NBAA Convention News 10-22-14

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OCT. 22, 2014

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Embraer wins FAA nod for midsize Legacy 500

by Curt Epstein

MARIANO ROSALES

FAA deputy associate administrator John Hickey handed Embraer Executive Jets president Marco Túlio Pellegrini the FAA type certificate for the fly-by-wire Legacy 500 yesterday afternoon at the company’s booth here at NBAA 2014 in Orlando, Fla. Clipping the ribbon at this year’s NBAA show are (l to r) NBAA president and CEO Ed Bolen; Sen. Sam Graves (R-Mo.); acting NTSB chairman Chris Hart; Enterprise Holdings executive chairman Andrew Taylor (featured speaker); and Lynn Krogh, CEO of International Jet Aviation, supporter of the Make-A-Wish Foundation.

The U.S. approval comes just two months after the supermidsize jet earned certification from ANAC, Brazil’s civil aviation authority. “Designing a transport-category-sized airplane and going through all the steps it takes to get certification

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is not an easy process,” Hickey said during the certificate presentation. “That’s why there aren’t a lot of companies in this business that can do this, and Embraer is one of the best companies in this business.”

“We are so proud and very delighted to have this momentum,” said Pellegrini as he accepted the certificate. “I would like to thank FAA for their cooperation in accepting our design as the best airplane in this segment.”

Continued on page 4 u

Fast mover Bombardier chose NBAA 2014 for the public debut of its Learjet 85. The test-flight edition of the midsize/super midsize bizjet arrived here on Saturday. Test pilots (l to r) Nick Weyers, Jim Dwyer and Ed Grabman took off from Wichita's Mid-Continent Airport (KICT) at 12:49 CDT and arrived at Orlando Executive Airport two hours, 23 minutes later. The crew filed for 43,000 feet and recorded a top groundspeed of n 528 knots, according to FlightAware.

NBAA’s opening session spotlights bizav’s role

by Rob Finfrock Enterprise Holdings chairman Andrew Taylor.

All three men share connections with the industry, with Shuster kicking things off by highlighting the importance of general and business aviation to rural communities in his district. “With business aviation and general aviation, you can get people to where they need to be and where the commercial airlines don’t go,” he said, also noting that, in total, aviation “contributes over a trillion dollars to a $17 trillion

BARRY AMBROSE

NBAA traditionally fills the opening general sessions to the largest trade event in business aviation with distinguished speakers from the industry, legislative and regulatory areas.

The opening session at NBAA 2014 in Orlando, Fla., yesterday was no exception, as NBAA president and CEO Ed Bolen welcomed Pennsylvania Congressman Bill Shuster (R-Pa.); Christopher Hart, acting secretary of the National Transportation Safety Board (NTSB); and

Continued on page 4 u

Engines

Propulsion

Avionics

International

Innovation

P&WC reveals Gulfstream’s PW800

Hartzell powers up turboprops

Piper’s M-Class is CAAC-certified

Test flying ‘Fusionized’ Pro Line

Aerion relishes Airbus support

The Pratt & Whitney Canada booth was the scene of the unveiling for P&WC’s latest business aviation powerplant, the PW800 series. It will power the latest bizjets from Gulfstream. Page 33

An iconic family-operated business, Hartzell keeps high-end jobs in Piqua, Ohio, and delivers top-performing propellers for the most recent models of pistons and turboprops. Page 62

China’s general aviation opportunities continue to expand, as evidenced by the recent approval of Piper’s M-Class piston and turboprop Meridian, Matrix and Mirage. Page 63

King Airs with Rockwell Collins Pro Line avionics are eligible for an upgrade to Pro Line 21 Fusion status.

Here’s a look at the touchscreens from the left seat. Page 64

The AS2 supersonic business jet got a welcome lift from Airbus, when the airliner builder threw in its support for the program. To date, the two companies have agreed to share technical data. Page 80

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Jet Aviation honors vet with custom wheels

TM

FOUNDED IN 1972 James Holahan, Founding Editor Wilson S. Leach, Managing Director R. RANDALL PADFIELD, CHIEF OPERATING OFFICER

Jet Aviation St. Louis awarded an impressive piece of machinery to an equally impressive individual at NBAA 2014 in Orlando on Tuesday. Former U.S. Army Sgt. Nathan Shumaker, who suffered severe wounds when he and other members of his gun crew were struck by a Taliban shell in Afghanistan in May 2010, received his customized John Deere “Gator” all-terrain vehicle in a ceremony at the Jet Aviation exhibit (Booth 1200).

“One of the things that I’m proud of at our company is that we employ a lot of veterans,” said Chuck Krugh, Jet Aviation St. Louis senior vice-president and general manager, adding that Jet personnel who have served in the Army, Navy, Air Force and Marines were also in attendance at the event.

Painted olive drab, of course, the vehicle features a front grille, headlight buckets, hood and front CV-joint attachment points made from carbon fiber, as a connection to the material used in Shumaker’s prosthetics. A

Former U.S. Army Sgt. Nathan Shumaker (left) receives a custom ATV, presented to him by Jet Aviation St. Louis senior vice president Chuck Krugh.

specialized, fold-down grill guard features the Latin motto of Shumaker’s regiment, the Bravo 3-321st Field Artillery Regiment with the 82nd Airborne, which translates to “Touch Me Not.” The steering wheel hub includes Shumaker’s Purple Heart medal.

In all, the Gator includes some 50 changes or additions to the stock vehicle, customized specifically for Shumaker by Jet Aviation employees. A fully trimmed interior includes a custom stereo system, and behind the cabin the Army Airborne’s “AA” symbol is incorporated into a rendering of the St. Louis Arch.

Shumaker, whose wounds required amputating his left leg above the knee,

Signature grows its footprint, signs up Canada’s Skyservice

by Curt Epstein Signature Flight Support continues to expand its North American footprint with yesterday’s signing of a licensing agreement with Toronto-based aviation service provider Skyservice, which will add the Canadian FBO operator’s three locations to the Signature brand. While Skyservice will remain independently owned, as part of the Signature network it will be able to use the BBA Aviation subsidiary’s systems and services as well as marketing support.

With the addition of Skyservice’s facilities at Toronto’s Lester B. Pearson International Airport and Vancouver International Airport, Signature now has locations at the top five busiest airports for business and general aviation in Canada. It also has FBOs at Edmonton International Airport and Calgary International Airport, and now two facilities in Montreal at Pierre Elliott Trudeau International Airport. “Signature’s commitment to business and general aviation in Canada is further demonstrated by the Skyservice licensing agreement,” said Signature president and COO Maria Sastre, adding the deal had been under discussion for nearly two years.

“It’s been a long road and we are truly excited to be here today,” said Skyservice president and CEO Marshall

Myles. “We look forward to partnering and working closely to help grow Signature of Canada.” Though the actual locations will be rebranded, Skyservice will continue to operate its aircraft management, maintenance and charter services under its own brand.

Signature (Booth 228) also signed a deal this week to purchase Wiggins Airways, the lone service provider at New Hampshire’s Manchester-Boston Regional Airport. The FBO’s assets include a passenger terminal, fuel farm and 87,000 sq ft of hangar space capable of sheltering large cabin business aircraft.

Next month, Blue Heron by Signature Flight Support, a licensed FBO at the Turks and Caicos Providenciales International Airport, will officially open for business. The newly built facility offers a 6,800-sq-ft terminal with lounges, office space and a hangar, along with 11 acres of aircraft parking.

The FBO will offer ground handling, fueling and the full portfolio of Signature programs, including its loyalty and rewards offerings.

Between its company-owned FBOs, licensees and Signature Select franchise locations, Signature’s network now totals 120 locations worldwide, including 68 in North America. o

2 NBAA Convention News • October 22, 2014 • www.ainonline.com

was visibly moved by the presentation. “It’s way beyond anything I was thinking,” the 27-year-old said quietly, adding that the redesigned front end reminded him of a military Humvee, which was “perfect.”

His wife and toddler son joined Shumaker on the show floor, thanks to a special waiver from NBAA’s traditional “no kids” rule, according to Krugh.

Tuesday’s Wounded Warrior presentation was Jet Aviation’s second in as many years at an NBAA convention. The company awarded a customized Harley-Davidson motorcycle at last year’s show in Las Vegas to U.S. Army Specialist Chad Hembree. o

Jeppesen to support Universal’s InSight Jeppesen (Booth 1298) announced that it will supply navigation and flight data to support the InSight integrated flight deck from Universal Avionics, which is expected to be certified in the second quarter of 2015.

The company will supply digital terminal chart data with own-ship position capabilities, airport moving map data, nav data, cultural data and obstacle data on a global basis. All of it will be updatable through the Jeppesen distribution manager.

Jeppesen also announced that it has enhanced its international trip planning (ITP) service by adding resources dedicated to international rules and regulations compliance. The additional resources will provide guidance to help ITP customers understand and adhere to frequently evolving international operating regulations and processes. –A.L.

MARIANO ROSALES

by Rob Finfrock

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z Sovereign Gets Boost from Winglet Technology Winglet Technology (Booth 4359) has completed testing its new elliptical winglets on the Cessna Citation Sovereign. The Wichita firm is collaborating with the Citation service center network on the project and released test results for the $395,000 kit (excluding labor) here at NBAA. Speed increases by 12 to 14 knots at FL450, time-to-climb direct to FL450 drops to 26 minutes and range increases 205 nm with payloads under 1,200 pounds and by 265 nm with payloads over 1,450 pounds.

The kit increases the wingspan from 63 feet 4 inches to 69 feet 4 inches and also is expected to enable a one-percent gross weight increase. Certification of the new winglets is pending and Winglet Technology expects entry into service in late 2015. The company certified its elliptical winglets for the Citation X in 2009 and Cessna has made them standard equipment on the new Citation X+.

z Lufthansa Technik, Airbus Renew Co-op Deal Lufthansa Technik and Airbus Corporate Jets have renewed an agreement under which they cooperate on cabin designs for the Airbus A318 Elite, extending it to 2020. The agreement started in 2005 when the ACJ318 was launched, with Lufthansa Technik contracted to design the cabin in partnership with Airbus and then to install the cabins in customer aircraft.

The Elite cabin “introduced the wider and taller cabin of the ACJ320 to a broader market,” according to Lufthansa Technik. Deliveries began in 2007, with 19 produced to date.

Early Elite cabins were installed at Lufthansa Technik’s completions center in Hamburg but later this work was switched to Tulsa, Okla., where the company’s subsidiary Bizjet International has done the work. Recently it completed the first of an updated version–the Airbus ACJ318 Enhanced– which introduced several features as standard that had previously been options.

z AviationGlass Debuts New Mirror Material AviationGlass & Technology (Booth 1675), a first-time NBAA exhibitor, offers a certified mirror and optical lens that may change the face of aircraft interior design.

The two-year-old Netherlands-based manufacturer of optically true mirrors and lenses has been finishing its AS9100 paperwork with the goal of EASA certification of its products this fall. AviationGlass & Technology has installed the products in a Dassault Falcon 900 testbed. Typical applications include interior windows, bulkhead mirrors, lavatory glass (showers, for example) and mirrors, and so forth.

“Business jet owners can quite literally see the difference with their reflections in our product,” said John Rietveldt, CEO of the company. “They’ll feel it, too, when they discover how durable the product is in comparison to traditional polycarbonate.” The company’s glass products are said to be ultra-thin, scratch-resistant and lightweight.

The company, operating from a 43,000-sq-ft facility in Voorthuizen, is already working with Airbus Completion centers, providing interior products for ACJ projects.

Embraer Executive Jets president Marco Túlio Pellegrini displays the FAA type certificate for his company’s Legacy 500.

The paperwork was freshly signed by FAA deputy associate administrator John Hickey.

Embraer Legacy 500 wins FAA nod uContinued from page 1

Embraer delivered the first Legacy 500 less than two weeks ago to an undisclosed Brazilian company at its São José dos Campos headquarters. Its U.S. demonstrator–Legacy 500 S/N 008–is on exhibit this week at the static display at Orlando Executive Airport, as is its inflight test sibling Legacy 450.

The manufacturer expects to deliver up to six Legacy 500s by year-end.

Embraer broke ground earlier this month on an expansion project at its Melbourne (Fla.) International Airport campus that will allow Legacy 450/500 assembly to begin there

NBAA opening session spotlights bizav’s role uContinued from page 1

economy” each year in the U.S. Shuster’s presentation then turned to the upcoming discussion on FAA reauthorization that he will be heavily involved with as chairman of the House Committee on Transportation and Infrastructure.

“It goes without saying that the U.S. has the best aviation safety system out there. We need to keep it,” he stated. “The next FAA reauthorization will lay the groundwork for the future of the

MARIANO ROSALES

Iacobucci HF Aerospace (Booth 3081) of Ferentino, Italy, is showcasing its new line of high quality seats and galley inserts here at NBAA 2014, the latter include its “Gusto” induction oven.

The company’s Italian-style seats comprise five different 16-g design lines, installable in a variety of aircraft models and cabin configurations.

Meanwhile, Iacobucci’s galley products, like its line of espresso machines, coffee makers and the Gusto oven, all of which are specifically designed for business aircraft, help bring a five-star dining experience to the skies, according to the company. As a safety bonus, the Gusto oven doesn’t get hot during operation, due to its patented induction technology.

BARRY AMBROSE

z Iacobucci Showcases New Seats; Galley Inserts

in the second half of 2016. The company plans to deliver at least one Legacy 500 from the facility in 2016. The Legacy 500 features the Rockwell Collins

Pro Line Fusion cockpit and is powered by a pair of Honeywell HTF7500E engines giving it a range of 3,125 nm and a maximum altitude of 45,000 feet. o

U.S. aviation industry, [and] this bill is one of my highest priorities in the next Congress.”

Next, the NTSB’s Hart, who is also President Obama’s choice to lead the Board, discussed his concerns about increasing cockpit automation by calling attention to several recent accidents in which reliance on automation was a contributing factor. That includes Air France 447 in June 2009 and the Asiana 214 accident at San Francisco International Airport in July 2013. “You are pioneers of automation…and the proving ground for so many aspects of it,” he told the audience. “I’m not anti-automation,

[but] we need to get our hands around how to make this machine/person system work better without having a deleterious effect on professionalism.”

Finally, Taylor described the importance of business aviation to Enterprise, which over the last 35 years has grown to operate the largest automotive rental fleet in the world. “We’ve owned and operated around 11 aircraft, across a variety of manufacturers,” he noted. “Today our revenue is $17.8 billion, versus $70 million [in 1979].

“Business aviation was one of the reasons why we were able to become successful and so large,” Taylor concluded. “We couldn’t have done it without that.”

Bolen also recognized at the general session notable members of the National Aviation Hall of Fame who were in attendance, including Bob Hoover, Bud Anderson and Sean Tucker. The session concluded with the presentation of the association’s Al Ueltschi Humanitarian Award to International Jet Aviation and the Make-A-Wish Foundation, for those organizations’ partnership on providing “Dream Chaser” flights to children with life-threatening conditions. o

Nexus acquires Wyvern safety audit group Flight operations support group Nexus has acquired aviation risk management and safety audit provider Wyvern Consulting. Online charter portal Avinode (Booth 2279), which sold the company for an undisclosed sum, will continue to provide technological support for its former subsidiary and is also retaining control of Wyvern’s pilot and aircraft data division.

Wyvern operator ratings, Wyvern Wingman and Wyvern Registered audits will continue to be available through the Avinode Marketplace.

In a deal agreed to in June, but not announced until October 21, Yardley, Pa.-based Wyvern Consulting is now part of the Saudi-based group’s Nexus Services America.

The company has announced the appointment of three new members of Wyvern’s board: former NetJets executive Vincent Santulli, former Beechcraft executive Shawn Vick and former FAA associate administrator Nick Sabatini.

–C.A.

4 NBAA Convention News • October 22, 2014 • www.ainonline.com

V I S I T

U S

A T

B O O T H

2 3 5 9

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A Legacy of Trust

WERNHER VON BRAUN Director, NASA Marshall Space Flight Center When the United States dreamed of being the first to put a man on the moon, it turned to rocket scientist Wernher von Braun. He became the chief architect of the Saturn V launch vehicle, the superbooster that propelled the Apollo spacecraft to the moon in 1969.

When von Braun was preparing to fly NASA’s Gulfstream aircraft in 1968, the agency turned to the trusted leader in training – FlightSafety International. He praised his instructors and the training, writing, “I learned more about flying the ‘Gulfstream’ in six hours [of FlightSafety simulator training] than in 400 previous hours as a cross-country copilot.” Von Braun was so impressed with the quality and effectiveness of his training and potential of the company, he agreed to join FlightSafety’s board of directors in 1969 and helped to make the company the leader it is today.

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.

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Garmin G5000 flies in a Beechjet 400A

by Mark Huber Garmin flew a G5000 integrated flight deck on a Beechjet 400A for the first time on September 16 on a 63-minute flight at New Century AirCenter in Gardner, Kan. The flight crew performed an initial check out of the system and engaged the autopilot and yaw damper.

Garmin said the system performed “as anticipated.”

Garmin (Booth 5046) plans to make the G5000 available for retrofit in the Beechjet 400A and the follow-on model of the aircraft, the Hawker 400XP, following STC certification late next year. The retrofit is expected to cost between $450,000 and $500,000 from approved installation centers.

The G5000 flight deck is already standard equipment on new aircraft, including the Learjet 70/75, Cessna Citation Sovereign+ and Citation X+. It also has been selected

by Cessna for its new Latitude and Longitude models and will fly in Bell’s 525 super-medium twin-engine helicopter.

The G5000 layout for the Beechjet features three 12-inch flight displays and two touchscreen controllers. Charts are available across all three displays include SafeTaxi, FliteCharts and Jeppesen ChartView.

The G5000 offers advanced navigation features including PBN/RNP (performance-based navigation/required navigation performance for navigation between points in space with onboard performance monitoring

and alerting) as well as LPV/ APV (localizer performance with vertical guidance/approach and landing with vertical guidance) capability.

Garmin’s digital, dualchannel, automatic flight control system provides coupled Waas/SBAS approaches, vertical navigation and flight level change capability. The autopilot underspeed protection allows the autopilot to assist with airspeed management, a useful feature that is part of coupled go-arounds. Taws-B is standard; Taws-A with additional alters for items such as excessive closure rates and large glideslope deviations, is optional. Synthetic vision technology also is optional.

The G5000 system also includes ADS-B out and provides access to worldwide weather, text messaging and voice calling via Iridium satcom with options for digital airborne weather radar with turbulence detection and ground clutter suppression and SiriusXM weather for the U.S. and Canada.

The G5000 retrofit will replace the Beechjet’s original Rockwell Collins Pro Line 4 system and is expected to provide a weight savings of at least 150 pounds. Some original flight instruments are retained including the fuel quantity, hydraulic pressure and pressurization system gauges. A Mid-Continent Instruments Standby Attitude Module is added, and this is located under the center MFD.

As the retrofit avionics market picks up steam, Garmin has reached out to Beechjet 400A operators with its G5000 suite featuring three 12-inch landscape displays and two touchscreen controllers.

The Beechjet has been on the scene since 1978 in various iterations and more than 600 civil models have been produced. The jet is currently being remanufactured with a plethora of improvements as the Nextant Aerospace 400XTi or

by Hawker Beechcraft Services as the 400XPR. Genesis in the Diamond

The aircraft was originally designed by Japan’s Mitsubishi and received FAA certification as the Diamond I in 1981. The Beechjet features a flat floor and a squared oval fuselage that gives passengers more shoulder room and made the 305-cu-ft cabin seem larger. Cabin pressure is equivalent to sea level up to 24,000 feet.

External luggage capacity is a weak point on the Beechjet,

just 26.4 cu ft, but adding incabin closet space can increase storage room to 53.2 cu ft.

Overall luggage capacity is 800 pounds. The Diamond featured other innovations typically not seen on light jets of its day: a supercritical wing with a 20-degree sweep, roll spoilers and anti-skid brakes.

An improved model, the Diamond IA, was launched in 1983 and featured uprated Pratt & Whitney JT15D-4D engines and a first-generation glass panel avionics system. Another iteration, the Diamond II, followed with more fuel capacity and still more powerful engines.

Beechcraft bought the Diamond program from Mitsubishi in 1985 and acquired kits to assemble 64 aircraft. These are known as Beechjet 400s. In 1991, Beechcraft began native manufacturing with a few improvements, and these aircraft are known as 400As. Production of the 400XP began in 2003 and features Rockwell Collins Pro Line 4 avionics and an updated interior.

New Engines

Sometimes known as the “MitsuBeechijet” the original Diamond has survived multiple identities.

6 NBAA Convention News • October 22, 2014 • www.ainonline.com

Both the Nextant and Hawker refurbishment programs replace the Pratt & Whitney engines in favor of a pair of quieter and less fuel thirsty Williams FJ44s and replace avionics with Rockwell Collins Pro Line 21 flight deck.

Textron Aviation service centers allow owners to bring their used aircraft for a complete upgrade, including winglets, avionics, engines, paint and interior for a little more than $2 million for the XPR package.

With the XPR mod, maximum range with four passengers jumps to nearly 2,000 nm, long-range cruise speed bumps up 21 knots and fuel consumption drops 17 to 19 percent on trips between 300 and 1,000 nm. Hawker Beechcraft Services plans to offer the G5000 upgrade as an option.

Nextant does things a little differently; its goal is serialized production. Therefore, rather than having customers bring their airplanes in for revamping, the company is buying used aircraft and converting and selling them. The Nextant 400XTi gets a complete exterior repaint, new interior and airframe rebuilding as part of the basic upgrade–Nextant even replaces the soundproofing blankets.

The company retains and refurbishes the seat frames, but adds new foam and recovers the seats in leather. The headliner, window liners, drink rails, sidewalls, carpeting and veneer are new. Customers can choose from several floor plans, all with single seats for five to seven passengers or a club-four grouping of single seats and a three passenger divan opposite the main cabin entry door. The current 400XTi price is $5.161 million, but that includes the original airplane. o

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Once its next generation of tracking satellites is launched, Aireon will offer free emergency tracking.

Aireon reacts to MH370 tragedy Satellite-based surveillance developer Aireon will provide a free emergency tracking system for aircraft when the satellite constellation it will use is launched and operating, as expected, in 2017. The company announced the service on

September 22, saying the disappearance of Malaysia Airlines Flight 370 earlier this year makes global emergency tracking “essential.”

Aireon’s surveillance system will use automatic dependent surveillance-broadcast

(ADS-B) receivers contained as hosted payloads on new Iridium Next satellites to send position reports to subscribing air navigation service providers over oceanic and remote regions of the Earth beyond radar coverage. Iridium plans to launch the second-generation constellation of 66 low-Earth-orbit satellites between 2015 and 2017.

The Aireon aircraft locating and emergency response tracking service, branded as “Aireon Alert,” will be provided “as a public service to the aviation community, free of charge,” the company said. Operating from a 24-hour emergency call center, it will provide authorized searchand-rescue organizations with the location and last flight track of any 1090-MHz ADS-B transponder-equipped aircraft flying in airspace without other surveillance. Airlines will not have to equip with new avionics.

Gaps Made Clear

At West Star Aviation, we pride ourselves on experience. Not just the experience of our people, but providing the very best customer experience possible. We understand that you have many choices when it comes to aircraft maintenance services, so when you choose West Star, we take that very seriously. Thank you for choosing West Star Aviation and voting us the #1 Preferred MRO in the 2014 Pro Pilot PRASE Survey.

Please stop by our NBAA Booth #2685 so we can Thank You in person!

Where Experience Shines Falcon l Citation l Gulfstream l Learjet l Hawker l Challenger l Global Express l Embraer l King Air l Conquest l Piaggio www.weststaraviation.com

8 NBAA Convention News • October 22, 2014 • www.ainonline.com

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“The existing gaps in surveillance, particularly in cases of lost aircraft, became abundantly clear this past year,” said John Crichton, president and CEO of Nav Canada, an Aireon joint-venture partner. “The tragic disappearance of Flight MH370 prompted worldwide urgency to look for solutions. Aireon’s response amounts to a global public service, offering Aireon Alert universally with no fee,” he said.

Aireon is a joint venture of Iridium Communications and ANSPs Nav Canada, Italy’s ENAV, the Irish Aviation Authority and Denmark’s Naviair. Nav Canada will acquire a 51-percent interest in the venture by late 2017.

A competing system is also progressing. Earlier this month, ADS-B Technologies and satellite communications provider Globalstar announced the completion of the latest flight demonstration of its spacebased ADS-B link augmentation system (ALAS).

The test “marked the first time that a flight demonstration tested a dual-link (1090 MHz and universal access transceiver) space-based ADS-B system in all environments and for extended periods of time,” the companies said. “The flight proved that the 1090ES and UAT versions of the ALAS technology work continuously, reporting the aircraft’s position every second during a flight of nearly 7,000 miles.” –B.C.

White phosphor NVGs available for civilian use

by R. Randall Padfield Aviation Specialties Unlimited (ASU) of Boise, Idaho (Booth 1478), is showing its white phosphor night-vision goggles (NVG) for aviation and an electro-optical gimbal (in advanced prototype form) here at NBAA 2014. “The new white phosphor night-vision goggle is the first technological breakthrough in aviation goggles since the Generation III goggle was introduced,” Jim Winkel, ASU president, explained.

“White phosphor NVG technology has been in production in the U.S. for several years for use by our military,” he said. At the Airborne Law Enforcement Agency (ALEA) annual convention in Phoenix earlier this year, ASU, in partnership with L-3, introduced white phosphor NVG technology to the civil aviation community.

“It is important to note that ASU’s white phosphor technology greatly surpasses many key performance parameters that are important to crew members,” Winkel added. “This

includes low-light performance, high-light performance and reliability.” ASU’s white phosphor NVG exceeds all minimum performance requirements, as outlined in the RTCA document DO-275 “Minimum Operational Performance Standards for Integrated Night Vision Imaging System Equipment.”

ASU reports that it is already receiving orders for its new L-3 M949 white phosphor aviation NVG and is offering the product at an introductory price. Deliveries are expected to begin this fall. “This premium product,” Winkel claimed, “delivers the highest performance available in the industry and extends reliability by 50 percent. It also costs more to manufacture and therefore is priced higher than our current production product.”

Justin Watlington, ASU director of pilot training and a retired Army National Guard pilot, said, “I have been flying with night-vision goggles for 27 years and would characterize the new white phosphor system

Saab ‘remote tower’ tech gets a tryout at Leesburg

by Bill Carey “Remote tower” technology that has the potential to provide air traffic services at non-towered airports is coming to the U.S., at least as a demonstration. Last month, Saab Sensis, the Virginia Small Aircraft Transportation Lab (SATSLab) and Leesburg Executive Airport in Leesburg, Va., announced a partnership to evaluate remote tower systems at the airport next summer.

The remote tower concept combines the ATC functions of remote or multiple small airports and heliports at one centrally located facility. Cameras and sensors installed at the airports feed imagery and information to controllers at the remote center, where it is streamed live on LCD displays. Saab Sensis is already certifying a remote tower facility serving Örnsköldsvik Airport in Sweden.

Executives with Syracuse, N.Y.-based Saab Sensis said the Leesburg project will be the company’s first U.S. demonstration.

The parties announced the project at the Air Traffic Control Association conference in late September.

“This fits right into our mission of safety, security and efficiency at smaller, noncommercial airports,” said Keith McCrea, executive director of Virginia SATSLab, a publicprivate entity formed in 2002.

as a distinguished milestone in NVG technology. From highly illuminated urban areas to the darkest mountain regions, the white phosphor NVGs significantly outperformed traditional green phosphor NVGs.” Since its founding in 1995

by CEO Mike Atwood (a 10,000-plus-hour helicopter pilot with ATP, CFI and CFII certificates), ASU has had as its goal to implement night vision in the civil aviation market as a way to increase operational safety and improve mission capabilities. The company strives to provide turnkey solutions, so that with one call customers can obtain: nightvision goggles and replacement parts; servicing and inspection of NVGs; installation of NVG-compatible cockpit lighting at its facility in Boise or a customer’s facility; cockpit replacement parts; initial and recurrent NVG training; and assistance in establishing nightvision programs.

Over the last year, ASU has hired 13 new employees and promoted 10 existing employees into leadership roles. During this same period, Artisan Builders, a Middleton, Idaho-based general contractor, broke ground and began construction of ASU’s new 40,000-sq-ft facility, which Virginia’s Department of Aviation is serving in an advisory capacity on the project.

Gulfstreams and Cubs

Leesburg Executive Airport has a 5,500-foot runway and is designated as a GA reliever airport for Washington Dulles International Airport, some 10 miles distant. Saying that it welcomes “Gulfstreams and Cubs alike,” the town-owned airport is home to two flight schools, FBO ProJet Aviation and 248 based aircraft.

It is Virginia’s second busiest GA airport, reporting 100,000 takeoffs and landings per year.

The airport lies within

Saab’s Remote Tower technology pipes airport imagery into a remotely operated ATC center.

10 NBAA Convention News • October 22, 2014 • www.ainonline.com

Existing green phosphor night vision goggles (left images) have been superceded in performance and reliability by Aviation Specialties Unlimited’s white phosphor NVGs.

includes an aircraft hangar, advanced manufacturing areas and administrative offices.

“Our new facility is nearly complete,” Winkel said. “As with any construction project, we’ve encountered a few delays.”

Although the facility was originally scheduled to be finished in September, Winkel expected it

to be ready around the time of the NBAA Convention.

ASU reports having sold more than 5,500 NVG aviator systems in the U.S. The company is also L-3 Warrior Systems’s exclusive authorized aviation goggle distributor and its NVG technicians are factory trained and certified. o

the Special Flight Rules area for Washington, D.C., which requires pilots entering or departing the area to file a flight plan even if flying VFR. Since it does not have an ATC tower, pilots use the common traffic advisory frequency to announce their position within the Leesburg (JYO) traffic pattern.

For the remote tower demonstration, Saab Sensis will install high-definition video cameras, a pan-tilt-zoom camera, signal light gun and microphones to provide sound and imagery to a remote tower center located in a conference room at the airport. The center will have multiple high-definition displays and two controller working positions with control of voice communications, the cameras and the light gun.

Contract controllers from RVA Robinson Aviation will staff the workstations.

“We’re bringing over an identical configuration to what’s being certified in Sweden,” said Matt Massiano, Saab Sensis director of FAA business development. The company has briefed the FAA, which has “agreed to support our safety case,” he added. “Our intention is to develop a safety case and

bring it to them” for approval based on safety management system protocol.

The partners will also field a mobile ATC tower on a trailer “for safety redundancy and data comparison.” The presence of the tower will convert the surrounding airspace from Class-B to Class-D airspace; operations to the airport will be coordinated with the FAA’s Potomac terminal radar approach control in Warrington, Va., according to McCrea.

“Pilots will receive nonradar tower services from a trained FAA-certified controller, ensuring safe and efficient operations during the demonstration,” said Dennis Boykin, chairman of the Leesburg airport commission. “With the unanimous support of our town council, we’re excited for the opportunity to be out in front by supporting this technology demonstration.” o

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Safety-related websites inform and delight pilots

by Robert P. Mark Everyone seems to talk about aviation safety and the perpetual need to improve it, and there are a few valuable websites that anyone with a similar interest will find useful. Of course this is the Internet, so I can’t vouch for the accuracy of everything you may find at any of these sites, only that I think they’re worth digging into. If you know of others we should include in this list, write me at rmark@ainonline.com.

Aviation Safety Reporting System asrs.arc.nasa.gov If you’ve ever made a stupid mistake while you were flying and you haven’t heard about NASA’s ASRS program, you’d better learn about it right now.

Through the use of an ASRS report, or “NASA report” as everyone actually refers to the forms, a pilot, controller, mechanic or cabin crewmember essentially has an opportunity to admit their

mistake and avoid the long arm of the FAA from further prosecution. The only exception to this is if the event should be proven to have involved willful negligence. In that case you shouldn’t be flying anyway.

NASA gathers these voluntary incident reports from all over the U.S. to better understand the weaknesses of the airspace system and offer suggestions for improvement. When a pilot files a NASA report, for example, his name is removed and replaced by a number. If an FAA inspector does call, the report number should offer the necessary proof.

While you can file NASA reports as often as you’d like, a pilot can claim immunity through a NASA report only once every five years. ASRS also produces a great monthly newsletter, Callback, which has snippets of some of the best reports reviewed during the previous month. The site also offers up a rich incident database searchable by a dozen different parameters.

The National Transportation Safety Board (NTSB) www.ntsb.gov

grim at times, the knowledge gained from trying to understand what might have led aviators to execute that final error can be a valuable training tool in trying to avoid that same fate. I still recommend the site to my students. We used to read the reports regularly in the flight departments I flew for as well.

Another worthwhile aspect are the docket files that allow a user to look at all the evidence the Board gathers before it determines a probable cause.

The NTSB database offers reports from January 1962 to the present day, and you’ll also find a video archive of Board meetings like the recent probable cause determination of the UPS A300 that crashed at Birmingham, Ala., last year. The Board member debates are always insightful.

The Aviation Safety Network www.aviation-safety.net An exclusive service of the Flight Safety Foundation, this database of accidents and incidents from around the world looks like it must be the result of input from dozens of reporters from all around the globe. In reality, that number is much smaller. It is however, the place on the Internet where you can usually find the first details of almost any mishap anywhere on the planet within hours of the event. The network is listed on the major social media networks such as Twitter, Facebook and YouTube, so it’s easy to stay in touch with what’s happening when you’re involved elsewhere.

My love of the NTSB dates back to the famous blue books it used to produce on every investigation they conducted. I collected them as a kid simply fascinated by the details they explained of how aviators who I thought must have been way smarter than I often made fatal mistakes.

While overall the topics are unarguably

12 NBAA Convention News • October 22, 2014 • www.ainonline.com

Code 7700 www.code7700.com Think of this site’s title as if the word “avoiding” had been placed in front of the name because Code 7700’s founder “Captain Eddie Haskel” (actually James Albright) believes his purpose in creating the place was to provide the kind of information necessary to prevent anyone from ever squawking emergency.

A G450 pilot and Air Force veteran, Eddie excels at dissecting topics that most of us should know, but that many younger aviators most likely don’t. Broken down into categories of “Normals, Abnormals, Logistics and Academics,” Code7700 includes enough information to provide many months worth of valuable reading, as well as teachable moments for any aviator.

Consider a recent example: “Aim Point vs. Touchdown Point.” The writer asks a thought-provoking question that I’ve never considered. “How much real estate should a flare take?” He also asked, “Where will the wheels of the aircraft actually touch on the runway in relation to where the pilot is actually aiming, assuming they don’t flare, of course.” In the G450, the answer is 300 feet before the aim point before factoring in that the pilot’s eyes are 40 feet ahead of the wheels.

He even explains the math. My guess is long trips with Eddie in the left seat must be very interesting for the other pilots.

feed. As I write this, JFK tower and ORD tower are battling for top place with 50 listeners each. It doesn’t end with the Top 50 of course. Live ATC has outlets on every continent except the Arctic.

Flight Safety Foundation www.flightsafety.org The Flight Safety Foundation (FSF) is an international nonprofit organization whose sole purpose is providing impartial, independent, expert safety guidance and resources for the aviation and aerospace industry. That puts FSF in a unique position to identify global safety issues, set priorities and serve as a catalyst to address the issues through data collection and information sharing, education, advocacy and communications.

Just about every major aviation company in the world is a member of the FSF, including the airlines, aircraft and engine manufacturers and government regulators. While FSF membership is not free, the public side of the website does offer a host of valuable resources to anyone with an interest in learning what makes the aviation safety world tick, such as the online version of the FSF’s excellent Aero Safety World magazine and links to a number of safety initiatives, including controlled flight into terrain (CFIT) and the foundation’s focus on safe go-arounds.

Live ATC www.liveatc.net

SKYbrary www.skybrary.aero

Even if you’ve never even contemplated a career as an air traffic controller, Live ATC is a must-have site, especially since it’s a great tool to help improve everyone’s onair radio techniques and phraseology.

Dave Pascoe and his worldwide team of radio detectives offer pilots and would-be controllers a chance to listen in on tower, Tracon and en route Center traffic worldwide via a desktop computer or even a smartphone.

Live ATC’s “Top 50 Live Feeds” updates every 60 seconds based on the refreshed number of listeners for each

Think of SKYbrary as a Wiki for aviation safety with thousands of articles and resources on just about every imaginable topic such as runway incursions, controlled flight into terrain, weather, human performance and loss of control for starters, as well as nearly a dozen toolkits with specific focuses like flight deck procedures aimed at explaining the world inside the cockpit to air traffic control personnel.

SKYbrary’s long-term objective is to become a single point of reference for aviation safety knowledge by making universally available and accessible the safety knowledge accumulated by various aviation organizations, entities and initiatives.

The SKYbrary knowledge base is a dynamic enterprise and has taken several years to develop. To progress and maintain the accuracy and relevance of the knowledge base will require the support and active participation of all those interested in promoting best practices and knowledge in aviation safety.

The SKYbrary project was organized by Eurocontrol in partnership with

commercial aviation accident fatality rate by 80 percent at the beginning of 2008.

It actually sparked a drop of 83 percent.

The group’s methodology, as well as the dozens of individual papers that offer an in-depth look at terrain awareness warning systems (TAWS) and icedetection systems aboard commercial turboprops to a number of aircraft state awareness initiatives are well documented on the site and worth reading.

Honda Aircraft president and CEO Michimasa Fujino (center) receives his award in St. Petersburg, Russia, from ICAS president Dr. Murray Scott and ICAS executive committee member Dr. Susan Ying.

Honda’s Fujino receives award

ICAO, the Flight Safety Foundation, the UK Flight Safety Committee, the European Strategic Safety Initiative, the International Federation of Airworthiness and the Commercial Aviation Safety Team.

Boldmethod www.boldmethod.com The easiest way to endorse this site is to suggest you visit and simply click videos and then watch “The World’s Most Dangerous Takeoff,” where you’ll see a Bae-146 crew depart Bhutan’s Paro airport which has a field elevation of more than 7,200 feet. The place is surrounded by mountains, too, many of which are higher than 18,000 feet.

Prepare yourself to watch this crew handle multiple “terrain, terrain,” warnings from the ground proximity warning system and you’ll understand why this attractively constructed site is another that you must bookmark.

In addition to training videos like that one, you’ll find a host of aviation quizzes and tools for flight instructors and pilots of all categories. If you’re preparing for your next oral exam, why not spend a few minutes at Boldmethod and be sure you really do understand how those stall strips on the leading edge of the wing actually work..

by Nigel Moll

FAA Safety www.faasafety.gov The FAA’s site is chock full of education resources, including a list of all the agency’s regional aviation safety seminars. The site is divided up into categories that make it easy for pilots, mechanics and instructors to quickly find just what they need whether it’s a handbook, a form or a phone number for their local FAA safety inspector.

SocialFlight www.socialflight.com This free general aviation events website and mobile app celebrated its twoyear anniversary in July and added a new feature called “things to do” at nearby airports in the U.S. and Canada. Users of the SocialFlight app and website, now

Commercial Aviation Safety Team (CAST) www.cast-safety.org Despite the fact that the CAST site hasn’t been updated in a couple of years, I think it’s worth a look simply because of the group’s historical significance to aviation safety.

In 1997 when the group first appeared, Flight Safety Foundation data showed just under four annual hull loses for Western-built jets between 1987-1996 and predicted losses could approach eight per year by 2014. Luckily that prediction proved incorrect.

A great deal of the credit for that significant miscalculation goes to the CAST, which set a goal of reducing the

Michimasa Fujino, driving force behind the soon-to-be-certified HondaJet, was presented with the International Council of the Aeronautical Sciences (ICAS) 2014 Award for Innovation in Aeronautics during the 29th ICAS Congress in St. Petersburg, Russia, last month. ICAS recognized Fujino for his “pioneering contributions in the design and development of the HondaJet and its optimum over-the-wing engine mount [OTWEM] configuration.”

Fujino, president and CEO of Honda Aircraft, said, “I am very honored to receive this prestigious recognition in aeronautics. We had a vision to design a high-tech aircraft that would set a new standard in business aviation.

To have Honda’s research and development capabilities recognized among the world’s most respected aerospace companies and society is significant for me.”

Fujino’s OTWEM configuration reduces wave drag at high speed to significantly increase fuel efficiency while maximizing cabin space without increasing the size of the aircraft. According to ICAS, the award acknowledges accomplishments in the development and introduction of innovative concepts in major aircraft programs.

“The OTWEM design, combined with a natural laminar-flow wing and fuselage nose, and composite fuselage help the HondaJet achieve the highest speed, largest cabin volume and superior fuel efficiency compared to other light jets in its class,” said ICAS. Fujino has received international

recognition for his contributions to aerospace and aircraft design with the HondaJet. ICAS noted he is the first aircraft designer to receive the American Institute of Aeronautics and Astronautics (AIAA) Aircraft Design Award (2012), the SAE International Clarence L. (Kelly) Johnson Aerospace and Vehicle Design Award (2014) and the ICAS Award for Innovation in Aeronautics. His research and theories on aircraft design, advanced aerodynamics and aeroelasticity have been published in numerous technical and academic journals.

ICAS is an international, nongovernment, nonprofit scientific organization with the mission to advance knowledge and facilitate collaboration in aeronautics. The organization was founded in 1957 by Theodore von Karman to promote excellence in aeronautical science and engineering throughout the world.

“Dr. Fujino has earned this recognition with the HondaJet and exemplifies the innovative thinking that this award is intended to honor,” said Dr. Susan Ying, an executive committee member of ICAS. “Throughout the design and development of the HondaJet, Fujino has demonstrated vision in introducing an innovative design as a first product in a very conservative market.”

Honda Aircraft (Booth 5062), with headquarters in Greensboro, N.C., was founded in 2006 as a wholly owned subsidiary of American Honda Motor development, and to develop, manufacture and market the company’s first commercial aircraft program. o

CRS Jet Spares back with Harley raffle and new sales manager

numbering nearly 30,000, can add any aviation-related event–especially safety seminars–to the site and view all the events in their local areas.

SocialFlight founder Jeff Simon reported that a survey of event-givers following their events that were publicized on SocialFlight found that 25 percent of attendees showed up because they saw the event on SocialFlight. o

CRS Jet Spares of Fort Lauderdale, Fla., is back at NBAA with another motorcycle raffle, this year a 2014 Harley Davidson Iron 883N Sportster. “This has become a CRS and NBAA tradition and we are proud to be able to hold our special drawing again this year,” said Armando Leighton, CRS CEO. Meanwhile, the aftermarket parts supplier has hired Don Gallisath as sales manager of its north central region, which stretches from Missouri to Manitoba, Canada, and encompasses 11 states. Gallisath, who is also a current business jet pilot, worked for more than 20 years in aftermarket support at Raytheon Aircraft Services. After leaving there, he served as a regional sales manager for two aftermarket parts suppliers.

The drawing for the Harley will take place at CRS’s NBAA booth (1426) at 3:30 p.m. on Wednesday, October 22.

–R.R.P.

www.ainonline.com • October 22, 2014 • NBAA Convention News 13

NetJets first to win nod for charter ops in China

by Curt Epstein NetJets announced on September 23 that it has been granted its CCAR-135 air

operator certificate (AOC) from the Civil Aviation Administration of China (CAAC) and can

begin charter operations within the country, making it the first international aircraft operator to earn that distinction.

“It’s part of our overall expansion plan at NetJets, not just from a geographic perspective but also from a product perspective,” said company chairman and CEO Jordan Hansell. “The first product

offering will be a charter operation; we hope to follow that up shortly with a full management program similar to the one run by our sister unit, Executive Jet Management, in the United States and in Europe.”

The company, called NetJets Business Aviation Ltd., currently has a pair of Hawker 800s stationed in Zhuhai available for

ad hoc charter. Previous CAAC timelines led NetJets to anticipate receiving approval for aircraft management services around the beginning of the year. According to Hansell, Chinese aviation regulations require approval for aircraft management operations. “In China, Part 91(k) is not just fractionals, it’s also the management certification,” he said, so NetJets Business Aviation will have to obtain that approval before offering management services in Mainland

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China. A management customer aircraft–a Global 5000–is based in Hong Kong and managed by sister company NetJets China (Hong Kong) Ltd. NetJets Business Aviation is owned in part by NetJets, Hony Jinsi Investment Management (Beijing) Ltd. and Fung Investments. The charter and management service will operate under the brand name Executive Jet Management China, reflecting NetJets subsidiary Executive Jet Management’s charter/management expertise.

The CAAC approval of the China AOC means that NetJets Business Aviation can pick up and drop off charter customers within Mainland China instead of just transport them to and from China from other countries.

Hansell expects charter customers to include Chinese nationals traveling within China and international travelers who fly commercially to China then fly on NetJets charters within the country. “We’re really looking forward to hitting the ground running,” he said.

NetJets anticipates being able to sell block charter to Chinese customers, then management services when approval is granted. “At some juncture we hope to offer fractional flying in China,” Hansell added. “It’s our view at the moment that a true fractional experience is probably a bit premature.”

He added, “The Chinese air system is less flexible than what you would experience in the U.S. and Europe. It can take sometimes a day or two to get approvals for flight plans and customs clearance. We look forward to them being more flexible.” o

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GAO releases its study on effect of fuel prices

by Curt Epstein T h e U. S. G ove r n m e n t Accountability Office (GAO) last month issued a report that examined the effect that rising fuel prices have had on civil aviation in the U.S. The government’s interest lies in the excise taxes imposed on the sale of aviation fuel and their contribution to the Airport and

Skyrocketing fuel prices are cited as the a major reason for reduced flying.

Airway Trust Fund, which was created in 1970 as a dedicated source of funding for the nation’s aviation system including the FAA’s capital improvement programs and a sizable portion of the agency’s operating budget.

The GAO analysis attempted to assess the effect that future price increases would have on the fund over the next decade.

According to the report, between 2002 and 2013, the price of jet-A more than quadrupled (from $0.72 a gallon to $3.10 a gallon), while avgas prices rose from $1.29 a gallon to $3.93 a gallon during the same period.

While the majority of the report focused on the much greater impact on the commercial aviation industry (which supplies approximately 90 percent of the trust fund revenues), the watchdog agency’s report queried aviation associations such as NBAA, the Aircraft Owners

and Pilots Association (AOPA), the General Aviation Manufacturers Association (GAMA) and the National Air Transportation Association (NATA) as well as government officials for their assessment of the price increase’s effect on the general aviation industry.

They view the price increases as a major contributing factor in the decline in GA flight activity, which has had a knock-on effect for GA airports and associated industries such as aircraft fueling and flight training. NATA reported that the number of FBOs fell from 3,400 nationwide in 2007 to less than 2,900 in 2012, a period that also coincided with the worldwide economic slump.

The rising fuel prices were also credited with the increase in the number of FBO networks as operators sought to pool resources to increase purchasing and negotiating power with fuel suppliers. NATA also believes that the fuel price increase, in concert with the weak economy, has caused more owners to keep their old aircraft longer, resulting in increased opportunities for maintenance providers.

GAMA explained that fuel

prices are the second most important factor in the level of aircraft sales, trailing only the health of the economy.

The report stated that while the airlines have attempted to counter the fuel price hikes with strategies, such as retiring older, less fuel-efficient aircraft and increasing ticket prices, many are now charging separate ancillary fees for services formerly supplied free of charge, such as checked baggage, food and extra legroom.

The study found that in 2002

such fees equaled one percent of airline revenues; that number grew to 4 percent by 2013.

Airlines are also using fuel hedging, involving different contract structures designed to provide more certainty over the future costs of fuel.

Based on its analysis with input from the FAA, the GAO predicted that the trust-fund revenues would likely continue to grow through 2024, even if in the worst-case hypothetical scenario, fuel prices increased by 200 percent over

Associated Air Delivers VVIP A330 Associated Air Center (AAC) delivered its first green Airbus A330200 VVIP widebody completion last month. The project for a prominent, undisclosed customer included a fully customized cabin with full front and rear galleys and a stand-up shower. The equipment installed at the company’s Dallas facility included a high-speed connectivity satcom, high-definition in-flight entertainment, sound insulation throughout the cabin and a complete zonal drier and humidification system.

This was the first Airbus widebody worked on by AAC in its 66-year history, and its fifth Airbus completions project overall. The company has worked on numerous narrowbody business jets, as well as four Boeing 747 and 767 widebodies. Now it has started work on the completion of both a 747-8 and a 787 Dreamliner.

AAC, which is owned by StandardAero (Booth 1999), also provides extensive maintenance, repair and overhaul services for business and VIP aircraft.

–C.A.

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Standalone Garmin unit satisfies ADS-B needs

insider’s view NBAA attendees get a close-up look at a scale model of a Boeing 747 VIP interior at completion specialist Lufthansa Technik’s booth here at NBAA 2014.

Garmin has devised a standalone automatic dependent surveillance-broadcast (ADS-B) system that complies with global ADS-B requirements, yet leverages existing avionics equipment to alleviate the need for expensive flight management system and cockpit display upgrades.

The new system employs Garmin’s GTX 3000 Mode S extended-squitter transponder that broadcasts aircraft position information, GDL 88 ADS-B datalink and a Flight Stream wireless gateway to provide compliant ADS-B out capability in conjunction with existing Garmin avionics equipment.

The system is integrated with TCAS and other systems.

Flight Stream adds to the solution by providing an ADS-B in capability that allows pilots to receive subscription-free flight information service-broadcast (FIS-B) weather information, as well as Notams and ADS-B traffic. These can be displayed on a mobile in-cockpit device, negating the need for a cockpit display upgrade.

Overall, the solution can provide the full ADS-B experience at reduced cost, as well as retaining a familiar cockpit interface. Garmin is working with a number of authorized dealers to gain supplemental type certificates (STCs) for the Citation V, Beechjet 400A, Hawker 400XP/750/800/850/900 and Learjet 35A/60. Further types are expected to be added to the list in the near future.

Meanwhile, Garmin has marked several developments to the capabilities of the Beechcraft King Air C90 equipped with G1000 integrated flight decks.

Included are NextGen ready components such as ADS-B out compliance, barometric vertical navigation (Baro-Vnav) approach and area navigation (Rnav) capabilities, the latter with the ability to fly radius-tofix (RF) segments.

Other enhancements include the ability to build user-defined holding patterns and an option for automatically generating search-and-rescue flight plans for parallel line search, expanding square and sector search patterns. Another option is the GRS 7800 attitude heading and reference system (AHRS), which allows free-gyro mode to be employed for authorized operations at latitudes up to 84 degrees north latitude. Available from next month for the King Air C90 installation will be Garmin’s digital weather radar, the GWX 70, with horizontal scanning capability of up to 120 degrees.

Garmin is also offering an NBAA promotion of its platinum-plus package for the King Air 200/300. Customers signing up for the Garmin G1000 integrated flight deck upgrade before January 24 next year can get the options package for a price of $29,995, saving more than $16,000. The package includes electronic stability and protection, synthetic vision technology and ChartView. o

FAA approval imminent for FSI’s Legacy 500 sim

by Mark Huber FlightSafety International (Booth 2359) expects its Embraer Legacy 500 simulator will receive FAA and EASA approval by the end of this month. The New York-based Berkshire Hathaway unit is also offering new programs for Gulfstream GIV, GV and G550 aircraft, providing satcom system training for pilots, crew and maintenance technicians and expanding its online training reservations system.

The Embraer 500 simulator

recently received level-C qualification from Brazil’s National Civil Aviation Agency. Pilot training is scheduled to begin in November at FlightSafety’s St. Louis learning center and maintenance technician training on the Legacy 500 is slated to start during the first quarter of next year. The courses will include maintenance initial, avionics initial, maintenance practical and avionics practical courses.

They are expected to be approved by the civil aviation authorities

MARIANO ROSALES

by David Donald

Aircraft sellers profit from professional advice With the values of some business aircraft finally settling after several years of uncertainty and depreciation, many sellers are still losing money by holding out for what they think their airplane is still worth.

“There are two values from our perspective,” said Andre Khury, president and CEO of Acass (Booth 667), a provider of support services for business aviation.

“There’s the value perceived by the owner, and then there’s what the market is willing to pay for the aircraft. I think what happens is [the owners] get fixated on a specific price and they pursue that number, really to their detriment.”

In a white paper on the topic, released on the eve of NBAA, Khury cautioned sellers against chasing down the market. “What’s happening now quite frankly is many owners have flown their aircraft and have paid top dollar during the good years, if you want to call them that,” he told AIN, “and

it’s difficult for them to accept the fact that their aircraft is priced where it’s priced.”

This may be an especially bitter pill for those who bought their aircraft during the super-heated market a few years ago, when used aircraft were selling for more than new models. “The private jet market has gone through some significant changes as we all know, and everybody understands that those inflated numbers for those aircraft that were readily available, when deliveries were out three or four years, are long gone,” Khury said.

He cited recent transactions where sellers lost millions of dollars by turning down early purchase offers. Many owners believed that they could hold on to their aircraft until prices rebounded to a perceived level, but failed to take into account recurring costs, such as insurance, hangar fees and parking, which continue to accrue. “I would tell them to absolutely not

ride out the storm because they will not get their money back,” he said. “You never get that number you want and you have paid out all those fixed costs, which you will never recoup.”

That stubbornness can also affect transactions from the buyer’s perspective, and with the firming up of aircraft prices many would-be purchasers may find themselves frustrated. “Although one might argue that private jets are the furthest thing from a commodity, they certainly trade like commodities, in our opinion, and are driven heavily by supply and demand,” noted Khury.

In his paper, he equated the mindset of buyers still seeking cut-rate bargains while demand is increasing to that of fictional Captain Ahab in the novel Moby Dick, whose obsession with the white whale ultimately caused his demise.

He said this same fate, albeit financially, can befall aircraft buyers who decide to wait for a better opportunity, because the owner in question wouldn’t accept a lowball offer.

To help both sides, Khury recommends using qualified industry professionals, who specialize in the valuation of aircraft, to help them reach middle ground. o

of Australia, China, Europe and the U.S. FlightSafety will develop additional maintenance training courses that technicians will require to support the aircraft over time and plans to include a Master Technician program.

FlightSafety is also enhancing its initial and recurrent training programs for the GIV and GV with updated simulators equipped with PlaneDeck’s new Honeywell DU-885 displays. PlaneDeck features the Honeywell SPZ8000/8400 and SPZ-8500 series avionics systems and is designed to be expandable for upcoming requirements, including WaasLPV, RNP, FANS 1/A+ and ADS-B IN, as well as the integration of SiriusXM weather and

Jeppesen electronic charts.

FSI also announced it is offering classroom and in-simulator upset prevention and recovery training for the Gulfstream GV and G550. The course is offered to already type-rated GV and G550 pilots at FlightSafety’s Savannah learning center. A portion of the training will be done under night and IMC conditions.

“The new aerodynamic model we developed and incorporated into the Gulfstream G550 simulator enables pilots to experience and recover from full aerodynamic stalls and over-speed conditions in a safe and controlled environment,” said John Van Maren, vice president of simulation. “The model was created with actual

aircraft flight test data and validated by test pilots to perform like the actual aircraft.”

Pilots, cabin attendants and maintenance technicians will be able to receive Satcom Direct training at FlightSafety’s satcom lab at the Teterboro center. The one-day course includes an introduction to satcom technology, connectivity, cabin systems, trouble-shooting and a review of apps and mobile devices.

FlightSafety is expanding its MyFlightSafety online training reservations system to cover all programs by March 2015. Registered users can access and manage all the information needed to plan and schedule in-person and online training schedules. o

by Curt Epstein

www.ainonline.com • October 22, 2014 • NBAA Convention News 17

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Safe Flight powerline finder spots 50 Hz and 60 Hz wires

by Matt Thurber Moments after the pilot lifted the Bell 206 JetRanger into a hover on a flight many years ago, I choked back a gasp and found myself almost frozen, unable to key the intercom mic button as a spiderweb of powerlines suddenly manifested themselves in front of the helicopter. All I had time to do was quickly point at the power lines. Neither of us had seen them when we landed, nor during the two hours we had hung around waiting for our passenger to return. It was a relatively remote location next to a river. The pilot instantly grasped what I was trying to show him and quickly pivoted away from the powerlines and climbed away.

Later, after our hearts stopped hammering, we talked about the disaster that had nearly happened.

Today our helicopter would, hopefully, have been equipped with some modern technology, such as Safe Flight Instrument’s Powerline Detector. During this year’s NBAA Convention, Safe Flight (Booth 1416) gave demonstration rides in a Bell 206 equipped with its new dual frequency powerline detection

system (DPDS). Andrew Hayden, owner of Yalesville, Conn.-based Air Ocean Aviation and a frequent flyer for Safe Flight technology testing and demonstration flights, took me flying before the start of the NBAA show to demonstrate the simplicity and utility of the DPDS. We took off from the busy Peabody Heliport on International Drive last Thursday morning, and immediately I could see the benefit of the DPDS. The system is extremely simple, and what is new is that it can detect powerlines emitting at both 50 Hz (international) and 60 Hz (U.S.). The system consists of a lowfrequency receiver, which is mounted on the aft avionics shelf and connected to a simple wire antenna, plus a cockpit switch/ display. The cockpit display includes a green power light, a lighted switch labeled with a red “WARN” and yellow “MUTE” and a rotary sensitivity adjustor.

When the receiver detects a live powerline, the red WARN lights up, and the pilot will hear a Geiger counter-like clicking sound in the headphones. The clicking speeds up and slows down depending on

Not all powerlines are this obvious, especially in murky weather. Safe Flight’s dual-frequency Powerline Detector provides visual and aural warnings when dangerous wires threaten.

how close the helicopter is and how fast it is approaching the powerlines. Rapidly increasing clicks mean danger. The sensitivity knob allows the pilot to dial out nuisance warnings if, for example, flying powerline patrol duties or landing and taking off in a heavily industrialized area with many emitting lines in all directions.

Hayden flew us at about 500 feet to about four miles northwest of Kissimmee Airport where we crossed and re-crossed a large set of transmission lines. The audible clicking was just like a Doppler effect, where the click rate rose and fell as we flew closer and further from the lines. The WARN light illuminates even if the sensitivity is turned

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way down, and it goes dark only when no lines are detected. Hayden showed me how hard it is to see power lines when flying into the sun, and this is where the Safe Flight DPDS really shines. “I can’t see [the powerlines], but it’s screaming at me,” Hayden said. “The simplicity of the system is wonderful for the pilot.”

The DPDS is FAA certified on the Airbus SA341 Gazelle and Bell 206 and EASA certified on the Airbus AS350, AS355 and BK117 models. Australia’s CASA has approved the system for the EC145, BK117, Bell 206 and AgustaWestland AW139. It has also been installed under field approvals. o

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20 NBAA Convention News • October 22, 2014 • www.ainonline.com

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Bizav specialist’s accounting software aims to simplify aircraft tax matters

by James Wynbrandt Aviation tax firm Wolcott & Associates, debuting as an exhibitor at the NBAA Convention, is showcasing its proprietary webbased Flight Tax Systems (FTS) software here in Orlando. FTS helps users identify, protect and preserve tax deductions for their aircraft, and this year a new data import function has been added to the software.

Designed by the firm’s aviation and aircraft tax experts to assist owners, operators and tax professionals with tracking the tax-related activities of their aircraft, FTS also includes SIFL (standard industry fare level) reporting for employee use of company aircraft; cost disallowance calculations for entertainment use of company aircraft; primary purpose reporting for business use of individual-owned aircraft; and

track leasing use for state sales tax reporting. The program also has individual modules for Florida, Texas and California state taxes.

Having such usage documentation is more important than ever, tax experts say. As the result of tracking and reporting rules the IRS codified in 2012, “the use of business aircraft has to be tracked a lot more closely than it used to be,” said Sue Folkringa, a certified public accountant (CPA) at Wolcott & Associates (Booth 652). “A lot of people don’t have accurate information on aircraft usage.

In an audit situation, that’s what it’s all about: who was on the aircraft, where it went.”

While some programs that track maintenance, pilot flight time and aircraft performance and scheduling also include a

module for tracking expenses, “there’s no application like this that’s tax-centric,” Folkringa said.

“This is developed by CPAs who work only in the aviation field, and that’s the strength of it.”

FTS is constantly updated and its capabilities expanded, Folkringa said. It can now track the days spent in states that levy sales tax on aircraft that exceed an annual allowance for transient aircraft. The tax software’s new data import features allows flight data to be imported into the software from a scheduler’s software download or Excel spreadsheet, saving time and reducing errors from manual data entry. Step-by-step instructions are provided to ease users through the process.

For aircraft weighing less than 12,500 pounds, FTS is priced at $995 for one year’s

service and $3,995 for aircraft of that weight and above (including multiple aircraft). For an individual owner in a fractional-share program, the price is $1,395. Purchasers also get access to Wolcott & Associates’ staff for answers to accounting questions pertaining to the software or the expenses it tracks.

Robin Welch, CFO at JPS Aviation in Monroe, La., has been using FTS for two years and calls it “an efficient, time-saving tool for tracking aircraft usage and completing the related tax calculations.”

Sprung from a Spreadsheet

FTS had its genesis in a spreadsheet company founder Jed Wolcott developed to help prepare clients’ taxes. Seeing the need for an automated version, the firm, founded in 1984, developed the software for inhouse use and in 2013 established its eponymous Flight Tax Systems division to market and sell the software to aircraft owners and operators.

Wolcott & Associates is now “on the cusp” of offering a licensed version of the software, according to Jed Wolcott, the firm’s founder. “We believe it will be very popular with CPA and law firms and other tax professionals that have clients with

aircraft,” he said. No price has been set, yet.

In addition to FTS, the Fort Lauderdale, Fla.-based practice offers a complete suite of aviation tax solutions, including tax-return preparation and consulting and offers online CPE and CLE educational opportunities through webinars on current tax-related issues and regulations. Here at the show, the firm’s staff is “happy to talk to people about tax and financial reporting needs,” Wolcott said. “Aircraft are big-dollar assets, they’re almost businesses in themselves, and it takes a lot of money to keep them going.”

Asked about the impact that declining aircraft values have on an owner’s tax-reporting requirements, Wolcott said taxwise, the aircraft value comes into play only when it’s sold.

And when that time comes, “we can help [owners] find the best tax approach, whether to sell or trade or do a tax-free exchange, and certainly one of the factors we take into account is the ­market value.”

Wolcott has been a member of the NBAA’s Tax Committee for 15 years and was among the instructors at the convention’s annual two-day pre-convention Tax, Regulatory & Risk Management Conference. o

Sporty’s offers prep program for ATP candidates

UK pax tax increases opposed by bizav groups The British Business and General Aviation Association (BBGA) is opposing further increases to the UK’s air passenger duty (APD) tax that would steeply raise fees for business aircraft passengers. Though the proposed changes would simplify and reduce charges for scheduled airline passengers, the association maintains that business aviation was “specifically targeted” to pay more.

According to BBGA, the

proposed increased charges that would take effect April 15, 2015, are “considerably higher, in terms of the specific amount and the additional cost.” While the majority of outbound sectors are currently charged at a rate of £276 ($447) per passenger, under the proposal this rises to £427 ($691)–a 54-percent increase, the BBGA noted.

“In contrast, first-class airline passengers will enjoy significant reductions on legs above 4,000

miles–a situation that is unfair and inequitable,” it said.

“The proposal for charges to business aviation aircraft with mtows above 20,000 kilograms [44,090 pounds] is neither fair nor balanced,” BBGA CEO Marc Bailey said. “We thought initially that the Treasury had made a change that adversely impacted business aviation as an unintended consequence.

Now it is clear that, using an arbitrary threshold, the government has deliberately chosen to tax our clients.” Further, he said, unlike the previous APD discussions in 2012, the BBGA was not consulted either formally or informally. –C.T.

22 NBAA Convention News • October 22, 2014 • www.ainonline.com

For pilots needing to obtain an airline transport pilot (ATP) certificate, Sporty’s (Booth 1357) has developed an FAA-approved ATP certification training program (ATP-CTP).

Sporty’s partnered with ABX Airlines in Wilmington, Ohio, for the simulator portion of the training.

Pilots seeking the ATP are now required to obtain at least 30 hours of classroom study and 10 hours of simulator training, of which six must be in a level-C full-motion simulator. The ground-school portion must cover subjects such as aerodynamics, stall and upset prevention and recovery training and air carrier operations (to include physiology, communications, checklist philosophy, operational control, minimum equipment and configuration deviation lists, ground operations, turbine engines, transport aircraft performance, automation and

navigation and flightpath warning systems).

Six hours of training is required on leadership/profes­sional development, crew re­ source management and safety culture.

The six-day Sporty’s ATPCTP program, which prepares students for the FAA knowledge test, costs $4,500 and will be done in a DC-9 simulator with ABX Airlines instructors.

The course includes four days of classroom instruction and two days for the mandatory simulator training.

“ABX Air is proud to partner with Sporty’s in the launch of the ATP-CTP,” said ABX flight standards and training supervisor Steve Hanshew. “Besides a wealth of airline training experience, ABX also offers a world-class flight simulator training facility where pilots will benefit from learning in modern, full-motion flight simulators from professional and experio enced airline pilots.”

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Thanks to a new STC, SPZ-8000equipped Hawker 800s may now be upgraded to dual NZ-2000 FMS units.

Elliott wins STC for Hawkers Moline, Ill.-based Elliott Aviation received an STC for a dual Honeywell NZ-2000 FMS upgrade for Hawker 800s equipped with Honeywell’s SPZ-8000 avionics suite. The STC includes the NZ-2000 6.1 version 03040 operating software, and it can also be applied when upgrading the Hawker 800 to Honeywell’s retrofit Primus CDS/R avionics, which replace the original CRT displays with modern LCDs. The advantage of the NZ-2000 FMS upgrade is that it adds full Waas/LPV approach functionality, even without the Epic CDS/R retrofit. While Elliott Aviation is offering special pricing for the upgrade through the end of the year, it was unable to provide specific prices because they vary depending on the

current avionics configuration.

Operators that upgrade to the full NZ-2000 version 03040 and Epic CDS/R will be prepared for NextGen avionics requirements, according to Elliott.

The CDS/R retrofit includes three 8- by 10-inch 1080 LCDs and it lowers operating weight by about 50 pounds. “It is important to offer an avionics solution that is practical and will allow these aircraft to fly indefinitely,” said Mark Wilken, Elliott Aviation director of avionics sales. “The combination of the Epic CDS/R and NZ-2000 6.1 provides the best solution available for Hawker operators.”

Elliott Aviation is displaying the Primus Epic CDS/R retrofit suite at its NBAA booth (4040). –M.T.

C ONG RATULATIO N S OmnAvia presents Alcantara’s Discovery collection to our client, Colt International, LLC, and to World Fuel Services Corporation on a successful summer 2014 transaction.

For more than a decade, Stoneworth Financial has advised sellers and buyers in aviation and has attended the NBAA.

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Italian fabric manufacturer Alcantara is well known in the luxury aerospace, yacht and automobile industries for its cabin coverings, and here at NBAA 2014, OmnAvia Interiors is exhibiting the Milan-based company’s “Discovery” collection of aircraft interior fabrics in the U.S. for the first time.

Alcantara’s products have found extensive use in aircraft seating, headliner, side-window panel and bulkhead applications. In fact, Pilatus Aircraft has defined Alcantara’s fabrics as an element of the PC-12 NG’s five optional predefined designs for its new-aircraft customers.

The fabrics can also be seen here at the show in the SyberJet cockpit mockup.

The Discovery line, which was introduced earlier this year, diverges from Alcantara’s ­previous solid-color offerings with multi-color designs in a variety of patterns and textures, using various finishing techniques such as embossing, digital printing, laser-etching, electrowelding and resin-infusion.

OmnAvia, Alcantara’s exclusive North American distributor, is showing samples from the Discovery line at its NBAA exhibit (Booth 1229). It also is displaying samples from other textile and leather manufacturers, and its own private-label carpet and upholstery products. –C.E.

CHARLES HARRIS 713-553-9942 charris@stoneworthfinancial.com

6575 West Loop South, Suite 468 | Houston, TEXAS 77401 www.stoneworth financial.com

24 NBAA Convention News • October 22, 2014 • www.ainonline.com

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Sabreliner plans growth in MRO services sector

by James Wynbrandt Sabreliner Aviation, rooted in support of Sabreliner business jets, plans to expand its business aviation MRO services in the wake of its purchase and reorganization earlier this year.

“We’re not a start up, but an upstart,” said Sabreliner Services president Greg Fedele at the company’s headquarters in Perryville, Mo., explaining the company’s reinvention.

Founded in 1983 to support the Sabreliner military and civilian fleets (production of the aircraft had ceased two years earlier), Sabreliner Corp. also provided MRO and refurbishment services for the armed forces on a mix of aircraft including the C-12, C-21, and U-28–U.S. military designations for the Beechcraft King Air, Learjet 35 and Pilatus PC-12, respectively–among others. Last fall Sabreliner Corp. defaulted on loans due to a financial squeeze reportedly exacerbated by reduced government spending mandated by sequestration. This past January, Innovative Capital Holdings of Naples, Fla., acquired for undisclosed terms the assets of the Sabreliner Corp. and began the restructuring. (Published reports put Sabreliner’s annual revenues at $40 million to $60 million.)

“The extent and breadth of the capabilities appealed to the new owners,” said Fedele.

“There isn’t anything we can’t do to an airplane; we have an interior, paint, avionics and an engine shop, and we do

metalwork, composites, structural engineering, all right here.”

The company plans to parlay its military experience into civilian employment, starting with shopping MRO work on the King Air, Learjet 35 and PC-12.

Fedele noted the company never made the effort to receive FAA approvals to work on those aircraft for the civilian market and will do so now.

Additionally, the company has extensive experience on 500 series Cessna Citations, and will seek to expand that business, as well.

Sabreliner has already demonstrated an ability to work the civilian side of military platforms, having transformed Sikorsky UH-60 Black Hawks into VIP transports for operators including Jordan and Bahrain under FMS contracts, with all the interior and soft goods work done in-house. The VIP upgrade includes a clamshell door the company developed as a replacement for the UH-60’s sliding door, mimicking the entry and egress of an executive helicopter.

Life-extension Programs

Fedele said support for the Sabreliner fleet will be strengthened. “We’re studying extending the life through avionics upgrade and engine upgrade programs,” and the company has “started conversations with suppliers,” he said, while declining to identify those under consideration. He noted some Sabreliners have been outfitted

The U.S. government’s T-39 Sabreliner fleet is supported by Sabreliner, though the OEM says those aircraft “will sundown and stop flying soon.”

to meet ADS-B out requirements, “so we have that solution.” The company is even considering getting involved in acquiring, upgrading and “flipping” older Sabreliners, particularly the model 65. Besides private clients, the company supports the government’s T-39 Sabreliner fleet, though Fedele noted those “will sundown and stop flying soon,” their future beyond that unknown.

Sabreliner Aviation also in­ spects, repairs and overhauls engines including the General Electric CF700, a turbofan used in aircraft including the Falcon 20 and Sabreliner 75 and 80; Honeywell TFE731, a geared turbofan used in applications including the Citation III and Learjet 31; and Pratt & Whitney JT12 turbojet used in aircraft including the Sabreliner 60 and S-64 Skycrane helicopter. The company intends to ­expand these capabilities. Today,

for example, it works only on light TFE731 model turbofans but plans to service medium TFE731s in the future, as well.

Meanwhile, the company’s former headquarters in Clayton, Mo., has been vacated. At Perryville Municipal Airport, the company has some 200,000 sq ft under roof in a dozen buildings, including two largepaint booths. Fedele said there’s room for expansion within its existing facilities and noted the region has a pool of experienced labor, as a number of aviation services companies are in the St. Louis area.

Sabreliner Aviation has a facility in Ste. Genevieve where it conducts its Castle program, a destructive testing component of a KC-135 lifeextension effort that entails chopping tanker fuselages into 12-foot sections and tearing each down to nuts and bolts and documenting the

wear and damage. The findings are analyzed against the flight histories of each airframe, enabling military planners to assess structural issues to address as the life-extension program progresses.

The company is also working with Southwest Research Institute on the structural tear­down and inspection of wings on the T-38 Talon as part of the T-38 USAF Aircraft Structural Integrity Program, and is now in the fourth year of a five-year Indefinite Delivery/Indefinite Quantity contract.

Fedele recognizes that competing in the civilian world will take more than technical capability and first-class facilities, but he expressed confidence the team can achieve its goals. “The new owners and I are bullish on the future of this business,” he said. “We really want to grow and put Sabreliner back on the map.” o

Hoover History

Sabreliner is considering acquiring, upgrading and flipping older models, particularly the 65.

26 NBAA Convention News • October 22, 2014 • www.ainonline.com

As a North American Rockwell demonstration pilot, this year’s NBAA Meritorious Service Award winner Bob Hoover once performed a smooth 1-g barrel roll in a Sabreliner with unsuspecting Air Force n generals in the cabin drinking coffee. No one spilled a drop.

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Corporate travel uptick has TAG feeling bullish

by Ian Sheppard TAG Farnborough Airport is no stranger to NBAA shows, said Brandon O’Reilly, who has now been in the CEO post for more than eight years.

And this year he comes with good news from Europe, with a 6-percent improvement in business over the past 10 months, he added, “for the first time since 2008.”

One factor stands out, said O’Reilly, and that is “corporate America is traveling again.” Also, he said, “the mix of aircraft has surprisingly continued to grow at the top end, more than I predicted, with more BBJs and ACJs and Globals and so forth. [Owners of] large aircraft types from the

U.S., Middle East [and elsewhere] see Farnborough as a good place to operate.”

The airport has been working on further infrastructure improvements, on top of those in the run-up to the London 2012 Olympics. “Our infrastructure is virtually complete,” he said. “We’ve moved into Meadowgate, a building we bought and refurbished, so that has freed up space for more passenger lounges, which will help with the number of large aircraft we’re seeing now.

Our terminal was originally designed about eight years ago for smaller business jets.” Feedback from visiting flight crew has also led to TAG adding a gym, thanks to the new space becoming available.

Change to Airspace

Graham Williamson presides over TAG Aviation Europe’s charter operations.

Another project that absorbs a great deal of O’Reilly’s time is the proposed change to the airspace over the airfield, which unlike many other airports in the UK has no Class D airspace, only an ATZ. “We’re in the process of doing that; it will be more efficient and safer too,” he explained. Feedback from the public is in, so the next stage is a “CAA-driven process to submit a formal proposal some time in the New Year.”

Alongside its Meadowgate

Operations at Farnborough Airport were up by 6 percent over the past 10 months, the first improvement since 2008.

headquarters building, TAG has established a new entrance on the northeast side of the airport, so that the existing entrance (on the northwest side of the main runway, 6-24 at Ively Gate) will be “dedicated to employees and deliveries.” The new customer entrance, for which the road was just being laid when AIN visited in mid-September, will be easier to access and smarter, with “high tech touchscreen security.”

This all comes back to speed, said O’Reilly. “Sixty percent of our visitors don’t use our terminal building at all and go straight to their aircraft; they want to be airborne as quickly as possible.” The same applies when they land; travelers want to be on their way. “Those who do use the terminal don’t want duty free; they want a comfortable, serene, quiet place to sit and to know the aircraft is

50,000

TAG Farnborough Airport Allowances Following Granting of New Planning Permission in 2011

40,000 30,000 20,000 10,000 0

2010

2011 2012 2013 2014

2015 2016 2017 2018 2019

Weekend

Total

30,000

Total Air Traffic Movements (ATMs) by Year

25,000

20,000

2008

2009

2010

2011

2012

2013

2013 vs 2011 ATMs Weight by Category

60 50 40 30 20 10 0 -10 -20 Not only is traffic up at Farnborough, but airport operator TAG notes that the aircraft mix continues to move up the scale, with more operations consisting of large long-range jets, such as Boeing Business Jets, Airbus Corporate Jets and others.

28 NBAA Convention News • October 22, 2014 • www.ainonline.com

-10% Under 12,500 kgs

-17% 12,50019,999 kgs

28%

17%

57%

20,00029,000 kgs

30,00049,000 kgs

50,00080,000 kgs (BBJ, ACJ)

close by. And the crew want similar, and a functional area to do their flight prep.”

Meanwhile, TAG has also been acquiring land to extend the size of the airfield, with the possibility of adding a maintenance facility for larger aircraft under the auspices of the existing TAG Farnborough Engineering operation. “We have consent for an 87,000-squarefoot engineering hangar near the airshow site,” said O’Reilly.

“We’ve exhibited at NBAA every year in the past eight,” he said. “It’s the biggest show of its type in the world, and we use it to engage with the flight departments.”

Go Charter

TAG Aviation has more than 120 aircraft under management in Europe and 44 in Asia, Graham Williamson, TAG Aviation president Aircraft Management and Charter Services, told AIN last month.

But while he is excited about this fleet, which consists mainly of large-cabin business jets (five G650s, 27 Globals, 13 Falcon 7Xs and many others), a new project to offer a Boeing

757-200ER–to be available for charter–is a real focus right now, especially for the NBAA show and the U.S. market.

“We entered into a contract with TCS Expeditions,” he said.

“The aircraft was painted in Manchester and is now [midSeptember] in Birmingham with Zodiac [Aerospace] having new sidewalls, refurbished toilets and so on fitted. It will also have leather seats and will be available in either a 58- or 72-seat configuration,” he said. The contract has a term of six years starting in January 2015.

VIP transatlantic charter flights have been tried before, and met with some success.

“We wanted to create a new product, something really special. It will also have high-end catering and Ku-band Wi-Fi [satcom].” The aircraft is to be based at the Monarch Airlines hangar at Luton Airport.

Williamson said TAG Aviation is emphasizing the 757 project at the NBAA show partly because of the U.S. partners that are involved (for example, Boeing and Zodiac), but also because it is a key market for potential customers.

TAG Aviation has plans to launch Boeing 757-200ER charter service under the TCS Expeditions brand.

He added that the TAG Charter Services does not intend to stop with just one of the big Boeings. “The intention is to grow the fleet, with a second and third aircraft through 2015 and 2016,” Williamson told AIN. “The 757 has enormous potential to develop a new market.”

TAG Aviation is also the European dealer for the

HondaJet and has its first demonstration aircraft arriving “in the spring of next year,” said Williamson. Honda has excited the market with its unique overthe-wing-engine-mount configuration. Certification is expected in 2015.

Meanwhile, TAG has other success stories, such as its Case safety information sharing system, which now has 60 members

with EBAA now showing interest, and the new Non-Commercial Complex rules from EASA, which Williamson hopes will provide scope for assisting other, smaller operators with compliance issues. o

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Innovative Solutions. Proven Performance®. www.ainonline.com • October 22, 2014 • NBAA Convention News 29

Post-merger, Textron reviews its overall aircraft product line

by Mark Huber While committed, for now, to maintaining the separate identity of its various aircraft brands–Beechcraft, Cessna, and Hawker–a senior Textron Aviation (Booth 220) executive told AIN that the company is “evaluating our product line to ensure we’re bringing the best possible products to customers around the world.”

However, Kriya Shortt, Textron Aviation senior vice president of sales and marketing, said that, in the short term, that means keeping the combined companies’ full lines of Cessna jets and Beechcraft turboprops in production.

“There are no plans to discontinue any models currently in production. In addition, as evidenced by our first- and second-quarter results, we are seeing new product innovations invigorating the segments in which we compete,” she said.

According to figures released by the General Aviation Manufacturers Association (GAMA), during the first half of the year, sales for most models of Textron’s turbine aircraft dropped in the first six months of 2014 compared to the same period in 2013. King Air sales (all models) declined from 58 to 41; Caravan sales dropped from 45 to 42; and sales of Cessna light jets, with the exception of the new M2, fell from 33 to 23. In models where Cessna introduced new technology, the M2 and the line of medium jets–the XLS+, Sovereign+ and X+– Cessna bettered 2013 results; Cessna delivered 19 M2s and 16 Sovereign+ aircraft in the first half of the year.

Even at reduced delivery rates,

Textron’s turboprops seem safe as those designs were amortized long ago. However, in the face of effective competition from Embraer and potential challenges from Honda Aircraft and now Pilatus, at some point Cessna may feel the need to update its entire light jet line with a design around a fresh fuselage that offers more cabin space; the current cabin dates back to the original CJ launched in 1991 and there are limits to what Cessna designers can do for it in terms of better seats and cabin shells.

M2 Tech Is Moving on Up

Cessna’s strategy for now seems to be migrating the technology adapted for the M2 (based on the CJ1+) and moving it up the CJ food chain, most recently in the CJ3+ with new Garmin G3000 touchscreen avionics, the aforementioned better passenger seats, the new Clairity cabin management system and other systems improvements. Given the pattern, a CJ4+ can’t be far behind.

Owners of CJ2s can purchase a retrofit package that includes the improvements in the CJ3+.

Cessna already has lost a large amount of light jet market share to Embraer, which has delivered more than 500 of its Phenom 100 and 300 models since 2008. This summer the Brazilian airframer announced that the Phenom 300 had captured a 57-percent market share for new jet sales in its category with 60 delivered last year. Further, for 2013 Embraer was getting very close,

Textron Aviation has 12 aircraft on static display at this year’s NBAA show • Cessna Citation X+ • Cessna Citation Latitude (aircraft debut) • Cessna Citation Sovereign+ • Cessna Citation XLS+ • Cessna Citation CJ4 • Cessna Citation CJ3+

• Cessna Citation M2 • Cessna Citation Mustang •B eechcraft King Air 350i/(in Wheels Up livery) • Beechcraft King Air 250 • Beechcraft King Air C90GTx • Cessna Grand Caravan EX

Cessna’s new-tech medium jets, such as the XLS+ (above) are drawing better sales numbers than last year.

With touchscreen avionics from Garmin (G3000), the light M2 (below) helps lead the way to new technology.

It also features improved passenger seats and Cessna’s Clairity cabin management system.

at 17.6 percent, to equaling Cessna’s 21-percent business jet market share.

Textron Aviation is moving aggressively to expand its product support worldwide, according to Shortt, including cross-training technicians to work on all of the company’s products. “There are now 21 worldwide company-owned service facilities serving Beechcraft, Cessna and Hawker customers,” she said. “Another milestone was recently announced with the ProAdvantage product support programs now being offered for the global Beechcraft King Air fleet through company-owned and authorized service providers.”

Upgraded Models a Big Plus

The legacy Beechcraft King Air line enjoys the advantage of having been amortized long ago, shielding the program from potential cuts, at least for now.

30 NBAA Convention News • October 22, 2014 • www.ainonline.com

Where Cessna has refreshed existing products, the market has responded favorably, as in the cases of the M2 and the Sovereign+. (The Citation X+ with G5000 avionics was certified in June.) It also continues to develop two new medium jets: the Latitude and the Longitude.

However, two competing products from Embraer–the Legacy 500 and 450­­– are ahead on the development curve.

The 500 was certified in Brazil in August and FAA certification followed, and the shorter 450 should be certified in the first half of 2015. Both of the aircraft feature full fly-by-wire (FBW) flight controls, while Cessna took a more conservative and evolutionary path of limited FBW to speed development time and cut costs.

(Embraer’s earlier E-jets were not full

FBW; the Legacy 500 and 450 are its first full FBW business jets.)

The larger Citation Longitude’s limited FBW will control the rudder, spoilers and brakes (“brake-by-wire”); the smaller Latitude eschews FBW altogether. Cessna’s development strategy appears tied to a marketing plan of keeping existing customers comfortable with new technology, as well as a desire to manage costs.

Textron is not shy about funding new product development, as evidenced by the Cessna Latitude and Longitude and Bell Helicopter’s simultaneous pursuit of three new helicopter programs: the super-medium 525 twin, the 505 JetRangerX single and the V-280 thirdgeneration tiltrotor for the U.S. Army.

In May, Textron CEO Scott Donnelly told analysts that while new light jet sales numbers “are not a lot higher in terms of unit deliveries, we certainly feel better about where we are going in the market.” o

It’s like Einstein and an F-16 had a baby

Integrated Flight Deck

NBAA2014 | booth 273 | uasc.com

Gulfstream’s G650 program spurred expansion and growth

by Mark Huber Gulfstream Aerospace (Booth 257) employed a variety of new plants, processes and procedures to speed completions of its new G650 flagship and get the aircraft into the customers’ hands sooner.

The G650 was announced in 2008 and certified in late 2012. Since then, deliveries of the Mach 0.925 globe-spanning executive jet have set an impressive pace, in no small part due to the use of more monolithic parts on the aircraft and revamped assembly technology.

In March 2006, Gulfstream an­nounced a seven-year, $400 million expansion of its company headquarters in Savannah, Ga., that included plans for a new service center, a new manufacturing center, a new paint hangar and conversion of the former service center into a final-phase manufacturing facility. These expansion plans were part of the preparations for manufacturing the G650, which was announced almost two years later.

The new manufacturing center announced in 2006 became the G650 initial-phase manufacturing center that opened in 2011. The former Gulfstream

service center was renovated and opened in 2012 as the G650 final-phase manufacturing (or completions) center. This completions center measures nearly 210,000 sq ft.

The entire final-phase team in Savannah, including design engineers, is approximately 200 employees. Gulfstream hired additional employees to accommodate additional G650 final-phase manufacturing at its facilities in Savannah; Long Beach, Calif.; and Appleton, Wis. Initialphase manufacturing of the G650 is done in Savannah.

Streamlined Process

The airplane comes together faster by design. Gulfstream eliminated part of the G650 completions process by installing many electrical, mechanical, plumbing connections and structural attachments during the initial phase of aircraft production. Installing these during the production process streamlined the completions process and ensured the aircraft was ready for furniture on the first day of final phase assembly.

32 NBAA Convention News • October 22, 2014 • www.ainonline.com

Gulfstream G650

A new method of engineering design for the G650 also enhanced the finalphase process. This method involved minimizing or eliminating the need to adjust furniture and composite details during installation. To do this required more precise locating of attach points supported by the implementation of full-length seat tracks in initial phase. This new approach dramatically improved the quality and consistency of the installed components and enabled the assembly team to cover the headliners and panels prior to moving the aircraft into completions.

Another new method involves the use of elevated build platforms or mezzanines. Traditionally, Gulfstream’s final-phase team carried furniture and other furnishings up the aircraft stairs

or through the baggage compartment to get them into the aircraft for installation. The mezzanines allow for the pre-positioning of aircraft interior furnishings and other elements, which helps maximize existing space and provides convenient access to furnishings.

New manufacturing software also speeds the process by replacing a paperbased manufacturing environment with a digital one. This was done by incorporating a manufacturing execution system (MES). MES software delivers work instructions to a monitor on the manufacturing floor and synchronizes enterprise data in real time. Quality, efficiency, control and responsiveness are all enhanced.

Gulfstream’s final-phase team also created a new process for installing and servicing interior furnishings that involved redesigning and reducing the number of required installation tools from more than 200 to approximately 10.

The new technology and methods have significantly reduced the time required to complete a G650 as opposed to the G550 and G450, even though they are smaller aircraft. “We have new processes in place, new equipment, more standardization and we have incorporated more continuous improvement methods into the final-phase manufacturing of the G650,” said spokesman Steve Cass. “ The main benefits are faster production and delivery times.” o

P&WC takes wraps off next Gulfstream engine

stacked, allowing one to be removed in a typical time of less than 30 minutes.

Furthermore, the PW800 features a new Fadec system that offers expanded recording of engine parameters, in turn allowing more sophisticated fault analysis and trend monitoring. Pratt & Whitney Canada has yet to finalize its engine support plans and how retrieved in-flight data will be processed, but it is working on this support aspect as the engine moves towards a 2018 entry into service.

On Pratt & Whitney Canada’s turboprop front, Perodeau announced the PT6 family has reached the 400-million-flighthour milestone.

Additional PT6 models or upgrades may be expected. Asked if one possibility would be to add a Fadec, Perodeau answered positively. “The Fadec would have to be developed for the engine and integrated at the aircraft level,” he said, but ultimately it would be a cost-benefit question. o

by Thierry Dubois and David Donald Yesterday at NBAA, Pratt & Whitney Canada lifted the veil on its 16,000-pound-class PW800 engine, which has been selected to power the new Gulfstream G500 and G600 large-cabin business jets, thus finding a new application for its PurePower family. The engine manufacturer (Booth 3240) said that the PurePower engine brings major improvements in fuel burn and maintainability.

The program is well advanced, as certification of the new turbofan is expected by year-end.

“We have nine engines in the development program,” Mike Perodeau, v-p of corporate aviation and military engines, told AIN on the eve of the NBAA show. These engines have run a combined 2,500 hours. This can be added to more than 4,400 hours of experience with the core engine, as the PW800 shares its high-pressure spool– an eight-stage compressor and a two-stage turbine–with the PW1500G that powers Bombardier’s CSeries. On the company’s Boeing 747SP flying testbed, the PW800 has run more than 250 flight hours in over 35 flights since April 2013, Perodeau said.

The 50-inch diameter fan is a titanium, single-piece design.

Linear friction is used to weld the blades to the hub. The turbomachinery is the same on the two variants: the G500’s PW814GA (15,100 pounds of thrust) and the G600’s PW815GA (15,680 pounds).

Asked how the new Gulfstreams’ high-cruise speed influences engine design, Perodeau answered that the engine has to provide more thrust in cruise. “Speed is a factor of thrust and drag,” he pointed out. This was one of the factors

that led to the Gulfstream’s PW800 employing direct drive, rather than the geared turbofan design used by other members of the PurePower family that are intended for commercial aircraft such as A320neo, Bombardier CSeries, Embraer E2 and Mitsubishi MRJ. Perodeau noted that his company is in charge of the integrated powerplant system and therefore has responsibility for nacelle aerodynamics.

Specific fuel consumption is reduced by “two digits” over previous-generation engines. The Talon X combustor yields “a double-digit margin” to anticipated CAEP/8 regulations for reduced nitrogen-oxide (NOx) emissions. It provides “ultralow” levels of unburned hydrocarbons and smoke.

Pratt & Whitney Canada has designed the engine to be more efficient and ergonomic from a maintenance standpoint. The PurePower PW800 introduces a 10,000-hour time between overhauls and scheduled maintenance requirements are reduced by around 40 percent. Scheduled inspections are reduced by 20 percent.

Ease of access was a key driver in the design, resulting in four large access panels being provided in the nacelle, which is supplied by Nordam. Each panel is large enough for a technician to comfortably work inside the engine, and the lower panels incorporate steps for a safe foothold. It is also possible to remove the inner cowls for deeper access. Numerous borescope ports are incorporated in the engine for internal inspections. Engine accessories are placed singly around the engine, rather than being

Dassault wins ecology award

MARIANO ROSALES

With its single-piece fan, Pratt & Whitney Canada’s PW800 series will power Gulfstream’s G500 and G600. A full-scale mockup was revealed here at NBAA yesterday.

The National Pollution Prevention Roundtable has recognized the Dassault Falcon Jet (Booth No 2651) facility in Little Rock, Ark., for its environmental commitment. Dassault’s initiatives at Little Rock have shown demonstrable reductions in air pollutants, hazardous waste and water usage and it has implemented a “multi-faceted energy efficiency program” as well as the minimization and control of regulated chemicals.

As part of the process Dassault transitioned to reusable ballast, largely eliminated lead use and switched to an eco-friendly coating agent.

The measures resulted in the elimination of 60,000 to 80,000 pounds of lead annually and a 12,000-gallon reduction of chrome and cyanide-based anti-corrosion compounds.

“We are very proud that our efforts to reduce pollution, while simultaneously increasing efficiency and production capacity, have been recognized with this prestigious award,” said Antoine Ajarrista, senior vice president and general manager of the Dassault Little Rock completion center. “The solutions that led to this award were in some cases the result of employee ideas at the grass roots level.” –M.H.

news clips z Gogo Announces Vision Upgrade, Dassault Deal Gogo Business Aviation (Booth 2059) has added moving maps to Gogo Vision, the company’s on-demand in-flight entertainment and information service. The company also announced that Dassault Falcon has chosen Gogo to provide a FANS-compatible Iridium satcom solution for Falcon Jet operators. The Gogo equipment includes the Iridium-based Axxess system and Data Interface Unit, which are qualified to RTCA DO-178B standards and FAA certification requirements.

The Gogo Vision moving map provides a bird’s-eye view of route and aircraft position, including altitude, ground speed and arrival time. It also features a flight progress bar, providing an intuitive depiction of the aircraft’s destination, remaining flight time and destination weather icon. The graphical user interface allows passengers to easily switch between views of the moving map and other IFE content.

z JSSI Ups Maintenance Coverage for Helicopters Jet Support Services, Inc. (JSSI, Booth 1206), the Chicagobased hourly cost maintenance specialist, told NBAA attendees Monday that it will include Tip-to-Tail coverage for the AgustaWestland AW109K2; Airbus AS350 series; and Bell 206L3, 412 and 427–a total of 10 new models.

It also announced an expanded relationship with Swissbased VistaJet, which includes eventually covering a fleet of 40 Bombardier Challenger 350s with JSSI’s platinum engine and APU program, a deal valued at more than $1.035 billion. 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 affordably service a growing mixed fleet at its MRO facility.

z Upset Training Program Offers Lower Premiums Swiss Re Corporate Solutions (Booth 2012) is offering lower insurance premiums after pilots receive upset prevention and recovery training (UPRT) from Aviation Performance Solutions and CAE (Booth 2600). Swiss Re offers premium credits to qualifying clients to offset course costs. The programs are discounted by CAE and APS, exclusively for Swiss Re clients, who can earn program credit equal to 10 percent of gross premium up to $25,000.

The year-round UPRT program is conducted at APS’s facility at Phoenix-Mesa Gateway Airport in Arizona. APS (Booth 4127) delivers an integrated approach of academic, on-aircraft and simulator-based training in its UPRT program, teaching pilots to recognize, avoid or, in extreme cases, deal with excursions beyond the normal flight envelope.

z Safran Offers Nose-To-Tail Products for Bizav Safran (Booth 3259) is exhibiting a number of pieces of equipment suitable for business aircraft at NBAA 2014, including APUs, engines, flight controls, cockpit displays and a landing gear system.

“We offer nose-to-tail products,” Peter Lengyel, Safran USA’s president and CEO, told AIN. Safran’s Sagem division is showcasing an in-development side-stick flight control system that provides pilot-copilot synchronization. “A pilot input will translate into a vibration in the copilot’s stick,” Lengyel said, emphasizing that this feature can enhance crew coordination.

z Four Atlantic Aviation FBOs Serve Florida For the first time since NBAA’s annual convention and exhibition has been held in Florida, Atlantic Aviation (Booth 3800) has FBOs in the state to greet arriving aircraft.

As part of its recent purchase of the Galaxy FBO chain, the Plano, Texas-based company acquired four Florida bases: at Orlando International Airport; in Stuart at Witham Field; in St. Augustine at Northeast Florida Regional Airport; and in West Palm Beach at Palm Beach International. Also added as part of the deal was the Galaxy FBO in Hayden, Colo., at Yampa Valley Airport. A separate transaction by Atlantic netted the Boca Aviation FBO at Boca Raton Airport.

www.ainonline.com • October 22, 2014 • NBAA Convention News 33

Honeywell has a rosy view of 10-year bizjet markets

by Chad Trautvetter anticipated to be up modestly again, reflecting momentum from several new model introductions and some gains linked to incremental global economic growth,” explained Brian Sill, Honeywell Aerospace president for business and general aviation.

Honeywell (Booth 2000) bases its forecast on its extensive survey of operators about their future aircraft purchasing plans. In its latest survey, Honeywell found that operators plan to make new jet purchases equivalent to about 23 percent of their current fleets over the next five years, as a replacement or addition.

While this is several points lower than the past four survey cycles, it is in line with results of 25 percent or less that were the norm until 2006.

Of these five-year new business jet purchase plans, 19 percent are expected by year-end 2015, and 14 and 22 percent are scheduled for 2016 and 2017, respectively.

Purchase timing has shifted somewhat to later compared with last year’s results,

BUSINESS JET FORECAST BY DELIVERY VALUE HISTORY

FORECAST

30 25

Very High SpeedUltra Long Range

20

Ultra Long Range

15

Long Range

10

Large

5

Medium-Large Very Light

Medium Light-Medium

Light

20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07 20 08 20 09 20 10 20 11 20 12 20 13 20 14 20 15 20 16 20 17 20 18 20 19 20 20 20 21 20 22 20 23 20 24

Constant 2014 DOLLARS (billion$)

35

BUSINESS JET FORECAST IN UNITS HISTORY

FORECAST

AICRAFT UNITS

1,000 Very High SpeedUltra Long Range

800

Long Range

600 400

Ultra Long Range

Large Medium-Large Medium

200

Asia/Pacific 3%

Africa/Middle East 3%

Latin America 17%

Up to 9,450 new business jets worth $280 billion are forecast to be delivered over the next 10 years, according to Honeywell Aerospace’s 23rd annual Business Aviation Outlook released on Sunday evening just ahead of NBAA 2014.

This reflects an 8-percent increase in projected billings over the 2013 outlook, thanks to 200 more anticipated aircraft deliveries, “modest” list price increases and the continued strong demand for larger business jets.

Notably, annual billings are expected to surpass peak 2008 levels in 2017 and beyond, although unit deliveries are not projected to reach the 2008 peak any time during the 10-year forecast.

In the near term, Honeywell is projecting deliveries of 650 to 675 new jets this year, a single-digit percent increase from 2013. This improvement is largely due to “program schedule recoveries, new model introductions and additional fractional uptake,” the company said.

“2015 industry deliveries are

1,200

REGIONAL DEMAND FOR NEW JETS IN NEXT FIVE YEARS

Light-Medium Light

20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07 20 08 20 09 20 10 20 11 20 12 20 13 20 14 20 15 20 16 20 17 20 18 20 19 20 20 20 21 20 22 20 23 20 24

Very Light

34 NBAA Convention News • October 22, 2014 • www.ainonline.com

Europe 18%

leading to a modest slowdown in projected demand for the near term, but this is offset by pre-sold positions for new models entering service over the next two years.

Operators surveyed continue to prefer larger jets–those ranging from super-midsize to ultra-long-range to bizliners–meaning these types will dominate billings over the forecast. In the near term, Honeywell said these models are expected to account for more than 75 percent of all expenditures on new business jets. Volume growth between now and 2024 will be led by this segment, reflecting 60 percent of additional units and nearly 85 percent of additional values, the company estimated.

“The strong desire for larger-cabin aircraft with greater range and advanced avionics is seen again in this year’s survey,” Sill said. “We are also seeing some improved interest in light and midsize jets this year.” In fact, the Honeywell forecast notes that the midsize and smaller jets recovered some share for the first time in several years, reflecting improved prospects for in-production

North America 59%

aircraft and stronger interest in newer models in this class.

Regional Buying Trends

In its latest forecast, Honeywell sees a realignment of near-term regional market shares, with business jet demand from North America slipping two percentage points to 59 percent over next five years after increasing for the first time since 2010 in last year’s outlook. “New aircraft acquisition plans in North America are still significant given the region’s overall size,” Sill said. “Coupled with projected gains in fractional fleet deliveries, North American demand should still support industry volumes as some of the traditional highergrowth regions work through another year of reduced growth rates.”

Europe is expected to be the next-largest market for business jets in the next five years, accounting for 18 percent of new deliveries, up 6 percentage points from last year’s outlook. Latin America is projected to account for 17 percent of the near-term demand, followed by Asia and the Middle East each at 3 percent. o

Fresh features promise much on PC-24’s new FJ44-4As Pilatus and Williams International have been touting some features–passive thrust vectoring and quiet power mode– of the FJ44-4A turbofan on the PC-24 but the engine manufacturer is scarce on details. The so-called Exact passive thrust vectoring system uses “a proprietary fluid dynamic scheme,” Matt Huff, Williams’ business development vice president, told AIN. The thrust vector from the exhaust nozzle varies as a function of engine operating conditions–power setting, exhaust gas temperature, Mach number and altitude. As the benefit can be seen in performance and efficiency, “it adds much less weight than what it typically saves,” Huff asserted. The technology is said to have been validated through flight tests several years ago.

The quiet power mode enables an engine to be used like an auxiliary power unit (APU) on the ground, providing

electric power and bleed air (that is, hot, compressed air). AIN understands that this mode has only the high-pressure spool running, keeping the low-pressure shaft (and thus the fan) still.

“The noise signature of our quiet power mode is less offensive than typical APUs,” Huff said. The weight, as well as acquisition and maintenance costs, are estimated to be a fraction of that of a traditional APU. Development testing is complete, according to Huff.

The PC-24, the first business jet from Pilatus, rolled out of the company’s Stans, Switzerland factory on August 1 and is expected to be certified in 2017. –T.D.

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Avinode sees recovery coming sooner in U.S.

Once again, the heavy-jet segment is expected to lead growth in the charter market for next year.

Growth Rates Vary

Analyzing projected charter demand by aircraft category, the Avinode (Booth 2279) forecast sees demand for light jets (including entry-level light and very light jets) growing in the U.S. by 2.6 percent, with the entry-level models representing a 12.5-percent increase.

However, in Europe the light jet

Gulfstream G650 Though light-jet charter should grow by only 2.6 percent, entry-level activity should skyrocket (at 12.5 percent), compared with last year.

Eclipse 550

sector is set to grow by no more than 0.5 percent.

In the midsized category (including super-midsize jets) demand levels are expected to rise, respectively, by 3.1 percent and 2.2 percent in the U.S. and Europe. The projected growth for heavy jets next year will be 5.8 percent and 3.5 percent in the respective regions–mainly driven by increasing demand for

currently use the website each day and that traffic from U.S. operators has increased by 40 percent over the past year.

The company is increasingly developing specialist applications that operators can use on their own websites. For instance, charter broker Air Partner operates an app called Jet Smarter that was developed

by Avinode. o Citation X+

SchedAero Launches New Charter-quote Software Scheduling software specialist SchedAero is launching a new charter quoting tool at the NBAA show this week. According to the Avinode subsidiary, SchedAero Quotation allows charter operators to create client quotes and proposals more quickly by avoiding the need to enter data across multiple pages.

The system, which is part of the web-based SchedAero aircraft and crew scheduling software, calculates the price in real-time as the itinerary is developed.

“SchedAero Quotation is the fastest quote-building tool on the market,” said SchedAero business manager Johan Sjöberg. “Many operators spend all day generating quotes; with this new tool they can spend the minimum amount of time on the quote, leaving more time to follow up with the client.”

The new software can be accessed via any smart electronic device. In the future, SchedAero (Booth 2279) intends to offer the new tool as a separate system that can be used by operators with other scheduling software.

In addition to the new Quotation tool, SchedAero now also features multiple pricing profiles that can be customized. Operators can pre-set profiles based on a requested aircraft’s hourly rate and include any discount that a particular client may have been allowed. Pricing profiles, such as seasonal variations, can also be set up in the system.

“We are pleased to have switched to SchedAero to manage our flight quotes,” said Vertis Aviation chief operating officer Neil Turnbull. “It’s proved to be a real time-saver and the option to completely personalize quotes for each client is a true benefit.” –C.A.

ultra-long-range flights.

Avinode’s annual business aviation forecast is based on historical flight data, economic growth forecasts, aircraft deliveries and forecast demand based on Avinode Marketplace trends.

According to Berg, Avinode is planning to offer a platform for directly booking flights online.

He told AIN that around 6,000 business aviation professionals

BARRY AMBROSE

Avinode’s demand projections.

“After six years of decline, we expect the European market to finally move back into the black in 2015, with a 1.6-percent increase in flights,” said Berg.

“This aggregate figure reflects a clear divide between improving conditions in the North and ongoing challenges in the South, plus ongoing uncertainty caused by geopolitical issues between Russia and the Ukraine. While we expect the European market to improve next year, the region will take longer than the U.S. to return to its pre-recession levels.”

For 2015, Sweden-based Avinode forecasts that northern Europe, where charter demand is more related to business travel, will achieve 2.8-percent market growth. By contrast, southern Europe, where activity is generally more leisure-related and which is understood to be more seriously impacted by the military conflict in Ukraine, the anticipated increase is only 0.8 percent.

Avinode expects midsize-jet charter to grow at a rate of 3.1 percent next year in the U.S. market.

36 NBAA Convention News • October 22, 2014 • www.ainonline.com

BARRY AMBROSE

The U.S. business jet charter market is set to continue its recovery in 2015, according to the latest projections from online charter portal Avinode. On the eve of this year’s NBAA show, the company released its Business Jet Charter Market Forecast, which shows an anticipated 3.5-percent increase in charter flights next year, compared with 2014. Over the same time frame, it sees more modest 1.6-percent growth in the European market.

The forecast predicts growth in demand for charter across all regions of the U.S. The South will see increases in flight numbers of around 4 percent in 2015, closely followed by the West where volumes will grow by 3.6 percent. The projected growth for the Northeast is expected to amount to 3.3 percent and the Midwest around 2.5 percent.

“This year, the U.S. charter market has performed extraordinarily well, demonstrating its highest annual levels of business jet travel since the financial crisis of 2008,” said Avinode CEO Niklas Berg. “We expect that by the end of 2014, the U.S. will see its highest annual levels of business jet travel for at least six years. New business models are emerging, more aircraft are being purchased and venture capital is flowing back into the market.”

Trading conditions in Europe remain less rosy, according to

BARRY AMBROSE

by Charles Alcock

GE Honda HF120 picked for CitationJet upgrade program

by Chad Trautvetter GE Honda Aero Engines (Booth 5031) has notched its second customer for the HF120 engine, a CitationJet upgrade program announced in mid-September

by Sierra Industries, the Uvalde, Texasbased aircraft modification company. The 2,095-pound-thrust HF120 received FAA Part 33 certification last December and powers Honda Aircraft’s HondaJet, which is due for FAA certification early next year.

Spectrum Aeronautical was actually the first airframer to select the HF120 for its Freedom all-composite business jet, but that program ran out of money and the HF120-powered model never flew.

The Sierra Industries upgrade will offer a variety of avionics and other improvements along with the new engines and will be available for about 660 Citation 525 models including the original CitationJet, CJ1 and CJ1+ models, according to Mark Huffstutler, founder and CEO of the SkyWay Group, parent company of Sierra Industries. “The 525 CitationJet is an ideal match for GE Honda’s 21st century HF120 engine,” he said.

“With the exhilarating performance that

comes with a substantial power increase, owners of the Citation Jet would be able to consider a compelling choice when it is time to overhaul their engines or upgrade to a new aircraft.”

Major aspects of the upgrade include the HF120 engines replacing the original 1,965-pound-thrust Williams Inter­ national FJ44-1As, new NextGen-capable avionics suite, airframe/aerodynamic refinements and interior upgrades.

The HF120 retrofit will include dualchannel Fadec and redesigned engine pylons and nacelles for improved aerodynamics. A number of other enhancements are also planned, such as a higher max takeoff weight and service ceiling, aerodynamic modifications to reduce wing loading and drag, integrated inflight Internet connectivity and customdesigned interior upgrades.

Performance improvements are expected to include gains in speed and range, reductions in takeoff distance and time to climb and better reliability and fuel efficiency, as well as reductions in emissions and noise. o

GE Honda has landed a new candidate for its 2,095-pound-thrust HF120 turbofan. Texas-based Sierra Industries chose the engine to power its Cessna Citation CJ1 and CJ1+ upgrade. It replaces the Williams International FJ44-1As, rated at 1,965 pounds thrust. Several performance improvements are expected.

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www.ainonline.com • October 22, 2014 • NBAA Convention News 37

Bombardier

L o o ki n g back at l as t year

2013

DECEMBER2013

NOVEMBER2013

Learjet 75

Garmin G5000

• Bombardier closes the sale of Flexjet to Flexjet LLc, a newly created company funded by Directional Aviation Capital, which also owns Flight Options.

• The Tianjin Airport Economic Area signs a letter of agreement with Bombardier Aerospace to expand the Canadian manufacturer’s aircraft maintenance services in Mainland China. The agreement is a first step toward the creation of a joint venture for a maintenance facility slated to open in 2016.

FEBRUARY2014

• The Bombardier Learjet 75 light jet–a longerrange version of the Learjet 45 with Garmin G5000 integrated avionics, redesigned winglets and more efficient Honeywell TFE73140BR engines–receives FAA certification.

Challenger 350 interior

MARCH2014

Challenger 350

• Bombardier delivers the first Global 6000 to be operated from Mexico to owner Aero Angeles during a ceremony at its facility in Montreal.

MAY2014

APRIL2014

David McIntosh

• The Bombardier Learjet 85 prototype– designated as flight-test vehicle one (FTV1)– successfully completes its maiden flight on April 9. The all-composite twinjet lifted off from Wichita Mid Continent International Airport at 8:19 a.m. CST.

• Bombardier’s Safety Standdown program this year (Oct. 6-9) will focus on “attention control,” more commonly known as cockpit distractions. “Distraction is an increasingly significant risk to aviation safety that permeates every aspect of aircraft operation,” event organizers said.

• Bombardier Aerospace reports second-quarter revenues of $2.5 billion, up from $2.3 billion a year ago, thanks to “higher deliveries of regional airliners but offset by lower business jet shipments due to the Challenger 350 transition,” notes Bombardier president and CEO Pierre Beaudoin.

• Bombardier announces the retirement of Bombardier Aerospace president and COO Guy Hachey as part of a wider restructuring that will see 1,800 layoffs “in the coming months.”

Hachey leaves the company after six years as COO. • Bombardier Aerospace’s latest 20-year market forecast, released at the Farnborough Airshow, shows an 8 percent drop in anticipated deliveries of business jets compared with its forecast from last year. Last year, Bombardier forecast deliveries of 24,000 business jets worth $650 billion from 2013 to 2032. The current forecast is for 22,000 business jets worth $617 billion. These numbers are for aircraft segments in which Bombardier competes with its Learjet, Challenger and Global models.

JUNE2014

• Bombardier Aerospace announces on June 12 that the Challenger 350 received Transport Canada approval, with FAA certification expected “shortly.” An upgrade of the Challenger 300, the 350 has a new wing with canted winglets, a higher mtow of 40,600 pounds and greater fuel capacity for an NBAA IFR range of 3,200 nm versus its predecessor’s 3,065 nm.

SEPTEMBER2014

• Ralph Acs, who led the Learjet 85 program in his role as vice president and general manager of Bombardier Learjet, leaves the company as part of the Canadian airframer’s corporate restructuring plan.

AUGUST2014

• The Learjet 85 program, already years behind the original schedule, is likely to be pushed out farther to the right as Bombardier Aerospace gives higher priority to the CSeries and Global 7000/8000, say industry watchers. The Learjet 85 is currently the only one of these in active flight test, as CSeries flying was halted in late May due to an engine issue (it resumed September 7) and the Global 7000 and 8000 won’t fly until early next year and 2016, respectively.

38 NBAA Convention News • October 22, 2014 • www.ainonline.com

• Bombardier unveils a full-scale mockup of its Global 7000 on its stand at EBACE 2014. The Canadian manufacturer claims this is the largest-ever business jet mockup–111 feet long–and said it “showcases the aircraft’s spaciousness, luxury and comfort.”

Global 7000 interior • Bombardier Aerospace’s first-quarter revenues declined year-over-year by 8.6 percent, to $2.1 billion, the Canadian aircraft manufacturer reported.

JULY2014

• Bombardier Aerospace’s Singapore Service Center enters into an agreement with Honeywell Aerospace that will allow the MRO to offer retrofit, modification and upgrade services for Honeywell products to operators of Bombardier business jets in the region.

• Bombardier is making a strong appearance at the LABACE show with four of its aircraft in the static display at São Paulo’s Congonhas Airport, spanning the entire gamut of the private jet market.

• Bombardier Aerospace’s business jet division accounted for the bulk of net orders and deliveries last year at the company, according to full-year 2013 results. The company delivered 238 aircraft (180 business jets and 58 airliners) last year, up from 233 (179 business jets and 54 airliners) in 2012, boosting revenues by 11 percent, to $18.2 billion, and profits by $87 million, to $893 million.

• Bombardier formally opens its new business aircraft service center at Singapore Seletar Airport. The 92,000-sq-ft facility is the first factory-owned service center for Bombardier business aircraft operators in the Asia-Pacific region.

• Bombardier opens a regional support office (RSO) in Toluca, Mexico. The office will anchor regional support capabilities for Bombardier business aircraft customers throughout Mexico and surrounding areas.

Learjet 85

• The Challenger 350 is on track to enter service in the middle of this year, Bombardier Aerospace said. As of the end of last year, 75 percent of the flight-test program had been completed and the new interior was certified on December 17.

• GE Aviation revises flight-testing plans for the Passport engine, chosen by Bombardier to power its ultra-long-range Global 7000 and 8000. The engine manufacturer initially planned to begin flight-testing the first development engine on its newly acquired 747-400 flying testbed (FTB). Now the plan calls for the engine to fly on GE’s 747-100FTB later this year or early next year. The switch to the older legacy 747 FTB won’t delay the certification timeline of the Passport, which is still scheduled for next year.

2014

• The super-midsize Bombardier Challenger 350 receives full type certification from EASA on September 2, following similar approvals from Transport Canada and the U.S. FAA in June.

Ensco featuring ‘IDataMap’ Ensco Avionics is demonstrating the IDataMap plug-in of its IData Windowsbased modeling toolset at this year’s NBAA convention (Booth 4577). IDataMap is a digital moving-map generator that enables designers to quickly create prototypes of

two-dimensional moving maps for safetycritical cockpit displays or in-flight entertainment applications.

IDataMap and the IData3D scene manager enable developers to create applications, such as in-flight entertainment,

Ever wonder how moving-map fabricators come up with their handiwork? IDataMap is one mapmaking app.

navigation systems and synthetic-vision displays that require geo-referenced information to be implemented. Using its 2-D and 3-D plug-ins, designers can use IDataMap and IData3D to create situational awareness displays with digital maps and primary flight displays with synthetic vision.

A single application developed using the Ensco toolset can be hosted on a variety of target systems, ranging from small smartphone-type devices to DO-178C-certified avionics cockpit displays and unmanned aircraft system ground control stations.

The company’s new product demonstration at the NBAA show is centered around IDataMap’s role in helping to improve pilots’ situational awareness capabilities.

Ensco will feature “a few flavors of demonstrations,” according to the company, including a new embedded application running on a Freescale iMX6 processor.

“What’s exciting about this is it’s a very small processor, a very small board,” said Larisa Parks, Ensco general manager for vision systems.

Ensco Avionics of Endicott, N.Y., is a wholly owned Ensco subsidiary specializing in safety-critical solutions for avionics and aerospace customers. The company provides advanced avionics display applications and tools, as well as systems, software and programmable hardware engineering expertise for development, test and certification of airborne systems.

–B.C.

PATS picks Ovation Select for BBJ2 Honeywell Aerospace (Booth 2000) announced that its Ovation Select cabin management system has been selected by PATS Aircraft Systems (Booth 4285) for installation on a Boeing BBJ2. According to Honeywell, the system is the “ultimate solution” for onboard high-definition entertainment, business productivity and connectivity.

Ovation Select is an all-digital cabin management system that allows passengers to control in-flight entertainment–as well as environmental conditions such as lighting, seats, temperature, galley and window shades–with a touchscreen interface at the seat or via a mobile device.

This new aircraft is the sixth Boeing Business Jet to fly with Ovation Select. It joins nearly 80 business aircraft worldwide currently flying with the integrated system. Delivery to PATS is set for late next year. n

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www.ainonline.com • October 22, 2014 • NBAA Convention News 39

Jet Aviation St. Louis takes pride in its role

by James Wynbrandt The founding facilities in Switzerland may grab attention with their executive airliner completions, but here at the NBAA Convention in Orlando, refurbishment, completions and MRO powerhouse Jet Aviation St. Louis gets to shine on its home turf. The flagship of General Dynamics-owned Jet Aviation’s North American assets, the facility performs MRO work on some 300 aircraft and completions on another 15 annually.

Encompassing massive hangars and sprawling back shops, the site occupies 10 buildings covering 625,000 sq ft of space.

“We’re a unique facility,” Charles Krugh, senior v-p and general manager, said during a recent tour of the campus at St. Louis Downtown Airport (KCPS), emphasizing his team’s “capacity to do everything,” from delicate detail and craftwork to heavy maintenance, which has made the location “one destination for all things.”

Asked about the higher profile of the company’s Basel completions center, Krugh said simply, “We like the work to stand for itself,” noting the “tremendous word of mouth” that draws customers–including Europeans–to St. Louis. He quickly added that the two facilities “work collaboratively,” with St. Louis providing engineering and other support to Basel, such as building cabinets for a BBJ completion Basel performed.

The St. Louis facility was established in 1971 as Midcoast Aviation, acquired by Jet Aviation (Booth 1200, 4600) in 2006, and rebranded as Jet Aviation St.

Louis in 2011. Servicing Bombardier, Embraer Lineage and Legacy, Falcon, Gulfstream, and Hawker aircraft, the FAAand EASA-certified repair station has 825 employees–40 percent of them veterans. Jet Aviation may be a Swiss company, but there’s a large American flag draped on the back wall of each hangar.

Jet Aviation St. Louis exhibits it abilities in “the custom side of the business” performing Global 6000 completions, Krugh said, and that completions experience translates into refurbishment expertise, enabling the facility to offer an exceptional level of quality in its aftermarket services.

With more than 60 in-house engineers along with tech writers and other certification specialists in the two-story engineering wing, the staff designs and develops test plans, conducts stress analysis and handles all steps from envisioning the cabin of the customer’s dreams to approvals of the final installation. The engineering staff is also charged with developing STCs, such as a recent Satcom Direct communications installation now flying on four Globals.

Shops Are Business Centers

Attention to detail isn’t confined to aircraft interiors, as a visit to the paint shop, where a Falcon was being repainted, showcased. (The facility has three paint booths: two for prep work and one, with downdraft and covered drain vents, for painting.) The near-finished Falcon scheme featured a

challenging blue-to-white fade on the fuselage that defied conventional application techniques. “We consider it a custom shop rather than a paint shop,” Krugh said.

The St. Louis facility fosters a culture of innovation and continuous improvement, with individual shops treated as business centers in their own right, charged with improving both the quality and quantity of their output.

Krugh pointed to the paper templates of cabin floor layouts the carpet shop developed to trim carpet prior to installation; traditionally, carpet is cut within the aircraft, which is more time consuming and less precise, he said.

Treating these departments as business centers creates both more accountability and opportunity, Krugh noted, as he showed off the component shop. Here technicians worked on servos, pitch trim assemblies and hydraulic switches for pneumatic systems for customers’ aircraft, while its complementary capabilities are employed by many non-aviation clients.

“We calibrate tools for 300 customers, including the Illinois Department of Transportation,” he said.

The facility also has its own burn-test lab, and Krugh hinted it may begin offering burn-testing services to other facilities.

As for increasing output, as we walked through the wood-

Whether it’s interior completions, paint, refurbishment or line maintenance, each of Jet Aviation St. Louis’s shops is treated as a distinct business center.

40 NBAA Convention News • October 22, 2014 • www.ainonline.com

Jet Aviation St. Louis, formerly well known as Midcoast Aviation, has established a decades-long backlog of expertise in everything from heavy maintenance to delicate detail and craftsmanship.

working shop, workbenches with glued and clamped sidewall components were in the process of being relocated as part of a redesign “to get more product through the shop,” Krugh said.

The facility constantly invests in new equipment and technology, such as the latest CNC machines, in an effort to create parts with more consistency, higher quality and less waste.

Old-world Craftsmanship

Along with its high-tech equipment, Jet Aviation St. Louis also depends on old-world craftsmanship, demonstrated in the Cabinet Shop, located in Hangar 9. Here cabinetmakers work with Pearwood, bubinga and other exotic woods, shuttling the parts back and forth to sanding and buffing rooms between applications of coats of finish, before they’re finally assembled into cabinets, monuments, or even flooring, the latter “for people trying to take the airplane and make it like home,” Krugh said.

Yet here, too, technology improves the process. Krugh noted some woods, such as Pearwood, are highly susceptible to UV damage, and the facility employs a new finish process that instantly cures a UV protective finish onto the veneer’s surface, ensuring the color won’t

fade or change when exposed to sunlight at altitude.

Changing tastes in cabin appointments can also be discerned here in the woodshop.

More reconstituted veneers, which have a consistent look, are being used today in place of the natural and burly wood surfaces favored in the past, part of a trend of reducing visual and physical clutter in the cabin. Also, more customers today want satin, rather than the glossy wood finishes almost always chosen in the past; about one in four now request the former, which the facility gladly accommodates, with one caveat: “We tell people satin is nice, but gloss is easier to maintain.”

Typically, an owner’s representative will be on site during refurbishment or completions work, and each is provided with an office and unfettered access to the entire facility. Because KCPS is the closest airport to downtown St. Louis, the reps can also enjoy more amenities and attractions off site than facilities in many other locations offer, Krugh noted.

Going forward, the St. Louis facility may not be quite so overshadowed by its Basel sibling. A year ago St. Louis performed its first green narrowbody completion, a BBJ, as part of a strategic plan launched two years ago to seek more executive airliner completion work. Krugh noted the facility has two hangars that are each capable of holding up to three BBJs. Here at the show, the Jet Aviation St. Louis team is eager to meet attendees interested in learning more about state-of-the-art MRO, refurbishment and completion services. o

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Embraer Executive Jets

Looking b a c k a t la st ye a r

2013

Lineage 1000

NOVEMBER2013

Legacy 450

• Embraer Executive Jets and Arab Wings ink a purchase agreement for a Lineage 1000 at the Dubai Airshow. The bizliner will be managed on behalf of an undisclosed customer and be available for third-party charter and will operate out of the charter management company’s base in Amman, Jordan.

• With the number of Lineage 1000s already in service worldwide approaching a dozen, and more than a few in the Middle East region, Embraer is at the Dubai Airshow with its new Lineage 1000E, an airplane that features a serious makeover from nose to tail.

• Embraer delivered 119 executive jets worth $1.64 billion last year–up by 26 percent on 2012’s $1.29 billion–and nearly half of them (53) were handed over in the fourth quarter.

The whole-year deliveries broke down as 90 light jets (60 Phenom 300s and 30 Phenom 100s) and 29 large jets (21 Legacy 600/650s and eight Lineage 1000/shuttles).

• FlightSafety International (FSI) receives approval from EASA for its Embraer Legacy 500 maintenance training program. Embraer Executive Jets factory and authorized service center personnel are already receiving training on the under-development Legacy 500, and FSI will begin providing training services to operators of the new jet immediately following its certification.

• Embraer Executive Jets inaugurates its new service center today in Sorocaba, Brazil. The 215,300-sq-ft facility has two hangars, one of which is dedicated to maintenance, repair and overhaul of Embraer business jets.

Sorocaba facility • Embraer Executive Jets signs a memorandum of understanding with Air Works to provide full maintenance support to Legacy 500 and Legacy 450 customers in India.

APRIL2014

• Embraer delivered 20 business jets during the first quarter of this year, compared with 12 during the same period a year earlier.

• Early next year, FlightSafety International will provide Embraer Legacy 650 training at its learning center FlightSafety at Paris Le Bourget Airport. The program will feature a FlightSafety-built level-D-qualified full-motion flight simulator.

• Embraer Executive Jets delivers the 300th Phenom 100 to Laticínios Bela Vista, an agribusiness company based in Bela Vista de Goiás, Brazil. This is the second Phenom 100 for the company.

• Embraer expects to sell 295 business jets worth $13.5 billion over the next 10 years in the Middle East. According to the Brazilian manufacturer, Saudi Arabia and the United Arab

MAY2014

• The Phenom 300 receives EASA certification for steep-approach operation, which enables increased descent angles of up to 5.5 degrees.

• CAE is preparing to open a fourth training Phenom 300 center for Embraer’s Phenom light jets later this year. The additional training capacity will likely be added in the U.S. through the long-established Embraer CAE Training Services joint venture.

• Constant Aviation’s Las Vegas facility is selected by Embraer as an authorized service center for the Legacy 600/650 and Phenom 100/300.

• At Embraer’s Executive Jets division, first-quarter revenue soared to $267.4 million, up from $175.3 million a year ago.

JUNE2014

• E mbraer Executive Jets celebrates the delivery of the 500th Phenom, just 5.5 years after the first Phenom 100 entered service and 4.5 years after Phenom 300 deliveries began. The milestone aircraft, a Phenom 300, was delivered to Prime Fraction Club, a fractional provider in Brazil that operates three other Phenoms, as well as helicopters, boats and sports cars.

JULY2014

• Embraer CFO José Filippo says the company expects to meet its goal of delivering between 105 and 120 executive jets for the year.

• The Phenom 300 handed over to NetJets on July 25 at Embraer Executive Jets’ Melbourne, José Filippo Fla. facility marked three major milestones for the light jet program. It not only was the 25th Phenom 300 delivered to the fractional aircraft provider, but also the 200th Phenom 300 and the 75th U.S.-assembled

AUGUST2014

SEPTEMBER2014

• Embraer officially opens a 75,000-sq-ft Engineering & Technology Center at its growing campus in Melbourne, Fla. The facility will conduct engineering and development activities for both products and technology across Embraer’s business lines–airliners, executive aviation, defense and aerospace–with the first assignments focused primarily on executive jet interiors.

42 NBAA Convention News • October 22, 2014 • www.ainonline.com

• On December 28, the Legacy 450, Embraer’s newest business jet, takes to the air for the first time. Flown by company test pilots Eduardo Camelier and Eugênio Cará along with flight-test engineer Carlos Kobayashi, the twinjet successfully demonstrates its handling and performance characteristics during the hour and thirtyfive minute flight.

FEBRUARY2014

MARCH2014

Melbourne Tech Center

DECEMBER2013

2014

• Embraer Executive Jets opens new facilities at its contact center to provide operational, technical and maintenance support for its fleet of business jets.

Since the center opened in 2009, Embraer’s fleet has quintupled in size to 780 aircraft in 50 countries.

Legacy 500 • The Embraer Legacy 500 receives type certification from Brazil’s civil aviation agency, Agência Nacional de Aviação Civil. The company expects to obtain FAA approval for its clean-sheet, fly-by-wire midsize business jet “in the upcoming weeks” and from EASA “thereafter.”

• Embraer plans to begin assembling its new midsize Legacy 450 and 500 business jets at its Melbourne, Fla. campus by 2016. The company will break ground soon on a major new plant expansion at its Melbourne facility and expects to add 600 more jobs when it is fully up and running. Embraer already assembles Phenom 100s and 300s at the Florida facility.

• Customers begin to take delivery of the new Phenom 100E, an upgraded version of the Phenom 100 entry-level jet announced late last year. The aircraft introduces multifunction spoilers and upgraded interior options.

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Flight Safety Foundation focusing on bizav’s needs

by James Wynbrandt Representatives of the Flight Safety Foundation (FSF), the independent international safety organization, are showcasing here at the NBAA Convention the latest initiatives focused on the business aviation community. These efforts include development of a security risk assessment tool, an update of the FSF’s Fitness for Duty standards and setting best practices for inexperienced operators in regions undergoing rapid growth in business aviation activity.

Peter Stein, chairman of the FSF’s Business Advisory Committee (BAC), one of the representatives at the FSF display (Booth 3793), said the strong connection between the FSF and business aviation is often overlooked. “In the past there was a misperception in the business

aviation community that the Flight Safety Foundation was airline-centric,” he said, noting that, “the majority of the membership represents business aviation interests.”

BAC provides advice and support on issues relevant or germane to the business aviation community in helping the FSF meet its safety mission.

The new security risk assessment tool, PRIFISE, developed by BAC member Thomas Anthony, falls squarely within that purview. Initially created for operators that fly in support of humanitarian missions, the tool is now being adapted to business aviation operators, where FSF believes it will have broad application.

Taking its name from its acronym, PRIFISE is a

FMS Trainer software preps Universal users

by Matt Thurber For pilots who are transitioning into a turboprop or jet equipped with a Universal Avionics flight management system (FMS), the company has for many years offered FMS training at its headquarters in Tucson, Ariz., or at customer facilities. One of the problems with training, however, is replicating the FMS in the classroom, in a way that is realistic but doesn’t rely on taking an expensive real FMS off the shelf and wearing it out in frequent button-pushing

sessions during training.

To solve this problem, Universal (Booth 273) developed the FMS Trainer software, a Windows-based program that basically replicates the FMS and its operation. The software allows the user to set up a flight, then use the FMS to flight plan and manage the flight. Another benefit of the FMS Trainer is that customer support personnel can use the software to replicate and solve customer FMS problems, even to the extent of plugging in specifics

Universal’s flight management systems require training, and a new Windows-based program eases the transition for pilots.

seven-element outline analogous in July. “These [conflicts] have to a flight risk assessment tool direct impacts that business avithat covers all components of an ation could feel,” said Stein, who aviation security plan: the plan, in his day job is director of flight roles, intelligence, fences-gates- operations for a Fortune 100 barriers, identification of friend manufacturing company. “They or foe, search/screen and emer- fly the same routes as major carriers, especially on gency response. The E u ro p e - M i d d l e elements are derived East routes.” Ultifrom the ICAO mately, PRI­FISE will Standards and Recbe available in “an ommended Pracelectronic iPad-type tices in Annex 17 tool,” he added. and are adaptable Stein noted to a basic security that the USC Aviplan of any size or ation Safety and complexity, from a Security Program single aircraft misis currently desion to the civil aviaveloping an autotion security plan of mated checklist/ a country or state.

Peter Stein risk as­sess­ment The ultimate goal of PRIFISE is to provide a tool for tool based on these same elpilots to operate in aviation envi- ements for the World Food ronments where little or no out- Program and the Flight Safety side infrastructure or aviation Foundation. This automated checklist/risk assessment tool security support is provided.

This initiative has taken on contains two additional funcgreater urgency amid concerns tions: a reference/guidance liregarding flights over regional brary that indexes to the inconflicts in the wake of the dividual PRIFISE elements; downing of MH 17 over Ukraine and a security Pirep section that allows for the reporting about the customer’s FMS. and viewing of individual seTo further the realism, Uni- curity hazards that are orgaversal has developed an emula- nized by location. tor app that allows an iPad to be Duty Fitness used as the FMS control display unit so all the button pushing is Fitness for Duty is another done on the touchscreen. The key initiative, addressed in app doesn’t run the FMS Trainer response to operators’ “ongoby itself but must be connected ing desire for updated guidto a computer running the FMS ance on how to address flight Trainer software. and duty time for business aviThe actual FMS training ation,” Stein said. The topic at Universal, which is free for has become more critical with new FMS installations, involves the growing range of business a full day of academic study jets. “If I’m flying a [Boeing] before students begin using the 777, I can build a big, luxuriFMS Trainer. Class size is usu- ous crew rest suite and carry a ally two to eight pilots. “When double crew,” said Stein, “but we do training, we start with the you have other challenges in basics,” said technical instruc- business aircraft, just in the tor Paul Carlin, “then we do sheer [lack of] space.” flight planning.” Instructor The past April BAC revised demonstrations are followed by the FSF’s seminal Fitness for student practice.

Duty guidelines published in “We have all types of pilots,” 1997 by the organization’s Fahe said, “first-timers using FMS, tigue Countermeasures Task some who are experienced with Force, a time when there was litUniversal FMS and some who tle science on the subject. BAC never saw an FMS. Some come sought input from general aviannually for training. And ation operators and scientists, some are experienced but dis- with oversight from business cover functions that they never aviation leaders from around the thought about before.” globe. The revised guidelines inFuture improvements to the clude refined scientific explanaFMS training will include vid- tions of circadian rhythm, coneos that students will be able to tinuous hours awake and other watch on their own and quizzes duty time terminology; current to test their knowledge. This will sources of fatigue management be coupled with an FMS emula- background material; and tables tor that is a real training module of updated duty/rest guideinstead of just an FMS front- lines in a quick and easily readend, so they can learn on their able format. own. “This is further down the The NBAA Safety Commitroad,” Carlin said. o tee is also addressing Fitness

44 NBAA Convention News • October 22, 2014 • www.ainonline.com

for Duty, and BAC and FSF have pledged support for the committee’s work; several committee members also sit on the BAC, including Dr. Quay Snyder, regarded as one of the preeminent aeromedical physicians in the U.S. A Growing Need

BAC has also initiated discussions on how to address safety education and implement best practices in areas experiencing explosive growth in business aviation.

“I’ve been in business aviation 30 years, and we’ve grown up with the manufacturers, starting with flying King Airs and 20-series Learjets,” Stein said, contrasting that to the situation in emerging markets new to business aviation.

“You have operators that are jumping in at this very high level, operating longrange business jets, and they haven’t done the maturing process.” BAC is currently studying “how we can leverage the Foundation’s existing network, tools and resources and really try to lend a measure of support all around the world. That’s a big area of focus right now.”

Additionally, BAC is currently investigating lithium-ion batteries, due to concerns about their fire hazards. “We want more guidance on lithium-ion batteries,” Stein said.

The NBAA Convention provides an opportunity for interested parties to learn more about critical safety issues firsthand, get copies of FSF’s Aero Safety World monthly magazine and discuss topics of concern with the organization’s reps, including Stein and Susan Lausch, FSF director of business development and membership. “It’s about listening to our constituents,” said Stein, “and staying responsive and relevant.”

Next on BAC’s schedule is the International Air Safety Summit in Abu Dhabi November 11 to 13, which will include updates from the chairs of the Aircraft Tracking Task Force and the Task Force on Risks to Civil Aviation Arising in Conflict Zones, a report on the FSF Approach and Landing and Go Around Study and a session on unique operational challenges, including turboprop operations. o

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VNY-based firm adds G650s to fleet

Jet Edge International took delivery of its third Gulfstream G650. Many of its clients’ aircraft are based in Asia.

Jet Edge International, a charter and aircraft management company headquartered in Van Nuys, Calif., took delivery of its third new Gulfstream G650 in early October, bringing the company’s fleet to 43 aircraft. “We’re starting to do more in ultra-long-range charter,” said Jet Edge president and CEO Bill Papariella, “and half of our fleet is based overseas.” Other recent additions to the fleet include a GIV and GIV-SP, both based in southern California. The latest G650 is based in Opa-Locka, Fla., near Miami.

Jet Edge’s newest base opened in Nagoya, Japan, six months ago; this facility provides a convenient and efficient destination for trips to Tokyo. At Nagoya, the company has two G650s, one G550, one Global 6000 (another is still in completion and scheduled for delivery in mid-November and will be based in Nagoya) and a BBJ. Jet Edge is housed in a large hangar facility in Nagoya.

In Hong Kong, Jet Edge’s fleet includes 11 aircraft, ranging from G200s and a G450 to a Challenger 605. A new Global 5000 is due to arrive on December 31. “We’ve sold almost $500 million of aircraft [to management clients] last 12 months,”

he said. In Asia, Jet Edge partners with sales and marketing firm Asia Jet, but in the next few months the company plans to announce an additional partnership with an Asia-based charter/ management firm, according to Papariella. “This will be a significant partner that will help us lay the groundwork and has the resources to open the right doors in Asia.

Jets based in Asia don’t fly as much as their counterparts in the U.S. and Europe, Papariella said, but when they do fly, they log many more hours and fewer cycles because of the long ranges involved. “Ultra-long-range airplanes are extremely efficient,” he said. “The cycles per hour are phenomenal.” In the U.S. these airplanes are averaging 2.9 hours per cycle, while in Asia the average jumps to 4.9 hours per cycle.

“We don’t get as many flights, but what you do get is quality. Most Chinese clients want new ultralong-range aircraft,” he said, “and they’re willing to pay for it.”

Jet Edge is exhibiting here in Orlando at Booth 4223, along with sister company Western Jet Aviation, an independent Gulfstream maintenance provider. o

Satcom Direct chalk talk takes its show on the road

by Charles Alcock Satcom Direct (Booth 980) is seeking to boost knowledge of satellite communications and connectivity technology with a series of training programs aimed at aircraft operators. The Satellite Beach, Fla.-based company is arranging classes and seminars in Farnborough, UK; Geneva; Hong Kong; and Dubai with a view to boosting technological awareness in growing international markets. In 2015, it intends to introduce classes aimed more specifically at customers in the Americas.

The courses include an overview of industry trends, an introduction to the Inmarsat and Iridium satellite networks, hardware configurations and

troubleshooting techniques.

Classes, running from one to three days, can be held at customer locations on request.

They are led by trainers certified by the International Air Transport Association, and participants receive a certificate on completion.

“These courses enable participants to speedily troubleshoot complex satcom configurations with ease by providing theoretical and practical modules,” said Satcom Direct’s head of training Sanaa Saadani. “Certification is important in aviation and our courses come with fully certified practices.”

The classes cover all networks used for aviation communications. The Foundation

David McIntosh

by Matt Thurber

Duncan introduces plan to shorten downtimes

by Jeff Burger Aircraft service provider Duncan Aviation (Booth 208) has introduced what it calls the OnTarget Turntime program. The goal: “getting customers back in the air faster” and ensuring accurate completion times for maintenance and repair work.

The first project completed under the program was a C-check inspection and due items along with EASy II provisioning for a Dassault Falcon 2000EX. Duncan finished the job in the promised 21 days, a full week faster than its usual time for this inspection.

To meet the deadline, Falcon course focuses on troubleshooting and satcom schematics. The Inmarsat aviation course provides training on legacy and next-generation Inmarsat systems. The IP and Voice course concentrates on introducing maintenance and operational professionals to troubleshooting Internet protocol networks. Likely class participants would include pilots, maintenance technicians, schedulers and dispatchers, as well as sales people.

“Training is so important to Satcom Direct that we consider it a core value, along with innovation and support,” said president David Greenhill. “When you add new tools to your aircraft, you have to be able to make them work.

We provide more than products and services, we provide solutions–like training–so that you get maximum value and usefulness from your technology.” o

46 NBAA Convention News • October 22, 2014 • www.ainonline.com

crew leader R.J. Riedel and his teams at Duncan’s Battle Creek, Mich. facility planned for parts and equipment to be available when needed and shifted staff schedules to allow the work to continue nearly 24 hours a day.

Duncan says its 21-day inspection is available to operators of the Falcon 2000EX and 900EX series. Additional work–including avionics installations and Falcon wing tank modifications–can be performed simultaneously without increasing turnaround time.

In other Duncan Aviation news: • The company recently published the fall 2014 iPad edition of its Duncan Debrief. The issue, which is available at no charge on Apple’s Newsstand, covers training, information about a Falcon 2000EX C-check, a reference poster showing upcoming avionics mandates and more.

• Duncan, which opened a 45,000-sq-ft paint shop in

Lincoln, Neb., two years ago, announced that it has now painted 250 aircraft there. The facility, which can house multiple airplanes simultaneously, has painted Gulfstream 550s, Falcon 7Xs and other long-range business jets. Duncan has 250 employees on its paint teams in Lincoln and in Battle Creek, where it has completed thousands of paint jobs over the last few decades.

• The company has published the third edition of its “Business Jet Model/Market Summary,” which includes data about light, midsize and long-range jets based on information supplied

by Vref Publishing’s Aircraft Value Reference, Conklin & de Decker Associates and aircraft manufacturers. The summary provides an easy way to evaluate parameters for a variety of business aircraft manufactured in the past decade and it is sorted by seats-full range. One-line descriptions of a dozen attributes are provided, and these range from price and cost to cabin volume, payload with full fuel, NBAA IFR seats full range and so forth.

The summary is available from Duncan Aviation’s website or by contacting one of its sales resource specialists. o

Meridian names west coast director Meridian, a private aviation company headquartered at Teterboro (N.J.) Airport, has named Greg Johnson as director of business development. His responsibilities will include expanding the company’s West Coast aircraft-management business and overseeing development of an FBO to be built at Hayward Executive Airport in the San Francisco Bay Area.

Johnson, who has spent 15 years in business aviation, began his career in the field with Apex Aviation in Napa, Calif. He moved in 2005 to ACM Aviation, which later became part of San Jose, Calif.-based TWC Aviation. His responsibilities over the years have included managing charter and sales staff, negotiating leases and aircraft management contracts, managing business lines and their budgets, acquiring an FBO and developing strategic plans for clients.

Meridian CEO Ken Forester said that Johnson “will play a critical role in establishing and building” the West Coast presence of the company, which owns and operates businesses that provide air charter, aircraft n management and maintenance and an executive terminal/FBO.

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Recognizing that large-cabin business jets and rotorcraft “continue to drive the market for new [aircraft] deliveries,” Dallas Airmotive has strategized its brick-and-mortar facilities and service-representative deployment accordingly.

Dallas Airmotive is refocusing to be smarter, leaner and faster

by Curt Epstein During the NBAA show, turbine-engine-overhaul and repair specialist Dallas Airmotive, a BBA Aviation subsidiary, is rebuilding a PT6A engine live at the BBA Aviation booth (228).

The company is also overhauling its corporate structure to maximize the benefits of its recently opened full-service PT6A service center. The new shop is established in a renovated and enlarged 10,000-sq-ft hangar at Dallas Love Field. At a party there last month, Dallas Airmotive celebrated its 50th anniversary, as well as its halfcentury involvement with the legendary Pratt & Whitney Canada turbine powerplant.

Dallas Airmotive president Doug Meador acknowledged growing pains, but said he expects the facility will soon be able to process between 25 and

30 engines a month. “It’s really something special,” he said, adding that no other authorized service center can match Dallas Airmotive for organization and exclusive focus on the PT6 series.

Meador told AIN the new shop was designed with efficiency in mind and can handle anything that needs to be done on the engine. “What we’ve created with this facility is an authorized ‘grey’ shop. It will have the flexibility, the speed and the customer focus that a typical non-authorized PT6 facility might have, but with the legacy and heritage of Pratt & Whitney Canada as well as the Dallas Airmotive name.”

At a second location on Dallas/Fort Worth International Airport (DFW), the company has just broken ground on two major construction

Dallas Airmotive’s service expertise with Pratt & Whitney Canada’s iconic PT6-series turbines dates back to the company’s origins half a century ago.

projects. The first is a 30,000-sqft engine-test complex, including three turboshaft and three turbofan test cells. “Our new test cells will have the capacity to handle ‘most all of our current authorizations, plus the capacity to accommodate the engines and authorizations in our future growth strategy,” said Meador. “Large-cabin business aircraft and helicopters continue to drive the growth in new [aircraft] deliveries and we plan to be there when those customers need us.” According to the company, DFW was selected due to its location, traffic, and space available for future expansion.

Dallas Airmotive is also currently building a 200,000-sq-ft “rotorcraft center of excellence,” adjacent to the engine-test facility. After the company’s recent authorization to service the Pratt & Whitney Canada PW200 and PW210 engines, it decided to move its RollsRoyce 250 and 300 engine programs from Neosho, Mo., to improve price competitiveness and reduce turnaround times.

The new facility is slated to open the first half of next year, and will initially occupy only half the available floor space.

“As we looked at the economies of scale, it made more sense to go ahead and build a building larger than we needed to facilitate future expansion plans and growth,” explained Meador. The company believes the facility will prove popular with rotorcraft

50 NBAA Convention News • October 22, 2014 • www.ainonline.com

operators, allowing them to come to “one location dedicated to their type of business, their engine models and their aircraft.”

Abu Dhabi Facility

Dallas Airmotive plans to extend that business strategy to the Middle East, where it is scheduled to open a similar 40,000-sq-ft service center by the end of this year. Work at the Abu Dhabi location will initially focus on the PW200 and 210, along with the PT6C-67 series on the AgustaWestland AW139 and Airbus Helicopters EC175, as well as the PT6T Twin-Pac engine as found on Agusta and Bell 212 and 412 helicopters.

“We will use that as a base to serve the region, much as we do with our Singapore facility in Southeast Asia,” noted Meador.

“We will eventually grow that facility as customer demand grows for different engine types and services.”

Once the new facilities are on line, the company will have the capability to service approximately 70 percent of the rotorcraft engines in the market, powering some 20,000 helicopters.

According to Meador, the changes have taken its sales

force from a product-oriented mindset, where a specific enginetype salesperson would travel the country chasing down users of that particular engine, to one where marketing reps will have a small territory in which they are able to make more frequent contact with customers.

“We’ve utilized this same model internationally for many years with a lot of success, so we’ve elected to go with that model, which we felt would bring us much closer to where the customer is making the decision,” Meador said, adding that the company also took steps to decentralize its formerly centralized Dallas field-service organization into five U.S. regions, allowing for a quicker and more efficient response to customers.

In line with that concept, Dallas Airmotive is the first of the four Honeywell-authorized channel partners to adopt the On Wing combustion replacement process for the HTF7000 engine, which reduces maintenance time by 20 percent. “We are really looking at ways that we can serve the customer more efficiently,” said Meador. “They want to be back in the air as fast as they can, and for [as little cost] as possible.” o

Airbus Taps Joël Frugier to Manage Corporate Jet Centre Joël Frugier has been named general manager of the Airbus Corporate Jet Centre (ACJC) in Toulouse, France. The facility, which employs about 270 people, specializes in servicing and maintaining ACJs, including those in the A320, A330 and A340 series. It has delivered 27 VIP cabins for ACJ319s and ACJ320s to customers in Asia, Europe and the Middle East.

The 42-year-old Frugier, who will report to ACJC president Benoit Defforge, joined the operation in 2009 as head of improvement and information systems. In 2011, he was named head of the Programmes Department and began leading VIP cabin completion projects.

Before coming to Airbus, he earned an engineering diploma from Ecole Centrale in Nantes, France, and spent 13 years as a business conn sultant for the aerospace, automotive and metal industries.

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New Artex ELT 1000 available

The Learjet 70/75 replace the 40XR and 45XR in Bombardier’s lineup. The aircraft are currently certified in the U.S., Canada and Europe. The upgraded models feature improved comfort and styling as well as a global vision suite in the front office.

Learjets 70 and 75 win EASA certification

by Ian Sheppard The European Aviation Safety Agency (EASA) certified the Learjet 70 and 75 in September and deliveries on the continent began on September 26.

Deliveries in North America began last December after FAA and Transport Canada certifications were awarded in late 2013.

“Since their entry-into-service last December, our Learjet 70 and Learjet 75 aircraft have received strong interest from our customers,” said Eric Martel, president of Bombardier Business Aircraft. “The

performance and efficiency of both aircraft, combined with their completely new interior, clearly position them as leaders within the light category.”

Upgrades Galore

Based on the Learjet 40 and 45 models, the 70 and 75 enjoy an engine thrust increase with improved Honeywell engines, a new Garmin G5000 avionics system and new canted winglets (a design developed for the indevelopment Global 7000 and 8000 aircraft). “Overall, both

Navtech’s iCharts EFB deserves a close-up look

by Matt Thurber Navtech is a firm that many business aviation pilots might not be familiar with, but the company’s growing product line fits the needs of many types of operations, and not just the airlines that have been the company’s principal customer.

Currently, Navtech’s customer base includes more than 400 airlines and aviation service companies, which use its paper and electronic charts, navigation data, flight-planning services, performance software and crewplanning solutions.

In May, Navtech (Booth 1964) added Apple iOS electronic flight bag capability with the release of its iCharts EFB solution, which provides aeronautical en route and airport charts on the iPad tablet,

replacing paper charts. In June, it released the Windows version of iCharts.

The company’s flight-planning software uses a browser-based user interface and facilitates optimization of routes to minimize fuel consumption. Dynamic route construction functionality, according to Navtech, allows operators “to reduce operating costs, increase productivity and maximize safety.”

Hit or Miss?

Obstacle performance is an important consideration for pilots flying out of hot-andhigh airports at maximum weights, and Navtech’s performance solution includes an obstacle database, Notam watch and engine-failure

aircraft provide up to a 9-percent improvement in field performance under hot-and-high conditions and up to a 4-percent improvement in fuel efficiency,” said the Canadian manufacturer.

The new models also have interiors that feature improved comfort and styling, while the front-end features the Bombardier Global Vision flight deck, based on the fully integrated Garmin G5000 digital avionics.

Support for the aircraft in Europe includes a Bombardier office at TAG Farnborough Airport, a parts distribution hub in Frankfurt, Germany, and a service center in Amsterdam. For pilot training Bombardier has reconfigured a level-D full-flight simulator at its training center in Dallas, Texas. o procedure. The performance software is available for EFBs as well.

Navtech’s research-and-development department is working on further capabilities for the iOS tablet performance solution, too, but these will likely depend on aircraft manufacturers making available performance data in a format that can be adapted to modern devices.

The crew-planning system is used by more than 40,000 airline personnel, according to Navtech, “to build pairings [and] bid for and create schedules.”

Finally, the company maintains its own navigation database, which serves a variety of airplane and helicopter operators. The database, available in multiple formats, is fully compliant with the 28-day AIRAC update schedule and meets EUROCAE ED76/RTCA DO200A requirements.

Navtech is headquartered in Waterloo, Ontario (Canada), and has offices in London and Ahmedabad. o

52 NBAA Convention News • October 22, 2014 • www.ainonline.com

The new Artex ELT 1000 emergency locator transmitter from ACR Electronics, Fort Lauderdale, Fla., has received Cospas-Sarsat and FAA approvals and is now for sale. The ELT 1000 is designed with multiple installation configurations to reduce overall installation cost and is “competitively priced.”

Information on the new ELT and the other ACR Electronics offerings is available at the ACR/ Artex booth (4035).

The ELT 1000 is designed with modern electronics that maximize frequency stability and power and a stainless steel mounting strap that helps make sure the ELT remains attached during an accident. It operates on both 406 MHz and 121.5 MHz and includes a built-in GPS receiver, which provides precise location information that can be transmitted to emergency personnel via the Cospas-Sarsat networks.

Designed for multiple installation configurations, the new ELT 1000 is a quick, easy and affordable retrofit for obsolete 121.5 MHz ELTs, according to ACR.

Other ELT 1000 features include a single antenna for 406 MHz and 121.5 MHz transmission; cockpit self-test feature; hermetically sealed G-switch; and encoded digital aircraft ID and owner contact details. It is important for aircraft owners and operators to register their new 406 MHz ELTs right after installation so that the correct information is transmitted to rescuers in case of an accident that activates the ELT.

ELT 1000 works at 121.5 and 406 MHz.

“This new ELT is the first from Artex in many years,” said Gerald Angeli, ACR Electronics president and general manager.

“We feel that it offers excellent value along with the highest quality workmanship.”

In addition to manufacturing ELTs, battery packs and accessories, ACR also offers emergency position indicating radio beacons, personal locater beacons, SAR transponders, strobe lights life jacket lights, search lights and safety accessories. –H.W.

go home with a super model Toys and Models Corp. (Booth 952) is giving away a custom aircraft model of the winner’s choice, a $300 value, each day of the NBAA Convention.

Toys and Models was established in 1982 by Jan Halvorsen, a professional model maker and collectibles designer. From the early days, the company’s focus was to design and produce high-quality aviation models that deliver more than what the customer expects while also offering affordable products.

The company’s master craftsmen work from three-dimensional drawings to handcraft each model from fine Philippine mahogany or modern composite materials, with a dedicated focus on precision and attention to detail. Several stages of fine sanding between primer coats produce a smooth finish ready for final painting, then artists, using ultra-fine brushes and decals, paint the nose art and add stripes and markings. A final coat of clear polyurethane provides a long-lasting layer for protection and a brilliant finish.

With more than 700 aircraft and marine designs in stock, Toys and Models specialists can also replicate any aircraft, boat or spacecraft.

Most in-stock aircraft designs sell for less than or just over $200. New models added to the lineup include an Airbus A330-300 in Delta Air Lines livery, a King Air C90GTx (1/32 scale), and some neat-looking rockets such as the Gemini Titan, Mercury Atlas, Mercury Redstone and even a Saturn 1B ($139.95). The more complicated ship models are priced somewhat higher, with the famous World War II Liberty Ship selling for $1,399.95 (1/192 scale). For those who prefer a “boat” that surfs beneath the waves, a 1/350 scale Los Angeles-class submarine model is just $239.96.

Headquartered in Mahwah, N.J., Toys and Models serves the aerospace industry, dealer storefronts, online sales outlets and mass merchants in the U.S. and internationally, combining classic, highly skilled model making with the latest technology and materials. –H.W.

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Jet-Care adds PT6 to engine-analysis portfolio

by Charles Alcock Engine condition trend monitoring specialist Jet-Care is making its gas path analysis (GPA) available to operators of Pratt & Whitney Canada’s PT6 turboprop engines. The process detects deterioration and faults in the engine core by analyzing key flight data parameters, including fuel flow, shaft speeds and gas temperatures.

In tandem with the GPA service, Jet-Care also offers an array of laboratory services; analyzing oil, chips, filter debris, fuel and hydraulic fluids. These help to provide a fuller picture of an engine’s condition (see below).

Jet-Care (Booth 3816) already offers GPA trending for the P&WC PW100 turboprop and 300, 500 series and JT15D turbofans. Also included in its GPA portfolio are Honeywell’s TFE731, ALF502, LF507 and HTF7000 engines, as well as the Williams FJ44, Rolls-Royce BR710 and GE CFE738.

“Each trend program is designed and built for a particular engine and airframe type by our in-house thermodynamicists, rather than using one system for all engine types,” explained Jet-Care sales and marketing manager Josh Wagner. “This enables us to provide a very precise trending analysis service specific to the PT6 family of engines.”

Apart from identifying potential safety risks, the main benefit of GPA to operators is the chance to identify issues

early enough to reduce the resulting maintenance costs. “It could be a question of a $300 fix or a $100,000 fix instead of a $1.5 million problem,” explained Wagner. It also helps by identifying issues prior to being grounded.

“The main purpose of GPA is to identify signs of core engine distress,” he said. “This can involve identifying issues such as shroud damage, [blade] tip rubbing or even airframe issues such as bleed-air leaks.”

In order to conduct meaningful and accurate assessments of engine condition trends, JetCare first converts the GPA data to reflect standard day operating conditions and then compares the results to a mathematical model.

The company standardizes the baseline for environmental conditions to sea level, zero airspeed and 15 deg C (also known as standard day ISA conditions). Trend plots are analyzed to assess any change in the engine’s condition, and abnormal deterioration will result in an alert for the operator.

The core engine parameters measured for the GPA process include speeds (N1, N2, and so forth), fuel flow and operating temperatures. This information can be collected through electronic data capture, when available, but Jet-Care also prefers to capture data manually collected by the pilot. Increasingly, flight crews are using iPads to record and upload the data, and JetCare’s iECHO GPA application

Jet-Care has added a trend program for PT6-series turboprops. The analysis package includes (clockwise, from top left) iPad recording of data via Jet-Care’s iECHO; debris analysis imagery; webECHO for laptop platforms and fuel analysis.

is a useful tool for this task. By having both sets of data (electronically and manually captured) the Jet-Care team can look out for anomalies that affect one data set and not the other. This comparison is a powerful analytical tool.

In addition to identifying engine health trends that are important to maintenance planning, GPA also reveals engine usage trends. This can be particularly helpful to fleet operators eager to identify, for instance, why some of their aircraft are being operated more efficiently than others.

In some instances, Jet-Care has helped engine manufacturers with product development work. For instance, one OEM changed a gas path component that affected performance and

wanted Jet-Care analysis to demonstrate to the airframer that the change had maintained or even improved overall performance.

Specialist Testing

Jet-Care’s analysis of oil, debris, filters, fuel and hydraulic fluids is offered to address three main issues: the mechanical condition of the equipment, the condition of fluids and any contamination that might undermine performance. The tests can reveal failures in the oil-wetted system such as bearings, gears, towershaft, “mis-assembly” or other oil-wetted components.

In the case of the fluids, the laboratory teams are looking for factors that could indicate oxidation and acidity in the oil or contamination issues such incorrect oil mixes, the presence

Caravan specialist shows STCs for an engine upgrade, and more Aircraft Structures International Corp.

(ASIC) of Enid, Okla., serves operators of the single-engine turboprop Cessna Caravan exclusively. The company, which specializes in Caravan modifications and upgrades, maintains a stock of wings and flight controls for immediate exchange and possesses jigs that make it possible to rebuild an entire aircraft.

Mickey Stowers, ASIC’s president, said the company is developing numerous supplemental type certificates (STCs) to enhance the already impressive characteristics of the Caravan. This year, ASIC is featuring at the NBAA convention its Pratt & Whitney Canada PT6A-140 engine conversion for the Caravan, along with four other STCs. Other STCs that ASIC is showing at its

NBAA exhibit (Booth 1764) include wing jack pads, LED cargo pod lights, standby flap system limit switches and lower door panels with pockets for pilot and copilot equipment stowage. The ASIC PT6A-140 engine conversion STC is in progress and ASIC is accepting deposits for the 867-shp Caravan upgrade program.

Services offered at ASIC’s FAAapproved repair station include structural repairs and rebuilding and control surface and wing rebuilding, repair or exchange; Caravan and PT6A-114/-114A part sales, worldwide damaged aircraft retrieval, Caravan main landing gear removal, inspection and re-installation, nose gear overhaul and composites repairs.

– H.W.

54 NBAA Convention News • October 22, 2014 • www.ainonline.com

Among the Cessna Caravan enhancements on display from ASIC is this lower door panel, which includes storage pockets for pilot and copilot sides.

of hydraulic fluid and/or fuel in the oil and unacceptable levels of particulates present in the hydraulic system. Jet-Care also analyzes fuel for the presence of moisture in tanks and potentially harmful microbes. “There are about 250 types of microbe that can live in the fuel, but only a dozen of these cause issues,” Wagner told AIN. “Some types of microbe eat away at the liner of a fuel tank and that can result in very expensive repair work.”

According to Wagner, what sets Jet-Care apart on the market for engine condition trend monitoring is that its testing and data analysis is so comprehensive. It also maintains a high rate of reinvestment in its capabilities, striving to identify new types of analysis to support operators and buying the equipment and investing in the training necessary to deliver these services. For instance, last year it introduced new tests to assess the cleanliness of hydraulic fluids, having spent two-and-a-half years devising ways to extract and categorize particles to assess their origins and advise operators on what follow-up may be required.

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. The company is set to roll out its new webECHO online portal at this year’s NBAA show. The site allows customers to register aircraft and engines and other monitored equipment, view test results and see trend data. Its website also hosts an online discussion forum for operators. o

Falcon owners: Fly the trans-Atlantic fast lane. FANS-1/A.

A Pro Line 21™ retrofit from Rockwell Collins is your clearance to preferred routes across the North Atlantic. Now in line for a FANS-1/A supplemental type certificate, Pro Line 21 will launch your Falcon 50, 50EX, 2000 or 2000EX to a new flight level, expanding airspace capabilities while saving time and fuel. Add SBAS/EGNOS GPS to meet the ADS-B mandate, with FMS updates for RNP/PBN requirements and the latest LPV/APV approaches. Contact your authorized Rockwell Collins dealer to learn more.

Visit us during NBAA, booth 3099. rockwellcollins.com/falconretrofit © 2014 Rockwell Collins. All rights reserved.

NextGen®, SBAS LPV, FANS-1/A cross-oceanic routing Saves flight costs; increases aircraft market value Retains current autopilot, sensors and radios

Dassault Little Rock expands for Falcon 8X and 5X support

by Mark Huber

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French airframer Dassault’s largest facility is not in France but can be found in Little Rock, Ark. While the maker of the Falcon line of business jets is based in France, it employs 1,800 in Little Rock and on September 2 broke ground on a $60 million, 250,000-sq-ft expansion in anticipation of completing the new 8X trijets and 5X twinjets there.

The groundbreaking ceremony was attended by Arkansas governor Mike Beebe, vice chairman of the Little Rock Airport Commission Jesse Mason and Little Rock mayor Mark Stodola, as well as Dassault Aviation chairman and CEO Eric Trappier, COO Loïk Segalen and Dassault Falcon Jet president and CEO John Rosanvallon.

“Dassault has been completing Falcons in Little Rock for more than 40 years,” said Rosanvallon. “Over that time span it has built up a wealth of completion know-how and experience that is unrivaled in the industry and is so critical to the quality and reputation of Falcon aircraft.”

The new construction is scheduled for completion in 2016, timed to coincide with the first arrivals of the new jets, and will bring Dassault’s total space under roof at the Little Rock airport facility to 1.25 million sq ft. The expansion is co-located with the existing facility on the airport’s north side. Dassault is not prepared to say how many jobs the expansion will create, but it likely will be significant. “We know we will be hiring as a result of the expansion, but we don’t have a figure yet,” company spokesman Andrew Ponzoni said.

The expansion follows a $20 million, 116,000-sq-ft upgrade in 2008 that added four new paint bays, along with new production, design and warehouse space, to accommodate the long-range Falcon 7X trijet. More than 200 Falcon 7Xs have been delivered to date. In July, the company announced a strong surge in orders for all of its business jet models compared to 2013.

Dassault (Booth 2651) does both new

aircraft completions and refurbishments of its legacy airplanes, the latter through its Dassault Aircraft Services MRO subsidiary also located at Little Rock. The new construction includes refurbishment of existing space such as the cabinet, upholstery and headliner shops and the hangars.

The Little Rock expansion does not include incorporating design and engineering assets there. Those functions will remain at St-Cloud, France and Teterboro, N.J. However, there are engineering teams in Little Rock dedicated to the completion process that includes technical design, compliance and certification.

3-D Type Design

The Little Rock facility is Dassault’s largest both in footprint covered and number of people employed, according to Ponzoni. The FAA approved Dassault’s use of 3-D data during the completion process, he explained, making the company the first to obtain approval for 3-D type design and completions activities. This not only helped the company improve overall quality but also helps customers visualize the completed aircraft before the physical work gets under way.

Dassault began operating in Little Rock in 1975, when it purchased Little Rock Airmotive, a 61,500-sq-ft hangar and office facility, and integrated it into its global production line. In the early 1970s, FedEx founder Fred Smith had used Little Rock Airmotive to convert a fleet of Falcon 20s to cargo aircraft. When Falcon Jet acquired the facility, its workforce was already familiar with the Falcon product line. Dassault said the large local talent pool of artisans skilled in cabinetry, carpentry, leather goods, upholstery and a range of other related activities also made Little Rock an attractive location for its completion activities.

Worldwide, Dassault Aviation employs more than 11,000. More than 2,250 Falcon aircraft have been delivered since 1963. o

Not only have we seen the Beechjet’s future, but on September 16th, we actually flew it.

With the first flight of our G5000™ glass flight deck installation on the Beechjet 400A/Hawker 400XP series aircraft, Garmin has reached a major milestone towards STC certification of this full-suite update package (now expected in Q4 of 2015). Enhanced by the ultra-smooth GFC 700 series1 digital autopilot with satellite-based LPV approach capability, the G5000 upgrade features selectable multi-pane display views, touchscreen interface, geo-referenced electronic charts, Doppler weather radar, video input, TAWS-B terrain awareness2, RVSM-capable air data, and options for worldwide datalink weather, SVT™ 3-D synthetic vision, and much more. Plus, a replacement weight savings of up to 150 pounds can yield enough useful load to carry an extra passenger with the same fuel load.

To learn more, see us at NBAA Booth #5046. Or visit our website: Garmin.com/aviation

©2014 Garmin Ltd. or its subsidiaries 1 Fully integrated with G5000 installation; features underspeed protection 2TAWS-A terrain system is optionally available.

G5000 UPGRADE

Smart windows enhance cabin lighting

by Charles Alcock

“Smart” windows from Vision Systems use suspended particle device (SPD) technology to dim progressively. The Venetian blind effect can be actuated by passengers’ personal electronic devices, and also contributes to quieting cabin interiors.

Vision Systems (Booth 1551) is showcasing its expanded range of electronically dimmable windows here at NBAA 2014. The French company’s Nuance Multizone range of windows

promises improved comfort for passengers because it allows the dimming of light to be adjusted for each window.

Using suspended particle device (SPD) technology,

windows can be dimmed progressively in less than five seconds to reduce light, glare and heat. The windows can be dimmed gradually from either the top or the bottom, with various zones being adjusted without separation marks appearing in the window. The effect is something like that achieved with a Venetian blind, and the dimming process is controlled from a button next to the window or via a control panel or personal electronic device.

Vision Systems is also displaying its Visi VIP cabin entertainment suite.

The SPD technology helps to keep cabins cool by maintaining the darkest possible shading on the ground. It also blocks 99.9 percent of UV light, protecting aircraft interiors from fading.

The equipment, which also contributes to reducing cabin noise, has no moving parts and so requires less maintenance than traditional window blinds.

The dimmable windows are available in different colors and with different shades ranging from clear to ultra-dark. One option for passengers wanting complete privacy is to have an opaque white finish on cabin windows and partitions.

Vision Systems also has developed the Energia range of dimmable windows, which generate energy from the sun through transparent photovoltaic cells integrated in the glazing. The energy collected is stored in batteries that power the window dimming system.

Also on the company’s NBAA exhibit this week is its new Visi VIP in-flight entertainment system. It can be configured with multiple screens, motorized displays up to 65 inches in size and HDMI screens. The system can also be accessed via passengers’ personal electronics devices. o

58 NBAA Convention News • October 22, 2014 • www.ainonline.com

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ForeFlight adds dashboard for fleet operators

by Matt Thurber For flight operations with multiple-aircraft fleets and pilots that use iPad electronic flight bags (EFBs), app developer ForeFlight (Booth 4645) has integrated its ForeFlight Mobile iPad app with Comply365’s MyMobile365 dashboard.

Comply365 specializes in enterprise optimization, and the dashboard helps fleet operators manage iPad deployment for groups of users.

With the Comply365 Connector installed, pilots can quickly sign on using the Comply365 MyMobile365 dashboard and receive authentication to use ForeFlight Mobile on their iPads, without having to go through any other setup steps.

ForeFlight and Comply365 also collaborated on a system to help operators gain FAA authorization for own-ship display for airport ground operations. The solution involves using ForeFlight’s Taxi Data Recorder function to collect GPS taxi data from multiple pilots in a flight operation. The app uploads this data to the cloud then it is exported back to the MyMobile365 dashboard. According to ForeFlight, “The Taxi Data Recorder dashboard makes it easy to start workflows andAINNBAA14 support analysis1 for airport9:42 copy.pdf 10/3/14

moving map own-ship approvals.”

“With the Comply365 Connector for ForeFlight Mobile, pilots have onetouch access to ForeFlight Mobile,” said Tyson Weihs, co-founder and CEO of ForeFlight. “With the new Comply365 dashboard for Taxi Data Recorder, operators have a powerful solution that simplifies the data collection and analysis work required to support own-ship authorization.”

of the Navlog/Route Editor, and then the Profile option.

With a departure and destination set into the editor, the Profile View shows the vertical cross-section of the route, with displays showing height of highest terrain, vertical clearance from that highest point and obstacles on that route and first strike, which is the distance to the impact point of that point or obstacle from departure. Touching the altitude selected in the New Functions profile mode allows the This year ForeFlight user to change that altidevelopers have been tude, and this is also busy adding a number changed in the Edit view. of useful new functions A subsequent imto the company’s iPad provement in version app, including Track 6.2.1 allows pilots to Log flight recording, change the parameters weight-and-balance, ForeFlight has added useful new features for the hazard altitude profile views and more. to its iPad electronic flight bag (EFB). and route width, a useThe profile view ful feature for helicopfunction came with ForeFlight Mobile ter operators. Highest point, clearance 6.0 and provides a new way to view Fore- and first-strike figures are highlighted in Flight’s Hazard Advisor information. a panel on the right side.

Profile View is available with the opening The Pack ­feature was added in v­ ersion PM

60 NBAA Convention News • October 22, 2014 • www.ainonline.com

6.1 and looks at a planned route to determine whether all the necessary charts and data are downloaded. A simple push of the Pack button downloads any needed charts, data, Notams, fuel prices and predeparture weather information, and all of this can be accessed in flight.

Flight Tracking

Version 6.3 added the Track Log and weight-and-balance features. Track Log allows pilots to record a flight when GPS information is available, either the built-in GPS receiver in the iPad equipped with cellular capability or with a suitable external GPS. Track Log is switched on using a record button on the maps page, and logs can be viewed afterward in ForeFlight or shared via email or social media or imported into the CloudAhoy flight-tracking system. The weight-and-balance solution includes more than 100 aircraft already set up with profiles, and it’s easy to add custom profiles.

Although ForeFlight has been optimized for the latest version of iOS 8, the company does recommend turning off automatic app updating. “When enabled, this feature can create a situation where the apps you rely upon to fly safely update automatically before you have a chance to review and ground test the changes prior to flight,” the company explained. o

Rolls-Royce rewarded for support initiatives

by Charles Alcock Friedrich, Rolls-Royce’s sales and marketing vice president of civil small and medium engines. “We have significantly reduced missed trips and have reduced AOG [aircraft-on-ground] turn-times. The business jet market has a higher level of expectation in this regard.”

Rolls-Royce (Booth 4253) believes that its CorporateCare support contracts are a key to its strong track record, due to the program’s emphasis on engine health monitoring and what Friedrich called “fixing problems before they are problems.”

As well as avoiding AOG situations and missed trips, the company says that having engines covered by CorporateCare

MARK PHELPS

The strong investment RollsRoyce has made in customer service was vindicated by the results of this year’s AIN Product Support Survey, which placed the engine maker in joint number-one position. Last year the engine maker established a new operational service desk in Dahlewitz, Germany, and implemented a series of reforms aimed at making its product service delivery team more responsive. It has also expanded its part distribution network with a new facility at Los Angeles International Airport and in recent months has expanded its support network around the world.

“Our service delivery is now the best in the industry,” said Stephen

Trine Aerospace Rolls Back the Calendar for Lear 20-Series For Learjet 20-series operators, Dec. 31, 2015, has been looking like a dark day. That’s the last day aircraft with takeoff weight of less than 75,000 pounds will be allowed to operate in the contiguous U.S. if they do not meet Stage 3 noise standards. But Trine Aerospace (Booth 4492) has a solution that does not involve selling offshore or parting out airplanes.

Based in Colorado Springs, Colo., Trine has developed a Stage 3 hushkit for Learjet 20-series models, starting with the 24/25 series, but expected to be available for all 300 or so 20-series aircraft currently in the fleet. The kit costs about $75,000 and takes three days to install. It is expected to be approved early next year.

The best part about the Trine hushkit, said company chairman Roy Clennan, is that it does not require removing the aircraft’s thrust reversers. The hardware changes involve only the cowlings and exhaust nozzles.

“About two thirds of these aircraft have been outfitted with reversers,” said Clennan, “and we wanted to design a solution that allows owners to keep them. Competing kits require owners to remove their thrust reversers.”

Trine operates its own Learjet 24D, strong motivation to come up with a solution to the FAA Reform and Modernization Act requirement. Clennan said, “It is impossible to replace what this jet will do for the money, and current owners are not interested in simply scrapping their aircraft or selling them out of country. We saw an opportunity to offer our engineering and manufacturing experience to keep the aircraft flying, and we are able to manage the certification in-house. It just makes sense.”

Earlier this year, Trine received its FAA Part 145 repair station certificate. The company also offers engineering, manufacturing and modifications on general aviation, commercial and special-missions air–M.P. craft. Trine also specializes in avionics installation and repair.

enhances asset value and liquidity, mitigates maintenance cost risk and protects against unscheduled events. “Aircraft buyers have recognized the value of the program, and aircraft that are covered by it sell at least twice as quickly as others,” said Friedrich.

There are now more than 1,600 customers covered by CorporateCare and more than 70 percent of new aircraft with Rolls-Royce engines are enrolled in the fixed-cost-perflight-hour program.

Another aspect to RollsRoyce’s efforts to strengthen its commitment to product support has been the expansion of its network of authorized service centers. At the start of 2012, there were nine such facilities but by the end of 2014, the manufacturer expects this number to increase to 84. Much of this growth has occurred in Asia, the Middle East, South America and the U.S. Service Centers Grow

At the EBACE show last May, Rolls-Royce signed an agreement authorizing ExecuJet Aviation’s service centers in China, Malaysia, South Africa, Nigeria and Australia to perform line maintenance, removals and installations for BR710 engines. Two years earlier, the companies had agreed that ExecuJet’s Dubai facility would provide the same services for the BR710, as well as for the AE3007A turbofan.

Also in May, Rolls-Royce approved Bombardier’s service centers in Amsterdam and Singapore to maintain BR710 engines installed on the airframer’s Global Express, Global XRS, 5000 and 6000 twinjets.

Back in 2012, Bombardier’s facilities in Dallas, Tucson, Hartford and Fort Lauderdale received the same approval.

Under the leadership of customer service senior vice president Andy Robinson, RollsRoyce is reviewing where it needs to locate training personnel to ensure that it has the right skills to implement its support strategy. The company benefits from having numerous long-serving employees, such as western U.S. regional sales executive Adrian Cooper who this week is marking 35 years with the company.

In addition to the Global family, BR710 engines also power Gulfstream’s GV and G550.

Rolls-Royce’s BR725 turbofan is on the larger G650, and the Tay 611 is in service with the GIV, G350 and G450. The group’s AE3007 engine powers the Cessna Citation X (including the new Mach 0.935 X+ model) and Embraer’s Legacy 600 and 650. o

news clips z CMC PilotView Goes on Show Esterline CMC Electronics is showing off its PilotView crew information system for the first time at NBAA 2014. Working in conjunction with the PilotView aircraft information server, the crew information system provides integrated cockpit connectivity, complete with a tablet interface. The system is compatible with the PilotView electronic flight bag.

The latter is standard on a range of aircraft, such as the ATR42 and ATR72; Dassault Falcon 900, 2000 and 7X; Embraer Legacy 600/650 and E-170/190; and Bombardier CRJ700/900/1000.

More than 30 STCs are in place for retrofits applicable to aircraft ranging in size from the Challenger 600 to the Boeing 747.

Also on show here on CMC’s display (Booth 2213) is a cost-effective LCD display system available as a retrofit to replace older CRT screens. Offering significant readability and reliability, the new CMA-6800 screen matches older CRTs in form, fit and function with reduced weight and power requirements. It interfaces with existing EFIS controllers and select panels and the original symbol generators.

z Luma Adds New King Air Solutions Lighting specialist Luma Technologies (Booth 1562) has introduced two new products aimed at the Beechcraft King Air family. Having developed its Lumatech series of LED-based caution/warning annunciator panels to meet the needs of larger King Air variants (200, 300, 350 and 1900D), Luma has introduced a 45-station variant for the King Air C90. As with all the Lumatech series, the King Air panel is designed as an easyto-install drop-in replacement for older incandescent units.

In conjunction with the Lumatech series, the company has also developed LED-based glareshield floodlights. The lights are available with three- or five-light bar assemblies that can “daisy-chain” using simple connectors and plug into existing power and control connections. The lights offer dimming and full-bright emergency capabilities. The new glareshield cockpit lighting system will undergo testing next month, with the aim of adding it to the STC in mid-December. The system has already been selected as standard on Nextant’s G90XT (remanufactured King Air C90), along with the caution/warning annunciator panel.

While Luma is seeing continued healthy sales with its King Air Lumatech product line, the company is also developing systems for other aircraft, including Cessna’s Citation 525/CJ family and 208 Caravan and older Falcons and Gulfstreams.

Lumatech annunciators are already in the two Beechjet/ Hawker 400 update offerings, Beechcraft’s 400XPR and the Nextant 400XTi. Luma is thus well-placed to answer the expected requirements from the U.S. Air Force to upgrade its Beechjet-based T-1A Jayhawk trainer fleet.

z RocketRoute and APG Form Partnership RocketRoute (Booth 3680) and Aircraft Performance Group (APG, Booth 3093) have agreed to offer APG’s runway performance data as part of the RocketRoute flight-planning system, which has been used to process more than a million flights since it was introduced in 2010. APG has been providing takeoff/landing and engine-out performance data since 1999.

By adding APG data to the RocketRoute system, detailed runway analysis can be accessed directly on the flightdeck, which is especially useful when operating to and from short fields and those at high altitudes. APG’s data also provides tailored engine-out procedures and allows in-flight appraisal of potential diversion airfields. RocketRoute is based in Guilford, England, while APG is located in Castle Rock, Colo.

z Western Jet and MJets Join Forces Van Nuys, Calif.-based MRO provider Western Jet Aviation (Booth 4223) has partnered with MJets, a Southeast Asia business aviation service provider, to establish a new FAA Part 145 maintenance facility at the latter’s FBO at Don Muang International Airport in Bangkok, Thailand. The MJets operation is currently a Cessna-appointed service facility and also services Gulfstream aircraft from the G200 through the G650.

www.ainonline.com • October 22, 2014 • NBAA Convention News 61

Hartzell helps power up resurging turboprop scene

by Nigel Moll The General Aviation Manufacturers Association’s 2013 new-airplane shipment statistics show that new airplanes last year required a tad shy of 2,000 propellers. That might be a mere shadow of the 20,762 props for 17,580 aircraft required in the peak production year, 1978, but it’s an improvement on the 1,300 propellers shipped on new airplanes in 1987, the year Jim Brown and his family bought Hartzell (Booth 1817) from TRW. The turboprop is enjoying something of a resurgence in general aviation, as well as at the regional airlines, as operators gain a keener appreciation of its economies and value; and of course there is the market for the active GA fleet, piston and turboprop, which still wears out or dings propellers that need to be overhauled or replaced. Half of Hartzell’s business today comes from aircraft OEMs, modifiers and homebuilts; the other half comes from aftermarket parts and service. Seventy percent of revenue is derived from the U.S. Jim’s son Joe Brown, group president of Hartzell and 2014 vice chairman of GAMA, said his company commands 80 percent of the market for the horsepower band it serves (80 hp to 2,200 shp, with anywhere from two to six composite or aluminum blades and steel or aluminum hubs), shipping

3,700 props annually, half of them for export, and about 60 percent of the total market for aircraft propellers, which spans the Dowty and Hamilton Standard props on the biggest commuters and military transports, all the way down to light sport aircraft.

A Phi Beta Kappa graduate of Middlebury College, Joe Brown joined Hartzell in 1990 and has been involved primarily in manufacturing, quality, inventory control, information technology, purchasing and accounting. As he conducts a tour of company headquarters in Piqua, Ohio, he reveals his passion for lean manufacturing and waste reduction, self-directed work teams, cellular manufacturing, and the technologies of enterprise resource planning and CadCam design tools.

Human Touch

Even with all the automation now installed, there are still 300 employees in Piqua, half of them in manufacturing; 40 in engineering; 30 in sales, marketing and support; 30 in parts and service; 15 in quality control and 35 in other functions, including five tech reps who provide 24/7 support, and five tech writers.

Ninety percent of parts orders are shipped the same day from Piqua. The company has a factory service center in Piqua and 20 authorized service centers in 11 countries.

Hartzell group president Joe Brown represents the second generation of management since his Naval aviator father, Jim, bought the company from TRW in 1987. He is holding a high-tech composite blade that propels not only a TBM850/900 but also the rising fortunes of all turboprop builders.

Assembly and inspection of a finished three-blade propeller.

Hartzell produced the first certified composite propeller blade in 1978, but Joe Brown recalls that it was regional airlines that drove the shift toward composite props, beginning in the late 1980s. Composite props are considered more durable operationally because they are more damage tolerant. “A metal blade is a tuning fork that can be affected by nicks, more so than a composite blade, and overall the cost of operating a

composite-blade prop is lower,” he noted, adding that equivalent composite blades are 35 percent lighter than metal ones.

“The fifth blade on the fiveblade prop that comes with the new TBM900 was free in terms of weight versus the metal fourblade prop it replaces.”

Brown sees composite as a better choice for every conventional propeller application, but for outright performance (such as the Red Bull racing spectacle,

Timken now refocusing on turbine engine parts

by Harry Weisberger At its booth here at NBAA, Timken is highlighting its parts manufacturer approval (PMA) and bearing repair services. In September the company announced the year-end closure of its turbine engine overhaul and repair business. No more orders for turbine O&R are being accepted, said Larry Shiembob, director of Timken Aerospace Aftermarket operations in Mesa, Ariz. He added that Timken (Booth 3028) expects to clear its overhaul and repair backlog by the end of October.

“We’ve been talking to a number of people interested in acquiring the assets. That’s everything in the overhaul and repair inventory, including tooling and the engine test cells we put into operation in 2010,” noted Shiembob.

The 34 employees in the engine overhaul and repair operation comprise a unique skillset, he said, “So companies have been coming to do on-site interviews with our O&R associates.

We’re confident that most will

62 NBAA Convention News • October 22, 2014 • www.ainonline.com

find work elsewhere. All will receive severance and outplacement assistance.”

O&R has contributed about one third of the total aerospace aftermarket operation’s business. The Timken Aerospace Aftermarket operation plans to offset the revenue no longer coming from turbine engine O&R by moving its focus onto the reintroduction of PT6 reduction gears, expansion of the Timken turbine blade business and continued strong demand for bearing overhaul services at the Timken facility in Los Alamitos, Calif.

Shiembob said the reintroduction of PT6 reduction gears, which have now passed their first inspection period of 500 hours, “is so far looking good. We have sold about 40 sets of gears to date.

We’re also still progressing on certification of a new turbine blade for the PT6A-60 series,” anticipated by mid-2015. He added, “Our turbine blade demand for the PT6A-27/28 series has literally doubled this year.” It was

which Hartzell supports) “go with metal. Metal is less costly, and for blades you can’t make them thinner than in metal.”

Hartzell has 19 certified applications for its composite props, among them the TBMs and the Avanti, and it says there are blades with more than 50,000 hours logged still flying on commuters. Certification testing has included 75 bird impacts and 20 lightning strikes in the lab. o also a record year for Timken sales of Bell medium helicopter replacement parts, from main rotor grips to strap fittings and various gears and shafts.

He said the corporate rationale for terminating the turbine O&R business was “…recognition that the market has changed significantly since we got into that business ten years ago. Its profitability has not been what we were expecting. That market was getting crowded, and it became harder to differentiate ourself and our product offering.

“We excel where the market appreciates our engineering and technical know-how. After the sharp 2008 economic downturn, I don’t think the general aviation market has recovered yet.

We see less demand now, due to decreased activity and flight hours. Businesses are flying a heck of a lot less. Some may have even decided it’s not worth keeping an airplane anymore.”

He added that Timken is in the process of reorganizing its entire aerospace business, noting that aerospace is considered a strong strategic fit within the Timken organization. “It plays to our high level of technology in markets where our expertise is essential.” o

Piper’s PA-46 M-Class, including the piston Mirage (left), and turboprop Meridian (right) have received certification from the Civil Aviation Administration of China.

BARRY AMBROSE

Aviation Clean Air developing cabin air ionization system

Piper M-Class singles certified by the CAAC

by Chad Trautvetter The Civil Aviation Administration of China (CAAC) issued type certification approval for Piper Aircraft’s M-Class single-engine airplanes, which include the Meridian turboprop, pressurized Mirage piston and unpressurized Matrix piston.

“CAAC’s approval is excellent news for Piper and prospective customers in China,” said Piper president and CEO Simon Caldecott. “There is certainly a large potential market for personal and training aircraft in the world’s most populous country.”

Piper Aircraft’s sales representatives in China for the M-Class are Piper Summit Aircraft China for the Meridian;

Zhuhai Hanxing General Aviation for the Matrix; and Hebei Yuan’ao Aircraft Manufacturing for the Mirage.

The M-Class singles are best sellers for Piper. Through the end of the second quarter, Piper delivered 35 airplanes in this category, including 15 Mirages, six Matrixes and 14 Meridians. Here at the NBAA static display, Piper is showing two M-Class singles–the Meridian and Mirage–as well as the piston-twin Seneca V. “We decided to focus our presence at NBAA at Orlando Exec this year because that’s where committed buyers go to examine available aircraft,” Caldecott said. “The number of Piper airplanes

being flown by Part 91 operators has increased as business flight departments are making decisions to move to more economical Pipers from aircraft that are more expensive to acquire and operate.”

The 500-shp Pratt & Whitney Canada PT6A-42A-powered Meridian is priced at $2.2 million and flies 1,000 nm, with a 260-ktas cruise speed. The piston-powered Mirage, equipped with a 350-hp Lycoming TIO-540-AE2A, flies at 213 ktas and has a range of 1,343 nm. Price is $1.1 million. The $1 million Seneca V is powered by two Continental TSIO-360-RBs. All three airplanes are equipped with Garmin G1000 integrated avionics suites. o

Aviation Clean Air of Lancaster, N.Y., has teamed with Aero Seating Technologies (Booth 1678) during NBAA 2014 to introduce its air-and-surface purification system. The system, designed for both business and commercial aviation use, helps to keep interior surfaces clean of airborne microbes, as well.

Tom Davis, president of Triax Partners, a founding member of Aviation Clean Air, said, “We think it is the only proactive system available today that will immediately kill pathogens where they live throughout the air-conditioned spaces of aircraft cabins and improve the interior air quality.” The system, based on proven cold-plasma ionization, is like those currently used in residential, commercial and health care/medical facilities.

The Aviation Clean Air bi-polar ion generator is currently installed on a BBJ, a Gulfstream 550 and a Falcon 2000 as it undergoes certification for both fixedand rotor-wing aircraft.

“Cost for installation will vary with each aircraft, depending on how many packs must be installed,” Davis told AIN. –A.L.

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www.ainonline.com • October 22, 2014 • NBAA Convention News 63

Test flying ‘Fusionized’ Pro Line touchscreens

by Robert P. Mark If you’re not yet an iPad user, you might as well get used to touchscreen technology because that’s clearly where the industry is headed, and with good reason. Rockwell Collins’s Pro Line Fusion Touch upgrade is a case in point. Touchscreens reduce not only pilot workload, but also pilot head-down time, an especially important item in single-pilot operations. Fusion’s synthetic vision also improves situational awareness.

What the iPad did to organize cockpit paperwork and charts, Pro Line Fusion Touch will bring to the instrument panel when the company’s latest STCs for the King Air line are approved. One STC will upgrade Pro Line 21 systems; the other, older Pro Line II avionics. In a Pro Line 21 upgrade, even the King Air’s ugly 42-lamp crew alerting system (CAS) is integrated into the multifunction display, as is a new audio panel. The first STC to “Fusionize” the Pro Line 21 King Air panel is expected before year-end, while the STC to update Pro Line II systems is expected next summer. Upgrade work will be handled initially by Landmark Aviation’s Winston-Salem MRO facility.

Rockwell Collins is no stranger to the latest technology, having certified Pro Line Fusion (not touchscreen) in 2012 for the Global 5000/6000 series as well as for the Gulfstream G280 (branded as PlaneView). AIN recently evaluated Pro Line Fusion Touch on a brief flight in Rockwell Collins’s King Air 250 from Chicago Rockford International Airport. Here is our report: To say a Pro Line Fusion upgrade cleans up the King Air cockpit is a bit of an understatement. The graphical color maps appearing on those huge flat screens include high-resolution terrain, weather overlays, obstacles and geo-political boundaries. The Fusion FMS also adds LPV approach capability. A new center-pedestal keyboard for those who really like the tactile feel of the buttons assists with flight plans or quick moves between screen options, although it might be more useful in some turbulent conditions.

The large displays incorporate Rockwell Collins’s patented

dome-on-airport synthetic vision system to better orient the pilot from the top-of-descent. Fusion also incorporates target runway highlighting and a final approach path outline that includes roadsign-like reminders of distance to touchdown. An L-3 standby attitude/airspeed/altimeter, which runs for 60 minutes on its own battery, also rides prominently just below the top of the glareshield after the upgrade. One item that remains however, is the original Rockwell Collins autopilot.

Computer-based Training

If there is a drawback to Fusion, it’s really the same weakness pilots would identify

Pilots with experience in the Pro Line II system, such as the author, will need more time to acclimate to the Pro Line Fusion system, compared with pilots who are familiar with older flight decks. Experience with iPads helps with touchscreen familiarity.

in any modern computer–an almost overwhelming amount of visual information, not to mention dozens of possible screen-configuration options.

To help with the transition, especially for pilots unfamiliar with touchscreens, Rockwell Collins is creating a modular, selfpaced computer-based training (CBT) program that includes self-guided practice tools.

Because pilots who fly the new Pro Line Fusion system arrive with varying levels of avionics and computer experience, Rockwell Collins believes choosing the appropriate module as the starting point shouldn’t be too difficult. Designers said a pilot transitioning from a Pro Line 21 system will find the differences to be only slight, while operators of older Pro Line II aircraft may need a bit more time to feel comfortable. Training can include an instructor-led

MARIANO ROSALES

cause to celebrate Based in Newport News, Virginia, the International Communications Group was founded in 1994. In its 20 years, the company has specialized in providing airborne telecommunications solutions for business, military, air transport and aftermarket aircraft operators. CEO Scott Trainum (center), prepares to cut the birthday cake with Tim Rayl, v-p sales and marketing (left), and Brad Smith, executive v-p.

64 NBAA Convention News • October 22, 2014 • www.ainonline.com

course for fleet operators or those who prefer a more personal touch. My previous experience was with Pro Line II in a Hawker and, of course, touchscreens on the iPad. Flight Test

Departing Rockford (RFD) for the test flight with Rockwell Collins instructor Scott Simpson in the right seat, it’s important to note that I had no previous training on the Fusion system other than a quick tour just before engine start. But just lining up on the runway before bringing up the power, I could see a wealth of useful information ready to lead me toward our first point, the Polo (PLL) VOR west of RFD where we planned to stay out of the way of Chicago arrival traffic and to give me an opportunity to see more of the Fusion system and of course, touch some screens. Because Illinois is so flat, it was impossible to evaluate the synthetic vision although it did clearly point out a radio tower beneath us as we climbed to 5,500 feet.

I still recall my early days in the Pro Line II Hawker trying to figure out how to make the airplane enter a hold with the autopilot engaged. Avionics training in those days was extremely limited, which meant a tremendous amount of head-down time while I was also trying to fly the airplane. On the Fusion MFD, I simply touched the PLL VOR symbol and a menu appeared offering holding as an option. I chose “direct” and engaged the autopilot. Entry was flawless and the entire thought process about the hold probably consumed five seconds of my attention. I even threw the system what I thought were a few curve

balls by adding a new destination airport and once headed out of the hold, suddenly changing my mind and asking Fusion to take me back. The system handled the changes easily.

We also shot a couple of practice LPV approaches to Runway 25 back at RFD, one with automation, the other hand-flown. I simply touched the Runway 23 final approach feather on the MFD and it opened a menu of options, one of which was the Rnav GPS approach, either via vectors or complete. I chose the vectored version as RFD approach put me on a left downwind.

With the accuracy of the aircraft on the screen to our real position, it was clear early on that we had a wind from the right–even without the wind vector–blowing us back toward the final approach. The controller eventually turned us another 15 degrees right to compensate.

Passing abeam RFD, I glanced at the representation of the airport on the primary flight display, which appeared as a white dome; it started out transparent and became denser as we neared, for easy reference. Once we were cleared, the automated approach was a piece of cake, except, of course, I was not yet sure of precisely what each new symbol represented.

Ground training on Pro Line Fusion Touch before the first flight should be considered a must. The graphical roadsigns on the PFD final made distance to touchdown as clear as the automated altitudes did for our height above the ground: “100, 50, 40, 30, 20, 10.” I pulled the power levers to idle and landed.

Wow. Fusion Touch is impressive, very impressive indeed. o

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Analysis of preowned inventory reveals an even tighter market

by Bryan Comstock jet that is North America-based with 2,000 hours or less on its airframe, well, then you have only 175 aircraft to consider, a lot less than the 3,200 total at the beginning of this exercise. Now suppose your budget is capped at $10 million for an aircraft that meets these parameters?

Now you’re down to just 55 aircraft.

These are realistic constraints that buyers often impose upon themselves, sometimes for good reason and other times, no one knows why. But it illustrates how a pool of more than 3,000 aircraft can be whittled down pretty quickly for buyers with discriminating taste. And there is no shortage of that brand of customers.

GV, 604 Gain Ground

So, some markets have added to the their supply from last year and others have contracted. Consider the Gulfstream G550, which at NBAA show time last year presented buyers with just 11 choices. Since that time, G550 availability has nearly tripled. Yet of the 32 for sale a few weeks before the show opened, 11 are based in North America, nine are in Europe, nine in Asia and three

Dassault Falcon 2000

Cessna Citation X in South A ­ merica. Again, if you implement the buy-close-to-home game plan, choices remain extremely tight.

But the G550’s predecessor model, the GV–which looked left for dead until the second half of the year–has kicked in. One sale in early January was all we saw until June, when buyers began to realize how compelling a buy the GVs are. That’s when activity picked up again. Between June and August seven aircraft changed hands in rapid succession, and prebuy facilities report that they are brimming with several more, as of this writing. In my view, the GV has been the most undervalued, best bang for the business-jet buck in the long-range category this year, perhaps replacing the Challenger 604, which has executed a similar about-face over the last year or two.

Speaking of the 604, there were about 50 for sale last year. That sounds like a high number, and it was, but not as high as the nearly 70 for sale when inventory peaked in 2012. What a difference a couple of years makes. With cyclonic force, buyers swept in and gobbled up the inventory, resulting in 40 transactions in the last year and also leaving only 22 for sale at present, 10 of which are based in North America. Europe claims nine and the remaining three are in Asia.

The trend is firmly in place with the current number having reached a multiyear low. With Challenger 604 sales prices ranging from a low of $4.5 million and topping out at around $10.75 million (according to research firm AircraftPost), that jet has been a great value play for buyers. Despite the market shrinkage, the 604 still has plenty of room to run and likely will continue selling strongly during these final three months of the year. The 22 for sale today represent 6 percent of the more than 360 in operation. While that is well below the nearly 20 percent available for sale at the inventory peak, it wouldn’t take too much to move the needle into the 5- or even 4-percent range, by year end, especially if the 604 continues to average the 3.5 sales per month as it has during the last six months.

Super-mids Slow

Bombardier Challenger 604

66 NBAA Convention News • October 22, 2014 • www.ainonline.com

The Challenger 300 reached that 4-percent supply level slightly more than a year ago when 19 were available for sale. News

TWO-YEAR INVENTORY FOR PRE-OWNED AIRCRAFT 3,000 NUMBER OF AIRCRAFT

The business jet market has been on the mend for quite some time, but only recently has the improvement shown clear signs of acceleration. According to recent statistics, it was about one year ago that the inventory of used business jets began to shrink at a faster rate than during previous years. Since last year’s NBAA Convention, the industry has experienced a 10-percent drop in used aircraft inventory, or nearly 300 fewer aircraft. As we enter the last quarter of the year, often the most robust for aircraft sales, this number should drop further as the momentum the market now has seems to be building even higher.

And the actual inventory might represent an even tighter market for buyers.

Once they start to impose their individual shopping parameters, the available choices naturally winnow down, narrowing from the roughly 3,200 for sale today worldwide. For instance, a buyer who will consider only aircraft from North America has about 1,500 to select from–less than half the total inventory.

Filtering the market further to aircraft of 2000 or newer vintage drops the choice further, to about 450 in round numbers. If you want a 2000 or newer

Sept. 2012 (2,570)

2,500

Sept. 2013 (2,569)

Sept. 2014 (2,326)

2,000 Sources: Jetnet, LLC, AircraftPost, LLC

travels fast. Sellers become more emboldened and raised prices. And as typically happens, inventory built up again, nearly doubling to 36 in May. But sales are gathering momentum again, and the inventory recently dipped below 30, with about half of those based in the North America.

Speaking of super-midsize jets, during the last six months the Citation X has sold at a rate of 1.5 per month, which has not been enough to stem the tide of newcomers to the market. In fact, the Citation X inventory is sitting at a 12-month high of 37 for sale. It had been as low as 25, late last year. Asking prices start at less than $4 million and jump to nearly $13 million, for one of the last ones built.

The G200 mirrors the Citation X, hitting its 12-month low of 24 for sale early this year and now sitting near its 12-month high of 34. Asking prices begin at $5 million for an early model with 4,430 hours’ total time and move up to $13 million for a 2010 model with 1,000 hours.

The movers and shakers joining the Challenger 300 in this category of hot sellers right now are the Falcon 2000 and Citation Sovereign. The Falcon 2000 is down from an inventory of 27 for sale during last year’s NBAA show to 17 today. With inventory split about evenly between Europe and North America, combined with a two-per-month sales rate, buyers’ choices may seem slim.

Prices fall within a similar bandwidth as the Citation X mentioned above, from $5 million to $13 million.

The Sovereign’s inventory is trending in the same manner as the Falcon 2000, beginning the year at 27 and currently at a 12-month low of 16 available for sale. In terms of percentage of availability based

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Preowned inventory reveals tighter market uContinued from page 66

on respective fleet size, the Sovereign is the hottest model, with fewer than 5 percent of its fleet for sale, followed by the Challenger at 6.4, Falcon 2000 at 6.9, Citation X at 11.8 and the G200 at 13 percent.

European Activity

The percentage of all aircraft for sale in Europe continues to be greater than in North America, but only slightly.

The real dichotomy is the difference in percentage of 2000-and-newer aircraft between the two regions, which, while lower in both areas compared with a year ago, is still twice the size in Europe than it is across the Pond. The European level is 12.6 percent of the business jet fleet for sale and a relatively tight 6.5 percent for sale in North America.

The takeaway is twofold. First, the supply of late-model aircraft in North America continues to get tighter and perhaps because of that, acquisitions where buyers hire brokers to flush out a deal for them appear to be on the increase. Secondly, as the North American supply gets tighter, buyers might want to take a closer look at Europe’s relatively ample supply. Of course travel time and hassle, aircraft cost of movement, importing costs and so forth would have to be factored into the purchase price.

One aircraft that comes to mind when considering a purchase in Europe is the midsize Citation XLS. When I was researching the market recently for an acquisition client, I quickly noticed how few there were available, period, let alone how few were on home soil. Due to the dearth of North American-based aircraft, the supply was fully priced, so much so that I started to evaluate choices in Europe, where slightly more than half of the choices are.

Cessna Citation XLS

Cessna Citation Sovereign

Pricing definitely looked attractive, but before dusting off my passport to go take a look, the high U.S. pricing forced me to consider another alternative. I took a cursory look at the early XLS+, the successor model to the XLS, which until late summer had been quite inactive in the market.

With some decided benefits and attractive pricing, the client decided to roll up into the newer model.

It’s not surprising to see so many XLSs for sale in Europe as the region deals with economic headwinds. The XLS supply in Europe is 13 percent versus about 4 percent in North America. So, it’s easy to see why the same aircraft might have two different trading ranges between continents.

Finally, China

Cessna Citation CJ3

One can’t talk about regions of the world without bringing up China, which has been on the radar of manufacturers and used aircraft brokers. The fleet in China is still young and small, but it is growing.

Right now JetNet tracks about 250 aircraft that are “B” registered (Chinese registration), with two thirds of them having been delivered in the last five years. As China relates to the used market, it’s not an easy one to tap, with layers of minutiae to deal with before even getting close to getting a deal done. A few brokers trying to break the code have teamed up with Asian brokerage partners and are co-branding their services.

In the small-company and ownerflown segment, the Citation CJ3 stands out with only 5 percent for sale of more than 400 built. Only seven of those are in North America, which equates to a mere 2.3 percent of the North American population of these popular jets.

Prices are firm and should stay that way for now. Supporting that view is not only the small supply, but the fact that Cessna has scaled back production over the past five years. Just 73 were built during that span. That is fewer than were built in the single years of 2007 (88) and 2008 (77), just before the Great Recession reared its ugly head.

As the final and most active sales period of the year unfolds, choices should continue to diminish. Looking at the October-October period for the previous three years, worldwide inventory held fairly steady around the level of 2,600 business jets.

Following last year’s NBAA Convention buyers began to step up their activity, pushing inventory down by 300 aircraft, a level not seen since 2008. Based on recent conversations with industry counterparts and corroborated by numerous other indicators, the used jet market has heated up to levels not experienced in years. Valuations continue to be compelling for buyers, clearly adding to the frenzied buying pace, which could easily carry into next year. o

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D-Level structural repairs include landing gear, main gearbox, engine and component attachment points as well as fuselage/tailboom, vertical fin and horizontal stabilizer junction. Vector HS-NA is authorized by Airbus Helicopters to perform incident investigation and to develop and

issue repair designs for AS350/ AS355 and EC130 models not published in Airbus Helicopters technical documentation.

Vector HS-NA’s repair jigs are validated by Airbus Helicopters, and the company thus can provide primary structural repair to the most recent Airbus regulatory requirements and quality standards.

“Our ability to perform D-Level repair on Airbus Helicopters products allows us to provide fast, approved service for our customers without

sacrificing quality,” said Craig Pluim, director of sales, USA at Vector HS-NA. “We are pleased to offer this service to our current and future customers as an OEM certified D-level repair center in North America for the AS350/AS355 and EC130 platforms.”

Vector HS-NA is also an authorized repair and overhaul facility for Airbus Helicopters components, Turbomeca Arriel 1 and Arriel 2 engines, and an approved maintenance repair and overhaul center for

68 NBAA Convention News • October 22, 2014 • www.ainonline.com

Airbus Helicopters named Vector Aerospace as an authorized D-level repair center.

Rolls-Royce M250 engines, which makes the company an all-inclusive repair center for Airbus AS350/355 and EC130 models. Vector HS-NA’s technical specialists are trained and

certified by Airbus Helicopters.

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OIG’s audit statement criticizes ADS-B delays

by John Sheridan ADS-B is without question a promising solution to the many safety, capacity and other suboptimal characteristics of today’s air traffic management system. Moreover, most observers agree that ADS-B will be one of the essential keys to America’s NextGen air traffic control system and comparable programs worldwide. All that is a given.

Unfortunately, its introduction appears to be off to a rocky start.

ADS-B stands for automatic dependent surveillance-broadcast. It allows controllers to monitor aircraft that are broadcasting position, velocity and other information via a highly accurate onboard GPS. ADS-B comes in two versions, out and in. The out system is the broadcast that provides position information to controllers via a network of 634 ground stations in the U.S. The in system allows properly equipped aircraft to receive free weather and traffic information on displays in the cockpit.

A controversial hurdle ahead– for basically any aircraft that currently requires a transponder–is in the mandatory installation of ADS-B out equipment by Jan. 1, 2020. On the face of it, this should not be a problem, other than the cost of buying the actual units and having them installed in an FAA-approved manner. As Marion Blakey, president and CEO of the Aerospace Industries Association, said on September 25, “the infrastructure necessary to implement ADS-B is on time, on budget and on the job.” And backing up Blakey’s remarks on the following day, FAA deputy administrator Michael Whitaker told the NextGen Institute that “the ADS-B infrastructure has been completed, so we have done our part of the bargain.”

But that’s just the network of 634 ground stations.

With just slightly more than five years before the 2020 ADS-B out deadline, the FAA estimates that just 3 percent of the 18,000 major air carrier airplanes and 10 percent of 223,000 general aviation aircraft, including business aircraft, will be ADS-B outequipped by October 1 this year (the start of the FAA’s Fiscal Year 2015). Certainly, air carriers and corporate operators recognize that mandates are mandates and have presumably arranged to

comply with them.

Whitaker stressed “clearly and unequivocally” in September, that the “the 2020 mandate will not change.” FAA Administrator Michael Huerta has also said that the deadline is firm. So why are so many general aviation operators holding back?

Price Coming Down

Ironically, in his address to the NextGen Institute last month, Whitaker put his finger on one widely accepted reason, and this is the cost of installing ADS-B out. “We have seen the price of equipage come down. It seems like every time there’s an airshow at Oshkosh, the price has come down another thousand dollars.

Are Limited Due To a Lack of Advanced Capabilities and Delays in User Equipage” (see box).

In the conclusion of its audit report, the DOT-OIG stated, “Although FAA has made progress by completing the ground infrastructure, the agency has yet to determine what the program will cost, how long it will take to fully implement, or what capabilities and benefits the system will ultimately provide air traffic controllers and pilots.

Until FAA conducts comprehensive testing of ADS-B’s overall performance, determines how it will be used to support new capabilities for managing air traffic in complex and congested airspace, and establishes future baselines for the total program, the Agency may not be able to fully justify taxpayers’ and users’ investment in ADS-B.” The DOT-OIG requested that FAA respond within 30 days.

In a public response to the DOTOIG’s report Whitaker, announced

Leveraging satellite navigation and ever-advancing computer technology, NextGen and ADS-B have the potential to make air travel safer and more efficient than ever.

We’re seeing positive trends in that direction.”

But will aircraft owners and operators follow the trends and buy ADS-B equipment now, knowing the obsolescence rate of computer-related equipment, coupled with rapid technological advances? Will they willingly invest several thousand dollars today to buy and install avionics gear that is not required for another five years? Some might add that the prime beneficiary of their ADS-B out investments will be the air traffic control service, for which they are already required to carry ATC transponders.

The FAA and others would probably argue that operators would obtain valuable benefits from ADS-B out well before 2020. At least, they might have made that argument prior to September 11, when the Inspector General of the Department of Transportation published an audit report titled “ADS-B Benefits

on September 18 that the FAA would hold a daylong “Call to Action” summit on October 28 to engage the aviation industry in meeting the Jan. 1, 2020 deadline to equip aircraft for ADS-B. Industry Skeptics

“The FAA has met its commitment and built the foundation for ADS-B,” Whitaker said.

“It is time for all users of the national airspace, including avionics suppliers, aircraft integrators, operators and installers, to work together to ensure that all aircraft flying in controlled airspace are equipped with these NextGen avionics. The full benefits of increased safety and efficiency of the national airspace depend on 100 percent equipage.”

The reaction from the industry to the audit report was predictably skeptical.

“The Inspector General’s report highlights the profound problems associated with the 2020 mandate and the FAA’s

70 NBAA Convention News • October 22, 2014 • www.ainonline.com

modernization program, which has seen repeated delays and cost overruns over a period of years,” said Mark Baker, president of AOPA, in a statement from the association. He added, “Equipping for ADS-B simply allows pilots to continue flying in the same airspace they use today at an added cost of between $5,000 and $6,000 to install the required equipment. We need to look seriously at how the system can be made to deliver on its promises while considering issues like cost and portability.”

According to the statement, “While taxpayers already have spent $6.5 billion on ADS-B, the Inspector General valued the program’s current benefit at just $5.9 billion. And, the report suggests, the FAA’s lack of advanced technical capabilities may prevent the technology from ever producing sufficient benefits to justify the costs.”

NBAA president and CEO Ed Bohlen said, “The IG has raised reasonable questions about the ADS-B program that the FAA will need to address if we are going to make the transition to a modernized, Next Generation aviation system in a timely fashion.”

Paula Derks, president of the Aircraft Electronics Association told AIN, “While there are a few implementation challenges to address, the certified repair station industry has the capacity today to perform ADS-B installations at a rate necessary for more than 160,000 aircraft to equip and comply with the mandate by New Year’s Day 2020.

Demand from aircraft owners is expected to increase as the deadline nears, and AEA member repair stations indicate they will begin expanding their installation capacity in order to keep up with new demand.

“It should also be noted,” Derks continued, “that several avionics manufacturers recently introduced new ADS-B compliant solutions, and I would expect more manufacturers to offer additional products and solutions to the general aviation marketplace in 2015. Having said that, the pace with which aircraft owners are [upgrading] needs to increase dramatically, as any further deferment could force serious backlogs in 2016 and beyond.”

Derks added that the AEA looks forward to participating in this summit, calling it, “a step in the right direction.” o

Highlights of the ADS-B Audit Report The Inspector General of the Department of Transportation (DOT-OIG) issued audit report AV-2014-15, titled “ADS-B Benefits Are Limited Due To a Lack of Advanced Capabilities and Delays in User Equipage,” on September 11 this year. The brief introductory summary of the report commences with this simple statement: “FAA has deployed the ADS-B ground infrastructure, but controller and pilot use of ADS-B information throughout the NAS remains years away. Notably, FAA has yet to resolve significant hazards identified during operational testing or conduct more rigorous testing of the entire system to determine whether all ADS-B elements will perform as expected. As a result, FAA has not authorized the exclusive use of ADS-B information to manage air traffic across the NAS. Further, the agency’s system for monitoring the performance of the ADS-B signal remains under development.”

The DOT OIG then discusses these concerns in detail: • FAA has made progress deploying the ADS-B ground infrastructure, but has not sufficiently tested the entire system.

•F AA has not fully resolved problems identified in ADS-B operational testing. FAA has not sufficiently tested the entire ADS-B system.

•F AA has yet to fully develop its ADS-B monitoring system.

•F AA’s current lack of advanced capabilities and benefits have discouraged user investment in ADS-B. •A DS-B provides some useful services, but benefits likely will remain limited by the 2020 equipage mandate.

•F AA certification process for ADS-B avionics is lengthy and lacks sufficient oversight.

• Requirements

for ADS-B in’s advanced capabilities continue to evolve.

• FAA’s total costs to fully implement ADS-B exceed original estimates.

• FAA may be paying for ADS-B services that are not being used.

• Current cost estimates for ADS-B outweigh its benefits.

Concluding, the DOT-OIG stated, “ADS-B is expected to improve safety, capacity, and efficiency in the NAS.” The DOT-OIG requested that the FAA respond within 30 days.

–J.S.

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Acapella high-end audio sings in cabin mockups

by James Wynbrandt Alto Aviation, whose highend audio systems are standard equipment in many business

jets, is highlighting at the NBAA Convention in Orlando its recently TSO’d Acapella series

amplifiers, showcased in dramatic fashion along with Alto’s complete line of audio products in three full-scale cabin configurations at its exhibit (Booth 725).

The small-, midsize- and largecabin mockups give attendees a chance to experience the nVelop surround-sound technology of Alto’s amplifiers, loudspeakers, subwoofers and page/chime

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speakers in their individually tuned installations.

“With each platform customers can come on board and see the system in operation based on a cabin size,” said Kevin Scarlata, Alto’s vice president of engineering. “It’s a great simulation, a good spatial representation of the quality of the sound.” (Note, however, the

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72 NBAA Convention News • October 22, 2014 • www.ainonline.com

Alto Acapella series

company’s amplifiers and loudspeakers are engineered to provide the highest level of sound performance at 40,000 feet, so some compromise is involved in a ground-based demonstration.)

The Acapella series amplifiers represent “a breakthrough” lightweight model, according to Alto, supporting four or eight high-power speaker outputs, up to 10 headphone locations and single and multiple source inputs, as well as volume control, speaker on/off and PA override. The company sees the Acapella system as an ideal solution for small aircraft without an inflight entertainment (IFE) system installed.

OEMs and Aftermarket

Company president Don Hamilton said that Alto Aviation has an OEM launch customer, though he declined to identify the company. Alto also sees a strong demand in the aftermarket. “Think about how many Cessna- [Citation] or Lear-size aircraft with no audio [systems] are flying,” Hamilton said. Acapella also has the flexibility to interface with a previously installed IFE system without using third-party interfaces and minimal modification, making it ideal for retrofits.

As for pricing, Scarlata said Acapella is “very, very affordable,” noting that having four channels instead of the usual eight keeps costs down, as does the reduced size and complexity of the amplifier. As for installation, “You can upgrade the existing speakers with minimal changes to the interior,” he said.

The speakers are surface mount and require only a simple cutting of holes, and speaker enclosures match the size of popular but older speakers made by a competitor, simplifying retrofits.

Control panels are low-profile surface mount instead of inset, further simplifying the installation, which can be completed in one day, he added.

Acapella isn’t wireless, but the company is “working toward wireless,” Scarlata said. “We’re very aware of the desire for simple controls.” The systems that Alto supplies to Gulfstream, Honeywell and Rockwell Collins are wireless.

Hamilton and Scarlata were formerly employed by Bose and ultimately assigned to work on

uses the data to choose the optimum speakers and speaker locations for each installation, as well as to model electronic hardware digitally without having to build the components.

Traditionally, high-end audio components have been large, heavy and power hungry, but overcoming the acoustical challenges of an aircraft cabin requires small, lightweight speakers. In addition to their high sound quality, Alto claims the smallest and lightest speakers, subwoofers and audio amplifiers–all DO-160 tested–making them ideal for aviation applications.

The growing demand for highquality audio is helping fuel Alto’s growth. This year the company increased by 50 percent the space of its Jupiter, Fla. office, where its engineering, field-testing and product support work is performed, and by the end of this year will more than triple office space at its Leominster, Mass. headquarters.

“We really are expanding and working on a lot of new products,” said Scarlata. Here at the show Alto’s audio engineers are eager to meet current customers, as well as MROs and system integrators “so they can learn more about our products,” he said. o

King Aerospace wins VVIP paint contract King Aerospace Commercial Corp., a refurbishment and modification center for VVIP aircraft with facilities in Ardmore, Okla., and Dallas, has been awarded a paint contract for a green Boeing Business Jet. The assignment–a subcontract from Aeria Luxury Interiors of San Antonio, Texas–will involve four silver and blue pearl paints as well as multiple nose-to-tail geometric design elements.

MARIANO ROSALES

the cabin sound system the com- Boeing Business Jets, are equipped pany created for Gulfstream. with Alto audio systems, accordWhen Bose left the business in ing to the company.

2000, the pair proposed supCustom Fit plying a system of their own design, and Gulfstream “gave us Every Alto audio system is an opportunity,” Hamilton said. custom designed specifically for The pair designed an amplifier each cabin installation. “Through that became standard equipment installation support and tuning, in Gulfstreams. (When it left the we visit each aircraft and do extenaviation amplifier business, Bose sive acoustic measuring, then cusofficially endorsed Alto Aviation tom contouring,” said Hamilton. as the industry’s preferred audio “It takes us a day. In the end we’ll system supplier.) Late in the last evaluate every seat in the aircraft decade Alto began making com- and let the customer or customplete audio systems with speakers er’s representative audition the as well as amplifiers. installation.” Alto can also cusToday Alto’s audio entertain- tomize amplifiers to ensure proper ment systems are offered as stan- tonal balance and dynamic audio dard equipment on the Gulfstream reproduction.

650/650ER, G450/550 Elite Series Hamilton said that audio qualand G280, Dassault Falcon’s 7X, ity has become a much more inte900 and 2000, Embraer’s Lineage gral component of the onboard and Legacy series, Cessna’s Cita- experience, which he attributes to tion X+, Sovereign+ and other advances in high-definition video. models equipped with its Clairity “It’s helped push the audio side, CMS, and Sikorsky’s S-76 and S-92 and expectations are high” for helicopters. Alto also provides the cabin sound quality, he said. Alto amplifier and speakers for Honey- has developed proprietary softwell’s Ovation and Rockwell Col- ware that can acoustically map the lins’ Venue systems. Its systems, interior of an aircraft and create a all TSO’d, are also popular in the model in the computer’s database, refurbishment and completions allowing engineers to predict the markets. In total, more than 2,500 interaction between the audio sysaircraft, from King Air C90s to tem and the cabin interior. Alto 2014 ICD NBAA 5 Final _NBAA 2014 10/8/14 2:38 PM Page 1

King Aerospace (Booth 4250), which will perform the work for an undisclosed customer in a 200,000-sq-ft FAA-certified facility, recently completed refurbishment and maintenance on two other VVIP aircraft, one for a private owner and another for a head of state.

The company also specializes in VVIP aircraft cockpit avionics and cabin management and entertainment system upgrades and installations, maintenance and modifications. Some of the modifications designed

by King Aerospace’s engineering team include Jacuzzi tubs, self-leveling beds that stay level in flight and “classified” modifications that it can’t reveal. –J.B.

Jarid King

Icing Conditions Detector.

Safe Flight announces a breakthrough in ice detection technology. Safe Flight’s new Icing Conditions Detector provides a warning of hazardous conditions before ice has a chance to accumulate on the aircraft.

To learn more about our Icing Conditions Detector for your aircraft, visit us at NBAA Booth #1416.

www.ainonline.com • October 22, 2014 • NBAA Convention News 73

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Long known for its aviation parts supply business, Chesterfield, Mo.-based Avmats is enhancing its jet support division’s MRO services, underscored by FAA approval in April of a composites shop created to support the company’s expanded focus on custom repair solutions. “The biggest thing we’ve concentrated on is doing one-off repairs and one-off parts with respectable prices,” said Matt Crimm, manager of structural sales at the company’s facilities at Spirit of St. Louis Airport (KSUS). “Everybody else wants to send [parts to be repaired] to the manufacturer and wait six months.”

The shop is under the direction of Corpair Composites v-p Bill Kener, at the company’s Corpair FAA- and EASA-certified repair station in O’Fallon, Mo. The composites facility has dedicated clean rooms, hot bonders and a 25- by 8- by 8-foot curing oven accurate to within one degree. “Anything from fairings to flight controls can fit in there,” said Kener.

The shop can also fabricate composite wing overlays, speed brakes, interior panels and custom ducts, while a new CNC machine the division added this year further boosts its parts-making capabilities for Beechjet, Bombardier, Cessna, Dassault Falcon, Gulfstream, Hawker and Sabreliner aircraft.

Among these types, Hawkers are a growing area of attention as the company has been reskinning the leading edge of wings of older models. “At some point, the way these leading edges were made, the skins do corrode,” Crimm said. “Service Bulletins are out. It’s just a matter of time.” For Beechjet 400 operators, whose aircraft are prone to develop wrinkles in the door skin, Avmats is providing alternate solutions to factory replacement door skins. Crimm said the Avmats solution is available at half the OEM’s price.

Bombardier’s Challenger 600 series is another type on which Avmats claims significant experience, such as in repairs

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Well known for its prowess with composites, Avmats also performs expert repairs on “old school” aluminum components.

74 NBAA Convention News • October 22, 2014 • www.ainonline.com

to aft wing-to-fuselage fairings.

“We can repair almost catastrophic damage,” Crimm said.

The company’s on-site engineering staff ensures all necessary skills are in-house and keeps projects and budgets on track, Crimm noted. He expressed eagerness to hear from prospective customers with challenging needs. “As long as I can get the tech data and approval to do a repair, I’m going to quote it,” said Crimm.

Corpair Composites’ solutions aren’t limited to aircraft parts. The medevac industry uses a carbon-fiber sled with “low damage tolerance” that costs $25,000 to replace. “We developed a repair that exceeds [manufacturer’s] limitations, for around $5,000,” Kener said.

In another project showcasing Avmats’ craftsmanship and creativity, company personnel are restoring an original non-flying mockup of a McDonnell Douglas AV-8 Harrier the company owns to “as new” condition, for eventual donation to a museum.

In total, Avmats facilities

The rat-a-tat of rivet guns is replaced by the sounds of shears snipping and resin brushes swishing in Avmats fully equipped composite fabrication and repair shop.

occupy more than 10 acres at four locations, with 46,000 sq ft of hangar space and shops, 100,000 sq ft of warehouse facilities, 20,000 sq ft of component and accessory overhaul space and 42,000 sq ft of engine and APU shop space.

The company’s signature parts business remains strong.

A pioneer in dismantling

airworthy aircraft for their parts, Avmats recently began parting out a GV. “It happened to be airworthy, but it was seeing the end of its life,” said Jason Noll, director of marketing, explaining the rationale for chopping up a working jet.

“Some parts you just can’t get, or they take six to nine months [for delivery].” o

Craftsmen at Avmats have extensive experience working on composites.

Cutter names new Colorado GM Cutter Aviation (Booth 4200) has promoted Calvin Martin to the position of general manager of its FBO at the Colorado Springs Municipal Airport. A native of Dallas, Texas, he joined the company a decade ago and has experience in several of the full-service aviation company’s businesses.

Starting as a line service technician Martin worked his way up through supervisor and line manager positions to facility manager of Cutter’s maintenance location at Addison Airport in Dallas. He also has experience in parts expediting and shipping and receiving.

Founded in 1928, Cutter is the oldest continuously family-owned and operated FBO services provider in the United States, and operates from eight n southwest U.S. airports.

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www.ainonline.com • October 22 , 2014 • NBAA Convention News 75

GE Aviation has revised engine to fly on that airplane– flight-testing plans for the GE needed to adapt the pylon Passport engine, chosen by on the older FTB to fit the Bombardier to power its ultra- Passport. Six Passports have long-range Global 7000 and already logged more than 675 8000. The engine manufacturer hours on the ground, and this initially planned to begin flight- testing continues while the testing the first development legacy FTB is prepared to fly engine on its newly acquired the Passport.

The 16,500-pound-thrust 747-400 flying test­ bed (FTB) from facilities in Victorville, Passport, GE’s first power­plant Calif., in July or August. Now purpose-built for a business jet, the plan calls for the engine has a 40:1 overall pressure ratio to fly on GE’s 747-100 FTB and includes 52-inch titanium later this year or early next blisks, which GE says have conyear. “Successful engine test- tributed to specific fuel coning at the altitude test facil- sumption projected to be at ity earlier this year alleviated least 8 percent less than its nearany pressing need for an early est competitor and also vibrate flying testbed,” a GE Aviation less thanks to the absence of an interface between separate spokesman told AIN. The switch to the older leg- blades and disks. –M.T. acy 747 FTB won’t delay the certification timeline of the Some shuffling among flying testbed Passport, which is still schedassignments has delayed first test uled for next year, he said. flights of GE’s Passport turbofan, Because the engine won’t fly earmarked for Bombardier’s Global 7000/8000 models. on the 747-400 testbed–it 1982_AIN_NBAA_October 2014_254x165 19.09.14 09:40 Seite 1 would have been the first test

New OSHA exemption list doesn’t include aircraft maintenance OSHA issued a final rule, effective Jan. 1, 2015, updating the appendix of industries that, because they have relatively low occupational injury and illness rates, are partially exempt from reporting requirements. Aircraft technician, maintenance and hangar operations (which are currently not exempted) remain absent from the revised exemption list.

The updated appendix is based on more recent data from industries listed by the North American Industry Classification System (NAICS), while the current appendix lists industries classified by Standard Industrial Classification (SIC).

Reporting requirements were also revised.

The current regulation requires employers to report work-related fatalities and in-patient hospitalizations of three or more employees within eight hours of the event. The new regulation requires employers to report all work-related in-patient hospitalizations, as well as amputations and loss of an eye, to OSHA within 24 hours of the event.

These final rules are based on a June 2011 notice of proposed rulemaking. Of the 125 comments received, OSHA said that its decision to convert the listing of partially exempt employers to NAICS from SIC “drew widespread support.”

– D.A.L.

AMAC Aerospace: Swiss Excellence in Business Aviation

AMAC Aerospace is the largest privately owned aviation firm in the world specializing in completions, maintenance, charter and brokering. We provide corporate and private aircraft maintenance, refurbishment and completion services, as well as aircraft management and charter services.

Located at EuroAirport Basel-Mulhouse in the new expansion zone, our three state-of-the-art maintenance and production facility hangars enjoy generous workshop and office space as well as 31,325m² securely fenced tarmac that opens directly onto the linkage taxiway.

Of our three hangars, we dedicate one wide-body hangar to maintenance, the second to completions and refurbishment and a third, smaller hangar

to maintenance work on a variety of smaller aircraft. Total floor space extends over 21,000m².

The two large hangars comfortably accommodate multiple narrow and wide-body aircraft, Boeing B747s, B777s, B787s, Airbus A340s, A330s and extend to service an A380. The smaller hangar simultaneously serves two narrow-body aircraft, Boeing Business Jets and/or Airbus A318, A319, A320 or Gulfstreams and select Bombardier jets.

We are proud to offer our esteemed clientele the chance to experience AMAC professionalism and we look forward to welcoming you!

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

76 NBAA Convention News • October 22, 2014 • www.ainonline.com

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With a growing fleet of long-range jets, Deer Jet is expanding on a worldwide scale.

Deer Jet keeps growing with global ops in sight

by Curt Epstein Deer Jet, Asia’s largest busi- 300 airports worldwide. “In the ness jet operator, is gradually U.S. market alone, Deer Jet had transforming from a regional 1,409 flight hours and 265 takeoperator to a global one as it offs and landings, and we flew to 46 destinations,” said approaches its 20th Peng on Monday at anniversary. The BeiNBAA 2014. “Over the jing-based company past year we have come now has a fleet of 85 to notice signs of recovaircraft, based not ery in the U.S. market.” only in Beijing, Shanghai and Hong Kong, Deer Jet (Booth but also in the U.S., 4670) is also China’s Dubai and Moscow. largest FBO operator, Deer Jet president with four bases. Peng According to Zhang Peng told AIN that number Zhang Peng, who was promoted to president of is expected to swell by the end the company in August, Deer of the year with the addition of Jet’s international flight opera- three new bases in Xi’an, Guitions have increased by 80 per- lin and Nanying. The company is cent over 2013, now up to 6,800 also awaiting permission to take annual flight hours to more than over operations of an unused

facility at Bejing Capital Airport.

Next year, it expects to open three more FBOs in China, as it also looks to expand its FBO brand outside China with another FBO in an undisclosed Asian country.

In addition, Deer Jet announced that Honeywell Aerospace has designated it as its first authorized APU service center in China. Deer Jet will provide maintenance on the units, which are installed in more than 200 aircraft in China. “The in-country, APU-line-maintenance capability will deliver significant benefits to the business and general aviation market in China and help support China as it rises in the global value chain,” noted Peng.

Deer Jet also signed an MOU with U.S.-based MAS Group with the aim of establishing cooperation in the fields of aircraft sales and parts supply, as well as the recruitment and training of foreign pilots. “This is a great day for Mission Air Support,” said company president and CEO Gary Bannister.

“This is probably going to be the biggest deal we’ve ever worked.”

MAS will dedicate several employees to the development of business in China and they will help Deer Jet with its communications and logistics in the U.S. o

StandardAero enjoying sunny skies

by Mark Huber StandardAero (Booth1999) is rapidly increasing revenues as it ramps up its airline and business aircraft units after successfully restructuring its non-bank debt and streamlining operations.

Revenues for 2014 are approaching $2 billion, significantly ahead of the $1.7 billion the company posted for all of last year. The company now employs 3,700 at 14 locations and has customers in more than 50 countries.

CEO Russell Ford said he expects its business aviation revenues to increase substantially in the near future. “The bow wave is coming,” he told a press conference here at NBAA Monday.

The company’s Associated Air Center (AAC) division recently completed a VVIP Airbus A330 and just took on a head-of-state Boeing 787-8 in addition to continuing work on a Boeing 747-8.

StandardAero’s service, modification and MRO centers are expanding their portfolio of services available for operators of Embraer business aircraft including OEMsupported modifications using

StandardAero also announced StandardAero’s FAA Organization Designation Authoriza- it has added two new mobile sertion (ODA) at its Springfield, vice teams–at Nashville, Tenn., Ill. location. The ODA is appli- and Morristown, N.J.–bringcable to StandardAero’s other ing the total number of teams Embraer-authorized service loca- deployed in the U.S. to 16. Each tions including Los Angeles, team consists of three to five technicians, service vehicles and tools.

Houston and Augusta, Ga. The company continues to The teams can perform a variety of services including line do strong business in checks, periodic inspecpre-buy evaluations of tions, engine removal pre-owned business jet and replacement, softaircraft, performing ware upgrades and more than 60 over the downloads, LRU last two years. Inspecremovals and replacetion time averages 10 ments, service bulledays and includes systin compliance, hourly tems operational checks maintenance plan and a records review.

StandardAero CEO Russell Ford enrollment inspections Avionics upgrades with Honeywell’s MSP continue to be popular and over the last four years or JSSI, TFE carbon seal replacethe company has installed 44 ment and hot-section repair.

Earlier this year, StandardAero EASy II integrated cockpits for Falcon aircraft and Honeywell received FAA approval for satelPrimus upgrades in Bombardier lite operations of its Los Angeles Global Express and Gulfstream International Airport MRO base jets; 11 Rockwell Collins Pro at Van Nuys Airport. It proLine 4 to 21 upgrades on Falcon vides service to Falcon, Bom50 and 2000 aircraft; and nine bardier and Embraer aircraft as Honeywell Primus Elite installa- well as Honeywell engines and APUs. o tions on Falcon 900s.

news clips z New Service Streamlines RNP AR Validation Jeppesen and Garmin have joined forces to devise a service that greatly speeds validation of RNP AR (required navigation performance-authorization required) procedures for users of Garmin’s integrated flight decks. Without automation, the validation process is a time-consuming one that can multiply into thousands of manual checks being made annually to satisfy FAA requirements as detailed under Advisory Circular 90-101A. RNP AR procedures allow operators improved access to airports in terrain- or traffic-challenged conditions and to some runways not served by instrument approaches. New flight paths can be introduced by understanding variables such as aircraft, equipment and aircrew performance.

z Securaplane Launches ‘System Lithium’ Part of UK-based Meggitt group (Booth 3070), Tucson-based Securaplane has grouped its lithium-ion battery technology under the “System Lithium” brand. The company has been developing Li-ion battery products for the aerospace industry since the mid-1990s and has amassed considerable experience in the field. Typically, such batteries weigh about half the weight of a traditional sealed lead-acid or nickel-cadmium battery, and in a large aircraft can save up to 200 pounds. Securaplane originally used lithium thionyl chloride chemistry, but now uses lithium-iron phosphate. Rather than being a single, sealed unit, the company’s products typically comprise clusters of lowpower, smartphone-style cells packaged in a unit with advanced electronic cell management and health monitoring, with each cell surrounded by several layers of short-circuit protection.

z Volo Adds Second FBO in Florida Connecticut-based Volo Aviation has been chosen to manage the FBO at Tampa Executive Airport (VDF) in Florida and brand it as the latest facility in the growing chain. Formerly Leading Edge Aviation Services, the FBO facility was purchased

by Skyport Holdings, an investment company affiliated with Volo. (Leading Edge still operates an aircraft dealership and maintenance shop at the site).

The Ascent fuel-supplied FBO occupies more than 30 acres at VDF and has a 40,000-sq-ft hangar to accommodate aircraft up to the size of a Global Express. The 10,000-sq-ft terminal provides a spacious lobby, 15-seat audio/visualequipped conference room, on-site rental cars and office space for tenants. Volo is exhibiting here at NBAA as part of the World Fuel Services team (Booth 4600), and now operates six FBOs.

z JetNet Introduces Improvements to Market Data Pre-owned aircraft data specialist JetNet is unveiling the latest version of its Evolution Marketplace sales and prospecting management software. The Utica, N.Y.-based company is demonstrating this and several other new products at its booth here at the NBAA show (Booth 1099).

Evolution Marketplace has been developed for aircraft sales professionals. The new release includes an improved data export module, a new folder management feature, new user analytics functions that gauge how often an aircraft on the JetNet website is viewed and account administrator tools for overseeing people with access to a JetNet account.

The software includes a graphical user interface that can be customized to show charts, tables and selective information.

According to JetNet, the Evolution software still works in fundamentally the same way, but it has a fresh appearance.

z Emteq Arrives at NBAA’14 Under New Ownership Cabin lighting and electrical systems outfitter Emteq (Booth 728) enters this year’s NBAA Convention with a powerful new name behind it, following its acquisition in June by global aerospace supplier B/E Aerospace. Stephen Scover, vice president and general manager of lighting systems at B/E Aerospace, said the first 90 days have already revealed how the two companies will complement each other going forward.

www.ainonline.com • October 22, 2014 • NBAA Convention News 77

PLATINUM WING AWARD

Paul Lowe, AIN’s D.C. editor, receives NBAA’s lifetime award Aviation journalist Paul Lowe, AIN’s Washington, D.C.-based editor for more than two decades, is this year’s recipient of NBAA’s David W. Ewald Platinum Wing Award, which recognizes lifetime achievement and excellence in journalism. Wilson Leach, AIN co-founder and managing director, accepted the award on behalf of Lowe, who unfortunately was unable to attend the NBAA media breakfast yesterday.

The recipient of NBAA’s Gold Wing Award in 2007, Lowe has long been respected by the people and companies he writes about. Jack Olcott, former NBAA president, in a letter to Lowe, wrote, “Your article in the 1999 September AIN on the fractional ownership issue and NBAA’s position on fractional ownership is the most comprehensive

and objective to date. Congratulations on a good job of reporting.” And John Zugschwert, former executive director of the American Helicopter Society, wrote in 2001, “Excellent article on the Vertical Flight Training Technology Coalition.

Appreciate it.”

Lowe is also appreciated by his editors, who invariably find his manuscripts factual, well researched, well written and in need of minimal editing. He’s considered to be a true journalist.

Early Introduction to Aviation

Paul Lowe was born in Lock Haven, Pa., in 1941, the eldest of three brothers, who were raised by their mother. One of their aunts worked for Piper Aircraft, which was by far the small town’s largest employer at the time. Just growing up in Lock Haven in the 1940s, ’50s and ’60s was enough to interest one in flying, according to Gail Lowe, who is married to Paul’s brother Dennis and is also from there. She said that another aunt, an English teacher, helped and encouraged the young Lowe boys in language skills, all three of whom are good at writing.

After high school, Paul attended Penn State in University Park, majoring in journalism, “because he loved to write,” Gail explained. Call-Chronicle Newspapers (now The Morning Call) in Allentown, Pa., hired Lowe after he graduated in 1964, and he worked there as a journalist and editor for 20 years. He also

PHOTOS: JOHN A. MANFREDO

by R. Randall Padfield

Paul Lowe, a long-time editor with AIN Publications and a private pilot, is well-respected in the business aviation industry for his carefully researched and crafted articles.

learned to fly while living in Allentown, earning his private pilot certificate. Gail recalled the time Paul called her and Dennis to pick him up around midnight at the former Willow Grove Naval Air Station, near Horsham, Pa., after making an emergency landing in a single-engine piston airplane. The Military Police had detained him, because he was not authorized to land there.

Lowe began his aviation-writing career as a freelance journalist with AIN. After trying him out on several of AIN’s convention and airshow staffs, as well as giving him ad hoc assignments for AIN’s monthly, Aviation International News, Jim Holahan, the company’s other co-founder and now retired editor-in-chief, hired Lowe full time in April 1992. While Paul would have preferred to work at the AIN editorial office in Midland Park, N.J., Holahan had a different plan for him and

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sent him south to D.C. to be AIN’s sole Washington editor.

The new job brought Lowe in regular face-to-face contact with the aviation alphabets based in and around the area, mainly NBAA, GAMA, NATA and AOPA, as well as with the government: FAA, NTSB and Congress. He found he liked the beat and fit in easily. “I enjoy working in Washington and interacting with the various personalities in aviation and government,” he wrote in a note to this writer 10 years after being hired. “I believe I represent AIN well and that we have raised our profile here.” However, he also missed working among other AIN staff members in New Jersey, saying, “Sometimes, I feel out of the loop, not being able to participate in editorial meetings and talking shop. But that comes with ‘out house’ work.” Regular conference calls later helped.

Sort of Retired

Although Lowe no longer works fulltime for AIN, he continues to write for the company, contributing news stories and articles on an ad hoc basis.

He remains an ardent Penn State football fan, and still gets season tickets (now on the 50-yard line) for Nittany Lions home games. He also enjoys Nascar, which was introduced to the Lowe brothers by their aunt who worked at Piper.

Chevy Corvettes, of which he’s owned several, remain a lifelong passion.

Photography is another of Lowe’s interests, and he can be seen at aviation events of all varieties, for work and pleasure, carrying a Nikon with a long telephoto lens. He also loves to walk long distances and explore unknown cities by foot. (This writer well remembers becoming “temporarily disoriented” with Paul one evening as we walked for more hours than we had intended around the town of Noisy-le-Grand, France, after working on AIN’s Paris Air Show staff during the day.)

Aviation aside, Paul’s ultimate pleasure remains a Penn State football victory, followed by a good cigar, a good single-malt scotch and a great steak, grilled very rare. o

Raisbeck is adding new mods for King Airs and Learjets

by Mark Huber Raisbeck Engineering (Booth 720) of Tukwila, Wash., is introducing new performance mods for Beechcraft King Air 90s and celebrating the arrival on the market of its aft fuselage locker for the Learjet 60. Company founder James Raisbeck told AIN that his firm is now studying Cessna Citations for possible modification opportunities.

Beechcraft will make the new Raisbeck-Hartzell swept-blade “turbofan” aluminum propeller and Raisbeck dual aft-body strakes standard on new production C90GTx turboprops beginning in the fourth quarter of this year. Raisbeck introduced these modifications to the retrofit market for all C90 and E90 King Airs last year.

The four-bladed propeller has a 30-degree sweep and is six inches longer–at 96 inches–than the previous prop.

It shortens the C90GTx’s takeoff roll by 600 feet to 1,984 feet and landing roll by 10 percent over a 50-foot obstacle to 2,160 feet (1,580 feet with props in reverse). The new props also allow an rpm reduction for cruise power settings

to 1,750 rpm, reducing cabin noise by 1.6 dBA to 74.6 dBA, a level found in most new luxury automobiles. Beechcraft has added other improvements to the new C90GTx including a new high-speed nose gear tire and updates to the Collins Pro Line 21 flight displays.

The Raisbeck upgrade, packaged as the C90GTRx Epic Performance Package, is available as a retrofit to the installed fleet of approximately 150 King Air C90GTx aircraft through all Raisbeck independent and Hawker Beechcraft service centers worldwide. The 2014 price for the retrofit Epic Package is $99,864 plus installation.

The improved performance generated by the King Air C90GTx Epic modification came from a combination of the new turbofan propeller working in concert with the dual aft-body strakes and it takes advantage of the low-speed contribution of the factory-installed winglets on that specific model. The strakes allow for reduced minimum control speed (Vmca) and increased directional stability in all phases of flight. They also

reduce the airplane’s aft-body aerodynamic drag, slightly increasing cruise speeds. These strakes were initially certified on the King Air C90 in 1986.

Winglets and an increased gross weight make up the balance of the new C90GTx factory offering.

James Raisbeck said the Epic package for new C90GTxs on the Beechcraft production line “completes the penetration of many of our products on all three King Air models in production. The 350 has our strakes and wing lockers and the 250 has our Ram Air Recovery system.”

Raisbeck also recently completed a five-year, $10 million effort to design and certify a new aft fuselage locker for the Bombardier Learjet 60. As part of that effort, Raisbeck completely digitized its engineering department. That $295,000 kit initially will be sold directly to customers instead of through Raisbeck’s dealer network. The price does not include installation, which Raisbeck estimates at 600 to 700 manhours. The dual compartment, 12-foot-long locker weighs 276 pounds and virtually doubles the Lear 60’s luggage capacity, adding 28 cu ft of baggage space with a capacity of 210 pounds. The locker is fully lined and is fitted with fire-detection sensors.

According to Raisbeck, the lockers make the Learjet 60 marginally more aerodynamically efficient due to their shape and aft CG shift, with flight-testing

showing an overall improvement of 3 percent. Drag reduction due to the locker’s shape accounts for 1 percent of this while the empty weight addition of the locker contributes an additional 2 percent due to the aft CG shift, which reduces horizontal tail trim drag.

Raisbeck has traditionally offered modifications for King Airs and Learjets but is now exploring the market for Citations as well. The company’s study of Cessna products is being led by Keith Anderson, Raisbeck’s vice president of engineering. o

NEWS NOTE GrandView Aviation (Booth 1936), formerly known as Baltimore Helicopter Service, has not only rebranded itself, but also expanded its service offerings. Still based in Maryland, the company now provides national and global jet charter, ground concierge services and helicopter fleet management. Leveraging its expertise at negotiating the challenging airspace around Washington, D.C., GrandView says it is the only helicopter service authorized to land at Ronald Reagan Washington National Airport (DCA) and also operates the only TSA-authorized DCA Gateway heliport at its Pier 7 location in Baltimore. Grandview will continue to offer point-to-point charter with its fleet of Bell 407 singles and 430 twins, but has added third-party helicopter management services to its menu. n

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www.ainonline.com • October 22, 2014 • NBAA Convention News 79

Airbus commitment fuels Aerion’s supersonic dreams

by Charles Alcock will happen “over the course of the next year” and confirmed that it is no longer searching for a manufacturing partner.

Engineers from Airbus Group’s Defence and Space division and Aerion have already started working together in Reno. Europe-based Airbus (Booth 5099) will be supporting Aerion (Booth 2220) in specifying and sourcing propulsion systems, airframe structures, avionics and other equipment during the design phase. The companies hope to fly the new

BARRY AMBROSE

Aerion’s long-awaited AS2 supersonic business jet (SSBJ) program received a major boost last month when Airbus signed up for a partnership involving an exchange of knowledge and capabilities in design, manufacturing and certification. According to Aerion, the collaboration will support the Mach 1.6, $100+ million AS2 through to certification.

Although the industrialization plan for the new jet has still to be confirmed, the Reno, Nev.-based group said that this

three-engine SSBJ design–unveiled at the EBACE show in May–in the third quarter of 2019, achieve FAA certification in the third quarter of 2021, followed by service entry in the second quarter of 2022.

“This agreement accomplishes two major objectives,” said Aerion CEO Doug Nichols. “It provides validation from the industry leader in aerospace innovation, and it decisively kicks the program into high gear. Each company will benefit. Aerion moves quickly toward building a supersonic jet, and Airbus Group gains exclusive access to our research and technology.”

Aerion will be tapping Airbus’s strong know-how in managing complex aircraft development programs. “We want their experience,” Nichols told NBAA Convention News. “We don’t want to reinvent the wheel for tasks such as drafting standards and drawing release capability.”

Nichols explained that the Airbus team would play a key role in specifying systems for the AS2. “These are people with deep experience in propulsion, stability and control, structures and materials, certification, supply base management and negotiating supplier agreements,” he said.

The Airbus division working with Aerion is responsible for programs such as the Eurofighter and the A400M transport.

Airbus engineers seconded to Aerion’s Reno headquarters will be supported by colleagues based at the group’s Spanish facilities Madrid and Seville.

Shared Resources

Toasting progress on Aerion’s AS2 program are, l-to-r, Doug Nichols, CEO; Robert Bass, chairman; John Holding, senior advisor; and Mike Hinderberger, program director of aircraft development.

Upcoming MEBA show sparks growing interest at NBAA The NBAA 2014 Convention is in full swing, but many here in Orlando are nonetheless looking ahead to the Middle East Business Aviation (MEBA) show December 8-10 at Dubai World Central in the United Arab Emirates, the next major event on international business aviation’s calendar.

This sixth edition of the MEBA biennial show (Booth 1643) will have 50 aircraft on static display, more than 400 exhibitors and is expected to draw more than 8,000 visitors. At least three-quarters of U.S. exhibitors will be new to the show, attesting to the event’s and the region’s rapidly growing importance to business aviation. The roster of U.S. companies displaying includes Avpro, Textron Aviation (Beechcraft), JSSI and Rockwell Collins. Returning exhibitor Boeing Business Jets noted that the Middle East accounts for 30 percent of the company’s BBJ sales.

“This region has one of the world’s fastest growing private and business aviation sectors,” said Ali Al Naqbi, founding chairman of the Middle East and North Africa Business Aviation Association (MEBAA). “Statistics for the region’s projected business aviation sector in 2020 reveal a market worth $1.3 billion, with 175,000 aircraft movements and some 1,200 business aircraft registered across MENA [Middle East/North Africa].”

The U.S. Pavilion, organized by Kallman Worldwide, is expected to double in size and showcase numerous smaller firms, from catering services to ground-support equipment. “It’s exciting to watch buyers and sellers discover each other at the MEBA show,” said Tom Kallman, president and CEO of Kallman Worldwide. “Our exhibitors are bringing the latest North American technology and the highest quality products and services to the region at this show­–exactly what the Middle East and North Africa business aviation market is seeking.”

Further emphasizing the region’s expanding importance, MEBAA will host its first dedicated event for North Africa, the MEBAA Morocco show, at Casablanca’s Mohammed V International Airport in September 2015. The two-day event will include a static display area featuring some 30 exhibitors and 25 aircraft.

“The MEBAA Morocco show recognizes the burgeoning aviation industry in the country and recent investments by aircraft manufacturers,” said Al Naqbi, “particularly those in business aviation.”

–J.W.

80 NBAA Convention News • October 22, 2014 • www.ainonline.com

The partners have not disclosed whether any money is changing hands as part of the co-development agreement.

But Nichols said that both companies are making a very significant commitment in terms of resources. Airbus reserves the right to use the supersonic technology to develop its own aircraft. Under the leadership of Jean Botti, Airbus’s head of innovation works, the group has invested heavily in various space-related projects and plans for suborbital flight.

“Airbus gains exclusive access to Aerion proprietary research and technology and to proprietary multi-disciplinary design tools whose accuracy has been validated in flight-tests,” Nichols said. These technologies include Aerion’s extensive research in natural laminar flow airfoils, design tools and patented aerodynamic designs.

Airbus has not explicitly committed to being involved in the manufacturing phase, but Aerion expects to be able to finalize this part of the plan ahead of an anticipated full program launch in 2016.

“Decisions relating to overall industrialization strategy will be taken over the course of the next year,” Nichols told AIN. “We are focused today on completing the advanced design phase of the program.”

However, it is clear that the scope of Airbus’s role in the development phase will extend into the preparatory stages of industrialization. The European group has a significant North American footprint that includes construction of a new factory at Mobile, Ala., where it is due to start building A320 airliners in 2015.

On this side of the Atlantic, Airbus also has a structures design center in Wichita and its Airbus Helicopters manufacturing facilities in Texas.

Technology is ‘Proven’

According to Aerion, the core facets of its supersonic technology are “very far along and fundamentally proven.” Development work completed so far includes extensive wind-tunnel testing on both sides of the Atlantic, as well as some flight-testing of aerodynamic structures, including recent testing with NASA to validate the robustness of airflow data.

“The patents that we have are key to achieving the natural laminar flow over the wing and we keep adding to the patent portfolio in areas such as the design of the strake and main aircraft body,” explained Nichols. “This [program] is more than just a new wing. We have to have it completely integrated into the aircraft and we are well down the road in terms of developing supersonic laminar flow.”

The next key task will be selecting the powerplant for the AS2, now that Aerion has abandoned the original plan to power the earlier twinjet version with the Pratt & Whitney JT8D. “Airbus Group will be deeply involved in the engine selection process as part of the collaboration,” Nichols said. “We see a number of good options to adapt a modern core engine for supersonic requirements.”

Given Aerion’s declared requirement for an optimum core engine in the 15,000-pound-thrust range, the likely contenders include the Pratt & Whitney Canada PW800, GE Passport and Rolls-Royce BR710. The main reason for switching to a three-engine design was the need to meet today’s more stringent takeoff noise restrictions while also delivering enough total thrust. The Aerion/Airbus team aims to have the AS2’s engine selected by the end of third quarter of 2015.

“Reducing noise means using higher bypass engines in which the air goes around the core, but supersonic thrust needs call for the air to go through the core, and with three engines rather than two we can have less thrust from each engine for takeoff,” explained Nichols.

“We’re aiming to deliver lots of range at more speed without the need for massive engines and lots of fuel, and overcoming wave and skin-friction drag are at the heart of this. We want a really good aerodynamic solution.”

According to Aerion, the reaction of prospective customers holding letters of intent for its original supersonic jet model has been very positive to both the new AS2 version and to the involvement of Airbus.

“When I called one of them, who holds a letter of intent for five aircraft, to tell him about the partnership his response was, ‘Wow, Airbus, what a partner, I can’t wait to take the first step.’ The Airbus name is magic,” concluded Nichols. o

Phoenix airports brace for Super Bowl XLIX

by Harry Weisberger Greater Phoenix-area airports are gearing up for Super Bowl XLIX and Super Season 2015 in anticipation of a significant influx of activity for major events early next year. In addition to the Super Bowl game on February 1 and the 2015 Pro Bowl, both in the University of Phoenix stadium, the annual PGA Waste Management golf tournament and the Barrett-Jackson classic auto auction take place within days. The latter two occur just north of Scottsdale Municipal Airport (SDL), the 16th largest U.S. business aviation airport.

Super Bowl XXX was played at Sun Devil Stadium on the Arizona State campus, about five miles south of SDL. In 2015, with the Super Bowl and Pro Bowl in Glendale, the Goodyear and Glendale Airports are nearest to the Super Bowl venue and expected to ease demand on SDL. Still, SDL (Booth 3406) expects

heavy Super Bowl traffic and has instituted an operations plan to manage arrivals and departures.

SDL’s two full-service FBOs– Scottsdale AirCenter and Landmark Aviation–will manage the airport’s reservation system in coordination with the FAA. Recently acquired by the Signature Flight Support chain, Scottsdale AirCenter, on SDL’s west side, was ranked 28th overall in the 2014 AIN user survey of U.S. and Canadian FBOs. It offers concierge services, passenger and pilot lounge areas, 145,000 sq ft of hangar space and 32,000 sq ft of shop and office space. Newly remodeled Landmark Aviation, at the airport’s northeast end, provides similar amenities.

The reservation system will provide the FAA with registration numbers and names of operators. A set number of arrival and departure reservations have been equally distributed to each

Scottsdale Municipal Airport is accustomed to heavy bizav traffic associated with highprofile local events.

FBO. SDL reservations are required for departures from halftime of Super Bowl Sunday through Monday, February 2.

Other Phoenix-area airports sharing the Super Bowl traffic load are Phoenix Sky Harbor (Swift Aviation and Cutter

Aviation), Deer Valley, on the Phoenix north side (Atlantic Aviation, Cutter Aviation); Mesa Falcon Field in the East Valley (Falcon Executive Aviation), Chandler Municipal to the south and Phoenix-Mesa Gateway further southeast. o

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www.ainonline.com • October 22, 2014 • NBAA Convention News 81

for aerobatics. That is not the core of the mission, and Lauderback’s program takes the upset-training mission even a step further for business jet pilots.

Real-life upset training for jet pilots – in a jet

by Mark Phelps

PHOTOS: PAUL BOWEN EXCEPT WHERE INDICATED

Lee Lauderback conducts upset training in a comprehensive program designed specifically for jet pilots. Best known for his warbird training and support company, Stallion 51 just down the road in Kissimmee, Fla., Lauderback decided a few years ago that crews of corporate jets with glass panels ought to train in something similar to what they fly for a living.

As a veteran corporate jet pilot himself (former chief pilot for Arnold Palmer), Lauderback established his unusual-attitude training program branded as UAT (Booth 4073). The logo even has a stylized “A” printed upside down.

He chose the Aero Vodochody L-39 Albatros, a former Eastern bloc military trainer, as his platform, retrofitted with a modern Garmin G600 EFIS glass panel.

Upset training has gotten a lot of attention over the past few years, and business aviation has joined the chorus acknowledging an insidious degradation in basic stick-andrudder skills. We’ve learned that years of highly automated push-button flying can cause fundamental flying skills to atrophy from lack of exercise, and when a situation unexpectedly arises calling for simple seat-of-the-pants instincts,

the muscle memory might have become a little flabby.

One recognized antidote is some remedial flying to reawaken those long-dormant skills. While light-aircraft pilots are more likely to be proficient at stalls and other unusual attitudes, it’s probable that a jet pilot may have experienced such maneuvering only in a simulator.

Though full-motion simulation can provide sweat-inducing realism in many emergency flight scenarios, getting turned upside down is not one of them. The best place to address that and other unusual attitudes is in a real airplane

It’s not exactly a business jet, but UAT’s L-39 provides a fitting platform for corporate pilots’ upset training.

82 NBAA Convention News • October 22, 2014 • www.ainonline.com

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designed for the task, with an experienced instructor.

That has led to the promotion of many excellent upsettraining programs using light aerobatic piston aircraft, such as Citabrias, Extras and Pitts Specials. Some are operated by well known airshow performers and other experts at teaching aerobatics. Some corporate pilots respond to the exposure better than others.

Lauderback said that even some former military pilots, who certainly had their share of yanking and banking “back in the day,” find themselves shying away from such training out of a nagging fear over how they will respond.

He refers to the UAT program as “envelope expansion” for the pilot–taking him or her outside the comfort zone, but a little at a time, and only as far as the pilot wants to go. UAT instructors know that g-tolerance is an acquired skill, and are unlikely to exceed their students’ comfort level

Unusual attitudes are the natural habitat for a military jet trainer, such as the L-39 Albatros. Experiencing this type of flying in the context of day-to-day operations can save your bacon in an emergency.

One of the distinctions in the UAT syllabus is that it includes upset training under instrument meteorological conditions (IMC) as well as visual conditions. The L-39 has a canopy hood for simulating cloud flying. “Our upset prevention and recovery training program definitely raises the bar even higher for pilots who fly for a living and under all types of conditions,” said Lauderback. Bellying up to that higher bar involves three phases, and like most aviation programs, it starts with ground school.

The first segment covers aviation physiology. All pilots learn in primary training how the inner-ear fluids can fool the brain as to which way is up and down when visual contact is lost.

In the UAT syllabus, retired U.S. Navy flight surgeon and senior FAA medical examiner Dr. William Busch explores what causes a pilot to become spatially disoriented, how to identify the condition and the best strategies for overcoming the problem.

The next phase of chalk talk studies the aerodynamics of upsets; how to prevent them; and recoveries. The briefings include exposure to UAT’s list of definitions, envelopes, V-G diagrams, the benefits of zerog, power management and optimum recovery techniques.

Then it’s out to the aircraft for the initial VFR segment. UAT offers the option of conducting this segment in the Albatros, or in one of Stallion 51’s dual-control P-51 Mustangs. While the jet is no doubt more applicable for a career turbine jockey, the chance to fly a Mustang might trump that card.

Just be sure to clear it with the boss, or you might be accused of succumbing to personal bucketlist temptations.

The VFR segment includes aircraft familiarization, handling/warm-up, recognition of and approach to full stalls (with normal and accelerated recoveries), baseline nose-high and nose-low maneuvers (including entries with eyes closed followed by recoveries) and inadvertent rolling upset recoveries. The entire syllabus is then reviewed with a video debrief, from multiple cameras and audio equipment mounted in the aircraft.

Then the entire sequence is re-applied, but with the emphasis on IFR procedures this time.

The ground-training sequence adds instrument scans, full- and partial-panel attitude reference, recognition of loss-of-control, zero-g benefits and power management. The flying portion (L-39 only) includes all the same elements of the VFR program, but performed under simulated IMC. Again, a video debrief is a fitting coda to the performance.

Well in excess of 100 jet pilots have experienced the UAT program, and Lauderback said interest continues to grow, mostly by word of mouth. “I understand the safety concerns of chief pilots, because I was one myself,” he said. “But as more pilots and flight departments share their experiences with their colleagues, our reputation gets around. Just as with the Stallion 51 [warbird training] program, a total of 28 years with a flawless safety record puts a lot of fears to rest.”

flying we all learned long ago.”

He established a policy that all his new-hire pilots cycle through the UAT program within a year of their start date, and though some resist, all return from the program with renewed confidence and enthusiasm for flying, along with significantly improved proficiency in all areas of operations.

The VFR portion of UAT’s upsettraining regime can be administered in the L-39 jet, or in one of Stallion 51’s dual-control P-51 Mustangs.

AVIATION CHARGE CARD

The instructors at UAT seem to have a great ability to connect with the pilot they are training, said Moravec, intuitively sensing how far to expand their capabilities without inducing undue stress and fear.

In fact, he said some of the program’s loudest proponents are the ones who didn’t exactly

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The idea of seeing this display in the real world can be intimidating. But UAT’s instructors focus on staying within the comfort level of their students.

One satisfied corporate customer is Midwest Aviation, which serves as the flight department for a large Midwest-based construction company. Chief pilot Mike Moravec has high praise for the UAT program. “About three years ago, we decided to make a break from the traditional simulator training regime. Pilots choose from 16 elective training modules to supplement the regular sim training. I was looking for creative thinkers in the front of the airplane, not just button pushers.”

Moravec’s department includes 26 full-time pilots operating a fleet of mostly Learjet 70s and 75s, and he has found UAT to be the answer to his search for “reconnecting with the stick-and-rudder

start out as fans. Lauderback mentioned one corporate pilot whose boss had mandated that he attend. At the beginning of the ground school, “he put both hands on the table and said, ‘I’m telling you up front. I don’t want to be here.’” But after two days, the pilot was sold on the benefits, and is now one of UAT’s greatest advocates. o

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www.ainonline.com • October 22, 2014 • NBAA Convention News 83

Pulsar taps sleep science for new safety app Fatigue risk management software designer Pulsar Informatics is on hand at NBAA 2014 (Booth 3390) to demonstrate its two latest offerings: Aviation Fatigue Meter Pro, a web application, which helps business aviation professionals manage fatigue risk in their schedules, and Fleet Insight, a set of data visualization tools that can enable groups to assess the risk of fatigue among crews.

Pulsar, which develops its products

based on published scientific methods in the discipline of sleep science, has now partnered with scheduling and safety management system (SMS) vendors Professional Flight Management (PFM) and Argus International to bring its quantitative fatigue-risk measurement and management tools to aviation operations.

The subscription-based Aviation Fatigue Meter is now fully integrated into PFM’s scheduling software, and

by using the Fleet Insight tool, schedulers can instantly note potential fatigue “hot spots” across their scheduled operations. The application can now also seamlessly i­ntegrate fatigue metrics into the Argus Prism SMS p ­ latform’s flight-risk assessment tool (FRAT) analysis.

“Many companies have already invested in scheduling and

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84 NBAA Convention News • October 22, 2014 • www.ainonline.com

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Pulsar Informatics has two new fatigue-risk apps that spot potential scheduling “hot spots.”

SMS tools to facilitate their safety procedures, and instead of needing to add another software application into the mix for quantifying fatigue, they would prefer if the capability existed in their current software suite,” said Pulsar CEO Daniel Mollicone. “By enabling fatigue Web services ‘powered by Pulsar Informatics,’ we are enabling scheduling and SMS vendors to add quantifiable fatigue metrics into their offerings and expanding their value to existing customers.” –C.E.

Bader strutting its lineup of runway models Bader Models (Booth 4229), specialists in handcrafted military, corporate, helicopter and vintage aircraft models, is at the NBAA show here in Orlando showing some of its hand-painted scale replicas created by company artisans in the Kingdom of Bahrain.

Bader’s line of scale-model items, in addition to a broad spectrum of aircraft, includes yachts, racecars and architectural models. The firm’s founder and president, Murad Bader, says his company is the only one that produces such a large array of miniature models under one roof. He has converted a childhood hobby into a multimilliondollar venture.

His aircraft models average 12 inches long and range in price from $450 to $650 plus $65 shipping. For aircraft with retractable landing gear, a gear-extended option costs another $40. All models are delivered with a wooden stand, and the maker follows specifications and décor instructions sent by the buyer. Delivery is within eight to 10 weeks after receipt of an order.

“Most of our orders are from the U.S., Europe, Japan and Australia,” said Bader.

During the last two years and as part of its global strategy, Bader Models opened three branch offices, in Chicago, Jeddah and Doha, marking the beginning of a series of branch openings worldwide. The company plans to open three new offices: in Los Angeles, London and Abu Dhabi. –H.W.

Genesys gets an STC for EC130T2 HeliSas

by Harry Weisberger Genesys Aerosystems is offering details about its HeliSAS helicopter stability augmentation system (HeliSas) and autopilot at Booth 3334.

The latest HeliSas recently received an FAA supplemental type certificate (STC) for installation in the Airbus Helicopters EC130T2.

The STC expands Genesys’s range of autopilot certifications for Eurocopter, Bell and Robinson helicopters, according to the Mineral Wells, Texas-based company, which purchased Cobham Avionics units S-Tec and Chelton Flight Systems in April in a management-led buyout.

This latest STC is the result of the company’s program to expand certifications for the HeliSas system, which is already certified in the EC130 and AS350 series, Bell 206 and 407 models and Robinson R44. Genesys holds more than 1,000 FAA STCs for autopilots and more than 500 international approvals.

The EC130T2 HeliSas STC installation was performed by Wysong Enterprises in Blountville, Tenn. The $114,000 HeliSas two-axis autopilot for the EC130T2 includes heading and nav hold modes as well as vertical speed and altitude hold and is available now.

“The compact, lightweight HeliSas system is designed to reduce pilot workload while providing precise control during all modes of flight,” according to Genesys, “regardless of wind conditions or shifts in weight.”

And the system’s “attitude stabilization and force feel features enhance handling characteristics and mitigate inadvertent cyclic control inputs that could result in dangerous attitudes,” the company said.

A unique feature of HeliSas is its ability to automatically maintain or return the helicopter to a neutral attitude when the pilot releases the cyclic, allowing the pilot to set radios or perform other functions. This feature works in all phases of flight. To regain control, the pilot just needs to move the cyclic normally.

“HeliSas is an ideal safety system for HEMS, air tour and other operators who fly the EC130T2,” said Jamie Luster, Genesys director of

sales and marketing. “HeliSas delivers to light helicopters affordable and immediate

benefits that previously were available only for large commercial and military aircraft.

That’s why we’re continuing to expand the range of certifications for HeliSas to more light helicopter models.”

In addition to analog and digital autopilots, Genesys also manufactures electronic flight instrument systems with 3-D

The Genesys HeliSas stability augmentation system has been approved for the Airbus Helicopters EC130T2. Genesys combines former Cobham units S-Tec and Chelton.

synthetic vision. The company supplied the integrated cockpit for Textron AirLand’s light attack and ISR Scorpion jet,

including the displays, FMS, hazard alerting, engine and systems monitoring, mission interfaces and digital autopilot. o

www.ainonline.com • October 22, 2014 • NBAA Convention News 85

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Embraer president and CEO Frederico Curado (center), along with other company executives and elected officials, cut the ribbon to officially open the aircraft manufacturer’s 75,000-sq-ft Engineering and Technology Center at its Melbourne, Fla. campus. Seventy engineers have already been hired to staff the facility.

Embraer tech center now open; 200 new jobs expected by 2016

by Chad Trautvetter Embraer officially opened a 75,000-sqft Engineering & Technology Center at its growing campus at Melbourne (Fla.) International Airport on September 8.

The $24.2 million facility will be used to conduct engineering and development activities for products and technology across Embraer’s business lines–airliners, executive aviation, defense and aerospace–with the first assignments focused primarily on executive jet interiors. Notably, it is Embraer’s first engineering center outside Brazil, where the 45-year-old company is headquartered.

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86 NBAA Convention News • October 22, 2014 • www.ainonline.com

Repeat Business for Melbourne

“Embraer could have committed to this level of growth at any of its locations, but it chose to do so in Melbourne,” said Melbourne mayor Kathy Meehan. “There isn’t a greater compliment than repeat business, and we’re thrilled to play host to Embraer’s third project in our aviation-centric city.

Long-term investment from a global leader and model corporate citizen doesn’t happen every day.”

The new center will house a laboratory for the development and testing of materials and interior components.

This will include 3-D computer-aided Embraer’s new Engineering and Technology Center will include development and testing laboratories with 21st century computer-design capabilities.

design, computational fluid dynamics, finite element modeling, 3-D virtual reality center, prototype capabilities and “sophisticated” laboratories and test equipment. The company plans to partner with universities and other institutions in the U.S. to develop “programs of mutual benefit.”

Some 70 engineers have already been hired and have been working at a temporary facility near Melbourne International Airport since 2012. Employment is scheduled to ramp up to a total of 200 by 2016, to include mechanical and electrical systems engineers, interior design engineers, structural engineers and certification engineers. “With the highly qualified team of engineers who will work in these offices and laboratories, we will bring the most advanced solutions to our customers,” said Embraer president and CEO Frederico Curado.

The new center is across the street from Embraer’s Phenom 100 and Phenom 300 final assembly facility and the Embraer Executive Jets Customer Center, which were opened at Melbourne in 2009 and 2011, respectively.

Embraer plans to break ground on a Legacy 450/500 facility at the Florida location early this month. o

Frasca CJ1+ simulator gains CAAC approval

by Charles Alcock Frasca International (Booth 3073) last month received levelD approval from the Civil Aviation Administration of China for the Cessna Citation CJ1+ full flight simulator delivered to the country’s Nanshan International Flight Academy. The simulator features Frasca’s Simplicity Instructor Operator Station software, a 60-inch electric motion base, CANbus interface system, Griffon real-time true operating environment and TruFeel electric control loading.

It was recently installed at the Nanshan facility at Longkou.

Separately, the Urbana, Ill.based simulator specialist will deliver a new Cessna 402C level-6 flight simulation training device (FSTD) to Hyannis, Mass.-based Cape Air this month. The device features a Cessna 402 cockpit shell and Frasca’s TruVision 220- by 60-degree visual display system and is due to enter service in January 2015.

were developed and modeled with the same amount of accuracy and fidelity.” o

Frasca’s Cessna Citation CJ1+ full-flight simulator has received level-D approval from Chinese authorities.

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Level-6 Certified

The flight deck represented in the FSTD is type specific to the Cessna 402C. Being level6-certified means that its performance is directly tested in comparison to actual flight data gathered from the real aircraft. The parameters and tolerances of the device must remain very close to those of the actual aircraft.

A Cape Air Cessna 402C was flown to gather the data used to design and evaluate the FSTD. The operator even flew high alpha and stall profiles (some as low as 49 kias) so as to be able to include stall training in the FSTD. Another detail is the ability to make the nose baggage door pop open from a cockpit control remotely, allowing pilots to train for this eventuality in a way that would not be possible during inflight training.

“This presents Cape Air with the ability to train real-world scenarios for new hires and all our pilots who require recurrent training in our company,” explained 402C training captain Craig Stewart. “We pushed the limits of simulation with Frasca and even pushed beyond them.

Frasca responded. Some of these features you won’t find even in a level-D full-flight simulator but

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www.ainonline.com • October 22, 2014 • NBAA Convention News 87

Jet Aviation highlighting MRO, completions work

by R. Randall Padfield The primary business arms of Jet Aviation Basel, maintenance and completions, celebrated achievements last month.

Jet Aviation is exhibiting at two locations at NBAA 2014, booths 1200 and 4600.

On the MRO side, the Swiss company, a wholly owned subsidiary of General Dynamics, signed an amendment to its Bombardier authorized service center agreement to include the Challenger 350 and is therefore now authorized to perform line maintenance on the CL350 models.

“We maintain a strong working relationship with Bombardier to ensure we are skilled in their technologies, which this approval recognizes,” said David Ricklin, director of Bombardier maintenance at Jet Aviation Basel.

Johannes Turzer, vice president and general manager of the Jet Aviation Basel maintenance center, said, “While the service expansion directly benefits our CL350 customers, the new authorization endorses [our] continued commitment to safety, quality and security.”

The company also provides aircraft maintenance and repair services for a wide variety of other business jets. It is a factory-approved service center for Airbus, Boeing, Bombardier, Dassault, Embraer and Gulfstream aircraft. The facility also holds jet aircraft repair station ratings issued by the FAA and EASA, as well

as additional approval certificates from 21 other national aviation authorities.

ACJ319 with Custom Interior

On the completions side, Airbus displayed an ACJ319 (managed by Austrian operator Mjet) at JetExpo 2014 in Moscow last month. Jet Aviation’s design studio created the custom VIP interior, which was outfitted at the Jet Aviation Basel completions center.

“As an integral part of the completions center, the design studio at Jet Aviation Basel regularly collaborates with the engineering, production and purchasing teams and has a deep understanding of the technical aspects of VIP cabin interior design, including constraints, limitations and opportunities,” explained Elisabeth Harvey, manager of the Jet Aviation Basel Design Studio.

“We are dedicated to creating inspirational designs for unique, bespoke interiors that are technically feasible, ergonomically sound and aesthetically pleasing to the exact specifications of our discerning clients,” she added.

Intended for both private and commercial operation, the ACJ319 accommodates up to 23 passengers and six crew. The business jet, which operates under MJet’s Austrian AOC, is certified for 19 passengers on charter flights.

The aircraft features a private bedroom and en-suite bathroom with shower; a guest lavatory;

Jet Aviation’s Basel, Switzerland location includes MRO and completions shops. They’re celebrating a new deal with Bombardier.

crew, staff, lounge and dining areas; and double “wet” and “dry” galley areas. The design uses a combination of high-gloss American black cherry and Santos Rosewood veneers along with fine-stitch detailing on the leather seats and upholstered divans. The bathroom includes a glass mirror and an over-mounted basin of molded Corian.

Since opening in 1977, the Basel completions center has completed more than 200 aircraft interiors. “Customers appreciate our full scope of inhouse capabilities and uncompromising standards,” said Neil Boyle, vice president and general manager of the Jet Aviation Basel completions center.

“The Airbus ACJ319 interior displayed at JetExpo showcased our ability to combine innovative design, state-of-the-art technology and uncompromising luxury,” he concluded. o

This Airbus ACJ319 lounge is among the recent accomplishments of Jet Aviation’s Basel completions team.

Av-Base’s WinAir system managing 9,000+ aircraft Ontario, Canada-headquartered Av-Base Systems (Booth 1538) is demonstrating the latest enhancements to its WinAir aviation management software. The company touts the program as “a cost-efficient, easy-to-use and structurally integrated maintenance and inventory control system” for the aviation industry.

Recent improvements to WinAir include a feature that helps clients review new parts that are not yet in the system.

Also, users now have the ability to see where a part number is being employed in the program’s maintenance template.

WinAir allows operators to set up new aircraft using one of the many maintenance schedule templates built into the software. The software is more than just maintenance and inventory; it also offers a variety of addon modules that can expand WinAir functionality. These include reliability, accounting portal, web maintenance, labor

management, bar codes, billing codes, document management, enhanced RFQs, pick list and sales modules. Most of these modules are included in the Enterprise version of WinAir, but Pro-SQL and Express versions are also available, in which case modules are optional, although not all of the modules are available with WinAir Express.

Subscribers to WinAir also get assistance with system installation and setup, initial training, technical support and product updates.

Av-Base has been developing systems like WinAir for more than 25 years, starting with a DOS program that it says was one of the first digital recordkeeping and live inventory-management systems in the aviation field.

Today, the company has 14,000 end users and customers employ WinAir to manage more than 9,000 aircraft. o

Brian Sprecher joins Constant Aviation sales team Constant Aviation has hired Brian Sprecher as Southeast regional sales manager. Sprecher joined the organization after having gained more than 15 years of sales experience. He was most recently with Atlantic Aero as the regional sales manager covering the Southeast and before that was a sales manager with

88 NBAA Convention News • October 22, 2014 • www.ainonline.com

Landmark Aviation.

Sprecher holds an A&P certificate and served in the Marine Corps. He is based at Charleston International Airport, S.C., and will be responsible for selling maintenance, avionics, interior modifications/refurbishments, parts and composites/ o accessory services.

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C&L extends versatility with a $3M paint shop

by Curt Epstein Maine-based MRO provider C&L Aerospace (Booth 1823) announced that its new aircraft

paint shop opened earlier this month. The $3 million facility, a conversion of a 17,000-sq-ft

existing hangar at Bangor International Airport, can accommodate an Embraer Lineage 1000, or it can be partitioned to simultaneously hold a pair of aircraft the size of a Bombardier Global.

“What we aim is to be a onestop shop,” said CEO Chris Kilgour, noting that C&L already has received a number of deposits from owners for paint slots.

C&L Aerospace can complete heavy maintenance checks for the Hawker 800 in a new 120,000 sq-ft aircraft hangar.

“We’re a maintenance facility, we sell a lot of parts, we have an interior shop that opened about a year ago and now with this paint hangar someone can bring an aircraft here and everything can be done.” This latest addition, which took five months to convert, comes on the heels of a $6 million maintenance hangar project where two other hangars were refurbished and mated with a newly built structure for an overall 120,000 sq ft of maintenance space, capable of handling five or six jobs at once, depending on the size of aircraft.

While the company’s Part 145 MRO business had been more geared to airline operations in the past, Kilgour said C&L is seeing an increase in business aviation traffic. “We want to move further into this market,” he told AIN. “We’re bringing some of the airliner mentality over with us, but at the same time we understand that it’s a different platform. Some of the larger operators that we’ve spoken with like the idea of us treating their fleets like an airline where we have the two shifts and we do the heavy maintenance nose to tail.”

Kilgour has owned the facility, which currently has a staff of approximately 130, since 2010. For the past two years it has specialized in the overhaul of flight-control surfaces for the Hawker 800/850/900 series, having bought part of that business from BBA Aviation’s legacy support division Ontic. “We’ve torn down some Hawker Aircraft, which gave us a good pool of rotables that we exchange out with operators as well,” said Kilgour.

C&L can now do heavy maintenance checks on the Hawker 800. It recently completed the installation of a Med Pac medevac system on a Hawker 800A, marking the first time that aircraft was equipped with the system. The process took four weeks and included some modifications, which will allow the twinjet–now serving in Kuwait–to be converted from passenger charter configuration to medevac mode in less than an hour. o

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PEOP LE ON THE MOVE Lufthansa Technik appoints chairman

Dr. Johannes Bussmann will take over as the chairman of the executive board of Lufthansa Technik from August Wilhelm Henningsen on April 1 next year.

Henningsen has been the chairman of the executive board since 2001. The supervisory board of Lufthansa Technik appointed Bussmann to the position on September 15.

Dr. Johannes Bussmann

Bussmann, who holds a Ph.D. in aerospace engineering, has been a member of the executive board since September 2012 and responsible for human resources, engine and VIP services at the Lufthansa subsidiary. In 1999, he moved from the ABB Group to Lufthansa Technik and began his career there in the product development and sales division. Bussmann also served as vice president of marketing and sales, senior vice president of component services and senior vice president of engine services before joining the executive board.

Lufthansa Technik Group has more than 30 subsidiaries and about 26,000 employees worldwide.

Lufthansa Technik also announced the promotion of Walter Heerdt as senior vice president for VIP and executive jet solutions.

He succeeds Dr. Hans Schmitz, who is retiring after seven years at the helm of Lufthansa Technik’s VIP division. Heerdt has headed the German company’s marketing and sales department since 2003.

He joined Lufthansa in 1979 as a manager in the engine services division before rising through the ranks and eventually being named senior vice president of marketing and sales for the entire Lufthansa Technik Group 11 years ago.

Cirrus makes sweeping personnel moves Cirrus Aircraft last month announced a series of personnel moves meant to “reinforce the company’s leadership depth and further position the enterprise for global growth.”

Ben Kowalski has joined Cirrus Aircraft as vice president of

marketing, giving him responsibility for developing marketing, branding, communication and distribution strategies to support the company’s strategic growth plan, including activities around the launch of the Vision SF50 jet in 2015. He brings more than 15 years of experience leading initiatives in sales, marketing, operations and training for both regional and global companies.

Cirrus has also appointed David Moser as the new vice president of fleet and special-mission sales. In this role, Moser will oversee the Cirrus fleet and special-mission platforms sales team.

Moser’s aviation career began at Diamond Aircraft, where he served as director of fleet sales.

He then founded Flightline Solutions, where he represented Cirrus Aircraft and other products and services for the flight-training market. Previously, he held several key positions with General Electric, GTE, Sun Microsystems and Advanced Energy.

The appointment of Kowalski and Moser came only three weeks after Cirrus announced it promoted Todd Simmons to executive vice president and chief customer officer. Simmons joined Cirrus in 2008 as vice president of marketing and most recently served as executive v-p of sales, marketing and support. Prior to joining ­Cirrus, Simmons was a principal at CubCrafters and previously held positions at both Delta Air Lines and American Airlines.

Simmons’ appointment coincided with an announcement that Don McIsaac has joined Cirrus as executive vice president and CFO. McIsaac has held senior leadership positions in both private and public companies in a variety of industries in Canada and the U.S. Yet another key executive appointment involved Judi Eltgroth, whom Cirrus promoted to senior vice president of human resources. With Cirrus since 1996, Eltgroth now oversees human resources, organization development and regulatory compliance.

She also serves as the company’s national security director with reporting responsibility to the U.S. Department of Defense. Bringing more than 25 years’ experience in the field, Eltgroth has led human resources initiatives through multiple transitions, including mergers and acquisitions.

Cirrus has also appointed Carolyn Zhang to the new executive leadership position of senior vice president of strategic

planning and business development. The position calls for Zhang to concentrate her efforts on long-term strategy and growth plans, including expansion into emerging markets and new ownership and service offerings.

Zhang most recently worked at Helsinki-based CargoTec. Finally, Curtis Landherr has joined Cirrus as its general counsel. Prior to joining Cirrus, Landherr spent 15 years practicing as in-house corporate counsel, including seven years with Garmin, where he provided primary legal support for that company’s aviation division.

Gulfstream executes management moves A series of new executive appointments at Gulfstream Aerospace has seen Beijing-based Leda Chong become a member of the company’s leadership team as senior vice president for the AsiaPacific region. Chong now reports directly to Gulfstream president Larry Flynn.

In her new position, Chong has taken on responsibility for business development, strategic planning and government relations within the Asia-Pacific region for both Gulfstream and the aerospace business group of General Dynamics, Gulfstream’s parent company. Gulfstream expects her to work closely with the region’s aviation industries and authorities to ensure the continued growth of business aviation in Asia.

Leda Chong

Chong joined General Dynamics in 2007 as a director of government relations. Two years later, the company appointed her staff vice president of government relations, a post in which she coordinated advocacy efforts on behalf of business units supporting customers in federal, civil and intelligence communities. Most recently, Chong served as the head of the Asia-Pacific region for the General Dynamics Aerospace business group.

Another major personnel development at Gulfstream involves John R. “Bob” Ranck, whom the company chose to

92 NBAA Convention News • October 22, 2014 • www.ainonline.com

succeed retiring senior vice president of government programs and sales Buddy Sams. Along with Chong, Ranck will become a member of the Gulfstream leadership team and will report directly to company president Larry Flynn starting in January.

Sams plans to retire at the end of this year.

In his new Washington, D.C.based position, Ranck will assume responsibility for Gulfstream’s worldwide government sales and marketing activities, business development, contracting, pricing, proposal management, program management and government relations efforts.

He’ll also direct the company’s response to international and domestic special-missions requirements and coordinate support for regional sales executives in pursuit of international military and head-of-state air transportation opportunities.

Ranck most recently served as the vice president of business development at Integrated Systems Solutions, a services company that performs scientific, technical and staffing support for federal agencies. He retired from the U.S. Air Force on Jan. 1, 2013, after a 30-year career. Ranck became a brigadier general in 2008 and held staff positions at the Pentagon in operational policy, planning and programming.

In yet another personnel move, Gulfstream recently named Jim Tait vice president of sales operations and analysis. He reports to Gulfstream senior vice president of worldwide sales and marketing Scott Neal.

In his new position, Tait leads activities related to sales operations, including customer relationship management, commercial contracts, market research, aircraft pricing, residual value analysis and customer financial support.

Tait started with Gulfstream in 1999 as a senior financial controller and earned a promotion to director of financial planning and analysis in 2000. He brings more than 25 years of experience in the engineering, defense and aviation industries, concentrating on longand short-range business plans, trend analysis, financial outlooks and pricing strategies.

Finally, Gulfstream Aerospace appointed Jeff Kreide vice president of final-phase engineering. Kreide reports to Gulfstream senior vice president of operations Dennis Stuligross. In his new position, Kreide is responsible for all

final-phase engineering activities in Savannah, Ga., and assumes indirect–“dotted-line”–responsibilities for engineering at Gulfstream’s Appleton, Wis.; Dallas; and Long Beach, Calif. final-phase manufacturing facilities. He also shoulders responsibility for industrial design, final-phase research and development and final-phase new product engineering.

A 32-year Gulfstream employee, Kreide previously served as the vice president of business solutions. Before that, he served as director of product lifecycle management, leading a team responsible for the design and development of the Gulfstream G650 3-D modelbased type design environment.

John Riggir named GM, jet Aviation Singapore John Riggir, a veteran of 37 years in the business and general aviation field, has been appointed vice president and general manager of Jet Aviation Singapore. His responsibilities include overseeing a maintenance and FBO facility at Singapore’s Seletar Aerospace Park as well as Jet Aviation’s Hong Kong and Kuala Lumpur operations.

John Riggir

Riggir began his new position September 1, following a stint at Hawker Pacific Group in Singapore, where he held management posts for 18 years and served most recently as executive vice president of corporate business development.

He succeeds Gary Dolski, who will be taking on new assignments with Switzerland-based Jet Aviation, a wholly owned subsidiary of General Dynamics that has more than 4,500 employees worldwide.

Jet Aviation provides a wide variety of services, including aircraft maintenance, completions, refurbishment, management, charter and sales. o

Work-of-art hangar façade graces new Landmark FBO

by Curt Epstein and Matt Thurber hangar wall provided the best opportunity for his nature-themed work. The result looks like smoothly sculptured stones emerging naturally from a white wall, suggesting at the same time aerodynamic characteristics.

“This project took a lot of collective effort and dedication over the last

PHOTOS: MATT THURBER

Landmark Aviation (Booth 2246) held the grand opening last month for its new FBO campus at San Diego International Airport, where it is the lone services provider. The Houston-based chain broke ground on the $39 million FBO last October. The 12.4-acre complex includes nearly six acres of ramp space

Artist Ken Gangbar’s unique aerodynamic sculpture graces the hangar façade fronting the entry drive at Landmark’s new FBO in San Diego.

and 115,000 sq ft of hangar space capable of sheltering aircraft up to a G650. The 19,000-sq-ft, two-story terminal includes a passenger lounge, viewing deck, fitness center, conference room, pilot lounge with snooze room, a gourmet café and office space.

There is now plenty of ramp space at Landmark San Diego, with 250,000 sq ft assigned solely to the FBO. On the second floor of the building, tenant and FBO office space is available as well as an outdoor patio with a clear view of arriving aircraft.

The hangar that fronts the street entry to the FBO was turned into a canvas for Canadian artist Ken Gangbar, who was selected to design a unique piece on the property. He could have picked any location but decided that the huge exterior

two years, and we are impressed with the finished product,” said Dan Bucaro, Landmark president and CEO, who acknowledged the support of the San Diego County Regional Airport Authority in bringing the project to completion.

“We are excited to offer our customers a more spacious and modern facility, boasting many amenities.” In 2012, the Airport Authority awarded Landmark Aviation a 37-year lease.

The FBO is also home to a new catering facility operated by Stevie’s Restaurant, which also operates a gourmet café there.

Landmark also lays claim to being the first FBO complex built to meet the U.S. Green Building Council’s Leadership in Energy & Environmental Design (Leed) Platinum certification standards. o

Latest for airplanes, helicopters from sunvisor specialist Rosen Rosen Sunvisor Systems of Eugene, Ore., is showcasing its next-generation, five-axis Arc sunvisor system here at NBAA 2014. The newly designed Arc sunvisor provides stable glare reduction in multiple directions and features flexible mounting configurations suitable on both airplanes and helicopters.

The Arc can be placed to cover the side, front and overhead windows using

monorail and static mounts, according to Rosen (Booth 3060).

The company customizes installation for OEM mounting, lens geometry, flight deck configuration and application. The system also features secure stowage and increased comfort during flight operations.

Rosen is providing demonstrations of the Arc and its other sun attenuation products at its display here at the show. –J.W.

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Enter our Social Media Photo Contest and get a chance to win a Garmin VIRB, plus a shot at seeing your photo published on our social media channels.

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www.ainonline.com • October 22, 2014 • NBAA Convention News 93

New cloud-based card in the works for FBOs

Nagoya Airport serves one of Japan’s major metropolitan centers.

by Curt Epstein Aviation industry credit card transaction processor U.S. Bank Multi Service Aviation has partnered with aviation software developer Vessix to launch a new cloud-based business solution system for FBO operators. The two companies (co-exhibiting at Booth 1624) have unveiled the subscription-based Vessix platform, which has been under development for the past twoand-a-half years and can provide secure transactions with customer credit and fuel cards.

Using a proprietary card scanner, sensitive credit data is encrypted and, on customer request, placed in a secure cyber vault, where it can be accessed to process transactions without the handling of actual card numbers.

At its NBAA press conference on Monday, Vessix cofounder and COO Tom Perkins described the current system of “on file” cards employed at many FBOs as a photocopy of the actual credit card kept in a drawer. In this era of major credit card hacking breaches, the new point-of-sale system complies with level-one payment card industry (PCI) standards, the most stringent available.

Based on Vessix’s centralized storage, which keeps the customer’s credit card information out of the FBO’s computers, transactions can be processed at multiple locations using the same data.

“All the software that’s currently out there for an FBO has been designed with abilities 10 years old, some as much as 15, and it hasn’t been updated,” Perkins told AIN. “Not only is it operating in a language that

doesn’t work with current technology, the PCI compliance and security around the cards just can’t be updated, that stuff is coming apart.”

The secure credit processing function is just one of four modules now available from Vessix, which customers can use on an à la carte basis as needed to replace outdated legacy processes. A fully integrated customer relationship management (CRM) feature will further streamline customer service procedures, through control of all flight scheduling functions and billing through the secure cloudbased server, and another justreleased module will provide improved fuel inventory management and invoicing. “The cloud-based Vessix solution ties several business functions into one system, generating data that can be used to help FBOs pinpoint individual customer needs,” said Tami Richards, program manager of U.S. Bank Multi Service Aviation.

According to Perkins, the system will go online next month at five locations, and though the software package has just made its debut, it has already garnered industry attention. “The Vessix business management software embraces technology advancements that are sure to revolutionize how business is done in the FBO industry,” said Robbie Stallings, president of Shell Fuels distributor Eastern Aviation Fuels. Eastern is recommending that the Shell-branded FBO network adopt the Vessix system for its point-of-sale processing and other related business management needs. o

Nagoya Airport is here trying to boost bizav use Representatives from Japan’s Nagoya Airport are here at NBAA (Booth 1290) to promote its convenient location within the country and its utility for business aviation travelers. The AichiNagoya region is one of the country’s three largest metropolitan areas, and as the first airport in Japan with a full-fledged business aviation terminal, Nagoya

remains one of the few airports in the country to be considered business aviation specific, with the larger Central Japan International Airport built nearby to handle most of the commercial traffic.

The Nagoya area has been designated as a “Special Zone to Create Asia’s No. 1 Aerospace Industrial Cluster” by the Japanese government, and the airport

4G LTE-based network is coming from SmartSky

by Chad Trautvetter and Matt Thurber SmartSky Networks is launching an airborne 4G LTE-based network, SmartSky, which will serve both business aviation and the airlines starting in 2016. According to the Melbourne, Fla.-based company, SmartSky will provide more than 10 times the typical speed and capacity of networks currently on the market by using 60 MHz of spectrum for its air-to-ground (ATG) data communications.

Plans call for starting beta customer trials of SmartSky 4G in the continental U.S. late next year before rolling out its commercial service nationwide in 2016. SmartSky then expects to expand its airborne 4G service internationally without making any changes to

the on-aircraft hardware.

“We believe this will be the most cost-effective, high-bandwidth national network ever built in the U.S.,” said SmartSky vice chairman, and former Federal Communications Commission (FCC) chairman, Reed Hundt.

Last year, the company performed a live flight demonstration of SmartSky with multiple users on board engaged in video conferences, streaming movies, sending and receiving large files and other bandwidth-intensive activities all at the same time.

Here at NBAA 2014 SmartSky (Booth 2989) unveiled the launch partners that will distribute SmartSky 4G to the business

will be the site of final assembly, flight test and delivery for the Mitsubishi Regional Jet, which will be Japan’s first indigenous airliner. Kawasaki Heavy Industries and Fuji Heavy Industries, which supply 35 percent of the content for Boeing’s 787 Dreamliner, also have factories in the area, which is home to Toyota Motor Corp.

For business aviation operations, Nagoya is removed from the congestion of the Tokyo area, yet due to its central location it is easily connected by high-speed train to the capital and to hubs such as Osaka and Kyoto. The airport, which is open from 7 a.m. until 10 p.m., offers a dedicated customs, immigration and quarantine facility for international business arrivals. Two FBOs supply ground handling: Nakanihon Air Service and Aero Asahi. The business aviation terminal is centrally located, less than 300 feet from the ramp, and aircraft can taxi directly to their own parking spaces under their own power. –C.E. aviation community.

These include Textron Aviation, Duncan Aviation (aftermarket certification and installation), Satcom Direct (service provider), ICG (eRouter) and Harris Corp. (airborne and ground equipment).

While few details on how SmartSky achieves such high data speed rates are available, SmartSky Networks president Ryan Stone told AIN there are two key elements that make this possible. “It is patented technology based on Harris [expertise] that we and some [other companies] developed together. The core secret sauce is phased-array beam forming. If you think of an existing system as broadcasting like a flashlight beam, as an aircraft flies into it, the signal is sort of getting shared by all the aircraft in there. We’re individually targeting each aircraft with the full bandwidth. The other aspect is the fact that we are accessing 60 MHz of spectrum.” o

Giving back is one key principle that NBAA and so many NBAA members and member companies live by. Because of this, Corporate Angel Network (CAN) executive director Dick Koenig is a happy man this week. Yesterday at the Phillips 66 exhibit (Booth 4200), Koenig had the opportunity to both give and receive.

Koenig and CAN chairman Randy Greene (also president and CEO of Safe Flight), along

with award sponsors from Phillips 66, Safe Flight and Aviation Week/Business & Commercial Aviation, presented representatives from the Williams Companies and Cummins flight departments with an etched crystal case honoring them for flying the most CAN flights in the past year. Flight departments Spectra and Devon were also honored.

CAN flights transport cancer patients pro bono on corporate

flights to where critical medical treatments are available in distant cities.

At the same ceremony, Koenig and Greene accepted a $21,000 check from Phillips 66. NBAA attendees can support CAN, too, by attending the CAN/ NBAA Soirée tonight. The event promises more wonderful surprises from CAN. More information and tickets are available from CAN at its NBAA exhibit (Booth 4935). –A.L.

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BARRY AMBROSE

Corporate Angels get support at NBAA

At the Phillips 66 booth here at NBAA 2014, Corporate Angel Network executive director Dick Koenig, center, accepts a $21,000 check from the fuel supplier.