NBAA Convention News 10-21-14

OCT. 21, 2014

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Challenger 650 hits stage, with NetJets launch order

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Cessna’s Citation Latitude touches down for the 2014 edition of NBAA’s annual business aviation extravaganza. The midsize jet is on show at the aircraft static display, located at Orlando Executive Airport.

Bombardier unveiled its new Challenger 650 here at NBAA 2014 in Orlando, Fla. The Montreal-headquartered airframer (Booth 281) is refreshing its classic, 10-passenger Challenger 600 series with redesigned cockpit and cabin interiors and optimized GE CF343B MTO turbofan engines that will provide additional takeoff thrust on a limited basis to facilitate shorter takeoff distances, greater payloads and more range from “challenging” airports during high/hot operations. Planned maximum range of the new model is 4,000 nm (with six passengers and standard NBAA IFR reserves).

Deliveries of the $33.35 million Challenger 650 are targeted for the second quarter of 2015. Fractional-ownership provider NetJets is the launch customer with a firm order for 25 and options for an additional 50 to be completed to the Signature Series standard specified by NetJets. The order converts a previous NetJets order for Challenger 605 “NG” aircraft placed in 2012.

GE Aviation’s 9,220-pound-thrust CF343BMTO engines have 5 percent more takeoff thrust than the engines on the Challenger 605.

The additional thrust is pilot selectable via a Continued on page 4 u

MARIANO ROSALES

by Mark Huber

Latitude makes NBAA debut

by James Wynbandt Textron Aviation is showcasing its complete line of business jets and turboprops here at NBAA 2014, with all 12 models on display at Orlando Executive Airport, led by the debut appearance of the Cessna Latitude, its midsize jet currently undergoing certification.

“It’s a product family that really has come together well,” said president and CEO Scott Ernest, alluding to the merger of the Hawker, Beechcraft and Cessna product lines after Textron, parent company of

Continued on page 24 u

Gulfstream cranks the buzz with G600 mockup display MARIANO ROSALES

by Mark Huber

Eric Martel, the new president of Bombardier Business Aircraft, addresses a press gathering in front of the Challenger 650 cabin mockup. Bombardier launched the newest 600-series Challenger here at NBAA 2014 in Orlando.

Less than a week after the surprise launch of Gulfstream’s new G600 and G500 large-cabin jets, the company is showing off a fullsize cabin and cockpit mockup of the G600 at the NBAA static display at Orlando Executive Airport.

The G600 and the slightly smaller

G500 were announced October 14 following a highly secretive fiveyear development program. A G500 already is assembled, taxiing and preparing for its first flight early next year (see page 12).

Gulfstream projects it will receive

Continued on page 24 u

Avionics

New Aircraft

Heroes and Legends

Host FBO

Cabin Electronics

Test-flying Honeywell’s latest tech

Dassault gets closer to first flights

NBAA honors industry icons

Showalter remains an NBAA regular

Aircell rebrands with Gogo name

AIN got the chance to try out the latest in cockpit technology in Honeywell’s Falcon 900 test bed aircraft. The key to the new hardware is adapting software to existing installed avionics. Page 6

When it introduced two new models–the 5X and 8X–Dassault also revealed an ambitious flight-test and certification agenda. The program is proceeding apace.

Here’s an update. Page 41

Every year, business aviation lauds the legends that helped make it great. This year’s award winners include Bob Hoover; International Jet/Make-A-Wish; and master statistician Bill deDecker. Page 57

The rainbow logo, distinctive cupolatopped main building and the comfortable front porch are all singular images of family-owned Showalter Flying Service, NBAA’s airport host. Page 74

Having taken the in-flight connectivity market by storm, Aircell has rebranded its business aviation unit to match the name best known to the airline-flying public. It is now Gogo Business Aviation. Page 110

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The HondaJet on display at NBAA is the first production model. Certification is expected early next year.

Honda Aircraft gearing up; financing program announced

by Chad Trautvetter Honda Aircraft (Booth 5062) is ramping up production and expanding facilities at its Greensboro, N.C. headquarters as it prepares for certification and first deliveries of the $4.5 million (2010$) HondaJet HA-420 early next year, the company announced yesterday at NBAA 2014. It has also established the Honda Aviation Finance Co. and, as of today, started accepting loan applications from qualified HondaJet customers in the U.S. The first production HondaJet is on display at the Orlando Executive Airport NBAA static display.

The expansion projects will see a 49,968-sq-ft addition to the company’s main headquarters building that will accommodate a HondaJet sales

Challenger 650 hits the stage uContinued from page 1

Head, S.C., and that the extra thrust would not impact engine specific fuel consumption.

Eric Martel, president of Bombardier Business Aircraft, said the 650 is “pushing the envelope” and would deliver the lowest operating costs in its class. The manufacturer claims that the new model will offer more than $1.5 million worth of equipment as standard items; these items would be optional on the 650’s nearest rival, the Dassault Falcon 2000.

CORRECTION: HondaJet Due to a proofreading error, the New Business Jets report appearing on page 92 includes three errors relating to Honda Aircraft’s HA-420 HondaJet. The correct projected certification date for the HondaJet is the first quarter of 2015. The company’s headquarters in Greensboro, N.C., covers 133 acres and now employs more than 1,200 people. NBAA Convention News apologizes for these errors and is glad to correct them. n

These include the synthetic vision system and MultiScan weather radar in the cockpit, as well as a galley pocket sliding door and a bulkhead monitor with a baseline audio/video-on-demand (AVOD) system.

The Challenger 650 will feature the Bombardier Vision flight deck based on the Rockwell Collins Pro Line Fusion avionics system, originally designed for the Bombardier Global 6000. Vision features large 15-inch displays

MARIANO ROSALES

new performance thrust setting. The higher thrust setting does not impact engine maintenance, provided it is used no more than 10 percent of the time, explained Brad Nolen, Bombardier director of product strategy. He said the new feature would be particularly effective at airports such as Aspen, Colo., and Hilton

showroom and a dedicated 24,405-sq-ft hangar for aircraft delivery preparation.

Both projects at Honda’s campus at the Piedmont Triad International Airport in Greensboro are scheduled for completion in the second half of next year. The $19 million expansion will bring total capital invested in Honda Aircraft’s facilities to approximately $160 million and increase its total square footage to more than 680,000 sq ft.

Meanwhile, the company is ramping up HondaJet production, with 11 aircraft currently on the production line, according to Honda Aircraft president and CEO Machimasa Fujino. HondaJet S/N 12 is “nearing completion,” he said,

adding that 50 aircraft are expected to come off the line in the first year of production, rising to between 75 to 80 jets in the second year.

Honda Aircraft is also gearing up for pilot training, with its new training center up and running in Greensboro. A representative from pilot training partner FlightSafety International is now on site at the facility, while the first levelD HondaJet simulator is slated to be installed in the first quarter.

To date, the four flight-test HondaJets have logged more than 2,000 hours and conducted testing at more than 70 locations across the U.S. These tests include minimum control speed on ground (Vmcg) in Kinston, N.C.; high-field operations in Telluride, Colo.; high-elevation field performance in Roswell, N.M.; crosswind landings in Lubbock, Texas; avionics system checks in Wichita; and extreme cold weather testing at Eglin Air Force Base in Florida. o

Bombardier came to NBAA 2014 with a cabin mockup of its newest Challenger, the Model 650. Among the cabin details are wider seats with expanded underseat storage space and larger window cutaways allowing in more natural light.

4 NBAA Convention News • October 21, 2014 • www.ainonline.com

and includes the Rockwell Collins Head-up Guidance System head-up display, synthetic vision, enhanced vision, the weather radar and the Integrated Flight Information System.

The 650’s passenger cabin borrows design elements from the cabins of the under-development Learjet 85 and recently refreshed Challenger 350.

Improvements include wider seats, a galley with a high-temperture oven, more personal storage in and around the seats and Lufthansa Technik’s nice HD cabin management/ in-flight entertainment system that accommodates the latest technologies including HD and audio/video on demand.

Styling cues from other Bombardier models include larger interior window cutaways to let in more natural light, bullnose accents that run the length of the drink rail, inwall speakers and stylized passenger service units.

“We did this as a response to the great success of the Challenger 350 and the enhancements we introduced with that,” Brad Nolan, Bombardier’s director of business aircraft product strategy, told AIN. The 650 will cost around $500,000 more than the current Challenger 605. o

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Test flying Honeywell’s Falcon with advanced cockpit tech

Honeywell’s Falcon 900 serves as a platform for the latest in avionics innovations. Just before NBAA, AIN went flying with the company to sample the most recent advances in cockpit technology.

6 NBAA Convention News • October 21, 2014 • www.ainonline.com

The combined vision system window can clearly be seen in the center top of the PFD. This is where the enhanced vision system infrared image is combined with synthetic vision.

HONEYWELL

would need additional training to fly the approach using SVLM, but more like one learns how to fly an ILS approach as opposed to the far more stringent training required for CAT II approaches, which mandate training every six months.

CAT II approach minimums are 100 feet and RVR of 1,200 feet.

The reason that SVLM works for a CAT I ILS approach and why it makes sense is because no additional ground infrastructure is necessary. For example, GPS approaches require the addition of ground stations and more satellite capacity to verify the accuracy of GPS signals during the approach, adding to the complexity of deploying these approaches. ILS and especially CAT II systems require extensive and highly sensitive ground infrastructure. SVLM instead relies on the integrity of the airborne equipment and uses the aircraft’s onboard Laseref VI inertial reference unit, in Honeywell’s case, to monitor the quality of the aircraft’s position during the approach. This works for both ILS and GPS LPV approaches.

“The future looks like less ground infrastructure and more that the aircraft can do [with its own equipment],” said Jeff Merdich, Honeywell director of commercial avionics displays, marketing and product management. “We’re trying to make it so the flight deck supports these key functions.”

According to Honeywell test pilot Sandy Wyatt, who has been deeply involved in SVLM development and flight testing, “The desire is there within the FAA” to see this technology certified and in service.

Ultimately, SVLM should be usable to even lower minimums–100 feet and 1,200 RVR–because it is easy to fly. Pilots are successfully transitioning from the headdown view of looking at the PFD during the approach to head-up and looking out the window with plenty of time to match the views inside the cockpit and outside the windshield and landing with a high degree of accuracy. “Because the display is so easy to, you can fly to CAT

MATT THURBER

Honeywell is continuing development of cockpit technology that makes pilots’ jobs easier and that will help in that most fundamental of piloting tasks: landing safely in poor weather. What is unique about Honeywell’s approach to this problem is that its researchers take advantage of existing hardware in the aircraft, using new software to make primary flight displays and multifunction displays (PFDs and MFDs) do a lot more work than they were designed for.

What’s missing from this picture is a head-up display (HUD) because Honeywell doesn’t see that as necessary for what it is has accomplished: safely flying to below CAT I minimums on instrument approaches.

Honeywell, which doesn’t make HUDs, has replicated HUD symbology on its PFDs, adding that symbology to a sophisticated synthetic-vision display. And using a PFD that displays synthetic vision and the HUD symbology, Honeywell has proven that pilots can safely and accurately land in weather below CAT I minimums. Further along the technology spectrum, Honeywell has added enhanced vision and combined it with the synthetic-vision display on the PFD to give pilots an even better view in poor weather conditions.

All this work is not just for fun but is aimed at certification. The first target is Honeywell’s SmartView for Lower Minimums (SVLM) technology, which is Honeywell’s SmartView synthetic vision combined with the HUD symbology. SVLM is Honeywell’s term for the ongoing effort in the avionics industry to develop synthetic vision guidance systems (SVGS) that will qualify for lower minimums.

Honeywell is seeking certification in 2017 for pilots to use SVLM to fly to 150foot decision altitude with 1,400-foot runway visual range (RVR). This would be at a CAT I airport with a crew that, like all instrument pilots, already flies CAT I approaches (200 feet and 2,400 feet RVR or 1,800 feet with certain types of approach and runway lights). The crew

MATT THURBER

by Matt Thurber

An approach flown manually at Bordeaux, using raw data (flight director-off). Reported weather was 100 feet overcast 2,000 meters touchdown RVR. Approach lights are barely visible in the outside view.

II standards,” said Thea Feyereisen, an engineer fellow at Honeywell Advanced Technology, Flight Safety Systems in Golden Valley, Minn.

Approach Accuracy

In flight tests of SVLM in the company’s Falcon 900, Honeywell measured a variety of parameters during more than 100 approaches. Similar tests were accomplished in a Boeing 777 proof-ofconcept simulator, but in this case during more than 450 approaches.

The tests showed extremely small deviations in all categories, and all were well within applicable criteria. For example, lateral deviation during the ILS approach was 0.07 dots from the centerline, while the LPV approaches averaged 0.05. When flying with the autopilot coupled during the approach, lateral deviation was just 0.02 dots, while pilots flying manually used a small amount of additional space, up to 0.06 dots.

When looking at airspeed control, the autopilot won again, with a 1.92-knot deviation from optimum, while pilots hand-flying kept airspeed to within 2.21 knots. Two pilots who flew without the flight director cue and without the autothrottles scored vertical deviation roughly twice that when they were using the flight director and autothrottles. One pilot’s autothrottle/

flight director performance was extremely accurate, just 0.09 dots from optimum, but without those tools this pilot deviated by 0.40 dots.

However, these approaches were all “with acceptable vertical performance,” according to Honeywell. Two pilots who weren’t type rated in the Falcon 900 were assessed for airspeed deviation with the flight director/autothrottle versus without that equipment. Pilot A was off by 5.42 knots without the equipment and only 1.3 knots with the equipment. Pilot B was off 3.30 and 1.62 knots, respectively. The entire pilot sampling in the airspace deviation test was off 4.36 and 2.21 knots, respectively.

Honeywell has flown SVLM in the Falcon 900 to CAT II minimums with great success, demonstrating that the technology is operationally suitable for the task that Honeywell researchers have devised.

But there is another technological step that Honeywell has taken to make the head-down view on the PFD even more compelling and useful, and that is called Combined Vision System (CVS).

One problem with synthetic vision is that no matter how accurate it is–and Honeywell’s Laseref VI monitor system delivers high accuracy–the view is still an animation that represents the outside

Continued on page 8 u

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uContinued from page 6

world. The runway environment may look clean and dandy and in the exact right position to make transitioning to the head-up, lookingoutside view easy, but what if

a deer decides to amble across the runway while you’re still looking down at the PFD on your way down to 150 or 100 feet above the touchdown elevation? You might look up and be surprised that the PFD view doesn’t match the deer that’s all of a sudden in your headlights.

What if the airplane has an enhanced vision system (EVS),

which typically uses an infrared sensor to display a view of the outside world on a cockpit display? That would enable you to see the deer on the runway, or thunderstorm cloud tops at night or runway lights in certain weather conditions well before the human eye can see them.

Of course, some airplanes are already equipped with

enhanced flight vision systems (EFVS), which is EVS displayed on a HUD so you don’t have to look down at an MFD to see the EVS sensor output. And with EFVS, the FAA already allows descent to below CAT I minimums under FAR 91.175, provided the EFVS allows the pilot to “see” specific elements of the runway environment, then

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MATT THURBER

Test flying with Honeywell

Hover the mouse pointer over a target and get this display of traffic information via Tcas and ADS-B in.

transition to natural vision for the remainder of the approach down to the runway.

CVS simply takes the EVS image and snaps it neatly into the middle of the synthetic vision view on the PFD, so the benefits of SVLM and EVS add up to something that should be just as good as EFVS. An added benefit is that the CVS view is all in color, unlike the monochrome green of a HUD. Honeywell’s technologists have not only got SVLM and CVS running on the Falcon 900 (with a goodly amount of test equipment in back to make this futuristic tech run on the cockpit displays), but have also developed some other interesting features.

One is the airport moving map, in both 2-D and 3-D views. This system–called Taxi Wizard–is designed to help the pilot see in a synthetic vision view the position of the aircraft on the airport, all pertinent signage and even a magenta line to follow to a location on the airport.

The airport moving-map system automatically transitions from the 2-D view to 3-D as the airplane slows down after landing. The 3-D view pops up, almost as if the occupant of the cockpit suddenly gets whisked up and away to view the airplane from an exocentric (bird’seye) perspective.

More new technology from Honeywell is its Cockpit Display of Traffic Information (CDTI), which is an implementation of ADS-B in, blending Tcas traffic with traffic obtained via ADS-B in.

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Last month, Honeywell invited AIN to fly with Wyatt and Honeywell chief test pilot Jary Engels to try out SVGS, CVS, AMM and CDTI in the Falcon 900 equipped with Honeywell’s Primus Epic flight deck.

I taxied the Falcon 900 to try out the 2-D and 3-D airport moving map (AMM) then flew an ILS 11L at Tucson using Honeywell’s SVLM synthetic vision guidance system and observed the RNAV 25L at Deer Valley with combined

8 NBAA Convention News • October 21, 2014 • www.ainonline.com

Continued on page 10 u

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uContinued from page 8

vision system plus SVGS, which adds the better accuracy of the monitor system. On the way between Deer Valley and Tucson, I was able to see how the cockpit display of traffic

information (CDTI) works.

The AMM Taxi Wizard makes moving around on the ground much easier by presenting information that the pilot needs on the synthetic vision view, whether in 2-D or 3-D (bird’s-eye) mode. Although when I look out of the windshield, airport signage isn’t floating in the middle of the taxiway

MATT THURBER

Test flying with Honeywell

Taxi Wizard airport moving map 3-D view (left) shows airport signage in an intuitive fashion. The more conventional map view (right) is for strategic taxi routing, while the “bird’s-eye” view provides an image that is closer to real-world configuration.

as it does in the 3-D AMM, the presentation on the PFD looks completely natural and matches official signage conventions. The taxiway that we’re on is marked with a sign floating in the distance in the center of the taxiway, while crossing taxiways are highlighted by floating yellow signs with arrows pointing left or right to indicate exactly which taxiway the sign is identifying.

Two Tools for Taxiing

The idea here is that the 2-D airport map is for strategic planning, plotting out the route on the ground, avoiding hotspots and aiding overall situational awareness. The pilot can select the destination on the airport, and the AMM will draw a guideline showing the way. The 3-D map is for tactical situational awareness, to help pilots avoid runway incursions with unambiguous and easy-to-interpret depictions of signage, runway hold short gates and so forth.

After landing, the synthetic vision display automatically transitions from the airborne view to the 3-D AMM as the groundspeed slows to a specified level.

The transition seems entirely natural, and so, too, is the way the 3-D AMM matches the outside world to that depicted on the synthetic vision display.

We looked at some traffic displayed on the cockpit display on the way to Tucson. Moving the mouse pointer over the diamond-shaped Tcas or arrowshaped ADS-B traffic highlights any available information. This includes N-number, range, relative bearing, relative altitude, track, ground speed and vertical speed. CDTI is integrated into the interactive navigation (INAV) system on Honeywell’s Primus Epic flight deck, so there is no need to open a new page of information to view traffic.

I hand-flew the ILS 11L approach into Tucson to get a feel for the accuracy of the monitored SVGS and also the transition between head-down viewing of the PFD to headup looking through the windshield. The clear weather didn’t offer a chance to evaluate SVGS

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10 PC-24_Rollout_199x264_final_061014indd.indd NBAA Convention News • 1October 21, 2014 • www.ainonline.com

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Continued on page 20 u

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Gulfstream’s “iron bird” version of its new models (left) shows off the new cabin cross-section. The cockpit (above) is all new-tech, including, for the first time in a Gulfstream, sidesticks (below).

using new composite materials.

Both aircraft will carry less fuel than the G450 model, but will be able to fly farther and faster.

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Two new Gulfstreams will deliver improved cabins, speed and range

by Charles Alcock By aviation industry standards, Gulfstream Aerospace’s launch last week of its new G500 and G600 aircraft was a well-kept secret, especially since the programs have been in the works for five years since 2009.

Over the past 12 months, the U.S. airframer has seen rival Dassault Falcon refresh its product range with the launch of the new Falcon 5X and 8X models, but Gulfstream insists that its focus has been on boosting choice and the value proposition of its own family of aircraft rather than seeking to keep up with competitors.

The new aircraft build a bridge between the G450 and G550 models and the G650 flagship. According to Lor Izzard, Gulfstream’s director for sales support and technical marketing, the G500 and G600 will deliver unmatched high-speed range when they enter service, respectively in 2018 and 2019.

Pricing for the first 50 serial numbers has been set at $43.5 million for the G500 and $54.5 million for the G600. By comparison, the G650 is now priced at $66.5 million and the rates for the G450 and G550 are, respectively, “in the mid 30s and lower 50s,” according to Gulfstream.

The airframer’s core challenge in product definition has been the classic trade-off between delivering a leap ahead in terms of aircraft performance, balanced against the

desire to combine this with superior cabin comfort. The result is a pair of aircraft with a wider cabin cross-section than the G450 and G550, but not quite as wide as that of the G650. Nonetheless, the length of the passenger “living areas” equals that of the G650, and the new designs also boast the G650’s large windows, its 6.25-feet high main entrance door, its cabin altitude (4,850 feet at FL510 and 3,000 feet at FL410), as well as 100 percent fresh air.

“The aircraft are bigger in all dimensions [compared] to the G450 and 550,” said Izzard.

“We didn’t want a cabin so large

that it would be to the detriment of performance. This is the right cabin [size] for us to be able to produce the performance our customers want.” He added that the finished internal dimensions of the G500/600 cross-section will be bigger than those of the Falcon 7X. Flexible Cabin Options

There will be significant flexibility in cabin design options since the galley can be situated either in the forward or rear sections, and customers can choose from a variety of living-space options. It will also include a fully certified crew rest area and

175 cubic feet of baggage space.

The G500 at its normal cruise speed of Mach 0.90 will deliver range of 3,800 nm, rising to 5,000 nm at Mach 0.85. Similarly, the G600 will have range of 4,800 nm at Mach 0.90 and 6,200 at Mach 0.85.

The two new aircraft will feature a new, high-speed wing, based on that of the larger G650 and with the same 36-degree sweep. The G600 wing will be eight feet larger to accommodate 10,000 pounds of additional fuel capacity. They will have a new tail, again based on the G650 in terms of aerodynamic shape and systems, but

G650ER Set To Deliver Even More Range Gulfstream’s new flagship, the ultra-long-range G650ER, made its airshow debut last month at the Africa Aerospace and Defence show, held at Waterkloof Air Force Base close to the South African capital Pretoria. According to the airframer, the new model, which will offer range of up to 7,500 nm, is set to complete certification during the fourth quarter of 2014, with initial deliveries to start early next year.

Launched at EBACE earlier this year, the G650ER is a modification of the existing top-of-the-range G650 to accommodate an additional 4,000 pounds of fuel in the wings. The original design was schemed with sufficient internal space in the structure to allow for extra fuel capacity, negating the need for intrusive auxiliary fuel tanks in the fuselage, while the existing structure has adequate margins to handle the extra weight. Apart from some minor changes to the flight control and fuel management systems, the aircraft is otherwise unchanged, although the extra fuel does add a penalty in balanced field length of around 500 feet.

Compared with the existing G650, the ER can fly farther

12 NBAA Convention News • October 21, 2014 • www.ainonline.com

at similar cruising speeds, extending the Mach 0.85 cruise figure from 7,000 to 7,500 nautical miles with eight passengers, four crew and NBAA IFR reserves. The high-speed (Mach 0.9) cruise figure rises to 6,400 nautical miles from 6,000. Alternatively, the extra fuel can be used to fly rangecritical G650 city pairs at a higher speed than was previously possible, or to carry greater payloads.

Gulfstream has found Africa a good market over the years, and the G650ER’s 500-nm range extension could be of significant benefit to the continent’s operators. For instance, the extra range from Cape Town brings the eastern seaboard of the U.S., including New York, within reach.

Much of Asia, including Seoul, and all but the northeastern tip of China are attainable in a single flight segment. Highspeed cruise coverage from Cape Town covers all of Europe, South America and Australia.

The G650ER is available as a new-build aircraft, or as an upgrade to existing G650s, the modification work taking less than a week. –D.D.

Gulfstream has also made a significant shift in powerplant selection, opting for Pratt & Whitney Canada’s new PW800 turbofan series. The 15,144pound-thrust PW814GA will power the G500, while the 15,680-pound-thrust PW815GA will be used for the G600.

The PW800 was selected for Cessna’s proposed Columbus jet, but this program was subsequently cancelled. The engine is understood to have been considered by Dassault for its new Falcon 5X, but the French airframer instead went for Snecma’s new Silvercrest engine. Gulfstream acknowledged that it considered several other powerplant proposals for the G500/600, and these likely would have included the Silvercrest, as well as GE Aviation’s new Passport and the Rolls-Royce BR725, already deployed on the G650.

Pratt & Whitney Canada is responsible for delivering a completely integrated powerplant system. This will feature an aluminum kevlar fan case and a nacelle developed by Nordam, which is aiming to deliver a thrust reverser that will be 50 percent more efficient than existing equipment.

The manufacturer has had nine engines involved in the development program, which has so far accounted for more than 1,720 operating hours, 2,786 cycles and 4,400 hours of core testing. As of last month, some 35 hours of flight-testing had been completed and Gulfstream pilots have participated in some of these tests. The PW800 should complete certification in the fourth quarter of this year.

There is to be even greater innovation in the cockpit of the fly-by-wire G500 and G600, which will be the first

Striking a balance between improving both passenger comfort and performance, Gulfstream’s developmental G500 and G600 borrow from the G650 in many ways.

New Gulfstream Data Comparison G500

G600

G650

G650ER

Interior [ft] Total interior length

47’ 7”

51’ 3”

53’ 7”

53’ 7”

Cabin length

41’ 6”

45’ 2”

46’ 10”

46’ 10”

Height

6’ 4”

6’ 4”

6’ 5”

6’ 5”

Width

7’ 11”

7’ 11”

8’ 6”

8’ 6”

Cabin volume (cu ft)

1,715

1,884

2,138

2,138

Usable baggage volume (cu ft)

175

175

195

195

91’ 2”

96’ 1”

99’ 9”

99’ 9”

Exterior [ft] Length Height

25’ 6”

25’ 3”

25’ 8”

25’ 8”

Overall span

87’ 1”

95’ 0”

99’ 7”

99’ 7”

Weights [lb] Maximum ramp

77,250

92,000

100,000

104,000

Maximum takeoff

76,850

91,600

99,600

103,600

Maximum landing

64,350

76,800

83,500

83,500

Maximum zero fuel

52,100

57,440

60,500

60,500

Basic operating

46,600

51,440

54,000

54,000

Maximum fuel

28,850

38,760

44,200

48,200

Maximum payload

5,500

6,000

6,500

6,500

Maximum payload/Full fuel

1,800

1,800

1,800

1,800

2 P&WC

2 P&WC

2 R-R

2 R-R

Engines (Number) type Model

PW814GA

PW815GA

BR725 A1-12

BR725 A1-12

Thrust rating ea. (lb)

15,144

15,680

16,900

16,900

TBO (hrs)

10,000

10,000

10,000

10,000

Normal cruise (Mach)

0.9

0.9

0.9

0.9

Performance

Gulfstreams to feature active sidestick controls. According to Mark Kohler, Gulfstream vice president for advanced aircraft programs, the airframer was unwilling to make the shift to a sidestick control until BAE Systems adapted technology originally developed for fighter aircraft for civil use. “The system’s active force feedback provides a classic airplane feel, and it simulates the feel of mechanically linked sticks,” explained Izzard. In addition to BAE Systems, Thales, Parker Aerospace and Moog are contributing to the flight control/fly-by-wire systems for the new models.

Primus Epic-based

The flight deck is based on Honeywell’s Primus Epic suite and is being branded as Gulfstream Symmetry. The avionics manufacturer’s PlaneView system is used on existing Gulfstream aircraft. For the G500 and G600 it is also providing the APU, the environmental control system, cabin pressure system and most of the touchscreen control panels for all cabin systems.

The new Gulfstreams feature no fewer than 10 integrated touchscreen control panels in the cockpit. Since pilots can easily switch the functions for

which these are used, the aircraft will be able to be dispatched with just three of the screens functioning. Backup flight displays will be provided

by L-3. Esterline group subsidiary Korry is contributing the three overhead displays.

An enhanced vision system (featuring higher resolution and an increased field of view) and synthetic vision for the primary flight display will be standard equipment for the new aircraft. Both will feature the same Rockwell Collins head-up display as the G650.

The cockpits will feature an all-new crew seat, with a full seat pan thanks to the absence of a control wheel and column. This will make it easier for the pilots to move in and out of their seats (as will new handles on the headrests). They will also benefit from Ventimesh materials that make the seat area cooler.

GE Aviation is supplying the electrical power distribution system, as well as the aircraft health and trend monitoring system, and data concentration network.

For the latter, engineers have devised a way to break down the usual radio rack into separate elements, in the process reducing the amount of wiring and weight, while also improving the network’s reliability. This change

Long-range cruise (Mach)

0.85

0.85

0.85

0.85

M mo (Mach)

0.925

0.925

0.925

0.925

Typical passenger payload

8

8

8

8

Range @ normal cruise (nm)*

3,800

4,800

6,000

6,400

Range @ LRC (nm)*

5,000

6,200

7,000

7,500

Takeoff distance (ft)**

5,200

5,700

5,858

6,299

Landing distance (ft)**

3,100

3,100

3,000

3,000

Initial altitude (ft)

FL410

FL410

FL410

FL410

Maximum altitude (ft)

FL510

FL510

FL510

FL510

*(Typical pax, ISA, NBAA IFR reserves) ** (SL, ISA, MLW)

Gulfstream’s two new models share the same expanded fuselage cross-section, offering flexible options in cabin layout, including a choice of forward or aft galley.

has also gained some space for additional cabin volume.

Gulfstream has selected UTC Aerospace to provide the air data system, landing gear and various electrical power systems for the new models.

Overall, the G500/600 program will result in a 50 percent reduction on LRUs compared

with the G650. For instance, the flight controls will require just eight control units (compared with the G650’s 16).

The maintenance interval between major inspections will be 750 flight hours. Gulfstream has used 3-D virtual reality technology to optimize access to systems for maintenance,

which will follow the MSG-3 task-orientated programs. The new aircraft will have a high degree of systems commonality with the G650.

Working under extraordinary levels of secrecy out of its expanded research and development facilities in Savannah,

Continued on next page u

www.ainonline.com • October 21, 2014 • NBAA Convention News 13

Two new models from Gulfstream uContinued from preceding page

Based on Honeywell’s Primus Epic platform, the two new Gulfstream models will have an all-new touchscreen flight deck known as Gulfstream Symmetry.

Gulfstream and its program partners have made great progress in testing and evaluating systems and airframe structures. All wind tunnel testing for the G500 and G600 is now

complete, and engineers are now embarked on iron bird testing of the airframe and cockpit systems integration.

The first flight-test aircraft are already under construction with a view to achieving a first flight for the G500 in 2015 and for the G600 in 2017. Critical design review for the G500 is already complete and this stage

should be reached for the G600 by the end of 2014.

The two models will have a common basis for flight certification and five test aircraft will be used for the G500 development program and four for the G600. One of these will be used entirely for evaluating cabin design and systems.

Two full-size static test articles (including all flight controls) are being used for structural tests that will include ultimate

Continued on page 16 u

Gulfstream Makes Big Investments in Savannah Extensive construction work over the past two years at Gulfstream Aerospace’s headquarters in Savannah, Ga., provided a visible clue that the manufacturer had something big brewing. One new building completed in September 2012 will be used to make the wings and tails for the new G500 and G600 models, and another facility opened last month will house fuselage manufacturing and final assembly.

The new buildings (each more than 400,000 sq ft in area) are part of a sustained wave of infrastructure investment by Gulfstream.

Next year, the company will also open a new 405,900-sq-ft parts distribution center.

The manufacturing process for the new jets will use new autoclave technology, mobile robotic platforms for drilling, multi-panel assembly cell equipment for attaching skin panels and laser radar for high-speed contour mapping of the wing.

Also new at Savannah-Hilton Head International Airport are a pair of new buildings at the Gulfstream Research and Development Center. These ­ facilities accommodate the integrated test facilities that have been quietly working on development of both the cockpits and cabins of the G500 and G600 models. The former Savannah Air facility has been renovated to serve as the base for a busy flight-test operation over the next couple of years, and also for expanded maintenance and overhaul facilities.

This year also has seen the opening of a new human resources center to handle more than 10,000 employees. As part of a $500 million, seven-year expansion plan announced back in 2010, Gulfstream has created 3,100 new jobs over the past four years.

–C.A.

14 NBAA Convention News • October 21, 2014 • www.ainonline.com

“Garmin looks ahead. And I like that.

They’re forward-thinking, and they build that into their equipment.”

– Roger Lipcamon, Director of Flight Ops, Knapheide Manufacturing Co. Back in 1848, forward-thinker Herman Knapheide set up shop in Quincy, Illinois, to build wagons for the pioneers and settlers of America’s Westward expansion. Today, Knapheide Manufacturing Co. is a leading producer of service truck bodies and platforms for commercial vehicles. And they fly a new Garmin G5000™ equipped Learjet 75 to provide a unique, customer-focused brand of service: bringing clients, dealers and distributors together for demos and meetings at their Quincy headquarters plant. “We’ve been doing this for over 20 years,” says ops director Roger Lipcamon, “And it works.” What also works is the Learjet’s Garmin avionics suite. Says Roger: “It’s reliable.

It does what they say it will do. And it can be upgraded. I’m impressed with the capabilities – and I’m happy we made the decision.”

To learn more, visit Garmin’s NBAA Booth (#5046). Or check out our website: Garmin.com/aviation

©2014 Garmin Ltd. or its subsidiaries

G5000

Two new models from Gulfstream uContinued from page 14

limit-load testing. The new test laboratory can process some 15,500 channels of data.

Much thought is already being given to devising a more efficient manufacturing process

for the new models. This will involve the use of precisionbuild carts, increased automation, a new autoclave able to produce large composite airframe sections, greater use of standard parts and various lean manufacturing techniques.

The G500 and G600 will have increased composite content compared with existing

New, larger windows, oval-shaped, of course, are part of the new designs (left). Gulfstream tapped UTC Aerospace as the landing gear subcontractor (below).

Gulfstream models. Composites will be featured in the winglets, nose radome, horizontal stabilizer, elevator and rudder, engine cowling, floor boards, landing gear doors, wing-to-body fairings, spoilers, pylons, dorsal fin and rear pressure bulkhead.

Potential Buyers Buy Into Design

Gulfstream has closely involved prospective buyers in helping to define key characteristics of the new models through its Advanced Technology Customer Advisory Team.

This consultation has resulted in more than 200 design changes, including improved cockpit functionality and comfort, additional storage space, cabin layout revisions, a commitment to common type ratings for G500 and G600 pilots, as well as overall performance goals.

Gulfstream senior sales and marketing vice president Scott Neal insisted that recent product developments at major rivals have not been a significant driver of its latest plans. “We listen to the customer base and determine what to build,” he told AIN. “We have always led the market with our products and our behavior is not changed by what competitors are doing.”

Neal also stressed that Gulfstream remains committed to production of the G450 and G550 models. Part of the company’s thinking on market segmentation is that existing customers of the smaller G280 model will be more inclined to upsize to these existing types. o

16 NBAA Convention News • October 21, 2014 • www.ainonline.com

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Test flying with Honeywell uContinued from page 10

without being able to see the airport through the windshield, but I did find that the inside and outside views matched perfectly, and the transition from one to the other felt natural. As we leveled off above the runway at 100 feet before going around, Wyatt had me yaw the Falcon from one side of the runway to the other while looking at the PFD, just to see how precisely the synthetic vision view matches the real world.

Flying north over Phoenix toward Deer Valley, I spent some time looking at the EVS imagery embedded in the synthetic vision display, creating the CVS view. The

see looking outside the windshield.

As we steered the Falcon back toward Deer Valley, the extended centerline on the synthetic vision display confirmed that we were headed in the right direction. I had moved back to the observer’s seat and watched as we slid down the approach while on autopilot, closely tracking the LPV vertical guidance, which resulted in display of a virtual PAPI with two white and two red lights on the left side of the virtual runway.

A bounty of information filled the PFD: the LPV glidepath indicator, a flight path marker pointed at the touchdown point, flight director cue right inside the flight path marker, a tiny airplane symbol superimposed over the extended centerline showing any crosswind effects by how much it is pointed

This combination shows the outside view with the combined vision (CVS) depiction inset.

Terrain and weather coincide accurately. Making the transition from the PFD view to looking out the window is natural and intuitive.

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challenge for Honeywell designers was not only to get the colors on the EVS image to match the synthetic vision colors, but also to make sure the edges of the EVS image showing the real world outside blended seamlessly into the synthetic vision animated depiction of the real world. Otherwise CVS would look odd and pilots might find that confusing, for example, if a mountain ridge suddenly was split in two where the images join.

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The CVS highlighted features on the ground clearly so I could easily pick out the heat signature of a road or Sky Harbor airport. In the top part of the EVS window, a raft of puffy clouds stood sentinel on the horizon, clouds that I could see on the PFD only because of CVS. Where the ground met the air on the EVS window, the edges of terrain features perfectly matched the edge of the terrain as depicted on the synthetic vision, adding to the realism and comfort of how the headdown view mirrored what I expected to

into the wind, radio altimeter, gear and flaps positions, and much more. I hardly wanted to look outside, and the CVS imagery on the PFD made it so there really was no need to look through the windshield until just before landing.

Once we touched down, the Falcon slowed and the 3-D airport moving map popped into view, and we taxied off the runway to Honeywell’s hangar.

The technology we flew with during that demonstration flight is still under development, although Honeywell has been working on it for a many years. In the Falcon, the test equipment installed in the cabin runs the software that drives the cockpit displays, and the test engineers had to load various configurations between each demo.

“This is all evolutionary,” said Engels.

“We don’t want it to be a dramatic change.

Before synthetic vision was for situational awareness only. Now it’s navigationgrade. And we’re going to a phase where we’ll get [lower landing minimums] credit.

Then we’ll evolve to combined vision.” o

Gulfstreams fly by Thales wire

by David Donald The new Gulfstream G500 and G600 business jets, unveiled last week at the company’s headquarters in Savannah, Ga., not only ushered in a new era for the OEM, but also provided another validation of the expertise in fly-by-wire (FBW) control systems for Thales. The French avionics company is supplying the FBW systems for both aircraft, building on its work in providing the system for the G650. Thales also provides the FBW system for Gulfstream’s flagship ultra longrange G650ER. Thales and Gulfstream began working together in 2004, when the OEM was considering a move to fly-by-wire.

The two companies spent quite some time de-risking the technology with numerous tests, including flight trials with a G550 testbed with FBW in just one channel. Following this cautious approach, a full Thales FBW threeaxis system was selected for the G650 in early 2007. Experience with the G650 validated Gulfstream’s belief in FBW and Thales’s ability to deliver, a longterm partnership.

For the G650ER Thales needed to make only minor adjustments to the software to accommodate the aircraft’s

additional fuel capacity. Recently certified, the G650ER is available as a newbuild machine or by retrofit of existing G650s. The FBW system is upgraded to meet ER requirements through a software update.

Gulfstream’s G500 and G600 have required a different approach, as they are entirely new aircraft with new engines, and thus require new control laws. Additionally, the FBW system is integrated with an active sidestick controller, and the system for the G500 and G600 also includes autopilot-in-the-loop technology. Thales has also made some minor improvements in the system, such as optimization of the computing order.

In terms of hardware, the FBW system comprises two flight control computers and a back-up flight control unit, which use the latest iteration of quad-dual computer architecture and modular packaging. The system controls both primary and secondary flight control surfaces to provide better handling and safety than mechanical systems and increased comfort levels for the passengers. The system also optimizes weight and volume use.

Before the system is applied to an aircraft, it is subjected to several months of

testing, beginning with individual processor cards and then moving to products. The products are then tested on the bench at system level, including actuators. This work is performed both at the Thales Canada facility in Montreal and at the main software development facility in Paris.

Once the system has been tested, the hardware is supplied to Gulfstream for testing in the “iron bird” avionics test rig. The two companies work hand-inhand to optimize the system prior to it being installed in the flight-test aircraft. For the G500 this has already happened. Thales also provides a toolkit to Gulfstream for testing and verification that allows the OEM to make minor tweaks during flight test, which are then incorporated into the master software load.

Thales has gained a major foothold in the FBW market, having been a pioneer of the technology in commercial airliners since the company’s systems were adopted for Airbus aircraft. The company expects more to come, as FBW becomes more widespread in the business aviation sector.

“We see the market moving to flyby-wire from the midsize [jets] and up,” Michel Grenier, vice president of Thales Canada, told AIN. “There are a lot of new programs and they will use fly-bywire, but maybe not in all axes.” o

SPORTY’S TOUTS ‘EASY’ APPROVALS FOR IPAD EFBS Cincinnati, Ohio-based Sporty’s Pilot Shop (Booth 1357) is highlighting at NBAA 2014 its Sporty’s Easy Approval program for iPad use for Part 91F and Part 135 operators. The program is a simple solution for FAA approvals of iPads as an electronic flight bag (EFB) and paper chart replacement using the ForeFlight Mobile app.

“Chief pilots have more important tasks at hand than shuffling the required paperwork involved in this approval process,” said Sporty’s v-p John Zimmerman. “We say, ‘Let Sporty’s do it.’”

The approval program includes a detailed description of the approval process and an execution plan, including templates for checklists, operational procedures and training program. Sporty’s said dozens of corporate flight departments have used the program to gain their FAA approvals for using EFBs. The company invites attendees here at NBAA 2014 in Orlando to stop by its booth to learn more about the iPad approval process and to see demonstrations of its Stratus ADS-B in receiver for the iPad. –J.W.

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www.ainonline.com • October 21, 2014 • NBAA Convention News 21

COME SEE TRUE INNOVATION.

Legacy 500: first midsize jet with digital flight controls, sidesticks and fly-by-wire technology

The first new-generation midsize jet has arrived.

With best-in-class features, found only in upper categories, the Legacy 500 was designed to redefine the midsize class. This aircraft delivers true innovation with unparalleled comfort, technology and performance in its segment.

The inflight entertainment system delivers the ultimate HD experience and offers cabin management on portable devices, providing you with access to your favorite movies, game consoles and the Internet.

The Legacy 500 is the only midsize jet to feature a standup cabin with a fl at floor for eight to twelve passengers, where eight seats may be berthed into four full beds. The wet galley features unique amenities, such as ovens, an espresso machine and even a refrigerator.

The comfort of the extremely quiet cabin is enhanced by the maximum cabin altitude of only 6,000 ft, the best in the category

“This aircraft is a game changer!

With greater range and better field performance than originally planned, the Legacy 500 sets a new standard for the midsize class.”

The ample lavatory’s vanity, with hot and cold water, offers plenty of flexible stowage space, abundant light from the window and a vacuum toilet system. Customers have a variety of materials available to personalize their aircraft, including special wood veneers and the unique offering of exquisite stone veneer for the galley and vanity countertops, as well as the lavatory and galley floors.

— Marco Túlio Pellegrini, President and CEO, Embraer Executive Jets The Legacy 500 is the first midsize jet with digital flight controls, sidesticks and fly-by-wire technology. This makes the aircraft easier to fly, reducing pilot workload and smoothing out the flight. The Rockwell Collins

Legacy 500 – Main Characteristics Specifications Range

(1)

Takeoff distance

(2)

Unfactored landing distance

(3)

Block fuel for 600nm @ M0.80

(4)

Maximum operating altitude Initial climb altitude

(5)

Time to climb to initial climb altitude

(5)

Maximum operating speed (MMO) Maximum payload Payload full fuel

(6)

(6)

Total baggage & stowage volume

Design Goals

Certified Legacy 500

3,000 nm / 5,556 km

3,125 nm / 5,788 km

4,600 ft / 1,402 m

4,084 ft / 1,245 m

2,400 ft / 732 m

2,122 ft / 647 m

2,610 lb / 1,184 kg

2,540 lb / 1,152 kg

45,000 ft / 13,716 m

45,000 ft / 13,716 m

43,000 ft / 13,106 m

43,000 ft / 13,106 m

22 min

22 min

Mach 0.83

Mach 0.83

2,800 lb / 1,270 kg

2,800 lb / 1,270 kg

1,600 lb / 726 kg

1,600 lb / 726 kg

150 ft / 4.25 m

(1) NBAA IFR reserves; 200 nm alternate; 4 pax @ 200 lbs each; baseline aircraft; LRC (Long Range Cruise) (2) SL; ISA; MTOW (3) SL; ISA; 4 pax @ 200 lbs each; NBAA IFR reserves; 200 nm alternate; baseline aircraft (4) NBAA IFR reserves; 200 nm alternate; 4 pax @ 200 lbs each; baseline aircraft (5) From SL; @ MTOW; ISA (6) Baseline aircraft

EmbraerExecutiveJets.com

3

3

155 ft3 / 4.39 m

3

Pro Line Fusion avionics suite features four 15.1 inches high-resolution displays with graphical flight planning capability. Options unique to this class include paperless operations, autobrakes and E2VS (Embraer Enhanced Vision System), which incorporates a Head Up Display and an Enhanced Vision System.

The Legacy 500 not only met design goals, it exceeded targets such as range, runway performance and hot-and high capability, all without compromising fuel efficiency.

The two latest-generation FADEC-controlled Honeywell HTF7500E engines are the greenest in the class. Taking off from airfields as short as 4,084 ft, the Legacy 500 has a range of 3,125 nautical miles (5,788 kilometers) with four passengers, including NBAA IFR fuel reserves. This enables nonstop flights from São Paulo to Caracas, Los Angeles to Honolulu, Teterboro to London, Moscow to New Delhi, Jakarta to Sydney, Dubai to Zurich and Beijing to New Delhi.

MARIANO ROSALES

type certification from the FAA and EASA in 2017 and begin deliveries in 2018. The G600 flighttest program is expected to begin approximately 12 to 18 months after the G500’s, and entry-intoservice is projected to be in 2019.

The new programs last week secured the strong support of launch customers Flexjet and Qatar Executive. Flexjet placed a firm order for six G500s, plus 10 G450s and six G650s, and options for 28 more aircraft. Qatar Executive signed a memorandum of understanding covering a 20-aircraft mix of G500s and G650s.

The G500 can fly 5,000 nm at Mach 0.85 or 3,800 nm at Mach 0.90. The G600 is capable of traveling 6,200 nm at Mach 0.85 or 4,800 nm at Mach 0.90.

The maximum operating speed for both aircraft is Mach 0.925, the same speed as Gulfstream’s G650 and G650ER. Power for

When it comes to long-range flying, the cabin’s where the people who write the checks ride. Gulfstream’s G600 mockup shows off its spacious dimensions and airy feel.

Latitude makes NBAA debut uContinued from page 1

Hawker Beechcraft earlier this year and created Textron Aviation. “Our focus for the last six months has been on integration.” (See story page 28.)

Since the last NBAA, Textron has also certified four new aircraft: the Citation CJ3+, certified in September, which has “a good backlog” of orders, Ernest said (one delivered); the M2 (43 delivered); the Sovereign + (27 delivered); and the Citation X+, the world’s fastest business jet, with a top cruise speed of Mach 0.935 (five delivered).

The company has high hopes for its midsize Latitude, the widest Citation and the first midsize jet with a six-foot cabin height, according to Textron. The development program is two thirds

completed and certification is expected in 2015.

In turboprop news, the company announced an updated King Air C90GTx, available in the 4th quarter of this year.

Textron also announced for the King Air 250 an enhanced payload option (920 pounds) that effectively extends the range 490 nm with six passengers and two crewmembers.

Brad Thress, senior v-p of customer service, announced that the company is extending ProAdvantage, its guaranteedcost maintenance program, to the King Air line, noting that more than 40 percent of Citation owners are members, which “speaks to the value customers see” in the program. In coming months, the program will be extended to cover the Hawker line of business jets as well, he said. In emphasizing its global customer service network and

earlier designs has been eliminated. Inputs are made through a group of five Honeywell touchscreens with large and easy-toview icons. Gulfstream’s familiar cursor control devices (CCD) are integrated into the center console at the head of the hand grips. The console extends aft of the pilot seats, but it is lower-slung, making step-over entry and exit easier.

The CCD gives each pilot control of three of the four main display screens and allows data to be shifted between them in the event of a failure. Gulfstream is considering offering a dual head-up display for the co-pilot position. Out the window and over the nose visibility is expansive. The gaspers are large and located to provide optimum ventilation. The new-design Ipeco crew seats have multiple adjustments. The elbow rests behind the sidesticks also are adjustable as are the rudder pedals. There is ample storage in the sidewalls for personal items.

Two 110-volt power outlets are located aft of the pilot seats.

The finished passenger cabin of each aircraft measures 91 inches wide and 74 inches tall– about seven inches wider and two inches taller than cabins on the current production G450 and G550–and they can be configured for 19 passengers. The G500 has three living areas and the G600 has up to four as well as an optional crew rest area.

Both aircraft have forward and aft lavatories and include a fullsize galley that can be located either forward or aft. The baggage compartment is accessible through the aft lavatory, has 175 cu ft of usable volume and

has additional floor and ceiling tracking to allow for flexible loading. The main baggage door also has been enlarged.

The G500 and G600 also will feature a new seat design with all seat controls located on the inboard armrests and pockets sculpted into the interior arms for more hip room. Some architecture from the Elite interiors developed for the new G650 and later migrated to the G550 and G450 is featured in the G500 and G600, such as the high-tech display of galley and IFE equipment. For now, a 32-inch flatscreen appears to be the largest monitor that will be able to be mounted above a midcabin credenza while maintaining adequate access to emergency egress. However, Gulfstream executives stressed that this is a largely all-new cabin interior design and likely not the final cut. IFE offerings in particular are expected to progress between now and 2017, and a final determination has yet to be made.

Gulfstream plans to use the mockup to elicit and record customer feedback here at NBAA. Accordingly, it is finished in

neutral colors, fabrics and veneers to appeal to a variety of tastes.

The cabin in the mockup also features more built-in storage nooks in the cabin sidewalls and the seats as well as USB charging ports. Both aircraft provide a cabin altitude of 4,850 feet at FL510 and 100 percent fresh air.

The aircraft use the same large oval windows that are on the G650 with dimming provided by a dual roller shade system. The cabin noise level for the G500 and G600 is expected to be extremely quiet, less than 50 dBA. The new latching mechanisms for the cabinetry are also quieter.

“We’ve built lots of flexibility into this cabin,” said William Gay, Gulfstream director of completion sales.

Gulfstream told a press conference yesterday that the new Savannah production line to be used for the G500 and G600 models will represent a “significant” advance over the G650 production line. The G650 line already uses 80 percent fewer fasteners and 50 percent fewer parts than the G450/550. o

its reach, Textron also has one of its mobile service unit vehicles on static display.

Ernest said results of the first three quarters show the company is “off to a really good start this year.” During Textron’s thirdquarter earnings call on October

17, the company revealed thirdquarter revenues up $526 million to $3.4 billion, which includes $398 million contributed by the Beechcraft acquisition. During the quarter, Textron Aviation delivered 33 jets and 30 King Airs, up from 25 jets in last year’s

third quarter (Beechcraft delivered 26 Kings in that quarter).

The Textron Aviation contribution included revenues up $497 million compared to the same quarter last year and a profit of $62 million compared to last year’s loss of $23 million. Backlog at the end of the third quarter is flat compared to the second quarter at $1.4 billion.

“We’ve seen a pretty significant uptick in terms of the demand,” said Textron chairman and CEO Scott Donnelly, “a lot of activity up here, and it’s pretty much across the board.

We feel probably [we] have seen one of the strongest September/ October levels of activity that we’ve seen in quite some time.”

Textron Aviation also announced that its TRU Simulation + Training unit will open a new Citation training facility in Tampa, Fla., as well as a Bell training center in Valencia, Spain. o

MARIANO ROSALES

uContinued from page 1

the pair will come from Pratt & Whitney Canada’s new PW800 engines. The 16,000-poundthrust class PW814GA and PW815GA powerplants have the same core technology used in the company’s family of geared turbofan commercial engines. They have a 10,000-hour TBO and no midlife inspection requirement.

The aircraft’s common cockpits feature the new touchscreen Symmetry flight deck driven by Honeywell Primus Epic avionics and active control sidesticks.

The avionics include Gulfstream’s enhanced vision, Honeywell’s synthetic vision with 3-D taxi and a head-up display system. The full three-axis digital fly-by-wire system offers benefits that include flight-envelope protection, stability augmentation, increased redundancy and reduced maintenance.

The streamlined and highly styled cockpit is the most striking feature of the aircraft’s interior, finished in black leather with metallic accents. Most of the visible switchology found in

The G600 cockpit mockup here at NBAA feagtures a good look at the Primus Epic-based Symmetry touchscreen-controlled flight deck. Sidesticks give pilots a clear view of the big display.

MARIANO ROSALES

Gulfstream G600 mockup unveiled

Textron Aviation has been focused on integrating its new sibling companies over the past few months, and top officials had good things to say about its Latitude program.

Leading the press conference were, left to right, Brad Thress, senior v-p of customer service; Scott Ernest, president and CEO; and Kriya Shortt, senior v-p of sales.

24 NBAA Convention News • October 21, 2014 • www.ainonline.com

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AN ICON JUST GOT LARGER

THE NEW NAVITIMER 46 mm

Innovation meets tradition, as the current incarnation of the Beechcraft King Air 90 gets a performance facelift package. It starts with a pair of scimitar propellers from Hartzell and Pro Line 21 avionics.

Textron blends two iconic brands in their first NBAA co-starring role

by Matt Thurber The combination of two 80-year-old Wichita aircraft manufacturers–Cessna and Beechcraft–under the new Textron Aviation umbrella marks its NBAA Convention debut here in Orlando. With 21 airplanes in production between the two factories, which are about 10 miles apart in Wichita, and a full-service network that is rapidly becoming capable of handling all of the Beechcraft and Cessna turbine models, Textron Aviation (Booth 220) and its president and CEO Scott Ernest continue to invest in new products as the integration of the two companies solidifies.

At the static display, Textron Aviation brought 12 aircraft. The new Citation Latitude equipped

with the first production interior is part of the display and well worth a visit to experience the larger flat-floor cabin and the spacious new flight deck. Other Cessnas include the Citation X+, Sovereign+, XLS+, CJ4, CJ3+, M2, Mustang and Caravan EX. The Beechcraft family is represented by a King Air 350i in Wheels Up livery, a 250 and a C90GTx with a new performance improvement package.

“We’ve been extremely engaged in the whole integration activity,” said Ernest, who commented that the effort to merge Beechcraft and Cessna under Textron Aviation involved two different cultures that weren’t that far apart. There are many cases of family members working

at both companies and everyone understands that “we have a culture built around taking care of customers,” he said. “It’s coming together really well.”

Ernest doesn’t see any overlap in the Beechcraft and Cessna lineup, and he reports that Textron is strongly supportive of its newest division (Textron Aviation) and that, especially for the Beechcraft side, which went through a painful bankruptcy, the company has the financial means to invest in new products.

“We’ve had nothing but fantastic support from Textron,” Ernest said. “When I go there with new product ideas and investment opportunities, the support has been phenomenal.

When we look at the aviation

Cessna’s new Citation Latitude is available for inspection on the NBAA static display line, featuring this production interior. With its flat floor and generously sized cockpit layout, the new-design Latitude is one product of the company’s creative engineering team.

“They like designing stuff, and we’ve got to keep them busy,” said Textron Aviation president and CEO Scott Ernest.

28 NBAA Convention News • October 21, 2014 • www.ainonline.com

environment and what we’ve been through in the last few years, we could easily say, don’t invest, wait and see. But we’ve seen nothing but positive support from Textron, [which says] let’s keep investing. This is the right way to move through this.”

It’s About Branding

While there was plenty of discussion during Textron’s acquisition of Beechcraft about branding, “When we put this together, brands were the most important thing we felt we had to protect,” he said. “It’s worked out well. There are individuals who just bleed Beech King Air, so you don’t want to call it a Textron Aviation King Air. Brands mean a lot. There is a lot of history [with Cessna and Beechcraft]. Clyde Cessna and Walter Beech worked together 80 years ago and started a company together.”

Ernest is especially proud of the Cessna team that designed and built the Scorpion military jet prototype for Textron AirLand and is hopeful of seeing orders for that. The prototype has flown more than 200 hours. “I feel we’re in a pretty good position to get something done this year. We’ve got interested parties outside the U.S.,” he said. “I give our team a lot of credit. They took it from paper to in the air within a two-year time period. That’s the beauty of what we can do here.”

The addition of Beechcraft not only brought new products to the combined company but also added another 500 engineers to the 1,000 at Cessna. “They like designing stuff, and we’ve got to keep them busy,” Ernest said. The engineering teams have already been collocated.

The plan to cross-train employees at the Textron Aviation service center network, which combines the Cessna facilities with the former Hawker Beechcraft Services bases, is beneficial not only for aircraft owners and operators but also from

a sales standpoint. The owners of the 3,000 Hawker jets in the field are happy to have a factory-owned place to bring their aircraft for service, Ernest explained, but this also represents new sales opportunities. “I talked to a guy with a Hawker 900–he loves it–about the service network and cross-training. The next thing you know we’re talking about the Sovereign or X, and we wouldn’t have had that opportunity to meet, without this acquisition.”

Product Investment

Now Ernest feels that much of the integration is done.

“We’re evolving to the next step, which is product investment.

We’ve got business leaders for each one of those families [jets, turboprops, pistons] and we’re actively putting together business plans. We finished the Citation X+, the Sovereign+ and the CJ3+, all [of] what we had in the pipeline. The Latitude is on track and we’ve got four flying.

“The challenge we had with the Citation X+ was that we stretched it 15 inches. Realistically we rebuilt the whole plane.

We had to do all the icing tests on the wings. It’s a very unique plane, when you’re flying at [Mach] 0.935, you have a lot of different items you have to deal with from a certification standpoint, so we had to redo the entire certification of the X. “The Sovereign+, Scorpion, M2, Latitude, all are two- to three-year time frames. Look at the competition; no one does it in that time frame.”

In the second quarter, Cessna shipped 18 airplanes that wouldn’t have been sold “if we weren’t developing new products,” Ernest said. “This business is all about investing; if you stop, you end up like what happened to Beechcraft. You’ve got to listen to customers and respond accordingly, in a timeframe that’s not 10 years.”

The future of business aviation looks even better given recent developments in the used aircraft market. “Used aircraft for sale are trending down,” Ernest confirmed. “Two years ago we had close to $350 million in used inventory [in the Citation and King Air markets].

That number has been cut in half in the last two years. Pricing is finally firmed up on the used

Continued on page 30 u

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Textron blends two iconic brands uContinued from page 28

side. If you have a good plane, I can’t hold onto it. Manufacturers backed off on what they’ve been producing. There was a huge glut of product.”

In the Citation market, the number of used jets for sale that are younger than 10 years is down to about 2 percent, while the King Air number is below one percent. The drop for older airplanes has been significant since it peaked in 2009/2010, with the Citation number now down to about 7 percent and the King Air number at just over 5 percent. “[The improvement] probably started about the fourth quarter of last year,” said Ernest.

“More people have stepped into the market. I’m not saying it’s all done and we’re on the road [to a rapidly growing market], but it’s just better. Discussions with customers are on the increase, sales guys see much more activity with respect to the products and their ability to sell. We’re going to get to the point where it’s going to feel better for everybody.”

Better times for Textron Aviation means more new products. “It’s supply and demand,” Ernest said. “Look at any market, with respect to what’s available on the market that you can buy.” When automobile manufacturers cut production during the recession, used car prices eventually climbed. “You’ll see the same thing in aviation; a good used plane commands top dollar right now,” he said, “and that moves pricing up.”

Even though the inventory of good used airplanes is shrinking, manufacturers still have to make new products attractive. “You have to give people a reason to buy new,” he said. “If you just

Cessna’s Latitude, which is currently in flight-test mode, “continues to outperform our expectations,” said Chris Hearne, Textron’s v-p, jets. The Garmin G5000 Intrinzic flight deck opens up volumes of space, giving the cockpit a clean airy look and feel.

do a small tweak, they’ll keep their own product. The Latitude is good example with respect to new avionics, a new cabin diameter and new suite of comfortlevel [features], which will make it a very productive machine.”

While he didn’t provide specifics about possible niches that could be filled in the Beechcraft and Cessna product lines, Ernest signaled that there are plans to develop new airplanes.

“I love producing new products,” he said, “it gets me excited every day. We’ll continue to use all these resources and investing in the future and making sure Kriya [Shortt, senior v-p of sales and marketing] has got plenty to sell. I feel very good about where we’re at and the positive direction of the team.”

Product Update

Textron Aviation’s jets have seen four certifications achieved since December 2013, including the X+, the Sovereign+, the M2 and CJ3+. A number of international approvals are underway, reflecting growing interest

New-design, four-blade, 96-inch-diameter propellers from Hartzell add significant thrust to the King Air C90GTx. Takeoff and climb improve markedly. Dual, aft body strakes and Rockwell Collins Pro Line 21 avionics are part of an available performance package.

worldwide. “We are global,” said Chris Hearne, vice president, jets, “and we need to be in other countries.”

The newest jet in the Cessna line is the $16.2 million Latitude, which features a larger six-foot stand-up cabin (77inch width) with a flat floor.

The production interior on Latitude P2, which is at the NBAA static display, shows off what Cessna designers, led by Cynthia Halsey, have been able to do with all that space.

The layout has a two-seat divan opposite the cabin entry door and four seats in club configuration with two tables, then two forward-facing seats with slimline tables. There is one belted seat in the lav/closet for a total of nine passenger seats.

Interestingly, the forward-facing main cabin seats were able to pass dynamic seat testing requirements without shoulder harnesses. Airbags are embedded in the divan and the surrounding bulkhead, a more elegant way to meet dynamic testing requirements for side-facing seats without using bulky airbag seat belts.

There is also an airbag for the belted closet seat to protect legs during an accident.

The cabin windows are 30 percent larger than those of legacy

30 NBAA Convention News • October 21, 2014 • www.ainonline.com

Citations and are surrounded by two-inch wide opaque reveals.

An optional feature is LED lights within the reveals, and the lights can be dimmed. Twostage mechanical manual blinds are used; one stage cuts off light entirely, while the other lets some light through.

The Latitude is Cessna’s first jet with an electrically operated entry door. A clutch release mechanism allows the door to be operated manually in case of electrical or motor failure.

The cockpit is much roomier, thanks to the larger fuselage and the cleaner-looking Garmin G5000 Intrinzic flight deck.

During flight testing Cessna has been able to extract more performance from the Latitude, and long-range cruise has climbed to 2,700 nm, up from 2,500 nm (four passengers, NBAA IFR range with 200-nm alternate). The sea level ISA takeoff distance over a 50-foot obstacle is now 3,668 feet, down from 4,030 feet. “The Latitude continues to outperform our expectations,” Hearne said.

On the turboprop side, Christi Tannahill, senior v-p, turboprop aircraft, announced updates to two popular models, the 250 and C90GTx, both of which received FAA certification in time for the NBAA show. The 250 will

be available in an increased gross weight option, with mtow of 13,420 pounds, adding 920 pounds to mtow and 870 pounds to useful load. This should appeal to buyers in countries where turboprop pilots require type ratings as the increased mtow moves the 250 IGW into the commuter category and requires a type-rated pilot in the U.S. The improved payload boosts high-speed-cruise range of the 250 to 1,412 nm, up from the baseline model’s 957 nm. The option will cost an additional $150,000 (base price is $6.1 million) and will include one type-rating training event. It will also be available as a retrofit for existing 250 models for the same price.

A performance improvement package has added new features and capabilities to the King Air C90GTx. The most obvious is new 96-inch-diameter, sweptblade Hartzell propellers, which add significantly more thrust and improve the climb rate and reduce takeoff distance over a 50-foot obstacle to 1,984 feet from 2,575 feet. Another external change is dual, aft body strakes and the Pro Line 21 avionics are updated with new speed cues. The C90GTx with the improvements is at the Textron Aviation static display. o

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More mobility for the world

Originally designed as a three-screen setup for a helicopter application, Universal’s InSight suite is upgraded to four 10.4-inch screens for business jet use. Though Universal has new-aircraft applications in mind, InSight works well as a retrofit, as demonstrated on the company’s Citation VII testbed.

Universal Avionics unveiling InSight integrated flight deck

by Matt Thurber has decided to offer a full avionics suite for business jet cockpits. InSight was actually launched (although not by that name at the time) by MD Helicopters when it announced in March 2013 it had selected Universal Avionics to manufacture a new integrated IFR flight deck for the MD902 twin-engine helicopter. Many of the components of the MD902 system are found in the business jet InSight flight deck, too, but the market for Part 25 jet retrofit and potentially forward-fit (new jet) applications is far larger than for helicopters, so launching Universal’s new InSight is a logical and expected move.

OEM and Retrofit Markets

While the new InSight flight deck is targeting OEM applications, and Universal is actively discussing opportunities with airframe OEMs, according to Robert Clare, director of sales, the retrofit market offers plenty of opportunity because of the way InSight is designed.

Instead of just ripping out every piece of avionics and associated wiring, InSight is optimized to adapt to existing products

MATT THURBER

Shortly after the NBAA Convention exhibit hall opens this morning at 10 a.m., Universal Avionics Systems will unveil an ambitious new product line (at 11 a.m., Booth 273), an integrated flight deck–called InSight–that leverages the company’s avionics expertise and also vaults it into the ranks of manufacturers of full avionics suites for Part 25 business jets. A demonstration rig of the new flight deck is available in the booth, and NBAA attendees can also see the InSight system installed in Universal’s Citation VII at the Orlando Executive Airport static display.

It comes as no surprise that Universal

Universal Avionics is a conservative company and doesn’t jump into new markets without careful consideration. But it is also an innovator, having pioneered the flight management system (FMS) for business aircraft, adopting at an early stage the LCD for cockpit displays and then certifying the first synthetic vision system for Part 25 jets. It seemed like it was just a matter of time before Universal developed a fully integrated flight deck, and now that time has come.

Universal’s “Next Generation” synthetic vision includes far more realistic depictions of the airport environment (left), including images of airport buildings; and terrain (right), compared with previous technology. Universal focused on enabling InSight to “play” well with previously installed equipment in retrofit applications.

32 NBAA Convention News • October 21, 2014 • www.ainonline.com

so that owners don’t have to lose the investment in some installed avionics. For example, the InSight installation in Universal’s Citation VII interfaces with the Honeywell bus, which is ASCB-based, so operators can keep the Honeywell radios, autopilot and Primus 880 weather radar.

“We’re striving for the proper level of product integration into InSight,” said Clare. “Customers have made investments in avionics over the years, they’ve had to do RVSM, multiple Tcas changes, the Taws mandate, so we didn’t want to force our market to throw that investment away. It’s the right balance of integrating functionality and supporting those investments.”

The result is a relatively cost-effective upgrade, which will be offered by Universal dealers at $250,000 for a three-display system or up to $375,000 for four displays, engine instrumentation and many other features, such as the system installed in the Citation VII. The MD902 InSight system uses three EFI-1040 LED-backlit displays in landscape orientation, while the Citation VII retrofit offers four of the same 10.4-inch displays in portrait mode, replacing the original Honeywell SPZ-8000 system’s CRT displays. The supplemental type certificate (STC) for the Citation VII will cover about 190 of those and also about 30 later-model Citation IIIs. “This is an appropriate airframe for us to do this development,” said Dan Reida, Universal’s vice president of sales, marketing and support. “There are no other options for the Citation VII owner.”

Owners of many other aircraft types will be able to consider an InSight upgrade, too, because Universal has developed STCs for 35 types for upgrades to its EFI-890 displays and other products. InSight uses many of the same interfaces that were incorporated in the 890 upgrades, so those STCs still have some life left and could easily be adapted to the 10.4-inch displays– which are also new for Universal–and other InSight products.

Summarizing the benefits of InSight and the reason that Universal undertook this effort, Reida outlined key factors that led to the program: • “We’re focused on innovation,” he said.

“We’re very proud of our synthetic vision, and we’ve got a long history with that.”

• “It’s feature-rich. Customers demand a lot of features and functionality. We’re proud of the initial release but will keep building on that.”

• “Reliability is key. The return on investment for somebody undergoing a retrofit would be to improve reliability.”

• “Flexibility. We leveraged our experience with the EFI-890s for flexibility in the interface, even flexibility with the hardware, and the configuration, look and feel. Pilots have a lot of control of what they see and when they see it.”

AIN Introduces Gama Aviation

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In the following pages we hope to shed more light on Gama Aviation and how it builds long-term client loyalty based on a commitment to delivering exceptional service.

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BUILT TO SERVE

Gama Aviation’s charter and management teams provide the service that is both demanded and trusted by their clients.

“The Gama Way requires us to constantly look at how we can improve. We don’t want to stand still. Good really isn’t good enough–we must strive to be exceptional,” said Duncan Daines, Gama Aviation’s Chief Marketing Officer. “Do we want to be the biggest? No. Do we want to be the company that clients and prospects demand? Absolutely.”

It’s an understanding that permeates the entire Gama Aviation organization: every employee from the boardroom to hangar floor, every facility from East to West, every aircraft from the cockpit to the cabin.

A MANAGEMENT TEAM FOCUSED ON CLIENTS’ NEEDS, NOT STRUCTURES

“When Steve [Wright, Gama Aviation’s COO] and I started the company back in 1983, we started with one aim: deliver a service that surpasses our clients’ expectations. Thirty-one years and more than 600 employees later we maintain that same basic philosophy,” said Marwan Khalek, CEO Gama Aviation.

“The ‘can-do’ attitude starts from Marwan and the rest of the senior management team,” said Tom Wells, General Manager, Gama Aviation, U.K., “and descends all the way through the company. It’s liberating knowing that in reactive situations you have the backing of the organization to find a solution. For example, if a client needs our help now, it’s: ‘All hands on deck. Let’s find a solution, make it happen safely and then improve on it.’” Paul Cremer, Commercial Manager, U.K., added, “We have a wealth of experience to draw upon, but we never get complacent. In this industry you can’t be; you always have to be at the top of your game.”

A BUSINESS BUILT TO SUPPORT CLIENTS’ NEEDS, GLOBALLY

Thomas Connelly, President, Gama Charters, U.S., explained, “Gama Aviation’s footprint around the U.S. and the globe is strategic, designed to support our clients’ needs. There is no better example of this than the development of our maintenance network, operating Part 145 repair stations in West Palm Beach, Florida; Las Vegas, Nevada; Van Nuys, California; Teterboro, New Jersey; and Stratford, Connecticut.”

The U.S. repair stations support Gama Aviation’s managed fleet of private jets and Wheels Up’s fleet of King Air 350i and Cessna Citation XLS aircraft. They also do “third-party work for fractional providers and anyone else that owns an aircraft and wants maintenance,” he said. “These stations are all about AOG [aircraft on the ground] and line maintenance. With strategic locations on the East and West Coasts, we have resources to get maintenance done on the road when there’s a problem.”

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However, it’s not just on the maintenance side where the business has been built around clients’ needs. Gama Aviation has Air Operator Certificates (AOCs) in the U.S., U.K., Bermuda, Switzerland and Dubai, providing flexibility for clients across borders. “If a customer wants to base or fly his airplane from the U.S. to London and fly short hops in Europe after that, we can handle it,” said Connelly. “Alternatively, a client could fly commercial to the U.K. and fly around Europe using our fleet of charter aircraft. Likewise, if you don’t want to fly your Falcon from the U.S. to Dubai, you can do the same thing.”

Connelly added, “Our organization is big enough to support our clients’ needs and deliver economies of scale in fuel, personnel, training, components and operations, but it’s not a huge institutional company. As we did in 1983 in the U.K. and 1985 in the U.S., we focus on what our clients’ needs are and build the infrastructure and capability to support them now and in the future. Our global investment in engineering bases, FBOs and talent are all tangible examples of this way of thinking at work.”

PERSONAL SERVICE AT EVERY LEVEL

As Connelly mentioned, unlike some of the larger, more institutional aviation management companies, Gama Aviation works hard to create deep relationships with its clients. Key to this is the use of dedicated account managers. “All the owners of aircraft we manage in the U.S. have my cellphone number, if they want to go above their account manager,” said Connelly.

“Marwan also knows all the owners, and some prefer to talk to him, and they do. It’s the way Gama Aviation has been since its inception: we are accessible at every level to our clients.

“Each account manager knows the owner well, or

his or her personal assistant [PA],” Connelly continued.

“Many management companies will have the lead pilot as the accountable manager for the aircraft. But if there’s a problem with the lead pilot or other crew members, this can be problematic to the relationship. Our crews are under an account manager, so the owner or the PA can confer directly with the manager,” Connelly said. “Experience has shown that this is by far the best way to manage what can otherwise be a complex relationship between the aircraft, crew and owner– plus we have the right people focusing on the right tasks.”

This attitude of personal service combined with a global capability allows Gama Aviation to seamlessly maintain its service levels. “The fact that our clients can fly from the Middle East to Europe and onwards to the U.S. and experience Gama Aviation at each destination is relatively unique,” said Oliver Hewson, Commercial Manager, MENA. “For example, we had a recent charter client traveling around Europe. Our U.K. team organized small, personal gifts for him, his wife and family; and arranged meet-and-greets at our other bases to ensure service continuity at every stop off.”

EXCELLENCE IN THE AIR

Anne Chuard, Group Director of Cabin Services, and Anita Gelder, Cabin Crew Manager, manage the schedules, training and hiring of all Gama Aviation’s flight attendants (FAs). To them, training is especially important.

“We all work to the same high standards,” said Chuard. “Our training program includes advanced service training, sommelier skills, tea preparation and silver service training,” she explained.

“At our annual refresher course, we talk about new trends in

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waters and teas, such as flower-bomb teas, local delicacies, things specific to individual regions and new restaurants for catering. We brainstorm new ideas to provide better service.”

Gelder oversees all catering for charter and management flights arranged at the Farnborough location, including for the company’s managed Learjets, which normally don’t carry flight attendants. “We developed a catering system for the Learjets,” she explained. “This includes a special menu and tray that fits nicely on our smaller aircraft. This innovation allows our service delivery to be modulated across different aircraft capabilities, flight durations and client needs.”

To keep track of passenger preferences, the flight attendants use a database that is part of Gama Aviation’s AIROPS 5 software.

Said Gelder, “We have profiles of our regular passengers. I make sure their favorite snacks, drinks, magazines and newspapers are on board. For example, because I know the owner of one of our managed aircraft likes a certain type of Iberico ham, I’ll buy it for him in Spain and ask if he would like a few slices to take home. If children are on the flight, I’ll get special things for them.” Flight attendants keep the profiles current by filling out a flight report after each trip. “Did the passengers have apple or orange juice?

Was it one ice cube or two with their drinks? What kind of bottled water do they like?”

Gama Aviation uses caterers in many locations. “I have

recommended caterers I have personally used, and I approve any new ones we have not used before,” Gelder said. “For example, in a small, remote airfield, I might cater the aircraft from a well-known hotel or nearby Michelin-star restaurant. We meet with the chef to go over the orders.”

“Being client-focused is about real attention to detail,” Chuard explains.“Just the other day we had a high-profile client who has a brand extension in fragrances. So for that particular flight, all the usual fragrances and personal care products from the aircraft were removed and we replaced them with products from the client’s line. This is second nature to our ground and aircrews. They have an interest and passion for making this happen–it’s a trait that is almost impossible to train; you either have it or you don’t.”

EXCELLENCE AT THE FRONT OF HOUSE RELIES ON EXCELLENCE AT THE BACK

“Whether charter or managed, clients want to fly with a safe operation focused on their needs,” said Cremer. “When a direct client or a charter broker books a flight, the first things that go into our task diary are the parts of that flight that you can’t do without the relevant permissions: things like landing slots, parking permissions and overflight and landing clearances. This diary lists the events that must take place to get that aircraft from A to B and back again. So right at the booking phase, the

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commercial department will flag the most important parts of that flight so these get done first. This way, on the day before the flight, we don’t get any showstoppers.”

By way of example, Connelly recalled, “A broker called us after getting a quote, just a price, from another charter operator, but nothing was said about crew duty limitations. This may seem a small point when trying to acquire the business, but all it does is postpone a major service delivery problem until later. When brokers get a tricky flight, many will call us because they know we’ll look after them and all aspects of their flight will be perfectly executed.”

Gama Aviation’s flight planners also use a “pre-dispatch checklist” for every flight they arrange, explained Hannah Smith, Head of Risk Management, Gama Aviation. “They do a series of hazard analyses for the mission that includes everything from pilot experience–‘Does the crew have the right blend of experience for operating into this airfield?’–to the security situations in the area.” This pre-dispatch checklist provides a rating on security from one to five; if the rating is three or more, the flight is flagged to a higher level of management and then further to a security committee.

“We also work with a company that provides information on the stability of areas,” Smith continued. “Are there areas we should avoid or controls we should put in place? If a client needs to get into a hostile area, we can provide close protection or specific routings to avoid situations. We also work with people on the ground. If we believe there is a serious hazard to the crew or aircraft, we will offer other options. But if a charter client remains adamant about making a trip to a particularly dangerous destination, then we may just have to decline that trip.”

ABOUT GAMA AVIATION Gama Aviation, a global business aviation services organization, was founded as Gama Aviation Ltd. in 1983 in the United Kingdom by Marwan Khalek and Stephen Wright. Gama Aviation Group currently employs more than 600 people and operates more than 100 business aircraft around the globe at 25 bases across four continents. Gama Aviation’s global headquarters is located at Farnborough Airport in the U.K.. Its American headquarters is in Stratford, Connecticut, its Middle East and North Africa headquarters in Sharjah and its Asian headquarters in Hong Kong.

Gama Aviation companies and affiliates hold EU-OPS, FAA and UAE GCAA Charter Certificates; EASA, FAA and GCAA Part 145 Maintenance Approvals; EASA Part 21 Design and Manufacture Approvals and collectively offer business aircraft management, charter, maintenance and design, travel, valeting, FBO Executive Handling and aviation software services.

The group remains majority owned by its founders; in 2007 the group received an equity investment from Growth Gate Capital Corporation, Crescent Enterprises and a small number of other strategic partners. The Group’s website is www. gamaaviation.com.

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SHARJAH FBO SHIMMERS

Gama Aviation used its trip-support knowledge to build a strategically located FBO to provide a better experience for its clients.

“Many members of the airside team at Gama Aviation’s Sharjah FBO have been working at Sharjah International Airport for much of their careers, and their knowledge of how the airport ramp functions is exceptional,” explained Oliver Hewson, Commercial Manager, MENA. “We have combined this knowledge with the very best front-of-house staff, so at any point during a client’s brief interaction with us they experience exceptional service underpinned by years of experience.”

The executive lounge was designed and built from the ground up by the Gama Aviation management team, with input from the staff at Gama’s headquarters in London and the UAE regional headquarters. “A multitude of combined skills have shaped the FBO from the perspective of being an operator, a crewmember and, most important, a VIP passenger,” Hewson said. He described the level of finishing inside the Sharjah FBO’s lounges as akin to that of a five-star hotel. “Every detail has been considered, even down to the fragrances and sounds used, in order to make it a special environment for ultra-high-net-worth individuals traveling through Sharjah.”

EXCELLENCE ON THE GROUND

Before any aircraft movement, the FBO’s staff takes into account the possible requirements of each passenger. “It may sound clichéd, but it’s the details that have set us apart from other FBOs,” said Hewson. “For example, we get a lot of compliments about the ease of our invoicing system.” Gama Aviation staff presents invoices on an iPad to pilots, which the pilots sign electronically. Where necessary, the FBO can collect payment on the spot. The invoice and receipt are then e-mailed immediately to the operator.

The best way to demonstrate how Gama Aviation’s Sharjah FBO regularly surpasses clients’ expectations in its never-ending pursuit of excellence is with a few actual examples: • “The other day it took 12 minutes for the FBO to clear passengers of a G450 from Europe through customs and immigration and then transfer them and their luggage to a waiting helicopter that flew them to the seven-star Burj Al Arab hotel,” Hewson proudly recalled.

• A flight with a large group of high-profile passengers had to divert from Abu Dhabi to Sharjah due to heavy fog. “With only 15 minutes’ notice, our team was able to hire several cars for the passengers to use to drive to Abu Dhabi, and we loaned them a few of our own FBO vehicles, as well,” Hewson said. Gama’s vehicles were returned on low-loaders the following day.

• Gama Aviation had reserved rooms for a flight crew in a local hotel, but upon checkout, it turned out that the crew had no way to pay the bill. So the Sharjah FBO’s deputy manager drove to the hotel to pay the bill using his credit card.

“We use information and insight to tailor the experience to what we believe caters to every conceivable need of crew and passengers,” Hewson said. “This is certainly one of the main strengths of Gama Aviation, as a group.”

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COORDINATING & Controlling movements Behind the scenes two powerful systems control many of Gama Aviation’s ground and air operations.

The good news is you can buy these systems, too.

About Airops Software Part of the Gama Aviation Group, Airops Software Ltd. is based at Farnborough Airport in England. In 1988, the company introduced its first product, AIROPS, designed to support aircraft operators and brokers in the commercial, operational, technical, financial, marketing and management aspects of their businesses. The flexible modular format of AIROPS, now in its fifth generation, allows users to match the system to their exact requirements. AIROPS 5 also provides links to a variety of external third-party systems, such as charter-aircraft availability websites and external auditing companies.

AIROPS Movement-Exec is a management system designed to help airports, handling agents and FBOs run operationally proficient and financially profitable businesses. Its key functions are the accurate logging of aircraft movements, the allocation of charges and the production of invoices.

Airops Software also provides IT consultancy separate from its software products.

Previous projects have included a scheduledflight ticketing system, a dispatch-control communication system for an air ambulance operation, a hub-and-outstation billing system and numerous other projects.

Customers of Airops Software products include Airbus, Dassault Aviation, Jet Aviation, London Executive Aviation, Air Charter Scotland, Newcastle International Airport, Ruslan International, the Royal Air Force, Synergy Aviation, Bristol Flying Centre, TAG Aviation and Titan Airways.

“When people hear about Airops Software, the Group’s software business, they often see it as a strange thing to be involved in. We just see it as common sense,” said Duncan Daines, CMO of Gama Aviation. As the company’s nascent aviation business grew 25 years ago, the need to have a way to control operations in the air and on the ground became apparent. Rather than buy an off-the-shelf system, Marwan Khalek, who founded Gama Aviation with Stephen Wright, decided to start a business to develop Gama Aviation’s own software and offer it to others. Today Airops Software boasts an impressive list of clients that is continually growing worldwide.

Daniel Tee, Managing Director of Airops Software, attributes its success to one thing. “We understand that we are providing a system that enables promises,” he said. “A trip is a series of complex interactions, and if one fails, then that promise is broken. The system, therefore, acts as a prompt to ensure that users minimize process failures and the consequences that may have for your business and reputation.”

The oldest Airops Software customer is Gama Aviation itself, the next being U.K. charter airline Titan Airways. According to Graham Baguley, operations director, Titan Airways, “Airops Software has supported our operation for over 20 years, providing us with the means to rapidly and accurately provide our clients with competitive pricing.”

Based at Farnborough Airport in the U.K., Airops Software now offers two products, both of which can be tailored for the customer: AIROPS 5 for aircraft operators and brokers; and AIROPS Movement-Exec, for airports, handling agents and FBOs. “Our systems are unique in that they were developed by people in the industry,” Tee said. “This gives us a natural advantage over our competitors, as we know the needs of our customer base because we work with them every day. It isn’t, therefore, an abstract software development exercise.”

AIROPS 5 “When managing aircraft, a management company carries a lot of costs for the owner, so it is critical to the company’s commercial success that it can accurately and quickly pass those costs on to the owner,” Tee said. “So one of the major strengths of AIROPS 5 is to provide fast and accurate quotations to help reconcile the costs. With the increase in regulation, such as those relating to flight-time limitations of crews and training records, it’s important to have a central repository of all the information.”

Introduced in 1988 as AIROPS Aviation Management, the system has undergone continuous development as the IT needs of aviation organizations have changed, resulting in the current AIROPS 5. The flexible, modular format of AIROPS 5 allows users to match the system to their own requirements. It also contains links to external, third-party systems, such as external auditing companies and websites showing the availability of charter flights.

AIROPS Movement-Exec AIROPS Movement-Exec is designed to help manage the handling of aircraft and the billing for the services provided. “It has both an operational side and a business side,” Tee explained. “You can enter the aircraft schedule and service requirements, such as catering, newspapers, toilet cleaning and external cleaning, and the crew requirements for a hotel and transport. These can be booked in the system, which manages the delivery of them, and gives the operations staff a centralized view of everything that’s going on.”

SUPPORT As well as these two products, Airops Software also offers a wide range of IT support services for small and medium-size enterprises. “The SME sector is underserved by reliable operators and even though our heritage is aviation based, we intrinsically understand the needs of those businesses,” said Tee. For information or an online demonstration, please call +44 8448 022 110.

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Las Vegas New York West Palm Beach London Geneva Dubai Moscow Hong Kong

For over thirty years we have provided global aviation and travel services to family offices, individuals and corporates, saving them the most precious commodity - time.

To find out how we may help you, please call: +1 203 337 4670 +44 1252 553020 Charter. Management. Maintenance. gamaaviation.com

MATT THURBER

• “It’s user friendly and has innovative pilot interfaces.”

• “It’s consolidated. We’re striving for the proper level of product integration into InSight, but not too far.”

• “[We offer] high value. Engineering focused heavily on minimizing the costs, both recurring and non-recurring. We want our customers to realize a high value for what they invest.”

• “InSight is easily installed and configured. We have a lot of experience with our dealers as they installed the 890 systems and the challenges they faced, configuring multiple displays. We have a good tool to help dealers with design and installation.”

InSight Elements

MATT THURBER

The heart of an InSight cockpit is the big EFI-1040 displays, but it’s what interfaces with cockpit displays that makes pilots appreciate an avionics system.

The main pilot interface is the Electronic Control Display Unit (ECDU), which has the same user interface as the latest Universal Avionics SBAS FMS. The FMS remains a significant part of an InSight installation, but not as a separate unit installed in the cockpit pedestal. Instead, InSight marries the ECDU, which has its own display, with an alphanumeric keyboard. In the Citation VII installation, both are adjacent to each other so it looks like a traditional FMS, but there is no physical reason why they need to be next to each other besides ergonomic considerations. So the ECDU is the primary FMS control, and the keyboard interfaces with the ECDU,

although the keyboard also has FMS function keys along the top, mimicking standalone FMS controls. The advantage of splitting up the FMS controls into a separate ECDU and keyboard is that some installations will already have a modern Waas-capable FMS, and there is no need to replace that FMS. The ECDU employs graphical icons that will be instantly familiar to any pilot flying with a modern Universal FMS. The Universal Reference Set Panel is placed in a convenient spot, usually at the center glareshield, and is used to set heading, altitude preselect and speed.

Universal has had a cursor-control device for years, used as part of its Application Server Unit to interface with charts on some installations of the EFI-890 displays. A newer version was developed for the MD902 InSight flight deck. In that system, the device needs to be mounted on the cyclic and requires more pointand-click opportunities for managing the avionics because helicopter pilots don’t always have a free hand to adjust something on the instrument panel. In the InSight cockpit for the Citation VII, the Cursor Control Panel (CCP) is mounted in the pedestal between the seats and features an inverted cone for pointing and two buttons (A and B) for clicking.

New Data Concentrator Units (DCU II) were developed for InSight, and these are what make it possible to interface with older avionics in the aircraft. In addition to analog-to-digital data conversion, the DCU IIs convert data to the Ethernet standard and connect to InSight’s Ethernet bus. A new SD Card Server makes

InSight’s electronic control display units (ECDUs) are married to an alphnumeric panel, making it appear like a traditional flight management system–specifically (and not surprisingly) Universal’s own SBAS unit.

MATT THURBER

Universal’s strategy with marketing InSight clearly targets legacy business aircraft such as the Citation VII. For that reason, the system is optimized for interfacing with existing equipment, so operators of these capable aircraft are not obliged to abandon their investments in avionics they may have installed over the years.

database updates easier, although wireless updating is under consideration and wouldn’t be difficult to implement.

InSight Functionality

The InSight cockpit features what Universal says is its next-generation synthetic vision system, with extremely realistic-looking terrain and water. Instead of just drawing blue water for lakes, rivers and oceans, Universal engineers crafted an algorithm that considers the reflectivity of the water. “[Now] you will see the reflection and the shimmer of water,” said Universal CEO Paul DeHerrera.

The idea is that subtle elements such as reflections give the viewer cues to their location. “This is the way water should look,” he said. In addition, the terrain’s relative sharpness decreases with distance to help enhance depth perception.

The 3-arc-second worldwide terrain database includes an improved algorithm for terrain shading to increase terrain clarity, which also includes improved depictions of ice, where appropriate.

Airport charts are Arinc 618-compliant high-resolution maps, which include depictions of airport buildings as well as detailed runway and taxiway information. About 600 airports are available in this style; other airports use standard FAA-type markings. Pilots can add an extended centerline to make finding runway ends easier.

A key feature of the original Vision 1 synthetic vision was the exocentric “bird’s-eye” view, where the pilot could select between a perspective looking forward from the cockpit or looking down on the aircraft from above. Now InSight’s synthetic vision offers a choice of camera angles. The choices are three: two different locked-in views and one where the pilot can choose the viewing angle. Universal will even add a customized paint scheme to the animated bird’s-eye view aircraft, which naturally replicates the aircraft type.

Pilots can use the CCP for graphical flight planning on the MFD. All charts include own-ship display. Radio control is via the ECDU, or the pilot can click on map elements to select frequencies.

InSight also provides suggested frequencies based on the aircraft’s location, including labels to identify the frequencies.

One handy and unique new feature came from a suggestion from Universal Avionics president and chairman of the board Ted Naimer, who flies the company’s Challenger and thus provides plenty of feedback on Universal products. This new feature is a simple way to display the remaining distance of runway from any intersection or point on a runway. Just click on the runway anywhere on the taxi chart, and the distance to either runway end pops up.

InSight supports reception of SiriusXM weather via a Heads Up Technologies receiver, but it also can incorporate FIS-B weather via ADS-B in. Airport weather conditions are shown in color coding to indicate VFR, IFR, etc.

The ability to replace all of the oldstyle engine tapes and gauges on older jets is a real advantage of InSight. Engine instruments can be displayed in compressed format on the PFDs and are fully displayed on the MFDs. Pilots can configure the layouts on the PFDs and MFDs to suit their preferences and store these layouts for each time they fly, including layouts specific to the left or right seat positions. Up to 31 layouts can be stored, and a fleet operator, such as an airline, can lock the layouts so pilots can’t change them.

Future Additions

For more efficient flight planning, the follow-on version of InSight will add Universal’s InSightConnect feature, allowing the pilot to load a flight plan created on an iPad directly into InSight. So far, Universal has done this using ForeFlight Mobile and Jeppesen’s Mobile Flite-Deck. Pilots will have to confirm that the information from the iPad is correct and accept it before the flight plan actually is accepted by InSight. “That’s the safety handshake the FAA requires for uncertified products sending something to avionics,” said Reida.

Continued on next page u

www.ainonline.com • October 21, 2014 • NBAA Convention News 33

Universal’s InSight uContinued from preceding page

InSight In-Flight

I flew the InSight-equipped Citation VII with Universal senior flight test pilot Joel Glunt in September to get a feel for the new system and see how it performed in real-life operations. The weather was perfect, which means that we didn’t get to see how synthetic vision looks when flying in IMC surrounded by mountains.

We flew the RNAV (GPS) 21 approach

into Cochise County Airport in Willcox, Ariz, then the RNAV (RNP) 11L approach to Tucson, which includes a nicely curved leg over nearby mountains.

Two ECDUs and keyboard units fit nicely in the Citation VII’s pedestal between the seats, with two CCPs at the forward end of the stack within easy reach. The four EFI-1040 displays are not festooned with buttons and knobs; all controls are via the CCPs, ECDUs and keyboards. Each pilot has control of two displays, although cross-control of the opposite displays is available. The PFDs each have two insets, typically displaying traffic and moving map info on one side and flight planning on the other; or engine instruments can replace those two insets.

Weather radar can display on one of the insets, too, but charts aren’t displayed there, as that would be too cluttered.

Moving the cursor with the invertedcone CCP is easy, and any element that can be interrogated lights up when the cursor slides over it. Clicking the A button produces information or a pick list of options. The B button allows panning of the moving map, thus avoiding having to zoom way out to see something farther away, then re-zooming in to see the details. The SEL knob (which is the only knob) on the ECDU defaults to the range setting but is used for many other functions such as dialing in frequencies. Of

Senior test pilot Joel Glunt told the author, “If you speak Universal FMS, it’s a no brainer.”

34 NBAA Convention News • October 21, 2014 • www.ainonline.com

Dangerous terrain is clearly visible on the PFD (left). InSight’s uncluttered layout (above) is pilot friendly, helping make the curved RNP approach to Tucson’s Runway 11 (below) a relaxed affair, despite the high terrain in the area. InSight also helps operators of legacy jets to comply with upcoming equipment mandates.

course, frequencies can also be typed in on the keyboard, but InSight’s FMS knows where the airplane is and offers the appropriate location-based frequencies. Another important use for the knob is adjusting the camera angle for the bird’s-eye view on the 3-D synthetic vision display.

If a pilot gets lost in the selections, a simple home button–indicated by a house symbol–returns the system to a familiar place. A back button also simplifies system navigation.

Smart Functionality

User-defined holds can be set up on waypoints, navaids, etc. After the system is powered up, InSight knows the aircraft’s location and pulls up suggested frequencies needed for the departure.

After the pilot inputs the flight plan or pulls one in from an iPad and plugs in weight-and-balance data, InSight calculates takeoff performance, adds V speeds onto the PFDs and provides recommended power settings.

We shot the LPV approach into Cochise County Airport, but the Citation VII’s InSight system with the Honeywell autopilot can’t do a coupled LPV approach, so we set the altitude preselect to below the LPV decision altitude and the autopilot then followed the vertical path.

As we returned to Tucson International, approach control was suddenly busy and kept us south of the approach course until we passed 9,157-foot Mount Lemmon, which we could clearly see, both outside the window and also on the synthetic vision display’s 3-D terrain depiction as well as on the moving-map’s 2-D terrain map. The autopilot smoothly tracked the curved RNP approach path, which swings nearly 180 degrees from a westerly heading back around to line up with Tucson’s Runway 11 Left, all while descending from the 10,000-foot minimum altitude at the last waypoint (HODPU) to 6,000 feet at the initial fix (LIPTE). This was an excellent demonstration not only of how well RNP approaches work and how easy they are to fly, but also of a rather oldish business jet’s transformation into a capable, modern machine, strictly via an avionics upgrade.

MATT THURBER

To help its dealers with InSight installations, Universal’s software designers have created a powerful new Web-based system called the EFI Configuration Editor. This allows the dealer or OEM to design a Universal-based cockpit and output complete configuration details, including pin-to-pin wiring assignments.

This way, the dealer can prepare a blueprint for the installation well in advance and be ready when the aircraft arrives.

Also, the configuration can be saved as a template for similarly equipped aircraft.

This makes it easier to figure out which avionics can stay and play with InSight and which need to be removed.

Universal is expecting to receive the STC for the Citation VII InSight upgrade in the second quarter of 2015. All of the engineering and installation work was done by Universal personnel at the company’s headquarters in Tucson. Subsequent InSight certification programs will be done by dealers.

Ultimately, what Universal is doing with InSight is offering a simpler upgrade path to new capabilities while helping owners manage the cost of upgrading. InSight will also offer options to meet upcoming Fans S 1/A+, ADS-B and other mandates. “This can pull that in economically,” said Reida. “There is a lot of EFIS obsolescence out there and reliability can become an issue. One of those [CRT] tubes in the legacy Citation VII costs tens of thousands to repair.

Features will drive people to [InSight upgrades] more than anything. They want the capability, but keeping an eye on costs is a very critical element.”

The benefits of the synthetic vision were illustrated on short final, when Tucson tower requested that I switch to landing on the shorter Runway 11 Right. Even on a clear day, I found that the synthetic vision view on the PFD was helpful as a confirmation of where we were going.

For any pilot familiar with Universal displays and FMSs, the InSight upgrade will be an easy move. And pilots who aren’t familiar will find the relative ease of use of the InSight interface far more friendly than typical FMS CDUs. As test pilot Glunt put it after we landed, “If you speak Universal FMS, it’s a no-brainer.”

The goal with the InSight design was to adapt to modern avionics requirements while lessening pilot workload.

What became InSight started out more than five years ago with a basic design philosophy, according to DeHerrara, that was refined so that it always retained a basic logical underpinning. “You want to immediately access the things you need or want and build in workload-reduction techniques,” he explained. Company president Naimer has flown with InSight, too, and retains a strong interest in its development. He even has a test rig set up at his home so he can continue providing valuable feedback. o

Jetex Eagle Team lands in new Miami location Jetex opened its new North American office in Miami, Fla., on October 20. The international flight-planning and trip-support

group is transferring its Dubaibased Eagle Team to the new facility in order to have more direct contact with a growing

body of customers from the U.S. and throughout the Americas.

“The overall goal is to offer a closer connection with [business aircraft] operators, and our support staff in Miami can deliver the same array of services as our head office,” said Jetex corporate sales manager Heather Satchwell.

The new office is located just a five-minute drive from Miami

Flight-planning and trip-support provider Jetex has opened new digs in Miami.

NBAA Booth #1885

40 40 is the number of stocking locations Aviall operates around the world.

This allows us to have trained customer service representatives who

International Airport. It opened with six full-time staff, a number that is expected to grow to 15.

Services provided include fuel purchasing, flight-plan preparation and ground-handling arrangements. Under a May 2013 agreement with Honeywell, Jetex offers its clients the flight-support services offered by the avionics manufacturer’s Global Data Center (GDC). The services had previously been available only to operators in North America but through Jetex are being offered in Europe, the Middle East and Asia Pacific regions. They include a special version of the Flight Sentinel system, which monitors airspace and air traffic control conditions to keep flight crew aware of any issues that might impact their arrival or departure times.

know your business and a customized mix of aftermarket aviation parts close to you.

No other aviation parts provider has more parts in more places than Aviall. Aviall Delivers.

Jetex provides a full range of support services, including ground handling.

Proudly Keeping the World in Flight.

aviall.com 36 NBAA Convention News • October 21, 2014 • www.ainonline.com

Last October, Jetex and Honeywell introduced a new application called MyJETEX iOS, which allows operators to plan and manage their worldwide trips. Operators with aircraft equipped with Honeywell avionics suites can access the GDC flight-planning services directly on their cockpit displays.

Another new service from Jetex is its Aircrew ID program, which provides flight crews with a convenient identification card that carries all their key information discretely behind a scannable-QR code.

Jetex operates full-service FBOs in Dubai, Paris and Ireland (Shannon). Through a global network of 19 supervisors covering 36 different airports, the company can coordinate ground handling at multiple locations.

It has regional offices in Kiev (Ukraine), Beijing (China) and São Paulo (Brazil). –C.A.

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Largest primary flight displays for the King Air Powerful capabilities once found only on long-range jets Intuitive, icon-based touch-screen control

NARA panel takes on ticklish issues NBAA Convention attendees are invited to join the National Aircraft Resale Association (NARA) for a panel session on trends and changes affecting new and used aircraft sales. The session, “Current Trends Impacting Business Aircraft Sales,” is

scheduled for Wednesday, October 22, at 3 p.m. in Room S320E and is part of the Management and Aircraft Ownership educational track session.

Set to be an interactive panel discussion, the session will be moderated by NARA chairman

Brad Harris, who is also president of Dallas Jet International. Other panelists include Ed Kammerer with Hinckley Allen; Louis Seno with JSSI and Embry-Riddle Aeronautical University; Chad Anderson with Jetcraft Corp.; Nick Cerretani

The NARA panel will focus on how emerging new technology affects the values of capable, but aging aircraft, such as this 1992 Beechjet 400A.

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with Cerretani Aviation Group; and Mike Kahmann from CIT Business Aircraft Finance.

The subjects covered during the session range from technology changes to financing and economic and regulatory issues.

The technology aspects include how new engines, advanced avionics and passenger cabin communication systems have affected marketability of used aircraft.

The economic focus examines used aircraft value trends and near-term transaction effects.

Financing addresses the impact of availability of financing on sales transactions. And the regulatory issues include current proposed and likely rule changes and their effects on the buying and selling of business aircraft.

Many NARA members can also be found at the organization’s static display at Orlando Executive Airport, where NARA reserved the largest space for members to display their aircraft, an area encompassing more than 110,000 sq ft.

– M.T.

KT 74 Approved As ADS-B out Source Honeywell BendixKing’s KT 74 ADS-B-enabled transponder can now be installed in more aircraft, having received an expansion of its approved model list (AML) STC. The KT 74 can now be paired with Garmin GNS and GTN series Waas navigators as the approved GPS position source for ADS-B out.

The AML STC now covers more than 700 aircraft models equipped with the GNS/GTN, NexNav Mini or FreeFlight Systems 1201 GPS receivers.

In Europe, the KT 74 is covered under an AML for 981 aircraft, according to BendixKing. The KT 74 is a slide-in replacement for the BendixKing KT 76A/C and KT 78A transponders and is priced at $2,999.

The KT 74 features include a stopwatch and timer, altitude monitor, built-in mode-C altitude repeater and traffic information system output. n

Flying Colours’ St. Louis arm flexes its marketplace muscle

by James Wynbrandt It might not be the location the indus- same way of doing things,” Funk said, try associates with the name, but Flying and the relationship has worked out Colours Corp. KSUS, the Chesterfield, “far better than I would have dreamed.”

In addition to the expertise in BombarMo. subsidiary of the eponymous Canadian completions and refurbishment spe- diers they share (both facilities are Bomcialist, is doing fine at its longtime home bardier authorized service centers), the St. at Spirit of St. Louis Airport (hence the Louis operation has a strong background KSUS suffix on its new appellation). in MRO and avionics, in addition to its “We’re looking at expansion here,” said complete refurbishment services includTroy Funk, v-p for technical services, dur- ing design, engineering, cabinetry, upholing a tour of the company’s facilities. The stery and finishing. All that’s missing is company’s three hangars, covering some a paint booth, and fortunately its parent 36,000 sq ft, are full of aircraft, and its has one in Canada. The operation runs in three shifts, enabling the facility to hanworkforce of more than 100 is growing.

The former JetCorp Technical Ser- dle drop-in and unscheduled maintenance vices was bought by privately owned events. Additionally, the two locations Flying Colours Corp. of Peterborough, share personnel as needed, either pulling Ontario, in 2009, and rebranded in its needed skills to one location or the other, or sending teams on the road for mainteparent company’s name last fall.

At the time of purchase, each com- nance work as far away as China. When it pany had a program for converting comes to getting authorization to perform Bombardier CRJs into business jets, repairs at such remote locations, “It’s Flying Colours (Booth 675) with its complicated,” said Kevin Kliethermes, ExecLiner and JetCorp with its Renais- director of sales. “Our QA group works sance offering, providing foundational through the details.” synergies for the union. Happily, the two Recently eight aircraft were in the company’s hangars: teams “have the same philosophies, the 2014 ICD NBAA 5 Final _NBAA 2014 10/8/14 2:38 PM Page 1

Rebranded with its new parent’s name, Flying Colours KSUS keeps three shifts buzzing at Spirit of St. Louis Airport. The MRO shop can handle work on Bombardier, Citation, Falcon, Gulfstream and Hawker models.

• a CL601 for a major phase inspection • three CL604s (one for a 96-month inspection, landing gear overhaul and miscellaneous interior refurbishment; one for installation of a satellite TV receiver; and the third for an emergency AD covering inspection of the integrity and orientation of the fastener heads in the flap hinge box); • a CL605 for a soft goods refurbishment; and • a trio of Learjet 60s for phase checks, one of them as part of a prepurchase inspection.

“We’re doing more prepurchases this year than the last three combined,” Funk said, which he attributed to putting a greater focus on establishing relationships with aircraft brokers.

The AS9100-certified company also has extensive experience servicing Dassault Falcon, Cessna Citation, Gulfstream and Hawker jets. Most clients are from the U.S., but overseas customers will also send their jets to KSUS. As strong as their relationships are, clients typically put out requests for bids to at least three providers, Funk said.

All Flying Colours bids are generated from Peterborough.

To keep up with client needs, KSUS recently added three maintenance technicians to its staff and is looking for more.

Kelly Sepe was brought aboard to head a new engineering department, and the company plans to add two to three more engineers to the six-person team “in the near future,” Funk said. o

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by Thierry Dubois Snecma has confirmed the 11,000-pound-thrust Silvercrest turbofan has been flying since May on a modified Gulfstream II, after several delays. As another seven Silvercrests are running on the ground, the France-based engine manufacturer is still targeting late 2015 for certification.

The first two applications are the large-cabin, long-range Dassault Falcon 5X and the super-midsize Cessna Citation Longitude, both twinjets.

“We have opened the flight envelope for the modified Gulfstream II with one Silvercrest and one Rolls-Royce

Snecma’s Silvercrest is flying on a modified Gulfstream II. 1982_AIN_NBAA_October 2014_254x165 19.09.14 09:40 Seite 1

250 hours are planned for the entire flight-test program. The modification was performed

by Texas-based Sky Aerospace Technology (in the same group as Sierra Industries).

Ground Tests Under Way

Ground tests have already involved hail and bird ingestion, the latter having been performed only on the fan and associated booster.

Dassault received its first two Silvercrests in June. The assembly line is up and running at the Villaroche factory, near Paris; use of the test bench for production engines was validated last summer. Snecma is responsible for the integrated powerplant system, including the nacelle, thrust reversers and mounting systems. Podding activities have begun at Aircelle’s facilities in Toulouse.

Compared to existing engines in this class, Snecma targets a 15-percent cut in fuel burn, a 50-percent margin below the CAEP6 NOx emission standard and a noise level 20 EPNdB below Stage 4. The engine is to provide 11,450 pounds of thrust

(at sea level, ISA+20) for the Falcon 5X. With an 11,000-poundthrust rating, it is to equip the Cessna Longitude–which will involve minor changes, such as the accessory gearbox’s design.

The schedule is still fluid on the latter program. Last May, a Cessna official said the Longitude is still in the early design stage, as the Wichita-based company continues to solicit customer input on the design.

“We are in standby mode and will start again as soon as Cessna issues a new schedule,” Portejoie said.

Customer-support plans are being devised around three hubs to be located in Europe, the U.S. and Asia. Each hub will feature a warehouse for spare parts, a hotline and a go-team. Snecma is also betting on advanced health monitoring to ensure top-level engine reliability. o

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MIFFLIN-SCHMID DESIGN

Snecma is using a GII as its Silvercrest testbed

Spey,” Eric Portejoie, the program’s new general manager, told AIN. The aircraft flew at up to Mach 0.82 and 40,000 feet.

Over the May-June period, it totaled “fewer than 10 flights, lasting three to four hours each,” Portejoie said. This was for the first phase.

Last summer, further modifications were performed to enable in-flight restarts with an electric system rather than the Spey’s pneumatic starter. Flight-testing was to resume in late September, also including operability power management and trials. Some

Falcon 8X, Falcon 5X move closer to first flight

by Thierry Dubois Dassault is preparing to fly two new Falcons–the Falcon 5X twinjet and the Falcon 8X trijet, both large-cabin business aircraft–in the first half of 2015. Five test aircraft are thus expected to grace Dassault’s Istres, France ramp by the end of next year. The 5,200-nm Falcon 5X was announced at the 2013 NBAA show and the 6,450-nm Falcon 8X a few months later at EBACE 2014.

As the Falcon 8X is a derivative of the in-service Falcon 7X, its development is moving faster and it is slated to fly in the first quarter of next year. The first test aircraft has been put together; its electrical systems were powered up in July and the first engine run is scheduled for November.

In mid-October, it was about to complete ground vibration tests at Dassault’s Bordeaux Mérignac factory. About 500

DASSAULT AIMS TO IMPROVE CUSTOMER EXPERIENCE Dassault, in May, opened a new showroom at Le Bourget airport, where the customer is now offered 5,400 sq ft not only to see Falcon cabin interior amenities in virtual reality but also to touch and feel veneer, carpets, tableware, seats, displays, sound systems and so forth.

The company sees it as a major complement to the Falcon 5X cabin mockup and the three demonstration aircraft–one Falcon 7X, one Falcon 900LX and one Falcon 2000S–housed in a neighboring hangar.

The showroom is designed to help customers make informed decisions, as choosing the numerous components for the aircraft interior needs to be done right after signing the purchase contract. The complete specification has to be delivered to the completion center–usually Dassault’s Little Rock, Ark. facility–one year before aircraft delivery. It typically takes three meetings spanning three months to define a cabin interior in consultation with a customer.

“We want to show the customer what he or she will get; we want him or her to understand the consequences of [their] choices,” explained Olivier Villa, senior v-p for Dassault’s civil aircraft.

In fact, feedback from Falcon-operator advisory board members prompted Dassault to design a new showroom. “They told us, ‘You need to do something about it,’” said Rémi Bachelet, director of aircraft specifications and design. Formerly, the showroom in Le Bourget was a dedicated but more modest area, featuring previous-generation virtual reality and a smaller display. It was not as thoroughly organized as today’s suite of purpose-designed rooms.

In the new layout, a central conference room features a large display for walk-through cabin configuration and photograph-like renderings.

The data the new “configurator” uses is extracted from the design engineers’ 3-D mockup, itself based on the Dassault Systèmes Catia PLM v6 software. Dassault’s entire digital process is now integrated from specifications to production, a spokesman emphasized. En-suite rooms dedicated to materials, tableware, galley equipment, seats and so forth surround the virtual reality area. The rooms offer a mostly greyand-white, neutral background.

About 85 percent of customer choices are made from Dassault’s catalogs; more exotic options account for the remaining 15 percent, Bachelet said. “Sometimes we tell the customer that we can do what he wants but we make him aware of possibly undesirable consequences; for example, installing two sofas that convert into a bed in the aft lounge is doable but makes the aft lavatory less accessible,” he explained. A customer may come up with a solution that is actually “not going into the right direction,” as Bachelet put it. Dassault cabin designers then seek to understand his original need and devise a better solution. Therefore, direct contact with the customer–as opposed to dealing with his or her representative–is of utmost importance to ensure mutual understanding.

Simultaneously of major interest is avoiding confusion for a customer confronted with lots of choices. Hence the idea of always starting with the manufacturer’s suggestions. On a “meeting minutes” panel, samples of materials are pinned all along the process to recap choices at any time.

Dassault opened a similar, slightly smaller show room in Teterboro, N.J., in September.

–T.D.

vibration inducers were generating various frequencies. During a recent visit to that facility, AIN also could see the dedicated spike for the test pitot tube installed at the tip of the nose cone.

This first aircraft will be dedicated to flight envelope expansion, said chief test pilot Philippe Deleume. The second Falcon 8X, scheduled to fly in the second quarter of 2015, will focus on performance. A third example, while not a test aircraft, will help with cabin systems and preparation for entry into service.

The Falcon 8X campaign will total 550 flight hours in 200 flights and 14 months, according to Dassault’s plan. Some 700 analog parameters will be followed, which is fewer than for the Falcon 5X. “We already have some information from the 7X, and test equipment is complex and heavy,” Deleume explained.

Falcon 8X certification is planned for mid-2016 and initial deliveries in the second half of that year. Dispatch reliability at entry into service is targeted at 99.97 percent.

Also at the Bordeaux Mérignac factory, the airframer is close to completing the final assembly of the first Falcon 5X. The first test of the fuel system was performed in September and the first engine run is planned for December or early January. This means the groundtest schedule has slipped slightly to the right. Nevertheless, Dassault is confident that the first flight will take place in the second quarter of 2015.

Snecma crews have been flying the Silvercrest engine on a modified Gulfstream GII (see story page 40). Dassault also plans for

On the Falcon simulation bench, Dassault engineers and pilots (here with chief test pilot Philippe Deleume in the right seat) have been developing the Falcon 5X’s fly-bywire controls. The Falcon 8X was to complete ground vibration tests in mid-October.

some pilots to fly the Gulfstream to “have a feeling of the engine,” Deleume told AIN. The 5X airframe built for static and fatigue trials has arrived at the CEAT test facility in Toulouse, where actual testing is to begin in December.

At its Saint-Cloud headquarters, near Paris, Dassault engineers are making an intensive use of the “Falcon simulation bench.” In addition to fly-by-wire control and autopilot development, it serves as a tool to prepare flight-test campaigns. Dassault and EASA even perform some otherwise dangerous certification tests, such as the autopilot’s minimum-use height.

On the Falcon 5X, flyby-wire software has been designed from scratch, although it retains the 7X’s software philosophy. “But we have some new control laws, due to the new control surfaces,” an engineer explained.

The Falcon 5X’s flaperons will combine the roles of ailerons and flaps. One expected benefit is creating drag without spoiling lift, thus keeping a lower angle of attack at approach and landing, the engineer added.

The Falcon simulation bench can be linked to the “Falcon global test bench,” which reproduces aircraft systems such as computers, actuators, hydraulic systems, pneumatic ducts and so forth.

Falcon 5X development will use three test aircraft, Deleume said. The first will be for flight envelope expansion and the second for performance and systems evaluation. The third will be dedicated to cabin system tests and extreme weather campaigns, thus preparing for entry into service.

The Falcon 5X campaign will total 1,500 flight hours in 500 flights and 20 months, according to Dassault’s plan. Some 1,000 analog parameters will be recorded. Falcon 5X certification is anticipated late in 2016 and entry into service in mid-2017.

Sixteen pilots will be involved in the two flight-test campaigns, Deleume explained. For six or seven of them, this will be a primary job, while the remaining nine or 10 will simultaneously participate in Dassault’s military activities. One of the 16 pilots was hired in September, in anticipation of a busy year for the flight-test team. o

FOR FALCON 5X, DASSAULT REFRESHES ITS MANUFACTURING PROCESS For the Falcon 5X, Dassault has taken a fresh look at manufacturing, especially for the wings. The PLM v6 version of the Dassault Systèmes Catia design tool has allowed further progress.

At the Bordeaux Martignas factory, which specializes in wings, the area dedicated to the Falcon 5X will stay relatively small. Because the wing’s structure is split into inboard and outboard wingbox subassemblies, as opposed to front and rear, it allows for implementation of a new production scheme. The subassemblies, made of spars and stringers, are assembled in a horizontal jig, then the wing panels are added on a vertical jig. The workers’ jobs are thus made easier and faster, a Dassault production specialist said during AIN’s visit to the factory. This new process halves the number of vertical jigs needed for wing assembly.

For the Falcon 7X, all the aforementioned operations are performed on a vertical jig. The problem is not just the efficiency of the wing-manufacturing process, but the very high price of a vertical jig–close to $1 million. For the Falcon 5X, the space taken up by the vertical jig is also significantly lower compared to the horizontal jig.

Dassault production workers used to use aluminum powder to fill gaps between the stringers and the panels, otherwise friction would damage the parts. These gaps were in the 0.1 to 0.4 millimeter range. Thanks to PLM v6, aluminum powder is no longer needed as the stringers and panels fit perfectly. “We checked this on three Falcon 5X wing shipsets and this was a nice surprise,” the production specialist said.

Compared to the Falcon 7X, the robotization at Martignas has taken another step. Drilling no longer requires a grid template, thanks to an enhanced effector that includes an antisliding function and a relocation device. Falcon 7X robots still use a template. At Dassault’s Seclin factory, which specializes in aluminum panels, machining and thermoforming is also heavily robotized. The learning curve for precision has accelerated for the Falcon 5X. At the Little Rock, Ark. completion facility, the new dedicated Falcon 5X building will feature a cabin mockup where cabinets will be checked before installation. These inspections will be both for checking interfaces and aesthetics.

–T.D.

www.ainonline.com • October 21, 2014 • NBAA Convention News 41

Rockwell Collins is leveraging its Arinc buy

by Bill Carey When Rockwell Collins (Booth 3099) met with reporters before last year’s NBAA Convention, the avionics manufacturer couldn’t say much about its still-pending acquisition of airborne communications provider Arinc. That transaction–at $1.4 billion, Rockwell Collins’ largest ever purchase–closed in late December. Now the company has plenty to say about its plans to grow with

Arinc in the business aviation market.

In the 10 months since acquiring Arinc from The Carlyle Group, Rockwell Collins has folded the Annapolis, Md.-based business into an “information management services” organization with its earlier-acquired Ascend Flight Information Solutions (the former Air Routing International) and Computing Technologies for Aviation (CTA) businesses. The

combination, branded as Arinc Direct, presents to the marketplace a robust suite of international-trip and flight-planning software and communications connectivity on the ground and in the aircraft.

Rockwell Collins immediately “aligned” the respective sales teams and was in the process of merging the Ascend and Arinc Direct websites, integrating mobile applications and consolidating

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customer billing. “We’re off selling the full bundle in the marketplace,” said Jeff Standerski, senior vice president, information management services.

The Arinc Direct business aviation segment has 3,600 individual subscribers, or aircraft “tails,” but Rockwell Collins measured progress in the number of subscribers to its newly bundled products. “When we started out here, our objective was to look at where are the Ascend customers that might have different connectivity than Arinc, where are the Arinc customers that might use different international trip planning–and synch those customers up so that we can provide a combined value proposition,” Standerski said. “We’ve been able to do that on 60-plus tails already within a nine-month period.”

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Founded by airlines in 1929 as Aeronautical Radio, Inc., Arinc is well known as a provider of air-ground radio communications to the airline industry, and the commercial airline segment represents 40 percent of its business. Corporate aviation represents 20 percent, but stands out as the fastest growing segment in Rockwell Collins’ five-year strategic plan. Arinc Direct’s bundled offerings should drive that growth. “We are significantly increasing the investment in this segment of the business…to go focus on those areas where we can pull together” products, Standerski said.

There are also promising “synergies” between Arinc Direct and Rockwell Collins’ core strength in avionics systems, namely its latest Pro Line Fusion flight deck and Venue cabin management system. The state-of-the-art Pro Line Fusion system has already been fielded on 200 business jets, while Venue has been installed in 450 passenger cabins. One connection Rockwell Collins is demonstrating at NBAA is downloading a flight plan from an iPad tablet computer directly to Pro Line Fusion. “As we look at those three unique brands and capabilities, as well as pull those together, we believe that’s the unique value proposition that Rockwell Collins has in the marketplace,” declared Standerski.

Appropriately, the new Arinc Direct makes its NBAA debut with new product offerings. Among them: the company is unveiling a new “tankering” feature, accessed through the Arinc Direct on-line customer portal, that helps operators determine the optimal amount of fuel to carry for multi-leg journeys. The Arinc Direct iPad app now has a weight-and-balance/ performance feature that makes accurate computations on pilots’ handheld devices with or without an Internet connection. o

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Ikhana Twin Otters; a ‘re-life’ experience

by Matt Thurber the lower wing skin then pressure wash and degrease the structure and remove all fatiguecritical components. Each wing box goes back together with new stronger stringers, larger doublers and thicker skins, all coated with epoxy primer to prevent corrosion.

The Ikhana DHC-6 ReLife Wing Box STC extends the life limits to 45,000 hours or 90,000 cycles for the -300 series and 49,000 hours and 98,000 cycles for the -100 and -200 Twin Otters. Ikhana also offers an STC to extend the life of earlier design wing boxes, adding structure to increase the fatigue life to 35,000 hours and 50,000 cycles (up by 10,000 hours/20,000 cycles).

Fuselage Re-Lifes

Now Ikhana (Booth 3424) is starting to see Twin Otters with fuselages that are bumping up against their 66,000-hour, 132,000-cycle life limit and therefore in need of re-lifing. Flight controls share the same life limit as the fuselage, and Ikhana can re-life those as well. Nacelles are brought to life limits of 45,000 hours and 90,000 cycles. All relifed components receive new data plates, part numbers and serial numbers so they are “zero time” once installed, according to Ikhana. Once re-lifed, these components are interchangeable with the original components.

Roughly 500 Twin Otters were built before de Havilland

Ikhana Aircraft’s remanufacturing programs add new life to the venerable Twin Otter.

MATT THURBER

Ikhana Aircraft Services, a specialist in extending the life of the popular DHC-6 Twin Otter based at French Valley Airport in Murietta, Calif., has been remanufacturing aircraft long before the term became popular in aviation circles. Ikhana–the name stems from the Choctaw word for knowledge and intelligence–was created from the merger of engine specialist Total Aircraft Services and R.W. Martin. The latter originated the Twin Otter VistaLiner conversion, which opened up spectacular aerial tour opportunities by upgrading fuselages with huge passenger viewing windows. R.W. Martin converted 45 Twin Otters to the 19-passenger VistaLiner configuration, and many are still flying; some are now returning to Ikhana for maintenance and re-lifing.

Re-lifing the DHC-6 Twin Otter is Ikhana’s bread-andbutter. In 1996, R.W. Martin’s highly trained sheetmetal technicians started disassembling and rebuilding Twin Otter wing boxes; then, in 2007, Ikhana’s workforce took over and, now, between the two companies, more than 115 sets have been rebuilt. The wing box is the major wing structure between the front and rear spars and it has a life limit of 25,000 to 33,000 hours or 50,000 to 66,000 cycles, depending on the model.

When a set of wings arrives or is removed at Ikhana’s facility, the technicians first un-rivet

shut down the production line, and now Vancouver-based Viking Air has resurrected the line with the new Twin Otter Series 400, of which more than 60 have already been delivered.

While heavy-duty work on Twin Otter airframes is much of what Ikhana does, the company also offers a host of Twin Otter services, including avionics, electrical, interiors, engine upgrades, paint, engineering, component manufacturing, certification and maintenance.

Ikhana Aircraft is also a Viking Air factory-endorsed service center for the Twin Otter and DHC-7, and the company buys more parts from Viking than any other customer. Ikhana has also done modifications and

The 200HG variant is a -300 upgrade in performance but at the orignal low empty weight.

44 NBAA Convention News • October 21, 2014 • www.ainonline.com

supported engineering work on the Gulfstream GII/GIII, Bombardier Challenger series, Boeings from the 727 through 787 and DC-10, Lockheed C-130, Hawker jets and Beechcraft King Airs.

The company can deliver an entirely remanufactured Twin Otter for about $5 million, significantly less than the cost of a new one. Another benefit of choosing an Ikhana reman is that buyers have a choice of avionics, where the new Viking Series 400 comes standard with a single offering: Honeywell’s Primus Apex flight deck.

X2 Models Available

A Twin Otter X2 was undergoing a complete re-lifing at French Valley during AIN’s visit, and this airplane is available for about $4.8 to $5.2 million, depending on the final avionics and options selections.

The X2 includes new Pratt & Whitney Canada PT6A-27 engines, all-new wiring, all of the Ikhana airframe Re-Life packages (fuselage, wing box, flight controls, nacelles), new avionics and custom interior and paint.

Another recently completed Twin Otter is the DHC-6200HG, which upgrades a -100 or -200 Twin Otter to the -300 configuration and performance, but with a lighter empty weight.

The -200HG includes new Pratt & Whitney Canada PT6A-27 engines approved for 620-shp operation and a maximum takeoff weight of 12,500 pounds, up from 11,579. For even greater

load-carrying capability, Ikhana offers the -300RG and -400RG mods, with maximum takeoff and landing weight increased to 14,000 pounds.

These upgraded Twin Otters are aimed at restricted category authorization special purposetype operations such as forest and wildlife conservation, aerial survey, patrolling, weather control, cargo and search-andrescue. But for added convenience, these models can operate under dual standard or restricted category FAA airworthiness certificates.

Vancouver-based Harbour Air Group operates two -200HGs, which it purchased in 2012. “The modification allows for a greater payload than a comparable DHC-6-300 series,” said president Peter Evans, “which translates into added capacity and increased passenger loads. We like investments that allow us to carry more revenue-paying passengers on the same aircraft, it makes good business sense.”

Another Canadian operator, G-Sky Aviation of Fort McMurray, Alberta, flies a -200HG on charters in the Alberta oil sands region. “With all my years in the operation of Twin Otters, I can say that Ikhana’s DHC-6200HG is a brilliant example of how the aircraft should be configured to maximize its potential,” said Bill Houghton, general manager of operations. o

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65

84,145

Owens-Illinois

65

111,229

CSX Corporation Aviation Dept.

64

114,656

General Mills

64

120,752

3M Co.

63

218,040

Duke Energy

62

273,899

NiSource

62

127,872

PepsiCo, Inc.- HPN Base

62

78,589

Spectra Energy

62

296,256

PPG Industries

61

55,186

7638-53 7638-44 7638-36

The Kroger Co.

61

60,416

Vulcan Materials

58

47,696

7639-34, 7639-30LT 7639-27 7639-25

Federal-Mogul Corp.

57

53,109

Brunswick Corp.

56

54,056

Archer Daniels Midland

55

93,710

Newell Rubbermaid

55

93,673

PepsiCo, Inc.- ADS Base

55

49,037

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46 NBAA Convention News • October 21, 2014 • www.ainonline.com

Safety is the hallmark of aviation professionalism, and NBAA member companies represent the pinnacle of career pilots, technicians and support personnel. The result of their efforts is a safety record second to none.

Name Stella Archer

Company

No. of Years

Waste Management

38

Raytheon

35

AT&T

35

Michael Burke Wanda Revolinski Kenneth Fallon

Harris

33

Corning

33

Corny Farnum

Flight Management Corp.

32

Joan Lindauer

IBM Flight Operations

32

Bill Schultz

David Schiller

Aramco Associated

32

Kay Andrews

Hill Air

30

James Costa

IBM Flight Operations

30

Michael DelMastro

Merck Sharp & Dohme

30

Cathy Downing

PepsiCo, Inc.- HPN Base

30

Janet Rodman

Johnson Controls

30

Cox Enterprises

30

The Coca-Cola Co.

27

Massachusetts Mutual Life Insurance

27

David Small Jennifer Asbell Carlo Ayala

Duke Energy

27

Juan Chavarria

Judy Buff

Verizon Aviation

27

Kim Goodspeed

Starbucks

27

Texas Dept. of Transportation - Aviation Division

27

Honeywell International

27

Don Ramsey Gregory Zachok

Support personnel are the bedrock of a safe, efficient flight operation.

Top 25 support service professionals

Spring Adamo

FirstEnergy Service

26

William Kahle

The Coca-Cola Co.

26

West Bend Air

25

Massachusetts Mutual Life Insurance Co.

25

Craig Devenport Deb Prosinski

The NBAA Support Services Safety Award is presented to aviation personnel employed for three or four consecutive years by NBAA member companies primarily for support of corporate/business flight operations and whose company has had no aircraft accidents during their employment period.

Mike Richardson Sally Stipcic Maureen Walker

ConocoPhillips

25

Eaton

25

Starbucks

25

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AWARDS

NBAA technician safety awards-Top 25

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Name

Company

No. of Years

IBM Flight Operations

43

Arthur Hibler

JP Morgan Chase & Co.

40

Jeff Lapworth

United Technologies Corp. UTFlight

40

Richard Nicols

WCF Aircraft

40

Steven Woods

Gallagher Enterprises

40

Harold Eichholtz

The Coca-Cola Co.

39

James Gieger

Transit Air Services

39

Ray Goswick

Pacific Simon

39

Dan Jasperse

WestShore Aviation Management

39

David Romeu

Standard & Poor’s Securities Evaluations

39

Charles Lester

Stephen Stodolski

Hubbell

39

Hewlett-Packard

38

Richard Beatty

CenturyLink Aviation Operations

38

Theodore Gelato

Aviation Resource Management

38

Robert Irvin

CSX Corporation Aviation Department

38

David Jewell

JCPenney

38

Ronald Jochec

Apache

38

Joseph Kmiec

Johnson & Johnson

38

Hill Air

38

Allstate Insurance

38

Jerry Baxter

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Arden Richcreek

Nascar Aviation

38

Exxon Mobil

38

JCPenney

38

Victor Yates

CSX Corporation Aviation Department

38

Gary Gilberts

Crestmont 65

37

IMS Health

37

Hormel Foods

37

Starbucks

25

Walter Shue Vincent Simone

Charles Stumpf David Triebwasser Maureen Walker

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48 NBAA Convention News • October 21, 2014 • www.ainonline.com

Maintenance technicians are responsible for the smallest parts, to every bolt and every strand of safety wire.

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Meritorious AWARD

Bob Hoover could be ‘the greatest stick-and-rudder man who ever lived’

by R. Randall Padfield No matter how anyone defines what makes a person an aviation legend, no one can deny that Bob Hoover definitely is one. In fact, he has been enshrined in the National Aviation Hall of Fame in Dayton, Ohio, since 1988, certainly a credible barometer of men and women worthy of the title “aviation legend.”

So if you consider yourself an aviation aficionado and have never heard of Robert A. “Bob” Hoover, you need to check out his bio on Wikipedia right now, read every word and watch every linked video. Then you’ll know not only why NBAA this year is presenting him the Meritorious Service Award–the association’s most prestigious award–but you’ll also wonder why the association had not done this many years ago.

My father used to tell me about the time he watched Hoover do an unbelievable aerobatics routine in his Aero Commander 500S/Shrike Commander, a high-wing executive airplane with an almost square fuselage cross-section that makes the aircraft look as if a standard-rate turn should define its roll limit. After performing a series of impressive aerobatic maneuvers, Hoover, for his grand finale, shut down both of the Shrike’s piston engines, flew a loop above the runway, then a slow, eight-point roll followed by a 180-degree turn to final and descended to kiss the runway with the right main wheel, then with the left and finally with all three tires touching down together as the airplane slowed to a near stall. If he had room to land on the airport ramp, he would then coast back to his parking spot in front of the grandstand without restarting the engines. My father, a World War II Naval aviator, could only

shake his head in awe and genuine admiration of Hoover’s flying skill, made all the more impressive because “he was a former Army pilot.”

As an Army pilot during WWII (the Air Force was not established until 1947), Hoover spent 16 months as a prisoner of war in Germany. He was shot down off the coast of southern France by a Focke-Wulf Fw 190D on his 59th combat mission in 1944. He was flying a Supermarine Mark V Spitfire of the 52nd Fighter Group. Hoover escaped and managed, ironically, to commandeer another Fw 190, which he flew to safety in just-liberated Holland.

Bob Hoover, an aviation legend by any measure, will receive NBAA’s most prestigious honor–the Meritorious Service Award–at NBAA 2014.

Test Pilot

Upon returning to the U.S., Hoover evaluated captured enemy aircraft and flight-tested U.S. combat airplanes, including the first jets. As an alternate pilot for the supersonic Bell X-1, Hoover flew the chase plane when Chuck Yeager broke the sound barrier in 1947. During his military career, Hoover’s citations included the Distinguished Flying Cross, Purple Heart, the Legion of Merit and the Prisoner of War Medal, among others.

After leaving the Air Force in 1948, Hoover became a civilian test pilot, working for North American Aviation and Rockwell International for more than three decades. He has piloted more than 300 types of aircraft and remains best known for his jaw-dropping aerial demonstrations in the P-51 Mustang and Shrike Commander.

General James “Jimmy” Doolittle– known for being the first pilot to take off, fly and land an airplane using instruments alone and for leading the daring “Doolittle Raid” of 16 B-25 medium bombers against Japan in 1942, which earned him the

His wingtip getting within inches of the ground, Hoover would“walk” the Shrike Commander from one main wheel to the other–with both propellers feathered.

Medal of Honor–called Hoover “the greatest stick-and-rudder man who ever lived.”

“Bob Hoover is well established as one of the world’s most accomplished aviators,” said Ed Bolen, NBAA president and CEO. “He has been an inspiration to multiple generations of pilots, including business aviators, and has been an active participant in NBAA’s

Astronaut and moon walker Buzz Aldrin shares some hangar flying with Hoover, left. Asked once to define “professionalism,” Hoover once said, “Well, to me, it just means you do the best you can, every day.” And if you can, you might as well do it with a smile.

50 NBAA Convention News • October 21, 2014 • www.ainonline.com

convention for many years. We are honored to bestow upon him our association’s highest honor, in recognition of his long, illustrious career.”

Old and Bold

On Amazon, one of the more recent commenters about Hoover’s autobiography, Forever Flying: Fifty Years of High-flying Adventures, From Barnstorming in Prop Planes to Dogfighting Germans to Testing Supersonic Jets, a retired attorney named John R. Linnell, from New Gloucester, Maine, wrote: “There is a saying that ‘There are old pilots and there are bold pilots, but there are no old, bold pilots.’ Hoover comes very close to disproving that piece of wisdom, but in fact what appears to be boldness on his part is usually the result of careful analysis and planning.

He understands the limitations

of what he can accomplish and he does not accept what he considers to be an unacceptable risk. Because of that he has lived into his eighties and become a legend among those of us who revere the world of flight.”

I’ve only ever seen Bob Hoover fly in videos, but I did meet him once, at a booth at EAA’s Oshkosh show some years ago. I wanted to buy a copy of his book, but he had already run out of them. Nevertheless, there was still a long line of aviation aficionados (this was Oskosh, after all) waiting to meet him. I joined the line, because I couldn’t resist telling Bob Hoover himself how much I admired him and shaking his hand. Hoover appeared tired by all the attention, but pleasantly thanked me for stopping by and apologized for running out of books…a real gentleman, as well as an aviation legend. o

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PILLAR OF ASSOCIATION AWARD

NBAA ex-staffers Bill Stine and Kathleen Blouin honored with association’s top employee award

by R. Randall Padfield

Two long-time, now-retired employees of the National Business Aviation ­ ssociation are receiving the association’s highest honor for its employees this A year: the Pillar of the Association Award (formerly known as the Staff ­Lifetime Achievement Award). The recipients are Bill Stine, perhaps best known by NBAA members involved in aircraft operations, such as pilots, schedulers, dispatchers and aviation department managers, and Kathleen Blouin, well known by legions of exhibitors at the association’s conventions and other events. Many NBAA members no doubt know them both.

The International Ops Expert Bill Stine was hired by NBAA in 1979 via a suggestion by John Winant, who was NBAA president at the time. The two had met when Winant was vice president of properties at Sprague Electric and Stine was flying King Airs and Bell JetRangers for the company. A couple of years after Winant became the president of NBAA, he suggested to Stine that he apply for a newly established position at the association: manager of international operations and plans. “During the interview process, I asked John what those plans were,” Stine told AIN. “He said to

Bill Stine joined NBAA in 1979 as manager of international operations and plans. He learned fast.

me, ‘You can plan to do what we need you to do.’” Stine was hired, but he knew he faced a big learning curve.

“At that time my experience in international ops was from doing a few flights to the Bahamas and Montreal,” Stine said. “The members of the international operations committee really taught me a lot. I think my skill in the job was more that of an organizer than a professional in any of the technical stuff.” But people who know Stine would likely argue he that’s he’s being overly modest about his knowledge.

Ed Bolen, NBAA president and CEO, for example, said, “No one has played a more important role in advancing the technical interests of business aviation worldwide than Bill Stine.”

Stine soon became the association’s resident expert on international business aviation communications, navigation and

surveillance issues. He also represented NBAA as a founding officer of the International Business Aviation Council (IBAC), which was formed in 1981 and represents the interests of national business aviation organizations on technical issues before ICAO. This writer first met Bill Stine at an NBAA International Operations Conference in the early 1990s, where during a break between sessions, he patiently answered my questions about flight operations in the North Atlantic airspace. We have met and talked numerous times since then, especially whenever I needed cogent and unbiased information on operational topics.

“The 35 years I spent at NBAA were a time of big changes in business aviation,” Stine remembered. “Operations literally went from GIs to G650s, from mostly domestic operations to a huge increase in international operations. It was an exciting time and a dream come true for me.

NBAA was a fantastic place to work.”

He added, “To be part of a team of so many highly motivated and dedicated staff, directors and association members has been, in all senses of the term, a truly life-fulfilling experience. I am humbled by this award, as it has been my honor to be a small part of such a truly great organization.”

Coincidentally, Stine’s first boss at NBAA was Fred McIntosh, one of only two previous recipients of the Pillar of the Association Award, when it was known as the Staff Lifetime Achievement Award.

The Wizard behind the Stage It’s hard to imagine an NBAA event without Kathleen Blouin, who was the Association’s senior vice president of conventions and forums when she retired on June 30 this year, although she is staying on as a senior consultant to the association.

“Kathleen was instrumental in the creation and development of the largest business aviation events on four separate continents,” Bolen said. These are the NBAA Convention in the U.S., EBACE in Europe, ABACE in Asia and LABACE (now organized solely by ABAG, the Brazilian business aviation association) in South America.

These shows, Bolen continued, “have unquestionably been premier marketplace events for the industry and they also

52 NBAA Convention News • October 21, 2014 • www.ainonline.com

Kathleen Blouin brought a “new, mature shape” to NBAA’s signature annual convention.

have helped advance an understanding of the importance and potential of business aviation in all parts of the world. It is a breathtaking record of accomplishment, and for those of us fortunate enough to be in this industry, Kathleen has, quite literally, changed the world.” Blouin also managed NBAA seminars, conferences, workshops and regional forums.

Mary Mahoney, AIN’s long-time production director, often interacted with Blouin before, during and after NBAA’s many conventions. “When Kathleen Hull joined NBAA in 1992 [as senior manager convention services], there wasn’t much, if any, fanfare,” Mahoney recalled. (Sometime later, NBAA hired Bob Blouin, who became vice president of operations. The two met and eventually married.)

“Kathleen quietly began appearing at conventions, often in the background, doing her job,” Mahoney continued.

“Then slowly, subtly the conventions began to take a new mature shape. Programs and schedules took form. New staff began to appear–people who could provide information and answer questions from members, convention attendees and the press. If her staff couldn’t help, Kathleen was my ultimate go-to source. No need to tap Jack Olcott, then NBAA president, about minutiae.

Often during events, I would see Kathleen standing at the back of a meeting room, quietly watching and listening without any apparent emotion. But now and then a wry grin would cross her face and a gleam appear in her eye. And I would think, ‘Kathleen is pleased. The show is running smoothly. The organization is on track.’”

“I’m truly honored to be receiving this award,” said Blouin, “and am in the best of company, with Fred McIntosh and John Pope receiving it before me, and Bill Stine as my partner this year. NBAA was my home for 22-plus years, and the association has provided so many great opportunities to me and the convention team. I am proud to have been a part of showcasing business aviation on four continents.”

Before joining NBAA, Blouin worked for Business & Commercial Aviation magazine, then owned by McGraw-Hill, for 12 years, where she managed the publisher’s Show Daily.

Fred McIntosh directed operational services and served as architect of Subpart D of FAR Part 91 (now known as Subpart F). John Pope directed NBAA’s membership and administrative programs and founded the association’s Corporate Aviation Management Committee and Associate Member Advisory Council. o

NBAA/CAN soirée to feature high-value auction items Donated auction items for the NBAA/Corporate Angel Network (CAN) Soirée–An Evening with Angels–are starting to flow in. Proceeds from the auction benefit CAN, which arranges flights to treatment centers for cancer patients aboard b ­ usiness aircraft. The Soirée, held annually during the NBAA Convention, will take place at 6 p.m. tomorrow night at the Hyatt Regency in Orlando, Fla. As in years past, the auction will feature many highly prized items and priceless bidding opportunities for those attending the event. These include a six-day Honda Classic PGA Golf Tour package for four valued at $50,000 that was donated by Honda Aircraft. This package includes accommodations at the PGA National Resort, Wednesday foursome in the ProAm, VIP tournament passes and numerous other amenities and benefits.

One of the most sought-after items in business aviation today, the Gogo ATG 2000, is being donated to the Soirée auction by Gogo Business Aviation (née Aircell). Valued at $57,000 (uninstalled), the telecom system provides high-speed Internet and voice calls over the Gogo Biz network for up to five WiFi-connected devices in the continental U.S. and parts of Canada and Alaska.

The winner of the bid for the ATG 2000 will also receive a key (valued at $10,000) for Gogo Text & Talk software, which allows users to make voice calls and send text messages on their own smartphones and with their own phone numbers.

Other auction items include sports memorabilia, ski getaway packages, jet fuel, watches and aircraft models. “This is just the tip of the iceberg among the numerous items for those attending the soirée,” said CAN executive director Dick Koenig.

The NBAA/CAN Soirée web page has more information on registering for the event and donating to it.

–M.T.

Company

AWARDS

Top 25 Commercial Operators Each year NBAA recognizes commercial operator member companies with superb safety records. Charter and fractional flying includes their own unique challenges, and this award acknowledges the best of the best, when it comes to safety.

Establishing a years’-long safety record takes teamwork and this year’s award recipients represent the best of the best.

Years

Hours

Crow Executive Air

66

141,861

Skybird Aviation

38

32,736

Aero Charter

37

91,303

Aviation North

33

18,145

Mayo Aviation

30

167,158

Richards Aviation

27

42,082

West Bend Air

25

52,362

Meridian Teterboro/Meridian Air Charter

23

107,197

Volo Aviation

23

16,529

Corporate Flight Alternatives

22

20,502

Air Services

20

34,114

ExecuJet Charter Service

20

35,796

Northern Jet

20

86,414

Raymond Ltd. (Aviation Division)

19

6,766

Associated Aircraft Group

18

45,315

Chantilly Air

18

19,292

Cutter Aviation

16

16,105

CitationAir By Cessna

15

685,648

Aviation Consultants

14

54,954

FlightWorks

14

105,657

HeliFlite Shares

14

28,416

Magic Express Airlines

14

11,511

TWC Aviation

14

55,340

Travel Management Co.

13

149,422

L.J. Aviation

12

100,165

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www.ainonline.com • October 21, 2014 • NBAA Convention News 53

AWARDS

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Safe pilot awards–Top 25 NBAA presents Pilot Flying Safety Awards each year to member company pilots who have exemplary safety records. To be eligible for an award, a pilot must have flown corporate aircraft 1,500 hours without an accident, but the actual number of hours logged by most of this year’s top pilots exceeds 20,000 hours of accident-free flying.

Name

Company

Hours

Aircraft Investigation and Recovery

53,247

Michelin North America

29,248

Don Johnson Aviation

26,542

Keller Companies

26,372

Emerson Flight Operations

23,772

Flight Management Solutions

22,301

Roger Lipcamon

Knapheide Manufacturing

21,743

James Topalian

Skybird Aviation

21,510

Garry Zinger Belton O’Neall Donald Johnson Paul Boening Anthony Del Vecchio Kenneth Qualls

Rod Smith

Scion

21,400

Constellation Leasing

21,309

Robert Smith

Steelcase

20,722

Gary Stauss

AT&T

20,118

MacDermid

18,680

Richard Bradley

Robert Heckendorf Robert Connell

Corning

18,650

Walter DeVasier

Concordia Resources

18,421

CSX Corp. - Aviation Department

18,047

S.C. Johnson Wax

18,023

Steelcase

17,409

Bobby Lipcamon

Knapheide Manufacturing

17,330

George Kimmes

CenturyLink Aviation Operations

17,241

Emerson Flight Operations

17,217

IBM Flight Operations

17,040

Pridgeon & Clay

16,965

Marvin Lumber & Cedar

16,710

Glen Young Thomas Kalina Jack Steen

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HUMANITARIAN AWARD

International Jet and Make-A-Wish receive NBAA’s 2014 Al Ueltschi Award

by R. Randall Padfield In recognition of their spirit of service in the use of business aviation, charter operator International Jet Aviation and the Make-A-Wish Foundation are being honored with this year’s Al Ueltschi Award for Humanitarian Leadership

by NBAA. The Make-A-Wish Foundation grants wishes to children with life-threatening medical conditions.

Charter operator International Jet Aviation (IJA) has been working with the Colorado chapter of Make-A-Wish Foundation in Denver since 1990, giving Make-A-Wish children rides in specially painted Learjets, dubbed “Dream Chasers.” This year’s Dream Chaser, a Learjet 35A, flew a total of 54 Make-A-Wish children, aged four to 18, on 10 local flights out of Centennial Airport in Denver (IJA’s home airport), Colorado Springs Airport, Albuquerque International, Orange County Airport in Santa Ana, Calif., and Salt Lake City International from January 20 to 23.

The flights typically carried six children at a time along with a Make-A-Wish chaperone and took about 45 minutes

block-to-block in the local area.

The IJA crews have learned that the kids like it more when the airplane flies low, Lynn Krogh, CEO of IJA, told AIN. “We try to stay below 10,000 feet, so the kids can see more. Some have never been on any kind of airplane before and they like to find their homes and schools and other places they know.” Before taking off, the children have a chance to sit in the cockpit and talk to the pilots.

On the ground, IJA, the local FBO and others provide activities for the children while they wait to go on a flight, as well as for parents and siblings who don’t get fly. “They get to try on a pilot’s uniform and hat and get to see what an airplane does. We make it clear that the airplane was painted up just for them.

And we have cake and punch, a clown, balloons and a lot of other freebies,” Krogh said.

“At Orange County, the fire and rescue people came out.

Sometimes a news helicopter will be there. The kids get to sign a big poster of the Dream Chaser and also the side of the airplane. And they all receive a hat and t-shirt featuring the jet to commemorate their day.”

Asked what the kids like best about the flights, Krogh said, “Well, I’d have to say the snack baskets on the airplanes. They always go for that.”

Interestingly, few of the Make-A-Wish children have specifically wished for a flight in an airplane. “They are at various stages with Make-A-Wish; some have already had their wish and others are still waiting for it. Some have started their treatment while others are stable or in remission. They are all across the board. The flights are something out of the blue for them. They get contacted by their local Make-AWish chapter, which offers the opportunity on a first-come, first-served basis. Once you are part of the Make-A-Wish family, you’re always a part of it.

It’s not just a one-shot wish and you’re done.”

Donated Airplanes

IJA has flown Make-A-Wish flights four times with four different airplanes, all Learjets, since the first Dream Chaser, a Learjet 25, flew in 1990.

(The second in 1998 was also a Learjet 25 and the third in 2006 was a Learjet 35A.) The timing depends on the availability of a suitable airplane that is in need of new paint. “We have used two airplanes we had ownership in and two others that we manage for the owners. Obviously, we need to get the owners’ permissions to use their airplanes, because it takes about a month for the whole project. We cover the costs,” Krogh explained.

IJA employees strip off the airplane’s old paint and then an FAA-approved aircraft painter repaints the airplane in the distinctive rainbow livery, which

56 NBAA Convention News • October 21, 2014 • www.ainonline.com

is kept for only about 10 days.

“After the Make-A-Wish flights the airplane goes back into the shop and comes out with a conventional paint job before going back into charter service,” he said. The Learjet 35’s charter rate is about $2,500 per hour.

Many IJA employees–pilots, mechanics and dispatchers– volunteered their time to the project. In addition, other individuals and companies helped with fuel costs, painting and other support.

“This is a chance for our employees to give back something to the community,” Krogh concluded. “It is really rewarding to us to know we have brought some extra fun and excitement to the kids of Make-A-Wish.”

He added that IJA supports the foundation in other ways every year. “We really appreciate what Make-A-Wish does.”

Make-A-Wish

The Make-A-Wish foundation grants the wishes of children who are diagnosed with lifethreatening medical conditions in the U.S. and abroad, based on the belief that a wish experience can be a game-changer.

Joan Muzak, CEO of the Colorado chapter of MakeA-Wish, told AIN, “The main thing the [Dream Chaser] flights

do for us is give us a lot of exposure, because we always get a lot of press. When the kids first see the airplane down the runway, they can’t really tell it is much different, but when it comes right by you, it’s like a giant, neon Life Savers [candy].

It’s really pretty awesome. It is almost like an amusement ride, it is so decorative. The kids are absolutely thrilled. And International Jet goes all out for the families. They’ve really been wonderful to us.”

Muzak started the Colorado Make-A-Wish chapter after her eight-year-old daughter died 32 years ago and has been the executive director ever since.

Donations to Make-A-Wish can be made via the nonprofit’s website: wish.org. Donations can be designated for local chapters, national organizations or the international organization.

The Al Ueltschi Award for Humanitarian Leadership, created in his memory in 2006, honors Ueltschi for his lifelong dedication to humanitarian causes. Among these is Project Orbis, the international nonprofit that is dedicated to preventing blindness and saving sight, which he was instrumental in forming and for which he served as chairman for more than 20 years. o

UAS Americas Raises the Bar for International Trip Support

Your Local Partner with Global Reach For the past 14 years, UAS International Trip Support has been surpassing the expectations of clients worldwide with its relentless focus on operational excellence, global network support, a dedication to technological innovation and its customer-first approach to trip support services.

Quality assurance is of the utmost importance. UAS provides this in every corner of the globe, even at the most challenging of stations, via its dedicated ground-support supervisors.

UAS can guarantee local expertise along with globally recognized quality services because of its network of continental head-

quarters and regional offices in more than 37 countries, along with ground-support supervisors in Africa, Asia, Europe, South America and the Middle East. “Our experienced operations staff hail from more than 50 nationality and cultural backgrounds, speak more than 41 languages, and have 4,000-plus years of combined experience,” said Jay Ammar Husary, Executive Vice President, Americas, and a member of the UAS Corporate Management Team.

“Our headquarters and offices are a melting pot of talent,” said Ryan Frankhouser, Regional Director for the Americas. “We take

pride in the fact that we hire subject-matter experts from every corner of the globe and each person adds regional expertise to our global team. Need a landing permit in São Paulo for a flight from Switzerland, but need it relayed in Mandarin? We’ve got you covered.”

What Makes UAS Different?

UAS International Trip Support goes above and beyond to ensure client satisfaction.

“We believe that your trip support company should be more than a vendor—it should be an extension of your flight department,” Frankhouser said. “Our sole function is to

What happens when a client calls

Jay Ammar Husary, UAS Executive Vice President

All of the UAS operations centers around the globe are manned 24/7 by true aviation professionals.

“When a client calls, emails, or uses TMS—our trip management software—they interact directly with our operations centers,” said Ryan Frankhouser, Regional Director for the Americas. “There is no middleman.”

All client communications are acknowledged and addressed in a timely and efficient manner. “When new clients request services, we will request all relevant data. This data is kept on file so it can be referenced in future service requests, which streamlines the process and enhances the customer’s experience. Quality is the name of the game,” explained Oscar Garza, UAS Americas Flight Operations Supervisor. UAS even sends customers courtesy reminders when any licenses or certificates are about to expire.

“After we get the information from the client we contact our local agents to find out what’s going on in their area,” Garza said. “A primary concern is whether the airplane proposed for the trip is able to operate to and from the airports in question. Will the flights be safe? Will they be handled well?”

UAS trip support specialists also carefully analyze the flight path and often provide customers with a choice of routes.

Frankhouser added, “Route and feasibility planning includes hotels and the level of service desired. We will provide a detailed cost estimate that we believe includes all the expenses, should a client ask for it. We provide a list of all the known charges, including things that others may leave off. If an airport’s ‘Follow Me’ car is standard or the client is subject to VAT, we include those fees on the cost estimate.”

Ryan Frankhouser, Regional Director for the Americas

• Over Iraq Without a Permit “We had a pilot operating in the Middle East for the first time call us from the satellite phone while in flight,” Oscar Garza, UAS Americas Flight Operations Supervisor, recalled. “He had chosen to obtain all of his own permits, but had forgotten to procure an Iraq permit. So he called us and said he was in Iraqi airspace and that ATC was grilling him for a permit number.

He asked if we could help.” It normally takes three days to get such a permit,

Garza explained.

“So, everybody in our office got on the phone, calling Iraq. Within 15 minutes, we obtained approval to allow them to operate in Iraqi airspace,” he said.

“That pilot called us later—praising us—and really thankful that he didn’t get in any trouble.”

• World Cup Save “During the World Cup this year, we handled a trip to Brazil for one of our clients; however, the flight crew did

all the flight planning and got all the landing permits,” Trey Clark, UAS Americas Lead Flight Planner, related. “After the airplane arrived in Manaus, its first stop in Brazil, ATC kept rejecting their flight plans. So the pilots called us. We were able to contact ATC with our own people who speak Portuguese.”

With the matter quickly resolved, the airplane took off in time for the passengers to make the kickoff of the World Cup football match they were attending.

“A lot of operators can do stuff on

their own,” Clark said, “but with the World Cup, everything was much more complex.

We have local people in the same time zone who have local knowledge and experience. We can get anything done for anybody anywhere.”

• No Parking in Doha A major oil and gas company contacted UAS after another service provider told the company that aircraft parking was not available in Doha, Qatar, during an OPEC summit. The al-

A SPECIAL ADVERTISING INSERT PREPARED FOR UAS BY AIN PUBLICATIONS • NBAA 2014

make our clients’ jobs easier and their trips more efficient. We constantly work with our clients to make sure we provide the highest level of service.”

UAS offers customized trip planning services by building a unique profile for each client based on trip preferences.

The client’s designated, experienced operations consultant then carefully monitors these preferences.

“No school teaches what we do,” said Husary. “When we hire people, they go through a dedicated training program on the specifics of their jobs, but mostly on ‘the UAS way’ and our focus on exemplary customer service.

“To work for UAS is not easy,” Husary related proudly. “We hold our employees to a very high standard. And one has to

ternative was to position the company’s airplane elsewhere. “We called the airport authority, who told us the same thing,” Ryan Frankhouser, Regional Director for the Americas, recalled.

“So then we called one of our customers, who is based there, and asked whether they had any ramp space available for a large-cabin airplane. They said, ‘Yes, when do you want to come?’

Within 10 minutes we called the oil and gas company back and told them we had parking for their airplane in Doha.”

be exceptionally talented to secure a spot at UAS.” “Our philosophy makes us different,” Frankhouser added. “Our job is to solve our customers’ problems. We don’t give up at the first obstacle. It’s a matter of, ‘Did you ask the right questions? Did you give up at the first ‘no’?”

We Don’t Take No For an Answer Oscar Garza, one of UAS Americas’ Flight Operations Supervisors, said communication is key. “We always stay in contact with the client’s dispatcher or flight crew from before the trip starts until after it is complete. And there are always two sets of eyes on everything.

Quality control and customer service are

• Overflying Ukraine When AIN Publications visited UAS Americas’ Headquarters in Houston on June 20, several agencies had already issued warnings about overflying Ukraine.

UAS had immediately alerted its clients about the danger there and advised them to avoid flying over the area.

On July 17, less than one month later, Malaysia Airlines Flight 17 was inexplicably shot down over Ukraine, killing all 283 passengers and 15 crew on board.

Trip Management System brings UAS to your fingertips Another characteristic that sets UAS apart is its commitment to technology and the use of innovation to deliver a more streamlined, enjoyable experience to its customers. The company’s new web-based portal––UAS TMS (Trip Management System)–is the first of many exciting technologies that UAS has developed.

TMS is a workflow-management program that is also accessible as a mobile application. It provides real-time access to a suite of business aviation services. TMS saves clients time, gives them greater control over the status of service requests and enhances their experience.

Protected by a username and password, TMS allows access to mission-critical information anytime, anywhere. It is like having a full operations department right on your smartphone.

The TMS app offers these benefits: • Real-time tracking of services and status • Inventory of past flights and requests • Real-time status of requested permits • Access to all handling and fuel confirmations • Online brief available for download or email • “Push” notifications to alert the user of changes.

A SPECIAL ADVERTISING INSERT PREPARED FOR UAS BY AIN PUBLICATIONS • EBACE 2014

THE GLOBAL COMPANY THAT DOESN’T ACT LIKE A GLOBAL COMPANY the highest priorities at UAS.” Michael Ehrhart, Manager of Business Operations for the Americas chimed in, “We’re in the business of turning ‘no’s’ into ‘yes’s’ and ‘maybe’s’ into guarantees.” A former intelligence analyst in the U.S. Air Force, Ehrhart transitioned into corporate aviation as the chief of operations for Frontier Medex, a risk-mitigation firm specializing in general aviation safety, security and logistics.

“Even in situations with less than a 24-hour notice, UAS prides itself on its ability to consistently obtain permits where our competitors often fall short,” Ehrhart continued. “Our culture of creative problem solving, strategic partnerships and the unyielding belief that perfection is possible is what drives us to meet or exceed our clients’ expectations and needs worldwide.”

Future Expansion UAS opened the Americas Headquarters to be closer to its customers in this region. The long-term game plan for the international trip support provider is to open regional headquarters on six continents so that all of its clients will be able to talk to UAS staff in their own

languages and time zones. UAS team members in the regional headquarters understand regional concerns and idiosyncrasies and know exactly how the customer needs to be treated.

They bring local autonomy to the global trip support company.

“We are also expanding our presence in South America and offering new services,” Husary explained. “And we will soon be opening headquarters in Hong Kong, similar to the ones we have in Houston, Dubai and Johannesburg. We will use the same model in Asia that we have in Africa, establishing local offices in every country in Asia and the Far East. Australia will be part of our Asian expansion.”

“We have UAS employees in every African location we serve,” Frankhouser said. “Our goal is to build offices in every African location by the end of next year.

He added, “We want to build the first truly global handling network, instead of just hanging a sign with our logo on it. Only then can we truly control the quality of the service provided. Though we are a global company, we strive to ensure that our customers receive the level of service and attention they would expect from a local partner.” o

Americas Headquarters 2000 West Loop South, Suite 1500 Houston, TX 77027 USA Tel: +1-281-724-5400 Fax: +1-281-724-5410 Email: hou@uas.aero

Middle East Headquarters UAS Building, DAFZA, P.O. Box 54482, Dubai, UAE Tel: +971 4 299 6633 Fax: +971 4 299 6777 Email: dxb@uas.aero

Africa Headquarters Postnet Suite #112, Pvt Bag X21 Johannesburg, 2021, South Africa Tel: +27 11 514 0755 Fax: +27 11 514 0545 Email: jnb@uas.aero

Asia-Pacific Headquarters 17th Floor, 88 Lockhart Road Wanchai, Hong Kong Tel: +852 3975 3975 Fax: +852 3576 3553 SITA: NBOWZ7X Email: hkg@uas.aero

Billing matters “We recognize that many of our customers its clients, regardless of the length of the trip or the are cost-sensitive and are tired of receiving bills size of the aircraft. they don’t understand, have ambiguous charges For example, Dominguez recalled a client who or are received months after the trip is complete,” requested to be billed soon after the completion Regional Director for the Americas Ryan Frank- of each leg of a month-long, multiple-flight interhouser explained. national trip. “Although this was an “From a billing aspect, our team prides exception to the terms already estabitself on providing unparalleled customer serlished, our staff worked diligently with vice when interacting with our clients and agencies around the world to provide related vendors,” said Christian Dominguez, an accurate overview and expedite the Accounting Supervisor, UAS Americas. billing process,” he said. “Our team “This has allowed us to establish trustworwas able to adapt and quickly make thy and reliable partnerships throughout adjustments, not only meeting the the globe. Taking into account our massive Christian Dominguez, client’s request, but also making the Accounting Supervisor, economies-of-scale, we are able to provide UAS Americas overall billing process more efficient. our clients with some of the lowest costs of “Our company goal is to provide goods sold in the industry.” a personal touch and to handle each request, not He said that effort is taken to ensure that UAS as your service provider, but as your business partdelivers accurate, clear and transparent billing to ner,” Dominguez concluded. n

AASPECIAL 2014 SPECIALADVERTISING ADVERTISINGINSERT INSERTPREPARED PREPAREDFOR FORUAS UASBY BYAIN AINPUBLICATIONS PUBLICATIONS••ABACE NBAA 2014

“JACK” DOSWELL AWARD

Bill de Decker’s lifetime of achievement began with the Apollo space program

by R. Randall Padfield NBAA’s John P. “Jack” Doswell Award honors an individual for lifelong achievement in support of the aims, goals and objectives of business aviation. It is not awarded every year, but only when a deserving candidate is identified. This year the “more-than-deserving candidate” for the Doswell award is Bill de Decker, now chairman and majority owner of Conklin and de Decker, an aviation research and consulting firm based in Arlington, Texas.

“I was absolutely flabbergasted when I heard I would receive this award,” de Decker told AIN. “I got to know Jack Doswell in 1976 or ’77, when he was recovering from GuillainBarré syndrome, which left him with limited use of his hands and feet.” Doswell had been diagnosed with the syndrome, a disorder of the immune system, in 1973. “I was at FlightSafety,” de Decker recalled, “and Jack was getting some simulator time to get his licenses back. Over several months he just got better

and better. It was remarkable.”

The FAA eventually did give Doswell his certificate back and he continued to fly. “Jack was a real inspiration to me,” de Decker said, “so to get the award named after him is a real honor.”

A native of the Netherlands, de Decker came to the U.S. in 1956, where he first lived in Montclair, N.J. He earned his bachelor of science degree in aerospace engineering in 1964 and his master’s degree in transportation economics in 1967, both from Princeton University.

But his aerospace career began before he finished his bachelor’s degree, when in 1962 he took a job at North American Aviation in Los Angeles, thinking he would work on the XB-70 bomber program.

But that program was canceled right before he got there and then, he said, “I was offered the privilege of working on the Apollo program right after it got awarded. It was the best job any engineer right out of school could ever have.”

Bill de Decker, recipient of the 2014 Jack Doswell Award for lifetime achievement

After two years with North American, de Decker went back to college, finished his bachelor’s degree and joined Boeing’s helicopter division in Philadelphia in June 1964, initially concentrating on preliminary design.

He took a leave of absence in 1965 to get his master’s degree.

When he returned to Boeing, he became more involved in the costing aspects of preliminary design. He also did market research, sales engineering and computer programming.

Among the helicopter programs he worked on were the predecessor to the V-22 military tiltrotor and introduction of the MBB BO 105 light twin-engine helicopter in the U.S. Birth of the Aircraft Cost Evaluator

In 1970, de Decker joined Dassault Falcon Jet in Teterboro, N.J., where he focused on the sale of new and used aircraft, established a training program to transition pilots to jets, ran the international marketing department and supervised the sales engineering and market research department.

It was at Falcon Jet where de Decker met Al Conklin in 1970. “Over lunch one day we were bemoaning the fact that there wasn’t any good data on

It was Bill de Decker’s computer skills and experience with pricing aircraft programs that brought him together with Al Conklin in 1989, above. At right, Martha and Al Conklin (left) met with Bill and Suzanne de Decker at Conklin’s Cape Cod office to hand over the reins of the company that bears their names. Conklin passed away in 2006.

business aircraft–all eight of them,” de Decker told AIN. “Al, who always liked numbers, said he had data, which he had been collecting for years, and he asked me if I knew of a good format.” De Decker said he did, “a really good one, the same format we used at Boeing. So I put a prototype together using Microsoft Excel. We showed it around at Falcon and people liked it. So we started publishing what became known as the ‘Aircraft Cost Evaluator’ as a Falcon Jet document.”

De Decker took a job at FlightSafety International in 1976, where he worked in managerial positions at the training provider’s Falcon learning center in Teterboro for three years and then at its Bell learning center in Fort Worth, Texas, which was a start-up operation. His main responsibilities included overall management, financial management, marketing, new program development and general supervision. The Falcon Center, one of the largest in the company, trained more than 2,000 pilots and technicians a year during the time de Decker was there.

While de Decker was at the FlightSafety Bell learning center, the company bought a software development firm in Fort Worth.

“At that time [1982] the quality of our training materials varied widely because it was done by the individual simulator instructors,” de Decker explained. “So Al Ueltschi [founder and then president of FlightSafety] put me in charge of FlightSafety’s courseware support division.

It was a privilege to work for him, because he had tremendous insight into what business is all about, what works and doesn’t work. Probably the most important thing I learned from him is ‘take care of your customers.’”

Back in Teterboro, Conklin retired from Falcon Jet in 1984.

“It had become clear that the Aircraft Cost Evaluator would be more effective if it were an independently published set of numbers, instead of having the

Falcon Jet logo on it,” explained de Decker. “So Al made a deal with Falcon, which released the copyright to him.” Conklin founded Al Conklin Associates to offer the Aircraft Cost Evaluator to the business aviation market that same year.

‘You Can Call Me, Al’

The two former Falcon coworkers had kept in touch since de Decker had left Falcon Jet. At the 1986 NBAA Convention, Conklin told de Decker he needed help, because he didn’t know computers very well and knew nothing about helicopters.

Conklin was well aware that de Decker had a computer background and knew about helicopters from his time at Boeing.

“I was in senior management at FlightSafety in 1986, with a good salary and benefits,” de Decker recalled. “I told Al this, implying the question, ‘What are you going to pay me?’ And Al said, ‘Well, I can’t match any of that, but I can do three things for you: one, I’ll split the profits with you; two, I’ll sell you the company, if it works out; and three, we’ll have a lot of fun.’” De Decker said he’d consider the offer.

“Two years later it sounded like a heck of a deal,” he said.

“My wife agreed and Al still wanted to do it, so we joined forces and formed a new company [Conklin & de Decker], which began officially on October 1, 1989.” De Decker served as president of the firm from 1989 to 2012. In 1998, the two men wrote and published the book Aircraft Acquisition Planning. Conklin, who was 20 years older than de Decker, passed away in 2006.

De Decker and his wife still live in the house they bought in Arlington, Texas, when he started working at the Bell learning center. He is still working, although the couple has “sold just short of half of the company” to his three successors, Brandon Battles, David Wyndham and Nel Stubbs. “I’ve stepped back and let them do the day-to-day running of the company, which they do very well,” he said.

De Decker now focuses on consulting with about a dozen clients and improving and expanding Conklin & de Decker’s Lifecycle Cost Analysis software, which he developed more than 20 years ago. “As far as I know, there are only two aircraft lifecyle cost programs that are available–one belongs to the Department of Defense and the other is ours,” he said proudly. o

www.ainonline.com • October 21, 2014 • NBAA Convention News 57

Revision: 1

Created: 10.3.14

Printed at 100%

Creative Director: Designer / Art Director: C. MUMBACH

Client: Phillips 66

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with fixed pric- model, which means owners and Inspected ing that covers all By: costs asso- operators can be assured that Production Manager: CAPOSINO ciated C.with updating software future software and hardware and hardware for future needs. upgrades and customer care Brand Manager: Colors: 4/c The Canadian will be up-to-date for the life of Project Manager: K. KOCHNER company says DPI: 300 this approach is modeled on the system, without additional MECHANICAL the power-by-the-hour concepts unexpected costs,” said True successfully applied for support- North CEO Mark van Berkel. products here at the NBAA ing aircraft engines.

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True North’s Optelity cabin system includes this handheld ‘Valet’ controller.

connectivity platform for a fully functioning office, or being used purely for network connections or just telephony. According to True North, the system can be readily upgraded and adapted to new communications technology and functionality that may be available in the future.

The equipment being revealed here in Orlando today will include the Optelity Valet handheld device. Passengers can use this high-definition touchscreen unit to control cabin systems, enjoy inflight entertainment, access the Internet, email and make phone calls.

Using True North’s My Stylus application, customers will also be able to connect via Optelity using their own smartphones, tablets and laptops. The new lightweight platform also works seamlessly with the company’s existing Stylus handsets and there is also a simple upgrade path for those using the existing Simphone-connectivity platform.

“We’ve always been obsessed with business jet connectivity, but more than that, connectivity that fits the user’s style and needs with ease,” commented van Berkel. “We’re designing this product to be quite possibly the only system you’ll need in your cabin for life.” o

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58 NBAA Convention News • October 21, 2014 • www.ainonline.com

Liebherr-Aerospace (Booth 871), which supplies a variety of components to several diverse aviation market segments, has opened a new 67,800-sqft logistics center in Toulouse, France. Liebherr provides flight control and actuation systems, landing gear, and air management systems for business jets, civil and military helicopters, airliners and trainers.

The new $14.5 million center will process incoming and outgoing inventory, including inspections and shipping procedures. Liebherr anticipates “several hundred thousand spare parts” and 130,000 components will pass through the n center annually.

At CAE, safe operations are our number one priority, as demonstrated by our excellent flight training. But your other needs are also important.

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Delaware Governor Markell opens Day 2’s General Session Delaware Governor Jack Markell (D), a leading advocate for aviation in his state, will speak tomorrow at the second day NBAA Opening General Session, which will be held at 10:30 a.m. in South Hall, Quadrant B here at Orlando’s Orange County Convention Center.

Markell will also participate in an aviation-related announcement later today at the Delaware River & Bay Authority (DRBA) exhibit (Booth 4466). A bi-state authority of Delaware and New Jersey, the DRBA operates two airports each in Delaware (Wilmington and Delaware Airpark) and New Jersey (Millville Executive and Cape May), as well as the civil air terminal at Delaware’s Dover Air Force Base.

“NBAA is pleased to have Governor Markell take part in our convention, and share his views on business aviation and the positive economic impact it’s had on his state,” said NBAA president and CEO Ed Bolen. Major aviation firms in Delaware include maintenance and modification providers Dassault Falcon in Wilmington, Pats Aircraft Systems in Georgetown and Summit Aviation in Middletown.

Delaware Governor John Markell will be kicking off the second opening session here at NBAA’14.

In June, Markell and Lt. Gov. Matthew Denn (D) issued a proclamation calling general aviation a “vital strategic resource to the state and the people of Delaware.” General aviation in Delaware supports 15,500 jobs, and the overall aviation industry contributes nearly $1 billion annually to the state’s economy, according to the proclamation. –C.T.

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Machida introduces new videoscopes

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Machida (Booth 1438) has introduced its new articulating videoscope with a CCD sensor, the VSC-24.-100N. The small 2.4-mm-diameter video borescope boasts high-definitionquality imaging and two-way articulation.

According to Machida, what distinguishes the VSC-24.-100N from other 2.4-mm videoscopes on the market is that the device is not only 2.4 mm from distal end to handle but also provides true high-definition images.

The Orangeburg, N.Y. company is also displaying its new 6-mm videoscope with a 10-foot length and four-way articulation. The long videoscope has all the features of Machida’s other videoscopes without sacrificing image quality or light, and it includes a tungsten outer cover and a detachable side-view adapter.

The 2.4- and 6-mm videoscopes can be paired with Machida’s newest digital processer, the 7-7070, which has more than 12 popular features including photo capture, video recording in high-definition, picture-in-picture, new updated zoom features and a portable image archiving system that allows images to be saved and shared via SD memory cards. The 10-inch monitor processer is fitted into a rugged portable Pelican case and can be paired n with any of Machida’s ’scopes.

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Component Control cited as a ‘preferred provider’ by ARSA Component Control has been named an exclusive preferred provider of MRO and logistics software solutions by the Aeronautical Repair Station Association (ARSA). Component Control’s Quantum MRO and logistics software provides a best-practices platform for aviation repair organizations to efficiently and comprehensively manage MRO processes while promoting adherence to rigorous quality and regulatory standards.

“Over the past two years our membership has shown enormous support for our preferred partnership with Component Control and the value its software brings to their daily business practices,” said Crystal Maguire, vice president of

60 NBAA Convention News • October 21, 2014 • www.ainonline.com

operations at ARSA. “The success of our members is paramount so we’re pleased to continue this exclusive preferred partnership, which has proven to be a trusted resource for our membership.” ARSApreferred providers must have a reputation for quality, strong and credible industry references, and an established record serving the needs of its membership.

Key features of Quantum Control, which Component Control is demonstrating at its NBAA exhibit (Booth 4282), include MRO, aircraft services, hangar management, manufacturing, contact management, distribution & rotable management, accounting & financials, e-commerce and more, according to the company. –D.A.L.

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• The second Gulfstream G650 to sell on the pre-owned market sells for $70 million via The Jet Business in London. The private individual who took delivery of the new wide-cabin jet in July sold it to a Japanese property group for a profit of approximately $10 million.

Online training

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G280

• Gulfstream’s product-support organization has created private-label fabrics, leathers and carpets for cabin interior refurbishments. The curated collection of in-stock soft goods will shorten the lead time and cost for interior refurbishments, Gulfstream said.

• Gulfstream will expand its service center in Brunswick, Ga. The company signed a lease with the Brunswick and Glynn County Development Authority to develop a $25 million, 110,000-sq-ft maintenance, repair and overhaul facility near its two existing hangars.

APRIL2014 DAVID MCINTOSH

• Gulfstream plans to boost its aircraft service and support organization by building a worldwide product support distribution center near its Savannah, Ga. headquarters.

MAY2014

• Gulfstream is boosting the range of its G650 flagship with the launch of an ER (extended-range) version, increasing the G650’s already lengthy range figure of 7,000 nm to 7,500 nm at Mach 0.85.

• Gulfstream opens a customer support contact center at its Product Support Asia headquarters near Hong Kong International Airport.

• Gulfstream’s China-based factory-owned service center is adding support capability for the G650 and G280 models.

• A partnership between FlightSafety International (FSI) and Gulfstream has created two new science-based flight-crew training courses. One focuses on rejected takeoffs, while the second course reviews the physics of energy management during descent.

• Gulfstream delivers the 300th outfitted G450, a milestone that comes nearly nine years after the twinjet entered service in May 2005.

• G ulfstream Aerospace continues to build on its momentum of last year with deliveries of 39 completed aircraft during the first quarter, a 34.5-percent increase on Q1 2013.

This is on the back of a total of 144 deliveries last year, a 53.2-percent rise from the company’s performance for 2012.

JUNE2014

• Gulfstream expands its worldwide service and support network by opening a 5,000-sq-ft parts and materials distribution center at Van Nuys Airport in southern California.

JULY2014

• Gulfstream donates a G100 and other aircraft components to Savannah Technical College. The G100 is a former Gulfstream Field and Airborne Support Teams aircraft that flew technicians and parts to AOG customers. Gulfstream also donates fly-by-wire components, including manifolds and actuators, from a G650, as well as a flap assembly and fuselage panel assembly from a G450.

• Gulfstream expands its safety management system to include the sales and marketing department, making the company one of the first business jet manufacturers to implement an SMS for a non-manufacturing or service organization.

• Though second-quarter revenues and profits dipped slightly at Gulfstream Aerospace, the company still recorded a “strong” quarter. Revenues at the aerospace division, which also includes Jet Aviation, came in at $1.995 billion during the quarter, down from $2.053 billion a year ago.

AUGUST2014

• Gulfstream bolsters its European support of Gulfstream operators with the addition of a custom-outfitted Field and Airborne Support Team vehicle, based at Gulfstream’s facility at London Luton Airport.

• FlightSafety International launches online training for the ground school portion of its Gulfstream G550 recurrent pilot training course. The company’s G550 eRecurrent training course is available for pilots who operate their aircraft under FAA or EASA regulations and replaces the two-day, in-person recurrent training course.

SEPTEMBER2014

• Gulfstream launches an iOS app that allows customers to peruse the company’s preowned aircraft inventory on an iPad or iPhone.

• Gulfstream brought three jets–a G650, a G450 and a G280–to the ninth JetExpo show in Vnukovo, Russia.

62 NBAA Convention News • October 21, 2014 • www.ainonline.com

China signing

• Minsheng Financial Leasing’s order for 60 Gulfstream jets (40 firm, 20 options) announced at ABACE in Shanghai is in addition to, not further confirmation of, a $2.6 billion order for 50 Gulfstreams under an MoU signed between the two companies in July 2011.

• Gulfstream’s super-midsize G280 adds two speed records during its flight to Shanghai for ABACE, with city-pair records between Germany and Dubai and then on to Hong Kong.

• Gulfstream files a patent for a new undercarriage configuration that significantly reduces the amount of noise created when an aircraft flies with the landing gear deployed.

• Just a week ahead of the 2014 NBAA show, Gulfstream surprised the industry with the launch of two new models: the G500 and G600.

FEBRUARY2014

• On the way to the Singapore Airshow, the G650 flies from Hawaii to Singapore in 14 hours 6 minutes, setting a new record. The G280 also breaks records from Savannah, Ga., to Anchorage, Alaska, then on to Tokyo and finally Singapore, with flight times of 7 hours 41 minutes, 6 hours 50 minutes and 8 hours 9 minutes.

• Jet Aviation is set to significantly boost its maintenance capability in Asia when it completes construction of 79-foot-high second hangar at Singapore’s Seletar Aerospace Park, adding almost 54,000 sq ft of hangar space.

• Gulfstream Aerospace “is the primary growth engine for both earnings and revenue” at General Dynamics, parent company chairman and CEO Phebe Novakovic said during a fourth-quarter investor call. The company’s aerospace unit, which includes Gulfstream and Jet Aviation, had a “very good year” in 2013, she added.

OCTOBER2014

• FlightSafety International has partnered with Gulfstream to provide an online course for FBOs on the proper ground handling for the OEM’s largecabin jets. The course covers towing, parking, fueling, aircraft safety walk-around, lavatory servicing, window cleaning and snow and ice removal.

• Gulfstream adds a hangar specifically for mid-cabin aircraft maintenance at its service and completions facility in Appleton, Wis.

2014

• Gulfstream strengthens its Latin American customer support network with the official opening of its new maintenance facility at Bertram Luiz Leupolz Airport in Sorocaba, Brazil.

In Latin America, Gulfstream’s fleet has grown to nearly 180 airplanes from 105 five years ago, almost a 70-percent increase.

5,000 nm at Mach 0.85* • Max Speed Mach 0.925

*Maximum ranges shown are based on NBAA IFR theoretical range with eight passengers and typical crew. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. All performance is based on preliminary data and subject to change.

6,200 nm at Mach 0.85* • Max Speed Mach 0.925

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Max could be the ticket for Boeing BBJ buyers

by Mark Huber Dramatically better fuel economy and range coupled with attractive pricing and faster and less expensive completion options could rekindle Boeing’s (Booth 1598) sluggish singleaisle BBJ programs. But customers will have to fight through a flood of airline orders and pry aircraft off the assembly line.

Driven by the airlines’ desire to cut costs and increase fuel efficiency, Boeing announced the 737 Max program in 2011 after contemplating–and ultimately rejecting–a completely cleansheet design replacement for its 737 twinjet. Even before Boeing could finish the details of the Max’s design, the airlines, eager to boost earnings, began placing massive orders. Although Boeing won’t deliver the Max until late 2017, as of August it already had more than 2,200 orders for the airplane. The first BBJ Max is expected to be delivered without an interior in 2018 to California’s AvJet on behalf of a private client who currently owns a BBJ. Boeing largely completed the Max’s design last year. It will be 14 percent more fuel efficient than current production 737s, thanks to new CFM International Leap-1B engines with a larger intake fan tip diameter– a healthy 69.4 inches–that are mounted farther forward and higher on the wing and connected by new and more aerodynamic engine mounting pylons.

The new jet also features newly designed winglets as well as a more aerodynamic vertical

stabilizer. To provide adequate ground clearance for the larger engines, the landing gear will be lengthened so the airplane will stand a little taller on the ground. The Max will employ limited fly-by-wire controls to the wing spoilers. Other planned changes includes the addition of four 15.1-inch Rockwell Collins flight displays in the cockpit, the same displays that are on the Boeing 787 Dreamliner.

Maintenance on the Max also will be easier as fault data, once collected by instruments in the forward equipment bay, will now be available for maintenance technicians and pilots on the cockpit display screens.

The Max will also hold more maintenance data on its enhanced onboard network system and network file server, doubling the maintenance data available during flight and transmitting it live to ground stations so that issues can be quickly resolved either in flight or shortly after the airplane lands.

This should further enhance the aircraft’s dispatch reliability; the current-generation 737 has a 99.7-percent dispatch rate.

Boeing/GE Partnership

The BBJ emerged from a 1996 partnership between Boeing and General Electric, a manufacturing partner on the CFM-56 series of engines for newer-generation 737s. The original BBJ took components of two 737 models, the 737-700 series airframe and the larger 737-800

Aircare named to USAIG Performance Vector list Aviation insurance underwriter USAIG has added aviation training company Aircare International to its Performance Vector safety initiative. Performance Vector is a USAIG program that offers a choice of annual safety-related programs and services to policyholders that operate turbine aircraft. An Aircare representative will be available to answer questions at the USAIG booth (Booth 3331) from 2 to 3 p.m. today.

The addition of Aircare International broadens the Vector

program’s options to include Aircare’s Facts Training aircrew emergency procedures courses, as well as Air Care Access Assistance tele-medical support services. This supplements Aircare’s one-day pilot emergency procedures course, which uses cabin egress and firefighting simulators and in-pool drills. Aircare Access Assistance features include inflight medical emergency and automatic external defibrillator certification courses, assistance with checking medical kits for expiring products, security and

Driven by airlines to refine the 737’s efficiency, Boeing might have also developed a winning bizjet formula.

series wing, landing gear and center fuselage section. Anywhere from three to ten auxiliary fuel tanks can be installed in the belly of the airplane, giving it a maximum range of 6,196 nm (eight passengers), equating to 14 hours in the air.

A stretched version called the BBJ 2 has 25 percent more cabin capacity, but at the cost of slightly reduced range. Boeing fielded an even larger version, designated the BBJ 3, in 2005, based on the 737-900ER airliner that seated 189 passengers in coach. More than 150 of the 737-based BBJs have been sold.

The Boeing Business Jet variants of the Max are designated Max 8 and Max 9 and are based on the current BBJ 2 and BBJ 3, respectively and have significantly more range. The Max 8 will see a 14.6-percent range improvement and the Max 9 should post a 16.2-percent range jump over current aircraft. The BBJ Max 8 will have a range of health briefings for unfamiliar destinations and fit-for-duty and lost prescription consultations.

“Aircare’s training and services save lives,” said Martin Hamilton, v-p of business development for Aircare International (Booth 1681). “By offering our programs to its policyholders, USAIG continues to demonstrate its passion for safety and for helping flight departments become even better. We’re proud to be associated with USAIG and its values.”

Performance Vector programs meet FAA and ICAO aviation regulatory requirements, in addition to accreditation protocols and industry standards such as IS-BAO and NBAA’s Certified Aviation Manager program. o

66 NBAA Convention News • October 21, 2014 • www.ainonline.com

6,325 nm, an increase of more than 800 nm over the BBJ 2. It will share the same cabin size as today’s BBJ 2, offering customers a 19-foot longer cabin and three times the cargo space of today’s BBJ1.

The BBJ Max 9 is expected to offer a 6,255-nm range with the same cabin space as today’s BBJ 3. While the BBJ single-aisle market has been soft of late– Boeing delivered just seven last year–BBJ president Steve Taylor thinks that will change. “We expect a large demand for the BBJ Max, particularly for those BBJ owners who want to fly farther and more efficiently and still maintain the exceptional comfort of a BBJ,” he said.

Germany’s Lufthansa Technik already has designed a VIP precustomized modular cabin concept for the BBJ Max 8 (it also can be installed on new or used BBJ 2s) that it claims will shave 25 to 30 percent off the typical completion time and cost, with prices starting at $20 million. The Lufthansa Technik concept divides the BBJ 2 cabin into five zones with more than 720 possible layout/furniture/ material combinations.

Prices for the green–no paint or interior–BBJ Max 8 and Max 9 start at $74 million and $80 million, respectively, according to a Boeing spokesman. Typical paint and interiors add $25 to $40 million to the finished price. o

SkyVector adds advertising to website Online aeronautical chart provider and flight planning resource SkyVector (Booth 3691) announced at NBAA2014 that it will now accept advertising on its website, offering companies the opportunity to reach its audience of pilots, schedulers and dispatchers.

“It is our hope that by growing our advertising revenues, we can continue to expand our product offerings,” SkyVector founder David Graves told AIN. “We have many features on our wish list that become possible with just a little more revenue, [including] international approach plates, expanded weather radar coverage and better source data for our worldwide charts.”

Graves also noted that advertising would help keep SkyVector a free resource to the pilot community. “We believe that the day we put up a paywall will be

the last day that a student pilot bookmarks us as his favorite site,” he added.

SkyVector made headlines in 2010 as the first online chart provider to license patents held by Aurora, Ore.-based FlightPrep on graphical route overlays on Webbased navigational charts. Graves said the company’s decision to pursue a new revenue stream is unrelated to any ongoing costs from that agreement.

“While it was a bitter pill to swallow, we are generally happy [with] the terms of our deal with FlightPrep,” he said.

“We were successful in negotiating a deal that gives us the freedom to pursue our objectives, without compromise, for a price that anyone would consider reasonable.”

According to the company, more than 350,000 unique users visit skyvector.com each month. –R.F.

A VISIT TO ATL ANTIC LE AVES A L ASTING IMPRESSION .

©2014 ATLANTIC AVIATION FBO HOLDINGS LLC. ALL RIGHTS RESERVED

V I S I T U S AT

N B A A B O OT H 3 8 0 0

Dassault Falcon Jet

L o o ki n g b a c k a t la st ye a r

2013

DECEMBER2013

NOVEMBER2013

• Dassault takes the wraps off the airplane known thus far as “SMS” at the NBAA Convention in October. The Falcon 5X is a Mach 0.8 fly-bywire twinjet powered by Snecma Silvercrest turbofans, and it is decidedly not the supermidsize that its project initials suggested.

Mariano Rosales

Mariano Rosales

Falcon ‘SMS’

• Dassault pilots perform the first “simulated flight” of the Falcon 5X on November 13, providing insight into how the business jet will behave in flight.

5X introduced

JANUARY2014

• Dassault prepares to deliver the first Falcon 2000S to be based in India next month, following certification by India’s aviation authority on November 1. The new twinjet will be based in Bangalore.

• C AE has been named by Dassault as the exclusive training provider for the recently launched Falcon 5X. The agreement covers advanced pilot, maintenance and cabin crew training for the new long-range twinjet.

• E mbry-Riddle Aeronautical University (ERAU) and Dassault Falcon renewed their collaboration on education, research and business projects for another three years.

Under the previous three-year agreement, Dassault and ERAU’s College of Engineering established the Dassault Design Institute at the university’s Daytona Beach, Fla. campus.

FEBRUARY2014

• Dassault delivered nine Falcons in the Middle East last year, pushing the regional Falcon fleet to 69 jets.

Falcon 2000S

• Dassault Aviation’s introduction of the Falcon 5X, the French OEM’s biggest business jet to date, was a major event at the NBAA Convention in October, but it was the unveiling of a cabin skylight as standard that caught the eye of those entering the mockup on display at the company exhibit.

APRIL2014

• Dassault recently delivered its first Falcon 2000S in Brazil following certification by ANAC, Brazil’s aviation regulatory authority, late last year.

• Dassault Falcon is seeing a surge of interest in its Falcon business jets in Southeast Asia, according to president and CEO John Rosanvallon.

• The EASA approves Dassault Aviation to operate as a Part 147 Training Center, the first such authorization to be granted to a business jet manufacturer. The approval allows Dassault to comply with new European regulations requiring that technicians be offered practical maintenance instruction in addition to theoretical training, and allows them to obtain an EASA type rating through their Part 66 license.

250th 7X

• D assault Falcon Jet plans to bolster its parts inventory in China threefold this summer, to 3,000 items worth $13 million.

• D assault Aviation rolled out the 250th Falcon 7X at the aircraft manufacturer’s Charles Lindbergh Hall in Mérignac near Bordeaux, France. The milestone trijet entered final assembly earlier this year and will fly to the Falcon completion center in Little Rock, Ark., in June. It will be delivered to its customer before year-end.

MAY2014

Falcon 8X

• Dassault continues to expand the Falcon series, launching the new ultra-long-range 8X at the EBACE show on May 19 just seven months after unveiling the 5X. The 8X is a derivative of the 7X trijet, introducing a longer fuselage and 6,450-nm range, a gain of about 500 nm on the 7X.

• T he Dassault Falcon 2000S and 2000LXS received approval to operate at London City Airport, which requires steep approach (5.5 degree) approvals by aircraft model, as well as for crewmembers.

Eric Trappier

• A Dassault Falcon 7X earlier this month set a speed record from New York Teterboro airport to London City airport, cruising at Mach 0.88 for most of the 3,465-nm trip.

• In-service aircraft are joining newly built aircraft in eligibility for Dassault Falcon’s FalconCare guaranteed maintenance program. In-service Falcon customers can enroll in the program from the first C-check and use it anywhere in the manufacturer’s worldwide authorized service center network.

• Dassault’s Falcon 5X program is progressing on time for a maiden flight in the first half of 2015. The aircraft will complete assembly and begin ground tests this summer.

• Airbus

Group announced that it is “pursuing disposal options for its investment in Dassault Aviation.” Airbus’s 46-percent share gives it no power in decision making and is only a legacy of the share the French state used to have in Dassault. The Dassault family, via the GIMD holding company, owns slightly more than 50 percent of the manufacturer of the Rafale fighter and the Falcon business jets.

• D assault Aviation announced July 22 that it has joined the Pratt & Whitney Canada PW307D engines, wings and fuselage of the first Falcon 8X, paving the way for initial power-on and the start of ground tests. First electrical power-on is expected at the end of this month, in line with the production and test schedule.

• Dassault is considering using a large proportion of composite materials on the next generation of Falcons. “Hopefully we will have a full composite wing 10 years from now,” an executive at the company’s Biarritz factory, which has expertise in composites manufacturing, told AIN.

AUGUST2014

68 NBAA Convention News • October 21, 2014 • www.ainonline.com

JULY2014

• D assault Aviation received orders for 38 Falcons in the first half of this year while delivering 25, CEO Eric Trappier announced. The orders were worth €1.6 billion ($2.2 billion), a 29-percent increase over the same period in 2013 and a continuous improvement since the first half of 2011.

• Dassault is planning to roll out several improvements for the Falcon 7X this year, both as retrofit and for new-production aircraft. One of these upgrades includes the fuel system, which is being modified to cut refueling time.

• Dassault Falcon Jet is investing in a major expansion of its Sorocaba maintenance facility over the next few months “to better accommodate the demands of Brazilian and other South American customers.” The expansion of the Dassault Aircraft Services-Sorocaba facility will add 10,000 sq ft (929 sq m) of hangar space.

• Dassault delivered nine Falcons in the first quarter, one more than it did in the same period a year ago. Revenues at Dassault Falcon fell year-over-year by €14 million ($19.35 million) to €397 million ($548.6 million), which equates to 68 percent of net revenues at parent Dassault Aviation. During the quarter, Dassault booked orders for 12 Falcons, compared with 14 Falcons in the year-ago period.

SEPTEMBER2014 2014

• Dassault Falcon Jet broke ground on an expansion and upgrade of its Little Rock, Ark. completion facility to accommodate the French airframer’s recently launched Falcon 5X and 8X. A 250,000-sq-ft hangar is part of the $60 million project, which adds production and completion space to the existing one million square feet at the campus.

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Portable SkyFlix IFE called ‘system in a box’

by Rob Finfrock Against the increasingly crowded field of in-flight entertainment (IFE) solutions

available for business aircraft, SkyFlix (Booth 1862) hopes to distinguish itself by offering a

fully self-contained and portable IFE server, billed by the company as “an entertainment system in a box” for any aircraft with a cabin-mounted 110- or 220-volt outlet.

SkyFlix features a one-terabyte hard drive, wireless server, backup battery and docks for eight

Experience the Progress.

Liebherr-Aerospace is a leading supplier of systems for the aviation industry and has more than five decades of experience in this field.

The range of aviation equipment produced by Liebherr for the civil and military sectors includes flight control/actuation systems, landing gear and air management systems. These systems are deployed in wide-bodied aircraft, single aisle and regional aircraft, business jets, combat aircraft, military transporters, military training aircraft, civil helicopters and combat helicopters. Liebherr’s aerospace and

transportation systems division employs around 4,900 people. It has four aviation equipment production plants at Lindenberg (Germany), Toulouse (France), Guaratinguetá (Brazil) and Nizhny Novgorod (Russia). These production sites offer a worldwide service with additional customer service centers in Saline (Michigan/USA), Seattle (Washington/USA), Wichita (Kansas/USA), Montreal (Canada), São José dos Campos (Brazil), Hamburg (Germany), Moscow (Russia), Dubai (UAE), Singapore and Shanghai (People’s Republic of China).

Liebherr-Aerospace & Transportation SAS 408 avenue des Etats-Unis 31016 Toulouse Cedex 2, France Phone: +33 5 61 35 28 28 E-Mail: info.aer@liebherr.com www.liebherr.com

2017-503_018 AER_008_Sammel Service_AIN NBAA CN_USA-2.indd 1

us at e visit ntion s a le P e Conv NBAA o, FL, USA d Orlan 1-23, 2014 Oct. 2 th # 871 Boo

70 NBAA Convention News • October 21, 2014 • www.ainonline.com

The Group 09.09.14 14:34

With docking for up to eight iPad Air tablets, the portable SkyFlix system offers a single-point IFE server capable of being transferred between different aircraft.

Apple iPad Airs, all within a single 26-pound aluminum assembly. Customers may download any form of media not protected by Digital Rights Management (DRM) to the device, which then streams that content to the iPads–or to a passenger’s own smartphone or tablet–without the need for an external data connection. The unit charges the docked iPads through the selfcontained battery even when ship’s power is off.

SkyFlix cofounder and computer engineer Tyler Erdman saw the need for such a system after witnessing a client’s initial experiences with in-flight satellite communications onboard a Gulfstream jet. “He didn’t realize that he was being charged $9 per megabyte, until his passengers ran up a $30,000 bill downloading movies,” Erdman explained. “This was around the same time the iPad came out, so I began looking at how those devices could be used on the plane.”

Operators with diverse aircraft fleets seeking a single IFE solution are ideal candidates for SkyFlix, Erdman added.

Unveiled at NBAA’s Schedulers and Dispatchers conference earlier this year, SkyFlix reports two of its portable IFE systems are currently in the field, with eight more in production as of early September.

The company is introducing a second-generation system here at NBAA 2014, with future improvements to include moving-map capabilities and limited Internet access. “We’re not looking to compete with speeds offered by Gogo [Business Aviation],” Erdman noted, “just access to email and SMS.” SkyFlix offers its current system for $17,500 equipped with eight iPad Airs or $13,500 if customers prefer to use their own tablets. o

Global Jet Capital launches, offering wider finance options

by Charles Alcock Global Jet Capital (GJC), a new source of leasing and lending options for business jet transactions, starts operations this week. The company has been launched with an initial $2 billion fund with the backing of three investment firms: GSO Capital Partners, The Carlyle Group and AE Industrial Partners.

The Boca Raton, Fla.-based company is offering a range of operating and interim leases, finance leases and mortgage loans, progress payments and mezzanine financing (a mix of debt and equity financing) for both new and previously owned business jets. Its target market is aircraft valued at $30 million and higher, including pre-owned aircraft around three to five years old.

GJC (Booth 485) expects to work closely with all the leading aircraft manufacturers to help customers who want their aircraft to be off-balance-sheet assets. It sees international markets beyond the U.S. as being a strong focus of its activities.

The new group’s executive committee boasts a wealth of business aviation 2014 COMBO THROTTLES NBAA_NBAA 2014

experience. Shawn Vick, who has formerly held senior positions with Hawker Beechcraft, Gulfstream, Bombardier, British Aerospace and Landmark Aviation, is executive director and chairman of the executive committee. Bill Boisture, formerly with Hawker Beechcraft, Gulfstream, NetJets and Butler Aviation, is an executive director. They are joined

by David Rowe, founder and managing partner at AE Industrial Partners (previously known as AeroEquity and where Boisture and Vick also are partners). Rowe was formerly an executive vice president with Gulfstream Financial Services and GE Capital. Seven managing directors report to the executive committee, all of them with significant experience in business aviation and/or aircraft financing.

Vick told AIN that the new venture’s backers have been evaluating the market for around the past 36 months.

“We see an opportunity in the market because the traditional sources of financing, such as1 the banks, took a 9/8/14 11:25 AM Page

Global Jet Capital’s executive committee is led by business aviation veterans Shawn Vick (left), Bill Boisture (center) and David Rowe. Global Jet sees opportunities in lending and leasing options for business jets.

step back and others have placed significant hurdles in the lending process so that the provision of lease financing or debt financing has proved to be challenging,” he said. “[In recent years] many businesses and individuals who have a requirement for large-cabin and long-range aircraft have had to use their own capital to buy these, and then find financing [after the purchase],” explained Vick. He believes that GJC has a “significant opportunity” to help clients finance their aircraft in a more flexible way and free up capital for their own businesses.

The new lender expects to be more willing to provide funds on the basis of the value of the assets being bought, rather than purely considering the

personal credit status of the buyer.

“One of the differences that we are bringing to the market is that we know these assets very well,” Vick told AIN. He said that GJC’s transaction approval committee will be able to give quick, clear decisions on finance packages, and the company expects to be closing its first deals before the end of 2014.

GSO Capital Partners, which is a Blackstone group company run in partnership with Franklin Square Capital Partners, has approximately $69.5 billion in assets under management. The Carlyle Group is a global asset manager with a portfolio valued recently at $203 billion. AE Industrial Partners was founded in 1998 by David Rowe and his late father Brian Rowe. o

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www.ainonline.com • October 21, 2014 • NBAA Convention News 71

Fusion upgrade program is growing

by Matt Thurber

King Air 350s can now upgrade to Rockwell Collins’s Pro Line Fusion.

Rockwell Collins has expanded its Pro Line Fusion avionics upgrade to include Pro Line IIequipped King Air 350s. The retrofit delivers a NextGen-capable

72 NBAA Convention News • October 21, 2014 • www.ainonline.com

avionics system with three interchangeable 14-inch touchscreen flight displays, the company said.

Capabilities include syntheticvision system (SVS) with the

Rockwell Collins “dome” to indicate destination airport position; highlighting of the target runway on SVS and display of directional highlight arrows on airport diagrams; touch-interactive graphical maps; FMS with LPV approach capability and radius-to-fix legs; windows on the PFD and MFD that pilots can configure to show system information, enhanced-vision system or security camera display; geo-referenced e-charts with own-ship position display; touchinteractive graphical maps; and localizer performance with vertical navigation approach capability.

Rockwell Collins is collaborating with Landmark Aviation’s Winston-Salem, N.C. facility to certify the upgrade in the first half of next year, although Rockwell Collins will own the STC itself. The upgrade has an estimated flyaway price that is “substantially more affordable than the current certified glass cockpit retrofit [Garmin G1000] on the market,” said the company.

The King Air 350 upgrade will be the second STC for Pro Line Fusion touchscreen; the STC for Pro Line 21-equipped King Airs is expected to receive certification “toward the end of the year,” the company said.

The company also announced receipt of EASA approval for its Aircraft Information Manager (AIM) secure data transfer system for 22 aircraft models equipped with Pro Line 4 and 21 avionics. AIM is used to update onboard databases, such as FMS nav databases, electronic chart updates, terrain and surface management and other systems automatically via Wi-Fi or cellular data connections.

The AIM also can be used to download maintenance information, via the same networks.

The new approvals cover all Challenger models; the Citation XLS+, CJ1+, CJ2+, CJ3 and CJ4; Falcon 50/2000s; Gulfstream G150; Hawker 7/8/9 series; Beechjet 400A with Pro Line 21; King Air 200GT/350; and Piaggio Avanti II. “This is the first round of AIM certification in Europe,” said Greg Irmen, Rockwell Collins v-p and general manager, flight controls and information systems. “In addition to Europe, we are planning certifications in Asia, Africa, and Central and South America.” o

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Showalter Flying Service has hosted every Orlando NBAA static display since 1996, when the association first made the city the “unofficial home” of its biggest meeting.

Showalter relishes role as NBAA’s airside host

by Curt Epstein For many attendees at NBAA’s annual convention and exhibition, the static display remains the highlight, a showcase where airframers and aircraft brokers alike can present their finest aircraft. But while showgoers prowl the Orlando Executive Airport ramp this week, few will take into account the vast amount of logistics that goes into the precision marshaling of all those aircraft, as well as providing the support for them during the show. None perhaps are more familiar with the process than Showalter Flying Service, which has hosted every static display in Orlando since NBAA made the central Florida city the “unofficial home” of its biggest show starting in 1996.

Bob Showalter, chairman of the company and son of founder Howard Showalter, was part of the group that sold the organization on Orlando back in 1992 when NBAA was considering leaving Miami. After convincing one of his based customers to pick up the NBAA representative and fly him to Orlando, Showalter arranged a tour of Orlando Executive Airport and the then-under-construction Orange County Convention

Center. Fast-forward 22 years and Orlando finds itself hosting its ninth convention, including the one in 2005 when it was quickly substituted for a floodravaged New Orleans in the wake of Hurricane Katrina.

This year, organizers expected approximately 100 aircraft in

the static display, and while that may seem like a decline from the peak of 147 set a few years ago, space was sold out by midAugust. “What’s changed is the planes are bigger, more heavy iron,” said Showalter, noting that the size of the exhibitor chalets has increased as well, including one this year that occupies more than half an acre.

“I don’t think it has ever been sold out so early,” he added, referring to the more than 20 acres encompassed by his company’s ramp, which is leased each time to NBAA to

accommodate the display.

While planning for this year’s static display began long ago (indeed, according to Tracy Tippett, NBAA’s manager of static displays, preparations for next year’s show in Las Vegas are already under way), the conversion of a portion of the Showalter ramp into the display area started around the beginning of August, as NBAA organizers used laser equipment to survey the display area down to the inch and mark where the main and nose gear of each airplane would rest. According to Tippett, the area was first rendered in a CAD/CAM computer program, which was then manipulated as aircraft were added or deleted from the exhibition roster, in some cases right up to show time.

Tenants Are Displaced

The quiet front porch at Showalter Flying Service will be rocking with activity all week, as NBAA visitors pass through on their way to and from display aircraft.

74 NBAA Convention News • October 21, 2014 • www.ainonline.com

For Showalter Flying Service–which began its 70th year in operation this month–having the world’s largest business aviation show in town meant certain changes to normal operations for many of its 125 based aircraft. “Our tenants are the unsung heroes of NBAA because they all mostly willingly give up access to their hangars and regular spaces for about a month,” said Showalter, who noted that the company’s largest transient hangar has also been off limits from the time the static display was set up.

For a period of time, some based aircraft owners could

still access their airplanes and have them towed through the growing maze of fencing, but for a span of 10 days, extending past the end of the show, all access froze, requiring the owners to either leave their aircraft in the hangar or out in a remote parking area.

The aircraft in the static display arrived in a precisely determined sequence depending on where they were to be located. Large aircraft such as the Gulfstreams were among the first to enter the area. As each aircraft arrived, it stopped at the front ramp near Showalter’s terminal, where it was met by a customer service representative (CSR) who completed a checklist of each aircraft’s departure requirements, such as when it would require fueling, what catering it would require and its intended departure date and time. “The goal is to have everyone delighted with the service,” said Showalter. “I think most people have been in the past, and that’s certainly the goal this year.”

Until the last few shows, the FBO’s staff would move the aircraft into position in the display, but that task was taken over of late by aircraft tug manufacturer Lektro, which brings its own equipment and selected workers to do the job. When signaled, Showalter personnel towed the airplanes to the “throat” of the bottle-shaped static display area and unhook them to allow the Lektro personnel to move them to their designated spots. The entire process will be reversed at the end of the show.

“NBAA thinks the show is over on Thursday but a whole lot of the folks are staying that night and want to leave at O-darkthirty on Friday,” Showalter told AIN. “By Friday afternoon the place is a ghost town and our tanks are empty, mentally, physically and certainly and hopefully fuel-wise, too.”

Under such a crush, Showalter has learned to take great steps to make sure his staff, which nearly tripled during the course of the show to 75, including volunteers and borrowed line technicians and CSRs, doesn’t get overwhelmed. “The hardest part is to keep people from moving too urgently and too fast and therefore losing the safety edge, which is at the top of everything we are trying to do,” he said.

At a meeting on Saturday before the show regarding

Continued on page 76 u

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Showalter relishes role as NBAA host uContinued from page 74

safety protocols, the entire group met with representatives from the FBO’s insurance provider as well as from fuel supplier Phillips 66 (which brought four additional fuel trucks to

bolster Showalter’s fleet).

Each time it hosts the static display, Showalter Flying Service creates a thick three-ring binder full of notes, which is used to further perfect the system. Among the lessons learned in the past is the establishment of a “perimeter road” around the edge of the display to facilitate the delivery

of catering and materials to the chalets, and the need to have enough chargers to keep the fleet of Lektros properly powered. Another learned lesson is having all ramp workers tuned to the same radio frequency, so everyone will know to stop what they are doing if someone notes an emergency situation.

New to the ramp this year is

a mobile cellphone relay tower, providing broadband Internet and cellphone service to the entire display area, eliminating the previous tangle of cables.

According to Showalter, the ubiquitous portable generators, which power things such as chalet air-conditioning, may also soon be a thing of the past. “I think in the near future we’ll see

Bob Showalter

step of the way.

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76 NBAA Convention News • October 21, 2014 • www.ainonline.com

every day, every

underground power added to this ramp,” he said, adding the airport authority is considering the upgrade in the aftermath of NBAA’s recent agreement, which could keep the show a regular visitor to Orlando through 2025.

In addition to the static display, during the course of the show, the airport will receive several hundred aircraft bringing attendees. Rental car provider Enterprise was ready for the demand, setting up a booth inside the FBO and staging more than 300 rental cars on the property for the duration.

While Orlando’s hosting of the show typically proves to be a lucrative endeavor for Showalter Flying Service, that wasn’t the case in 2012, the last time the convention was in town. “Between Mr. Obama closing us down on arrival day and Superstorm Sandy taking the four largest states that usually fly in and making them not come, that was a very small show for us,” noted Showalter. “We didn’t have a single airplane from New York, Pennsylvania, Connecticut or Massachusetts.”

As presently scheduled, the annual convention will be held in Florida in even years, and NBAA is looking to swap it to odd, for political reasons.

Florida is a noted swing state on the national stage, and the timing of the event just before November elections leaves it vulnerable to disruptions from campaigning officials as happened in 2012. According to Showalter, it’s uncertain when the availability of convention centers will accommodate the shift, which will likely see the show in the same venue two years in a row. o

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Part 91 ops are getting safer, accidents are up for Part 135

rate (the number of events per 100,000 flight hours) to 5.85. While these figures are impressive, note that the number of estimated flight hours for Part 91 aircraft dropped more than 6 percent from 1994 through 2013–from 22.3 million in 1994 to 20.9 million in 2013.

Last year, Part 135 on-demand piston and turbine aircraft were involved in 44 total accidents and 10 fatal crashes that killed 27 people compared to 35 total accidents and seven fatal crashes that killed nine people in 2012. The number of accidents for Part 135 operations in 2013 was 1.24 per 100,000 flight hours, the highest rate since 1.53 in 2009. The Part 135 fatal

by Gordon Gilbert The NTSB’s recently released preliminary aviation accident statistics for 2013 show that Part 91 operations as a whole (piston, turbine, personal, training and business aircraft combined) declined to their lowest level in 20 years. However, on-demand Part 135 operations, in which the Safety Board lumped together piston and turbine aircraft, showed increases in

all categories last year compared to 2012.

With regard to Part 91 accidents specifically, the NTSB data indicated a decrease in 2013 versus every previous year through 1994 (the last year shown on the Safety Board’s recent publication). The total number of mishaps decreased to 1,222; fatal accidents to 221; fatalities to 387 and the accident

Part 135 On-Demand Accidents 1994-2013

Part 91 General Aviation Accidents 1994-2013

(all numbers preliminary)

(all numbers preliminary)

Accidents

Accidents per 100,000 Flight Hours

Fatalities

accident rate in 2013 was 0.28, the highest level since 0.59 in 2008. These rates are significant because Part 135 on-demand flight hours increased some 3 percent from 1994 through 2013–from 2.5 million in 1994 to 3.6 million in 2013.

Part 91 business and Part 135 ondemand accident statistics are typically far better for turbine airplanes than the figures for all general aviation segments grouped together, as is shown on the NTSB’s recent publication. For example, in 2013 Part 91 business jets were involved in six fatal accidents compared with five in 2012. And Part 135 on-demand jet operations had no fatal accidents last year versus one in 2012. o

Accidents

Accidents per 100,000 Flight Hours

Fatalities

All

Fatal

Total

Aboard

Flight Hours

All

Fatal

Year

All

Fatal

Total

Aboard

Flight Hours

All

Fatal

1994

2,021

404

730

723

22,235,000

9.08

1.81

1994

85

26

63

62

2,465,000

3.45

1.05

1995

2,056

412

734

727

24,906,000

8.21

1.63

1995

75

24

52

52

2,486,000

3.02

0.97

1996

1,908

361

636

619

24,881,000

7.65

1.45

1996

90

29

63

63

3,220,000

2.80

0.90

1997

1,840

350

631

625

25,591,000

7.17

1.36

1997

82

15

39

39

3,098,000

2.65

0.48

1998

1,902

364

624

618

25,518,000

7.43

1.41

1998

77

17

45

41

3,802,000

2.03

0.45

1999

1,905

340

621

615

29,246,000

6.50

1.16

1999

74

12

38

38

3,204,000

2.31

0.37

2000

1,837

345

596

585

27,838,000

6.57

1.21

2000

80

22

71

68

3,930,000

2.04

0.56

2001

1,727

325

562

558

25,431,000

6.78

1.27

2001

72

18

60

59

2,997,000

2.40

0.60

2002

1,716

345

581

575

25,545,000

6.69

1.33

2002

60

18

35

35

2,911,000

2.06

0.62

2003

1,741

352

633

630

25,998,000

6.68

1.34

2003

73

18

42

40

2,927,000

2.49

0.61

2004

1,619

314

559

559

24,888,000

6.49

1.26

2004

66

23

64

63

3,238,000

2.04

0.71

2005

1,671

321

563

558

23,168,000

7.20

1.38

2005

65

11

18

16

3,815,000

1.70

0.29

2006

1,523

308

706

547

23,963,000

6.35

1.28

2006

52

10

16

16

3,742,000

1.39

0.27

2007

1,654

288

496

491

23,819,000

6.94

1.20

2007

61

14

43

43

4,033,000

1.51

0.35

2008

1,569

277

496

487

22,805,000

6.87

1.21

2008

58

20

69

69

3,408,000

1.70

0.59

2009

1,480

275

479

470

20,862,000

7.08

1.32

2009

47

2

17

14

3,064,000

1.53

0.07

2010

1,440

270

457

454

21,688,000

6.63

1.24

2010

30

6

17

17

3,113,000

0.96

0.19

2011

1,470

266

448

437

NA

NA

2011

50

16

41

41

N/A

N/A

N/A

2012

1,471

273

440

440

20,881,000

7.04

1.30

2012

35

7

9

9

3,522,000

0.99

0.20

2013

1,222

221

387

382

20,887,000

5.85

1.05

2013

44

10

27

27

3,562,000

1.24

0.28

NA

Source: NTSB

Year

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78 NBAA Convention News • October 21, 2014 • www.ainonline.com

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Jet Aviation expands MRO activity

Jet Aviation, Saudi Arabia

by R. Randall Padfield After signing agreements with Gate V and Fame Executive Aviation so as to establish operations in Vienna, Jet Aviation (Booths 1200 and 4600), a wholly owned subsidiary of General Dynamics, is now operating and managing MRO and FBO facilities at Vienna International Airport. Jet Aviation also appointed Dennis Kohr as managing director of the facility.

“As a key gateway to the East, Vienna International Airport is among the top ten most important airports in Europe–in terms of business aviation traffic–and represents a key market for Jet Aviation,” said Stefan Benz, vice president of Jet Aviation MRO and FBO operations, EMEA and Asia.

The new MRO operates a Cessna authorized service center, which provides scheduled

scheduled maintenance (A checks) on GII, GIII, GIV and GV models. “Large aircraft are preferred by many of our clients flying in the Kingdom of Saudi Arabia,” said Alain

Champonnois, vice president and general manager of Jet Aviation Saudi Arabia. Jet Aviation Saudi Arabia is a long-standing joint venture company with Saudi Arabian partners. o

Dennis Kohr, Jet Aviation Vienna

and unscheduled maintenance and off-site AOG services for Cessna Citations. The MRO also supports AOG and line maintenance for Learjets and Bombardier Challenger 300s.

Jet Aviation plans to add other Bombardier, Dassault Falcon and Gulfstream models in the future. The MRO facility includes a new 4,000-sq-m hangar and 2,000 sq m of shops and office space.

The Jet Aviation Vienna FBO features an operations office, a crew lounge and access to a VIP passenger lounge. Offered services include taxiing, passenger and crew transportation, luggage handling, lavatory drainage and aircraft refueling.

Kohr, who reports directly to Benz, joined Jet Aviation Basel in October 2011 as a regional sales director. Before that, he worked in sales and project management for major aerospace companies in Munich and Hamburg.

Farther south in the EMEA area, Jet Aviation Saudi Arabia recently received FAA approval as a repair station for Gulfstreams, providing light

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www.ainonline.com • October 21, 2014 • NBAA Convention News 79

Textron Aviation

L o o ki n g back at l a st ye a r

2013

FEBRUARY2014

DECEMBER2013

Scorpion

• The Citation fleet, consisting of more than 6,600 jets, surpasses 30 million flight hours.

• Cessna celebrates FAA certification and initial deliveries of two jets, the Citation M2 light jet and Sovereign+ midsize. Both are equipped with the Intrinzic Garmin G3000/G5000based flight deck and wireless Clairity cabin management system.

• The Latitude prototype makes its maiden flight, climbing to 28,000 feet. Later in the month, the prototype reaches its maximum performance envelope (max speed, 440 ktas, Mach 0.80) and altitude (45,000 feet).

• Textron AirLand’s well-kept secret prototype Scorpion twin-engine “tactical” jet, built

by Textron subsidiary Cessna Aircraft, flies for the first time December 12 in Wichita, taking the aviation industry by surprise.

• Cessna wins a contract for three CJ4s from the Ministry of Land, Infrastructure and Transport Civil Aviation Bureau (JCAB) through its special-mission affiliate, Kanematsu of Japan.

MARCH2014

Grand Caravan EX

• Textron buys Beechcraft for $1.4 billion and combines Beechcraft and Cessna to form Textron Aviation.

Garmin G3000

• Reignwood Group orders 10 Grand Caravan EXs for its aerial tourism business in China.

•T he Citation XLS+ is certified in China, and first deliveries are planned for later in 2014.

•T he new Alpine edition CJ2+ retrofit program adds similar features as the CJ3+ to the CJ2+.

• Textron Aviation issues layoff notices for 750 full-time and contract employees at Cessna Aircraft and Beechcraft as it integrates these businesses following Textron’s acquisition of Beechcraft last month.

MAY2014

JUNE2014

• The FAA issued Type Inspection Authorization for the Citation Latitude, which allows FAA inspectors to begin participating in flight test activities.

Citation X+

• EASA approves the European certification of the Citation Sovereign+ and M2.

• The Grand Caravan EX receives EASA certification.

• Cessna rolls the first production CJ3+ off its Wichita assembly line.

• The seventh Citation Special Olympics Airlift flies some 700 athletes from across the U.S. to compete in the 2014 Special Olympics USA Games in New Jersey. The airlift is sponsored and managed by Textron Aviation and for the first time includes Beechcraft owners alongside Cessna Citation operators.

JULY2014

• Cessna adds the Turbo Skyhawk JT-A to its diesel-powered light airplane family.

• The first production CJ3+ makes its first flight.

• Textron Aviation’s entire range of Beechcraft and Cessna products is now available in special-mission configuration. All 20 current-production aircraft “fit numerous mission profiles, including aerial survey, air ambulance, flight inspection, aerial surveillance, training and utility transport,” the company said.

• The Citation X+ receives FAA certification and begins deliveries. New features for the X+, now the fastest civil aircraft in production, include Garmin G5000 avionics, integrated autothrottles, Clairity cabin management system, a larger cabin interior and sweptback winglets.

• Cessna Aircraft’s second production Citation Latitude makes its first flight.

• Textron Aviation’s flagship Cessna Citation X+ lands at TAG Farnborough Airport after a short flight from Paris Le Bourget following its first transatlantic crossing.

AUGUST2014

• Textron assembles a new flight simulator manufacturing and training company– TRU Simulation + Training–that its leaders believe will offer strong competition to entrenched players FlightSafety International and CAE.

• Textron Aviation is now offering the ProAdvantage product support program for Beechcraft King Airs. Previously available only for Cessna Citation customers, ProAdvantage includes ProParts, ProTech and ProPropeller.

Textron Aviation is also cross-training maintenance crews at Citation Service Citation M2 Centers and Hawker Beechcraft Services facilities to provide maintenance for Cessna, Hawker and Beechcraft products.

• Cessna announces the Surge interior and exterior package for the speedy, allcomposite TTx piston single. Upgrades include two-tone leather seat covers and personalized canopy cover, engine inlet plug and floor and wing-walk mats. The McCauley Blackmac C447 is now standard on the TTx and is the sole propeller approved for the optional TTx flight-into-known icing package.

SEPTEMBER2014

80 NBAA Convention News • October 21, 2014 • www.ainonline.com

APRIL2014

• The 100th Grand Caravan EX is delivered to Hussain Ali Rashid Almoalla, who flew the turboprop back to the United Arab Emirates.

The airplane will be part of his flying club.

• Cessna announces the CJ3+, an upgraded CJ3 with the Intrinzic flight deck (Garmin G3000 avionics), improved systems and new interior features.

• The Citation CJ3+ receives FAA certification just six months after Cessna announced the new model. The single-pilot CJ3+ is the latest Citation to get the Garmin G3000 flight deck treatment along with a new automatic pressurization control system, ADS-B out, turbulence-detecting weather radar and Cessna’s Clairity cabin management system.

Citation Latitude

• The Citation M2 is certified in Brazil and Argentina.

2014

• Cessna’s Independence, Kan. factory delivers its 10,000th single-engine piston-powered airplane since production of Cessna piston singles restarted in 1996. Liberty University takes delivery of the 10,000th airplane, a 172 model with a custom paint scheme, to honor the milestone.

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Honeywell demonstration trip illustrates 3-D radar upgrade While greater safety in flight is always the trump card when it comes to weather radar performance, the core benefits of more modern systems can be measured in dollars and cents. Knowing early and with confidence precisely where heavy weather isn’t can save money by making dispatch and flight planning a lot more efficient and improving en route decision making for crews. That’s where Honeywell’s IntuVue 3-D weather system makes new and important inroads.

AIN got to go along on a press flight aboard Honeywell’s Convair CV-580 demonstrating the benefits of IntuVue. Unfortunately for us, storm chasing in the Northeast has offered slim pickings most of the summer, and taking off from New York La Guardia Airport (KLGA), pilots Joe Duval and Markus Johnson had to fly us almost to North Carolina to chase down some radar returns that were closing in on northern Virginia.

The object of the demonstration was to show how the new version of the radar is more complete, accurate and user

friendly. It also weighs a lot less, uses less electrical power and takes up less space in the avionics rack. One of the messages emphasized in the demonstration was the value of the new system in overall cost savings for airlines, not only from delayed or diverted flights, but also in maintenance (damage from hail and lightning strikes) and fuel that would have been burned circumventing areas of suspect weather unnecessarily.

The IntuVue RDR4000 has been available since 2007, and Honeywell recently announced a major software update that will incorporate hazard predictive hail and lightning icons, similar to what is seen on Nexrad. These new features are now possible in an onboard radar because advances in technology have made data collection and processing more sophisticated.

Honeywell has worked with the National Oceanic and Atmospheric Administration (NOAA) to develop algorithms that will predict precisely what convective conditions, as perceived by the radar, are most likely to produce

Honeywell

by Mark Phelps

This graphic shows how the IntuVue 3-D radar system scans and stores data covering the 180-degree area in front of the airplane out to 320 nm, from the surface to 62,000 feet. Covering 17 different tilt angles and refreshing the entire scan every 30 seconds or less, IntuVue’s functionality is like having a continuously refreshed CAT scan of the sky ahead. The system gives crews a graphic image of weather on and off the flight path.

damaging lightning and hail. Already in use on some Airbus models, Boeing 737s and coming soon for the Dassault Falcon 7X and Gulfstream G650, the new software will be even more widely available next year.

At the media briefing before the afternoon flight, Jeff Hester, technical sales manager for Honeywell’s Air Transport and Regional (AT&R) division, opened his presentation with an evaluation of how much weather costs the airline industry each year. For example, he said, Bureau of Transportation statistics show that airline flights at major New York-area airports in the first six months of this year experienced a total

of 117,495 minutes of delays–the equivalent of 81-and-a-half days. According to U.S. Travel Association research, he said, the average per-flight cost in lost passenger productivity for each hour’s delay is $3,300.

The FAA estimates that 56 million passengers funneled through the big three New York-area airports (JFK, La Guardia and Newark, New Jersey) last year. Between passenger delays and airline expenses, weather delays cost the U.S. economy a grand total of $3.5 billion in 2013, according to the association. Honeywell unrolled a clean sheet of paper to design its IntuVue radar hoping to cut into those costs, not to mention

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reducing the carbon footprint from all the fuel expended dodging some of that weather.

Tilt Technology Provides a Better View

automation may not be the best choice, reverting to manual tilt adjustment is also possible.

Information for Strategic Planning

One of the big advantages of onboard radar is that it is closer to real time than satellite weather, so pilots have a more accurate and realistic view of the

short-range weather directly in the flight path for close-in tactical decision-making. Still, increasing the range of newer radars to 320 nm enhances early weather decision-making for the crew.

In an age of satellite weather, some may question how much onboard radar really needs to do in long-range mode. Isn’t longrange, strategic weather data

available from external sources at much lower cost?

One part of the answer is that the wider world is not as rich in satellite weather coverage as U.S. airspace is, and airliners and business jets frequently find themselves in geographic areas where onboard weather radar is their only source of information on hazardous conditions. o

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Mark Phelps

Honeywell calls IntuVue a 3-D system, as distinguished from what it calls “point-andshoot” conventional radar. Part of the advantage comes from a more efficient 40-watt transmitter, able to make the most out of its signal thanks to more efficient pulse compression technology. It draws less than a third the power of conventional radars, which are typically rated at 150 watts. (Early onboard radar in the 1950s transmitted as much as 10,000 watts.) The IntuVue transmitter is able to project out 320 nm, and through a 180-degree arc around the nose of the aircraft.

weather data collection process.

In a way, the IntuVue tilt software is like having an expert at radar tilt management checking the airspace ahead every few seconds, scanning from the surface to Flight Level 600, and automatically adjusting accurately for the Earth’s curvature and terrain. All the pilot needs to do is look at the screen. When

Though the storms we were chasing were hardly spine-chilling, the display on Honeywell’s IntuVue 3-D radar clearly showed the cells that were bubbling up in our flight path. For tactical flight planning, nothing beats an onboard radar.

But the most profound element of IntuVue is its automatic tilt adjusting technology.

On older systems, pilots manually adjusted the tilt angle of the radar to gain a fuller perspective on the cell they were viewing. The normal antenna position places the bottom of the radar scan at four degrees down, covering a small portion of the sky, and potentially missing dangerous weather altogether or minimizing its threat on the display screen.

IntuVue uses proprietary software that automatically adjusts tilt repeatedly, collecting the data of each configuration and storing it. It scans left and right and tilts up and down, covering the sky from ground level to 60,000 feet, a total of 17 tilt values for each scan, which updates every 20 to 30 seconds.

It’s almost like a CAT scan for the sky in front of the airplane and, like a CAT scan, it stores and interprets what it sees. The IntuVue system compensates for the curvature of the Earth, and also interfaces with Honeywell’s enhanced ground proximity warning system to automatically compensate for changing terrain, so ground clutter doesn’t interfere with the

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www.ainonline.com • October 21, 2014 • NBAA Convention News 83

Global and Waypoint partner on UAS safety Insurance underwriter Global Aerospace is highlighting its partnership with consulting firm Waypoint Global Strategies to provide training and logistical support to the unmanned aircraft Global Aerospace and Waypoint Global Strategies have launched a training/logistical support program for UAS operators.

Duncan taps bizav vet for response team leader

provide customers with safety awareness resources and professional training. Waypoint and Global Aerospace have designed the program to provide UAS operators with consulting and data analytics services and access Duncan Aviation has named systems (UAS) community and to online training webinars.

Andrew Arcuri assistant manGlobal Aerospace customers “We will continue to dem- ager of its engine Rapid through its SM4 safety program. onstrate our commitment to Response Team (RRT) network, Under the partnership, the exciting and rapidly grow- concentrating on the eastern Waypoint subsidiary Unmanned ing sector of UAS,” said Chris regions of the U.S. Safety Institute (USI) will Proudlove, team leader for Arcuri comes to the Duncan complex risks at Global Aero- Aviation team with more than space. “With our wide range 20 years of experience in turbine of products developed specifi- engine maintenance. He served cally for UAS and partnerships as an engine and propeller techwith experts such as Waypoint nician in the U.S. Navy, worked Global Strategies, we are on TFE731 engines at Garrett fully prepared to support this Aviation and then moved to expanding industry.”

Dassault Falcon Jet, where he The partnership includes proved instrumental in develtraining in best practices for oping and expanding additional UAS flight safety, including lines of engine business. identifying and minimizing risk Arcuri’s career path also took exposure and core principles him into engine service sales such as human factors and tech- and as a business partner in an aircraft repair station enginenology reliability.

Waypoint and ItUSI reprePlease do not delete rule border. is part of theline ad authorized design. by Honeywell. sentatives will be available at Most recently he served as a Halfthepage (horizontal) 10” x 6.5” Global Aerospace exhibit field service engineer/senior (Booth 3685) today and Wed- technical support specialist for nesday between 11 a.m. and Honeywell Aerospace.

“I like the face-to-face inter2 p.m. to present UAS simulator demonstrations. –H.W. action you get with customers,”

said Arcuri. “I want to be the guy that makes it happen for them and I believe meeting the customer’s expectation is critical. In an ongoing effort to increase product efficiency and maintain a high level of support, my knowledge and experience will add value to Duncan Aviation and its customers.”

In addition to managing the East Coast RRT locations, Arcuri will serve as team leader for the Duncan Aviation RRT in New York.

Over the past three years, the Duncan Aviation engine RRT network has grown 50 percent and now employs 30 engine technicians in 11 different locations across the U.S. In the past year, the RRT has fulfilled a total of more than 1,300 work orders. –G.P.

From flawless comfort, to perfect privacy.

Nothing in moderation, everything to the highest degree of excellence. AeriA Luxury interiors will make every square foot of your aircraft into a one-of-a-kind airborne sanctuary, replete with exquisite craftsmanship, premium materials, and uncompromising quality. Specializing in ViP completions for Boeing and Airbus airframes, the AeriA team collectively has renowned expertise proven in successful completions on more than 50 aircraft. imagine what we can build for you!

Come visit AeriA Luxury interiors at booth #1685 during NBAA 2014 in Orlando, October 21–23!

L U X U R Y

I N T E R I O R S

9800 John Saunders Rd, San Antonio, TX 78216, U.S.A., +1 210 293 6925, www.aeriainteriors.com AERIA Luxury Interiors is the completions division of ST Aerospace San Antonio, L.P., which is an affiliate of ST Aerospace.

84 NBAA Convention News • October 21, 2014 • www.ainonline.com

The Luxury of Experience.

THE LATITUDE ATTITUDE

BARRY AMBROSE

Cessna's developmental Latitude touts the widest cabin cross-section in its class at 77 inches. Six footers can stand upright, and the flat floor extends 21 feet in length. In the natural conflict between cabin size and aircraft performance, Cessna maintains operators are the winners. It says the Latitude’s comfort matches “the largest jets in the sky" with no sacrifices in "the speed, range and useful load we know you need."

Lufthansa Technik launches Amstat: Bizjet sales on the rise new executive shuttle concept

by Ian Sheppard Lufthansa Technik is offering a new “Executive Shuttle” VIP interior concept for Airbus and Boeing narrowbodies.

The concept, which offers configurations varying from 20 to 52 passengers for the A320 family and 20 to 56 passengers for Boeing’s 737, offers a variety of cabin designs within a “manageable budget.”

The German company’s creative design department has developed 20 different cabin layouts for both aircraft families, from “an all-business/first-class configuration to more sophisticated versions with sleeping options, meeting and dining areas or private rooms.”

executive shuttles must stay within a reasonable financial investment. We think that our concept meets exactly these customer requirements.” He suggested that the new offerings could be used to give a “second life” to pre-owned narrowbodies, making partial use of refurbished existing airline cabin interiors.

Lufthansa Technik (Booth 2289) expects the Executive Shuttle concept to prove particularly popular in Asia, where it will cooperate with Asian Sky Group, based in Hong Kong.

“Asian Sky Group’s expertise in evaluating and acquiring pre-owned aircraft Lufthansa Technik offers 20 different flavors of interior arrangements.

“We see a concrete demand for our Executive Shuttle concept,” said Walter Heerdt, senior v-p VIP and executive jet solutions.

“Prospective customers from different regions are looking for possibilities to offer their special guests an exclusive onboard ambience while using the aircraft for their executive shuttle service. At the same time the interior design and completion of these

will be an important support feature for Asian customers,” said Asian Sky general manager Jeffrey Lowe.

The turnaround time for the cabin refurbishment will range from two to six months, depending on the selected interior. The refurbishment will be carried out at Lufthansa Technik’s VIP completion centers. o

Business aviation data provider Amstat (Booth 2698) has noted increasing sales activity in the industry of late. According to the Tinton Falls, N.J.-based company, a greater percentage of the active fleet of business jets (7.8 percent) sold in the first nine months of 2014 than in the same period in any year over the last decade.

In the recently ended third quarter, the size of the business jet fleet for sale shrank to 11.2 percent, making it the lowest percentage seen since March 2008, before the start of the economic downturn. “The business jet transaction activity is clearly leading today’s resale market recovery,” said Amstat general manager Andrew Young.

In terms of pricing, asking prices for

heavy jets have steadily increased since 2012, with a peak in April at an average of $15.4 million, but have since declined to $14.8 million. Medium jet asking prices have declined 5.3 percent over the past year, while light jets, which had been trending downward, have increased by 2.5 percent since July.

In the turboprop segment, however, inventory has remained flat at about 8 percent since early 2013, while asking prices have decreased by 4 percent over the past year to an average of $1.3 million. In the recently ended quarter, just 1.9 percent of the active turboprop fleet changed hands, making it one of the least active quarters in recent history. –C.E.

Jet-Care’s webECHO portal provides real-time engine data Engine condition trend-monitoring specialist Jet-Care has introduced a new version of its webECHO online portal to give aircraft operators easier real-time access to test results and trend reports. The new system is designed to be used on both desktop computers and mobile devices. The improved site brings together analysis and results covering the company’s gas path analysis (GPA) engine trend monitoring, as well as its laboratory testing of oil, hydraulic fluid, fuel, debris and filters.

NBAA visitors can see demonstrations of the webECHO site at JetCare’s show exhibit (Booth 3816). The system allows GPA customers to view diagnostic comments, download monitoring and fault code reporting (where applicable) as well as to filter data according to the type, severity and date

of any events relating to their engines.

“For customers with fleets of aircraft, webECHO is particularly useful in managing their condition monitoring programs, both our laboratory analysis and GPA engine trend monitoring services,” said Jet-Care sales and marketing manager Alan Baker.

Jet-Care’s U.S. laboratory is located near Morristown, N.J., and its European sister company Spectro has facilities in the UK and Switzerland. Pratt & Whitney Canada’s PT6 turboprop is the latest engine to be added to the group’s GPA service portfolio.

A full report on Jet-Care’s services will appear in the Wednesday edition of NBAA Convention News. A video showing how the company provides GPA and laboratory testing is available online at www.ainonline.com. –C.A.

www.ainonline.com • October 21, 2014 • NBAA Convention News 85

Comlux bets on growth in the widebody market

by Charles Alcock The Comlux Group is set to start work in December on the expansion of the completions hangar at the Indianapolis, Ind. headquarters of its Comlux America division. The investment, announced at last year’s NBAA show, represents a leap of faith on the part of a company that believes rising demand for VIP completions of larger Airbus and Boeing aircraft will offset the relatively sluggish narrowbody sector.

Comlux is adding approximately 40 feet to the front of a hangar that opened in September 2012, a time when the narrowbody completions market was seen as the main plank of the company’s business plan.

The expansion, which is targeted for opening in June 2015, will also see the addition of a new tail door that will allow Comlux to receive all widebodies with the exception of the Airbus A380. The facility can currently accommodate five narrowbody aircraft simultaneously.

Arnaud Martin, the group’s new executive vice president for operations, is confident there will be a resurgence in demand for completions as a whole, and that the new focus on widebodies will soon prove to be rewarding. In a pre-show interview with AIN he also reported tangible signs of recovery in the aircraft charter sector, served by the group’s Europe-based Fly

Comlux operation.

Earlier this year, Comlux America delivered an Airbus ACJ321, the first VVIP example of the European airframer’s largest narrowbody airliner, to an undisclosed client based in central Asia. More recently, in June, the company delivered to a Chinese customer a refurbished Boeing Business Jet (BBJ). These two deliveries represent the seventh and eighth green interior completions since Comlux America became an authorized service center for both Airbus and Boeing in 2010.

The ACJ321 was delivered on-time despite having an extremely demanding deadline and, like all other Comlux completions to date, also met or bettered contractual commitments for weight and cabin noise levels. The refurbished BBJ featured extra-wide seats with electric controls that were developed by Italy’s Iacobucci, as well as a high-performance entertainment system. This aircraft allows for four different interior configurations with the lounges and office area being converted into bedrooms as required.

The latest deliveries have cleared space in the hangar for an ACJ320 green completion that Comlux was awarded back in February and which is due for delivery in August 2015. Also now in the works is another major cabin

Comlux recently delivered a refurbished Boeing Business Jet to a customer in China. It features new-design passenger seats from Iacobucci.

refurbishment for a BBJ and also for another ACJ320, which is due to leave Indianapolis by the end of December.

“Even in a relatively weak market [for aircraft completions] we are satisfied with the progress we are making,” said Martin. “The new widebody hangar will be a strong compliment for our narrowbody capability.”

According to Comlux America CEO Jim Soleo, the company

takes an exceptionally personalized approach to completions and devotes significant engineering know-how and energy to meeting customer’s exacting needs by developing bespoke components. For instance, when the company receives a green aircraft it takes out the existing ducting for the environmental control system and replaces it with its own hardware. This alone can result in weight savings of between 800 and 1,000 pounds, as well as delivering a quieter air-conditioning system for the customer.

BARRY AMBROSE

Service Heats Up

JET PROPELLED PARTS DELIVERY Gulfstream plans to build on its Number One rating in customer support, and part of the service package is this Gulfstream G150, a dedicated parts and service aircraft. The Savannah, Ga.-based airframer is focused on emergency “aircraft-on-ground” (AOG) situations, requiring spare parts and/or service technicians.

86 NBAA Convention News • October 21, 2014 • www.ainonline.com

Maintenance activities on the service side of Comlux America’s operations are also getting busier. This is especially the case since the company added Airbus aircraft to a portfolio that already includes Boeing, Gulfstream and Bombardier (for which the facility is an authorized service facility).

Learjets and Challengers account for much of the work handled in the maintenance hangar and Comlux is looking to increase its activity with the larger Global models through the introduction of the 10-year 8C check (the first of which it intends to complete this month). It is also adding support for the Learjet 70/75 series to its capabilities.

Another growth area is

support the new FANS 1/A+ datalink requirement for which Comlux has developed a new supplemental type certificate covering the Challenger 600s (including the 604 model). The first installation on a Challenger 601 owned

by Worthington Industries has been completed and the required flight-testing is due to be finished by the end of October.

“Right now on the services side we are packed with work and that’s great to see,” said Soleo.

Charter Growth

Martin, who joined Comlux (Booth 685) in July, told AIN that demand for charter flights in the group’s 17-aircraft fleet also is picking up. The most recent addition is an ACJ318 that is based in the Middle East, which has joined an ACJ320 and a pair of ACJ319s (with one more now in completion due to follow). The fleet also includes a Boeing 767, six Bombardier Globals, four Challengers, a Dassault Falcon 900LX, two Embraer Legacy 650s and a Hawker 900X. The FlyComlux subsidiary now is headquartered in a new 24/7 operations center on the Mediterranean island of Malta. Crucially, this gives the Swiss-based group an operating base within the European Union, avoiding several regulatory complexities.

Martin said the Boeing 767 has proven to be an exceptional charter asset, with strong demand from governments. “If we had three or four of these at times when world summits are being held, we could easily charter all of them,” he said. “Overall, the charter market has been improving since around May or June of this year.” o

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Portable satcoms save communications costs

by Matt Thurber

A new maintenance hangar to be built by the AAR Group at Chicago Rockford International Airport is a prime example of investments being made in the area by aviation companies.

Rockford unrolls carpet to aerospace businesses Rockford Area Aerospace Network (Booth 4835) has come to the NBAA show seeking to attract more business aviation companies to join the growing aerospace cluster being formed around the northern Illinois city. Already some 250 aviation and aerospace firms have facilities in the Rockford region, which is about 60 miles northwest of Chicago and close to the southern Wisconsin border. These include companies such as UTC Aerospace, GE Aviation, Esterline, AAR and B/E Aerospace.

According to Carrie Zethmayr, executive director of trade and investment with the Rockford Area Economic Development Council, the main areas of expertise drawn together around Rockford are

electrical power generation systems, engine manufacturing and actuation systems. There is also a strong metal manufacturing tradition in the area.

“We have a high concentration of people employed in manufacturing [about 20 percent of the local workforce] and this is twice the national average,” Zethmayr told AIN. Specifically, there is also a lot of automobile manufacturing in the area and Rockford officials maintain that this bolsters the skills available to aviation employers.

Unlike some areas that seek to attract aviation investment, Rockford does not market itself primarily in terms of low business costs. “We are mainly positioning ourselves as a highvalue provider for advanced technology businesses and we

can also offer unbeatable logistics [in terms of transportation networks, for example],” Zethmayr added.

One of these transportation logistics assets is Chicago Rockford International Airport.

Among the new aviation investments at the site is a 200,000sq-ft maintenance hangar being built by the AAR Group. It will employ around 500 people when it opens in early 2016.

Education is another important part of the Rockford region’s aviation portfolio. The state-funded Rock Valley College has built a 40,000-sqft facility for training aircraft maintenance technicians. One local high school provides an academy program focused on aerospace skills, and participating students spend a quarter of their tuition time on this subject.

High school juniors can start taking aerospace classes at the local community college to get a jump-start on an associate’s degree in engineering. –C.A.

Micro ‘Owls’ spotted on UAVs, manned aircraft Aviation Specialties Unlimited (ASU, Booth 1478) of Boise, Idaho, is unveiling its new microgimbal camera at the NBAA show in Orlando. The Owls (observation wide-area, low-altitude sensor) is designed for surveillance, reconnaissance and target detection from lightweight UAVs and it can also be fitted to manned aircraft.

“What makes the Owls different from other EOIR [electro-optical infrared] gimbal payloads is a true night-vision sensor that uses a low-light CMOS [complementary metaloxide semiconductor] camera with extremely low electronicnoise performance that can image into starlight conditions,” explained Joe Estrera, ASU

chief technology officer. “Other gimbals use thermal infrared cameras but will not achieve the needed resolution to recognize/identify feature-rich objects in a scene. The camera that ASU is using in Owls is closely approaching the night-vision performance of military image intensifiers.”

Owls weighs less than two pounds, measures four inches in diameter and uses less than five watts of power. It also provides advanced night-vision imaging capabilities. ASU says the payload sensor assembly system will meet standard commercial aviation requirements, such as RTCA’s DO-160, Environmental Conditions and Test Procedures for Airborne Equipment.

Aviation Specialties Unlimited’s new Owls electro-optical infrared (EOIR) gimbal payload for aircraft allows users to distinguish objects in feature-rich environments lighted only by stars.

ASU is developing multiple Owls camera systems with differing operational capabilities. The next version will have microelectronics that will digitally fuse, pixel by pixel, nightvision with infrared imagery, thus making it possible see through smoke and other atmospheric obscurations. –R.R.P.

88 NBAA Convention News • October 21, 2014 • www.ainonline.com

For aircraft owners and operators looking to save money on airborne telecom costs, BizjetMobile offers a way to text and email over the Iridium and Inmarsat SwiftBroadband satcom networks for at little as $899 a month. The key to BizjetMobile’s pecuniary pricing plan is its portable devices, which require no supplemental type certificate for installation (although some require installation of an external antenna).

The email feature–called GetMail–is a new development, and BizjetMobile is demonstrating this and all of its products at its NBAA exhibit (Booth 1462).

BizjetMobile offers two main types of portable satcom devices: the Chimp and Grrrilla.

Chimp is an Iridium-based system, with devices that hook into either an existing Iridium transceiver in the aircraft or one with the Iridium transceiver included.

Because of the Iridium network’s relatively low bandwidth, Chimp is designed for those who want to be able to send text messages (SMS) and email and make voice calls, but not access the Internet. Emails are done through BizjetMobile’s GetMail service and can’t include attachments. Iridium satcom is available worldwide.

Grrrilla works on the Inmarsat SwiftBroadband (SBB) satellite network and, like Chimp, taps into an existing SBB transceiver or includes its own transceiver.

Because of the greater bandwidth offered by SBB, Grrrilla offers Internet access in addition to SMS, email and voice calling.

While SBB works in most parts of the world, its coverage isn’t as widespread as Iridium. BizjetMobile also announced a new offering for Grrrilla, a monthly 2.5 GB of SwiftBroadband service for $2,530.

Show Me the Savings

The cost-saving element for both Chimp and Grrrilla is the ability to have unlimited SMS and GetMail email for just $899 per month, worldwide. Chimp voice calling is $1.40 per minute.

With Grrrilla, the user has the option of switching on Internet access, which is billed at $3.50 to $9.95 per megabyte. “The point is that communication these days is very different than it used to be,” said Bizjet Mobile CEO

Dan Rich. “Everyone is constrained with bandwidth, that’s the reason why Twitter is so successful.” People can be satisfied with using SMS to communicate, which is an ideal application for bandwidth-limited and costly satcom.

The GetMail feature is new and allows BizjetMobile users to use the system with their own email address instead of one that is dedicated to the satcom or aircraft. BizjetMobile sets up the user’s email address on the app (iOS only for Chimp and iOS or Android for Grrrilla).

“Now your email inbox is on the app,” Rich said.

BizjetMobile’s portable Chimp Iridium system comes with and without the satcom transceiver.

When a user boards the BizjetMobile-equipped aircraft and opens the Chimp or Grrrilla app, the last 10 to 15 email headers are waiting. Clicking one of the headers opens that email (again, without attachments), but those that aren’t clicked aren’t fully uploaded, to cut down on bandwidth use. Every 15 minutes in flight, the inbox is refreshed with the latest 10 to 15 emails.

Chimp systems are available without the Iridium transceiver ($25,000) for aircraft that already have Iridium, or with an Iridium transceiver and Bluetooth handset ($35,000). These systems require external antennas costing $5,000 to $9,000.

In countries where installing such an antenna runs into regulatory roadblocks and significantly higher costs, BizjetMobile offers the $45,000 Version 3 portable system, which uses two antennas, each one suctioncupped to left and right cabin windows. It includes a hardwired handset, and automatically switches between antennas without dropping calls. o

V I S I T

U S

A T

B O O T H

2 3 5 9

“Jeppesen and Company celebrated its 50th anniversary last week. It was very exciting and emotional. I got some really good licks in for FlightSafety.”

– Jepp Jeppesen, from a letter to FlightSafety founder Al Ueltschi, 1984

ELREY B. JEPPESEN Navigational Aviation Pioneer

A Legacy of Trust

Aviation pioneers Elrey “Jepp” Jeppesen and Al Ueltschi started out as barnstormers and went on to become industry leaders and icons. They were close friends and business colleagues who led industry-changing efforts to make aviation safer.

Their correspondence, now housed in Seattle’s Museum of Flight, illuminates their mutual respect and goals. In 1962 Ueltschi wrote in a letter to Jeppesen, “If we can provide the finest instruction and equipment, our Company should continue to grow even more.” Jeppesen shared how he actively promoted FlightSafety, whether at aviation events or in one-on-one interactions.

As a longstanding member of FlightSafety’s board of directors, Jeppesen was directly involved in the business. Al and Jepp discussed such milestones as ferrying the first Falcon aircraft across the ocean and the arrival of FlightSafety’s Gulfstream, Falcon and JetStar simulators.

The company Jepp founded in 1934 continues to help aviation professionals worldwide reach their destinations safely and efficiently. Al’s commitment in 1951 to provide the very best training and simulators remains at the core of FlightSafety’s mission to enhance aviation safety around the world.

Building trust over time, and continuing to earn it each day, is FlightSafety’s promise and commitment. Aviation professionals from around the world trust FlightSafety to continuously provide the highest quality training and outstanding service they expect and deserve since 1951. Today more than 1,800 highly experienced professional instructors deliver aircraft and mission-specific courses, using FlightSafety’s comprehensive training systems and advanced-technology flight simulators designed to enhance safety. Trust your training to FlightSafety. You’ll see why so many of yesterday’s and today’s aviation professionals have made the same choice.

For information, please contact Steve Gross, Vice President, Sales • 314.785.7815 sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company

JETS

MATT THURBER

BUSINESS

CirrusVision SF50

by Mark Huber

Think less James Bond, more Captain Value.

New business jets under development have one thing in common: with a laser-like focus on value, almost to the model they have achieved a nearperfect balance of versatility, performance, comfort and costs.

Concern about costs per seat mile used to be the preserve of the airlines.

No longer: it has helped define even the Mach 0.935 Cessna Citation X+.

Granted, new technology helps the equation, from better man-machine interface in the cockpit to faster Wi-Fi in the cabin. But while there is no shortage of onboard whiz-bang, from the smallest to the largest airframes, the big differentiator going forward will be customer service and support. It’s not enough to be the fastest and the hippest in the air; you need to stand behind the airplanes with the same vigor and commitment that the U.S. Air Force applied to the Strategic Air Command during the Cold War: anytime, anywhere.

It is no coincidence that Gulfstream and Embraer are selling aircraft as fast as they can make them: both scored market-leading product support numbers in our latest survey. Embraer’s case is particularly stunning. Fifteen years ago it wasn’t even in this business, and today it claims a 17-percent market share. Honda set up an international service network and built a large OEM service center at its Greensboro, N.C. campus before it has delivered a single aircraft.

To that end, OEMs are changing the way they sell aircraft, with more focus on simplified maintenance and life-cycle costs: higher engine TBOs, longer inspection intervals and more requirements for on-condition replacements as opposed to time intervals. In some cases, hourly maintenance programs are wrapped into the purchase price. This trend should increase reliability across the board

and inch dispatch rates even closer to 100 percent. Development and certification schedules on select new programs continue to fall behind because of specific financial challenges at select companies, technical difficulties integrating new technologies into airframe, avionics and flight controls, and certification slowdowns attributable to budget and other constraints at both the FAA and the European Aviation Safety Agency (EASA).

Most of the new jet design activity (either clean sheet or block change) is in the crowded middle market (midsize and super-midsize jets), reflecting the continuing softness in the entrylevel sector and the rarefication of the large and jetliner offerings. Bombardier, Cessna and Embraer all have new models under development in what can be called the greater middle market, the most attractive for fractional programs and other fleet customers. These new midsize programs all share certain characteristics: a renewed focus on passenger comfort, with improved seating, larger windows and flat floor cabins. All categories are moving toward touchscreen avionics in the cockpit and more fuel-efficient engines, which translate into better range and times to climb. Winglet design is being revised with more swooping shapes. The large jet market is seeing some action, although less of it, with new programs officially under way at Bombardier and Dassault and the rumor mill running full tilt at Gulfstream. Airbus and Boeing stand ready to offer airliner-class variants with new, more fuel-efficient engines and slipperier wings.

Make no mistake, there’s still plenty of cool factor here; from electrochromic window shades and LED mood lighting in the cabin to stealthily quiet and clean jet engines. But now it’s all wrapped up in a slick package with more attractive economics, even in the age of expensive fuel.

90 NBAA Convention News • October 21, 2014 • www.ainonline.com

MARK WAGNER

The emerging ‘middle class’ Flaris LAR 01

Singles Flaris LAR 01

The Poland-based aviation newcomer unveiled its $1.5 million five-seat, single-engine light jet at the 2013 Paris Air Show. Certification has slipped into mid2016 as the company grapples with the need for an engine more powerful than the originally envisioned 1,460-poundthrust Pratt & Whitney Canada PW610F. The LAR 01 is fitted with dual Garmin G600 avionics. Other features include rear-hinged main cabin doors reminiscent of 1960s Lincoln Continentals, detachable wings and stabilizers, a fuselage fuel tank, electric de-icing, and an in-the-nose whole-aircraft ballistic parachute. The aircraft’s target performance includes maximum cruise speed of 380 knots; stall speed of 62 knots; 1,400 nm of range; a 45,000-foot ceiling; and the ability to take off from short grass strips. The company said a second airplane is nearly complete and construction is under way on two more fuselages.

Cirrus Vision SF50

Cirrus flew its first conformal flighttest aircraft on March 25 and plans to add two more to the fleet on the way to certification next year, it hopes, of its $1.96 million SF50 single jet.

While it will look similar to the nonconforming test aircraft Cirrus has been flying since 2008 (logging more than 600 flight hours), changes have been made to refine the design. They include a slightly longer nose and higher loft than the model currently flying. Range is estimated at 1,000 nm at 300 knots, or 1,200 nm at 210 knots. The single FJ33-4 Williams

Eclipse 550

turbofan is expected to power the aircraft to 25,000 feet. The five-plus-two occupant layout is retained but options such as weather radar, a “relief station” and upgraded leathers have been added. The SF50 will feature an emergency wholeaircraft parachute that will deploy from the nose.

Cirrus already is beginning to gear up for production by adding factory robotics and a fuselage lay-up mold for the all-composite aircraft. The company has received deposits for more than 550 of the jets. As the SF50 bucks up against the $2 million price mark, company chairman Dale Klapmeier indicated that Cirrus might leverage its relationship with its owner, the China Aviation Industry General Aircraft (CAIGA), to build certain component parts in that country to cut costs.

Klapmeier said the company plans to gradually spool up production of the SF50 to 125 aircraft per year after certification.

Light Twins Eclipse 550

The $2.895 million update of the original Eclipse 500 features cockpit avionics upgrades that provide synthetic and enhanced vision; sharper, more powerful display screens; a separate avionics standby display unit; dual integrated flight-management systems; and autothrottles. The 550 also has new electronic

Continued on page 92 u

The Future Unveiled

NBAA2014 | booth 273 | uasc.com

BUSINESS

JETS uContinued from page 90

antilock brakes. The 550’s upgraded cabin features higher-grade, piped leathers; finished carpets; more robust table and cup-holder attachments; better hand rails; a one-piece headliner that improves aesthetics; portable server; iPad and Bluetooth connectivity; and an intercom system for pilot-passenger communications. Eclipses are offered with Iridium satphones capable of transmitting aircraft engine data for monitoring. The 550 has a top speed of 375 knots and a range of 1,125 nm. Deliveries of the 550 began earlier this year.

Embraer Phenom 100E Cessna Citation M2

Cessna Citation M2

Embraer Phenom 100E

Embraer began delivering the 100E earlier this year. The $4.161 million (base price) upgraded Phenom 100 addresses perceived deficiencies in the original model (300 delivered since 2008) and

Honda HA-420 HondaJet

provides customers with more interior choices. The most dramatic change on the aircraft is the addition of wing spoilers that facilitate more rapid descents and increase the effectiveness of the lift-dump system during aerodynamic braking on the ground. The published stopping distance on the 100E remains 2,722 feet.

Maximum range (1,178 nm) and speed (390 knots) also are unchanged. In the 100E’s cabin, Embraer is now offering premium slide, swivel and recline single executive seats, similar to those aboard the larger Phenom 300, as an extra-cost option. A significant number of fabric and color combinations, now 11 in all, are available on the 100E at no additional charge. Real wood veneer is standard and customers can choose from a variety of enhanced cabinetry offerings, including a new galley cabinet (in place of the onboard forward closet or side-facing passenger seat) that includes an optional hot jug, ice drawer and beverage and glassware storage.

Honda HA-420 HondaJet

Honda expects to receive certification of its $4.5 million light twin late this year. The HA-420 will have a range of 1,180 nm, a maximum speed of 420 knots, an initial climb rate of 4,000 fpm and a maximum altitude of 43,000 feet.

Honda claims the aircraft has greater fuel efficiency and higher speed than competing models. The four- to six-passenger jet will be certified for single-pilot operation. The HondaJet uses a carbonfiber composite fuselage mated to metal

92 NBAA Convention News • October 21, 2014 • www.ainonline.com

wings. That, coupled with the unique positioning of the engines on over-thewing pylons, reduces drag and creates a larger cabin volume with generous passenger legroom and less vibration. Honda expects most customers to opt for a cabin configuration that features a single-place, side-facing divan opposite the entry door followed by club-four seating and an aftcabin lavatory with privacy door.

Key suppliers include GE Honda Aero Engines for the HF120 engines (2,050 pounds of thrust each); Garmin for the G3000 touchscreen avionics; and Emteq for its SkyPro HD IFE and cabin-management system, which features audio/ video on demand, interactive 3-D moving map, exterior camera and wireless cabin control of lighting and monochromatic window shades at each seat via passengers’ personal electronic devices.

More than 800 employees are working at Honda’s massive 83-acre Greensboro, N.C. campus, which has 500,000 sq ft under roof and should be able to turn out 70 to 100 aircraft per year when production is fully ramped up. The first two years of production are already sold out.

SyberJet SJ30i and SJ30x

MSC Aerospace, the new owner of the SJ30 program, recently broke ground on a new completion and design center for the jet in Cedar City, Utah, and is planning two new versions of the aircraft. The SJ30i will feature an upgraded “Sybervision” Honeywell Primus Apex 2.0 system avionics suite with 12-inch displays and a new interior. The avionics and interior are

SyberJet SJ30

MATT THURBER

Cessna’s $4.35 million makeover of the CJ1+ received FAA certification late last year and incorporates several ergonomic lessons learned from the smaller Citation Mustang and the larger CJ4.

The new cockpit is roomier and has a shorter control pedestal for easier entry to and egress from the pilot seats. It also features the new Intrinzic flight deck based on the Garmin G3000 touchscreen avionics system.

In the back, the standard configuration is a facing-club-four arrangement with an optional single passenger, side-facing seat opposite the cabin entry door. The aft lav features a flushing toilet with optional closing door. The M2 borrows the Clairity cabin-management system developed for the company’s new crop of larger jets for passenger communications and entertainment. The seats have been redesigned to be slightly more ergonomic and have inboard armrests that retract into the seat backs when not in use. The cabin employs LED lighting throughout and includes a pair of 110-VAC plugs. Power comes from a pair of uprated Williams FJ441AP-21 engines with full-authority digital engine control (Fadec). They produce 1,965 pounds of thrust each (sea level, standard temperature) and have a 4,000hour time-between-overhaul interval.

The M2 can maintain maximum cruise speed through higher altitudes–all the way up to 39,000 feet. Maximum altitude is 41,000 feet. At cruise and 400 knots, the fuel burn is 112 gallons. Fuel capacity is 494 gallons. Range is 1,300 nm and payload with full fuel and one pilot is 500 pounds. The useful load is 3,809 pounds.

The 46-cu-ft baggage hold can swallow 725 pounds. Like all CJs and the Mustang, the M2 is certified for single-pilot operations.

lighter than their progenitors and take an estimated 200 pounds out of the airplane.

That aircraft is expected to enter service during next year’s second half.

A follow-on aircraft, the SJ30x, will feature uprated Williams International FJ44-3AP-25 engines with dual Fadec controls and is expected to provide higher cruise speed at altitude, quicker climbs, more payload and better high and hot performance. It will also feature single-point refueling. Certification for the SJ30x is estimated for 2017. Price for both aircraft is expected to be in the $8 million (2014) range.

The SJ30 program began in the late 1980s and the SJ30-2, finally received FAA certification in 2005. Since then, the company has had several different corporate owners and only eight examples of the Mach 0.83, 2,500-nm, sevenseat jet have been produced. The aircraft holds three world records for speed and distance. Its 30-degree swept wing allows high speed and efficient cruising, and leading-edge slats and flaps are optimized for low-speed approaches. The SJ30 has a service ceiling of 49,000 feet, maintains

Continued on page 94 u

Bombardier Learjet 75

Pilatus PC-24

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JETS uContinued from page 92

a sea-level cabin to 41,000 feet and is approved for single-pilot operations.

Cessna’s $8.05 million remake of the CJ3 features all-new Garmin G3000 touchscreen avionics, improved environmental control system and more comfortable passenger seats. It remains to be seen if these changes can boost sales, which dropped to 15 last year. The aircraft has a full-fuel payload of 780 pounds, a maximum IFR range of 1,875 nm, a top speed of 416 knots and a ceiling of 45,000 feet. It is single-pilot capable and has seating for up to nine passengers. Power comes from a pair of Williams FJ44-3A engines (2,820 pounds of thrust/4,000-hour TBO).

The G3000 system on the aircraft features improved turbulence-detecting weather radar, Tcas II, advanced terrain awareness warning systems (Taws), a wireless media server, Garmin integrated cockpit and cabin Iridium phone, and high-speed Internet capabilities from GoGo Biz (Aircell). The CJ3+’s avionics are ADS-B compatible. The aircraft received FAA certification last month.

Bombardier Learjet 70 and 75

The updated versions of the Learjet 40XR and 45XR received FAA certification approval late last year and EASA approval on September 12. The “new” Learjets offer seating for up to seven passengers in the 70, nine in the 75, and include restyled seats and cabin shell, a greater selection of fabrics and finishes, Wi-Fi, a Lufthansa Technik Nice HD cabin management and entertainment system, larger galley, more closet space and enclosed lavatory. The airplane offers all this while delivering a range of just over 2,000 nm (with four passengers) and without sacrificing top speed, still a brisk 465 knots. Service ceiling is 51,000 feet. The new Learjets sell for $11.1 million and $13.55 million, respectively.

The new Honeywell TFE731-40BRs in the back, at 3,850 pounds of thrust each, have 10 percent more takeoff power than the engines that powered the 40 and 45. That gives the 70 and 75, aided by new canted winglets, quicker climb times, better short-field performance and improved high/hot capabilities. The engines also promise to be 4 percent more fuel efficient than the Dash 20BRs they replace and likely will be more durable: they feature improved turbine sections and make innovative use of ceramic coatings on critical components such as ducts and turbine shrouds.

Up front, the new Bombardier Vision cockpit, which is based on the Garmin G5000 touchscreen avionics system,

DAVID MCINTOSH

Cessna CJ3+

Embraer Legacy 450

includes synthetic-vision technology and new GWX 70 weather radar. It also allows pilots to control cabin lighting and to dial directly into the GoGo Biz (Aircell) ATG 5000 Wi-Fi system or the Iridium satphone via the touchscreens while wearing their headsets.

Cessna Citation Latitude

Cessna CJ3+

Light Mediums Pilatus PC-24

The first PC-24 test aircraft rolled out of the hangar on August 1, and the first two years of production quickly sold out.

Pilatus has temporarily stopped accepting new orders. The aircraft combines light jet operating economics with super-midsize jet capabilities and comfort and is aimed at more conventional offerings from Cessna and Embraer. Like the PC-12 single-engine turboprop, the PC-24 retains an aft cargo door and the capability to operate from unpaved and unimproved fields–with the PC-24 as short as 2,690 feet at an mtow of 17,650 pounds. Pilatus aims to have the up-to-10-passenger, $8.9 million all-metal aircraft certified by 2017 and approved for single-pilot operations.

Power comes from a pair of Williams International FJ44-4A engines rated at 3,435 pounds of thrust each. The engines have automatic thrust reserve, passive thrust-vectoring nozzles, quiet power mode in place of an APU to provide ground power, integral pre-cooler to condition bleed air and reduce drag losses, and an anti-ice and noise-suppressing inlet. They have a 5,000-hour TBO and a hot section time of 2,500 hours.

The engines help propel the PC-24 to FL450 in less than 30 minutes and achieve a high-speed cruise of 425 ktas at FL300.

Range with four passengers is 1,950 nm and at mtow the maximum payload is 2,500 pounds. Up front, the customized avionics suite, dubbed Pace (Pilatus Advanced Cockpit Environment), is based on the Honeywell Primus Apex system and features the latest advances.

The voluminous passenger cabin

94 NBAA Convention News • October 21, 2014 • www.ainonline.com

provides more overall space than either the Cessna XLS+ or the Embraer Phenom 300 and has a flat floor, which means less headroom in the aisle. The aircraft will come with seven different interior options for layouts that include executive, commuter, combi and quick-change configurations as well as options for an externally serviced lavatory, either forward or aft, and galleys. Like the PC-12, the PC-24’s dominant feature is its rear cargo door, which measures 4.1 feet wide and 4.25 feet tall.

Embraer Legacy 450

The $16.6 million Legacy 450 made its first flight in late December 2013 and is scheduled for 2015 certification. It has a six-inch cabin stretch and a range increase to 2,500 nm over the original design specifications. The shorter sibling of the Legacy 500 midsize, the 450 shares the same fuselage diameter and many of the same systems, including fly-by-wire (FBW) flight controls, engines and avionics.

Power comes from a pair of Honeywell HTF7500Es (6,540 pounds of thrust each) that can propel the aircraft to 43,000 feet in 22 minutes. The pressurization system keeps cabin altitude at 6,000 feet at the 450’s maximum cruising altitude of 45,000 feet. Maximum cruising speed is Mach 0.83. The 678-cu-ft cabin offers seating for seven to nine passengers.

Cabin management and IFE is courtesy of Honeywell’s HD Ovation Select cabin-management system, which allows for control of entertainment, communications, lights, temperature, window

shades and more via drink-rail-mounted units, wireless handheld remotes or a galley touchscreen. The system can interface with high-speed satellite communications and a variety of consumer electronics.

The cockpit offers Rockwell Collins Pro Line Fusion avionics. The four large active-matrix LCDs in the panel connect the pilots with synthetic enhanced vision with an optional head-up display; electronic charts, maps, graphical weather depiction from an intuitive Multi­ Scan weather radar system that sees up to 300 miles out; and an airport surfacemanagement system that minimizes the chance of a ground mishap. Fusion can grow to accommodate future technology add-ons such as voice recognition, surface guidance and automatic dependent surveillance-broadcast (ADS-B).

Cessna Citation Latitude

Cessna first announced plans for its $14.9 million light midsize Citation Latitude in 2011 and the aircraft made its first flight this past February. Other production aircraft have since joined the flighttest program, and certification and entry into service appear on track for 2015.

The Latitude features seating for eight, a new and large ovoid fuselage and a maximum range of 2,700 nm. The Latitude’s new flat-floor cabin is 27 feet, six inches long; 72 inches tall; and 77 inches wide. The standard seating arrangement accommodates passengers with a forward, dual seat, side-facing divan, a clubfour grouping of single seats and two more single seats aft of that. The Latitude will feature Garmin G5000 avionics and the wireless Clairity cabin management system. The fiber-optic Clairity system allows completely wireless control of cabin functions. It will be compatible with personal devices.

The engines are Fadec (full-authority digital engine control) Pratt & Whitney Canada PW306D turbofans (5,700 pounds of thrust each). They will propel the Latitude to 43,000 feet in 23 minutes en route to a maximum cruise altitude of 45,000 feet. Like its predecessors, the Latitude will have good short-runway

Continued on page 96 u

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capability. Cessna predicts runway length required at mtow to be 3,900 feet. The G5000 in the Latitude’s cockpit features three 14-inch LCD primary and multifunction displays and four touchscreen control panels. It includes synthetic vision, electronic charts, Garmin’s Safe Taxi airport charts, dual FMS, Waas and Taws.

Bombardier Learjet 85

500. Last month the larger of these two aircraft, the 500, was certified in Brazil and entered service. Compared to the 450, the 500’s fuselage is six feet longer and range with IFR reserves increases to 2,800 nm with eight passengers, at Mach 0.80 and with NBAA IFR reserves. Current price is $19.9 million.

The 500 can carry up to 12 passengers in a cabin that is near super-midsize, measuring 26 feet 10 inches long, 6 feet 10 inches wide and 6 feet tall.

Customers can choose between a large, well appointed forward galley opposite annex storage or a single, side-facing seat ideal for a cabin attendant. Or they can have a side-facing, two-place divan opposite a small refreshment cen-

Midsize

Cessna Citation X+

Cessna Citation Longitude

Bombardier Learjet 85

Much uncertainty surrounds Bombardier’s $20.8 million all-composite light midsize. It has been beset with multiyear delays, at first related to the fabrication of the all-composite structure at the Querétaro, Mexico plant. Later challenges arose with what from the start has seemed an improbably ambitious development schedule. And now, internal competing financial demands from two other big development programs at Bombardier have arisen–the CSeries regional jet and the Global 7000 and 8000 largecabin business jets.

Meanwhile, competing aircraft for the 85 have either arrived in the market or are getting closer. The Learjet 85 did make its first flight on April 9 of this year, but Bombardier CEO Pierre Beaudoin was decidedly cryptic when asked when, if ever, Bombardier will finish the program, earlier this summer saying only, “We are currently evaluating all of our priorities for our flighttest programs.”

Some analysts think the 85 won’t gain certification until at least 2017.

The Learjet 85 is designed for eight to nine passengers and a maximum range of 3,000 nm.

Like several other contemporary cabin designs, the 85 will feature larger passenger cabin windows, 12 by 16 inches each, and more monolithic, streamlined headliners and sidewalls.

Bombardier has tapped Lufthansa Technik to provide the cabin management system, Rockwell Collins for a three-screen Pro Line Fusion avionics system with advanced capabilities such as synthetic vision, and Pratt & Whitney Canada for new PW307B engines (6,100 pounds of thrust each).

High-speed cruise is Mach 0.82 and the aircraft’s service ceiling will be 49,000 feet.

Embraer Legacy 500

Embraer’s formal entry into the midsize market came in 2008 when it announced development of a pair of fly-by-wire aircraft that share the same engines, systems, wings, empennage and cabin cross-section: the Legacy 450 and

Cessna Citation Sovereign+

Embraer Legacy 500

ter. The wet galley features hot and cold water, four gallons of potable water, crystal storage and an ice drawer, compartments for china and silverware, 110V power outlet and optional monitor and espresso maker.

Passengers can bring more luggage, skis, golf clubs and anything else than they could fit in almost any other midsize or super-midsize jet. The 500 has 150 cu ft of baggage space: 110 in the external compartment and another 40 in the closet that can be accessed through the lavatory.

Cessna Citation Sovereign+

Cessna received certification for its refreshed $18.13 million midsize stalwart late last year. The Sovereign+ features subtle winglets Cessna calls “swooplets,” new touchscreen Garmin G5000 avionics, the new Clairity cabin-management and entertainment system, a better environmental control system for more robust air conditioning, uprated Pratt & Whitney Canada PW306D engines (5,907 pounds of thrust each, 6,000hour TBO), a redesigned cockpit and an upgraded and restyled cabin with better seats for eight to nine passengers. While it may look almost identical to a legacy Sovereign, the new model offers a ninefoot-longer wingspan that holds more fuel and boosts takeoff weight 30,775 pounds from 30,300 pounds.

The airplane incorporates these improvements while retaining its ability to use runways as short as 3,530 feet,

96 NBAA Convention News • October 21, 2014 • www.ainonline.com

cruise at 460 knots and post slightly quicker climb times. Bundled together, the changes on the Sovereign+ also yield an airplane with a range of 3,000 nm, 150 more than its predecessor, making it officially transcontinental in the U.S. Cessna Citation X+

The stretched and refreshed $22.925 million Citation X received FAA certification on June 26. Announced in 2010, it features many of the same avionics and cabin upgrades found in the new Sovereign+ as well as a 15-inch cabin stretch for better passenger legroom. The new X+ also includes new winglets and a pair of updated Rolls-Royce AE3007C2 engines rated at 7,034 pounds of thrust each for a 4-percent boost in takeoff thrust, 9 percent better climb performance, 7 percent more cruise thrust and a 1.4-percent improvement in specific fuel consumption. The changes yield a variety of performance improvements for the X+.

Payload increases by 214 pounds, range at high-speed cruise increases by 211 nm

to 3,107 nm and the initial cruise altitude increases to FL450 from FL430. Time to climb to FL450 is 23 minutes; to FL350 (anti-ice off) it is 13 minutes.

The X+ has a higher initial maximum cruise altitude and is able to fly faster at various altitudes; cruise speeds increase by between 2 and 19 knots, depending on altitude. At FL350 high-speed cruise increases to 527 ktas from 525 ktas, while at FL490 it bumps to 479 ktas from 460 ktas. However, you still have to step climb this airplane after that to reach its maximum cruise altitude of 51,000 feet. The new X+ also reclaims bragging rights as the world’s fastest civil production aircraft, with a new top speed of Mach 0.935.

Super-Midsize Cessna Citation Longitude

This stretched and longer-legged $25.9 million variant of the Citation Latitude is scheduled to enter service in 2017. It shares the Latitude’s

Continued on page 98 u

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Bombardier Global 7000

avionics, cabin management system, seats, windows and fuselage cross-section, but is nine feet longer and turns to Snecma’s Fadec-controlled Silvercrest engines (11,000 pounds of thrust each) for power. The engine hot sections and times between overhaul (TBOs)

BUSINESS

JETS uContinued from page 96

will be “on condition,” much like airliner engines. The autothrottle-equipped Longitude will have limited fly-by-wire (FBW) capabilities for controlling the rudder, spoilers and brakes (“brakeby-wire”). The 30-degree swept wing will incorporate leading-edge slats, winglets, centrifugal ailerons and five speed-brake/spoiler panels per side.

Cessna has selected the Garmin G5000 for the Longitude, using the same threescreen “touch control” avionics architecture that the company is employing on both the Latitude and the revised X+ and Sovereign+. The CMS will build on the new wireless Clairity system.

The Longitude will have seating for eight passengers, a full-fuel payload of 1,950 pounds, a maximum range of 4,000 nm at Mach 0.82 and an Mmo of Mach 0.86. Takeoff distance at an mtow of 55,000 pounds is estimated at 5,400 feet, but that drops to 4,000 on missions of 2,000 nm or less with lighter loads. Service ceiling is 45,000 feet.

The cabin features a large forward galley and aft lavatory with vacuum-flushing toilet. The forward cabin may include a crew lavatory as well as a third crew/ flight attendant seat. Like the Latitude’s, the Longitude’s interior cross-section is 72 inches tall and 77 inches wide. The forward club-four configuration is capacious and the single executive seats are full-berthing. There is room for another club-four in the aft cabin or a three-place divan, certified for takeoff and landing, opposite an entertainment center with large flat-screen monitor.

Bombardier Challenger 350

Bombardier announced the Challenger 350 last year–a revised Challenger 300 with a new wing, more powerful engines, new cabin windows that are 20 percent larger, and redesigned interior. The $25.8 million aircraft gained Transport Canada certification on June 12 and FAA approval June 25. The 350 has a new, longer wing with canted winglets and more fuel capacity that increases range to 3,200 nm and mtow to 40,600 pounds. Engine thrust is increased by 500 pounds by a pair of new Honeywell HTF7350 engines (7,323 pounds of thrust each). The cockpit features upgraded Rockwell Collins Pro Line 21 avionics.

Large Dassault Falcon 5X

Dassault revealed its long-anticipated new large-cabin twin, the 5X, late last year. The first aircraft will fly next year and certification will likely occur in 2017.

The $45 million 5X features a much larger fuselage diameter than past models–8.86

Gulfstream G650ER Dassault Falcon 8X

Bombardier Challenger 350

Dassault Falcon 5X

feet, even wider than the company’s current 7X flagship (8.2 feet). The new tube yields 78 inches of headroom and an overall volume of 1,766 cu ft. It is widely expected to be the template for follow-on models. Cabin configurations available include seating for 12 passengers.

Dassault claims that the aircraft will be 50 percent more fuel efficient and cost 30 percent less to operate than competitive models from other manufacturers.

The 5X will feature fly-by-wire controls with sidesticks, Snecma Silvercrest engines (11,450 pounds of thrust each) and avionics based on the Honeywell-based EASy system, with dual head-up displays (HUDs).

The HUDs will feature a new combined vision system (CVS), which includes synthetic and enhanced vision information.

The 5X will have an mtow of 69,600 pounds, a maximum range of 5,200 nm, a top speed of Mach 0.9 and much longer maintenance intervals than previous Falcons. The aircraft also has an all-new wing that incorporates a fresh winglet design and flaperons, a large cockpit with expansive windows and reclining crew seats.

Gulfstream G500 & G600

On October 14, Gulfstream launched two new large-cabin models: the $43.5 million G500 and the $54.5 million G600 (see page 12). These will offer Mach

98 NBAA Convention News • October 21, 2014 • www.ainonline.com

0.90 cruise speeds, range for which will be, respectively, 3,800 nm and 4,800 nm.

Range at a Mach 0.85 cruise will be 5,000 nm and 6,200 nm, respectively. Both aircraft will be powered by new Pratt & Whitney Canada PW800 engines. The fly-by-wire jets will feature an all-new cockpit including active sidestick controls. The G500/600 cabin will be wider in cross-section than the G450/550, but somewhat narrower than the G650.

Large-Cabin, Long-Range Dassault Falcon 8X

Dassault unveiled plans for a longerrange, stretched version of its 7X flagship in May. The 8X adds 500 nm in range, taking it to a maximum of 6,450 nm, and a 3.6-foot fuselage stretch that increases cabin volume to 1,765 cu ft. Lengthening the tube facilitates the installation of a shower in the aft lav and a compliant crew rest area in the forward cabin. The range increase is derived from a 3,000-pound increase in fuel capacity, mostly in the fuselage tanks.

The 8X will feature a new wing with a better lift-to-drag ratio and new winglets.

The new wing is 600 pounds lighter than the one on the 7X. Power comes from a trio of uprated Pratt & Whitney Canada PW307D engines (6,725 pounds of thrust

each). The cockpit retains the 7X’s fly-bywire controls and sidesticks; however, the HUD system from the 5X will be incorporated into the system and a new FMS will be developed for the aircraft. Landing speed increases to 106 knots and the landing gear has been strengthened to accommodate the extra weight. The $58 million 8X is expected to make its first flight early next year and receive certification in 2016.

Gulfstream G650ER

Gulfstream announced a longerrange version of its G650 flagship in May. The G650ER has range increased to 7,500 nm (at Mach 0.85) from 7,000 nm on the straight G650. The ER option uses existing wing capacity to carry an extra 4,000 pounds of fuel, boosting the aircraft’s mtow to 104,000 pounds and requiring 500 feet of additional balanced field length to 6,360 feet. Relatively few other changes were required to gain the range, such as modifying the FMS software.

The ER option will be offered as a retrofit for existing G650s and installation time is estimated at one week. The price of the option is expected to boost the base price of the G650 by approximately $2 million. Gulfstream expects to receive certification of the G650ER later

Continued on page 101 u

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this year. The company has already flown a G650ER demonstrator on a 7,494-nm flight from Hong Kong to New York in 14 hours 7 minutes at Mach 0.865.

Bombardier Global 7000 and 8000

Bombardier continues development of a pair of new aircraft with more range and fuel efficiency than the company’s current Global 6000 flagship. Both aircraft use the current Global 6000 fuselage but stretch it–the 7000 by 11 feet, 3 inches and the 8000 by two feet, three inches–and add bigger cabin windows extending higher up the sidewall. The aircraft are scheduled to enter service in 2016 and 2017, respectively.

Bombardier has said that the aircraft will use a new thin high-speed wing, fuelefficient GE Passport engines (16,500 pounds of thrust each) and Rockwell Collins Pro Line Fusion avionics. GE has already conducted extensive ground tests, with six engines logging nearly 700 hours.

Tests on a flying test bed are slated to begin early next year.

Bombardier said that at Mach 0.85 the range for the 7000 bumps up to 7,300 nm and 7,900 nm for the 8000. Range numbers assume 10 passengers and four crew on the 8000. Maximum ramp weights for both aircraft top 105,000 pounds. The price is expected to be in the $65 million range (2010).

Boeing BBJ Max Airbus ACJ Neo

Embraer Lineage 1000E

weight reduces range by approximately 20 percent. Maximum speed is Mach 1.6; however, the aircraft is designed to cruise efficiently at Mach 0.95 to comply with existing supersonic overflight bans.

Aerion says a variety of existing engine cores in the 15,000-pound-thrust range could be applied to the new design, including the Pratt & Whitney Canada PW800, GE Passport and Rolls-Royce BR710.

Airliners Embraer Lineage 1000E

Embraer introduced its second-generation Lineage 1000–the “E” for enhanced– late last year. The revised model slims down by 500 pounds and boosts maximum range to 4,600 nm from 4,400 nm. The 1000E features improved cockpit avionics, passenger electronics, seats and interior doors. Cockpit options now include autoland and a combined headup display and an enhanced-vision system with an infrared nose camera. The package facilitates Cat I and II landings.

In the cabin, Honeywell now provides Ovation Select as the standard digital CMS. A fully integrated media center concentrates multi-media devices and video inputs, such as Blu-ray players, iPod docks and HDMI or USB ports.

The integrated media center concentrates all manner of multimedia devices and the system delivers HD video and Dolby 5.1 surround sound on larger and slimmer monitors and Apple TV. It also can accommodate Android-based devices. High-speed Internet is available via the optional Honeywell system, which uses Inmarsat. Other improvements include new seats, electric pocket

Aerion AS2

Spike Aerospace S-512

doors, more galley equipment and counter space and better acoustic insulation that cuts cabin noise by up to one-third.

BBJ Max & Airbus ACJ Neo

Boeing Business Jets (BBJ) announced in late 2012 that it will build the BBJ Max, an executive version of the 737 Max outfitted with CFM International Leap 1-B engines. Initial deliveries are expected in 2017 or 2018. Airbus also announced that it would make its re-engined “neo” (new engine option) A319/320/321 available for the Airbus Corporate Jet (ACJ) program beginning in 2018. Neo customers have a choice of either the Leap-X engine or the Pratt & Whitney Pure Power 1100G.

The Supersonics Aerion AS2

Late last month Aerion’s fortunes really began looking up, with the announcement

of a partnership with Airbus to collaborate on technology development for the project.

The company is now targeting a first flight circa 2019 and deliveries in 2021.

Earlier this year, Aerion had revamped its proposed supersonic bizjet as a trijet that features more range and a larger cabin. The new AS2–Aerion supersonic second design–retains its predecessor design’s signature supersonic natural laminar-flow wing, but now will have a range of at least 5,000 nm and a cabin cross-section nearly the size of a Gulfstream G550’s. The 30-footlong cabin, which is 17 feet shorter than the G550’s, will feature a two-lounge layout, galley and both forward and aft lavatories, plus a baggage compartment that is accessible in flight.

Mtow grows to 115,000 pounds and the fuselage is lengthened to 160 feet. Balanced field length is 7,500 feet at mtow, but that is reduced to 6,000 at weights below 100,000 pounds. Flying at the lighter

Spike’s twinjet design features a windowless cabin with seating for 12 to 18 passengers, fly-by-wire flight controls, a range of 4,000 nm and a top speed of Mach 1.6. Engine selection remains pending. The company continues to search for additional funding for the $1 billion program and estimates a market for 600 aircraft between 2020 and 2030.

HyperMach SonicStar

This design features a top speed of Mach 4.5, a maximum range of 6,500 nm and seating for up to 32 passengers. The company said it has completed several rounds of financing and is continuing to develop its revolutionary 65,000-pound-thrust H-Magjet 4400 hybrid turbofan ramjet engines with sister company SonicBlue. First flight is estimated in 2022 and certification in 2025 for the $180 million aircraft. o

www.ainonline.com • October 21, 2014 • NBAA Convention News 101

Falcon Field Airport

Able Flight supporting cast pins wings on disabled pilots

by Curt Epstein

VISIT US AT BOOTH #1092 Falcon Field Airport • 4800 E. Falcon Drive • Mesa, AZ 85215 480-644-2450 • www.falconfieldairport.com

“I TRAIN THE MU-2 Because …

It’s so rewarding to teach pilots about exciting aircraft and I teach “By The Book””

-- Tom Goonen 11 year MU-2 Flight Instructor, SimCom Training Ctr.

MU-2 flight instructor Tom Goonen soloed for the first time on his 16th birthday and never looked back.

He knew in his heart what his life’s work would be, an aviator. Tom went on to be a decorated Navy P-3 pilot and instructor and has provided training for multiple aircraft since joining SimCom years ago (SimCom is an Authorized Mitsubishi MU-2 Training Center).

He’s also taught courses at Mitsubishi’s MU-2 PROP program since 2004. A very full 43-year career since that first solo flight.

Like SimCom, Tom is very proud to be a contributor to the current outstanding safety record of the MU-2 after the SFAR took effect in 2008 … the MU-2 is the safest plane in its class and it’s Aircraft Product Support program has ranked number 1 in the US for over a decade.

Tom points out he is different than many instructors, “My approach to training is to explain the “why.” If you understand the reasoning behind why the checklist or POH are written, then you will understand better and be the safest pilot you can be.”

MU‐2 Facts Of Note: “The MU-2 is a considerably safer aircraft now than other Business Turbo-props” - Breiling & Associates “Mitsubishi provides the free Pilots Review Of Proficiency (PROP) safety program” TO LEARN MORE ABOUT THE MU-2 EXPERIENCE www.mu-2aircraft.com

102 NBAA Convention News • October 21, 2014 • www.ainonline.com

In its more than eight years of existence, the nonprofit charity Able Flight has taught dozens of people with disabilities how to fly, but it is support from the business aviation community, along with dozens of other contributors, that gives the organization the ability to award scholarships for flight training and aviation career training, currently more than 50 and counting.

A mere glance at the “Platinum” sponsors listed by Able Flight on its webpage shows a roll of companies and organizations quite familiar to those in the industry: Jet Aviation, Bombardier, Heather Schultz, AeroShell, Embraer, Sig- paralyzed in a nature Flight Support, swimming pool accident, became a Universal Weather & licensed pilot through Aviation, Landmark Avi- Able Flight. ation, Sennheiser, ForeFlight and AOPA. Able Flight was founded in 2006 two scholarships only six months after by former aviation journalist Charles Able Flight was founded.”

At the time, Robert Seidel, a Jet AviStites, who learned of a British organization that sent a woman disabled by ation executive, lent his support at the a terrorist bomb for flight training so request of one of the company’s employshe could “put her life back together.” ees, whose father had been involved in “I thought I’d write about whoever flight training for disabled people in Britis doing it here in the States, did my ain and was familiar with the goals of research and found no organization the fledgling organization. Today, Seidel was doing this,” he recalled. “My initial sits on Able Flight’s advisory board and response was, ‘That’s too bad, I missed serves as president and CEO of Califora good human-interest feature,’ then nia-based charter provider JFI Jets.

He believes the benefits of the proabout a week or so later it just came to me.” Stites realized that under the sport gram go far beyond simply helping peopilot rules, which allow the use of a ple earn their sport pilot certificates. “The driver’s license for medical certification, confidence that comes to them…it’s like it would be relatively easy to establish a switch goes off and they are so proud of having done it,” he said. “I have seen such a program here in the U.S. Within a week he had the organiza- firsthand the profound difference it has tion incorporated and soon was able to made in the lives of folks living with sigattract two corporate sponsors: Jet Avi- nificant disabilities, who have achieved ation and Perrone Aerospace. “With that the ‘unimaginable’ mastery of flight, and support we were able to award our first in those loved ones, friends and acquaintances who have gained a new perspective on the capabilities of the human spirit.”

Wounded Vets Get Priority

Able Flight receives some 30 applications and currently awards about a dozen scholarships each year. A priority is placed on wounded veterans as the organization has pledged to dedicate more than 25 percent of its scholarships to them. Prospective scholarship applicants must complete a rigorous application process, including writing an essay and submitting personal recommendaSgt. Jason Gibson tions. Those selected are (U.S. Army retired) enrolled in a six-week, lost both legs due to an IED while serving one-to-one program in Afghanistan. In at Purdue University’s 2014 he earned his department of aviation pilot’s license at technology.

Able Flight’s joint The program intraining program at Purdue University. cludes flight training, ground school, books,

manuals, test fees, travel and lodging as required. “We work them hard,” Stites told AIN. “Our syllabus is twice the number of hours that the FAA requires.” Since the organization partnered with Purdue University five years ago, all 23 students sent there earned their sport pilot certificates, and its overall training success rate is more than 90 percent.

The students are trained in Italianmanufactured Sky Arrow 600s specially equipped with adapted hand controls, enabling their operation by those without use of their legs. The airplanes are leased by Able Flight (more than 1,100 flight hours so far) and sent to Purdue for use in the program. Along with those, a handful of the adapted-control aircraft are available around the country, and with others in the pipeline, Stites expects that number to reach double digits by next year.

Beyond the flight training, Able Flight Stephany Glassing & has branched out Mitch Hansen: into aviation career For pilots who do not have use of their training over the past legs, Able Flight uses few years, with sevadapted aircraft such eral candidates curas the Sky Arrow rently working toward 600 LSA, which are positions in busioutfitted with special factory option hand ness aviation, such as controls. schedulers or dispatchers. One wounded

veteran has been employed for the past several years as a light sport airplane technician, based on training he received through Able Flight, while another former flight-training student is engaged in an administrative role with one of the airlines. “I think that was a natural outgrowth of our program as we started getting more and more people into flight

training,” said Stites. “We had a number of them who said, ‘This is what I want to do with my life.’”

“Able Flight is so much more than an organization that provides scholarships for flight training,” said Robert Stangarone, Embraer’s vice president of corporate communications-North America. “In essence it’s an organization that provides people with disabilities a unique way of challenging themselves by learning to fly. The result is greater self confidence, greater selfreliance and some truly remarkable, inspirational stories.” Indeed, those students engaged in the program range from servicemen who’ve lost limbs due to explosive devices in Iraq and Afghanistan to a young girl who was paralyzed in a swimming pool accident.

At a reception at its NBAA booth (228) at 4:30 this afternoon, Signature Flight Support will make a presentation to the organization. “The Able Flight award is part of Signature Flight Support’s charitable-giving program whose aim is to bring our mission and values to life by making real and sustainable differences in the industries and communities where we live and work,” said Signature president and CEO Maria Sastre. “This award to Able Flight will allow new pilots to get their wings, a challenge even for those without disabilities.” o

Spirit Aeronautics names director of maintenance William “Bill” Highfill has joined Spirit Aeronautics in Columbus, Ohio, as director of maintenance. Spirit provides maintenance services, avionics design and installation and interior refurbishment for corporate, military, government and commercial operators.

Highfill, a graduate of Embry-Riddle Aeronautical University, has 17 years of industry experience with Gulfstream, Indianapolis Jet Center (now Comlux Aviation Services) and Arinc. “Bill’s experience and enthusiasm will be great assets that reinforce our distinction as a high-quality industry leader in aircraft maintenance, avionics and interior services,” said Tony Bailey, president of Spirit Aeronautics.

–M.P.

William “Bill” Highfill

www.ainonline.com • October 21, 2014 • NBAA Convention News 103

Three-year slimming program sheds 40 lbs from LHT’s seats

by Mark Huber After years of struggling with conventional 16-g VIP aircraft seat designs, Lufthansa Technik (Booth 2289) has developed its own proprietary seat structure design that uses carbon-fiber construction and eschews the bulky appearance and boxy pedestal surrounds of existing designs. Lufthansa did a “soft launch” of its new seat concept at EBACE in May, but is making a splashier showing here at NBAA. The

With structure built up from carbon fiber, Lufthansa Technik’s 16-g seats are much lighter.

new structure is scalable and can trim as much as 40 pounds from the weight of a finished seat, according to the company.

The new seats are the fruit of a threeyear research program undertaken by Lufthansa Technik and the German Aerospace Center and funded by the Department of the Economy and Innovation in the City of Hamburg.

Lufthansa Technik turned to Pierrejean Design for initial styling concepts that include “office, classic and lounge.”

Customers will be able to choose from a variety of backrests, headrests and footrests–altogether more than 8,000 possible configurations. The seat will be manufactured primarily in Germany under contract by Draexlmaier Aviation, a supplier of premium interiors to the automotive industry.

The new seats were developed in “bionic harmony” and are “luxurious, lightweight and space-saving,” according to Lufthansa Technik, and are optimized for “working, eating and relaxing.” Innovative options include slimline armrests with a special

Soft-launched at EBACE in March, Lufthansa Technik’s new line of seats is ready for prime time at NBAA.

coupling system for attachments, such as small tables, cup holders and tablets/ personal computers.

The weight savings on the seat comes from using a carbon-fiber reinforced polymer pillar that attaches to the floor structure and thinner, ergonomically tailored foam. The ribbed backrests attach to a spine-like structure that helps absorb and diffuse passenger loads.

Although lightweight, the chair already has delivered positive results in a variety of dynamic and crash tests. Certification approval is expected in late 2014 and customer deliveries could be made in early 2015. Lufthansa Technik said it will make the seats available to the marketplace, including direct competitors to its own completion centers. o

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104 NBAA Convention News • October 21, 2014 • www.ainonline.com

Visit us in the World Fuel Services booth, #4600.

Safe Flight’s ice-detection tech promises more timely alerting

Aerion’s supersonic ambitions accelerated its Airbus alliance.

by David Donald

Airbus applies real-life muscle to Aerion’s loftiest aspirations Ten years on from NBAA’s 2004 show when Aerion first shared its dream of building a supersonic business jet, the company believes it is at last poised to turn this into reality with its new partner Airbus. This afternoon at the Orange County Convention Center, Aerion chairman Robert Bass will welcome Airbus Group chairman and CEO Allan McArtor at the company’s exhibit (Booth 2220) and the two of them will formally launch an alliance that they believe will lead to the Aerion AS2 entering service in the second quarter of 2022.

One of the first tasks for the new jointdevelopment team is to step up the selection of a 15,000- to 20,000-pound-thrust engine to power the supersonic trijet.

Aerion CEO Doug Nichols told AIN that all business aviation engine makers (effectively Rolls-Royce, Pratt & Whitney and GE) are in contention to provide the AS2 powerplant. Another possibility being

considered is adapting a low-bypass military engine for the program.

“We’re looking at an optimum combination of thrust, weight, specific fuel consumption, pressure ratios, durability in the supersonic environment and noise,” Nichols explained. “They are all critical components of the equation. Ultimately, noise drives a lot of design decisions, because airport, or community, noise is a regulatory limitation whereas the other criteria are not.”

Airbus’s Defense and Space division also is supporting Aerion in the task of specifying and sourcing airframe structures, avionics and other equipment during the design phase. The companies hope to fly the Mach 1.6, $100 millionplus AS2 in the third quarter of 2019 and achieve FAA certification in the third quarter of 2021.

For a full update on the Aerion AS2 see Wednesday’s edition of NBAA Convention News. –C.A.

BendixKing showcases a pair of avionics retrofit systems

Icing is one of aviation’s major hazards and one that has been a causal factor in numerous accidents. Between 1982 and 2000, it was instrumental in more than 550 accidents that resulted in over 800 fatalities. While the lift- and controllability degrading effects of ice accretion on flying and control surfaces are well known, the ability to detect icing as it occurs has been a more difficult issue.

In many icing events the flight crew were unaware that they were flying in the atmospheric temperature and moisture conditions conducive to ice formation until it was too late. There can often be a considerable time lag between the onset of icing conditions and the pilot becoming aware of them through a degradation of performance or handling.

A clear answer is to detect ice formation long before it becomes apparent to the flight crew, allowing them to take appropriate actions such as activating ice protection systems or finding different meteorological conditions before the ice accretion becomes critical.

BBJ’s Taylor feels optimistic about market-driven rebound

by Amy Laboda Steve Taylor, president of Seattlebased Boeing Business Jets (Booth 1598 and static display), had a lot of solid news about sales and deliveries for NBAA attendees. “We’ve seen double-digit sales [10] this year for the first time since 2008,”

v-p of sales and customer and product support. (Zanino also said the company plans to name a new president by the end of this year, to replace Kevin Gould, who left this summer.)

The AeroWave 100 satcom is also available as a stand-alone system for $19,999, and a data plan provides 50 hours of Inmarsat connectivity, which supports text and email globally with the exception of the polar regions, for $1,999.

Here in Orlando, BendixKing has a mockup of the AeroVue and AeroWave installations at its display (Booth 2000) and an AeroWaveequipped King Air at its static display.

The company is eager to demonstrate the systems to Citation CJ, Hawker, and King Air owners looking for an alternative to currently available avionics upgrades. o

BARRY AMBROSE

by James Wynbrandt BendixKing is showcasing its AeroVue integrated flight deck retrofit for King Air turboprops and its AeroWave satcom system for piston aircraft, turboprops and light jets here at NBAA 2014.

AeroVue, a lower-cost derivative of parent company Honeywell’s Primus Apex system, is a complete glass-panel retrofit built around three 12-inch LCD screens. It includes a flight management system, autopilot, synthetic vision and Honeywell’s INAV functionality with electronic chart displays, as well as Internet connectivity via AeroWave 100.

Certification of the AeroVue retrofit is expected in the first half of 2015, and it is priced at $250,000 to $275,000.

BendixKing is in the process of selecting a handful of approved facilities that will perform the retrofit, said James Zanino,

Safe Flight Instrument (Booth 1416) of White Plains, N.Y., has developed an icing conditions detector (ICD) system using a combination of optical detection and a shielded temperature probe. The optical system uses an LED, a prism and an infrared sensor to detect the presence of moisture in the air. It uses dynamic biasing to adapt to ambient light conditions and to reject strong ambient signals, such as those coming from the sun. Combining moisture detection with accurate temperature information allows the system to detect when icing conditions are encountered, and an alert is issued to the pilot.

Safe Flight has developed and tested the ICD at its facility, with additional tests being conducted at the National Research Center in Ottawa, Canada.

These trials have shown the system’s ability to respond with an alert within a few seconds of entering icing conditions.

A form-fit has been developed to take into account airflow, drag and installation considerations. Safe Flight expects a deliverable ICD to weigh between 0.5 and 0.8 pounds. o

Steve Taylor will be leaving the presidency of Boeing Business Jets,to become chief pilot of Boeing’s Commercial Airplane division.

he said during a press conference Monday at the NBAA show.

The sales included four BBJ 737s, three 777-300ERs, one BBJ 787 and two BBJ Max 8s. The company has brought a customer’s 2008-vintage BBJ to the static display at Orlando Executive Airport. “Our customer has a new aircraft on order, and this one is for sale,” he said.

Taylor is optimistic that sales will continue to increase and is confident that several MOUs will be in hand by the start of December’s Middle East Business Aviation Association meeting in Dubai. “I hope these orders are a sign that the market is turning a corner,” he said.

He also announced that the first VIP 747-8 is expected to roll out of its completion center and into service before the end of the year and that several other 747-8s are expected to join the flight line shortly thereafter.

Finally, Taylor announced that after five-and-a-half years leading Boeing Business Jets he is moving to a new position within Boeing, as chief pilot of the Commercial Airplane division. He is currently searching for his replacement to lead the BBJ division. o

www.ainonline.com • October 21, 2014 • NBAA Convention News 105

Split-scimitar winglets show a patriotic livery

Advent adds more STCs for anti-skid

The Split Scimitar design uses API’s existing Blended Winglet structure and adds strengthened spars, scimitar tips and a large ventral fin.

by Rob Finfrock adds strengthened spars, aerodynamic scimitar tips and a large ventral fin. More than 100 Split Scimitar-equipped 737-800 and 737-900ER airliners are flying today.

“The Split Scimitar winglet range benefit is tremendously compelling given the missions many BBJ owners undertake,” said Gary Dunn, vice president of sales and marketing for API. API touts a 2.5- to 3-percent improvement in range with the Split Scimitars, adding 200 nm or more in long-range operations over the earlier blended design.

Dunn added that API’s ongoing laminar-flow research may yield additional improvements in the future. Certification is also under way to retrofit the design to 737700 and BBJ aircraft. o

Gecas is acquiring Milestone for $1.775B

by Mark Huber and leasing business of GE Capital, has a fleet of approximately 1,600 owned and serviced aircraft with more than 230 airlines.

Gecas also provides spare engine leasing, aviation consulting services and spare parts financing and management.

Since launching in August 2010, Milestone has acquired a fleet of 168 helicopters worth

$2.8 billion and supports 31 operators in 25 countries on six continents. The company has a forward order book of 131 firm and option aircraft with an estimated aggregate purchase price of $3 billion. The helicopters in Milestone’s fleet are primarily used in offshore oil and gas, search and rescue, emergency medical services and mining.

Milestone’s management team, including founder and chairman Richard Santulli, will remain in place. Santulli will become an officer of GE and join its board.

Considered the founder of fractional-share ownership, he started NetJets in 1986, sold it to Warren

MARIANO ROSALES

In a deal that could be a preview for the red-hot helicopter leasing market, GE Capital Aviation Services (Gecas, Booth 2631) announced October 13 that it plans to acquire helicopter leasing firm Milestone Aviation Group for $1.775 billion. The deal is expected to close next year.

Gecas, the U.S. and Irish commercial aircraft financing

by David Donald

BARRY AMBROSE

In addition to an already attention-grabbing design, the Aviation Partners, Inc. (API) Split Scimitar winglet displayed on the exhibit floor at the NBAA Convention also sports a custom paint scheme that pays tribute to the U.S. military.

“People often tell me our winglets are works of art, so what better way to showcase this art than applying a one-ofa-kind livery to honor America’s servicemen and women, veterans and fallen heroes,” said API founder and CEO Joe Clark.

API (Booth 3899) is based in Seattle, Wash.

Introduced for BBJ2 and BBJ3 aircraft at last year’s NBAA show, the Split Scimitar design uses API’s existing Blended Winglet structure and

Service with a smile This Falcon appears to be wearing a happy grin as one of Showalter Flying Service’s linemen marshalls it in to its parking space at Orlando Executive Airport. NBAA has again chosen Orlando for its annual bizav get-together.

106 NBAA Convention News • October 21, 2014 • www.ainonline.com

Buffett’s Berkshire Hathaway in 1998 and left NetJets in 2009.

Milestone will continue to operate as the Milestone Aviation Group. Santulli said the company would “continue to operate as we always have.”

Following its founding, Milestone quickly drew competition.

The helicopter leasing space has been increasingly crowded in recent years, as the deepwater offshore oil market has taken off. Many of the helicopters ordered for, or already serving, the offshore energy market–including the Sikorsky S-92, the AgustaWestland AW189 and the Bell 525–are fitted with GE Aviation engines.

Over the last few years Milestone has been joined in the market by new entrants including Waypoint Leasing, LCI Aviation, Lobo Leasing and Macquarie Rotorcraft Leasing. Milestone was backed with capital financing from financial powerhouses including Lloyds, Barclays and Lombard, the asset finance division of the Royal Bank of Scotland.

Milestone has tied up a substantial amount of production from the big three OEMs–Airbus, AgustaWestland and Sikorsky–currently serving the offshore energy market. Within its $3 billion order portfolio, Milestone holds orders and options for 37 Sikorsky S-92s worth a potential $1.2 billion, 30 Airbus EC225s and 44 twin-engine helicopters from AgustaWestland. o

Advent Aerospace from Rye, N.H., is working on the preparation of two supplemental type certificates (STCs) that will see its patented anti-skid brake system (ABS) become available for the Pilatus PC-12 and Beechcraft King Air 200/300. The ABS is already standard on the Eclipse EA550 and available as an STC retrofit for the EA500.

Advent (Booth 1895) developed the system primarily to bring anti-skid technology to the under-20,000-pound-mtow sector, both for new projects and for existing aircraft. The system is intended for aircraft without powered brakes, although Advent is also developing a brake-by-wire system for power-braked aircraft.

In terms of enhanced safety the benefits of ABS are obvious, offering better directional control and shorter stopping distances on both clear and contaminated runways. The system can reduce operating costs through reduced tire damage, and it eliminates flat-spotting caused by aggressive braking, which can often lead to a tire change.

Advent hopes to have the King Air 200/300 STC in place before the end of the year. The system has been designed to take into account the aircraft’s twin-wheel layout, and the components and drawings are all complete. The company is currently negotiating for a test aircraft so that FAA certification can be completed.

Installation of the system takes about two weeks, and would most likely be performed during routine overhauls or combined with other upgrades. Pricing has yet to be publicized, but one of the key drivers for Advent is that it is an affordable system.

Advent hopes to get its STC for the Pilatus PC-12 some time in the first half of next year. The company is to fit the first installation in an aircraft from PC-12 specialist Finnoff Aviation.

Advent is also developing systems for T-6C and T-38 military trainers, and a number of other civilian types are obvious candidates, such as the King Air C90 and Cessna Conquest II. The only requirement for the mod is a Waas-enabled GPS, such as Garmin’s G1000 and the Rockwell Collins Pro Line 21 system. o

Airbus Summit cabin concept targets ACJ330-200 buyers

by James Wynbrandt Airbus unveiled here at NBAA 2014 a new VIP widebody cabin concept, Summit, for the A330-200, featuring a floor plan with an executive configuration in the front of the cabin and airline style seating in the rear. Summit is intended to appeal to customers, such as governments, that need to transport both a few passengers in VIP accommodations along with a larger group, such as a trade delegation and journalists.

However, Airbus (Booth 5099, static display) believes Summit may also be popular with private buyers in the Middle East who often travel in a similar manner. The cabin configuration shown at the Airbus press conference has a 90-person capacity.

“What most customers want in a widebody is the ability to carry more people and to fly them nonstop to the world,” said John Leahy, Airbus chief operating officer, customers. “The Airbus ACJ330 Summit delivers the greater capacity, comfort and capability of a widebody and will do so faster and more affordably than competitors by using a modern and proven solution.”

The executive end of the Airbus

ACJ330 Summit features a bedroom with ensuite bathroom, an office, a conference and dining room and a work area. The airline-style seating in the rear would be installed during production, which is faster and more cost-effective than a green completion. The design of the executive and airline-style sections can both be customized to meet customer needs.

Airbus believes this is the fastest and most economical route to buying an executive-configured airliner, though no pricing has been set; an Airbus spokesman said an A330-200 in airliner configuration costs about $220 million. Two delivery positions for Summit buyers are available for 2015 delivery, according to the company. Airbus also stressed the simpler completion afforded by its metal airframe, as opposed to the composite fuselage of the competing platform for this market: Boeing’s B787.

Attendees can get a sense of the interior possibilities of such VIP completions aboard the ACJ319 operated by Tyrolean Jet Services that Airbus has on static display here. Certified for 19 passengers, the luxe interior includes

GE updates engine programs, wins bid for Challenger 650

by Rob Finfrock runway lengths in hot and high conditions as well as a reduced thrust mode for smoother departures.

Company president and CEO Brad Mottier also described ongoing development of the new Passport series turbofans for large cabin business aircraft, slated for certification in 2015. Four engines comprise the test program, with more than

MARIANO ROSALES

GE Aviation (Booth 2631) provided updates on the status of its engine programs at NBAA 2014, including the announcement that Bombardier Business Aircraft has selected a new variant of the CF34 turbofan family to power its new Challenger 650. The CF34-3B MTO provides a 5-percent increase in maximum takeoff thrust for takeoffs from shorter

GE Aviation president and CEO Brad Mottier delivered good news for his company’s CF34-3B MTO program, which was selected to power Bombardier’s just-announced Challenger 650 program.

The Airbus “Summit” concept allows buyers to choose a seating configuration that features VIP accommodation up front (above), and higher-density passenger seating in the rear, such as for support personnel or press.

forward lounge, bedroom and lavatory with stand-up shower.

Airbus also provided updates on recently announced initiatives and programs. In May the company introduced its Sharklets winglets as an in-service retrofit option (standard on new ACJs as of last October), and Zurichbased Comlux and Riyadh’s Alpha 680 hours and 250 cycles logged so far and preliminary high-altitude and icingingestion tests completed.

Meanwhile, the H-series GE Aviation turboprop powerplant has expanded to more than 180 engines in the field, with first flights recorded in 2014 onboard such diverse aircraft as the Air-Tec L410, Caiga AG300 and Thrush 510G agricultural aircraft. First flight on Nextant Aerospace’s G90XT King Air upgrade should occur shortly. GE is also working to certify the engine to run on S10 diesel fuel in Brazil.

Over on the GE Honda Aero Engines side, the HF120 engine was recently selected for Sierra Industries’ Sapphire engine replacement program for legacy CitationJets. Mottier also eagerly anticipates certification of the aircraft for which the HF120 was originally developed–the HondaJet–and in something of a surprise announcement, added that the company is buying two HondaJets for use by employees traveling between GE Aviation’s Evendale, Ohio headquarters and the company’s 22 manufacturing sites throughout the U.S. “It fits our mission,” he told AIN. “Some of those sites are not in major metropolitan areas, and it’s tough to get there with traditional means of travel.

This is a working person’s airplane.”

The company has also been selected to provide power and health management systems for Gulfstream’s upcoming G500 and G600, building on GE’s work on the G650 program. o

Star Aviation Services have ordered the installation for their respective ACJ319 and ACJ320 aircraft.

Meanwhile, the Airbus Corporate Jet Customer Care Centre (C4you), introduced 18 months ago to provide a single point of aftermarket contact for customers, is now handling more than 500 queries per month. Additionally, it’s recently established ACJ Advisory Board, composed of owners and operators, is now meeting quarterly, helping the company to “understand what matters to them.” o

True Blue Power gets third Li-ion battery True Blue Power recently received TSO approval from the FAA and ETSO approval from EASA for its TB44 mainship lithium-ion battery. This becomes the third Li-ion product from the division to receive such approvals, following the TS385 emergency power supply, which was approved in April 2010, and the TB17 main-ship battery that was certificated in February this year.

Part of the Mid-Continent Instrument Co. (Booth 3699), True Blue Power products are made and serviced at facilities in Wichita, Kan., and Van Nuys, Calif. Its Li-ion products use nanophosphate technology that was initially developed by the Massachusetts Institute of Technology and commercialized by A123 Systems.

Offering excellent energy density, equating to three times the power/ weight ratio of lead-acid batteries, True Blue Power’s Li-ion offerings also provide lower ownership costs through longer life and lengthened scheduled maintenance intervals, according to Mid-Continent.

The TB17 (17 amp-hour) and TB44 (44 amp-hour) batteries are currently being integrated into 11 business jet and rotary-wing platforms at the OEM level.

Additionally, the batteries are slated as an STC implementation for aftermarket sales for the Beechcraft Bonanza and King Air, Cessna Caravan, Pilatus PC-12 and Bombardier Dash-8.

–D.D.

www.ainonline.com • October 21, 2014 • NBAA Convention News 107

Embraer seeing strong sales, but still feeling wary

Embraer’s prototype Legacy 450 business jet is here at NBAA posing for customers among a growing, but still substantially gun-shy market, according to the OEM.

Even as Embraer Executive Jets celebrated a record commercial and business aircraft order backlog and continued strong delivery numbers through the third quarter of this year, president and CEO Marco Túlio Pellegrini also lamented what he sees as lagging growth in sales figures across the segment.

“To have a very positive [business aviation] market, all the gears need to be in synch,” Pellegrini said. “Some [factors] are positive, such as corporate profits, stock markets, infrastructure and number of millionaires. Some aren’t as strong as we’d like to see. And, there’s one roadblock that is holding the market back: a willingness to invest.”

Embraer (Booth 5638, static display) isn’t lacking for new airplanes to build, with the company delivering 64 Legacy, Lineage and Phenom aircraft so far this year. The Phenom 300 was the most-delivered light business jet in 2013

BARRY AMBROSE

by Rob Finfrock

and appears on track to make a claim on that title in 2014 as well. The Legacy 500 recently gained its Brazilian certification, with approvals by FAA and EASA “imminent,” according to Pellegrini, and the Legacy 450 is on track to join its larger sibling on the market next year. The Legacy 450 made its public debut here at the NBAA static display.

Combined with Embraer’s commercial airline and military business, the

company has an overall order backlog of $22.1 billion, the highest in its history.

Embraer forecasts demand for 9,250 business aircraft worldwide through 2024, a market valued at $265 billion in today’s dollars.

The Brazilian manufacturer also noted its expanded presence on the ground in North America, specifically in Florida. Earlier this month, Embraer broke ground on a new

Embraer Predicts 9,250 Bizjet Deliveries in the Decade To Come Embraer Executive Jets is predicting that nearly 9,250 business jets worth $265 billion will be delivered between 2015 and 2024. Company president and CEO Marco Túlio Pellegrini said that, in the near-term, the forecast is low due to lack of confidence in the business jet market. He added that activity in the U.S. “will dictate the speed of recovery.”

In fact, the U.S. is expected to take half of the new aircraft–4,620 jets worth $120 billion–over Embraer’s 10-year forecast. The next largest

market consists of Europe, the Middle East and Africa region, which is predicted to account for 2,360 deliveries (23 percent) worth $77 billion in the next decade.

Latin America and China are expected to be neck-and-neck in terms of deliveries at 850 and 835 units, respectively, though aircraft billings in China will be more than double: $33 billion versus $16 billion. The Asia Pacific region, excluding China, is forecasted to take 570 aircraft worth $19 billion. –C.T.

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108 NBAA Convention News • October 21, 2014 • www.ainonline.com

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production facility for the Legacy 500 and 450, which at 236,000 sq ft will more than double the size of the company’s existing Phenom 100 and 300 assembly line at Melbourne International Airport and bring 600 new jobs to the area.

A production Legacy 500 is among the Embraer products on static display at this year’s convention, along with the prototype Legacy 450. o

Aviation’s job opportunities knocking louder Sam Scanlon, managing partner and co-founder of Fort Worth, Texas-based Jsfirm.com, an Internet-based network for aviation jobs (Booth 4638), is confident that business aviation is in an upswing.

“We keep a really good pulse on the industry and we noticed that business aviation this past year was trending toward hiring pilots,” he told AIN here in Orlando during NBAA 2014. When companies are hiring pilots, the airplanes start flying and then the MROs also start picking up, he explained.

“The corporate aviation business feels good. When you see maintenance personnel demand pick up because aircraft are going into the shops for refurbishment, that is a big indicator. That’s exciting and we feel the market is there,” he said.

The company has become known for its industry predictions, gleaned from surveys of hundreds of aviation businesses. For this year, its surveys indicate that 91 percent of businesses surveyed plan to hire (up from 85 percent in 2013), with skilled maintenance technicians in highest demand; 78 percent are projecting growth in 2014 (up from 67 percent in 2013); and 69 percent experienced an attrition rate of 10 percent or less.

Jsfirm.com is celebrating its 15th anniversary as a job-networking site by offering all companies that stop by its booth a free job-placement ad. –A.L.

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Aircell rebrands itself as Gogo Business Aviation

by James Wynbrandt On the heels of changing its name from Aircell in early September, Gogo Business Aviation is positioning itself as a one-stop shop for all business aviation connectivity needs, while showcasing here at the NBAA Convention in Orlando new products announced at last year’s gathering in Las Vegas. The airborne communications provider, established in 1991 to bring voice telephone service to general aviation aircraft, changed its name to take advantage of the brand recognition of its Gogo commercial aviation airborne broadband Internet service, launched in 2009.

“Twenty-three years ago Aircell took an idea on napkin and made a promise, that we would make the skies connected to the world and take on the task of creating technology that lets business professionals take their life, work and tools with them when they fly,” Andrew Geist,

senior v-p of business aviation solutions, told AIN. “Now, with the future in sight, is the right moment for Aircell to change and become Gogo Business Aviation and combine the two specialized divisions into one brand.”

Products that the company is highlighting at its exhibit (Booth 2059) here in Orlando include the UCS 5000 router/media server; its Gogo Vision IFE content package; and the OnePhone dedicated handset announced at the AEA show two years ago. On a recent flight aboard the company’s Challenger 604, Geist and marketing director Tom Myers demonstrated the suite of Gogo onboard communication solutions, including SwiftBroadband Internet and voice service; Iridium voice service; Gogo Text & Talk, which enables passengers to use their own smartphones onboard; and all of the new products.

For business aviation, Aircell is leveraging the Gogo brand identity it has established among airlines.

While airborne, I surfed the Web on my iPad using the SwiftBroadband Internet and voice service, at speeds that seemed comparable to my Internet service at home. (Admittedly, I wasn’t streaming movies.)

After downloading Gogo’s Text & Talk app on my iPhone (presenting a different interface than the resident phone screen), I made a phone call to an associate, who expressed surprise when I identified my location due to the transmission’s high

quality. I also called my home answering service and then called my service using the new OnePhone dedicated handset, leaving a message each time.

(After review, I found both messages of good quality.)

Displaying the OnePhone, Geist declared that dedicated aircraft handsets “are not going away.” They remain useful when a passenger’s smartphone is out of juice, for example. The handsets have a comfortable heft and size and

are designed to be heavier and larger than necessary to create a better user experience. The handsets can be installed wirelessly or hardwired. Some buyers of wireless handsets request a tether for them, concerned the phones might disappear from the aircraft, Geist said.

On an iPad carried on the aircraft we streamed a trailer for Disney’s Frozen, one of the titles currently on the Gogo Vision IFE package, which features first-run movies and current TV

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Passengers expect full connectivity.

for access charges, but Geist said most operators absorb the cost, compensated by the increased revenue generated by greater demand for Wi-Fi/IFEequipped aircraft.

For some owners and operators, the optimum communication solution lies in having multiple networks. “After all these years, there’s still no

one network that does everything; the choice is driven by what you do and where you fly,” Geist said. That’s especially true for aircraft that fly in both North America, the only airspace that offers Gogo’s ground-based network service, as well as internationally, where aircraft depend on the global coverage of the

Iridium and Inmarsat satellite constellations.

The company has no plans to expand its air-to-ground service into Europe, primarily because of the complex regulatory environment. As for building a network in China, “We wouldn’t turn it down, if it made sense,” Geist said when asked.

Gogo’s business aviation

products are now OEM installed in almost 40 aircraft models. This year the company’s revenues will be about $400 million, with a 60/40 split between commercial and business aviation income.

The company invites attendees with any questions about airborne communication solutions for business aircraft and current customers to visit its booth. o

shows, hosted on the GSC 5000.

The screen interface is clean and intuitive and the Vision IFE package includes an automatic update feature that refreshes the content at select facilities, or in the operator’s hangar.

Signature Flight Support was the launch FBO for the automatic content refreshment service, and currently 10 to 12 of its facilities provide the updates, with that number expected to grow to 15 by year-end. As an equipped aircraft taxies onto the FBO ramp, the content is automatically refreshed in a matter of minutes. Meanwhile, Gogo is finalizing details of its in-hangar content update program for operators to use in their own hangars.

Aftermarket Installation

STCs for aftermarket installation of its new products “are happening” Geist said, although choices of onboard communication systems and options can seem overwhelming, it’s actually relatively simple. “When you buy a cellphone, you pick the hardware, then pick the service,” he said. “In aviation, it’s backward: You start with the network services and then choose the equipment.” With only three networks–Iridium, Gogo and SwiftBroadband–accounting for 95 percent of all network service, the choice becomes clearer, he said. “Think network first, then equipment, and everything’s dramatically easier to understand.”

Gogo Business Aviation now has deals with Iridium and Inmarsat (for SwiftBroadband) that enable it to sell those network services, along with warranty service and support, hence the company’s new “onestop shop” positioning. “We’re the only company in business aviation that sells all three of those networks together,” Geist said.

Gogo calculates the airtime charges “a little differently” than SwiftBroadband or Iridium, but according to Geist, prices are essentially the same whether purchased through Gogo or directly. For Part 135 operations, Gogo can provide usage records to bill charter customers

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www.ainonline.com • October 21, 2014 • NBAA Convention News 111

RampTrack aids in preventing costly ramp and hangar rash

by Harry Weisberger Recently launched Wingspan Systems of Mission, Kan., is in Orlando this week (Booth 1637) for the debut of its new RampTrack ground accident avoidance warning system. As the name suggests, RampTrack is a groundbased technology to help FBOs and

ground-handling personnel avoid aircraft accidents.

Employing its “sensor fusion software,” RampTrack places multiple types of sensors inside hangars and on ramps to detect problems and alert ground crews to the potential for an accident in time to

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112 NBAA Convention News • October 21, 2014 • www.ainonline.com

plan for avoidance, both for aircraft being moved and those that are parked.

RampTrack also helps with security and asset tracking in addition to its primary role of accident avoidance, according to WingSpan Systems. It creates invisible “safety zones” or protected bubbles around aircraft, enabling the prediction and mitigation of potential hazards before damage can occur.

The system is designed to work with both wired and wireless portable multisensor proximity devices, and these are networked with accelerometer-based movement detectors and surveillance cameras. All of the data gathered is sent to RampTrack’s “fusion” server, which merges the data to create a “protection envelope” around the aircraft. The system can track the protected aircraft in real time and offers hazard alert capabilities, too. RampTrack can accept input from other types of sensors such as GPS, motion, spatial, tampering, radiation and volatile organic compound detectors.

RampTrack was designed to address all the typical types of ground incidents, including towing, ground service vehicle impact, hangar damage and other ramp movement. All of these, according to the Flight Safety Foundation, result in some $7 billion worth of damage annually. The WingSpan engineering team began proofof-concept testing of its multi-sensor system in mid-September with Banyan Air Service in Ft. Lauderdale, Fla. Wingspan Systems is also introducing two other RampTrack products at NBAA 2014. The first is a simpler, tactical version of the main system, tentatively called the RampTrack aircraft repositioning system, which uses the fusion server, three mobile cones and a tug relay warning device to assist smaller operations in moving aircraft in the hangar or on the ramp.

The second is a portable security system derived from RampTrack technology, aimed at aircraft owners and operators that wish to ensure the security of their parked aircraft. This system is a compact mobile security system that can be easily deployed when aircraft are away from home base and left unattended at remote airports. o

JSSI celebrates a milestone here

by Curt Epstein It was back in 1989 when newly established Jet Support Services, Inc. (JSSI) rolled out its first engine maintenance program for the Honeywell (formerly Garrett) TFE731.

Now, as the company celebrates its 25th anniversary, its very first client to enroll in the program is still onboard. Wood product manufacturer Boise Cascade Corporation still owns the very same Dassault Falcon 50, and its three original engines have been tended by JSSI for the past quarter-century.

According to the company, the business jet has logged more than 9,500 hours since it was first covered by the hourly cost maintenance provider, and its engines have gone into the shop for major periodic inspections every 1,400 hours and compressor zone inspections every 4,200 hours. “We’re so proud of the fact that our original customer is still on the program today,” JSSI president and CEO Neil Book told AIN. “Frankly we think it speaks volumes about one of the programs that we’ve designed for our customers and the service we provide. It has withstood the test of time.”

To celebrate its milestone, here at NBAA JSSI is hosting a reception tomorrow from 3:30 to 5:30 at its booth (1206), during which Book will make a presentation to acknowledge the pilot of the

Falcon 50 and the company’s long affiliation with JSSI. “When you look back to 1989, we were really a one-trick pony,” said Book. “We were a company with one program, designed for one specific engine type. Today we work on almost all makes and models of aircraft, we cover the engines, the airframe and the APU, from tip to tail.”

From those first aircraft engines, JSSI now has approximately 1,700 aircraft in its program as well as more than 3,400 engines, hundreds of airframes and countless APUs. That level of growth can be attributed to the company’s evolution over the past quarter century. “Years ago we were very much focused on the in-service market; we developed our programs for mature aircraft and engines,” said Book. “Today, we introduce our new programs as the aircraft comes to market, so for the first time ever, the consumer has an alternative to the manufacturer’s [maintenance] program with a brand-new airplane.” o JSSI has been providing business aircraft engine maintenance plans for the past quarter century, starting with the Garrett (now Honeywell) TFE731 series back in 1989.

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www.ainonline.com • October 21, 2014 • NBAA Convention News 113

Corporate pilots and CEOs heed the call of airpark living

by Amy Laboda have a monopoly on airpark living.

Some of the nicest high-caliber developments in the U.S. are tucked into mountain valleys, east and west. These range in size from diminutive communities of a dozen homes or so to sprawling urban landscapes with mixed condo, duplex and single-family housing. Amenities vary among communities, but range from golf courses to full country clubs with tennis and equestrian facilities and full-service aircraft maintenance and FBO services.

In the last 20 years the airpark living idea has caught on in Europe, and more recently, Asia.

There are airparks in Switzerland, France, the UK and even Phuket, Thailand.

“We have fun!” Mike Ciochetti, developer of Heaven’s Landing AirAirpark living is all about convenience and park (Booth 4938), lifestyle. With an aircraft at the ready just outside your door, you can be where you located in Clayton, Ga., want to be quickly and simply. told AIN. His airpark hosts a WannaGoFast work, too. He flies a Dassault Falcon classic racecar weekend, an Aircam fly7X that is based 200 miles to the east. in, holiday parties and barbecues at the Depending on the weather, he flies to club house and more. At 169 home sites, work in his Piper Twin Comanche or, if Heaven’s Landing is considered a midconditions are benign and he’s got a lit- size development.

Want to know more? In memory of the tle time, a classic Cessna 150A. He, too, enjoys the ride to work a lot more than guru of all airparks, Dave Sclair, General Aviation News editor Ben Sclair mainwhen he didn’t live in an airpark.

Just around the corner, retired corpo- tains www.livingwithyourplane.com, a rate pilot Chris Kelly had the best deal great place to start your research. of all. His boss allowed him to take the Or stop by the Heaven’s Landing booth corporate Swearingen Merlin home after here in the exhibit hall. You’ll know it each trip. I always knew he was back by by the angels...pretty informative angels, o the distinctive sound of those Garrett at that!

TPE331 engines on touchdown.

Florida, Texas and California are pockmarked with airparks. In Florida, Daytona’s Spruce Creek and Miami’s Aero Club are known for celebrity homeowners, but the Sun Belt doesn’t For me, living in an airpark just makes sense. As an aviation journalist it allows me to commute via airplane when I head off in pursuit of stories.

I leave from my driveway and return to my driveway, just as if I’d taken my automobile. Except the round trip en route time is ever so much shorter.

Across the lake from me in Pine Shadows Airpark in North Fort Myers, Fla., my neighbor Mike Whitty commutes to

114 NBAA Convention News • October 21, 2014 • www.ainonline.com

FuelerLinx software is the go-to for go-juice

by Curt Epstein With fuel representing most of a business aircraft’s operating costs–up to 70 percent according to some calculations–saving on fuel purchases remains one of the most salient ways for an operator to save money. With today’s more efficient, longer-range aircraft, operators can now more often take advantage of differences in regional fuel pricing by topping off their tanks where fuel is cheaper, to the extent that the increased burn penalty allows.

“The concept of tankering has long been in the aviation handbook,” said Kevin Moller, CEO of Van Nuys, Calif.-based fuelpricing software provider FuelerLinx. “But the ability to achieve the greatest cost savings, that is, to have the ability to save money by tankering each time you plan a trip, has never existed until now.”

To help operators determine where they might find

the best fuel prices, FuelerLinx (Booth 1336) has partnered with Denmark-based flight-planning engine Aviation Cloud to enhance the multi-leg tankering calculator function available in its subscription fuel-pricing service. FuelerLinx previously had a rudimentary system in place, which lacked a flight-planning component and made its calculations based solely on Great Circle routing with no winds.

The newly improved calculator incorporates data such as airways, real-time weather and vertical profiles for every business jet flying today. The software also provides regularly updated fuel pricing, volume price breaks at more than 700 locations around the country and minimum upload to avoid possible ramp fees. “It will calculate the maintenance cost per minute and what we call the tankering burn-off percentage: the cost of carrying

extra fuel to altitude,” Moller told AIN. “It will take into account all those variables.”

According to the company, the system quickly aggregates data, based on user input and individually customized contract fuel pricing, to help users avoid having to deal directly with FBOs or take on fuel at each stop, thus simplifying flight planning for a multi-leg trip.

“The tankering calculations have proved invaluable to our cost-saving efforts,” said Karen Brunsman, flight coordinator for FuelerLinx subscriber NextEra Energy. “It allows us to take the optimal amount of fuel at each stop for the least amount of money overall.”

As an example, FuelerLinx provided a multi-leg flight plan prepared for a Bombardier Global Express, with stops at Denver, Teterboro, Chicago, Dallas and San Francisco. Using the calculator function, based on available pricing, estimated fuel burn and calculated consumption rate, the system recommends the optimal uplift amounts for each stop, in this case avoiding the higher jet-A prices at Teterboro, Chicago and San Francisco.

From this FuelerLinx global chart, a user can select regional pricing data from within their available fuel network. Color coding graphically displays frequency of dispatches within a region. Regions can be clicked and drilled down to a state county level. Mousing over any of the regions produces a call out box showing a user’s consolidated fuel price average in comparison to other flight departments of similar fleet size.

Following the suggestions of the calculator could net the aircraft operator a savings of nearly $7,400 for the flight. “The benefit of using our tankering function is to quickly and concisely determine your optimized fuel upload to save the most amount of money possible when flying,” said Moller.

He added that it helps take away much of the guesswork ahead of a trip, even for those who may not be well versed in flight operations. “It’s giving someone without flight-planning knowledge the ability to accurately calculate how much fuel to

upload and optimize along the route of flight.”

Even if there are changes made to the itinerary, the software can compensate, literally on the fly. “If an operator cancels a planned leg of any trip and substitutes it with another location, the tankering software can immediately handle the revised entries,” said Moller, noting the system’s internal communications feature.

“The previously planned locations are notified that the aircraft will not be taking fuel, and the newly identified locations are alerted that the aircraft intends to uplift fuel.” o

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Lektro traces its legacy to early golf cart tech

No bars, no noise, no fumes. Lektro’s aircraft towing carts have served the NBAA annual convention since 1986.

by Harry Weisberger The manufacturer of the Lektro electric aircraft tug brought its 4,500th tug–an AP 8850 SDA–to this year’s NBAA show and will present that tug to the customer, Jet Aviation Dubai, at Booth 1881 today.

Warrenton, Ore.-based Lektro, the official NBAA static display towing provider since 1996, began making electric-powered aircraft tugs available for the show at the 1986 convention in Anaheim, Calif.

This is Lektro’s 69th year in business. Starting in 1945 as the Willamette Aircraft & Engine Co. in Beaverton, Ore., as a seller of war surplus equipment, the company relocated to Warrenton in 1948. Two years later founder Wilt Paulson began inventing and building clean, quiet electric-powered low-profile “meat-feeder” vehicles to replace noisy, ­ fume-producing diesel machines used to feed confined meat-producing livestock. In 1954 Paulson invented and introduced what is believed to be the first electric golf cart, leading directly to present golf cart designs.

The company name Lektro began to appear in the late 1950s when Paulson and a friend who owned the Flightcraft FBO at Portland International Airport decided to find a way to move aircraft more safely, quietly and gently. The eventual result was a modified meat-feeder that

became the first all-electric aircraft tow tug. In 1967 Lektro introduced the first electric tug without a towbar. Towbarless electric aircraft tugs are today the company’s sole product, and Lektro said it provides the aviation industry with more towbarless tow tractors than any other manufacturer of electric tow tractors. Lektro manufactures only all-electric emissions-free vehicles, as it has since 1945.

New Model This Year

In 2014, Lektro’s noteworthy events included the release of the new AP 8360 model, capable of handling up to 15,000 pounds and designed for lighter aircraft, entry-level corporate owner-operators and educational institution programs. It also delivered its 4,300th tug in late March to Million Air Calgary, and this year has experienced all-time record sales growth.

Lektro received a large order from a major airline soon after the AP 8950 SDB-AL-200 was certified to tow the Airbus A320 and Boeing 737 families.

It continues an aggressive certification program that the company claims has yielded more manufacturer certifications for its tugs than any other towbarless tow vehicle manufacturer.

Airbus, Boeing, Bombardier, Cessna, Dassault, Embraer and Gulfstream are among those that have certified Lektro tugs

Uruguay to host its first AirExpo Uruguay’s resort city of Punta del Este will host the first AirExpo business aviation fair from Feb. 6 to 8, 2015, rounding out the summer season when wealthy individuals from neighboring Ar­ gentina, Paraguay, Chile and Brazil flock to this orderly country’s fashionable beaches.

“The Brazilian representative of a major bizjet manufacturer told me he expects Uruguay to be his foot in the door to the Argentine market,” fair organizer Ricardo Nogueira told AIN. AirExpo is being put together in cooperation with CASA, the firm that manages the Punta del Este airport, and some 50 others on the continent.

“We have 10,000 square meters [110,000 sq ft] alongside the GA terminal, and it may not be enough for the interest we’re

getting,” said Nogueira. The space will accommodate a static display of aircraft, a pavilion for exhibit booths and also an area devoted to other luxury goods such as boats and automobiles. Other events for the week of the fair are being explored, such as an opening cocktail party at Punta’s Hotel Conrado, a charitable fundraising dinner and a golf tournament.

Nogueira, director-general of Associação Brasileira de ­ Aviação Geral (ABAG), has been responsible for the Latin American Business Aviation Conference & Exhibition in São Paulo since 2006 and also organizes the Latin American Aviation Supply & Services event that follows it. More information about AirExpo and LABACE can be found at ABAG’s NBAA booth (793).

–R.P.

At the upper end of the scale, Lektro services an Airbus A320.

to tow specific aircraft models.

Many OEMs even use Lektro tugs in their manufacturing facilities. Embraer recently certified several Lektro tugs to tow the new Legacy 450 and 500.

The company recently announced that the AP 8950 SDB-AL-200, its largest tow tractor, has been certified by Airbus to move the A321, less than six months after the company received certifications to tow the A318, A319 and A320.

Now certified to tow the complete Airbus A320 family, and already certified for the Boeing 737 family, the AP 8950 SDBAL-200 is approved to handle all major single-aisle jetliners.

Capable of towing aircraft of up to 210,000 pounds, the AP 8950 SDB-AL-200 was introduced in 2013, paving the way for Lektro to break into the large airliner market. Not long after announcing the new tug, the company began certification programs with Airbus, ATR, Boeing, Bombardier and Embraer.

“Beyond our legendary reliability and smooth operation, Lektro has more OEM

116 NBAA Convention News • October 21, 2014 • www.ainonline.com

Circa 1967, Lektro changed the game with the first towbarless tug.

certifications than any other towbarless towing vehicle manufacturer,” said Lektro spokesman Henry Balensifer. “In particular, the AP 8950 SDBAL-200 is the only towbarless towing vehicle certified to tow aircraft ranging from the Dash 8/Q400 all the way up to the A321 and B737-900ER.” During the certification process, Lektro invented an automatic aircraft recognition system that senses aircraft weight and adjusts the tug’s acceleration characteristics to eliminate nose gear stress. This feature is standard on all AP 8950 SDBAL-200 tow vehicles.

“A lot of hand-craftsmanship goes into our tugs,” Balensifer noted. “We outsource very few of the components. All of [the tugs] are fabricated on site, with a lot of in-house quality control. Many of our employees have more than 20 years with the company, and we have a number of father-son teams.” o

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People who fly: Randy Green’s disability hasn’t kept him down

by Mark Phelps I wasn’t really sure what to expect as I sat waiting in the FBO. Randy Green and I had sealed a deal on my 1954 V-tail Bonanza via email and phone calls last summer, and I was delivering it to him at an airport halfway between our homes.

I still remember our second or third phone conversation when he told me what makes him pretty unusual as pilots go. “You see, I was born without hands or feet. But I’ve been flying since I was 17.

A lot of that time was in V-tail Bonanzas, with my dad.” No doubt, Green’s used to it, having delivered that bombshell more than a few times to people who hadn’t met him in person, including potential employers. I probably reacted similarly to the way most people do–with a few seconds of awkward silence.

Green, age 42, has a pocketful of ratings, including instrument, commercial, multi-engine and instructor. But he was still a personal flier when we met. That has since changed. He recently called to tell me he now flies for a living. He just accepted a job as the company pilot for Stuart B. Millner and Associates, a Union, Mo. company that specializes in liquidating assets for construction and mining companies. Green flies executives around the country in a Cessna 421 piston twin to conduct presentations, sign contracts and sometimes oversee the resulting auctions. According to its website, Millner has recovered billions of dollars for struggling companies and their investors.

When asked how he flies an airplane without hands, Randy replies, “The same way anyone else does, only better.” While some of that is bravado, what he also means is that he’s adapted by performing

tasks sequentially that other pilots may perform simultaneously, so he has to be more on top of his flying and procedures. According to Dave Dewhirst, one of his instructor pilots in the 421, Randy’s sequential style is often superior to other pilots’ multi-tasking, including executing emergency procedures. Asked if he would be comfortable sitting in the back seat with Green flying, Dewhirst told the Wichita Eagle newspaper, “I’d not only ride in the back seat. I’d go to sleep.”

When Green saw the listing for this new job, he told Millner right away about his disability. Apparently, his new boss did not see it as an issue. At the time, Millner was a bit conflicted about what was going to happen with the big Cessna twin. Green told me, “The airplane was actually up for sale, and was hangared with a broker in Wichita.” Did Green have anything to do with him changing his mind about selling, I asked. “Nah, I think Stuart just got tired of driving,” said Green.

The new-hire pilot drove to Wichita for the training dictated by the insurance company, and the broker connected him with Dewhirst and two other instructor pilots, who were equally impressed with their student, and vocal. Green became a mini-celebrity around the airport, and the Wichita Eagle published a feature story on him.

He said, “It got so people would see me around and say, ‘Are you that guy?’”

Bittersweet Memories

Green’s flying history started with his late father, and since his dad’s death, their trips in the family Bonanza are a bittersweet memory for Green. He learned to use rubber bands to secure his left wrist

Aviatechnik’s shop is fully equipped for landing gear MRO.

Despite a birth defect, corporate pilot and Bonanza owner Randy Green has been flying since age 17.

to the yoke. He also developed specialty tools for certain tasks, such as a scooper for picking up things that fall on the floor, and a Swiss Army-like pair of pliers for manipulating circuit breakers. For anyone who doubts his ability to fly, he just points out the signatures on all his FAA certificates and ratings. His love of flight has been his guidance and his determination has been the engine. Green repeated his motto for me, “If my mind can conceive it, I’m going to achieve it.”

Buying my Bonanza was one of those achievements. It had taken years of scrimping and saving, and even at a depressed market price (that still makes me cringe a little), getting back into a Bonanza was going to be a big financial commitment for him. I knew delivery day was not going to be a happy one for me; my last flight in an airplane I’d owned for almost 15 years.

But some of the bitter taste in my mouth was sweetened by knowing it was going to such a good home.

It was a hot day when we met at the airport. Randy had driven up with his wife and family. Tanya would be

Technicians average more than 25 years’ professional experience.

driving the pickup back south with her mother-in-law and the kids, and I’d be riding home on a train. The Bonanza and I got there first. Pretty soon, Randy walked into the FBO, we shook hands and within minutes we were just two Bonanza lovers swapping tidbits about weight-and-balance envelopes; starting procedures; and the best bets for hard-to-find spare parts.

The deal was contingent on Randy looking over the airplane to be assured it was “as represented.” I couldn’t help being curious to see how he would work the door handle, let alone operate the vernier throttle and all those piano-key switches. Needless to say, I was impressed with the dexterity he showed with his partial hands and prosthetic feet. Pulling himself up onto the wing, he told me, “This used to be a lot easier, back when I was slimmer.”

He gave the vintage V-tail a good going-over. And then, wiping back a tear alongside a wide smile, he turned to his wife and said, “Honey, looks like we have us an airplane.” o

Aviatechnik serves aircraft including business and airliner types.

Landing gear is Aviatechnik specialty Aviatechnik’s landing gear overhaul and repair services are just one of the product lines that the Mississauga, Ontario company provides. The company also offers repair and overhaul and lease and exchange of landing gear for commercial, regional and business aircraft as well as MRO for hydraulic, mechanical, pneumatic and electrical components for Airbus and Boeing aircraft, all capabilities that the company is highlighting at its NBAA booth (1372).

With Transport Canada and EASA approvals as well as Bombardier Aerospace authorization, the list of aircraft that Aviatechnik services is extensive and includes Airbus narrowbodies;

118 NBAA Convention News • October 21, 2014 • www.ainonline.com

Bombardier CRJs, Challengers and Globals, Dash-8 series regional turboprops; the ATR 42 and 72; Embraer ERJs and Legacy 600/650; Dassault’s Falcon series from the 10 through the 900; Fokker’s 50/70/100; and Dornier 328s (both jet and turboprop).

According to Aviatechnik, its personnel average more than 25 years of aerospace industry experience. To keep customers in the loop, Aviatechnik support staff deliver frequent work status updates and also provide 24/7 AOG response, backed up by the company’s large n inventory of parts, tools and test equipment.

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ANDREW C. TAYLOR Executive Chairman Enterprise Holdings

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Bell pads its advantage in VIP rotor market

by Mark Huber Bell Helicopter (Booth 212) is continuing its strong focus on the corporate and VIP markets to drive new sales of its civil helicopters. Since 2010, 40 percent of all single-engine Bell 407s and 45 percent of all 407GX models have been configured for corporate customers. Meanwhile, 55 percent of new Bell 429 light twins are being sold into this market.

And Bell has begun thinking about the corporate, VVIP and head-of-state market for its new 525 super-medium twin as well.

“The corporate VIP market has been a mainstay of our fleet,” said Chuck Evans, director of marketing and sales support for Bell’s commercial business.

Evans said that Bell is moving aggressively to “reengage” that market with new products such as the 407GX and 429, and even the underdevelopment 505 light single, by participating in more international aviation conventions geared to the corporate fixed-wing market, such as the annual NBAA Convention as well as sister events in Brazil (LABACE) and Europe (EBACE) as well as events aimed at high-net-worth individuals such as the Monaco Yacht Show and the Goodwood Festival of Speed in the

UK. “We’ve got a good line of products and the right kinds of [interior] completions to go along with them,” Evans said.

Bell currently manufactures its civil helicopters at its plant in Mirabel, Quebec, and then either flies or ships them to its expansive completion facility in Piney Flats, Tenn. “Piney Flats can do amazing things,” Evans said. “We have had customers who want to match the interior and exterior of their aircraft to their high-dollar sports cars. Piney Flats can do that. There are almost limitless possibilities.”

There are also standard choices that offer a diverse and popular pallet of nine different leathers, three paint schemes and more than 100 exterior colors that customers can select.

Passenger compartment configurations range from four to five seats in the 407 and four to six seats in the 429. Seat cushion widths increase with fewer seats in either model. Luggage compartments in both helicopters can accommodate out-sized items such as golf clubs.

Customers also typically order high-visibility windows, air-conditioning and pop-out emergency floats, particularly for over-water operations in the New York corridor, Evans said.

Depending on the options selected, executive configurations

With a solid foothold in the corporate VIP rotorcraft market, Bell is now looking to the next level, with new VVIP interior configurations that cut noise, add sophisticated in-flight entertainment and even include electrochromatic dimmable windows.

can add anywhere from $200,000 to almost $500,000 to the $2.98 million base price on a 407GX and as much as $700,000 on a 429. Installation times vary depending on complexity, but some standard packages can be fitted in as little as two weeks and even elaborate completions rarely bump up against four months. Bell has just started producing the wheeled landing gear version of the 429, the $6.3 million 429WLG, and almost all of those customers are opting for executive interiors. Evans said interest in the 429WLG is particularly high in Latin America, Europe and Russia.

Bell also is working with Mecaer to develop a VVIP

Traxxall offers new mx tracking option Traxxall Technologies is demonstrating a new Maintenance program templates for any airaircraft maintenance-tracking service for business craft are available on Traxxall; the program can be aviation at NBAA 2014 (Booth 2681). The system customized to meet the operator’s requirements. employs cloud architecture to deliver more efficient Users can also modify the look and feel of the and accurate maintenance tracking, Traxxall screens and output a variety which, according to the company, will of reports. Archived data is stored help ensure regulatory compliance and on Microsoft’s Azure cloud platprotect aircraft residual values. Traxxform, and users can access Traxxall all is Web-based and available for all with computers and mobile devices. fixed- and rotary-wing aircraft and any Traxxall will also enable importing size operation, from single aircraft to of maintenance-tracking data from large fleets. other systems.

Montreal-based Traxxall offers the fol“We let the market shape the syslowing features: customizable screens and tem and designed it based on specific reports, including a “compliance dial” on feedback from clients on how they the dashboard page that displays aircraft wanted to manage their aircraft mainstatus; automation of previously manual tenance,” said Traxxall president tasks, including the automatic retrieval George Tsopeis. “Whether you’re an of relevant Airworthiness Directives; high owner/operator, director of maintesystem speed and redundancy; and a nance or continuing airworthiness “holding area” that acts as a “digital inmanagement organization,” he said, tray” where clients control the revisions “you can customize the system for Traxxall’s dashboard view on their aircraft. Product support services provides a quick summary of your needs and have more control are available 24/7. over your operations.”

–C.T. maintenance status.

120 NBAA Convention News • October 21, 2014 • www.ainonline.com

interior for the 429. “Piney Flats can do wonders with interior configurations and when we have to, we can reach out to companies like Mecaer to take it a step or two higher,” Evans said.

Mecaer approached Bell more than a year ago to develop the new interior, a mockup of which is expected to be on display at Bell’s booth at the NBAA show. The decision to ally with Mecaer was not particularly difficult, Evans said, noting that Mecaer already provides the landing gear for the 429WLG and the new 525.

Targeting VVIPs

“We’ve done very well with the private individual, corporate and VIP segments, but the VVIP segment is an area where one of our competitors has been strong,” he explained. “With the 429’s bigger cabin and the Mecaer interior we think we will capture a larger share of the VVIP market. It’s a real differentiator.

The Mecaer Silens interior cuts cabin noise to the point where passengers do not need to wear headphones to have a normal conversation.” Other advanced features include Mecaer’s iFeel inflight entertainment system, electrochromatic dimmable windows and little touches such as stowage for umbrellas behind the seats, Evans said.

Bell is currently working with Mecaer to gain FAA STC approval for the new interior, which it hopes to have in hand early next year. A decision on where to install the new interiors–Mecaer’s Philadelphia plant or at Piney Flats–has yet to be made.

Evans said Bell has received strong inquiries for VVIP and head-of-state variants of the upcoming 525 and is working on developing interior options for those markets. “Stay tuned,” he said.

As appealing as Bell’s interior options are, Evans said that corporate and VIP customers are even more attracted to the advanced capabilities and increased safety offered by the new-generation glass panel avionics in the 407GX (Garmin G1000H) and the 429 (Bell BasiX-Pro) and Bell’s industryleading product support.

“We are focused on installing fully integrated glass cockpits into the products we have: it’s a big driver in terms of increased capabilities and safety–a prime concern for the corporate and VIP market,” Evans said. “You can have a very well-appointed aircraft, but if it is not using the latest technology in terms of terrain and traffic awareness and enhanced navigation, it is just not good. These things are must-haves.”

Similarly, pointing to product support, Evans said this sector of the market has little patience with product support delays. “If an aircraft is parked it doesn’t do the customer any good. When you are buying that corporate ship you want to use it when you want to.” o

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Calif.-based Blue Sky unveils portable satcom

by R. Randall Padfield Blue Sky Network (Booth 3479) of La Jolla, Calif., is showing its entire line of satellite

communications technologies here at NBAA 2014, including two new communication

products: HawkEye 7200 and Iridium Go! HawkEye 7200, the company’s new portable satcom with Bluetooth support for sending forms from electronic flight bags (EFBs), is now in production. Post-beta test development incorporated feedback from users, resulting in a device that has received U. S. Forest

Service approval for automated flight following.

The HawkEye 7200 comes with an extended-life rechargeable battery, Bluetooth communications, the latest generation GNSS chipset (with GPS, Glonass and Galileo sensors) and an internal dual-Iridium and -GNSS antenna. With the HawkEye 7200 nearby, users

HawkEye 7200

can connect to iPads and iPhones using Bluetooth and send messages and forms, such as flight plans created on an EFB, vehicle logs, trip reports, safety reports and so on.

HawkEye 7200 works in concert with the company’s HawkEyeLink app, which provides a Bluetooth interface for using smartphones and tablets to communicate over the Iridium network.

As in the case with all Blue Sky Network devices, the HawkEye 7200 integrates into SkyRouter, Blue Sky Network’s cloudbased, Web-portal tool, which was designed by and is operated by Blue Sky Network. Supporting dispersed mobile assets,

Iridium Go!

SkyRouter manages and reports device activity over the Iridium satellite network in virtual real time. The company is also unveiling its new iOS SkyRouter app to enable Apple mobile device access to SkyRouter services.

Blue Sky Network is also a distributor of Iridium products, including the new Iridium Go!, a portable, wireless Bluetooth device with its own Wi-Fi hotspot. By creating a Wi-Fi hotspot with a working radius of 100 feet, Go! provides connections for up to five mobile devices for voice and data communication worldwide via the Iridium network. The device is available for Apple and Android devices and can be used for voice calls, text messaging, social networking, photo sharing, light Web access, email, quick GPS position and emergency alerts.

Iridium GO! requires a oneyear satellite service plan, and Blue Sky Network offers multiple types of plans to fit different business and personal needs.

Blue Sky Network has also pioneered advanced technologies, such as dual-mode tracking solutions (GSM-cellular and Iridium-satellite) and the previously mentioned HawkEyeLink interface. o

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LHT Super Star rebuild faces daunting obstacles

by Curt Epstein For the past six years, cabin interior specialist and maintenance service provider Lufthansa Technik (LHT, Booth 2289) has been working on a legend. At a specially built hangar at Auburn-Lewiston Airport in Maine, the German company, in conjunction with its Oklahoma-based BizJet subsidiary, has been painstakingly restoring one of the last remaining Lockheed L-1649A Super Stars with the expectation that it will someday fly again.

The final iteration of Lockheed’s successful Constellation series, the four-engine Super Star was the last word in longrange airborne luxury in the days before passenger jet travel.

The aircraft joined Lufthansa’s fleet as flagship in 1958, with four of the aircraft (out of the 44 built) serving on the carrier’s nonstop transatlantic route until they were superceded by the Boeing 707 in the mid-1960s.

The aircraft saw the inauguration of the airline’s firstclass service with an onboard chef catering to the 32 passengers who endured the nearly 15-hour flight from the comfort of sleeper beds and nearly lieflat seats.

Lufthansa’s historic Deu­ tsche Lufthansa Berlin-Stiftung (DLBS) flight foundation decided back in 2007 to add a Super Star to its fleet of flying museum pieces such as the Junkers Ju-52/3M and the Dornier 27, in recognition of the aircraft’s role in the airline’s nearly nine-decade history. It purchased three out-of-service airframes and 13 of the mighty R3350 Curtiss-Wright turbocompound radial engines, along with a trove of spare parts, from a Super Star enthusiast

who was forced to abandon his own restoration plans.

Over the past several years, the company’s technicians have disassembled the airframe in a search for corrosion and fatigue, with all systems overhauled with new wiring and control cables. The entire tail section was removed and shipped to BizJet in Tulsa.

While the DLBS had intended to restore the propliner to as close to its original appearance as possible, the fact that the foundation intends to recertify it as a commercial transport, under the same regulations as any other aircraft in the airline’s fleet, meant several compromises had to be made, starting with the cockpit. Clearly the general layout of the instrument panel, which bore little change from its 1940s-vintage roots, would not accommodate today’s technology. Simply adding modern instruments to the existing cockpit was ruled out due to the lack of space available on the narrow instrument panel.

Back to the Future

A solution was recently reached when the CEOs of LHT and Honeywell met and determined that the avionics suite originally developed for another still-serving four-engine Lockheed aircraft–the C-130 Hercules–would fit the bill, both functionally and physically.

The Honeywell suite’s flight management system will provide data to the aircraft’s Bendix PB 20 autopilot and also convert navigation commands into visual displays for the pilots.

The modifications will also extend to the overhead panel, which will be reorganized to fit modern airliner standards and refit with modern switches.

The Lockheed L-1649A “Super Star” Constellation became Lufthansa’s flagship in 1958.

The company also recently completed a full overhaul on the aircraft’s landing gear, which was found to be in a much poorer condition than previously determined by visual inspection.

The repair manuals and production drawings LHT had for the gear were either incomplete or missing altogether, resulting in additional challenges to its staff during disassembly. Some materials used when the aircraft was built more than half a century ago have since been supplanted. The nosewheels, for example, were constructed of magnesium alloy to save weight, but were subject to corrosion.

Instead, the Hamburg-based company developed a modification to substitute the nosewheels from the Airbus A320.

Other spare parts were no longer manufactured or otherwise available, requiring the engineering staff to machine them. All the repairs and manufactured parts required official approval, and when combined with the brakes and hydraulic systems associated with the landing gear, totaled nearly 80 such authorizations, according to LHT.

Powered by a quartet of Curtiss-Wright R3350 turbo-compound radials, the triple-tail Constellation epitomized luxury air travel in the immediate post-WWII era.

124 NBAA Convention News • October 21, 2014 • www.ainonline.com

A vintage cabin mockup developed at the company’s Hamburg headquarters is currently being test-fitted in Maine on one of the spare airframes so as to not get in the way of the restoration project. “While the right-hand side of the cabin shows exactly how the original cabin will look in the future, right down to the color scheme, wood-effect foil and curtains, the left-hand side is still in its raw state,” said Burkhard Linke, a project manager on the

restoration team. “This technical look lets visitors see the solutions we have come up with for sound insulation, PSU/oxygen, cabin air-conditioning and attachments,” he noted. Special attention was paid to making the interior easy to maintain to lower the aircraft’s upkeep costs for DLBS. Despite the progress on the project, the company told AIN that “It is still not possible to seriously schedule the maiden flight.” o

Western Aircraft resets maintenance sales goals Boise, Idaho-based Western Aircraft (Booth 2920) is retooling its maintenance sales and service team following inauguration of its recently expanded facility. In addition to expanding its existing facility by 26,000 sq ft, the company also augmented its employee roster, to 200 from 150.

As part of the expansion, sales managers will be focusing on specific aircraft models, including Falcons, Hawkers and Challengers. “This is the strongest maintenance sales team in Western’s history and these managers have extensive experience with specific aircraft,” said Jeff Mihalic, president of Western Aircraft, a Greenwich AeroGroup company.

“They have developed strong relationships with our customers and will be able to provide them even better service in their new positions.”

The changes include CJ Miller moving from Falcon

service manager to regional sales manager, serving a territory that includes California, Nevada, Utah, Idaho and parts of Canada. Jody Harris is becoming senior service manager, moving from his role as production manager. Veronika Palova has been named to the new position of business development manager. She will be responsible for reaching out to prospective customers and introducing them to Western Aircraft.

Doug Alwine, who was sales account manager, is now in the newly created position of regional sales manager for the Hawker and Challenger models. Moving from the job of sales account manager for turboprops, former technician Terry Mergan is now sales account manager for jets. Tracy Gandy, MRO turboprop sales manager, Dale Lester and Lee Miles, both MRO sales managers, are remaining in their current positions. o

Nextant G90XT poised to make its first flight

by David Donald

Wheels Up going strong, with growth plans in play

by James Wynbrandt “It’s really amazing to see people gravitate to the membership model,” Dichter said. Members have access to the Wheels Up fleet at fixed hourly rates. The fleet, operated by GAMA Aviation, currently consists of King Air 350i turboprops and pre-owned Citation Excels/XLSs (27 and 10 of the respective aircraft in the fleet

space; acoustic insulation will be available as an option. A range of interiors are offered, from threeand five-seat executive layouts to an air ambulance interior.

In the meantime, Nextant remains busy delivering its initial remanufacturing program, the 400XTi. Nextant delivered 11 aircraft in the first half of 2014, and by the end of the year 50 are due to have been handed over.

Total orders now stand at 120, representing a penetration of 20 percent into the Hawker Beechjet 400A/XP fleet, upon which the 400XTi is based. The company has just appointed Piedmont Aircraft as exclusive sales agent for by 2015), as well as Bombardier Global 5000 long-range jets owned

by Switzerland-based VistaJet and operated by Jet Aviation Flight Services. Wheels Up plans to expand the types in its fleet.

Concurrent with its membership and fleet growth, Wheels Up has been expanding its geographic reach. The New York City-based company recently announced establishing bases in Texas (Houston and Dallas), and Dichter said it is now “making a big push out west” into the California market, where the company has five King Airs and two Excels/XLSs. Members are currently flying about 300

Wheels Up CEO Kenny Dichter said he’s pleased with the success of his membership model, and announced plans to expand the King Air program westward.

BARRY AMBROSE

MARIANO ROSALES

Wheels Up, the membership fleet access program founded in August 2013, now has 750 members and is on track to have 1,000 to 1,200 members and 37 aircraft by year end, CEO Kenny Dichter announced at NBAA 2014.

Nextant president and CEO Sean McGeough, left, updated the company’s ongoing programs, including the remanufactured G90XT, above, which is scheduled to fly next month, and the hot-selling 400XTi remanufactured light jet, below.

BARRY AMBROSE

multifunction display. Among the features that will significantly reduce pilot workload are a digital pressurization system that automates cabin pressure control by integrating it with the flight management system, and the Unison electronic engine control, which combines the operations of engine and propeller pitch into a single-lever operation. Other new elements in the cockpit include digital fuel control, synthetic vision and underspeed protection.

Thanks to the H75-100 engines and other refinements the G90XT is expected to offer improvements in performance and economics. The engines allow a higher gross takeoff weight and hold their power ratings at higher altitudes. Specific fuel consumption is reduced by between 10 and 15 percent, leading to operating cost savings.

Maximum cruise is expected to be 273 knots, while range is expected to be 1,240 nm with four passengers and reserves.

Nextant’s first aircraft will fly with test equipment instead of a fitted interior. The company has designed a new composite cabin shell that maximizes internal

MARIANO ROSALES

Nextant Aerospace is expecting to fly the first example of its G90XT early next month.

The aircraft is a remanufactured Beechcraft C90 that integrates Garmin’s G1000 avionics, General Electric H75-100 engines and other new features into a re-lifed airframe. Nextant has been taking orders for the model since the book was opened at the EAA AirVenture show this summer and has recorded keen interest in the Americas.

For some time Nextant has been flying a King Air C90A with Pratt & Whitney Canada PT6A-135 engines to act as a baseline against which the G90XT can be compared. Now the first FAA conforming article is virtually complete and ready to fly in about two weeks.

Nextant has set an aggressive certification program that should see the G90XT available in the first quarter of next year.

STCs already held by Garmin and General Electric should help speed the process.

Here at the NBAA static display Nextant is showing off the flight deck of the G90XT, featuring two primary flight displays and a large central

the U.S. Northeast/Mid-Atlantic, covering states from South Carolina to Maine.

Last week the 400XTi fleet surpassed 33,000 flight hours.

Nextant’s maintenance network is achieving an average returnto-service time of around nine hours. Here at NBAA Nextant is holding its first international operators conference to discuss

operational issues.

As for Nextant’s next remanufacturing product, the company has nothing to say right now. However, it has established a customer advisory group with TAG Aviation, Jet HQ, Avic of China, Flight Options and Guardian Jet as founder members. Nextant will consult this group on market issues. o

occupied hours per week, according to the company.

Dichter said one element of the company’s success to date is its ability to manage the fleet on the 30 peak demand days each year, crunch time for all fractional, jet card and charter providers. “We think our model manages those 30 tough days better than anybody,” Dichter said.

He also announced the company plans to launch an app enabling members to book flights, as well as to rideshare, shuttle and “hitch” on flights, developed in consultation with regulatory authorities to ensure it’s “really, really compliant” with rules governing Part 135 charter operations. “A year from now, we may not be looked at as an aviation company as much as a technology company,” Dichter said. He expressed confidence members would favor “collective consumption” of aircraft, both for economy and to socialize, though common wisdom holds that charter customers don’t want to share aircraft.

Wheels Up co-founder and

president David Baxt said Chicago would likely be the next base for the company’s national expansion, followed by the Pacific Northwest, with expansion into Western Europe with its King Air 350is by the middle of 2015.

Wheels Up complements its air transportation offering with Wheels Down, providing members access to exclusive activities and unique experiences, such as private concerts, gatherings at major sports events and tête-àtêtes with noteworthy figures. “We believe the customer and membership experience doesn’t end with the flight,” Dichter said. “In 2015 we’re setting up a robust events calendar,” with meet-ups at the Super Bowl, The Masters golf tournament and smaller events hosted by company emissaries such as Admiral Mike Mullen (Ret.), who shares views on geopolitical issues with members.

Wheels Up memberships are $15,750 and annual dues are $7,250; corporate memberships are $25,000. Hourly rates are $3,950 for the King Air, $6,950 for the Excel/XLS and $16,950 for the Global 5000. o

www.ainonline.com • October 21, 2014 • NBAA Convention News 125

by Mark Huber

by David Donald

MARIANO ROSALES

Dassault Falcon Jet (Booth 2651) launched a new AOG (aircraft on ground) response program at NBAA 2014 in Orlando, Fla., yesterday. The customer-support program will use two company-owned Falcon 900s as rapid-response aircraft; one based at Teterboro in New Jersey and the other at Le Bourget in France.

The Falcons will be used to transport Dassault Go Teams of technicians, parts and tools, and, if necessary, transport customers to their destinations, while their aircraft is being serviced. Customers would be billed direct operating costs for these flights, which will be operated for the company by an independent operator under Part 135.

Dassault Aviation chairman and CEO Eric Trappier took the wraps off of a new aircraft on ground (AOG) rapid-response program for Dassault Falcons, using a pair of company-owned Falcon 900s.

The French airframer also said that both the new Falcon 5X twinjet and 8X trijet programs are making substantial progress. The first 5X was assembled over the summer, powered up in August and has entered ground and vibration

testing at Merignac. Engine run-up is expected by year-end and first flight in the second quarter of 2015.

Certification of the 5X remains on track for 2016 and the company reported a twoyear order backlog. The jet’s Snecma Silvercrest engines have accumulated 1,300 hours of bench testing without anomalies.

Meanwhile, the long-range Falcon 8X, with a maximum range of 6,450 nm, is on track for first flight early next year.

Initial ground testing was completed in October. With a cabin 3.5 feet longer than that on the 7X, the 8X has space for 30 different cabin configurations.

Deliveries are anticipated in the second quarter of 2016.

The company said it will continue to concentrate on the top end of the market, which represents 85 percent of new business jet transaction values, but did not have plans to pursue a supersonic design at this time, maintaining there is not enough customer demand for such an aircraft.

In addition to the rapid response aircraft, Dassault is embarking on various other service-related improvements, including: building a new 77,000-sq-ft MRO facility in Bordeaux, France; increasing the number of parts for “rightsizing” price reductions; significantly increasing its spare parts inventories; and hiring more service personnel.

Dassault noted that it currently has a 98.5-percent partsavailability rate–meaning that this is the percentage of the time a customer receives parts on the day they are needed–and that in most cases parts pack and ship within 30 minutes to one hour of order placement.

Satcom Direct has launched a new version of its AeroV voiceover-Internet protocol (VoIP) system that allows satcom users to use smartphones and personal numbers for voice calls and SMS messaging. The new AeroV+ system offers connectivity anywhere in the world, using a variety of satellite systems, and at all stages of flight. It is available for aircraft equipped with the Satcom Direct Router, which was launched last year and is now flying on nearly 50 aircraft.

With its Global One Number solution the company pioneered in-flight connectivity by allowing callers on the ground to reach airborne handsets through a single 10-digit number. Expanding the system to cover personal smartphone numbers has been a challenge because of the various operating systems that are in use.

Moreover, terrestrial networks

also differ in the way they handle text and voice. Available as a mobile app, AeroV+ has overcome these challenges to provide a common service despite the various protocols involved.

Satcom Direct is also adding a proactive security monitoring function to its SkyShield solution, which is currently used to optimize airborne Internet usage by blocking unnecessary traffic such as software updates. SkyShield’s security service will be available from early next year.

Any adverse events are detected and notified to the operator, including alerts to the flight deck.

Other developments announced at NBAA include a collaboration with trip-support specialist Hadid International and becoming a partner in the planned SmartSky Networks 4G air-to-ground network that is due to begin beta testing late next year in advance of a full

Piaggio refreshes brand, moves to reassure buyers

by Rob Finfrock In a move intended to call attention to the diversity of its portfolio in aerospace, defense, security, engine-component manufacturing and MRO support, while also re-imaging the company as it moves out of the shadows of customer-support blemishes in recent years, Italy’s Piaggio Aero Industries has rebranded itself as Piaggio Aerospace (Booth 261).

“We are here to reaffirm our commitment to the business aviation world and to business aviation customers,” said Giuliano Felten, the company’s senior vice president for civil sales, at the NBAA show on Monday where the new moniker was unveiled.

A more tangible step toward strengthening the Piaggio brand is an all-inclusive leasing and costmanagement program for the upcoming Avanti EVO turboprop twin for North American customers. Piaggio has partnered with Hong Kong-based Bravia Capital to offer the “Avanti EVO All Included” program on an initial run of 10 aircraft (with an option for 50 more). In addition to lower lease prices, the program also includes the manufacturer’s hourly maintenance cost-management program, intended to add financial planning stability to ownership and operation of the aircraft.

Piaggio also offers a separate

Wing or rotorblade, JSSI still has you covered

by Amy Laboda Jet Support Services, Inc. (JSSI, Booth 1206), the Chicago-based hourly cost maintenance specialist, is expanding its helicopter portfolio of clients.“The helicopter market has been largely underserved when it comes to maintenance programs,” explained Neil Book, president and CEO of JSSI. The company told NBAA attendees Monday that

it will include Tip-to-Tail coverage for the AgustaWestland AW109K2, Airbus AS350 series and Bell 206L-3, 412 and 427, a total of 10 new models.

It also announced an expanded relationship with Swiss-based VistaJet, which includes eventually covering a fleet of 40 Bombardier Challenger 350s with JSSI’s platinum engine and APU

126 NBAA Convention News • October 21, 2014 • www.ainonline.com

program, a deal valued at more than $1.035 billion. “Ten of the Challenger 350s will be in service by mid-2015,” said a VistaJet spokeswoman.

Finally, JSSI’s programs have become integral in the growth strategy of client Delta Private Jets (DPJ), based at Cincinnati/Northern Kentucky International Airport, where it has helped DPJ

MARIANO ROSALES

AeroV+ lets passengers use their smartphones

Satcom Direct chief strategy officer Scott Hamilton explains that the new AeroV+ satcom allows passengers to use their own smartphones to make and take calls while on board their airplane.

rollout in mid-2016. Satcom Direct has also been named an authorized reseller of Astronics AeroSat’s FliteStream, a Ku-band service aimed primarily at large business and VVIP aircraft.

Satcom Direct is also growing in terms of support activities with the opening of an office at Dassault Aircraft Services’ completion and MRO facility at Wilmington, Del. The company is working with Dassault Falcon Jet to provide custom comms/IFE configurations for completions, and full support for MRO tasks. o “Parts by the Hour” maintenance agreement, at a quoted rate of $235 per flight hour over five years or 2,000 hours.

Felten also announced a new partnership between Piaggio and Banyan Air Service of Fort Lauderdale, Fla., already an authorized service center, that includes a greatly expanded parts inventory and additional Piaggio customer service and field support. o

BARRY AMBROSE

Dassault’s birds to aid Falcon AOG customers

Piaggio’s senior v-p for civil sales Giuliano Felten reaffirmed his company’s commitment to bizav customers.

affordably service a growing mixed fleet at its MRO facility. JSSI has now enrolled 14 DPJ aircraft in hourly cost maintenance programs and is currently driving JSSI MRO business to the DPJ facility, according to Book. “Business has increased by 65 percent,” said John Daly, CEO of DPJ. “It has been a remarkable experience working with DPJ this year to grow the business by such a significant margin,” said Book. “We look forward to expanding our role as DPJ’s business increases.” o

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