that bullet. He wants to engage with airports outside France that are dealing neighborhood protests of aircraft noise. “I contacted Santa Monica [Municipal] Airport in California a few years ago and I thought we had a shared experience in the management of neighborhood issues.” While relations with residents around Cannes-Mandelieu have improved, Rousseau said she has not noticed a drop in the number of noise complaints. However, she suggested this may be the result of increased awareness linked to wider dissemination of information about the program throughout adjacent neighborhoods. “This has encouraged more people to contact me for answers when they feel an airplane has flown too low or made too much noise.” Perhaps more welcome are e-mails received expressing appreciation for the airport’s efforts.
PHOTOS: KIRBY J. HARRISON
Aeroport Cannes-Mandelieu is nestled in a valley in the quiet suburbs on the west side of Cannes.
56 EBACE Convention News • May 14, 2012 • www.ainonline.com
It should be noted that noise is not the only environmental concern of Rousseau’s office. The airport is also ISO 14001 certified, subscribing to standards of ecological management, and its bi-annual Latitude
newsletter reports on issues of environmental importance. While the airport is facing some restrictions, it continues to grow to meet the demands of general and private aviation. Cannes-Mandelieu has launched a study to determine the feasibility of extending its 5,282-foot Runway 17/35 by another 500 feet. Also, approach and departure procedures that imposed a movement ceiling of five takeoffs and five landings an hour is being expanded to six movements an hour. On the airport’s north zone, one new 4,756-sq-ft aircraft storage hangar has already been completed, two more of the same size are under construction and a fourth is planned. The entire project is expected to be completed in 2013. Recently finished is a project to provide electricity to all 20 aircraft parking stands adjacent to the terminal, eliminating the need for operators to run aircraft APUs for power. “We’re making the airport a better place for resident aircraft and companies, as well as for visitors,” said Vallino. “We’ve built a new rapport with our neighbors. We think the airport is going in the right direction for everyone.” o
Widebody completions spur Amac expansion
Amac Aerospace has just moved into its third hangar at Basel, Switzerland, where it plans further expansion in response to growing demand for completions work.
by Thierry Dubois Amac Aerospace (Stand 979) is expanding its Basel, Switzerland facilities to accommodate growth in its widebody aircraft VIP completions. According to the company, it also has its sights set eastward, with plans to get into sales activity for the Pilatus PC-12 turboprop single in Turkey and China, as well as new business aircraft maintenance in these territories. Last month Amac started using its third 90,000-sq-ft hangar in Basel. It has reserved land at the airport to build a fourth hangar that would provide an additional 88,000 sq ft of floor space and be able to house an aircraft as large as the new Boeing 747-8. It will be used mainly for the maintenance of widebody VVIP aircraft. The company is involved in completions mainly in the heavy business jet category. “BBJ, Airbus A320, Boeing
777 and Boeing 747-8 types represent around 60 percent of our activities,” a company spokesman told AIN. It is currently working on two Boeing 777s (one -200ER and one -300LR), one Airbus A319 and one BBJ. The first 747-8, which is scheduled to arrive at the Basel workshop in July, is now expected to be delivered “around December.” This will be after the first 777 is delivered to its owner. Fully Booked
Amac’s completions division has enough bookings for more than two years of work, until the end of 2014. “We are close to signing a contract for a second 747-8,” said the spokesman. Breaking down the customer base into regions, he said the Middle East is “very active,” while Europe, Russia and CIS countries are “stable.”
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In aircraft sales, Amac is now the exclusive dealer for Pilatus PC-12NG turboprops in the Middle East and it is preparing to establish a sales office in Beirut, Lebanon. In addition, in the second quarter of this year, it plans to open a 21,000-sq-ft hangar at Istanbul Atatürk airport, where it will offer maintenance, repair and
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overhaul (MRO) for the PC-12 as well as various small- and medium-size jets. The company also plans to provide handling in a new FBO there. Looking further East, Amac believes that China will sooner or later become very important for business aviation, so it is looking into possibilities for establishing an MRO operation
there. Conceivably, the new venture, envisioned to begin in around five or six years, might also extend to completions work, said the spokesman. Amac’s workforce is close to 500 and is growing–up from just 20 in 2007, when the firm was formed. The company is also active in aircraft management and charter brokering. o
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Lead batteries remain go-to power for aviation by Thierry Dubois Concorde Battery (Stand 2404) is exhibiting its range of improved lead-acid aircraft
batteries. Although lead-acid is old battery technology, it may be soon the only one available
for aviation use. According to Concorde executives, nickel-cadmium batteries could be banned to protect worker health and lithium-ion models seem too hazardous for airborne applications. The California-based manufacturer’s products are in the “recombinant gas, valve-regulated sealed lead-acid” category, which means maintenance
for them is reduced, compared to “vented” or “flooded” battery technologies. According to Concorde, it is not necessary to top-up cells with distilled water periodically to compensate for evaporation. Also, there is no risk of corrosion due to electrolyte spillage because when the battery is constructed, sheets made of “absorbed glass mat”
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absorb the electrolyte that is necessary for the battery to work. Concorde recently added heaters to some of its batteries. The heater is an element fitted around the battery itself and can be used after the aircraft’s engines or auxiliary power unit start generating electrical power. In cold environments, the heater helps the battery reach optimal temperature more quickly, otherwise it would recharge very slowly, which would be a drawback on short flights. More-electric Applications
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58 EBACE Convention News • May 14, 2012 • www.ainonline.com
Asked how Concorde will face power needs in more-electric aircraft architectures, Dave Vutetakis, director for advanced batteries, suggested that separate backup batteries may be introduced. This would be more practical than having to increase the capacity of existing batteries. The move to more-electric aircraft is largely being driven by the desire to have more efficient power management for primary systems. Braking, for example, may move from hydraulic to electric power. But these primary systems requirements do not take into account growing needs for cabin systems such as in-flight entertainment. In the event of a loss of primary power, all electrical power is shut off except that required for safe flight and landing, and, in Vutetakis’s view, this supports the case for continued use of batteries. As for the future of competing battery technologies, it seems that nickel-cadmium batteries may have little future. “They are maintenance-intensive and cadmium is classified as carcinogen and is difficult to recycle without exposing workers,” Vutetakis said. Although lead is not exactly environmentally friendly, it is easy to contain and recycle, he added. Lithium-ion batteries are light, which can be a major advantage in aviation applications. However, they contain a highly flammable electrolyte and any overheating can cause a fire or an explosion. Also, they are three to six times more expensive than valve-regulated leadacid types, and all of these factors are steering aerospace firms away from them. o
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Nextant delivers 10th 400XT, prepares to boost production Nextant Aerospace is delivering the according to the company. tenth example of its Nextant 400XT “Thirty percent of our delivered airhere at EBACE 2012. The re-engined craft, including the one we are delivering and cockpit-upgraded reworkings of here, have gone to Europe,” said KenHawker Beechcraft’s Beechjet 400A are neth Ricci, CEO of both Nextant Aeroin demand on this side of the3/04/12 Atlantic, 9:41 space and1 Flight Options, one of the ADL-ExecHandling-124x237 Page
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Nextant Aerospace says its 400XT is in demand on this side of the Atlantic and it has recently achieved milestones in its quest toward European certification.
largest fractional ownership and charter operators in the industry. Nextant has recently achieved milestones in its quest toward European certification for the 400XT, and is currently expanding its marketing affiliates and dealer network in Europe in response to demand. Ricci formed Cleveland, Ohio-based Nextant Aerospace in 2007 with the aim of delivering better business jet technology from existing models and at the same time reducing operating costs. “Years and years of operating the Beechjet at Flight Options told us that people liked that cabin,” he said. “The problem was that the airplane wouldn’t go anywhere. In the winter or with lots of passengers, you had to stop for fuel. That’s where the idea came from to take the airframe and improve it.” Nextant set out to do much more than just re-engine the aircraft. “There have not been that many successful re-engining programs,” said Ricci. “We found that just doing the engines doesn’t really work. But we loved the cabin of the Hawker Beechjet. Re-engining just wasn’t enough. Remanufacturing was the solution.” The company is currently pumping out completely remanufactured Hawker Beechjet 400s as the Nextant 400XT, complete with tip-to-tail factory warranty, in nine to 10 weeks. Nextant takes 400A
airframes that it purchases and replaces the Pratt & Whitney JT15D-5 engines with Williams FJ44-3APs, improving fuel consumption by more than 30 percent. New aerodynamically improved engine nacelles and a few other aerodynamic refinements are also installed. Nextant then upgrades the cockpit avionics with Rockwell Collins Pro Line 21 flat-panel displays, including associated avionics and controls and an onboard maintenance diagnostic system. Available options include IFIS (integrated flight information system) and XM Satellite Nexrad radar. The result, claims Nextant, is an aircraft that outperforms its progenitor and several other competing aircraft, and at a lower cost of operation. “Our goal now is to get the remanufacturing time down to eight weeks, and we plan to do that by adding automation to the assembly and installation process,” said Ricci. The company also announced that it has acquired property and is in the process of quadrupling its manufacturing capabilities. “We have had 31 sales,” said Ricci. “We are on track for delivering 31 aircraft by the end of this year.” This does not include the 40 orders that Flight Options has put in for the aircraft. o
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The Nextant 400XT, aerodynamically renovated Hawker Beechjet 400As re-engined with Williams FJ44-3APs, are leaving the manufacturing floor after nine to 10 weeks.
60 EBACE Convention News • May 14, 2012 • www.ainonline.com
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Gama expands horizons, defying industry dip Tough trading conditions aren’t discouraging business aviation services group Gama (Stand 955) from its goal of growing a global network. The latest evidence of this is that Gama’s Asian clients are now benefiting from the Farnborough, UK-based business aviation, charter, management and maintenance company’s recently opened Hong Kong FAA Part 135 operating base. Hong Kong is fourth continental/regional base that Gama has established to complement and grow its operations in Europe, North America and the Middle East. Heading up Gama Asia is Neil Gibson, formerly with PremiAir’s charter and management division. “We’ve been making a lot of investments both in enhancing existing infrastructure and making acquisitions,” Gama Group CEO Marwan Khalek told AIN. “We are making good steady progress [toward an industry recovery from the
Gama Growing in Switzerland, Too Gama Aviation has announced plans to open a new base in Switzerland at Geneva Airport. The aircraft management operation is expected to be up and running by July, with the intention of getting its Swiss air operator’s certificate by yearend. It will be led by general manager Hamish Ross.–N.M.
downturn] but of course we would like it to be quicker. However, it has to be proper sustainable growth built on the right foundations and there is a tendency in this sector to act too hastily.” In his view, profit margins continue to be an obstacle to the long-term viability of business aviation. “One of the biggest challenges the sector has it that it doesn’t extract appropriate revenue for what it delivers to the end customers,” Khalek said. “It is a heavily regulated business that has little room for cutting costs. I believe the market would bear higher pricing because of the value and benefits are
extremely good.” In other evidence of Gama’s expansion into Eastern growth markets, its new FBO at Sharjah International Airport saw a doubling of movements during April 2012 compared with April 2011. Since taking over the facility five months ago, the company claims it has achieved an average 30-minute aircraft turnaround time with “landing to chocks” time reduced to an average six minutes. A 25-percent increase in the number of business jet movements in the first quarter of 2012 versus the first quarter of 2011 was also recorded. “Our Sharjah FBO has very quickly established itself as a ‘stress-free’ gateway for business and private visitors to Sharjah, Dubai and the northern Emirates and is the first choice technical stop for business jet operators,” said Dave Edwards, managing director, Gama Aviation’s subsidiary in the United Arab Emirates. Recently introduced services include the establishment of Gama Engineering, a design, manufacturing, certification, maintenance, repair, overhaul and modification service for fixed- and rotor-wing aircraft operators at Fairoaks Airport in the UK (where Gama was originally established in 1983 by its two founders, Khalek and Stephen Wright, with a single Beech Baron). Gama’s most recent acquisition, Ronaldson Airmotive, is fully EASA Part 145-certified to provide engine and component overhaul services. Meanwhile, the group’s Gama Support Services subsidiary, based at Farnborough Airport in the UK, has joined Hawker Beechrcraft’s service center network. It is approved to provide maintenance for the King Air family of twin turboprops, the Premier I and II jets, plus the Bonanza and Baron pistons. In the U.S., Gama Support Services is set to expand its operation at West Palm Beach, Florida, by adding technicians to support operators wanting a “concierge” level of service. The company also has Part 145-approved repair stations in Bridgeport, Connecticut, and Teterboro, New Jersey. o
Seattle, Washington-based Aviation Partners claims a 5-percent boost in range at Mach 0.80 for the Falcon 50, and a 7-percent increase at long-range-cruise speeds.
Aviation Partners adds winglets to Falcon 50s by Amy Laboda Aviation Partners (Stand 128) is introducing its Falcon 50 blended-winglet modification to the European market with the arrival of its flight test aircraft in the static display at EBACE 2012. The aircraft made the 3,129-nm trip from Seattle’s Boeing Field to Geneva International Airport with one stop, in Keflavik, Iceland, according to pilots Dave Hurley, Bo Corby and John Reinhold. The U.S. company patented blended-winglet technology more
than 20 years ago. Its initial market debut was on a Gulfstream IISP, resulting in a range boost and fuel-efficiency improvement in excess of 7 percent. In the mid1990s, Boeing adopted blendedwinglet technology for the Boeing Business Jet and Next-Generation Boeing 737 series aircraft. The winglets on the Falcon 50 testbed are “high Mach” blended winglets, optimized for higher cruise speeds and providing a range increase of 5 percent at Mach 0.80, and more than 7
Embraer Executive Jets deepens its U.S. roots by Bill Carey Embraer Executive Jets (Stand 7041) is gradually moving its “center of gravity” from São Jose dos Campos, Brazil, to Melbourne, Florida, where it is building a new research and development center to join its existing facilities at Melbourne International Airport. The 67,000-sq-ft Embraer Engineering and Technology Center USA, which the Brazilian manufacturer announced March 21, will be located opposite the Phenom 100 assembly facility that opened in February 2011 and a customer center and headquarters dedicated in December. The growing aeronautical “cluster” will employ more than 200 people.
62 EBACE Convention News • May 14, 2012 • www.ainonline.com
In December, Embraer delivered the first U.S.-assembled Phenom 100 to U.S. fractional aircraft provider Executive AirShare. Speaking Sunday at the EBACE show, Ernest Edwards, Embraer Executive Jets president, said the Melbourne facility has produced two other aircraft since then: one a factory-owned demonstrator; the other delivered to the first international customer. “We wanted to convey the message here [at EBACE] that the assembly plant in Melbourne is for delivery of Phenom 100s not only to the North American market, it’s for worldwide deliveries,” Edwards said. “Latin American deliveries, of course,
by Neelam Mathews
percent for long-range cruise. Blended winglets incorporate a large radius and a smooth chord variation in the wing-towinglet transition areas for optimum aerodynamic loading that avoids vortex concentrations producing drag. They enhance longitudinal and directional aircraft stability, providing better handling in turbulence. “Blended winglets make [the Falcon 50] one of the greatest business jets ever produced even better,” said Joe Clark, founder and CEO of Aviation Partners. The aircraft is expected to return to flight-testing immediately after EBACE 2012. The company has already started to take orders for installation slots. Retrofits will begin upon certification. o will continue to take place in São Jose dos Campos. But for the rest of the world those deliveries will be made out of Melbourne, Florida.” Later this year, the Melbourne facility will be readied for assembly of the Phenom 300 light jet, and by the end of 2013 all Phenom 300s will be assembled there, with the exception of those destined for the Latin American market, said Edwards. Embraer next plans to open a manufacturing plant in Evora, Portugal, which will build components for the new Legacy 500/450 mid-size jets that will be shipped to Brazil for assembly. With the Portugal plant, the company will have three global manufacturing sites–in Florida, Brazil and Harbin, China. o
Cessna hints at revealing a new product later today
The still-under-wraps SMS program, understood to be a slightly larger jet than the 2000 series, is in the detailed design phase. Edelstenne said customers are involved in the definition of the aircraft “as usual.” He committed to publicly unveil the SMS next year.
by Neelam Mathews
Cessna CEO Scott Ernest
flights between city pairs in Europe, such as Paris-Athens or Zurich-Moscow. The M2 prototype made its first flight earlier this year, and has since been tested for avionics, systems and approaches, with scheduled certification and entry-into-service in 2013. It can carry two crew and six passengers at a maximum cruise speed of 400 ktas. The aircraft will compete with the Embraer Phenom 100, which will be its main rival. Ernest sees that as a nonissue, however. “We have products with the right services…and that is why we continue to sell,” he told AIN. With more than 1,000 jets, the European bizav fleet remains high on Cessna’s priority radar.
Another investment is the $14.9 million mid-size business jet, the Citation Latitude, which is scheduled to enter service in 2015. Cessna is reporting a high level of interest from European customers who already own or operate a Citation XLS+. Designed for a crew of two plus up to eight passengers, the aircraft will have a maximum altitude of 45,000 feet and a maximum cruise speed of 442 knots. Cessna is on track to open a second European Citation service center of 62,400-sq-ft hangar space in Valencia, Spain, by the fourth quarter of this year. It is strengthening its presence in Singapore with a joint service facility with sister company Bell Helicopter, to be completed this year. “This will help in servicing neighboring countries like Malaysia,” said Ernest. Cessna believes that, in 15 years, China will be the secondlargest general aviation market. Under a broad cooperation agreement signed in March with AVIC subsidiary China Aviation Industry General Aircraft Co. (CAIGA) and the Shijiazhuang municipal government, the next step forms a cooperation framework for an eventual joint venture. Cessna/CAIGA plans include locating the joint venture’s operations at the CAIGA facilities in Shijiazhuang to conduct final assembly, painting, testing, interior installation, customization, flight testing and delivery of the Cessna Caravan to in-country customers. Interest in China for the Caravan for use in commuter aviation fleets as well as China’s growing tourist and sightseeing businesses is expected from many areas. o
A Shower for the 7X
Europe remains solid for business aviation and will remain a high priority for Cessna, according to the company’s president and CEO Scott Ernest. This vote of confidence in an apparently ailing market will likely be endorsed here at EBACE today with Cessna expected to make an announcement “about a new product.” With more than 1,000 jets in Europe, the largest fleet outside of the U.S., Cessna’s position is that it will continue to invest. “We’ll be working on the ground floor. We’re off to the races,” said Ernest, who expects a strong European market demand for the $4.19 million Citation M2, a light business jet. The aircraft offers nonstop
Dassault Aviation CEO Charles Edelstenne is pleased with progress on the company’s developmental Falcon 2000S and cautiously optimistic for business aviation in general.
Falcon 2000S exceeds expectations in testing by Thierry Dubois Dassault’s in-development Falcon 2000S large-cabin business jet is beating its initial performance objectives, the French manufacturer of business jet and fighter jets said yesterday at EBACE. CEO of Dassault Aviation, Charles Edelstenne, was bullish about prospects for sales and told journalists at the company’s press conference that the market is in “a slow transition to recovery.” “Landing performance will be 10 percent better than targeted numbers,” said Olivier Villa, senior v-p for civil aircraft. Better than hoped-for low-speed performance was obtained with new inboard slats that “work together” with winglets. They are associated with an autobrake system that starts braking
Dassault installs first Rockwell Collins FalconCabin HD+ Dassault Falcon Jet has recently installed the first FalconCabin HD+, a cabin management system that Rockwell Collins has designed for the Falcon 7X and Falcon 900. It features audio and video on demand, interactive 3-D moving map and iPad data
sharing. Derived from Rockwell Collins’ Venue system, it uses a fiber-optic network.–T.D.
earlier than the crew could do. The improved landing distances should thus expand the number of secondary airports the aircraft can serve. Although the 2000S has a larger cabin, its target competitors are in the super-midsize category, like the Gulfstream G280. Dassault claims to have significantly better landing performance. So far, the landing distance that appeared on the 2000S’s performance sheet has been 2,600 feet at sea level for a “typical landing weight.” EASy II on Tap for 2000S
The Falcon 2000S prototype has undergone 300 hours of flight tests in about 130 flights. Still to come is testing the integration of the EASy II cockpit. In addition, Pratt & Whitney Canada is to have its enhanced PW308C certified in the third quarter. Thanks to its Talon II combustor, it is expected to meet Zurich V emissions standard. In the next few days, Dassault is to install the first enhanced-version engines on the Falcon 2000S prototype at its Istres flight-test center in southeast France. Aircraft certification is expected in the fourth quarter of this year. Deliveries are then to start in the first quarter of 2013. The first green production aircraft will be ferried in June from Dassault’s factory in Bordeaux, southwest France, to its completion center in Little Rock, Arkansas.
On the Falcon 7X, Dassault is offering a shower as an option. One was installed at a customer’s request before it came to the official list of options. It is a seated shower with a dimmable window. Water tanks allow 30 minutes of in-flight body washing at a maximum 48 degrees Celsius (118F). Currently, the company holds one order for a shower on a new aircraft; retrofits are not being offered. Although he did use the word “recovery,” Edelstenne appeared cautious about the business aviation market. Indeed, sales are strong in the Far East, with 12 Falcon deliveries scheduled this year in China alone. The prospects for the country adopting business aviation have encouraged Dassault to plan to set up a Falcon service station in Beijing in 2013, possibly with a local partner. Latin America remains active, while Russia and Eastern Europe show “positive signs.” Brazil and Australia remain in the “good activity” group. However, Dassault has experienced “disappointment” in Western Europe, due to a depressed preowned market, said Edelstenne. In that region, only Germany and Austria seem to keep Dassault’s salesmen happy. Another mature market, the U.S., has been disappointing. The only hope is that “Fortune 500 companies begin to discuss replacements,” said John Rosanvallon, president and CEO of Dassault Falcon Jet. In India, sales have “stalled” for three years, due to a weak currency and a strong inflation. The Middle East remains relatively quiet. African activity is concentrated in oil-producing countries like Nigeria. As have other airframers, Dassault has seen a shift in its market and is refocusing on nontraditional economies. o AINonline iPhone App NOW AVAILABLE
www.ainonline.com • May 14, 2012 • EBACE Convention News 63
news clips z Profits Rising at Czech Charter Group ABS Prague-based aircraft charter and management provider ABS Jets recorded its best-ever revenues in 2011, breaking the CZK1 billion ($51 million) barrier for the first time. While this represents an increase of 2 percent over the previous year, gross profits increased by 23 percent compared to 2010, to CZK44 million ($2.25 million). The successful issue of a portfolio of Eurobonds in late 2011 propelled ABS into the top level of companies on the Czech stock exchange. Major infrastructure investments made in 2011 included opening a 64,585-sq-ft hangar at its headquarters in Prague and upgrading its Hangar C, now a dedicated maintenance facility. The addition of two aircraft has taken its fleet to 13–five Embraer Legacy 600s, a Cessna Citation Bravo and a Bombardier Learjet 60XR. Last year, its contract as an authorized sales representative for Embraer business aircraft was renewed and it sold a Phenom to a Czech buyer. In addition, the company is reducing its carbon footprint through the installation of Czech Windtronics East wind turbines. ABS Jets is one of the first companies to use electric cars, which it does at its facilities in Prague and Bratislava.
z JetNet Unveils New Data Services Aviation data service provider JetNet (Stand 571) of Utica, New York, is showcasing new features and upgrades to its subscriber products here at EBACE. These include a new commercial airliner database, a sales price index (SPI) option for aircraft sales professionals and interface enhancements for Mac and multi-browser compatibility, along with mobile and webenabled device compatibilities. JetNet president Vincent Esposito said, “2012 is a banner year for us. This has been the largest series of product introductions, upgrades and enhancements in our history, and we’re looking forward to sharing them with Europe’s business aviation community.” The company is also featuring its JetNet iQ forecast service and JetNet Customer Relationship Management (CRM) interface at the show. JetNet iQ is a quarterly research report that includes an overview of the economy, industry, competitive developments and proprietary quarterly surveys of aircraft owners and operators in more than 80 countries. JetNet CRM provides aircraft brokers, dealers, finance companies, insurers and other aviation professionals with tools, including a worldwide database of aircraft owners and operators. All products are available for demonstration at the company’s EBACE display.
CAE has opened its seventh training center at Toluca, near Mexico City, where it provides Learjet 40 and 45 pilot training. Later this year, it plans to open facilities for Embraer Phenom 100 and 300 pilot and technician training at São Paulo, Brazil, and Hawker Beechcraft King Air 350 Pro Line 21 instruction in Melbourne, Australia.
CAE’s Shanghai center makes eight worldwide by Ian Goold Simulation technology and flight training provider CAE (Stand 468) will set up its first Asian business aviation facility in Shanghai, China, later this year. The Canada-based group, which is celebrating 65 years of business in 2012, will then have eight training centers around the world. CAE disclosed the new move in a pre-EBACE briefing on Saturday at its European training center in Amsterdam. Instruction of Gulfstream G450 and G550 pilots and maintenance technicians will be the first training to take place at the Shanghai Eastern Flight Training Centre (SEFTC), based in Shanghai’s Pudong Waigaoqiao free trade zone. The SEFTC, a China Eastern Airlines unit recently
approved by the Civil Aviation Administration of China to launch a business-aviation company, will be equipped with a new CAE5000 full-flight simulator (FFS) using a Tropos 6000 visual system for G450 and G550 courses. Later this year, CAE will offer Sikorsky S76++ training at its Zhuhai FTC joint venture with China Eastern, said Europe and Africa regional leader, Jan Van Engelen. It also plans to offer training for Global 5000, Global Express, and Global Express XRS corporate jets at an undisclosed Asia Pacific location from early next year and, subsequently, Dassault Falcon 7X capacity when market conditions permit. The Shanghai announcement follows CAE’s recent opening of
a seventh training center–for Learjet 40 and 45 executive-jet and Bell 412 helicopter flightcrew–at Toluca, near Mexico City. By the end of this year, the company plans to have opened ninth and tenth facilities, for Embraer Phenom 100 and 300 pilot and technician training at São Paulo, Brazil, and Hawker Beechcraft King Air 350 pro Line 21 avionics tuition in Melbourne, Australia, respectively. Rapid expansion of CAE’s training center network was announced on the eve of the 2011 EBACE show. The training company said recent and planned establishment of training capacity at five points outside North America reflects the continuing global development of business aviation, although it concedes that two blank spaces on its growing network map are Africa and Russia. “The new locations being rolled out in Mexico City/Toluca, Shanghai, São Paulo and Melbourne are all in emerging markets with high business aviation growth. CAE’s 10 locations represent the broadest international training network for business aircraft operators,” said Jeff Roberts, CAE group president, Civil Simulation Products, Training and Services. “CAE is committed to delivering the highest quality training for our global customers in easily accessible regional locations to optimize their pilot and maintenance technician training programs.” o
Czech ground handler Euro Jet Intercontinental is expanding its operations into Western Europe as part of a new global expansion plan. The company recently appointed Gareth Danker as its new director of global sales and marketing; it also named Matej Gunda head of its Western European operations. Gunda will operate from a new office in Brussels. Until recently, Euro Jet operated groundhandling support stations mainly in East Europe and Central Asia. “We are excited to develop what we believe is an area of the world that can Gareth Danker greatly benefit from a top-quality ground-support operation,” said Charlie Bodnar, Euro Jet CEO. Danker, who is based in the U.S., said his presence would allow Euro Jet to reach out to its existing U.S. client base and also help to identify new clients. With fast-growing airports, including Riga and Tallinn, used by militaries the world over for refueling and ground handling, Ulrika Raik, who took over as manager of the Baltic states of Estonia, Latvia and Lithuania, said Euro Jet is one of the few companies with extensive reach in the region.
z Euro Jet Expands To Western Europe
king of the hill Hawker Beechcraft’s King Air series of twin turboprops is arguably the most successful of the genre ever produced. Known worldwide for its rugged performance, the line has served in an expansive range of aerial roles.
64 EBACE Convention News • May 14, 2012 • www.ainonline.com
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Hubbard mod hushes legacy Gulfstream jets by Mark Huber Tightening regulation of airport noise is set to boost interest in hush-kitting older business jets, according to Hubbard Aviation Technologies, which is demonstrating its QS3 system for Gulfstream IIs and IIIs here at EBACE. Earlier this year the U.S. Congress passed legislation that will ban any civil aircraft that does not meet ICAO Stage 3 noise standards after Dec. 31, 2015, and, according to the Minnesota-based company’s president, Bernie Weiss, operators of older aircraft are set to face increased pressure globally. Based on his discussions with airport officials, Weiss believes that even operators of hush-kitted aircraft will be subject to actual measured noise levels at airports rather than being automatically exempted. In his view, this is good news for Hubbard, which so far has sold only three kits: one on a GII and the other two on GIIIs. By comparison, Hubbard’s main competitor, Quiet Technology Aerospace (not present among EBACE exhibitors) has sold close to 80 and charges $1.1 million for its system. Weiss thinks this will change in the coming years for several reasons. Hubbard has recently reduced the price on its system and is now selling, for less than $1 million, kits that had retailed for $1.5 million, “because that’s what the market will bear.” The company also maintains that the QS3 system is quieter than the QTA technology and qualitatively superior because it includes a high-tech titanium mixing nozzle and a new cascade style thrust reverser. The QTA system maintains the factory OEM bucket style reverser, which is louder and requires more engine power to achieve the same opposite thrust, according to Hubbard. “My competitor knows how to fly test and it got in there early,” Weiss said. “It was able to get the low-hanging fruit. Our particular product, because it does not utilize the existing thrust reverser, is considerably more expensive to make. Generally you would think that it would also sell for more, and it should. But because I am coming in where the market already knows QTA, I’ve got to come in and explain why my product is better.” The Hubbard system was
designed and certified by Stage 3 Technologies. However, that company failed before the kits could be put into production, leaving customers who had ordered it in the lurch. One of them was investor, retired broadcast magnate and Gulfstream II owner Stanley Hubbard. He acquired the intellectual property and hired Weiss to run the company and put the kits into production. 1,000 Hours To Install
The kits themselves are manufactured by Aeroshear Aviation in Van Nuys, California. Aeroshear and ADI in Pontiac, Michigan, are currently the only two authorized installers. Weiss said the kit requires 1,000 maintenance hours to install, or about three to four weeks of downtime. Installation price is included in the kit price. The kit has three main components: an alternating-lobe exhaust nozzle; a fuselage-mounted, acoustically lined ejector; and a cascade-style thrust reverser. “The installation on this product is not rocket science but it is detailed. A good shop can do this but they have to be shown how,” said Weiss. “The system is bolt-on. Where the work comes in is in the rear of the fuselage. We take the C-frames and make them into I-frames. We have to empty the rear equipment bay and add on these frames. We also extend the pylons because our ejector is over six feet long. It has to be in order to attenuate the sound. “As far as the thrust reverser and the mixer are concerned, literally it is the same process as the OEMs have,” Weiss said. “We use the same mounting ring.” The system adds 380 pounds to the aircraft’s empty weight. According to the company, the integrated system works together to produce superior results compared to the QTA system and it claims its QS3 system registers anywhere from 30 percent to 50 percent quieter in flyover, lateral and approach phases. It also reduces in-flight cabin noise from 8 to 32 percent depending on location and between 65 and 79 percent during thrust-reverser operations. The company’s pilot, Morgan Combs, has logged several thousand hours in its own GII and, after more than 200 hours
Hubbard Aviation Technologies offers its QS3 hush kits for Gulfstream IIs and IIIs and other older aircraft that will have to meet ICAO Stage 3 noise standards after Dec. 31, 2015.
flying them, he said the QS3 kits perform as advertised. “I’ve been flying this GII long before the hush kit was put on,” he told AIN. “What they say about them is true: they do work. The very first takeoff I made on this GII with the kit, I pushed the power up for takeoff. It sounded like you were just putting the throttles where they should be to taxi away from your parking spot. I looked down to make sure they were at takeoff power. The noise difference is very noticeable in the cockpit.” Combs said it is quieter in the cabin, as well. “The boss and everybody who rides back there definitely notices that it is quieter [in the cabin],” he told AIN. According to Combs, the kit means less vibration on the runway, especially during thrustreverser activation. On a stock
Gulfstream II, “the vibration you really notice is when you land and those big buckets [reversers] open. That goes away [with the QS3] and you will find that these cascade reversers are very effective. Pilots who have flown these airplanes a lot will notice that the airplane has less yaw and is more stable [on the runway)]” he claimed. Quiet As a GIV
Air traffic controllers also notice the difference. “Towers tells me it is as quiet as a Gulfstream IV,” reported Combs. Weiss said the addition of the QS3, given that GIIs trade for less than $1 million and a GIII can be bought used for $1.5 million, presents an inescapable value proposition. “These airplanes perform their missions with a lot less cost than a more
OHS teases the senses with refurbishment skills Germany’s OHS Aviation Services (Stand 2149) can breathe new life into aircraft and it’s here at the EBACE show to give visitors a chance to see and touch the “sensory magic” its team aims to bring to cabins. A new feature of the OHS exhibit this year is an innovative three-dimensional presentation showcasing examples of its cabin interior projects. Visitors can get a feel for the extensive samples of leather, fabric, wood veneer, metal and stone that it uses. The company, which is launching a new corporate identity this week, either does the interior refurbishment and repair work at its Berlin Schoenefeld Airport headquarters or its technicians can bring
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their tools and materials to the owner’s base airport. In addition to specialization in varnishing, upholstery and sealing, OHS also provides products and accessories for cleaning aircraft. The company, which was founded in 2000, currently employs 45 staff and is affiliated with specialist firms such as Townsend Leather, Lufthansa Bombardier Aviation Services, Fiber Seal Aviation Service and Granitize Aviation International. OHS, which also works on aircraft exteriors, holds European Part 145 maintenance approval as well as Part 21 engineering certification. The company is permitted to give clients the complete EASA Form 1 release and engineering documentation that they need to establish the legitimacy
modern airplane,” he stated. “Mr. Hubbard used to own a GV, but eventually realized that it wasn’t worth an extra $25 million not to make a fuel stop on his way to Asia.” While the bulk of the GII and GIII fleets remain in the U.S., Weiss said he is increasingly getting product inquiries from Gulfstream operators in the Middle East, South Africa, Mexico and South America. What remains to be seen, however, is the degree to which suppressed values for older business jets like this will dampen demand for investing in hush kits. Hubbard Aviation Technologies has its QS3-equipped GII on the EBACE static display. En route to Geneva, the aircraft made a tour of European FBOs to promote the benefits of hush kitting. o of changes made to aircraft. According to commercial director Stuart Burrows, more owners are interested in refurbishing their aircraft now that preowned models are harder to sell and new jets can be beyond the price range of buyers. The company has a lot of experience with Bombardier aircraft, but has also worked on Gulfstream and Hawker Beechcraft products. To complete the sensory experience at the OHS stand this year, CEO Ornulf Hilarius is hosting a “Berlin Bar,” with authentic draft beer from the German capital, as well as a large selection of top-notch, single-malt whiskeys. And from 4 p.m. tomorrow, visitors can enjoy a set of lounge and Latin music performed by Brazilian singer Betina Ignacio.–C.A.
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Rockwell Collins brings HUD to small-aircraft cockpits by Matt Thurber Now that the Rockwell Collins Pro Line Fusion avionics system is certified and in service, pilots who enjoy the benefits of flying with a head-up display (HUD) gain a new feature on the HUD, synthetic vision. The first business jets with HUD synthetic-vision systems (SVS) are Bombardier’s Global 5000/6000. On these platforms, pilots can switch the HUD between three different views: normal HUD, SVS and enhanced-vision systems (EVS, provided by infrared camera systems). The SVS and EVS images also are available on the head-down displays mounted in the instrument panel. While HUD with EVS can be used for certain low-visibility and descent-belowdecision height credits during instrument
Shown here is the view through an HGS-3500 on an actual flight over Seattle, Washington.
approaches, further research is under way on new credits for both EVS and SVS. To that end, the U.S. Federal Aviation Administration (FAA) is installing a Rockwell Collins head-up guidance system (HGS) capable of displaying EVS and SVS images in a Boeing 737 simulator at the FAA Flight Operations Simulation Laboratory in Oklahoma City. The FAA will use the simulator to study the use of HUD with SVS and Flying with a HUD provides key safety benefits, according to Rockwell Collins. Examples include the ability of one pilot using the HUD to make performance callouts during the takeoff, which allows the other pilot (who is flying the airplane) to focus on the view outside. In one case, the flying pilot was able to observe and avoid running into a large piece of debris on the runway. Other features include: u
a dvisory assistance for tail-strike avoidance during takeoff and landing,
a ngle-of-attack exceedance prevention, rollout lateral guidance based on localizer data,
TCAS corrective action guidance,
runway-remaining deceleration rate,
windshear guidance and
u nusual attitude depiction and guidance.
EVS “during different phases of flight in low-visibility conditions,” and once the agency decides how this technology can safely be used in flight operations, it will use the knowledge gained from the simulator studies to develop guidance materials. “We’ll be working closely with the FAA to demonstrate how the addition of synthetic vision on the HGS can save even more time and money by keeping aircraft safely flying when the weather tries to interfere,” said Craig Olson, senior director, Head-up Guidance Systems for Rockwell Collins. Rockwell Collins (Stand 436) purchased HGS specialist Flight Dynamics in April 1999. The Portland, Oregonbased division has delivered more than 4,500 systems that have logged more than 45 million flight hours in revenue service. All this while the pilot is looking outside, focusing on infinity while at the same time seeing a clear view of the HUD symbology. The flight-path indicator of the HUD shows “an instantaneous indication of where the aircraft is going relative to the outside world,” according to Rockwell Collins. And the flight path indicator is not helpful just during takeoff and landing operations, it also shows pilots whether the flight path will allow the airplane to avoid weather, for example, if it is able to climb above clouds ahead of the airplane. The HUD also improves flying of stabilized approaches and thus the landing outcome. In one study, pilots using HGS were able to improve touchdown performance, landing 95 percent of 51 touchdowns between 900 and 2,100 feet from the runway threshold and 99 percent of lateral touchdown positions within 30 feet of the centerline, according to Rockwell Collins. The pilots flying without HGS made six go-arounds and the remainder of the landings’ touchdown positions were widely scattered, some as far as 5,000 feet from the runway threshold. Rockwell Collins is bringing the benefits of its HUDs to smaller aircraft, with the introduction of the HGS-3500 series HGS last year. Current Rockwell Collins HGS-6000 series HUDs are designed for larger business jets and airliners and consist of a bulky projector unit mounted on the cockpit ceiling that shines an image onto a combiner screen that folds down in front of the pilot. The HGS-3500 weighs less and costs about one fifth as much as the HGS-6000 series units and combines the projector and combiner screen in a compact unit that mounts to the window sill.
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Rockwell Collins’s HGS-3500 heads-up guidance system is designed to be installed in aircraft as small as owner-flown single-engine turboprops through midsize business jets, offering the advantages of HUD to those pilots.
Rockwell Collins expects the HGS3500 to be installed in aircraft as small as owner-flown single-engine turboprops through midsize business jets, thus offering the advantages of HUD to a much larger audience when it is certified in 2014 or 2015. o
SafeFlight wins new STCs for autothrottle Safe Flight Instrument announced last month that its AutoPower autothrottle has been approved as an STC by the U.S. Federal Aviation Administration for installation on the Hawker Beechcraft Hawker 900, 850, 800 and 750 jets. AutoPower will also be STCed for Cessna’s Citation X this summer by the Cessna Wichita Citation Service Center and will be offered as a retrofit on all Citation Xs. West Star Aviation, based in Grand Junction, Colorado, obtained the approval and is the source for sales and installation. “We are excited about this partnership with Safe Flight, which will provide Hawker customers a highly anticipated automatic throttle system. This is a full-authority system with takeoff to touchdown capabilities, a system that will add value by bolstering the performance and safety of the Hawker,” said Rick Brainard, vice president of sales at West Star Aviation.
SafeFlight’s powerline proximity warning system is one of several safety-driven products from the U.S. company.
In a study of worldwide accidents that occurred from 1995 through 2007, the Flight Safety Foundation found that an HGS “would have likely or highly likely prevented the following percentage of accidents: u
38 percent of all the accidents/incidents;
percent of takeoff and 69 landing accidents;
57 percent of loss-of-control accidents;
3 percent of miscellaneous accidents;
19 percent of propulsion accidents; and
3 percent of undercarriagerelated accidents.”
White Plains, New York-based Safe Flight introduced AutoPower in 1956, ten years after the company’s founding in 1946 as the pioneer in stall warning systems. The current edition of AutoPower, fully integrated with existing avionics displays and controls, provides continuous thrust management during takeoff, climb, cruise, descent, approach, landing and goaround. The system consists of a dedicated computer, two mode-status display monitors and a modified throttle quadrant that includes the drive units and switches for engage and disengage. Earlier this month Safe Flight also announced that Canada’s Flying Colours is offering AutoPower on its CRJ Execliner conversion of the Bombardier CRJ200 regional jet, more than 10 of which are now in service. Tom Grunbeck, senior vice president of sales and marketing at Safe Flight (Stand 312), noted that the company’s products are flying on two thirds of the world’s general aviation, commercial and military aircraft. AutoPower is a standard factory option on the Challenger 605 and 850 and Gulfstream G150 (it was also on the discontinued G200). The company claims it is the only retrofittable autothrottle system available, and retrofits account for the majority of installations flying. As well as its safety systems for fixedwing aircraft (which include, in addition to those already mentioned, angle-ofattack and wind-shear warning systems), Safe Flight offers two helicopter systems– one providing tactile feedback of engine and airframe exceedances to the pilot through the controls, the other providing warning of power transmission lines in the vicinity. Safe Flight is on board the Chinese ARJ21, providing the regional airliner’s stall warning and protection system through Rockwell Collins. –N.M.
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Ruag rebrands in bid for international growth by Kirby J. Harrison Ruag Group, the parent company of Ruag Business Aviation, has emerged from 2011 in good form, according to the company’s financial report released in late March. What’s more, the Swiss aerospace and defense technology firm has launched “a new, sharper brand image” as it expands and becomes more international. The company came out of 2011 with net sales fairly flat at CHF1.777 billion ($1.942 billion) compared with CHF1.796 billion ($1.962) in 2010. But profitability improved markedly with EBIT (earnings before interest and taxes) up 12 percent over last year. The report said four of five divisions were profitable, including aerospace and its Ruag Business Aviation division exhibiting here at EBACE (Stand 1369). According to the report, based on growing demand for Airbus aircraft, Ruag has ramped up its production rates for winglets and fuselage sections. And the company has concentrated its skills in civil aircraft maintenance, repair and overhaul at its sites in Geneva, Bern and Agno, Switzerland; and Oberpfaffenhofen, Germany. While Ruag has gone “fullbore” into business aviation only in the last several years, it has established from the start
a one-stop-shop philosophy, from maintenance repair and overhaul and aircraft systems upgrades to major cabin completion and refurbishment and exterior paint. The one-stopshop concept also extends to AOG emergency response and aircraft acquisition. The company also operates two full-service FBOs, one here in Geneva and the other at Germany’s Munich Executive Airport (in Oberpfaffenhofen). And it is a new partner in a third FBO with the E Aviation at Lugano Airport in Switzerland, a location that both companies believe is fast becoming a major business aviation airport. The city, with a population of some 52,000, lies near the Italian border, on the shore of Lake Lugano, and is a major economic center and tourist destination. Since 2010, Ruag Business Aviation has strengthened its capability with a center of excellence for cabin interior modifications and upgrades at its largest site at Munich Executive Airport. Further, Ruag recently celebrated 30 years as an authorized Bombardier service center and has been a Cessna service center for more than 40 years. In the past year, Ruag service and support efforts have focused on Bombardier’s Global models– the Global Express, Global
A Ruag engine mechanic works on a Piaggio Avanti turbine.
5000 and Global Express XRS, driven primarily by the fact that the first Global Express business jets are now coming due for a 10-year, 8C check. “This specific event allows for a sufficient time window to perform interior modifications within one ‘one-stop-shop’ service, without impacting the down time for the customer,” said Ulrich Gehling, general manager of business aviation. One recent example, said Gehling, was “performance of a full 8C check, complete cabin refurbishment and exterior paint–all with a total down time of only 12 weeks.” A recent expansion of the aircraft services business at
Munich Executive Airport is an expansion of the exterior paint shop. With the cooperation of Canadian aircraft manufacturer Bombardier, research is under way into the recycling of old paint. The shop will accommodate aircraft as large as a Boeing BBJ and the Airbus A320. Ruag has had a joint venture agreement with List Components & Furniture of Austria since 2009. “List does the manufacturing and we are the prime contractor,” explained Gehling. While List (Stand 1663) may not be high-profile, its interior cabinetry is showing up in a growing variety of business aircraft, including Embraer’s Lineage 1000 executive jet. Most
recently List has become known for its lightweight stone flooring and countertops, for which Ruag is a primary distributor. According to the annual report, as Ruag expands and becomes ever more international, the company is implementing, step by step, “a new, sharper brand image.” “Our new branding will close the gap between the global public perception of the Ruag Group and the perception already current among experts in our field of business,” said executive chairman Konrad Peter. “Our new ‘Together Ahead’ Ruag logo communicates our promise to our customers, partners and employees in an active, clear manner.”o
FastFin rotor mod gets EASA nod by Paul Lowe
With the cooperation of Canadian OEM Bombardier, Ruag is researching means of recycling old aircraft paint in its drive to become a “greener” company.
Ruag went “full bore” into business aviation in the past several years. Its one-stopshop philosophy extends to interior refurbishment, such as this side-facing divan.
The European Aviation Safety Agency (EASA) has certified the FastFin tail rotor enhancement and stability system for installation and flight on Bell 212 helicopters. Certification for Bell 204s and 205s is imminent, and EASA approval of BLR’s best-selling Bell 412 FastFin system is in the works. “With FastFin installed, most operators will enjoy a 10- to 15-percent increase in useful load,” said BLR vice president sales and marketing Dave Marone. Heli Austria, the first European operator of BLR strakes, has ordered two FastFin systems for its Bell medium helicopters, which routinely operate between 7,000 and 10,000 feet, but sometimes reach altitudes of 13,000 feet performing missions ranging from mountain rescues to utility. Separately, the U.S. Federal
70 EBACE Convention News • May 14, 2012 • www.ainonline.com
The Bell 412 helicopter is soon to be the latest rotorcraft to be certified to use BLR Aerospace’s FastFin rotor enhancement and stability system.
Aviation Administration has placed a purchase order for 18 shipsets of BLR Aerospace’s winglets to be installed on the agency’s King Air 300 fleet. The winglets include recently certified LED lighting systems. BLR (Stand 1931) recently delivered the FAA’s first two winglet systems. Delivery of the additional 16 systems will be timed to support the FAA’s backto-back installation schedule. Winglets enhance aerodynamics and safety for the King Airs on which they are installed, and operators report a range of handling and operational benefits. Seidler Aviation of Victoria, Australia, added winglets to its King Air B200 last year.
“Our previous climb rate was around 1,500 feet per minute at 140 knots,” said Max Quartermain, operator for Seidler. “We are now climbing at 2,000 feet per minute at 150 knots.” He described the fuel savings as “significant over long legs.” The winglets increase wingspan by 3 feet 5 inches as well as wing aspect ratio, lowering induced drag and making for faster flying on lower fuel consumption. They also act as a physical pressure barrier, which conserves valuable lift at the outboard extremities. According to BLR, safety is enhanced through improvements to handling, oneengine-inoperable climb and slow flight. o
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SimplyFly funds aircraft with no strings attached by Charles Alcock With financing for business aircraft still far from easy to secure, ExecuJet Aviation has stepped up its efforts to help get more people airborne through its SimplyFly Finance program. The plan is to offer fast-access, simplified nonrecourse financing in the shape of five-year loans or leases for up to 70 percent of the value of an aircraft worth at least $20 million and no more than five years old. An initial fund of $400 million provided by ExecuJet’s main shareholder Dermot Desmond is available to support the program. The key differentiator for SimplyFly, and the reason why approval for funds happens far quicker and with less fuss than through banks, is that ExecuJet retains direct control of the asset as the operator of the aircraft under a management contract. Essentially, the client has to commit to placing the aircraft under ExecuJet’s management and in return ExecuJet offers a fast-tracked approval process and streamlined terms and conditions. According to David Nolan, ExecuJet’s aircraft finance
manager, the Swiss-based company has refined SimplyFly based on market feedback demanding an even more simple and direct product. To a large degree, the simplicity comes from the fact that by managing the aircraft ExecuJet has no concerns about the general care, maintenance and return condition of the aircraft. By contrast, traditional finance providers don’t have this operational control and so feel compelled to go through more complex approval processes. Lease or Loan
The SimplyFly funding can be structured as a lease or a loan. At the end of the standard five-year term, ExecuJet will remarket the aircraft, with the client having the first option to buy it fully at that point. Over the course of the term, the client will have paid the amount funded for the aircraft purchase down to 40 percent of the initial sum. When the aircraft is sold, the amount raised first goes to paying off this “balloon” amount and then, assuming enough cash is raised, the client is refunded the 30-percent deposit they paid. The other key differentiator with SimplyFly is that, unlike banks, ExecuJet is interested only in an aviation-based Under its new SimplyFly Finance package ExecuJet Aviation is offering fast-tracked access to loans or leases for business aircraft because as the management company it retains full control of the asset, according to David Nolan, the Swiss-based group’s aircraft finance manager.
relationship with its clients. Banks and finance companies commonly require lenders to put up other collateral to support the loan and/or place other assets under their management. Essentially, the aircraft loan is bait to lure clients for their wealth management operations. Even when they are fully able to do so, many prospective buyers simply don’t want to put up alternative collateral or commit other assets to secure a loan– often because they believe they have better ways to use their resources than to hand them over to private wealth managers. At 7.5 percent, the SimplyFly interest rate is unlikely to be the lowest that a lender could get even in today’s constricted market, but with it comes “freedom of capital,” meaning that the lenders can do what they like with the rest of their money. Other lenders may be trading off lower interest rates against other fees chargeable to the client. “The rate that we can offer is very competitive when you consider it is fixed for the term, you don’t have to give any guarantees or additional collateral, nor do you have to commit assets to a wealth management program and, indeed, pay fees on the capital committed,” Nolan told AIN. The Cost Factor
But this begs the question as to whether aircraft owners potentially stand to get less competitive management terms under SimplyFly because they are not free to negotiate terms with operators other than ExecuJet. The company insists that clients are still free to negotiate the exact terms of their management contracts prior to committing to the loan or lease contract. “We pride ourselves on being transparent in our dealings with clients,” said the company, adding
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that its management terms are standard for the industry. After the monthly management fee is paid, the direct operating costs for the aircraft will depend on which region the aircraft are operated in, with ExecuJet holding multiple air operators certificates around the world. All costs are rebilled directly to clients without any markup and ExecuJet offers clients the benefit of discounted insurance and fuel, based on its buying power as a large fleet operator. For aircraft made available for charter to others under ExecuJet’s AOC, the operator gets a fixed percentage of the charter price with the rest going to the owner, once costs are accounted for. But SimplyFly owners can opt to have
their aircraft purely for private use and in either case ExecuJet does not dictate where the aircraft has to be based. ExecuJet already has a number of finance proposals with prospective buyers and is in the process of negotiating what it hopes will be its first SimplyFly contracts. It anticipates announcing its first deals in the near future. According to Nolan, the financial community is still very cautious about lending money for aircraft purchase. “The memory is still fresh from plummeting aircraft values, when some institutions inappropriately relied on aircraft values [holding up],” he concluded. “Many got the loan to values wrong. I can’t see that [caution] changing in the short term.” o
EBAA group tackles aircraft credit crunch The European Business Aviation Association (EBAA) is tackling the headaches facing those trying to secure funding for new and preowned aircraft with the recent formation of a finance and leasing working group to report to its associate members advisory committee (AMAC). The group will be chaired by Aoife O’Sullivan, a partner with London-based aviation law firm Gates and Partners. Her colleague Sean Gates is already a member of EBAA’s insurance working group. The finance and leasing group will focus on the challenges posed by reduced financing options for aircraft in the continuing fallout from the financial crisis. It will aim to identify new methods for financing aircraft and promote solutions at a European level that aim to reduce risk from the finance provider’s perspective. In addition to representatives from the finance and insurance sectors, the new group will include executives from aircraft operators and manufacturers. “Finance is still very difficult to get,” O’Sullivan told a press briefing in London last month. “It is easier to finance a tier-two airline from outside Europe than a business jet. Why on earth would anyone be more willing to finance a tier-two airline before a business jet? The fact is that banks view business jets as risky and the industry needs to tackle that.” As a consequence of banks’
lack of appetite for financing aircraft, O’Sullivan estimated that 80 percent of transactions these days are completed with cash, predicting that many of these deals will be refinanced at a later date when market conditions improve. “The consensus is that banks are taking too long to make decisions–sometimes as much as six weeks, and in that time you will certainly lose any aircraft you’re going after,” she said. “If billionaires want to buy into the industry, why won’t the banks?” But one clear reason that banks are getting cold feet over aircraft financing are the new Basel III regulations covering any financial institution with more than $50 billion in assets. “As a result of the new rules, banks will need to have more capital reserves, which will mean they’ll either have to raise cash or lend less,” explained Ford von Weise, Citi Private Bank’s director of finance, at last month’s National Aircraft Financing Association conference in the U.S. He predicted that fleet operators and those seeking long-term loans will be less likely to get financing under Basel III, which takes full effect in 2019. But O’Sullivan is convinced that the business aviation industry could do more to put lenders’ minds at rest. “We are breaking down the reasons [lenders have] for not financing aircraft,” she concluded. “We can solve them all, but we need to exchange information more.”–C.A.
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Avfuel grows in Europe with simplified service by Ian Goold With increasing visibility outside North America, operating more than 3,500 locations worldwide, Avfuel (Stand 456) claims that growing availability of its contract fuel service ensures that corporate flight departments are able to buy fuel at competitive prices no matter where they fly. In addition to boasting a growing network of its outlets, the U.S.-based group provides automated billing to streamline transactions. Fuel purchases can be authorized in advance by telephone or online, and sources are “easily located through use of mobile applications,” said the company, which supplies about 22 percent of U.S. general aviation fuel requirements. Avfuel’s contract fuel program enables qualified commercial and corporate aircraft operators to buy fuel at cost-plus rates at more than 600 domestic and non-U.S. locations. In contrast to some other suppliers, which Avfuel says require customers to post collateral or pay in advance, it offers to extend credit for the procurement of fuel and services. The company works with customers to determine their needs and to tailor their solutions accordingly. How important in economic hard times has it become for Avfuel to assist FBO customers
in management of their credit card programs? Avfuel told AIN that the recession has renewed interest from customers “wanting to streamline back-end operations as much as possible.” Claiming to have been the first fuel supplier to market electronic point-of-sale machines to customers, it expects to announce service improvements or initiatives later this year. Meanwhile, here at the EBACE show, Avfuel is expected to announce that its Avplan Trip Support business has joined with hourly-cost maintenance program provider Jet Support Services (Stand 939) to offer customers access to JSSI’s regional experts. “Avplan customers will be able to use these advisors should they have a maintenance ‘issue’ in unfamiliar territory,” said JSSI technical services vice president George Kleros. The advisor would liaise between an Avplan customer and a local maintenance company during repairs, making recommendations and looking after maintenance arrangements. Customers would receive streamlined billing and be responsible for the direct repair costs and JSSI’s technical fee, billed through Avplan. Asked how has the recession has helped Avfuel to add branded European dealers to its
Air BP Offers Help with ETS Compliance Fuel provider Air BP (Stand 1953), which has a network of general aviation outlets in more than 50 countries, is here at EBACE this week talking with operators about their support needs. “For business aviation customers hit by the European emissions legislation, we have provided a complete, commission-free trading service to help [compliance] with the scheme.” The oil company’s aviation retail arm claims a number of service enhancements, including better online pricing that shows taxes and fee information within a total price calculation, improved online invoicing that customers can see via email without logging on to the system, and widened access to the scheme whereby customers can purchase “a fixed volume throughout a country for a fixed price for a fixed period of time.” Air BP has withdrawn from seven locations in Poland–Gdansk, Krakow, Lodz, Pozman, Pyrzowice, Szczecin and Warsaw–but this has been offset by expansion elsewhere in Europe, particularly in Corsica, where it has taken on aircraft refueling from ExxonMobil Aviation at Ajaccio Airport. For its part, ExxonMobil Aviation (Stand 863) is here in Geneva to promote its business aviation activities. Customers are served through its Airworld card, Avitat fixed-base operators and general aviation agencies variously branded as ExxonMobil Aviation, Exxon, Esso or Mobil Aviation. To facilitate operations for pilots and refueling crew handling its Airworld card, the fuel provider has recently introduced point-of-sale terminals at many European business aviation airports and plans to enhance the procedure to accommodate other international credit cards. The card is said to be widely used by European general aviation and military operators, who are claimed to prefer its “easy access to fuel, online controls, efficient use and smooth invoicing.”–I.G.
network, and what new options has it permitted the supplier to offer, president and chief executive Craig Sincock said that FBOs in Europe and elsewhere want access to existing customer bases. “Avfuel has established relationships with thousands of flight departments and tens of thousands of aircraft,” he said. “Continuing to add European locations to our branded dealer and Avfuel contract fuel networks offers them more convenience and cost savings.” Avfuel, whose contract fuel activity includes 3,500-plus fueling locations worldwide, has recently begun to recruit branded dealers in Europe. Following an initial foray into Northern Ireland in collaboration with Eurojet Aviation in Belfast, Avfuel
Avfuel is extending its network of fuel outlets into Europe, while still focusing on its commitment to simplifying the fuel buying processes for operators facing cost pressures.
has recently added two FBOs on the UK mainland–Eurojet at Birmingham and Ocean Sky Jet Centre at London Luton Airport–to its European branded network. “Our experience in branding FBOs in the UK has been overwhelmingly positive,” said Avfuel managing director Paul
Fans mandate looming, UniLink deliveries begin by Matt Thurber Universal Avionics has begun deliveries of its UniLink UL-800/ UL-801 communications management unit, which provides airborne data link capability that meets upcoming mandates in European and North Atlantic airspace. The UL800/801 received Technical Standard Order approval from the U.S. Federal Aviation Administration in April, and Universal’s Tucson, Arizona manufacturing facility is already producing the units to meet market demand. The company has also introduced the latest version of its flight management system (FMS) software, FlexPerf, which runs on Universal Waas/Sbas FMSs. The data link capabilities of the UniLink system are needed for Future Air Navigation System (Fans) and controller pilot data link communications (CPDLC), which include a mandate for Fans/CPDLC on the two center tracks in the North Atlantic between FL360 and FL390 next February. In 2015, Fans may be required in almost all North Atlantic minimum navigation performance specification (MNPS) airspace, not just the North Atlantic Tracks. Those without Fans capability will have to fly the northern “Blue Spruce” routes or less efficient altitudes. For non-Fansequipped aircraft, this could necessitate an extra and expensive stop on Atlantic crossings. Fans provides an alternative to HF radio for position reporting, using a data link system that
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automatically sends position reports to ATC over satcom, including the lower-cost Iridium network. The system allows tightening of the North Atlantic Tracks separation standards
Universal Avionics’ UniLink UL-800/UL801 communications management unit provides airborne data link capability that meets upcoming mandates in European and North Atlantic airspace.
so more aircraft can fit into that airspace. CPDLC allows pilots and controllers to communicate effectively via data link and negotiate and approve changes such as step climbs or more efficient routing. UniLink facilitates messaging between the FMS and the satcom. The UL-801 includes a VHF data link radio and can thus select whether to communicate via satcom or VHF, whichever is available–depending on aircraft position–and less expensive. UniLink also offers ADS-C (contract) automatic position reporting, downloading of highresolution weather graphics, provisions for Eurocontrol’s Link 2000+ program and output for
Jefferson, who is looking forward to expanding the European network. Beyond this region, Avfuel continues to grow. “Expanding markets, highlighted by regions such as China and Latin America, drive fuel sales growth, and reasonable jet fuel process certainly do their part,” said Sincock. o cockpit voice and flight data recorders (part of the Fans/ CPDLC requirements). Universal Avionics (Stand 639) is working with Chicago Jet, which is the first to achieve a Fans/CPDLC retrofit–in a Falcon 50. Chicago Jet is installing a similar system in a Falcon 900. The Falcon 50 STC includes Universal’s UL-801 UniLink interfaced with the UNS-1Lw FMS and CVR-120 plus ICG’s ICS-220A Iridium satcom. The European STC process for installation of the UniLink system in a Bombardier Challenger 601 based in Switzerland has been launched. Aircraft certified prior to Jan. 1, 2014, and with Fans approval won’t have to comply separately with Eurocontrol’s Link2000+ program, according to Universal. For operators that install Fans/CPDLC systems, Universal Avionics has partnered with Air Training International to teach customers how to use their new system safely and efficiently. “We viewed ATI’s flexibility to meet the training needs of our customers as a great resource,” said Dan Reida, Universal Avionics’ v-p of sales, marketing and support. The newest Universal Avionics Waas/Sbas FMS software release will be available for installation in the fourth quarter. New features include FlexPerf performance calculations, “with improved accuracy to represent the planned threedimensional flight profile from takeoff to landing,” according to Universal. FlexPerf takes advantage of the FMS’s processing power to analyze aircraft performance then adjusts performance calculations based on actual flight data. o
A H OT E L B Y TA G Located directly alongside TAG Farnborough Airport. Hospitality at Aviator presents the style alternative for visitors to Farnborough Airshow
w w w. av i at o r B Y ta G . c o M
Aero-Dienst expands mx and interiors work by Ian Goold With customers in Africa, Asia, the Middle East and North America, as well as here in Europe, Germany’s AeroDienst (Stand 1745) is expanding its business jet maintenance, aircraft management and flight operations activities. It also has been forging partnerships with other companies that can complement its business, including introducing an on-site cabin refurbishment service. At its Nuremberg Airport headquarters, maintenance capacity has been expanded into Hangar 5 and the company has invested heavily in training and expanding the workforce. Expansion into the refurbished, former airline hangar has increased Aero-Dienst’s indoor floor area by some 27,000 sq ft to around 86,000 sq ft. Managing director Martin Bauer told AIN that the hangar is “nicely filled,” in line with its “longterm strategy of steady and healthy growth.” Customer Service Offerings
Hangar 5 provides space for maintenance work, especially on Dassault Falcons (2000EX EASy, 900EX, 900EX EASy and 7X variants) and Bombardier Challenger (Series 300 and 600 models), while leaving scope for further expansion for Learjet and Hawker Beechcraft models. The renovated accommodation has provided several maintenance workshops as well as a number of individual customer offices and lounges in a second story, according to Aero-Dienst, which prides itself as being “Germany’s oldest and most-enduring provider of business aviation services.” The move into Hangar 5 has enabled Aero-Dienst to offer more aircraft interior refurbishments, for which it says there is “ever increasing demand from customers.” After talks with potential partners seeking their own sites, the company reached an agreement with Metrica Aviation Interior, which operates workshops and offices under a “shop-within-ashop” arrangement. A major benefit for business aircraft operators is direct access to the new Aero-Dienst hangar via Nuremberg’s general aviation terminal, which is said to ensure fast and easy access. “This
expansion marks a further milestone in Aero-Dienst’s development and growth,” said Bauer. “The additional space means that we can provide our customers with even better service, structure our work more efficiently and provide a better working environment for our employees,” he said. Bauer also said the larger accommodation has enabled Aero-Dienst to arrange aircraft better and to take advantage of synergy effects, with new working docks and additional space for storing loaner engines. Interior Specialist
Metrica Aviation Interior also is a new Hangar 5 resident. It is an established business that specializes in providing new and refurbished interiors for aircraft, luxury marine craft and private homes. It is a subsidiary of Qatar’s Ghanim bin Saad al Saad and Sons Group Holdings and specializes in “combining ultralight and flexible materials with design and functionality.” For business aircraft operators, minor refurbishments– of, for example, carpets, seats, panels and galleys–can be done in Hangar 5, while complete renovations will be performed at Metrica’s home base at Espelkamp, Germany. “Several partial refurbishments have been carried out in Nuremberg since [the partners] started to work together about five months ago,” said Bauer. “This additional capability is highly appreciated by AeroDienst customers.” In expanding its business, Aero-Dienst is taking on about 50 qualified B1 and B2 technicians, about two thirds of whom are already on its payroll. They include experienced staff to work on General Electric CF34-3 engines, which power Challenger 600 aircraft and for which Aero-Dienst last year was named an authorized service center (ASC). To meet the increased demand for maintenance, repair and design engineering, and to enable it to use the hangar capacity fully, AeroDienst has primarily been seeking trained and experienced inspectors, mechanics and avionics specialists. Additional positions have been created to supplement
Aero-Dienst’s renovation of Hangar 5 at Germany’s Nuremberg Airport has increased maintenance space for Bombardier Challenger business jets and provided capacity to accommodate cabin refurbishment specialist Metrica Aviation Interior.
process planning and continuing airworthiness management organization (CAMO) administration in the customer services department. According to AeroDienst, past plans to train its own aircraft mechanics are paying off: “This year and coming years will see particularly strong classes completing their apprenticeship training,” said Bauer. To meet increased demand for maintenance, repair and design engineering, Aero-Dienst decided five years ago to increase the annual number of apprentices, an internal training process it describes as “growing up our own ‘new blood.’” The company also has invested approximately $1.3 million in further training for existing employees because, Bauer said, “even aviation professionals with many
years of experience can always learn something new.” As a CF34-3 ASC, AeroDienst will not only offer 24-hour AOG services but also will perform all scheduled and unscheduled maintenance, warranty support and the GE OnPoint maintenance program. “The stockpiling of original GE parts at Nuremberg Airport will ensure quick and easy assistance and maintenance services for European operators of [CF343-powered] Challengers. We will be able to offer a greater range of services for clients from all over Europe,” said engine maintenance manager Andrea Weyrich, The company also has been expanding its managed-aircraft fleet, which has simultaneously permitted Aero-Dienst to increase its portfolio of business
Insurance broker rewards top-notch bizav operators More than 100 business aircraft, with a nominal overall value of more than $1 billion, are currently covered under the FinServe European Business Aviation Placement (F-EBAP) “privileged” insurance program sold by independent broker FinServe Aviation Insurance (Stand 383), which is celebrating its 25th anniversary. The program is designed for business aircraft operators and owners meeting “certain clear operational quality standards,” FinServe chief executive Guy Broddin told AIN, explaining that, “To be covered, [operators] will need to provide a picture of a proven quality operation.” Eight of “Europe’s top minimum A-rated” aviation insurance underwriters support the F-EBAP program, which FinServe describes as “more like an operator’s insurance policy,” meaning that it provides much more comprehensive coverage to reflect the complex risk exposure business aircraft operators face due to a wider range of activities.
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“An operator is more than just an aircraft operator or manager,” explained Broddin. “Most are also handling service or hangar service providers or maintenance facilities, et cetera. All these activities need to be covered under a comprehensive well balanced, well defined insurance coverage, based upon a legal and risk management analysis. Continuous contact with the client insurers [is necessary, so] that coverage is amended throughout the insurance period, if needed.” Broddin claimed that the aviation insurance industry continues to see “too many policies that are only aircraft insurance policies, not taking into account the complex legal and risk environment in which modern business aircraft operators have to develop.” FinServe’s F-EBAP plan “eliminates contractual uncertainty” about what is actually covered by operators’ or owners’ policies. “Many different clauses have been added to broaden the coverage and eliminate some uncertainties usually
locations. Last October, it added a Cessna Citation CJ3 executive jet operating from Germany’s Oberpfaffenhofen Airport, which has a catchment area that includes Augsburg, Landsberg, Memmingen, Munich and the Bavarian lakes region. This second CJ3 brought its managed fleet to 10 aircraft. Last year the European Business Aviation Association (EBAA) awarded Aero-Dienst Platinum Safety of Flight Award after the company completed 100,000 accident-free flight hours. “This award underlines Aero-Dienst’s flight qualifications, high standard of training and its business aviation competence,” said the company, which previously won an EBAA gold award in 2008, having achieved 80,000 such flight hours. o emanating from a standard aircraft policy,” he stated. Broddin said the F-EBAP program’s success has given FinServe a growing buying power that has enabled the insurance broker to offer usually “quite costly” clauses at “almost no” additional premium. For example, it can include clauses that cover risks such as premises and hangar keeper’s liability, material and equipment used around the aircraft, general aviation liability and spare parts insurance. “Although the insurance coverage is much broader than usually offered in the market, premiums under the program are often lower.” The F-EBAP product includes a “Safety Integrity Program Clause” that is intended to stimulate business aircraft operators and owners to make “further investments with respect to IS-BAO, in particular,” or related programs such as safety management systems. “This is unique in Europe and perfectly demonstrates the growing intention of several European aviation insurers and underwriters to cooperate directly with operators when it comes to safety and safety related matters,” concluded Broddin.–I.G.
Gulfstream’s latest jets make foreign debuts
uContinued from page 1
Representing Asian Sky, left to right, are: general manager Jeffrey Lowe and managing director Jay Shaw. Avpro managing partner Christopher Ellis; and Seacor Holdings v-p Max Buirski also attended the briefing.
Avpro expands sales footprint in alliance with Asian Sky by Liz Moscrop Hong Kong’s Asian Sky consulting group has announced it is teaming up with international aircraft broker Avpro, which is looking to extend its global footprint into the Asia region. Avpro’s annual gross sales average $1.5 billion with roughly 90 aircraft transactions per year. Asian Sky, meanwhile, offers a range of business aviation solutions to the fast-growing private aviation markets of Greater China and the Asia Pacific region. The alliance means that each company can use the other’s geographical connections to develop its business. “Given the rapidly diversifying demand for business aviation aircraft and services throughout China and across the Asia Pacific region, this strategic partnership helps us to increase our presence specifically on transaction consultation in these markets,” said Avpro managing director Chris Ellis. The partnership will entail joint
marketing and promotion of both company’s services, plus exclusive aircraft listings to clients and prospects. Ultimately the firms wish to place their employees in each other’s offices in Asia and the U.S. to work alongside their partners. “This knowledge sharing will benefit both companies,” said Asian Sky general manager Jeff Lowe. “We will also co-brand our venture in Asia, which will promote both our names to the market there.” Asian Sky, which was launched earlier this year, aims to provide guidance and support for activities, including aircraft transactions, management operations, maintenance and completions. It is part of the U.S.-based Seacor Capital group, which also includes helicopter operator Era Group, FBO and maintenance provider Hawker Pacific, Dart Helicopter Services and the Million Air FBO in Anchorage, Alaska. o
cap-and-trade scheme. Ed Bolen, president of the U.S. National Business Aviation Association, warned that ETS would harm U.S. Part 91 operators flying to Europe. uContinued from page 1 According to EBAA, business aircraft irrevocably damage the sector, industry represent 7.3 percent of Eurocontrol representatives believe, unless regulators traffic but less than one percent of aviact to alter new laws coming into force. ation emissions and only 0.03 to 0.04 Speaking at a pre-show press confer- percent of all EU emissions. ence, Fabio Gamba, chief Other issues up for disexecutive of the European cussion today will likely Business Aviation Assoinclude: a recast of the slots ciation (EBAA), said that regulation that deprives 2012 would be “a pivotal business aviation of hisyear in the European thetorical rights under curater.” He referred to issues rent form and new rules on such as the proliferation ground handling and noise. of national taxes and ETS, This year’s show should which is on the verge of attract 11,000 attendees; provoking a full-blown however, the market in global trade war after Europe has been flat for the U.S., Russia, China, some three years, with no Fabio Gamba, chief executive of India and other leading the European Business Aviation tangible signs of a susnations joined forces to Association, spoke at yesterday’s tained recovery on the horizon. o refuse to comply with the pre-show press briefing.
immediately after landing, said, “We very much wanted to support EBACE. Our primary focus has been certifying the airplane. It does take away from the test program to pull an airplane out so we can come show it to you, but we feel it’s well worth that.” As of the crossing, the production aircraft, S/N 6020, had logged just under 20 flight hours. The G650 was flown from Gulfstream headquarters in Savannah, Georgia, to Washington Dulles earlier on Saturday. It will be on static display at EBACE, but only until Monday evening. The G280 touched down on Geneva Airport Runway 25 at 10 a.m. under low-hanging clouds, following a sevenhour, 47-minute flight from Washington Dulles. The aircraft, S/N 2004, is the first production G280 and comes with a completed cabin interior. There are three preproduction flight test aircraft. The G280, which will be displayed at EBACE on Monday, Tuesday and Wednesday, was flown by Brett Rundle, chief pilot for Mid-Cabin with
the cabin and the cockpit that they were shooting for.” Rundle said the G280 took off from Washington Dulles at 39,600 pounds maximum takeoff weight and flew at an altitude of 43,000 feet with an average Mach number of 0.80. The aircraft, which will be certified for a range of 3,600 nm, covered a ground distance of 3,682 nm, aided by 20-knot tailwind. It landed with 1,800 pounds of fuel, enough to fly another 90 minutes. “The G280 is the newest entry into the super-midsize category,” Rundle told AIN. “It’s got very impressive speed and range capability. Its short-field performance is outstanding. The climb capability is very impressive. I think it’s significant in that market segment to bring this airplane here and showcase what it can do.” Rundle said the G280 is more than an evolution of the G200 airframe on which it is based, and more akin to flying the G450 and G550 largecabin long-range jets. He noted the G280’s new T-tail with fly-by-wire rudder, increased-thrust Honeywell HTF7250G engines and larger wing with heated leading edge and new winglet design.
‘Stop kicking our €20B industry,’ bizav tells EU
Gulfstream G280 pilots Brett Rundle, left, and Chip Leonard flew the super-midsize twinjet to Geneva from Washington, D.C.’s Dulles International Airport in seven hours and 47 minutes.
Gulfstream Aerospace, and international demonstration pilot Chip Leonard. Butch Allen, chief production test pilot for Mid-Cabin, sat in the jump seat. They were accompanied by a flight attendant and four technicians from Gulfstream’s Mid-Cabin Completions Center in Dallas, where the flight originated Friday. The crew completed the Dallas-toDulles leg in two hours and two minutes with nine total aboard, including two sound engineers. “They wanted to get a sound reading to see where the airplane is compared to our target,” Rundle said of the engineers. “The airplane was, happily I would say, right on the spec target for the dB level in
The glass cockpit Gulfstream PlaneView 280 flight deck is based on the Rockwell Collins Pro Line Fusion avionics suite. “I’ve been flying mid-cabin airplanes–the Galaxy/G200–since 2000,” he said. “I’ve been on that program since the very beginning. I’m also type-rated on the 450 and the 550. But I would say I’ve benefited more in transitioning to the 280 from my knowledge on the 450/550. Systemswise, it shares much more in common with those aircraft.” o
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Honda Aircraft CEO Michimasa Fujino said his “first target” for HondaJet sales is owner-pilots.
HondaJets will be sold through dealer network by James Wynbrandt
Michimasa Fujino, president and CEO of Honda Aircraft Co., announced recent certification milestones for the company’s HondaJet yesterday at EBACE, while unveiling new enhancements for the twinjet’s avionics and cabin management system (CMS). The first flight of the fourth of a planned six prototype aircraft took place on May 4, demonstrating “the steady advancement on our course toward delivering to our customers an aircraft that
HondaJet is displaying here at EBACE.
offers not only superior performance, efficiency and comfort, but also superior quality,” said Fujino. With its distinctive, patented over-the-wing engine mounts, in flight tests the HondaJet has demonstrated best-in-class performance in airspeed (420 knots), service ceiling (43,000 feet), rate of climb (3,990 fpm) and fuel efficiency, burning 165 gallons on a 600-nm flight. The company reports more than 100 firm orders for the $4.5 million jet. “The first target is the ownerpilot,” Fujino said of prospective buyers. “That is the first priority.” Fujino unveiled the jet’s 40/60 display configuration for the three 14-inch monitors on the Garmin G3000 primary flight displays, dividing each screen into two tiles occupying 40
percent and 60 percent of the screen, respectively, providing a more user friendly visual scan that improves situational awareness. The CMS enables passengers to control cabin lighting, temperature, audio and window shades as well as view real-time flight information with wireless mobile devices such as a tablet or smartphone. Honda Aircraft (Stand 7021) is also ramping up its support and training infrastructure. Construction of a maintenance, repair and overhaul (MRO) facility at its Greensboro, North Carolina headquarters will begin later this year, and FlightSafety International is developing a full-motion flight simulator for the HondaJet. In an unusual arrangement for a business jet OEM, the HondaJet, or HA-420, will be sold through a dealer network, a route Fujino said was chosen because of the parent company, Honda Motors’, experience selling automobiles through dealer networks. Fujino announced that the company will have three dealers in Europe, with territories covering Northern Europe, Central Europe and Southern Europe. The aircraft is powered by two GE Honda HF-120 turbofan engines, which the company is developing in a joint venture with GE Aviation under the banner of GE-Honda Aero Engines. The company anticipates U.S. certification for the HondaJet in the second half of 2013 with deliveries beginning soon after, followed by EASA certification. Production is expected to reach 80 to 100 units per year by 2015. Here at EBACE, the company has a mockup with production interior, where attendees can view the new 60/40 avionics displays and try out the wireless cabin management system. o
GE touts H80 success on varied airframes by Thierry Dubois GE Aviation (Stand 1143) is here promoting its 800-hp H80 turboprop engine, which was certificated by the U.S. Federal Aviation Adminstration in March and already has several applications. Meanwhile, the HF120 turbofan program– for the HondaJet–has progressed slowly. Brad Mottier, GE’s v-p and general manager for business and general aviation, said an STC is in progress for the H80 to power the King Air C90 business aircraft. Meanwhile, the first H80equipped Ayres Thrust 510G cropduster is to be delivered in
June, and a 19-seat Let 410 has flown “over 300 hours” powered by H80s. Finally, Technoavia is said to have received 30 orders for its Rysachok light utility twin powered by the engine. The H80 is a redesigned Walter M601. According to Mottier, 3-D aerodynamics and improved materials enabled the maximum power to leap from around 500 hp in the original engine to 1,070 hp in the H80. “All this while keeping the same number of stages and diameter,” Mottier pointed out. In addition, the H80 is claimed to have lower maintenance costs. The engine
has no Fadec (full-authority digital engine control) system. For current applications, the H80 is rated at 800 hp but GE engineers are studying higher ratings in the 850- to 900-hp range. The H80 program has been a successful and fast one. The Walter design was taken over in 2008 and EASA certified the H80 late last year. GE is working on additional certifications in Argentina, Brazil, Canada and China. HF120 is Running Behind
Meanwhile, the HF120 turbofan, jointly developed with
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Nexus Europe joint venture weds Nexus with Flytrans Nexus Flight Operations Services, the Arabian Gulf-based business aviation support group, is extending its operations into Europe. Here at the EBACE show the company announced its new Nexus Europe joint venture with French air transport logistics group Flytrans. The new flight operations center is based close to Nice in the south of France and will provide the full array of Nexus services, including trip planning, flight dispatch, crew and aircraft scheduling, security, maintenance management and concierge arrangements. It will complement the existing Nexus operations in Saudi Arabia, Bahrain, India and Rwanda. Flytrans, which is part of the Balguerie Group, was formed in 1985 and so far its main air transport activities have focused on air freight management. Nexus is providing the specialist knowledge of business aviation requirements and will be recruiting and training staff for the new European division. Nexus president and CEO Abdullah Al-Sayed told AIN that the new European operation follows the same strategic pattern as the group’s previous expansions in the Indian and African markets. Rather than partner with an existing business aviation player, with which there might well be competitive conflicts, Nexus has opted to join companies with strong local ties and provide the expertise itself. Earlier this year, Nexus formed a partnership in India with Mumbai-based Sovika Airline Services, Honda for the HondaJet light business jet, is “progressing toward certification.” Testing will be completed in August, Mottier said, after 4,000 hours. The program has been plagued by delays, especially when the fan had to be redesigned. It had failed during an on-ground ice-ingestion test. The GE Honda Aero Engines venture seems confident it is back on track, as it is now preparing for production. In customer service, GE is gearing up for the Olympics in London this summer. It will have a team of field reps supporting Bombardier Challengers at a London’s Luton Airport FBO, Ocean Sky. Separately, GE is mulling the addition a Chinese location to its service network. o
which has been involved in airline handling and airport support in the country for more than 20 years. In May 2011, it established an operation in Africa through an alliance with the Rwandan Development Board. “Our vision is to work with the right strategic partners in each region of the world to continue the Nexus global expansion,” said Nexus chairman Mohammed AlZeer. “This vision is gradually but surely being realized thanks to the hard work of our Nexus core team and the trust of our customers and our global partners.” Flytrans managing director Philippe Lamarca predicted that the new partnership will introduce “a new kind of aviation service into France and indeed wider Europe.”–C.A.
Ocean Sky Revamps Luton hangar Ocean Sky (Stand 1669) is upgrading its 46,000-sq-ft hangar at London’s Luton Airport as part of the development of a new FBO complex. Tooling is being upgraded to provide support for the latest Bombardier aircraft, while the company’s interiors workshop and showroom is also scheduled for a facelift. The refurbishment and improvements call for recruitment of an additional eight qualified engineers by the end of 2012, said the company. The business aviation services group also has FBOs at Manchester and Prestwick in the UK, as well as in the Spanish Balearic islands of Ibiza and Menorca. It manages a fleet of mid-sized business aircraft throughout Europe, Russia and the Middle East. Here at the EBACE show this week it is also offering a new iPad case it has developed for pilots that can carry and simultaneously charge up to 10 iPads. It connects, via USB, to a MacBook or power source to facilitate o charging and syncing.
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