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EBACE

PUBLICATIONS

Tuesday 5.21.13 GENEVA

Convention News

®

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‘Don’t stall our recovery’

STILL AWAITING BLUE SKIES

Looking for an economic recovery can seem as stubbornly elusive as awaiting the first warm spring day. But EBACE is a time for optimism — mixed with action.

Bombardier unwraps updated Challenger 350

DAVID McINTOSH

by Chad Trautvetter

EBAA’s Fabio Gamba

the static display having to be increased in size to accommodate 52 aircraft. The average size of the aircraft on display at EBACE is larger, and that is no surprise, given the rising preference among buyers for large-cabin, long-range

Continued on page 4 u

Bombardier Aerospace took the wraps off the Challenger 350–an upgraded Challenger 300 with a new wing, more powerful engines, larger windows and redesigned interior–yesterday on the EBACE show floor. NetJets was also announced as the launch customer for the new $25.8 million twinjet, which is $1 million more than its fraternal twin, which Bombardier will continue to offer. First deliveries of the new Challenger are scheduled to begin in May 2014. “The Challenger 350 will take

our existing Challenger family to new heights,” said Bombardier Business Aircraft president Steve Ridolfi. “This aircraft further enhances our leading business aircraft portfolio and will provide our customers with redefined design standards. Passengers will experience new comfort levels as they relax in the completely new cabin, enjoy a purpose-built and intuitive cabin management system and increase their efficiency.” According to Ridolfi, the changes in the Challenger 350

reflect feedback from existing Challenger customers, as well as from NetJets. “Based on our owners’ and operators’ needs,” he said, “we have taken the world’s best-selling super-midsize jet and further increased its capability to better meet the growing requirements

of our Challenger customer base worldwide.” Notably, the Challenger 350 has a new wing with canted winglets that make the wingspan nearly nine feet wider (at 69 feet) than its predecessor. The longer and stronger wing allows both

Continued on page 78 u

Bombardier’s freshly launched Challenger 350 boasts a new wing, upgraded engines and a fresh interior with larger windows.

MARK WAGNER

Tough business conditions in Europe have gone on much longer than anyone here at this year’s EBACE show would have liked, but the continent’s business aviation community is putting those concerns to one side this week as it seeks to convince policy-makers of the value the sector delivers. The value of the show itself is in no doubt, with the amount of exhibit space occupied at Geneva’s PalExpo center matching last year’s record numbers and

DAVID McINTOSH

by Charles Alcock

Flight Support

Aircraft

Airports and FBOs

Aircraft Interiors

Manufacturers

Jetex and Honeywell forge alliance

New jets on the move at Cessna

Jet Aviation Geneva makeover

Rockwell Collins offers IFE variety

Dassault’s first 50 years in bizav

In a new agreement, Jetex and Honeywell will jointly offer their flight planning, aircraft datalink, flight following and international trip support services, beginning in the fourth quarter of this year. Page 4

Cessna has sold out production of the new Citation M2 for the next two years, and the new Citation X is to be certified in Q4. Next up are the Longitude and Latitude–and a possible dieselpowered 172. Page 17

Jet Aviation has refurbished its Geneva FBO. The facility is now double the size and includes a new second floor incorporating a crew area with a lounge, meeting room and operations center. Page 19

A variety of cabin equipment solutions are on display at Rockwell Collins’ exhibit here, including the Skybox video-streaming device, Paves in-flight entertainment system and Venue HD cabin management system. Page 52

Dassault is celebrating 50 years of business aviation manufacturing. The prototype Mystère 20 first flew in 1963 and today the fly-by-wire 7X represents the culmination of the OEM’s historical evolution. Page 74

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G650’s cavernous cabin

DAVID McINTOSH

EBACE attendees can finally get a glimpse of the Gulfstream G650’s cabin interior–the “widest and longest of any dedicated business jet,” according to the manufacturer–in an actual airplane. Last year, the ultra-long-range twinjet made its EBACE debut sans interior, meaning show-goers could view it only from the outside, although a cabin mockup was at the company’s booth. This time around Gulfstream (Booth 7061) has brought a G650 with a full production interior to Geneva, and it is available for viewing during EBACE in the static park. The airplane (N650PH, S/N 6013) sports the “universal forward galley with crew rest 13/6” layout option–it can accommodate up to 13 passengers with berthing for six. Among its features are a mid-cabin bulkhead to separate the crew rest area and galley from the passenger compartment, electric seats, large galley and Gulfstream cabin management system, as well as a pop-up 26-inch HD display. (See related story on page 61.) –C.T.

Jetex and Honeywell join forces

‘Politicians: Don’t stall our recovery.’ - EBAA

by Thierry Dubois

uContinued from page 1

MARK WAGNER

Fast-growing flight planning and sup- customers, and the partnership allows port group Jetex Flight Support has both companies to act as true ‘one-stopforged a new alliance with Honeywell. At shops’ for international trip planning and the EBACE show yesterday, the compa- global fuel arrangements.” Jetex has flight support staff at locations nies signed an agreement to jointly offer their flight-planning, aircraft datalink, throughout the Middle East and Africa. flight-following and international trip It also has full-service operations centers in the Ukrainian capital Kiev and Beijing, support services. Under the terms of the agreement, China, as well as FBOs in Paris and Shano Dubai-based Jetex (Booth 328) will re- non on the west coast of Ireland.  sell Honeywell’s Global Data Center (GDC) flight support services, including a specialized version of Honeywell’s Flight Sentinel system offered to Europe, Middle East and Asia Pacific customers for the first time. Honeywell’s Flight Sentinel team monitors airspace and ATC initiatives to ensure ontime departure. En route, it informs the crew of any weather change via datalink. So far Flight Sentinel has been offered only in North America. In return, Honeywell Jetex president and CEO Adel Mardini, left, signed this joint venture customers will benefit from agreement with Honeywell’s Rob Wilson, center, and Carl Esposito. Jetex’s international tripplanning services. They will get local 24-hour expert support for flight logistics and after-trip concierge care. The services are expected to be available by the fourth quarter of this year. GDC services can be accessed via the myGDC iPad application. An updated Honeywell-Jetex app is to launch in the fourth quarter. “With Honeywell and Jetex being Convention News industry leaders in their respective fields, Press Room a partnership made absolute sense,” said Telephone: +41 22 761 22 85 Telephone: +41.763.639.047 Jetex president and CEO Adel Mardini. Telephone: +41 22 761 22 85 +41+41 22 761 22 86 22 761 22 86 “Honeywell’s unparalleled flight technology, technical expertise and commitment to quality are major benefits for our

equipment. According to EBAA chief executive Fabio Gamba, while the number of small and midsized aircraft has shrunk by around 10 percent since 2007, Europe’s large aircraft population has increased by as much as 70 percent over the same period. Gamba may be stoical about economic conditions in Europe, but he is less patient with the way the continent’s political leadership is treating business aviation. “Some countries [like Italy and the UK] have singled out business aviation as a misguided source of tax revenue,” he told a media briefing here in Geneva yesterday. This morning’s EBACE opening general session will focus squarely on this and other examples of what EBAA characterizes as ill-founded impediments to business aviation’s recovery (see page 6). “In good times and bad times EBACE is an important show, and probably even more so in the bad times,” said Ed Bolen, president of the NBAA, which jointly organizes EBACE with EBAA. “The show is important because it puts buyers and sellers together and because it gives us an opportunity to promote business aviation around the world. Plus it’s an opportunity to enhance the safety and professionalism of our industry.”  o

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4  EBACE Convention News • May 21, 2013 • www.ainonline.com

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• Registration for EBACE is located in PalExpo Halls 5 and 7. • EBACE shuttle buses drop off and pick up below Hall 5. • Parking is in the garages below Hall 5 and Hall 7 for a fee. • Unless noted otherwise, EBACE Education Sessions, EBACE Press Conference Rooms, Show Publications and EBACE Press Headquarters are located in Hall 5. Simply follow the runway carpet from the Hall 5 entrance. • The Opening General Session will again be held in the Ballroom in the Hall 1 Conference Center.

Registration (Halls 5 and 7)

08:00 – 18:00

Press Headquarters Open (Hall 5) 08:00 – 18:00

Exhibit Halls Open (Halls 5, 6 and 7) 10:00 – 18:00

Static Display Open (Geneva International Airport) 10:00 – 18:00

08:30 - 09:00 EBACE Opening General Session Continental Breakfast Outside Hall 1 Ballroom Complimentary cafe and croissants will be served. 09:00 – 10:00

EBACE Opening General Session Business Aviation Making the Difference in Europe Hall 1 Ballroom Moderated by: Ed Bolen, President and CEO, NBAA; Fabio Gamba, CEO, EBAA Honored guests: Mathew Baldwin, European Commission, Directorate General for Mobility and Transport, Director of Air Transport; Raymond Benjamin, International Civil Aviation Organization; Jacek Krawczyk, European Economic and Social Committee 10:00

Ribbon Cutting Hall 1 Ballroom 14:15 - 15:45

EU ETS: Are We Heading Toward Global Market-Based Measures? (Hall 5) Moderated by: Dan Michaels, Wall Street Journal Speakers: Elina Bardram, European Commission; Kurt Edwards, IBAC; Jane Hupe, International Civil Aviation Organization; Paul Steele, Air Transport Action Group; Guy Viselé, EBAA Join this session to hear a review of the progress of the ICAO-led High Level Group and the contribution of business aviation in this race against the clock before the General Assembly meets in September-October. In particular, it will shed some light on the European Commission’s approach towards a global scheme and its parallel effort to implement a challenged EU ETS for flights within Europe.

INTERVIEW

European bizav stalled by soft market, tough rules by Charles Alcock This week’s EBACE show will be the second that Fabio Gamba has presided over since becoming chief executive of the European Business Aviation Association (EBAA) in September 2012. He joined the bizav community after serving as deputy general secretary of the Association of European Airlines. The EBAA board specifically wanted to tap the political skills of the powerful airline lobby in a bid to avoid business aviation’s interests being overlooked by European authorities. Fabio Gamba, EBAA CEO Gamba joined EBAA with the industry already enduring its third straight year of stagnation. Like his 500-plus members, he must by now be wondering when the industry’s fortunes will take a turn for the better. AIN talked to him ahead of the 2013 show to catch up on the hot issues on which the association is focused. What is the current state of the European business aviation community going into the 2013 EBACE show? How are business aviation traffic levels and overall trading conditions? The financial health [of the industry] is not the best that it has been in last 10 years. Apart from 2009, 2012 was one of the toughest years. Departures were down by 2.1 percent and movements were down 4.4 percent. After 2009, which was by all means a dismal year, we could see a slow but effective recovery and then [we went] back to negative numbers, so it was a true double-dip. It is difficult to say whether the austerity measures throughout Europe have contributed to this, but it was certainly a negative year. The question is whether this is an isolated blip or protracted crisis. The first few months of 2013 are in line with 2012, so that doesn’t bode well for the rest of the year. So 2013 will [probably] be a tough year as well, along same lines [as 2012]. This is not encouraging; however, everyone [in the industry] has understood that there has been a recalibration after

the crazy years of double-digit growth [from 2002 to 2008]. In a more mature and sustainable way, it is now up to us to use this period to clean our house and make sure we can rebound with all elements [of our industry] in order. This means dealing with issues such as air traffic management, security and environment. To what extent are continued financial problems in Eurozone states like Greece, Cyprus, Italy, Spain and Portugal weakening business aviation in Europe? Flights by high-net-worth individuals and other private flights account for only 10 percent of movements, so this does not reflect the overall situation of the industry [in terms of wealthy passengers still traveling to southern European states that are suffering financial crisis]. This is not really indicative of health of the sector. The political and financial measures [taken by some European governments] do impact the general economy. One U.S. commentator said

DAVID McINTOSH

Schedule of Events: Tuesday, May 21

that you need 3- to 3.5-percent growth [for business aviation] to be thriving. We haven’t seen this in Europe in last 20 years. But you do need some growth and the austerity measures [imposed by some European governments] are blocking growth. [One factor is that] if you [as a company] don’t know what tomorrow is going to be like, you limit expenses where you can. But in terms of overall business aircraft use, we are talking about only a two-percent reduction in departures, so we are not witnessing a total reevaluation of the sector. The sector has established the ability to reach other continents in just a few hours and companies cannot do without that and they rely on it. The reduction in [flying activity] is mainly related to some companies going bankrupt. What we’ve seen is around a 2.1-percent cut, and that is in line with the wider air transport sector, so it is a general trend. We need to better understand how we can continue as a sector. What we’ve experienced is probably just a correction of the imbalances that were created in the euphoria of the first half of this decade. What are the three main issues facing EBAA and its members? The first [issue] relates to air and ground infrastructure, [mainly the question of slots and access to airports]. There will be no new airports or runways in Europe for the next 20 years and we have to deal with what we have. The fact is that we [business aviation] don’t bring the same revenue [to airports] as a [Boeing] 787, so we might be marginalized [in terms of access to airports]. Then there are [new] taxes. After the UK and Italy, we’ve seen new taxes [on business aircraft use] in France, Germany and Austria. It is worrying because, if they are successful, they can be used as a precedent by other countries. We are not arguing that airline passenger taxes should not be extended to business aviation; we are

Continued on page 24 u

16:00 - 17:30

SESAR & SES II: The New European ATM is Here and Now (Hall 5) Moderated by: Pedro Vicente Azua, EBAA Speakers: Peter Curran, IATA; Peter Griffiths, Eurocontrol; Florian Guillerment, European Economic and Social Committee; Alain Siebert, SESAR Joint Undertaking; Mark Wilson, NetJets Europe The European Single Sky has entered a new phase aimed at improving ATM performance and reducing costs. There is huge pressure on member states from the highest level to reduce fragmentation through FABs. SESAR is preparing the deployment of new systems in the air and on the ground. No business aviation stakeholder can afford to miss this Session, as these far reaching reforms of the European ATM system will impact the whole sector. Information is subject to change.

6  EBACE Convention News • May 21, 2013 • www.ainonline.com

EBAA intends to turn its attention to issues such as air traffic management, security and the environment to ensure that business aviation in Europe can thrive as the economic climate improves.


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Embraer’s E-195 Shuttle: an airliner or a bizjet?

Embraer is offering a 32- to 36-seat passenger shuttle version of its E-195 airliner, in both right-aisle and center-aisle configurations, complete with all-VIP/executive seating and “high-end business aircraft touch and feel.”

by Chad Trautvetter “Can we bring back the glory days of flying, like when there was the Pan Am Clipper?” This

is the question that Embraer Executive Jets vice president of interior design, Jay Beever,

asked, which led to the development of a 32- to 36-seat VIP shuttle concept of the Embraer E-195 regional jet. The Brazilian

company’s executive jets division started offering it to both airlines and aircraft charter firms early last month.

The E-195 Shuttle is essentially a stock airliner with an interior that has “a high-end business aircraft touch and feel,” said Beever, though it retains the white plastic overhead bins found on E-195s in service with some 60 airlines. It also has the wider articulating VIP seats found in the Lineage 1000–itself an extended-range, executive jet version of the E-190–along with higher-end carpeting and halfwall-high wood paneling, including pullout tray tables, found in finely appointed business jets. According to Beever, the overall seats are 31 inches wide with a 20-inch internal width and a 50- to 57-inch seat pitch for the respective 32- and 36-seat configurations. Like the seats on the Lineage 1000, they will also have leg and head rests, as well as individual power outlets and passenger control units for personal entertainment, lighting and other functions. Since the seats can rotate 180 degrees, club seating is also possible. “As far as we know, this kind of crossover product hasn’t been attempted before,” said Beever. “It would work equally well as an all-first-class airliner, an executive jet charter aircraft for large groups, such as sports teams, or a company shuttle.” Embraer has developed two main floor plans for the E-195 Shuttle, a 1+1 configuration with overhead bins on each side (where “every seat is both an aisle and window seat,” noted Beever). In the 2+0 option, the overhead bins are only on the side where there are seats, so that the aisle is unobstructed. Club-two seating is possible in the 1+1 configuration, while the 2+0 layout would allow for club-four seating. Aircraft specifications mirror those for the E-195 airliner: 2,600-nm range; 111,973-pound mtow; 30,754-pound maximum payload; and 1,123-cu-ft of baggage capacity. Embraer has not yet announced pricing for the E-195 Shuttle. o

A new class on approach. Exclusively at EBACE 2013: Pilatus Aircraft Ltd will unveil its flagship, the all new PC-24 – a business jet that is able to land and take-off almost everywhere.

www.pilatus-aircraft.com

8  PC12_Ain_Florenz_199x264_030513.indd EBACE Convention News2 • May 21, 2013 • www.ainonline.com

5/3/13 3:18 PM


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SR Technics enhances mod and refurb capacity SR Technics, a rapidly growing executive refurbishment and maintenance, repair and overhaul (MRO) specialist based in Zurich, Switzerland, continues

to enhance and develop its executive cabin outfitting and maintenance services. The company claims to have invested in new engineering SR Technics, a Mubadala Aerospace company based in Zurich, Switzerland, has nearly doubled the size of its executive aircraft refurbishment and modifications team.

Visit booth 1351 for trip estimates, international airport details and a special flight planning offer.

Booth 1351 is the place for the latest in flight planning. Try out FlitePlan Online and see how easy it is to create and file flight plans in minutes. You can sign up for a free two-week trial and get a 30 percent discount if you’re a new Jeppesen flight planning subscriber. But hurry—this offer is only good during the show. Learn more at jeppesen.com/fpo75

12  EBACE Convention News • May 21, 2013 • www.ainonline.com

tooling and systems and to have nearly doubled the size of its skilled labor team in the past 12 months alone. To manage the increasing complexity of executive cabin modifications and refurbishment, SR Technics (Booth 943) has invested in a global concept based on Enovia V6 with multiCAD integration using Catia V6 (from Dassault) for 3-D design and computer-aided manufacturing, as well as AutoCAD for 2-D applications. SR Technics has more than 80 years’ experience in the MRO field, allowing the company to seamlessly integrate its maintenance and repair capability with cabin refurbishment. “We’ve invested heavily in the past year to ensure we employ highly skilled experts who listen to a customer’s needs, have the capability and the right tools and systems to deliver exceptional quality and customized solutions, and will reliably re-deliver an aircraft on time,” said SR Technics president André Wall. To date, SR Technics has completed two Airbus ACJ cabin refurbishment projects, “both of which were delivered on time and to the customer’s exacting quality standards,” added Wall. Both projects included heavy maintenance checks as well as interior refurbishment. SR Technics is part of a plan by parent company Mubadala Aerospace of the emirate of Abu Dhabi to create a network of companies that includes a full spectrum of aerospace products and services. The Abu Dhabi government-owned Mubadala Development Co. is part of economic diversification plans for Abu Dhabi.–K.J.H.


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New-look Beechcraft makes EBACE debut by Kirby J. Harrison Hawker Beechcraft emerged from bankruptcy in February, restructured and rebranded as Beechcraft (Booth 7060), and the message it brings to EBACE is that it has refocused on the business of building and selling airplanes, and servicing and supporting what it builds. Beechcraft has two “significant” elements to its show presence here. The stand in the main hall, said executive v-p of sales and marketing Shawn Vick, “is branded universally as Beechcraft and we are represented there by members of our African, European and Middle East teams.” While the booth, he said, very clearly signals the changes integral to the new Beechcraft, visitors to the static display line will see the entire aircraft line in the new livery, from the King Air 350ER special mission demonstrator twin turboprop in its air

ambulance layout right down to the latest model of the Bonanza G36 light single. Beechcraft no longer builds jets, but the company’s Global Customer Support division is well represented on the static display by a Hawker 400XPR business jet. The 400XPR and Hawker 800XPR are two examples of factory designed, engineered and supported programs in which Beechcraft offers owners the opportunity to upgrade the engine, avionics, aerodynamics and overall performance. Global Customer Support also exists to back up the fleet of some 2,200 Hawker business jets still in service worldwide–Hawker 400, 800 and 900 series twinjets. It also backs the Hawker 4000, Premier I and Premier IA, though it does not back up the warrantees and SupportPlus programs for those aircraft.

The fleet of Hawker Beechcraft airplanes still in service, including jets, totals about 36,000 airplanes worldwide, providing a steady and welcome revenue stream from 10 Beechcraft-owned service centers in Mexico, the United Kingdom and the United States, as well as from some 90 authorized service centers scattered around the globe. On the sales side at EBACE, Vick said Beechcraft is spending a goodly portion of time focused on the commercial aircraft market and the special mission market for the company’s existing turboprop models. “It is our intent, more than anything else, to see if the European market will be in a position of growth this year over last year. Everyone is familiar with the economic challenges facing Europe, and while the commercial market has been slow to recover, we’ve seen excellent activity in the special missions market.” Beechcraft believes a good part of the potential commercial market in Europe consists of high and ultra-high net worth individuals who own businesses or have the personal wealth to justify purchasing an efficient

Special missions is a market Beechcraft sees as providing a bright future for the company’s King Air line, in particular the King Air 350ER.

twin-engine turboprop. Vick said Beechcraft had been carefully evaluating the market, including third-party blind surveys. “We will be investing in the coming year to ensure that what we propose is what the market wants and will pay for.” Looking forward, Beechcraft is in the early planning of “several product development initiatives,” Vick said. These first appeared at the NBAA convention last fall when Vick noted the possibility of developing three new aircraft. They include a new twin turboprop occupying a market niche between the

King Air 250 and King Air 90, as well as a single-engine turboprop King Air variant using the Premier IA twinjet frame. Also being considered is a new light single positioned between the Bonanza and the Baron. “But new jets are off the table for the time being,” said Beechcraft CEO Bill Boisture. At the same time, he recognized that, “There are some very strong [business jet] markets in which we hold some very strong positions [and] we will invest in them and protect them from competition for the future of our company.” o

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Roland Ort +49 911 9356 527 roland.ort@aero-dienst.de

Charly Grob +49 911 9356 509 charly.grob@aero-dienst.de

Florian Heinzelmann +49 911 9356 385 florian.heinzelmann@aero-dienst.de

Aero-Dienst GmbH & Co. KG | Nuremberg | Germany | www.aero-dienst.de

16Lay_AZ_EbaceConventionNews2013_254x165_4c.indd   EBACE Convention News • May 21, 2013 • www.ainonline.com 1

30.04.13 14:42


by Amy Laboda Yesterday at an EBACE press conference, Cessna CEO Scott Ernest provided progress reports on current production in its jet, turboprop and piston lines as well as on the research-and-development status of its mid-size and super-mid-size jets. “The Garmin 3000-equipped Citation M2 is right on track and, best of all, we’ve sold out production completely for the next two years,” he said. “The [new] Cessna Citation X is expected in quarter-four 2013, while the G5000equipped Latitude should be flying by January 2014, and I expect that to be in service in 2015.” Ernest was clearly excited about the wind-tunnel testing of

the Longitude wings, which has just been completed. “We’ve verified that the wing will meet the 0.86-Mach speed requirement for the aircraft,” he said. “Next is the tube design.” The Longitude fuselage is 2.5 times the length of the Latitude’s, with a nearly nine-footlong cabin-accessible baggage area. The Longitude’s Snecma Silvercrest engines are already on test stands, according to Ernest. “The Longitude is designed to be there for Cessna customers’ upgrading. It is probably the largest jet that Cessna will make in the next five years,” he said. On the lighter side of Cessna, the company reported that the diesel-powered Turbo Skylane

DAVID McINTOSH

Cessna feeling confident with new projects’ pace

JT-A should be certified sometime next month and the speedy piston single TTx is also expected to be certified by the end of the second quarter. Production of the TTx is sold out through the end of the year. Demand for the Caravan EX is still high, he said, with 85 percent of sales outside of the U.S. In the light trainer market, Cessna 172 sales to Russia and China have gone so well that Ernest is considering increasing production of the aircraft this year to accommodate the market. When asked if a diesel Cessna 172 was a possibility, he replied, “I want to be sold out on the Cessna 182 Turbo Skylane first.” That good news was in contrast to the considerably softer sales forecast for Cessna’s light jets. “We have made 425 Citation Mustangs,” said Ernest. When asked if that market is saturated, he responded, “I don’t see the market growing because used light jets are a good value right

Cessna senior v-p of customer service Joe Hepburn, left, joined new senior v-p of sales Kriya Shortt, center, and CEO Scott Ernest to discuss the OEM’s current market outlook.

now. In response we’ve adjusted our production volume down for our smaller jets.” In other news, Cessna noted it has expanded its companyowned service centers in Europe to six: in Valencia (Spain), Doncaster (UK), Paris, Prague, Dusseldorf and Zurich. In addition to the aircraft it has on the static line, the company is also exhibiting its mobile service center, which is parked at its booth

(7901) in the EBACE exhibit hall. And finally, on the personnel side, the OEM introduced Kriya Shortt as its new senior vice president of sales. A Cessna veteran of more than 16 years, Shortt most recently served as vice president of sales for Europe, Middle East and Africa. In turn, she introduced Tom Perry, who is taking on her former role, and Alessandro Barizzi, the new vice president of European customer service.  o

On its 10th anniversary, Comlux is looking ahead by Amy Laboda­­ After just a decade of operation, Switzerland- and U.S.based Comlux (Booth 387) has a lot to be proud about. At EBACE the company is celebrating its 10th anniversary and five years of operations as Comlux USA in Indianapolis, Indiana. There are new VIP aircraft in the Fly Comlux fleet, and completions projects rolling into the hangars on both continents, as well as some intriguing plans for the future. Fly Comlux’s fleet of Bombardier Global jets now numbers six, and this year the company has added a Boeing BBJ for charter. “Our growth during the last 10 years could not have taken place without the loyalty of our customers, the motivation and dedication of the 650 employees and the vision and determination of the company shareholders,” said Richard Gaona, president and CEO of Comlux. David Edinger, CEO of Comlux America/Comlux Aviation Services, told AIN that, along with new projects in 2013, the company, at least in the U.S., in undergoing some restructuring. “Where Comlux Aviation Services used to be all about refurbishing and maintaining business jets, we’ve decided to make a change. Now Airbus and Boeing refurbishments and

maintenance have been added to that division’s list of services,” he said. “What that does is free up Comlux America to focus only on green completions.” The new hangar in Indianapolis has allowed the company to process up to four completions inside the hangar at once. “This means we can have four aircraft in active completion, with a couple more in the various beginning or planning stages at any one time,” said Edinger. “That is, for now, our perfect scenario.” Among the new business that Comlux has added is a scheduled maintenance and cabin rework project on an Airbus ACJ319 operated by Jet Premier One in Kuala Lumpur. “We are proud to be selected by the government of Malaysia, and our team is looking forward to welcoming the aircraft to our premises next month,” Edinger said. And in the next decade? Edinger hinted that the company could consider performing widebody aircraft completions. “We have a layout of what that kind of facility would look like and land set aside, but we don’t want to move too quickly. We are known for good quality and ontime deliveries and we want to grow slowly, so that we can keep focused on what our customers clearly want,” he concluded.  o

Comlux’s ACJ320 VIP interior. The company has added Airbus and Boeing refurbishments to its activities.

More Sikorsky helicopters join Capital Air’s UK fleet by David Donald Although business has been tough for UK helicopter charter companies in recent times, Capital Air Services is in the process of increasing its managed fleet with the addition of two Sikorsky S-76++ helicopters. This will bring the S-76 fleet to three, to operate alongside a Eurocopter EC155 and a pair of EC135s. One of the S-76C++ helicopters has a luxurious VIP interior, while the other is outfitted with seating for 12. Its owner has adopted that layout so that a polo team can be transported in one aircraft. Maintenance on the S-76s is being performed by

EADS-owned Vector Aerospace at Fleetlands, near Portsmouth. Capital Air Services operates from a main base at Oxford Airport, with helicopters also based at Cambridge and Manchester. Among the services the company offers are shuttles into central London from Cambridge and Oxford, connecting with overseas business arrivals. The company has closed its Stansted operation as it was becoming difficult to maintain oversight and compliance. Capital’s managing director, Michael Hampton, noted that the UK CAA is tightening regulations regarding “umbrella”

operations, in which helicopters have been “tagged on” to AOCs. Helicopter charter has always been a more ad hoc, week-toweek business compared to the fixed-wing market. In terms of recent business, Hampton reported that the charter market has shrunk in southeast England due to the recession. Exacerbating the decrease was a loss of business experienced by all operators during the 2012 Olympic Games, due to restrictions on flying into London. However, Capital Air Services is reporting increased business into Europe, and the extra range offered by the S-76 has been of particular value in that regard. More customers are demanding two-pilot operations–so the company routinely flies two-pilot crews even though this is not a requirement, said Hampton.  o

www.ainonline.com • May 21, 2013 • EBACE Convention News  17


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Jet Aviation completes Geneva FBO expansion by Gregory Polek The newly refurbished Jet Aviation FBO in Geneva now encompasses 660 sq m (7,100 sq ft) and features three new lounges, giving crewmembers and passengers nearly twice the room to relax or do business. The first tangible result of a global refurbishment and

rebranding program announced last year, the facility now comprises two floors, the second of which Jet Aviation (Booth 519) took over from TAG Aviation. A new stairway connects the ground floor with the upper level, consisting mainly of a large crew area featuring a

Jet Aviation Geneva’s newly expanded and remodeled FBO now extends to the second floor and includes three new lounges and meeting rooms for passengers.

CAE has new programs, now offers upset training by James Wynbrandt Montreal-based simulation and training provider CAE (Booth 372) has announced here at EBACE new training programs, expanded offerings and contract extensions for and within the business aviation community. CAE RealCase Troubleshooting for maintenance training, introduced at the show, uses the same principles behind the RealCase recurrent training developed for pilots, incorporating recent real-life event scenarios. The training is available for the Dassault Falcon 7X, 900EX EASy and

2000EX EASy models. CAE has also become the first to offer maintenance training on the Falcon 2000 LXS and 2000S business jets. Maintenance training on these platforms is supplemental to initial Dassault Falcon 2000 EX EASy certification and can also be offered at the customer’s site using CAE’s mobile Infinitybased classroom. For those in the front seats, CAE now offers upset prevention and recovery training in Europe for business aircraft pilots. Offered in partnership with Aviation Performance

Jet Aviation Geneva director Bernard Ratsira (above). The newly refurbished Jet Aviation FBO in Geneva now encompasses 660 sq m (7,100 sq ft) and features two levels and three new lounges (left).

lounge, a meeting room, a resting room and an operations center. Adjacent to the crew area, on the opposite side of the new stairway, Jet Aviation has built a meeting room for passengers, equipped with a large-screen video projector. The FBO handles some 9,000 movements a year, mostly involving large-cabin aircraft, explained Jet Aviation Geneva director Bernard Ratsira. Jet Aviation handles Bombardier Globals, all Gulfstream types, Boeing BBJs, 757s, 767s, 777s and 747-400s, as well as Airbus A340s. Movements, while substantial, have remained steady over the years, said Ratsira, thanks to the ever-increasing amount of commercial traffic at Geneva. Construction at the airport aimed at helping to alleviate the congestion problem is, for now, causing some disruption, said the FBO director. Meanwhile, parking– while very cheap by European standards at four Swiss Francs per ton per 24 hours–is also very limited, meaning more operators need to reposition their airplanes for overnight stops in Lyon,

France, for example. The expansion plans didn’t stem from any particular need to accommodate more traffic through the FBO, but rather a more comfortable environment and an effort to present a more modern atmosphere to accompany the branding exercise.

Solutions, the program uses proven e-Learning web-based academics, in-aircraft practical skill development and full-motion flight simulator exercises and scenarios. The in-aircraft portion of the training will take place at Seppe Airport in Bosschenhoofd, the Netherlands and the simulator portion at CAE’s Amsterdam training center. This training is already available in Phoenix and Dallas in the U.S. CAE will add Gulfstream G450/550 training to its facilities in Dallas and London, beginning in late 2013 and 2014, respectively. The company currently offers Gulfstream training in Dubai, New York and Shanghai.

The company has also signed a multi-year contract renewal with ExecuJet Aviation Group for crew training on more than 40 aircraft types, including models from Airbus, Boeing, Bombardier, Cessna,

Next, Jet Aviation plans to extend the program to Zurich, where construction has already begun and schedules call for completion of that refurbishment on August 1. The company hopes to finish upgrade work on all its FBOs by some time in 2015.  o

Embraer authorizes Jet Aviation Basel for Legacy 600/650 Embraer has appointed Jet Aviation Basel as a fully authorized service center for the Legacy 600 and 650, allowing it to provide line and base maintenance for the super midsized business jets. “We can now provide any kind of maintenance, exterior painting and IFE upgrades, as well as warranty and AOG support, to the growing Embraer customer base in EMEA,” said Johannes Turzer, v-p and general manager of the maintenance center at Jet Aviation Basel. “While expanding our global footprint and services, we seek partners with similar business philosophies,” added Pedro Paiva, Embraer Executive Jets v-p of customer and support services for Europe, Middle East and Africa. “Like Embraer, Jet Aviation is customer-focused and committed to excellence.” Separately, Jet Aviation Basel in April started its first-ever 96-month inspection on a Legacy 600. The aircraft belongs to Prague-based aircraft management and charter group Grossmann Jet Service, a new customer for Jet Aviation Basel. Under the contract, the FBO will provide exclusive maintenance support for Grossman’s Legacy 600 and Gulfstream G550. Grossman Jet Service now operates a Legacy 600 and a Hawker 900XP and plans to add a G550 this year. –G.P.

Amsterdam, São Paulo, Melbourne, Shanghai, Dubai, London, New York, Phoenix and Dallas. Additionally, CAE and Bombardier have expanded their authorized training provider agreement in Europe, to be marked by the delivery of a Challenger 605 full flight simulator in 2016. “We are pleased to continue to expand training resource accessibility and options for our business aircraft clients,” said Rob Lewis, CAE’s v-p and general manager, business aviTurn your world upside down with ation, helicopter and CAE’s new upset training program. maintenance training. “We want our customers Dassault, Embraer, Gulfstream to be able to train anywhere and Hawker Beechcraft. Train- in the world with ease and get ing will be provided at CAE the same exceptional quality facilities in Mexico City, and experience.”  o

www.ainonline.com • May 21, 2013 • EBACE Convention News  19


King Air family leads Beechcraft revival trek by David Donald year and also alluded to ongoing studies for three new aircraft at the lower end of the size scale to complement its existing portfolio. While there are no specific details yet, the plans highlight the tripling of investment being made by the company.

PHOTOS: DAVID McINTOSH

Since it exited a 10-month restructuring process and Chapter 11 protection in February, the rebranded Beechcraft (formerly Hawker Beechcraft) has performed well and is even looking at possible new models to bolster its turboprop line-up. It reported strong first-quarter results that bode well for the future health of the company, and in the first three months of 2013 it delivered 59 turboprop and piston aircraft, compared to 37 in the corresponding period in 2012– placing Beechcraft (Booth 7060) as the third-ranking business aircraft manufacturer by deliveries. At the same time it took more orders than it has at any time during the past three years. The Wichita, Kansas-based manufacturer also handed over the final six Hawker 4000s in the quarter, signaling the end of jet production–for now at least. While it has strongly reaffirmed its commitment to supporting the Hawker line of jet aircraft, the company has also placed the Premier and 4000 type certificates up for sale to qualified entities. Beechcraft has brought a wide range of its products to EBACE, including the Baron and Bonanza piston airplanes. The company announced here in Geneva yesterday that alternative fuel versions could be available from the end of next

Deliveries and Upgrades

Of the first-quarter deliveries, 34 were King Air variants (350i, 350ER, 250, C90GTx), highlighting the importance of the type to Beechcraft’s success. More than 7,000 have been built, operating in 127 countries around the world, and the fleet just topped 60 million flight hours. Currently, 462 of those King Airs are flying in Europe (including 78 each in France and Germany and 74 in the UK), where the type has 41 percent of the business turboprop market. Worldwide that figure climbs to 53 percent. As well as providing newbuild aircraft, Beechcraft also supports a number of King Air upgrades. The company’s Global Customer Support organization announced that its facilities are now authorized installation centers for the Halo 250 upgrade. Developed by CenTex Aerospace of Waco, Texas, and certified in October 2012, the Halo 250 modification increases the maximum takeoff weight of the King

Beechcraft is powering out of its recent emergence from bankruptcy with a strong first quarter and a growing orderbook. Leading the way is the iconic King Air line of twin turboprops, including special-missions versions (lower right).

Air 200 to 13,420 pounds from 12,500 pounds. The upgrade is compatible with other packages, such as the Garmin G1000 or Rockwell Collins Pro Line 21 avionics upgrades, as well as other popular King Air STCs such as BLR winglets, Raisbeck modifications and Blackhawk engine programs.

With engine OK due soon, HondaJet sets schedules Michimasa Fujino, president and CEO of Honda Aircraft, said here at EBACE yesterday that, “The [HondaJet] program is steadily progressing toward certification and first delivery.” He now expects FAA type certification of the light jet in the fourth quarter of 2014, with EASA certification to follow within six months. The HA-420 HondaJet is now about one-and-a-half years behind its production schedule, primarily due to delays in certifying its GE Honda Aero HF120 engines, jointly developed by Honda and GE Aviation. GE Honda Aero expects engine

certification in the fourth quarter of this year, and once it is granted, “We can start FAA onboard flight testing, which is driving our schedule,” Fujino said. With its distinctive over-thewing engine-mounting scheme, the airframe and powerplant combination promises superior and efficient performance, including a best-in-class 420knot cruise speed and 43,000foot maximum altitude. The HondaJet also features an enclosed lavatory, made possible by the space available because the engines are not mounted on the aft fuselage. Fujino pointed to several

MARK WAGNER

by James Wynbrandt

Honda Aircraft president and CEO Michimasa Fujino updated EBACE attendees on the progress of the HondaJet’s certification program.

milestones illustrating the program’s progress, most recently completion of a fifth FAA-conforming HondaJet and its first flight on May 16. Equipped with a production interior and

20  EBACE Convention News • May 21, 2013 • www.ainonline.com

In addition to its business and utility transport applications, the King Air has been the platform for myriad special-mission conversions, from air ambulance to intelligence, reconnaissance, surveillance (ISR). Those capabilities are also being highlighted at EBACE. Beechcraft’s own King Air 350ER special-missions

demonstrator is currently in the midst of a worldwide tour to showcase the King Air’s suitability for a range of duties and features a medical station and representative maritime patrol console. As well as King Air conversions, Beechcraft is also promoting the Baron as a special-missions ISR platform.  o

options, “it will anchor the final leg of our flight-test program,” Fujino said, and be used for function and reliability testing to simulate in-service flight operations and for interior and cabin systems tests. Despite the certification delay, the Greensboro, North Carolina-based company began HondaJet production last October, and expects to have “six to seven in progress at the end of the year,” Fujino said. “Not all the parts are delivered yet.” As for the number that will be completed by the time certification is achieved, “We are now devising the schedule,” he continued. “We will have at least seven or eight aircraft.” Honda Aircraft plans to build 80 to 90 aircraft per year initially, and its facility is designed to produce up to 100 units per year. The company

recently appointed a trio of sales representatives for the European market (northern, central and southern Europe), joining the seven U.S. distributors and three in Canada. Meanwhile, the company’s customer service center, capable of servicing a dozen HondaJets simultaneously, is scheduled for completion this fall, with Part 145 certification expected by the end of the year. Fujino called the HondaJet’s certification delays “regrettable,” but said he and the company had used the time to fine tune the program to increase efficiency prior to the start of production. He also expressed gratitude that few buyers had cancelled their orders for the $4.5 million jet. As for the number of those orders, Honda Aircraft has consistently said, “over a hundred.”  o


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Cessna strengthens European service network by Matt Thurber For Cessna Aircraft, this year is bringing the culmination of efforts that began during the

economic downturn and now are bearing fruit. In 2013, the company (here at Booth 7091)

is incorporating into production six new aircraft models and highlighting its six factoryowned service centers in Europe. “We’re putting the new service network front and center at EBACE,” said Brad Thress, senior v-p for business jets. “We have six service centers that we now own and operate in Europe, which is something that will

resonate with our European customers. We think that’s the single biggest driver of loyalty–how well we take care of the airplane.” General managers from each of the six facilities are at Cessna’s EBACE chalet this week. Last year, Cessna opened its largest European service center in Valencia, Spain. This facility services all Citation models.

Brad Thress, Cessna senior vice president for business jets.

Growth also came from acquisitions, which include Doncaster in the UK late last year and the former Jet Aviation facilities in Zurich and Dusseldorf. Cessna also owns a full-service facility in Paris and a shared facility in Prague with sister company Bell Helicopter, which handles line maintenance for Citations, primarily for Eastern European customers. Another 11 companies in Europe are Cessna authorized service centers, and many of these companies are joining Cessna at EBACE. With its growing service center network in Europe, when one facility is too busy, Cessna can shift customers to another that has available capacity. “Paris is overwhelmed with business,” Thress said, “while others are slightly below, so we’re able to flex to some of the facilities where we have more capacity. Zurich is very busy.” Resource Management

The next big step for Cessna’s service center network is integration into the company’s new SAP enterprise resource management system. The U.S. facilities are currently embroiled in the transition to the new system, while the European service centers will be added in the next few months. “As with any new system, there are things to work out,” said Thress. After all the service center acquisitions last year, Cessna is taking a breather. “Our focus for the next couple of years is to complete the integration of the ones we acquired and work them into the system and operate them efficiently,” he said. “Then we’ll see what customers are [requesting] with respect to more capability.” The six new models that Cessna is incorporating into production this year include, on the jet side, the M2 and new Sovereign and X, and on the propeller side, the more powerful Caravan EX, diesel-powered 182 JT-A and the speedy Corvalis TTx piston. “This year we’ll see the benefit of all these investments,” said Thress. At the EBACE static park, Cessna is displaying a Citation CJ2+, Citation CJ4 and Citation XLS+.  o

22  EBACE Convention News • May 21, 2013 • www.ainonline.com


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Schedule of Events: Wednesday, May 22 • Registration for EBACE is located in PalExpo Halls 5 and 7. • EBACE Shuttle Buses drop off and pick up below Hall 5. • Parking is in the garages below Hall 5 and Hall 7 for a fee. • Unless noted otherwise, EBACE Education Sessions, EBACE Press Conference Rooms, Show Publications and EBACE Press Headquarters are located in Hall 5. Simply follow the runway carpet from the Hall 5 entrance.

Registration (Halls 5 and 7)

08:30 – 18:00

Press Headquarters Open (Hall 5) 08:30 – 18:00

Exhibit Halls Open (Halls 5, 6 and 7) 9:00 – 18:00

Static Display Open (Geneva International Airport) 9:00 – 18:00

11:15 - 12:45

Can Russia Represent The Next Engine of Growth for Business Aviation (Hall 5) Moderated by: Cathy Buyck, Aviation Week Speakers: Derek Bloom, Capital Legal Services; Nikolai Kondratiev, Open Sky; Alexander Kuleshov, Tulpar Air; Martin Lener, Tyrolean Jet Services; Anna Serejkina, Russian Business Aviation Association; Mikhail Titov, RusJet Double-digit growth, which was a hallmark of the first decade of the 21st century, now seems to be a distant memory in Europe and any hopes for an early return to growth now rest in Eastern and Southern Europe. In this respect, the Russian Federation has a key role to play with its immense territory and skyrocketing GDP. Yet, it is still a fledgling market. What has held it back? And will things change? 10:00 - 12:00

Pilatus PC12 M&O 13:00 - 17:00

Gulfstream Operators Forum 13:30 - 14:30

NBAA Coffee Social Whether you are a long-time member, new to NBAA or just looking to find out more about the association, we invite you to join us for a coffee and networking social in the NBAA Headquarters stand. Meet NBAA president and CEO Ed Bolen along with representatives from NBAA’s staff, network with other members and industry peers, and learn how the benefits of NBAA membership can help make your business even safer and more successful. It’s also a great opportunity to get your questions answered, share ideas for new benefits and services, and provide us with feedback on your overall NBAA experience. Plus, once you’ve enjoyed your afternoon coffee break, you’ll have a chance to get your commemorative EBACE photo taken and drop your card for a chance to win one free pass to NBAA2013 in Las Vegas. We look forward to meeting you!

INTERVIEW

European bizav market stalled uContinued from page 6

arguing that these taxes should not exist at all. No one likes tax and we’re not saying that we [business aviation users] cannot be taxed. What we are saying is that we [Europe’s economies] need to concentrate on growth and once we have growth again, tax what results from that, but don’t tax the engine that allows you to go back to growth [business aviation], and the same should apply for airline passengers. The Italian tax makes even less sense [because it specifically taxes business aircraft passengers, and not airline passengers as well]. The French, German and Austrian taxes are about the same. They were labeled as eco-taxes before the arrival of ETS [the European Union’s emissions trading scheme]. Now they are called passenger taxes but, in the case of Germany and Austria, they are not related to the actual distance flown. The third issue is that there needs to be harmonization within Europe to deal with illegal activity. [One problem is that] what is illegal in one country is not illegal in another and that doesn’t allow legal certainty. Some operators find themselves doing something that is involuntarily illegal due to the patchwork of legislation they find when going from one country to another. [In theory] we have one market in [the] EASA [region] with the same rules, but most of the rules have to be transposed into national legislation. In some cases, countries have been allowed to go further [than the standard EASA rules] and also keep their own legislation.

14:30 - 16:15

Illegal Flights (Hall 5) Moderated by: Taunya Renson, Mach Media Speakers: Edmund Bohland, European Aviation Safety Agency (EASA); Andrea Costantini, Italian Civil Aviation Authority (ENAC); Kimon Daniilidis, Interjet; Ali Al Naqbi, Middle East Business Aviation Association (MEBAA) Illegal flights are probably one of the most complex and important challenges faced by the industry today. They touch not only the safety of the operations, but also the profitability of the sector. Exacerbated by the crisis, these illicit operations have considerably increased during recent years and have become one of the top priorities for the EBAA. Information is subject to change.

24  EBACE Convention News • May 21, 2013 • www.ainonline.com

management system] and doing some [unnecessary] maintenance. There are still ambiguities [over what is illegal] and some people want their bread and butter [meaning to have the best of both worlds]. In the mid to long term this doesn’t hamper the credibility of the industry. [The way operators deal with the legal ambiguities] is part of our responsiveness. The [legal] scope for operations in the U.S. is better defined.

We keep a constant dialogue with EASA, telling them that on a few important aspects of legislation they can improve. For instance, the differences between commercial and noncommercial rules need to be reviewed in areas, such as runway performance, because they create grey areas and possibly incentivize flip-flopping [between one set of rules] and another. There are also variations over flight-time limits [for pilots] and it depends what [EASA] member state you are in. This results in some operators simply switching to noncommercial [rules]. These issues incentivize illegal activity. We are trying to make sure that there is a common definition of what constitutes an illegal activity. EBAA has invited tenders [for a consultant] to explain exactly how the rules are different and what impact they are having on business. Genuine illegal activity needs to be eradicated but the authorities don’t seem to have the right tools to do this. Where there are illegal operations, we have to ask whether this could be because there is not enough enforcement or because it makes sense financially [to be illegal] and it’s worth taking the risk. There seems to be little chance that you’ll get caught in some situations. It seems to be happening more because of the [economic] crisis because people [customers] are looking for more from your offer. If you can increase [the value] of the offer by 10, 12 or even 15 percent, then you will have more chance of success. We are trying to promote the fact that we can act [to make the industry more competitive] by improving ATM [air traffic management], by reducing cost for environmental and security requirements, and perhaps by not having to have an SMS [safety

How hopeful are you that through ICAO there will be a global alternative to Europe’s ETS system? If so, will this be any more rational and less of an unfair burden on business aviation operators? ETS has been there for five years and we have been fighting it. The derogation [the EC’s temporary suspension of ETS for flights outside the EU] is relatively minor. We are environmentally sustainable because we are 7 percent of all air traffic and yet we emit less than 2 percent of all emissions from the sector. This means that we are five times less polluting relative to the size of our operations. Since the beginning we have never been against taking responsibility for our CO2 footprint, but the EC has chosen the most complex and least effective instrument. It creates a market [for CO2 emissions] but it now applies only to a small proportion of air transport. It also raises a number of legal questions that others have not failed to raise [for example, the U.S. industry via the A4A airline association]. It puts a lot of administrative burden on the shoulders of business aviation and smaller emitters. It could have been done much better. The [EC] derogation applies only to intercontinental

Continued on page 26 u

Continued on page 24 u


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Schedule of Events: Thursday, May 23 • Registration for EBACE is located in PalExpo Halls 5 and 7 • EBACE Shuttle Buses drop off and pick up below Hall 5. • Parking is in the garages below Hall 5 and Hall 7 for a fee. • Unless noted otherwise, EBACE Education Sessions, EBACE Press Conference Rooms, Show Publications and EBACE Press Headquarters are located in Hall 5. Simply follow the runway carpet from the Hall 5 entrance.

Registration (Halls 5 and 7)

08:30 – 16:00

Press Headquarters Open (Hall 5) 08:30 – 16:00

Exhibit Halls Open (Halls 5, 6 and 7) 9:00 – 16:00

Static Display Open (Geneva International Airport) 9:00 – 15:00

09:30 - 11:00

Business Aviation as a Career: Build Your Future Now! (Hall 5) Moderated by: Belarmino Gonçalves Paradela, EBAA Speakers: Markus Blattner, TAG Aviation; Emma O’Donnell, CAE Oxford Aviation Academy Brussels; Pascal Lhoest, NetJets; Robert Whitehead, Jet Aviation Working in aviation, particularly in business aviation, remains a passion for most, as well as a way of life. What can our industry offer to the future pilots, engineers and managers? How is our industry preparing for the pilot shortage expected in the coming years? This Session will address these questions, among others. 09:30 - 11:00

Can New IT Tools Apply to Change the Traditional Way of Doing Business (Aviation)? (Hall 5) Moderated by: Richard Koe, Aviation Advocacy Speakers: Christian Hatje, Air Club; Clive Jackson, Fly Victor; Oliver King, Avinode; Jonny Nicol, Stratajet; Paolo Sommariva, FL3XX; Adam Twidell, PrivateFly In the late ’90s, the Internet revolution had a deep and long-lasting impact on the way people travel. Twenty years later, an equivalent revolution has yet to occur in the business aviation sector. Approximately one in three business aviation movements is an empty leg, while the industry is more than ever finger pointing at the grey market. Yet, attempts at proposing new solutions, notably via Internet, multiply. This session will review some of them.

FUTURE EBACE SHOWS

DAVID McINTOSH

2014: May 20-22 2015: May 19-21

INTERVIEW

European bizav market stalled uContinued from page 24

flights. When you analyze this you realize that it has been done only to appease non-European operators. If there is no global solution, and non-EU states simply refuse to cooperate with EU ETS, what do you think will happen and will this leave EU operators at an unfair disadvantage It is difficult to predict what will come out of [the attempts to achieve a global agreement through ICAO]. There is a possibility that there will be different schemes and then you need to make sure that they are interoperable. I don’t believe this scenario would work so either ICAO can discuss a common scheme worldwide, even if it applies only to developed countries, or have nothing at all. I fail to grasp how we can have 180 different versions [of ETS]. Then there would be a case for having a review of [ICAO’s] Chicago Convention. In fact, it would be a case for a real revolution in how we do business today. [Looking ahead to the ICAO council meeting in September/October], IBAC is a very prominent association so I don’t think we will be ignored at the ICAO level as we have been at the EC. In any case, [whatever happens] it couldn’t be worse than what we have today. What is the latest situation regarding reforms to slot allocation rules in Europe? How much of a disadvantage could these be to business aviation? It’s up to us. We have framework legislation that is about to be decided as part of the EC Better Airports package. One of its constituting elements, that is, the ground-handling rules, was approved last week and we are relatively hopeful that under the Lithuanian presidency the whole package will finally get approved for implementation in around two to three years’ time. The slot allocation element of the package allows leeway for airports to treat nonscheduled activities in the way they want, which is something we fought hard to get. For instance, airports like Geneva and Dusseldorf have already recognized the importance of nonscheduled activities and have catered for it. Now this right is recognized in the new regulation and it will be up to us to convince more airports to do this as well. But at least the legislation allows for this regional leeway. There are, however, still concerns because there will be more fully-coordinated airports in the future; for example, [London] Luton is consulting to become such a fully coordinated airport and this might then exclude business aviation unless such a solution, as in Geneva or Dusseldorf, is applied as well. This would be crucial as business aviation represents up to 25 percent of the capacity there.

26  EBACE Convention News • May 21, 2013 • www.ainonline.com

What progress has EBAA made in setting agreed standards and procedures covering ground handling for business aircraft? We already have the international standards for business aviation operations [IS-BAO], which cover things like SMS and the way to operate in a safe and professional way. However, the important aspect of FBOs has been very disparate and with very varying standards [that range] from a “man in a van” to the most professional company you can imagine. This has created a lot of uncertainties and we discussed this with ground handlers themselves and there is a lot of enthusiasm for [more structured] standards. In fact, we do already have a set of standards that FBOs can freely follow and we have a list of FBOs who work to these standards, but it is a selfdeclaring system and we need to do something more on the same basis as IS-BAO with independent auditors. So we have worked on a text with a working group and now we are talking to some partners in the U.S., with whom we have recently signed an agreement [for handling standards], that is, with IBAC and NATA [which has developed the “Safety First” program]. We are now in the process of putting the finishing touches on the document. We hope to have something soon–not in time for EBACE, but maybe soon after. Then we will think about how we can get buy-in from FBOs and determine the auditing process. What is the current state of EBAA’s membership? Has it grown over the last year? With exception of one year in the 1990s, we’ve never gone backward in number of members. We are still growing and reached 547 members, compared with 532 at end of 2012.

Will there be any further changes to its structure or management? We are trying to “de-complexify” the European environment in terms of the choices companies face between different national [business aviation] associations. This forces companies to choose between their national association and the international group [that is, EBAA]. We are working with the national associations on this because we don’t want operators to be forced to make a choice. We also want to offer more added value through the creation of ad hoc working groups and the multiplication of forums of interest to operators. What are your expectations for this year’s EBACE show? This is not the first year when times have been tough and some people probably feel it has been a neverending story. What we are trying to do is to change slightly the aim of the show in the sense that it was first born as a purely B2B [business-to-business] show. We are now trying to insert more of a B2C [business-to-consumer] element. We already have the traditional customers but now let’s try to get a second wave of customers with the means to purchase aircraft and/or the interest in discovering alternative ways to fly. One way is to use these big gatherings to send the subliminal message about the value of business aviation. We could have some sort of rebate system for business done at the show. Although these are relatively long-term developments, we have–for the first time–invited a number of local executives to visit the show and to talk to the operators during this edition. o


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Falcon Fortunes Mixed, But Good Overall

Falcon 2000LXS

Dassault’s new Falcons flaunt revamped wings, lower numbers

The market for Dassault Aviation’s Falcons is “still convalescent,” according to CEO Eric Trappier. Speaking at the company’s press conference in March, Trappier gave details on its performance in 2012 and delivered a conservative market outlook. In April, at the ABACE show in Shanghai, Dassault Falcon Jet CEO John Rosanvallon expressed confidence in Asian sales growth. Last year, Dassault handed over 66 Falcons, up from 63 the year before, and accounting for €2.8 billion ($3.6 billion) of revenues. Deliveries should increase to “around 70 Falcons” this year, he said. He also noted that last year, Falcon salespeople took orders for 58 business jets (representing €2.5 billion or $3.3 billion), a notable increase from 2011’s 36. Trappier said he still hopes for a recovery, especially in the U.S. Some regions, such as South America, Russia and Northern Europe, are deemed “very active.” Meanwhile, India is “very quiet” and China is “a bit less active than it used to be,” he said. Nevertheless, China is now the second largest market for the top-of-the-range Falcon 7X, behind the U.S., he claimed. Dassault expects to deliver about 10 Falcon 7Xs in China this year. “In 2013, the market in China remains dynamic and continues to flourish. Our industry and Chinese authorities have formed a healthy relationship that will assure growth in the years to come,” Rosanvallon said. Keeping bullish, he added, “There are ambitious programs in place to improve infrastructure throughout the country.” Dassault has three sales offices in China–Beijing, Shanghai and Hong Kong–where it has two types of customers, according to Rosanvallon. “Large organizations, such as Minsheng Bank and ABC Bank, the second largest bank in China, which usually buy a fleet to sell to their customers with the help of the OEM, and the second market, which is all the successful entrepreneurs.” At the end of this year, Rosanvallon expects that his company will have more than 20 Falcon 7Xs in Hong Kong and mainland China. Dassault Falcon’s market share in the Asia Pacific region (not including India) was estimated just over 30 percent for 2011-2012.–T.D.

by Thierry Dubois Dassault Aviation (Booth 7090) comes to EBACE this year with two newly certified business jets: the large-cabin Falcon 2000S and Falcon 2000LXS. Both received EASA and FAA approvals in March. Meanwhile, the new Falcon SMS program is still under wraps, but with the growing prospect of a launch for this long-anticipated development later this year.

FalconBroadcast Monitor Service for EASy Falcons FalconBroadcast, an airborne health monitoring service that provides real-time notification of in-flight events, is now available as an option for all Falcon 900 and Falcon 2000s equipped with the EASy cockpit. In-service aircraft can have the service activated in an estimated one hour of downtime. FalconBroadcast entered into service in June on the Falcon 7X. Anticipation is the main benefit of FalconBroadcast, according to Dassault. An overheat event, for instance, can be caused by a valve failure, which the central maintenance computer will signal via FalconBroadcast. This allows the maintenance technician on the ground to have such a valve supplied to the aircraft’s next destination. He can also arrange for a qualified engineer to travel to that location. –T.D.

The two certification milestones were met later and somewhat sooner than expected, respectively, as the manufacturer was previously predicting Falcon 2000S certification by late 2012, while EASA’s nod for the Falcon 2000LXS was anticipated for “the first half ” of this year. The first Falcon 2000S was delivered in April to a Turkish customer. Deliveries of the 2000LXS, which replaces the 2000LX, are scheduled to begin in the second half of this year. The Falcon 2000S is Dassault’s entry-level jet, with a 3,350-nm range, whereas its leggier sibling offers 4,000 nm. Both benefit from improvements in wing design–inboard slats and winglets–that cut landing and takeoff distances, as well as fuel burn. The two-year flight-test campaign for the two new models demonstrated short-field and low-speed performance “substantially better than targeted figures,” Dassault pointed out. Plans are for both models to be certified to operate at London City Airport, with its steep approaches. Both aircraft have been certified with the EASy II flight deck. The improved cockpit, which has already been flying on the Falcon 900LX, was certified on the Falcon 7X in March. The cabins on the two new iterations of the Falcon 2000 feature the FalconCabin HD+

Falcon 2000S

The Falcon 2000S and 2000LXS by the numbers Range (M 0.80, 6 pax, NBAA IFR reserves, 85 percent Boeing annual winds)

Falcon 2000S

Falcon 2000LXS

3,350 nm

4,000 nm

Mtow

41,000 lb

42,800 lb

Balanced field length (SL, ISA, Mtow)

4,325 ft

4,675 ft

Approach speed

107 kt

107 kt

Price

$25M

$33M

entertainment system. A major difference lies in the interior layout: while the 2000LXS is, as with most business jets, customizable, the 2000S is available only in a standard-configuration cabin designed by BMW Group DesignworksUSA. The latter carries a reduced price tag, which Dassault claims is closer to that

28  EBACE Convention News • May 21, 2013 • www.ainonline.com

of the super midsize segment. Both aircraft are powered by Pratt & Whitney Canada PW308C turbofans. The Falcon 2000S was introduced at the 2011 EBACE convention and the Falcon 2000LXS at the 2012 NBAA convention. Development of the SMS–a Falcon 900 replacement–is now

gathering pace. Dassault’s new CEO Eric Trappier has hinted that the aircraft will be unveiled at NBAA 2013 in Las Vegas in October. The first flight is scheduled for “late in 2014” and the first deliveries “late in 2016.” A major challenge Dassault has set for SMS manufacturing is to cut production cycle times and simultaneously have top-notch quality right from the first aircraft. No major change should be expected in the cockpit, but the passenger cabin is expected to be innovative. o


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Universal FMS offers PRnav compliance by Nigel Moll Operators lacking approval for precision area-nav (PRnav) operations are finding access to European airports increasingly limited, and Universal Avionics is here at EBACE to emphasize that its satellite-based augmentation system (Sbas) flight management systems (FMS) ensure compliance with the PRnav requirements set out in JAA TGL10. Area nav allows shorter, more direct routes and more precise navigational accuracy in terminal and approach airspace. Airports recognize the benefits of PRnav for making the most of airspace and runway capacity and minimizing delays, and Amsterdam Schiphol was the first airport in Europe to accept only PRnav-capable aircraft. Others have since followed the Dutch lead, including London Heathrow and Gatwick, Zürich, Vienna International, Stockholm-Arlanda in Sweden, Brussels, Milan Malpensa, Nice Côte d’Azur in the south of France and Portugal’s Faro. Universal’s Sbas-FMS is compatible with regional Sbas systems in Europe (Egnos), North America (Waas), Japan (MSAS) and India (Gagan). Flight-testing of Universal’s AHS-525 attitude-heading reference system (AHRS) is now “largely complete,” with certification and first shipments anticipated by August, prompting the company to offer it for order and delivery scheduling. “We are pleased with the flight-testing, as the AHS-525 has performed at or beyond expectations,” said Paul Damschen, Universal Avionics’ manager of airworthiness and flight operations. The AHS-525 replaces existing analog directional and vertical spinning gyros and integrates seamlessly with an

aircraft’s flight-deck displays, flight control systems, flight management systems, weather radar, terrain awareness and warning system and flight-data recorder. When interfaced with Universal’s EFI-890R, data display and control are managed directly through the EFIS, without the need for additional heading control panels that clutter the flight deck. The unit is designed with micro-electromechanical systems (Mems)-based technology, “a system that combines the computational ability of micro-electronics with the acuity and control of micro-sensors and micro-accelerometers. This solid-state construction, with no internal movable parts, increases unit reliability,” according to Universal.

Universal’s new AHS-525 AHRS, which replaces old spinning gyros, is to be certified in August.

The AHS-525 exemplifies the sort of product that long ago established Universal as a developer of retrofit avionic components to rejuvenate the flight decks and capabilities of stout and capable but electronically outdated older aircraft. Something new for the Tucson, Arizona-based company is its recent contract to design an entire avionics suite as factory

Universal’s partnership with MD Helicopters to develop a clean-sheet avionics suite for the NextGen Explorer marks its first venture with an OEM to provide full factory-fit avionics.

fit for an OEM’s latest aircraft– Universal’s role on MD Helicopters’ planned “NextGen” revamp of the Explorer twinturbine helicopter. The two companies announced the partnership at Heli-Expo this March in Las Vegas. The NextGen Explorer will have a single-pilot IFR-capable flight deck with display graphics that are video and mission display capable. The primary flight display (PFD) provides all primary flight parameters, primary engine/rotor data and safety-critical annunciators. The multi-function display/ engine indicating and crewalerting system (MFD/Eicas) replaces the current IIDS and radar displays with synoptic displays. Synthetic vision, moving maps, system displays, electronic charts and checklists are included in the baseline suite. A point-and-click display using a cyclic-mounted cursor slew switch enables the pilot to operate the system while maintaining visual contact with the flight instruments. This feature is designed to keep the pilot “hands-on, head-up” for

This Falcon 900B retrofit panel, developed in partnership with Duncan Aviation, exemplifies Universal’s bread-and-butter specialty.

increased visual awareness. Single- and dual-pilot cockpit configurations will be supported for forward-fit and retrofit installation. “Universal is excited to enter into this partnership with MD Helicopters,” said Dan Reida, Universal’s vice president of sales, marketing and support. “We look forward to providing MD with the latest in avionics technology that affords enhancements to safety, reductions in operational costs and addresses current and future requirements,” he added. “This program reinforces Universal’s commitment to the rotorcraft market.” Duncan Partnership

Universal’s PRnav-capable Sbas FMS black boxes represent the key to unlock access to a growing number of European airports that turn away aircraft not equipped to comply with a JAA requirement.

30  EBACE Convention News • May 21, 2013 • www.ainonline.com

In other retrofit news at Universal, the company says that its partnership with Duncan Aviation to develop a retrofit suite for the Falcon 900B “is well under way after its announcement at the NBAA Convention last year. The first installation is nearing completion, with the aircraft scheduled to be delivered next month and several other potential aircraft upgrades close to contract

signature.” The 900B upgrade replaces 25 original instruments with five display screens. On the service and support front, Universal has introduced an extended warranty program called FlightAssure, designed so that operators can budget the cost of component avionics repairs. Benefits of the program include removal and refit coverage; fixed price with annual contract; fully transferrable contract; full coverage on exchange and repair services; loaner units; component repairs, including nofault-found (NFF) removals; free outbound second-day air freight; and 24/7 AOG emergency service. Billund, Denmark-based Scandinavian Avionics, which Universal describes as “one of our premier equipment sales and installation dealers,” has expanded its repair capabilities to include the EFI-890R/890H flight display systems.  o


Handling specialist Euro Jet spurred by Eastern growth by Charles Alcock Ground-handling specialist Euro Jet Intercontinental is here at the EBACE show marking its fifth anniversary in business. At face value, the young Czech Republic-based company did not pick an optimum year to kick off operations, but in practice its decision to focus on the challenges faced by operators in the growing, but underserved, regions of Eastern Europe and Central Asia have paid off. From its operations control center in Prague, Euro Jet manages a team of more than 200 staff, including a network of handling agents spread across 29 countries in its core market. With representation in another 52 countries globally, the company arranges ground support and flight planning, as well as flight permits, fuel, catering, hotels, ground transportation and credit accommodation. According to sales and marketing director Gareth Danker, Euro Jet is unusual among flight-support companies in having such an extensive network of its own staff on-the-ground throughout Eastern Europe and Central Asia. He told AIN that many operators have

legitimate concerns about pricing and billing practices, as well as inconsistent service standards in a region that does not yet boast many experienced business aircraft handlers. In response to this situation, Euro Jet provides experienced and clearly identified support staff at locations, as well as supplying fully transparent invoices.

From its operations center at the Czech capital Prague, Euro Jet Intercontinental coordinates handling across Eastern Europe and Central Asia.

Expanding Presence

Now Euro Jet is setting up a crew lounge to serve growing volumes of traffic at Tivat in Montenegro. The Adriatic Sea resort is fast becoming a favorite with wealthy Russians and its airport currently has no dedicated facilities for private jet operators. Parking space is very limited at Tivat Airport, so operators commonly have to drop off passengers. Meanwhile, Euro Jet also is set to open a new airside crew lounge and a renovated groundside lounge at Prague’s Vaclev Havel International Airport. The company recently acquired a 16,100-sqft hangar at the airport, giving it space to store three Cessna Citations or a

large-cabin jet. It also has crew lounges in Zagreb (Croatia), Bucharest (Romania) and Poprad (Slovakia), as well as its own ramp vehicles at many locations. In 2012, Euro Jet provided support for more than 5,000 flights and 500 different customers. It is predicting that both numbers will increase this year, with traffic growth in Eastern Europe continuing at a time when it is largely stagnant in Western Europe. According to the company, the busiest countries for business aviation traffic in its region today are: Czech Republic, Romania, Hungary, Croatia, Poland, Bulgaria, Montenegro, Russia, Ukraine, Slovakia,

Azerbaijan, Kazakhstan, Kyrgyzstan, Latvia, Estonia, Lithuania, Belarus, Moldova and Armenia. The busiest cities it serves include Prague, Bucharest, Budapest, Zagreb, Warsaw, Dubrovnik, Tivat, Kiev, Baku, Almaty, Constanta, Tallinn, Riga, Yerevan, Sofia, Burgas and Bishkek. “While we are very proud to celebrate our first five years, we now look forward to the next five years and beyond,” commented Euro Jet CEO Charlie Bodnar. “Investment in Eastern Europe and Central Asia will only continue in the years ahead. As these markets continue to open up, it is inevitable that they will attract more investment.”  o

www.ainonline.com • May 21, 2013 • EBACE Convention News  31


C

dical kits

Euro mod biz is big for BLR by Matt Thurber For BLR Aerospace vice president of sales and marketing Dave Marone, EBACE is “a show that becomes more important every year.” The U.S. manufacturer of performance

improvement modifications for Beechcraft King Airs and helicopters generates about 15 percent of its business in Europe. “We’re getting our fair share of business out of Europe,” he

said. “Not to be involved with EBACE is like putting a big X into Europe.” While BLR Aerospace’s King Air modifications have long been EASA certified, the

FastFin mod for helicopters was recently EASA approved for the Bell 212 (November) and Bell 205 (January). The Bell 412 FastFin should receive EASA certification shortly, according to Marone. King Air winglets made by BLR Aerospace (Booth 1463) are installed as standard equipment on new King Air C90GTx

SKYe SH09

and 250 models at the Beechcraft factory. Now that Beechcraft has exited bankruptcy, Marone said, that company’s leadership is more focused on the turboprop market. “We expect their focus on turboprops will yield product improvement and growth,” he said. The King Air 250 incorporates three key mods–BLR winglets, Hartzell carbon-fiber propellers and Raisbeck ramair recovery system–as the Ultimate Performance Package, which upgrades a King Air B200GT to the same performance as a new King Air 250. BLR has certified this package in the U.S. and Europe. The package isn’t yet available for regular King Air 200s, but “we’re looking in that direction,” Marone said. BLR Aerospace’s King Air winglets can also be fitted with LED lights with an MTBF of 15,000 hours.

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BLR winglets cost $62,450, and added to that are about 100 hours of labor and painting. “Out the door it’s closer to $75,000,” said Marone. Buyers have a new choice now, adding BLR’s LED lights to the new winglets. The LED lights, certified by the FAA and EASA, bring the winglet price to $67,950 and replace the original incandescent position and recognition lights and the strobe light. The new LED lights, which can be retrofitted to most King Air models, but only those with BLR winglets, have a mean time between failure of 15,000 hours and require no interim luminescence checks or maintenance. Another benefit of the LEDs, Marone said, is that the flashback characteristics of the flashing LED that replaces the strobe light are much better in clouds. Pilots are finding that they don’t have to turn off the flashing LEDs in clouds, he said. BLR mods are done primarily by Beechcraft authorized service centers, which are BLR’s most active dealers, according to Marone. Next up for BLR are performance improvements for the King Air 90 series. “We’re very helpful people here at BLR,” he said.  o


Honeywell’s new CMS, avionics on display here Honeywell (Booth 487) is at EBACE 2013 exhibiting a fully functioning mockup of its Ovation Select cabin management system (CMS) and the company is also highlighting a number of avionics upgrades. All digital and full HD, Ovation Select is scalable and customizable so it can be retrofitted to any business jet, according to its promoters. Honeywell recently completed the first delivery to the Middle East of Ovation Select on a BBJ, and it is currently fitting the system on TAG Aviation’s new Bombardier Global 6000, in partnership with Jet Aviation St. Louis. Delivery of the aircraft is expected in 2014. In another CMS development, operators flying Honeywell’s legacy Ovation C-Series CMS can now take advantage of a new system refresh that brings full video and audio HD to their cabins. With Honeywell’s avionics, show discount pricing is offered for upgrades to the avionics suite in Cessna’s Citation X, including FMS 6.1, satcom and the newly EASA-certified Primus Elite glass cockpit and SmartLanding and SmartRunway safety upgrades. Honeywell’s FMS 6.1 was recently EASA certified on the Global Express, adding Waas LPV capability. Honeywell also expects EASA certification for the Citation X, Falcon 900EX and Gulfstream GIV/ GV in 2013. This quarter, Honeywell expects the completion of the first Dassault Falcon 2000EX and Falcon 7X retrofits with the EASy II flight deck. Both retrofits are being completed by Dassault Falcon Service (DFS) and will be operated by Sirio and Planair, respectively. Another improvement in Honeywell-equipped cockpits may be the addition of the Astro-Med ToughWriter 5 cockpit printer, the two companies claim. They have signed a long-term manufacturing and product life-cycle support agreement to make the printer available for Primus Epic and other Honeywell business aviation and regional air transport cockpits. The printer will thus soon be available for forward-fit and retrofit on Embraer 170/190, Gulfstream

GIV/V/450/550 and Dassault Falcon 900/2000/7X types. Astro-Med and Honeywell claim the ToughWriter 5 is “more than five pounds lighter than the current non-Honeywell printers installed in Primus Epic cockpits.” Replacement time is estimated at 10 minutes. Printing speed is five seconds per page and, in high-quality mode, resolution is 300 by 600 dpi. For satellite communications hardware (either Iridium or Inmarsat), Honeywell has appointed Paris-based Eclipse as a distributor in the Europe, Middle East and Africa region. Eclipse’s engineering team will support customers “from design and installation to aftermarket support.” Eclipse’s relationship with Inmarsat will also allow the former firm to sell Honeywelldeveloped hardware that will connect to Inmarsat’s upcoming GX Aviation network for “fast, global in-flight Wi-Fi.” o

DAVID McINTOSH

by Thierry Dubois

communication system Even with all the sophistication of modern electronic communications technology, sometimes it's still best to roll down the window. This Saudi-registered Boeing Business Jet gets a lift from a tug on its way to the static disn play here at EBACE. Positioning all the aircraft in such a tight space requires a coordinated effort.

ViaSat’s Yonder adds new features by Gregory Polek This summer Carlsbad, California-based ViaSat plans to add two premium classes to its Yonder high-speed Internet satellite telecom service, specifically to cater for the needs of business aviation. The new services–Yonder Premium and Yonder VIP–provide higher data rates, new quality of service assurances and enhanced network operations, as well as field engineering customer support. The higher levels of service, along with the rollout of a 60-percent increase in capacity for the worldwide network, will deliver what ViaSat describes as an improved customer experience for high-bandwidth-consuming applications such as multimedia streaming and video teleconferencing. Three distinct service levels with monthly subscription plans designed for predictable flight department budgeting include Yonder Internet for web browsing, e-mail, VoIP, and office applications; Yonder Premium for multimedia streaming and video teleconferencing, in addition to web browsing and officein-the sky applications; and Yonder VIP, designed to support a high number of Internet connections and simultaneous

multimedia streaming sessions or video teleconferences for transport-category aircraft. “After years of experience in providing satellite service to general aviation and government aircraft, we recognize the need to expand our services,” said Paul Baca, v-p and general manager of ViaSat Global Mobile Broadband. “We’re keeping pace with the proliferation of always-connected devices now making their way onboard. These new Yonder services are one example of our commitment to giving customers the flexibility to choose systems and services that fit a variety of customer communication profiles.” Seamless Transitions

Expanded ViaSat business aviation terminal options, including the VMT-1524 shipset for transport-category aircraft, enable the Yonder VIP service on aircraft. The VMT-1524 uses a fuselagemounted antenna that can deliver higher speed data; while the VMT1500 shipset already installed on more than 200 large-cabin business aircraft can also deliver Yonder and Yonder Premium services. Operating at data transfer

speeds of between 1 and 2 mbps, the Yonder system provides seamless transitions through coverage areas supported by a network operations center that manages and combines the coverage provided by each satellite in the ViaSat network. The company expects that, within three years, improvements in the available Ku-band satellites and ViaSat’s ground infrastructure will allow an increase in data transfer rates of up to 4 mbps for Yonder users. According to ViaSat, Yonder’s advantages include constant availability, whether on the ground or in flight. For a fixed monthly fee in the $6,000 to $8,000 range, passengers can use laptops, smartphones, tablets and PDAs with unlimited web surfing, real-time email with attachments, Internet streaming video and transfer of large files. ViaSat controls the data rate during peak demand times to avoid one aircraft leaving too small a data rate for the others. The system can peak at somewhere between 50 and 100 aircraft in a single beam region, and ViaSat’s coverage uses a 15-beam structure. Separately,

sources within ViaSat say that use by commercial airlines of its Exede Internet consumer broadband service will likely extend to business aviation. At the Aircraft Interiors Expo 2013 in Hamburg last month, ViaSat announced it had set Guinness world records for the highest capacity satellite, allowing 100 times the capacity of a typical Ku-band satellite and 10 times the throughput of any Ka-band satellite launched prior to ViaSat 1. ViaSat claims a data transfer rate for Exede of 12 mbps “or more” for commercial airliners. Working with partner LiveTV, the company has signed contracts to install its in-flight system on 370 aircraft operated by JetBlue and another unidentified commercial carrier. It plans to start installations later this year. The company’s interest in transport-class airplanes recently expanded to include a collaboration with L-3 Platform Integration Division (PID) on a complete broadband satellite communication system for VVIP customers. Plans call for the system to combine an airborne shipset and global broadband network services from ViaSat with L-3 PID completion services, including system integration, design, engineering, installation, in-cabin passenger networking and certification. o

www.ainonline.com • May 21, 2013 • EBACE Convention News  33


Baldwin unveils new Savvy software by Matt Thurber Safety and compliance company Baldwin Aviation is rolling out the latest version of its Savvy safety management software to European operators at EBACE 2013. To expand marketing efforts in Europe and the Middle East, Baldwin Aviation (Booth 1743) has hired a new European representative, Basel, Switzerland-based Margriet Bredewold. Baldwin offers various levels of safety management system (SMS) as well as International Standard for Business Aircraft Operations (IS-BAO) implementation. Becoming IS-BAO registered includes SMS compliance, which is required by some countries, such as Bermuda and the Cayman Islands, and is expected to become mandatory

in European Union countries next year. The new Savvy software was released in January and is much more customizable to the client’s needs, according to company founder, president and CEO Donald Baldwin. “It’s a lot more powerful and has a tremendous amount of capability far above what we used to have,” he said. “We can truly design a program around the operator and not vice versa.” The biggest change to Savvy software is customization of data collection, which used to force operators to adjust their processes to match the data collection form. Now, Baldwin said, “We can create forms for collecting data customized to the

operators’ needs.” This includes risk assessments for flight and maintenance departments, hazard reporting forms and so forth. Baldwin Aviation doesn’t just sell access to software, however, as it backs this up with safety experts with experience in business aviation, charter and helicopter operations. “Whether it’s a safety or an operational issue, any time you call our office, a human being is going to answer,” he said. IS-BAO and SMS help

Baldwin Aviation programs are sold by subscription, which includes an initial fee to set up the program, then monthly fees. “Most of our clients have been smaller operators,” said Baldwin. For example, a European operator with two Embraer

Marshall branches out to new business realms

their SMS to be shared, Baldwin said. “When we first started, we were sharing client data,” which was stripped of any identifying information, “but, very quickly, clients told us they didn’t want that. Interestingly, as soon as the reporting was siloed and secured, reporting increased substantially.” Regulatory requirements for SMS implementation are coming, Baldwin predicted. “We’ve been heavy into the education piece about SMS. I think most operators get the basics, but when they get into the details, there’s a lot of confusion and misunderstanding about SMS. We’re focused on trying to educate operators about the value and benefits.” o

ramping up Business aviation in Europe, and around the world, faces many challenges. But the undeniable value of a face-to-face meeting ensures that "being there" is always better. EBACE is here to help show the way.

Steve Jones, Marshall Aviation

What is new to Marshall is pre-owned aircraft sales and acquisition brokerage. This already has achieved significant success, with the first sale completed this month. As part of the portfolio Marshall can provide pre-sale inspection and low-cost hangarage. –D.D.

NEWS NOTE Here at EBACE, Bordeaux, France-based Otonomy Aviation has announced a recent order for its Parabellum security system and CamHD high-definition camera system for an undisclosed Boeing 747-8 VVIP completion. This latest order brings to 25 the number of completions on which Otonomy (Booth 1826) has installed its security systems and high-definition cameras. “This is a great accomplishment for Otonomy Aviation,” said company CEO Guillaume Daudon. “Our team has worked closely with this customer to be selected.” n

MARK WAGNER

Marshall of Cambridge has evolved over more than a century to become one of the UK’s leading engineering companies, and its Aerospace and Defence Group is a major player with a worldwide reputation for excellence. Within the group is the Aviation Services division (Booth 1019), which effectively parents the commercial operations, including MRO and aircraft charter. “Marshall is committed to business aviation,” said Steve Jones, managing director of Marshall Aviation Services, “and we want to grow it, either organically or through acquisition.” Jones has been in charge since May last year with a remit to expand the business aviation side. As former general manager of Al Bateen and managing director of Oxford Airport, he knows what it takes to establish successful operations and has set in motion expansion programs throughout the Aviation Services portfolio. For nearly 30 years Marshall Business Aviation has been an authorized service center for the Cessna Citation, serving customers such as NetJets with an extensive support network that includes deep maintenance at Cambridge, and AOG operations throughout Europe. Now the MRO facility is looking to expand by bringing in work from other OEMs, a process that may bear fruit later this year.

Phenom 300s is a Baldwin Aviation client. Others include operators with a single Boeing BBJ and a number of Fortune 500 companies. “We have the capability to service and design a system around any flight department, whether small or large,” he said. A full IS-BAO implementation for an operator without an existing SMS could take from eight weeks to a year, depending on the operator. “We’ve had a few clients that got audited and IS-BAO registered in under 10 weeks,” Baldwin said. The benefits of an SMS, he added, are not just safety enhancement, but also quality improvements. “It does a lot to help an organization to be more efficient, to communicate better and to operate at a higher level,” he said. Most Baldwin clients don’t allow the safety data collected in

TAG ramps up its plans for Farnborough growth by James Wynbrandt TAG Farnborough Airport (Booth 344), part of the TAG Group of aviation services companies, has unveiled plans for new facilities that will include additional premium office space available for rent, and a customer-dedicated second entrance to the airport. Plans for the expansion, revealed for the first time here at EBACE, follow the company’s recent purchase of a 38,000-sqft office building and associated land on the airport’s northeast boundary, which TAG plans to

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incorporate within the airport boundary. In addition to creating a second entrance to the site, subject to planning permission, the expansion will provide space in the TAG terminal for additional passenger lounges and enhanced facilities, with further details due to be announced later in the year, said the company. “We are committed to identifying ways to better serve our customers and employees and, as a growing airport, we need to plan for the future,” said

Brandon O’Reilly, CEO of TAG Farnborough Airport. “With our proposed improvements we will continue to offer a seamless service as demand increases, and to maintain our position as the leading business aviation gateway to London.” TAG Farnborough Airport completed more than $150 million in infrastructure improvements in 2012, and was among the first airports to introduce a “drive-through” passport control service, which reduces potential waiting times for customers during busy periods. The airport’s business aviation facilities provide direct ramp access, concierge service, a crew room with snooze facilities, as well as aircraft maintenance and servicing by TAG Farnborough Engineering. o


Honeywell explores SmartView advantages for helicopters improving the situational awareness of helicopter pilots in target-rich environments, such as those in metropolitan areas, which are frequently also in congested airspace.” Honeywell has been developing synthetic vision for helicopters since 2006. “We’re in the middle of flight test and one of the tests we do [covers] humanfactors evaluations,” said Ververs, who specializes in crew interface and platform systems. “We want to see how pilots react and adapt to the system.” Research Flights

Morris Township is home to Honeywell’s corporate headquarters and its company aircraft (including N139H, an AgustaWestland AW139 medium, twin-engine helicopter) are based at Morristown Airport. The Advanced Technology Group received permission to turn the executive twin into a test aircraft for a week. The New York City area provided a particularly target-rich environment for evaluating and demonstrating SmartView for helicopters, and the research team kept the N139H flying as much as possible. “This is research, although

R. Randall Padfield

Honeywell already delivers synthetic vision for business aircraft under the brand name SmartView, a system that uses the terrain database of the company’s renowned enhanced ground proximity warning system (EGPWS), merged with head-up display (HUD) symbology. It then presents the SVS graphics on an aircraft’s primary flight displays (PFDs). SmartView was certified under Part 25 for Gulfstream aircraft with PlaneView avionics, in 2008, and later for Dassault business jets with EASy II flight decks; and under Part 23 for Pilatus PC-12 NG turboprops with Apex cockpits. PlaneView, EASy and Apex are all based on Honeywell Primus Epic avionics. Each of these also has an integrated map display. The situational-awareness advantages of enhanced, synthetic vision for airplanes are obvious, especially for operations on or near the ground, such as taxi, takeoff, approach and landing. How much more valuable then would enhanced vision be for aircraft, namely helicopters, that spend much more of their time closer to the ground? “Helicopters fly close to the ground, often in obstacle-rich

Honeywell lead helicopter pilot Marc Lajeunesse flies past Manhattan during AIN’s demo flight. His main job is flying Honeywell’s CEO and other top executives in both the AW139 and the company’s business jets.

and low-visibility environments and, frankly, they are more likely to hit things than airplanes–and they do,” said Trish Ververs, an engineer fellow with Honeywell’s Advanced Technology Group. “We think an enhanced, synthetic-vision system would be particularly helpful in

we are at the point right before we transition the research to an actual product,” Ververs said before our 30-minute flight. From a research standpoint, the SVS project will reach “Technology Readiness Level 6” by the end of the year, she said. Then the project will transfer to engineering for

“productization.” The engineering unit will decide what the end product will be, “depending on what our customers want and the features we have,” she explained, anticipating that Honeywell will have a final product within the next two to three years. Because SVS would be offered as part of a larger Primus Epic upgrade, it would not be individually priced, Ververs explained. Synthetic Vision Plus Infrared

Marc Lajeunesse, whose title is Honeywell lead pilot (rotary wing), conducted the demonstration flights. His main job is flying Honeywell’s CEO and other top executives in both the AW139 and the company’s business jets. He has more than 13 years’ experience with head-up display technology. Lajeunesse said a key objective of the flight demonstrations was “to show the additional value provided to the pilot by combining SVS with infrared [combined vision system–or CVS], primarily in lowvisibility and night conditions, but also in good visibilities.” Another key objective of the demo flights was pilot evaluation of the flight-path marker (FPM) on the SVS display. Honeywell believes the FPM is key to any SVS display and it is currently available as part of SmartView. The concept is simple: the FPM points to where the aircraft will end up, if the pilot takes no actions to alter the flight path. Keeping this in mind, if the FPM overlays terrain or an obstacle on the SVS display, that’s where the aircraft it going to hit if the pilot does nothing. Using an FPM to display flight path helps illustrate one of the differences the Honeywell design team needed to address, as it adapted SVS for helicopters. When an airplane takes off, the pilot raises the nose and the FPM points up. When a helicopter takes off, the pilot lowers the nose and the FPM (before the software was altered) points down–as an airplane with its nose below the horizon is in a descent. Regardless of where the nose is pointing, the FPM has to show where the helicopter would really go. How to show obstacles is also important. “Airplane pilots tell us that, except for takeoff and landing, they are not really concerned about obstacles that are

R. Randall Padfield

by R. Randall Padfield

As Honeywell’s AW139 approaches Manhattan from the south, the synthetic-vision system with infrared clearly highlights in red buildings that pose a danger to the helicopter, while the green flight-path marker (middle of left screen) shows a safe path away from these obstacles. The helicopter has four large, vertical, full-color Honeywell Primus Epic primary flight displays (PFDs), two in front of each pilot position.

more than 1,000 feet below the airplane’s flight path,” said Ververs. “But helicopter pilots often fly below 1,000 feet and therefore need better depictions of obstacles, so they have a better idea of what to look out for.” As a result, the helicopter obstacle database shows some obstacles in greater detail and adds others. “Instead of showing sticks with heights for a bridge [as

The concept is simple: the flight-path marker points to where the aircraft will end up. the airplane obstacle database does], we show the stanchions of a bridge and put a road between them,” said Ververs. “Instead of showing a stick for a wind turbine, we can show a wind turbine,” he continued. Honeywell has also overlaid the helicopter database with a power-line database, and shows these, too. Flying with SmartView

Lajeunesse planned a demonstration route that took us south from Morristown Airport to Raritan Bay, northward up the Hudson River toward New York City (heading directly to the east stanchion of the Verrazano Bridge), past Governors Island toward lower Manhattan at the confluence of the Hudson and East Rivers and along the west bank of Manhattan toward the George Washington Bridge. There we made a 180-degree turn to the south, flew back down the Hudson, made a right turn across Hoboken and finally picked up Route 280 heading northwest to return to Morristown. The sky was blue and visibility

unlimited (until it became hazy when we turned northward toward NYC). While the good visibility inhibited the CVS from showing off its capabilities in low visibility, it did allow us to make closer approaches to hard surfaces because we easily saw them through the windshield. Along our route, we approached and flew close to numerous obstacles, including power lines, office buildings, manufacturing facilities, bridges, cellphone towers and so on. The color and visual warnings mirror EGPWS warnings. Green is safe, yellow is cautionary and red is danger. The audio warnings are also similar, including the “look ahead” alerts based on the flight path (“caution terrain” and “caution obstacle”). Because Lajeunesse purposely flew low and close to obstacles, there were almost continuous changes in colors on the SVS and audio warnings. He also described and demonstrated the FPM and I used it without difficulty to do normal turns, climbs and descents. I marveled at what the SVS showed and even more so when switching to CVS to add infrared. The most noteworthy difference between the two came when flying along the Hudson River. In only SVS mode, the New Jersey waterfront appeared as a diffused shoreline. This waterfront area was not a database priority, Lajeunesse said, because it was at such a low level. In CVS mode, however, the IR clearly picked up docks, piers, buildings and other structures in several shades from black to white, depending on their heat signatures. It was like looking at a black-and-white movie instead of just mist.  o See AINtv for video about Honeywell’s SmartView for helicopters and AIN’s June issue for the full report.

www.ainonline.com • May 21, 2013 • EBACE Convention News  35


‘Aggressive’ growth plans mark GE t-prop strategy by David Donald for us into the small turboprop world,” said Jim Stoker, president of GE’s Business and General Aviation (BGA) Turboprops division. Speaking with AIN at GE’s new Kbely plant in the Czech Republic last week, Stoker added, “Turboprops are small for us at the moment, but we’ve got some pretty aggressive growth plans targeted.” Most of GE’s $20 billion annual business is generated in the military and airline segments, but the company is seeking to become a

DAVID DONALD

GE Aviation is no stranger to the business aviation world. Its CF34 engines have powered Challengers for 30 years, while its larger engines are used by Airbus Corporate Jets and Boeing Business Jets (through its CFM joint venture with France’s Snecma). It is currently bringing the HF120 turbofan (in the GE Honda Aero joint venture) and Passport 20 (for Bombardier’s Global 7000/8000) to the marketplace. However, through the 2008 acquisition of Walter in the

GE’s 2008 acquisition of the Czech Republic’s Walter turboprop engine maker has begun a “journey into the small turboprop world,” said Jim Stoker, president of GE’s Business and General Aviation turboprop division.

Czech Republic, the Cincinnati, Ohio-based engine giant entered the small/medium turboprop market and is looking to grow this business to provide a real alternative to Pratt & Whitney Canada’s nearubiquitous PT6A family. “It’s the start of a journey

major player in the business and GA sectors. “It is a fundamentally different business,” commented Stoker. “What’s expected in that marketplace is very different from the commercial world.” Acquiring Walter in July 2008 was an important first step, as the Czech company has a long history of engine manufacture and a proven, reliable engine in production. This is the M601, best known as the

powerplant for the Let 410 utility transport/19-seat airliner. After buying Walter, GE moved the plant to a new and more efficient facility at Kbely. The division was officially launched as GE BGA Turboprops in April 2010. Since then the division has launched the H80 engine. Based on the elegant simplicity of the M601, the H80 also incorporates GE’s advanced technology and advanced materials to significantly improve performance and TBO. The H80 is actually a family of three engines (H75, H80 and H85), which, though physically identical, have different ratings (750, 800 and 850 shp). The first commercial success for the H80 was adoption by Thrush for the company’s 510G agricultural aircraft, which is being supplied to China, among other countries. Aircraft Industries of the Czech Republic has selected the H80 for all new Let 410 production, while the H75 is available for retrofit to older Let 410s under a supplemental type certificate (STC). GE is courting a wide range of OEMs and reports good interest in its engines. Two new aircraft types are to fly with H80 power, the Russian Technoavia Rysachok and the Chinese Caiga Primus 150. The twin-engine Rysachok prototypes are flying with M601s at the moment but will begin flying with H80s this year. Meanwhile, the Primus 150 six-seat fast- and high-flying single-engine business turboprop is due to make its first flight with H85 power later this year. While providing power for new aircraft is the main aim of GE BGA Turboprops, the division’s products are also suitable for a range of re-engining programs. In January a King Air 90 was redelivered following re-engining with H80s under an STC developed by Smyrna Air Center of the U.S. for its Power90 program. Through both new production and retrofits, the H80 family is set to become an increasingly important competitor in the small/medium turboprop market. According to GE it offers around 10 percent lower operating costs compared to the PT6A-34/35, and the company has plans for continuing improvements. Furthermore, the H80 family is just the start of growth for GE in the wider sector, with a number of additional capabilities under active study.  o

36  EBACE Convention News • May 21, 2013 • www.ainonline.com

Following a study of data from some 800,000 flight hours, Piaggio Aero has extended the time between scheduled inspections for its Avanti twin turboprops.

Reliability study on Avanti extends service intervals Piaggio Aero announced a reduced maintenance program for Avanti I/IIs here at EBACE, extending the heavy inspection intervals for the twin turboprop. Under the new inspection schedule, C and D checks–previously due at 1,500 and 3,000 hours, respectively–have been stretched to 1,800 and 3,600 hours. According to Piaggio, this allows operators to align the airframe inspection schedule with that for the aircraft’s Pratt & Whitney Canada PT6A-66 engines. “The approval of the new maintenance program has been enabled following an extensive study of reliability data gathered over 800,000 flight hours accumulated by the worldwide

fleet of Piaggio Avanti I/IIs flying a variety of mission profiles,” said Piaggio Aero vice president of worldwide customer support Paolo Ferreri. “We are constantly seeking ways to provide savings for our aircraft customers and we are confident that these extended maintenance times will do just that.” The C- and D-check extension comes on the heels of recent efforts to extend other maintenance intervals for the Avanti I/II. Last year, A checks were reclassified as a “light inspection and servicing” operation and pushed to 200 from 150 hours. Earlier this year, Piaggio stretched the time between Avanti landing gear overhauls from 10 to 12 years.–C.T.

Gatwick ‘HAPs’ reborn easing helicopter access by Ian Sheppard Signature Flight Support (Booth 364) is again handling all helicopter traffic in and out of Gatwick Airport after the helicopter aiming point (HAP) re-opened earlier this month. The development means that business and commercial aviation operators will again be able to land at Gatwick without a formal runway landing slot (they will need only an HAP slot, so ATC has prior notification) and without having to taxi on the runway. The HAP is optimally positioned at the end of taxiway Uniform on the west side of the airport, said Signature. The HAP was closed in 2001 due to airport layout changes in the area, said Jonna Mercercox, Signature Gatwick’s station manager. “It was not re-introduced at the time as it became apparent there was nowhere on the airfield for a new HAP that fulfilled all the safety requirements,” he said.

A proving flight using a VIP-configured Eurocopter EC135 was conducted on May 3 by London Helicopter Centres, which is based just to the north at Redhill Aerodrome. It planned the flight in conjunction with the British Helicopter Association, which was “instrumental in offering advice and assistance,” said Signature. Mercercox said there were two goals at the outset: “to eliminate helicopter operators having to obtain runway slots to land and to improve runway movement efficiency by reducing the number of helicopters using the runway and taxiing around the airfield.” With the objectives met, he said it would “enhance…service capabilities to passengers, airlines and general aviation customers.” The HAP is for use only in daylight when visibility is 1,500 meters or more. After landing, helicopters follow an escort vehicle to the parking area.  o


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World Fuel offers FBOs new modular e-learning course by Mark Phelps World Fuel Services (Booth 359) has announced the availability of a modular online learning program for employees of its partner FBOs worldwide. World Fuel oversees the Air Elite and World Fuel Network member FBOs, and makes the e-learning program available to member companies’ employees free of charge. Michael Clementi, president of World Fuel’s aviation segment, said, “With the busy day-to-day reality our customers face and the importance of initial and recurrent training in our industry, we believe that this new platform effectively provides our customers the resources they need for success, while still providing them with the flexibility they expect.” The program covers the specifics of airport safety, aviation-specific information and customer service strategies in separate modules. It is available 24/7 for employees to complete at their own pace and time. Customer Service Module

Aviation 101 is the line service and fueling module, covering the basics of how aircraft are marshaled, fueled, towed and parked. The customer service module covers the fundamentals of the complex and sometimes demanding needs of passengers and air crew. World Fuel recognizes that the passenger and crew expectations of line personnel and customer service employees may not be the same around the world. Using elements that include role-playing scenarios, this

For the ultimate in King Air style

e-learning program is designed to help standardize the experience at a high level for members of the Air Elite and World Fuel Network member companies. In separate news, World Fuel Services subsidiary BaseOps International, a Houston, Texas-based flight-planning specialist company, celebrates its 25th anniversary this year. BaseOps marks this milestone with the opening of its new Singapore office. World Fuel’s Clementi added, “To meet the growing demands of international trip-planning services throughout Asia and the Pacific Rim, we felt it was important that we placed resources in the region. Our international customers want to work with local industry experts who can speak the local language and understand the local customs and culture.” BaseOps provides trip planning and support services worldwide, including flight planning, regulatory compliance and weather forecasting and expertise. BaseOps’ affiliation with World Fuel ensures not only expert flight planning assistance but also fuel discounts wherever possible through the Air Elite and World Fuel Network member companies worldwide. Based in Miami, Florida, World Fuel Services sells fuel and delivers services to clients at more than 6,000 locations in 200 different countries and territories, including airports, seaports and other storage locations. It has 48 offices around the world.  o

and performance, just add Winglets. Winglet Systems with LED lights from BLR Aerospace offer improved runway performance and handling qualities while enhancing safety and adding value to your King Air 90, 200 and 300 aircraft. ANAC-certified Winglets are also factory-standard on all Beechcraft C90CTx and new King Air 250s. Visit us at EBACE, exhibit 1463.

Boeing celebrates Nanshan BBJ delivery Boeing Business Jets (Booth 7010) celebrated completion of the first BBJ for China’s Nanshan Jet last month in ceremonies in Shanghai, China. According to Boeing, it is the first BBJ for a Chinese customer designed with a traditional interior, including a bedroom suite with queen-size bed. Previous BBJs delivered to Chinese customers were designed specifically for charter operations in the region. The airplane interior was completed by Lufthansa Technik’s U.S. subsidiary BizJet in Tulsa, Oklahoma (Booth 1031). Four of six BBJs scheduled to enter green completion this year are destined for delivery to Asian ­customers, three of them Chinese. -K.J.H.

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P2v AIN2013.indd 6 5/7/13 38BLR   EBACE Convention News • May 21, 2013 • www.ainonline.com

4:13 PM


Rolls-Royce boosts G650 care deal by Ian Goold Rolls-Royce is here in Geneva with news of a ­further improvement to previously announced CorporateCare customer-support service enhancements, especially as it applies to the 16,900pound-thrust Rolls-Royce BR725 engine. The BR725 powers the new Gulfstream G650 that entered service last year. More than 70 percent of new-delivery RollsRoyce-powered aircraft are covered by CorporateCare arrangements, which also apply to more than 1,200 aircraft in the global business aviation fleet. Following demand from customers for more accessible data, the company (Booth 563) is improving electronic documentation with the launch of a “user-friendly, interactive BR725 technical publication” that will be available on the iPad, civil smalland medium-engines sales and marketing v-p Stephen Friedrich told AIN. “The iPad [document] includes three-dimensional models fused with published maintenance procedures–a first for Rolls-Royce,” he added. Previously revealed enhancements to the CorporateCare “power-by-the-hour” plan, which mir­ rors the TotalCare service offered to R-R commercial and regional airline customers, cover two main areas: alternative “lift” and A and C line-maintenance checks.

their nearest R-R regional customer manager or authorized service center (ASC), a service already available via PC or laptop. The engine manufacturer’s ASC network continues to grow

it would more than double the network to some 19, before substantially raising this target with plans have of a total by the Please do not delete rule border. It istopart the of ad34 design. beginning of this year. Key to Junior 13/16” 10 been 3/8”not only the growthxhas as it introduces moretabloid capacitypage in 7this regions such as Asia, Europe, the appointment of additional indeMiddle East and South Amer- pendent ASCs but also the comica, in addition to established pany’s alliance with the support North American capacity. Here at networks of partners such as BomEBACE in 2012, R-R announced bardier, Cessna and Gulfstream.

CorporateCare is available to operators of new and in-service BR725, BR710, Tay and AE 3007 engines and includes scheduled and unscheduled shop-visit expenses, all parts expenses during line maintenance, engine removal and installation/reinstallation, lease-engine costs, freight, training, technical publications and EHM. o

Replacement Aircraft

“The first of those offers an industry first, in terms of service: if CorporateCare customers experience engine trouble resulting in unscheduled removal, Rolls-Royce will dispatch a replacement aircraft enabling them to complete their missions. The replacement aircraft will remain available until their aircraft returns to service,” according to Friedrich. The other improvement means that the cost of labor for A and C checks is covered if performed at an authorized service center. Last December, Rolls-Royce congratulated Gulfstream on the G650’s entry into service, saying that development of the BR725, which is designed and built at the company’s facility at Dahlewitz (Germany), had been “extremely successful and one of the fastest in [its] history.” Also new in 2012 was MyAeroEngine Support, an iOS and Android application that uses global-positioning system technology to help operators locate

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www.ainonline.com • May 21, 2013 • EBACE Convention News  39


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Geneva is latest stage in Gama’s long-term approach by Charles Alcock Gama Aviation’s new operating base at Geneva Airport has its first aircraft in place, a Gulfstream GV. The UK-based group’s Swiss air operators certificate (AOC) should be approved by July and the company expects to add other jets to

the locally based managed fleet, with significant numbers of owners still drawn to the Swiss aircraft registry. Overall, the private jet charter/management sector in Europe remains flat, according to Gama Group CEO Marwan

ADL-ExecHandling2013-124x237-V2_Mise en page 1 18/04/13 15:16 Page1

Gama Group CEO Marwan Khalek believes his company’s long-term investments are paying off as the market rejects a more commoditized approach to business aviation services.

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42  EBACE Convention News • May 21, 2013 • www.ainonline.com

Khalek. “Given that the business typically mirrors GDPs [gross domestic products], we will have to assume that it will be flat or only very slightly on the up in Europe for some time to come,” he told AIN. By contrast, the U.S. market, where Gama (Booth 1155) has a sizable operation, has shown improved levels of demand. Importantly, given the prolonged uncertainty the industry has faced, Khalek said this trend has been consistent over the last six to nine months. “The fluctuations in North America are reducing and there is now an upward trend there,” he observed. Meanwhile, Gama has continued to increase its market share in the Middle East, where it has made significant investments in a United Arab Emirates’ AOC and an FBO with maintenance capability at Sharjah. “We’ve made pleasing progress in the Middle East by gaining new business but, as a whole, the market there is mirroring the European trend in that there is very little underlying growth,” said Khalek. Further away in the Far East, Gama, like many rivals, has found it a tough region to break into but it has persisted with its local operation based in Hong Kong. “We are still seeing significant growth [in charter demand] and aircraft deliveries [requiring management services], so this definitely remains a market we want to be established in,” said Khalek. Like many top management at leading business aviation services groups, Khalek faces dilemmas in terms of which of these various markets merit the most time and investment. “But I’m lucky to have a good team and they all focus on particular markets and regions to help us move forward,” he said. Another new project for Gama is the construction of an FBO at Glasgow Airport in Scotland. This was prompted by the renewal of a fleet management contract from the Scottish Ambulance

Service for up to another 10 years, with the requirement that it provide improved infrastructure on the ground. “We don’t really have specific plans to expand in the handling business, but it would be remiss of us not to leverage this new facility to provide third-party service to other operators,” Khalek explained. Gama’s new Glasgow base will be covered by its Part 145 maintenance approval, allowing it to technically support aircraft at the site. Maintenance has become an increasingly important part of Gama’s service portfolio, especially since its acquisition of the former Mann Aviation Group business at Fairoaks Airport, close to its own headquarters at the London-area Farnborough Airport. In revenue terms, maintenance services now account ­ for about one quarter of its UK business. “We want to grow that more because we’ve been well received in that market segment,” said Khalek. In particular, Gama intends to expand its Part 21 aircraft modification activity and it may seek authorized service center status with one or more aircraft manufacturers. “We continue to look long-term at this business, especially since we are celebrating our 30th anniversary this year,” said Khalek. “We’ve made substantial investments and this has never been a short-term game for us, and the willingness to invest is something that we believe has become a market differentiator. Too many people have tried to commoditize this business and if you do that, you are left only with price as a differentiator. The mature companies are still investing and I think we will still see more consolidation [with less wellestablished firms leaving the market].” o

“We’ve made substantial investments and this has never been a short-term game for us, and the willingness to invest is something that we believe has become a market differentiator.”


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See us at EBACE Stand 283


First ‘Signature Series’ Phenom 300 joins NetJets Embraer Executive Jets delivered the first of up to 125 “Signature Series” Phenom 300s to NetJets during a ceremony on May 1 at the aircraft manufacturer’s Phenom assembly facility in Melbourne, Florida. In October 2010 NetJets placed a firm order for 50 of the specially outfitted light jets, with options for 75 more.

Including all options, the order is worth more than $1 billion. NetJets will take delivery of about two Phenom 300s per month and expects to have 18 of the Embraer twinjets in its fleet by year-end. While these new light jets will enter the fractional provider’s fleet in the U.S., it’s possible that they could also find their way into the NetJets

The Signature Series Phenom 300 cabin includes more wood trim, pop-up in-flight entertainment monitors, power outlets at every seat, and more comfortable seats.

CHAD TRAUTVETTER

by Chad Trautvetter

CFM freezes design for future BBJ engine

NetJets took delivery of its first “Signature Series” Phenom 300 on May 1 at Embraer Executive Jets’ customer center in Melbourne, Florida. Participating in the handover ceremony were (l-r) Embraer Executive Jets senior vice president of operations and COO Marco Tulio Pellegrini, Embraer Executive Jets president Ernest Edwards, NetJets CEO Jordan Hansell and NetJets senior vice president of aircraft management Chuck Suma.

Europe fleet. “We’re still deciding what to do with the Phenoms with respect to Europe,” NetJets CEO Jordan Hansell told AIN at the delivery ceremony. “We anticipate making some decision before EBACE about what the Phenom 300’s future looks like in Europe” for NetJets, he added. All of the Phenoms delivered to NetJets this year will be manufactured and outfitted in Brazil, but starting next year the jets will be assembled and outfitted at the Melbourne facility. Regardless of assembly origin, NetJets will take formal delivery of its new

Phenoms in Melbourne. Notably, the NetJets Phenom 300 is the first to include the recently certified Prodigy Touch Flight Deck, which is based on the Garmin G3000 suite and provides enhanced pilot interface and situational awareness. This flight deck is now an optional upgrade from the G1000 system for factory-new Phenom 300s, Embraer said. NetJets’ Signature Series Phenom 300 also has cabin features that were developed exclusively for NetJets to meet specific operating requirements and customers’ needs.  o

On May 2, CFM International froze the design for the Leap-1B engine that is to power Boeing’s 737Max narrowbody and, eventually, the Boeing Business Jets derived from the airliner. The engine manufacturer, which is a joint venture between Snecma and GE, has said it is on track to achieve the first full engine test in mid-2014, followed by initial flight testing in 2015 and powerplant certification in 2016. The 737Max is due to enter service in 2017. The 20,000- to 28,000pound thrust -1B turbofan has a smaller fan and core than the Leap-1A and -1C engines that CFM is developing for the Airbus A320neo (and by extension the Airbus Corporate Jet) and the Chinese Comac C919, respectively. Design freeze for the -1A and -1C was achieved in June 2012. Manufacturing of the first complete Leap1A started last month and is on schedule to begin ground testing in September. –C.A.

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44  EBACE Convention News • May 21, 2013 • www.ainonline.com


CMC recognizes iPad, but touts its own Mk3

CMC’s latest-generation PilotView CMA-1108 Mk3 EFB (left).

by Matt Thurber 3 EFB capabilities, new EFB operating system software and applications as well as Tandem and new product support efforts to make updating of EFBs simpler. Mk3 improvements include Intel’s Core i7 processor, which greatly improves graphics performance and allows for use of more advanced applications, according to Begis, “such as data-intense moving maps or 3D rendering.” Advanced applications on the PilotView EFBs include CMCView video display for up to four sources; real-time weather display via Iridium datalink; eFlight Report for pilot log entries and multiple flight leg management with customizable reporting; FlightView display of ground features “in an FAA AC23-26 synthetic vision environment,” according to CMC; and the

German-Turkish team completes a GIV refurb by James Wynbrandt Istanbul-based Turkish Technic and 328 (Booth 388) of Oberpfaffenhofen, Germany, part of the 328 Group, have announced the completion of their first joint conversion project, an extensive interior refurbishment of a Gulfstream GIV for the

Turkish government. This was the first project under a wider agreement signed in 2012 between 328 and Turkish Technic under which they will collaborate on design and certification projects. “This is a major milestone for our team and another

The first joint refurbishment project by Germany’s 328 and Turkish Technic is this Gulfstream GIV interior completed for the Turkish government.

CMC’s CMA-1410 PilotView EFB showing the main menu page.

Tandem software that facilitates sharing of flight plans, charts and application data between EFBs and iPads. Another benefit of the more powerful EFB hardware is the ability to add dualtouch capability. While CMC EFBs have always been touchscreen controlled, they were single-touch only. Dual-touch adds gestures such as rotating charts, pinch zooming, important step to further develop our business capabilities on aircraft beside the Dornier 328,” said Dave Jackson, managing director of 328. “This project has proved highly successful and we are already in discussions with the team about the next project’s requirements.” “Turkish Technic and 328 have developed an excellent working relationship, and we are impressed by the company’s outstanding conversion capabilities,” said Can Sasmaz, Turkish Technic’s v-p technical. “As aviation is continuing to expand in Turkey we value sharing their experience as we work toward improving our own in-house knowledge and experience.” For the GIV project, 328 supported a complete replacement of the in-flight entertainment system with a Rockwell Collins Venue HDTV system, which features 328’s design and manufacture of the system’s harness and controls. The project also included reconfiguration of the cabin seating and 328’s design, manufacturing and certification of new side paneling to match the existing style of the interior. The new paneling was installed by Turkish Technic at 328’s facility, as was new upholstery, veneer and galley.  o

etc. For now, CMC is introducing dual-touch on its 12.1inch EFBs, which have been selected for a large program where the customer does not want to be identified. Dualtouch may gradually be introduced on the 8.4- and 10.4-inch EFBs, Begis said. EFBs will continue to provide utility in cockpits, according to Begis. “We see EFBs moving into other

capabilities,” he added, such as more integration with aircraft systems. “More and more EFBs are installed with connections to satcom and VHF and communicating with other systems via Ethernet. This aspect is becoming important. We’re seeing demand from OEMs and end users for connecting EFBs to more systems with our Class II EFB offerings.” o

DAVID McINTOSH

While it may seem as though Apple iPads are replacing Microsoft Windows-based electronic flight bags (EFBs) in transport category cockpits, that is not the case for Esterline CMC Electronics’ PilotView EFBs. The company is advancing EFB development with its latest product line, the Mk3 EFB, available in 8.4-, 10.4and 12.1-inch display sizes. But CMC (Booth 1943) is well aware of the opportunities afforded by iPads and has developed Tandem software to leverage iPad capabilities. “In that market, the iPad has a role to play,” said Jean-Marie Begis, CMC product line director, EFB and aircraft wireless systems. “We are genuinely aiming at getting complementarity of those two types [of devices] in cockpits.” At this year’s EBACE show, CMC is highlighting the Mark

‘honest, you can’t miss it’ This unique paint scheme ensures your driver will have no trouble picking out Hangar 8’s jet on the ramp. The global charter company’s n motto "Separate Yourself from the Herd" seems to say it all.

www.ainonline.com • May 21, 2013 • EBACE Convention News  45


Amac is broadening its expansion strategy with new capabilities

With the addition of a new 88,200-sq-ft hangar at its Basel, Switzerland facilities, Amac is adding substantially to its maintenance capabilities.

by Kirby J. Harrison Asked if business at MRO and completion and refurbishment company Amac Aerospace is good, the response from COO Bernd Schramm was simple: “We can’t complain.” It was also a classic understatement, describing business at a company that saw a 2012 net sales increase of about 30 percent over 2011. The seven-year-old completion center (Booth 258), based in Basel, Switzerland, has already begun work on its first executive Boeing 747-8 and in June expects to deliver the Airbus ACJ319 green completion as well as a major Boeing 777 refurbishment. More important, Amac has taken a significant step in expanding its maintenance capabilities beyond the Airbus ACJ and Boeing BBJ and now includes executive widebodies, up to and including the Airbus ACJ330/340 series and Boeing’s latest 747-8. “It is part of our expansion strategy,” said

Schramm, who noted that in moving toward that goal the company opened a new 88,200sq-ft maintenance hangar last June and has just delivered its first finished project, an executive Boeing 777-200 that was in for a 12-year maintenance check. Currently in the shop for a C-check is an ACJ340, and with activity continuing to grow there are plans for an additional hangar. “It appears there is a lack of maintenance availability for larger airplanes,” he added, noting that Amac is in a good market position with a complete range of design and maintenance approvals from EASA as well as from a half-dozen countries outside the European Union. EBACE, Schramm said, is one of the most important shows for Amac, allowing meetings with current and future clients, market evaluation and maintenance of relationships with suppliers and vendors. “We will also be promoting

myExecuJet gives owners world-eye view of aircraft Zurich-based aviation services provider ExecuJet Europe has launched an iPad app for its aircraft management customers and is demonstrating it to EBACE visitors at Booth 851. The app, called myExecuJet,

enables customers to locate their aircraft and access information such as fuel consumption, schedules and crew. Aircraft appear on a world map in real time, and the app will also show routes, aircraft

ExecuJet now offers an iPad app for management customers to track their aircraft around the world. It also puts expenses and other usage statistics at their fingertips.

our new facility in Turkey,” he added. Amac Aerospace Turkey was recently awarded EASA Part 145 certification, allowing the facility to undertake all base and line maintenance on aircraft under 12,566 pounds (5,700 kilograms), including the Pilatus PC-12 NG. The approval allows the facility, at Ataturk International Airport in Istanbul, to serve as the maintenance service center base for PC-12 NG owners in the Middle East. Amac became the exclusive

Middle East distributor of the PC-12 NG for the Swiss OEM last December. In other news from Amac, the facility has been granted maintenance approval by the Civil Aviation Agency of Brazil (ANAC). The certification permits Amac to carry out base and line maintenance work on all Brazilian-registered Boeing 737 types at its EuroAirport Basel-Mulhouse-Freiburg facilities. This also allows Amac to undertake on-wing engine

maintenance, engine removal and installation, replacement of engine components and accessories in accordance with the capability list approved by ANAC, as well as undertake specialist services in Level-3 nondestructive inspections. Amac’s other international approvals include those from Aruba, Nigeria, Cameroon and Russia, as well as the Kingdom of Saudi Arabia and the United Arab Emirates where it is GCAA-approved.  o

usage statistics, weather forecasts, flight schedules and maintenance events for past and future dates. Capable of displaying up to one year’s worth of retrospective data, more functions, including the ability to view monthly itemized expenses and invoices, will be added to the app later this year, according to ExecuJet. “Our new customer app again takes our service to a new industry level,” said Gerrit Basson, managing director of ExecuJet Europe and COO of ExecuJet Aviation Group. “By using our advanced operating system– FlightForce–the myExecuJet app offers a very high level of functionality to our clients that no other company is doing to date and provides an excellent overview of aircraft operations.” ExecuJet parent company Executive Aviation Group, which manages more than 150 business jets worldwide as well as offering aircraft sales and other aviation services, has three aircraft available for purchase on the EBACE static display: an Airbus A320 with a VVIP interior, a Bombardier Challenger 605 and a Challenger 300.

ExecuJet Europe also announced at EBACE that its FBO at Berlin Schoenefeld Airport has won Shell Aviation’s Platinum Award for Safety and Quality, the fifth consecutive

year the FBO has claimed the award. Additionally, ExecuJet’s FBO at Frankfurt am Main International Airport won the Shell bronze award after its first year of operation.–J.W.

46  EBACE Convention News • May 21, 2013 • www.ainonline.com

Global Jet charter fleet still growing Geneva-based Global Jet (Booth 485) has continued the dramatic expansion of its fleet with 10 new aircraft added in the first half of 2013. Its managed fleet now stands at more than 65 aircraft. Eight of the 2013 arrivals are available for charter, increasing the commercial fleet to 25: four Bombardier Global Express/XRSs, three Falcon 2000s, three Gulfstream 550s, and pairs of Falcon 7Xs, Falcon 900s, Gulfstream 450s and Challenger 604s. The fleet also includes single examples of the Airbus A318 Elite, Global 5000, Embraer Legacy 600, Gulfstream 200, Learjet 45XR, the Hawker 900XP and

the Cessna Citation CJ2. Announced here at EBACE, Global Jet’s latest arrivals comprise a Falcon 2000EX EASy, Hawker 900XP and a Gulfstream 550. The Falcon is based at Luton Airport and offers transatlantic capability in a luxury cabin for up to eight passengers. The Hawker is a 2012 aircraft that will be based in Moscow and Western Europe, also fitted out with an eight-seat interior. The Gulfstream is a new 2013 model to be based in Europe, bringing Global Jet’s charter fleet of G550s to three. It can accommodate 13 in great comfort, with the cabin features such as Wi-Fi, iPad and iPhone control stations and massage seats. The company introduced a revamped website last month that allows potential customers to get 360-degree views and interactive floor plans of all the charter fleet.­–D.D.


Amjet’s new 7X features OnAir phone and Wi-Fi

Satcom Direct and OnAir Sign Resale Agreement

by Charles Alcock A Dassault Falcon 7X operated by Switzerland-based Amjet Executive has become the first aircraft of its type to be fitted with OnAir’s in-flight mobile phone and Wi-Fi equipment. The charter operator started offering passengers the connectivity services on May 1, just five months after Dassault announced the availability of Mobile OnAir and Internet OnAir as line-fit options on the long-range 7X in December 2012. Amjet took delivery of its 7X from Dassault’s completions center in Little Rock, Arkansas, on April 26. “It is certainly a pleasure to fly on our aircraft, but it must also be productive time. Your office needs to go with you and an integral part of that is being able to stay in touch, by both phone and email, as if you were on the ground,” said Amjet chairman Capt. Abakar Manany. “We selected OnAir because it is the only company that can provide both GSM and Wi-Fi connectivity for business

jets everywhere in the world.” Mobile OnAir uses a miniGSM network to allow customers to use their own cellphones in flight. Calls, texts and data usage are billed at premium rates directly to the user through their service provider in the same way as standard international roaming. Internet OnAir provides Wi-Fi connectivity through Inmarsat’s SwiftBroadband service, allowing passengers and crew to get online via laptops, tablet devices or smartphones. OnAir provides the Wi-Fi and mobile GSM connectivity through regulatory approval from 90 countries and with roaming agreements through 350 different service providers. OnAir (Booth 1663) is now in talks with a second business aircraft manufacturer with a view to having its GSM and Wi-Fi services available as a line-fit option. The timeline for this program has yet to be confirmed. According to OnAir CEO Ian Dawkins, the ability to provide

FlairJet and Marshall join forces in new entity by David Donald In March, Cambridge, UKbased Marshall Aerospace and Defence Group acquired FlairJet for its Aviation Services division. Based at Oxford Airport, FlairJet is a pioneering aircraft charter company that currently has a managed fleet of four Embraer Phenoms; a fifth was to arrive around the time of the EBACE show. As part of the takeover process, Marshall Executive Aviation (MEA, Booth 1019) is transferring its three-aircraft fleet to the FlairJet AOC. The combined entity, which is being launched here this week, will be known as FlairJet Aircraft Management. In early May MEA’s Citation XLS joined FlairJet, followed by the Citation Bravo. By the end of June the Challenger 300 will transfer, at which point MEA’s AOC will come to an end. The arrival of the Challenger, in particular, increases FlairJet’s range capability, and the company is in the process of applying for a worldwide AOC.

Marshall’s acquisition of FlairJet is not only emblematic of the group’s desire to grow in the business aviation world, gaining an important foothold at Oxford, but also recognizes the advances that FlairJet has made since it received its AOC

OnAir CEO Ian Dawkins (left) and Satcom Direct president David Greenhill congratulate each other on their new partnership to provide GSM cellphone services for business aircraft.

Satcom Direct (Booth 455) has signed up to become a reseller of OnAir’s in-flight GSM mobile phone service. The U.S.-based company will market the Mobile OnAir product to business aircraft operators. “We are excited to be working with OnAir to offer customers the ability to use their mobile devices for voice communications, text messaging and mobile data,” said Satcom Direct president David Greenhill. “Partnering with OnAir allows us to further support our growing international presence by providing GSM services to our customers traveling internationally in combination with our cockpit and cabin connectivity solutions.” Separately, Satcom Direct has also completed an agreement with Honeywell to become a distribution partner for the GX Aviation Ka-band connectivity service that is under development with Inmarsat. The technology is expected to deliver high-speed connectivity that will be at least 10 times faster than existing SwiftBroadband when it enters service in 2015.–C.A.

personal cellphone service with simple, transparent billing directly to the customer has become a significant differentiator in the market for connectivity on business aircraft, and especially for charter operators. “You simply switch on your mobile phone in flight and see OnAir as the network provider,” he told AIN. “The connection is better than you would get in your car. The quality of the connection is perfect and you don’t get any weak spots.” By contrast, Dawkins acknowledged that in-flight Wi-Fi connectivity still does not match the bandwidth available on the ground and that,

partly for this reason, some passengers opt not to use it. However, he maintained that the SwiftBroadband connections are adequate for up to 500 customers on an Airbus A380. The desire to offer greater bandwidth has driven OnAir to sign up as a distribution partner for the GX Aviation Ka-band service being introduced by Inmarsat and Honeywell (see box). This promises connection speeds of up to 42 mbps for data relayed to the aircraft and 4 mbps for data coming from the aircraft–at least 10 times faster than the dual-channel two times 432 kbps provided by

SwiftBroadband today. OnAir, which is now fully owned by aviation IT group SITA (after it acquired Airbus’s remaining 30-percent stake in February), will install the equipment to enable GX Aviation, as well as managing the service and reselling connection time. “We will offer this as an option,” said Dawkins. “On some aircraft SwiftBroadband will be more than adequate. If business aviation wants to be a leader it will want to be ahead of the airlines [in terms of passenger service standards] and will need to offer a combination of GSM and Wi-Fi [connectivity].”  o

in December 2009. An underlying ethos of the company’s creation was to bring the latest airline practices to the sector. Headed by David Fletcher, FlairJet tailored airline safety management systems to the business charter aviation world and, as a consequence, was selected by the UK Civil Aviation Authority to represent the small operator sector at various conferences and meetings. Although FlairJet initially ordered a Phenom when it was introduced, the company

subsequently cancelled the order and has adopted a managed fleet model. It has also sold its safety management expertise to other operators, and has assisted with deliveries and training. It has built a strong relationship with Embraer, much like the one Marshall enjoys with Cessna, but the new division is looking to build relationships with other OEMs as well, while at the same time expanding its fleet to at least 10 aircraft over the next year or two.  o

Aircell offers STC for free to customers

FlairJet’s strong ties with Embraer make the new joint operation with Marshall a good fit for both.

Aircell (Booth 543) will sponsor the process to obtain supplemental type certificates (STCs) for European operators that choose to have its Aviator 200 SwiftBroadband satellite communications system installed. The company has signed an agreement with P3 Voith Aerospace of Hamburg to develop the STCs for Aviator 200 installations in Europe. The program includes a complete, no-cost STC for operators that have the Aviator 200 system installed by an authorized Aircell dealer and also activate a new SwiftBroadband service under its monthly plan, said the company. “Providing no-charge certification packages to operators will significantly reduce installation costs and allow more people to enjoy the productivityenhancing benefits of in-flight connectivity in Europe,” said John Wade, Aircell executive v-p and general manager. Aircell is looking for aircraft for upcoming STC certifications. –M.T.

www.ainonline.com • May 21, 2013 • EBACE Convention News  47


FlightSafety courses on track for EASA nod by Matt Thurber technicians with the information they require to maintain their aircraft efficiently and effectively,” said Mike Lee, director of maintenance training business development. FlightSafety (Booth 431) also announced that it has hired Nigel Warren as regional sales manager for northern Europe, based at the company’s Farnborough learning center in the UK. With more than 20 years’ experience in aviation, Warren previously flew an air ambulance King Air 200 for Jet Logistics and prior to that sold Sukhoi aerobatic aircraft. He also was team manager of Red Bull air racing champions Team Bonhomme. In addition, Warren managed and flew a Falcon 200 for seven years for a U.S.-based flight department. He originally learned to fly in South Africa and studied business and finance at Newcastle-upon-Tyne Polytechnic.  o

FlightSafety claims to be well ahead in its preparations to meet the EASA deadline for maintenance training course standards, under EC Regulation 1149/2011.

TrueNorth wins EASA STC TrueNorth Avionics (Booth 1861), an Ottawa, Canadabased company specializing in airborne connectivity, has announced that its Simphone OpenCabin app-based connectivity solution has received an EASA supplemental type certificate (STC) covering all Gulfstream models, from the GIII through GV, G350, G450 and G550. “The EASA STC is thanks to the efforts of the certification experts at StandardAero [which was subcontracted for the job],”

said Mark van Berkel, CEO of TrueNorth. “The new system makes it easier for passengers and crew to use a variety of personal devices to communicate over SwiftBroadband Wi-Fi.” Phone sound quality of the TrueNorth Stylus handset and system upgradability (through upgrading software apps) have both been improved with the new system. The EASA STC applies to both the Chorus and Duo editions of the OpenCabin system.–A.L.

AirMed’s two Learjets handle long-range air ambulance requirements– and the interiors can be rapidly reconfigured to meet medical needs.

AirMed upgrades fleet, expands engineering role by David Donald Air Medical Ltd., better known as AirMed, has seen continued growth during the last year and is looking to replace two of its Cheyenne turboprop air ambulances with new equipment. The Oxford, UK-based operator’s current fleet comprises a pair of Learjet 35As and four Cheyennes. During 2012 AirMed flew further than it had before and in one week operated to Goa, Bangkok and Brunei. Longerrange aircraft are on the agenda for the future so that such journeys can be undertaken with fewer fuel stops. However, as business development director Jane Topliss pointed out, “We’re a healthcare specialist that operates aircraft.” With that in mind, the company has invested in new onboard medical equipment to increase its range of medical capabilities and specialties, including the most advanced commercially available incubator system. In 2011 the company became

the first fixed-wing air ambulance operator to be fully compliant with the UK’s Care Quality Commission requirements. As

(EMS) classification. Alongside its air ambulance service, the company operates a Cessna maintenance center: AirMed Engineering. Cessna parts sales for 2012 grew by 472 percent over those in 2011, leading to an achievement award from the OEM, while the company also has the contract to look after the Irish Air Corps’ Cessna 172s.

Besides its medical transport role, AirMed Engineering can fit floats to your Caravan.

with other air ambulance operators, AirMed is currently operating under air taxi regulations, but is pushing for a specific air ambulance definition under the emergency medical services

AirMed Engineering is also a specialist for the Cessna 208 Caravan and is currently completing the first conversion in the UK of a Caravan to floatplane configuration.  o

welcome to ebace With swirling clouds threatening rain in the background, Gulfstream’s G650 arrives in Geneva for its EBACE debut.

48  EBACE Convention News • May 21, 2013 • www.ainonline.com

MARK WAGNER

FlightSafety International has already received approval from EASA for 49 of its practical maintenance training courses, which as of August 1 will be required to comply with European Community Regulation EC 1149/2011. The training provider has submitted to EASA changes the remainder of its courses and expects they will also be approved under 1149/2011 well before the deadline. The newly compliant courses cover training for Pratt & Whitney Canada engines, and aircraft manufactured by Beechcraft, Cessna, Gulfstream and Sikorsky, and vary in length from two to 10 days. FlightSafety also offers more than 140 theoretical maintenance training courses covering aircraft, avionics and differences. “Meeting the requirements of EASA’s Regulation 1149/2011 will help to further ensure that FlightSafety’s practical courses provide maintenance


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After changing its market focus, by the end of this year TAG Aviation expects to be managing a fleet of some 90 jets under three aircraft operator certificates in Switzerland, the UK and Spain. It currently operates an additional 37 managed aircraft in Asia, with AOCs in Hong Kong and Bahrain.

TAG Aviation adapts to a changing charter market by Charles Alcock Among business aviation’s service providers, TAG Aviation is arguably the most understated and least prone to high-profile self-promotion. But the Swiss-based aircraft management and support company has quietly expanded its customer base by emphasizing a highly personalized level of service and an insistence on taking the long-term view, rather than precipitously shifting tack to exploit what all too often can prove to be fleeting opportunities. However, beneath the surface TAG does steadily change course in response to challenging market conditions. For example, by the third quarter of this year it expects to have disposed of the two remaining aircraft that it directly owns and operates in the charter market. What will remain is a managed European fleet of some 90 jets spread across three aircraft operator certificates (AOCs) in Switzerland, the UK and Spain. The fleet has more than quadrupled in size since 2006, when it numbered just 20. The company now operates an additional 37 managed aircraft in Asia, with AOCs in

Hong Kong and Bahrain. The decision to shed its own aircraft two or three years ago was in direct response to the general slump in the private jet charter market, triggered by the financial crisis of 2008/09. “We saw this coming,” TAG Aviation Europe president Graham Williamson told AIN. “The number of aircraft in Europe has doubled over the last five or six years, and, of the 10 largest charter customers, eight now have their own aircraft. What we saw quite early was an evolution in which charter was being hit two ways: by increased capacity and reduced demand.” Evidently, what TAG did not want to end up doing was, essentially, competing with its own management clients for dwindling charter demand. “Over our 40 years in business, customers have tended to be loyal to TAG,” said Williamson. “We provide full service management and we aim to keep it simple and bespoke. Each aircraft has a dedicated crew, with a lead pilot assigned to each aircraft to look after all aspects of the operations.” TAG also has FBOs and maintenance

Helping Crews Tackle Cabin Fires Pilots and flight attendants can now learn how to deal with fire and smoke in aircraft using a new training rig installed by TAG Global Training at the group’s Londonarea Farnborough Airport. The unit represents a business jet cabin, including galley and lavatory, and can start controlled fires in a seat, an in-flight entertainment unit, the toilet and a microwave oven. The automated system, with pre-set training options, can also fill the cabin with smoke. Minerva Simulation Facilities developed it for TAG. The rig gives crew opportunities to safely practice procedures for donning personal breathing equipment and extinguishing fires quickly. They can also practice how to help passengers in a smoke-filled cabin. TAG Global Training was created initially to train the aircraft management and charter group’s own crew, but it now provides training to around 70 other operators each year and some 4,000 crewmembers. Its Farnborough facility also has an overwing exit trainer and a door exit trainer. The company offers an EASA-accredited course for cabin crew, and pilots can take the safety classes as part of their annual recurrent training. There is also a FlightSafety International Learning Center at Farnborough. Other training programs offered by TAG include crew resource management, first aid, survival training and guidance for seasonal weather operations.–C.A.

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Safety Management Is a High Priority

facilities at both Geneva Airport and the London-area Farnborough Airport, but these businesses depend on being able to exploit what other companies might view as the captive market of its own aircraft management clients. “The focus has been on being confidential and low key,” said Williamson. “We have not tried to deliberately leverage the maintenance businesses with the management business. We go to the right place to get each individual aircraft serviced. It’s about doing the right thing for the client, rather than doing the right thing for TAG.”

New risk and safety management requirements imposed by the European Aviation Safety Agency are continuing to take up a lot of management time at TAG and other aircraft operators. TAG recently became the first business aviation company to achieve EASA’s stage-two requirements for its safety management system. A desire to encourage a collective industry approach to safety led TAG to form the Corporate Aviation Safety Executive (Case), a voluntary group that now has some 60 members. This involves safety managers from various companies working together with representatives of aircraft manufacturers, the UK Civil Aviation Authority and the UK’s air traffic management agency, NATS. One of the EASA requirements for SMS is that operators with large-cabin aircraft weighing more than 29 metric tons have to have quick-access recorders capable of instantly downloading operating flight data. The Case group is trying to make the flight data management requirement more meaningful by pooling data from its combined fleet of more than 300 aircraft. This has allowed members to identify significant safety trends.–C.A.

Fleet Growth

Several factors have contributed to the rapid growth of the TAG fleet in recent years. Between 2007 and 2010, it took delivery of a lot of brand-new aircraft on behalf of management clients, many of whom were first-time owners. “In the last two years there has been a bit more churn [with customers switching aircraft from other management companies], and in the last six to twelve months we’ve had new clients who we first spoke with two or three years ago. People are looking for more security and peace of mind.” Today the fleet is a mix of mainly super-midsize and large jets, drawn from the Gulfstream, Bombardier and Dassault Falcon lines. It is set to start receiving some new G650s as well as the first Global 6000. According to Williamson, the needs

and priorities of management customers will always be put first and this drives the availability of individual aircraft for charter flights. “We now have five aircraft that are fully available for charter because the owners don’t want to use them anymore,” he explained. “In some cases we offer block-hour agreements for charter or even full wet leases, such as one covering an aircraft that was based in Brazzaville [capital of the Congo in central Africa] for a year.” While charter rates are generally down, TAG claims that pricing for largecabin and long-range jets has held up fairly well. “Rates haven’t dropped as much as some people have indicated,” Williamson told AIN. “We’re probably fortunate in that we are not desperate for income [from charter].” Even in Spain, one of Europe’s most blighted economies, TAG’s 20-strong Madrid-based fleet has been stable. The company said that it has seen little turnover of management customers, although pre-owned aircraft prices have been down. “Really, the secret to success in this business is relationship management,” concluded Williamson. “I try to meet all our owners regularly. It is important to be honest with them and make sure they understand the pricing structure. We aim to be completely transparent and never mark up the prices of our services, passing on discounts for things like fuel where we can to offset their costs.” o


Rockwell Collins’ Venue HD cabin management system (left) includes an Airshow 3-D moving map, Apple-enabling Skybox, the Paves family of in-flight entertainment and an HGS flight app. Above, the Airshow 4000 3-D moving map uses NASA’s Blue Marble map data, which is based on actual satellite imagery. Below, Rockwell Collins’ Skybox streams Hollywood-protected video content on demand, including material from an onboard Apple iTunes library.

Rockwell Collins showcases broad range of cabin solutions by Kirby J. Harrison Rockwell Collins is at EBACE (Booth 423) with its latest offerings, featuring the Venue HD cabin management system (CMS) and the most recent interface innovations–Airshow 3-D moving map, Apple-enabling Skybox, the Paves family of in-flight entertainment (IFE) and an ­ HGS flight app. “IFE is about delivering an experience, one that is highly reliable and tailored to satisfy both passengers and operators,” said Dave Austin, v-p and general manager of cabin systems for Rockwell Collins. Austin added that the role of wireless IFE in the cabin continues to be a topic of growing importance. The heart of the wireless

cabin is Venue, and the new Skybox is “the perfect complement because it wirelessly streams Hollywood-protected video content on demand, including that from an onboard Apple iTunes library, allowing use of up to 10 Apple iOS devices. According to Rockwell Collins, passengers can stream movies, photos or business documents from devices to cabin displays, and the one-terabyte library provides users with ample storage for the sharable files. The new Paves package, claims Rockwell Collins, is “the only single-aisle digital IFE system that offers customizable cabin configurations for airline use and it is scalable to fit large

Cobham satcom aims for leadership role With the Aviator Swift­ Broadband cabin communication solutions now part of its repertoire, newly formed Cobham Satcom, a strategic business unit (SBU) of the UK’s Cobham group, has signaled its intent to lead the way in the in-flight communications sector. Cobham Satcom was formed last October after the July 2012 acquisition of Danish satellite telecommunications group Thrane & Thrane by the British defense equipment manufacturer, which some years earlier acquired Cape Town, South Africa-based

Omnipless. The SBU now consists of the skilled experts and engineers who created the Aviator and the Omnipless brands.

Cobham Satcom’s Aviator 300 features an intermediate gain antenna.

Cobham leadership has forecast that the converging of “two of the most progressive satellite communication manufacturers

private jets as well.” The Paves broadcast IFE enhances the passenger experience with a wide range of information and entertainment content while “significantly reducing size, weight and power consumption,” the company said. The HD media server offers 160 gigabytes of solid-state digital audio and video storage, integrated, prerecorded announcements and music, along with embedded Airshow 3-D moving map. Paves on-demand in-flight entertainment delivers a more home-like, on-demand experience through an intuitive touchscreen HD interface, backed by an operating system that eliminates single-point failure. in the aeronautical industry” will make “a big impact,” as Cobham Satcom invests in product and market development to respond to new regulations and the surge in demand for connectivity. “The opportunity to join these two businesses creates the engineering platform to really make a leap in the kind of satellite systems available,” said Kim Gram, v-p of Cobham Satcom. Cobham ­Satcom’s portfolio already consists of a broad spectrum of SwiftBroadband solutions, including Aviator 200, 300 and 350, as well as Aviator 700 and 700D. They support “a host of advanced applications, from cockpit voice dialing to in-flight calling, to e-mail and Internet browsing for passengers.”–K.J.H.

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Finally, Paves wireless IFE allows operators to provide passengers with Wi-Fi-accessible content applications and pre-selected Web pages on personal or operator-supplied portable devices. The enhanced Airshow 4000 3-D moving map includes a new graphic design that uses NASA’s Blue Marble map data, which is based on actual satellite imagery. Airshow is available as a business aviation mobile application using an iPad via the Apple iTunes App Store. Users of the existing Rockwell Collins Airshow 4000 or Venue HD CSM will be able to take advantage of the new app through a system upgrade. The new Airshow application leverages iPad technology, including its gyroscope and accelerometers, to create a dynamic experience tailored to each user. Highlights include: • An industry first panorama view that allows passengers to see a moving map of the outside world from any direction the iPad is pointed. • Intuitive, touch-enabled interaction with multiple maps and information displays, and the ability to control the Airshow ticker, which scrolls

key information related to the flight, such as estimated time of arrival. • A 3-D graphical depiction of world time zones from anywhere a passenger chooses. Finally, Rockwell Collins is promoting its HGS flight app for the iPad. Introduced in 2012 to allow users to experience the company’s head-up guidance system (HGS) with synthetic vision, the app demonstrates the benefits HGS brings to flight operators by allowing users to simulate flights using real-life advanced features that permit more precise flying. At the Asian Business Aviation Conference & Exhibition (ABACE) in April, Rockwell Collins introduced the HGS flight app with an alternative Mandarin Chinese language format. According to a spokesman, when the app is fired up, it immediately offers the user a choice of English or Mandarin and, to date, Rockwell Collins has recorded more than 55,000 downloads.  o


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FBO Chain Grows in Germany, As Operations Hub Shifts To UK

Cambridge Airport in the UK is one of ExecuJet’s 10 handling facilities in Europe and now the base for the majority of the company’s aircraft operations team.

ExecuJet enhances service with account managers, app by Charles Alcock The proverbial “flight to quality” seems to be the best explanation for why ExecuJet Aviation Europe is still bucking the downward trend in the continent’s business aviation sector. According to newly appointed managing director Gerrit Basson, movements at its 10 FBOs around Europe increased last year as did the size and activity levels of its charter/ management fleet. “This is testimony to our strategy of creating a stronger brand and better solutions for our customers,” Basson told AIN. In his view, ExecuJet’s aircraft operations have continued to rise

because charter and management clients are more determined to stick to reputable operators. Now ExecuJet is taking two more steps to solidify its position with clients. First, it has invested in a network of key account managers overseen by new account management director Andreas Pfisterer. Secondly, it is introducing a new iPad application called Flightforce that allows aircraft owners to monitor every detail of how their jets are being used. According to Basson, the account managers operate in a similar way to their counterparts at private banks, offering a

Germany’s new Berlin Brandenburg International Airport (formerly Schoenefeld) has emerged as one of ExecuJet’s most significant handling centers in Europe. The company is responsible for operating the whole general aviation terminal, including its own FBO. ExecuJet has also established a base at Frankfurt International Airport, as well as a satellite operation at the nearby Egelsbach Airport. Zurich remains ExecuJet’s largest FBO. Since the last EBACE show, it has expanded its footprint in Switzerland through a joint venture with the Ruag FBO at Geneva, for which it is providing ­marketing and IT support. Cambridge Airport in the UK also has become a very significant hub for ExecuJet. It is more than a year since it started operating the FBO there under a joint venture with the Marshall group, which owns the airport. Since then, the company has made Cambridge the hub for its operations, with 50 staff based there to support flights across Europe, the Middle East and as far away as Australia. It also has a charter booking team in the UK, and intends to move its finance and back office staff there, while retaining its Swiss aircraft operator’s certificate.–C.A.

very attentive, boutique level of service to the aircraft owners to ensure that they are getting everything they need from the management service. “Owners these days expect more of operators than just dispatching aircraft,” he said. Any issues relating to the operation of particular aircraft are channeled through its account manager, who is responsible for resolving them. Over the past 24 months, ExecuJet has invested around $2 million on new software to centralize the operations process for its fleet (around 50 in Europe and many more in other parts of the world). The Flightforce app is the customer interface for this system and the company is demonstrating it here at the EBACE show (Booth 851). The app gives owners and their representatives a real-time look at what flying their aircraft has done and what it has scheduled. It can also show who flew on

Duncan providing future-nav resources by Kirby J. Harrison The certification will be obtained LED backlit LCD displays, including The Future Air Navigation Systems (FANS) evolution is at the center of vir- through Duncan’s organization delegated engine indication, all replacing the old tually every discussion about flying these authority (ODA). A supplemental type analog gauges. Dual Universal UNS-1Fw flight mandays, and Duncan Aviation (Booth 327) certificate on the 900B is expected this is featuring FANS resources and expert summer, and EASA approval is expected agement systems will provide wide-area advice throughout the three days of the by the end of 2013. The company claims augmentation system/localizer perforto be actively searching for a European mance with vertical guidance (WAAS/ EBACE show. SBAS/LPA) capabilities at initial certifiDuncan Aviation’s FANS resources launch customer. The cockpit upgrade replaces 25 older cation and are ADS-B capable. include a four-part video on understandDual Vision-1 computers will proing FANS, an e-book download address- instruments and is expected to “signifiing FANS 1/A and, also available for cantly improve reliability and situational vide synthetic vision and dual applicadownload, a FANS 1/A webinar. The awareness.” The avionics suite will have tion server units for on-side charts and resources also explain controller-pilot five high-resolution Universal EFI-890R graphical weather. In addition, data link for FANS operations will be availdata link and automatic dependent able. The solution also provides surveillance contract (ADS-C) and the capacity for video checklists how they operate. and more. According to the Lincoln, “This is an exciting upgrade that Nebraska-based aviation services prooffers the capabilities that operavider, FANS authority Justin Vena tors have been asking for, as well as was instrumental in development of enhanced safety and reduced operthe resources, along with an avionics ational costs,” said Duncan senior team from Duncan. Vena is available avionics sales representative Gary to visitors at the Duncan exhibit. Harpster. “When combined with Also being featured at EBACE the Universal FMS, the 800 series 2013 is the partnership of Duncan Unilink system assists operators in and Universal Avionics for instalcomplying with upcoming data link lation and certification of a major cockpit upgrade for Dassault’s The Duncan Aviation upgrade of the Falcon 900B cockpit carries a new mandates such as FANS1A+ and Link 2000+.” o ­Falcon 900B. avionics suite from Universal Avionics.

54  EBACE Convention News • May 21, 2013 • www.ainonline.com

ExecuJet Aviation Europe managing director Gerrit Basson says aircraft management clients now have higher expectations of the companies that look after their assets.

the aircraft and which crew operated it, as well as delivering graphs to show data such as fuel burn, flight hours and flight permit applications. “The objective is to give owners every reason to trust us as their operator, by giving them complete transparency,” explained Basson, who believes that this is the only app of its kind in the business today. In the next two months, ExecuJet will be adding financial information to the app so that it can show full details of operating costs and billing. Overall, Basson concluded that the charter/management market remains very fragmented. Despite several years of tough trading conditions there are still around 800 operators across Europe, but only a handful of them have substantial fleets. According to Basson, banks are increasingly insistent that owners have their aircraft looked after by approved operators. ExecuJet is trying to persuade owners to look beyond tax and import issues when it comes to deciding on which national registry to place their aircraft, and by extension, which management companies to use. The company believes that the attraction of some offshore registries will diminish if the European Aviation Safety Agency achieves its stated aim of ensuring full standardization of rules. o


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UTC offers eclectic range from seats to life rafts United Technologies (UTC) acquired Hamilton Sundstrand in 2011 and Goodrich in 2012, and set about combining the two companies into what it expects to be a winner in the integrated systems and cabin components market–under the UTC Aerospace Systems brand (Booth 1023).

At EBACE, the Hartford, Connecticut-based company is promoting the latest technology in its various product lines of cabin systems, lighting, executive seating, sensors and integrated systems. From its Goodrich Lighting Systems affiliate in Lippstadt, Germany, is “tip-totail” LED lighting for everything from taxi UTC Aerospace, formed from the merger of Hamilton Sundstrand and Goodrich, is a major supplier of business jet cabin components, from LED lighting to executive seating. The Nexus executive seat from Interiors Cabin Systems is one of the latest designs.

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56  EBACE Convention News • May 21, 2013 • www.ainonline.com

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and anti-collision lights to cabin overhead and reading lights. UTC claims to be the first company to develop an LED reading light for series production and is now introducing a new version notable for low power consumption. It consumes just a single watt, while producing the same light performance as an 11-watt halogen variant. UTC seating comes from the company’s Interiors Cabin Systems business in Pestigo, Wisconsin. Here at EBACE, the company is promoting a variety of seating products: for example, the Majlis seat combines electric berthing and recline functions with electric leg rest and a hidden headrest, while the Nexus seat will include a wider, adjustable seat pan with full-flat recline and 360-degree swivel capability. There is also a 16-g electrically articulated divan. UTC’s Winslow Life Raft Co. of Lake Suzy, Florida, provides “a full range of life rafts, ranging in size from 4- to 15-person capacity.” Life raft units are offered in conventional soft-pack valise or hardpad, while custom packing to fit most dimensions is also offered. Winslow claims a lead-time for its products of just two weeks, with faster delivery for AOG (aircraft-on-the-ground) situations.–K.J.H.


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Three Embraer Legacy 500 prototypes are now flying, with a fourth set to join the test fleet soon. Certification and entry into service of the new midsize jet are expected in mid-2014.

Embraer Legacy 500 set to enter service in 2014 by Chad Trautvetter With three prototypes now in flight-test and a fourth poised to join the fleet soon, Embraer seems confident that its midsize Legacy 500 is on track to enter service in the first half of next year. As of last month, the Brazilian airframer (Booth 7041) said more than 800 engineers are engaged in the new aircraft program and that more than 14,000 system test hours have been completed. “Testing to validate all system and interior components is proceeding well,” said Embraer Executive Jets president Ernest Edwards. “After more than 150 hours of test flights, we are pleased with the results. Having three prototypes in the air in such a short time with such good results is a testament to the skill

and dedication of our flight-test team who have gotten the program off to such a great start.” Legacy 500 S/N 001 took its maiden flight on November 27 and began the flight test and certification campaign in December. The second prototype started flying in February, while S/N 003 joined the flighttest fleet in March. The interior test rig–which was designed to verify the fit and finishing of the interior, as well as comfort, quality and durability– has already completed its testing regime, including numerous sixto seven-hour simulated flights. In fact, Edwards said, a few engineers have berthed the seats (two club seats can be turned into fullflat beds) and slept overnight in the cabin during some of the

longer simulated flights. As a result of the interior test rig, many recommended cabin changes have already been done on S/N 003. This Legacy 500 test aircraft is designed for testing interior fittings as part of the maturity campaign, which seeks to ensure that the type enters service smoothly. Mid-light Legacy 450 on Schedule

Meanwhile, development of the “mid-light” Legacy 450 is also proceeding on schedule, with the first flight expected during the second half of this year. The first metal cut occurred last August after completion of the joint definition phase and the critical design reviews. Embraer said that the Legacy 450’s detailed design

The Legacy 450 and 500 will share 95-percent commonality, including the same cockpit layout and fly-by-wire controls, allowing for a single pilot type rating. Both aircraft will feature Rockwell Collins Pro Line 21 avionics and a FBW sidestick controller.

and certification phase is now under way and the first wing is already in production, to be completed this month and then mated to the airframe by July. Entry into service is expected in the first half of 2015. Notably, the Legacy 450 and 500 will both have fly-bywire (FBW) controls, including complete envelope protection that will improve efficiency and safety. According to Augusto Salgado da Rocha, Embraer senior manager of product strategy and sales engineering, the philosophy behind the FBW system “is closer to Boeing than

The Legacy 500’s roomy cabin can seat up to nine passengers. After removing the headrests, the club seats in both the Legacy 450 and 500 can be turned into full-flat beds.

Tronrud picked for PC-12 sales, service Pilatus Aircraft has added Tronrud Aviation as its newest PC-12 sales and service center, for a territory covering Norway, Sweden, Denmark and Finland. Tronrud Aviation is a subsidiary of Tronrud Engineering, which is based at the 600-acre Eggemoen Aviation and Technology

58  EBACE Convention News • May 21, 2013 • www.ainonline.com

Park, about 30 miles northwest of Oslo, Norway. Tronrud Engineering was founded in 1977 by Ola Tronrud and employs more than 170 people in Norway and Singapore. Tronrud manufactures complex robotic machinery and parts in a variety of fields. In

Airbus,” meaning that pilots will be able to override some elements of the envelope protection in emergency circumstances. Both aircraft will share 95 percent commonality–for example, having the same Honeywell HTF7500E engines, Rockwell Collins Pro Line Fusion avionics and aircraft feel and handling, allowing for a common pilot type rating. The major difference between the Legacy 450 and 500 is that the latter has two fuselage plugs to lengthen it such that it can carry two crew and nine passengers–two more passengers than the 450. o aviation the company makes a robotic system that automatically welds parts to turbine engine vanes and performs quality control measurements during the process. Tronrud also makes a unique trolley that lifts a helicopter up by the skids for easy movement on the ground. “The PC-12NG is ideal for the Nordic countries,” said Tronrud Aviation CEO, Ola Tronrud. “The aircraft can reach even remote places with short runways. A durable construction with its large cabin and practical cargo door provides the ideal solution for transporting people and goods. We look forward to working together with Pilatus.” “The excellent reputation, well-trained staff and years of experience make Tronrud Aviation a perfect partner,” said Fred Muggli, head of PC-12 sales and marketing at Pilatus (Chalet 7031).–M.T.


The partition walls of the Bluejay cabin concept can not only be switched between translucent and transparent but can also serve as loudspeakers.

ACJ Bluejay cabin is a Space Odyssey by Thierry Dubois The Airbus Corporate Jet Center (ACJC), the European consortium’s bizliner completion center in Toulouse, France, is here at EBACE (Booth 7040) presenting a new cabin concept. Engineers at the facility have also found ways to cut weight from its cabin interiors. The new Bluejay ACJ319 cabin concept was inspired by the “avant-gardism, shapes and colors” of Stanley Kubrick’s 2001: A Space Odyssey movie, according to in-house designer Sylvain Mariat. Passengers are greeted at the entrance with a hologram displaying their names. Then, just after boarding, they see the pièce de résistance of the cabin: partition walls made of transitional glass that can change from transparent to translucent at the flip of a switch to favor social interaction or privacy. The partitions can also act as loudspeakers,

using a technology that makes the glass vibrate like a diaphragm and “providing concert hall-like sound,” according to Mariat. What makes the cabin furniture, monuments and lining more appealing, he explained, is their use of different textures rather than several colors and opulent materials. Mariat also worked on “a traditional symbol of travel,” the trunk, using leather, wood and crystal inserts. The internal padding is made for storing fragiles such as a bottle of whiskey and accompanying glasses. Last but not least, the U-shaped galley is spacious enough to be called a real kitchen, in Mariat’s opinion. Another innovation in the galley, Mariat points out, is its handleless doors, which open and shut in response to a slight push. A fixture found in several

places in the cabin is a decorative light made by French crystal house Baccarat, using fibers of carbon and crystal. “The fine light of the crystal glows from a central solar sphere, surrounded by a constellation of LED pendants,” according to Mariat. For the ACJ320s and ACJ319s it outfits with luxury interiors (not specifically for Bluejay), the ACJC has found ways to cut cabin weight “on the order of 10 percent, or between 1,100 and 1,500 pounds,” according to CEO Benoît Defforge. The savings stem from

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“redesigned furniture fittings,” solutions inspired by serial production (as opposed to customized VIP cabins) and use of lighter composite materials for the furniture itself. “A decrease in cabin weight is all the more relevant since today’s customers, and especially those from Eastern Europe and Asia, need the aircraft’s full range,” said Defforge. Last year the company completed three aircraft for customers in “Eastern countries.” The first, a wealthy individual, received the ACJC’s first fully

HDMI-connected cabin. Governments accounted for the other two aircraft, and these customers took delivery of cabins designed by Mariat. The ACJC plans to deliver four cabins to Middle Eastern customers this year–three private individuals and one charter operator. The ACJC has recently obtained certification for its newly acquired skill of applying “real Chinese lacquer”–an industry first, the company claims. The company hired 40 new employees last year and intends to hire more this year. o


by David Donald year the aircraft has undergone a 25,000-man-hour cockpit-tofuselage refurbishment process in France, and has recently taken to the skies again. Balancing the requirements of productive and private space, Amjet selected a three-sector configuration for the cabin, which is heavily soundproofed. It is outfitted for the carriage of VVIPs, aides and their staff. In the front of the cabin is a 13-seat VIP lounge arranged to facilitate private discussions. The center section is a private VVIP area, with master bedroom and en suite bathroom, and a private five-seat lounge/ office. In the aft section is seating for staff, configured with

DAVID McINTOSH

One of the largest aircraft on display here at EBACE is a McDonnell Douglas MD-83 operated by Athens-based Amjet Executive (Booth 819), which has its charter business located here in Geneva. The aircraft is fresh out of the workshop having undergone a major overhaul that has turned an airliner workhorse into a VVIP transport that is fit for a head of state. The Amjet aircraft is the only MD-83 available for VVIP charter with ETOPS approval, and joins a fleet that includes Falcon 50, 900, 2000 and 7X aircraft, plus a 46-seat Airbus A319. Built in 1992, MD-83 SX-IFA was acquired by Amjet from GainJet in 2010. Since January last

eight business-class seats and 16 club-class seats. There are four lavatories, in total, telephones, eight TV screens and a 3-D Airshow system. The hold capacity is nominally 100 bags. Basing the conversion on a pre-owned airliner has obvious economic benefits compared with dedicated business jets. With a price-tag around one third that of a 35-seat Boeing BBJ, Amjet’s MD-83 is available for charter in its luxurious 42-seat configuration, while for a comparable price a client could hire an aircraft of less than half the size and with no bedroom. The MD-83 is fitted with 12 fuel tanks, extending its range from the standard 2,500 nm to 4,000 nm, putting much of Asia and Africa, plus northeast America, within range of Europe. The aircraft’s narrowbody configuration also means it is less restricted at airports than a widebody type.  o

Amjet’s newly refurbished and overhauled McDonnell Douglas MD-83 has been reconfigured with a VVIP interior.

Eurocopter to unveil VIP EC175 today Eurocopter plans to unveil today at EBACE two new versions of the EC175 mediumtwin helicopter–a VIP and an executive variant. Designed by Peder Eidsgaard of Pegasus Design, a designer of business jet and super yacht interiors, the cabins will combine “flowing lines, symmetry and harmony in materials and colors,” according to Eurocopter. The EC175 VIP accommodates six to eight passengers in two seating areas. The forward

zone, which incorporates a domed roof, is a club-four configuration, while an aft sofa accommodates three passengers. Options will include electrochromatic windows by Vision Systems, in-flight entertainment with audio and video interfaces, as well as wireless Internet connectivity via satellite links. The owner will have to choose among three styles. The first one is “avant garde, inspired by modern sport cars,” another brings “French flair, inspired by

modern penthouse interiors,” while the third style is “more classical, inspired by the grand villas of Europe,” according to Eurocopter. The EC175 Executive version will seat nine to 12 passengers. Eurocopter noted that the EC175’s cabin is climate controlled, even when the main rotor is stopped. Featuring “more window area than walls,” it ensures panoramic views for all passengers, the manufacturer said.–T.D.

Scott Neal, Gulfstream senior v-p of sales and marketing, has ramped up the airframer’s presence in Europe.

Gulfstream rides wave of Old World sales

DAVID McINTOSH

Amjet’s VVIP MD-83 is fresh from refurb shop

by Chad Trautvetter Gulfstream Aerospace announced yesterday at EBACE that it is bolstering its sales, marketing and aircraft support presence in Europe as the Gulfstream fleet continues to expand, apparently unabated by any lingering economic uncertainty. In fact, there are now 246 Gulfstreams based in Europe–182 in Western Europe and 64 in Eastern Europe–more than double the number as recently as 2006, the U.S. aircraft manufacturer said. As part of the expanded sales and marketing effort, Gulfstream (Booth 7061) is opening a new sales and design center in London’s exclusive Mayfair district next month. This London sales and design center will provide European, African and other international customers with convenient access to the acquisition and design stages of procuring a new Gulfstream jet. Its centerpiece will be a showroom filled with veneers, leathers and fabrics, where customers can select their cabin accouterments. In addition, Gulfstream has appointment four new company-authorized independent sales representatives in Europe and Africa: Tim Leacock Aircraft Sales in the UK; ATP Aviation in Ankara, Turkey; Loyd’s Aviation Group in Slovakia, Czech Republic; and Evergreen Apple Nigeria in Lagos. Gulfstream has also positioned Pete Buresh, regional vice president for international aircraft sales (Africa), in Cape Town. “These additional resources put us closer to our customers and position us for growth opportunities in these regions,” said Gulfstream senior vice president of sales and marketing Scott Neal. “The momentum we carry

following the entry-into-service of our two new aircraft–the G650 and G280–makes this an ideal time for renewed focus, particularly in Europe, a traditionally strong business jet market.” Meanwhile, Gulfstream is making further investments in its product support network in Europe. Since moving into a new, larger hangar at Luton Airport in September 2011, the Gulfstream service center in London has grown to approximately 190 employees and continues to support Gulfstream operators across Europe and as far as Asia. The Sum of the Parts

Gulfstream has also increased its spare parts and materials inventory in the region to $125 million. The inventory covers all Gulfstream models, including the new super-midsize G280 and ultra-long-range G650. Most of Gulfstream’s Europe-based parts and materials–about $80 million–are located in Madrid at Corjet Maintenance’s warehouse at Barajas Airport. Gulfstream also has approximately $17 million in parts positioned at its Jet Aviation subsidiary, as well as a large cache at the Luton facility. Gulfstream said its Luton and Madrid facilities could ship parts anywhere in Europe or the Middle East within 24 hours. The company’s mobile repair team unit in Europe, which is part of its field and airborne support teams (Fast), is also growing. This month, Gulfstream added a sixth member to this group of these infield maintenance technicians. Plans call for another new member in Kiev, supplementing Gulfstream’s existing Fast technicians in Europe, in Switzerland, France and Greece. o

www.ainonline.com • May 21, 2013 • EBACE Convention News  61


Tyrolean CEO Martin Lener is pleased with charter activity.

Tyrolean Jet Services ACJ features a top-flight interior Martin Lener, CEO of Tyrolean Jet Services, has watched the company evolve since nearly its beginning. He joined the group in 1980, just one year after it was founded as the business jet flight department for Austria’s Swarovski. The company produces cut crystal glass for decorative, optical and industrial applications. Here at EBACE, Innsbruck, Austria-based Tyrolean (Booth 449) is showing an ACJ318ER equipped to carry 19 passengers. Lener said the company fleet is expanding to 11, with the addition of With Tyrolean’s history, fine glassware should be expected.

two Airbus ACJ319s and a Gulfstream G550. Tyrolean Jet Services also offers for charter a Bombardier Global Express, Gulfstream G200, Dornier 328s and Cessna Citation VIIs and a Citation CJ2. It also manages several private aircraft for owners who are not interested in having the aircraft available for charter. For the past two years the ACJ318ER has performed as top-of-the-fleet for Tyrolean. “This ACJ318ER that we have brought to EBACE is one in which we were able to sell more than 400 flight hours last year,” said Lener. “That is wonderful in the out-of-balance charter environment we are currently experiencing in Europe. There is too much supply, and demand is fluctuating.” To what does Lener attribute the aircraft’s popularity in his fleet of mostly smaller, though still large business jets? “It carries 19 in a nearly 75-square-meter interior,” he explained. The ACJ318ER’s VVIP interior was completed by Lufthansa Technik in 2011. All Airbus ACJ318s have “pick a package” interiors, according to David Velupillai, marketing director, Airbus Corporate Jets. The aircraft’s clean, neutral lines, plus wide and tall cabin give a feeling of spaciousness, he said. Its single forward galley and plush aft lavatory (there is a smaller mid-cabin lav as well) are set up to provide privacy for the passengers in the back of the aircraft. The center section of the aircraft is

PHOTOS: MARK WAGNER

by Amy Laboda

Tyrolean Jet’s ACJ318ER carries up to 19 passengers in a VVIP interior.

outfitted for business and dining. On long hauls (and the longest this aircraft has seen was 9.5 hours, landing with legal IFR reserves) the seating can be rearranged to sleep 11 in lie-flat beds. Closet space and storage for cutlery and glassware is extensive, making

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62  EBACE Convention News • May 21, 2013 • www.ainonline.com

The spacious aft lavatory of Tyrolean Jet’s ACJ318ER.


Silvercrest tests on pace for 2015 certification by Ian Goold Snecma appears to be giving itself more time before beginning flight-testing of its first business jet engine: the Silvercrest. But the apparent delay in what had been projected at last year’s EBACE show as a first flight in the first half of 2013 will likely have little bearing on the certification path for the new turbofan’s first applications. The 9,500- to 12,000-pound engine has already been selected to power Cessna’s new Citation Longitude, due to enter service in 2017. French airframer Dassault is set to launch its new SMS aircraft this fall at the NBAA show in the U.S. and there appears little to contradict informed conjecture that the Silvercrest will be its chosen powerplant, too. If Snecma stays on track with its goal of certifying the Silvercrest in 2015 (first by EASA, followed soon after by the FAA), this should be consistent with Dassault’s plans for the SMS to enter service in 2016. Ahead of this week’s EBACE show, Snecma did not directly respond to the question as to when the first flights on a Gulfstream II testbed will be achieved.

and the addition of telemetry equipment. This process was expected to take about 18 months and could be a reason for the apparent further delay. Decreased Emissions

Snecma is aiming to produce an engine that will decrease fuel consumption and carbon dioxide (CO2) emissions by about 15 percent and reduce nitrous oxide (NOx) emissions by 50 percent, compared with current CAEP/6 standards, while reducing noise by 20 dB versus Stage 4 requirements. The manufacturer believes Silvercrest will have half of the noise footprint of slightly smaller engines, such as the 9,200-pound-thrust General Electric CF34-3 and 9,440-pound-thrust RollsRoyce AE3007C2. It claims that a family of such engines “is perfectly suited to midand high-end business-jets in the supermidsize, large and long-range classes.” Apart from the powerplant destined for airborne flight trials, Snecma is building eight development engines for testing and certification. It says the Silvercrest is a “true on-condition engine” that will have no fixed inspection interval for maintenance, and will use in-flight engine-performance monitoring. The Silvercrest program provides a good illustration of how different Safran companies and joint venture members can contribute to the group’s output. Safran Electronics will provide full-authority digital engine controls. The low-pressure (LP) compressor, forward sump and Snecma believes the new Silvercrest engine will have half of the lubrication unit come from Belnoise footprint of slightly smaller engines, such as the General gium’s Techspace Aero (the forElectric CF34-3 and Rolls-Royce AE3007C2. mer FN Moteurs), which is a 55.8-percent-owned Safran subThe French company said simply that, sidiary producing components, modules, “Ground tests will be pursued while the subassemblies and test stands for aircraft flight test bed modifications are still going and rocket engines. It also is part of a technological development program with GE on, till the end of this year.” After initial appearances at last year’s Aviation for new-generation engines, includNBAA convention in Orlando and last ing the TechX business jet powerplant. The Techspace Aero LP compresNovember’s Middle East Business Aviation exhibition in Dubai, a Silvercrest sor draws on work done in the European engine mockup is expected to make its Vital low-noise/-emission research project, for which it provided an LP comEuropean debut here at EBACE. Snecma has reports that Silvercrest pressor with improved aerodynamics. By ground trials continue to fulfill design spec- the end of last year, Techspace Aero had ifications for the new engine. “From the delivered five complete LP module assemfirst tests run in October 2012, the tests blies. Furthermore, the centrifugal stage demonstrated positive results meeting of the Silvercrest engine’s core demonstraour expectations,” commented the com- tor tested more than five years ago was pany. “Specific attention has been related designed by Turbomeca. According to Loic Nicolas, Snecma’s to engine mechanical behavior and performance evaluations, which are right on our business aviation general manager, service target. Structural trials and low-pressure for the Silvercrest engine will be provided by new service centers in the U.S., Asia and spool characteristics are as projected.” Flight trials are set to take place with France (covering Europe and the Middle a Silvercrest attached to the right-hand East). Snecma is using sophisticated perpylon of the GII testbed, in place of the formance monitoring systems on the new usual Rolls-Royce Spey powerplant after engine that allow data to be downlinked to completion of the pylon modifications ground centers for computer analysis.  o www.ainonline.com • May 21, 2013 • EBACE Convention News  63


by Gregory Polek

MARK WAGNER

The new Embraer Legacy 500 made took the controls for an hour and a half its first appearance outside Brazil as it on the leg to Geneva, he said, adding flew here from Brazil to EBACE, where it that he hadn’t “manhandled” an airplane is on display in the static park. Yesterday, since 1986, when he moved from flying Embraer Executive Jets president Ernie for a Saudi businessman into sales. “The airplane was extremely easy to Edwards reported that the airplane successfly,” he said. “You wouldn’t fully underwent cold-soak tests have to engage the autopiin a freezing hangar at Eglin Air lot to maintain your headForce Base in Florida following ing and altitude. It’s the first its first leg from São Jose dos fly-by-wire business jet in Campos, Brazil. The next leg its category and it really is a was a short hop to Embraer’s pleasure to fly.” U.S. manufacturing facilities Edwards predicted that the in Melbourne, Florida, where Legacy 500 and its upcoming guests viewed the airplane and sister ship, the Legacy 450, order-holders defined their pretogether will eventually outferred interior configurations. sell all of Embraer’s other From there, the fly-bybusiness jets, including the wire Legacy 500 was flown by Embraer’s Ernie Edwards smaller Phenoms. pilots Mozart Louzada, ClodoTurning to the macroeconomic climate, aldo Matius de Oliveira and Joao Rafael Marques de Silva on a four-hour leg to Edwards noted that global GDP growth St. John’s, Newfoundland, before travel- continues to languish at 2.9 percent, in line with the forecast Embraer issued at ing on a six-hour nonstop to Geneva. Edwards said he took the con- last year’s NBAA convention. Although trols between Melbourne and St. John, he noted a gradual recovery in the U.S., ascended to FL450, leveled off and flew particularly for the Phenom 100 and 300, the airplane for about two hours. He also he lamented the fact that a record number

MATT THURBER

EBACE marks Legacy 500’s first appearance outside Brazil Embraer’s fly-by-wire Legacy 500 flew nonstop from St. John’s, Newfoundland, to Geneva, arriving at 3:24 p.m. on May 18. Its appearance here at EBACE marks the first time it has been on display outside Brazil.

of wealthy individuals around the world haven’t spent their money on business jets at a rate one might expect during a more brisk economic period. Business jet traffic, meanwhile, started the year tracking upward, on a similar path to that of 2012 in the U.S., while Europe has moved on a somewhat slower track, but also in a positive direction. “The recovery is in slow motion,” said Edwards. “But U.S. profits are at record levels and the numbers of high-networth individuals are at record levels.” More often those wealthy individuals come from China, India and Southeast Asia. However, while there appears no shortage of wealthy people, they haven’t showed the confidence to spend, he said. For its part, Embraer (Booth 7041) has shown no lack of confidence, as it prepares to mate the Legacy 450’s wing to its fuselage in June and fly it by the end of the year. All three Legacy 500 prototypes have taken to the air and have performed

Nextant’s 400XTi: with an ‘i’ for ‘innovation’ by David Donald range-limiting Pratt & Whitney JT15D-5s, aerodynamic improvements to the nacelles and pylons and many other enhancements. The jets are zero-lifed during an exhaustive 6,000-man-hour renewal/overhaul process and have a full two-year warranty (three for the engines), which can be extended to five years as an option. To reinforce the improvements made by the 400XT and to extend its popularity, Nextant has now introduced the XTi enhancements, and all new aircraft will be finished to this standard. During initial work with the 400XT the company’s engineers realized that there were numerous voids within the original cabin space. Consequently, an all-new composite interior shell was designed to make better use of the internal volume. The result is a cabin

that adds three inches of width at shoulder level, and 2.5 inches more height. Working with a third party, Nextant has also devised an innovative noise-insulation package. The entirely passive solution reduces the already low noise levels at FL410 by 9 dB to around 65 to 66 dB, an unprecedented low noise level for this class of aircraft, which typically exhibit ambient noise levels of around 81 to 83 dB. There have been improvements on the flight deck, too, with the removal of the last elements of instrumentation from the original aircraft and a transition to a dark cockpit concept with a Mid-Continent SAM digital standby display between the main screens. The Rockwell Collins Pro Line 21 flight deck is fitted alongside new LED warning displays from Luma

Nextant has brought the first production 400XTi to EBACE to showcase the numerous improvements made to the type.

DAVID McINTOSH

Nextant Aerospace has chosen EBACE to launch the 400XTi (the ‘i’ stands for innovation), the latest evolution of the remanufactured light business jet. Compared to the 400XT, the new version introduces a number of improvements, including an all-new cabin that offers more space and reduced noise. Since it gained certification in late 2011, the Nextant 400XT has proved popular as operators have come to realize that a factory-fresh light business jet with the latest features and class-leading operating economics is available for less than $5 million, around 50 percent of the cost of comparable new-build types. “The price point of the light jet had just got way out of whack with where it should be,” commented Jay Heublein, v-p global sales and marketing, adding that the Nextant 400XT “can go anywhere point-to-point in Europe with the lowest operating costs.” Hit hard by the economic downturn, the continent is an important market for the remanufactured jet. “We see our jet as built for Europe,” said Sean McGeough, Nextant’s president. “Between 2008 and 2012, 410 entry-level aircraft were delivered to Europe, a rise of 14 percent compared to the previous four years.” Nextant’s 400XT is a completely reworked Beechjet/Hawker 400A/XP with new fuel-efficient Williams FJ443AP engines replacing the original

64  EBACE Convention News • May 21, 2013 • www.ainonline.com

more than 300 hours of flight-testing. Meanwhile, improvements to production programs include the introduction during this year’s second quarter of the Phenom 100’s new premium seats, which are capable of reclining, swiveling and forward lateral movement. In the Phenom 300, Embraer expects certification of a new Garmin G3000based avionics system featuring three 14.1-inch high-resolution displays during this year’s fourth quarter. For the Legacy 600 and 650, the OEM just received certification from Brazil’s ANAC, the FAA and EASA for required navigation performance (RNP), vertical navigation (Vnav), future air navigation system (FANS) and localizer performance with vertical guidance (LPV). In the large-cabin class, Embraer’s Lineage 1000 is here with an all new interior featuring new cabinetry by List, new seats, divans, electric doors and tables and enhanced noise suppression. o Technologies. The original three lead-acid instrument standby batteries have been exchanged for two Mid-Continent True Blue Power MD835 lithium-ion units, resulting in a 16-pound weight savings and an extension of the routine inspection cycle from 90 days to two years. From the outside the most obvious change is the installation of Nextant-designed drag-reducing “shark fin” winglets that further enhance performance. The 400XTi is shortly to gain an option for a Safe Flight autothrottle, which can also be retrofitted to earlier aircraft. The system will not only reduce pilot workload and provide AOA minimum speed protection, but could also net a 3- to 7-percent fuel saving on an average flight. To support the growing Nextant fleet the company has put in place a global support network, including partnerships with Jet Aviation, Marshall Aerospace and NAC. In addition, Jet Aviation here at Geneva has been appointed as an authorized Nextant service center. In the near future new service centers are to open in the Middle East, Australia, China and India. Although Beechcraft, as OEM and holder of the type certificate, has stated that it will not support the 400XT/ XTi, Nextant said that it is fully able to support the aircraft through its own network. The company has partnered with Aerospace Products International to provide a global parts distribution service. To date, Nextant has delivered twentyeight 400XTs to customers in six countries, with many more orders contributing to a healthy $175 million backlog. o


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Amstat: First-quarter bizav sales mixed

same periods, turboprop inventories dropped to 8 percent from 9.9 percent. Single-engine helicopters remained the same, at 5.7 percent of the fleet, while medium jets were the sole category to see an increase in inventory to 12.8 percent, up from 12.3 percent at the beginning of 1Q2013. Prices for heavy jets and turboprops are firming up, with average asking prices from the end of 1Q2012 and the end of 1Q2013 up 7.3 percent for heavy jets and 3.3 percent for turboprops. Prices dropped 7.8 percent for light jets and 5.4 percent for medium jets during that same period. Multi-engine helicopter prices dropped 13 percent, while single-engine helicopter prices dropped 1.4 percent. During 1Q2013, single-engine helicopter prices climbed 3.6 percent. “The data reflects the c­ urrent fragmented nature of this market,” said Amstat executive vicepresident Tom Benson. “On a quarter-by-quarter basis, it is very difficult to apply broad statements on performance across the market as a whole.” o

by Matt Thurber single-engine transactions 0.3 percent to 1.8 percent, comparing 1Q2013 to 1Q2012. Comparing 1Q2013 to the last quarter of 2012, business jet transactions dropped 0.2

The first quarter of 2013 was mixed for used business aircraft sales, according to the latest market update report from Amstat (Booth 931), although the good news is that inventories of used aircraft continue to drop from the 2009 highs. During 1Q2013, jet transactions were higher compared to the same period last year, with light jets climbing the most. Light jet transactions totaled 2.9 percent of the light jet fleet in the first quarter, compared to 2.4 percent in 1Q2012. Heavy jets accounted for 1.8 percent of the heavy fleet, up from 1.7 percent in 1Q2012, and medium jets climbed 0.2 percent from 2.3 to 2.5 percent in the same period. Turboprop transactions were flat in those quarters, with both at 2.2 percent of the worldwide fleet. On the helicopter side, multiengine transactions climbed 0.1 percent to 1.1 percent and

percent, turboprops dropped 0.4 percent and helicopters climbed 0.2 percent. The drop in jet and turboprop transactions, according to Amstat, “is to be expected as 2012 experienced the Q4

transaction ‘pop’ that we see most years.” Inventories are contracting, with light jets down to 13.7 from 15.5 percent compared to the end of 1Q2012. During the

Gulfstream G500

Resale Retail Transactions: Turboprops, Helicopters

Resale Retail Transactions: Business Jets

4.5%

4.0%

4.0%

3.5%

3.5%

Heavy Jets Light Jets Medium Jets

3.0%

3.0%

2.5%

2.5% Multi-engine Helicopters

2.0%

2.0%

Single-engine Helicopters

1.5%

Turboprops

1.5%

1.0%

2012 - Q3

2013 - Q1

2012 - Q1

2011 - Q3

2011 - Q1

2010 - Q3

2010 - Q1

2009 - Q3

2009 - Q1

2008 - Q3

2008 - Q1

2007 - Q3

2007 - Q1

2006 - Q3

2006 - Q1

2005 - Q3

2005 - Q1

2004 - Q3

2004 - Q1

2003 - Q3

2013 - Q1

2012 - Q3

2012 - Q1

2011 - Q3

2011 - Q1

2010 - Q3

2010 - Q1

2009 - Q3

2009 - Q1

2008 - Q3

2008 - Q1

2007 - Q3

2007 - Q1

2006 - Q3

2006 - Q1

2005 - Q3

2005 - Q1

2004 - Q3

2004 - Q1

2003 - Q3

2003 - Q1

2003 - Q1

1.0%

0.5%

Amstat’s first-quarter 2013 aircraft sales numbers showed some good news about lower inventories but mixed news on sales.

For Sale Inventory: Turboprops, Helicopters

For Sale Inventory: Jets

16.0%

20.0%

14.0%

18.0%

12.0%

16.0%

10.0%

14.0%

8.0%

4.0%

Light Jets Medium Jets

12.0%

Multi-engine Helicopters Turboprops Single-engine Helicopters

6.0%

Heavy Jets

10.0% 8.0%

2.0%

Source for graphs: Amstat

66  EBACE Convention News • May 21, 2013 • www.ainonline.com

1-Jan-13

1-Jul-12

1-Jan-12

1-Jul-11

1-Jan-11

1-Jul-10

1-Jul-09

1-Jan-10

1-Jan-09

1-Jul-08

1-Jan-08

1-Jul-07

1-Jan-07

1-Jul-06

1-Jan-06

1-Jul-05

1-Jan-05

1-Jul-04

1-Jan-04

1-Jul-03

1-Jan-03

1-Jan-13

1-Jul-12

1-Jan-12

1-Jul-11

1-Jan-11

1-Jul-10

1-Jul-09

1-Jan-10

1-Jan-09

1-Jul-08

1-Jan-08

1-Jul-07

1-Jan-07

1-Jul-06

1-Jan-06

1-Jul-05

1-Jan-05

1-Jul-04

1-Jan-04

1-Jul-03

1-Jan-03

6.0%


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Bizjet training remains stable as helicopter instruction soars by Roger Boudreau In parallel with global business jet sales, pilot training activity is, for the most part, stable and growing somewhat, particularly in new markets. At the same time, flighttraining providers are reporting unprecedented growth in the civil helicopter sector, with much of this being driven by a surge in demand for rotorcraft support in the booming offshore oil and gas industries, plus the deployment of new-generation helicopter simulator technology.

the EASA all-clear for the new Dassault Falcon EASy II avionics package. But beyond these developments in the bizjet arena, the action in training and simulation is almost all helicopters. With oil and gas rigs moving further offshore, as much as 200 or more miles, and the requirement to ferry 15 to 20 workers at a time, demand is spiking for larger, longrange transport helicopters such as the Sikorsky S-92, Eurocopter EC225 Super

Sikorsky and FlightSafety International will deploy new S-92 flight simulators in Norway, Brazil, Southeast Asia and the U.S. Gulf Coast to serve the deepwater oil and gas market.

Puma and AgustaWestland AW189, which is expected to be certified this year. Going Offshore


FlightSafety International training for Middle East customers has increased more than 30 percent in the past five years, the majority for Gulfstream operators.

Here at the EBACE show this week, FlightSafety International (FSI) is announcing that it has received EASA approval for its new Gulfstream G650 flight simulators in Savannah, Georgia. Earlier this year, FSI’s Embraer Legacy 650 simulator in St. Louis, Missouri, was qualified by EASA, FAA and Brazil’s ANAC aviation authority. Meanwhile, CAE’s Bombardier Challenger 604/605 simulator in Dubai has been blessed by EASA, as well as regulatory authorities in the United Arab Emirates, Qatar, Saudi Arabia, Hong Kong and the U.S. The Falcon 7X and Falcon 2000 EASy trainers at CAE’s Burgess Hill facility near London Gatwick Airport also got

“We are seeing tremendous growth and opportunity in the helicopter training market, especially in offshore oil operations,” said FSI communications vice president Steve Phillips. “The large fleet operators are looking to have simulators located close to their bases. In addition, the number of flight crews per helicopter tends to be much greater than it is with fixed-wing aircraft. [The operators] are much less willing to have their pilots and technicians travel to get their training.” In March, FSI and Sikorsky announced six new simulators for the civil rotary-wing market. Four of the new trainers are S-92, and are to be deployed in Norway, Brazil and Southeast Asia–all new helicopter-centric training facilities–as well as in Lafayette, Louisiana, on the U.S. Gulf Coast. FSI currently offers S-92 training at its Farnborough facility in the UK and in West Palm Beach, Florida. CAE (Booth 372) is building an AW189 for its Rotorsim joint venture with AgustaWestland and has announced plans for an S-92 flight simulator in a new facility in Stavanger, Norway, as well as an interchangeable cockpit S-92/EC225 trainer for São Paulo, Brazil. “Brazil is exploding, and there’s always a lot of activity in the North Sea,” said Rob Lewis, CAE’s vice president and general manager for business aviation, helicopter and maintenance training. “The

68  EBACE Convention News • May 21, 2013 • www.ainonline.com

helicopter training market has a better near-term outlook than business aviation. We’re very bullish on the opportunities.” The Montreal, Canada-based group recently installed the first civil helicopter level-D flight simulator in Asia, an S-76 model at its Zhuhai Flight Training Center joint venture with China Southern Airlines. The manufacturer also has positioned an S-76 device in São Paulo, together with Brazilian partner Líder Aviação, the largest helicopter operator in Brazil. A new AW139 simulator at Rotorsim in Sesto Calende, Italy, recently received levelD approval from Italian authority ENAC. The AW139 and two S-76s represent the first full-motion versions of CAE’s 3000 Series helicopter simulation technology. The most striking design feature is a direct-projection dome display (rather than traditional collimation), coupled with a helicopter-specific visual database. The display bowl, which enables a vertical field of view of 80 degrees by 210 degrees horizontal, can present a seamless image out the cockpit windows as well as through the “chin window” beneath the pilot’s feet. “Customers wanted a larger field of view, especially in the vertical, so they could see the landing,” explained Peter Cobb, CAE global operations leader for helicopter training. According to Cobb, the 3000 Series whole-cockpit vibration platform represents a completely new, all-electric design to go with the electric six-degrees-offreedom simulator motion system. FlightSafety (Booth 471) has opted for glass-mirror displays, which Phillips claimed, “provide superior optical performance, sharper image clarity and long-term reliability, and are night-vision capable.” The glass technology derives from FSI’s acquisition four years ago of Glass Mountain Optics in Austin, Texas. According to the company, the true collimated images they present are free of visible distortions and artifacts out to mirror edge and “ground rush” distortion in the bottom field of view. FlightSafety’s new level-D AW139 simulator in Lafayette is equipped with a glass-mirror display. FSI’s Eurocopter EC135 simulator in Dallas, Texas, is now FAA-qualified for night-vision-goggle (NVG) training. The New York-based company also moved its S-76B simulator from West Palm Beach to Dallas. Less than five years ago, FSI and CAE,

between them, had only a handful of helicopter simulators. By next year, they will each have more than 20 fielded worldwide. On the bizjet training side, Phillips expects “modest growth” to continue throughout 2013. “The market in Europe for FlightSafety’s training is stable. The addition of the Falcon 7X at our Paris center has had a positive impact,” he told AIN. About half of training for Europebased business aircraft operators is now conducted at FSI’s locations in Farnborough and Paris, compared with a few years ago when perhaps 70 percent traveled to the U.S. Training of Middle East customers “has increased by more than 30 percent in the last five years,” Phillips said. “The majority of courses are for Gulfstream operators.” Worldwide, market leader FSI has about three times as many bizjet simulators as second-place CAE. However, CAE offers more training sites outside North America. Innovation in business aviation training recently has been more focused on instructional technique than technology. FSI, for example, is now using an approach called “operational day flow,” which concentrates training sessions on city pairs to which the operator is likely to fly. “It introduces the pilot to all the required knowledge through a series of defined flight plans and city pairs,” explained Phillips. “It presents information related to the procedures and tasks

Continued on page 71 u

CAE’s Dassault Falcon 7X and Falcon 2000 EASy simulators are now EASA-approved for EASy II integrated avionics training.

The CAE 3000 Series helicopter flight simulator features a direct-view dome display with an 80- by 210-degree field of view and an all-electric cockpit vibration system.


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Your One Source Aviation Parts Solution

Iacobucci flexes muscle in cabin components

  iSO/ASA Accredited •   24-Hour AOG Service Come See US at eBaCe Booth #829 www.globalparts.aero +1.316.733.9240 † rfq@globalparts.aero 24-Hour AOG Line: +1.316.351.5511

Building on 40 years of experience, Italian cabin components supplier Iacobucci has expanded its presence this year at EBACE (Booth 771) by announcing deliveries of its first executive seats and unveiling a new food and beverage trolley. According to Pascal Jallier, head of sales and programs for Iacobucci HF Electronics, the seat has received EASA and FAA approval and the initial shipset of seats is already in service on a Boeing Business Jet. The seat model features high-quality stitching and upholstery design “by artisans that give the Italian luxury brands their reputation,” the company said. It provides up to 23 inches of space between armrests, mechanical tracking and 360-degree swivel capability. Thanks to a nine-inch extendable leg rest and foldable manual footrest, it expands to a 6-foot 5-inch long, full-flat sleeping surface. “The seat, ergonomically adjusting to the human body form, delivers bestin-class comfort, while the lightweight structure and effortless movements make

The seat model features high-quality stitching and upholstery design ‘by artisans that give the Italian luxury brands their reputation.’

The new executive seat from Iacobucci has been approved by EASA and the FAA and is already in service on a Boeing Business Jet.

70  EBACE Convention News • May 21, 2013 • www.ainonline.com

PHOTOS: KIRBY J. HARRISON

by Kirby J. Harrison

Iacobucci’s new galley inserts feature the introduction of lightweight food and beverage service trolleys (lower left) for use on larger business and private aircraft with airline-style seating.

it easy to install and maintain, thereby reducing operation costs,” said Jallier. The seat, along with two other models, was on display recently at the Aircraft Interiors Expo in Hamburg, Germany, where the company’s new galley insert design line was also unveiled. In addition to the expected array of the latest in espresso and coffee makers, there were water boilers, trash compactors and induction ovens. The new design line maintains all technical features and performance of the current range, yet improves the interface consistency, “thanks to new iconography, modern graphics and unique color combinations with a distinctive ‘Iacobucci HF titanium’ tone for the panels.” And on display for the first time in public was the company’s new full-size food and beverage service trolley, weighing just 32.7 pounds and “ideal” for use on larger business and private jets with cabins incorporating a compartment of airline-style seating. The trolley is built of a combination of aluminum and composite materials, “ensuring maximum strength and product lifetime,” and the modular structure design ensures easy repair and parts substitution, as well as allowing for additional features customized to customer requests. It also has a new double-latch feature, improved wheels and braking, and increased thermal properties. According to Jallier, orders are now being taken for the new “Superlight Cart,” with initial deliveries scheduled in the second half of 2013. CEO Lucio Iacobucci emphasized the company’s innovative approach and consistency of the galley interface, “thanks to new iconography, modern graphic and unique color combination, with the distinctive titanium tone for the galley panels.” o


AeroEx accredited to offer IS-BAO

Bizjet training remains stable

auditing services will be kept separate from IS-BAO implementation assistance. Other requirements are that an individual be appointed as IS-BAO representative and, according to the IBAC, “the organization’s

IS-BAO representative has attended the Fundamentals of IS-BAO and Auditor Accreditation workshops within the 12 months prior to the application for support affiliate recognition.” In addition to IS-BAO

management, manual preparation and updates as well as risk and safety management.” On May 31, AeroEx is sponsoring the “Finance, Risk and Liability in Aviation” forum in Singapore. The forum is being organized by the Nanyang Technological University and the University of St. Gallen Center of Aviation Competence.­–M.T.

1897_AMAC_AIN_Junior_Maintenance_final_199x264mm 03.05.13 12:06 Seite 1

Swiss Excellence in Aircraft Maintenance

MIFFLIN-SCHMID DESIGN

The International Business Aviation Council (IBAC) has awarded the Support Services Affiliation (SSA) certificate to AeroEx (Booth 1763). SSA providers can help other organizations with International Standard for Business Aircraft Operations registration and other IBAC programs. Last year, the IBAC upgraded the qualifications and training required for organizations to be designated with an SSA certificate. The requirements include an application to include a description of how IS-BAO

registration, AeroEx specializes in assisting aviation organizations with EASA compliance. The Buchs, Switzerland-based firm is also expanding, offering its services to companies based in Asia and the Middle East. AeroEx services include, according to the company, “training and seminars, assessments, gap-analyses and audits, project

uContinued from page 68

that a pilot needs to be able to safely accomplish by phase of flight rather than being introduced to the information one system at a time. Each initial ground school training period is delivered using a defined flight and city pair, with the instructor using FSI’s Matrix or other media toolsets to demonstrate the procedure and tasks that are the training objectives for that phase of flight. We currently offer this program for approximately 20 aircraft and will continue to expand it in the future.” Real-life scenarios have become part of several CAE business aircraft courses using an evidence-based training approach called RealCase. Instructors present a case study of a situation derived from actual incident reports on the aircraft type for which they are training. Students are challenged to identify the root cause and proper course of action to safely manage the problem. CAE is also emphasizing specialized training for dealing with stall and unusual attitude situations in flight. They expanded its partnership with Advanced Performance Solutions (APS) in Mesa, Arizona, for a second U.S. upset prevention and recovery training (UPRT) location, which began operating this spring in Dallas. APS also launched its first European “allattitude” training program in the Netherlands at Seppe Airport in Bosschenhoofd. All three APS sites feature a combination of ground school, inflight training using aerobatic aircraft and ­simulator sessions at nearby CAE facilities. o

Renowned for Swiss excellence in business aviation, AMAC Aerospace is now the largest privately owned facility in the world offering a full spectrum of maintenance services. Scheduled and unscheduled line and heavy base maintenance services on power plant and airframe, major inspections, repairs and modifications, original equipment manufacturer (OEM), airworthiness directives (AD), customer bulletins (CB), services bulletins (SB), avionic repairs, installations and upgrades – all are simultaneously performed in a single downtime period for Boeing, Airbus, Gulfstream and select Bombardier products. We also provide non-destructive testing (NDT) on and offsite, design engineering, major modifications including supplemental type certificates (STC), development special flight mission outfitting, full completion and interior refurbishing for all aircraft types, engine and component overhaul and painting services on airframe and cabin interiors. AMAC’s round-the-clock offsite customer support, anywhere, anytime, ensures that even when you depart, you remain in good hands. We look forward to meeting you! Visit us at EBACE, May 21–23, Hall 6, Stand 258.

AMAC Aerospace Switzerland AG Henric Petri-Strasse 35 4051 Basel, Switzerland

Telephone +41 58 310 31 31 info@amacaerospace.com www.amacaerospace.com

www.ainonline.com • May 21, 2013 • EBACE Convention News  71


Business aviation forecasts point to continued fragility by Ian Goold This year’s early round of business aviation market forecasts–from Bombardier, Embraer and Honeywell–present a mixed picture where a moderately optimistic outlook for the U.S. still fails to outweigh economic uncertainty in Europe and slowing growth in Asia. Bombardier expects Europe’s economy to remain fragile, although “major decisions in [the region] at the beginning of 2012 improved the outlook, reduced the risk of catastrophe and moderated the severity of the recession.” In its 201231 market forecast, the manufacturer cites perceptions from the Organization for Economic Cooperation and Development (OECD) that substantial risks remain in the Eurozone: “High unemployment, low confidence and weak lending activity prevent the economy from growing,” the OECD states. Against this backdrop, business aviation accounted for a slightly reduced share of IFR traffic in Europe last year as aircraft use continued to reflect economic recession. According to Eurocontrol’s network operations report, such activity represented 7.2 percent of traffic (about one flight in 14), a decrease of 0.1 percentage points on 2011; overall, there were 4 to 5 percent fewer flights by such aircraft than in the preceding year. This followed an April 2011 Eurocontrol warning that, given the relative weakness of the region’s economies, European business aircraft use would not return to precrisis growth rates in the medium-term. While Bombardier sees leading business aviation indicators as having gradually improved at the beginning of this decade, it warns that industry fortunes are not the same in all geographic regions. “The disparity in economic recovery is becoming more apparent, with North America set for growth while Europe remains under strong pressure and Asia slows its expansion,” the manufacturer said. However, the company remains confident in the industry’s strong long-term potential, even though Europe is still in economic difficulty. “The sovereign debt

crisis weighs heavily on consumer and business confidence across the region,” it states. Nevertheless, Bombardier is encouraged that Europe’s news is at least, like the curate’s egg­ –good in parts–noting, “Growth differs significantly between the relatively healthy northern countries, led by Germany, and struggling southern countries. The German economy is performing well and the strength of its exports has made it the economic engine of Europe.” And Europe’s principal business aviation airports remain among the world’s busiest, providing an indication of the region’s overall health. “Paris Le Bourget, Geneva, Nice, London Luton, London Farnborough and Moscow Vnukovo are among the most significant business jet airports,” notes Bombardier. Bombardier Delivery Forecast – 2012-31 (Europe and neighboring regions)

Region

2012-21

2022-31

Europe

1,700

2,220

Russia/CIS

525

1,025

Middle East

410

775

Africa

325

485

Totals

2,960

4,505

The region’s growing fleet of light, medium and large business jets (the limit of Bombardier’s analysis) will create a significant 20-year replacement market, with the installed base increasing from 447 to 1,147 units per 100 million population by 2031. This is equivalent to 3,920 aircraft deliveries–1,700 between 2012 and 2021, and 2,220 during 2022-31–as the fleet grows by 5 percent per year from 1,890 aircraft in 2011 to 5,125 in 2031. Globally, Bombardier expects some 24,000 light, medium and large business aircraft valued at $648 billion to be shipped during 2012-31. “Our forecast anticipates demand for 9,800 [units worth] $266 billion during 2012-2021,” which compares with 6,300 deliveries valued at $139 billion in 2002-2011. During

Canadian manufacturer Bombardier warns that business aviation fortunes are not the same in all geographic regions, stating that “the disparity in economic recovery is becoming more apparent, with North America set for growth while Europe remains under strong pressure and Asia slows its expansion.”

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2022-2031, the manufacturer forecasts shipment of 14,200 aircraft worth $382 billion, with annual business aircraft deliveries by all manufacturers expected to run at about 1,500 units. For its part, Brazilian manufacturer Embraer has projected a worldwide 201222 market for 9,300 business jets worth $246 billion, a sum that factors such as market volatility in Europe could dilute to 7,870 deliveries, valued at $205 billion. Together, the Europe, Middle East and Africa markets are predicted to represent 29 percent of all deliveries: up to 2,700 units, worth up to $82 billion. Trend Toward Larger Models

U.S. engine- and equipment-manufacturer Honeywell, which does not break down its forecast by region, predicts that nearly 10,000 new business jets valued at $250 billion will be shipped during 201222, with a trend toward larger models expected to continue. This year, it expects deliveries “of similar magnitude” to the 680 to 720 total the company had predicted for 2012 that, in turn, had represented a less than 10-percent increase over Honeywell’s 10-year forecast 12 months earlier. The numbers reflect the “protracted nature of the global economic recovery,” according to Honeywell business and general aviation president Rob Wilson. “Over the medium term, a return to historical growth conditions supported by globalization, wealth creation in developing nations and new aircraft development should boost orders and support accelerated growth, beginning mid-decade.” With developed markets straining under economic sluggishness and cyclical business trends, the Honeywell forecast for Europe’s share of estimated global fiveyear demand has risen by one percentage point to 18 percent. The manufacturer’s definition of Europe includes “Russia, with strong local purchasing ambitions, [and] central and eastern European states, which are generally more economically robust”– factors seen as accounting for “much of the [region’s] apparent resilience in the face of eroding economic conditions.” In Western Europe, an environment of “slowing activity and demand [is] strongly influenced by . . .higher unemployment, high government debt and negligible growth.” According to Honeywell’s predictions, which are based on a survey of operators’ future purchase plans,

regional requirements reflect each market’s “maturity, economic environment and other characteristics.” With a greater preference for large aircraft, markets in developing countries have been “shaping the industry’s growth, backlog and portfolio mix,” adds Honeywell. Flight Activity Still Weak

Moving across from new-aircraft purchases to flight activity, Honeywell’s analysis says that much of the ground lost during the 2009 recession remains to be recaptured. “A full recovery remains several years away at current and nearterm projected rates of flight activity,” the company believes. European flight activity (excluding that in Russia) is seen as falling by about 3 percent in both 2012 and 2013, driven by weak economic prospects in Western Europe and a smaller fleet. “Renewed recovery in flight volumes is not anticipated until 2014,” concludes Honeywell, which is encouraged by Russian Business Aircraft Association figures reporting flight activity “expanding at mid-single-digit levels.” Positive Trend Overall

Bombardier is confident of the factors driving industry long-term market growth, including “wealth creation, increasing business-jet penetration in high-growth economies, globalization of trade, replacement demand and market accessibility.” Accordingly, it expects the global light, medium and large business aircraft fleet to grow at 3.7 percent per year net, from 15,200 aircraft in 2011 to 31,500 units by 2031. Delivery trends likely will lag order intake as manufacturers seek acceptable backlog levels, suggests Bombardier, which predicts increased shipments this year and expects 2008’s “delivery peak [to be overtaken] as early as 2016.” The company estimates that, globally, more than 800 orders were cancelled in 2009, forcing manufacturers to “juggle order deferrals and cancellations, and decrease production rates and deliveries.” From a lowest level of demand in the first half of 2009, “the market has made progress on many fronts: credit availability is less problematic, business jet usage is rising, gross orders are up [and] cancellations are back to relatively low levels,” says its forecast, which was published in mid-2012. Bombardier concludes that the market is continuing to recover from the “significant downturn” of 2009-10. “While market leading indicators are mixed, the overall trend is positive. As confidence returns to world markets, aircraft orders and backlogs will expand and deliveries will accelerate.” It also believes that the industry will face new challenges. “As fuel prices and environmental awareness rise, manufacturers will have to help develop the infrastructure to support the expected rapid adoption of business aviation in growth markets. As market confidence returns, so will the demand for business jets. The long-term prospects for business aviation are solid.”  o


VISIT US AT EBACE STAND 1462


The product that started it all, left. Marcel Dassault designed a more efficient propeller for World War I fighters. His creation gave pilots such as George Guynemer and his SPAD an edge in dogfights with German Fokkers. The soul of his innovation lives on. Dassault Aviation’s cutting-edge design software was used by an international team of engineering partners to create the fly-bywire Falcon 7X, right.

Dassault celebrates 50-year love affair with business aviation by Mark Phelps “Engineered with Passion” is more than a clever catchphrase. At Dassault Aviation, it effectively summarizes a companywide culture. Even though the image of engineers doesn’t normally go hand in hand with passion, in this case, the apparent contradiction seems appropriate. Dassault Group has built a world-class family of companies; a strategically balanced portfolio, including design, production and support of military and civilian aircraft; and the Group’s signature technology company, Dassault Systèmes. It all began in 1909, with a brilliant young French engineering student who saw Wilbur Wright fly while on a tour of Europe. Marcel Bloch, later to be known as Marcel Dassault, was smitten with flying machines, later remembering, “I knew that aviation had entered my spirit and my heart.” The company he formed celebrates a special 50th anniversary this year, marking the date of the first flight of what became the patriarch of the Falcon business jet line­ –the Mystère 20–on May 4, 1963. In the five decades since then, more than 2,250 Falcons have been delivered to customers around the world. Dassault stands alone as the sole remaining European manufacturer of business jets, a tribute to the passion and dedication to that industry that started with its founder and culminated with that first flight half a century ago. As part of the year’s celebration, dedicated craftsmen have restored that very airplane,

Serial Number 1, at the Musée de l’Air et de l’Éspace (Air and Space Museum) at Paris Le Bourget Airport. Bedecked in its flight-test livery, the airplane that started it all for Dassault Aviation will be on prominent display at next month’s Paris Air Show. Its three-year restoration was a project truly “engineered with passion.” Marcel Bloch’s first engineering feat of note was marked in 1915, designing a new propeller for Allied pursuit ships of World War I. The Éclair (French for “lightning”) wooden propeller was aerodynamically superior to anything else available, and gave pilots an edge in performance. Bloch’s propeller equipped several models, including the French SPADs flown by aces such as Charles Guynemer, René Fonck and America’s top-scoring pilot Eddie Rickenbacker (26 victories). Between the wars, Bloch designed cutting-edge aircraft for airlines, special-purpose operators and the French military. Among his designs was the MB 220 (“MB” for Marcel Bloch), a medium-range airliner carrying 16 passengers. With war clouds looming in the 1930s, the French nationalized their aviation industry, and as part of that complex, Bloch produced the MB 151, MB 152 and MB 153 single-seat fighters and his most famous warbird, the MB 174, a 280-knot light bomber/attack aircraft. In 1940, Bloch built a sprawling factory in St. Cloud, a suburban commune in Paris, to build engines. That complex

of buildings is where Dassault Group is now headquartered. Bloch had become a prominent French industrialist, one of the champions of aviation innovation and a national figure. When the Germans took over the country and attempted to force him to cooperate with the Nazi war effort, he refused

piece. To this day, the four-leaf clover is part of the corporate symbol of the company he continued to lead after the war. It was at his time Bloch also changed his family name to Dassault. Over the rest of his life, he rarely discussed the reason for the name change, but it is thought to be a tribute to his brother Darius-Paul’s French Underground code name, “Char d’Assault,” the French term for “tank.”

As young engineering student in France, Marcel Bloch (later to change his name to Dassault), above, was smitten by aviation early in life. In the early 1950s, below, he posed in front of his Ouragan (“Hurricane”), the first of his jet fighters. At age 87 in 1979, right, Dassault was revered as a national hero with a park named in his honor in Beauvais, near Paris.

and was imprisoned by the French Vichy puppet government in 1940. In 1944, he was deported to Buchenwald concentration camp where he nearly died from diphtheria. Amazingly, when Bloch emerged from captivity in 1945 at age 53, he received his confiscated personal possessions back, including his wallet holding a four-leaf clover, his lucky

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Just two years after the end of the war, in 1947, Dassault established the current aircraft factory and flight-test complex in Merignac, near Bordeaux, France. Also at this time, he began subcontracting the manufacture of components for his aircraft, but to ensure quality control, the original tooling, assembly and flight test have always been kept in-house, a policy that continues today. The Potential of Jet Power

In the years immediately after the war, Avions Marcel Dassault turned out the military MD 315 (“MD” now being the designation for “Marcel Dassault”) piston twin in great numbers, but Dassault saw the potential of jet power. In 1949, the company

built its first jet fighter, the straight-wing Ouragan (“Hurricane”). Hundreds were built for the French and export market. But the Ouragan was just the beginning of a legendary progression of jet fighters. It’s remarkable that Dassault’s company could emerge from the rubble of World War II Europe and achieve the milestones it did within just a few years. Despite the German occupation and oppression, the company was designing, testing and building cutting-edge jets less than half a decade after the end of the war. In 1951, Dassault combined the fuselage of the Ouragan with all-new swept wings. The Mystère II became the first French aircraft to exceed the speed of sound. More than 150 were built in Merignac. If some wing sweep is good, then more must be better, and the Mystère IV appeared a year later with 32 degrees of sweep and a more powerful engine; it was followed by the Super Mystère with 45 degrees of wing sweep and capable of supersonic flight even at low altitude. In 1955, Dassault built its first delta-wing Mystère fighter, later to become legendary as the Mirage I. With license-built British Viper engines augmented by a rocket, the new fighter achieved speeds of Mach 1.3 in level flight. A year later, inspired by the success of the lightweight, simple, Russian MiG 15 of the Korean war, Dassault mated the Mirage I with a larger fuselage and more powerful Snecma engine. The Mirage III was capable of not only flying faster than twice the speed of sound (Mach 2) but also of


fulfilling multiple military roles. It served as a high-altitude interceptor ground-attack platform, reconnaissance ship and even as a trainer. More than 1,400 were built, eight out of 10 for the export market. A naval fighter loomed within Dassault’s purview when the French navy launched a program to build the Clemenceau and Foch aircraft carriers. The result was the introduction in 1957 of the Étendard IVM and Super Étendard series of carrier-borne fighters. Continuing with the theme of lightweight combat aircraft, the new fighter was remarkably agile and capable. More than 90 were built. Branches into Electronics

In 1960, Dassault addressed the limitations of outsourcing its electronics by forming Dassault Electronique. Besides aviation applications, the division also developed automatic bank teller machines and transit-fare vending machines. The in-house technology company was a right decision for Dassault Group, and today Dassault Systèmes, whose Catia computer design software is world renowned. Besides providing expert in-house support for the dedicated aviation divisions, it gives Dassault Group’s portfolio of divisions a diversity that helps balance out the ebb and flow of the world economy. Companies as diverse as IBM and General Motors use Catia software. The Falcon Line is Born

All the military contracts and other research seemed destined to lead to what was arguably the most significant new aircraft in Dassault’s history–certainly on the civilian side. Taking the wing design of the Mirage IV series, Dassault mounted them on a small, airliner-type cabin with a pair of Pratt & Whitney JT12 turbojets on either side of the rear fuselage. First known as the Mystère 20, the design came to be known as the Falcon 20, the ancestor of all future Falcons. Development of the purpose-built business jet took a few more turns. General Electric engines took the place of the Pratt & Whitneys, and the wing’s airfoil configuration was given a leading-edge droop for improved runway performance and slow-speed handling. But even before these changes were made, a visit from American Charles Lindbergh forever changed the course of not just Dassault and the Falcon line, but the entire general aviation industry, worldwide.

Lindbergh, who knew the air route from the U.S. to France from personal experience, visited the test facility in Merignac in May 1963, 36 years after he stunned the world with his New York-Paris flight, at the time of the first few flights of the prototype Mystère 20. He was on a mission for Pan Am president Juan Trippe, who was interested in forming a business aviation division of the iconic airline. At this time, development was ongoing for the original Lear Jet Model 23 in the U.S., as well as for the Lockheed JetStar, both designed as small, fast VIP transports. No one will ever know exactly what was going through Lindbergh’s mind, but when he again saw the Mystère 20 fly later that summer at the Paris Air Show (held at the familiar site of his landing in Paris in 1927: Le Bourget Airport), he sent a telegram to Trippe indicating he had found the airplane for their venture. Light Jet Charters

The idea of forming a light jet charter division of a major airline was unique, and Pan Am’s early role in developing business aviation in the U.S. has gone largely unnoticed. It was close enough to the end of the Korean war that many of the pilots recruited to join the division were military veterans. An ex-Air Force fighter pilot, the late Randy Kennedy was among them. He once described how, having joined Pan Am after leaving the military, he assumed his future employment would consist of routine flying from the cockpits of large airliners. When told of the opportunity to help launch a business jet venture,

Charles Lindbergh (wearing hat) visited Dassault’s test facility in Merignac, France, in 1963. He was sent by Pan Am president Juan Trippe (far left in photo) to investigate development of the Falcon 20, right. Since then, Falcon designs have mainly been trijets, except the Falcon 2000, first announced at the 1989 Paris Air Show. The latest version is the 2000LXS, below.

he jumped at the chance. So did many other young ex-service pilots who were loathe to giving up flying lighter, more responsive jets. Flying high-performance, agile jets carrying a few executives or VIPs to diverse destination airports appealed to Kennedy. He said, “When I heard what the plan was for the business jet division, I said, ‘This is for me.’” Pan Am ordered 40 Mystère 20s with options for 120 more, and in deference to further penetrating the English-speaking North American market, the airplane was renamed the Falcon 20. The first Falcon 20 was delivered in 1965 (not one of the Pan Am order). In the end, more than 500 were built, and it is still

regarded as one of the most beautiful business jets that ever flew. Many are still in service. As has been the case with Falcons ever since, the emphasis on designing the Falcon 20 was on aerodynamic efficiency and handling qualities. Falcon models are usually not the largest, fastest or longest-range jets in their class. But the balance of speed, range, cabin size, short-field landing and takeoff performance and smooth flying has been respected and admired by Falcon operators for half a century. Over the years of growth at Dassault, Marcel’s son Serge began taking on more and more responsibility. He headed up the flight-test division, and later moved higher into upper

management, where he ultimately served as chairman and CEO. When Marcel Dassault died in 1986, Serge Dassault was well established as an icon in the aerospace industry. He resigned as president and chairman in 2000, when long-time company executive Charles Edelstenne took over as CEO. Eric Trappier has since assumed the role of chairman and CEO of Dassault Aviation, but Edelstenne retains the title of chairman for Dassault Group (which includes Dassault Systèmes and several other divisions). Serge Dassault remains honorary chairman, is active in conservative politics (as is his son Olivier) and was listed by Forbes magazine in 2011 as one

Continued on page 76 u

www.ainonline.com • May 21, 2013 • EBACE Convention News  75


Dassault Aviation celebrates 50 years uContinued from page 75

of the 100 wealthiest people in the world, with an estimated net worth of $9.3 billion. The FedEx Connection

The association between Dassault and Pan Am likely influenced a young American entrepreneur to take notice of the Falcon 20 for another out-of-the-box role. As a Yale undergraduate student, Fred Smith wrote a business plan for an overnight delivery service, including using a fleet of light jets flying to and from myriad small cities nationwide. Though his professor gave him a low grade, history has smiled more kindly on the business now known as FedEx. Smith ordered 33 Falcon 20s, and arranged with Arkansas Airmotive in Little Rock, Arkansas, to convert the passenger jets to cargo configuration. The modification included removing the windows and installing a large cargo door. Working with extensive cooperation from the Dassault factory

engineers, Arkansas Airmotive delivered on its engineering promise on time, and on budget. The association ultimately led to Dassault purchasing Arkansas Airmotive in 1975, and Little Rock is now the hub for Falcon completions and one of its major service centers. In 1978, the U.S. Coast Guard ordered 41 examples of its own patrol version of the aircraft, known as the HU-25A “Guardian.” Conversion work was performed in Little Rock and the first Coast Guard jets entered service in 1981. In 2008, a massive expansion at the Little Rock facility saw the addition of 116,000 sq ft of new space under roof, at a cost of $20 million. The new buildings included a four-bay paint hangar with the latest in environmental controls. With completion of the project in 2012, Dassault now has close to one million sq ft of space at its Little Rock facility (more than 20 acres). And it all started with a single 61,000-sq-ft hangar. Dassault Falcon Jet

The synergy between Pan Am and Dassault led to the formation in 1972 of Dassault Falcon

The Falcon 7X, right, was launched in 2001 as the first business jet to use fly-by-wire controls, based on Dassault’s experience with military fighters. CATIA software from Dassault Systèmes enabled designers to “preview” maintenance procedures on screen, below, using animated “virtual” workmen to ensure there was room to perform their work.

Jet, a joint venture between the two companies. Based at Teterboro Airport near New York City, it became the Western Hemisphere-based marketing arm for sales and support of Falcons, working in parallel with the Paris-based Eastern Hemisphere marketing, sales and product support teams. In 1980, Dassault acquired Pan Am’s interest in the joint company, and became the sole owner of Dassault Falcon Jet. In 1973, Dassault researched adding a third engine to the

Serge Dassault, above, worked his way up through his father’s company, once heading its flight test division. Much later, he recalled that role in a posed photo, below. Serge Dassault was involved with the original decision to join with Pan Am in creating a business aviation division, right, seated with U.S. senator Birch Bayh.

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Falcon 20 airframe. After the switch to a new supercritical wing design, the resulting model was dubbed the Falcon 50. The three-engine configuration became an unofficial Dassault trademark. The efficiency of the design was highlighted by a series of world record flights by the prototypes. The Falcon 50 was certified in 1979 and deliveries began. Subsequent models include the twinjet Model 2000, certified in 1982, and the larger Falcon 900 trijet in 1986. Upgrades in engines and avionics over the years have ramped up the efficiency and utility of both models, far beyond the scope of their original performance capabilities. The Falcon EASy electronic flight information system (EFIS) cockpit looms large among the technological advances. Based on the Honeywell Primus Epic system, the EASy and followon EASy II cockpits are optimized for Falcon pilots with software and presentation configurations designed specifically by Dassault. The emphasis is on intuitive, workload-saving software and interface capabilities. The Falcon 7X flagship represents the culmination of so much of Dassault Aviation’s history and corporate structure. Not only is the 7X a technological step forward–with fly-bywire controls and cutting edge avionics–but even the process of designing the airplane carved out new ground. Today, any new aircraft design will involve dozens of partners who will develop and build components–major systems such as engines, avionics, and hydraulics–but also smaller components, such as fuel control systems, thrust reversers, landing gear and brakes and so forth. All partners’ contributions are vitally important, and their efforts must be integrated and woven into the final design. Using its proprietary computerized integration system, Dassault placed all its design partners on the 7X in constant communication, linking them

from around the world and integrating their input as though they were in the same room. The result was a final design that went straight to the production tooling stage, with no need for trial fittings. The proof of the pudding was the seamless fitting of all components, and the efficiency of not only the final production phase, but also ongoing maintenance procedures after the aircraft entered service. Worldwide Service

Worldwide service is yet another hallmark of Falcon ownership. With a heritage of supporting military aircraft for export buyers around the globe, Dassault has a history of parts and logistic support infrastructure that helps translate to the civilian market. Ironically, the longevity of Falcons has hurt the company in support surveys over time. An aging aircraft is less expensive to buy, but can be much more expensive to maintain. Not only do parts and life-limited components wear out, but the original vendors who supplied them may be out of business and the manufacturing rights ceded to new companies. That can make it difficult, sometimes impossible, for the aircraft manufacturer to control the cost of replacement parts or components that were originally made by an outside vendor. “Engineered with Passion” may be an odd combination of words. But to the employees at Dassault, from student interns to senior management, it represents a commitment to fulfill a promise of delivering the best and most creative engineering solutions. At the same time, it means sustaining an individual integrity that starts with each person, expands to include their relationship with their employer and grows further to encompass a national symbol. As the international corporate force that it is, Dassault is a source of deep national pride. And that sense of pride drives those who wear the four-leaf-clover logo to hold their responsibilities at the ­highest level. o


08 -10 DECEMBER 2014

DUBAI WORLD CENTRAL, UAE

BUSINESS AVIATION IN THE PALM OF YOUR HAND www.meba.aero

SEE US AT

ORGANISED ON BEHALF OF:

EBACE STAND 827

EARLY BIRD RATES END 31 MAY


by Amy Laboda Boeing Business Jets (BBJ, Booth 7010) is displaying its first production BBJ3 this week at EBACE 2013 and says the aircraft is for a Middle Eastern customer. Seven BBJ3s have been ordered so far, with three in completion, four in service and another scheduled to enter into service in June, according to Boeing. The aircraft on the EBACE static display is not yet painted but the interior, which seats 38, is complete with a dedicated bedroom suite, bathroom and shower, as well as a large meeting/living area, dining area and separate staff compartment. The polished wood, sculpted carpeting and handcrafted entrance paneling set off the distinctive interior, which was installed by Jet Aviation in Basel, Switzerland. (Jet Aviation has completed the interiors of some 24 Boeing aircraft since 1978). The installation of a long-range auxiliary fuel system in the BBJ3 was completed at the DeCrane Aircraft Systems Integration Group facility in the U.S. The BBJ3 is a derivative of the 737-900ER airliner and has a range of 4,900 nm, meaning that it can fly nonstop, with NBAA IFR reserves, from Geneva to Hong Kong, Beijing, Miami, or even the Boeing

factory in Seattle, Washington. “This range advantage is why the BBJ3 has out-sold its direct competitor by seven to one,” said BBJ president Steve Taylor. A 6,500-foot cabin altitude (typical comparable aircraft cabin altitude is 8,000 feet), which makes long flights more comfortable for passengers and crew, is another big selling point for the BBJ3. Taylor pointed out that Boeing Business Jets had made good on its promise at EBACE last year to deliver 12 green VIP aircraft to completion centers in 2012. “We also had 12 BBJs enter into service in 2012, which is great, considering this is not an easy marketplace in which to sell,” he said. “I continue to see opportunity, but every sale is a hard fought battle for us.” Taylor showed that, since its founding in 1996, Boeing Business Jets has logged 208 orders for BBJs (not airline conversions or tankers), with 186 deliveries and a total of 148 aircraft in service. Of those, 25 are VIP 747s serving heads of state. “The BBJ 784-8 market outlook is good,” said Taylor. “We have sold nine, and we are in active negotiations for two more sales right now.” In the past year there has been one BBJ sale, one BBJ 787 sale and one BBJ 777 sale, he said.

Bombardier’s new Challenger 350

which are 2.5 inches taller than those in the Model 300. Featuring Lufthansa Technik’s niceHD cabin management system, the cabin includes contemporary seats, a new modular galley and a side-ledge with metal trim. At the front end, the Challenger 350 sports the Rockwell Collins Pro Line 21 Advanced avionics system. Features of the new avionics include synthetic vision, dual inertial reference system, a completely paperless cockpit and MultiScan weather radar. The new avionics will provide pilots with increased situational awareness and reduced pilot workload. Bombardier converted its original Challenger 300 prototype to the full Challenger 350 configuration and has been flying it with these upgrades since March. While it didn’t bring the aircraft to EBACE, the company does have a cabin mockup of the new aircraft at its EBACE booth in Hall 7.  o

uContinued from page 1

for an increased mtow of 40,600 pounds–1,750 pounds more than the Challenger 300–and around 750 pounds more fuel capacity. With the extra fuel, the Challenger 350 has an NBAA IFR range of 3,200 nm with eight passengers, 135 nm farther than the 300. The Challenger 350’s pair of Honeywell HTF7350 engines produce 7,323 pounds of thrust each, which is about 500 pounds more thrust than the HTF7000s on the Challenger 300 but with roughly the same fuel consumption. Thanks to the extra power from the HTF7350s, the new jet will be able to climb directly to FL430 quicker. The Challenger 350 also features an entirely new interior that lets even more natural light into the cabin thanks to its 20-percent larger windows,

Boeing’s first production BBJ3, based on the 737-900ER, features a cabin interior by Jet Aviation.

expect from the BBJ Max, Taylor smiled. “The aircraft will have modern cockpit instrumentation and extended range and will be available for green delivery in or

Dassault craves comeback as recovery fluctuates by Thierry Dubois Dassault is still waiting for a recovery of the U.S. business aircraft market–a market that has “no reason not to be back,” company officials said at EBACE on Monday. As are most industry executives, the Dassault officials appeared perplexed by worldwide sales trends. “In 2013, we had a good early start in January and February but then things went disappointing,” said John Rosanvallon, president and CEO of Dassault Falcon Jet (Booth 7090). Net sales in the first quarter reached 14, a better performance than the 10 sales during last year’s first quarter. In the U.S., CEOs say they

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are confident about the economy “but the dynamics in Washington are not helping,” he added. Therefore, Fortune 500 companies that have replacement needs hesitate because they are not so confident for the long term after all, Rosanvallon said. In Europe, flying hours show no sign of recovery yet. Latin America and Asia are the most active regions for Dassault. China is very active but less than it used to be, he noted. The global secondhand inventory is slowly decreasing but prices are still slightly eroding, Rosanvallon added. In programs, Dassault chairman and CEO Eric Trappier

around 2018. I’m expecting that there will be pretty good traction in the next 12 months among those existing BBJ owners who are interested in modernizing.” o confirmed that the SMS, which will be an addition to the current lineup (as opposed to a replacement), will finally be unveiled at the NBAA show in Las Vegas in October. Meanwhile, the EASy II cockpit will receive a second certification on the Falcon 900LX, as controller pilot datalink communications are being added. On the Falcon 7X, thanks to an enhanced fly-by-wire standard, the crosswind limitation is being extended to 30 knots with 40-knot gusts. Finally, in customer support, the manufacturer is working to add two spare-parts warehouses in Beijing and Moscow. Moreover, Lagos and Moscow (at Ostafyevo and Sheremetyevo airports) are to be the next locations for Falcon authorized service centers. Dassault’s partners at the three airports will be Execujet, Gazprom and an unidentified company, respectively.  o

Dassault Falcon Jet president and CEO John Rosanvallon cited a strong start to 2013 with 14 sales in the first quarter, “but then things went disappointing.”

DAVID McINTOSH

First production BBJ3 debuts at EBACE

Taylor insisted that the current commercial aircraft backlog at Boeing does not slow down BBJ deliveries. “Boeing recognizes that the VIP market is special, so we have some production capacity set aside for VIP aircraft. I’m not going to say there isn’t pressure, but we can get VIP aircraft. We have a green position for an aircraft available in 2014 right now,” he said. On the horizon for Boeing Business Jets is the BBJ Max 8 and 9, which should push the aircraft’s range toward the 6,000-nm mark. The BBJ Max 8 should feature CFM International’s new Leap-1B engines and Boeing’s advanced technology winglet to increase fuel efficiency by 13 percent. When asked what we can


Fifty Years of Passion Generations of Falcons have one thing in common. Each one advances the state of the art. Becoming more efficient. More capable. More comfortable. Always ahead of the curve, with innovations such as Digital Flight Control technology and ultra-efficient, ultra-capable wings—at both ends of the speed envelope. We’re celebrating 50 years since the first flight of the Mystère 20, but we’re hardly resting on our laurels.

The best is yet to come.

Find out why. Scan the code or visit falconjet.com/50-years

EBACE Convention News 5-21-13  

AIN EBACE Convention News 5-21-13 Day 1 Issue

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